{"AggregatedSourceRepository":[{"label":"Aggregated Source Repository","value":"CONTENTdm","attrs":{"lang":"en","ns":"http:\/\/www.europeana.eu\/schemas\/edm\/dataProvider","classmap":"ore:Aggregation","property":"edm:dataProvider"},"iri":"http:\/\/www.europeana.eu\/schemas\/edm\/dataProvider","explain":"A Europeana Data Model Property; The name or identifier of the organization who contributes data indirectly to an aggregation service (e.g. Europeana)"}],"Category":[{"label":"Category","value":"Canadian Pacific Railway","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/subject","classmap":"oc:DataDescription","property":"dcterms:subject"},"iri":"http:\/\/purl.org\/dc\/terms\/subject","explain":"A Dublin Core Terms Property; The topic of the resource.; Typically, the subject will be represented using keywords, key phrases, or classification codes. Recommended best practice is to use a controlled vocabulary."}],"Collection":[{"label":"Collection","value":"Wallace B. Chung and Madeline H. Chung Collection","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/isPartOf","classmap":"dpla:SourceResource","property":"dcterms:isPartOf"},"iri":"http:\/\/purl.org\/dc\/terms\/isPartOf","explain":"A Dublin Core Terms Property; A related resource in which the described resource is physically or logically included."}],"Creator":[{"label":"Creator","value":"Canadian Pacific Railway Company","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/creator","classmap":"dpla:SourceResource","property":"dcterms:creator"},"iri":"http:\/\/purl.org\/dc\/terms\/creator","explain":"A Dublin Core Terms Property; An entity primarily responsible for making the resource.; Examples of a Contributor include a person, an organization, or a service."}],"DateAvailable":[{"label":"Date Available","value":"2018-10-24","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/issued","classmap":"edm:WebResource","property":"dcterms:issued"},"iri":"http:\/\/purl.org\/dc\/terms\/issued","explain":"A Dublin Core Terms Property; Date of formal issuance (e.g., publication) of the resource."}],"DateCreated":[{"label":"Date Created","value":"1948-1959","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/created","classmap":"oc:SourceResource","property":"dcterms:created"},"iri":"http:\/\/purl.org\/dc\/terms\/created","explain":"A Dublin Core Terms Property; Date of creation of the resource."}],"Description":[{"label":"Description","value":"File of many clippings and tear sheets from the Canadian Pacific Spanner.","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/description","classmap":"dpla:SourceResource","property":"dcterms:description"},"iri":"http:\/\/purl.org\/dc\/terms\/description","explain":"A Dublin Core Terms Property; An account of the resource.; Description may include but is not limited to: an abstract, a table of contents, a graphical representation, or a free-text account of the resource."}],"DigitalResourceOriginalRecord":[{"label":"Digital Resource Original Record","value":"https:\/\/open.library.ubc.ca\/collections\/chungtext\/items\/1.0373053\/source.json","attrs":{"lang":"en","ns":"http:\/\/www.europeana.eu\/schemas\/edm\/aggregatedCHO","classmap":"ore:Aggregation","property":"edm:aggregatedCHO"},"iri":"http:\/\/www.europeana.eu\/schemas\/edm\/aggregatedCHO","explain":"A Europeana Data Model Property; The identifier of the source object, e.g. the Mona Lisa itself. This could be a full linked open date URI or an internal identifier"}],"FileFormat":[{"label":"File Format","value":"application\/pdf","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/elements\/1.1\/format","classmap":"edm:WebResource","property":"dc:format"},"iri":"http:\/\/purl.org\/dc\/elements\/1.1\/format","explain":"A Dublin Core Elements Property; The file format, physical medium, or dimensions of the resource.; Examples of dimensions include size and duration. Recommended best practice is to use a controlled vocabulary such as the list of Internet Media Types [MIME]."}],"FullText":[{"label":"Full Text","value":" Klondyke Carrier\nInterior of a modernized parlor car shows comfortable chairs,\nand original oil paintings which hang in many of these cars.\nMany cars have historic background; this one is reputed to\nhave once been the private car of Brigham Young, the Mormon\nleader.\nGradually displaced in regular service by diesels, as on other\nNorth American lines, not-so-old engines like No. 73 are\nmaintained for helper and extra service in summer, snow service\nin  winter.\nAura of yesteryear hangs about the \"Lake Watson\", one\nof White Pass & Yukon's narrow-gauge parlor cars. Interiors\nhave wall-to-wall carpets., individual movable parlor car chairs.\nTotem-pole insignia decorates the front of yellow-and-green\ndiesel-electric engine No. 91, one of five specially-designed\nsix-axle road units which handle all regular service on the\nWhite Pass & Yukon.\nAt left: Train No. 1 arriving at Whitehorse from Skagway.\nConsist includes tank cars, inevitable container cars and\npassenger equipment at the rear. Note varnished-log station\nwhich houses W. P.  & Y. administrative offices.\nModernized parlor car \"Lake Mayo\", here shown in Skagway\nyard, is a rebuilt car featuring picture windows. Parlor cars\noutnumber all other passenger train cars combined.\nSpanner \u2014 July-August,   1959\n KLONDYKE CARRIER Cont'd.\nmeet at Bennett), reduce the food to fragmentary proportions.\nContinuing northward, the line lies along\nthe eastern shore of Lake Bennett, whose\nwaters reflect the mountain peaks on the\nopposite shore. Many opportunities for\nphotographs of mountain scenery exist along\nthis section, which continues for twenty-\nseven miles to Carcross, a shortened version of the settlement's original name\n\"Caribou Crossing\". At Carcross, the disused W.P. & Y. steamer 'Tutshi\" can be\nseen, hauled up on ways out of the water;\nanother relic to be seen here is the venerable locomotive \"Duchess\", which formerly\nworked a portage railway near Atlin, B.C.,\nbut whose service on the Canadian west\ncoast goes back to 1876.\nThe remainder of the route to storied\nWhitehorse lies through the valleys of the\nWatson River and Cowley Creek. At one\npoint, a dried-up lake bed testifies to an\nearly attempt to lower a lake level by a\nfew feet to make way for the railway. The\ndischarge force of the water released\nthrough an artificial channel was misjudged,\nhowever, and the lake level descended\neighty feet, until today it is but a succession of ponds. The course of the line along\nhere lies beside Gray Ridge, a succession of\nsnow-topped mountains. At MacRae, seven\nmiles before Whitehorse, the Alaska Highway is crossed. Soon the train is skirting\nthe .foot of the plateau on which # Whitehorse airport is situated, and then into the\ntown itself where the railway headquarters\nare housed in an attractive varnished-log\nstation. This is the end of the line for passenger trains, but the freight cars are\nhandled a mile further through the town to\na highway terminal where road-rail transshipment is carried out. As at Carcross,\nmore disused steamers are to be seen here,\nall of which once played important parts\nin interior communications until the advent\nof the Alaska Highway and ancillary roads\nmade them obsolete.\nThe antique appearance of the W.P. & Y.\ntrain belies its modern interior appointments \u2014 there is only one class of travel\nfor the tourist, first class \u2014 and the tiny,\npicturesque, open-vestibule parlour cars\nare fitted with attractive upholstered parlour car chairs every bit as comfortable as\nthose in the \"Canadian\" or the \"Dominion\".\nThe rolling stock is not without its history\nas well. One of the parlour cars, the \"Lake\nBennett\", is reputed to have once been the\nprivate car of Brigham Young, the American Mormon leader, in Utah, and belonged\nto several Canadian and United States\nnarrow-gauge railways before coming to the\nYukon at the turn of the century.\nThe regular trains on the White Pass are\nmixed trains; in addition to the passenger\ncars, freight cars including flat cars carrying containers of merchandise and supplies\nare handled in the train. These containers\nare unloaded from ships at Skagway, and\nare destined for points farther up the\nAlaska Highway from Whitehorse. The containers are painted in various distinctive\ncolours, depending upon the type of lading.\nWithin the past few years, economics have\ndictated dieselization of motive power on\nthe White Pass railway, and five specially-\ndesigned diesel-electric engines haul the\ngreater part of the traffic, supplemented by\nsix efficient steam locomotives, several of\nwhich are not much older than the diesels.\nThe White Pass & Yukon is thus a railway\nof contrasts, but the land that it serves is\nno less so.\nWhen the news of George Carmack's gold\nstrike on Bonanza Creek, in Yukon territory, on August 17, 1896, reached the west\ncoast of Canada and the United States, the\nKlondyke rush began. So vividly did the\nstrike spark the imagination of the adventurous that forty thousand individuals made\nthe trip by water to Skagway, thence by\nfoot over Chilkoot Pass and White Pass\ninto Yukon Territory in the years 1897 and\n1898. Dawson City, the site of a trapper's\nhut in the autumn of 1896, had become a\ncity of nearly 10,000 people by the summer\nof 1901. In the eight years following Car-\nmack's discovery, nearly $100,000,000 in\ngold was taken from the Bonanza Creek\narea alone!\nOn the heels of the gold seekers came\nthe railway builders. As soon as the snow\nhad disappeared in the winter of 1897-98,\nsurveyors arrived at Skagway and in April,\n1898, surveys for the railway which was\nto overcome the most difficult part of the\nKlondyke trek began. The principal figures\nin the construction of the railway were\nMichael J. Heney, an engineer, who joined\nwith two other men of his own profession,\nSir Thomas Tancrede, of London, and\nSamuel H. Graves, an American, in the\nundertaking of the railway which was to\ntap the rich traffic then struggling on foot\nover the passes. Five different # surveys\nwere traced for the route to White Pass,\nbut the final line adopted was a compromise\nroute, which had the effect of lengthening\nthe fourteen miles to the Pass, to twenty\nmiles. Even so, grades reached a maximum\nof 3.9% and curves of 16\u00b0 and 20\u00b0 were not\nuncommon. It was on this section that the\nroad's only tunnel \u2014 250' long \u2014 and its\nhighest bridge, Dead Horse Gulch Viaduct,\nwere located.\nOn the 21st of July, 1898, less than four\nmonths after surveys commenced, the first\npassenger train ever to operate in the former Territory of Alaska, hauled passengers\non flat cars for four miles out of Skagway.\nNine days after the first run, the Company\nwas given official consolidated status organized in London, England under the name\nof the White Pass & Yukon Railway Company, Limited. This Company was registered to carry out the charter rights and\nconcessions of the three constituent companies which still exist today. Samuel\nGraves became the first President, while the\nChairman of the Board was Charles Colin\nMacrae, of London. Eight-and-a-half months\nonly were required to finish the railway to\nWhite Pass, and by mid-February 1899, the\nslim-gauge rails had entered British Columbia. This point would have been attained\nby Christmas of 1898, had it not been for\nthe Atlin gold rush in August, 1898. When\nthe news of the strike reached the railway\nconstruction camp, the men deserted en\nmasse, taking their tools with them. Samuel\nGraves remarked later in his memoirs that\nno railway ever constructed had ever hired\nlabourers of such education and intelligence.\nThe men were recruited from among the\ngold-seekers, and included, according to\nGraves, \"lawyers, doctors, artists, college\ngraduates, French chefs and schoolmasters\".\nOn July 6th, 1899, the first train ran from\nSkagway to Bennett. Due to heavy work\non the precipitous eastern shore of the\nlake, it was decided to use steamers on Lake\nBennett, and work on construction from\nCarcross to Whitehorse, while rock gangs\nblasted out the right-of-way in the middle\nsection. This took another year,  and with\nthe completion of the line between Car-\ncross and Whitehorse on June 8th, 1900,\nthe railway was able to offer a through\nconnected rail and steamship service\nthroughout its 110-mile route. By this time,\nthe grade along the shore of Lake Bennett\nhad been cleared and made, and the laying of the rails took but a month-and-a-\nhalf; on July 29th, 1900, the last spike was\ndriven at Carcross at the north end of the\nbridge across the lake narrows by a number\nof dignitaries. President Graves drove the\nlast spike home.\nAlthough the W.P. & Y.R. was projected\nto run as far as Fort Selkirk, Yukon, about\n325 miles, it has never been extended past\nWhitehorse. For a brief period around the\nfirst World War, the route mileage of the\nrailway exceeded the present 104.7 while\nan 11-mile mining branch was operated to\nPueblo, near Whitehorse.\nFor many years, too, the White Pass\noperated its own steamer service on the\nYukon River as far as Dawson City, 450\nmiles away. This service was organized by\nthe Company in 1901 in order to protect its\nown interests. Previous to that time, competing steamers carried traffic onward from\nWhitehorse down the Yukon River, but\nafter a number of incidents involving loss\nor damage to goods turned over by the\nrailway, the subsidiary British Yukon\nNavigation Company was formed to carry\non this service. Its function ceased a number of years ago, and the half-dozen remaining sternwheel steamers are tied up at\nWhitehorse and Carcross. In addition to the\nYukon River service, another service was\noperated until recent years from Carcross\nto Atlin, B.C. and West Taku Arm.\nMany visitors travel to Skagway and\nthe Yukon by the Canadian Pacific's\n\"Inside Passage\" steamship route from the\nwest coast. For those, like the author, to\nwhom time is an important factor, Canadian Pacific Air Lines provides daily flights\nto Whitehorse from Vancouver and Edmonton. It is but a step from the cosmopolitan atmosphere of a CPA \"Empress\"\nDC-6 airliner to the other-worldliness of\nthe White Pass & Yukon, but it encompasses all of the charm of the Yukon and\nof the Klondyke gold-rush which brought\nriches to some, ruin to many, adventure\nand hardship to all. Today, all that remains of gold rush times are a few ghost\ntowns, historical relics and souvenirs of\npioneer days, and the celebrated literature\nof  Robert  W.  service  and  others.\nHistory, however, has dealt mercifully\nwith the most enduring product of the\n\"days of '98\", the White Pass & Yukon\nrailway. Modernized today to play a part\nin the opening-up of the Canadian and\nAmerican North, the little railway nonetheless retains its atmosphere of the times\nwhen fortunes were to be had for the\ntaking, and the notorious outlaw \"Soapy\"\nSmith terrorized Skagway until put down\nby the railwaymen acting on behalf of law\nand order. It retains, above all, its incomparable scenery. When the North\nfinally comes into its own, it will be due\nin large measure to the transportation link\nprovided by what may well become North\nAmerica's last three-foot-gauge common\ncarrier, the White Pass & Yukon Route,\na contribution as important in its own way\nas that of our own Canadian Pacific in\nmaking the confederation of Canada an\naccomplished fact only a dozen years\nbefore the Klondyke Rush.\n10\nSpanner \u2014 July-August,   1959\n Royal York Banquet Hall\nCalled The Canadian Room\n\/\/j HE CANADIAN ROOM\" is the\n, I name already assigned to the\nlargest public room in, the new 17-\nstorey, 400-room addition planned\nfor the Royal York Hotel in Toronto,\nR. A. Mackie, general manager of\nthe Comnanv's hotels said recently.\nThis is the huge banquet room, approximately 200 by 80 feet, or nearly\n17,000 square feet in area which will\nbe big enough to accommodate 1,700\nfor banquets or seat 3,000 for conventions or public meetings.\n\"The Canadian theme will be\nemphasized throughout this and some\n30 other banquet rooms and salons\/'\"\nMr. Mackie added. Names of early\nCanadian governors, explorers, generals and men of business as well as\nplaces of historical significance from\nCape Breton to Vancouver Island,\nlike Wolfe, Montcalm, Brock, La-\nSalle, Frontenac, Siincoe, Cabot,\nCartier, Palliser, Mackenzie, Vancouver, Douglas, Lord Mount Stephen,\nBanff, Rupertsland, A s s i n i b o i a,\nNiagara, Annapolis, Cornwallis and\nEvangeline have been suggested.\nOthers are expected to emerge as\nthose planning the naming of the\nvarious rooms settle down to a complete survey of the situation.\nAll-Canadian   Pattern\nMeanwhile, however, \"The Canadian Room\" is taking definite shape\nas the room to set the all-Canadian\npattern. Plaques of the coats of arms\nof Canada and of all ten provinces\nwill be incorporated in the decoration plan.\nAs names of selected Canadians\nare assigned to the other banquet\nrooms and salons portraits will be\nprepared to be hung in the rooms and\nsigns designating the name will be\nput in place over the entrance-way.\nWhile it will curtsey to the past\nin honoring those who made Canadian history, the Royal York's new\n\"Canadian Room\" will be as modern\nas tomorrow and in fact will introduce an entirely new ballroom decor.\nFor one thing, the room will lack\nchandeliers since these traditional\nlighting effects would interfere with\nthe televising of many important\ngatherings which will take place in\nthe \"Canadian Room.\" Also, in anticipation of the many outstanding\nexhibitions which undoubtedly will\nbe accommodated in this vast banquet room, a special large elevator\nwill be installed capable of carrying\nDayliner on the E. and N.\nCanadian Pacific's \"Dayliner\", operating on Vancouver Island\nbetween Victoria and Courtenay, is shown in this impressive view as\nit crosses over bridge spanning Niagara Canyon.\nBig Business on the Island\nShipment of pilings is currently big business for the Esquimalt\nand Nanaimo Railway, the company's Vancouver Island operation.\nThis view shows a triple load of the poles, a few of the many\nthousands which are being driven on a reclaimed Island waterfront\narea at Port Alberni, prior to the construction of a new paper mill.\nany type of automobile and medium-\nsized truck. This means that exhibits\n^now too large to be included in any\n* Canadian hotel exposition may be\nhandled directly from the street level\nto the \"Canadian Room\".\nOTATATATATATATATATATATAWATATATAWATAWAWAWAWAWAWaWaWaWaJI\nSome 30 miles of electric\ncables have been fitted into the\nnew Canadian Pacific flagship\nEmpress of Britain.\nSpanner \u2014\u25a0 April, 1956\n13\n Inspecting A \"Britannia'\nCanada-Argentine Route\nPlanned by CPAL\nFIRST STEP toward operation of^a\ndirect air route between points in\nCanada and the Argentine was made\nMarch 17 when a group of Canadian\nPacific Airlines executives left Vancouver for Buenos Aires.\nPermission for the new service was\ngranted in February and the group\nof specialists headed by H. R. Ren-\nwick, general manager of sales and\ntraffic, and A. J. Pierce, manager of\noverseas lines will make a survey of\nthe route from Lima, Peru, to Buenos\nAires. The Company already runs\nnon-stop  from   both  Vancouver and\nToronto to Mexico City and on to\nLima.\nA survey will be made of all factors involved in the new operation,\nincluding flight routes, navigational\naids, communications and airport\nground facilities.\nThe group will later finalize plans\nbased on their reports. It is planned\nto begin weekly service from Vancouver and Toronto to the Argentine\ncapital in mid-May.\nCPA will operate the route as an\nextension of the present Latin American service, using dual-class DC-6B\nplanes. It is planned to increase frequency to twice weekly when two\nnew aircraft are received from the\nmakers later this year.\nNew Airlines Office in Vancouver\nG. W. G. McConachie, right, president of Canadian Pacific Airlines, inspects the hull of a turbo-prop Bristol\nBritannia airliner with A. Symon, Britannia design manager, at the Bristol plant\nin  Filton, England.\nC.P.A.L. has ordered four Britannia\n310 LR airliners, largest commercial\naircraft in the world, and has an option\non five more. Mr. McConachie was\naccompanied on his tour of the Bristol\nplant by a team of C.P.A.L. engineers.\nContract for the $10,000,000 order was\nsigned last October.\nTO MEXICO AND PERU\nCanadian Furs and Model\nRushed to Shows by CPAL\nJul INK   FURS  worth  $250,000   from   the\n'^ \u25a0 salons of Canadian designers will hold\nthe spotlight in a series of fashion shows in\nMexico City and Lima, Peru, during April.\nThe furs, and glamorous model Miss\nPamela Heath of Toronto will be rushed\nfrom Toronto to Lima by Canadian Pacific\nAir Lines, April 8, where the first of the\nshows will be held.\nCo-operating in placing before fashion\nconscious Latin Americans the furs available in Canada are the Canada Mink\nBreeders Association and the Department\nof Trade and Commerce. The Canadian\nCouturiers Inc. have designed and furnished the wardrobe which Miss Heath\nwill wear.\nThe shows are being sponsored by leading\ncharity organizations in two countries. In\nLima, the wife of the president is the\npatroness of the organization \"Centre of\nSocial Assistance\". In Mexico City the local\nJunior   League   is   handling   arrangements.\nThe Canada Mink Breeders Association\nis gathering furs from all parts of Canada\nto make up the special pieces which will\nbe displayed.\nStatistics from the Department of Trade\nand Commerce show that Canada'enjoys\na trade balance withfboth countries and\nthat both are active in trade with this\ncountry.\n(Canadian   Pacific   Airlines  photo)\nProminent Vancouver businessmen, travel agents and newspapermen were among\nthe 100 guests greeted by CPAL personnel during a reception at the opening of the\nCompany's new sales and ticket office at 620 Burrard St.\nEye-catching feature of the office's modern decor is a large wall panel with a\nbrightly-colored, projected world globe showing CPAL's overseas routes connecting\nfive continents.\nPictured in front of the novel map are CPAL traffic and reservations employees:\nFront row, left to right: Miss Margaret Roebuck* Mrs! Merle Hind ley, reservations\nclerks; Mrs. Marg. Scott, reservations supervisor; Mrs. Helen Picketts, Miss Doris\nDinsmore and Mrs. C. Scroggie, reservations clerks. Back row: Traffic clerks Miss\nMarg. Phillips, Mrs. Burke Smith. Mrs. Norma Sissons, Miss Gloria Verrier.\nJUJXJXJH J\\-J\\J\\J\\ J\\JXJ\\J\\J\\.JXJ\\ JXJX JXJXJX \/XJX\/XJX JX Jx\nThe decks of the tourist rooms\naboard the new Canadian Pacific flagship Empress of Britain\nare rubber covered with the\naddition of rubber runners of I\nvarying attractive colors.\n\"AVAVAVAV^VAVAVAVAVAVAVAVAVAVMAVAVAVAVAVAVAVAVAVgVJVJI\nJ. H. Gammon\nJ. H. Gammon, locomotive engineer at\nWilkie, retired recently with 43 years service. He was a sergeant with the Engineers\noverseas in World War I. At Wilkie he\nis Past Master of the Masons, Past President of the Legion, is a school trustee\nand serves as a vestryman for the Anglican\nChurch. A brother, Edward, is a retired\nengineer at Wilkie.\n14\nSpanner \u2014 April, 1956\n PRESIDENT'S ADDRESS  (cont'd)\nCompany is vitally concerned in the\ncourse of developments as they affect\nthe transportation service which will\nbe required. There will be changes\nin the distribution of production between the manufacturing and the extractive industries, changes in the geographical distribution of industry,\nand greater competition will have to\nbe faced. Accordingly, we have retained the services of a group of\neminent economists to collaborate\nwith officers of your Company in a\nstudy of the nature and extent of\nprobable Canadian economic growth\nover the next fifteen years. In particular, tjie purpose of this study is to\nassess the effect of this growth upon\nthe volume and nature of traffic to be\ncarried by the Canadian Pacific Railway and to project, on the basis of\ncareful statistical and cost analysis,\nthe competitive factors relevant to\nthe changing pattern of the transportation sector of the economy. While\nthis study is not yet complete, the\nresearch group, which includes members of the faculties of Harvard and\nMcGill Universities, have suggested a\npopulation figure for Canada by 1970\nof some 21 million and a gross national product of the order of $45\nbillion. These represent increases of\none-third in population and of two-\nthirds in gross national product. They\nare substantial gains. It is clearly evident that if expansion of this order\nis to take place, great demands will\nbe made on the transportation facilities of the country. Careful plans are\nbeing laid to gear Canadian Pacific\norganization and facilities to meet\nthe challenges and opportunities\nwhich it is anticipated will be encountered over that period.\nRailway Property Investment\nYour Company has a vast property, representing an investment of\n$1% billion, which must be maintained and kept fully modernized.\nThe railway investment amounts to\n$1,563 million\u2014$184 million for road\nand $749 million for rolling stock,\nwhile the investment in steamships,\nhotels, communications and other\nproperties totals $199 million. Included in your railway property are\n23,300 miles of track, the equivalent\nof eight sets of tracks between Montreal and Vancouver. Of this, 8,600\nmiles are in first main and secondary\nmain lines, 9,300 miles are in branch\nlines and 5,400 miles are in yards,\nsidings and industrial tracks. There\nis, of course, not only the track itself.\nconsisting of the grading of the line,\nthe ballast, ties, rails, switches and\nother track material, but also fifteen\nmiles of tunnels, hundreds of bridges,\nthousands of stations, freight sheds,\noffice buildings, and complex signal\nsystems. Railway rolling stock comprises almost 2,000 locomotive units,\n80,000 freight train cars, 3,000 passenger train cars and over 6,000\nunits of work equipment, and there\nare shops and enginehouses located\nacross the system to maintain them\nin efficient operating condition.\nAll of this property is subject to\nattrition, and provision must be\nmade through depreciation charges\nfor amortization of its cost. But today's dollars are of far less value\nthan those of the period in which\nmost of the existing property was\nbuilt, and a wide gap exists between\nthe amounts provided for replacement\nthrough depreciation and actual replacement costs. To illustrate, much\nof your road property was constructed\nmore than 40 years ago when labour\nand material prices were less than\none-half of what they are today. It\nis therefore evident that the renewal of the existing plant alone will\nrequire substantially larger amounts\nthan are provided through charges\nfor depreciation based on original\ncost.\nPart of the Story\nMaintaining the plant at present\ncapacity, however, will be only part\nof the story. Provision will also be\nrequired for keeping pace with the\nincreased demand for transportation\nservice which will result from the\nexpansion in the economy. For example, provision will have to be made\nfor the improvement of road bed and\ntrack structure to take care of heavier\nloadings and to enable operations to\nbe conducted at greater speeds. To\nthis end, the steady process of upgrading ballast and replacing lighter\nwith heavier rail, which has been\nunder way for a number of years,\nwill continue. New roadway machines will be needed for the further\nmechanization of track maintenance\nof work. Branch lines will have to\nbe built into new areas, and new\nfacilities will be required to take\nadvantage of the opportunities\noffered by development of the St.\nLawrence Seaway. Additional sidings\nwill have to be lengthened to accommodate the longer trains made possible by the general use of diesel\npower. The safety and efficiency of\noperations  will necessitate the  con\ntinued extension of automatic block\nsignals and the installation of centralized traffic control systems. Construction of additional maintenance\nand heavy repair facilities will be\nrequired as dieselization proceeds;\nprovision must be made for expansion\nof classification yards and freight\nsheds and increasing the capacity of\nunloading tracks for handling increased traffic volume. It is almost\ncertain too, that present terminal\nfacilities for coastal steamships will\nhave to be supplemented. The estimated cost of all these improvements\nas can now be foreseen, covering both\nrenewal of existing railway plant and\nthe provision for expansion, will be\nof the order of $600 million over the\nnext fifteen years.\nEquipment  Requirements\nEquipment requirements will be\nsimilarly heavy. Virtually complete\ndieselization is planned by 1961. The\ncarrying out of this programme and\nthe subsequent additions required for\nreplacement and expansion over the\nremainder of the fifteen-year period\nwill require the purchase of about\n680 diesel units at a total cost of\nsome $125 million. The total number\nof freight cars will not increase in\nproportion to traffic volume, owing to\nimprovements in types and increases\nin unit capacity of cars, but it is\nestimated that 50,000 units of freight\nequipment will have to be purchased\nand that 40,000 will be retired. The\nestimated cost of the new units is\nabout $480 million. The outlook concerning passenger cars is not quite\nso clear. Important technological\nchanges leave the door open to widespread improvements in this field,\nparticularly with regard to development of light-weight trains. The rail\ndiesel car, however, is already established as an efficient and flexible instrument in passenger operations and\nfull use will be made of its potentialities. It is probable that about\n125 additional units of this type will\nbe purchased. Stated at a minimum\nfigure, the cost of new passenger\ntrain equipment will amount to $45\nmillion. And finally, to round out the\nequipment programme, the necessary\nreplacements for work equipment now\nin service and the purchase of the\nadditional work units that will be\nrequired will involve the expenditure\nof about $15 million.\nHotels\nYour  hotel  properties,  comprising\n(Cont'd on page 5)\nSpanner \u2014 June,  1956\n \\joumucuam\nNO. 222\nTNI WO\u00abt\u00bb\nJune,  1956\nSPANNER\nAddress all communications to\nE.   C.   Stockwell,   Editor,   Spanner\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nAddress to Shareholders  2\nEmpress  of   England     7\nNew   Brunswick  Safety  11\nApple  Blossom Time     13\nCompany News     17\n\"IDP\"   in   Action      18\nCur Women's World   ,  24\nRetirements  29\nObituary      35\nOUR     COVER\nThe   bow   of   the\nnew     \"Empress     of\n* England\"  makes  an\nimpressive picture\nfor our \"spanner\"\ncover as the ship\nslides from the ways\nof Vickers - Arm -\nstrongs at Walker-\non-Tyne, England,\nafter being launched by Lady Eden.\nThe \"Empress of\nEngland\", sister\nship of the \"Empress of Britain\" is\nscheduled to join\nthe service in the Spring of 1957. The new\nvessel is of approximately 26,000 tons gross.\nIt has a length of 640' feet and a beam of\n85 feet, and it is the first vessel to carry\nthe name \"Empress of England\".\nIt may be of interest to recall that the\nCompany's first three ships, the \"Empress\nof India\", \"Empress of Japan\" and \"Empress of China\" were built by a constituent\ncompany  of  Vickers-Armstrongs.\nIM PORTA N T\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint   of   mailing.\nPublished    by    the    Department    of    Public\nRelations of the  Canadian   Pacific   Railway\nat   Montreal.\nTraffic Tips\nKeep them flowing in! These important tips mean traffic and\nrevenue\nQUEBEC   DISTRICT\nEmployees\nDepartment\nRevenue\nHarrison,   H.    ...\n C.P.S.S.   Ltd.,   Montreal\n$ 546.00\nPenlington,   J.    . .\n Investigation,   Montreal    .\n567.00\nLachance,   Gilles\n Passgr. Dept., Quebec City   . .\n3,972.74\nWest, C.  J\t\n Foreign   Freight,  Montreal   . .\nALGOMA  DISTRICT\n1,350.00\nMurray,  C.   C.   . .\n Operating,  North  Bay, Ont.   .\n600.00\nSalmon,   A.   H.    .\nOperating,   Sudbury,   Ont.    . .\nMANITOBA   DISTRICT\n105.10\nBarton, P.  D.      .\n Auditor,   Winnipeg     \t\n94.05\nRobertson, Miss M\n. G.   . Colonization,   Winnipeg\n94.00\nAllen,   E\t\n Gen. Storekeeper, Winnipeg   .\n83.00\nTowall,  Miss J.   .\n Local Freight, Winnipeg   ....\n262.25\nWilson,   R.   C.\n Operating,   Winnipeg    \t\n61.80\nFillingham, W. A.\n.... Investigation, Winnipeg   ....\n175.07\nHarvey,  G.  C.\n Clerk,   Transportation    \t\n706.35\nBinnie,   H\t\n Solicitor,   Telegraphs    \t\n454.25\nGrobb,   Miss   L.    .\n Clerk,   Telegraphs    \t\nSASKATCHEWAN   DISTRICT\n460.25\nWolfe,   F.   J.\nBaggage,   Regina    \t\n186.15\nMills    G.\nEngineer,   Regina      \t\n41.05\nSalmond,   John\n Engineer,    Estevan    \t\n276.25\nKetcham,   E.    ...\n Chief Disp., Moose Jaw     ...\n668.05\nNoble,  J.   T.\n..... Baggage Checker, Moose Jaw\n450.20\nCrispin,    D\t\n Traffic   Rep.,   Regina    \t\n120.80\nDunfop,   D\t\n  Clerk,   Saskatoon    \t\n109.60\nKinloch,   W.\n Express, Saskatoon\t\n108.98\nColes,   R.   J.         .\n Carman,   Estevan    \t\n100.05\nDye, G. 0\t\n. . . Dispatcher,   Saskatoon    \t\n56.00\nALBERTA  DISTRICT\nClerk, Edmonton     \t\n419.50\nBurnand,  A.   G.   .\n Car Foreman,  Lethbridge   ....\n222.39\nTruman,   K.   A.    .\n....   District   Engineer,   Calgary   . . .\n156.40\nZeliznik,   T.\n Agent, Tompkins, Sask\t\n66.75\nNelles,   J.   T.\n....  Agent,  Okotaks,  Alta\t\n58.45\nWray,  W.  G.\n Conductor,   Calgary      \t\n177.60\nTrotter, G. D.\n....   Agent,  Hazlet,  Sask\t\n700.00\nBernier,   Miss   C.\n Clerk,   Edmonton    \t\n146.75\nHolmes,  L.   \t\n Clerk,   Edmonton    \t\n65.45\nEdgar,   R.   B.    ...\n Clerk, Edmonton   \t\n164.25\nLahmer,  F\t\n....   Clerk,   Edmonton    \t\n88.60\nBlinston,   E.\n Clerk,   Edmonton    \t\n116.30\nMorrison,   R.  A.   .\n Clerk,  Ogden   \t\n462.80\nLawson,   G.    ....\n District Storekeeper, Ogden   . .\n115.60\nPepper,  J.   E.   ...\n Mines Branch, Calgary\t\n361.32\nWest, S\t\n Mines Branch, Calgary   . .\n157.50\nWall,  J.   H\t\n...   Ret. Chief Clerk, Medicine Hat\nPACIFIC  REGION\n214.60\nMiller,   J\t\n Mail  and  Bag., Vancouver . .\n1,115.05\nPhilip, W.  E.\n Sr. Crew Clerk, Vancouver  . .\n366.35\nWaddell,   A.    ...\n Pensioner,   Victoria    \t\n68.25\nFlorendiee,    M.    .\n Pensioner,   Victoria    \t\n667.75\nBaillie,   L.\n Pensioner, Vancouver\t\n146.00\nMcCusker,  W.   R.\n.... Freight,   Vancouver    \t\n145.08\nThompson,  A.  M.\n.... Chief  Dispatcher, Victoria   . .\n547.75\nRoss,   A\t\n Purchasing,   Vancouver    ....\n182.50\nHenley-Lewis, Mrs\n. A.   . Widow  of  Pensioner,  Victoria\n563.40\nPatrick,   G.   H.\n Pensioner, Victoria   \t\n131.70\nColmer,  F.   \t\n Operator,   Victoria    \t\n181.05\nCarsten,  W.  T.\n Freight Traffic, Vancouver . .\n484.71\nMacBeth, H. C.   .\n Assist.   Supt.,  Vancouver      . .\n238.95\nBarwise,   W.       . .\n Station   Master,   Vancouver .\n387.75\nWedman,  L.   E.   .\n. . . .-\u25a0. Secretary,  Vancouver   \t\n133.60\nWilliams,   S.  J.\n Stores Dept., Vancouver   ....\n362.35\nSpanner \u2014 June,   1956\n r\nPRESIDENT'S ADDRESS   (cont'd)\neight city hotels with a total of about\n3,500 rooms and seven resort hotels\nwith about 1,500 rooms, constitute a\nvaluable adjunct to your rail and\nsteamships services. Announcement\nhas already been made of construction of an extension to the Royal\nYork Hotel to commence later this\nyear to provide 400 additional guest\nrooms and several new banquet\nrooms. The decision to increase the\nsize of the Royal York was made\nin view of opportunities for the\ndevelopment of potential convention\nbusiness and the rapid growth of the\nToronto area. The estimated cost of\nthis addition is $10 million. Study is\nbeing given also to the possibility of\nextensions to certain other hotels\nwhere accommodation is already\novertaxed, or where the prospects for\nincreased patronage are especially\npromising. These, together with provisions which are being made to add\nto the comfort of guests and for the\nimprovement of service and operating efficiency, are expected to involve\ncapital expenditures of a further $18\nmillion over the next fifteen years.\nOcean  Steamships\nYour ocean fleet consists of seven\ncargo vessels and three passenger\ncargo liners representing an investment of $52 million. Capital requirements of the fleet continue to be the\nsubject of careful examination. With\nthe entry into service of the \"Empress of England\" in 1957 and the\npossible disposal at that time of the\n\"Empress of France\", there will remain to be replaced only the \"Empress of Scotland\" which is presently\nin North Atlantic and cruise service\nand which will reach retirement age\nin about five years. Active consideration is being given to construction\nfor this purpose of a third new ship\nwhich would probably be of greater\ntonnage than either the \"Britain\" or\nthe \"England\", with design and\nappointments particularly suited to\ncruise requirements as well as North\nAtlantic service. At present prices,\nsuch a vessel would cost about $22\nmillion.\nAs for your cargo vessels, all of\nthose in service will reach the end of\ntheir normal lives during the next\nfifteen years. However, completion\nof the St. Lawrence Seaway may\ngreatly affect their earning capacity,\ndesigned as they are for deep sea\nport-to-port operations, and consideration is being given to the desirability\nof replacing them within a few years\nwith ships of modern design, fully\nadaptable to both ocean and Great\nLakes operations. It is estimated\nthat the replacement of all seven of\nthe cargo vessels now in service would\ncost $28 million.\nCommunications\nYour communications properties,\nwith a $42 million investment in pole\nline, wire mileage, message transmitting and receiving equipment, and\nmicrowave facilities, provide a service of increasing importance in the\nhighly complex and fast-paced modern business world.\nIn the communications field it is\nimperative to be alert to the opportunities for expanded, improved and\nmore economical operations if a\nsound competitive position is to be\nmaintained. The development of new\nequipment and techniques is rapid\nand continuous. The progressive installation of microwave radio relay\nsystems capable of providing greatly\nincreased numbers of circuits will be\nnecessary to meet competition and\ndemands for services such _as tele-\nphoto and television in both its industrial and entertainment applications.\nThe more efficient and economic\nhandling of public message traffic\nwill call for substantial expenditures\nfor automatic equipment and for the\nprovision of facilities for the passing\nof facsimile messages between company and customer to reduce the high\ncost of pick-up and delivery of telegrams. The lively interest of business concerns in the possibilities of\nenhanced management efficiency and\neconomies through application of\nIntegrated Data Processing techniques will require communications\nassociated with high speed computing\nmachines. Your Company is the\nleader in Canada in embarking on a\nmajor plan of this kind for its own\nuse.\nTo provide for the full range of\nneeded communications services in\nthe next fifteen years, capital expenditures of about $60 million will\nhave to be undertaken.\nAir Lines\n. Your Air Lines, the newest link in\nthe \"World's Greatest Travel System\", with a domestic and international network comprising 37,000\nroute miles, hope to develop substantial new routes and extensions in the\nfuture. There was in operation at\nthe end of 1955, a fleet of 37 aircraft\nwhich along with ground facilities\nwere carried in Canadian Pacific Air\nLines investment account of $19 million. The first two of eight DC-6B\naircraft which were on order at the\nend of 1955 have been received, and\ndelivery of an order of five Bristol\nBritannia turboprop aircraft is to\nbegin next year. The pace of developments in the aviation field is so\nrapid as to introduce a large element\nof speculation into any long-range\nplanning, but it is of the utmost importance that your Company should\ncontinue to benefit from the latest\nimprovements in aeronautical power\nand design.\nThe purchase of new aircraft and\nspare parts and the construction of\nadditional hangar and administration\noffice space will, it is thought, require\nthe expenditure of some $60 million\nover the fifteen-year period.\nSummary   of   Requirements\nNow I have attempted to indicate\nfor you in some detail the nature and\namounts of capital expenditures\nwhich, after most careful and searching appraisal, it is felt will be necessary or advantageous to undertake\nover the next fifteen years. Each\nitem, rail and non-rail, will, of course,\nhave to stand on its merits and will\nbe subjected to the close scrutin}'\napplied to all capital appropriations.\nEach will be judged in the light of\nwhether it is for a necessary replacement, or, if for an addition, whether\ntfeat ^addition is essential to the\nability of your Company to keep\npace with economic growth or to\nmeet competition, and whether it\ngives promise of yielding a reasonable\nreturn.\nConclusion\nAs the prospects are viewed at the\npresent time, the total of such capital requirements will amount to $1.5\nbillion, equal to an average of $100\nmillion per year. Of these requirements, it is unlikely that much more\nthan $60 million per year will be\navailable from depreciation accruals\nand salvage proceeds. This will leave\na balance of $40 million which will\nhave to be financed by other means.\nA part of this may come from retained earnings but it will be necessary to obtain new money for the\nremainder. It would be unwise to\nraise the new capital required entirely\nthrough the issue of fixed-interest\nbearing   securities,  and  therefore   at\n(Cont'd on  page 6)\nSpanner \u2014 June, 1956\n PRESIDENT'S ADDRESS   (cont'd)\nsome stage equity financing will undoubtedly become necessary.\nIt is clearly evident that your\nCompany can meet the financial requirements of a programme of this\nmagnitude only if adequate income\ncan be secured. An essential requirement will be that railway rates be\nkept consistent with costs and that\nthere be an improvement in railway\nnet earnings. Every effort will have\nto be put forth to obtain a maximum\nshare of available traffic and to derive the fullest possible economies\nfrom dieselization and other technical\nimprovements.\nThese are the continuing responsibilities of your management. I am\nconfident we will succeed.\nFirst Diesel Veteran\nRobert Arthur Hambleton, Wynyard,\nwho ran the first diesel train on the\nSaskatoon division, ended 36 years of railroading begun at Winnipeg as trainman\non arrival at Bredenbury, Sask., April 23.\nHe will live at Wynyard and continue to\nenjoy travelling, gardening, motoring and\nlodge activities.\nB.C. Coast Vessels\nAchieve Record\nTHIS YEAR'S Victoria Day holiday,\ncelebrated on May 21, kept the Company's British Columbia coast vessels\nshuttling between Vancouver and Nanaimo\non the busiest, heaviest schedule in the\nCompany's history. The vast car deck of\nthe new Princess of Vancouver alone transported more than 700 highway vehicles and\nmore than 3,000 passengers filled passenger\naccommodation over the week-end. Railway freight cars, normally transported in\nthis vessel, were carried by barge to provide extra deck space for automobiles.\nCompany-operated Princess ships made\n88 regularly-scheduled sailings between\nVancouver and Nanaimo from Friday to\nMonday, carrying thousands of passengers\nand autos, and the Princess of Nanaimo\nwas pressed to make an extra sailing from\nthe Vancouver Island hub city at midnight\non Monday.\nNo extra sailings were operated between\nVancouver and Victoria, but traffic was reported to be  extremely heavy.\nWhile the Princess of Vancouver is concerned principally with the transport of\nrailway freight cars and trucks between the\nB.C. mainland and Vancouver Island, the\navailability of her large car deck during\ntraffic surges is a valuable asset.\nAnnual House Party\nReceiving line at\nthe Canadian Pacific's Annual House\nParty held in the\nRoyal York Hotel,\nToronto, for Com-\np a n y employees.\nFrom left: A. L. McGregor, general\nsuperintendent, with\nMrs. McGregor; J. E.\nCoulter, president,\nCanadian Pacific Express Co.; Mrs. F. E.\nDent with her husband who is assistant solicitor, Toronto, and president\nof the Canadian\nPacific   Luncheon\nClub  which  sponsors  the  house party.   Guests  attended  a  reception  and  later gathered\nfor a supper dance in the hotel.\nBristol Britannia\nOrder Increased\nCANADIAN PACIFIC AIRLINES has\nincreased its order for Bristol Bri-\ntannias from three to five aircraft, it was\nannounced  at Vancouver recently.\nThe Airlines' option on five more of the\nturbo-prop airliners remains unchanged.\nTotal cost of the CPA order, including\nspare parts, is $16,000,000. When the order\nfor three planes was signed last October\nit was announced that the Britannia would\nfly initially on CPA's long-haul Pacific and\npolar routes, operating services from Vancouver   to   Ambsterdam,   Tokyo   to   Van\ncouver,   and   Vancouver   to   Honolulu   and\nthe   Antipodes.\nThe increased order can be regarded as\na re-assertion of the faith in the Britannia\nexpressed by CPA president G. W. G.\nMcConachie when the contract was first\nsigned.\nSays Mr. McConachie: \"When the Britannia comes into operation, it will be ,\nsuperior in performance to any other airliner in service on the air routes of the\nworld at that time. The Britannia, the\nmost modern aircraft in flight today, is\nparticularly suited for use on CPA routes\nbecause of its long range characteristics.\nThe smooth, quiet operation of the turboprop engines will set a new standard of\npassenger comfort.\"\nCompany President\nReceives Citation\nAs \"Man of the Year\"\nNR. CRUMP, president of\n\u2022 the Canadian Pacific\nRailway Company, has been\nchosen \"International Management Man of the Year\" by the\nNational Management Association.\nGordon R. Parkinson of Dayton, Ohio, NMA president, said\nthe citation was made to the\nCanadian railway president for\n\"his manifold contributions to\nfree enterprise and the management profession.\"\nMr. Crump shared honors in\nthe NMA citations with Gen.\nJoseph T. McNarney, president\nof the Convair Division of General Dynamics Corp., San\nDiego, California, who was\nnamed \"National Management\nMan of the Year\" and John W.\nColt, managing editor of the\nKansas City (Mo.) Star, \"Free\nEnterprise Newswriter of the\nYear\".\nMr. Parkinson said the\nawards will be presented at the\n33rd NMA national conference,\nto be held Sept. 28-29 in St.\nLouis, Mo.\nThe 70,000-member NMA is\nan educational association for\nmanagement men of all levels.\nIt is made up of 370 affiliated\nmanagement clubs, representing\nover 1,600 companies, in the\nU.S., Canada and Puerto Rico.\nThe NMA is the world's largest\nprofessional management organization.\nEarns Rare Award\nTwenty-five years of driving without\na mishap represents a quarter century\nof observing the A.B.C.'s of safety and\nis all too rare an award. However these\nlaurels have come the way of Kenneth\nA. L. (Ken) Mundy of Montreal, chauffeur to D. C. Coleman, retired chairman and president of the Canadian\nPacific   Railway.\nScanner \u2014 June,   1956\n ^H\n*TSf\nOld Engine Preserved\nIn Pioneer Museum\nYARD engine 6275 is one engine\nthat has not gone to the scrap\npile. It was purchased by Mr. J. H.\nNeill. Curator of the Huron County\nPioneer Museum at Goderich, Ont.\nIt is to be preserved for all time to\ncome.\nMr. Neill is fond of old steam\nengines and has five different old\nthresher types beginning with the\nfirst ones built with the upright boilers up to the last heavy traction type\nbuilt about 1923. Also an old steam\nfire engine of 1873. He was bound\nhe would have a locomotive of some\nkind to complete the line up. He\nnegotiated with the Company to purchase engine 6275 which was retired\nat Goderich in Dec. 1958.\nOn May 7th he was ready to place\nit at the museum. The CNR drew\nit up the hill on their tracks from\nthe CPR yards to within a mile of\nthe museum. He then built short\nsections of track which was picked\nup by a hoist truck and relayed\nahead as the engine moved forward\nalong the streets.\nThis caused a sensation in the district. Thousands came to see it being\nmoved over the weekend.\nBoth the CP and CN men of the\ntown piled in to help in the movement in their off hours. And there\nwere plenty of pensioners on hand\nto do the sidewalk superintending.\nMr. Neill paid for this from his\nown personal funds but the Junior\nChamber of Commerce has taken\nhold of it and has formed a company\ncalled the Huron Big Pound Engine\nCompany.\nShares are being sold throughout\nthe district at 5 lbs. for one dollar\nor 25 lbs. for five dollars. Regular\ncertificates are issued so the person\n-.'.ft-ft:;ft-\nr&:\n%iX'':-m\nYard  engine   6275   escapes   the   scrap  yard   and   finds   a   resting  place   in   the\nPioneer Museum  of Huron  County.\nbuying these will always have a personal interest in the engine. Thus\nmaking it a community project.\nMr. Neill believes that within a\nfew years there will be many who\nwill never have seen a steam engine\nexcept in a museum. Now that the\nengine is in place a two floor addition is being built over it completely\nenclosing it within the museum. It\nwill never again be exposed to the\nweather. It will be cleaned and\npolished and maintained in its present condition.\nFor the past six years G. J. Cur-\nrell, a pensioned express messenger\nfrom the eastern division has been\nMr. NeilPs assistant at the museum\ndoing the historical and paper work.\nHe has found this a wonderful pastime in his retirement. Last year he\ngreeted over sixteen thousand visitors\nat the desk and expects at least\ntwenty thousand this season.\nJ. H. Neill, Curator of the Huron\nCounty Pioneer Museum at Goderich,\nOnt.\n Racehorse Spec\/a\/\"\u2014 A Prairie Tradition\nNew Facilities Ease Transport Problems\nTHERE'S nothing quite like it on\nthe continent or, for that matter,\nanywhere else in the world.\nWe're talking of the Canadian\nPacific Railway's \"Racehorse Special\"\nwhich, each summer for 35 years,\nhas whistled its way through starlit\nor rain-enshrouded  prairie  nights.\nIt has been \u2014 and still is \u2014 bound\nfor the hurdy-gurdy and garish summer Exhibitions of Western Canada\nwhich attract hundreds of thousands\neach summer.\nBut, strange to relate, while the\nExhibitions with their midways and\ngames of chance provide a garish,\ncircus-type atmosphere, attractive to\nmany, racing has always managed,\ndespite these surroundings, to remain\nthe Sport of Kings.\nThe \"Racehorse Special\" has been run by\nthe C.P.R. for years \u2014 from Winnipeg to\nCalgary; Calgary to Edmonton; Edmonton\nto Saskatoon and Saskatoon to Regina during the sweltering weeks of July and early\nAugust.\nThat, briefly, is the background of the\n\"Special\" but what of the train itself.\nThere was a day when money was scarce\nand all Thoroughbreds rode the \"Special\".\nNow some travel deluxe in express cars\nattached to passenger trains. Others ride\nin ultra-modern vans over super-highways.\nBut the \"Special\" still rolls on the final\nnight of each meeting, bound for the next\nWestern Canadian turf session.\nOne must be a racetracker \u2014r or at least\na horse lover \u2014at heart to appreciate the\n\"Racehorse  Special\". .       \u2022\nThere is quick loading at one spot; quick\nunloading at another.\nIn between there are heat and dust or,\nperhaps, driving rain against the side of\nthe cars.\t\nMakes one recall the motto over the\ndoor of the Main Post Office in New York\nCity which reads: \"Not snow, nor rain, nor\nheat, nor gloom of night stays these\ncouriers from the swift completion of their\nappointed rounds.\"\nBut what of the men who ride the \"Special\" with their charges? \u2014 men who would\nno more think of going to the coach at\nthe rear of the train than a mother would\nthink of abandoning a newborn infant.\nThey are the men who form the solid\nfoundation  of racing.\nThey're known by a variety of names\nsuch as grooms, \"swipes\" and \"ginnies\".\nThe majority never have the proverbial\n'quarter' in their pockets but they are\nrich in that they are innate lovers of one\nof God's great creations \u2014 a noble\nThoroughbred.\nThey have devoted their life to him in\nmuch the same manner as a doctor devotes\nhis to medicine or a scientist to world advancement.\nNot the same, you say?\nPerhaps not in the overall picture but\nwho are we to say a- man who is doing his\nbest in the only, task he knows, whether it\nbe large or small is not one of our happiest\nindividuals?\nAnd so these menservants to King Horse\nride on camp beds, or hammocks or even\nbales of hay in the swaying corridor between their  charges.\nThey watch for any move that might\nindicate a horse is becoming car sick.\nThey're the first to demand the train be\nstopped if  illness progresses.\nAnd with their charge they'll alight at\nany little way station in the dead of night\nand in their own way pray a vet can be\nlocated.\nSome folks call them \"the little people\"\nin racing.\nWe would suggest they are the \"big\npeople\" because money does not buy greatness, esteem  or love.\nAnd so they sit in the doorway of a car\nSpangled Jimmy, one of the favorites\nat the current meetings is shown at\nease in his stall in one of 18 Palace\nHorse Cars of the CPR Racehorse Special\nwhich brought 240 horses from Edmonton to Winnipeg on passenger train\nschedules  recently.\nAnd at the same time over their shoulders come the soft muzzles of noble\nThoroughbreds to rub against their cheeks.\nThen they look out across the starlit\nprairies and remember the words of Robert\nBrowning's Pippa which  go:\n'God's in His heaven\nAll's right with the world'\n\u2666 \u2666 \u2666\nAnd all is right if you're lucky enough\nto be a racetracker on the \"Prairie Racehorse Special\".\nCompany  Son\nMedicine  Graduate\nDr. James Arlen\nT. Motta has\nbeen graduated a\ndoctor   of   medi-\n1 ~-\n Memorial Plaque For\nPioneer Engineers\nFOLLOWING a field inspection tour\nof the Rogers Pass area in British\nColumbia on June 26th, more than\nforty members of the central B.C.\nBranches of the Engineering Institute\nof Canada and the Association of\nProfessional Engineers returned to\nRevelstoke for the dedication of a\nmemorial plaque to Major A. B.\nRogers.\nThe plaque, which is located alongside the station, was erected as a\njoint project by the engineers as\npart of a centennial project to commemorate the work of our pioneer\nengineers, among them Major Rogers,\nwho was in charge of the location\nof the Canadian Pacific Railway\nthrough the mountains from 1880\nuntil 1885.\nRev. R. Hague of Revelstoke, in\nmaking the dedication spoke of the\nwork of our pioneer engineers, \"Those\nof you who came across the mountains by train today will have some\nlittle idea of the hazard involved and\nengineering skill required to lay a\ntrack across the Rocky Mountains\nand the Selkirks even today. How\nmuch greater was that feat 75 years\nago when so much of the equipment,\nwhich we use today, was unknown.\nYet, men with a vision and a great\nfaith  in themselves tackled the job\nA memorial plaque\nwhich reads \"to commemorate the work\nof our pioneer engineers, among them\nMajor A. B. Rogers\nin charge of the location of the Canadian\nPacific Railway\nthrough the mountains, 1880 to 1885.\nErected by the Association of Professional Engineers of\nBritish Columbia and\nthe Engineering Institute of Canada; Central B.C. Branches\",\nis viewed by Rev. R.\nHague of Revelstoke\nwho dedicated it at\na   brief  ceremony   on   June   26th.   The  plaque   is   located  alongside   Revelstoke   station.\nand saw it successfully completed.\nThese men were the pioneers of the\ngreat profession of engineering which\nplays such a large part in our lives\ntoday. The same pioneering spirit,\nvision and faith, are alive today in\nthose now operating this great railroad enterprise and in those who are\nworking to complete'the last link in\nCanada's major highway.\n\"It is an honor to dedicate this\nplaque commemorating the work of\nour pioneer engineers, among them\nMajor A. B. Rogers for whom the\npass that he found is named and who\nwill become even more famous once\nthe new Trans Canada Highway is\nopen.\"\nThe evening concluded with a dinner followed by a paper on avalanche\ncontrol in Rogers Pass by P. Schaerer,\na civil engineer from Switzerland,\nseconded from the National Research\nCouncil to the Trans Canada Highway Division of the Department of\nPublic Works of Canada. Mr.\nSchaerer's talk was illustrated with\ncolored photographic slides of the\nvarious mountain peaks in Glacier\nNational Park with additional material showing avalanche control works\nand structures as built in other parts\nof the world, particularly Switzerland\nand the western United States.\nThe program was convened by A.\nF. Joplin, division engineer Revelstoke division, assisted by R. K.\nCoates of the Trans Canada Highway\nDivision and R. J. Harmer, resident\nengineer of Glacier National Park.\nPiggyback Fleet\nTo Set Record\nTHE   Canadian   Pacific   will   soon\nhave   the   largest   trailer   flat-car\nfleet owned by an individual railroad.\nThe road recently ordered 300 new\npiggyback cars from National Steel\nCar Corporation.\nWhen delivery is completed next\nautumn, the CPR's piggyback fleet\nwill total 951 cars.\nThe 300 new cars will be of the\nsame general design as the 300 built\nfor the CPR by National Steel Car\nlast year.\nThe design is the work of the CPR's\nmechanical department. Each car will be a\n46-ft. unit for handling one trailer up to\n40 ft. long. Consideration was given to\nlonger cars capable of handling two\ntrailers, but the final decision was for one-\ntrailer cars.\nGoal of the designers was a light-weight\ncar that would permit trailers to be rapidly\nloaded, secured and unloaded. Specialties\nwere chosen to make possible high speed\nterminal inspection and servicing.\nThe car body is basically an all-welded\nassembly, with riveting used only where it\ncould save fabrication and assembly costs.\nThe center sill is composed of two AAR\nZ-26 sections, each weighing 51.2 lb. per ft.\nThe side sills on the 1958 cars are 12-in.\nhigh-tensile alloy-steel channels reinforced\nby an alloy T-section under the section\nwhere trailer wheels rest in the loaded\nposition.\nAll the care are equipped with AiC'F retractable trailer hitches. The floor through\nthe center of the car is 3 ft. 5% in. above\nthe rail. The steel deck is then elevated\nan additional 3 in. at the trailer hitch end.\nThis means that the back wheel assembly\nof any trailer or tractor clear the retracted\ntrailer hitch during loading.\nOn some of its flat car conversions, the\nCPR provided wells for the trailer wheels\nto lower the overall height of the loaded\ncar. On the new car design, the entire\ncenter section of the car's deck was dropped\nto accomplish this.\nThe CPR has adopted an all-welded\naluminum alloy hinged trailer bridge as\nstandard for the cars.\nThe cars have Barber stabilized trucks\nwith 2%  in. spring travel  and  unit brake\nbeams. Ail are .equipped with 5% by 10-in.\npackage roller bearings and one-wear\nwrought-steel or cast-steel wheels. The cars\nall have been equipped with Cobra composition brake shoes.\nExperiments are under way at equipping\nsome of the cars with 12-volt d-c generators.\nThis will permit the operation of air circulating fans on heated and refrigerated\ntrailers while they are in transit. Normally,\nthese fans are driven from the highway\ntractor. There will be no battery on the\nflat car. It is planned that the trailer will\nhave batteries for standby service.\nThe length of the completed car is 46 ft.\n8 in. over strikers. Light weight is 41,300\nlbs.;  rated capacity 66,000 lbs.\nPrior to delivery of the first of these\nspecialized cars last year, the CPR used\nonly converted flat cars for piggybacking.\nThe first such car was converted in 1952\nfor inauguration of the Montreal-Toronto\noperation.\nSince then, trailer service has been extended until there are services from coast\nto coast on the CPR. Traffic has grown\nsteadily. The road inaugurated common-\ncarrier piggyback in 1957.\nThe volume and scope of these TOFC\noperations are expected to keep the 600\nspecial cars and a large number of converted flat cars in active revenue service.\nSpanner \u2014 July-August,   1959\n Klondyke Narrow-Gauge Carrier\nSixty years after the Yukon gold rush, romance  still  rides  the  narrow-gauge  rails\nof the White Pass & Yukon Route.\nBY OMER S. A. LAVALLEE\nTHE British Columbia Coast Steam-\n\u25a0 ship Service, operating from Canadian west coast ports to Alaska \u2014\nthe famed \"Inside Passage\" cruise \u2014\nis one which has taken thousands\nupon thousands of passengers and\ntourists to the fabled northland.\nNorthernmost port-of-call for this service is Skagway, in the \"panhandle''\nof the new State of Alaska, which has\nattained much fame as the port\nthrough which untold numbers of\ngold-seekers embarked on the storied\nTrail of '98 to the Klondyke gold\nrush. The vestigial remains of the\ngold rush form, for Skagway and the\nadjacent Yukon Territory, the greatest attractions that the North has to\noffer to the tourist.\nMuch has been made of the misery\nand suffering of both gold seekers and\ntheir pack animals, in effecting the\nperilous and forbidding passage from\nSkagway over Chilkoot and White\nPasses, to the Yukon interior, but\ntoday the tourist, in search of the\nplaces where fortunes were lost as\nquickly as they were made, finds\ncomfort in the trip over White Pass\nby the famed White Pass & Yukon\nRoute, the 110-mile railway line\nwhich connects Skagway, Alaska at\nthe head of the Lynn Canal, with\nWhitehorse, in Yukon Territory.\nThe W.P. & Y.R. is itself the gold rushes\nmost hardy product. Conceived in the same\nspirit of adventure which caused so many\npeople to go north at any cost, it has remained to play a more useful part in the\ndevelopment of the northern lands. Until\nthe Second World War, the W.P. & Y.\nwas the only direct surface route into the\nYukon. Today, the railway is the middle\nlink in a freight transportation chain which\ncarries container-laden goods from the\nCanadian and United States west coasts\nto Skagway by steamer; over the White\nPass to Whitehorse by rail, thence by truck\nto Alaska Highway points beyond Whitehorse, all without intermediate reloading.\nThis adaptation has been made without\nlosing, for the railway's tourist-passengers,\nmuch of the flavour which characterized\ntravel  on the frontier of sixty years ago.\nFor one thing, the White Pass & Yukon\nis a narrow-gauge railway and it has managed to exist as such to a time when the\nnarrow-gauge is all but a memory in continental North America. The retention of\nthe narrow track width of three feet has\nbeen decided by two principal factors, the\nfirst being the W.P. & Y.'s complete physical isolation from other railways, the other\nSIStft\nWhite Pass' largest bridge spans Dead Horse Gulch at a height of 215 feet, only\none mile from the Pass. Double-headed engines are spaced in train due to weight\nrestrictions.\n(Photo by Nicholas Morant)\nthe rather formidable plan and profile\nwhich the small track pursues, particularly\nits climb from Skagway to the summit of\nWhite Pass, where a difference in elevation\nof 2,900 feet is conquered in only twenty\nmiles.\nThe W^hite Pass & Yukon Route is a\nunit name used to designate the three cor-\nporately-separate railway companies of\nwhich it is comprised. They are: the Pacific\n& Arctic Railway & Navigation Company\nin the State of Alaska, the British Columbia-Yukon Railway Company in British\nColumbia, and the British Yukon Railway\nCompany in Yukon Territory. These three\ncompanies operate 20.4, 32.2 and 58.1 miles\nof railway respectively, giving a total route\nmileage of 110.7. The boundary between\nthe State of Alaska and the Province of\nBritish Columbia is in White Pass, while\nthat between British Columbia and Yukon\nTerritory is at mileage 52.6 from Skagway,\non the shores of Lake Bennett.\nTrains leaving Skagway face an average\n2.6% upgrade which extends to White Pass,\nand reaches an extreme of 3.9%. Even to\nkeep to this figure, the direct-line distance\nof 14 miles from Skagway to the Pass had\nto be lengthened to 20.4 miles by taking\nthe railway out of the main valley of the\nSkagway River in two diversions, one into\nthe valley of the East Fork, the other into\nthat of the North Fork at Glacier station.\nAs the northbound train enters each of\nthese side valleys, the continuing line can\nbe discerned far up on the opposite slope;\nthere are many curves, trestles and concrete retaining walls, and even one tunnel\n\u2014 the only one on the line \u2014 before reaching Inspiration Point, Alaska, where southbound trains usually stop for a magnificent\ndistant view of the Lynn Canal at Skagway,\ntwelve miles away and half-a-mile lower\nin altitude. As the train clings to the sheer\nwalls, the passenger is reminded of the harrowing tales of derailments in the first days\nof the railway, which old timers are fond\nof telling. North of Inspiration Point, the\nrailway crosses another intersecting valley,\nthat of Dead Horse Gulch, on a magnificent\nsteel viaduct whose deck is 215 feet above\nthe valley floor. This carries the line into\nWhite Pass proper where, low down on the\nleft, an insignificant rock-strewn trail, now\nwiped out by slides in many places, marks\nthe famed \"Trail of '98\". White Pass itself\nis the site of three snow sheds, which testify to an average annual snowfall here in\nexcess of five hundred inches. The 2,885-\nfoot elevation at this latitude enables one\nto be within throwing distance of snow\npractically all year 'round.\nW'hite Pass is not the actual summit of\nthe White Pass railway; this occurs four\nmiles further on, in British Columbia, at an\nelevation of 2,940 feet. After passing Log\nCabin, B.C., the railway descends through\na rock-strewn landscape to the shores of\nLake Bennett, at Bennett, B.C. Bennett,\nwhose principal landmark is an abandoned\nchurch up on a bluff overlooking the lake,\nand surrounded by snow-covered peaks, is\nthe lunch stop for passengers travelling the\nWhite Pass & Yukon Route. Long tables\nloaded with excellent food in gonerous\nquantities feed the passengers boarding-\nhouse style. Appetites are ravenous and in\nshort order, the passengers of the northbound train, along with their counterparts\nsouthbound   to   Skagway   (the   two   trains\nCont'd  on  page   10\nSpanner \u2014 July-August,   1959\n CANADIAN PACIFIC AIR LINES\nOPENS NEW PACIFIC SERVICE\nTO ITS long list of pioneering \"firsts\"\nin Canada, Canadian Pacific added\nanother on July 13 when the first scheduled\npassenger flight of Canadian Pacific Air\nLines' new service to Australia took off\nfrom Vancouver's international airport.\nThe job of establishing the new service\ndid not fall on the shoulders of any one\nman. The tremendous task and the multitudinous detail work which resulted in a\nsmooth and efficient service, termed by\nmany an experienced traveller as the ideal\nway to fly to Australia, were handled by a\nhigh-geared team of enthusiastic experts.\nEach department, each man and woman\nin each department, played a vital role in\nthe setting up of the service.\nFrom the day just a year ago, when\nC.P.A. was granted the right to fly the\nPacific routes for Canada, until that bright\nJuly morning when the first gleaming\nCanadair IV lifted from the runway of the\nVancouver airport and soared into the\nsouthern skies, the picture has been one\nof constant action, development and progression. It has seen the fledgling airline\nof the north spread new and larger wings,\ndeveloping from a purely domestic service,\ninto an international air service with a\ncombined total of more than 20,000 route\nmiles.\nThere was the selection and the purchase\nof the type of aircraft to be used; the\ndevelopment of the huge base at Vancouver\nairport, and two routes had to be planned\nand surveyed\u2014the route to Australia and\nthe route to the Orient. (Service over the\nlatter is, expected to start early this fall.)\nA communications set-up had to be organized and arrangements for maintenance\nalong the routes had to be planned. In\naddition, of course, there were many hours\nof negotiations with the international,\nAmerican and Australian aviation authorities.\nAircraft crews underwent an intensive\ntraining for conversion onto the larger\nfour-engined aircraft as well as a concentrated course in transoceanic navigation.\nMaintenance and engineering crews took\nconversion courses on Rolls Royce Merlin\nengines and the more complicated airframes of the Canadair I Vs. A special\nengineering staff was stationed at the\nCanadair plant at Cartierville, Que. to\nsupervise the construction of the aircraft\nto ensure that they were built to company\nspecifications.\nThere was, too, the passenger department\nto be extended from its purely domestic\nstatus to one capable of handling an international set-up. There are others, many\nothers, each of which is an important part\nof the whole. The details and the problems\nthey faced and overcame will never be\ncounted nor will all of them ever be known\nto any one person.\nCanadian Pacific Air Lines, with the\nsame progressive spirit which drove the\nCompany's rail lines across the Dominion,\nhas blazed a new Canadian pathway across\nthe skies of the South Pacific; brightened\nthe Canadian Pacific star in the world of\ntravel, and written a new and luminous\nchapter in the annals of Canadian aviation.\nThe Canadian Pacific family is proud of\nits youngest member and is confident that\nthe same spirit which penetrated the\nfrozen barriers of northern Canada and\nestablished a scheduled airlines into the\nland of the Midnight Sun will prevail and\nflourish on the route to the land of the\nSouthern Cross.\n \u25a0CANADIAN PACIFIC\n....     .        . .\n;JSfft<*;:;:?-'ft'^\nftftftft:\n.'.', ; ;\\';['', \u25a0  , \u25a0'   ftwiftft!\n:-;;|:ft;:''ft\n\u25a0.'\u25a0\u25a0ft \u25a0>\n1\n*\u00bb         -ft\n^&>;|:<:J\/.\nSeptember, 1949\n Accent on Elbow Grease\nServicing a \"3100\" at The Glen\nTHE subtle art of make-up is not confined to the\nfeminine world as some might believe. For the case in\npoint let the imagination take just about the longest possible hop \u2014 from the subject of women to locomotives.\nWhen a Canadian Pacific \" 3100\" comes puffing\nsmoothly into Windsor Station from Toronto, however\nglamorous she may appear to the passenger, she is due for\na rest and check-up before resuming the night run for\nToronto.\nThis beauty treatment and mechanical inspection takes\nplace at Glen Yards where the engine is directed soon\nafter her arrival in Montreal.\nAfter being refuelled and watered for the night's run to\nToronto, the engine is given a thorough washing to clean\noff the accumulation of dust and grime. The locomotive is\nthence transferred to the turntable, pointed to her proper\nstall, and moves in for subsequent operations.\nMore than 30 men are normally engaged in the job,\nwhich includes a thorough mechanical inspection inside\nand out, the effecting of any necessary repairs, and a\ncomplete washing and greasing which leaves the engine\ngleaming like new.\nThe accompanying photographs show how it looks when\nNos. 3100 or 3101 are getting a typical Glen going-over.\nWatering a big \"3100\" is one of the\npreliminary operations when engine arrives\nat the Glen. And those big fellows have a\nreal thirst.\nMechanical parts are given a thorough\ngoing-over before engine is allowed to resume her journey. Man with wrench\ntightening  bolt on  the  main  rod.\nInspecting and servicing the big engines\ncalls for the attentions of many as indicated by group at left.\n16\nSpanner \u2014 November-December,   1947\n \/. B. Ward Honored by B. of L.E.\nAt Committee Meet in Winnipeg\nON HIS promotion to Assistant\nGrand Chief Engineer and Dominion Legislative Representative for\nthe Brotherhood of Locomotive Engineers (B. of L.E.) J. B. Ward,\nC.B.E., was honored by the General\nCommittee at its 1947 meeting at the\nRoyal Alexandra Hotel in Winnipeg.\nThe meeting marked the 20tn anniversary of Mr. Ward's general\nchairmanship of the Committee which\nconsists of a local chairman from each\nof the main terminals on. the Canadian Pacific Railway.\nThe event was highlighted by the\npresentation of a cabinet of sterling\nsilver and a testimonial scroll to Mr.\nWard who was unanimously elected\nto his new high office at the Brotherhood's   International   Convention   in\nCleveland, Ohio. The presentation\nwas made by Arthur R. McCormack,\ngeneral secretary-treasurer \"in appreciation of Mr. Ward's loyal and\noutstanding services to the General\nCommittee.\"\nIn thanking the members on behalf\nof Mrs. Ward and himself, Mr. Ward\nobserved that success or failure of\nrepresentatives of labor organizations\nreflected the measure of support and\nco-operation which such representatives received from those it was their\nhonor to endeavor to represent as well\nas from management. He said that\nthe work of a general chairman was\nsometimes correctly described as a\n\" buffer between officer and employee.\"\nIn addition to serving as general\nAbove:   A.  R.  McCormack,  left,  presents Mr,\nWard with cabinet of silver.\nGroup at left shows, left to right, back row:\nJ. D. McCoshen; G. T. Dow; M. A. Berquist; P. E.\nW a kern; J. A. Kennedy; A. Vincent; A. K. Gray;\nA. L. Palan; D. Horn; C. E. Hassett; F. D. Price;\nP. E. Byrne; H. F. Mcynard; B. Dean. Third row:\nG. H. Francis; J. S. Dunlop; W. H. Baldwin; J. H.\nGagnon; S. W. Sutton; A. S. Smyth; Wm. Thomson; T. Wilson. Second Row: R. L. Jenner; H. A.\nOpsahl, Vice-chairman Western Lines; Geo. McDonald, General Chairman; Mr. Ward; H. E.\nCampbell, Senior Vice-Chairman; C. A. Poertner,\nVice-Chairman Eastern Lines; Miss M. A. Reid,\nSecretary to General Chairman; Mr. McCormack.\nFront row: H. Tremblay; N. F. Acton; D. Mc-\nMullen; F. E. Brown; S. J. Cramer; C. P. McCurrie;\nW. R. Hunter.\nchairman of the Engineers, Mr. Ward\nhas for many years been chairman\nof the General Chairmen's Association and chairman of the Co-operative Board on the Canadian Pacific\nand chairman of the General Conference Committee of the Standard\nRailway Labor Organizations of all\nCanadian railroads.\nHe has also served as an employee\nrepresentative on the Canadian Pacific Pension Committee since its inception in 1936.\nIn the Dominion Day's Honors List\nof 1946, the King conferred on Mr.\nWard the honor of Commander of the\nCivil Division of the Most Excellent\nOrder of the British Empire.\n4d \"7015\nf t if- i\n.PACIFIC\nDelegates of the Brotherhood of Locomotive Engineers inspected\na diesel switch engine at Weston Shops during their recent convention at Winnipeg. Centre left is \u00a3. G. Bowie, superintendent of\nmotive power, and centre right, J. B. Ward, retiring general\nchairman of the Brotherhood's C.P.R. section, who has been\npromoted to Assistant Grand Chief Engineer.\nSpanner \u2014 November-December,   1947\n15\n A cloud of steam hisses\nupward as stream of water\nis forcibly poured on No.\n3100 during preliminary\nablutions.\nThe wheels of a 3100\nturn smoothly. Right: A\nshot of grease is applied to\na knuckle pin on side rod.\nSpanner \u2014 November-December,   1947\n Regular\nCHRISTMAS\n\u00ab \u2022\nFare....\nBy Anne Boland\nCHRISTMAS will soon be here\ncarrying its beautiful message as\nof old and providing a lift to the\nspirit for people of any age with its\ncheery greetings, warm handclasps\nand meetings around the festive\nboard. The children have visions of\nsugar, plums dancing in their heads as\nwell as of tightly filled stockings and\nunlimited helpings of choice provender.\nThe Christmas menu should be\nbrief but luscious. Few people serve\nsoup for this repast, but it is a very\nnice idea to serve a cup of hot consomme or bouillon (the canned variety) in the living room about half\nan hour before the dinner is served.\nGuests coming in from the cold will\nappreciate this little gesture and it\nwill also act as an appetizer for the\nfamily.\nThe Turkey\nThe traditional turkey should not\nexceed 10 pounds in weight. Two 10-\npounders are better than one of 20\npounds as the larger bird involves\nlonger cooking and is likely to be a\nbit dry. When the bird has been singed, well cleaned within\nand without and carefully wiped, prepare the stuffing for\nthe breast and the large interior.\nFor the stuffing use the general favorite.    For a 10-\npound turkey crumble a loaf of bread a day old, season\n\u2666 \u2666 \u2666\nTHE MENU\nRoast Stuffed Turkey\nMashed Potatoes Green Peas Creamed Onions1\nGrapefruit Salad\nFoamy Sauce Plum Pudding Hard Sauce\nCoffee\n%  ^,,1\nLooks Christmassy, Doesn't It!\nwith salt, pepper, summer savory and a teaspoon of\nbasil and thyme. Fry in butter a chopped onion and half\na cup of chopped celery until lightly brown. Some cooks\nadd half a cup of chopped mushrooms to this. Mix all\nthe other ingredients. Then take as much butter as can-\nbe spared up to half a pound and cut in walnut sized\npieces. With each handful of stuffing, add one of the\npieces of butter with a little more for the breast. No other\nmoisture is necessary. At this point it is worth using\nhalf a pound of butter. Do not pack the stuffing too\ntightly.\nNow sew up, truss, and rub with melted butter, dredge\nwith flour all over friend gobbler.    Have a little clear\n18\nSpanner \u2014 November-December,   194T\n Coal  Burning  Power to  Be  Changed  to  Oil\nTHE first oil-burning steam locomotive in a series of conversions which\nwill make all main-line Canadian Pacific passenger power between Winnipeg and Calgary oil burning left Winnipeg recently pulling the transcontinental\nDominion westbound. A 2800-class Royal Hudson it was converted from\ncoal to oil burning at Weston shops here and is the first of 16 to be so\ntreated.  It is burning Alberta oil.\nE. G. Bowie, superintendent of\nmotive power and car department,\nwho supervised the switchover, said\nthe entire order would be finished by\nFebruary of 1950. He rode the train\nthrough to Calgary to check the first\nrun in regular service.\nW. Manson, vice-president of the\nprairie region, who authorized the\nchange, said it would greatly assist\nthe growing Alberta oil industry by\nproviding a stable market for the\nresidual fuel oil from prairie refineries thereby permitting further expansion in the production of gasoline\nand light distillates for prairie distribution.\nOil storage is already provided at\nWinnipeg, Moose Jaw and Calgary,\nthe refueling points, he said, and\nAlberta oil already is in use on the\nmain line from Calgary to Vancouver and on the Calgary-Edmonton\nline.\nFor the passenger a cleaner ride,\n\u2666> free from cinders and reduction of\ncoaling stops, are among advantages\nresulting from the conversion, which\nfollows by six months the start on a\nsimilar program for 100 steam locomotives used in southern British\nColumbia and between Calgary and\nEdmonton.\nThe engine in the present conversion is a famous one in the C.P.R.\nmotive power lineup. Ever since No.\n2850 of that class, done up in royal\nblue and silver, hauled the Royal\nTrain from Quebec \"City to Vancouver in 1939 all succeeding \" 2800's \"\nhave carried a crown on the running\nboard front by royal permission.\nALBERTA-OIL POWERED\nFirst in a series of conversions from coal to oil burning this Canadian Pacific\nsteam locomotive went into transcontinental passenger train service between Winnipeg and Calgary recently. Changed over at Weston shops, Winnipeg, it is the first\nof 16 to be so treated. The converted locomotives will burn Alberta oil. from left\nto right those who saw the engine off are D. Beath; J. I. MacKay, general manager\nof the prairie region; E. C. P. Cushing, purchasing agent; D. S. L. Patterson; E. G.\nBowie, superintendent of motive power; J. E. Stewart; W. F. Tully; T. E. Price.\nSpanner \u2014 September,  1949\n Mercy Cargo Travels CPA\nA shipment of blood from the Red Cross Bank at Montreal was rushed by\nCanadian Pacific Air Lines to Dr. S. D. McKinnon at Rouyn, Que., for an emergency   operation   in   that   northern   Quebec   mining   centre.\nIn the above picture Red Cross driver Miss Lise Laurendeau, who delivered the\nshipment to Dorval Airport, looks on as the shipment is loaded into the aircraft.\nThe stewardess is Miss Lucille Brunet. The C.P.A.'s service to Rouyn-Noranda and\nVal   d'Or  from  Montreal   was  inaugurated  May   16.\nClub Elects Officers\nR. G. West, city passenger agent,\nCalgary, was elected president at the\norganization meeting recently of the\nCalgary Traffic Club.\nThe club whose membership includes all departments concerned\nwith traffic, passenger, freight, express and communications, holds\ndinner meetings on the third Thursday of each month at the Hotel Pal-\nliser in Calgary.\nOther officers elected at the meeting were as follows: Jim Burritt,\ndistrict traffic manager, T.C.A., first\nvice-president; C. M. Munroe, city\npassenger agent, C.N.R., second vice-\npresident ; Floyd Mogrum, Greyhound\nLines, secretary; H. Allen, freight\ntraffic representative, C.N.R., treasurer.\nCommittee chairmen elected were\nas follows: J. Tattersall, C.P. communications, attendance; Harry\nMills, C.N. Telegraphs, membership;\nJ. Barber, T.C.A., entertainment;\nHarry Long, chief clerk, D.P.A.,\nC.P.R.  editor-in-chief  of Bulletin.\nSpanner \u2014 September,   1 949\n^ATATATATA\u00a5ATATA\u00a5A\u00a5*\u00a5A\u00a5ATA\u00a5A\u00a5A\u00a5ATSfCTgfSfATATA\u00a5ATATA,TaiSK!\nI I\n1 Support Welfci\nI\ns       The 10-day period from Si\nRed Feather Time in Montre\nwhich Welfare Federation wil\nthe continued operation of 3\nMetropolitan area.  It also is\ncitizens will be asked to sup\nMany well-known agencies\nVictorian Order of Nurses, t\\\\\nFamily Welfare Association\nPlaygrounds Association, to r\nvices are united with 27 othe\nonce for 31, and pledge th\nafford today. The Red Feat\nhelp for year-round operatio\n31-in-one means that or\nFeather Services. Give gener\nation campaign.\nThere's 52 weeks to pay! PI\ndonation throughout the year\non adequate gift possible.\nP^7g7a\u00a5\u00a3VgVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVaVgVgVi\n SPANNER\nNO. 244 OCTOBER-NOVEMBER,   1958\nAddress all communications to\nE.    C.    Stockwell,    Editor,    Spanner\nKoom 294, Windsor Station, Montreal\nI NDEX\nPage\nExecutive   Changes      4\nU.S.   Visiting   Officers     6\nNew Classroom               8\nChanges  in   Personnel     10\nCompany  News               16\nOur Women's World     20\nPersonnel   Highlights     23\nRetirements 27\nObituary               . .  35\nOUR     COVER\nPhotograph illustrates an hy-\ndraulically operated profile gear\ngrinding machine\ndeveloped by the\nshop staff at\nAngus to reclaim\nworn driving gears\nremoved from diesel locomotive unit\ntrucks by regrind-\ning the faces of\nthe gear teeth to\ntheir original contour.\nThe need for\nsuch a machine was visualized by the staff\nfrom the accumulation of gears removed\nfrom service only on account of the face of\nthe gear teeth being worn beyond the\ncondemning   limits.\nThe profile of the grinding wheel is done\nby specially designed diamond wheel dresser\nfixtures, which can be adjusted to suit the\ncontours of different gear profiles as\nrequired.\nIn the operation of this machine a new\ngear is used for \"indexing\" only, on one\nend of the grinding fixture and the worn\ngear placed on opposite end and when\nmachine is set and adjusted ready for\ngrinding operation, the gear is \"indexed\"\nand locked in position for the grinding of\nsuccessive   teeth   automatically.\nThe ingenuity of the staff in developing\nthis machine has resulted in a considerable\nsaving  to the company.\nPublished    by    the    Department    of    Public\nRelations  of  the  Canadian   Pacific   Railway\nat  Montreal.\nSpanner \u2014 October-November,   1958\n s.\nS.  M.  Gossage\nM. GOSSAGE, 53, is vice-president, eastern region, with headquarters at Toronto.\nMr. Gossage has been assistant\nvice-president of personnel at Montreal since August 1, 1957. He moved\nto Montreal in 1945 as assistant\nmanager of personnel, specializing in\nlabor negotiations, and was named\nmanager of labor relations in 1956.\nEducated at Rugby school in England,\nand a bachelor of science from the University of London, Mr. Gossage started\nhis career with Canadian Pacific in 1926\nas a freight shed employee at Trois\nRivieres, Quebec.\nDuring 1933 and 1934 he took his master's degree in transportation at \\a\\e on a\nStrathcona Fellowship in transportation.\nMr. Gossage was appointed statistician in\nthe office of the vice-president and general\nmanager of eastern lines in 1935, and was\nassistant to the vice-president and general\nmanager of eastern lines, Toronto, from\n1941 until 1945.\nThroughout his career with the company\nsince 1935 Mr. Gossage has been involved\nwith administration of wage agreements\nand participation in labor negotiations,\nboth with the operating department of the\ncompany and with its personnel department.\nA former president of the American\nAssociation of Railroad Superintendents\nand of the Montreal Personnel Association,\nhe is also a former chairman of the Montreal branch of the Canadian Institute of\nInternational Affairs, and was an adviser\nto the Employers Delegate to the International Labor Conference in 1954 and\n1955.\nSpanner \u2014 October-November,   1958\n ft-\/\"\niffiiniiilliijik.\ntr J\nOCT.-NOV.\n CANADIAN  PACIFIC  RAILWAY COMPANY\nOFFICE OF VICE-PRESIDENT,  FINANCE\nCANADA  SAVINGS   BONDS CAMPAIGN     (1958    SERIES)\nA new Canada Savings Bonds issue \u2014 the 1958 series \u2014 will go on sale October 14. A canvass\nwill be made of the personnel in Canada of Canadian Pacific Railway Company and subsidiary\ncompanies.\nThe new series, dated November 1, 1958, will offer the public a fifteen-year bond, maturing\nNovember 1, 1973.\nThe bonds will carry fifteen interest coupons, each for a period of one year. The coupon for the\nfirst year will pay 3V2 per cent interest, and coupons for the remaining fourteen years will be at 4]\/4\nper cent. If held to maturity the bonds will return an average yield of 4.19 per cent annually.\nA feature which makes these securities particularly desirable for a savings programme is that\nthey are available in small denominations.\nThe limit which any individual  may hold  is $10,000.\nAs in previous issues, holders may sell them at full face value with accrued interest on presentation\nto any chartered bank in Canada.\nThe Company will continue the payroll savings plan to facilitate the purchase of this issue. Payroll\ndeduction cards will be supplied to employees on application and arrangements will be authorized, on\nrequest, for semi-monthly deductions from the payroll starting with the first period of November, 1958.\nThe bonds can also be bought for cash and on the \"monthly savings plan\".\nThe Company's Central Committee for the campaign is:\nMr.  T.  F. TURNER, Secretary, Montreal.\nMr.   H.  A.  GREENIAUS, Assistant Vice-President,  Montreal.\nMr.  A.   H.   BALCH,  Canadian   Legislative   Representative   and   Chief   Agent,   Brotherhood   of\nRailroad Trainmen, Ottawa.\nMr.   H.   E.   CAMPBELL,  Asst.   Grand   Chief   Engineer and National  Legislative Representative,\nBrotherhood   of   Locomotive   Engineers,   Ottawa.\nMr.  W.   L.   DRUCE,   Vice-President,   Brotherhood   of   Locomotive    Firemen   and   Enginemen,\nVancouver.\nMr.   F. H. HALL, Vice Grand President, Brotherhood of Railway and Steamship Clerks, Freight\nHandlers,   Express   and   Station   Employees, Montreal.\nMr.   D.   L.   CHAMBERS,  Assistant  to  Vice-President,   Toronto.\nMr.  W.   M.   HARRISON,  Assistant  to  Vice-President, Winnipeg.\nMr.   L.   R.   SMITH,   General   Superintendent,   Vancouver.\nMr.  J.   C.   BONAR,  Assistant  Secretary,   Montreal    (Secretary  of  the   Central   Committee).\nCanadian Pacific Air Lines, Limited, and Canadian Pacific Express Company will canvass their\nown personnel.\nThe purchase of this new series of Canada Savings  Bonds  is highly recommended.\nWKvwvwr\nChairman,\nCanadian Pacific Employees7 Canada Savings Bonds Campaign.\n THREE MILLION MILERS\nElected President\nCanadian Club\nJohn J. Trainor, Chicago general agent\nof the Canadian Pacific Railway, was recently elected president of the Canadian\nClub of Chicago for 1958 at the annual\nmeeting of the club.\nThe objectives of the club are to promote and increase friendship and goodwill\nbetween the people of the United States\nand Canada. The membership is limited\nto Canadians, former Canadians, descendants of a Canadian, former residents of\nCanada, or having Canadian afnlitaions.\nOther oflicers elected for 1958 are: T. A.\nO'Donnell, 1st vice-president; J. H. Gilby,\nSr., 2nd vice-president; Harold Gates, treasurer; John Scholes, corresponding secretary; Alan D. McGiffin, C.P.R. assistant\ngeneral agent, Chicago, recording secretary;\nH. W. Shoup and A. G. Coleman, directors.\nDiesels Chalk Up Record\nAristocrats of the rails are these three Canadian Pacific Railway diesel\nunits, the first in Canadian railroading to have travelled over 1,000,000 miles\neach\u2014or the equivalent of two round trips to the moon plus two trips around\nthe world at the Equator. These units, shown pulling the \"Frontenac\" out of\nWindsor Station for Quebec City, have been in service since 1952, mainly on\ntrans-continental runs in which they have hauled all types of trains, including\nfreight and the crack transcontinental streamliner \"The Canadian\". Except\nfor routine overhauls and maintenance inspections, they have been in continuous operation since they began working nearly six years ago.\nSpanner \u2014 January-February, 1958\n15\n and   other  mineral   resources   and\ntheir products.\"\nElected President\nTransportation Club\nAt the annual meeting of the\nTransportation Club of Toronto,\nW. F. H. Polley, assistant to the\npresident and general manager,\nCanadian Pacific Express Company, was elected president of\nthe Club for 1958.\nPOINTING the way to the Company's piggj\n\u25a0    new sign is, as well, symbolic of a new erq\nthat is proving popular with truckers in that\nflexibility of trucking for pick-up and delivery^\nmoving in each direction each night between Montreal anoTToronto, carrying goods blUei\nby several licensed \"for-hire\" trucking concerns.\n:\nCompany Orders\nNew White Empress\nTHE Company announced recently\nthat a contract has been signed\nwith Vickers Armstrongs for construction of a new 27,500-ton \"White\nEmpress\" liner to cost approximately\n$23 million. She will sail on her\nmaiden voyage from Liverpool to\nMontreal in the spring of 1961.\nThis new liner, largest in the Canadian Pacific fleet, will carry 200 first-\nclass and 875 tourist passengers, and\nwill also be specially constructed for\nwinter cruise service. The ship will be\nfully-air-conditioned.\nContract negotiations were entered\ninto by Canadian Pacific and Vickers\nArmstrongs last July and since then\nappreciable work on hull design has\nbeen carried out at Vickers ship-\nmodel experiment tank at St. Albans,\nHerts.\nThe new liner will be built at the\nnaval yard Walker-on-Tyne with\nmachinery to be built at Barrow-in-\nFurness.\nThe name of the new \"Empress\"\nhas not yet been chosen.\n16\nSpanner \u2014 January-February,  1958\n Company News\nLong   Distance  Operation   of  Trains   Becomes   Reality\nNew Centralized Traffic Control System Is Inaugurated\nON January 28th, the first major\nstep in long distance operation\nof trains by Centralized Traffic Control became a reality when D. S.\nThomson, vice-president, turned the\nswitch and signal levers to route\nTrain 35 through Glen Tay on the\nCompany's Belleville Subdivision.\nOther Company officials attending\nthis ceremony included G. H. Baillie,\nvice-president, Eastern Region; J. R.\nStrother, general manager and G. W.\nMiller, regional engineer.\nSignal Indication\nThis new Centralized Traffic Control system permits control of signals\nand switches by a dispatcher seated\nbefore the control panel in Toronto.\nThe position of all switches, signals\nand locations of trains on his territory are indicated by lights on a\ntrack diagram. Since all trains operate entirely by signal indication,\nC.T.C. does away with train orders.\nSidings, having a capacity of 150\nfreight cars, spaced 9 to 11 miles\napart will permit meets to be made\nwith the least possible delay as trains\nwill no longer have to stop to hand\nthrow switches.\nBy the end of 1958, the Company's\nforces will have installed C.T.C. on\nthe Belleville Subdivision (Glen Tay\nto Trenton), a distance of 87.1 miles.\nThe C.T.C. control panel is designed\nto permit this electronic train control\nsystem to be extended to Agincourt\nover the Oshawa Subdivision.\nAt present, the Company has a\ntotal of 52.1 miles of C.T.C. in operation across the system at 10 various\nlocations, mainly in terminal areas.\nNerve centre for the Company's\nnew C.T.C. operation on the Eastern\nRegion is located in the Toronto\nUnion Station. By means of miniature levers and push buttons, the dispatcher can operate switches and\nclear signals to permit various train\nmovements.\nColored Lights\nThe progress of trains is shown on\nthe track diagram by various colored\nlights. A graph automatically makes\na permanent record of the trains\nposition at all times.\nShown above are officers grouped around the controls during ceremony officially\ninaugurating Centralized Traffic Control. D. S. Thomson, Company vice-president,\nseated before the control panel, turned the switch levers to make long\ndistance operation of trains by C.T.C.  a reality  on  the Belleville subdivision.\nStanding left to right: J. R. Strother, general manager. Eastern Region, G. H.\nBaillie, vice-president, Eastern Region, and G. W. Miller, regional engineer. Eastern\nRegion, Toronto.\nSidings   Enlarged\nPrior to the installation of Centralized Traffic Control on the Belleville Subdivision (Glen Tay to Trenton) there was a total of 16 sidings,\n60 to 80 car lengths long, that required use of hand throw switches\nwhenever a train had to move off the\nmain track.\nUnder the new system, eight sidings will be removed and the remaining eight lengthened to a 150 car\ncapacity. These sidings have switches\nat each end that are electric power-\noperated and remotely controlled by\nthe dispatcher in Toronto.\n\"Syneroscan\"\nThe major items of signal equipment were manufactured by the Gen\neral Railway Signal Company of\nRochester, New York. The control\nand indication system is known as\n\"Syneroscan\" and is one of the latest\ndevelopments in railway signalling.\nA large portion of the system is electronical and it utilizes hundreds of\nminiature radio tubes.\nThe design and installation of the\nsystem was under the direction of\nR. I. Becksted, signal engineer, and\nDouglas Walkington, assistant engineer, in charge of C.T.C. installation.\nOthers assisting in the signal installation included: E. Pitt, assistant signal engineer; J. R. Taylor, signal\nfield supervisor; E. G. Prinn, signal\nconstruction supervisor; and G. C.\nGunning, assistant signal construction supervisor.\nSpanner \u2014 March,   1958\n AT ANGUS SHOPS\nSteam Locomotive Era Comes to End\nJoined in Retirement by Brothers\nANOTHER phase of the steam\nlocomotive era came to an end\nin Montreal when Canadian Pacific\nlocomotive 2409 puffed out of the\ngigantic locomotive repair shop at\nAngus Shops, leaving the shed bare\nand empty, probably for the first\ntime in 54 years. The general overhaul that had just been completed\non Engine 2409 was the last that\never will be undertaken at Angus\nShops, because of the dieselization\nprogram.\nEver since 1904. Canadian Pacific\nlocomotives by the thousands had\ngone into the shops from all parts\nof the system for general overhauls\nthat saw them taken apart from rail\nto smokestack and put together\nagain.\nTwo Sets Brothers\nThroughout the years, the lives of\ntwo sets of brothers, the Harveys and\nthe Musgroves, closely followed that\nof the locomotive shop. When it\nopened in 1904, G. W. Musgrove already had been an apprentice for a\nyear, while F. J. Musgrove, E. J.\nHarvey and Frank Harvey all were\nto join as apprentices the following\nyear.\nAnd within the past few months,\nall four men have retired from active\nservice, Frank Harvey on the day\nthat the job was completed on Engine\n2409. With the exception of E. J.\nHarvey, who became production\nmanager for all of Angus Shops, the\ngroup all remained in the locomotive\nshop throughout their careers, with\nF. J. Musgrove becoming general\nforeman.\nBetween them, their service with\nthe Company added up to 204 years\nand five months, a service record\nseldom equalled by any group of four\nmen in the same shops, let alone by\ntwo sets of brothers.\nFor them, at least, it was a sentimental moment when Engine 2409\nrolled out of the shop. Their memories rolled back through the years to\nthe day when they signed on at 7\ncents an hour and waited six weeks\nfor the first pay check.\nAnd each agreed that he would do\nthe same thing all over again, given\nthe chance.\nWHEN Canadian Pacific locomotive 2409 withdrew from the sprawling locomotive\nrepair shed at Angus Shops in Montreal, she went down in history as the last locomotive to receive a general overhaul in the main Canadian Pacific shop.\nOn hand to watch the event were the four veteran CPR machinists above, whose careers,\nfrom apprenticeship to pension list closely followed the 54-year career of the locomotive\nshop which overhauled and renewed many thousands of Canadian Pacific locomotives in\nits lifetime.\nLeft to right are E. J. Harvey, F. J. Musgrove, G. W. Musgrove and Frank Harvey,\nall of whom spent lifetimes in Angus Shops employment. With the exception of G. W.\nMusgrove, whose employment began in 1903, all started in 1905 and retired in recent\nmonths. The day of Frank Harvey's retirement, coincided with the completion of the\njob  on Engine 2409.\nTwo Additional Vessels\nFor Great Lakes-U.K. Run\nThe transatlantic-Great Lakes\nfreight service operated by Canadian\nPacific Steamships will be augmented\nthis season with the chartering of\ntwo additional ships, it was announced recently by W. J. Furlong,\nforeign freight traffic manager of the\nC.P.R.\nThe 1,338-ton \"Dammtor\" and the\n1,361-ton \"Elisabeth Hendrik Fisser\"\nwill bring to four the number of\nchartered vessels operating un'der the\nCompany's house flag. Both ships\nwere built in 1953 and travel at a\nspeed of 12 knots.\nDuring 1957, the 825-ton \"Otto\nvNuebel\" and the 770-ton \"Auguste\nSchulte\" operated under charter between London and United States and\nCanadian Great Lakes ports and will\ncontinue on that run in the corning\nseason. With the two additions, which\nwill operate out of Liverpool, they\nwill commence operations at the\nopening of the Lachine Canal and\ncontinue throughout the season of\nnavigation on the Great Lakes.\n10\nSpanner \u2014 March,   1958\n Steamer On Last Run\nCamera Fan\nNorman Peck, age 14 years, who is the son of engineman\nC. E. Peck, Orangeville, Ont., is an ardent camera fan and is\nquite proud of his work. His picture above shows \"The\nCanadian\" coming into Palgrave, Ontario.\nEngineman Alex Robertson of Vancouver, right, had a last look at his former\ncharge, engine 3671, before it left the west coast for Calgary and the bone yard\nat Alyth. Here he talks over old times with locomotive foreman A. \"Gus\" Thomas.\nThe British Columbia district is now completely dieselized.\nThirty-five years with the Company, Mr. Robertson was one of the first to\ntake over the 2-8-0 type locomotive after it left Angus Shops in October, 1923, and\nhe was the last to handle the controls of No. 3671, the last steam locomotive\non the district.\nOld Relic\nJ. R. Beaton\nConductor John R. Beaton retired on\npension with 45 years service when he completed his last run into Medicine Hat on\nTrain 59. He spent three years with the\n175th and 50th Battalions in the first\nWorld War, and is a member of the Canadian Legion and the Brotherhood of Railroad Trainmen.\nTHE above gem was found recently in the\n' personal file of L. B. Lawrence, Agent,\nCommunications, Hamilton, and was taken\nin the year 1887 and the location is 7 Wellington   East,   Toronto.    The   \"gentlemen\"\nare: 1. Unknown (clerk); 2. S. Adlard\n(cashier) ; 3. Unknown (clerk); 4. Mr.\nBrown (messenger) and 3 messenger boys;\n5. Unknown (lineman); 6. D. G. Sturrock,\n\u25ba'Manager (extreme right in window).\nSpanner \u2014 December,  1957\n r~\nObituary\nEMPLOYEES, OCCUPATION  and  LOCATION\nAGE\nAyris, Miss Christina A., Reservations Clerk, Traffic Dept., Vancouver    26\nBallard, Alfred J.,  Coach & Freight Carpenter, Weston Shops   51\nBamiling,   George,   Assistant   Inspector,   Vancouver  44\nBerg,   Walter   E.,   Carman,   Vancouver   51\nBowes,   John  L.,   Engineman,   Smiths   Falls  Division   49\nCarpenter, Miss Gertrude  M.,  Stenographer,  Montreal     62\nConn, Edward J., Captain Waiter, Royal Alexandra     49\nCraig,   Cecil   K.,   Trainman,   Revelstoke   Division  64\nCraig,   Edward   R.,   Senior   Perishable   Inspector,   Winnipeg   54\nDavis,   Leonard   H.,   Carman,   Trenton         48\nDominigue, Alphonse D.,  Section  Foreman,  W.   Shefford     62\nDykes,   Arthur   W.,   Timekeeper,   Empress   Hotel      56\nFergusson, Norman W., Ticket  Clerk, Brandon         51\n59\n52\n56\n45\n45\n50\n61\n50\nFiorito,  Domenico,   Yardmaster,   Cote   St.   Paul\nFitzsimmons,   Lawrence,   Assistant   Ticket   Agent,   Ottawa\nGagne,   Joseph   E.,   Porter,   Montreal  Wharf       \t\nGouldthorp\u201e Paul H., Carman's Helper, St.  Luc   \t\nGraham, Russel, Engineman, Smiths Falls Dvn\t\nGranville,  Thomas,  Sectionman,  Gait \t\nGravel,   Adrien,   Freight   Painter,   Angus   Shops \t\nHadwin,   Alfred,   Locomotive   Engineman,   North   Bay\t\nHaley,   David,   Locomotive   Engineer,   Edmonton          57\nHawkins,  Albert  E.,   Collector,   Toronto  Freight        59\nHaycroft,   Charles  E.,   1st  Carpenter,  Nelson  Shipyard      64\nHerbert, Frank, Chargehand Time Registrar Repairer, Weston Shops       C2\nLennox,  Earl  W.,  Electrician,  Glen         31\nMacKay, John R.,  Yardman & Yard  Foreman,  Cranbrook    53\nMcAuley,  S.,  Conductor,  Smiths  Falls,  Dvn.\nMcDonald,  Wilfred  L.,  Locomitive  Engineer  &  Fireman,  Bay  Shore\nMcNally,  Allan  P.,  Trainman,  Moose Jaw Dvn.      \t\nMinnaberriet,  Antoine  V.,  Section  Foreman,  Vancouver Division\t\nMonaghan,   Edward   F.,   Yardman,   Toronto \t\nMurphy,  James  C,  Yard  Engineer,  Winnipeg \t\nO'Hara,   Wm.   M.,   Conductor,   Bruce   Division \t\n63\n61\n59\n52\n30\n62\n     48\nParadis,  Joseph   C,   Tractor   Oper.,   Windsor  St.  Stn         58\nPerrault, Emile C, Morse Oper., Moose Jaw             20\nPheasant,   Wm.   F.,   Lineman,   Coldwater     56\nRamsay, Edward, Machinist  (Car Dept.), Glen Yard        50\nRobertson, Douglas C,  Carman,  Cartier        49\nRoy,   Real,   Helper,   Angus   Shops      22\nRoy,   Rene,   Helper,   Angus   Shops    49\nSaulnier,  Joseph  B.,  Trucker,  Digby  Wharf      56\nSmith, John A., Conductor & Trainman, North Bay           45\nStidder, Mrs.  Elizabeth, Food  Checker, Empress Hotel        65\nVoisard,   Desire,   Motor   Operator,   Place   Viger      51\nVollendorf,  Lloyd  H.,  Pro.  Wiper,  Alyth        19\nWest,  Wm.   E.  S.,  Dispatcher,  Moose  Jaw        61\nWhite,  Lester,   Trucker,  Smiths  Falls      64\nPENSIONERS,  OCCUPATION  and  LOCATION\nAllman,   Larry,   Trucker,   Place   Viger\nAGE\n70\nBarry, David, Foreman (V.-G. Chairman B of M\/W Employees), Winnipeg   83\nBlow,   Samuel   J.,   Section   Foreman,   Chemainus,   B.C     64\nBoyer,   Wm.,   Conductor,   Kenora   Division     68\nBradfield,   Arthur   E\u201e   Boilerwasher,   Winnipeg   Round   House     68\nBrewer,   Allan,   Sectionman,   Barton,   N.B.         75\nBrook, Wm.  H., Machinist, W.  Toronto      64\nBurreson, George  M.,  Hostler  (Oprg.),  Regina        70\nButler, James  F.,  Sr.   Clerk,  Montreal      73\nButters, David W.,  Conductor,  Fort William \u201e     88\nCacciotti,   Amedeo,   B&B   Foreman,   Sudbury   Division     64\nCarson,   Sam.   H.,   Conductor,   West   Toronto\t\nChampagne,  Anthime,   Trucker,  Place  Viger   \t\nClear,   Ernest,   Machinist's   Helper,   Souris\nCollerette,  Louis  E.,  Trucker,  Place  Viger \t\nConnolly,   John,   Senior   Clerk   (Freight),   Birmingham,   Eng..\nCrouch,  Charles H.,  Loco.  Engineer, Winnipeg   \t\nDawson,   Jack   F.,   Trainman,   Moose   Jaw\t\nDelage,  Romeo,  Glass  Beveller,  Angus Shops\n78\n76\n68\n78\n59\n77\n57\n66\nDosparois,  Joseph D.,  Foreman   (Cabinet  Shop),  Angus Shops      79\nDespatie,  Wilfred,  3rd  Cook   (SD&PC),  Montreal\nDuquette,  Theodore A.,  Engine Cleaner   (QCR), Valley Jet.\nEdmunds,  Jas.  R.,  Train  Baggageman,  Medicine  Hat \t\nEdwards,   John   E.,   Conductor,   Kenora\t\nElliott,   Arthur   M.,   Conductor,   Portage   Division \t\n73\n80\n66\n74\n79\nFlaherty, Wm. A., Checker (CPSS), W. St. John & Montreal       73\nFleury, Joseph, Porter,  Montreal Wharf      60\nFieldson, Rupert L.,  Clerk  (A. of A.),  Montreal      71\nFinnie,  Henry  James  B.,  Engineer,  B.C.  District     74\nFlynn,  Patrick,  Conductor,  Laurentian Division        78\nFolley,   Wm.   H.,   Laborer,   Ogden   Shops     70\nGibson, Frank H., Leverman, Alliston      76\nGibson, Alexander P., Water Pumpman,  Monte Creek     79\nSpanner\u2014 December, 1957\nPENSIONERS,  OCCUPATION  and  LOCATION\nAGE\nGrant, Geo. A., Leading Blacksmith, Fort William     86\nGuilbert,  Joseph, Roadmaster,  Laurentian  Division   70\nHall,  Albert  E.,  Assistant Storekeeper,  Montreal   76\nHeath,   Allan   C,   Chargeman,   Cornwall  76\nHughes,  Henry  S.,  Storekeeper,   Pr.   Elizabeth                                      70\nHunt,   Arthur   W.,   Assistant   Registrar   of   Transfers,   London,   Eng  84\nHunter,   Wm.   D.,   Locomotive   Engineer,   Newport  66\nHyde-Clarke,  Henry  A.,   Baggageman,  Smiths  Falls  Division  76\nJaques,  Joseph  F.,   Local  Freight   Agent,   Regina   71\nJobin, Rosaire, St.  Constable,  Montreal             63\nKellett,   Wm.,   Conductor,   London   Division   74\nLansing, Mary,  Cleaner   (Real Estate),  Toronto                          67\nLauzon, Thomas J., Leading Hand Carpenter, Angus Shops   64\n  66\n  74\n  68\n  67\n  69\n  68\n  72\nLawrence,   Arthur,   Loco.   Engr.,   Winnipeg\nLear, Charles E., Trucker  (Whf.  Frt.), Vancouver\nLeonard,  Robert,  Conductor,  Kootenay Dvn.\nLeong,  John,   Sectionman,   Vancouver   Division \t\nLewis,  Harry  B.,  D.C.  Steward,  Vancouver   \t\nLong,  Oliver,  Conductor,  Moose  Jaw\t\nMartineau,   Joseph   C,   Cabinetmaker,   Angus   Shops\nMartineau,   Romeo,   Paint   Sprayer,   Angus   Shops ..        60\nMatheson,  Walter  C,  Section  Foreman,  Stony  Mountain,  Man  75\nMcAteer,   John,  Locomotive  Engineer,   Ontario  District   74\nMcintosh, Alexander, Staty. Engr.  (Bldg. Supt.), Windsor Stn  54\nMilloux,   Alphonse,   Tinsmith,   Angus   Shops 78\nMimms,  Albert E.,  Mechanical Engr.   (M.P.  &  R.S.),  Montreal     74\nNisbet,  Chas.  E.,  Clerk   (M.P.),  Winnipeg  Shops  82\nNolan,  Thomas   H.,   Section   Foreman,   Drumbo         75\nNormand Alexandre  A.,  Machinist,  Angus Shops   69\nO'Brien,   Thomas  J.,   Carman,   St.   Luc   Yard  71\nO'Bryan,  Hugh,  Signal  Fitter,  Winnipeg 79\nOuimet,   Odilin,   Coach   Carpenter,   Angus   Shops   67\nPatch,  Heald  F.,  Loco.  Engr.,  Farnham  Dvn. 66\nPeriard,  Miss  Leonie  M.,  Telephone  Oper.   Bldg.   Supt.),  Windsor  Station 68\nPerdue,   Thomas,   Conductor,   Fort   William   79\nPhillips,   Rudolph,   Boilermaker,   McAdam   67\nPierce,  John  T.,   Yardman,  Vancouver  Division   87\nPiper,  Alexander  C,  Locomotive  Engineer,  Winnipeg     81\nPoroski,   Toni,   Laborer   (MP),   Swift   Current  77\nQuinn,   James,   Chargeman,   Prescott       77\nRipley,   Henry   V.,   Locomotive   Engineer,   Minnedosa  64\nRivett,   Arthur,  Locomotive  Engineer,   MacTier 72\nRobert, Havelock L., Section Foreman  (F.  & G.L. & N.B.  Coal & Rly.),\nCanterbury,   N.B.    .. -  \u2014ea-\nRobitaille, Charles J., Age\nRoch, Joseph, Coach Pain\nRoutledge,   Albert  E.,  Loc<\nSaunders, Frederick A., H\nSchofield, Jonathan, Car S;\nSencennes, Charles T., Coa^\nSharp, Arthur W., Baggage\nSpowage, Mrs. John, Clea:\nStenason, Walter G., Mast<\nStewart, Norman, Trucke:\nSt. Martin, Philias, (Checj\nSullivan, Thomas, Blacksm\nTedham, James E., D.C.\nThompson, James, Carpentj\nThorne, Thos. W., General\nTromba, Peter, Section FoJ\nTruax, Amity (Miss), Cler\nVale, Lucas, Tender Truclj\nVezina,  Joseph  A.,  Coach\nWagstaff, Charles, LocomO\nWarren, Linus C, Clerk C\nWatson, Alfred H., Locord\nWhalley, Charles H. Jr., F\nWhittaker, Francis J., Ta^\nWilliams, Henry, Levermaj\nWilliams, Lennox, Car Clf\nWitzel,  Samuel,  Conductor\nCanadian\nEMPLOYEES, OCCU\nAstill, A. J., Vehiclemar\nStewart,   W.   F.,   Messenge\nPENSIONERS, OCCl\nDearie, B. T., Messenger\nJamieson, T. G. M\u201e Agen\nSmith,   E.,   Agent,   St.   Tl\n IT'S THE \"EMPRESS OF BRITAIN'\nPresident Christens British Locomotive\nMr. Crump inspects the controls of the newly-\nchristened \"Empress of Britain\" which he took\non a brief run at Euston station. With him is\nArthur Moffat, engineer of the 2,000-H.P.\ndiesel-electric locomotive. The engine, shown\nabove, operates on the Euston-Liverpool  run.\nCOMMONWEALTH ties between Canadian and British Railways were\nfurther strengthened at Euston Station\nrecently when N. R. Crump, President of\nthe Company, named a new 2000-H.P.\ndiesel-electric locomotive \"Empress of\nBritain\" after the famous Canadian\nPacific trans - Atlantic passenger\nliner.\nDavid Blee, general manager,\nLondon Midland region, British\nRailways, who presided, said that\nthe powerful locomotives were now\nhauling the principal express trains\nbetween Euston and Liverpool and\nit was therefore a fitting tribute to\nthe port of Liverpool that the locomotives should carry the names of\nsome of the famous vessels which\nhave been and are still using that\ngreat port.\nHe added that the importance of\nthis traditional link by the London\nMidland region of British Railways\nbetween the Thames and Mersey-\nside is exemplified by the fact that\nover a quarter of a million people\nare carried in each direction between these two great centres and\nports by London Midland trains in\nthe course of a year.\nMr. Blee emphasized that the\nLondon Midland region of British\nRailways attach the utmost importance to good timekeeping on their\nservices and at a period when complete reconstruction is being carried out on this route, the addition\nal power which these fine new locomotives provide will do much to\nrecover time given to the engineers for the immense works being\ncarried out on the track between\nLondon and the North West.\nHaving regard to Mr. Crump's\nlong association with Canadian Pacific and his undoubted status as\none of the world's experts on diesel power, Mr. Blee pointed out that\nit was particularly appropriate and\ngratifying that, busy as he was, Mr.\nCrump had found it possible to\ntake the principal role in the ceremony, and the thanks of all were\ndue him for his courtesy in making\nthis possible.\nReplying to David Blee, general manager, Midland Region, British Railways,\nMr. Crump said, \"I am proud of the\nhonor done me in allowing me to name\nthis locomotive 'Empress of Britain'. As\nyou know, I am greatly interested in\ndiesel power and at the present time\nCanadian Pacific has over a thousand\nunits in operation which haul 95 per cent\nof our traffic except for peak periods.\nSoon we shall be completely dieselized.',\nMr. Crump later met engineer Arthur\nMoffatt and drove the locomotive a short\ndistance in and out of the platform at\nEuston Station.\nIt will be noted that the engine\nnameplates have been specially designed to include a replica of a\nship's wheel and the houseflag of\nthe steamship line.\nThe  President  unveils the  new  engine's  nameplates.\nSpanner \u2014 June, 1960\n Inspector DeWitt highballs engineer of passing freight\nThe lines are Busy\" for Art DeWitt\nAT TUM TUM or Tranquille,\nCanoe or Kamloops, Squilax or\nStoney Creek \u2014 just anywhere\nalong the Company's 506 miles of\ntrack between Field and Spence's\nBridge, Revelstoke and Arrowhead\nand Sicamous to Kelowna (Vernon)\n\u2014 the name of Art DeWitt is\nsynonymous with Canadian Pacific\ncommunications to people inside\nand outside Company service.\nMr. DeWitt is communications\ndepartment inspector for this area.\nHe is one of 29 employed by the\nCompany to superintend the operation of an uninterrupted service\nover its more than 18,000 miles of\nlines which stretch from sea to sea.\nStory and  Photos  by  Nick Morant\nIn many ways he stands as symbolic\nof his brother inspectors. It is generally conceded, however, that the\nRevelstoke area is one of the toughest because of its mountainous\nterrain.\nAn aspect peculiar to the activity\nof a communications inspector is\nthat he must have a great many\nqualifications beyond pure technical ability. He is constantly representing the Canadian Pacific outside its own environs. As will be\nseen from the accompanying photo\nstory he enters many facets of the\ndaily life of communities served by\nthe Company. He visits with the TV\nstation at Kamloops, or the news\npaper at Kelowna, checks the teletype facilities at Ashcroft with the\ndepartment of Transport's radio\nrange station on a mountain top \u2014\nthe while being able to safely operate his track motor, a \"Wheatstone\nBridge\", do a soldering job at the\nrepeater station at Kamloops and\ndaily watch maintenance of 9,481\nmiles of telegraph wire in his\ndistrict.\nCommunications inspectors are\na group of men more or less dedicated to being on call 24 hours a\nday. Arthur DeWitt travels a minimum of 25,000 a year in patrolling\nhis 500 miles of track. He has more\nthan   360,000   insulators,   set   on\n10\nSpanner \u2014 June, 1960\n Teletype service via Canadian Pacific facilities is maintained by Department of Transport's Radio Range at\nAshcroft. B.C., for commercial aviation navigation.\nHere DeWitt chats with Del Trefry, officer in charge of\nstation, and Robert V. Tombe, right, superintendent of\ncommunications, Vancouver.\nA Annual maintenance work is augmented\nby extra gang. Steve Kohut, gang foreman, left, checks schedules with De-\nWitt as they watch crew restring\ntelegraph wires. DeWitt is one of 29\nsuch communication department inspectors employed by Company.\nArch enemy of communications men is, ironically enough, the beaver, symbol of industrious\nCanada and longtime \"star\" of Canadian\nPacific crest. Above, DeWitt ruefully surveys\nremnants of beaver-hewn tree at (appropriately\nenough) Beavermouth, B.C. Animals can fell\ntrees across wires if not rigidly watched.\n< Lineman Dan Sirianni and his inspector appear\nin deep technical discussion as they wait for\nan \"Extra West.\"\nSpanner \u2014 June, 1960\n11\n Off-Duty or On-Duty - Never a Dull Moment\n\"The Boss\" eats with his linesmen \u2014 the Parr brothers\nat Glacier. Home is known locally as Parr's Boarding\nHouse, with \"bachelor cooking\" a specialty.\n18,000 poles to watch, as well as\n73,557 feet of underground cable\n\u2014six miles of which is in the Con-\nnaught Tunnel, at one point being\na mile underground. He has five\nlinesmen and three repeater stations under his supervision as well\nas about 40 employees\u2014excluding\n\"extra gangs\". Among his linesmen, Mr. DeWitt is well known\nfor having an \"eagle eye\" for\ncracked and broken insulators,\nguy wires too close to lines and\nother technical \"unpardonables\".\nAs one man put it\u2014\"You'd think\nthe damn things were painted\nred.\"\nMany of Mr. DeWitt's patrols\nare done on foot. He uses a variety\nof means of transportation beyond\nhis track motor\u2014being sometimes\non snowshoes, riding a \"sno-cat\"\nsnowmobile, on the front and\nhead ends of freights, and in his\nown automobile.\nMr. DeWitt started with the railway working summer vacation\ntimes only, as a section hand near\nhis hometown of Fredericton Junction, N.B. He first joined communications as a groundman at\nMattawamkeag, Maine, and was 15\nyears a lineman in central Saskatchewan. He moved to Revelstoke\nas an inspector in September, 1944.\nInspector DeWitt checks blueprints of repeater equipment\nwith wire chief \"Red\" Passmore at Revelstoke. DeWitt\nmoved to Revelstoke in September, 1944.\nA constant source of trouble in\nthe mountain subdivision in which\nMr. DeWitt works comes from the\nmassive snowslides. Last year Glacier, B.C., reported a somewhat\nlighter snowfall than usual \u2014 350\ninches, just under 30 feet of the\nwhite stuff! This makes for hazardous work for an inspector and his\nmen in stringing \"duplex\" (emer-\nHeavy snowfall assumes fantastic\nforms on tree stumps, fence posts\nand, of course, telegraph poles as\nwell. Last year Glacier reported a\nlighter snowfall than usual \u2014 just\nunder 350 inches of the white stuff!\nWinston Churchill said \"Don't stand up when you can sit; don't sit when you can\nlie  down.\"   Photo   above   shows   DeWitt   enjoying   one   of   his   rare   moments   of\nrelaxation while waiting for an eastbound freight.\n12\nSpanner \u2014- June, 1960\n Directly or indirectly deep snows provide problems for\nDeWitt. Here he supervises a bulldozer working around a\npole, as a lineman stands by. Inspector DeWitt travels a\nminimum of 25,000 miles a year in patrolling his 500 miles\nof track.\ngency lines) do maintain service\nover the inevitable slides \u2014 often\ndoing this in the night when there\ncan be little warning. In recent\nyears this hazard has been steadily\nlessened through the installation of\nmore underground cables through\nthe more difficult mountain terrain.\nA casual glance over Arthur\nDeWitt's personal log book probably tells the story of his work as\nwell as anything . . .\nOf a line break near Ottertail, B.C.:\n\"Moose hit by freight. Carcase thrown\ninto pole which was snapped in two,\nconsequent wire damage\".\nOn a maintenance patrol, Windermere area: \"Wild duck flew into wires,\nsomehow 'flipped' wires into direct\nshort circuit, thus entrapping bird alive\nby neck. Released duck alive. Informed\nby wire chief at Revelstoke of short in\nthis area \u2014 told him re-check. 'Now\nthat's funny\u2014it's not there anymore'.3'\nA concluding item serves to indicate there is nothing humdrum\nabout Arthur DeWitt's daily life\u2014\n\"Self and lineman 'treed' up a permissive signal by grizzly bear at\nRoss Peak.\"\nTelevision stations, as well as radio stations, utilize Canadian\nPacific services through CBC carriers. Here DeWitt pays a\nvisit to CFJC-TV studio at Kamloops, B.C.; enjoys chat on\nset with  station manager, Fred Webber.\nInspector's hours are unpredictable for wife, who must at times be up at\nall hours to prepare meals. Here Art has late snack with Mrs. \"VI\" DeWitt.\nSpanner \u2014 June, 1960\n13\n LAURENCE B. UNWIN RETIRES\nJames Masters Appointed\nVice-President of Finance\nL.   B.   Unwin\nLAURENCE B. UNWIN, M.C., of\nMontreal, vice-president of finance for the last quarter of a\ncentury, has retired under the\nCompany's pension rules and is\nsucceeded by James Masters,\nC.V.O., formerly assistant vice-\npresident.\nWidely-known in Canadian financial circles, Mr. Unwin played an\nimportant part in the formation of\nCanadian Pacific Airlines, when, as\npresident of the air line and vice-\npresident of finance for the parent\ncompany, he negotiated the purchase of several small air routes in\nCanada to form the nucleus of what\nhas grown into a globe-straddling\noperation.\nDuring his tenure as president\nof the Airlines from 1942 to 1946,\nCPA operated seven air training\nschools and five aircraft repair\nplants.\nAlways active in community affairs, Mr. Unwin has served as\npresident of Montreal's Queen Elizabeth Hospital for a number of\nyears. He has guided the expansion\nprogram of the hospital which will\nbe completed shortly.\nIn 1942-43 Mr. Unwin was Administrator of Consumer Rationing\nfor the Dominion of Canada.\n(Continued on page 16)\nJames Masters\nMr. Masters joined Canadian Pacific in 1957 as assistant vice-president, finance, following more than\n37 years with Baring Bros. & Co.\nLtd., of London, England, merchant bankers. For 10 years he was\nsecretary to Lord Revelstoke, and\nin 1929 became assistant to Sir\nEdward Peacock. From 1954 until\n1957, Mr. Masters was assistant to\nLord Ashburton.\nA well-known figure in the\nUnited Kingdom and international\ninvestment world, Mr. Masters\nhelped found the Society of Investment Analysts, Ltd., of London. He\nwas created a Commander of the\nRoyal Victorian Order for special\nservices rendered during and after\nWorld War II.\nA liveryman of the Tallow\nChandlers Company, Mr. Masters\nis a member of the Guild of Freemen of the City of London, the\nUnited Wards Club of the City of\nLondon, Canada Club, and the\nRoyal Automobile Club.\nHe was born in London and received his education there.\nIn Montreal, he is a member of\nthe St. James's Club and the Royal\nMontreal Curling Club.\nCompany in \"Unfair Position\"\nAddress to Shareholders\n(Continued from page 4)\nintroduced and these may be expected to\nproduce an increase in this business and\nin its profitability.\nMr. Crump said that railway carload\nbusiness will continue for some time to\nbe the \"backbone\" of the rail enterprise.\n\"Although rail movement no longer has\na monopoly on any traffic, the economic\nadvantage of rail transportation for mass\noverland movement of goods is still very\ngreat.\" He contended that the only real\ndisability of the Company in the pricing of\nfreight transportation is the statutory\nrates on grain moving to export positions\nin Western Canada.\nHe said this question is now being\nconsidered by the Royal Commission on\nTransportation, and hoped that before the\nnext annual meeting a favorable recommendation from the Royal Commission on\n\"this longstanding inequity\" will have\nbeen made.\nOther Hearings Mentioned\nMr. Crump also made mention of\nanother set of hearings about to begin. The\nBoard of Conciliation will start May 9th\nits investigation of a dispute between\nCanadian railways and their non-operating\nemployees. The unions representing these\nemployees have asked for an increase in\nwage rates of seven per cent and I2V2\ncents per hour, as well as additional\nvacations with pay. The railways are\nseeking renewal of the existing contract.\nCanadian Pacific's officers and employees are constantly striving to improve\nefficiency, said Mr. Crump, stressing that\nthe problem of reducing costs for all rail\ntransportation must continue to be pursued. He said specialized cars are being\nbuilt, freight service being expedited\nthrough the use of diesels and technological advances being applied to attain this\nend. By the end of the year, motive power\nwill be supplied wholly by diesel, except\nfor peak periods.\nTax Burden  Heavy\nCanadian Pacific has led the North\nAmerican continent in the removal of firemen from diesels in freight and yard\nservice. The operation without firemen\non Canadian Pacific \"has been completely\nsatisfactory from every standpoint,\" Mr.\nCrump said.\nHis Company, Mr. Crump pointed out,\nis the only major transportation undertaking in Canada that is fully self-\nsupporting as well as meeting its share\nof the tax burden through payment of\nincome tax. Taxes accrued in 1959 totalled\n$39-million, compared with net income of\n$31-million. In addition, subsidiaries also\npay taxes amounting to large sums.\n14\nSpanner \u2014 June, 1960\n \\xjjmjSjjua\nTHE WORLD\nSPANNER\nNo.  157 September,  1949\nA'hhes.s   oil   communications   to\nE.    C.    Stockwell,    Editor,    Spanner\nRoom 284,  Windsor Station.  Montreal\nINDEX\nPage\nCPA Opens Trans-Pacific Route 4\nInspection Tour on E. & N. 6\nAccounting   Department   Changes 13\nOur Women's World                            :,.'.. 14\nCommunications   Dept.   Headaches 18\nSports  Review          20\nTraffic   Tips      26\nRetirements       30\nObituary            33\nOUR COVER\nOur cover picture\nis particularly significant inasmuch as\nit records the soaring take off from\nVancouver airport of\nthe new Canadair IV\nCPA \" Empress of\nVancouver\" and\nrepresents the inaugural flight and\nofficial opening of a\nnew branch of the\nCompany's activities. The Company, through its air arm has\nonce again linked up Canada with a direct\nroute to Australia and the Orient, servicing\nat the same time a number of islands in\nthe South Pacific. The \"Empress of Vancouver\" and sister aircraft \"Empress of\nSydney\" were christened in the cities after\nwhich they were named. Mrs. A. S. Drake-\nford, wife of Australia's Minister for Air,\nperformed the ceremony at Sydney while\nMrs. C. E. Thompson, wife of the Mayor\nof Vancouver, handled the christening at\nthat  city.\nThe Canadair IV, of which the Company\nnow has four, is a four-engine all-metal\nlow-wing monoplane equipped with cantilever wings and tail surfaces and a semi-\nmonocoque fuselage. It is equipped with a\nfully retracting type landing gear and has\nbeen designed to meet top standards for\nsafety,  comfort,  navigation and  radio aids.\nThe airliner accommodates 36 passengers\nand a crew of six.\nIMPORTANT!\nAll   those   mailing   out   Spanners   to  any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery,\nthe magazine may be returned direct to the\npoint of mailing.\n\u2666        \u2666       \u2666\nPublished   monthly  by   the  Department  of  Public\nRelations    of   the   Canadian   Pacific   Railway    at\nMontreal.\nSpanner \u2014 September,   1 949\n Begin Schedule\nhistory of\nian Pacific\nIr, B.C., to\ni Islands.\nCanadian-\nringed out\nbss leaders,\ncConachie,\nght which\niji Islands\nto the offi-\ner on July\nled on the\np a special\nnd off the\nA stopover\nling light-\nmeals and\nhealth, im-\nVeteran pilot, Captain J. K. \" Budd \"\nPotter was at the controls of the \" Empress of Sydney\" when she took off\nfrom Vancouver on the pre-inaugural\nflight over C.P.A.'s new route to\nAustralia.\nfe of Australia's Minister for Air, breaks the traditional\ne did it with a hammer on a block of wood to save the\no   officially   name   the   big   Canadair   Four   \" Empress   of\norms to be steward and caterer, set an astonish-\npers to pre- ing standard, running the gastronomies, passing cal gamut from tasty and decorative\n[e length of fruit and vegetable salads to piping\nmagazines hot filet mignons and lamb chops with\nrho wanted appropriate vegetables, also suitably\nwarm. In fact the tiny galley yielded\ntewardesses endless surprises and only those who\niion of Reg were aware of the intricate stocking\nIssenger ser- system at the various airports, in-\nketeran   air eluding   tiny   Canton   Island,   knew\nSpanner \u2014 September,   1 949\n I\nristmas 1347\nGmaJUm\n An Opinion and a Plea\nThe following anonymous letter was addressed to the Chairman and President who deals with it on the opposite page.\nI think it is correct to say, without any exaggeration, that\ncommencing immediately, and continuing during the ensuing\nyears, our Company will be obliged to literally fight a battle for\nits very existence. The powerful enemies in this fight will be\nprimarily, the truck, the autobus and the airplane. Various sub-\ndepartmental activities will also undoubtedly be challenged by\nother important adversaries. The contest will be continuous and\nunrelenting by our opponents and the stakes considerable. These\nstakes can be regarded either as monetary profit for the contestants' principals (their shareholders or financial backers), or\nin terms of continued employment for the Company workers.\nThe Canadian Pacific is no stranger to (battle, or the necessity\nfor fighting. It was born and weaned upon this requirement and\nhad it not faced squarely to the vicissitudes which beset its very\nbirth, the employees who have subsequently found security\nfrom its activities might well have lived infinitely poorer lives.\nThis argument takes no account of the very real contribution\nmade to the overall welfare of the Dominion, it deals essentially\nand entirely with the welfare and existence of the Canadian\nPacific and its family, a reality of no small significance and a\nreality which needs no sentimentality to justify it.\nAt its inception, the C.P.R. battled against what appeared to\nbe almost insurmountable odds, history records the fight as\nhaving been successfully and nobly won. What was accomplished\nin the past can, and must be, repeated again if we are to continue to provide the same standard of employment and grant\nthe same privileges which one and all of the employees of the\nCompany has come to regard as his right.\nBut times have changed. We have leaned too much on our\noars. We have tended to live in an atmosphere of reflected glory,\nwe have grown soft and complacent, unaware of our danger.\nOn our hands today is a situation which is as fraught with the\ndanger of collapse as that which existed through the 1880's. Trie\nodds, both for and against us are enormously important. Our\ncontinued success and existence as a proud, free and privately\nowned Corporation, or our decline to a dominated and subservient transportation system. There is no need to elaborate on\nthis feature, the significance of any receivership existence is too\nwell known.\nI think great lessons can be learned from our History. We can\nlearn that it was not alone brilliant Management and financial\ngenius which enabled the Company to win through, it was, to a\nvery great extent, due to the will and strength of the many\nemployees. They, under wise, enthusiastic and competent direction, were the strength and power of our Company and the\nforce which gave us our birth and accounted for our survival\nand continued success. They were able to wield this strength\nbecause they knew and appreciated the odds against them. They\nwere not smug, complacent and ignorant of the dangers which\nbeset them. They were not drugged into a state of false security\nby such things as the reflected success of the past, the opiatelike effect and visionary security of seniority or of an imminent\npension.\nThese things and others have sapped our strength and left us\nweak and tremendously at the mercy of our assailants. As I see\nit, our attitude must be rationalized and viewed with a true and\naccurate perspective dictated by a series of changed conditions.\nInasmuch as the employee can be so much our source of\nstrength, and inasmuch as this tower of strength can be lost and\neven contribute to our downfall, it would appear to me that no\neffort should be spared to cultivate and capitalize to the full on\nthis powerful, all important force.\nIt is admitted that we have an employee force which is the\nenvy of many industries. It is good, but it could be much better.\nIn common with all labor today the physical production per man\nhas declined. We probably hold our own in this respect and may\neven be better than many other companies. It is not my intention to criticize our forces; I do feel most emphatically, however,\nthat we have the means at our disposal to improve, and to\nimprove radically. To forge ahead to where we were and even\nto exceed our previous position.\nThe solution, I am convinced, is psychological. We want, and\nmust have, greater production per man. We have the skills, or\ncan develop them. We want the business, and we have access to\na powerful force which can be turned to securing it.\nThe drive for obtaining this end, however, is apparently\nlacking, at least, to an important degree and this paper will\nseek to produce a suggestion for its development.\nIn my humble opinion, a revised policy or attitude in management-employee relations is the answer. * As already stated, the\nproblem is believed to he psychological. The effort by anyone is\ninevitably more intense when he is part of the directing force\nrather than only the directed. This statement is not a theoretical\nquotation, it is backed by unlimited experience by all officers of\nthe Company in their individual dealings with labor. But\nstrangely it is not policy and is therefore not exercised nearly\nto the limit of its possibilities.\nTake for example our \" Tip Card \" system. An admirable and\nefficiently conceived scheme for the development of business,\nbut pathetically failing to develop its full or potential value\nbecause of its method of presentation to the employee at large.\nEach employee finds himself confronted with an obligatory\ndemand, a must, and an arrangement where his efforts produce\nno, to him, tangible result.\nOur admirable House organ, Spanner, is read by me with great\ninterest, but never without the sensation of reading something\nat once \" stuffy,\" \" condescending \" and produced in some degree,\nfor the subtle glorification of a selected few, rather than real\ndown to earth contact with the employee. It fails for some reason\nto be a morale builder and a fosterer of Company esprit de corps.\nI have taken part in discussions where the question \"Who is\nthe Company? \" has been asked. This simple question seems to\nme an indictment of our management-employee relationship. It\nis an undeniable fact that the inferior does not know his\nsuperior officer except through the medium of \" please explain \"\nand \"for your report\" memoranda. He is an isolated organism\nat his own level, struggling to advance himself as much for the\npower and prestige that will personally be his within the\norganization by such advancement, rather than working for the\norganization. The danger of me being challenged with exaggeration is fully realized. It is difficult to avoid this possibility when\ndealing with intangibles. However the situation I attempt to\ndescribe is none the less real because it is not immediately\nobvious and of a critical nature at the moment.\nI visualize an officially sponsored system of Employee-\nManagement co-operation and a drastic modification of the\nVictorian caste system, which is still alive, and with the employees taken into greater confidence. Costs, Income, Prospects\nand so forth discussed in non-condescending terms but couched\nin such a manner that all employees may comprehend lucidly.\nThese opportunities to learn of the Company's affairs would be\nof absorbing interest at all levels. They would, of necessity,\nrequire to be presented at the intellectual level of the particular\ngroup, They should preferably be presented in \" Open Forum \"\nrather than in a written form. But they would have to be presented in such a manner that they did not smack of insincerity\nor appear to have ulterior motives. The Stock Deal is still in\nsharp focus amongst the older employees.\nThese forums could in themselves become the backbone of a\nsystem by which the all important, and incredibly valuable,\nemployee co-operation was sought.\nIt is no exaggeration to say that there exists today a sort of\n\" armed truce\" between Employee and Officer. Its existence\nweakens our whole structure and results in indifferent operation, wastage of effort and fear, to say nothing of lowered\nmorale with its cumulative effect throughout our System. Its\nimmediate effect: lack of trust and eo-oneration. Its long-term\neffect: the necessity to maintain the dominating position of the\nOfficers and the consequent loss of all hope for eventual\nco-operative effort.\nAction such as I suggest is generally referred to as \" Enlightened Management.\" I am convinced that this Company's\nTop Management is very enlightened, (especially since reading\nthe last two omnibus letters distributed by our Publicity Dept.\nThey gave me more heart and encouragement than any single\nofficial act I have observed for a long time, (within the scope of\nemployee relationship) .1 am sure they are fully appreciative\nof the points to which my document refers. Our trouble lies, I\nam convinced, at \" intermediate \" and \" lower \" levels of executive control. It might well be described as a perpetuation of the\n\"Old Guard\" tactics. This unfortunate defective psychological\napproach by these officers transmits itself to the newer, and\ngenerally younger officer force and thus becomes a part of us\nall. Its inherent \" badness\" is therefore perpetuated and its\nill effects lasting.\nThere is much more which might he written in the same\nstrain. It would all add up to the same thing: my plea for an\namended and modified psychological approach by the Company\nOfficers directed to, and by, all levels of administration, to the\nend tnat our Company may prosper and that the slough of\ncomplacency may be erajdicated from amongst us.\nWould that I had the eloquence of a Longfellow or a Churchill\nthat I might make my point as effectively as it deserves. We\nhave such great potential at our disposal, ready for the taking,\nbut we fail to recognize that we are not availing ourselves of it.\nPlease, please cut through the reactionary smugness of so many\nof us. Let us be shown, coerced, or driven, if necessary into\nrecognizing our failings. Let us be taught that Tradition, fine a\n ON   LAND  ...  ON  SEA  .  .  .  AND   IN  THE   AIR\n THE CANADIAN PACIFIC\nwN LAND and sea and in the air, in machine shops, freight yards, offices,\nwherever its over 20,000 miles of railway goes, company services daily are called\nupon to accept unusual loads and to shoulder unprecedented responsibilities\narising out of the war.\nOver 70,000 men and women are engaged in these services and they accept\nthese greatly multiplied labors cheerfully and efficiently. Over fifteen thousand\nCanadian Pacific men are on active service in army, navy, air force and merchant\nmarine, while those who remain with the railway are carrying on the vitally\nimportant job of maintaining uninterrupted the steady flow of munitions, supplies\nand reinforcements to the various fighting fronts.\nIt is upon the railways that by far the greater burden of wartime transportation\nfalls, and the Canadian Pacific is doing its full share of this work, and at the\nsame time is satisfactorily carrying on the nation's ordinary domestic traffic.\nCANADA\nPACIFIC\n^^^J^^^^^\nTIME HIED\nSTANDARD TIME\n\u201e\u00ab,.\u00ab,\u00ab* *\"\u2022\u00bb\u2666\u2022\nwMd,or.hf\u00ab\u00bby\u00abr\nSen\u00abJ\u00ab-W,0*'n8\nLIKE, 25tn Ausuat,\n* t. tfacVcenzle King,\nBt:-2\u00b0Sinister\u00bb . ^e a source\nOttawa, Ontar deVeloping - **lcn b to\ndominion;, and a38istance.\n* to \u00abhlcn *e can **\nextent to w\u00ab*\nK. \u00ab.  BEATT*\nThe day war was declared, Sir Edward Beatty, G.B.E.,\nthen president of the company, telegraphed to Prime\nMinister Mackenzie King placing the entire resources of\nthe Canadian Pacific Railway at the disposal of the nation.\nm -\u2014or. h*ni,\n*\u2022 *\u2022 ^^2I? Km\n f \u00a3\nCANADIAN PACIFIC EMPLOYEES\nAS  AT  NOVEMBER  30,   1942\nEastern Lines....\nWestern Lines...\nOverseas Offices.\nSteCUH4fafi&\nARMY\n1,900\n2,252\n111\n4,263\nAIR\nNAVY FORCE      VARIOUS   TOTAL\n353\n672\n14\n1,039\n596\n1,005\n21\n1,622\n358\n227\n1\n586\nEmployees on Admiralty Service\t\nOn \"Mont\" Ships used as Armed Cruisers.\nEmployees serving on Shore Staffs\t\n{^XpUlCAd'\u2014Employees in the Armed Services.\t\nftOl *&*tf\u20acC&\u2014Employees in the Armed Services.\n3,207\n4,156\n147\n7,510\n4,486\n1,010\n84\n5,580\n484\n23\nGRAND\nTOTAL\n7\u00a3W\nS\u00a3SO\n23\nCANADIAN PACIFIC EMPLOYEES ON  ACTIVE   SERVICE    ...     f3,S$7\n*d<MUted fo (%00%n*UHeitt\u2014Otiicers and Employees.\nY<fc ^e&etWC JTltHfy\u2014Canadian Pacific Employees\t\n\/57\n?,376\nTOTAL NUMBER CANADIAN PACIFIC EMPLOYEES IN WAR SERVICE     f5,130\nCANADIAN PACIFIC  VICTORY  LOAN  CONTRIBUTIONS\u2014FIRST   THREE   CAMPAIGNS\nCanadian Pacific Railway Company  }\nCanadian Pacific Pension Trust Fund '....' I $33,639,000\nCanadian Pacific Express Company Pension Fund., J\nOfficers' and Employees' Subscriptions       10,203,500\nTOTAL SUBSCRIPTIONS   $43,842,500\nWar Savings Certificates\u2014Payroll Deductions Approximate Monthly  $      113,000\n#1    w\ns Canadian !\ni Company,\n fiom ^WW^ S6ofi& fo\nCANADIAN PACIFIC shops employees have gone \"all out'' in their\nefforts to keep tank and naval gun production in high gear. And\nthey're doing a splendid job. The pace of tank production at our\nshops has been steadily gathering momentum since the first Angus\nbuilt tank rumbled off the assembly line in May, 1941.\nToday, hard hitting \"Valentine\" tanks, in khaki\nwar paint, leave the big Canadian Pacific plant in\n\"Valentine\" Greetings     \u25a0\nfor Hitler \u2014 from\nCanadian Pacific Shops\nCraftsman on the job\nOur Shops fashion\n\"teeth\" for Navy\na formidable stream to join others already in active\nservice on far-flung battlefields. Completion of the\n100th tank a year ago was enthusiastically celebrated by Angus employees; hundreds more have\nbeen turned out since.\nConversion of shop machinery from peacetime\nto wartime gear was accomplished in record time.\nEmployees previously schooled in building cars\nand locomotives soon became equally expert in\nmaking tanks . . . and they're keeping them rolling.\nPerformance of the speedy war machines has\ndrawn high praise from military experts.\nIn the manufacture of naval guns the employees\nof C.P.R. Shops have made an equally proud showing. Here too the machinery of war has risen to a\nmighty crescendo as skilled craftsmen fashion the\n\"teeth\" for allied naval power. As a token of\nsincerity the employees presented the 100th naval\ngun, built on their own time, to the British\nAdmiralty.\nThis typifies the fine spirit pervading the company's rank and file in wartime.\n FIGHTING MEN AND USEFUL WOMEN\nTRANSPORTATION of troops is a vital phase of modern warfare, not only on the battlefield but\non the home front as well. The movement of troops to and from their camps, homes and\nembarkation points has been a major concern of the Canadian Pacific Railway since the\noutbreak of war. And this is no small job.\nThe volume of traffic over C.P.R. lines has reached record proportions. Trains running in\none section only are becoming increasingly scarce\u2014particularly on week-ends and holidays\nwhen the boys are on furlough. By converting diners to commissary cars the railway has also\nattended to the feeding of troops in transit.\nWindsor Station gets nautical touch\nC.P.R. troop train takes on passengers\nTop \u2014 No use for \"red-caps'\nBottom \u2014 How C.P.R. feeds the troops\nFrequently the concourse of Montreal's Windsor station\nand other large terminals resembles a military barracks as\nsoldiers, sailors, airmen and women in uniform go \"on\nparade\" before boarding their trains or after detraining.\nNow the commanding bark of the sergeant-major is as\nfamiliar a sound to the public as the voice of the station\nannouncer!\nBehind the scenes the accent is on organization. To handle such vastly increased\nvolumes of traffic calls for a maximum of co-ordinated effort. It means the marshalling\nof extra equipment, the dispatching of extra trains, the training of extra personnel. It\nmeans the reconditioning of old equipment, the maintenance and \"shopping\" of\nadditional rolling stock.\nThough faced with added duties and responsibilities, Canadian Pacific employees\nare tackling their jobs with new determination. As a result, wartime traffic moves quickly\nand smoothly all along the line.\nthey'll soon be\nin uniform\n EFFICIENT PACKING AND HANDLING\nSfteecU Second *\u00a3<mlcU o\u00a3 Tflantime\nThe RUMBLE of a passing freight has a special\nsignificance in wartime. It means that goods\u2014\nmany of vital wartime importance\u2014are on the\nmove. The Canadian Pacific has proven its ability\nto \"deliver the goods\" with speed and efficiency\ndespite the heavily increased demands on its\nresources.\nIn 1941 the railway handled 51,105,656 tons of\nfreight\u2014almost double the volume carried during\nthe last year of World War No. 1. Yet, remarkable\nas it seems, the job was accomplished with 587\nfewer locomotives and 13,464 fewer freight cars!\nThe answer to this paradox lies in vastly improved and more scientific methods of freight car\nloading, the average load per car having been in-\ni creased by about 20%. Today no car is considered\nfully loaded while there yet remains sufficient\nspace to accommodate one additional package.\nDespite the utilization of all available car shipping space, the goods are packed with no risk of\n\"crowding\" which might cause damage in transit.\nFreight handlers \"fill 'er up'\nThe increased use of\ntranship stations has also\ndone much to help conserve much-needed space,\nequipment, fuel and motive power. At these points,\nselected by the transportation department, shipments\nare transferred and consolidated into cars headed\nfor   common   destinations.\nThis offsets the cost of\nhandling incomplete loads,\nin addition to which it\nhelps reduce switching\noperations to a minimum.\n The \"Montrose\"\u2014 she went down fighting\nOne of war's early victims\n\u2014 the \"Niagara\"\nmeets gallant end\nTop left \u2014\"Empress\nof   Asia\"   in   battle\ndress\nAbove \u2014 Cargo ship\nof  \"Beaver\"  class\nCentre \u2014 Ship was\nlost; these men\nsurvived\nft-ft-ft,;-. ;     ,\nfamous S6ifr&\nHAVE MADE THEIR CONTRIBUTION\nCANADIAN PACIFIC steamships were quick to answer\nthe call to the colours. Shortly after the declaration of\nwar the company's great fleet of luxury liners and\ncargo vessels donned wartime camouflage, and under\nAdmiralty Charter took on the hazardous task of moving\nmen and war materials over the world's treacherous sea lanes.\nThe performance of these gallant ships in calm waters and under fire has\nwritten a proud chapter in the company's annals. Tales of heroism displayed\nby the officers and men of the ships that once flew the Canadian Pacific's red\nand white chequered house flag, have been widespread and glorious.\nThe role of C.P. Steamships in the wartime picture has not been without its\nsacrifices. Most bitter blow was the loss of the company's proud flagship,\n\"Empress of Britain,\" which went down fighting in the North Atlantic. Its loss\nwas followed closely by the destruction of the \"Empress of Asia,\" a former\ntrans-Pacific passenger liner.\nThe casualty list also includes the name of the \"Montrose,\" the \"Niagara\"\nand four of the five \"Beaver\" cargo ships. All these vessels perished in keeping\nwith the highest traditions of the sea and the country they served.\nTheir work is being carried on by other units of the Canadian Pacific fleet.\nThere may be further casualties to ships and personnel. But their proud record\nwill live forever.\n \/4t t&e @4MadfaM Pacific\nIn CO-OPERATION with the British Commonwealth Air Training Plan the Canadian Pacific\n\"air arm\" today operates six air observers\nschools, one elementary flying training school\nand five overhaul and repair plants\u2014the former\ntwo on a non-profit basis to the company.\nThese widely-distributed \"air colleges\" are\nmaking a valuable contribution to the growing\nmight of Allied air power. Under the joint direction of the Canadian Pacific Air Lines, Ltd., and\nthe R.C.A.F., hundreds of skilled Air Navigators\nhave already been graduated, while others are\ncontinually stepping up to fill their places.\nThe R.C.A.F. part of the organization is\ndirected by a ranking air officer. Under supervision of the Air Force, trainees are supplied\nwith all ground instruction and the necessary\ntheoretical training in the lecture rooms. The\nR.C.A.F. is also responsible for discipline.\nThe Canadian Pacific Air Lines provides the\nspecially trained civilian pilots required to train\nWings Parade, St. Johns, P.Q.\n18f\n\/40t OtU&wenb ' ScfawU\nt^rf^3S90\u00bbft^--^'**\u00ab^\n:  '   ,.- ..:\u25a0;.. ft\" 'ft:'\nthe student navigators, and is responsible for\nmaintenance of all aircraft, radio equipment,\nand the provision of radio operators.\nThe company must also attend to the catering,\nmaintenance of quarters, offices, lecture rooms\nand premises of the training centres. It also has\ncharge of fire fighting services, security guards,\nA.R.P. personnel and other auxiliary services.\nAir Observers schools are located at St.\nJohns, P.Q.; Malton, Ont.; Edmonton; Winnipeg;\nPortage la Prairie; and Ancienne Lorette, P.Q.\nThe elementary flying training school is located\nat Cap de Madeleine, P.Q.\nCivilian Executive Staff,\nAncienne Lorette, P.Q.\n COMPANY\n\u2014   '-it\nHALF a century ago the Canadian Pacific linked\nCanada's Atlantic and Pacific shores by rail.\nRecently it added air transport to its rail and\nsteamship facilities. Today its combined aerial\nroutes extend like arteries from the Dominion's\nmain transcontinental lines of communication to\nthe shores of the Arctic.\nThe importance of the company's newly acquired\nwings cannot be over-emphasized during these\ntimes when the rapid transit of wartime personnel\nand cargo is a vital issue. Though still in its swaddling clothes, the youthful Air Lines organization\nhas already written a proud chapter across the\nDominion's skyways.\nWith a flying mileage exceeding 5,000,000 plane\nmiles per year and with almost 100 planes in\noperation, the company's air services are expediting\nthe movement of vital air-borne traffic from one end\nof Canada to the other. Hundreds of its every-day\npatrons wear their country's uniform, while the\npassenger lists also include civilians travelling on\nwartime business.\nAt present more than 80 percent of Canadian\nPacific Air Lines' traffic is of a wartime character,\nwhile its six air observers schools, five overhaul\nand repair plants and its elementary flying training\nschool are co-operating with the R.C.A.F. in the\ntraining of skilled air personnel.\nCanadian Pacific Air Lines are also doing\nvaluable work in the development of Canada's\nmore remote regions by blazing new trails of communications across the northern skies, and laying\nthe groundwork for further post-war expansion in\nthese areas.\n CANADIAN PACIFIC women are going to bat\nfor their fighting male colleagues just as they\ndid in the last war\u2014even in the masculine\nart of wiping engines, cleaning railway\ncoaches and shining up the company's big\nplanes. And they're proving themselves capable substitutes for the company's men on\nActive Service.\nEager to do their bit to speed victory, the\ngentler sex has replaced frills and lace with\nhard-wearing overalls and work shirts, and\nin some cases cosmetics with good old-\nfashioned engine grease! Many of these\nenergetic women are working eight hours a\nday as engine wipers in company with the\nmen. Some even aspire to be yard engineers.\nWomen are also serving as car cleaners,\ncar tracers, messengers, call-boys and\nshop labourers\u2014all jobs normally performed\nby the menfolk. What's more they love\ntheir work. As one fair engine wiper put\nit: \"Any girl who works as a waitress when\nshe could get a job in the railroad is crazy.\"\nNot all the masculine duties, however, deprive the girls of their right to look glamorous. Attractive young misses, in smartly designed uniforms, are now replacing the\ncompany's telegraph boys in several centres.\nThey have proven themselves just as expert\non their bikes, just as speedy, and every bit\nas efficient in discharging their duties.\n \\ ft,\nsing Staff \u2014 Angus Shops Blood Clinic j\nRailway employee gives his blood\n\u25a0  \\   :\ncM*?etl\nAND WE HAVE GOT IT!\nCANADIAN PACIFIC employees are\npledging their blood as well as their\nlives to the cause of freedom.\nThe appeal of the Canadian Red\nCross for blood donations met with\ninstant and wholehearted response\nfrom the company's personnel. Already more than 2,800 employees in\nMontreal alone have given their\nblood or pledged themselves as\nblood donors.\nSo enthusiastic was the response of\nAngus Shops' employees that the\ncompany found it necessary to establish its own Blood Clinic on the shops'\npremises. One of the first of its kind\nto be operated in Canada, the new\nclinic makes its \"collections\" twice\na week.\nThe formal opening of the Angus\nShops clinic was attended by officials\nof the Red Cross, who voiced high\npraise for the new enterprise. The\ntransfusions continued uninterrupted\nas the officials looked on.\nWITH A SMILE!\nEMPLOYEES of the C.P.R. continue to find new ways\nof expressing their patriotism. One of the most novel\nwas the recent Golden Aircraft Fund. Through the collection and sale of old gold, jewellery, and valuable\nkeepsakes, the employees raised sufficient funds to\npurchase two fighter aircraft for the R.C.A.F.\nDonations ranged from gold watch cases and umbrella handles to jewelled stick pins and dental plates.\nAnd there was enough left over to make a substantial\ncash gift to the Queen's Canadian Fund.\nm\nGold \u2014 for fighter planes\nH:.Aft:::^#ir-:-:-:ift-\n-.      ,r        I l\n PRESIDENT'S ADDRESS\ntraffic control to increase the capacity of\ncongested lines; the introduction of new\nmethods of communication to expedite train\nmovements and terminal handling; and the\ngreater use of diesel-electric locomotives.\nThese are the basic requirements of your\nrailway to meet the inevitable future growth\nof Canada.\nConversion to diesel-electric power has\ntaken place on certain lines of your railway,\nand studies are continuing to determine\nfurther territories where conversion would\nbe advantageous. As savings from the use\nof this type of power arise, to a large\nextent, from intensive utilization on lines\nwhere there is a heavy density of traffic, it\nis unlikely, because of the many light traffic\nbranch lines of your railway, that it will be\ndesirable to change over entirely to diesels\nfor some years.\nThe capital programme needed for your\nrailway was carefully studied in 1949, and\nit was then estimated that an expenditure\nof about $80 million annually over a period\nof five years would be required. The\nurgency of these requirements reflects < in\npart the interruptions to normal capital\nwork which occurred both during the depression of the 1930's and the war years of\nthe 1940's. However, acceleration of the\ngrowth in the economy which has occurred\nsince this programme was drawn up, as well\nas the increase in the level of prices, indicates that even larger annual expenditures\nmay be necessary.\nYour Directors in their report, which is\nnow before you, stated that the rate of\nreturn on investment earned by your railway enterprise in the year 1951 was at the\nlow level of 2.4%. They gave you, on a\nconservative basis, an intimation of the\nfuture capital requirements of your Company and expressed the view that \"adequate\nrail earnings will be necessary to enable\nyour Company to finance these expenditures\". ,Because railway mass transportation\nis such a vital necessity to the continued\ngrowth of Canada, as it was proven to be\nin the war years, the railways must be placed\nin a position to finance their requirements\nof capital on a sound basis.\nOil\nThe development of oil resources in\nWestern Canada is of importance to your\nCompany.\nThe post-war discoveries and the increasing production of oil are broadening and\naccelerating the development of that area.\nIncreases in railway traffic are resulting\nfrom this activity.\nYour Company has not directly engaged\nin the discovery or production of oil. Your\nDirectors have considered that the best\ninterests of your Company would be served\nby granting reservations and leases to those\nwilling to undertake exploration and drilling\nover the wide areas involved.\nReservations for exploration are granted\nat a nominal annual acreage fee, requiring\ncertain exploratory work to be undertaken.\nWhen exploration indicates favourable\nprospects, part or all of the reservation is\nplaced on a lease basis embodying specific\ndrilling commitments and providing for an\nappropriate rental and a percentage royalty\nto your Company.\nIt is considered that these arrangements\nhave encouraged exploration and drilling\non a widespread basis with optimum long\nterm benefits to your Company.\nThe production of the entire area is\nlimited by government \"allowables\" set\nfrom month to month, and based on the\nrelationship of the aggregate amount of oil\nthat can be brought to markets to the\ntotal potential of producing wells. Permissible production will vary as additional\npipe lines are constructed and new wells are\ncompleted. Local demand and refining\ncapacity may be expected to show a gradual\nincrease.\nCoast Steamships\nFrom early days your British Columbia\nCoast Steamships have served the traffic\nneeds of Vancouver Island. Last summer,\na new passenger and automobile ferry, the\n\"Princess of Nanaimo\", was placed in\noperation on the Vancouver-Nanaimo\nroute. In view of the traffic potential of\nthis route, consideration is being given to\nthe provision of an additional unit capable\nof handling freight cars and trucks.\nOcean Steamships\nYour ocean steamship operations in 1951,\non the basis of return on investment, were\nmost satisfactory. The outlook for 1952 is\nfor another year of substantial traffic volume. More intense competition and higher\ncosts of operation are to be expected.\nNegotiations just concluded with the\nBritish Iron and Steel Corporation have resulted in the sale of the \"Empress of\nAustralia\" to that company for breaking up.\nThis vessel had been under charter to the\nBritish Ministry of Transport since 1939,\nand was 38 years old. The relatively high\nprices presently being paid by the steel industry for scrap metal resulted in a fair\nsale price being realized.\nWhile North American trade with the\nOrient has been practically at a standstill,\nvirtually all of the shipping companies\nwhich traded in the North Pacific prior to\nthe war have re-established service to Japan,\nHong Kong and the Philippines. Your officers have concluded studies which indicate\nthat the restoration of trans-Pacific operation with freight-carrying units of the fleet\nwould be justified. Arrangements are being\nmade to transfer two of the so-called\n\"London\" Beaver ships from the Atlantic\nto commence the proposed service. Schedules\nand ports of call are under consideration\nand are expected to be such as to provide\na monthly service from the Port of Vancouver, commencing in the late summer of\nthis year. To continue regular scheduled\ncargo service on tEe Atlantic, an additional\nvessel of approximately the same capacity\nand speed as those remaining in this service\nwill have to be acquired.\nAir Lines\nMuch of the development of natural\nresources at present taking place in Canada\nis in the areas serviced by the domestic\nroutes of your Air Lines. Examples are the\ndevelopment of iron ore in Labrador, served\nfrom Seven Islands; nickel and copper at\nLynn Lake, served from Flin Flon; uranium\nat Goldfields; lead and zinc at Pine Point;\noil in the Peace River country; lead, zinc\nand silver at Mayo Landing; the aluminum\ndevelopment at Kitimat; the Celgar activity\nnear Castlegar and the very heavy development programme of Consolidated Smelters\nat Trail and Kimberley. The prospect for\nincreased domestic traffic for your Air Lines\nis accordingly good.\nApplication has been made to the appropriate authorities to permit an extension\nof existing Pacific services to provide a\nthrough route from the Orient to South\nAmerica.\nThe enlargement of your air fleet has\nbeen restricted owing to the difficulty of\nprocuring equipment. However, it is expected that, during the next year, capacity\nwill be materially increased by the delivery\nof six Douglas DC-6 B's and two De Havil-\nland \"Comet\" aircraft. When this equipment has been delivered, your Air Lines\nwill have fast passenger service to both\nAustralasia and the Orient, and will develop\nfreight services over the Pacific which, because of lack of aircraft, have not been\nundertaken to date.\nWith the entry into Pacific service of\nthese high speed transports, aircraft at\npresent in this service will be available for\nuse on domestic routes. To meet the increasing demands of these routes, it is also\nintended to acquire five additional planes\nat an early date.\nWage Negotiations\nThe principal features in connection with\nthe various wage negotiations occurring in\n1951 are referred to in the Annual Report.\nNegotiations commenced in February of\nthis year for new contracts with most of\nthe organizations representing employees'\nengaged in train operations. Following a\nnumber of conferences with the representatives of the Locomotive Engineers on the\nPrairie and Pacific Regions a settlement\nwas reached providing for an increase of\n11%% in wage rates together with a rule\nchange favourable to your Company. The\nnegotiations leading to this settlement indicated a sincere desire to conclude the\nmatter by recognized processes of collective bargaining. It is a source of satisfaction that the new contract was signed and\nmade effective on April 1, the date on\nwhich the then current contract expired.\nThe new contract is to run for eighteen\nmonths.\nPreliminary discussions were also carried\non with other operating groups but as yet\nthere are no developments to report. The\nproposals submitted by them for acceptance\nappear to be considerably in excess of\nthose which might be justified by existing\nconditions. It is to be hoped that it will\nprove possible, as in the case with the\nEngineers on the Western Regions, to reach\nagreements.\nI think it appropriate here to remark\nthat much has been accomplished since\n1939 to improve the economic position of\nCanadians. That is as it should be, and no\none can offer serious objection providing\nthe betterment is supported by an improvement in productive effort. History records\nseveral instances where the effects of great\nprosperity in a country have resulted\nultimately to the great detriment of its\npeople. I suggest to you that the time has\narrived when Canadians should sit back\nand consider their position. There is no\nquestion in my mind asto the future of\nthis country but there is a doubt as to\nwhether the continuation of what appears\nto be the present policy of decreasing the\nhours of work without a compensating increase in production will not have an effect\non the future prosperity of Canadians\ndirectly  contrary  to  our hopes.\n(Cont'd on page 10)\nSpanner \u2014 June,   1952\n Chief of Motive Power Receives Degree From Queen's University\n\/\/r\\0 NOT BE  afraid to  assume\nvJ responsibility,\" was the advice\ngiven graduating students at Queen's\nUniversity by W. A. Newman, C.B.E.,\nchief of motive power and rolling\nstock for the Company who spoke\nbefore 250 students, their families and\nfriends and members of the faculty,\nduring convocation ceremonies held at\nKingston, Ont., May 17.\n\"Nothing\", said Mr. Newman, who\nwas present at the convocation to receive an honorary doctorate of science\ndegree, \"equals responsibility for developing your capacity and abilities.\nSome are inclined to shun responsibility for fear of making errors. All\nknowledge is not positive. One can\nlearn from mistakes. We should not\nfear making errors; but, once seen,\nthey should not be evaded nor hidden,\nbut acknowledged and corrected\nopenly. In this way,\" he continued,\n\"we learn how things should not be\ndone and certainly such errors should\nnot be repeated.\"\nMr. Newman also spoke of the future of engineering education and\nsaid, \"From the industrial viewpoint,\nas employers of engineering graduates, there is increasing evidence and\nfirming of opinion that the requirements for an engineering graduate are\nfor one thoroughly trained in the basic\nfundamentals of science, with a mind\nwell developed for analytical and\norderly thinking and adaptable in the\napplication of first principles. Such\ngraduates\", he said, \"must be able to\nwork well with others and, most important, they must have the ability\nto express clearly, both orally and in\nwriting.\"\nContinuing, Mr. Newman stated, \"I\nwould suggest that you graduates,\nnow starting to make your living,\nshould not leave these walls with a\nW. A. Newman, C.B.E. (centre) of Montreal, chief of motive power and rolling\nstock stands on the steps of the New Arts Building at Queen's University, Kingston,\nOnt., shortly after receiving an honorary doctor of science degree. With him are\nHon. Charles A. Dunning, P.C., LL.D., chancellor of Queen's (left) and W. A. Mac-\nkintosh, (right) University principal and vice-chancellor. Mr. Newman, a graduate\nfrom Queen's in 797 7 and now a trustee of the University, is a member of the engineering committee for the industrialization of atomic energy with the National\nResearch Council, a fellow of the American Society of Mechanical Engineers and a\nmember of the board of Engineer's Foundation in the United States.\nfeeling of how much you know but\nrather leave them in humility, fully\nconscious of how much you don't\nknow.\"\nA past president of the Canadian\nRailway Club, Mr. Newman is a\nmember of the engineering committee\nfor the industrialization of atomic\nenergy with the National Research\nCouncil, and a fellow of the American\nSociety of Mechanical Engineers. He\nis also a member of the board of Engineers' Foundation in the United\nStates.\nPRESIDENT'S  ADDRESS\nFirst Quarter\nIn the first quarter of this year gross\nrailway earnings were up by $9.6 million\nover the same period of 1951, largely reflecting the increase in freight rates. However,\nworking expenses, which included the costs\nof the 40-hour week, increased slightly more,\nbeing up by $10.6 million. Freight traffic\nvolume, in terms of gross ton miles, was\n13.5% greater than in the first quarter of\nlast year.\nGrain traffic has been substantially above\nthe corresponding period of 1951 reflecting\nlast year's large wheat crop, but car-loadings\nof many other classes of traffic have not\nbeen as great as in the corresponding\nperiod of last year.\nConclusion\nYour Company, through its railwaj^,\nsteamship and air transportation facilities,\nand its many and varied ancillary operations, renders necessary and important public services extending across the continent\nand spanning the Atlantic and the Pacific.\nA large segment of the manpower of the\ncountry is directly employed in providing\nthese services. Last year, more than 90,000\nemployees in Canada were on your payrolls. In addition, employment was provided\nfor the vast numbers engaged in the production of the goods and services purchased\nby your Company. In 1951, total purchases\nby your Company exceeded $192 million.\nOf this amount $174.2 million was bought\nin Canada, $12.4 million direct from the\nUnited States and $5.8 million in the United\nKingdom. It will be of interest to you to\nknow that of these amounts $50 million was\nspent on fuel and petroleum products; over\n$20 million was spent on steel products;\n$8 million on ties; $2.8 million on electrical\nmaterial and $2.3 million on the purchase\nof stationery. These of course are in addition to the large amount spent >on rolling\nstock, motive power, and other requirements.\nYour Directors are confident that there\nis a full and vigorous part for Canadian\nPacific to play in the future development\nof Canada, and are firmly resolved that this\nwill be fulfilled with the same careful consideration for the best interests of the nation\nthat has been evident in the policies of your\nCompany throughout the 71 years of its\nexistence.\n10\nSpanner  \u2014 June,   1952\n First Canadian Trip\nR. F. Tremayne of London, England,\ndeputy secretary and registrar of the\nCompany, and his wife, were much taken\nwith the Countess of Dufferin when they\nvisited Winnipeg on their first trip to\nthis country in April. Mr. Tremayne is\ncarrying on in the same job from which\nhis father, E. F. Tremayne, retired after\n52 years service.\nSpanner \u2014 July,   1952\n e annual C.P.A. pensioners' luncheon at\nft to right the senior statesmen are J. C.\nr Jack Wright, J. A. McKellar and Homer\n>rs among the 325 guests at the Canadian\ninnual pensioners' luncheon at the Palliser\na smile as they lined up for the camera\nWinnipeg, acting general manager of the\nlis wife, after Mr. Lister gave the chief\nMiss J. McLeod, Miss M. E. Rahm, Mr.\nMrs.  Lister, Mrs.  W.  T. Bannerman and\nBen Kelly\nB. Kelly, senior shed clerk in\nWinnipeg local freight, had 41 years\nJservice when he retired. He started\nas a trucker at Winnipeg and he and\nMrs. Kelly will continue to live at\nWest Kildonan. In World War I Mr.\nKelly served overseas in France and\nBelgium from 1916-1918.\nSpanner\u2014July,  1952\n New San Francisco Office a\u00a3\nin\/, (jsy\nI\n pips7 Officers\n| Cycle Voyage\nAn Elk for a Yak\nEvangeline, the elk (that's\nwhat an express messenger called her), was loaded recently at\nWinnipeg in a Canadian Pacific\nexpress car for Montreal, and\nlater comfortably placed aboard\nthe 20,000-ton liner Empress of\nFrance.\nA three-year-old, Evangeline\nwas enroute to Whipsnade Park,\nDunstable, Bedfordshire, England, consigned to superintendent E. A. Tong there on an\nexchange agreement which will\nbring a yak to the Winnipeg\nPark from England.\n CANADIAN PACIFIC\nitf\nfe\nNOVEMBER  1952\n$+$\n THE WORLD\nSPANNER\nNo.   188 November,  1952\nAddress all communications to\nE.   C.    Stockwell,   Editor,   Spanner\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nModel   Railroad     4\nFather and Son Teams     6\nPersonnel   Highlights     12\nChanges in Personnel  17\nOur Women's World     22\nRetirements     25\nSports Roundup     32\nObituary        35\nOUR   COVER\nMickey Potoroka,\nregional photographer at Winnipeg, has caught\nin this picture\nthe big story of\nWeston Shops\u2014\nthe family feeling there is in\nthe Company's\nmain repair\nshops for lines\nwest of the lake-\nhead. In the cover shot Machinist\nApprentice Eddy Kustra, winner\nof the grand aggregate apprentice's\nprize for the system in third year,\nshows his father, Boilermaker Helper John Kustra, the prize he won,\nas the Dad, a tube puller, pauses\nat his work in the locomotive he is\nworking on. The father-son team\nexemplified by the Kustras is repeated in 76 other combinations of\ntwo-generation workers in the shop.\nIMPORTANT\nAll    those    mailing    out    Spanner    to    any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\nthe point of mailing.\nPublished   monthly   by   the   Department  of\nPublic   Relations  of  the   Canadian   Pacific\nRailway at Montreal\nxr xr xfyrwM\/w xr xrxr xrxrxrixr xrxrxrwxrxrxrxrxrxrxrxfxrxr xrxr xrxr w xrxr xrxr xrxrxr xrwxr xr xf xrxfxfw xr w xr xr xr xr xr \\\nFIRE    PREVENTION\nWe are all aware that many benefits to humanity are in\nlarge measure afforded by voluntary aid. Of the numerous\nsecurity efforts put forth everyone should appreciate that\nsaving life and conserving property from fire deserves high\nrating. In Canada each year there are approximately 400\ndeaths and sixty million dollars worth of property lost by\nfire and it is estimated that at least 75% of the deaths and\nproperty losses are due to acts of indifference and carelessness.\nAs there are many fire-careless people, none of us can\nconsider himself fully protected against the danger, but\neach and every one can and should become a \"volunteer\"\nto respect the simple laws of fire prevention and enforce,\nor at least encourage, others to follow suit.\nSimple precautionary measures, if properly followed and\napplied, would save many lives and much property loss,\nbut like many other undesirable things that happen as a\nresult of indifference and carelessness the only way to\nstamp out the danger is to take an active voluntary interest\nby applying the simple laws of preservation against fire.\nWhen fire is discovered, give the alarm promptly, assist\nin evacuation when necessary and unless the fire has\nreached large proportions, endeavor to control it until the\narrival of firemen by using any available first aid equipment, such as chemical extinguishers, pails of water or\nsand and any length of hose that can be connected to\nwater supply.\nThe Company employs a staff of qualified inspectors\nwho periodically inspect buildings, structures, steamships\nand rolling stock and many readers of this article may\nhave observed these inspectors making their surveys. The\nprincipal work of our fire protection inspectors is to dig\nout and report all fire hazards as well as ensure that the\nnecessary fire protection appliances are provided and are\nat all times in serviceable order. Should you at any time\nrequire information dealing with fire prevention and protection, do not hesitate to discuss your problem with the\ninspector or if this is not convenient you can put it in the\nform of a suggestion and submit it to the Suggestion\nBureau, Department of Personnel.\nF. PALIN,\nManager, Department of\nInsurance and Fire Protection\nMontreal\nJXJXJX\u00a3iJXjyiMJXJXJ\\J\\JXJ^.MJXMJXMJ\\J\\J\\J\\JXJX\n JANUARY\nFEBRUARY\nMARCH\nSUN.    MON,     TUi.      WED.    THUR.     FRI.       SAT.\nSUN.    MON.     TUE.     WED.    THUR.     FRI.       SAT.\nSUN.    MON.     TUE.      WED.    THUR.      FRI.       SAT.\n1   2   3\n12   3   4   5   6   7\n12   3   4   5   6   7\n4   5   6   7  8   9 10\n8   9 10 11 12 13 14\n8  9 10 11 12 13 14\n11 12 13 14 15 16 17\n15 16 17 18 19 20 21\n15 16 17 18 19 20 21\n18 19 20 21 22 23 24\n22 23 24 25 26 27 28\n22 23 24 25 26 27 28\n25 26 27 28 29 30 31\n29 30 31\nAPRIL\nMAY\nJUNE\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\nSUN.    MON.     TUE.      WED.    THUR.     FR4.       SAT.\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\n12   3   4\n1     2\n12   3   4   5   6\n5   6   7  8   9 10 11\n3   4   5   6   7  8   9\n7  8   9 10 11 12 13\n12 13 14 15 16 17 18\n10 11 12 13 14 15 16\n14 15 16 17 18 19 20\n19 20 21 22 23 24 25\n17 18 19 20 21 22 23\n21 22 23 24 25 26 27\n26 27 28 29 30\n% 25 26 27 28 29 30\n28 29 30\nJULY\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\n1959\nAUGUST\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\n12   3  4\n5   6   7  8   9 10 11\n1\n2   3   4   5   6   7  8\n12 13 14 15 16 17 18\n9 10 11 12 13 14 15\n19 20 21 22 23 24 25\n26 27 28 29 30 31\nRAILWAYS STEAMSHIPS\nAIRLINES HOTELS\nCOMMUNICATIONS- EXPRESS\n16 17 18 19 20 21 22\n% % 25 26 27 28 29\nSEPTEMBER\nOCTOBER\nNOVEMBER\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\n12   3  4   5\n1     2     3\n12   3   4   5   6   7\n6   7  8   9 10 11 12\n4   5   6   7  8   9 10\n8   9 10 11 12 13 14\n13 14 15 16 17 18 19\n11 12 13 14 15 16 17\n15 16 17 18 19 20 21\n20 21 22 23 24 25 26\n18 19 20 21 22 23 24\n22 23 24 25 26 27 28\n27 28 29 30\n25 26 27 28 29 30 31\n29 30\nDECEMBER\nmo     JANUARY     i960\ni960    FEBRUARY     i960\nSUN.    MON.    TUE.     WED.    THUR.     FRI.       SAT.\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\nSUN.    MON.     TUE.      WED.    THUR.     FRI.       SAT.\n12     3    4     5\n1     2\n12   3  4   5   6\n6   7  8   9 10 11 12\n3   4   5   6   7  8  9\n7  8  9 10 11 12 13\n13 14 15 16 17 18 19\n10 11 12 13 14 15 16\n14 15 16 17 18 19 20\n20 21 22 23 24 25 26\n17 18 19 20 21 22 23\n21 22 23 24 25 26 27\n27 28 29 30 31\n%, 25 26 27 28 29 30\n28 29\n  by  Dave Graham\nPhotos by\nBent  Hansen\nEfficiency and Economy Result of\nInnovations in Maintenance Practices\nI N Canadian Pacific's constant drive\n\u25a0 to reduce operating and maintenance costs, numerous innovations are\ntaking place in all departments across\nthe country, as effort is made to\noperate departments as economically\nas possible and encourage employees\nto do the same.\nOne outstanding example of initiative in this line is a recent development at Angus locomotive shops\nin Montreal. Here, shop employees\ngot together to figure out how to\neliminate or at least reduce waste\nand unnecessary expense in the diesel\nshop. The outcome of that initial\ntete-a-tete proved to be more than\na simple innovation, for a new type\nmachine was developed and built, by\nusing parts from obsolete machines.\nThis machine, which reclaims worn\ngears on wheel assemblies from diesel\nlocomotives, has proven its worth\nbeyond doubt and has paid for itself\nafter only six months of use. (It was\nfeatured on Spanner cover last\nmonth).\nBefore the advent of the machine,\nworn diesel gears were merely\nscrapped.   According  to   information\nR. G. Thomas\n(left), assistant general foreman, and C.\nMcEachern, machine\nshop foreman, the\ntwo men mainly responsible for masterminding the new\ngear grinding machine at Angus\nShops stand beside\nthe machine while\nstudying up on\ngrinding   techniques.\nfrom the motive power department,\na gear is good for roughly ten years,\nperhaps much less. Angus officials\nand employees had reason to be\n^alarmed, since every time a gear was\nreplaced it cost the company between\n$450 and $500. Estimated cost for\nnew gears in 1957 was $13,776. An\naverage yearly cost over the past\nfour years has been $26,447.\nMeanwhile, worn gears were being\naccumulated and sold as scrap, and\nthe locomotive shop supervision felt\nthat they could be reclaimed.\nAfter discussing this matter, they\nsoon came up with the \"blue-print\"\n[\u2666for the machine \u2014 largely the  responsibility of R. G. Thomas, assistant general foreman, R. St. Hilaire,\nContinued  on  page  8\nFresh off the grinding machine another reclaimed gear is set in place by Elie\nEthier, locomotive department helper. Soon these gears will be replaced on\ndiesel axles, instead of being discarded as scrap as they would have been before\nthe advent of the  new  Angus machine.\nMachinist D.  Helferty  checking worn\ngear  with  profile  gauge.\nSponner \u2014 December, 1958\n Worn gears, not yet removed from their axles, wait their turn to be reclaimed.\nCOMPLETION  ENVISAGED FOR 1961\nDieselization Program Continues\nVIRTUALLY   complete   dieselization   of   the   Canadian   Pacific\nRailway is planned by 1961.\nBy that time, a 15-year program\nwill have been completed during\nwhich it is expected the Company will\nhave spent about 250 million dollars\nfor about 1,200 diesel locomotives in\nthe post-war period.\nThe C.P.R\/s progressive dieselization program has brought about many\neconomies in operation and caused a\nsteady increase in freight train speed\nfrom 16 miles per hour in 1946 to 19\nmiles in 1956, a trend which continued with the increasing use of that\ntype of power.\nThe C.P.R. program, which has\nbeen directed by N. R. Crump, president of the Company who wrote a\nthesis on diesel locomotives for his\nmaster's degree at Purdue University,\nhad its beginning in 1943 when five\nyard switchers made their appearance.\nWhile the program did not get into high\ngear until several years after the war, it\nwas planned from the beginning to take\nadvantage of the greatest economies\noffered. Dieselization went into effect by\nareas and maintenance and servicing facilities were placed at strategic points which\nwould permit future expansion as well as\nmaximum  utilization.\nThe subsidiary Esquimalt and Nanaimo\nRailway on Vancouver Island was the\nfirst operating unit to be completely diesel-\nized when 13 road switchers were obtained\nto supply all motive power requirements\nthere in 1948.\nThis was regarded as an ideal testing\nground for diesels. The E. & N. was in\noperation completely separated from any\nof the C.P.R As main line runs, and if the\ndiesels didn't work out as expected there\nwould be no disruption of transcontinental\nservice. But the 13 1,000-h.p. Baldwin road\nswitchers came through with flying colors\nand the program was stepped up.\nThe next area chosen for dieselization\nwas the 172-mile line between Montreal\nand Wells River, Vt., over which the Company operates its Boston-bound trains.\nTwenty-three units were ordered to replace\n41 aging steam locomotives then in service\non that run.\nBy mid-summer of 1949, all the heavy\ninterchange freight traffic carried via Wells\nRiver, Vt., and Windsor, Ont., the C.P.R.\nline connecting New England with the US\nmidwest, was being handled by eight 1,500\nh.p. Alco \"A\" units, four \"B\" units, five\n1,500 h.p. road switchers and three yard\nswitchers. Passenger service was taken over\nby three 2,250 h.p. GM streamliners.\nThe next area chosen for dieselization of\nfreight service was the rugged 517.5-mile\nSchreiber division on the main transcontinental line north of Lake Superior between\nFort William, Ont., and Cartier, Ont. This\nprogram was completed in 1950 by 44\nAlco-type locomotives from Montreal\nLocomotive Works and 14 from GMD,\nthese units replacing 68 steam locomotives\nformerly used.\nClimatic conditions over this division\npresented the diesels with the severest\nwinter tests they had ever received or\ncould receive on the C.P.R., but they\nresponded  well.\nThe next major conquest by diesel locomotives on the C.P.R. was the Rocky\nMountains, followed by other divisions in\nmountainous British Columbia. Then came\nthe filling-in period which saw the dieselization of all mainline freight and passenger\ntrains.\nEFFICIENCY\u2014 (Cont'd)\nTool Shop foreman, and C. Mc-\nEachern, Machine Shop foreman.\nThat was nearly two years ago.\nWorking steadily, as time permitted,\nthey soon saw their machine begin to\ntake form. The finished product,\nequipped with five motors and completely automatic, was given its initial run in March this year, and it\nmet all expectations.\nTo date, some 40 gears have been\nreclaimed\u201440 gears which less than\na year ago would have been scrapped.\nNow, these same men have been\ncommissioned to build a similar\nmachine to reclaim worn pinions\u2014\nsmall gears which turn the gears on\nthe wheel assembly.\nIt was not too far back that Canadian Pacific officials came to the\nimportant decision to change from\ncoal-burners to diesel powered locomotives\u2014a major cost saving measure. The latest Angus innovation is\nyet another step in the company-\nwide drive to reduce costs and assure\nthe future prosperity of the Company\nand its employees.\nCompany Son\nWins Bursary\nRICHARD   HOWARD   JOHNSON   17,\nCalgary, was awarded an Alberta Hotel\nAssociation     Scholarship     recently.    This\nbursary    for    $250    will    be    applied ^ to\nRichard's      tuition\nfees in his first year\nuniversity.   Richard\nis    attending    the\nCalgary   branch   of\nthe    University    of\nAlberta    and    is\nstudying   for   his\nBachelor of Science.\nHe is a gaduate of\nCrescent       Heights\nHigh   School.  Richard is a member of\nthe   Servor's   Guild\nof   the   Cathedral\nChurch  of the  Redeemer and is vice-\npresident    of    the\nA.Y.P.A.\nRichard is the son of Mr. Robert Johnson\nwho has been an employee of the  Canadian Pacific Express for the past seventeen\nyears,   and   the   grandson   of   Mr.   J.   W.\nDunlop who was with the Canadian Pacific\nExpress for thirty-four years prior to  his\nretirement   in   1954.\nR. H. Johnson\nThe final phase of the Company's\ndieselization program is now underway and\nthe colorful steam locomotives are making\ntheir last stand on the Company's vast\nbranch line  network.\nAnother phase of C.P.R. dieselization is\nincreasing use of rail diesel cars to replace\nsteam trains on low-density passenger runs.\n8\nSpanner \u2014 December,   1958\n Traffic Increase At\nCompany's Dock\n\u00a3\\ RDINARILY Little Current,\n^^ the pleasant little town at the\nnortherly tip of Manitoulin Island in\nGeorgian Bay, is not considered a\nport for international trade, but that\nmay be changing.\nThis year ten foreign ships were\namong those using the Turner coal\ndock, loading zinc concentrates for\ntransport to Europe.\nNine Lake ships loaded iron pellets for United States and four others\ntook on sinter ore for U.S. and Canadian points. In addition, fifty-nine\ncoal ships discharged their cargoes at\nthe dock during the summer.\nThe zinc concentrates, going mainly to Antwerp, are a product of Will-\nroy Mines at Manitouwadge, some\nforty miles north of Struthers on the\nHeron Bay subdivision. The Company has a branch line into the mining property.\nThe Turner Coal Dock is 1,500 feet\nlong, dredged to twenty-two feet and\nhas unlimited storage capacity. With\nthe opening of the St. Lawrence Sea-\n1 way, it is expected that much larger\nI ships than those at present using the\nfacilities will be able to tie up there.\nCreated Knight of Grace\nAn   ocean   going   ship   loads   for   Europe   more   than 500   miles   inland   in   the\npicture above.    The vessel Christian Sartori is  seen at the  C.P.R.  dock  at  Little\nCurrent, Ont., taking on zinc concentrates for Antwerp. This is one of  10 foreign\nvessels  which  loaded at this  dock during  the  summer.\nSpanner \u2014 December,  1958\nN. R. C r u m p.\nPresident of the\nCompany (right), is\nseen with the Governor General shortly\nafter his Excellency\nhad invested Mr.\nCrump as a Knight\nof Grace of the Order\nof St. John of Jerusalem during a ceremony at Rideau Hall,\non October   17th.\nGPA's 'Fund' Drive\n: -ft  -\nCanadian Pacific Airlines' 1958 Employees' Charitable Donation Fund drive\nwas launched recently, with a talk\ngiven by Professor W. 6. Dixon (right),\nDirector, School of Social Work, University of B.C.\nMr. Dixon's address, \"Tax Supported\nand Voluntary, the Job of Each,\" was\ndelivered in the Company's cafeteria,\nand offered the 1,600 C.P.A. workers\nbased in Vancouver, a better look at\nthe work done by the nation's charity\norganizations.\nIn the photo, C.P.A\/s Fund President, Gerry Cowley (left), and Vice-\nPresident,, Alan Solloway, show the Professor one of the posters to be used in\nthis year's campaign. Objective for the\ncharity appeal is $20,000.00.\n13\n Employees Rewarded\nIn New Sales Plan\npnA has a new plan afoot to get\n^' \" more of its employees into\nthe air.\nThis exciting Sales Incentive Plan-\nopen to all full-time CPA employees\nin Canada except Sales Managers and\nRepresentatives, is designed to turn\nevery CPA employee into a salesman\nand reward him for results.\nThe plan works like this: each\neligible employee is supplied with a\nblock of sales forms \u2014 each form\nprinted in triplicate. When he or she\nencounters someone who has ideas of\ninternational travel, the employee supplies him with a copy of a Sales Form\n(on which the employee's name is\nclearly marked) and gives him a sales\npitch.\nThe second copy of the form is sent\nto the CPA Sales Office in the district\nwhere the customer lives so that the\nAirlines' sales personnel can reinforce\nthe employee's efforts and confirm the\nsale; the third copy is kept by the\nemployee.\nWhen the customer buys his ticket\n(at any Travel Agent or CPA office),\nhe surrenders his copy of the Sales\nForm and in due course a \"travel\nvoucher\" is sent to the employee who\ninitiated the sale. The value of the\nvoucher is scaled according to the trip\nthat was sold; a ticket from Hong\nKong to Santiago, for example, rewards the employee with a voucher\nfor $70.00 which he can put towards\na trip on any of the company's international routes.\nCombined with half rate fares to\nwhich CPA employees are already\nentitled, the value of the voucher, or\nseveral vouchers, makes the employee-\nturned-salesman practically airborne.\nThe only limitations imposed on the\nnew plan are:\na) employees may not use their\ntravel vouchers to travel during peak travel periods.\nb) Vouchers may only be used on\nbehalf of the employee or his\nimmediate family.\nDinner Marks Hong Kong Britannia Flight\nE. and N. Foreman\nTakes Garden Award\nFOLLOWING a complete inspection of\nCanadian Pacific Railway gardens in the\nPacific region, announcement of prize-winners has been made by J. R. Almey, the\nCompany's general agricultural agent.\nThe top award, went to F. W. Costin,\nsection foreman, on the Esquimalt and\nNanaimo division at Duncan, B.C. This\nis the second time that Mr. Costin has\nwalked off with the highest honors, the\nfirst being in 1954, and the previous year\nhis brother A. E. Costin of Ladysmith was\nsimilarly honored.\nOther  Prizes\nFirst prizes for visible old gardens were\nawarded to sectionman A. Pelizon, Keef-\ners, Vancouver Division; section foreman\nJ. Ulvila, Canoe, Revelstoke Division;\nsection foreman A. Festa, Jerome,\nKootenay   Division;   section   foreman   A.\n14\n$\n.JtV        * '   \\      \u00b1\nCHINESE and Japanese travel agents from New York, San Francisco,\nLos Angeles and Fresno, California, and from Montreal and Toronto,\nas well as the editor of the Japan Daily News in Los Angeles were aboard a\nCanadian Pacific Airlines \"Britannia\" flight from Vancouver to Hong Eong\nin October: D. M. George, Assistant to the President, Canadian Pacific,\nMontreal, was also among the passengers.\nThe travel agents, along with local Hong Kong newspaper representatives\nwere later entertained at the beautiful home of Mr. and Mrs. Wong Chung\nOn, Sales Manager for Canadian Pacific Airlines.\nBesides Mr. George, the Company was represented among the guests by\nD. C. Miller, Traffic Manager, Canadian Pacific, Hong Kong; L. F. Smalley,\nManager for Southeast Asia, Canadian Pacific Airlines; Chong Joe, of the\nVancouver airport staff, conductor of the party; Tony Kwong, assistant to\nthe sales manager Hong Kong, and Jimmy Lam and Michael Lin, sales\nrepresentatives, CPAL, Hong Kong.\nO. J. Kempel\nOTTO J. KEMPEL, retired on pension\nas assistant chief clerk in the Moose\nJaw yard office, after 33 years service.\nHe first started at Moose Jaw as checker\nin 1925, became train clerk 1928, crew clerk\n1931, and has been assistant chief clerk\nsince 1937. He was president of the Brotherhood of Railway Clerks for the past 20\nyears, and is a member of the Army and\nNavy Vets Club.\nVennevold, Manning, Kettle Valley division; section foreman A. E. Costin, Lady-\nsmith, E. & N. division.\nSecond prizes for visible old gardens\nwere awarded to section foreman S.\nHrycenko, Spuzzum, Vancouver district;\nagent A. Spowart, Golden, Revelstoke division; agent M. Talarico, Fernie, Kootenay\ndivision; section foreman E. Ceccon,\nPrinceton, Kettle Valley division; section\nforeman A. Nowakowski, Port Alberni,\nE. & N. division.\nBest visible new gardens awards went to\nsection foreman H. Wilhelm, Ruby Creek,\nVancouver division; section foreman S.\nSegarto, Golden, Revelstoke division;\nsection foreman P. P. Chernoff, Victoria,\nE. <fc N. division.\nBest invisible old gardens awards went\nto conductor W. Peterson, North Bend,\nVancouver division; section foreman A.\nHusberg, Revelstoke, Revelstoke division;\nand section foreman F. Garrett, Nelson,\nKootenay division.\nL. G. Day\ni EONARD G. DAY, patternmaker at\n*\u25a0 Weston Shops completed 50 years serJ\nvice with the Company before retiring on\npension recently. Born in Liverpool, England in 1895, he first started at Weston\nas a tool carrier in 1908. During Work!\nWar I he served with the Army in France.\nManager of the Year\nS* J. JESSOP, manager, Chateau\n^^ \u2022 Frontenac Hotel, was chosen\nas hotel manager of the year, and\nthe Chateau Frontenac was chosen\nas the hotel of the year by the\nNational Garment Association of\nCanada. The awards were \"in recognition of outstanding co-operation\nand service to garment salesmen\".\nThese awards were inaugurated by\nthe Garment Association in 1956 to\nhonor the hotel manager and the\nhotel in Canada considered by garment salesmen to have looked after\ntheir needs to greatest satisfaction.\nThe awards were presented at a\ndinner dance of the association in\nMontreal.\nSpanner \u2014 December, 1958\n CANADIAN PACIFIC\n Canadian Pacific Rail Passenger Traffic\nThe President Looks At The Future\n(During recent months comments have been made,\nboth in the United States and Canada, as to the\nfuture of rail passenger traffic. Unfortunately certain of these statements have been misinterpreted\nand have led to a misunderstanding of the problems\nand policies inherent in passenger train service.\nIn order to clarify this issue, particularly with\nrespect to Canadian Pacific passenger train operations, the following transcript of a CBC-TV interview with N. R. Crump, President, extracts of which\nwere used on the national network program \"Newsmagazine,\" October 19, 1958 y is presented for your\ninformation.)\n\u2666> \u2666 \u2666\nQ. Mr. Crump, one newspaper headline recently quoted you\nas saying that the passenger train is doomed. Is that a true\nstatement of your views?\nA. I think that statement has to be qualified Mr. DePoe.\nOn the long range it may well be that transcontinental passenger service as such is doomed. Entering the jet age we\ndon't know yet precisely what will take place. Certainly on\nthe short term basis that is not a statement of my views.\nQ. You wouldn't agree then with the LC.C. examiner in the\nUnited States who says that, in his view, passenger service in\nthe United States will be finished by 197Of\nA. Well the examiner's views might well be true for the\nUnited States but there are some inherent differences between\ntransportation in Canada and transportation in the United\nStates, and I certainly don't agree that rail passenger transportation in Canlada will be doomed by 1970. It will be later\nthan that.\nQ. Well during the period that we continue to have it how\nbig is it going to bet Are people still going to travel by train\nin this country?\nA. Yes, I think a great many will. There is a surprising\nnumber of people who do travel by train. Last year, for instance, we carried the equivalent of a billion three hundred\nmillion people a distance of one mile. In other words our\npassenger carryings were over a billion three hundred million passenger miles which was something of a 2 per cent\nincrease over 1956, so that I feel that a great many people\nare still going to travel by train and as a matter of fact my\nfaith in that statement has been demonstrated by the new\nequipment we have introduced on the Canadian Pacific.\nQ. Has this new equipment brought the increase in passenger\ntravel that you speak of?\nA. Yes. I'm convinced that the new lightweight stainless\nsteel equipment on the transcontinental trains with dome cars;\nincidentally you know Mr. DePoe that the Canadian Pacific\nhas the longest dome car ride in the world and the only one\nin Canada; has brought passengers back to the rail. In addition to that undoubtedly the rail diesel cars that we have put\nin service\u2014and we have the second largest fleet on the continent \u2014 definitely have brought passengers back from the\nhighway.\nQ. Do you see this as a continuing trend?\nA. That's very difficult to say. When you ask an opinion\nabout the future there are a great many intangibles which\nwe are not sure of yet. The introduction of the jet age in\nthe air is going to be of great importance. When you can\nfly from Montreal to Vancouver in five hours undoubtedly\nthat will cause some changes. I still think, however, that a\ngreat manly people, when they have the opportunity, will\nprefer the restful relaxing trip on a train.\nQ. Well, a lot of people have complained that train travel\nis too costly. That for instance dining car service is expensive\nand other costs mount up. Is there any possibility of reducing\nthese costs to1* the travelling public?\nA. Well it could be done if the travelling public as a whole\ndesire it. But I think you'll find that many people who complain about them, for instance and you mention the cost of\na meal in the diner, will go out to a restaurant in a major\ncity and perhaps spend 50 per cent more without the slightest\nqualm. You've got to bear in mind that our dining cars,\nwhich are as good as any in the world today, are in effect\na very superior type of restaurant and it does cost additional\nmoney to serve the type of meals we do, and generally I think\nthe public are fond of them. Mind you on our transcontinental\ntrains we also have introduced the coffee shop which provides\na meal at a much less price should one desire to have it.\nQ. You spoke of the air age, and at the moment the Canadian Pacific Airlines has an application for permission to corn-\npete with T.C.A. on transcontinental runs. Since this is a part\nof the Canadian Pacific system\u2014are you not in a sense competing with yourself by applying for a new air line route across\nCanada ?\nA. No, I don't think, Mr. DePoe, that it can be termed competing with ourselves. I would prefer to say that ultimately\nit will result in an integrated form of transportation where\nthe customer, who is the king, can take any form he may\nwish, whether it be in the air, or on land or what have you.\nWe should be able to give the customer the best possible\nservice at the lowest possible cost and in keeping with his\ndemand.\nQ. Well, one more major point about the railway passenger\nservice. It's been evident for many years that this service loses\nmoney. Can the railways be expected indefinitely to operate\na service at a loss?\nA. Well, of course as a railwayman I would be inclined to\nsay no. However, as a Canadian, I recognize that this country of ours is largely a problem of transportation. I don't\nknow of any other country in the world where you have a\nnarrow strip of settled land almost 4,000 miles between the\nAtlantic and the Pacific, but only about 200 miles deep, and\nthat automatically means that transportation! problems assume\nan importance in this country that is far and beyond anything\nin any other country.\nQ. One of the trends, it seems recently too, in the passenger\nservice, is the trend toward reduced train crews. Is this going\nto continue\u2014the number of operating personnel decreasing year\nby year?\nA. Well Mr. DePoe that is a loaded question. We are now\noperating our freight and yard diesels without firemen where\nfiremen of sufficient seniority are not available. We have no\ndifficulty with it. It's been quite a satisfactory operation and\nwhat will happen in that regard in the future is in the lap\nof the gods.\nQ. Well how would you then, briefly, sir, mm up the future\nof  the passenger service?\nA. Well very briefly I would say that unlike some American railways we are very happy to have the passenger aboard.\nWe are glad to see him on! Canadian Pacific property and\nequipment. We hope that situation will be maintained for\nmany years. We have done a great deal of careful planning,\nengineering and construction to assure the passenger of the\nmost comfortable ride possible. We've equipped our trains\nwith every proven! mechanical device that would assure this,\nand I think for years to come we will still be very interested\nin the passenger service; and after that it may well be that\nsome form of integrated service would be the order of the\nday.   But we're getting many years into the future.\n QaMxdliQM\ntnb went*\nSPANNER\nNo.  245\nDECEMBER,  1958\nAddress all communications to\nE.   C.   Stockwell,   Editor,   Spanner\nRoom 294, Windsor Station, Montreal\n\u2666 \u2666 \u2666\nINDEX\nPage\nAngus Fire Department  4\nAutomation Trafalgar Square     6\nDiesel   Repair  Economy     7\nChanges  in  Personnel     9\nCompany News     12\nOur  Women's  World     16\nPersonnel   Highlights     20\nRetirements                   27\nObituary      34\nCalendar  35\nOUR   COVER\nCPANNER   cover   this   month    depicts   a\nfamiliar scene at this time of the year,\nincorporating  as  it does  both  the old  and\nthe   new   in   transportation media.\nOld Dobbin, with\nhis ''one-horse open\nsleigh\" bedecked\nwith jingle bells, and\nthe modern streamline diesel-powered\ngiant of the high\nrails are both contributing to one of\nthe season's main\nthemes \u2014 home for\nChristmas!\nAmong other\nthings it is a time\nfor warm greetings, and Spanner staff extends to all readers good wishes for the\nfestive season. A special thought goes to\nour pensioners and the families at home\nwho day in and day out tend to the needs\nof our Canadian  Pacific  personnel.\nA Merry Christmas and a Happy New Year!\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address af their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of mailing.\nPublished   by   the   Department   of   Public\nRelations of the  Canadian   Pacific  Railway\nat  Montreal.\nSpanner \u2014 December,  1958\ni\ni\nCompany Scholarships\nAt McGill University\n\"WO scholarships awarded annually by the Canadian\nPacific Railway Company to employees under 21 or to\nminor sons and daughters of employees, can now be\nused to take a bachelor of science in agriculture course,\nit was announced recently by R. A. Emerson, vice-\npresident of the Company.\nThe course is of four years' duration and is given\nin the faculty of agriculture section at Macdonald\nCollege. Previously, the CPR scholarships have been\nawarded only for engineering or arts and science courses\nat McGill University.\nMr. Emerson said that the scholarships had been\nextended because of Canadian Pacific's continuing\ninterest in agricultural development.\nIn addition to the agricultural course, the scholarships\nmay be used for courses in chemical, civil, mechanical\nor electrical engineering, architecture, arts and science,\nall at McGill \u2014 or in home economics (women only),\nat Macdonald College. Periods of study are from three\nto six years.\nThe scholarships will be awarded upon the recommendation of the University Scholarship Committee,\nbased upon matriculation results and the candidate's\nschool record.\nApplication for certificates to enter the competition\nshould be made to T. E. Brady, superintendent of pensions\nand staff registrar, Windsor Station, Montreal.\n\u00bb\ni\nS\nfrATAVAVATAYATATATATATAVATATmrA*\n A well equipped ambulance and two up-to-date fire trucks,\nat left, stand in readiness at Angus Shops at all times. At\nright, Edouard Gaudette (left), Fire Commissioner for the City\nof   Montreal,   presents   Angus   Shops   Works   Manager,   H.   W.\nHayward, with a National Fire Protection Association certificate of merit, as Inspector Jules Perreault, chief of the\nAngus  Fire  Department,  looks  on.\nAngus Shops Fire Department\nAT Canadian Pacific's sprawling\nf^ Angus Shops in Montreal, fire\nis employed in a hundred ways for\nindustrial purposes. But this man-\nmade helper that is used for forging,\nrivetting, welding, to name only a\nfew of its uses, is a Frankenstein\nthat could destroy the plant if it\never got out of hand.\nAgainst   the   possibility   of   accidental  fire  outbreaks  in the  shops,\nthe Angus fire-fighting force stands\nready, with 12 permanent firemen\nand one fire inspector. Equipped with\nl^the most up-to-date accessories, they\n'demonstrated their efficiency and\ntechniques during Fire Prevention\nWeek activities.\nA leader in this annual venture,\nAngus Shops Fire Department, under\nFire Chief Jules Perreault, has\nranked near the top in the national\nand   international   Fire   Prevention\nWeek competitions for the past three\nyears. In 1955 and 1956, Angus\nranked first in Canada and second\nin 1957, while in the North American^\ncompetitions it ranked seventh, fifth\nand tenth successively. A long lisi\nof provincial awards has also come*\nits way.\n\"I think our\" showing was even better\nthis year,\" Inspector Perreault said when\nthe   week-long   session   of   demonstrations,\nContinued on  page 5\nFireman James Sedgwick gives a\nlecture on the chemistry of fire to\nemployees   at  Angus  Shops.\n\"Miss Sparky of 1958\", Miss\nMaureen McGee, an employee of the\nStores department, learns all about fire\nextinguishers.\nInspector Perreault lectures to employees in the fire station on different\ntypes of fire extinguishers and how and\nwhen  they  should  be  employed.\nSpanner\u2014 December,   1958\n AMONG OUR \u00a3<UWe*Ubb\nft ft,- v.,,,,.      -:^ih\\^\n\u25a0ft ft ft -:. ft m     ft^ftft^\nCONSTRUCTION DAYS IN THE NINETIES\u2014This view of early days on the railroad is bound\nto cause a wave of nostalgia to sweep oyer many of our older employees\u2014particularly those who\nworked  in   the   vicinity  of   Fernie,   B.C.,  just  before   the   turn   of  the   century.\nThe day was August 12, the year 1898, and the place Fernie, when the cameraman aimed his\nold-fashioned camera at the above work train which at the time was stopped at a coal mine of the\nCrow's Nest Pass Coal Co.\nFireman of the engine\u2014Number 363\u2014was Ernie Raybould, now of Toronto, who submitted this\ninteresting souvenir of our earlier days. Mr. Raybould worked on the Crow's Nest from 1896 until\nhe went east to succeed Edward \" Dad\" Worth, well known Company pensioner, as call boy at\nToronto.\nIn case any old timers may be interested Mr. Raybould identifies the engineer as Ed Powers,\nthe  conductor  as  Ed  Durkel,  and  their  roadmaster  as  C.   Gillis.\n Company    Vet eraii!\nA. R. BALL, Preston, Ont.\u2014Stepping from\nthe train for the final time in his official\ncapacity as motorman, on July 31 at Preston, Ontario, Alfred Roland Ball, of the\nGrand River Railway, and Lake Erie and\nNorthern Railway, was greeted by a delegation of officials, fellow employees and\nfriends.\nThey came in a body to wish him well\non his retirement after 36 years service\nwith the Electric Lines, and on behalf of\nthe railway and its employees, W. D.\nThompson, manager, congratulated Mr.\nBall on his long and faithful service.\nWith the exception of a few years as a\nrelief despatcher Mr. Ball served the electric lines almost continuously since he began his career.\nCONSTABLE HONORED ON RETIREMENT \u2014\nHonored on his retirement by a gift of a scroll\nand purse of money, Constable W. 6. Frarey,\nright, of London, Ont., is seen receiving the gift\nfrom Inspector O. F. Gellizeau, left, of Toronto,\nwho made the presentation on behalf of those\npresent.\nIn the centre, smiling approval, is Investigator\nAllen, J. A., repairman & clam tower operator, Britt, Ont.\nAshby, L. W. M., carpenter (bldg. supt.)\nWindsor Stn.\nBacon, A. L., loco, engineer, Brownville Jet.\nBarns,  C,   sectionman   &  rel.  foreman,  Bis-\ncotasing, Ont.\nBarratt, J. T., welder, Angus Shops.\nBeley, P., section foreman, Stonewall, Man.\nBernier,   E.,   conductor,   Chapleau,   Ont.\nBertrand, J., blue printer (engrg.), Winnipeg.\nBibby, R.,  boilermaker's helper,  Moose  Jaw.\nBond, G. T., loco, engineer, London, Ont.\nBower, F., seetioniman,  Broadview,  Sask.\nBreen, R. W., chief clerk  (land), Vancouver.\nByrne,  C, c.c.  steward, Montreal.\nCameron, J.R., agent, Ashcroft, B.C.\nCavazzi,  B.,  boilermaker's helper,  Kamloops.\nChalcraft, M. J., sectionman, Belle River, Ont.\nOharkowski,    P.,     coach    carpenter,    Angus\nShops.\nChartier, G. E , train baggageman, Ottawa.\nColeman, J. M.,  carman,  Smiths Falls.\nContini, C, section foreman, Marquis, Sask.\nCrisp, J. J., clerk  (a. of d.), Angus Shops.\nCunninghaim, J., sr. storeman (stores), Ogden\nShops.\nCurry, W., track patrolman, Revelstoke divn.\nDagenais,   J.   O.,   sec.   f'man,   e.g.   foreman,\nFarnham, Que.\nDaniels,    A.    G.,   contract   foreman,    Angus\nShops.\nDerouin, P. E., caretaker-agent, Breakeyville,\nQue.\nDeSmet, L. C, shore bosun (CPSS), Antwerp,\nBelgium.\nDingwall, J., perm, helper (opg.), Alyth, Alta.\nDiStaulo, G., coach washer, Angus Shops.\nDonnelly, W. A., agent & operator, Cobourg,\nOnt.\nDube, A., stationary fireman, Kenora.\nDubinski, A., sectionman, Lethbridge, Alta.\nDudley,  J. W., machinist, Moose Jaw.\nEllis, W. A., agent, Ottawa.\n 'SUPER-HOUSEKEEPER\" WINIFRED JOWETT >\nee\n\\fUHXj,\neJfau&e\nIN   THE   EMPIRE'S\nLARGEST    HOTEL\n\/\/\u25a0\u2022EEPING HOUSE \" for the Royal York\n\u25a0^ Hotel, Toronto, is like living in a miniature world within a world. That's how Winifred\nJowett, executive housekeeper, looks upon her\nbusy life. She knows every nook and cranny\nof the Empire's largest hostelry and is personally responsible for all those nooks and crannies.\nHer duties touch the lives of thousands who\ncross the hotel's threshold. She is concerned with\neverything from the private woes of the seventeenth linen maid, to the 94,303 napkins that are\ndue back from the laundry.\nHer interest isn't only in the out-of-the-\nway things, such as the $470 which rolled\nout of the pillow slip when the maid was\nshaking it the other morning, nor the\n$700 found sewn inside a brassiere by an\nAmerican woman guest, nor the thousands\nof pairs o\u00a3 slippers and pyjamas the male\nguests forget to  pack  each year.\nShe loves the routine. The getting up\nat 7 to be ready for the morning shift\nreporting in before 8; that's the time when\nshe sees a great number of her staff which\nnumbers 200\u2014or the personal interviews\nshe gives during the morning hours, and\nacting as mother confessor to many of the\npeople who work for her.\nThe long tours in the hotel's subterranean world where the plumbers plumb,\nand the upholsterers upholster and the\nrest of the repair shops keep the thousands\nof articles belonging tp the 1,200 rooms\nin ship shape.\nShe likes the spick and span linen closets\nwhere each week some 48,808 pillow slips,\n78,464 sheets, 46,908 bath towels, 151,161\nface towels and thousands of other things\ngo to the laundry. She likes the quiet\nefficiency of the room where the mending\nstaff is constantly at work, repairing each\nday as many as 40 to 50 sheets.\nIn the afternoons she inspects the suites,\nthe out-of-order rooms where painting or\npapering is going on, and visits the hotel's\npermanent guests. She has many friends\namong these, as well as among the frequent\nvisitors who remember her with man}'\ntokens   of   gratefulness.   She   has,   for   ex\nample, a gold evening bag which the Princess Alice gave her when the vice-regal\npair paid their last visit to Toronto before\nreturning to England.\nAt 3.30 p.m. she likes to be there for\nthe watch-in of the maids, as well as for\nthe 4.30 p.m. watch-out of another shift.\nIt is a personal contact with her huge\nstaff that she finds pleasant and satisfying.\nWinifred Jowett was born in Douglas on\nthe Isle of Man. Quite early she discovered\nthat people interested her, and hotels fascinated her. There is about her the regal\nbearing of some old baronial chatelaine of\nthe middle ages, and you listen for the\nclink you expect to hear from the bunch\nof keys about her waist, and laugh at yourself\u2014and so help you, the keys are there!\nOr rather, they are in her hand for distribution,   personally,   to   each   housemaid.\nShe entered hotel service early in life,\nworking in the offices of an Edinburgh,\nand a Durham hotel for two years. Then\ndeciding to make hotel business her career,\nshe asked for six months' training in the\nlinen room, did her stint in the general\nstores, and then \" went on the floor,\" as\nan  assistant  housekeeper.\nRoyal York housekeeper is\nconcerned with everything\nfrom the private woes of the\nseventeenth linen maid to the\n94,303 napkins due back from\nthe  laundry.\nShe came to Canada in 1930 and went\nwith the Royal York immediately, first as\na secretary to the head housekeeper and\nlater as the executive housekeeper with 11\nassistants and a staff of approximately 200.\nWhile in the States they have training\ncourses for hotel service Miss Jowett maintains that the best possible way to rise\nin a hotel j ob is to do everything\u2014learn\nall the dozens of' angles of the wheel that\nmakes a giant hotel function, and above\nall, to be interested in it.\nMiss Jowett herself lives at the hotel in\na pleasant room looking over the city\nwhich, while part of her life, is not half\nas much of it as the life within the four\nmighty walls of the hotel. Into her office\ncomes the telautograph from the room\nclerks' desk which tells her everything\nfrom \" 1134 wants a baby's crib \" to who\nwould like their room cleaned immediately. There is a board on the wall showing\nprecisely where at each moment each of\nthe housemaids is working. There is\nvibrant,  pulsing  life   to   her   days.\nBut she does sound just a little wistful\nas she looks over the stone towers of\nthe city, glowing in the evening sun, out\nof the high window of her domain, and\nsays: \"I do make a point of getting outside during daylight at least once a week.'?\nBut the next moment the life of a grand\nhotel snatches her up again and as she\nbustles off to settle another problem in\nher brisk, efficient English way and her\nvoice equally English and well controlled,\nshe adds: \" When I'm away from the job\nfor my holidays, do you know, I miss it I \"\nCanadian  Pacific  Staff  Bulletin\u2014September,   1946\n f\nA tew of the 200-odd Canadian Pacific\n\"old-timers\" who attended the annual\nouting, staged recently in Stanley Park,\nVancouver, by the Canadian Pacific Pioneers'   Association.\nRanging in age from 95-year-old John\nCaesar to 65-year-old Joe Baker, one of\nthe Association's youngest members, the\nretired railroad veterans spent the afternoon at races and games and recounting\npioneer days.\nTHE only reason John Caesar\ndidn't win the C.P.R. Pioneers'\npicnic race for 90-year-olds and over,\nwas because he had promised his\ndaughter that he wouldn't over-exert\nhimself at the annual outing of the\nCanadian Pacific Pioneers' Association, staged recently at Stanley Park\nin Vancouver.\nJohn was a cinch to win the race,\ntoo, for of all the 200-odd members of\nthe association, and their families and\nfriends present, he was the only nonagenarian, with 95 years behind him\u2014\n37 of them as a railroader with the\nCompany.\nThe picnic, which annually draws\nout hundreds of those retired from the\nCompany's service, was a particular\nthrill this year for Mr. Caesar, for he\nmet one of the Association's \" youngest \" pensioners, Joe Baker, a retired\nlocomotive    foreman.    Mr.    Caesar\nNinety-five-year-old John Caesar, right,\ntells 65-year-old Joe Baker, how they\nrailroaded on the C.P.R. before the latter\nwas born.\nBoth were among the 200 railway veterans, their families and *riends, who attended the picnic.\nMr. Caesar, a former C.P.R. agent at\nMarkdale, Ont., retired in 1917, after 37\nyears' service, and Mr. Baker left the\nCompany last year after 30 years in the\noperating department.\nlooked very fatherly while talking\nwith. 65-year-old Mr. Baker, and\nboasted that he was railroading with\nthe C.P.R. in Canada before many of\nthe pensioners  present were born.\nMr. Caesar was born in London,\nEng., in 1851 and came to Canada\nin 1880 when he joined the Company\nas agent at Markdale, Ont. He retired from the service in 1917.\nAlthough Mr. Caesar did not take\nactive part in the day's sports events\nhe watched interestedly\u2014and enviously\u2014as fellow old-timers, ranging\nin age from 60, ran races and played\nJ. Turner, minus hat, a retired chief ^\nclerk from the Company's yard office at\nWinnipeg, while appearing to be in second\nposition in a veterans' walking race\u2014was\nactually the winner. The apparent winner\nwas disqualified by judges for running to\nthe  finish line.\ngames. J. Turner, a former chief clerk\nin the Company's Winnipeg yard office,\nwon a walking race for 60-year-olds\nagainst strong competition and\nthroughout the afternoon the veterans\ndeclined to act their ages.\nThe picnic committee voted a special note of thanks to veteran Tom\nFlock for his special efforts in arranging displays and picnic ground\ndecorations.\nW. S. Hall, assistant general manager, B.C. district, was guest of honor\nat the picnic, which was presided over\nby Harry F. Mills, perennial president of the Pioneers' Association.\nPicnic for Pioneers!\nNinety-year-olds romp down the race track; Octogenarians supply peppy music. Old-timers show\ncomplete disregard for the years at annual picnic\nwhere  anyone   under  65  was  a   mere  youngster.\nA familiar figure at the annual picnics\nin the past, 88-year-old Edmund O'Connor, was again present with his \" fiddle \"\nwhen the Pioneers staged their J 946 annual outing at Stanley Park.\nHis companion, strumming the banjo, is\nHarry Parsons, a retired C.P.R. conductor.\nMr. O'Connor retired from railway maintenance  work  ten   years  ago.\nCanadian  Pacific Staff Bulletin\u2014September,   1946\n SHOW SUM\nOH\nThe Big Hill\n##\u00ab\n'##\nTrainman L. N. Cibart Tells\nHow Speculation Plays Big\nRole in Estimating Time\nFor    \"All    Clear\"   \"Signal\nON THE morning of March 23,\n1946, the \" Big Hill \" east of\nField, British Columbia, experienced\none of the big and more spectacular\nslides of the season.\nIt was the type of slide Company\nofficers and men of the Alberta and\nBritish Columbia districts cope with\nin the course of moving traffic over the\nmost difficult piece of single track in\nthe west.\nThings didn't look too good when\nthe watchman phoned in the news\nthat a slide about.70 feet long and 15\nfeet deep had come down at mileage\n134, Laggan subdivision.\nWhen  the  slide  was  reported   at\n\\ft'     ..     ft!:\nA You may have to look twice before you know what goes on here. Barely distinguishable\nabove snow surface is rim of plow and rts hard working crew. All Calgarians, these men\nmade  short  work  of  March  slide  on  \" Big Hill.\"\nabout seven o'clock the crews had\nbeen ordered for the first and second\nSeaboards, as well as Number 2. That\nmeant that three train crews and eight\nengines and crews were tied up, each\nSeaboard having two pushers and a\npusher for Number 2. The chances of\nseveral thousand tons of \" Red Card \"\nlading making the desired connections\nwere rather slim about this time.\nAction quickly becomes evident in\nthe terminal of Field when the line is\nblocked. Conductor Johnston and\ncrew, who had been ordered for one\nof the Seaboards with pusher engine\n5803 and Engineer Moore, were .at the\n\" Doubleheader \" makes\nIts way through \"Big\nHill\" territory.\nSlide delays are usually short lived thanks to\nskill of mountain crews.\nscene of the slide by 7.40 a.m.\nThe snow plow, in charge of Foreman W Rande, was ready, and upon\narrival, immediately made an experimental punch into the slide to get the\n\" feel \" of it.\nWith this information at hand, a\nshort conference was held between\nConductor Johnston and Mr. Rande.\nDrawing on past experiences, and estimating the ice content of the slide at\nless than 20%, they set the time the\nmain line would be clear at 8:50K.\nThis time, Conductor Johnston phoned\nin to the train despatcher as the figure\nhe could use in putting out time to\nthe various trains.\nThat is always the worst time at a\nslide\u2014when a figure has been given\nand the work yet to be done. Just a\nsimple case of \"the suspense that\ngets 'em.\" Each time the 5803 backed\nup for a fresh run at the slide, all\nconcerned had their fingers crossed, as\na large boulder, ice or timber gathered\nup during the slide's rapid journey\ndown the mountainside would, if very\nlarge, upset the calculations over the\nentire division.\nFrom start to finish of the operations, there were no obstructions encountered, and Number 2 left Field\nat 9:05, followed on the block by the\nSeaboards.\nBy 10 o'clock, not even the echo of\na locomotive exhaust could be heard\nto remind the world that nature's\nmighty challenge had even caused a\npause in the never-ending flow of\ntraffic up and over the Great Divide.\nCanadian  Pacific Staff Bulletin\u2014September,   1946\n11\n Safety Theatre on Rails\nCANADA'S most modern \" safety\ntheatre \" on rails, designed to give\nmore than 20,000 men of the Canadian Pacific Railway on Eastern\nLines a \" visual \" education in general\ntrain, interlocking rules and safe\npractices, recently made its debut on\nthe Company's lines.\nFormerly one of the Company's ten hospital cars which carried more than 5,700 war\nwounded from seaboard to military hospitals\nacross Canada, it contains the latest in\nsound-movie equipment, a two-way public\naddress system, three sources of electric\npower and seating accommodation for 60\npeople. It will be in year-round service with\nmorning, afternoon and early evening classes\nwhere  necessary.\nConceived by N. R. Crump, General\nManager of Eastern Lines, with the general requirements worked out by J. C. Mc-\nCuaig, general safety agent for Eastern\nLines, the car was built under the direction\nof H. B. Bowen, C.B.E., chief of motive\npower and rolling stock, to the design of\nE. W. Morris, assistant engineer, (car). The\nwork was done at the Company's Angus\nShops in Montreal.\nCompletely self-contained for its travelling personnel, the car will be in charge of\nP. W. Raines, of Toronto, rules instructor\nfor Eastern Lines. He will be assisted by\neach district safety agent while~~on his\nterritory.\nFlanking the translucent screen used for\nslides, are signal panels which give an accurate reproduction of automatic and interlocking signal indications. While the lecturer demonstrates the signal on the panel,\nthe rule that governs the movement of the\ntrain will be flashed on the ground glass\nscreen. These slides are projected from the\noffice behind the screen.\nIn this manner there is no chance for\nmisunderstanding, as the class member is\ngiven both the indication and the rule\ngoverning both at the same time. This\nmethod can be further extended to illustrate\nthe various terminal and interlocking setups and routes governed by different indications.\nFilm slides on safety will be shown to\nemployees in the various trade classifications. Every film considered of value in\nsafety education is carried on the car.\nIf blackboard explanation is necessary,\none  is  brought  into  use  from   above   the\nlecturer where it forms part of the interior\nceiling and operates on a counter-balance.\nLoudspeakers are installed in the projection room, in the business office and\nthree are evenly spaced in the ceiling of\nthe theatre section of the car, enabling\neveryone to hear the lecturer plainly. Jacks\nstrung along the walls next the seats may\nbe adapted for microphones for the benefit\nof class members.\nThree sources of electric power are provided, one from axle-driven generator in the\nusual 30-volt direct current, another by\nplug-in to permanent wires and the third\nfrom a propane gas operated generator built\nin the car. A forced-draft ventilating system\nwith a high powered exhaust fan ensures a\nchange of air every two minutes in the\nclassroom.\nTo perfect the sound effects acoustic\nmaterial rias been installed between the\ncar's roof and the perforated interior ceiling,, while special blinds black out the car\nand a bank of floodlights provides ample\nillumination.\nIn the compact projection room in the\nextreme end of the car sufficient space is\nprovided for the projectors with shelves\nunder the desk where slides, records and\nfilms are indexed with additional space for\nthe recording turntable. From his chair\nbehind the projection machine, the projectionist may operate the lighting or public\naddress system for the entire car.\nSchool children from Schreiber, Ont. to\nKentville, N.S. will benefit from the railway's new school, which contains all the\nfeatures of a modern theatre. Through the\nco-operation of the Board of Education\nthey will be enlightened on safety through\nthe media of sound films and lectures by\nC.P.R. safety agents.\nWhile men of the running trades will see\nsound films and slides on rules, safety and\njob instruction and first aid, children will\nbe invited to see motion pictures which will\nteach them to avoid the hazards of trespassing on railways and help to prevent\ncrossing accidents.\n(In its next issue the Staff Bulletin will\ncarry an account, accompanied by photographs, of the safety car's operations on\nother   parts   of   the   System.)\nEducating employees in general train and interlocking rules with the accent on safety first is\nthe main purpose of the Company's new safety car.\nAbove scene shows an instruction class in session.\nVisual education makes the subject in question\nconsiderably easier to grasp. Here N. R. Crump,\ngeneral manager for Eastern Lines, describes the\noperation of  the  instruction  panels.\nGroup shows, from left: H. J. Main, general\nsuperintendent of transportation; C. E. Stockdill,\nassistant to the vice-president; Mr. Crump, H. B.\nBowen, chief of motive power and rolling stock;\nH. H. Boyd, assistant chief of motive power and\nrolling stock.\n12\nCanadian Pacific Staff Bulletin\u2014September,  1946\n 9t'l \"*JU Jlatel\"\n'~~~~*jt\\kk!k\n\"vV-V't V V    .   n   a   i   i ^\nIn the parlance of Regina\ncitizens \"The hotel\" is\nanother way of saying\nThe Hotel Saskatchewan.\nBy Peter McLintock\n(The writer is a member of the\neditorial staff of the Regina Leader-\nPost.)\nTHE Governor-General of Canada, His\nExcellency Field Marshal Viscount\nAlexander of Tunis, stood looking out of\nthe windows of the vice-regal suite on the\nsixth floor of Regina's Hotel Saskatchewan.\nAs his eye caught the wide sweep of the\nflat prairie land stretching to the horizon\nin all directions beyond the city boundaries, he turned to one of his staff and\nsaid, \" You know, this place would make\nan excellent military headquarters. You\ncan see everything that goes on from here.\"\nThe governor-general was right in more\nways than one.\nThe Hotel Saskatchewan occupies a position in the life of Regina unlike that of\nany hotel in any other Canadian city.\nIn addition to being the almost geographic centre, it is also the focal point foi\nmuch of the city's business and social life.\nWhen you ask a Reginan where he had\ndinner and he replies, \" The hotel,\" it isn't\nnecessary to ask him \"What hotel?\" Because if you too are a Reginan, you will\nknow that in city parlance \" the hotel\"\nmeans only the Hotel Saskatchewan.\nThe Hotel dominates the city's business section. Its ten stories tower over the\ngreen treed patch in the city's centre\nknown as Victoria Park. Second highest\nbuilding in Regina, (it is topped only by\nthe dome of the legislative buildings) it\nis the outstanding structure on the city\nskyline.\nSocially the Hotel Saskatchewan is daily\nthe scene of teas, wedding receptions, farewell parties, piano recitals, small and large\ngatherings of all kinds. These are held in\none or other of the hotel's many meeting\nrooms\u2014the Blue room, the Canadian room,\nthe Qu'Appelle suite, the Isabella room, or\none of the private dining rooms. In the\ncase of larger functions, the ballroom is\npressed into service.\nThroughout the year, Saturday night\ndances are held, and in season, mid-week\ndinner dances, one of the most popular\nfeatures of Regina social life. Reginans always claim that it was in the ballroom of\nthe Hotel Saskatchewan that Mart Ken-\nney, famous Canadian orchestra leader, got\nhis foot on the ladder of success, when he\nplayed the winter season of 1934-35.\nThe lieutenant-governor of Saskatchewan, Hon. R. J. M. Parker, lives and discharges his duties as king's representative\nto the province, from a suite of rooms in\nthe hotel.\nRegina service clubs hold luncheons and\nsupper meetings each week in the hotel.\nThese include the Rotary, Kiwanis, Kinsmen, Gyro, Soroptimist, Women's Canadian, Men's Canadian, and Women's Musical\nclubs. The board of trade holds its many\nbanquets, luncheons and general meetings\nhere too.\nMuch of the Hotel Saskatchewan's popularity is due to the personal popularity and\nreputation of Albert G. Robbing, manager,\nFrank Howard, assistant manager, Gordon\nR. Denner, chief clerk, and the friendliness\nand efficiency of the hotel staff.\nRegina prides itself on being a \" convention city.\" The majority of conventions\nare held in the Hotel Saskatchewan. Some\nof these are local, but many are province,\nprairie and even Dominion wide in scope.\nThe following are only a few of the\nmany that have been held in the hotel so\nfar this year.\nThe Saskatchewan Poultry Congress; the\nCanadian Society of Forest Engineers; the\nSaskatchewan Optometrists; the western\ndivision of The Canadian Press; the\nBrotherhood of Railroad Trainmen; the\nSaskatchewan Retail Merchants' Association ; the Saskatchewan Associated Boards\n(Continued on page 15)\nTHE COFFEE SHOP is a popular feature of Company hotels\u2014and that\nof the Hotel Saskatchewan is no exception. Much of the credit for this\npopularity  goes  to  its  smart  staff  of  waitresses  seen  in   adjacent  photo.\nThe girls are, from left: Mrs. S. H. Rigsby, Miss M. Remizowski, Miss\nE. Deck, Mrs. C. Warnes, Mrs. M. Griffith, Miss F. Ebel, Mrs. V. Hodge,\nMiss  V.  Graham and Miss C. Gowden.\nCanadian   Pacific  Staff  Bulletin\u2014September,   1946\n13\nL\n Bridge Painters Take No Chances\nTHE average citizen of Saint John,\nN.B., might think that painting the\nC.P.R. bridge over the famous Reversing Falls, while the current races\nby at full speed 80 feet below, would\nbe one of the city's most undesirable\njobs.\nBut to W. F. O'Neil, foreman, who\nhas superintended every painting of\nthe bridge since its first repaint job\nin 1924, it's all in the day's work.\n\" You get used to it,\" he claims.\n\" The main thing is not to look down,\njust watch where you're going.\"\nForeman O'Neil has a Company\ngang working on the bridge right now.\nThe six men, working for three\nmonths, will paint about a third of\nthe bridge's 1,200-foot length this\nsummer. With sections of the bridge\nearmarked for painting each year, the\nentire structure is covered in approximately four years.\nAs the danger of corrosion is particularly acute in the salt air of the\ncoast, the bridge has been repainted\nabout six times since it was first used\nin 1919.\nMr. O'Neil began his painting arj-\nprenticeship on the old Cantilever\nBridge at Saint John in 1912 under\nthe late E. D. Graham and became\na; foreman in 1922. Since he began,\nhe has worked on all the more than\nTrains thunder overhead and the\ncurrent races 80 feet below as\npainters go calmly about their jobs.\nAbout one-third of bridge's 1,200-\nfoot span will be completed this\nsummer. Below flow Saint John's\nfamous  Reversing  Falls.\nFirm Stagings, Plenty of\nHandholds and Fine Weather\nRequisites for Safety, Says\nForeman of N.B. Paint Gang.\nNo    Mishaps    in    34    Years.\n100 bridges on the Brownville division, the only division on which he\nhas been employed.\nThe Company's bridge gangs in\nNew Brunswick have been notable for\nfamily records, says Mr. O'Neil. Four\nsons of his old foreman, Mr. Graham,\nare railway bridge painters now, along\nwith four Allen Brothers and three\nQuigg brothers. Two of the Quiggs,\ntwo of the Aliens and one Graham\nare working in his crew.\n, Despite what may appear risky\nspots in which the work is carried on,\nbridge painting  is   a  relatively   safe\njob, the veteran foreman avers. That\nis because the painters take no\nchances. In his 34 years' experience\nat the work, there have been no injuries.\nThe most important precautions to\nensure safety in bridge painting lie\nin making fast all stagings and in\nproviding ropes or other handholds\nwhere necessary.\nAn eye is also kept on the weather\nduring the job. No top work is done\nwhen a high wind is blowing, and\nwhen it is raining, jobs are found\nmder cover.\nMr. O'Neil figures that a complete\npainting of the Reversing Falls Bridge\nrequires 600 gallons of graphite, 1,500\npounds of red lead, and about 1,000\ngallons of gasoline to operate the air\ncompressor which provides power for\nthe chipping hammers and wire\nbrushes which clean off the old paint\nand the sprayers which apply the\nnew coat.\n\" Just watch where you're going.\" That is\nthe advice offered by Foreman W. F. O'Neil\nwhen quizzed on the finer points of bridge\npainting.\nMr. O'Neil is seen at extreme left accompanied by members of his gang. Others are,\nfrom left: V. A. Burns, J. L. Ball, F. M.\nGraham, W. H. Quigg.\n14\nCanadian Pacific Staff Bulletin\u2014September,  1946\n  W. M. Neal Outlines Our Economic Position;\nMakes Goodwill Tour of Maritime Provinces\nCANADIAN railways cannot be\nexpected to continue to provide\nthe Canadian people with the quality\nof service they expect, and to which\nthey are entitled, on revenues based\non economic conditions prevalent in\n1922, W. M. Neal, the Chairman and\nPresident, emphasized in Saint John,\nN.B., at the conclusion of a comprehensive inspection tour of the Company's properties and services in New\nBrunswick and Nova Scotia.\n\" The position of the railways is\ndistinctly comparable to that of any\nother industry providing and selling\ngoods and services. Increased maintenance and operation costs can only\nbe met by increased revenues and the\nCanadian Pacific Railway, faced with\ndrastic advances in material and labor costs, can only\nsecure the money to maintain and improve its services in\nkeeping with the importance and growth of the nation\nthrough increases in its charges to the producers in other\nindustries using its services,\" he said.\nThe Canadian Pacific had no magic means of raising\nmoney, and in common with all other Canadian railways,\nwas endeavoring\nto meet growing\ndemands created\nby an expanding\neconomy with\nrates established\n25 years ago.\nMuch had been\nmade of the\nstatement that\nthe proposed 30\nper cent increase\nin freight rates\nwould cost the\nCanadian public\n$87,000,000 a\nyear, but, he emphasized, advances in material costs and\nwages since 1939\nwere costing the\nCanadian Pacific\nRailway Company alone $70,-\n000,000 a year.\n\" This present\nnarrow margin\nbetween earnings\nand expenses,\"\nsaid Mr. Neal,\n\" is not sufficient\nto   provide   ade-\nThe Chairman and President signs the\n\" Golden Book\" at Halifax City Hall\nduring  his  Maritimes  inspection  tour.\nCOMPANY OFFICERS VISIT N.S. MINISTER\u2014On his first visit to the Maritimes since his election\nas Chairman and President, W. M. Neal, accompanied by a group of Company directors and officers,\ncalled on Hon. J. Willie Comeau, minister without portfolio in the Nova Scotia Government and acting\npremier in the absence of Hon. Angus L. Macdonald.\nHere the group is photographed on the steps of Province House, Halifax. Left to right in front are\nHon. C. A. Dunning, Montreal, a director of the C.P.R., Labor Minister L. D. Currie, Mr. Neal and\nMr. Willie Comeau.\nSecond row, from left: N. R. Crump, Toronto, Vice-President and General Manager of eastern lines,\nH. M. Long, Montreal manufacturer; H. P. Robinson, Saint John, N.B., a director, and Hon. Philippe\nBrais, Montreal, a director.\nThird row, from left: A. A. Dunphy, Kentville, N.S., manager of the Dominion Atlantic Railway;\nA. S. Barnstead, deputy provincial secretary of Nova Scotia; George Stephen, Vice-President of Traffic,\nand Eric A. Leslie, Vice-President and Comptroller.\nquate maintenance of road and service apart from modernization of\nequipment on a scale commensurate\nwith the importance of the nation's\ntrade and commerce.\"\nTh^ fact, he emphasized, was deserving serious thought by all Canadians. \" The railways\", he said,\n\" are the arteries along which flow the\nlife-giving stream of the nation's\ntrade which in turn affects the lives\nof every Canadian citizen.\" Realization of this fact was of the first importance.\nMr. Neal discussed the development\nof refrigerator cars as an illustration.\nThese cars presently cost the railway\napproximately $11,000 each but permit shippers of perishable goods to\ngreatly expand their market with consequent benefit to\nboth themselves and their customers. The financial situation had made it necessary to cut in half original plans\nto build 500 of these cars during the current year.\nBox cars which formerly cost the Company $1,200 now\ncost more than $5,000 each. The number of such cars\noriginally contemplated for ordering in 1947 had to be\nreduced for the\nsame reason.\nComparative increases in costs\ncould be applied\nto every single\nitem of railway\nequipment. \" In\nfact \", he pointed\nout, \" all basic\nindustries except\nrailways have\nshared in the\ngeneral advance\nof the selling\nprice of their\ncommodities.\"\nDuring his tour\nof the Maritime\nProvinces M r .\nNeal discussed\ncommon problems\nw i t h business\nleaders and representative citizens and felt that\na wider and more\nc o m p rehensive\nunderstanding of\nthe railways'\nposition was\ngrowing steadily.\n New Ticket Counter at Malton Airport\nTravellers on Canadian Pacific Airlines services between Toronto-South America\nand Southern Europe, and on the new across Canada service, are now greeted by\ncourteous employees at CPA's new check in counter which opened recently at\nMalton airport. In the above photo from left to right\u2014Vern Barlow, station manager;  Bob   Harvey   and   Helen   Lukich,   traffic   clerks.\nSpanner \u2014 March,   1959\n the test started, 450 of the 600 sprinklers\nin the 'hangar roof had released an 180,000-\ngallon deluge of air-foam Which bathed\nthree-quarters of the hangar floor (36,000\nsq. ft.). Following the six-minute operation, the entire area was covered by a\nthick, white, foam blanket which had to\nbe washed away by fire hoses.\nIn explaining why CPA chose a combination air-foam and water deluge system as opposed to normal water sprinkling equipment only, G. H. Elston, Fire\nProtection Engineer, Canadian Pacific\nRailway, Vancouver, said, \"An air-foam\ndeluge is not mandatory according to\nregulations laid down by the National Fire\nProtection Association. However, when a\ngasoline or turbine fuel fire breaks out in\na hangar, foam is a most effective extinguishing medium, because, unlike water,\nit will blanket fire areas underneath aircraft wings and fuselages. Again, spilled\nfuel will float on top of water covering\na floor and continue to burn, but it will\nsink right through foam and be smothered.\n\"Protection of the contents of this\nhangar is of prime importance when you\nconsider that it is not unusual to park\ntwo $3,500,000 Bristol Britannias, carrying\nup to 16,000 gallons of fuel, in the building.\"\nTest Successful\nReporting on the success\" of the test,\nArthur Jurisson, Vancouver Manager for\nthe fire\" protection firm said, \"There were\nabsolutely no mechanical hitches encountered, and the quality of the foam blanket\nsuccessfully met with the standards required by the National Board of Fire\nUnderwriters.\"\nMeasuring the\nfoam depth are Mel.\nMcConachie, Canadian Pacific Air\nL i n e s' Supervisor,\nBuilding Maintenance (right) and\nNeil MacArthur, the\nAir Lines1 Fire Prevention Officer.\nDepth and quality of\nthe air - foam produced during the test\nsuccessfully met\nstandards required by\nthe National Board\nof Fire Underwriters\n(Canada).\nWithin five-and-\none-half minutes after the test started\nthe sprinklers set in\nthe roof released\n180,000 gallons of\nair-foam which is\nmost effective in\ncombatting   fuel   fire.\nSpanner \u2014 March,   1959\n CANADIAN PACIFIC\nMS\n:.;\n\/ \/\n3S^. **\u25a0!\n*\u2022* \u25a0*\n.agritftSf *M!iltfth^fl\u00bb- \"\u25a0\nMARCH  1959\n PENSION FUND KEEPS PACE\nPensions and Survivor Benefits\nNOW well embarked on its 57th\nyear, Canadian Pacific's pension fund has kept pace with the\nCompany's growth and today offers\nbenefits adapted to altered social and\neconomic conditions.\nOn January 1, 1903, the Company\nbegan paying pensions at no cost to\nthe employee. On January 1, 1937,\nthis system was changed to a contributory plan by which employees\ngave three per cent of their earnings\nto augment the Company's contributions. These contributions by employees have been progressively\nraised to six per cent of earnings\nin the 22 years since 1937 to help\nprovide these increased pension and\nsurvivor benefits:\n1. Minimum pensions have been raised\nperiodically from $25 to $60 monthly.\n2. Voluntary retirement for contributors between ages 60 and 65 who have\n35 or more years of service to their\ncredit.\n3. Revision of the original formula of\ncalculating pensions on the basis of one\nper cent for every year of service, of\naverage monthly pay for the last ten\nyears, to allow (a) one and one-eighth\nper cent for each year preceding January 1, 1937 and (b) one and one-quarter\nper cent for each year after that date of\naverage pay of the higher of the last five\nor ten years of employment.\n4. Automatic survivor allowances for\nwidows of pensioners who retired under\nthe revised rules of January, 1953.\n5. Survivor allowances for widows of\nemployees age 50 or over with 25 or\nmore years of service to their credit, who\ndied after January 1, 1953, while still in\nthe  company  employ.\n6. Effective February 1, 1956, assistance to widows of pensioners who retired prior to January 1, 1953, in the\nform of a limited survivor allowance to\nwidows under age 70 payable until they\nbecome eligible for the Government Old\nAge  pension.\nWhile increased employee contributions\nhave made possible many improvements in\nthe pension plan, the constant ascending\nscale of wages throws a heavy financial\nburden on tine company. This is because\npensions are based on average pay for\nterminal years of employment rather than\non total years of service as in the case in\nsome other pension plans.\nTwenty-two Million Dollars\nAlso, the Company absorbs 100 per cent\nof the cost of pension for service before\nJanuary 1, 1937, and at the present time\n57 per cent of the cost in respect to service\nafter that date. The company bore 80.9\nper cent of the cost of all pensions and\nsurvivor allowances paid out during 1958.\nThe   amount   paid   by   the   Company   for\nPICTURED here is the pension committee which administers Canadian Pacific's con-\n* tributory pension plan now paying pensions to 15,477 and allowances to 2,023 surviving dependents of former company employees.\nThey are, left to right: D. I. McNeill, Q.C., vice-president, personnel; W. A. Rowe,\ngeneral chairman, Brotherhood of Railway and Steamship Clerks; G. F. Buckingham,\nvice-president, traffic; J. M. Woodard, general chairman, Brotherhood of Locomotive\nEngineers; L. B. Unwin, vice-president, finance, and chairman of the committee; J.\nH. Clark, general. chairman, International Association of Sheet Metal Workers; F. C.\nS. Evans, Q-C., vice-president and general counsel, and T. E. Brady, superintendent of\npensions and staff registrar, who is secretary of the committee.\npension    expense    during    1958    exceeded\ntwenty-two million dollars.\nDuring 1958, a total of 1,182 employees\n[\u2666were retired on pension and 491 survivor\n' allowances became effective. The average\nage of those retired was 64 years; average\nservice was 35 and 10\/12 years; average\npension was $154.06 monthly, and average\nsurvivor allowance was $61.45 monthly.\nAt December 31, 1958, there were 17,500\npensioners and survivors on the payrolls.\nBelow is a table showing distribution oi\nage groups:\nSurviving\nPensioners Dependents    Total\nUnder  age  60   194 667 861\nAges 60 to 64 .... 925 494 1,419\nAges 65 to 69 .... 5,484 569 6,053\nAges 70 to  74 .... 4,986 176 5,162\nAges 75 to 79 .... 2,690 91 2,781\nAges 80 to 84 .... 897 26 923\nAges 85 to 89   251 .. 251\nAges 90 and  over. 50 .. 50\nTotals         15,477     2,023      17,500\nHonors for being the oldest pensioners\non the rolls are divided between John C\nDavidson, who retired June 1, 1930, as\noperator on the Grand River Railway,\nPreston, Ontario, and Houlton J. Stuart,\nwho retired September 1, 1930, as laborer,\nmotive power, Moose Jaw, Sask. Both are\n95 years of age.\nPension  Committee\nL. B. Unwin, vice-president, finance\nheaded the committee which, after an extensive study, formulated the contributory\npension plan, and he has been Chairman\nof the pension committee which has administered the plan continuously since its\ninception in 1937. This committee comprises three other company officers and\nthree representatives of the employees: F\nC. S. Evans, Q.C., vice-president and gen\neral counsel; D. I. McNeill, Q.C., vice-\npresident, personnel; G. F. Buckingham,\nvice-president, traffic; W. A. Rowe, general\nchairman, Brotherhood of Railway and\n.Steamship Clerks; J. M. Woodard, general chairman, Brotherhood of Locomotive\nEngineers, and H. J. Clark, general chairman, International Association of Sheet\nMetal  Workers.\nThe pension committee meets on the\nfirst Tuesday of each month at head offices\nin Windsor Station, Montreal. T. E.\nBrady, superintendent of pensions and\nstaff registrar is secretary of the committee\nand administers the operations of the pension department which has a staff of 29\nin Montreal. The pension plan applies to\nall branches of Canadian Pacific services,\nincluding wholly-owned subsidiaries, with\nthe exception of Canadian Pacific Express\nCompany which has has its own pension\nplan.\nRetires At Victoria\nJOSEPH   ALBERT   COLEMAN,   store-\n\u2022*   keeper,   Victoria,   B.C.,   and   holder   of\na fifty year long service pass has retired\non pension.\nMr. Coleman entered the Company's\nservice in 1908 as a messenger at Winnipeg\nand held the positions of clerk, stenographer, timekeeper until the latter part of\n1920 when he was first appointed storekeeper at Souris.\nIn 1922 he was made chief clerk at\nOgden and four years later was foreman\nthere. Prior to his appointment as storekeeper, Victoria during 1946, he held a\nsimilar post at Vancouver for six years.\n9 Sickroom supplies are loaned free by\nthe Canadian Red Cross loan cupboards\nin 549 communities of Canada.\n 6a*UL&faM\nTHE WORLD\nSPANNER\nMARCH, 1959\ncommunications   to\nNo. 248\nAddress  all\nE.    C.    Stockwell,    Editor,    Spanner\nRoom 294, Windsor Station. Montreal\nINDEX\nPage\nRoyal York Addition     4\nWinnipeg Office Building  7\nChanges in  Personnel  9\nCPA Fire Fighting System     11\nOur Women's World     16\nPersonnel   Highlights     19\nEmpress of England Band  21\nRetirements   . .  23\nObituary      31\n\u2666 \u2666 \u2666\nOUR    COVER\nThe \"sanding\" principle as applied to\nmotive power is an important function in\nrailroading. Sand is the medium by which\nlocomotive wheels bite into mountain grades\nand renders effect to\nheavy or emergency\nbrake applications\nand modern locomotives use plenty of it.\nIf Spanner cover this\nmonth was photographed by Nicholas\nMorant and shows a\nCompany shop hand\nat Revelstoke, B.C.,\nfilling the sand reservoir of diesel-\nelectric road switcher\nNo. 8683, preparatory to a run while\nanother  locomotive  waits   its  turn.\nThe sand is fed into the locomotive\nthrough the flexible hose seen in the illustration. Sanding facilities are provided at\nall  locomotive terminals on the system.\n\u2666 \u2666 \u2666\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of  mailing.\nPublished    by    the   Department    of   Public\nRelations  of the  Canadian  Pacific  Railway\nat Montreal\npAgA\u00a5A\u00a5A*A\u00a5ATATAWAWA\u00a5AWAWAWA\u00bbAWAWAWAWAWA\u00a5Al^WAWAWAWAWATA*A\u00a5ATATA'J^\nCANADIAN PACIFIC RAILWAY COMPANY\nOFFICE OF THE VICE-PRESIDENT\nMONTREAL, February lSth, 1959.\nCircular No* 10\nFile No.  2077\nTO ALL CONCERNED:\nSince 1950, passenger fares in commutation service have\nbeen increased by approximately 140$. Notwithstanding, as a result\nof the continued rise in wage rates and material costs, commutation\nservices operate at a substantial loss* This result will be further\naggravated by additional wage increases which come into effect this\nyear* Steps are now being taken to increase commuter fares again but\nthe position of the Company in respect to this matter, as well as in\nrelation to applications for higher freight rates, is becoming increasingly difficult by virtue of the extensive use of free transportation for commutation purposes*\nThe benefit of this free transportation does not accrue\nto all employees but only to those who use the railway for daily\ntravel between residence and place of employment*\nIn these circumstances, it has been decided that henceforth\npasses will not be honoured for commutation purposes but employees of\nthe Company will continue to benefit through the issuance of commutat*\nion tickets at half fare, as set forth in the attached circular*\nThis decision has been reached with considerable reluctance\nand I trust that the circumstances which necessitate it will be fully\nrecognized*\nVice-President\nCANADIAN PACIFIC RAILWAY COMPANY\nOFFICE OF THE VICE-PRESIDENT\nMONTREAL, February ldth, 1959.\nCircular No* 11\nFile No*  2077\nTO ALL CONCERNED;\nEffective March 1st, 1959, the use of passes\nin commutation areas will be restricted as follows;\nPasses will not be honoured for regular or\ndaily travel*\nCanadian Pacific employees who wish to commute\nand who hold annual passes or have requisite length of\nservice will be granted half fares upon condition that\nno refunds are to be made*\nPasses will continue to be honoured for other\nthan commutation travel.\nVice-President\n\u25a0ft-i,    wxrxrw\nSpanner \u2014 March,   1959\n RIBBON CUT BY ONTARIO PRIME MINISTER\nRoyal York Addition  Is Officially Opened\nRecord-Breaking Reception\nTHE Royal York recaptured its title\nas the Commonwealth's largest\nhotel when the new addition was\nofficially opened Saturday, February\n21. Ontario's Prime Minister, The\nHonorable Leslie M. Frost, Q.C.,\nLL.D., D.C.L., cut the ribbon in the\npresence of the Lieutenant-Governor\nof Ontario, Hon. J. Keiller Mackay;\nW A. Mather, Chairman of the Canadian Pacific Railway; N. R. Crump,\nPresident; Company Directors, government officials, civic dignitaries and\nother guests assembled in The Canadian Room. In doing so the new\nbuilding was declared open and ceremonies that followed included a\nluncheon for 800 following the actual\nribbon-cutting ceremony, a record-\nbreaking reception attended by more\nthan 7,000 guests and a dinner-dance\nin the evening.\nA special meeting was arranged in\nconjunction with the opening events\nby the Canadian Pacific Luncheon\nClub on the following Monday, under\nchairmanship of R. D. Hodgins,\npresident of the Luncheon Club, Toronto, when Mr. Crump addressed\nmore than 800 officers and guests on\nthe \"state of the Company.\"\nPremier Frost said, in part, at the official\nopening:\n\"Today you are witnessing not only the\nre-opening of the greatest hotel in the\nBritish Commonwealth, but the finest hotel\nin the world . . . Ontario is a fortunate\nprovince to have such a hotel and I am\nglad to attest to that fact ... It has been\nthe scene of many of Ontario's and Can-\nadas' outstanding events. It has been a\nsubstitute for a Government House. It is\nnot only the world's finest hotel, but its\nservices of the last thirty years have made\nit perhaps the world's best-known hotel.\nEverywhere and in every land the Royal\nYork is known. It is a very great pleasure\nto congratulate the Canadian Pacific Railway and its President, Mr. Crump, on\nthis occasion ... It is a pleasure to declare\nthis building officially opened.\"\nR. A. Mackie, general manager, hotels,\nwas chairman for the opening day ceremonies, which included addresses of congratulation and tribute made by His Worship Nathan Phillips, Q.C., Mayor of the\nCity of Toronto; Frederick G. Gardiner,\nQ.C., Chairman of the Metropolitan\nToronto Council and G. H. Sheppard,\nPresident, Board of Trade of Metropolitan\nToronto, who proposed the toast to the\nRoyal York Hotel. Reply was made by\nCompany  President, N. R.  Crump:\nIn addressing his guests, Mr. Crump\nsaid: \"The Royal York is but one more\nindication   of   our   belief   in   Canada.   Our\nN. R. Crump and The Honourable Leslie M. Frost, Q.C., LL.D.,\nD.C.L., Prime Minister of the Province of Ontario, officiate at the\nribbon-cutting    ceremonies.\ncountry's march to full nationhood has\nbeen a stirring and colorful story, and a\nstory, if I may say so, that is capable of\nbeing more fully appreciated by both\nCanadians and our friends in other countries, some of whom we are privileged to\nhave with us today.\n\"That is one reason why, in this new\naddition, we have paid tribute through a\ndistinctive Canadian decorative theme to\nour country \u2014 past, present and future \u2014\nits   hopes  and   aspirations.\"\nMr. Crump said that the Royal York\nwas often called a city within a city, and\nthat it has been the meeting place of\nmillions. \"With its new and enlarged facilities, it stands ready to act as host to even\ngreater  numbers   in   the  future.\n\"The expansion of the hotel's facilities\nwill allow it to play its part in furthering\nthe growth \u2014 material, social and cultural\nof Canada's fastest growing metropolis,\"\nhe  said.\nDuring his remarks, Mr. Crump referred\nto the presence at the head table of the\nCompany's senior director and the only\nmember of the present Board of Directors\nwho was present at the opening of the\noriginal hotel in June, 1929 \u2014 Mr. Ross\nH.  McMaster, of Montreal.\nThe following were head table guests at\nthe opening ceremony of the new addition: Angus P. MacKinnon, O.B.E.; R.\nW. Johnstone, F.R.I.C.S., P.Eng.; Mrs.\nJohn K. Ross; The Honourable Bryan L.\nCathcart, Minister of Travel and Publicity\nof the Province of Ontario; Mrs. R. A.\nMackie; H. Greville Smith, C.B.E.; Mrs.\nBryan L. Cathcart;  R. A. Emerson, B.Sc;\nCon't on page 5\nR.     A.     Mackie,     General    Manager,\nHotels,  chairman   of   opening   day   cere-\nSpanner \u2014 March,   1959\n  T^vai til  4U.H5\n.Winnipeg    68.85\nWinnipeg    183.55\nWinnipeg    370.25\nWinnipeg    177.90\nIENGER\n. Winnipeg        84.15\nWinnipeg        522.85\n. Winnipeg        99.00\nWinnipeg      161.30\nWinnipeg     2,167.20\n^.   C,  DEPT.\n  Winnipeg  170.70\n;or Winnipeg   56.75\n Winnipeg ....... 123.00\nORES\nWinnipeg        90.55\n.Winnipeg .......     189.05\nMSHIPS\nSGAL\nORTATION\n. Winnipeg .......     763.70\n. Winnipeg .......     125.95\n. Winnipeg       141.30\nWinnipeg        95.60\nRENT'S   OFFICE\non next paae)\nWinnipeg   .,..,..     289.30\nday. The parents weren't worried\n. . . they had been fully informed\nwhen the brothers were found on\nthe train.\nIt seems they ** infiltrated\" the\nbig picnic attended by more than\n2,000 and when one of the two\nspecial trains headed for Montreal,\nthe boys (ages three and ten) saw\na ride as far as Ottawa. But they\nforgot to get off.\nAt Lachute on the return journey,\nword was flashed to Ottawa police\nthat they were in good hands and\nwould be returned home in good\norder.\nThey spent the night at the home\nof James Reid, of Angus Shops\nstores department and the following\nmorning were returned to Ottawa\nin cafe of the Company conductor\nof a regular passenger train. The\nparents were advised and were at\nthe Ottawa station to meet them.\nCanadian   PaeJfie   Staff   Bulletin-   -S^pt^m^^r,    1947\n THEY GOT THERE JUST THE SAME\u2014Though generally associated with bygone horse-transport days\nand Christmas cards, the old-time staae ccach. still has its innings on rare occasions as illustrated\nin the above photo\u2014taken no earlier than 1947 A.D.\nIn rare contrast to the bustling taxicabs that usually flit back and forth outside the Company's\nfamed Royal York Hotel, the coach with its tranquil equine foursome is seen here picking up a group\nof out-of-town guests enroute to the two-day convention of the Canada Life Assurance Company\nheld recently in the Queen City. *\nGuests appreciated this novel touch and were still on time for the convention.\nCanadian  Pacific  Staff  Bulletin\u2014September,   194?\n VisTFs  are  made  to  all types  of\nSouvenir of the \" Eighties \"\nA striking example of late nineteenth\ncentury art \" a la C.P.R.\" is provided in\nan interesting testimonial dedicated to John\nElliott, former station agent at Montreal,\nwhose grandson, Allen Rowlands, is second\ntrick operator for the T.H. & B. at Hamilton, Ont.\nThe testimonial, which combines an unusual intricacy of design and color, is in\nas perfect condition today as it was on\nChristmas Eve, 1887, when it was presented\nto the retiring agent with the names of\nsome 40 signatories.\nThe names of some of the signatories\nmay be recalled by some of our senior\nemployees for whom we list the following:\nG. Weatherington, A. Rajotte, A. McDonald, D. McDonald, D. Martelle, J. Daig-\nnault, C. Collins, P. Fox, G. Carpenter, E.\nMartin, T. Fergusson, A. Crosby, P. Watts,\nG. Ferguson, G. E. Clerk, J. Forgraves, J.\nThompson, J. Vaughn, J. Bagly, J. Burnes.\nC. Spencer, T. Roche, J. Williams, W.\nA. Coon, H. McDonald, F. A. McGuinness,\nR. Cardiff, J. Casavant, N. Vallee, P.\nCharlebois, J. A. Lescarbeau, T. Carlin, E.\nLanglois, E. J. Martin. W. H. Kelly, D.\nBell, J. Rogers, T. Hobkirk, P. St. Marie,\nJ. Westover, E. Reynolds.\nTHE \"NEIGHS\" HAVE IT\u2014Horse and buggy day\nin style when this \"steam horse\" was dreamed i\nrailway power.\nObject of the horse-like design was to keep peat\nbecome accustomed to horseless vehicles. Whether j\nlights out  of  them\u2014we haven't heard.\nMotive power, by the way, was generated in a ft\ninside the  horse and forward of the cab.\u2014(Schoent\nCanadian  Pacific Staff  Bulletin\u2014September,   1947\n CANADIAN   PACIFIC\nSTAFF    BULLETIN\nNo.  138 SEPTEMBER, 1947\nAddress  all  communications  to\nE. C. MacPherson, Editor, Staff Bulletin\nRoom 284,      Windsor Station,      Montreal\nIN THIS ISSUE\nPage\nCompany Buys Liner  4\nBack  to  School               5\nOur Women's World  8\nSports Review                             17\nBig Administrative  Changes  18\nCompany's Files Salvaged      24\nAnybody Seen Mrs. Upjohn?  26\nTraffic   Tips      28\nWorking for the Railroad   30\nCompany Vets Retire  32\nObituary 34\n\u2022 \u2022      \u2022\nOUR COVER\nWorking your\nway through college isn't such a\nbad life if you go\nabout it the right\nway, says pretty\nblonde Helen\nBrown who provided the inspira-\ntion for this\nmonth's Staff Bulletin cover.\nSecond year\ncoed at University\nof Western Ontario, Helen spent the summer piloting\nan elevator between the ninth floor and\nsub-basement of Banff Springs Hotel with\na daily schedule of some 200 round trips.\nAnd Helen has her earnings ear-marked\nfor   furthering   her   education.\nHelen had another motive for taking\nthe job. By operating the elevator she\nenjoyed a first-hand glimpse of the latest\nclothing styles featured by the hotel's\ncosmopolitan patrons. This was as good\nas a lecture room for the 21-year-old\nHamilton miss who aims to be a fashion\nexpert.\nAs the cover photo shows, all was not\nwork in Helen's summertime schedule.\nDuring her off-duty hours she swam,\nhiked, cycled and went to movies. She was\ntaking a breather on the springboard of\nthe hotel swimming pool when she caught\nthe cameraman's eye.\n\u2022 \u2022*     \u2022\nIMPORTANT!\nAll those mailing out Staff Bulletins to\nany destination are requested tor place the\nname and address of their office on the\nenvelope or wrapper so that in case of\nnon-delivery, the Bulletin may be returned direct to the point of mailing\nPublished Monthly by the Department of Public\nRelations   of   the   Canadian   Pacific   Railway   at\nMontreal.\nOur Role in Canada\nINTELLIGENT development of our country, based on long\nterm plans founded on vision and courage, will bring to\nrealization the great promise Canada holds for Canadians\nand mankind at large during the next half century.\nThe economic structure of our country will unquestionably\nreflect the successive stages of post-war expansion, particularly in the basic industries, and with particular reference\nto the progress presently being made and projected in what\ncan be described as the new north.\nIt is our duty as Canadians and particularly as members\nof the Canadian Pacific organization to see to it that our\nCompany is not only successfully geared to this expansion\nbut that it takes a progressively leading part in the developing transportation field essential to a healthful national\ngrowth.\nWe must give serious^thought and effort to the Company's\nposition in an expanding national economy. Expansion means\nmore industries, more land more intensively cultivated and\na healthfully increasing population. These are the factors\nupon which transportation is based and upon which our jobs\ndepend. They are the bases of the problems which we, as\nrailroad men, must meet in order that the Company will\ncontinue to play that full part in the destiny of Canada for\nwhich it was originally designed.\nMany so called \" new Canadians \" have played a glorious\npart in the inception and development of our organization.\nThe time has come when our urgent need, coinciding with\nthe needs of Canada, is for a sound flow of immigration\nfrom the same great peoples who made a worthwhile contribution in the early days of our history.\nIt has been said, and rightly so, that the prosperity and\nprogress of the Dominion of Canada and the Canadian\nPacific Railway are so interwoven that one instantly reflects\nthe weaknesses or strengths of the other. Our Company can,\nand indeed will, continue to deserve its proud tradition of\nservice to the Canadian people,\nChairman and President.\n COMPANY BUYS HUN LINER\nPresident Sees Greater Promise for Canada\nAfter Western Tour; Ship Will Carry 700\nCOUNTRY IN DESPERATE NEED\nOF SOUND IMMIGRATION FLOW\nPURCHASE by.the Company of the former German diesel electric liner\nHuascaran, 7,000 tons, was announced by W. M. Neal, C.B.E., chairman\nand president, upon his return from a month's inspection tour through Western\nCanada and the Northwest Territories with a party of his Company's directors.\nReconversion of the Huascaran, used during the war by the enemy as a\nsubmarine depot ship, and awarded to Canada under reparations settlements,\nis in progress at the Sorel shipyards of Marine Industries.\nTo Carry Immigrants\nShe will enter immigrant passenger\nservice on the Atlantic during the\ncoming winter. The ship will provide\nspace for approximately 700 persons\neach voyage, plus a considerable cargo\ncapacity.\nu The need for a sound immigration\nflow to Canada was never more apparent , Mr. Neal said. \" This country, from one end to the other, and\non the new frontier of the northwest,\nis in desperate need of the same kind\nof manpower which pressed its development in the early years of this century.\"\n\" Western Canada in particular has\nentered a new stage of postwar expansion which will unquestionably be\nreflected to a major degree throughout\nthe whole economic structure of the\nDominion\", he said. \" Not only is\nevery basic industry of the prairie\nand Pacific Coast regions making tremendous strides but a new phase in\nCanadian history is shaping up in the\ngreat northern areas. My personal\nbelief, after covering more than 8,000\nmiles of territory in the west, and\nafter talking with people in every\nwalk of life there, is that, given adequate manpower, the next fifty years\nholds even greater promise for Canada\nthan was realized in the past half\ncentury.\"\nOperation of the Huascaran, as the\nother ships which the Company now\nowns or may acquire, will be proceeded with in closest co-operation with\nthe Dominion Government as the nation's immigration policies develop,\nMr. Neal said.\nDirectors of the Company who accompanied Mr. Neal on his western\ntrip by airplane, train and steamship,\nwere L. J. Belnap, R. H. McMaster,\nHon. C. A. Dunning, P.C.; G. W\nSpinney, C.M.G.; G. Blair Gordon and\nHon. F. Philippe Brais, C.B.E., EX.,\nof Montreal and E. G. Baker, Toronto.\nOthers in the party were Henry G.\nBirks, Dr. G. R. Brow, and R. E.\nStavert, of Montreal, and H. E. Sellers, C.B.E. of Winnipeg.\nSaw Harvesting\nOn the outward part of their trip,\nthe party saw early harvesting operations in the main line areas of Manitoba and Saskatchewan, and along the\nMedicine Hat-Lethbridge section of\nSouthern Alberta before going through\nthe Kootenay region to the Pacific\nCoast. They were particularly impressed with the strides being made\nin the development of irrigated farm\nprojects in the South Alberta district, where the Company originally\n\" fathered \" this contribution to agricultural prosperity.\nCommenting upon this development,\nMr. Neal said: \" The farmer will\nnever be entirely independent of the\nweather, but large-scale irrigation\nprojects now under way will materially reduce the dangers of drought and\ncreate greater stability in crop production. Improved mechanical equipment and the scientific use of fertilizers are other factors which are proving\na great benefit in this respect on dry\nlands in the west. A modern farm\nwhich we visited near Saskatoon is\nthis year producing 18 bushels to the\nacre under adverse weather conditions.\nTen years ago, when the conditions\nwere identical, the same farm produced two bushels to the acre. That\nsort of thing is part of the new era\nso readily discernible in Western Canada today.\"\n\" The Yellowknife area is expanding tremendously,\" Mr. Neal said,\nu Existing mines are operating at high\ncapacity, new veins are being developed and a large new mill is now\nunder construction. The growing commercial value of this area to Canada\ncannot be over-emphasized.\"\nModern Air Strip\n-** There are three hundred children\nin Yellowknife now, whereas only a\nfew years ago it was thought to be a\ntough country for hard men and husky\ndogs. That's development\", he remarked.\nLong served by Canadian Pacific\nAir Lines with float planes, and later\non emergency landing strips, the little\nnorthern mining town now has a modern Government air strip, officially\nopened by Mr. Neal, when he and his\nparty visited this important outpost.\nSumming up, Mr. Neal repeated\nthat the west now holds more promises\nthan it ever did before. \" If its potentialities, in which all Canada shares,\nare to be completely realized, however,\nit must have more population of the\nsame sound order which it now possesses. We must open the doors wider,\nto let in more new Canadians, for it\nis only by sharing the opportunity\nthat we ourselves may reap the fullest\nbenefit\"\nCanadian  Pacific Staff  Bulletin\u2014September,   1947\n Them Were The Good Old Days!\nThese old time photographs of Canadian Pacific early\nsteam power were submitted by pensioned conductor J. A.\nRoy, Brownville Junction, Maine. Engine on the left is 360.\nEngineer Jack Kingade was at the throttle when the picture\nwas taken;  his conductor was Jack Gillen and two trainmen\nD. Gendreau and A. Roy. This engine used to burn up the\nrails between Megantic and Sherbrooke. Picture on the right\nis engine 589 which was assigned to way freight service\nbetween the same two points.\nROUNDHOUSE\u20141867   VARIETY\nRight is pictured the first roundhouse at Lyndonville, Vt., which was\nerected at the same time as the railway shops in 1867. The old photograph was submitted by R. K. Pierce,\nAsst. Signal Foreman, Lyndonville.\nMr. Pierce's grandfather helped build\nboth the roundhouse and the shops.\nIt is an interesting reminder of the\nold days\u2014particularly with the gradual passing of steam locomotive\npower. The roundhouse held twenty-\nfour engines and the turntable was\nlocated in the centre of the interior\nof the building. Unfortunately names\nof those appearing in the picture were\nnot supplied.\nftiw.\n;m  \u00a7:^ '^\nm \u25a0\n3|.e^ftsft;#*J\u00bb\nft te ^ v^\nW ': \" ' *\u2022>\nJ.  H.  Wilson, retired  machinist,  Montreal,  thought  \" some\nof the lads\" may like to see how the boys looked at the turn\nof the century.  The group comprises the hard-working  members of the Fort William machine shop \u2014 7905.\nSpanner \u2014 October,  1949\n33\n OBITUARY\nNAME OCCUPATION   and   LOCATION\nAtkinson,  John     carman,   Alyth \t\nAubut,   Charles  loco,  engineer,  Farnham  dvn\t\nBastable,  V. J  . time clerk,  Winnipeg\nBooth,   Geo.  L  c.c.   chief,   Toronto \t\nBourguignon,   Oscar   ... s.c.  conductor,  Montreal \t\nBoyer,  Adelard     freight burner, Angus Shops   \t\nBustin, Edgar G  B.C. steward, Toronto        \t\nCadieux, Joseph   sectionman,   Ste.  Jovite\nCalderhead, Arthur  J. . travelling passenger agent,  Calgary\nCharlton,   Geo.  E  operator  (communs.),  Toronto\nCouture,  Joseph  O  frt.  carpenter, Angus  Shops       \t\nCulkin, James H  operator   (communs.),   Calgary\nEliason, J. E  sec. f'man-s.p. f'man, Kootenay dvn.\nEmslie,   J.          sr.   clerk   (A.ofD.),  Winnipeg\nAge\n. 64\n.    55\n34\n. 63\n. 55\n. 53\n. 40\n. 60\n. 59\n. 56\n. 64\n. 54\n.    37\n36\nFegan,  R.  |P.              chief officer, CPSS, Liverpool    32\nFellowes,  Fred  G  leverman,   St.   Thomas 55\nFenwick, L.  S  electrician, Angus Shops      17\nFilion,  Dalpha  J  operator,   Hurdman                           55\nFord. R.      loco,  engineer,  Alberta  district           22\nFox,   E.  N.               loco, engineer, Farnham dvn  37\nFrappier,  Athanase   ... wood   machinist,   Angus   Shops       64\nGiles,   Bertie   W  watchman,   Glenwood               56\nGill, J. G  loco, engineer, Montreal 41\nGillies, A.  S.          stower, loc. frt., Vancouver 30\nGoodwin, Ernest     o.s. & d. clerk & asst. cash.. Moose Jaw 62\nGostick,  B  ashpitman,  MacTier,  Ont  30\nGoyer, Alderic     laborer,   Angus   Shops .57\nGreen,  W.      air brake tester, Winnipeg traffic yard 30\nGross,  G.  H.              conductor, Medicine Hat             40\nHaines, Everett C  carpenter,   Woodstock   dvn  49\nHampton, J.  machinist,   Weston   Shops          >  29\nHarding, W. M. G  coach & frt. painter, Vancouver    23\nHargrove, Vincent J. trainman,   Schreiber             .     42\nHarris. H. H  boilermaker, Angus jShops    31\nHay, A. A  agent,  Dryden,  Ont. 46\nHirtle, Gordon P  stationery   engineer,   Digby   Pines     52\nHrabi,   John     carman,   Winnipeg 60\nHume,   Chas.   G.\nloco, engin.  & fire.,  Saskatchewan dist.   55\nLemieux,   Odina       coach  carpenter,  Angus  Shops\ntrainman,   South   Edmonton\ntransferman,  Guelph  Junction,  Ont.\nloco,  engineer,  Vancouver   dvn.\ngarage    woodworker     (C.P.    Express),\nWinnipeg\nclerk   (purchasing),   Liverpool,   England   58\n62\n23\n69\n50\n57\nMcCardel, Robt. J. ..\nMcPhail,   W.   H\t\nNegrean, Robt.  F.   ...\nOlsen, D. H. A.  \t\nO'Neill. Wm. E\t\nParkinson, Sidney G.  .. conductor,  Revelstoke  dvn. 58\nPepin,  Alderic     crane  operator,   Angus   Shops       52\nPerry,   John   W  loco,  engineer, MacTier 62\nPhibbs,  John  F  boilermaker   helper,  Toronto     38\nPiotte,   Euclide      yardmaster,  Hochelaga        50\nPoitras,  Herve J  loco,   painter,   Angus   Shops     51\nRobichaud,  Charles     blacksmith,   Angus   Shops 64\nRolfe, H. P  assist,  foreman,  Winnipeg   Coach  Yards 40\nRoynon, W. F  chief clerk (frt. off.), North Bay    42\nRussell,  C. P  despatcher, Brandon          43\nRyckman, J. E       . loco,   engineer,   Kenora   29\nScott,  David     agent   (BCCS),   Seattle   Wharf        63\nSommerville, Thos. F. .. contract foreman, Angus Shops        58\nStrachan,   Maxwell     loco,   engineer,   Ontario   dist  63\nWellman,    C  warehouseman,    Winnipeg          64\nWilson, Lynn A  caretaker  agent,   Glenton     54\nNAME\nOCCUPATION   and   LOCATION\nPENSIONERS\nAge\ntrucker &  cooper (loco, frt.), Winnipeg    67\n 71\n...    63\nBender,  Edward  T.\nBertrand,   Ferdinand    .. car inspector, White River\nBronsdon, Thos. H  loco,   engineer,   Kootenay  dvn\t\nBryson,   David   N  chief  clerk   (hotel),  Winnipeg   \t\nCavaletto,   Fred  machinist  helper,   Kamloops\nChadburn, Geo. F.    boiler  shop  foreman,   Ogden   Shops\nChenard,   Alfred     section  foreman,  St.  Basile\nClark,  Charles  J  carman, MacTier\nCleary. Lawrence     loco,   foreman,   Outremont\nCollett, Wm. A  painter.   West   Toronto       \t\nConnolly, A. R  conductor,  Woodstock  dvn.\nCummings,   Oscar   C.   .. loco,   engineer,  Kettle  Valley  dvn.\nDewhurst,   J '.  vehicleman  (C.P. Express).  Calgary\nDoherty,  Herbert J.   ... chief  record   clerk   (stores),   Angus\nFord,   Reginald     loco,  engineer, Alberta dist\t\nGeary,   Otis         loco,   engineer,   Schreiber ...\nGiroux,  Herman     loco,  engineer,   Smiths  Falls     \t\nGougeon, Alfred     conductor,  North Bay\nHall,  Fred.  D  conductor,   Farnham   dvn.\n67\n66\n69\n66\n52\n70\n79\n62\n68\n71\n71\n51\n68\n87\n69\n73\nHeron, Thos  clerk  (aud.  of  disburse.),  Angus  Shops   76\nHoward,  Chas  yardmaster,   North   Bend\nHulmes,   Frank     wiper,   Kenora\nHumberger, Jacob W... agent,   Naicam\nJohnson,   Fred   C  chargeman,  Port  Alberni\nJohnson,   Jos.   E  conductor,   Kenora\nLabonville,   Leon     yardman,   Sherbrooke\nLovegroye,   A.V.   R.... commander   (CPSS),  E\/Asia\n69\n61\n58\n63\n88\n66\n72\nMason,   Geo.   H     checker & sub. foreman, West St. John 65\nMatheson,  John A    operator   (communs.),   Calgary .. 66\nMcAllister,   James       loco, engineer, Saskatchewan dist  61\nMcConnell,   John   W.   ..   ashpitman,   Woodstock      69\nMcKay, Alexander      carman,   Sutherland 67\nMcLeod,  John K.        section,   plow,   flanger   &   e.g.   foreman,\nBrownville  Jet. . 74\nshore   carpenter   (CPSS),   London,   Eng. 69\nsection, plow & e.g. foreman, Brownville 67\nMcuie,   Wm.   J.   M.   .\nMeulendyk,  John P.\nNadon,  Stanislas E.   ..\nO'Connor, Edward M.\nOliver.   Robt.   K.\nsectionman,   Ste.   Therese 69\nloco,   engineer,   Winnipeg     76\nloco,  foreman,   Kingston     83\nRabb,   Omer   C  conductor,    Smiths   Falls      62\nRickaby, Elwin P.     loco, engineer, Newport                 77\nRobbins, James T  boilermaker,   London,   Ontario           .... 65\nRoberts, Miss Alice M... machinist (CPSS), Liverpool stores    ... 72\nRoss,   John   C  loco,    engineer,    Schreiber 63\nScott,   Fred.   E  coach & frt. pipefitter, Winnipeg  Shops 65\nSharpe,   Fred.   C  assistant superintendent, North Bend 64\nSmith,  Angus  M  conductor,   Farnham   dvn. 75\nSmitherman,   John      yard   engineer,    Schreiber         61\nSoulard,  Louis     freight  carpenter,  Angus   Shops     63\nSpeer, Edwin A  inspector (telegrh.), Toronto        87\nStadler,   Josephus      coach   carpenter,   Angus   Shops           71\nStansberry, Wm. F  trainman, Edmonton dvn.       68\nStewart.   Allan   C  clerk  (treasury),  Montreal     65\nStuttle,   Walter  J  hostler,   Wynyard    .                       62\nSwadling,   Wm  stationary   fireman,   Kamloops  66\nTaylor,  Francis E  yardman,   Minnedosa                           63\nVallee,   Joseph   E  section   foreman   (QCR),   Ascot      71\nWatson,   Alexander     conductor,   Chapleau                           78\nWise,   Geo.   A  sectionman   (QCR),   North   Hatley .75\nVeteran Conductor Dies\nTwo Sons in Service\nA family trio of Company men was\nbroken recently by the death of retired Conductor Arthur Regelous in\nVancouver where he had lived since\nhis retirement in 1942. Two of Mr.\nRegelous' sons, Blakeley John and\nVictor, are trainmen out of Winnipeg.\nConductor Regelous had had 43 years\nof service with the Company while\nhis son, \" B.J. \" is entering upon his\n30th year in the service.\nHe leaves a widow, three sons and\na daughter. All three of his sons\nserved with the R.C.A.F. overseas.\nNot long before his death Mr. Regelous was the central figure in a\nfour-generation picture.\nThomas Currie Dies\nThomas Currie, 70, former elevator\noperator and building assistant, department of natural resources, Calgary, died recently after a lingering\nillness.\nMr. Currie came to the department\nin 1915 and had been retired with 24\nyears' service and lived with his\ndaughter, Mrs. Charles Young. He\nwas a native of Glasgow, Scotland.\nMrs. Currie predeceased him several\nyears ago.\nSolution to Puzzle\nPensioned Clerk Dies\nA. A. Joyce pensioned refund clerk\nin the office of the general passenger\nagent, Windsor Station, Montreal,\ndied on August 2. Joining the Company in 1903 in the same office, Mr.\nJoyce spent his full railroad career of\n44 years in the same office. He was\npensioned in 1947.\n34\nSpanner \u2014 October,   1949\n TRAVEL LIGHT OF HEART AND LUGGAGE\nThoughtful Preparation Is Secret of an Enjoyable Vacation\nTHESE travel suggestions are for those who have not yet planned their\ntwo weeks' summer vacation. You know how quickly that fortnight slips\nby. It behooves you to give it serious thought as to where you will spend the\nprecious time.\nFirst of all it is wise to set aside the amount you can spend, and then concentrate on the kind of holiday you like most. There are some girls, mostly\nthose who sit at a desk all day, who crave for the beauties of a lake at a\nsummer resort as far away as possible. The change of air, scenery, people,\namusements and sports are what they look for. Then there are those who plan\nto use the best part of the time on a long journey, perhaps right across\nCanada. Both types of vacation require different treatment.\nMake   Reservations  Eariy\nFor a summer resort holiday, get your\nreservations in and completed as early as\nyou can. With that off your mind, enjoy\nthe anticipation of the holiday by putting\nfun and common sense into getting ready\nand avoiding last minute shopping.\nLast summer's clothes and accessories\nshould be looked over. Spend a few evenings mending, laundering and renovating.\nSkirts are longer by a few inches this year,\nso add a lace hem to any short slips you\nmay have, lengthen the dresses and* perk\nup with different buttons or trimmings\nCrisp embroidered collars and cuffs can\nchange a dress in a few moments.\nSlacks, shorts, pullovers, play-clothes,\nswim suits, etc., should all be gone over\ncarefully. The tennis racket, golf clubs,\ncamera, flashlight and travelling iron (optional, of course) can be packed ahead of\ntime. Put films on your shopping list as\nwell as playing cards or any suitable game\nfor a rainy day.\nTake more of the clothes you will wear\nmost. For instance, if it is a summer resort\nwhere you are sharing a tiny bungalow or\ncabin, keep your luggage to a minimum,\nand choose more play clothes with slacks\nand pullovers and sun suits, rather than\nfussier or tailored fashions. A sweater or\nwarm short jacket and a woollen skirt will\nbe found useful, also a warm topcoat for\nchilly evenings.\nFor roughing it on a hiking trip, picking\nberries or fishing, both good for relaxation,\nPacking the leisurely way.\ntake those old slacks, a pullover, a jacket\nand stout oxfords with rubber soles and\nheels to prevent slipping in the boat or\non the rocks. Ordinary brown paper bags\nare excellent for packing such shoes. A\nvery large broadbrimmed sun hat with ribbons to tie and slip over your wrist will\nbe a cool asset on a hot day.\nTo look your party best when new-found\nfriends ask you to lunch or dinner as so\noften happens, you can choose between a\npretty two-piece print silk dress or a smart\nchambray. Another couple of dresses that\ncan be easily tubbed, the suit you are like-\n*##+#++#+#*#+++##+###+#####+*+*######+###+++*+###*###++###++######+##+####**\nRegular Fare\nHalf and Half Lemon Pudding\n(Serves 4)\nOne-half cup sugar, Vs cup flour,\nVs teaspoon salt, 1 tablespoon melted\nbutter, 3, tablespoons lemon juice,\ngrated peel of V2 lemon, % cup milk,\nscalded, 2 well-beaten egg yolks, 2\nstiffly-beaten egg whites.\nCombine sugar, flour, salt, and\nbutter; add lemon juice, and peel.\nGradually add milk to egg yolks.\nAdd lemon mixture. Fold in egg\nwhites. Pour into greased custard\ncups. Bake in pan\u20141-inch hot water\nsurrounding\u2014in slow oven (325 deg.\nF.) 45 minutes. When baked, each\ndessert will have custard on the bottom and sponge cake on top. This\nmay be baked in greased shallow\nbaking dish.\nAlways measure the butter or\nshortening after melting when the\nrecipe calls for melted shortening,\nnot before.\nWhen peeling tomatoes scrape the\nskin gently with the back of the\nknife, then peel in the usual way.\nThe skin will slip off easily.\n^\u00bb##############\u00bb##\u00bb################################\u00bb#############\u00bb\u00bb#######^\nly to be travelling in and a couple of pairs\nof white washable gloves will form the\nmain part of your wardrobe. Take along\nplenty of lingerie as it takes up so little\nspace.\nDon't forget to carry some coat and skirt\nhangers because these are not so plentiful\nnowadays. A good sized suitcase and a\nsmaller one should accommodate all you\nrequire except for any sports equipment.\nFor a long trip that includes interesting\nstopovers pack your bags with two or more\nsilk or rayon printed dresses, a few cotton\nsummer frocks, seersucker is good, a suit\nfor the train or boat and a good topcoat.\nA raincoat is necessary, and comfortable\nwalking shoes for sightseeing. Don't be\nafraid to take along dresses that you have\nworn previous seasons as they will be fresh\nand new in other places.\nTwo medium-sized suitcases, a hat box\nor overnight bag for toiletries will be easier\nto  travel with  than one large case.\nHere are some packing secrets. Use\nplenty of tissue paper and don't crowd the\nbag. Veteran feminine travellers say limit\nthe contents to wardrobe essentials. To\npack a dress, stretch it flat, face down, on\na bed or table. Pin in folds or pleats along\nthe hemline. Blanket the back from neckband to hem with tissue paper. Now, fold\nthe lower half of dress around a cardboard\nsuch as laundries use as a backbone for\nshirts. Fold upper half of dress at waistline, with sleeves slanted in, and double\nback over the cardboard. If you want to\nwear this dress on arrival pack it last.\nSpace-devouring shoes and handbags\nshould be packed first, at the bottom of\nthe bag. Before stowing them in, stuff with\noddments such as rolled-up belts, scarves,\ngloves, lingerie and hose.\nCosmetic bottles can leak and threaten\nclothes with ruin. To avert this hazard, try\nand carry lotions in a separate case. Coating the neck of the bottle with melted\nparaffin or binding with adhesive tape is\nanother  travel  tip.\nSave a spot when repacking to go home\nfor any souvenirs you might have picked\nup on your holiday.\nEXTRA! EXTRA!\nTHERE is to be a special corner in\nThe Staff Bulletin for girls and\nhoys up to 12 years of age. We\nwould like to get letters from young\npeople who live far from a railway\nstation hut whose daddies work for\nthe Company; from young folk who\ngo to school in big cities, and from\nthose who live in other countries\nbesides Canada. Write about anything you please.\nYour new friend,\n\"CAHPAC PAL\"\nCanadian   Pacific  Staff  Bulletin\u2014June,  1947\n19\n Personnel Highlights\nTHEIR IDEAS HAD MERIT\u2014An increasing number of improvements in\nour service can be traced back to our own employees for their origin.\nThanks to the Company's suggestion bureau more and more employees are\nhaving the satisfaction of seeing their ideas put into effect and reaping\nin addition, a generous cash prize for their efforts.\nThe employees shown above are among lucky winners whose ideas have\nRer\"r I?\"??' P'actlc\u00b0l' f\u2122fy <\"*\/ from left: J. A. Coleman, storekeeper,\nB.C.C.S.,  Victoria;  C.  J.  Daley,  agent,  S.D.&P.C,  Ottawa;  Charles  Demers,\nStatlnn T^T*a\"^U^rem\u00b0Jltf QH?'! ^\u00b0.x Weinsioclr, coach yard, Union\nStation, Toronto; W. Garrett, welder, Ogden Shops, Calgary; J. O. Burgess,\nclerk,  Union  Station,  Ottawa. vurye**,\nRetired Engineer Switches\nTo Miniature Locomotives\nMr. Huard and his son, Roger, at work on\na   model   engine   in   his   Montreal   home.\nE. Huard of Montreal, locomotive engineer on pension since November last, is a\nrailroad man in the true meaning of the\nword.\nHaving completed 49 years of service as\nfireman and engineer, he is still on the\nright of way and still busy with locomotives. As a hobby he builds, with his son\nRoger, miniature locomotives of the 5991\nclass and these toy locomotives can move\non the rails as well as the big ones. They\nare real steam and coal locomotives and\ncan pull 12 men.\nMr. Huard began his Company career at\nthe age of 16 as fireman in 1898 and at\n21 was named engineer. He piloted the\nsmallest locomotives of the Company, the\nNo. 1 class\u2014called Diamond Stack\u2014and\nthe big ones of the 2800 class. He finished\nhis railway career with five merit marks to\nhis credit.\nW. A. Akey Honored\nPresentation of a club bag and an address\nby a number of Company associates was\nmade recently to William Adam Akey, to\nmark his retirement as section foreman at\nArden, Ont., after 40 years of service. The\nsocial evening was held at Mr. Akey's\nhome and the address was read and presentation made by W. Praskey, local agent\nthere.\nElected Association; President\nErnest Corbett, superintendent of the\nlands branch of the Company's department of natural resources, Calgary, was\nelected president of the Calgary Canadian\nPacific Association at a luncheon meeting\nheld in the Palliser Hotel recently.\nOther officers elected were as follows: Honorary president, J. C. Jones, general superintendent, Alberta district; Thomas Hooks,\ndivision freight agent, vice-president; James\nSmart, secretary-treasurer and Thomas\nMillard,  assistant secretary-treasurer.\nThe following were elected to the executive for a two-year term: T. A. Donovan,\npurchasing agent, and J. A. S. McDonald,\nCompany solicitor. T. G. D'Arcy, claims\nagent, and George Drever, distrkt storekeeper, Ogden shops, will serve on the\nexecutive  for  another year.\nHonor Medicine Hat Pensioners\nCompany pensioners for 1946-47 at Medicine Hat were recently honored at a\nbanquet in the Moose Hall. Those honored\nwere: Engineers P. M. Simpson, F. Le-\nmieux, J. L. Middleton, P. S. Johnson, W.\nMcKenzie, S. R. Gustafson, A. H. Kyle;\ntrainmen, R. Baker, J. Kent, W. Smith,\nE. Wans, and conductors W. Goode and\nJ. Fitzgerald.\nAngus Foreman's Son\nIs Scholarship Winner\nIf 12-year-old Ross Newman's class room accomplishments can be regarded as a criterion of things\nto come, he should have\nlittle' difficulty in realizing\nhis ambition to become a\nbio-chemist.\nThe son of T.'M. Newman, assistant foreman in\nthe steel car shop at Angus\nShops, Montreal, young\nRoss recently added an- Ross Newman\nother laurel to his scholastic crown by winning a four-year scholarship at Lower Canada  College.\nThe scholarship, valued at $300 a year,\nwas awarded on the basis of Ross's excellent showing in general proficiency and\nlorm subjects. He enters the upper fourth\nform this Fall, and eventually plans to\nenter  university.\nThough chemistry is his principal hobby\n\u2014he has his own laboratory at home\u2014the\nMontreal-born lad lends his vocal talents\nto the choir of St. George's Church where\nhe has been a chorister for the past two\nyears.\n\u00abJ!?^ *hARJY \"UGED SUCCESS\u2014More than 350 attended the first post-war house party spon-\nn7%hJ,yathei ^odionPoa\/ic Luncheon Club at Toronto. Guests were welcomed to the roof garden\nfor the *?ening Y '   Thompson' \/ef*' c,ub P^sident.  J.  W.  Bell, right, waschllrman\nS\u00bbtt S\"eefS\/   M\/SS   D\u00b0WS   ^^   ^president's   office,  |\u00ab\n20\nCanadian  Pacific Staff Bulletin\u2014June,   1947\n Our 1947 Equipment Program\nBig Order Covers 3,384 Units;\nDiesel-electrics Get Road Test\nPictured above is a 7,500-horsepower diesel road engine of the\ntype tested recently under actual traffic conditions by the Canadian Pacific Railway.\nThe locomotive can be used singly or in connected units of two\nor   three,   developing   full   4,500-horsepower   in   the   latter   case.\nIINITIAL orders in the Company's 1947 equipment pro-\n\u25a0 gram have been announced by W. M. Neal, the Chairman and President, with 3,384 units involved and 2,500\nsteel-sheathed box cars for the grain-flour and paper\ntrades as the largest single order.\nAlso included in the equipment for which contracts\nare already signed are 325 overhead-tank refrigerator\ncars, 250 hopper cars, 120 automobile-carrying cars and\n50 cabooses, while contracts are in the process of being\nmade for 100 covered hopper cars and 26 mail-baggage-\nexpress cars.\nTied in with the program of freight improvement is\nan order for 13 diesel-electric switching locomotives to\nspeed up terminal freight handling. They will join 42\nalready in yards at Montreal, Toronto, Winnipeg and\nCalgary and some of the order will be assigned to Vancouver. American Locomotive at Schenectady NY\nwill build them. J'   . '   \"'\nIn announcing the diesel-electric order Mr. Neal said\nthe Company had been studying heavy freight and passenger runs with a view to adopting diesel-electric locomotives for road service. Tests under actual operating\nconditions are now being made on both eastern and\nwestern lines.\n\" Trie record of diesels in our yards and on American\nroads makes us doubt the economy of ordering more\nlarge steam locomotives,\" he said.\nEastern Car at New Glasgow, N.S., Canadian Car and\nFoundry at Montreal, National Steel Car at Hamilton\nand the Company's own Angus Shops in Montreal are\nthe plants which will turn out the equipment ordered.\nIn the case of the automobile-carrying cars the 1947\norder is in before completion of the 1946 order for 500\nsuch cars.\nThe 2,500 \" boxes \" in the present orders will join a\nthousand ordered in November of 1945 and on which\ndelivery was completed late last January. The 325\nrefrigerator cars for the \" freezer \" trade in fruit, vegetables, fish and meat follow 450 deliveries in 1946 the\nlast having been turned over to the Company in Decern-    l\nFuture of the steam-powered \" iron horse \"  in  Canada may  well\ndepend upon results of these tests.\nThe Canadian Pacific is already turning heavily to diesel\nlocomotives for yard use throughout the system. The 42 diesels\nalready in use, will be joined by  13 new units. \\   '\nCanadian  Pacific  Staff  Bulletin\u2014June,   1947\n <*\u25a0 Asbestos fibre is bagged for shipment from Thet-\nford Mines, Que., by blowing it through pipes to\nbagging machines. Scene at left shows bagging process underway.\ndates back to around 1874 when most\nauthorities say the''\"\" woolly rock\" was discovered in the serpentine hills of Coleraine\nand Thetford by a farmer named Fecteau,\nalthough some attribute the discovery to a\nRobert Ward.\nIn 1876 actual mining operations were\nstarted by Andrew S. Johnson, and the\noldest producer in the Thetford area is\nstill the Johnson's Company. The mine\nhas been in continuous operation since\nthat time and still is owned by members\nof the Johnson family.\nAlmost at the same time the properties\nknown as the Bell Mine and the King\nMine were opened. Both of these mines\nare still in operation, the Bell Mine undei\nthe same name, and the King Mine as\npart of Asbestos Corporation Limited. The\nCorporation also operates the Beaver, British Canadian and Vimy Mines at Thetford and nearby Coleraine as the area's\nlargest producer.\nAt East Broughton, Quebec Asbestos\nCorporation has a large mine which feeds\na processing plant at Lennoxville, Que.\nOnly recently a new operation on the Quebec Central has been started by Flintkote\nMines Limited, at Thetford.\nIn growing with the industry it serves,\nthe Quebec Central took to the highway\nin 1931 and now offers passenger service\nin 11 buses, with two more on order for\n1947, through its subsidiary Quebec Central Transportation Company in addition\nto regular passenger and freight service by\nrail over its 360 miles of line. These lines\nextend from Lac Frontiere on the east,\nto Quebec City on the north, and Newport, Vt., on the south.\nApropos of the asbestos industry and\nthe railway growing up together this relationship Was a source of many amusing\nanecdotes, which are part of the community's story of early days.\nOld-timers recall that when the growing\nvillage of Black Lake wanted a new station, shortly after the railway had been\nbuilt, petitions were sent out to the railway which were not met with the prompt\nresults hoped for by the villagers. The\nvillagers took matters into their own\nhands, attempting arson first, but due to\nthe orevailing style of architecture in\nbuildings of that period\u2014the station was\nsupported  by  four  posts\u2014the   fire   simply\nHeavy trucks with caterpillar type\ndrives transport asbestos ore from\nopen pits to mills. Here a diesel shovel\nloads   one   of   the   trucks.\nburned its way through the floor.\nThe next attempt had more effective\nresults. While the night freight train was\nstopped at the station, the villagers tied\na cable around the building and attached\nit to the last car. When the train pulled\nout, the station went with it. Black Lake\ngot its new station.\nIn the mining of asbestos ore, all producers in the Thetford area have used or\nare using the open pit to recover ore but\ndepth of these operations are now forcing\nthem to go underground. Below-surface\noperations are down to 900 feet in some\nmines and new exploration in the ore\nbody shows ample reserves for years to\ncome.\nThe   world's   richest   asbestos   deposits   line    the    Quebec    Central\nright-of-way   for   26    miles    from\nColeraine to East Broughton.\n####################################4\nMechanization of mining and milling\nasbestos is a science which has been\ndeveloped at Thetford. The first derricks\nto hoist ore were hand-operated winches,\nand later horses were used for power. The\nfirst steam head plant was installed in\n1887 by Anglo-Canadian Asbestos Company at Black Lake, five miles from Thetford, a pioneer application of power for\nmining purposes.\nIn the early days asbestos was supplied\nto the market entirely in crude form and\nthe only portion of the asbestos content\nof an ore body that was recovered consisted of the larger veins which could be\nconveniently picked as lumps and roughly\ndressed by hand methods. Though this\nprocedure, known as \" hand cobbing\" is\nstill used to recover the longest and highest grade fibres, machinery now separates\nthe largest percentage of asbestos.\nThe first attempt to separate fibre from\nrock by mechanical means was made by\nthe Scottish Canadian Mine at Black Lake\njn 1888. The year 1890 saw the first ore\npulverizers used and one year later machinery was installed at two of the mines\nto recover fibre from rock piles which\nhitherto had been worthless.\nAs the demand for asbestos fibre increased, milling practice improved and expanded until at present there are many\nmills of daily capacities from 1,000 to 2,000\ntons. The earlier mills affected separation\nby blowing the crushed rock or ground ore\ninto long chambers, the heavier rock particles falling first and the more highly\nfluffed fibres being carried to the farther\nend.\nLater practice developed the use of suction hoods, working on the principle of a\nvacuum cleaner, placed at the end of shaking screens. A series of screenings eliminates all sand, scales of rock and other impurities from the fibre before it is graded\nand bagged for shipment.\nEmploying about 3,200 people, asbestos\nmining plays a dominant part in the\neconomic life of the Thetford area. Apart\nfrom the market value of the product, the\nindustry pays out about $1,300,000 for fuel\nand power, coal consumed is more than\n60,000 tons, and the cost of supplies purchased for the mines is in the neighborhood of $3,000,000 each year.\nThis area has contributed in other ways\nto the progress of mining in Canada. At\nBlack Lake, in 1891, an organization known\nas the \" Asbestos Club\" was formed by\nleading members of the growing mining\ncommunity. From this group evolved the\nGeneral Mining Association of Quebec,\nwhich formed the nucleus of the Federated Canadian Mining Institute. This in\nturn became in 1898 the Canadian Mining\nInstitute, now known as the Canadian Institute of Mining and Metallurgy.\nThe story of asbestos mining in Quebec\noffers another striking example of the contribution made by the railway to the expansion of Canadian industry.\nCanadian   Pacific  Staff  Bulletin\u2014June,   1947\n New Automatic Block Signals\nSpeed Up Train Operations\nBringing to 2,487 miles the length of C.P.R. track\nequipped with the latest automatic block signals, the\nimportant 115-mile stretch from Smiths Falls, Ont., to\nChalk River, by way of Carleton Place is now in operation on automatic block, it has been announced by\nWilliam Manson, the System Vice-President.\nTranscontinental passenger trains and heavily-laden\nfreights can now be handled with increased speed and\nsafety over the line on which signalling has just been\ncompleted and on which 30 to 32 trains operate daily.\n\" Not only does this equipment rule out accidents as\nfar as is humanly possible, but surveys made during\npeak traffic periods have shown that automatic signals\nincrease by about 20 percent the number of trains which\ncan be handled without delays on single track,\" Mr.\nManson said.\nOf the newly protected stretch the 98 miles from\nCarleton Place to Chalk River is on the main line from\nMontreal to Western Canada, and connection with the\nMontreal-Toronto line is made over the 17-mile stretch\nfrom Carleton Place to Smiths Falls.\nThe new signals are electrically operated from the rails\nand the wheels of passing trains, and a train can never\nfollow closer than one automatic block from the train\nahead. Distances between the blocks vary, depending\non the grades and curves of the line.\nSmiths Falls, the eastern terminus of the subdivision,\nis one of the most important yards in the Dominion and\nthe funnel through which all freight from the West and\nfrom Toronto passes en route to Montreal. Now that\nthe installation on the line leading to Western Canada\nhas been completed, the three principal rail lines radiating from Smiths Falls have full automatic signal protection, the 129 miles from Montreal and the 209 miles\nA new Canadian Pacific automobile car designed for speedier handling\nof new models now rolling off assembly lines is inspected by W. M. Neal,\nthe Chairman and President. He is accompanied by W. F. Tally, general\nsuperintendent of the Quebec district, centre, and W. F. Koehn, superintendent, Montreal  Terminals.\nfrom Toronto having been so equipped some time ago.\nTravellers on passenger trains wjII notice the improvement, Mr. Manson said, \" for automatic signals result in\nsmoother train operation as with the ample warning given\nfewer starts and stops are necessary.\"\nAt Carleton Place, one of the subdivision's main junctions, the switches are thrown by electric controls from\nthe operator's desk in the station, instead of being manually operated by train crews.\nThe Company's dynamometer car was coupled directly: behind Diesel\nLocomotive No. 7507 while the latter was being tested. Shown at left in\ndynamometer   car   are   J.   Hewitson,   assistant   dynamometer   engineer,   and\n(seated)   W.   B.  Patterson,  dynamometer  operator.\nScene   at   right   shows   Engineer   Napoleon   Ray   of   Farnham   at   diesel's\nthrottle.\nCanadian   Pacific  Staff  Bulletin\u2014June,   1947\n \"Going Up?\"\nMiss Mildred Trudeau\nWlJedy, Between State yd\nTHE elevator operators of the Royal York Hotel in Toronto are the subject\n\u25a0   of much favorable comment from hotel guests. Smart in appearance and\npleasant in manner the girls do a grand job of public relations for the hotel\nand the Company as well as the mechanical work of operating the hotel's\nelevators.\nThere are 24 operators and two starters working in two shifts\u2014from 7.30\na.m. to 3.00 p.m. and from 3.00 p.m. to 11.30 p.m. During the night male\noperators take over.\nControlling the 10 elevators over the 23 floor levels of the hotel is the work\nof the starter who sits at the control panel desk on the main floor. The position of each elevator and every request are recorded on the panel by lighted\nnumbers. The starter has the task of controlling the stops of each elevator so\nthat there is no duplication and consequent delay in service to guests.\nGirls replaced men in elevator service in the hotel in 1942 because of\nthe war-time shortage of male help. They performed their duties so well that\nthey are there to stay.\nHerbert Spencer, the superintendent of service, who is in charge of all\nuniformed service staff, admits that he was doubtful of women elevator operators when he first returned from war service with the R.C.N.V.R. Today he\nis enthusiastic about them. Absenteeism is at a minimum and compliments\nfrom hotel guests are many.\nEach operator has the opportunity of promotion into office staffs and new\ncandidates are selected with this in mind. In April three operators were\nposted to office work. Some of the girls are learning secretarial work in their\nspare time towards this end. There are others who prefer to stay in elevator\nservice.\nApart from efficient elevator operation the girls are selected for their\nappearance and personality. Guests descending for breakfast notice the personality as they are greeted with a pleasant \" good morning, Sir,\" or in the\nevening with the appropriate u good night, Sir.\"\nThe accompanying photos show the staff on duty.\nAll uniformed staff are inspected before going on duty. The inspection is more of a\nformality and an  opportunity  to  pass  on  any  instructions  necessary  for  the  day.\nThe evening shift shown here are, from left: Misses Evelyn Silver, Mary McKibbon, Mary\nKoltok, Anita Karr, Mrs. Hazel Gerow, Misses Loretta Walmsley, Alice Borisenko, Grace\ny Broderick  and  Marjorie  Wilson.\nComely    trio:    Miss    Agnes    Liga,    Mrs,\nMary  Palladina,  Miss   Eileen  Crofton.\nHerbert  Spencer,  supt.  of services.\nCanadian  Pacific Staff  Bulletin\u2014June,  1947\n White  Empresses Again\nCanadian Pacific Steamships' ocean\nliners, drab gray during war years as they\nploughed through enemy-infested waters,\nwill become \" White Empresses \" again before they resume their peacetime voyaging, according to Capt. R. W. McMurray,\nmanaging  director  of   C.P.S.S.\nThe former Duchess of Richmond, to\nbe renamed the Empress of Canada upon\ncompletion of her remodelling, will be the\nfirst to don the peacetime colors. This\npassenger liner which served the Allies as\na trooper during the war, is presently\nbeing reconverted in Scottish yards.\nThe former color scheme consisted of\nwhite hull and superstructure with a blue\nribbon at the sheer strake and green at\nbottom.\n gram, superintendent of\nCanadian Pacific communications at Toronto,\nj retired under the Company's pension rules on\nSeptember 1.\nHe is succeeded in Toronto by L. A. Raymond,\nwho has been superintendent of communications at Vancouver.\nN. S. Ingram\nMr. Ingram, who is particularly well-\nknown to newspapermen because of the\nnature of his work, started his career in\n1905 as a telegraph operator at Winnipeg.\nHe was made wire chief there in 1911 and\nin 1915 transferred to Toronto as inspector.\nHp   wpnt,   ha.p.k   t.n   Winm'np<r   n,g   minprin-\n A Message from the Chairman and President\nWl\nTE come to the end of the year in which the United Nations won by\nfar the greatest military victories recorded in human history, and in\nwhich the victors turned from war to attempts to establish a lasting peace.\nTo those whose loved ones fell in the conflict, there is the comfort that\nthey died gloriously in a noble cause. To those who will bear forever the\nscars of battle, there is the reward of a gratitude which should never be\nallowed to fade.\nProvidence has ordained that the great majority of our youth have been\npermitted to return to the land for whose safety and liberty they risked\ntheir lives. It is our primary national duty so to organize the nation for\npeace that, as time goes on, it will become evident that Canada knows\nhow to use the safety and the liberty which they have won.\nThose who toiled on the home front worked without stint and with\nwhole-hearted enthusiasm to make and to transport the implements of\nwar. To them go our thanks for their powerful contribution to the war effort.\nAs we turn from war to peace, many signs show us that, in the wake of\na hard-won victory, there is not yet that spirit of brotherhood between men\nout of which a lasting peace between nations can be built. There is every\nreason to hope that this feeling of brotherhood will grow, however patient\nwe must be at the moment.\nIn our own land, preserved from the actual ravages of war, we have a\ngreat duty. We are called to make a real effort to establish our society\nmore soundly than ever; to aid less fortunate peoples, and to use the great\nopportunities which Providence has given us to make this a land of peace\n      and happiness.\nThe world has been wearied by six years of total war. We shall need\npatience and goodwill, courage and endurance to set it right again. There can be no enemies so dangerous for years to\ncome as those who would sow discord in our midst, or who would set man against man, class against class, to satisfy\ntheir own ambition or advantage.\nRather, there must be a new spirit of service, a new desire on the part of all to consider more how best we can serve\nthe common good, and less of a desire to find how each can use the common effort for his own advantage.\nWe must have political, social and industrial peace. There must be faith that those on whom the responsibilities of\npublic office fall accept the power which this brings them as an opportunity to establish justice and fair dealing.\nThere must be the willingness of those who can do so to put their resources to work, in order to provide employment\nand to supply the nation with goods and services. There should be, with that, confidence on their part that the\nmaking of fair profit, for services rendered to the community, will not be the target of abuse and misrepresentation.\nThere must be, for the workers, a genuine insurance that the industrious citizen will not want for employment, nor\nbe paid less than that which will provide him with a standard of living which is a just reward for his contributions\nto society.\nThere must be, of course, a certainty that the changing conditions of business will not mean that great numbers of\nmen will find themselves reduced to poverty for the lack of opportunities to earn, or that those who cannot earn will\nbe unaided.\nThese are not easy objectives to win. They cannot be won unless we guard carefully all the rights of the individual.\nThey can only be won in a nation which preserves its liberty. They are not the products of a totalitarian system of\nsociety.\nI wish to pay a tribute to the loyalty, efficiency and unselfish devotion of all Officers and Employees in the successful\nstruggle for Victory, and to offer you my thanks and the thanks of the Directors and Shareholders.\nYou and your families have my warmest wishes for health and happiness throughout the coming year.\nD, C.COLEMAN J.L.D., D.C.L.\n$: Z,\u00a3 sL\n1\/\nChairman and President.\nCanadian Pacific Staff Bulletin\u2014January,  1946\n H. J.  HUMPHREY\nW. MANSON\nE.  D.  COTTERELL\nN. R. CRUMP\nCOMPANY ANNOUNCES NEW APPOINTMENTS\nH. J. Humphrey Retires; W- Manson Made Vice-President of Personnel;\nE. D. Cotterell and N. R. Crump Are Advanced on Eastern Lines\nGEORGE H. BAILLIE IS APPOINTED GENERAL MANAGER OF WESTERN LINES\nC. A. COTTERELL RETIRES; SUCCEEDED BY WATSON S. HALL AT VANCOUVER\nIMPORTANT personnel changes, in\nwhich several company officials\nwere moved to higher posts and\nwhich brought retirement to two\nother high-ranking officers, have been\nannounced by D. C. Coleman, the\nChairman and President.\nHeading the list of changes, which became effective on January 1, were the\nretirement of H. J. Humphrey, Vice-President, Special Duties, and the appointment\nof W. Manson, formerly General Manager\nof Western Lines, to the new post of Vice-\nPresident of Personnel with headquarters\nat  Montreal.\nE. D. Cotterell, formerly Vice-President\nand General Manager, Eastern Lines, has\nbeen given added executive duties, for\nwhich he has relinquished the position of\ngeneral manager. As his successor to the\npost of general manager, Eastern Lines, Mr.\nCotterell has named N. R. Crump, formerly Assistant General Manager, Eastern\nLines. Both will continue to make their\nheadquarters at Toronto.\nThe appointment of G. H. Baillie, formerly General Superintendent of the British\nColumbia District, to the post of General\nManager of Western Lines at Winnipeg was\nannounced by W. A. Mather, Vice-President\nof Western Lines, who also announced the\nretirement of C. A. Cotterell, Assistant\nGeneral Manager, Vancouver. Mr. Cotterell\nis succeeded as assistant general manager,\nVancouver, by W. S. Hall, formerly General Superintendent of the Alberta District.\nJ. C. Jones, formerly Superintendent at\nMoose Jaw, has been promoted to General\nSuperintendent of the Alberta District, in\nsuccession to Mr. Hall.\nOthers affected by the announcement are\nTrevor Wood, Assistant Superintendent,\nMoose Jaw, promoted to Superintendent of\nthe Moose Jaw division; A. J. Cowie,\nAssistant Superintendent, Lethbridge, Alta.,\npromoted to Assistant to the Asst. General\nManager, Vancouver; L. R. Smith, Travelling Car Service Agent, promoted to\nAssistant Superintendent, Lethbridge, and\nW. J. Price, Assistant Superintendent,\nKenora, appointed Assistant Superintendent\nat Moose Jaw.\nH. J. Humphrey With\nCompany Since 7902\nA vice-president of the company for the\npast 11 years, and a leader in Canadian\nsocial service Mr. Humphrey had served\nthe   company  since   1902.\nWhen announcing Mr. Humphrey's retirement Mr. Coleman paid high tribute\nto his spirit, and personality, emphasizing\nthat Mr. Humphrey's relations with the\npublic and with his associates in the service\n\"have always been on a particularly agreeable and .satisfactory plane.\"\nIn service, apart from the railroad, the\nretiring officer now is in his second term\nas president of the National Council of\nthe Y.M.C.A. and his help to First Aid and\nhome nursing has been recognized by the\naward of Officer (Brother) in the Order\nof Saint John of Jerusalem.\nA native of the Maritime Provinces, born\nin Berry Mills, N.B., Mr. Humphrey has\nrailroaded as far west as the foothills of\nAlberta.\nHe started as a telegraph operator at\nCalgary in 1902 and remained in the West\nfor 12 years rising through promotions at\nMedicine Hat, Moose Jaw and Winnipeg\nuntil transferred to Montreal in 1915 as\nacting superintendent of car service.\nA year later he became a division superintendent at Farnham, P.Q., and between\nthen and 1922 filled the same post on the\nBrownville, Laurentian and Trenton divisions. Assistant general superintendent of\nthe Ontario District at Toronto in 1922\nhe was promoted \" general\" of the Algoma\nDistrict at North Bay two years later.\nTransferred to Windsor Station headquarters in 1927 he was assistant to the\nvice-president when Grant Hall held that\npost and in 1933 became general manager\nof Eastern Lines. In 1934 he became vice-\npresident and general manager of Eastern\nLines and last year was named vice-president, special duties.\nW. Manson 36 Years\nOn Western Lines\nMr. Manson comes to his new post in\ncharge of personnel with a background of\n36 years of company service, during which\nhe has won the name of \"a railroader's\nrailroader.\" His experience until now has\nbeen all in Western Canada, which he\nknows as few men do, but, during the past\n18 months he has made two searching tours\nof Eastern Lines right through to the Atlantic seaboard to become familiar with\nthat part of the system.\nHis first job was at Winnipeg as a clerk\nin the car service department. In his rise\nup the ladder one of the jobs that contributed to his shrewd understanding of the\nCanadian Pacific Staff Bulletin\u2014January,  1946\n C. A.  COTTERELL\nG. H. BAILLIE\nW. S. HALL\nJ. C. JONES\nother fellow's problems was as supervisor\nof perishable traffic in the West.\nHe was a superintendent for the first\ntime at Nelson, B.C., in 1931, holding the\nsame post at Calgary and Regina. Three\nyears ago he became superintendent of\ntransportation for Western Lines and discharged the exacting duties there so well\nthat he was moved to the important British\nColumbia District as general superintendent early in 1943.\nA year of mountain railroading fitted him\nfor the general manager's post which he\ntook in the late spring of 1944 at a time\nwhen his fund of railroad knowledge played\na big part in keeping the war goods rolling.\nE. D. Cotterell and\nN. R. Crump Promoted\nMr. Cotterell a railroader since 1897 and\nMr. Crump, who attained his present high\npost before reaching his 42nd birthday, are\nalike in their application of \" know-how \"\nto the  problems  of transportation.\nBoth officers have worked their way up,\nMr. Cotterell starting as a telegraph messenger in 1897 while Mr. Crump's first\njob was as a laborer at Revelstoke, B.C.,\nin 1920.\nRunning messages was not a job that\nsatisfied young \" Eddie \" Cotterell for any\nlength of time. He learned telegraphy and\nwent west the next year as an operator.\nThen for 15 years he was with the New\nYork Central Railway rising to the important position of chief train dispatcher of\nthe Hudson division in control of the many\ntrains moving over that busy road to\nGotham.\nBack with the Canadian Pacific at Winnipeg in 1913, by 1928 he was general superintendent of the Manitoba District after\nserving as superintendent of car service and\nsuperintendent of transportation. Four years\nas \" general\" at Winnipeg, followed by a\nyear as general superintendent of the Saskatchewan District at Moose Jaw and nine\nyears in charge of the Alberta Disctrict at\nCalgary brought hb service record to 1942\nwhen he first came east as general manager\nof Eastern Lines.\nNor did Mr. Crump stay long a laborer\nafter his first start with the Canadian\nPacific as a youth of 16. Becoming a machinist apprentice at Winnipeg he completed his high school education with night\nstudy and then put himself through Purdue\nUniversity, the railroad school, emerging\nwith B.Sc. and  M.E. degrees.\nGraduating in 1929, after having kept his\nhand in at railroading with construction\nwork in the summer holidays, he went to\nwork as a machinist at Weston Shops.\nIn the West he had risen through foreman, night foreman, division master mechanic, chief mechanical draughtsman and\nassistant superintendent of motive power\nby 1942 when he went east to be success-\nsively assistant to the vice-president,\ngeneral superintendent of the Ontario District at Toronto and assistant general\nmanager of Eastern Lines.\nG. H. Baillie Served\nFor 28 Years in West\nIn his middle forties, Mr. Baillie is one\nof the youngest men to hold the position\nof general manager of Western Lines in\nthe company's history.\nStarting as clerk in the office of the late\nGrant Hall in 1918, Mr. Baillie rose steadily through various office posts and in 1928\nwent west to Winnipeg as chief clerk in\nthe office of the Vice-President and General\nManager of Western Lines.\nTwo years later he was made assistant\nto the general superintendent at Vancouver\nwhere he gained valuable experience of a\ngeneral executive character. He subsequently served as assistant superintendent at\nWynyard, Sask., and Lethbridge, Alta., until\nJuly, 1937, when he was promoted to superintendent at Vancouver.\nIn October, 1941, he went to Revelstoke,\nB.C., as superintendent, and in November\nof the following year was appointed general superintendent of the Alberta District\nat Calgary. He held that position until\nMay 1, 1944, when he was transferred to\nVancouver as general superintendent of the\nBritish Columbia District.\nC. A.  Cotterell Had\nLong Career in B.C.\nOne of Western Canada's outstanding\nrailwaymen, Mr. C. A. Cotterell, commenced his company career as a young\nman, and has been closely identified with\nrailroading life in British Columbia since\n1898.\nBorn in England, the son of an engineer,\nhis first job with the company was as a\ntelegraph operator at St. Constant, P.Q.,\ntransferring from there to the Crowsnest\nPass District of British Columbia when\nthe line there was still under construction.\nFrom operator he moved up to despatch-\ner and chief despatcher, and from trainmaster to divisional superintendent. As\nsuperintendent he served every division in\nBritish Columbia and also served on the\nLethbridge and Medicine Hat divisions in\nAlberta. He was appointed assistant general superintendent at Vancouver in 1918,\nand in 1926 general superintendent.\nHe has held the position of assistant\ngeneral manager at Vancouver since  1934.\nFew railroaders know the mountain territory of British Columbia more intimately\nthan Mr. Cotterell who was \"on the road\"\nduring a great part of his long railroading\ncareer. Highly popular with railroad men,\nhe made a point of personally contacting\nrailroaders in his territory, from the minor\nemployee up.\nW. S. Hall Appointed\nA.G.M. at Vancouver\nAn officer who has served the company's\nlines west of the Great Lakes continuously\nfor the past 42 years, Mr. Hall was born\nin Montreal, and joined the company in\n1903 as a clerk in the office of the general\nsuperintendent at Calgary.\nIn 1906 he became secretary to the general superintendent, Winnipeg, and gained\nfurther experience in the general manager's\noffice at Winnipeg, and the superintendent's\noffice at Cranbrook, B.C. He won further\npromotion as trainmaster at Macleod, Alta.,\nCranbrook and Red Deer, Alta., until his\npromotion to superintendent at Cranbrook\nin 1920.\n(Continued  on  page  28)\nCanadian Pacific Staff Bulletin\u2014January,   1946\n NEW SIGNAL SYSTEM\nFOR WINDSOR \"SUB\"\nElectric Automatic Block Signals Assure Safer and\nSpeedier Operation of Trains; Affect 108 Miles of\nTrack between London and Walkerville Junction\nTHE Windsor subdivision of the\nCanadian Pacific Railway, important gateway to Detroit and the\nmid-western States, is now guarded\nby the latest electric automatic block\nsignal system of its type to be installed on Company lines.\nThe new installation is in operation on\nthe 108 miles of single track between London and Walkerville Junction and governs\nthe movement of approximately 20 passenger and freight trains each day over\nthis important subdivision.\nThe first automatic block signal system\nof this type was placed in operation on\nthe Schreiber Division between Chapleau\nand Schreiber early in 1944.\nCompleted at a cost of $480,000, the\nnew signal system insures, as far as is\nhumanly possible, absolute safety in the\noperation of trains and brings to a total\nof 1,475 the track mileage guarded by\nblock signals on the Company's Eastern\nLines.\n\" It would be difficult to over-estimate\nthe importance of this installation\", said\nE.   S.   Taylor,   Signal   Engineer,   Eastern\nLines, while pointing out that this electric\nautomatic block signal system calls for\n\" stop \" signals for opposing trains between\npassing tracks, known as \" absolute\"\nsignals, and \" stop, then proceed \" signals\nfor following trains, known as \" permissive \" signals.\nNo Safety Sacrified\nThis type of signalling permits the closer\nspacing of trains following in the same\ndirection and does not sacrifice any of the\nsafety of the absolute block system for\nopposing trains between passing tracks.\nThe signals, automatically operated from\nthe wheels and rails, display three colours,\nRed \u2014 \" stop \", Yellow \u2014 \" stop at next\nsignal \" and Green \u2014 \" proceed \".\nThe main difference between this installation and others on the system is that the\nnew signals facilitate the meeting of trains\nthrough different arrangement at the ends\nof passing tracks.\nAn important feature is the protection\ngiven the Company's main line over six\ncrossings with foreign roads within the\nsubdivision.\nThe project took eight months to complete with work commencing on March 1\nFeature of the new system are the telephones situated at each \" absolute \" block. A\ntrain crew member is seen here contacting the despatcher to report absolute block. Train\ncannot continue until reason for absolute block is ascertained.\nAbsolute   signal   at   the   east   switch   of\nKomoka, Ont.\nof 1944 and calling for the installation\nof 148 high signals and 40 dwarfs, the latter\ngoverning the movement of a train from a\npassing track.\nAn interesting sidelight to the installation of the signals was the blitzkrieg technique employed, as pointed out by R. I.\nBecksted, Signal Supervisor of the Ontario\nDistrict under whose supervision the work\nwas carried out.\n\" We borrowed a page from the book\nof war \", he said, \" and by-passed the more\ndifficult installations. There is a complicated set-up at Chatham, so rather than\nhold up the work down the line we passed\nand continued on the stretch from Chatham to Walkerville Junction leaving the\nhard spot at Chatham to be completed\nlater \".\nA block signal system was already in\noperation from London to Lobo, a distance\nof six miles. In order to incorporate this\nstretch of right-of-way into the new set-up,\nfive additional signals were installed and\n14 existing signals relocated.\nThe signal mechanisms were purchased\nfrom manufacturers, but the base castings,\nladders and ladder platforms were made\nat Angus Shops in Montreal and assembled\nat London. The concrete foundations were\nall poured from a work train by means of\na power driven concrete mixer mounted\non a flat car with an engine tender to\nfurnish the water.\nThroughout the installation alternating\ncurrent is used for trickle charging storage\nbatteries, by means of rectifiers, from which\nbatteries the signals are operated. In the\nevent of failure of the power, these batteries will operate the signals from two to\nthree days.\nCommercial current is obtained from 14\nstations in the subdivision and is stepped\nCanadian Pacific Staff Bulletin\u2014January, 1946\n A holiday glimpse of hotel entrance  >\nChristmas Likes the Chateau\nThe Christmas spirit does not visit\nthe Chateau of its own accord.\nBehind it lies the concentrated\neffort   of   hundreds   of   employees.\nDREAMING of a white Christmas\nin old Quebec may have been a\npopular pastime for tourists in December but for the staff of the Chateau Frontenac there was little time\nfor dreaming\u2014at least not during the\ndaylight hours.\nChristmas came early to the Chateau\nthis year\u2014as early as the first week in December when Chef Louis Baltera started\nthinking about the 1,000 lbs. of plum pudding his guests would consume when the\ncalendar read  \" December 25.\"\nNor did the Chateau's traditional Christmas spirit just happen along of its own\naccord. It was fostered through the con*\ncentrated effort of hundreds of hotel employees who have learned what it takes\nto provide guests with the kind of Christmas they can write home about.\nThis year was no exception. A visit be*\nhind the scenes showed every department\npreparing in some way or another for the\nseason of holly, mistletoe and good cheer\n\u2014well in advance of the festivities.\nThere had to be Christmas fare for the\ntables, appropriate decorations on the\nhotel premises, mediaeval costumes for the\nfamed procession of the boar's head and\nbaron of beef, and preparations made for\nthose who like a sprinkling of winter sport\nwith  their holiday fare.\nThese in addition to the Chateau's traditional courtesy and hospitality are among\nMM\nPr': lift P ;  ;:   .:\u25a0 : ,\u25a0 lilftftP\nINNER MAN'S PAL\u2014Man of the hour when\nChristmas comes is Chef Louis Baltera whose\nculinary triumphs are known to thousands of\nguests  from  many parts of the globe.\nDuring the festive season Chef Baltera excels\nhimself in the preparation of turkey, plum pudding, Christmas cakes and other seasonal goodies.\nHere he is seen constructing architectural\nmasterpieces of cake and candy. Sugar shortages\ncurtailed such  fantasies  this  season.\nthe principal features which have previously spelled a merry Christmas for so\nmany guests and in which Manager George\nJessop and his staff excelled themselves\nduring the  Christmas just past.\nChef Baltera, the man behind the Chateau skillet, as usual \" did himself proud.\"\nNor did the fact that the chef had to prepare 1,000 lbs. of plum pudding, 1,000 lbs.\nof roast turkey, 400 lbs. of mince pies, together with proportionate amounts of\nother Christmas goodies cause him to even\nbat an eye.\nIt was Louis Baltera too who prepared\nthe \" feature attractions\" for the most\ncolorful event of Christmas day\u2014the par-\n\u25a0 ading of the 150-lb. baron of beef, boar's\nhead, sucking pig, turkey and flaming\nplum pudding from kitchen to banquet\nhall.\nIn the past years Mr. Baltera has distinguished himself with architectural triumphs of cake and candy. This year, however, sugar restrictions put a crimp in his\nbuilding   program.\nDecorating the premises was no small\njob either. No one knows this better than\nC. Costello, supervisor of services. Three\nthousand yards of evergreen roping is a\nlot of evergreen roping and that's just\nwhat it took to cover the required space\nin the Chateau's cosy interior. Holly and\nmistletoe imported from Victoria, B.C.,\nwere also used generously around the\npremises.\nThe decoration plans featured a small\nscale \" reforestation\" program, some 350\nto 400 evergreen trees being \" planted \"\naround the hotel grounds. In addition to\nthese trees which measured six to eight\nfeet in height, two 25-foot high evergreen\nsentinels, their boughs gleaming with\ncolored lights, stood guard in the Chateau\ncourtyard.\nChief Electrician Bill Webster might-\nstill be seeing colored lights and electrical\nwiring in his sleep. For three or four days\nBill busied himself with the stringing of\nbetween 8,000 and 10,000 feet of wiring\u2014\nmostly outdoors\u2014and the socketing of 1,-\n000 or more bulbs.\nThe holiday season also turned the spotlight on Chief Steward Norman Baugh\nand his staff. It was Mr. Baugh who had\nthe responsibility of ordering the thousand\nand one items that add up to a successful holiday and that includes the prize\nsteer that ended up as baron of beef on the\nChateau  table.\nMr. Baugh also had supervision over the\nmediaeval costumes which added so realistic a touch to the scene when the boar's\nhead and accompanying dishes were paraded through the hotel.\nThose who visited the Chateau with an\neye to winter sports might well have spared a kindly thought for Assistant Manager\nBill Cornforth whose winter sports program was well past the blueprint stage\nwhen Quebec was still basking in the\nwarmth of summer.\nWith such well co-ordinated planning\nand attention to detail it is easy to understand why the Christmas Spirit never tires\nof the Chateau and why visitors m return\nagain and again to experience the joys of\nan old-fashioned white Christmas in the\nheart of old Quebec.\nThe Chateau staff has done it again.\nARM OF THE LAW\n(Continued from page 7)\nMr. Mooney has been deputy jailer\nsince 1943 and assistant fire chief for the\npast five years. He was secretary-treasurer\nof the fire department for 15 years but\nfound this tended to interfere with other\nduties. He is a member of the New England Association of Fire Chiefs, the Police\nand Sheriffs Association, and the Vermont\nSheriffs Association. Social clubs include\nMemphremagog Lodge No. 65, A.F. and\nA.M. and the Mount Sinai Temple of\nShriners. He is also a member of the West\nSchool Parents and Teachers Association.\nDuring the war he was in charge of the\nauxiliary fire department of the Civil Defence and previous to the war he had\nserved nine years in the national guard,\nrising from  private to  captain.\nBecause of his County police activities\nhe has had the opportunity of attending\nseveral F.B.I, conferences held in Burlington and Montpelier, Vt., where the\nfamous G-Men pass 'on helpful hints to\nlocal law enforcement personnel. Newport, Orleans County and the C.P.R. all\nbenefit from his attendance.\nAs C.P.R. constable in Newport his\n\" beat \" covers three Company yards as\nwell as the freight sheds, flour sheds and\nstation. He must also be prepared to go\nwith the auxiliary when called as well as\nmake preliminary investigations pending\nthe arrival of a Company investigator,\nnot only at Newport, but in other points\nin Vermont when the occasion demands.\n\" Would you like to see the fire station?\" Mr. Mooney asked us. \"I have\nkeys to  everywhere.\"\nWe went over to the fire hall and look-*\ned at the trucks. The town has four fire,\nengines, including a hook and ladder truck\nand a utility van. The department is very\nefficient, Mr. Mooney told us. The men\nhave to come from their jobs or homes\u2014\ntheir fire fighting being a sideline\u2014whenever an alarm is sounded. Mr. Mooney\nlives only a few hundred yards from the\nhall but it takes all his effort to be among\nthe first to the hall. Generally he catches\nthe first truck as it rounds the corner onto\nthe  main  street.\nGilbert and Sullivan were not thinking\nof Constable Mooney when they wrote\n\" A policeman's lot is not an 'appy one.\"\nHe likes Newport, he likes the people and,\nabove all, he likes his job.\nCanadian   Pacific   Staff   Bulletin\u2014January,   1947\n13\n Changes In Operating  Personnel Announced\nE. D. Cotterell\nN. R. Crump\nD. S. Thomson\nJ. R. Kimpton\nW. F. Tully\nN- R- Crump Appointed Vice-President and General Manager, Eastern Lines;\nOther  Promotions   Follow   Retirement   of  E.   D.   Cotterell\nA number of high ranking Company\nofficers started the New Year with\nnew titles following the retirement of\nE. D. Cotterell, Vice-President of\nEastern Lines, after nearly half a\ncentury of railroading.\nMr. Cotterell is replaced by N. R. Crump,\nformerly general manager of eastern lines,\nwho assumes the title of vice-president\nand general manager, with headquarters at\nToronto.\nAs his assistant general manager for\neastern lines Mr. Crump has named D. S.\nThomson, who succeeded him as general\nsuperintendent of the Ontario district in\n1944.\nSucceeding Mr. Thomson as general superintendent of the Ontario district is J. R.\nKimpton, of Montreal, general superintendent of the Quebec district since last\nFebruary.\nW. F. Tully, superintendent of the Montreal Terminals division for the past four\nyears, has been appointed general superintendent of the Quebec district to replace\nMr. Kimpton.\nW. F. Koehn, superintendent of the\nLaurentian division since July, 1944, succeeds Mr. Tully as superintendent of\nMontreal Terminals division, while J. N.\nFrame, for the past year superintendent of\nthe Bruce division at Toronto succeeds\nMr. Koehn.\nLifetime of Operating\nE. D. Cotterell, the retiring Vice-President, acquired his ability for organizing\nand directing rail movements and his general operating skill through a lifetime of\nrailroad work. He commenced his career in\nthe operating end of the railway 49 years\nago and throughout the intervening years\nwhich saw him climb to the top through\na succession of well-earned promotions,\noperating has been his chosen branch of\nrailroading.\nTo this wealth of experience can be\nattributed the smooth flow of vitally needed\nsupplies from the centre of the continent to\nthe Atlantic seaboard during the critical\nstages of World War II, and this despite\nthe wartime-swollen volume of traffic,\nshortages of equipment, and the crippling\nwinter storms of 1944.\nFor 15 years after he joined the New\nYork Central Railroad as a telegraph\noperator in 1898, the lure of new places and\nexperiences led him throughout the continent. By 1910 he had risen to the important position of chief despatcher for the\nHudson   division.   Much   of   his   operating\nW. F. Koehn\nexperience was gained while handling the\nheavy traffic moving over that line into\nNew York City, but he furthered his education by \" pounding brass\" on vacations\nin San Francisco, Vancouver, New Orleans,\nand during the construction of the Panama\nCanal, in Colon, Tivoli and Panama City.\nA native of England, born on January\n26, 1881, Mr. Cotterell started out to be a\ntelegrapher, joining the C.P.R. at Montreal\nas a messenger in 1897 to learn the business.\nGoing west as an operator in 1898, he\nstayed only a few months before returning\neast to New York. After rejoining the Canadian Pacific in 1913, however, he spent 29\nyears in the west before going to Toronto\nin November, 1942, as general manager of\neastern lines. His appointment as vice-\npresident and general manager of eas'ern\nlines was announced in September, 1944.\nMr. Cotterell was at Winnipeg for 19\nyears, the last four as general superintendent of the Manitoba district. In 1932 he\nwent to Moose Jaw for a few months as\n\" general \" of the Saskatchewan district and\nfrom there to Calgary where he remained\nuntil. 1942 as head of the Alberta district.\nHis clubs include the Ranch Man's Club\nat Calgary, National, Empire and Canadian\nClubs at Toronto. He is a member of the\nCouncil of Toronto Board of Trade and a\nShriner.\nAt Calgary Mr. Cotterell was president\nof the City Boy Scout Association and a\nmember of the General Boy Scout Council,\nvice-president of the Community Chest,\nand took an ac.ive part in \"Salvation Army\n. work. He was also a member of Calgary\nBoard of Trade Council, the Provincial Red\nCross Society and of the Soldiers Rehabilitation Board and a director of the Zoological Society.\nIn his new capacity as vice-president and\ngeneral manager of eastern lines, Mr.\nCrump, at the age of 42, assumes charge of\nall Canadian Pacific and subsidiary rail\nlines in addition to coastal and fresh water\nsteamship operations between Halifax and\nthe head  of  the  Great Lakes.\nMr. Crump, whose career started out at\nthe end of a shovel with a track gang at\nRevelstoke, B.C., commences his new position in the 27th year of his career. In\nchoosing railroading as his profession Mr.\nCrump followed the footsteps of his father,\nT. H. Crump, who at the time of his retirement was superintendent of the Kettle\nValley division.\nHe qualified for university entrance\nthrough night classes while working as a\nmachinist apprentice at Weston Shops, subsequently putting himself through Purdue\nUniversity, specializing in railway mechanical engineering.\nGraduating in 1929, Mr. Crump returned\nto Weston Shops as machinist and the following year was made night foreman at\nSutherland, Sask. He later went to Lethbridge as shop foreman, a position which he\nalso held at Calgary.\nHe successively held the positions of\nlocomotive foreman at Wilkie, Sask., and\nnight foreman and division master mechanic at Moose Jaw and Regina. The position of chief mechanical draughtsman for\nwestern lines came his way in 1939 and the\nfollowing year he was appointed assistant\nsuperintendent   of   motive   power.\nHe went east in 1942 as assistant to the\nvice-president, and was successively general\nsuperintendent of the Ontario district and\nassistant general manager and general manager of eastern lines, being appointed to the\nlast-mentioned position in 1946.\nWith 36 years of Company service to his\ncredit,   Mr.   Thomson   brings   a  wealth   of\n(Continued on page 17)\n14\nCanadian  Pacific Staff  Bulletin\u2014January,   1947\n MR. Cotterell, who started his\nrailway career back in 1897 as\na telegrapher, still has not forgot-\nten the craft. Below, he taps out a\nmessage on a telegraph key in\nreply to a congratulatory one sent\nhim   by  Mr.  Crump.\nTRIBUTE to a great railroader and\na highly popular colleague was\npaid by fellow officers and other\ntransportation leaders at a testimonial dinner for E. D. Cotterell, former\nVice-President of Eastern Lines, who\nretired recently after 50 years of\nCompany service.\nIn addition to receiving the acclaim of the\n200 guests attending the dinner at the Royal\nYork Hotel in Toronto, Mr. Cotterell was\nthe recipient of scores of congratulatory\nmessages from outside points, his career\nhaving taken him to widely separated points\non the North American continent.\nThis included not only his service in Eastern and Western Canada which he commenced as a telegraph messenger at Montreal in 1897, but the summer vacations he\nspent as a young man \" pounding brass\"\nas a telegrapher in Panama City, Colon,\nTiyoli, New Orleans and numerous other\npoints which lured him on with the hope\nof new experiences.\nIn a message read by N. R. Crump,\nVice-President and General Manager, East-\n\"^ Approximately 200\nguests attended the\ntestimonial dinner tendered by fellow officers and other transportation leaders to\nE. D. Cotterell, recently retired Vice-President of Eastern Lines.\nScene at left shows\nhead table guests\nwhose names appear\nelsewhere on this page.\nMr. Cotterell had SO\nyears of Company service to his credit at\nthe time of his retirement.\nColleagues Salute E. D. Cotterell\nern Lines, and chairman of the event, W.\nM. Neal, the Chairman and President, paid\nhigh tribute to the retiring official.\nOther speakers included W. Manson, Vice-\nPresident ; H. T. Malcolmson, President and\nGeneral Manager, Toronto, Hamilton and\nBuffalo Railway, Hamilton, Ont.; J. E.\nCoulter, President and General Manager,\nCanadian Pacific Express Company, Toronto; J. B. Ward, General Chairman,\nBrotherhood of Locomotive Engineers, and\nJ. D. Muir, Superintendent of Motive\nPower and Car Department, Toronto.\nText of Mr. Neal's message is as follows:\nNearly fifty years ago, a young telegraph\noperator in Montreal hearkened to the\nvoice of Horace Greeley, or, perhaps, it was\nthe tug of the Yukon Gold Rush. In either\nevent, the young man found his West on\nHEAD TABLE GUESTS\nTop, from left: W. Manson, Vice-President,\nMontreal; H. C. Grout, President of the Soo Line;\nL. B. Unwin, Vice-President of Finance, Montreal;\nH. T. Malcolmson, President and General Manager of the Toronto, Hamilton and Buffalo Railway; J. E. Coulter, President and General Manager, Canadian Pacific Express Company; A.\nLyle, Assistant to the Vice-President, Montreal;\nCapt. R. W. McMurray, Managing Director, C.P.\nSteamships,   Montreal.\nBottom, from left: J. B. Ward, General Chairman, Brotherhood of Locomotive Engineers; J. E.\nArmstrong, Chief Engineer; F. Bramley, Secretary;\nE. A.   Leslie,   Vice-President   and  Comptroller;   J.\nF. Pringle, Vice-President and General Manager,\nCentral Region, C.N.R.; Mr. Cotterell and N. R.\nCrump, Vice-President and General Manager,\nEastern  Lines,  chairman  of  the  dinner.\nthe Crowsnest-Pass line of the Canadian\nPacific Railway. Because he was very young\n\u2014a mere eighteen years\u2014the West did not\nseem so attractive to the adventurous spirit\nof youth, so \" wild and woolly\" as he expected. So he turned his face again to the\nbright lights of the big cities.\nBack in the East, he gained knowledge\nand wisdom. In due course, having become\na wise man, still quite young, but gaining\nin years also, he recalled with yearning and\ncuriosity his sojourn in the West. The\npresence of his beloved elder brother there\nmay have had something to do with his\ndecision to shake the dust of the East from\noff his feet, finally, as he thought then.\nOver thirty-three years ago, it was given\nto me to be amongst a handful of officers\nand employees to welcome the prodigal\nback to Western Canada. Since then, it has\nbeen my privilege to know him intimately\nand to work with him in closer fashion\nthan is allowed most of us.\nIt became apparent some twenty years\nago that, while he was a brilliant transportation strategist and tactician, as Superintendent of Transportation for Western\nLines, a potential Operating Officer and\nExecutive of the greatest calibre was being\noverlooked. So somebody in authority decided to give him his opportunity as General Superintendent, and, on July 1st, 1928,\nhe was placed in charge of the Manitoba\nDistrict. His baptism in outside operating\nproblems   occurred,   appropriately   enough,\n(Continued on page 19)\n\"Auld Lang Syne,\" sung in most heart-felt manner, brought the dinner\nin honor of E. D. Cotterell to a close. Photo shows J. F. Pringle, Vice-\nPresident of the Central Region of the C.N.R., Mr. Cotterell, N. R. Crump,\nVice-President and General Manager, Eastern Lines, and Wm. Manson,\nVice-President,  Montreal.\nN. R. Crump, newly appointed Vice-President and General Managmr,\nEastern Lines, right, who was chairman of Mr. CottereWs retirement\ndinner, presents an order for a new radio to Mr. Cotterell on behalf of\nhis many co-workers  from all  over the system.\nCanadian  Pacific  Staff  Bulletin\u2014February,   1947\n WELDING versus RIVETS\nFusion Welding Replaces Rivets\nOn Two Company Locomotives.\nResult:    Better    Performance\nTRAIL blazers in Canadian railway motive\npower, two Company locomotives with\nwelded boilers have been under close observation by our mechanical experts since first\ngoing into service early in 1946.\nThe pioneer engines, operating between\nMontreal and Toronto and Winnipeg and\nRegina, are part of the Company's program\nfor the adaptation of the latest devices in the\nfield of transportation.\nIt  is  hoped  that the  new fusion  welded boilers\nwill  eliminate  or reduce  considerably some  of the\nundesirable   features    of   the   usual   rivetted   type\nlocomotive   boilers,   with   a   nine-point   program   of   possible   improvements set up, and the operating performance of the engines\nbeing carefully followed to see what results may bring.\nThe nine points of possible improvement being closely checked\nand what it is hoped they will do are:\nEliminate cracks due to intergranular corrosion and high stress\nconcentration in rivet holes.\nIncrease joint efficiency as compared to rivetting.\nReduce weight by the elimination of lap joints, inside and outside welts and rivets.\nEliminate the possibilities of age-hardening of cold worked\nplates by final thermal stress-relief heat-treatment.\nEliminate high stresses around rivet holes due to rivetting\noperations.\nEliminate stress risers due to abrupt change in section, such as\nthe excess thickness at girth and longitudinal seams of the rivetted\nboiler.\nWith the more uniform contour of the interior and exterior of\nthe welded boiler, permit ease of application of brackets and\nfacilitate cleaning the interior, due to the absence of welts and\nrivet heads.\nEliminate damage due to caulking of rivets and joints in the\nrivetted construction.\nResult in a more economical method of fabricating.\nWork carried out by the mechanical engineering department of\nthe CPR. resulted in the fitting by the Montreal Locomotive\nCompany of two new \" 1200 \" class engines (4-6-2 wheel arrangement) with the new boilers, built by the American Locomotive\nCompany of Schenectady, N.Y. They are the first locomotives of\nthis type to operate on Canadian lines, and are being run in\nregular  service  under varying  operating  conditions.\n:.\nTRAIL BLAZER\u2014This locomotive is out to prove that fusion welded boilers are superior to the\nrivetted type in at least nine different ways. One of two Company locomotives to pioneer this type\nof boiler construction on Canadian railways, No. 7276 is kept under close observation by Company\nmechanical experts. Decision to experiment with fusion welded boilers was based on successful\nresults reported from other sources including a locomotive now in service on a large  American line.\nMany undesirable features of rivetted locomotive boilers are expected\nto be eliminated by process of welding. Above\nscene illustrates longitudinal seam with draw\nbolts  and tackwelds.\nScene at left shows\nwelding in process outside of longitudinal\nseams.\nDecision to try them was prompted by the good service obtained\nfrom fusion welding in other instances, including a welded locomotive boiler now in service on the Delaware and Hudson. Permission of the Board of Transport Commissioners of Canada was\nnecessary for installation of the boilers.\nThe boilers were built to operate at a working pressure of 250\nlbs. per square inch with a factor of safety of five and an allowable joint efficiency of 90 per cent. They differ from the Delaware\nand Hudson Railroad Company's boiler in that the barrel portion\nconsists of three barrel courses butt-welded together and that a\nman-hole opening is provided in the third course to facilitate\ninternal inspection in place of the conventional steam dome. The\nfoundation rings are cast steel with single rivet construction, with\nthe caulking edges of the inside and outside firebox sheets seal\nwelded.\nThe smoke box is fastened to the first course by rivetting to\nfacilitate renewing the smoke box which is renewed three to four\ntimes during the life of a locomotive boiler.\nThe wrapper sheet consists of a three plate construction which\npermits using a heavier sheet over the crown, thus eliminating the\nneed for a liner, which is generally used to stiffen the crown of\none-piece wrapper sheets.\nThe man-hole is flanged from 1\" plate and has a 17\" diameter\nopening, with an overall diameter of 34%\" fitted into the third\ncourse and attached with double-welded butt-weld. The boiler shell\nopening at the man-hole is reinforced with a liner V\/&\" thick.25\"\nI.D.by40\" O.D. which is attached to the man-hole flange and boiler\nshell by fillet welds at the inside and outside edges of the liner.\nPads for top check, washout opening, bracket attachments for\ndry pipes and other internal and external fittings are fillet welded\nto the boiler shells prior to the stress relieving heat treatment.\nAll washout plug bushings and flexible\nstaybolt sleeves were seal welded to the\nback head, wrapper sheet and throat sheet\nafter the boiler had been stress relieved.\nThe firebox door opening is formed in the\nusual manner, by flanging the outside back\nhead inward and the inside back head outward. The two edges are joined together\nby a single welded butt-weld.\nThe front tube sheet is of the same\ndesign as that used in the Delaware &\nHudson all welded boiler. It consists of a\ncircular ring VA\" thick by 4%\" wide, with\na recess at the water side in which the\ntube sheet is fitted and fillet welded both\nsides. The complete tube sheet assembly is\n.then fitted and fillet welded to the first\ncourse. The ring is provided with slots\nat the top and bottom centres in order\nthat the tube sheet can be renewed without cutting any of the welds except those\ndirectly attaching the tube sheet to the\ncircular ring.\nCanadian   Pacific   Staff   Bulletin\u2014February,   1947\n Welded   longitudinal   seam   showing\nstarting tab and test plate.\nSub-assembly    of    front    tube    sheet\nwith its mounting flange.\nWelding   outside   of   girth   seam   between\nfirst and second courses and auxiliary ring.\nWelding inside of girth seam between\nfirst   and   second   courses.\nWelding   man-hole   to   third   course.\nWelding    third    course    to    wrapper\nsheet and throat sheet.\nBoiler  seams  under  X-ray.\nBoiler ready for stress relief.\nBoiler  mounted  on   frame.\nPlates used in the boiler shells were carbon steel to A.S.T.M.\nspecification A-201, Grade A, killed for automatic submerged melt\nwelding. The inside firebox sheets were carbon steel firebox quality\nto the railway company's specification number 5.\nThe girth and longitudinal seams of the barrel courses were\nprepared for automatic submerged melt welding on a plate planer,\nprior to rolling and forming. The inside and outside back head,\nthroat sheet, back tube sheet and fire door hole were prepared for\nmanual welding by chipping and grinding. A tolerance of .015 was\npermitted in the gap between the plate edges which were automatic\nsubmerged melt welded and a %\" gap between joints that were\nwelded manually.\nTo obtain the tolerance required for automatic welding it was\nfound necessary to grind the butting faces prior to pulling them\ntogether. Large nuts were tack-welded to each side of the seams\ninside the boiler through which draw bolts were applied to hold\nthe seams in line and for pulling the butting edges together. After\neach seam was properly lined up the plates were tack welded on\nthe inside to maintain a good fit during welding on the outside.\nClean-up grinding of the plate edges was also done in order to\nremove all dirt and scale which might have otherwise caused\ndefects in the weld metal.\nAfter the outside welds were completed, the draw bolts, nuts and\ntack welds were removed and the inside of the seam made ready\nfor welding.\nAll welding was in accordance with the A.S.M.E. Locomotive\nBoiler Code. Procedure qualification and operator's qualification\ntests were made to determine the suitability of the welding technique employed, welding apparatus, electrodes, plate material and\nwelding operator's ability to produce sound welds, under condi*\ntions similar to those used during erection of the boilers.\nThe procedure qualification tests consisted of the welding joint*\nsimilar to those required for erection of the boilers, using the\nwelding and rotating equipment employed during construction. A\nrecord of all qualification tests was kept for future reference.\nThe automatic submerged melt welding process was used to weld\nall longitudinal and girth seams where practical. Test plates were\n(Continued  on page 17)\nCanadian   Pacific   Staff   Bulletin\u2014February,   1947\n \/\/\nChateau    Student Cooks    Receive Diplomas\nJUST as generals say you can't make\na soldier in a day, so will \" chefs\nde cuisine\" insist that you can't\nproduce a good cook overnight.\nThe process of learning the finer points\nof this most vital art calls for many hours\nof training, hard work, perseverance, plus\na healthy love  of  the work.\nNo one knows this better than Gilles\nHuot and Marcel Martineau, who recently\ncompleted their apprenticeships to emerge\nas full-fledged cooks at the Chateau Frontenac in Quebec City.\nThe two \" graduates,\" recently awarded\ncertificates of proficiency by Hotel Manager George P. Jessop, were the first in\nCanada to obtain such certificates under the\ntraining plan established by the Company's\nhotel department.\nThe exams, which took place at the\nChateau during the latter part of the year\njust ended, were divided into three parts,\nYou may think there's nothing to cooking a\nhomey thing like a sausage, but members of the\nChateau kitchen staff have their own ideas on\nthe subject. Here the job holds the rapt attention of Marcel Martineau who believes that\nsausages, like souffles, must be properly prepared to obtain the best results.\nprofessional knowledge, practical work and\nscholastic achievement.\nFor the professional knowledge questions\ncandidates were required to answer both\noral and written questions, all of which\npertained to the art of cooking. As a practical test each of the lads had to prepare\nthree meals\u2014breakfast, luncheon and dinner\u2014under strict  supervision.\nGraduate Cook Huot shows what he knows\nabout carving a turkey. If there is a flaw in his\ntechnique Chef Louis Baltera, right, will be the\nfirst  to  remind him.\nThe \" exam menus\" were as follows\u2014\nBreakfast: cream of wheat, mushroom\nomelet; filet of sole, Meuniere. Luncheon:\npea soup, habitant; aspic de volaille, grilled\nlamb chops; broccoli, Milanaise; French\nfried potatoes, chef's salad. Dinner: canapes\nassortis, essence Madrilene; chicken in casserole, Bourgeoise; petits pois, bonne\nfemme; pommes de terre, Lyonnaise;\ncrepes Franchises, sirop d'erable.\nIn the scholastic achievement tests dictation was given candidates to determine\ntheir spelling ability, with a couple of\narithmetic problems thrown in, these having\nto do with the costs of meals and percentage  of profits.\nBoth Huot and Martineau, who had been\napprenticed at the Chateau since February\n1, and July 26, 1944, respectively, passed\ntheir exams with flying colors, fitting reward\nfor the many hours they spent in front of\nhot stoves. Their results were summed up\nas   follows:   professional   knowledge,  very\n< At a formal presentation, Manager\nGeorge P. Jessop of the Chateau Frontenac, presents Gilles Huot with a certificate of proficiency following his graduation as a full-fledged cook. At extreme\nleft is Marcel Martineau, his fellow graduate.  Chef  Louis  Baltera stands at right.\nMarcel Martineau receives a congratulatory handshake from Mr. Jessop\nfollowing his successful passing of the\nexaminations. Messrs. Huot and Martineau\nare the first in Canada to obtain certificates under the Company cook training\nplan. y\ngood; practical work, very good; scholastic\nachievement, good.\nMuch of the credit for their success in\nthe practical tests goes to Chef Louis\nBaltera who has been an enthusiastic and\ncompetent tutor for the lads who worked\nin every department of the kitchen during\ntheir apprenticeship.\nEach examiner separately and independently compiled his own results and the\naverage results of all examiners was the\nfinal obtained by each candidate. The\nexaminers were E. J. Wetli, catering supervisor, Canadian Pacific Hotels; L. Rhode,\nrelieving chef; Chef Louis Baltera, Chateau Frontenac; Norman Baugh, chief\nsteward, also of the Chateau.\nThe plan for providing a reservoir of\nskilled cooks for Company hotels through\napprentice training was outlined \"in the\nNovember, 1945, issue of the Staff Bulletin:\nThe system, which got- underway at the\nRoyal York under the direction of E. J.\nWetli, was put into practice shortly afterwards at the Chateau Frontenac.\nEnthusiasm for the system is being displayed not only by the apprentices themselves but by the hotel chefs and assistants\nwho have shown a decided interest in the\nboys' training and education.\nThe training program is not confined to\nthe hotel kitchens. Visits to meat packing\nplants, dairies and grocery houses are also\nconducted from time to time, these giving\nthe lads an opportunity of learning the\nprocesses followed in preparing various\nfoods before being delivered to the hotels.\nAt the Royal York the course includes\nplans for apprentice cooks to visit the\nRoyal Winter Fair for the purpose of getting a first-hand knowledge of the judging\nof livestock.\nThe program has proven its pooularity\nand success from the standpoints of both the\nhotels and the apprentices. For the former\nit means a pool from which trained cooks\ncan be drawn to staff hotel kitchens from\none end of the system to the other, and\nfor the latter, a sound profession.\n10\nCanadian Pacific Staff Bulletin\u2014February,  1947\n saskatoon Division \u2014 Superintendent's\nPrize: J. Gallucci, Biggar; Roadmaster's\nPrizes: J. Lysak, Wynyard; J. Wallin, Viscount; F. Woodcock, Wolfe; N. Swiderski,\nRutland; P. Weber, Baliol; L. Lewkowich,\nCloan; A. Sweluk, Barford; G. W. Johnson, Hagen; G. Dugan, Attica; P. Kuzyk,\nLeoville; P. Matwyuk, Valley Centre.\nAlberta District\nGeneral Superintendent's Prize: W.\nSlemko, Crowsnest subdivision, Brocket,\nAlta.\nMedicine Hat Division \u2014 Superintendent's Prize: P. Krasko, Carmichael;\nRoadmaster's Prizes: C. Hansen, Cardell;\nJ. Andrusiak. Kincorth; A. Kondracki,\nBowell E.; J. Gregor, Gleichen E.; M.\nSuchy, Cantuar; H. Drozd, Estuary; D.\nVescerelli, Duchell; 0. Swanson, Dalroy;\nW. Klimchuk, Finnegan.\nLethbrdge Division \u2014 Superintendent's\nPrize: T. Martin, Turner; Roadmaster's\nPrizes: J. Patera, Lundbreck; H. Brown,\nGranum; W. Korolyk, Coaldale; C. Lind-\nholm, Blackie; A. Kurc, Nemiscam; M.\nStechyshyn, Wilson; E. Hakanson, Nash-\nlyn.\nOFFICERS BID FAREWELL TO C. E. STOCKDILL\u2014Sen\/or Company officers, headed by D. C. Coleman,\nretired Chairman and President, gathered to pay their farewell respects to C. E. Stockdill, assistant\nto the vice-president, who retired recently after  50  years  of service.\nMr. Stockdill, who joined the Company in 7896 as a telegraph messenger at London, Ont., was\npresented with golf clubs and a travelling bag on behalf of his fellow officers. The presentation\nwas made by Mr. Coleman who had high praise for Mr. Stockdiil's long and outstanding service.\nMr. Coleman is seen above, left, making the presentation in the presence of other Company\nofficers. Mr. Stockdill was also presented with one of the rare SO-year all-lines passes as a token of\nhis   half   century   of   service.\nBEST ON N.B. DISTRICT\u2014Top award for the\nbest track section on the New Brunswick district,\nthe general superintendent's prize of $50, was\nwon by H. M. Grouse, of Zealand, N.B., section\nforeman   of   Section   6,   Gibson   subdivision.\nS. W. Crabbe, left, general superintendent of\nthe New Brunswick district, who made the\npresentation to Mr. Crouse at Woodstock, said\nthe prizes were awarded to encourage employees\nto take pride in  their sections.\nCalgary Division \u2014 Superintendent's\nPrize: P. Belzek, Beddington; Roadmaster's Prizes; W. Mudry, Brickburn; P.\nPopzapski, Massive; J. Simituk, Red Deer.\nEdmonton Division \u2014 Superintendent's\nPrize: S. Kosiur, Menaik; Roadmaster's\nPrizes: J. Hucal, Labuma; J. Kosiur,\nEllerslie; J. Anderson, Hairy Hill; 0.\nSchmeck, Wetaskiwin; A. Dick, Breton;\nE.  Benson,  Coronation.\nBritish Columbia  District\nAssistant General Manager's Prize: M.\nGrippo, Vancouver division. Yale, B.C.\nRevelstoke Division \u2014 Superintendent's\nPrize: C. A. Johnson, Palliser; Roadmaster's Prizes: V. Salmonaa, Moberly; F.\nWasylik, Twin Butte; J. Ross, Three Valley; WT. T. Austin, Monte Creek E.; O.\nPelttari, Torrent.\nVancouver Division \u2014 Superintendent's\nPrize: J. Lind, Vancouver; Roadmaster's\nPrizes: B. Piazza, Kamloops; D. Sahay-\ndak, North Bend; J. E. Danielson, Mission;   G.  Gioia, Hastings.\nKootenay     Division  \u2014  Superintendent's\nPrize: A. Franson, Baker Creek; Roadmaster's Prizes: G. Masse, Mayook; M.\nDaniel, Sirdar; L. Ortis, Kingsgate; I.\nDyjock, Three Forks; P. Horlick. South\nSlocan; A. Patterson, Robson West.\nKettle Valley Division\u2014Superintendent's\nPrize: A. Brlekovich, Thirsk; Roadmaster's\nPrizes: K. Shamiel, Taurus; M. Trogchak,\nJellicoe; J. Maasus, Jessica.\nEsquimalt and Nanaimo \u2014 Superintendent's Prize: J. B. Walker, Union Bay;\nRoadmaster's Prizes: J. G. Pinson, Osborne\nBay;  J. Ambruss, Coombs.\nWELDING VERSUS RIVETS    (Continued from page 9)\nattached to the longitudinal seams of each barrel course and welded\ncontinuously with the seam.\nIdentification marks were attached to each test plate so that\nthey could be identified in relation to the course from which they\nwere taken. Test plates were stress relieved with the boilers and\nthen given the physical test required. Physical test applied to the\ntest coupons showed the joint to be superior to the parent metal\nin all cases.\nAll fillet welds and a small percentage of the irregular butt welds\nwere made with the manual arc using A.W.S. E-6011 electrodes.\nX-Ray was carried out in accordance with the A.S.M.E. Locomotive boiler code requirements.\nFor ease of locating possible defects, lead numbers were attached\nto a cloth strip at 2\" intervals. The cloth was then attached to\nthe boiler, close enough to the weld so that the lead numbers\nwould show up on a 41\/**\" x 17\" X-ray negative. The numbers\nstarted at the front of each longitudinal seam and at the front\nlongitudinal seam running counter-clockwise when X-raying the\ngirth seams. Light centre punch marks were also made alongside\neach seam at 10\" intervals, to which lead arrows pointed, serving\nas a permanent means of locating defects.\nWhen for example a defect was found on an X-ray negative,\nthe negative itself was placed on the boiler and positioned exactly\nby placing the centre punch marks on the negative over those on\nthe boiler, thereby eliminating any possible mistakes in locating\ndefects.\nIt's All Port of the Service\nEXPRESS shipments picked up at\nforwarding offices, transported on\nfast-moving passenger trains and delivered at destination are among the\nmany services of the Canadian Pacific  Express  Company.\nDuring winter months, shipments\nmove in heated cars and perishable\ntraffic is given special attention continuously until delivery is effected.\nThe American Locomotive Company installed in 1945 at its\nSchenectady plant, a wagon-bottom indirect heating stress-relieving\nfurnace, which is fully automatic on its heating, soaking and cooling cycles.\nBefore placing a boiler in the stress relieving furnace, the foundation ring was bolted in place and the back head, wrapper sheet,\nthroat sheet and boiler shell were thoroughly braced to prevent distortion. After the boiler was mounted on the furnace base, thermal\ncouples were attached at various locations of the boiler for control\nof heat input to the light and heavy sections during the stress-\nrelieving operation.\nThe stress-relieving temperature was raised 100\u00b0 per hour until\na maximum temperature of 1175\u00b0 was reached, the furnace was held\nat this temperature for two and one-half hours and cooled 100\u00b0 per\nhour until a furnace temperature of 200\u00b0 was reached before the\nboiler was removed from the furnace.\nThe stress-relieving heat treatment was accomplished without any\nchange   in   contour.\nAfter the stress-relieving heat treatment, the firebox, staybolts,\nflexible staybolts, tube, flues, stay rods and other internal fittings\nwere applied.\nThe boilers were hydrostatically tested to one and one-half times\nthe maximum allowable working pressure, and while under this\npressure all unstayed seams were hammer tested by striking each\nside of the seams at 6\" intervals. The boilers were then given the\nusual final steam test for locomotive boilers.\nCanadian  Pacific  Staff  Bulletin\u2014February,   1947\n17\n Personnel Highlights\nHeads Victoria Kiwanians\n\"\"-    Ralph     D.     Matthews,\ncity   passenger   agent   for\nthe Company at Victoria,\nB.C., since 1943, has been\nSelected   president   of   the\nIKiwanis  Club  of Victoria\nI for 1947.\nMr. Matthews has been\nI with the Company since\nJ1924 when he joined as a\nI cable gang laborer at\n\"Rocanville, Sask. In 1926\nR. D.Matthews       he    wag    ticket    clerk    at\nBrandon and the following year transferred\nto the passenger department as a clerk at\nVictoria.\nHe served for two years as ticket clerk,\ndepot ticket office, Vancouver, and went\neast for a short time as ticket agent at\nMontebello, Que., before moving to Winnipeg in 1930 as reservation clerk, depot\nficket   ornce\nHe was appointed soliciting passenger\nagent, Victoria, in 1935 and became city\npassenger agent there eight years later.\nTravellers   Elect   President\nW. E. Guthrie, travelling auditor at\nMoose Jaw, Sask., and lsj vice-president\nof the Moose Jaw branch of the Canadian\nTravellers Association for the past year\nhas been elected president of the branch.\nMr. Guthrie, who has been a member of\nthe Association since 1943, has given strong\nsupport to the Anti-Tuberculosis Fund on\nbehalf of which the Association has sponsored a series of amateur shows and radio\nbroadcasts in southern Saskatchewan.\nSince being transferred to Moose Jaw\nfrom Winnipeg in September, 1942, Mr.\nGuthrie has been an active and popular\nparticipant in many community endeavors.\nStarted  Career with $5\nWilliam John Noble,  a\n^0.    % C.P.R. locomotive engineer\nI for three decades, and\nwhose entire Company ser-\n3$ vice totalled 38 years, was\nI one of the pensioners to\nreceive recognition recently by the Canadian Pacific\nPioneers Association in\nVancouver.\nJohn  Noble was  Canadian-born and in the spring\nW.J.Noble        of  lg90>  ag he  explains ft,\n\" the lure of the West and 160 acres of land\nfor ten dollars looked good to a boy who\nhad nothing.\"\nHe arrived at Brandon, Man., with five\ndollars in his pocket\u2014not enough\u2014 so he\nwent to work on the experimental farm and\nmade enough money to start homesteading.\nIn 1895 Mr. Noble went to Kenora, Ont.,\nand started with the Canadian Pacific\nshops as a wiper, becoming fireman in\n1897. By 1903 he was an engineer and\nworked out of Brandon and Souris until he\nmade his last trip on \" Number 4 \" in June,\n1933.\nIT'S HIS HOBBY\u2014The fact that this tree\ncontains more than 13,000 ornaments (count\n'em and see) is news in itself but there's more\nto it than that. The ornaments represent the\nskilful handiwork of Nicholas Zografo, above,\nan  Angus  Shops  carpenter.\nMr. Zografo, who speaks six languages, manufactures the ornaments from tissue paper, colored cellophane and silver paper from discarded\ncigarette packages. Fine wire holds them together.\nThe tree, shown above, is 18 feet in circumference and stands in a bucket of brine to keep\nit fresh and green. Every year Mr. Zografo\ngives away hundreds of decorations to hospitals,\nthe Red Cross and other charities.\nClub Event Largest in History\nThe largest Christmas party in the history\nof the Canadian Pacific Luncheon Club of\nToronto was held on December 18 when\nmembers and their families to the number\nof 400 filled the concert hall of the Royal\nYork   Hotel   to   capacity.\nAt the head table were Jack Donaldson,\nsuperintendent of traffic, C.P. Express, and\npresident of the Club, and Mrs. Donaldson;\nN. R. Crump, Vice-President and General\nManager, eastern lines, and Mrs. Crump;\nE. D. Cotterell, retired Vice-President,\neastern lines; J. E. Coulter, President and\nGeneral Manager, C.P. Express, and Mrs.\nCoulter.\nA choir composed of employees in the\naccounting department of the Express,\ndirected by W. H. Plant, retired Vice-President and Comptroller, C.P. Express, sang\ncarols, with Ralph Plant, also of the Express,\nat the piano. V. C. Harris, was assistant\ndirector.\nInterspersed with the carol sineing were\nselections by Major Cyril Everett, organist,\nand Captain Ernest Parr, cornettist, both of\nthe Salvation Army. The celebrated pianist,\nRex Battle, was also a guest artist and\nplayed several numbers.\nPresident of Auxiliary\nMiss Kathleen Wakeham, |\nchief clerk in the department of reconstruction and\nsupply, transportation\nequipment committee,\nMontreal, has been elected president of the ladies\nauxiliary, Canadian Pacific\n(Quebec No. 96) Branch\nof the Canadian Legion in\nsuccession to Mrs. A. Lyle.\nMrs. Lyle was elected Miss K. Wakeham\nto the presidency with the\nauxiliary's inception and held the office\nduring the latter war years when the\nauxiliary's work was the object of widespread commendation.\nBorn and educated in Wolfville, N.S.,\nMiss. Wakeham entered the Company's\nemploy as a stenographer with the Dominion Atlantic Railway at Kentville, N.S. and\nwas transferred to Montreal with the accounting department in  1936.\nIn 1942 Miss Wakeham joined the office\nof the vice-president as a receptionist and\nwas appointed to her present position last\nFebruary.\nShe has been an active member of the\nauxiliary for the past two years.\nSeven Receive Presentations\nWith more than 300 years of total service to their credit, seven retired members\nof the Portage division were guests of\nhonor at a reception held recently in Winnipeg. The event was staged by the Trainmen's Retirement Fund, an unofficial\nassociation  of  railwaymen.\nThe men honored were D. J. England,\nretired assistant superintendent; J. M.\nFryer, retired assistant superintendent; W.\nLambert, B. O. Rogers, Alex. Spiers and\nCharles McDonald, all retired conductors\nand W. Taylor, retired locomotive engineer.\nDuring the evening each of the honored\nguests was presented with an engraved\nleather wallet containing a sum of money.\nThe reception is an annual affair of the\nassociation which each year honors its\nmembers who have retired during the year.\nMore than 200 persons were present at the\ngathering.\nElected to School Board\nP. J. Moon, the Company's district accountant\nfor the Saskatchewan district, has been elected to\nthe Moose Jaw Public\nSchool Board. Long interested in educational policies and practices, Mr.\nMoon was one of three\nmembers elected from a\nslate of seven candidates.\nMr.. Moon has been a\nmember of the accounting\ndepartment for over 40 years and has been\nliving in Moose Jaw since 1910. Throughout both World Wars he served with the\narmy, from which he was retired with the\nrank of major in January, 1946.\nP. J. Moon\n18\nCanadian  Pacific Staff Bulletin\u2014February,  1947\n \/\/\nRejuvenated Engine    Tops    in Performance\nWHEN a 35-year-old locomotive\nturns in a better performance\nafter conversion than the engine it\nwas remodelled to resemble it rates\nnear the top of the standings in the\nBeat-the-Shortages League.\nThat is why the Canadian Pacific Railway's mechanical department is feeling so\nhappy over Engine 5200 recently placed\nin service from Angus Shops in Montreal.\nLooking at Engine 5200 it is hard to believe that it was converted from a \" 3700 \"-\nclass locomotive built before World War I.\nAnd there are 15 such locomotives in all\nslated for conversion.\nThe \" 5200 \" has a 2-8-2 wheel arrangement while the old \" 3700\" was a 2-8-0\njob. The tender is longer, a trailing truck\nhas been added, a new boiler constructed\nand a stoker fitted. This makes the converted engine practically identical in appearance with the latest models of the\n\" 5100 \" class which superseded it as a\nheavy freight locomotive for main-line\nservice.\nPerformance of the new \" 5200 \" so far\nhas been better than the \" 5100\" which\nexplains the mechanical department's satisfaction. This latest conversion, of course,\nwas helped by the fact that a good base\nhad been provided in the 1920's when all\nthe then \" 3700's \" were given new frames,\ncylinders,  motion  and  superheaters.\nAt the start of World War II the\n\" 3700's\" were destined for relegation to\nswitching service but they had to be kept\non the road to move war traffic. In their\nconverted form they are giving service\nwhen shortage of materials and soaring\ncosts make new building in the volume required out of the question.\nH. B. Bowen, chief of motive power and\nrolling stock, recommended the conversion which was carried out by F. A. Ben-\nger, chief mechanical engineer (locomotive).\nBuilt in 1909.,.\n...in 1946 Dress\nEngine 5200 was turned out of Angus\nShops on October 4 and it, with 14 additional engines to be delivered in the next\nseven or eight months, bearing numbers\n5201 to 5214 inclusive, is of the N2 class\nof locomotives built in the years 1909 to\n1914.\nThe N2...class locomotives were followed later by Pi class locomotives of the\n2-8-2 type. Both classes of locomotives\nwere of such a weight that they were in\nthe class of power to which stokers are\nnow generally applied. Stokers could be\nsatisfactorily applied to Pi class locomotives, which had a trailing truck, but not\nto the N2  class.\nThe PI class locomotive in the 5100\nseries had given a particularly good account of itself from a performance and\navailability  point  of  view  so  tl$e  Recom\nmendation that the conversion be made\nfrom N2 to Pi was quickly approved in\nNovember, 1945.\nNaturally in making a conversion of\nthis kind there are some improvements\nmade over existing engines and, while\nchanges were kept to a minimum, the\nprincipal differences from the present-day\nPi class locomotives are as follows:\nThe boiler pressure has been increased\nfrom 190 lbs. per square inch to 215 lbs.\nper square inch.\nThe cylinders have been reduced in diameter from 23 inches to 22 inches.\nThe tractive effort has been increased\nfrom 43,400 lbs. to 45,000 lbs.; thus the\nrating of the engines will be 45 per cent\ninstead of 43 per cent.\nThe weight on drivers has been reduced\nfrom 216,500 lbs. to 197,500 lbs.\nHERE'S HOW TO HELP THE EQUIPMENT SITUATION\nTHERE is a remedy for the present shortage of railway freight\nequipment within reach of shippers\nand railway employees alike \u2014 good\nloading and quick turn-around.\nAt present the Canadian Pacific\nRailway owns 79,193 freight cars as\ncompared with 102,141 in 1929. The\ndecrease in production of new cars\nin the years 1932 to 1938, when cars\nwere not required, and the shortages\nof materials and labor during the\nwar years are directly responsible for\nthis decline in the number of cars\nowned\u2014and these shortages still prevail.\nMore efficient use of our present\nequipment will help combat these\nshortages.\nThe yardstick of efficiency is the\nturn-around time of cars and the\nnumber of tons loaded in cars. The\nturn-around time is computed from\nthe date a car is loaded and despatched until it is loaded and despatched again. In 1945 the turnaround time was 15.4 days, whereas\nfor the month of September, 1946, the\nturn-around time for Canadian; Pacific cars was approximately 18 days. If\nthis could be reduced to 16 days it\nwould mean that the car supply\nwould be increased by almost 10,000\ncars.\nHow are we going to reduce this\nturn-around time? It can be done\nby the following methods:\n1. The co-operation of- shippers\nand railway employees in securing\nprompt release of cars under load.\n2. Shippers confining the ordering\nof equipment to what is actually required.\n3. Shippers not ordering equipment too far in advance of actual\nloading date.\n4. Not using box cars where other\nequipment would suffice \u2014 especially\nfor the loading of OCS material.\n5. Prompt unloading of OCS material.\nWayfreight conductors can do\nmuch towards avoiding delays to\ncars on branch lines because, due to\ntheir familiarity with requirements,\nthey can often avoid having cars set\nout when it is known the cars will\nnot be required for some time.\nDuring the war years shippers and\nrailway employees did their utmost\nto aid the country in its effort to\nturn out war materials and keep\nthem moving to the theatres of\noperation. They should not slacken\nin their efforts just because hostilities have ceased.\nIn the year 1944 the average load\nper car mile was 34 tons, while for\nthe period January to September,\n1946, the average load per car mile\nwas only 30.7 tons.\nIf we can increase the loading by\ntwo tons per car mile it would allow\nthe loading of 160,000 more tons of\nfreight, which would be equivalent\nto increasing our freight car ownership by 5,000 cars.\nProvided these two objectives\ncan be attained\u2014faster turn-around\ntime and heavier loading of cars\u2014\nthe movement of traffic would be\ngreatly improved.\nCanadian   Pacific  Staff  Bulletin\u2014February,   1947\n21\n Like many other successful business executives, Mr. Neal commenced his career as\nan office boy. Possessing a keen interest *\nin railroading, a healthy ambition and will\nto win, he progressed rapidly. He is seen\nhere   during   the   early  stages   of  his   career.\nMr. Neal was apparently quite at home\nin an engine cab when this photo was snapped at Winnipeg Terminals in 1905. This\nwas three years after he joined the Company.\nHis position at the time was travelling car\nservice agent.\nBy 1922 Mr. Neal was well on\nhis way up the success ladder\nwith the title of assistant general superintendent, Ontario district. Photo shows Mr. Neal at\nthis stage of  his  career.\nConstruction of the Interprovincial and James Bay Railway was in full swing when this picture was taken at\nAngliers, Que., in 1923. Mr. Neal, who at that time was\ngeneral superintendent of the Algoma district, is seen third\nfrom left in front row. The line is now part of the Sudbury\ndivision.\nOUR CHAIRMAN AND PRESIDENT\nThis study in good fellowship shows members of the office of the superintendent of\ntransportation, western lines, Winnipeg. The\nyear was 1905. Shown in group, from left,\nare Mr. Neal, J. K. Savage, the late A.\nMaguire;   Chester   Lydiatt   and   M.   T.   Biette.\nDespite mounting responsibilities as a rising railway executive, Mr. Neal never neglected his physical development. The kind\nof labor depicted above helped keep him in\ntrim for his arduous duties. Photo was taken\nat   Pogamasing,  Ont.\nPhoto by Karsh\nTHAT there is no royal road to success in railroading is illustrated to good advantage by\nthe career of W. M. Neal, whose 45 years of Company service were crowned recently with\nhis election to the post of chairman and president.\nThe story of his career is one that should prove an inspiration to every employee and of\nspecial encouragement to junior railroaders who aspire to positions of responsibility.\nAs in the case of many other Company officers, Mr. Neal began his career as office boy\nwhile in his middle teens. The progress that marked his subsequent service was attained solely\nby hard work, ability, vision and ambition.\nEach new position he regarded as a stepping stone to the next. And with each position he\nacquired a fund of railroading knowledge which was eventually to carry him to the highest\nposition on the Company's executive.\nThe photos on this page have been selected at random from a group depicting various\nphases of Mr. Neal's career. They show him in his boyhood days as a rising young railroader, and in subsequent executive capacities. He is shown too in the informal role of camper,\nangler, horseman and as a family man.\nHis ability to mix with his fellow colleagues on and off duty, a warm personality and\nfriendly disposition have been outstanding characteristics throughout his career.\nRiding ranks foremost on the list of Mr. Neat's favorite\noutdoor pursuits. He is seen here atop one of his favorite\nmounts while vice-president of western lines in Winnipeg.\nWith him is his son, Jack, who was lost while serving\non an  R.C.A.F. bomber over Germany.\nDogs are also included among\nMr. Neat's favorite four-footed\nfriends. Canine companions of\n1923 included Sniff and Chum,\nshown here with their master at\nNorth   Bay, Ont.\nllii\nWitiWBL\nMr. Neal had risen to the post of general manager, western lines, when this group\nof Company officers was photographed at Chapleau, Ont. He is seen at extreme\nright. Others are, from left: George Stephen, now Vice-President of Traffic; the\nlate Grant Hall, former Vice-President; T. Hambley, deceased, then Algoma's district\nmaster mechanic;  H. J.  Humphrey,  retired  Vice-President, special   duties.\nFishing is another of Mr. Neal's favorite hobbies. This photo taken\nat Christie Lake shows Mr. Neal, right, and companions preparing a recent\ncatch for the frying pan. With him are, left, H. J. Humphrey, and\nF.   Ronaldson,   retired   district   master   mechanic,   Toronto.\nSetting for this photo was the observation platform of a C.P.R. train\nduring a stop-over at Winnipeg Terminals. Mr. Neal is accompanied by\nMiss Grade Fields, popular radio and screen star, during a visit to\nCanada some  years  ago.\nChristie Lake has long been synonymous with vacation time for Mr. Neal. During\nhis brief periods of relaxation his summer home there has been a welcome retreat\nfrom his arduous duties. Here he enjoys a respite with his wife and two grandchildren, Billy and Peggy. They are the children of Mr. and Mrs. Scott Neal of\nWinnipeg.\n Qfi>\n^\n(^\nNews of the Month\nYear-End Safety Rally\nHighly Popular\nEmployees at\nThe system of\ncombining safety education with entertainment is finding\nincreased favor with\nthe personnel of the\nC o m p a n y's Angus\nShops as was evidenced by the three\nhighly successful\nmeetings held at the end of last year.\nThe meetings, each of which was dedicated to the personnel of one of the large\nshops, took place during the Angus Shops\nlunch hour on December 18, 19 and 20.\nThe attendance was as follows: passenger\ncar shop, 1,000; locomotive shop, 1,200;\nsteel car shop, 1,400, making a grand total\nof 3,600.\nH. R. Naylor, works manager, was chairman of the meetings which featured a high\nbrand of entertainment provided by the\nAngus Shops orchestra and a number of\nartists recruited from  the shops personnel.\nOn the safety education agenda, the\naccent was on eye and foot injuries, with\ngoggles and safety shoes advocated as the\nmost effective safeguard against such mishaps. It was pointed out that one out of\nevery four 'accidents is an eye injury and\none in every 10 a foot injury.\nThe following Company officers were in\nattendance at the meetings: W. Manson,\nVice-President; A. Lyle. assistant to the\nvice-president; Dr. C. P. Fenwick, chief\nof medical services; Carl Niderost, assistant\nmanager, department of personnel; E. L.\nGuertin, supervisor, safety bureau, and W.\nMorgan, chief clerk; E. Rose, supervisor,\nA.A.R. billing, and R. A. Smith, mechanical\nengineer * (loco.) all of the office of the\nchief of motive power and rolling stock.\n< ADDRESSES SHOPS RALLY \u2014 Approximately\n2,000 members of the Angus Shops steel car\ndivision heard A. Lyle, assistant to the vice-\npresident, Montreal, address a recent safety rally\norganized  by   Works  Manager  H.   R.   Naylor.\nSeen above, from left: B. Faughnan, assistant\nworks manager (car), Mr. Naylor, Mr. Lyle, W.\nManson, Vice-President, and Dr. C. P. Fenwick,\nchief  of medical services.\nTroop Trains \" Dressed Up \"\nTroop trains were \" dressed up\" to\nmark the end of repatriation when the\n\" Aquitania \" arrived recently in Saint John.\nGlistening with a fresh application of\nred and gold paint and completely\n\" shopped\" inside, two Canadian Pacific\n\" troopers \" had been marshalled under full\nsteam for three days awaiting the big ship's\narrival. They carried hundreds of servicemen and dependents to Ontario points and\nas far west as Vancouver.\nCompany officials explained it was only\na coincidence that the same trains which\nmoved tens of thousands of Canadians to\nseaboard and home again were out of shop\nin \" new attire\" to handle the last of\nofficial troop movements.\nNew Highway Services Begin\nNew co-ordinated railway-highway trucking services in Ontario have commenced\nwith the operation of two modern van\ntrucks and one tractor-trailer, operated by\nthe Canadian Pacific Express Company.\nThe vehicles will handle L.C.L. freight on\nthe London-8t. Thomas, London-Ingersoll\nand Tillsonburg and London-St. Marys\nroutes. Heretofore L.C.L. freight to and\nfrom these points was handled by train service via Woodstock.\nThe Canadian Pacific Express Company\nwill handle L.C.L. freight traffic arriving\nat London by rail to stations on these\nroutes and in the reverse direction from\nstations on these routes to London for\nfurtherance   by   rail.\nThis new co-ordinated service materially\nexpedites the movement and delivery of\nmerchandise traffic in this area, affecting\n\u2022in many cases a saving in time of from\n24 to 48 hours. -    \u25a0\u25a0'\nHelp Polio Victims\nFifty-three children, the last of 580 polio\ncases treated last summer at Ste. Justine\nHospital, Montreal, are learning to walk\nagain aided by mechanical devices donated\nto the hospital by employees of Montreal\nTerminals   division.\nOfficials of the terminals joined those of\nthe hospital recently in inspecting the 19\nitems of equipment which include a modern \" hot-pack\" apparatus, bicycles, tricycles and' \" strollers,\" purchased at a cost\nof more than $770 from a fund raised by\nemployee contributions.\nMembers of the inspection party representing the Terminals included A. L.\nMcGregor, assistant to the general superintendent, Quebec district, and vice-president of the committee which organized the\nfund; L. R. Clark, Quebec district safety\nagent, and Edgar Eaton, car foreman,\nOutremont,   chairman   of   the   fund.\nWITH expansion of their sports program\nand sports fund their goal, energetic members of the Canadian Pacific (Quebec No.\n96) Branch of the Canadian Legion held a\ndraw recently in Montreal with prizes ranging from radios to nylons.\nThe radio, offered as first prize, was won\nby Maud Gaudreault, of the S.D. & P.C.\ndept., while the second prize, a $50 bond,\nwas won by D. S. Coleman, of the auditor\nof agencies staff.\nWE'LL TAKE PENNY POSTAGE\u2014No one here thinks of letter writing as a luxury but things\nare different in  the  Far East\u2014particularly if the  correspondent sends  his  letters  by air  mail.\nIf you're in doubt take a glance at the letter depicted above addressed to Capt. R. W. McMurray\nin Montreal. When the sender in Shanghai asked for \" five two's and one three\" he paid out\nnot  13 cents or   13 dollars but $5,500.00 in Chinese money!\nBulletin readers will recall another such envelope appearing on page 79 of the November-\nDecember issue. Postage on this missive, however, was more normal. It cost the sender, also of\nShanghai, a mere $4,350.00.\n24\nCanadian   Pacific  Staff  Bulletin\u2014February,   1947\n F\n500 SHORT LINES STILL OPERATE\n1\/au Can \u00a3till ^kaueltke \"\u00a3Uo^JliH&\"fUJaif,\nTHERE are all kinds of railroad\nfans and historians. There is, for\nexample, one professional biographer\nof railroad corporations who on the\nside collects old time locomotives the\nway some people collect stamps or\nbutterflies.\nThere is another whose passion is for\nlive steam working train models and whose\nsummer estate a few miles from New York\nis scarcely distinguishable from a round\nhouse and engine shops on a miniature\nscale. There is a novelist, who is president\nof an industrial road in South Carolina and\nwhose pleasure it is to people his board\nof directors with characters of national\nfame.\nAnd there are Lucius Beebe and Charles\nM. Clegg who \" collect\" short line railroads in the sense that they have probably ridden on, photographed and written\nabout more off-the-beaten-track railroads\nin the United States than any \" short line \"\nenthusiasts in the land.\nTheir latest book, \" Mixed Train Daily,\"\na book of short line railroads, contains\nmore than 300 action photographs taken\nby the authors along railroad rights of\nway whose very names are unknown to the\nvast majority of people in Canada and the\nU.S.A., but whose freight and passenger\nbusiness are none the less ponderable items\nin the national economy.\n500   Short   Lines   Still   Exist\nA century ago all railroads were short\nlines in an age when it was necessary to\nchange cars five times on a trip between\nBoston and New York, but today most of\nthese little pikes have been swallowed up\nin the big trunk systems so that the Pennsylvania system, for example, is composed\nof no fewer than 300 once individual roads.\nThere are still, however, more than 500\nshort line railroads in business in the Uni-\nThe authors of \" Mixed Train Daily,\" Lucius\nBcebe and Charles M. Clegg, pause on the light\n'non of the narrow-gauge division of the Southern\nPacific in Owens Valley, California, while seeking\npicture  material  for  their  book.\nted States, most of them possessed of but\na few miles of indifferently ballasted track\nand many of them operating with but a\nsingle ancient locomotive of archaic design.\n\" Many of these short lines are really\nliving on borrowed time,\" explains Beebe,\nwhose previous volumes on railroading are\nregarded as standard works in their field.\n\" Some of those we have ridden and photographed have folded up and disappeared\nforever even while we were working on\nthis book. We feel that a record of their\noperations and old time simplicities of railroading is very much an item of Americana. You can imagine how valuable it\nwould be today if the fast action camera\nhad been available to provide a record of\nthe Concord stagecoach days in the far\nwest or the Mississippi River packets.\nEven the Amoskeag steam fire engine, once\na familiar sight in the every day life of\ncity dwellers is hardly represented at all\nin the files of the great photographic\nagencies. Yet the horsedrawn steam fire\nengine was universal only twenty-five or\nthirty years ago.\"\nSome of the prize items in Beebe's and\nClegg's collection of short lines are the\nMississippi and Alabama Railroad, the\nlast wood burning common carrier in the\nUnited States; the Nelson and Albermarle\nin the Blue Ridge Mountains, the only\ncommon carrier to haul mail and passengers behind a saddle tank locomotive, the\nVirginia and Truckee, \" most romantic\nrailroad in the world\" which flourished\nduring the days of the Comstock bonanza\nin the boom towns of Nevada, and they\nhave ridden on and photographed each of\nthe five still surviving narrow gauge railroads, relics of a time during the seventies\nwhen the diminutive three foot gauge spanned thousands of miles of the American\ncontinent. One of these, the Sumpter Valley in the Blue Mountains of Oregon is\nbeing abandoned even as this is written.\n7.   &   G.   Serves   Ghost   Towns\nBeebe and Clegg are also connoisseurs of\nromantic railroad names and have travelled the length and breadth of the United\nStates to ride on the Arcade and Attica in\nUpper New York State, the Tonopah and\nGoldfield in the ghost towns of the Nevada\ndesert, the Sylvania Central in Georgia,\nthe Wach, Beaumont, Trinity and Sabine\nin East Texas and \" Tweetsie \" as the East\nTennessee and Western North Carolina\nRailroad is affectionately known to the\nmountain folk of the Great Smokies in\nTennessee.\nWhen the author and his companion\nwanted to chronicle the rarest of all short\nline \"collector's items,\" the Rio Grande\nSouthern, a narrow gauge line in the lonely\nmountains of southwestern Colorado, the\nDenver and Rio Grande Western, the parent railroad, provided them with a special\ntrain of two narrow gauge business cars\ndating from the seventies^ and they spent\nthree days travelling over the Southern's\n162 miles right of way.\n'*9<. \u25a0>'\nThe St. Johnsbury and Lake Champlain Railroad, the only remaining short\nline running under five old-time wooded covered bridges in deepest Vermont\nis  the  subject  of a  picture story in \" Mixed  Train  Daily.\"\nIt   connects  with  and  shares  the  depot  of  the  Canadian  Pacific  at  St.\nJohnsbury.\n v^\nIT'S EA*V TO\nTAUtsum\nBUT ARE\nyou DOING\nYOUR PART \/\ncareful;\nnow\/\nW\\l\nA\nCourtesy National Safety Council\n Best in Cotton\nMake several of these darling sunsuits and\nskirts for your little busybody! Sunsuit of Pattern\n4885 takes one yard with contrast ruffles extra,\nhas one main pattern part.\nThis pattern, easy to use, simple to sew, is\ntested for fit. Includes complete illustrated instructions.\nPattern 4885, sizes 1, 2, 3, 4 and 5. Size 2\nsunsuit  with  self-ruffle  trim,   iy8   yds.  35-in.\nSend TWENTY-FIVE CENTS (25c) in coins\n(stamps cannot be accepted) for this pattern.\nPrint plainly SIZE, NAME, ADDRESS, STYLE\nNUMBER.\nSend your order to C.P.R. Magazine, Pattern\nDepartment, 60 Front St. W.,  Toronto, Ont.\nDown with the Bristles\nThe right way to dry many household\nbrushes is to place them bristles down after\nwashing. Hair brushes, tooth brushes and\nscrub brushes should not be turned on their\nbacks to dry, because this allows the water\nto stand in the place where the bristles are\nfastened and loosens them. Brushes with\nwooden backs are quickly dried this way.\nMost brushes, brooms included, should\nbe hung up to dry, and should be kept\nhanging at all times when not in use. Paint\nbrushes should hang to dry with their\nbristles down. If left resting on their bristles\nthey get out of shape. Most brushes that\nare made with a hole or screw eye at the\nend of the handle should be dried the way\nthey are kept hanging.\nHere is a picture in fen pieces. Cut them out and put them together.\nThen write and tell me what you think about it.\nYour\n\"CANPAC  PAL\"\nCanadian  Pacific  Staff  Bulletin\u2014July,  1947\n17\n Main section of pool with Mrs.\nJanet Maguire, supervisor, second\nfrom right, and Miss M. B.\nStrong, assistant supervisor,\nright. Note cylinders on desk\nready to be distributed to operators.\nMrs. Maguire running\nthrough a file at typist's\ndesk.\nAnother section of the\npool where miscellaneous\nwork is being done.\nSpeed at ^Uefo tyinxfe>ifa<p,4.\nEXCEPT for one lone 16-year-old office boy, the stenographic pool\non the sixth floor of Windsor Station, Montreal, is a women's world.\nIt is the accounting stenographic bureau and has served the accounting\ndepartment for the past 12 years.\nAt its formation it took over the -work of two offices\u2014the general\nauditor's and the freight claim agent's and has gradually grown by\nabsorbing the stenographic work from the offices of the auditor of\nfreight receipts, auditor of disbursements, auditor of agencies, general\ntax accountant and merchants' invoice accountant. The bureau also\nhandles many special assignments from other accounting offices.\nThere are 40 desks in the bureau, each occupied by a woman, with a\nsupervisor and an assistant supervisor, eight dictaphone operators and\n30 typists. They turn out a staggering total of daily letters and a large\nvolume of miscellaneous stenographic work which includes billing,\ntyping of statements, vouchers and abstracts. The pool boasts of\naccomplishing a record in dictaphone production reaching a high of\n1,297.2 lines in a day, and a high total of 1,000 letters a day. The\nsteady tap of the machines is seldom broken as the operators transfer\nthe letters from the cylinders to the typewriters.\nPotted plants on the window sills add a feminine touch to the large\noffice, and a bright sitting room tastefully furnished with a chesterfield,\narmchairs and table piled with magazines, affords the girls a quiet\nspot for their morning and afternoon rest periods.\nMrs. Janet Maguire, supervisor, who has been with the Company for\n30 years in addition to serving six years before her marriage, is proud\nof her unique department. She has been in charge of the bureau since\nits inception and has seen many of her stenographers rise to higher\npositions in the Company.\nA typist operating a special\nmachine which types executive\nstatements involving nine or 10\nlegible copies which are typed\non a slate lying flat under the\nmachine.\nWith ears attuned\nto the running words\non the cylinders and\nwith deft fingers,\nthese dictaphone operators speedily transport the words into\nfinished letters.\nIn a tastefully furnished room just off the\nmain office, the staff can\nrelax.\n WeddUuf, Belli\nBroadview Couple Honored\nOn Diamond Wedding  Day\nMr. and Mrs. J. R. McGregor\nMcGregor\u2014Craig\nIn a double ring ceremony which took\nplace at First Presbyterian Church, Winnipeg, Man., on May 23, two members of\nthe accounting staff at western lines headquarters were united in marriage. They\nwere Winnifred Craig, only daughter of\nMr. and Mrs. J. Craig, and John Ross\nMcGregor, youngest son of Mr. and Mrs.\nD. A. McGregor, of Neepawa, Man.\nThey were attended by Miss Jean McGregor, sister of the bridegroom, and William Craig, brother of the bride.\nThe bride chose a gown of silver lame\nof Grecian design with a veil held by a\nsilver and white beaded coronet. She carried\nJoanna Hill roses.\nAfter a reception, the happy couple went\nto Ingolf, Ont. They will reside^ in Winnipeg.\nBryson\u2014Lowry\nAllan Alexander Bryson, visual examiner\nfor western lines, Winnipeg, and only son\nof Mr. and Mrs. D. Norman Bryson, of\nVictoria, B.C., formerly of Winnipeg, and\nMillicent Anne Lowry, twin daughter of\nMrs. John Lowry and the late Mr. Lowry,\nWinnipeg, were united in marriage at 5\no'clock on Saturday, June 7. The marriage\n\u00a7 took place in St. Matthew's Anglican\nChurch, with the Ven. Archdeacon George\nR. Calvert, rector of the Church, officiating.\nThe bride, in white satin, and pointe\nd'Esprit with orange blossom head-dress\nand fingertip veil, carried white roses and\nsweet peas. She was attended by her sister\nNora Lowry, in peach chiffon, and by Miss\nCatherine Boag, in blue taffeta bouffant,\nwith hats and accessories to match. The\nbride was given in marriage by her brother,\nJohn D. Lowry. Charles Shipman was best\nman and the ushers were Patrick Mathews\nand William Wooler.\nWedding  Presentation\nOn the eve of his marriage to Miss\nDorothy J. Schoular of Montreal, Warren\nWoermke, secretary to the chief clerk, hotel\ndepartment, was honored by his colleagues\nat a presentation ceremony.\nThe gifts, which included a handsome coffee table, were made by Chief\nClerk W. A. Reynolds on behalf of the\nhotel department personnel. The bride-to-\nbe, a member of the transportation department, was similiarly honored a few days\nbefore by her own staff colleagues.\nBooth\u2014Wilson\nIn Westminster United Church, Winnipeg, recently, Thomas Richard Booth, only\nson of Mr. and Mrs. Andrew T. Booth,\nWinnipeg, and Georgina, elder daughter of\nMr. and Mrs. Thomas T. Wilson, Deer\nLodge, Man., were united in marriage. Dr.\nE. M. Howse, minister of the church, officiated. The bridegroom is a clerk in the\noffice of the terminals superintendent at\nWinnipeg.\nMiss Helen Wilson was her sister's only\nattendant.   Roy Saunders was best man.\nAfter the wedding reception Mr. and\nMrs. Booth left for Minneapolis and Chicago. They are residing in Panama Court,\nWinnipeg.\nCairns\u2014McLeod\nThe marriage of Hazel McLeod, second\ndaughter of Mr. and Mrs. Hugh McLeod of\nWinnipeg and Richard Grahame Cairns,\nonly son of Mr. and Mrs. W. Cairns, also\nof Winnipeg, was solemnized on June 4, at\n7.30 p.m., in Augustine United Church, Winnipeg. The Rev. Russell McGillivray, minister of the church, officiated. The bridegroom is assistant surveyor, engineering\ndepartment, Winnipeg.\nThe bride wore a navy dressmaker suit\nwith matching accessories and was unattended.\nImmediately following the ceremony Mr.\nand Mrs. Cairns left for the Pacific Coast.\nThey will reside in Winnipeg.\nMontreal Couple Celebrates\n60th Wedding Anniversary\nMr. and Mrs. J. F. Gillespie\nMr. and Mrs. James F. Gillespie, well\nknown residents of Montreal, where they\nwere both born, celebrated their diamond\nwedding anniversary on June 15. Before\nhis retirement in 1933, Mr. Gillespie was\na sleeping car conductor and served the\nCompany for 36 years. Mrs. Gillespie was\nformerly Emma Mary Barwick, daughter of\nthe late Oliver E. Barwick, principal of the\nBritish and Canadian School, Montreal.\nDuring those 60 years of married life Mr.\nGillespie has kept a daily diary covering\nhis railroad career and a treasured record\nof hockey and ball games\u2014a volume which\ncontains interesting memoirs.\nThey have three sons and two daughters;\nJames F. Jr., chief clerk, steamship department, Vancouver; Gordon F., in charge of\nthe art division, department of public relations, Montreal; Douglas B., of Montreal,\nand Marion Agnes, also of Montreal, and\nMrs. R. M. Miller of Crawford Park,\nVerdun.\nMr. and Mrs. J. McNeil\nPersonal messages of congratulation from\nTheir Majesties, King George and Queen\nElizabeth, Prime Minister Mackenzie King\nand W. M. Neal, Chairman and President\nof the Company, highlighted the day for\nMr. and Mrs. John McNeil of Broadview,\nSask., when they celebrated their 60th\nwedding anniversary on May 19.\nMr. McNeil, a retired locomotive hostler,\nwas born at Glengarry County on June 9,\n1863, and in 1887 he married Jessie Mc-\nKnight of Montreal. Two years later the\nMcNeils moved to Moose Jaw where Mr.\nMcNeil joined the Company as a wiper. He\nwas promoted to fireman in 1891 and in 1916\nhe became a hostler at Broadview. He retired from that position on July 1, 1929.\nOn the day of their anniversary Mr. and\nMrs. McNeil were hosts to a large number\nof friends and Company associates, including W. E. Kingston, superintendent at\nBrandon.\nMcNeill\u2014Finlay\nMargaret Phyllis Finlay, transportation\nstaff, Winnipeg, became a bride on Saturday, June 7, when she was united in marriage to Andrew McNeill in Grace United\nChurch, Rev. W. G. Martin officiating. The\nbride is the only daughter of Mr. and Mrs.\nJ. R. Finlay and the groom eldest son of\nMr. and Mrs. A. McNeill.\nThe bride, in a gown of white satin and\nmarquisette, was attended by Miss Helen\nMcPhail, also of the transportation department staff. Leonard Storey was best man\nand Ronald McNeill, brother of the bridegroom, and Duncan Randall were ushers.\nFollowing a reception in St. Andrew's\nHall, Mr. and Mrs. McNeill left for a\nwedding trip to Minneapolis. They will\nreside in Churchill, Man.\n20\nCanadian  Pacific  Staff  Bulletin\u2014July,   1947\n The Last Inspection\n\/y\u00ab? '?6s\nThe head stewardess aboard the Canadian Pacific liner Empress of France, Miss\nClair Collas, holds one of her last inspections aboard the 20,400-ton liner, now in port\nat Montreal Harbor. She retires next week following a life of sea travel and adventure that has taken her to practically every country on the map during the past\n36 years. On one occasion, she acted as personal stewardess to the present Queen\nMother, and was presented with a brooch which she treasures amongst her most\nvaluable possessions.\n NAME\nRETIRE\nOCCUPATION,   LOCATION\nMENT\nNAME\nAdams,   S\t\n    Loco.  Engineer,  Farnham  Divn.\nHowie,  R\t\nAlexander,  J\t\n    D.C.   Chef,  Montreal\nHuculak,   A\t\nAllard, J.  O\t\n     Coach  Carpenter, Angus Shops\nHulbert,  C\t\nAllen, H. L\t\n     Chief Clerk   (Freight),  London, England\nJones,   W\t\nAllen,  W.  C\t\n    Loco. Engineer, Bay Shore\nKaczkouski, W\t\nAnderson,  A.  D\t\n    Agent,  Reston,  Man.\nKellett, C. K\t\nAnglim,  G.  W\t\n     Operator,  Hayward,  B.C.\nKennedy, J. T\t\nApps,   A\t\n     Carman, Moose Jaw\nKent, J. R\t\nArchibald, G. E\t\n     Chief  Clerk-Agent  (BCCS),  Nanaimo Termls.\nKerr,  J.  M\t\nAudette, A\t\n     Loco.  Engineer, Laurentian Divn.\nKilgour, W. W\t\nBarnicoat,   A\t\n    Marker-off, Angus Shops\nKonyk,  A\t\nBarry, Capt. L. C.   ..\n    Asst.   Marine   Supt.   (CPSS)   Quebec   and   West\nKostek,   F\t\nSaint John\nLaFleur, A. O\t\nBartozek, P\t\n    Boilerwasher,  Wpg.  Rndhse\nLambert, J. E\t\nBastien,  A\t\n * Siding Checker, Montreal Wharf\nLamer, J. S. E\t\nBednarozuk, W\t\n    Machinist  Helper,  Kenora\nLapworth, J.  J\t\nBeebe, C. R\t\n     Trainman,  Newport, Vt.\nLatulippe,  P\t\nBillings, C. M\t\n    Loco.  Engineer, Smiths Falls Dvn.\nLavigueur,  0\t\nBlahovich, J\t\n    Blacksmith  Helper,  Angus  Shops\nLawrence, A. W\t\nBlumenauer, J. R.   ..\n     Agent, Salmon Arm\nLeblanc, A\t\nBourbonnais, E\t\n    Co.  Carpenter, Angus Shops\nLeblanc, J. W\t\nBrais, S.   \t\n    Machinist,   Angus  Shops\nLee, G. W\t\nBrennan, P\t\n     Fitter's Helper,  Glen  Yard\nLevert, C. H\t\nBricault,   F\t\n    Sectionman, St. Johns, Que.\nLevinson, J\t\nBrown, H.  M\t\n    Agent, Domain,  Man.\nLindsay, W. G\t\nBrown, W. T\t\n    Senior  Troubleman,  Royal York  Hotel\nLizotte, J\t\nBudd,   E\t\n    Conductor,  Brownville  Dvn.\nLobb,  J\t\nBull, C. H\t\n    Ldg.   Hand  Boilermaker,  Angus Shops\nLong, H. W\t\nBunker, J. Y\t\n    Conductor,  Medicine Hat Divn.\nLong, T\t\nButler, J.  C\t\n     Collector  (Frt.),  Ottawa\nLucyk,   H\t\nCadieux,  A\t\n    Mail  Chauffeur,  Montreal  Trmls.\nMaltais,   W\t\nCahill,  C. A\t\n     Operator   (Communs.),  Halifax\nMandziuk, M\t\nCameron, J. D\t\n     Electrician's  Helper,   Nelson\nManesse, N\t\nCampbell, W. E\t\n     Trainman,  Farnham  Divn.\nManning,  R.  S\t\nCanzi, A\t\n     Track Watchman, Schreiber Divn.\nMarshall,  C.  P\t\nCaron,   T.    \t\n     Crossing Watchman,  Quebec,  Que.\nMatwis, J\t\nCarpenter, C.  C\t\n    Yard Foreman,  Fort William\nMcDade, Miss S.  C\t\nCatalfano, D. S\t\n     Freight Painter,  Angus Shops\nMcDonnell, R. C\t\nCoates, E\t\n    Carman,  West  Toronto\nMederski, J\t\nCook, V. H\t\n     Boilermaker, West Toronto\nMercier,  I\t\nCook, G\t\n    Agent,  Piapot, Sask.\nMiller,  G.   W\t\nCooke, A. M. W\t\n     Chief Fuel Inspector,  Coleman,  Alta.\nMillman, H. A\t\nCoulter,  A\t\n     Carman's  Helper,  Ogden Shops\nMilstead, F. B\t\n^Vfittleholt.  H^H.\n \/^<^ ifSS\nChief Engineer Retires\nA luncheon aboard the Empress of\nScotland was held recently to mark the\noccasion of the retirement of C. F.\nThornton from the post of chief engineer. Originally from Southampton, he\njoined the Canadian Pacific in 1915,\nserving as a junior engineer aboard the\nhospital ship \"St. George\". After the\nwar, he saw service on many Company\nvessels, and, in 1929, became third\nengineer aboard the Duchess of AtholL\nIn 1946, he became chief engineer on\nthe Beaverlake, travelled on the Empress of France in that capacity, and,\nfinally, was transferred to the Empress\nof Scotland. On hand to wish him well\non his last trans-Atlantic voyage, were\nmany friends, including, N. R. Nickalls,\nleft, superintendent engineer, Montreal\nand Saint John.\n Closes 44 Years\nAfter over 44 years of continuous service\nwith the communications department of\nthe Company, Saskatoon chief operator\nIra E. McLeod retired on pension recently.\nMr. McLeod entered the service as a morse\noperator at Saskatoon in 1910. He was\npromoted to the position of chief operator\nin 1917 and has faithfully served the Company in that capacity ever since. Mr. McLeod is well known in Saskatoon where\nhis son is a prominent city official in the\nDepartment of Personnel.\nMr. McLeod is succeeded in his position\nas chief operator by S. L. (Sandy) Fourn\nwho moves up from Saskatoon evening\nchief operator. D. W. Willis moves up\nfrom all night chief operator to the evening position and is succeeded by S. E.\nBamford presently a morse operator in\nSaskatoon.\nTrain baggageman William Bolton Sut-\ncliffe of Winnipeg, who started in 1912 at\nMoose Jaw as a brakeman, has retired.\nOne of his sons, Robert, was with the\nCanadian Pacific Express for 10 years. He\nwas on the crew of the first gas electric\ncar from Moose Jaw to North Portal. He\nis a Mason.\nRetires From S.D. and P.C.\n Construction   of  New  Diesel  Servicing   Shops\nUnderway at Company's Montreal St. Luc Yards\nConstruction by the Company of a\nnew diesel servicing shop, equipped\nwith the most up-to-date, facilities for\nthe maintenance of its expanding fleet\nof diesel locomotives, is now underway at the railway's St. Luc yards in\nMontreal.\nAn important feature of the shops;\nscheduled to open next summer, will\nbe a wheel-truing machine, designed\nto restore to normal the contours of\nworn flanges and treads of diesel locomotive wheels.\nThis device, which permits the\nmachining of wheels without the time-\nconsuming and more costly process of\nremoving them from the locomotive's\ntrucks, is the second of its kind to\nbe operated in Canada, the first having also been installed by the Company in its new diesel shop built at\nNelson, B.C., during 1953.\nOther maintenance work can be\nperformed on the diesel locomotive\nwhile wheels are in the process of\nbeing trued\u2014an important factor in\ntime-saving.\nOf steel frame and asbestos-cement\nwalls, with concrete foundation and\nplatforms, the new shops will be the\nlatest of several modern additions to\nthe St. Luc yard which already boasts\nthe country's only hump-retarder as\nwell as a recently installed diesel oil\nreclaiming plant.\nEfficiency  and  economy  of opera\ntion will be foremost considerations\noi the new shop, which will cover approximately 20,000 square feet in\narea, and whose design was developed\nby the railway's engineering department under the direction of R. A.\nEmerson, chief engineer.\nThe interior of the shop is dominated by two through tracks, these running the shop's full length and giving\nmaintenance men ready access to all\nparts of the locomotive from different\nlevels.\nThe lower floor, approximately\nthree feet below rail level, will facilitate work on running gear, while an\nelevated platform some rive feet above\nthe rails will permit work on other\nparts with a maximum of speed, efficiency and safety.\nThe shop area of the new plant\nwill consist of three levels. The lower\nsection, nine feet below the rails, will\ninclude the electrical switchboard\nroom, lubricating oil tanks, pumps\nand fan room. Another floor at platform level will house the foreman's\noffice, filter cleaning plant, stores and\nelectrical shop. A lunch room, wash\nroom and locker facilities will be\nfeatures of the top level.\nFresh air\u2014steamheated when conditions warrant\u2014will be distributed\nthrough the shop, for the comfort of\npersonnel, by means of under-floor\nducts.\nView of diesel maintenance shop in Nelson, B.C. The Company's newest diesel\nservicing plant is now underway at St. Luc yard in Montreal. Track arrangement\nenables diesels to be serviced from different levels with a maximum speed and\nefficiency.\nAT NO EXTRA COST\nPatrons Can Reserve\nSkyliner Coach Seats\nTRAVELLERS SOON will be able\nto reserve skyliner coach seats on\nthe Company's transcontinental trains\nat no cost beyond the regular coach\nfare.\nAnd the seats so reserved will be\nequipped with full length leg rests\nand reclining backs, ideal for night\ntravel and long distance coach rides\nfor those wishing to forego the added\nexpense of a sleeping car berth.\nInstructions to guide agents issuing\ntickets for this type of travel, never\nbefore on Canadian trains, were dispatched from Windsor Station recently by Ian Warren, general passenger\ntraffic manager.\nSparkling new scenic dome coaches,\nstreamlined in stainless steel, have\nstarted to arrive from the builders,\nthe Budd Company of Philadelphia,\nfor this new service on our transcontinental runs, and eventually 18 of the\ncars will be in operation.\nNext spring, the same reserved seat\nfacilities of these coaches will be\naugmented by the placing in service\nof an additional 30 deluxe skyliner\ncoaches, which are fitted with 60 adjustable leg-rest seats but not with\nscenic domes.\nIn addition to reserved seat facilities and scenic domes, the skyliner\ncoaches now being delivered are\nequipped with attractive coffee shops\nfor serving budget-priced meals to\nthe travellers. Meals and snacks will\nbe served continually in these shops\nfrom early morning until late evening.\nIncluded in the instructions issued\nto agents were the following:\nPreference for the 26 reserved seats in\nthe skyliner coaches is to be given long distance coach passengers. Passengers whose\ntrips commence and terminate in day-time\nof the same day will be accommodated in\nnon-reserved seat coaches of the picture-\nwindow 2200 series.\nSeats are not reserved in the scenic dome\nsection of the skyliners, where there are\n24 seats with all-round vision, nor will they\nbe reserved in the coffee shop section.\nA new type of ticket coupon form is\nbeing issued to cover reserved seats. These\ncoupons are not to be lifted by conductors,\nbut retained by passengers for identification purposes.\nAgents were advised to state in requesting reservations for single seats the sex of\nthe applicant so that adjoining seat can be\nassigned, where possible, to a passenger of\nthe same sex.\nThe instructions noted that all classes of\npassengers, that is standard and tourist\nsleeping car passengers as well as coach\npassengers, will be entitled to use the\nscenic dome section of the skyliner coaches.\nSpanner \u2014 January, 1955\n23\n Wedding Gift for Popular Colleague\nMembers of various staffs in Windsor Station, the Montreal Terminals division\nand the Express Company, participated in the wedding gift presented to George\nDrummond, popular assistant stationmaster at Windsor Station, prior to his\nmarriage to Miss Helen Crake. The presentation of a television set was made by\nM.  R.  Martin,  superintendent, Montreal  Terminals.\nIn the picture are. left to right: J. A. Lemire, stationmaster; Mrs. I. Stevenson,\nsister of Mr. Drummond; W. Burnett, assistant baggage agent; M. Beliveau,\nassistant stationmaster; Miss Croke, Mr. Drummond, and Mr. Martin.\nBlood Clinic at Weston\nWhen the two-day blood clinic held at Weston Shops ended recently Red Cross\nofficials estimated that 4,000 bottles of blood will have been donated by shops'\nemployees over a span of three years. These 4,000 bottles represent five complete\nfillings  at  the Manitoba  Blood Bank.\n\"The response from men at Weston Shops,\" said a Red Cross official, \"has\nalways been tops, with at least 35 percent of the men always participating. Nice\ngoing Weston Shops.\"\nFrom left to right in the above photo are: Dr. G. E. Large, provincial medical\ndirector of the Manitoba Division, Red Cross; Pat Matheson, nurse's aid, of Winnipeg, who helps E. G. Bowie, superintendent of motive power and car dept., stow\nblood in the special refrigerated truck; T. F. Donald, assistant superintendent,\nmotive  power;  and  W.  Douglas,  works   manager,   Weston   shops.\nCompany Films on TV\nCanada is being introduced into the\nhomes of millions of Americans,\nthrough the medium of TV motion\npicture films, released by the Company's department of public relations.\nDuring the first 10 months of 1954\nCanadian Pacific films were televised\n269 times over TV stations located in\n53 American cities, to an estimated\naudience of over 18,000,000.\nThe films, including \"Canadian-\nPattern\", which covers the major\nscenic areas in each of Canada's 10\nprovinces, bring before the TV audience, fishing, trail riding, hiking, golf,\nskiing and other activities available\nto the American visitor to Canada.\nWhen it is remembered that out of\nevery 100 visitors to Canada, 96 are\nfrom the United States, the value of\nthis form of publicity cannot be\noverestimated.\nCanadian Pacific films are also appearing on TV stations in Canada.\nDuring the same period an estimated\nthree million Canadians have had the\nopportunity of looking at their country from coast to coast.\nAid Overseas Scouts\nCurrency restrictions make it practically\nimpossible for Scouts from several overseas countries to bring dollars with them\nwhen they come to the Eighth World\nJamboree at Niagara-on-the-Lake next\nAugust.\nFor this reason Canadian Scout Groups\nare being asked by F. J. Finlay, Chief\nExecutive Commissioner of Canada's Boy\nScouts, to raise $50 each, to provide the\n|30 Jamboree fee and $20 spending money\nfor at least 1,000 'Scouts from overseas\ncountries anxious to come to the big\nJamboree, the first \"of its kind ever held\nin North America.\nBecause of the size of the task, service\nclubs and other organizations are being\nasked to share in the effort to help Scouts\nfrom other lands to enjoy the Jamboree\nin Canada.\n<\u00b1.J\\\/\\JXJXJ\\J\\J\\J\\,-JX'JXmMM>J\u00bbJAsJ\\JXJxJ\\~MJ\\'fa\nEggs Take to Air\n\u00a9 An unusual air shipment arrived\nin Vancouver recently on a Canadian\nPacific Airlines flight from Australia.\nIt consisted of 18 pounds of pheasant\neggs from the New Zealand game\nfarm at Rotorua and destined to the\nstate conservation authorities at\nKnoxville, Tennessee.\nThe eggs were specially packed in\n20 pounds of sawdust and placed in\na wooden case for the 9,000-mile trip.\nThe eggs are a gift from the New\nZealand Government and will enable\nthe American conservation branch\nto experiment with the new strains\nof game birds in Missouri and Tennessee preserves.\n^VAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVAVtf\n24\nSpanner \u2014 January,  1955\n Workers at Angus Shops are shown putting\nfinishing touches on a number of snow plows\nthat   were   being   readied   for   battle this\nwinter against the annual ice and snow\nscourge.\nCompany\nGirds to Meet\nWinter Snow Challenge\nONCE AGAIN the Company girded itself early to do\nbattle against a major natural enemy\u2014Old Man\nWinter\u2014an enemy which costs the railroad millions of\ndollars each year.\nSince early winter trained crews were busy dismantling, repairing, checking and re-checking available\nsnow removal equipment, getting it in \"ship-shape' condition for the winter.\nA careful inventory and inspection was carefully\nmade of all snow removal equipment, and plans were\nbeing laid for the annual \"snow meeting\" at which representatives from the engineering, track, mechanical, signal\nand transportation divisions meet to exchange their ideas\nand experiences, and formulate a general plan of operation.\nAt these meetings the equipment situation is studied\nand decisions as to the placement of snow removal equipment along the thousands of miles of track are made.\nIn 1953, snow plows worked a total of 127,193 miles,\nand the snow removal bill on tracks alone that winter\namounted to more than $2,000,000. In some places the\nunits battled snowdrifts as high as 25 feet. On many\nparts of the line 20 to 35 feet of snowfall annually is\nnot at all uncommon.\nIn the mountainous sections of Canada, the situation sometimes becomes critical when giant snow slides\nbury tracks under tons of ice and snow. To battle this\nperennial enemy \u2014 and to keep freight and passenger\ntrains on schedule\u2014the C.P.R. relies on its equipment\nand the men who work it.\nThe Company's snow battling units include two\ngiant snow loader and melting tank units;  four rotary\nand 198 wedge type snow plows; 54 Hangers for clearing\nrails and 114 spreaders for pushing snow off tracks in\nfreight yards and widening cuts on the main line.\nBulldozers, rotary brooms and highway plows, and\npneumatic ice-chipping tools are main weapons in the\nfront line defence against the inroads of winter's menace. Always ready to change old methods and machinery for more modern, less costly, and more efficient means\nof combatting the annual snow scourge, the C.P.R. in\nrecent years has built and purchased new machinery,\nand introduced and improved methods that have been\nused with marked effectiveness.\nParticularly useful in terminal areas are the large\nsnow loader and melting units, which operate equally\neffectively in dry or wet snow. Another very useful piece\nof machinery is the old Army \"do-all\"\u2014the bulldozer.\nIn summer, bulldozers are used in a variety of jobs,\nincluding ditching, plowing fire lanes, diverting streams\nand straightening creeks, building embankments and\nbreaking and levelling ground. In winter time the\n\"dozers\" are placed in service mainly to keep station\nareas clear of ice and snow.\nSmall tractors, with plow attachments, are very\neffective on station platforms and walks. Wing plows\nare located at strategic points at each division, and rotary\nplows are confined to mountain areas. Other types of\nequipment are stationed where they will be of most use.\nEmergencies don't occur very often, but when they\ndo, the railroad is ready for them. Men of experience,\nskill and ability are on call 24 hours a day. In each\ndivision, the names, addresses and telephone numbers\nof employees in charge of snow fighting crews are compiled and ready for immediate reference should an emergency arise.\nSpanner \u2014 January, 1955\n Historic Review of 'Bytown and Prescott Railway'\nAs Ottawa Observes Centenary First Rail Service\nBy Omer S. A. Lavallee\nQYTOWN HAD GOOD reason to\n\u25a0^ be merry at Christmas in 1854.\nFor one thing, the town's name was\nbeing changed and in a few short\ndays, on the first day of the New\nYear, 1855, it would become known\nas Ottawa, after the mighty river\nwhich flows past its bluffs over the\nnearby Chaudiere Falls.\nThis town, first named in honor of\nthe well-known soldier-engineer, Colonel John By, whose work on the\nRideau Canal has been recorded extensively elsewhere, was destined for\ngreat things as it faced the day of\nits rechristening. Three years afterward, history had it singled out to\nbecome the capital of the Province\nof Canada in British North America,\nand when the colonial provinces were\nunited into a Confederation on that\nfirst Dominion Day, July 1st, 1867,\nthe same river town would become\nthe capital of the great nation we\n,   know and love today.\nBut, Bytown still had seven days to go\nbefore it would become Ottawa\u2014it was\nChristmas, and overshadowing the holiday\nand the renaming of their town, its citizens\nwere preparing for an event of the greatest\/\nlocal importance\u2014the arrival of the first\nrailway train on the barely-completed By-\ntown ^ & Prescott Railway, Ottawa's first\nrail link with the outside world. Many of\nthe citizens\u2014indeed, most of them\u2014had\nnever seen a railway train or any piece\nof railway equipment before in their lives.\nUntil the fall of 1854, the nearest Canadian railway was at Montreal, more than\none hundred miles distant by Ottawa\nRiver steamer.\nIn the early \"fifties\" of the last century.,\nwhen Canada was undergoing its first railway boom, Ottawa was the target for\nseveral railway lines, not the least of\nwhich was a trunk railway to unite Montreal and the Lake Ontario region, by way\nof Bytown. Such a railway would be militarily strategic, and it was desired to keep\nit as far away from the international\nboundary as possible. This seems ridiculous in our day and age, but one hundred\nyears ago, the War of 1812 was still very\nfresh in the minds of older Canadians.\nThis trunk railway was the Montreal &\nBytown, and was even then in the course\nof construction, having opened its initial\nsection just two months to the day before\nthis Christmas of 1854, on October 25th.\nAs far as sBytown was concerned, however, the nearest railhead was still 65 miles\ndown the Ottawa, at Grenville, Que., as\nthe M. & B. had built only between Carillon and Grenville, and as later events\nproved, was destined to go no farther. The\nMontreal & Bytown might have been said\nto be on its way, but here was the Bytown\n& Prescott right at the doorstep.\nBYTOWN & PRL5COTT\nRAILWAY ^01TJ\nPRESCOTT ,\nIt almost didn't get there either! There\nwas an influential element in Bytown who,\nthough they realized the benefits which\nwould arise from a rail connection with\nthe Saint Lawrence, nevertheless thought\nrailway building a little premature. By-\ntown had water communication with Montreal via the Ottawa River, and with Kingston by way of the Rideau Canal. -They\nwere more than a little scornful when the\nProvincial Legislature granted a charter to\nthe Bytown & Prescott Railway on AugUbt\n10, 1850, but they were surprised when\nthe first sod was turned in September, 1851,\nbeginning work on the 57-mile line.\nThere was enough public confidence to\nencourage municipalities along the B. & P.\nto invest considerable sums in the enterprise, but the dubious ones were just waiting for some financial ill wind to come\nalong and collapse the scheme like a house\nof cards. They nearly had their wish, too,\nwhen construction from Prescott reached\nBillings, a few miles south of Ottawa.\nHere, the Company ran out of the '54,000\ntons of iron rails which had been bought\nin Wales in May of 1853. Robert Bell, the\nBytown & Prescott's energetic and enthusiastic promoter was annoyed when this\nhappened. He was far from defeated, however. Funds were pretty low, and in the\nface of some ill-timed scoffing on the part\nof his opposition, he laid wooden rails\nfrom Billings into Ottawa, and topped\nthem with iron straps. It was only a railway of sorts, but it was a railway.\nAs the end of 1854 approached, it became clear to the backers of the Bytown\n& Prescott Railway that they would have\nto make a show of confidence to the\ncitizens of Bytown, for the railway's benefit. As a result, they decided to operate\nthe first train on Christmas Day, even\nthough the bridge over the Rideau River,\nwithin yards of the Rideau Falls, and just\na few hundred feet short of 'the Sussex\nStreet terminal, was as yet uncompleted.\nThe day came, and the Bytown & Prescott assembled what cars it possessed,\ncoupled the four-wheeled engine \"Oxford\"\n\u2014the first\u2014on the head end, and set out\nfor Bytown. The train might have made\na more impressive show wjjth one of the\nlarger engines at its head, such as the\n\"Ottawa\", but Bell decided not to tax the\ncapacity of his wooden rails, and so the\n1.8-ton \"Oxford\" was selected for the job.\nJust before five in the afternoon of Christmas Day, the citizens of the future Canadian capital smelled their first locomotive\nwood smoke as the diminutive \"Oxford\"\nand its train came slowly up along the\nRideau River, and pulled up to a stop\non the approach of the bridge-to-be. A\nboat ride was a rather ignominious end\nto an inaugural rail journey, but the passengers disembarked, were ferried over the\nRideau   River,   and  walking   up   Cumber-\nThe \"Ottawa\", built\nin 1854 and shown\nhere in 1861 at the\nterminal in its namesake city, was typical\nof railway motive\npower of a century\nago.\nSpanner \u2014 January,  1955\n H^ORJ^REVIEW Cont'd\nland Street to  the station,  treated them-\nselv^to   the   ba\u201equet   which   had   been\nPr\u2122ming  the  r0Ute \u00b0f the ^\u2122* &\nPrescott, one can not but wonder why the\nrailway was not built to a point closer to\n\u25a0 w,,?^ T FallS''   fr\u00b0m  its inoeP\u00abon,\nbound 11    \"* ' krge PMt of the ^\nbound traffic would consist of timber which\nraits   a\",   ;\u00b0Uf * ,d0Wn   the   0ttawa  *\nivrtgyviogic dietated that ^e\nrailway  should  end at  some  point  at or\nj        abo      the Chaudiere Palis.   Th'atlis Wa\nnot   done   ls   regrettable   in   view  of  the\nfinance   vicissitudes   through   which   the\ncompany passed between  the  time of its\ntha't^ r      !lreason^e\u00bb for the fact\nthat   the   line   terminated   in   New  Edin-\nknf'   ^i116   SUSS6X  Street  dist^t  was\nknownrather   than   farther   to  the  west,\nandtl    ,8*P?Sed   C\u00b0St   \u00b0f   eWriation\nand the difficulty of construction\nActually, two of the most active shareholder m the company, Thomas McKay\nand his son-in-law, John McKinnon, influenced the  board   to   have   the   railway\nbe\u2122eatT:theRideaUFalls-Itshould\nbe said at this point that McKay owned\na lumber mill adjacent to the station site\nand we leave the reader to draw his own\ns?ts In rnt of fact'the \u00ab***\nh       I      !   radWay -Was   Practically   de-\nwarnotaf ,Khe   6XPeCted   1Umber   traffic\nwa    not  forthcoming,   though  a  remedial\nmeasure  was   taken   almost   twenty  year\nlater when a branch was constructed to a\nPacini S   \"it   \"   n\u00b0W   the   Ca\u00bbad-\nPacifies Broad Street freight shed.\nSeven days after the first run   tk\u201e\npany name was outdated hi T'      6 COm\"\nof   Bytown.     AccordS\\t & renamin8\napplied, to   the  ftovfil  &1KT\npermission  to   change   it,  name  to Le\"\nSt^-S^ntl^\n\"pSttXaV^o\u2014 y0^0\"-\nCatdrbWten^^ntJeT'an^^  ?\nDo\/ton.\" owerw.se and mo,e pop\u201efe,fy known as the \"Lucy\nKSy'g K\u00bbXb5, thftS\u00ab \u00bb'\nSpanner \u2014 January, J 955\nrails,   for  which   they   had  been  paid  in\nsterling bonds, the interest upon which was\nnow aenously i\u201e arrears.   The receivershi\nlasted from 1858 to 1865.   Finally, in such\ndesperate  physical state  that service  wis\nat  a  standstill,   the  railway  was   sold  a*\nauction   on  December  23rd,   1865,  to   the\nholders of the first mortgage bonds. This\naction an one stroke wiped out all of the\nshare capital, the investments of the second   and   third   mortgage   holders,   and   a\nlarge    amount    of   floating    indebtedness.\nAlter   effecting,   at   considerable   cost,   the\nnecessary  repairs to  the railway   the  lin\u00ab\nwas granted a new  charter\u25a0  \u00ab  th*  w\nLawrence & Ottawa Railway Con panf on\nDecember 21st   1867,  and serves' re\"\nsumed after a lapse of two years\n'in the course of the period of in \u201eQ\u201e\nbetween the time of ogrf the'raif\nway and the termination of*the receive \"\nhip, travel conditions went from one ex\"\ntreme to  the  other.   In the first years of\n?oT Zh trelIerS Wrote  that thf'com\nort   eouid   b     oompared      . eom\nhne   in   America.   Even   as  late   as   1860\nssLsrtft''.iFift*T*\nfeeling the way \u00a7 g Th adder s tong\u00abe\nand p'ohcem^are notltU^tJT\"\ngentfc tt^T'f ^yfraomd ofc\nformadon' or assistance^6. deSinng in-\nlent chance IfS^*\"   eXCel\"\nIn 1871, the new company built a branch\nfrom Ellwood to the Chaudiere, thereby\nIZn \"t  err\u00b0r   made   \u00b0\"ginal'y   in\nStJeet^ TK     ^  the  t6rminal   in  Suss-\nStreet      The    new    Chaudiere    terminal\nattracted a considerable amount of lumber\ntraffic and this, coupled with the narrowing\nsLh , nd Tnmk Railway's ^es to\nstandard   gauge    about   the    same    time\nallowed an uninterrupted flow of interchange traffic. The Chaudiere terminal\ngradua y replaced the Sussex Street sta-\ntion after 1871.\nShortly after the Canadian Pacific Railway   was  formed   in   1881,   it   adopted   a\nto eL \"A8 rd PUTChasing sma11 **\u00bb\nheh,? ada'  t0 mtegrate with the\nthen-building  transcontinental.   The  Saint\nLawrence & Ottawa Railway was one ot\nhese lines, and it was leased to the C P R\ntrom September 26th   1884\nrcom^m irws tAP1^\nL e &LOy ^TP\u00b0\u00bb    *^*\nPacifc,0theWa'Lu^ykeDa?tV0en\" by . Canadla\u00bb\n^1 -n- fc STubdlvision of the Smiths\nFalls Division. It isn't the only route om\not   Ottawa   any  more    but   +\\,i \u2022 r\nblw^r^ ^^-Sefuse^hrit\n^ W? nAUwa and Bedell. When trim\n33  left  Ottawa   on   Christmas  nip-ht    +1\nfhaTSful^T^ -\u2014o'raS\nago' Xef Ue\u00b0 iSl\" VxU\"ndred ^\nthe Rideau Falls S iffSS anTu^d\nnSl c^talbeaUtlfUl    -d    ^knTwai\n Royal Alexandra Hotel Porter\nBuilds His Own Power Launch\nJohnny on the Job\nBy  RHODA  FELDMAN\nTHERE'S ALMOST nothing young\nJohnny   can't   have.    And  that's\nbecause\u2014for  a  long  time\u2014anything\nhe's wanted he's made.\nBorn in Belgium, 20-year-old\nJohnny Gaudesaboos, a porter at the\nRoyal Alexandra hotel, went to Winnipeg with his parents and two older\nsisters in 1947. As a child he liked\nto carve his own toys out of bits\nof wood. He even carved scale models\nof the Stutz-Bearcat and a Model T\nFord.\nFinds  New   Love\nBut now he has found a new love\n\u2014boats\u2014and his latest is an 18-foot\nlaunch complete with cabin, bunks,\ngas stove and a generator. A fine\nseaworthycraft powered by a 25 h.p.\nmotor, Johnny figures the boat cost\nhim about $800 to build and took\nfour months of his spare time. It\nwas built in his back yard at 110\nBristol and was entirely assembled\nby hand. Johnny got all his instructions from a dozen or so boat building manuals and from the experiences\nhe had with two others he had built.\nIt all started several years ago,\nwhen a neighbor took him fishing\nand they spent the right in the boat's\ncabin. Right then, Johnny decided\nthat he had to have a boat of his\nown.\n\"I liked fishing very much, but I\nknew it was much more fun if you\nhad a boat. And why should I save\nmoney to buy one when it's cheaper\nand more fun to make your own?\"\nhe said.\nBuilds   Runabout\nJohnny built a small runabout\ncraft wThich he has since sold. He\nfollowed instructions to the letter\nand the boat ran beautifully, he said.\nThen he built a rowboat, which he\nhas also sold. He now plans to build\na \"really big one\" and maybe that\nwill be his last one.\nJohnny first became interested in\nwoodwork when he came to Canada.\nThere was a wood-working shop at\nthe school he attended and he made\ncigaret boxes, tables and finally a\nscale model of the Santa Maria. But\nall the smaller things he made have\nbeen given to friends and neighbors.\n\"He is always promising to make\nsomething for me,\" his mother, Mrs.\nJerome Gaudesaboos says. \"But there\nis always someone who takes something first.\"\nCraftsmanship is a family tradition. One of Johnny's great-uncles\nhelped to carve a cradle for Queen\nJuliana of The Netherlands while\nstill another uncle living in Belgium\nhas made all the furniture in the\nhouse.\n\"But he wouldn't touch a power\nsaw or any power tools. Everything\nmust be done by hand,\" Johnny's\nmother said proudly.\nGarage for Workshop\nJohnny's workshop is the garage\nat the back of his house where he\ninstalled a sander, power saw, electric\ndrill and smaller tools. To improve\nhis work he also enrolled at the\nTechnical Vocational school for the\ncourse in cabinet making.\nWhen he isn't busy with his job\nas a porter or making something he\nwants, Johnny plays the banjo in an\nold-time orchestra.\nNo, he didn't make the banjo, but\nhe did make his own ukulele.\nJohnny waves from his hand-built 18-foot launch. It is complete\nwith cabin, bunks, gas stove and a generator and powered by a 25\nh.p. motor. He constructed it in his back yard at a cost ot about\n$800.\nSpanner\nJanuary,  1955\n Plus Express and Mail\nNorth Bay-Mattawa-Angliers Dayliner Provides Vital Link\nONE HUNDRED miles north of\nthe Company transcontinental\nrail line through Mattawa, Ont., lies\nthe town of Angliers, Que., close to\nthe Ontario-Quebec border^ at the\nheadwaters of the Ottawa River.\nAngliers and its sister towns to the\nsouth, Ville Marie, Kipawa, and\nTimiskaming to name but a few,\nhave but one rail link with cities to\nthe southward, a curvaceous single-\ntrack line which only a few .short\nyears ago had to get up and move\nseveral hundred yards eastwards and\nupwards to make way for a gigantic\nhydro development which affected 40\nmiles of its 116.9 mile length.\nOver this line each day (Sundays\nexcepted) the railway operates a very\nshiny and somewhat unusual self-\npropelled rail diesel car call the \"Dayliner\" which is fitted for the carrying\nof passengers and express and mail,\nall three of which it handles in large\nquantities. While Dayliners operate\nin other sections of Canada, this is\nthe only one which is not devoted exclusively to pasenger traffic.\nThe trip north is worth making.\nScenery is both plentiful  and spec-\nNorth Bay\u2014Dayliner 9020 ready for her run to Angliers stands  beside Mikado\n5147  shortly  before  dawn.\ntacular,   and   when   Mother   Nature\ndecides to put on some rain, fog and\nDeparture   is   made   from   North\nBay, Ont., at 6:50 a.m. with a goodly\nlightning, the effect is sometimes more <4load of express, some of it by transfer\nthan spectacular. * from Owen Sound. The 45 miles east\nward to Mattawa over the main line\nis made in an hour and five minutes.\nAt Mattawa mail and further express\nput  aboard  and  the  start north\nward is made.\n(Continued  on  page   10)\nNorth Bay\u2014express goes aboard as time tor departure nears.\nLa Cave \u2014 the\nhydro dam which\nforced relocation of\n40 miles of rail line.\nTo the right of the\npicture can be seen\npart of the old line\ncurving off like a\ngiant letter \"S\".\nBeauchene  Creek  bridge  as  the  Dayliner  heads  towards  Angliers.\nSpanner \u2014 July,  1954\n Kipawa\u2014the main street and rail line, all in one\nDAYLINER (Cont'd)\nOutside Mattawa the Ottawa River\nis crossed and the line begins to climb\nabove the shore line. At La Cave,\nQue., the old line below, marked now\nby tha signs of the abandoned right-\nof-way, .enters the river backed up\nby the huge Ontario Hydro dam\nthere.\nFor the next four and a half hours,\nthe trip is on. Rock cuts and fills,\nhigh bridges and deep gorges are the\norder of the day. But at the same time\nthe personalities of the towns served\nmake themselves felt. Names like\nSnake Creek, where hunters sometimes flag down a ride further north,\nor Beauchesne, where a particularly\nhigh bridge catches the eye, begin to\nmean more than just a station\nstop. These are places where a\nhardy people live in a hardy\nland as different from the big cities\nof Canada as black is from white.\nTimiskaming with its huge pulp mill;\nKipawa a mile off line where the rails\nran up the main street to the station\nwhich is built level with stores and\nhouses on the street; Ville Marie,\nanother town served by a seven-mile\ncut-off from the main line where the\ntrack stops just short of entering the\nfront yard of a house, and finally\nAngliers, once rumoured to be the\njumping-off spot for a railway to\nHudson Bay.\nThe yarns and stories of these\nplaces make it apparent that the railway is not just a bundle of tracks\nand ties. It is a big part of the daily\nlife of the people. Arrivals are an\nevent which never lose their appeal.\nThe pride of the passengers and\ntownsfolk in their trains is manifested\nin a hundred ways:\u2014the youngsters\nwho get aboard in enginemen's cap\nand bandanas ready to help train\ncrews \"keep on time\"; the church\nofficial who cautioned his parishioners\nCrossing the\nOttawa River outside\nMattawa on the trip\nnorth.\nnot to prop their feet on the upholstery;   or the  residents  of  Angliers\nwho turned out in force one wintry\nday to unstick the frozen wheels of a\ntrain so that it could make its way\nsouthward on time.\nThis is branch line railroading, but\nthe punctuality, efficiency and pride\nis strictly main line.\nTimiskaming\u2014on the outskirts the Dayliner passes the sprawling\npaper mill.\nGaboury\u2014Junction for the line to Ville Marie. Here Engineman\nJoe Emond who alternates with engineman Matt Kelly, makes a\nmeet with southward way freight.\n10\nSpanner \u2014 July, 1954\n His Own Engine\nLocomot\/ve Engineer Bill Barrett of\nCalgary here poses in\nthe engineer's seat\nand at the boiler\nhead of engine No.\n2354, one of the few\nassigned engines on\nthe prairie region and\nwhich operates on\ntrain No. 541 and\nNo. 542 between\nCalgary and Lethbridge. Barrett takes\ngreat pride in the\nperformance of his\nlocomotive, the first\none to be switched\nfrom a coal burner\nto an oil burner in\nthe program of conversion of steam\npower. All the gauges\nare especially polished by him, and he\nhad a special color\nphotograph      taken\nand sent to E. G. Bowie, superintendent of motive power at Winnipeg. The Mechanical\nDepartment is happiest about the fact that his handling allowed the engine to go\n280,000 miles in service before a heavy repair was necessary. In the early days of\nrailroading engines were named like ships and were assigned to specific engineers.\nBarrett has 49 years service with the road and his father was a C.P.R. man before him,\nbeing section foreman at Cochran.  The Lethbridge-Calgary run is   126 miles.\nSpanner \u2014 June,   1954\n work he did in furthering first aid while\nsuperintendent of the\nBrandon division. Left\nto right others in the\npicture are: C. K.\nHolden, district engineer, W. F. Tully,\ngeneral superintendent Manitoba  district  and  W.  Mercer,  division  engineer  at  Fort  William.\nP4WATA\u00a5ATATAWAWAWA\u00a5ATAWAWATAWA^gAWA*AgATAyAgATA*A*ATATA*ATA\u00a5ATA\u00a5AT^^^\nFOR SOME months, the Railway Association of Canada has been\nproducing bulletins under the head of Transportation Topics which\nare of prime interest to students of transportation economics. To date\n12 such bulletins have been issued.\nThey are designed to keep railway officials in touch with current developments in highway transportation which may have a bearing on the\ncompetitive position of the railways, and present in summary form the\nfindings of the Railway Association's economic studies in the field of\ncompetitive transportation.\nWhile these publications, generously illustrated with graphs and\ncharts, already are reaching many officers of the Company, it is felt\nthat there may be other readers of SPANNER who would be interested in\nreceiving them as issued. If so, they are requested to communicate with:\nThe Railway Association of Canada,\n1520 Mountain St.,\nMontreal 25, Que.\n^v^v^VAVayAV'AVAVAW'AyAVAVAVAV^^\nSpanner\u2014June,   1954\n New Equipment Order Calls For $7,000,000 Canadian Parts\nAN outstanding example of cooperation between Canadian\nand American manufacturers, with\nthe Canadian Pacific Railway acting\nas the liaison medium, is being manifested daily as the first units of the\nCompany's order for 173 streamlined,\nstainless steel passenger cars edge\nsteadily along the production lines of\nthe Budd Company's giant Red Lion\nplant at Philadelphia.\nN. R. Crump, vice-president of the\nCanadian Pacific, announced recently that the first cars of the order\nwould be delivered to the company\nin June and July, with future deliveries being received steadily until\nthe order is completed early next\nyear.\nThe order was placed with the\nAmerican manufacturer as their\nplant was the only one equipped to\nturn out the revolutionary new cars\nspecified for the transcontinental service, but approximately $7,000,000\nworth of component parts for the\ncars are being produced by Canadian\nindustry. Twenty-four Canadian\nfirms are supplying material ranging\nfrom roller bearings to lavatory fixtures to enable Canadians to have\nas large a share of the order as possible.\nMany of the Canadian orders call\nfor equipment of a type never before\nproduced in this country, such as\npassenger car seats and chairs and\nair conditioning installations.\nIn order to meet the requirements\nof The Budd Company as the cars\ncome into being on the production\nline, the majority of the material is\nbeing funnelled through the company's Montreal headquarters so that\nit can be delivered to Philadelphia\nin accordance with the assembly\nschedule. As the material is gathered\nin Montreal it is expedited in carload lots across the border. This is\nwhere the railway takes on the role\nof liaison officer.\nFor each separate car in the order,\nthe number of Canadian components\nruns well into the hundreds. Each\nitem has to be tabulated and designated for use before it leaves Canada\nand declared to the United States\ncustoms offices.\nItems on the declaration forms\nmay run from nuts and bolts to\npillows  and mattresses and a strict\nMore than 65,000 separate pieces of hardware, ranging from nuts and bolts\nto locks and collapsible baggage racks, are being funnelled through Montreal\nheadquarters ot the Canadian Pacific Railway to the Philadelphia plant of the\nBudd Company as part ot a $7,000,000 order of Canadian components tor the\n173 stainless steel, streamlined passenger cars the American company is building\nfor the railway's transcontinental service. One ot the toughest jobs in expediting\nthe equipment, which is coming from several Canadian suppliers, is accounting\nfor each separate part and noting into which car it will go so that customs\nofficials can charge duty on entry into the U.S. and then make proper rebates\nwhen the equipment is returned as part ot the finished products. Al Ivey, of the\nC.P.R.'s purchasing department at Montreal, is shown here as he tabulates data\non a priority shipment which must reach Philadelphia in time to meet production\nline schedules. The first cars on the order, which includes 36 \"scenic dome\" units,\nare expected to be completed next month.\ncount has to be kept on each because\nwhen the finished cars are delivered\nacross the border there will be a re-\n'bate paid by American customs for\nthe duty collected as the items\nentered the country.\nMaterial is being supplied by\nCanadian firms in Montreal, Asbestos, Que., Toronto, Hamilton, Windsor. Brantford, Orillia, Hespeler,\nOwen Sound, Port Welland and Fort\nErie in Ontario.\nEquipment of a type heretofore\nnever produced in Canada include\ndraft gears, couplers and yokes, truck\ncastings, lavatory fixtures, water\ncoolers, air conditioning equipment,\ngenerator drives, passenger car seats\nand chairs, mattresses, pipe covering\nand berth curtain material. Other\nitems being supplied include hardware, sash and glass, inner diaphragms, baggage racks, heating\nequipment, air brake equipment, batteries, roller bearings, air filters,\nlighting fixtures, centrifugal fans, pillows and smoking stands, as well as\n13,000 yards of specially designed\ncarpeting.\nTo meet the exacting schedule of\nthe inexorable production line the\ncompany has detailed several topflight officers of its purchasing department to make sure that Canadian\norders, deliveries and shipments are\nmade according to plan and move\nacross the border with all ease\npossible.\nSpanner\u2014June,   1954\n These are the winners of 10-year\nsafety certificates at the Lethbridge\nmeeting when General Superintendent\nFraine made the presentation assisted\nby District Safety Agent Ferg. Left to\nright are: V. Ferg, F. Kacsinko, Monarch; W. Korolyk, Coaldale; T. Poly-\nchuk, Lethbridge; B. Lewko, Lethbridge; J. N. Fraine; K. Zumik,\nPearce; N. Bereznicki, Brocket; J.\nBalanyk, Diamond City; F. Seredyn-\nski, Lexion.\nFun and Frolic and\nSerious Business\nCLOSE TO 2,300 Company employees, their wives and\nchildren in Medicine Hat, Lethbridge, Calgary and\nEdmonton were told that safety is a team affair of\n\"Company and employee, family and breadwinner,\" as\nG. N. Curley, vice-president of the prairie region, spoke\nat a series of family meetings recently.\nThe vice-president was accompanied on his series of\nnight meetings by J. N. Fraine, general superintendent of\nthe Alberta district, and V. M. Ferg, district safety supervisor, with E. L. Guertin, general supervisor of safety,\nloss and damage prevention making the trip from\nWinnipeg.\nThe meetings were arranged by the local superintendents^\u2014J. L. Hall of Medicine Hat, A. M.-Fraser of Lethbridge, L. R, Smith of Calgary and E. T. Truman of Edmonton\u2014with 525 in the crowd at 'The Hat\" and other\nattendance totals of 350 for Lethbridge, 800 for Calgary\nand 625 for Edmonton.\n(Cont'd on  page  9}\nLocomotive engineer Harry Ramer, centre in\ntop picture, receives a retirement gift from the\nBrotherhood ot Locomotive Engineers during the\nEdmonton family safety meeting in April with\nVice-president Curley making the presentation.\nRamer had 44 years service.\nVice-president Curley and General Superintendent Fraine pose, second picture from top,\nwith the Wetaskiwin Kitchen Band.\nGeneral Superintendent Fraine and Superintendent Hall (picture at left), hand out a case\nof soft drinks to youngsters at Medicine Hat.\nSpanner\u2014June,   1954\n ^r%nrflAAAAAA*\/w%\nTHI WORLD\nSPANNER\nNo. 204 June,  1954\nAddress all communications  to\nE.    C.    Stockwell,    Editor,    Spanner.\nRoom 2947 Windsor Station, Montreal\nINDEX\nPage\nCanadian  Pacific Transport          4\nNew Equipment Order        '7\nSafety   Rallies       8\nChanges  in   Personnel     12\nPersonnel   Highlights     14\nOur  women's World       22\nRetirements     25\nSports Roundup       33\nObituary        35\nOUR    COVER\nAcross the cover\nof , Spanner this\nmonth, one of the\nCompany's five self-\npropelled diesel-\npowered dayliners\nplaced in service recently, passes over\nthe Ottawa River\njust outside iMatta-\nwa, Ont., on its way\nto Ancjliers, Quebec, 117 miles north of\nthe main transcontinental line through\nQuebec and northern Ontario. Car number\n9020 is the only one of the five dayliners\nwith a mail and express compartment and\nwas designed especially for the type of\nservice it gives over the 360-mile round-\ntrip covered daily except Sunday between\nNorth Bay, Ont., Mattawa and Angliers.\nBuilt of  stainless steel  the  RDC-3   Dayliner 'has a top speed o<f 85 mph, seats 48\npassengers   with   an  express-mail   compartment 32 feet long, and is 85 feet in length.\nPhoto   by  Nicholas   Morant\nI M P\u00a9 RTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of mailing.\nPublished   monfhly   by   the   Department   of\nPublic   Relations   of   the   Canadian   Pacific\nRailway at Montreal.\nSpanner\u2014June,   1954\n it in the Life of\nnsport Driver\nby Nicholas Morant\nding driving  career of  our transport\n[nero will be found on the last page\nof this photo story.\nCont'd on page 5\nlie  Frank  Bochek,  Jack  checks  his  motor\non the last run.\nSpanner\u2014June,   1954\n CANADIAN PAC\nJUNE, 1954\n GRAIN DOORS\nIT MAY BE surprising to you to know that, in recent years, the annual expense to\nthe Company of maintaining the required number of grain doors has closely\napproached the million dollar mark.\nThey are procured to meet our obligation and for the specific purpose of providing doorway protection to carload shipments of bulk grain and bulk peas. But how\noften have you seen them being used as bulkheads in cars, sheds  or warehouses;\nbracing in carloads; in doorways of cars of other commodities; as\npartitions and in fact for many other purposes?\nA careful procedure has been worked out for reclamation, repair\nand distribution of grain doors, but are these procedures always\nfollowed? Do we unload and pile them carefully on old ties or other\nsupports to> keep them dry or just throw them out of cars and leave\nthem where they light \u2014 are they supplied in the order received or\nlater arrivals used in preference \u2014 when grain is unloaded are all\nthe doors gathered up and placed in line for return to the loading\nstations?\nEvery door misused or lost represents a cost to the Company of\nmore than two dollars. Except at a few large terminals where mechanical grain unloading devices are used, it was the practice to saw or chop open bottom doors\nwhich caused not only destruction of these, but damage to the upper section as well.\nIt is estimated that more than 212,000 doors worth over $450,000 were destroyed\neach year due to unloading practices at elevators and mills.\nTo avoid this expense a new and more economical door was developed, thoroughly tested and has been adopted for general use. The basic change is in the\nbottom section, constructed and applied so that it can be removed undamaged at\nthe unloading point.\nAs is the case with all other facilities, maximum benefits can only be secured\nthrough careful and concentrated efforts to prevent misuse and loss through\ndestruction, or from other causes, of the Company's property. With even reasonable care grain doors can be used over and over again and one of our operating\nrules will have been observed.\n\"Employees must always be vigilant to protect, and must promptly report anything detrimental to the Company's interest, and in case of danger to the Company's property must unite to protect it.\"\nGeneral Superintendent of Transportation.\n OUR    COVER\nSpanner's cover\nthis month shows\nSignal Maintainer\nJames Redhead atop\nthe mast of automatic block signal\n964 at Agincourt,\nOntario. From his\nlofty perch, the signal maintainer caters to the minor\nills which occasionally affect the complex wiring and\nmechanism which give the familiar colour-\nlight indications to operating men. He must\nbe ever on the alert; the protection of\ntrains and their human and mercantile\ncargoes is a round-the-clock business\nwhich knows no respite nor \"off-season\".\nEnginemen of speeding trains accept the\nsignal indications unquestioningly and this\ndependence is the result of years of association with one of the most reliable\nmechanisms ever devised by man.\nTheir faultless functioning requires the\nregular care of the maintainer who is faced\nwith a variety of tasks in his day's work\u2014\nfrom replacing broken lenses to overhauling\ncomplete wire systems. He must, therefore,\nbe prepared for anything.\n^J\n . \/viciiavocfc, assistant^to tne super-\nP ot Winnipeg.\n158 are given overhauls in Calgary\nand 47 get their heavy check-overs at\nPenticton. Annual payroll is $850,000\nfor 281 persons.\nSuperintendent of highway service\nis R. E. Wilkes whose headquarters\nare at Winnipeg where A. J. Lauren-\ndeau  is  supervisor  and A.  G.  Mc-\n(Cont'd  on  page   5)\n CANADIAN PACIFIC\n!|fgn\nWWm\n.'. \u25a0    ft:\n111\nlllll\n \"SPRING   FEVER\"\nIt is not unusual at this time of the year for the wage earner, on getting home from\nwork, to find what he thinks is a general state of disorder around the house. Just\nbecause SPRING IS HERE the industrious lady of the house has decided she is\ngoing to make everything spic and span in \"nothing flat\".\nCurtains are at the cleaners, rugs are rolled up for airing or cleaning and furniture\nis not in the familiar spots\u2014in fact one wonders if he is in the\nright house. \u25a0\u25a0\u25a0\u25a0\u25a0\u25a0\u25a0\u25a0\nIf there is a cellar, attic, garage, woodshed or other hideout,\ndear to the heart of the wage earner, the lady of the house will\ninform him, with glee, what part he will play in the cleaning up,\nHe'll probably have a lot to say (to himself) about how unnecessary\nis all this business of tearing things apart and how much easier it\nwould be to leave well enough alone. On second thought, however,\nhe'll likely reach the conclusion that it would have been much better\nto have put things where they belonged in the first place; then there        D-s- Thomson\nwould have been no necessity to encroach on the calm of his home life to \"put his\nhouse in order\". He will grumble that the weather has turned good and that there\nare so many things that he could do if he had the time, but he carries out the\n\"command performance\" and everyone around the house again returns to normalcy.\nBut how about conditions on the job? Has everything been kept clean and in\norder, surplus or worn out materials disposed of currently, or are articles lying\naround to get in the way and create dangerous, if not hazardous conditions?\nHas melted snow uncovered scrap or lost materials in locations where pranksters\nor youngsters can move it, unwittingly, into positions that could result in disaster?\nIt is a good time to clean house \u2014 not alone the physical act of cleaning up the\nproperty. We must ask ourselves, have we developed the habit of doing things\nproperly and at the right time?\nUnfortunate occurrences are taking place that can be avoided and unless everyone\nexercises the care and consideration necessary to keep \"his house\" in order they will\ncontinue to take place.\nThe property of the Company is no less its house than is the property of others\u2014\nits engines, cars, machines, buildings and other facilities included, and such items\nas these may be damaged or demolished when we fail to keep ourselves and these\n\"houses\" in order.\nC*0.     \/0,   Ort^ouc^\nVice-President\nOperation   and   Maintenance\n CANADIAN PACIFIC RAILWAY COMPANY\nOFFICE    OF   THE   VICE-PRESIDENT\nFree Scholarships in L'Ecole Polytechnique of the University of Montreal\nand in L'Ecole des Hautes Etudes Commerciales de Montreal\nMontreal, March 1, 1954.\nECOLE  POLYTECHNIQUE\nA Free Scholarship covering five years' tuition in Engineering in L'Ecole Polytechnique of the University of\nMontreal is hereby offered, subject to competitive examination, to apprentices and other employees enrolled on the\npermanent staff of the Company, under twenty-one years of age, and to minor sons of employees.\nThe competitive examination will be the regular entrance examination in L'Ecole Polytechnique of the University\nof Montreal, and will commence on the 13th of September. The candidate holding this Company's certificate, making\nthe highest average, and complying with the requirements of admission, will be awarded the Scholarship.\nECOLE   DES   HAUTES   ETUDES  COMMERCIALES\nA similar Scholarship covering tuition in L'Ecole des Hautes Etudes Commerciales, affiliated with the University\nof Montreal, is also hereby offered to employees on the permanent staff of the Company, or to sons of permanent\nemployees, under the following conditions:\nThree years' tuition for candidates holding degree of Bachelor of Arts, or the equivalent thereof, or who can\notherwise successfully pass the entrance examination, and who must not be over the age of twenty-three years.\nFour years' tuition for candidates not over twenty-two years of age, holding degree of Bachelor of Science, Bachelor\nof Letters, 12th-year certificate of the High Schools, or its equivalent, who can otherwise successfully pass the\nentrance examination.\nExaminations will be held in the first week of September, and the candidate holding this Company's certificate,\nmaking the highest average, and complying with the requirements of admission, will be awarded the Scholarship.\nCompetitors for these Scholarships must speak and understand the French language, in which all tuition is\nconducted.\nThe Scholarships will be renewed from year to year if, at the close of each session, the holders thereof are\nentitled, under the rules, to full standing in the next higher year.\nIn order to establish prior claim to the next available Scholarship, notice of the student's intended return must be\ngiven to the Railway Company and the Principal of the school not later than the first day of September preceding\nthe opening of the session in which such Scholarship will be available.\nIn case the Scholarship holder finds it necessary to interrupt his course for a year or more, notice must be given at\nthe close of the session to the Railway Company and to the Secretary of the University of Montreal, in order that\nthe Scholarship may be open to other applicants.\nApplications for certificates entitling eligible persons to enter the competitions should be addressed to Mr. G. A.\nSmyth, Superintendent of Pensions and Staff Registrar, Windsor Street Station, Montreal. Copies of the prospectuses\nof studies containing the conditions of admission and announcement of courses may be obtained upon application to\nthe principal of either of the above-mentioned schools.\nCertificate holders should apply not later than the day before the examination to the principal of the school concerned\nfor admission to the examination, and such application must be accompanied by the Company's certificate of eligibility.\n%JlJL*^~f\nVice-President.\n SLOW DOWN\/\nThe Life You Take\nMavM?\/' Be Your Own\n fy\"-'?f'f\nEvery Customer a King\u2014\nChef de Cuisine E. Manfred Roebling\n!s Professor for Cook Apprentices\nBy ALEC MERRIMAN\nin  the  Victoria  Colonist\nThe chef de cuisine recently of the Empress Hotel, Victoria, E. Manfred\nRoebling, numbers scores of members of royalty among those for whom he\nhas prepared meals. (He has since been appointed to the Chateau Frontenac.)\nHe has catered for Queen Elizabeth and the Duke of Edinburgh, the Duke\nof Windsor when he was the Prince of Wales, the Queen of Egypt and many\nothers.\nBut so far as he is concerned, every customer is a king to him.\n\"Serving royalty is all in a day's work for us,\" he says. \"Everybody gets\nour special attention.\"\nThe short-statured chef started cooking in Saxony, Germany, in 1909 as\nan apprentice. He joined the Canadian Pacific hotel system in 1915, as grill\ncook at the Chateau Frontenac and worked up from there to chef de cuisine\nand has held that position at several of the CP.R.'s major hotels.\nApprentice cooks\nat the Empress Hotel\nreceive congratulations of mentor, E.\nManfred Roebling,\nchef de cuisine. From\nleft: Adrian Regim-\nbat, sous-chef; Mr.\nRoebling; David O.\nProudtoot, apprentice; Keith Hooper,\napprentice and Mc-\nKinley Holman, also\napprentice.\nBut they are free to seek better jobs\nwhich are listed on the hotel staff bulletin\nboards.\nOne of the apprentices who graduated\nunder Mr. Roebling this month has lined\nup a job as fry cook at the Saskatchewan\nHotel in Regina, Many of the graduates\nhave risen to become chefs.\nMr. Roebling takes up the training of\nthe young cooks seriously. He holds regular\nclasses at which he teaches them the\nfiner arts of cooking, including how to\nserve the meals and how to portion the\nmeals according to the prices charged.\nHe thinks all large hotels and catering\nestablishments should follow the cook-\ntraining program.\n\"But to make it worthwhile, there should\nbe night school classes the boys could\nattend,\"  he adds.\n\"They should learn elementary chemistry\nto know what makes the ingredients work;\nthey should learn public and employee\nrelations so that when they become chefs\nthey will know how to get along with their\ncustomers and employees,\"  he claims.\nA food accounting course, letter writing,\nand a course in English would also be\nhelpful to them.\nWho cooks in the  Roebling household?\nNot Mr. Roebling. He goes home for a\nrest.\nHe feels Canadians can be as good cooks\nas  Europeans.\n\"But they have to learn to work hard,\nhe adds.\n\"A chef's job is a good job, but you have\nto work hard, and the hours are most unpleasant,\" he says. \"When others are\nhaving a good time the cooks must work.\"\n\"We take them on the armrenticeship\nsystem which was originated by the\nC.P.R.,\" he says.\nMr. Roeblme- has trained 21 of the 100\nboys who have passed through their apprenticeship with the C.P.R. hotels in the\nlast 10 years. Applicants are sought between the ages of 17 and 19 inclusive.\nAfter one year they are subjected to an\nexamination. After two years they have\nan examination conducted by a visiting\nchef, the C.P.R. catering supervisor from\nMontreal, and the resident chef.\nFor this final examination they have to\nprepare a complete meal by themselves\nand this is judged by looks, taste and\nexactitude of composition (if they have\nfollowed the recipes).\nEach apprentice is given a notebook to\njot down what he learns each day. He is\nalso given a recipe book in which to keep\nall the recipes he learns.\nWhen apprentices finish the course they\nreceive a diploma and are employed as\njunior cooks in the hotels where they received their training.\n Half of Material in New Cars Will Co\nBudd Company Officer Tells Engine]\nA LM0ST HALF of all the material being used in the Company's\n' ;* 140 million order for 173 new stainless steel passenger cars\nwill come from Canada, Benjamin Labaree, of Philadelphia, chief\nengineer of the railway equipment division of the Budd Company\nwhich is building the cars, said recently in an address to the\nMontreal branch of the Engineering Institute of Canada. He said\nthat the first of 71 sleeping cars in the order are scheduled for\ndelivery m June, less than one year from the date of the contract,\nwhich is something of a record for producing a new line of deluxe\nsleeping cars.\"\nMore than 50 engineers attended the meeting and heard Mr.\nLabaree describe the order which will completely equip 15 transcontinental trains as \"a good example of co-operation between the\nindustries of Canada and the United States.\"\n\"The co-ordination of material requirements and tight delivery\nschedules has been a huge task for purchasing, planning, engineer-\n> mg,. sales, inspection, manufacturing and customs people on both\nsides   of   the   border,\"   he   continued.\nis\nthj\nr. 1\nto a beautiful 17-passei\ncurved setees and banqj\npassenger takes six step]\n24-passenger glass-roofe\n\"Riding up  here  is\nquiet gliding across\nall around,\" said Mr,\nvie for seats up here\nThe 18 dining cars, I\na centre of attraction I\nstudded ceiling and el\nthis car a doubly pleas\nmake the beauty of til\nwill be the more edib\npantry and kitchen in\nThe 71 sleepers are i\nopen sections, three do]\nduplex roomettes and\nDome-observation-lounge at left and Budd plant where new cari\n\"The major items of Canadian material being supplied are air\nconditioning equipment, couplers, draft gear, trucks, journal boxes\nand bearings, air brake equipment, parcel racks, air filters, radio\nand public address system, batteries, blowers, light fixtures, window\nsash, lavatories and toilets, seats, hardware, carpet, paintings and\nother materials.\"\nAs a further tribute to U.S.-Canadian co-operation, Mr. Labaree\ncited the \"car construction contributions that have been made by\nthe experienced and able mechanical and operating personnel of\nthe Canadian Pacific Railway. The new trains will be better and\nThe Budd Company will have added to its collective knowledge\nas a carbuilder because of their help.\"\nM[r. Labaree gave his audience a vivid picture of the kind of\nequipment which is going to be available to transcontinental\ntravellers in Canada when the order is complete\u201436 \"scenic dome\"\ncars, 71 sleeping cars, 30 coaches, 18 diners and 18 baggage-\ndormitory cars, the latter for use of the train crews.\n\"This comprehensive group of cars makes it possible to schedule\na wide variety of train consists with complete provisions for all\npassenger demands,\" he said. \"The sleeping cars are particularly\nflexible, all-purpose cars that can satisfy the wide range of tastes\nand pocketbooks of the travelling public.\"\nThe exterior of all cars is unpainted, gleaming stainless steel,\nexcept for the C.P.R. standard Tuscan red color the full length\nof the letterboard with the railroad name in gold letters. A Tuscan\nred stripe on the belt rail moulding under the windows, Tuscan\nred and gold name plates on the car, and a colorful Canadian\nPacific beaver emblem at the four corners of each car set off the\nstainless steel in a most attractive manner, Mr. Labaree said.\nThe 60-passenger deluxe coaches will feature luxurious leg rest\nreclining seats arranged in a 24-passenger smoking section, separated by a glass partition from a 36-passenger non-smoking section.\nFour separate washing and toilet rooms are provided in each car.\nEighteen of the Scenic Dome cars are being fitted for coach\npassengers. The forward 26-passenger coach section, ahead of the\ndome, will have features similar to the 60-passenger coaches. Two\nsteps lead down to the passage under the dome alongside a kitchen\nand an attractive 6-passenger buffet section,  then up  two  steps\none compartment five\nof the bedrooms in el\nensuite. The bedrooms\nbeds and form daytim\nThey are provided w\nneed for door curtains\nfolding bed.\nIn referring to the IS\nsaid \"the most meticul\nfeature of the train. 1\nlocated three double '\nin the passageway lead]\nenclosed, 12-passenger\nartists  of  the  Royal\npassage steps lead up\nobservation section be\nhere   alongside   the   d<\npassenger dome obsen\ncoach  lounge  cars in\nobservation car than I\n\"The Budd Companj\nless steel cars are strj\nsame specifications, in\nwe have studied railrc\ndown car body weak\nextensive tests and oh\ncar structure without 1\npassenger the maximui\n\"The beautiful stain]\n\"the efficient interiors,\ngreat safety of these |\nbe sure to attract adq\nof Budd trains over tl\nlow cost maintenance\noperation and mainten\n\"It appears from the\nRailway has contracte\nthat are most certain\nmany years to come.\"\n10\n Standard-sized   icebox   gives   homey   touch   to   caboose   life.\nHere crew demonstrates ease with which meal can be prepared.\nYardman Bill Gudz \"dictates\" a note to carman Larry Burns\nto   demonstrate   improved   office   facilities   in   new   vans.\nLife  in  a  New Steel Caboose\nFixed chairs and tables make routine\n\"paper work\" easier to handle when\nlong freights are on the move.\nNew   styled   cupola   gives   broad   A\nvision   en   route.   .   .   .   offers  added w\nprotection   for   hot-boxes   and   other\ntrouble symptoms.\nClose-up of new caboose showing\nimproved cupola design. The new\nvans are the product of Angus Shops\nin Montreal.\nCABOOSE LIFE on Company lines has taken on a new look\u2014with\nthe accent on stepped-up efficiency,  utility,  comfort and a good\nmeasure of glamor as well.\nBuilt in the Company's Angus Shops in Montreal, the new steel vans\nprovide something of a travelling office-home for freight crews.\nEquipped with a new-styled cupola, from which crew can keep a sharp\nlookout for hot-boxes and other signs of trouble, the cars possess such\nimproved features as fixed tables and chairs\u2014and even a home-size\nicebox.\nSome aspects of life in the new steel caboose are illustrated by accompanying photographs, which show a crew member on watch, routine\nbusiness in the travelling office, and even a raid on the icebox.\nFifty of the new units\u201425 for the east and the same number for\nthe west\u2014comprise the new order.\nn\nSpanner \u2014 March,  1954\n wxf xr xrxr wxfxrxrxf xrxr \\fxrxfXfXf\\f xrxfxf\\fxfxr wxr xt wxrwxf xrxr w\\f\nVAVAVAVga^VAVAVAVAyAVAVAVAVAVAW\nTRAFFIC   TIPS\nEmployees\nDepartment\nMANITOBA   DISTRICT\nRevenue\nEmployees\nDepartment\nALBERTA DISTRICT\nRevenue\nTenosky, C. H.   .\n  B.  &  B., Winnipeg        ......\n$   55.80\nNicol,   C.   A.\n Communications,  Calgary   . .\n$163.93\nKliemer,   C.    ...\n Express,   Winnipeg\n122.30\nWorley,   L.\n Mail   &   Baggage,  Calgary\n173.45\nStack,   J\t\n Express,   Winnipeg    \t\n314.06\nBruchet,    E.\n Operating,   Lethbridge    ...\n587.05\nRidley,   C.   M.   .\n Express,   Winnipeg    \t\n166.85\nBaker,   J.   H.\n Purchasing,   Calgary    \t\n274.20\nHayden,  G.  R.   .\n Steamships, Winnipeg   \t\n101.92\nEvans,  Miss  M.\n Freight Claims, Winnipeg      . .\n92.95\nPACIFIC REGION\nHamon,  F.  J.   . .\n Freight Traffic, Winnipeg   . . .\n84.85\nArmstrong,   A.\n Accounting,   Vancouver\n258.09\nMurray,  R.   ....\n Industrial,   Winnipeg     \t\n150.25\nNewson,  P. A.\n Operating,   Coquitlam   \t\n173.90\nReid,   John   R.    .\n Local   Freight,   Winnipeg    . . .\n225.69\nHallett,    F.\n Pensioner,  Vancouver   \t\n131.15\nMilne,   J.\n Mail & Baggage, Winnipeg   . .\n67.60\nGraham,   R.    . .\n S.D.  &  P.C.,  Vancouver\n185.75\nKennington,  F. J.\n Motive   Power,   Winnipeg    .\n59.50\nWaterhouse,   W.\n News   Dept.,  Winnipeg   \t\n107.60\nNEW BRUNSWICK  DISTRICT\nGlazer,  W\t\nDales,  CM.\nGavaga,  R.   ....\n Pensioner,  Winnipeg   \t\n Pensioner,   Brandon   \t\n Purchasing,  Winnipeg   \t\n98.19\n108.75\n58.05\nFleming, J. F.\nHughes,  R.\n Conductor,  McAdom   \t\n Freight,   Saint   John    \t\n154.53\n165.05\nDowling,  B. M.   .\n S.D.   &  P.C., Winnipeg\n70.64\nQUEBEC   DISTRICT\nBarton,  P.   D.\n Travelling   Auditor,   Winnipeg\n62.00\nTrudeau,   Alex\n Car  Accountant,  Montreal\n551.56\nSASKATCHEWAN DISTRICT\nMcNeillie, R. G.\n Pensioner,   Montreal    \t\n604.04\nMurison,   K.   G.\n200.00\nDew,   George\n Pensioner,   Montreal    \t\n235.83\nMinto,   C.   E.\n Claims,   Moose   Jaw   \t\n121.10\nLabelle,   Omer\n Pensioner,    Dorion     \t\n126.16\nZingbeil, L. A.   .\n Communications,    Estevan\n115.93\nDore,  G.   H.\n C\/S.   Clerk,   Sherbrooke\n403.25\nButler,   R\t\nDunn,  J.  A.   ...\n Operating,   Hawarden    \t\n Operating,    Stoughton     \t\n256.74\n71.15\nONTARIO DISTRICT\nMcNie, G.  D.\n Operating,    Regina       \t\n664.20\nDavis,   Murray\n Operating,   Lamb ton    \t\n500.00\nGrant,   W.   J.\n Operating,   Moose  Jaw   \t\n108.50\nPille,   Joseph    . .\n Operating,  West  Toronto\n28.80\nNoal,  C.  H.\n Operating,  Prince Albert   .,'..:.\n142.55\nMay,    John     . .\n Express,  Toronto   \t\n6.00\nSees Son Ordained\nJoseph J. Hogan, of the Liverpool, Eng., passenger department, visited Rome\nrecently with his wife and two daughters to witness the ordination of his fourth son,\nthe Rev. Joseph Hogan, to the priesthood.\nThe ceremony took place in the Chapel of the International Scholasticate ot the\nHoly Ghost Fathers, a missionary order of which the Rev. Hogan is a member. He will\nremain in Rome to study for a further theological degree.\nThe family group, shown outside the Chapel in Rome just after the ordination\nincludes, left to right: Fr. Wm. Nugent, C.S.Sp., M.A., Miss Betty Hogan, Joseph\nJ. Hogan, Fr. Joseph Hogan, C.S.Sp., Mrs. J. J. Hogan, Miss Anne Hogan, Signora\nMuoni, Miss Nina Boulton.\nConstable Cox Retires;\n34 Years With Company\nConstable Thomas Cox, of the Company's\ninvestigation department, Kamloops, retired\nat the end of February after 34 years'\nservice. Mr. Cox was well-known at many\ninterior British Columbia points where his\nduties called him from time to time. He\nwas a familiar figure to thousands of travellers, as he was frequently in attendance\non the Kamloops station platform for train\narrivals.\nHe came to Canada in June, 1920, and\ntwo months later began service with the\nrailway. He worked out of the Vancouver\noffice for six years, and then transferred\nto  Kamloops.\nBefore discharge in 1919, he had been\nwith the Rifle Brigade with the British\nArmy for 14 years. He was in France during World War I, and has the 1914 Star\nand the Oak Leaf. At the time of his discharge he was in the same platoon as his\nenlistment, with a promotion in rank from\nprivate to captain. He was wounded twice\nduring four years in France.\nConstable Cox was actively connected\nwith the St. John Ambulance Society. For\nseveral years he has been vice-president\nand instructor of the Kamloops Centre,\nand last year received a letter of thanks\nfrom the Priory.\nH. G. HEGGIE, baggagemaster, of Moose\nJaw, had 34 years' service when he retired\nthe end of November. He joined the Company shortly after he was invalided back\nto Canada after Passchendaele in the first\nJ. CUTTS, general foreman at Moose Jaw,\nwho retired in November, had 26 years'\nservice with the Company. In World War\nI he was overseas from 1914 to 1919 in\nEgypt and on the Western Front.\nSpanner \u2014 March,  1954\n CANADIAN PACIFIC\nf **\"*\u00ab**\u00ab\nMARCH,  1954\n Railways Still Vital Factor in Nation's Economy\nN. R. Crump\nTHE Canadian Pacific Railway has spent\none and a half billion dollars for new\nequipment and supplies since 1945, N. R.\nCrump, Vice-President of the Company, told\nmembers of the Canadian Industrial Traffic\nLeague at its annual dinner at the Royal\nYork Hotel in Toronto.\nMr. Crump said there was nothing altruistic in this provision for new equipment, other\nthan a decent Canadian pride in providing\na first class Canadian service. He felt this\nwas good business and the results are\njustifying the expenditures in a business-like\nmanner.\nHe added that the\nC.P.R. proposes to continue, within means at\nits disposal, to meet consumer demands for its\nservices by further improvements as these become necessary and are\nmade possible by the\nsame standard which\ngoverns any business,\nnamely, a sufficient financial return. Mr.\nCrump pointed out that the Canadian Pacific,\nsince 1945, has re-established its inventory,\nseriously strained by its war effort, by\nbringing into service thousands of new and\nmodern box cars, several hundred baggage\nand mail cars, and express refrigerator cars,\nclose to 400 Diesel locomotives and many\nother items of equipment, all calculated to\nmake worthwhile contributions to the success of rail transportation.\nRail transportation is, he emphasized, still\nthe basic system by which the nation's goods\nare transported to market. But the railways\nno longer hold the transportation monopoly\nthey once had, he said. Other forms of\ntransport have taken over a very comprehensive share of the transportation of the\nnation's produce.\nThey have been able to achieve this position, partly through their own efficiency,\npartly through convenience, but in the main\nbecause of the fact the railways suffer from\nregulations imposed during the days when\nit was thought necessary to protect the\ngeneral public and Canadian business from\nthe then rail transportation monopoly.\nMr. Crump said it was necessary in our\nmodern economy to give serious thought to\nthe strait jacket of regulations and controls\nwith which railway operation in this country\nis faced.\nHe   claimed   that   a   business   operation\nwhich can earn only a return of approximately three per cent is not in a position\nto attract the capital it inevitably needs to\nmeet the demands of this rapidly expanding\nCanadian economy. Yet the Canadian Pacific\nis in that position, its return on rail investment in 1953 having been less than three\nper cent.\nMr. Crump said he was not advocating\nmore regulation, but less. He suggested the\nrailways be given greater freedom to design\ntheir services and price these services so\nthat they may develop and maintain a degree\nof efficiency in rail service.\n\"Let the consumer decide, as he does\nultimately in any other business, how transportation facilities are to be used, maintained\nand developed,\" Mr. Crump said. \"His decision will be made through the distribution\nof his patronage to the various forms of\ntransportation and by the price he is willing\nand able to pay for transportation service.\n\"The Canadian Pacific Railway needs\ncapital, but the prospect of profit is the only\ninducement we have to offer the investor.\nThe prospect must compare favorably with\nthe prospect of profit in other enterprises,\notherwise the capital will not be forth-\ncoming.,,\nMr. Crump said he was willing to let the\ncustomer decide by his patronage whether\nthe railway should earn sufficient profit to\nattract the capital which he felt was needed,\nprovided the railways were given freedom\nin the production and pricing of their\nfacilities. The Vice-President named the high\nlevel of farm cash income, the tremendous\nproduction of grains, the record of more than\none billion dollars which the monthly labor\nincome had passed in 1953, as just some of\nthe things which should make Canadians\noptimistic about the future of their country.\nOther ventures show how Canada is pushing forward, tapping new sources of unbelievable material wealth.\n\"It is essential,\" he said, \"we hold production costs at a level which will enable us to\nsell surplus goods of agriculture, manufacturing and national resources, in what\nrapidly is becoming a fiercely competitive\nworld market.\" He suggested there was no\nmore important problem confronting businessmen today.\nIn concluding his message to the Traffic\nLeague, Mr. Crump said that he was confident \"that the long-term future of our\ncountry is secure, and that the railways will\ncontinue to play a vital role in the development of our great nation.\"\n ^^W\" iAnfkAAAnrw%\nTHE WORLD\nSPANNER\nNo. 201\nMarch,   1954\nAddress all communications to\nE.   C.    Stockwell,    Editor,   Spanner,\nRoom 294, Windsor Station, Montreal\n\u2666 \u2666 \u2666\nINDEX\nPage\nNew Diesel Shop   . . .      4\nLife in Caboose       7\nPersonnel Highlights    .,...'  10\nPersonnel   Changes      14\nOur Women's World       20\nSports Roundup  24\nRetirements     25\nObituary                   31\n\u2666 \u2666> \u2666\nOUR    COVER\nLadner Creek viaduct on the Coquihalla\nsubdivision is the locale for this impressive\nview, by Company photographer Nicholas\nMorant, of the Kettle Valley Express, Train\nNo. 12, on its run\nfrom Vancouver to\nMedicine Hat. This\ncurved steel span\ncarries the railway\nover the deep gorge\nof the creek, which\nis a tributary of the\nCoquihalla. The\nphotograph has been\ntaken from the roof\nof a tunnel which\npierces the near-\nperpendicular wall of\nthe valley, and is but\none of many tunnels\non the subdivision. Diesel-electric unit 4057\nheads the train, and similar engines now\npower all trains on the southern main line\nthrough British Columbia, which is comprised of the Coquihalla and companion\nsubdivisions. The dieselization of the Crows-\nnest-Coquihalla route is one of the most\nimportant steps taken to date in the Company's current program of modernization.\nThe diesel-electric engines themselves are\nmaintained at a new repair shop which\nwas recently opened at Nelson, B.C.\n\u2666 \u2666> \u2666\nIMPORTANT\nAll    those    mailing    out    Spanner    to    any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of  mailing.\nPublished   monthly   by   the   Department  of\nPublic   Relations   of   the   Canadian   Pacific\nRailway  at  Montreal.\nwxfwxfwxfxrxr xrxr xrwxr xrxr xrxr xrxr xrxr xfxfxfwxfxfxfxr xfxrwwwxrxfw\n\"Bouquets  From Our Patrons\"\nThe extent to which little courtesies and special services on the\npart of employees can assist in the building up of goodwill among\nour patrons is emphasized by the large quantity of letters of\nappreciation received throughout the year from grateful individuals.\nWe quote here a few excerpts.\nS.D.P.C. Dept., Toronto, Ont.\n\"On Car 370 between Toronto and Chatham, Ont., my wife inadvertently left her handbag. We quickly called Mr. Roy Worth at\nChatham station and the following morning the handbag was returned safely to us at Chatham. This is most sincerely appreciated\nand we, want to draw your attention to the prompt action of those\nwho could do something about it.\"\nK. M. P.\nSuperintendent, Union Station, Toronto, Ont.\n\"This letter is to commend very highly to you the services of your\nconductor, Mr. Frank Ducheck, who took excellent care of Mr.\nJ. S. McMehen and myself on the trip to and from Sudbury and\nSault Ste. Marie Mr. Ducheck went considerably out of his\nway to add to our comfort and convenience and certainly is a credit\nto your excellent company. . . .\"\nW. C. L. B.\nS.D. & P.C. Dept., Calgary, Alta.\n\"I travelled on the 27th ultimo from Nelson to Fort MacLeod.\nI am now indulging myself in the pleasure of offering through you\nmy thanks to the capable porter-in-charge for a very generous\nmeasure of 'service with a smile1 to me and my fellow passengers.\"\nF. H. A.\nJ. L. Sugden, Esq., Manager, S.D. & P.C, Montreal.\n\"I returned home to Regina from Vancouver last week end and\nduring the trip ivas much impressed by the kindness shown me by\nMr. Parker the steward on your dining car 'Warkworth' out of\nVancouver on Train Number 8. ... I thought I would like you to\nknow how considerate Mr. Parker was and to thank him through\nyou. . . .\"\nW. M. H.\nA. J. Mahon, Esq., General Passenger Agent, Montreal, P.Q.\n\"Just a line to express my appreciation for the kind and thought-\nfid service, I received on the late night train which arrives about\n1:00 a.m. . . . I came out of hospital in Montreal and had a compartment. I was helped on board and ivas told when we came to\nArnprior that I ivould have about eleven minutes before reaching\nRenfrew and that they would make a special stop opposite the\nstation . . . I did want to say a sincere thank you to the trainmen\nwho were so kind and courteous.\"\nP. W. P.\nGeneral Superintendent, C.P.R., Vancouver, B.C.\n\"I was a passenger on No. 3 which arrived Vancouver recently\nand I would like to commend to you the fine personality of Stan\nStainton who was in charge of the dining car from Winnipeg. He is\nwithout exception the most courteous and efficient manager of a\ndining car we have encountered. . . .\"\nA. S.\n'\u25a0'\u25a0\u25a0,,fS. JX JX-JXJXJX JX JX JXJXJX JX JXJX JX JX JXJXJXJXJXJXJXJXJXJXJXJXJXJXJXJXJXJXJXJXJXJX.\nSpanner \u2014 March,  1954\n Maintenance Shops Open at Nelson\n* * * *\nMANY   MODERN   FEATURES   APPLAUDED AT   PUBLIC   CEREMONY\nsupply. Fuel dispensing units draw\nthe oil from underground piping connecting with the storage tank.\nFollowing is the text of the illuminated address handed to Mr. Phillips\nby Mayor Kary.\n\"It is with pride that the people\nof the City of Nelson accompany the\nCanadian Pacific Railway Company\nin one more step in the task of\nnation-building.\n\"It is not possible to measure the\nstature or the importance of an event\nsuch as the opening of this Canadian\nPacific  Railway   diesel   maintenance\nAT A PUBLIC ceremony presided over by the Mayor of Nelson, Joseph\nKary, and Company officials from Nelson and Vancouver, the Company's new $1,500,000 diesel maintenance shop at Nelson was officially opened.\nHundreds of citizens applauded as Mayor Kary officially opened the vast\nshop, one of the finest in the country and, as His Worship described it, \"a\nforerunner in a new age in the industry of transportation, and a tribute to\nthe spirit of one of Canada's great companies\".\nGeorge L. Phillips, superintendent\nat Nelson, was presented with an\nilluminated address to mark the opening event.\nVisitors were shown about the shop,\nand viewed many of its modern features, including a Whiting drop-pit\nwhere 1,600-horsepower locomotives\ncan be suspended while their 23-ton\nwheel trucks are changed. They also\nwitnessed the shop's wheel-truing\nmachine in operation. This apparatus\nis the eighth of its kind to be manufactured, and is the only one of its\ntype in Canada.\nThe three-level shop permits free\nand speedy accessibility to all parts\nof the diesel-electric locomotives\nwhich are run in for inspections and\nmaintenance work.\nA large area of the shop accommodates offices, oil testing laboratory,\nelectrical parts reconditioning room,\nfilter washing room, all on the upper\nfloor, and on the lower floor, stores\nand records room, lunch and washrooms, oil storage and lubricating oil\npump room and an automatic elevator for heavy stores.\nA 25-ton overhead crane handles\nheavy materials and wheel trucks.\nUnderneath the plant, 13 feet below ground level, are a series of tunnels containing service pipes and two\nhuge fans which draw fresh air from\noutside, heat it and force it through\noutlets in the shop.\nA steam plant, now nearing completion, will be fully automatic, and\nwill supply steam for the whole yard\nincluding station, roundhouse, car\nshop and diesel shop. An old 1907\nsteam locomotive, one of the last\nseen in Nelson, has been serving as\na steam plant until the heating unit\nis completed.\nOil for the diesel locomotives is\nstored in a tank with a capacity of\n535,000 gallons, about three months\nClose-up    view    of    operator\nwheels of diesel locomotive.\ntruing\nExterior view of Nelson diesel maintenance shop, built by the Company at a\ncost of $1,500,000. The shop was officially opened at a public ceremony presided\nover by His Worship Mayor Joseoh Kary, of Nelson.\nSpanner \u2014 March,  1954\n 100-Ton  Stationary  Diesel  Engine   Constitutes\nHeaviest \"Lift\" Ever Handled  by C.P.R\nA 100-TON stationary diesel engine, which travelled over the\nCompany's line from Grove City,\nPa., to Kamloops, B.C., was unloaded at the interior B.C. city recently\nfollowing one of the heaviest \"lifts\"\never experienced by the Company\u2014\nin the west at least. The engine built\nby Cooper-Bessemer, was delivered\nto the British Columbia Power Commission's generating plant at Kamloops, and will be used as a stand-by\nelectric power generator.\nFreight and operating departments\nworked in close harmony planning\ninfinite details for handling and unloading of the giant shipment. Considerable advance paper work by\nCanadian Pacific people, and by experts from Simson-Maxwell Ltd.,\nVancouver, who sold the engine,\npaved the way for the skilled work\nwhich began at approximately half-,\npast seven in the morning, and which\nwas completed at four o'clock the\nsame afternoon. W. R. McCusker,\ntravelling freight agent, Vancouver,\nwas overseer for the freight department.\nTo the novice it, would have appeared to be a simple matter for the\nhuge 150-ton crane to shift the\nhuge freight shipment from its flatcar\nto the ground at the side of the track\nin a relatively short time. But the\nnovice would have failed to take into\naccount the precautions necessary to\nensure the safe and intact deliverv of\nthe $300,000, 16-cylinder engine to\nits owners.\nTeamwork which attended the big\n\"lift\" was most impressive. From the\ntime the outrigging of the heavy\ncrane was shored and shimmed, and\nthe \"big hook\" made its first contact\nwith the diesel engine, until after the\njob had been completed, every man\nof a crew approximating 20, knew\nhis responsibility. One, for instance,\ndirected  keen, watchful  eyes to  the\nPhoto shows one of the heaviest\n\"lifts\" ever handled by the Company\u2014\na 100-ton stationary diesel engine\u2014\nbeing unloaded from a flatcar at Kamloops, B.C., after a trip from Grove City,\nPa. The job, which involved considerable\nteamwork on the part ot some 20 crew\nmembers, began at 7.30 a.m. and was\ncompleted at 4.00 p.m. the same day.\nThe 150-ton crane shifted the $300,000\ncargo from car to the ground without\na hitch.\nwheels of the crane, to warn others\nif and when the crane's wheels raised\nfrom the track.\nAnother kept vigil over the stout\nwire rope cables which bore the 100-\nton weight, to observe any possible\n\"stranding\". Stranding of the cable\ncould cause unravelling, it was pointed out, and threaten collapse, with\nconsequent disastrous results to the\nload. Coupled with these precautions,\nthe ground crew constantly erected\nplatforms of ties beneath the load, to\ntake up the slack between ground\nand machine, in case anything happened.\nBut nothing happened.\nThe mammoth engine was deposited easily, and without incident on\ntrack-side metal skids, and was later\nmoved into the generating plant.\nC. W. Powles, division master\nmechanic,    Vancouver,    who    helped\nsupervise the unloading, said that it\nwas one of the largest rail-freight\nshipments ever handled by the Company, and he, together with shipping\nrepresentatives who received the\nengine, had high praise for the manner in which the delivery and unloading were accomplished.\n\u2022 The efficiency of the modern car\nwheel is attested by the fact that a\nstandard 33-inch wheel in freight service\nis built to run 600,000 miles\u2014equal to\n190 trips from coast to coast\u2014under\nnormal conditions.\n9 The two longest railway curves and\nthe longest uniform single railway curve\nin the United States are all in Louisiana,\na 9.45 mile curve on the Illinois Central,\na 9-mile curve on the Southern Railway,\nand a uniform curve of 5.7 miles on the\nTexas & Pacific Railway.\n(Association   of  American   Railroads)\nSpanner  \u2014   January-February,   1954\n Winnipeg Tribune Features Hobby\nOf Former Company Chief Engineer\nRETIRED chief engineer of the Company's western\nlines, F. W. Alexander, was the subject of an interesting feature recently in The Winnipeg Tribune when Feature Writer Frank Rutter had this to say:\nFred Alexander has a house full of antique clocks\u2014but he tells\nthe time by an electric clock -on the refrigerator in his kitchen.\nClocks  Everywhere\nFred couldn't have picked a more appropriate hobby, for the\n75-year-old retired railroader worked by the clock for 49 years\u2014and\nnow he collects them. If you sat like I did in his living rc\u00abom at\n70 Ethelbert street, you wouldn't detect a time-bomb even if it\nwere under your feet. There were 12 clocks in the room and they\nwere all ticking.\nIn Fred's home, clocks are everywhere\u2014about 30 altogether.\nYou can't escape the steadj^ ticking. There is even one in his\nbasement workshop. Says Mr. Alexander: \"I don't notice the\nnoise at all.\" But I did. I could no more sleep in that house\nthan I could on a railway station platform.\nOn the hour and lasting for about 10 minutes, there is a weird assortment of curious\nbells, bird calls and squeaks, which would\nmore than do justice to the occupants of\na nursery. One German clock has a tiny\nsoldier in colorful uniform who pops out\nto blow a real bugle call.\nHis  Masterpiece\nFred's piece-de-resistance is an all-\nwooden clock he designed and built himself way back in 1911. It stands six feet\nhigh in the hallway, a masterpiece of\ncraftsmanship. And it still keeps excellent\ntime.\nMost of Fred's clocks are German or\nearly American. The oldest was made by\nHenry Terry, one of the first American\nmakers in about 1825 and works by\nweights.\n\"I guess they didn't know how to use\nsprings then,\" said Fred.\nAddresses Rotary\nF. W. Alexander's\nwestern railroad\nbackground stands\nout on the grandfather clock in this\npicture. It operates\non the 24-hour basis.\nThe clock and everything else in the picture were made by\nthe retired Company's chief engineer\nof   western   lines.\nWinnipeg  Tribur\nN. R. Crump, Company vice-president, addressed the Toronto Rotary\nClub recently at the Royal York\nHotel. Mr. Crump told his audience of\nthe many advances the Company had\nplanned for the immediate future, of\nthe orders for new lightweight passenger equipment for transcontinental\ntrains, and of the need for equitable\nfreight rates to keep Canadian railways\nin   a  healthy  condition.\nIn the 19th century, clock peddlers\ntravelled from door to door because there\nwere no \"clock shops.\"\nA message from a peddler-repairman,\nfound inside a clock given to the Alexanders\nfor a wedding present, said: \"Go and learn\nyour trade Jackson, and don't spoil any\nmore clocks.\" He evidently didn't think\ntoo much of a rival's work. Another clock\nFred made is a diminutive grandfather\nclock which he calls \"My grandmother\nclock.\"\nRetiring Agent Wrote\nFirst Orders in 1909\nFrancis R. Reeves who retired as agent\nat Irricana, Alta., on December 23, wrote\nhis first train order in 1909 for the Grand\nTrunk Railway at Allandale, Ont., where\nhe passed his examinations as an operator.\nHe joined the Company a year later as a\ntelegrapher at Moose Jaw when J. K. Savage was superintendent and G.'T. Coleman\nchief despatcher. He had a try at home-\nsteading between 1911 and 1913 but for\nthe past 40 years his service had been\ncontinuous.\nIn his last agency at Irricana% he took a\nfull part in community life, serving as\nsecretary-treasurer of the United Church\nfor 10 years, as secretary of the Irricana\nCurling Club in which he is a life member, and as secretary and unit organizer\nfor six Victory Loans during the last war.\nBefore going to Irricana he was at Hussar\nwhere he was village secretary for five\nyears and fulfilled the same office for the\nboy scouts, stampede committee, and the\ncurlers.\nIn the early days of the Suggestion\nBureau he won money prizes three times\nfor his suggestions, principally on filing\nprocedure for small town agencies and in\nconnection  with  grain cars.\nSince he retired from the railway, Fred\nhas kept pretty busy\u2014\"I don\"t believe in\ninactivity\" he said. And he has another\nhobby\u2014woodwork.\nFred has another sideline, too. He builds\nand repairs toys for children\u2014and he does\nit for nothing. At this time of year he's in\ngreat demand.\nThe Alexander home is full of interest.\nI could have spent hours browsing among\nthe products of his skill. But there was\nno escape from the tick' of his clocks\u2014\nonly by going outside.\nCan't sleep at night now\u2014my alarm\nclock puts my nerves on edge.\nFaithful Old Engine\n\"Retires\" in Kootenays\nAfter many years of faithful service\nfor the Company on the Nakusp-\nKaslo run, in British Columbia,\n\"Barney\" has ended his days in the\nKootenays and will move on to another territory.\n\"Barney\" is locomotive 3480, the\n]\u00a3>st steam locomotive to succumb to\nthe Company's dieselization program\nin the Kootenays.\nDuring \"Barney's\" career he only\nsuffered one mishap. Last winter,\nwhile rounding a curve east of Rose-\nbery, B.C., he struck a broken rail,\nleaped the track and settled slowly on\nhis side. Auxiliary crews soon had\nhim righted, however, and although\nhis pride was scarred, there was little\nphysical damage sustained.\n10\nSpanner \u2014 January-February,   1954\n FIRE   FIGHTING\u2014(Continued)\nfires the Navy obligingly set for them. Burning diesel oil\nin a huge metal vat was the target at which they directed\ntheir efforts, and from which they obtained practical experience wTith an element none hoped to encounter.\nIn the naval school classroom \"students\" were made\nfamiliar with other aspects of A.B.C.D.\u2014an overall term\nto cover both damage control and protection against the\nhazards of atomic, biological and chemical warfare\u2014and\nveteran masters and young officers pored over examination\npapers which, when completed, would indicate what they\nhad absorbed from a course which all readily agreed provided a wonderful opportunity to learn ashore what in\ntime might prove invaluable at sea.\nClose-up examination of chemical foam fire extinguisher is\nmade, left and right, by J. M. Gillison, Assistant Marine\nSuperintendent, B.C.C.S. Vancouver, and A. S. Motfatt, chief\nengineer. Instructor D. Arnold, Royal Canadian Navy tire*\nfighting officer at H. M. C. S. Naden at centre, smilingly\nexplains the fine points of peculiar foam.\nWrestling with hose lines and various types of nozzles, officers ot B.C. Coast Steamships\nare developing into top-notch fire fighters. They learn the latest techniques at a course\nat H.M.C.S. Naden under supervision of naval officers. Fire fighters above are seen\nattacking blaze during training course.\nBack in the classroom after a workout\nat H.M.C.S. Nadens\ntraining ground are\nBritish Columbia\nCoast Steamships officers (left to right)\nJ. M. Gillison, assistant marine superintendent; Michael\nCorfield, 3rd officer;\nEvan Williams, 2nd\nofficer; H. G. Amo-\ndeo, 3rd officer;\nDonald M. McKech-\nnie,   1st officer.\nHorse Power Was Once\nMotive Power for Trains\nJ HE APPLICATION of steam locomo-\nI tion to iron rails was one of the most\nfar-reaching and revolutionary developments\nin the world's history. It ushered in a new\nage \u2014the age of steam. And steam held\nundisputed sway for well over a century.\nBut steam was not the first form of motive power in railway history. There was a\ntime when the railroads depended on\nanimals more than upon steam motive\npower. The first railroad in New England\u2014\u25a0\nthe Granite Railroad at Quincy, Massachusetts\u2014was operated by ox- and horse-power.\nThe earliest lines now forming the New\nYork Central, Pennsylvania, Baltimore and\nOhio. Louisville & Nashville. Seaboard Air\nLine, and many other railroads began train\noperations with horses for motive power.\nEven after steam locomotives were introduced, some railroads maintained stables\nof horses to take over in case the \"iron\nhorses\" broke down or needed help to pull\nthe trains\"through the snow drifts.\nThe New York and Harlem Railroad, now\na part of the New York Central, began\noperations on Manhattan Island as a horse\nrailroad and continued for many years to\nuse horses to operate its line extending along\nFourth Avenue. In 1876 the company owned\nmore than 750 horses for this purpose.\nAs late as 1937 a man on horseback preceded each steam-powered train that operated on the West Side riverfront line of the\nNew York Central to warn pedestrians and\nvehicular traffic of the approaching locomotive.\nIn its original Classification of Accounts,\nthe Interstate Commerce Commission provided for entries under such headings as\n\"Horses.\" \"Livery for Horses and Vehicles,\"\n\"Shoeing Horses at Railway Stations,\" and\n\"Repairing Harnesses.\"\nIn some American cities the transfer of\ncars through streets by steam locomotives\nwas prohibited, and horses were used for\nthis purpose.\nBefore construction and maintenance\noperations were mechanized, horses and\nmules were employed in the operation of\nshovels and scrapers.\n(Association   of   American   Railroads.)\nSpanner  \u2014  January-February,   1954\n Diesels, Steel Trestles Highlight Kettle Valley Modernization\nBy OMER S. A. LAVALLEE\nROMEO, JULIET, Iago, Portia, Jessica, Lear and\nOthello. Seems like an unusual way to start an article\nabout railroading; folk with a literary bent will, of course,\nrecognize characters from the plays of William Shakespeare. And while it was never the intention of the immortal bard that these names should serve for anything\nbut the now-famcus characterizations of his sixteenth\ncentury theatre business, mention them to any employee\nin train service or right of way maintenance, or indeed\nin any operating capacity on the Kettle Valley division,\nand you will find that they stir associations far removed\nfrom the Globe Theatre and Stratford upon Avon.\nAlong with several others, the foregoing names comprise those of the stations, section houses and sidings\nsituated on the Coquihalla subdivision, which extends for\n56.6 miles between Brookmere and Odium, B.C. Most of\nthis subdivision is located within the very restricted\nconfines of the gorge of the Coquihalla River, hence its\nname. It vies with other sections of the Canadian Pacific's\nrail lines in terms of scenic grandeur as well as in engineering accomplishment.\nThese features seem to be inseparable, to go hand\nin hand as it were. Few passengers take an interest in\nthe manner in which man has met the mighty challenge\n&4\nEastbound freight train winds its way up the pass, stretched\nout over a trestle, through a tunnel and around many a\nspectacular  curve.\nof nature, but those who do find a new satisfaction,\nentirely apart from the pleasures of viewing glaciers,\nmountains or swift-flowing mountain torrents. Perhaps, in\nanother sense, it is a tribute unknowingly paid to the\nmembers of the engineering profession that the traveller\nusually gives his closest attention to the geographical\nfeatures of a journey, but seldom ever thinks, much less\nis he concerned, about his own security as he travels\nalong. Nevertheless, few indeed have been the land obstacles which have not been tackled successfully by railway engineers\u2014the Company's lines in the Canadian\nRockies are excellent examples of perseverance and skill.\nRecently, the Company's long-term modernization\nprogram was extended to the Kettle Valley and Kootenay\ndivisions in southern British Columbia, and the powerful\nroar of diesel locomotives can be heard up and down the\nCoquihalla and its companion subdivisions wdiich together\nmake up the southern line through the Rocky Mountains.\nWhere once the rock walls echoed the sound of the exhaust\nof powerful steam locomotives and the progress of a train\ncould be traced on the Jura Loops east of Princeton,\nclimbing the grades east and west out of Penticton, or\nhigh above the Lower Arrow Lake west of Castlegar, by\nthe smoke clouds and plumes of steam from the locomotives, the diesel engine nowT threads the tortuous path of\nthe Crows Nest\u2014Coquihalla route, taking the grades unaided, indifferent to the extremes of weather. Only a\nmatter of a few hours rail travel separates the temperate\nfruit-growing Okanagan valley, from the snowrs of the\nupper Coquihalla.\nDieselization of this line came about during the\nsummer of 1953, and the Kootenay Express, train No. 11\nand its eastward counterpart, the Kettle Valley Express,\nNo. 12, are now diesel-hauled throughout their picturesque\nroute of 850 miles between Lethbridge and Vancouver.\nThe route is fast becoming popular with travellers\nthrough the Rocky Mountains. Crowsnest Pass and Coquihalla Pass are, respectively, the easternmost and westernmost passes of the line, which has five other intervening\nmajor summits.\nThere is Crowsnest Pass itself, guarded at its eastern\nentrance by the mountain after which the pass is named\u2014\nthe long and picturesque descent into the Kootenay\nvalley; another vista of the Kootenay and its neighboring\nmountains as the train climbs into Cranbrook. There is\nalso Moyie Lake, whose shores are paralleled by the\nCrowsnest-Coquihalla route, the run along the rocky west\nshore of Kootenay Lake, after which the westward train\ntakes its name, and the awe-inspiring picture of the Lower\nArrow Lake framed in the coach or sleeping car window\nas the train climbs slowly up through the Bulldog Tunnel\nto Farron. These are features of the trip through southern\nBritish Columbia, but the most impressive section of all\nis the Coquihalla Gorge.\nShortly after the westbound train leaves Brookmere, it\npasses Brodie, the junction of the branch railway to Nicola\nand Spences Bridge which loops away into the valley\nbelow the train. After rolling along for 14 miles through\nthe comparatively wide valley of the Coldwater River, the\nsummit is reached at Coquihalla.\nSpanner \u2014  January-February,   1954\n \"\n. Within a very short distance, the scenery changes\nabruptly from the wooded and fertile Coldwater country\nto the rugged, rocky and treeless confines of the upper\nCoquihalla. From an elevation of 3,658 feet at Coquihalla\nstation, the twin ribbons of steel descend to a level of 144\nfeet at Hope on the Fraser River.\nIn the six miles lying between Coquihalla and Romeo,\nnext siding to the west, the rails thread a half-dozen\ntunnels and twice as many trestles. At one point, where\nthe path of the railway crosses Cultus Creek, there is a\n630-foot-long timber trestle, the largest timber bridge on\nthe subdivision. The five-mile section between Romeo\nand Iago is marked by a number of snowsheds, to deflect\nthe path of avalanches from the railway line. Between\nIago and Portia, and between Portia and Jessica, the\ncourse of the railway along the northerly slope of the\ncanyon is interrupted by two creeks draining into the\nCoquihalla.\nAt these points, the mouth of the connecting valley was\nthought too wide to be bridged at reasonable cost, and it\nwas consequently found necessary to divert the railway.\nThese diversions served another important purpose in that\nthey permitted the mileage to be increased, thus preserving the 2.2 per cent maximum grade envisioned during\nconstruction. This line-lengthening to ease grades can be\nseen to better advantage on the main line between Stephen\nand Field, B.C., where the confined space did not permit\nlengthening the railway in the open to ease the grade;\nhence the construction of the two well-known spiral\ntunnels.\nBoston Bar creek is the first interruption i\u2014 \u2014\u2666\u2666\u2666\nof this kind for the westbound traveller\nand the roadbed makes a one-mile detour\nup the valley of the creek to a point\nsufficiently narrow to allow of the construction of a bridge. At this point, the railway is carried across the creek far below\nby a 340-foot bridge, which has a 70-foot\nsteel span. Gaining the west bank\nof the creek, the line is carried back to\nthe Coquihalla gorge. Just a few miles\nto the west lies Ladner Creek which intersects the Coquihalla in the same manner.\nAt this point, the actual diversion is not\nas extensive as at Boston Bar Creek but\nthe 540-ft. steel bridge which is used to\nbridge the stream some 200 feet below is\nperhaps the most spectacular structure on\nthe  line.\nThe rails, leaving a tunnel in the east\nwall of the valley plunge simultaneously\nupon this bridge, which is on a curve and\ngrade  as  well.\nThe remaining portion of the line to\nthe Fraser River at Hope is a succession\nof bridges, trestles and tunnels, while the\nrailway gradually lowers itself to the valley\nfloor from the ledges of the upper canyon.\nLest it concede defeat too easily to the\npersistence of man in successfully constructing the railway through its gorge, the\ncapricious Coquihalla River threw one final\ndifficult obstacle in the path of the line\nonly five miles from its confluence with\nthe Fraser.\nJust west of Othello, at mile 49.5, the\nriver plunges into a narrow, perpendicular-\nwalled gorge which winds in serpentine\nfashion back and forth  across the path of\nthe rail line. This difficult - stretch is\nnegotiated by means of three bridges across\nthe boiling stream, with four tunnels\nthrough the intervening rock faces. The\nfour tunnels are on tangent track and leaving them, it is possible to look back from\nthe rear of a train and see the tunnels and\nKootenay Express, train No. 11, is\nshown emerging from tunnel and\ncrossing   Ladner   Creek   bridge.\nWestbound passenger train in this\npicture is crossing one of the larger\nstructures.\n*\nSpanner  \u2014  January-February,   1954\n Lethbridge  Viaduct, highest bridge in  Canada, stretches its mile-long span across Alberta's Oldman\nRiver. Kootenay Express, dieselized in  1953, is shown traversing this remarkable bridge.\nbridges simultaneously. West of the tunnels, the railway rolls over the level and\ncomparatively wide Fraser val-ley, through\nHope and across the 955-ft. Fraser River\nbridge to the junction with the main line\ntwo   miles  further  on   at  Odium.\nIn the 36 miles between Coquihalla and\nHope, the railway descends 3,500 feet on\na maximum grade of 2.2%. In this section,\nthere are 40 trestles and bridges as well\nas 16 tunnels and snowsheds. As if these\nconditions were not enough, the Coquihalla\ncountry experiences some of the heaviest\nsnowfalls in Canada, occasionally exceeding 600 inches per annum. The trestles\nand bridges between Coquihalla and Hope\nalone have an aggregate length of nearly\n9.000 feet. wJiile this same section has more\nthan 3.000 feet of tunnel and 1,600 feet\nof snowshed.\nThe building of the railway through what\nis undoubtedly one of the most difficult\nsections in Canada, topographically speaking is a tribute to the genius of the Chief\nEngineer of the former Kettle Valley\nRailway, the late Andrew- McCulloch, who\nplayed an important part in locating and\nconstructing, not only the Coquihalla subdivision, but other sections of the Kettle\nValley line as well. The Coquihalla subdivision was the last portion of the Kettle\nValley railway to be opened for service\nand this occurred on July 31, 1916. The\nrailway had been surveyed as early as\n1912, and it is interesting to note that an\noriginal proposal envisaged the construction\nof  two  railways  through  the  valley.\nIn addition to the Kettle Valley Railway, a subsidiary of the C.P.R., which\nactually accomplished the construction of\nthe line, a survey had been made at an\nearlier date by the Vancouver, Victoria &\nEastern Railway which was the name\nchosen   by   the   Great   Northern   Railway\nof the United States for some of its lines\nin Canada. At first, nothing short of two\nrailways would suffice and it was observed\nthat they would be constructed, one on\neach side of the defile, for about 10 miles\nwest of Coquihalla summit. At this point, it\nwas the VV&E's intention to cross the\nvalley to the Kettle Valley side. Mr. McCulloch observed at the time that it would\nbe practically impossible to construct two\nlines around loops at Boston Bar Creek\nand Ladner Creek, and eventually an\nagreement was reached whereby the Kettle\nValley line would be constructed and\nwrould be used b}^ both companies. Finally,\nthe VV&E withdrew.\nThe first train of the Kettle Valley\nRailway to pass over the completed Coquihalla subdivision was operated at the end\nof July, 1916, grading and construction\nhaving been delayed by the war, and by\nthe unusually heavy snowfall and long\nwinter seasons during the construction\nyears. Frequently, the snow paralyzed work\nfrom the end of November to the end\nof May. Even at the present time, passengers on trains travelling through the upper\nreaches of the canyon in June, often see\nlarge patches of snow.\nAs the illustrations show, there is hardly\nan appreciable stretch of straight track on\nthe line. Someone once suggested to the\nauthor that the number of degrees of\ncurvature should be ascertained, to enable\nthe number of complete circles of track\nrepresented by the curves to be given.\nThis would appear to be an impossible\ntask, even for an engineer. By reason of\nthe alignment, it is possible, at many points\non the subdivision, to look back along\nthe canyon and see twro or three bridges\nand several tunnel mouths simultaneously.\nHowever,   there   is   something   to   be   said\nfor the location of the track, notwithstanding   its   winding   character.\nThe railway descends 3,500 feet in slightly more than 36 miles or better than 96\nfeet to the mile. This means that it\ndescends at an average rate of almost two\nper cent. These figures, compared to the\nfact that the maximum grade has been\nkept to two and one-fifth per cent over\nthe whole distance is a tribute to Andrew\nMcCulloch and his locating men. It means\nsimply that the track inclination has been\nmaintained at an almost uniform grade\ndespite intervening ridges which had to\nbe tunnelled, and valleys and streams\nwhich had to be bridged. Looking closely,\nfor example at the Ladner Creek structure, it will be seen that the bridge deck\ngirders are slightly, but obviously inclined\nwThen compared with the upper members\nof  the  steel   supporting  towers.\nThe dieselization of the Kettle Valley\nroute is an acknowledgment of the growing\nimportance of the Canadian Pacific's alternate route through the southern Rockies,\na route considered by some to be superior\nfrom the scenic point of view, to the\nmuch-publicized main line via Glacier.\nTime alone will serve to confirm or deny\nthis statement, but with the inauguration\nof the newest type of passenger train\nequipment due to take place shortly in\nthe Canadian Pacific's transcontinental service, many thousands more will be encouraged to make the acquaintance of the\nCanadian Rockies. They wTill get to know\nand appreciate the beautiful scenery which\nhas been placed by a benevolent nature\nin Canada's back yard, of which the\nCoquihalla Pass and its associated regions\nform no  small- part.\nSpanner  \u2014  January-February,   1954\n ^Q^^Fw\u00a5w^AnAFlAnFT%\nTHE WORLD\nSPANNER\nNo.  200 Jan.-February,   1954\nAddress all communications to\nE.    C.   Stockwell,    Editor,   Spanner,\nRoom 294, Windsor Station,  Montreal\nINDEX\nPage\nFire    Fighting      4\nKettle .Valley   Modernization      6\nPersonnel    Highlights      12\nSports   Roundup                14\nOur  Women's   World    . . .  16\nChanges  in   Personnel     \u2022 \u2022 \u2022 \u2022 20\nRetirements  28\nObituary    ...              35\nOUR   COVER\nTHE  COVER   of   Spanner  this  month   is  a\nvignette    of    sports    activities    centering\naround  famous Chateau  Frontenac  as seen\nthrough the eyes of Adolphe Roy, company\nphotographer,   who   composed   this   artistic\nmontage.  If there is\nanything   in  the  fun\nline   connected   with\nice    and    snow   and\nthe    great    outdoors\nthe    chances    are\nyou'll find it on the\nChateau's    sports\nmenu.\nTopping   the   list,\nof   course,   is   skiing\nunder   the   watchful\neye   and   instruction\nof   Fritz   Loosli   and\nhis     corps     of     instructors.       Favorite\nterrain for skiers are the nearby hills of Lac\nBeauport's  Snow   Bowl   and  the  challenging\nslopes  of  Valcartier.\nSkating, tobogganing, curling, snowshoe-\ning or sleigh riding via the old horse-\npowered ccleche provide variety to the\nguest's   sports   program.\nNeedless to> say the \"skiers dining room\",\non open fireplace, and heartwarming other\nfacilities ore available to match the mood\nand atmosphere of this particular phase of\nthe  Chateau   Frontenac's  cosmopolitan   life.\nIMPORTANT\nAM those 'mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of mailing.\n\u2666 \u2666 \u2666\nPublished   monthly   by   the   Department-   of\nPublic   Relations  of   the   Canadian   Pacific\nRailway   at   Montreal.\nSpanner \u2014  January-February,   1954\n :\nlern Manner\nLATEST  METHODS\np the speedy and effective control of a\nceived first-hand knowledge of this in\np of an oil-fed fire on the Navy's train-\nieyond Esquimalt, B.C., Navy depot.\nupervision of naval officers from the\nthose attending the course worked out in\n^d knee-boots, directing streams of water\nIty extinguishers one minute, and em-\np and foam nozzles the next. The results\npsive.\nnote was the distinction made between\npre and battling outbreaks aboard ship.\nkter poured on  a conflagration ashore\nspeaking, be immaterial, but aboard\nn the volume of water loosed, the sta-\npel could be seriously endangered. For\npointed out that a fog nozzle, designed\ntre rather than blast it out with sheer\nwas recommended. In certain quarters\npver, the use of a chemical foam spray\nb be more efficient in choking off a fire\nlined area.\nmore the officers learned the hard way\nskies as they wrestled with hose lines\nis of nozzles to extinguish the series of\nSpanner  \u2014  January-February,   1954\n  Courtesy - Promptness - Reliability\nD. S. Thomson\nREMEMBER the days when the\nshelves at the corner store bulged\nwith supplies of almost every needed\narticle of merchandise and large reserve\nstocks were maintained on the property,\nsufficient to meet every reasonable foreseeable demand? Homes stocked flour\nby the bag, a bin of potatoes, barrels of\napples in the cellar and fruits were canned to provide for the winter's supply?\nThe days when the wayfreight trains\nunloaded supplies in\nlarge volume to maintain these stocks? It\ndid not matter much\nwhether the supplies\narrived that day or the\nnext week because the\nstore was a veritable\nwarehouse.\nThe storekeeper,\nusually a pretty decent\nsort, had little to worry\nabout\u2014other than getting paid\u2014because\nif he did not get your trade this week, he\nwould get it next week. If he could not\nmeet your needs he was still a pretty\n\"good egg\" but there was not much that\ncould be done about it.\nThe railroads were in much the same\nboat. People who wanted to travel beyond\nthe capabilities of the horse and buggy,\ntravelled by rail or stayed at home. Their\nproducts destined beyond the storekeeper or grist-mill moved by rail or did\nnot move\u2014food, clothing, etc., similarly\ncame in by rail.\nThen came the auto; distances diminished, industry expanded, populations\nsteadily increased, trucks, busses, mechanized implements, chain stores came\ninto the picture. People drifted to the\nlarger centres. Machinery moved to the\nfarms, competition became lively, People\nbegan to travel by private auto and bus.\nThev purchased goods at points distant\nfrom their homes.\nVolume purchasing and quick turnover made reduced selling prices possible. More frequent and faster delivery\nof goods to the retailer made large stock\ninventories unnecessary. Like most\nhouseholds which now purchase their\nsupplies almost from day to day, merchants are buying from wholesalers on\nthe same basis, relying on frequent and\nprompt receipt of their merchandise.\nIt goes without saying that consumers\nmay be expected to deal with the merchant who is prepared to give courteous,\nprompt and reliable service and this can\nbe applied with equal force to the purchasers of transportation, whether for\ntravel in coaches, tourists, standard\nsleepers, steamships \u2014 movement of\ngoods by L.C.L. or carload freight, express \u2014 telegrams, cables \u2014 patronage\nat hotels, etc., or any other service the\nrailway provides.\nCourtesy starts with the first enquiry.\nThe railway employee is still the \"railway\" to the great majority of people. The\nmanner in which these people are received goes a long way toward making\nfriends and directing traffic to the rail\nthat might otherwise move via other\nmeans.\nPromptness must contemplate the\nelimination of unnecessary delays, so\nimportant in these highly competitive\ndays and under conditions of current\nsupply already mentioned. With everv\nshipment accepted and every ticket sold,\nthe railway, to all intents and purposes,\nenters into a contract to reach a destination in a given time\u2014in good condition,\nanother subject upon which much has\nbeen said in the past.\nReliability is simply proving to our\ncustomers that we can be depended upon\nto deliver the person or persons, shipments or telegrams at destinations \"on\nschedule\" and in good condition.\nLet us all exert every effort during\n1954 to provide the tvpe of service our\npatrons desire and deserve.\nOur slogan must be \u2014 Courtesy,\nPromptness, Reliability.\n<?<o. Xj, oW^i\nVice-President,\nOperation and Maintenance\n Rail  Laying  on the Ontario District\nRail laying on the Ontario District this past\nsummer involved the laying of 30 miles of 130\npound rail between Agincourt and Darlington, five\nmiles east of Oshawa, on the Trenton division. The\njob was under the direction ot district engineer,\nN. M. Kelly, and roadmaster M. E. Morgan, and\nthe direct supervision of assistant roadmaster R.\nK. Strawn.\nA track gang, 80 strong, was equipped with the\nlatest in rail laying machinery, including mechanical spike pullers and spike hammers, adzes, rail\nlayers, power bolt tighteners, power drills tor spike\nholes and bond wires, creosote applicators, tour-\ngun tamping unit for surfacing track, and special\ntools tor lifting and placing tie plates and driving\ntie plugs. Above, in action, are pictured a Meco\nrail layer and a spike pulling machine, as well as\na general view ot the track gang at work.\nFleet of Latest Type Comet II  Jets\nOrdered by Canadian Pacific Airlines\nA FLEET of the latest type Comet II jet airliners, has been ordered by\nCPAL, to be delivered next fall for use on the Company's inter-continental routes from Vancouver to the South Pacific and South America. This\nannouncement was made November 17 by G. W. G. McConachie, president.\nThree of the 500-mile-an-hour jet transports have been ordered from De\nHavilland, England, for delivery next September, October and November.\nCPAL has an option on purchase of a fourth Comet II for delivery early\nin 1955.\nCommenting on decision to resume\nthe Comet program, Mr. McConachie\nsaid, \"We have made a careful study\nof the Comet, with particular reference to the improvements in the latest\nversion. We are now convinced that\nthis aircraft offers not only the fastest\nand most comfortable, but also the\nmost reliable flight in the world today. Already, in commercial service,\nthe Comets have logged 50 million\nengine miles without mechanical\nfault, a record never approached by\nany conventional aircraft.\"\nAdoption of Comets by Canadian\nPacific will mean that the world's first\ncommercial jet base outside the United\nKingdom, will be in Canada. The big\nCPAL maintenance and operating\nbase in Vancouver is  being readied\nfor delivery of the first jets next fall.\nPurchase of the three comets will\ninvolve an outlay of 4.5 million dollars. The Comet II is especially suitable for the long-stage inter-continental routes of CPAL. It will be\nable to fly direct from Honolulu t\u00a9\nVancouver in six hours, whereas the\nshorter range Comet IA would be unable to fly this distance with an economic payload.\nThe CPAL Comet will fly Vancouver-Mexico City in five and one-half\nhours and from there to Lima in six\nhours. Flying time from Vancouver\nto Australia will be under 20 hours.\nExperience has shown the Comet will\nalmost halve existing flight times on\nlong stage routes.\nThe Comet II is powered by four\nRolls-Royce Avon axial flow jet engines of considerably greater thrust\nthan the Ghost engines in the Comets\nnow in service. These improvements\nin the Comet II have achieved a 20\npercent greater range combined with\na 30 percent shorter take-off and\nlanding run.\nThe Comet will carry 44 first class\npassengers, cruising at 500 mph at\naltitudes up to 40,000 feet, enabling\nit to travel far above turbulent\nweather conditions.\nSpecifications of the new planes are\nas follows: Wing span, 115 feet;\nlength 96 feet, one inch; height 29\nfeet, 5 inches; full load range 2500\nmiles; speed 500 mph, powered by\nfour Rolls-Royce Avon engines of\n7,000 pounds thrust each; gross\nweight 120,000 pounds; payload\n41,000 pounds; fuel load 7,000 gallons.\n| Hopper Cars j\nToday the Class I railroads of the\nUnited States and Canada own a fleet\nof approximately 594,000 hopper cars\n(562,000 open-top and 32,000 closed-\ntop) with capacities ranging from 50\nto 70 tons in most instances, although\na- few hoppers have up to 80 and 90\ntons' capacity.\nSpanner\u2014 December,   1953\n13\n Changes in Personnel\nG. W. HARDY IN NEWLY CREATED POST\nAccounting Moves Are Announced\nChanges in the accounting department following the appointment of\nGeorge W. Hardy of Montreal, to\nthe newly created post of deputy\ngeneral auditor with headquarters at\nCalgary, were announced recently by\nEric A. Leslie, vice-president and\ncomptroller.  Mr.  Hardy,  auditor  of\nG.   W.   Hardy\nR. K. O'Hara\njoint facilities since 1947, has been\nsucceeded by Robert K. O'Hara,\nMontreal, who has been general statistician since 1949. Paul A. Nepveu,\nstatistician in Montreal since 1949,\nsucceeds Mr. O'Hara.\nJoining the Company at Revelstoke in 1912 as a clerk in the operating department, Mr. Hardy served\noverseas in the [first World War. He\nmoved to Montreal in 1933 and three\nyears later was promoted to district\naccountant at Kentville, N.S. In 1943\nhe became district accountant, Canadian Pacific Airlines, at Edmonton,\nand was appointed chief joint facility\naccountant in 1944 at Montreal.\nMr. O'Hara joined the Company in\nthe operating department in March\n1928, and subsequently served in\nthe offices of the\ndistrict accountant,\nToronto, comptroller, joint facility\nbureau and general\nstatistician. In 1947\nhe was appointed\nsupervisor of methods and training in\nthe vice-president\nand comptroller's office, becoming general statistician at Montreal in 1948.\nMr. Nepveu, a graduate of the\nUniversity of Montreal, started his\nrailroad career in 1942 as a clerk in\nthe munitions accountant's office at\nAngus Shops. In 1945 he was transferred to the vice-president and\ncomptroller's office, and in 1946 joined\nthe staff of the general statistician.\nP. A. Nepveu\nThree Express Agents\nTransferred in West\nChanges in three agencies in the\nCanadian Pacific Express Company\nhave been made following the death\nof A. W. Hodgson at Yorkton, Sask.\nH. B. Evans, of Shaunavon, has\nbeen appointed agent at Yorkton and\nhas been succeeded as agent at\nShaunavon by L. H. Heming, of\nKenora. H. R. Palmer, of Prince Albert, has been named depot agent at\nKenora. Mr. Evans, a Winnipegger,\nhas been in express service since 1938\nwith the exception of four years overseas in World War II, and was appointed agent vat Shaunavon in 1950.\nMr. Heming was depot agent at\nKenora for a year prior to this\nlatest move and has been with the\nCompany since 1934 when he started\nhis service at Moose Jaw. Mr.\nPalmer has 19 years' service, all of\nit at Prince Albert.\nFarewell Presentation\nL. A. Raymond, left, of Toronto, who\nhas been appointed general superintend-\nent, communications, at Montreal, from\nthe position ot superintendent, Ontario\ndistrict, receives the good wishes ot his\nfriends and fellow workers from L. B.\nLawrence, Communications agent at\nHamilton, Ont., just before he left Toronto to take up his new duties. Mr.\nRaymond was also presented with a\nmatched luggage set, foreground, at the\nceremony.\nBowman Promoted on\nMedicine Hat Division\nGeo. Meldrum\nR. F. P. Bowman\nR. F. P. Bowman of Medicine Hat\nhas been named acting superintendent of the Medicine Hat division,\nreplacing George Meldrum who has\nbeen assigned to special duties in\nMontreal. Mr. Meldrum has been\nsuperintendent at the \"Hat\" since\nApril of 1952 while Mr. Bowman has\nbeen assistant superintendent there\nfor the same period.\nJ. N. Fraine, general superintendent of the Alberta district, announced the change.\nMr. Bowman had been 26 years\nwith the Company when he went to\nMedicine Hat after two years as assistant superintendent at Bassano in\n1952, and prior to that was division\nengineer at Brandon for four years.\nA native of Lethbridge and a civil\nengineering graduate of University of\nAlberta, he was roadmaster on the\nAlberta district from 1931 until enlistment with the Engineers in World\nWar II when he rose to deputy assistant director of transportation at\nFirst Canadian Army Headquarters\nin France, being demobilized as a\nmajor.\nMr. Meldrum had been superintendent at Lethbridge for three years\nwhen he moved to Medicine Hat and\ncame up through the engine crew\nside, serving from 1918 to 1942 as\nwatchman, fireman and engineer on\nthe Kettle Valley division, where his\nfather, a veteran of the woodburning\ndays, retired as an engineer in 1940.\nWILLIAM EMMERT, pilotman, had\nservice going back to 1910 when he\nretired recently on pension from\nWeston Shops. For 13 years he has\nserved on the council of the Church\non the Cross.\n14\nSpanner \u2014 December,  1953\n BBanadian pacific^\nw\nHf\nMm                  ^H                        in    H\nfrig\n\u25a0r\nil\u00a7p\u00ab#ft!\nsiilf^^\nf.     -\/^fctfjf Christfyas andajl^jfewyear\n CANADIAN PACIFIC RAILWAY COMPANY\nOFFICE  OF THE  VICE-PRESIDENT\nMontreal, November 2nd, 1953.\nFREE SCHOLARSHIPS  IN  McGILL  UNIVERSITY\nTwo free scholarships, tenable in the following Faculties and Schools of the University are offered to young\nmen and women employees of the permanent staff who are under the age of twenty-one years, and to minor sons\nand  daughters  of  employees.\nFACULTY OF ENGINEERING\nChemical, Civil, Mechanical or Electrical Engineering.\nFour years of tuition on Senior Matriculation or five years on Junior Matriculation.\nArchitecture:  Five years of tuition on Senior Matriculation or six years on Junior Matriculation.\nFACULTY OF ARTS AND SCIENCE\nBachelor of Arts Course.\nFour years of tuition on Junior Matriculation  or  three years  on  Senior Matriculation.\nBachelor of Commerce Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nFACULTY OF AGRICULTURE   (Macdonald  College)\nSchool of Household Science  (Women only)\nFour   years   of   tuition   on   Junior   Matriculation or three years on Senior Matriculation.\nScholarships will be awarded upon the recommendation of the University Scholarships Committee, based upon\nmatriculation results and the candidate's school record. Details of other awards tenable at McGill University and\ngeneral  information  concerning the  University  itself  may be obtained from the Registrar's Office of the University.\nThe application of a candidate will be considered only if he is eligible to enter the University.\nThe scholarships will be renewed from year to year, to cover a period not exceeding six years, if at the close\nof each session the holders are  entitled under the  rules to full standing in the next higher year.\nIn case a scholarship holder finds it necessary to interrupt his course for a year or more, notice must be given at\nthe close of the session to the Railway Company and to the Registrar of the University, in order that the scholarship\nmay be open to other applicants. In order to establish prior claim to the next available scholarship notice of the\nstudent's intended return must be given to the Railway Company and to the Registrar not later than January 1st\npreceding the opening of the session in which such scholarship will be available.\nApplications for certificates to enter the competition should be made to Mr. G. A. Smyth, Superintendent of\nPensions and Staff Registrar, Montreal, and each student is requested to give his name in full, date of birth\nand the name of the school attended, stating whether he is an employee or the son or daughter of an employee.\nCopies of the General Announcement containing the conditions of admission and an outline of courses may\nbe  obtained  upon  application  to   Mr.  T.  H.  Matthews, Registrar, McGill University, Montreal.\nCertificate holders must apply on the proper forms not later than July 1st, 1954, to the Registrar of the University\nand such application must be accompanied by the Company's certificate of eligibility. Application forms may be\nobtained from  the  Registrar's Office.\ncW}JLx~o~f>\nVice-President.\n SPANNER\nNo.   199 December,  1953\nAddress  all  communications   to\nE.    C.    Stock well;   Editor,    Spanner,\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nDayliners  Acclaimed     4\nCompany  Garden  Awards     6\nNew Jetliners for CPAL  13\nChanges   in   Personnel      14\nOur Women's World     18\nSports  Review     23\nPersonnel   Highlights    . . 24\nRetirements     26\nObituary      34\nOUR   COVER\nTHE SETTING for Spanner cover this month\nI was photographed in Windsor Station\nduring another Christmas season. But the\nspirit and the theme it portrays are re-born\nannually at this time of the year and can\nbe taken as typically\nexpressive of the\ntrend of our thoughts\nand feelings during\nthe Yuletide.\nThe choir boys are\nheralding out the\nglad tidings that\necho in the hearts\nof all. Their eternal\nsong finds a response\nthat makes this\ntheme a prayer and\nat the same time\nchannels the World's\nthoughts in the right\ndirection during troublesome and uncertain\ndays.\nThe candles, the Christmas trees and\nthe heavenly stars above the arches and\nthe choir boys, provide a quiet background\nfor the everlasting message, Peace on Earth\n\u2014 Good Will Toward Men.\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of mailing.\nPublished   monthly   by   the   Department   of\nPublic   Relations   of   the   Canadian   Pacific\nRailway at Montreal.\nThe Season Is at Hand\n^ANADIAN PACIFIC personnel are concentrating\n^ on the joyous festivities at hand, along with other\npeople who share our thoughts and customs as well as\nthe spirit of this wonderful Christmas season.\nAlthough there is a proper \u2014 and in fact a dutiful \u2014\nplace throughout the celebrations for the tinsel, the\nwrappings, the joyful noise and -bustle as well as the\nlaughter, good fellowship and happy confusion, our\nhearts and pockets will also be shared with those of our\nfellow men who are less fortunate, whether it be in our\nown neighborhood or in darkened lands across the seas\nwhere the message and the deeper meaning of our\nChristmas is not known.\nTo those places go our thoughts and our prayer that\nhuman understanding, and the virtues that flow from\nit, will yet take root. The wondrous message \"Peace on\nEarth \u2014 Good Will Toward Men\" will become then more\nthan an echo of the summing up of the blessed heritage\nof freedom, of which Christmas and its many expressions\nand privileges, are just a part.\nWe must not, of course, forget the New Year which\nis just beyond. It may contain the answer to a great many\nproblems both from an individual point of view and in\nthe larger sense.\nThe best wishes of Spanner staff are extended at this\ntime to all for a heart-warming Christmas and for an\nabundance of health and happiness in the New Year.\n*#AyAWATATATAWAWATAWATATATAyAyATAyATAyAyATATAmWATftTATATATATAyAyATATATATAWATATAyATATATATAyATATATATATATATATATATATAVi?\nSpanner \u2014 December,   1953\n London crowds begin to gather around the Dayliner just minutes  after it arrived there  to  go  on  display  to  the public.    By\nnightfall,  crowds  were  lined  up  almost  a  quarter  of  a  mile  waiting  to  go  through  the  train.\nDayliners Acclaimed by Press and Public\nCOMPANY STAGES PREVIEW TRIP IN ONTARIO AND QUEBEC\n\/\/THE C.P.R. DAYLINER is a\nI real revolution,\" wrote Chatham\nDaily News columnist Victor Lauris-\nton, after he had completed one of\nthe eight preview trips for members\nof press, radio, T.V. and newsreel organizations which the railway staged\nat eight Ontario and Quebec points\nbefore putting its four shiny new\nself-propelled Budd cars into service\non three eastern Canadian lines,\nNovember 9.\nThe press trips, held at Toronto,\nMontreal, North Bay, Gait, Woodstock, London, Chatham, and Windsor, Ont., played a large part in\nattracting the approximate 34,000\npersons who went through the new\nequipment to give it their personal\ninspection while it was on public display. The cars went on display immediately following press trips into\neach of these centres.\n\"The Dayliner,\" wrote Lauriston\nin his column, uis more than an improvement in railroad service. It is\na revolution. . . . The Dayliner represents the high point for the moment\nof the diesel revolution. . .\"\nTo members of the group who took\nthe week-long ride from Toronto\nto Windsor, to put two of the new\nunits on display at various points\nalong this line, the trip more closely\nresembled that of a circus train.\nAs the Dayliner completed each\ndisplay and left that city, it had\naboard, in addition to some 25 Company  employees,  anywhere from 15\nto 50 newsmen, there for the press\ntrip into the next city. Into the rear\ncar were loaded display signs, boards,\narrows, stands, banners, lighting\nbrackets and floodlights, and a working model of the disc brake in service\non the units, plus personal baggage\nand equipment.\nWhile demonstrations to the press\nwent on in the lead car, Company\npersonnel took 40 well-earned winks\nin the rear unit, But, as soon as the\nDayliner pulled into its next stop, the\nscene changed abruptly.\nAt Woodstock, Ont., for example,\nmore than 800 people were waiting on\nthe platform as the Dayliner eased\nto a stop. Immediately after the\nnewsmen had disembarked, the rear-\ncar group went to work. Company\npolice constables kept the crowd\nslightly back from the cars while explaining to them the more important\nfeatures of the new equipment. Display men quickly set up sign boards\nand explanatory material. Electricians placed the floodlights up and\nhooked up the brake model. Banners\nwere jockeyed into position and battened down, while other men went\nthrough the cars sweeping and\ncleaning.\nLess than 30 minutes later the first\nspectator started through the cars. An\nhour later Woodstock residents were\nstill lined up in a long queue stretching   down   the   station   platform   as\n(Continued on next page)\nInside the Dayliner\nspectators pause to\nexamine a model ot\nthe new disc brake\nemployed by the new\nself - propelled rail\ndiesel cars. The exhibit was a scale\nworking model of the\nbrake used on the\ncars for the first time\nin Canada.\nSpanner \u2014 December,   1953\n DAYLINERS ACCLAIMED  (Cont.)\nNewsreel men go into action as\nDayliner stops at West Toronto during\nfirst press trip from Toronto to Bolton,\nOnt. Press trip included 60 Toronto\nnewspapermen, radio and T.V. commentators and  newsreel cameramen.\nmore and more arrived.\nWithout exception this was the\ntale of the trips, almost as a circus\nplaying a one-night stand in towns\nacross the country.\nBy November 8, the public demonstrations were over. On Monday\nmorning, November 9, the four new\ncars started out in scheduled service,\ntwo between Toronto and London and\nsince November 30, Detroit and\nToronto, one from Montreal into the\nLaurentian Mountains to Mont-\nLaurier, and the last from North Bay,\nOnt., east to Mattawa and north to\nAngliers.\nRadio announcer Ken Ellis, right,\not London, Ont., makes on-the-spot\nbroadcast with Barry Scott, asst.\npublic relations officer for the Company   at   Toronto.\nLouis L. Lang, ot Kitchener, Ont.,\na Company director, shown in engine\ncab as Dayliner arrives in Gait.\nEngineman's cap was presented to\nMr. Lang as a memento of Toronto-\nGait trip.\nSpanner \u2014 December,   1953\n Below is a section ot what the judges decided was the second\nbest old garden on the Sudbury division\u2014at Echo Bay, Ont.,\nwhere W. A.  Livingston is agent.\nThis carpet of bloom at Bontield, Ont.,\nshows what a bit of imagination, perseverance and horticultural know-how\ncan do to brighten up the landscape. It\nalso offers colorful cause why agent A.\nFrederick, of Bontield, was awarded prize\nfor best old garden on the division.\nmm^mmm^\n'BLOOM   BOOM\" ALONG  RIGHT-OF-WAY\nCompany Gardeners Reap Cash Awards\ndivision: W. P. Pearl, agent, Fort Coulonge.\nBest New Gardens\u2014Farnham division:\nA. Girar'd, car foreman, Megantic; Montreal Terminals division: H. Hyland, locomotive   fireman,   St.   Luc;    Smiths   Falls\nIT MAY well be that the majority of gardens lining the Company's right-of-\nway will be buried under a silent blanket of snow by the time this issue\nof \"Spanner\" reaches its readers. Memories of summer's departed blooms,\nhowever, will remain green awhile longer for employees whose talents for\nthings horticultural, skill with the spade, imagination and perseverance, have\nwon them cash prizes on each of the Company's districts.\n\"Spanner\" takes pleasure in listing the names of prizewinners and a\n\"Better luck next year\" to those who missed qualifying for the prize money.\nIt will be noted that the gardens fall into a fixed pattern of classification,\nincluding best old gardens, second best old gardens, and best new gardens on\neach division. The term \"visible\" or \"'invisible\" indicates whether or not the\ngarden can be viewed from the right-of-way.\nNew   Brunswick   District\nBest District Garden \u2014 T. Pelletier,\njanitor, Woodstock station; Best Locomotive Foreman's Garden\u2014C. D. Hunter,\nlocomotive foreman, Brownville Jet.; Best\nCar Foreman's Garden\u2014No award.\nBest Old Gardens\u2014Brownville division:\nG. Whittaker, sectionman, Fredericton;\nWoodstock division: R. V. Orser, janitor,\nAroostook.\nSecond Best Old Gardens \u2014 Brownville\ndivision: E. S. Johnson, agent, Onawa;\nWoodstock division: J. T. Crouse, section\nforeman,  Barton.\nBest New Gardens\u2014Brownville division:\nD. Gagnon, sectionman, Onawa; Woodstock division:  No award.\nQuebec   District\nBest District Garden\u2014T. Mitchell, sectionman, Carleton Place; Best Locomotive\nForeman's Garden: N. Barber, locomotive\nforeman, Newport, Vt.; Best Car Foreman's Garden; R. Paquette, car foreman,\nFarnham.\nBest Old Gardens\u2014Farnham division:\nMrs. J. Levesque, caretaker-agent, St.\nSimon; Laurentian division: J. 0. Morel,\nagent, Terrebonne; Smiths Falls division:\nJ.  H.  Webster,  janitor,  Smiths  Falls.\nSecond Best Old Gardens\u2014Farnham division: T. Chaput, agent, Brookport; Laurentian division: Mrs. B. Lockwell, caretaker-agent, Pointe  du  Lac;   Smiths  Falls\ndivision:   R.  D. Ledgerwood,  agent,   Winchester.\nOntario  District\nBest District Garden\u2014F. Saunders, sectionman, Woodstock, Ont.; Best Locomotive Foreman's Garden: F. J. Hathaway,\ncoal foreman, Guelph Jet.; Best Car Foreman's Garden: T. Morrison, carman,\nToronto coach yard.\nBest Old Gardens \u2014 Trenton division:\nEarl Clark, sectionman, Kingston; London\ndivision: J. Burchett, section foreman,\nAppin; Toronto Terminals division: A. C.\nMacDonald, agent, Cooksville; Bruce division: R. M. Cartley, agent-operator, Mid-\nhurst.\nSecond Best Old Gardens\u2014Trenton division: R. A. Pugh, operator, Cobourg;\nLondon division: J. Veryser, section foreman, Glencoe; Bruce division: E. G.\nMitchell, agent-operator, Flesherton.\nThe gardens bordering the Company's\nstation at Lethbridge,\nAlta., received a nice\ntribute from the Lethbridge Herald, which\ntermed them among\nthe \"most attractive\npublic gardens in the\ncity.\"\nGardens are under\nthe special care of\nWilliam Ruryk, who\nalso looks after C.P.R.\ngardens at Fort Mac-\nhod.\nSpanner \u2014 December,   1953\n Editors' Notes\npanadian Pacific resort hotels in the Canadian Rockies - Banff and Chateau\n^ Lake Louise-expect increased business during the 1962 season from tour\nparties heading to and from the Seattle World's Fair. Already, tour bookings are\nrunning some 10 to 15 percent ahead of 1961 figures at this time.. .Thirty-two\nmembers of Canadian Pacific's Investigation Department in the Atlantic Region\nand at headquarters have been awarded medals for meritorious service. The medal\nis a new one being issued under the supervision of the Canadian Association of\nChiefs of Police to Canadian police officers with 20 years or more of outstanding\nservice... A good customer and supporter of Canadian Pacific, Mr. Charles Hayhoe,\nof Ottawa, has written the Company suggesting the letters C.P.R. might well mean\n\"Courtesy Plus Reliability.\" It's a thought well worth keeping in mind when we're\ndoing our work... Canadian Pacific Airlines has stepped up its services from\nCanada to Hawaii from three to four flights weekly to handle increasing numbers\nof passengers who have their eyes on a winter vacation in the Pacific. DC-8's and\njet-prop Britannias fly the route. C.P.A. is offering the \"lowest yet\" fares to Hawaii\nfrom Canadian points on a 17-day excursion plan .. .Two Investigation Department\nconstables at Sudbury, Ont. \u2014 R. Bouchard and R. A. Zado \u2014 had their work cut\nout for them recently. They had to round up six calves which were running loose\non Company property. Without lariats or horses, the two men expended a good\ndeal of leg work and muscle to capture the 500 to 800-lb. animals. Their only previous training for this work: watching rodeos and wild westerns on TV... Canadian\nPacific has come up with a new version of its trade mark for 1962. It is a\nstandardized insignia which has been approved for use in Company advertising\nand promotional material to be issued in Canada and elsewhere for all services.\nReaders can see what it looks like by turning to page 9, in this issue of Spanner,\nwhere it is used as the central part of an all-services advertisement.. .The Company's Empress liners \u2014the Canada, Britain and England -will make 33 round-trip\ncalls to the Port of Montreal in 1962 on transatlantic service. First arrival will be\nthe Empress of Britain on April 3...Canadian Pacific will also operate six\nchartered freighters through the St. Lawrence Seaway this year from northern\nEurope and the United Kingdom to a number of Seaway and Great Lakes ports.\nThe Company also has six \"Beaver\"-class fast freighters in North Atlantic service\n...Canadian Pacific Telecommunications is being asked to help some 150 auto\ndrivers who will be participating in a 4,000-mile trans-Canada rally between\nMontreal and Vancouver next April. Teletype circuits are being planned to link\nmajor centres to pass information during the event. More of this in the future.\nDamage Prevention Contest\n... and footnotes\nKiddles, including the old-fashioned ones we used to pull on our\nparents back in the days when we\nwere going to public school, seem to\nbe the rage at present. For example\nan Ottawa newspaper recently printed one which went like this: If an\nathlete gets athlete's foot, what does\nan astronaut get? Answer: Missiletoe!\nIn case you think that one's bad,\ntry this one. What is the best way\nto make a fire with two sticks?\nAnswer: Make sure one of the sticks\nis a match. Or this one: How many\nballs of string would it take to reach\nthe moon? Answer: Just one, but it\nwould have to be a really big one.\nSo much for riddles! Anyway, you\ncan try these on your youngsters.\nThey'll probably think you're a riot.\nThis month, Spanner Jias again\nmade a few changes in its format and\ncopy. We think it will brighten the\nmagazine and, We hope, give our\nreaders something they'll enjoy.\nWe'd like to hear what our readers\nthink of our changes. We won't guarantee we'll be able to reply to all\nletters we get, but we'll certainly pay\nattention to what is said. Also if you\nhave ideas for features, news and\nother items in the magazine, let us\nknow. We're open to all suggestions.\nWe can't put out a magazine without this kind of help! A good many\nnews items, or ideas which can be\nworked into interesting features,\nwould be missed if readers hadn't\nsent in suggestions in the past.\nTo those of you who are writing us,\nwe express our sincere thanks and\nyou can rest assured we want you to\nkeep on writing.\nthe editors\nDamage-free handling of rail freight is a\n\"must\" for good customer relations. On the\ninside back cover of this month's Spanner\nare rules and an entry blank for a contest\nto pick a slogan plugging the need for railroaders to curb loss and damage to freight.\nCanadian Pacific is engaged in an all-out\ndrive against rough handling of freight in\nyards, sheds and on the road. The goal of\nthis program is two-fold \u2014 better-satisfied\ncustomers already shipping with us, and\na chance to win new customers through\nimproved service.\nThe Company wants your ideas. What is\nneeded is a hard-hitting slogan of ten words\nor less emphasizing how important it is\nfor all of us to turn our attention to cutting\nloss and damage.\nCash prizes will go to four Canadian\nPacific winners, with the First Prize slogan\nto be entered in an international contest\nto compete for a grand prize which will be\nawarded to the author of the best slogan\nfrom all major North American railways.\nSlogans can attack the problem from any\none of a number of angles \u2014 the importance of loss and damage prevention generally; specific ways to cut loss and damage;\nor perhaps emphasizing how lost or damaged freight can hurt the railway's reputation with shippers.\nHowever you approach the writing of\nyour slogan, remember to make it catchy\nand right to the point. It's an important\nproblem you're attacking. For further\ndetails see the inside back cover of this\nissue.\nSpanner - February, 1962\n Eating up the miles between\nBritish Columbia and Alberta, a Merchandise\nServices tractor-trailer barrels along the\ntrans-Canada highway near Banff under\nthe sky-reaching peaks of Cascade Mountain.\n;\/\/\n:ft.;:;;:^ ft|:;>.rft;:;-pftft:i\n\u25a0\n\u2022:.:?. .:r \u25a0''\u25a0'\u25a0' \u25a0','.' :\u25a0   ftft t.'   ><f ! -| 11 l;if l; 11' il 1.''   '\"    #'\n\u201e:-:ft^: \u25a0\u25a0 \u25a0               \u25a0                                                   V J\n.'     :\u25a0\u25a0\u00a3   l   \u25a0'\u25a0\u25a0       ;    (' ?   '^^  ''\u25a0 '-\nI r^^H\n-\nOne Call\nCanadian companies don't often arrange for poetry to\nThat's all\nbe written about their operations, but if they did, Cana\nThe rest is speed\ndian Pacific's Merchandise Services might well use a\nFor those who need\njingle like this one at left to describe itself.\nTheir traffic moved\nMerchandise Services is probably Canadian Pacific's\nSwift and sure\nfastest growing new service. In slightly more than two\nBy methods proved.\ni\nyears, it has built up from an idea to a practical reality,\nand mushroomed from a test site on Vancouver Island\nto spread into western Canada, with the east earmarked\nfor stage-by-stage development\nBasically, the idea behind CPMS is this: to bring all\nCanadian Pacific's rail package freight, truck and express operations under one roof, no matter what form\nof transport is used to move the goods. Rail, road, air\nand water-borne shipments - all are handled by CPMS.\nThey are handled by one call; one pick-up; one staff;\nand one customer account.\nFor the customer this means greater efficiency, speed\nand convenience.\n4\n~\n Spanner - February, 1962\n For Canadian Pacific it means a better service, geared to what customers need, and a chance to build up\nbusiness in an area which was beginning to decline\nuntil CPMS was formed. For CPMS employees it means\nthe opportunity to be a part of an aggressive, growing\noperation ready to capture and build traffic in a highly\ncompetitive field in the transport industry.\nCPMS started in 1959, by integrating Canadian\nPacifies former less-than-carload or package freight\ntraffic, truck and express operations under one management on Vancouver Island.\nThe move consolidated four separate Canadian\nPacific operations. It was made after an intensive study\nof shippers' requirements; what competitive transport\ncompanies were doing in the field; and a survey of the\ntrends likely to continue in the future.\nAfter a test period on the Island itself, the system\nspread first to the City of Vancouver, where a brand\nnew terminal building was planned and built, and then\nmoved into the interior of British Columbia.\nThe operation had \"teething\" troubles at first. But\ngradually problems were worked out; certain changes\nmade to improve service, and plans laid to build\nterminals in Alberta. In 1961, two major ones were\nTOP TO BOTTOM:\nMerchandise Services trucks line the waterfront at Nanaimo,\nVancouver Island, ready for transfer by ship to the mainland.\nCPMS supervisor examines discs recording truck performance\nover the road.\nBarge filled with CPMS trailers comes alongside dock at\nVancouver.\nDespatching office at CPMS: high-speed teletype circuits and\nmobile radios are used to speed shipments.\nBELOW:\nCPMS trailer comes off piggyback flatcar at Vancouver as\ndawn breaks over the city.\nSpanner - February, 1962\n TOP:\nCalgary's new $840,000 CPMS terminal\nwhere a shipment can be received, sorted\nand reloaded into waiting trucks or rail\ncars within 60 seconds. Structure is the\nlast word in new design.\nLEFT:\nUnderfloor conveyor chutes handle traffic\ncoming into the terminal. Packages are\nsped along chutes on way to sorting table.\nRIGHT:\nConveyor belt system moves packages to\ntruck loading area after sorting. Terminal\nalso makes use of pneumatic tubes to\nroute paper-work between points within\nthe building.\nBOTTOM:\nPiggybacked truck trailers arriving at\nterminal are placed by diesel yard switcher.\nUse of piggyback, together with rail\ncars and trucks, gives flexibility of delivery\ncustomers seek.\nSpanner- February, 1962\n Good view of the floor of a typical CPMS terminal showing traffic being handled. At\nVancouver 1,650,000 pounds of freight and express - about 6,000 separate shipments-\nare handled each day. Operation is on a round-the-clock basis. According to one\nobserver, operation is one \"which has to be handled with military precision.\"\nopened-one in Calgary, and one in Edmonton-at a\ncost of $1,400,000. These are the Ic^t word in integrated\nfreight and express handling.\nOne minute-60 seconds-is all the time required\nto receive a shipment, process it through the terminal\nand load it into a vehicle to be sped to its destination.\nCPMS's Vancouver terminal, the first of its kind anywhere, has been the prototype used for newer terminal\nbuildings, so it merits a quick look at how it works.\nThe CPMS terminal at Vancouver handles more than\n1,650,000 pounds of freight and express a day, about\n6,000 separate shipments. The shipments range from\ncigarettes, to cement, to live animals and, even the\nGrey Cup of football fame.\nSome 325 employees, including pick-up drivers, keep\nthe terminal going on a 24-hour basis. The latest types\nof merchandise-handling equipment are in the building, including a miniature railway within the shed itself,\nto speed shipments from the 80 receiving bays to waiting trucks and rail cars.\nDuring the day some 100 pick-up trucks are constantly on the go, hustling shipments in and out of the\nterminal. Every night, as Vancouver residents are sitting\ndown to dinner, more than 40 giant tractor-trailer units\nare taking on their final loads before heading out for\npoints through British Columbia and Alberta. Before\nbreakfast the following day, some 30 more highway rigs\npull into the depot to discharge goods for local delivery.\nSome 10 to 15 boxcars and express cars are despatched\ndaily. In addition, a goodly number of trailers go via\npiggyback.\nShipments being delivered come by pick-up truck\ninto the receiving docks at the terminal. Parcels are\nunloaded, sorted and quickly moved to the appropriate\ndock for reloading in trailers and rail cars.\nIt's an operation, according to one observer, \"which\nhas to be handled with military precision.\" Receiving\ndocks, billing and despatch offices are connected by\npneumatic tubes. High-speed teletype circuits link all\nprinciple points in the system to aid the tracing of\nshipments and the controlling of vehicles through\ndespatchers over wide areas in western Canada. Mobile\nradios are used to route local pick-up and delivery\ntrucks through city streets.\nSince CPMS went in at Vancouver, business has\njumped \u2014a sure indication the system's planners had\ntheir eye on the right target when they put the whole\nidea down on paper.\nAt the end of 1961, CPMS had a fleet of 315 pick-up\nand delivery trucks operating in British Columbia and\nAlberta. The highway fleet in the two provinces is made\nup of 170 truck-tractors and 285 trailers. Piggyback,\nexpress and boxcars are fully utilized along with this\nroad fleet to provide the flexibility of delivery customers\nwant.\nThe whole operation adds up to a number of\n\"plusses\" for customers: fast service, flexibility, simplified accounting and billing; competitive rates by all\nmodes of transport; better customer service; trained\nsales staffs to consult with shippers on particular needs\nin packaging, routing, rates and other requirements.\nFor Canadian Pacific and the employees who work\nat CPMS, they've got a \"real comer\"; an operation that's\nin demand and growing; an operation that's tailor-made\nto suit the market it serves.\nWhat about the future?\nWell, in 1962, CPMS will move into Saskatchewan\nand Manitoba, build new terminals, set up its operation, train personnel and get moving. Eventually, the\noperation will stretch from coast to coast.\nSpanner \u2014 February, 1962\n OUR COVER: This month Spanner salutes Canadian Pacific's freight services\u2014the backbone of the railway \u2014\nwith a cover depicting one of our fast\nfreight trains smashing through a bill\nof lading; (a form of artistic license\nwhich editors in charge of designing\nmagazine covers are permitted to exercise on occasion.) Again, Spanner underlines the need for a strong sales\neffort on the part of every employee\nwith the slogan, \"Nothing Happens until Somebody Sells Something.\"\nS Canadian (facfoc\npawner\nFebruary, 1962\nNo. 275\nEditor-Graham Nichols\nAssociate Editor \u2014Pat Donovan\nWomen's Editor - Shirley Whittet\nPersons mailing Spanner to any destination are requested to indicate\nlocation of their office on the envelope\nor wrapper. In the event of non-delivery the publication will be returned\nto point of mailing.\nPublished by the  Department of Public\nRelations of the Canadian Pacific Railway\nat Montreal.\nSpanner - February, 1962\n enormous aMTlle^otentiai^o Tary^nas searceiy^oeen lappecr.\nFar more needs to be done in the development of improved\ncontainer systems and in the reduction of the cost of piggyback\ntransportation, both to the railway and to the common carrier\ntrucker ... we cannot afford to ignore any ways by which the\ninherent advantages of rail and truck can be combined...\"\nTECHNOLOGY-\"...There is nothing sacred about railway technology; it must change with our needs to meet competition...\"\nSALES-\"... How many railways institute good training programs for their salesmen? How many railway traffic solicitors\nare judged by the share of the transportation market they are\nable to capture? How much incentive do we give for successful\nefforts by our salesmen to win new traffic? How many of us\nhave continuing procedures for measurement of market share,\non an area and commodity basis? How many of us actively\nstudy our market to assess the equipment, service and prices\nwhich we need to offer in order to compete?\"\neTTipioymemrroi^anyone^Tr rariway transportation.\nLOSS SERVICES-\"... If the public interest requires that loss\nservices be provided, then the public must judge the cost of i\nthese services in relation to the value they receive.  In this\nrespect, such subsidies are not subsidies to the railways; they;\nare subsidies to the users of the loss services. One thing is J\ncertain. The burden of these loss services cannot be absorbed\nthrough  the  freight  rate structure  \u2014  competition   precludes\nthat...\"\nRAILWAY PROBLEMS-\"...Railway problems are the problems\nof competition, costs and government regulation. The three are\ninter-related. Rate competition cannot be met on a compensatory basis unless the costs of producing railway transportation I\nare below the costs of producing other forms of transportation.\"\nSpanner- February, 1962\n Form of Straight Bill of Lading approved by the Board of Transport Commissioners for Canada by General Order No. 41 of 15th July, 1909.\nCANADIAN   PACIFIC   RAILWAY  COMPANY\nSTRAIGHT BILL OF  LADING-ORIGINAL-NOT NEGOTIABLE Shipper's No..\n Agent's No..\u2014\nRECEIVED, subject to the classifications and tariffs in effect on the date of issue of this Original Bill of Lading,\nat__ Montreal4..Que...     Felwoa^aa^\n-.19.\n,62\nfrom jS^QLX.1<\u00a33L_.SjfeX?llCt!fc-U3?iiLl--jS JbiSL\u00a9l.__C Q.^._^ Xltdja the goods described below, in ^apparent good order, except as noted\n(contents  and  condition  of contents  of par' --res                   x    marked,   consigned  and  destined   as  indicated  below,   which  said  Company\nagrees to carry to its usual place of del>- si                     ' ->   if on  '        \u2022 - '     4herwise to deliver to another carrier on the route to\nsaid destination.    It is mutually agreed h *                              v                               over all or any portion of said route to destination,\nand as to each party at any time in* o                                                               irvice to be nerformed hereunder shall be subject to\nall the conditions, whether prated c                                                                 ick hereof        ' which are agreed to by the shipper\nand accepted for himself ar\nConsigned to irJ\nDestination.\nRoute-P.ana\nirposea of delivery.)\nJWthi.StTOetOTal_S\nper D_o._ Smith\n^IZI^^3Z\n..Agent.\nPer..\n(This Bill of Lading is to be signed by the shipper and agent of the carrier issuing same.)\n Canadian\n(fiicific\nFK8EOT PMS IFF\nFreight can hardly be classed as the glamour-girl of the railway in comparison\nwith sleek jet airliners, stylized White Empresses or streamlined dome trains.\nIt is the service, however, which puts by far the largest amount\nof cash in the Canadian Pacific till.\nThe familiar Canadian Pacific red box car\u2014 the work-horse of the railway \u2014\naccounts for almost 88% of the Company's rail earnings.\nFreight has long held undisputed title to the top-ranking position\nas the Company's prime revenue producer.\nFreight is big business in Canadian Pacific. It's so big that its revenues\novershadow that of all other services of the world's most\ncomplete transportation system.\nCanadian Pacific's standing as a successful rail enterprise depends largely on the\nsteady flow of freight traffic. Not only does freight receive top billing\nfor earnings, but it involves almost 90% of the Company's rail operations\nin terms of transportation effort.\nFreight traffic, like all other services of Canadian Pacific, is geared to sales\nthinking and action. Sales effort is backed by experienced and competent\npersonnel \u2014 modern equipment and faster schedules \u2014\nnew tariffs to meet the diversified need of shippers \u2014 and this year\nwill see added freight promotion programs.\nThe paramount role played by freight speaks for itself in connection with the\nimportance of increased sales effort. The Company's 80,000 freight cars must be\nkept loaded and rolling to boost earnings. Each extra freight shipment helps.\nThe effort of every employee can increase volume and improve\nearnings by selling our freight services.\nRemembe\n KJOJMdaJJkJA\nTNI WOftlD\nSPANNER\nNo. 217\nDECEMBER,  1955\nAddress all communications to\nE.   C.   Stockwell,   Editor,   Spanner\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nOperation   Churchill 4\nChanges  in  Personnel     6\nCompany News     10\nOur Women's World     15\nPersonnel    Highlights      19\nRetirements     26\nObituary      35\nOUR     COVER\nChristmas and all\nthat it envisages\nneeds no explanation for a cover\nmotif. However our\nartist has certainly\ncaptured the holiday\nspirit in a good old\nfashioned way\nagainst an ultramodern diesel and a\ncrisp snow-clad\nlandscape. Both\nmedia of motive\npower are speeding\ntheir happy passengers to home hearths and season festivities.\nIt is, among other things, a time for\ngreetings and Spanner staff takes advantage\nof the opportunity to use this Christmas\ncard cover to send good wishes and season's greetings to all readers\u2014not forgetting the people at home as well as all active\nemployees. A special thought, of course,\ngoes out to those on the pension roll and\nto the many contributors who keep us\ninformed of activities on and off the job.\nBest  wishes  to  one  and  all!\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of mailing.\nPublished   monthly   by   the   Department   of\nPublic   Relations   of   the   Canadian   Pacific\nRailway at Montreal.\nSpanner \u2014 December,  1955\n His task completed, Mr. Vaines can\ntake oft the deep-freeze garb and return   to   civilization.\nwere landing. In the meantime main bases\nat Mont Joli and Churchill had been set\nup. In Churchill the Canadian Army\nco-operated by providing accommodation\nand feeding pilots and crews. At Mont\nJoli the old R.C.A.F. hangars were re-built\nand were soon accommodating transient\n(Cont'd on  Page  5)\nf ramps.   Note tension on cable, both cats\nmeasure in event of \"'stall\". Tracks of cat\nSpanner \u2014 December, 1955\n (1\nc\nA l\/A.    ill\n, CANADIAN PACIFIC!\n'\\t  i *\/\u2014;\n,>'\n-\/\nML\nw\n-V .\nika&mte #reettngg\nDecember 1955\n A Tip on Traffic Tips\n*     *     *\nTRAFFIC Tip Cards are available to employees at their places\nof work. The purpose of these cards is to have the employees\nsend in to the Railway or Steamship Passenger, Railway or\nSteamship Freight, Communications, Hotel and Express Departments, as the case may be, the names and addresses of prospective travellers, shippers or receivers and users of Communications services. When such advice is received a Company Solicitor will approach the prospective patron.\nSome cases have come to light recently where employees have\nendeavoured to develop the prospective business on their own,\nbut they have found that they do not have sufficient information available to handle the queries made by the prospective\npatron.\nSo that full information will be made available to the patrons,\nit is the desire to have traffic tips followed up by a Solicitor of\nthe particular department involved.\nHowever, it cannot be emphasized too strongly how much the\nassistance of our employees is appreciated when they submit\nnames of patrons with a view to increasing Company revenue.\n* * *\n to\new\u00a7\n$10,000,000 Order\nCanadian Pacific Air Lines Purchases New Bristols\nCANADIAN PACIFIC AIRLINES has announced the purchase of a fleet of Bristol\n^* Britannia turbo-prop airliners. Three of these planes, largest commercial aircraft in the\nworld, are scheduled for delivery in 1957, with an option for five others at a later date.\nContract, for the $10,000,000 order was signed by G. W. G. McConachie, CPA president,\nand W. R. Fames, sales manager of The Bristol Aeroplane Company.\nInitially, the 400-mile-an-hour, $3,000,000 Britannias will fly on CPA's long haul Pacific\nand Polar routes. The aircraft will speed 100 passengers non-stop from Vancouver to\nAmsterdam in 12 hours. It will also fly from Tokyo to Vancouver non-stop in\n12 hours and Honolulu to Vancouver in less than seven hours.\n\"When the Britannia goes into operation,\" said President G. W. G. McConachie, \"it will\nbe superior in performance to any other airliner in service on the air routes of the\nworld  at  that  time.\"\nThe aircraft's fast time on the Polar route is attributed partly to its high altitude,\nperformance and 6,000 mile range. These planes will take advantage of pressure pattern\nflying by riding tail winds in both directions.\n\"The Britannia, most modern aircraft in flight today, is particularly suited for the\nCPA routes because of its long-range characteristics,\" said McConachie.\n\"The smooth, quiet operation of the turbo-prop engines,\" he added, \"will set a new\nstandard of passenger comfort with the introduction of these advanced aircraft.\nThe Britannia has a top speed of 420 m.p.h. with a cruising speed of 400 m.p.h. and\na maximum range of 6,000 miles.\nThe new aircraft, 124 feet long, has a 142-foot wing span, a tail 36 feet high and\nwill carry more than 100 passengers.\nThe Britannia is powered by four Bristol Proteus 755 engines with the equivalent of\n4150 horsepower each. Fully loaded, the aircraft weigh 170,000 pounds.\nLethbridge Patron Likes\nCompany Waybill System\nConsolidated Fruit Company of Lethbridge likes the way our waybills are set\nup in the local freight office and said so\nin a ]etter from the traffic manager, C. F.\nHatfield, which read:\n\"In the course of our business we\ncheck a large number of expense bills,\nset up in your office. I just thought I\nwould tell you how much I appreciate\nthe manner in which the members of\nyour staff set up these bills. Whoever\nthe party or parties are, they deserve a\nvery sincere compliment. It makes our\nwork here very much easier and it certainly does reduce the chance of errors.\n\"My sincere thanks to all concerned.\"\nIt  might  be   said  great  care  is   taken  in\nrating of these bills and the setting up of\nthe expense bills for easy checking by Mr.\n\u25baC.   F.   Hatfield,   traffic   manager   of   Consolidated  Fruit Company.\nAn average of 3,000 incoming waybills\nper month are handled in the local freight\noffice at Lethbridge, of which approximately 125 are those covering fruit and vegetables from the United States, which are\nthe ones referred to by Consolidated Fruit\nCompany. These waybills are classified and\nrated by Chief Clerk H. Chapman of the\nlocal freight office and, in turn, expensed\nby Expense Clerks N. DeVos and Mrs.\nRuby  de Jong.\nSpanner November,  1955\n\u2014.'\n Arthur Baynham Retired\nMechanical Dept. Moves\nAnnounced for Western Lines\nV. Irving\nD. Francis\nJ. Davies\nA. Baynham\nF. G. Noseworthy\nTRANSFERS and promotions in the\nmechanical department at Kenora, Winnipeg, Regina and Medicine Hat followed\nretirement on September 30 of Arthur\nBaynham, division master mechanic at\nLethbridge since 1950 and with the road\nfor 40 years.\nF. G. Noseworthy, of Kenora, will go\nto Lethbridge as division master mechanic\nfrom the same post on the Kenora division\nand V. S. Irving, of Kenora, will be promoted to division master mechanic at\nKenora from  locomotive foreman there.\nOn the Medicine Hat and Regina\ndivisions there will be a straight switch\nwith two division master mechanics, D.\nFrancis, of Medicine Hat and J. Davies.\nof Regina exchanging positions.\nOther promotions will be: J. D. Ross, of\nWinnipeg, to locomotive foreman at\nKenora, from shop foreman at Winnipeg;\nG. H. Emery, of Winnipeg, promoted to\nshop foreman at Winnipeg from afternoon\nshop foreman there; M. C. Thorn, of\nKenora, promoted to afternoon shop foreman at Winnipeg from shop foreman at\nKenora; J. G. Pattison, of Ignace, promoted to shop foreman at Kenora from\nthe same job at Ignace; J. Quigley, o'\nKenora. promoted to shop foreman a;\nIgnace  from  relief  foreman at Kenora.\nThe changes were made by C. E. Listei,\ngeneral manager of the prairie region, an 1\nbecame   effective  Oct.   1.\nMr. Baynham started as a fitter at\nFort Willion in 1915 and was division mas-\nTotal 81 Years' Service\nTwo employees terminated a total ot 81 years service with the railroad recently\nafter receiving gifts for special service. Superintendent J. A. Hall, second from\nright, presented Charlie Creasey, center, with a power mower, and Bill Emery, right,\nwith a watch. H. H. Allen, local freight agent, left, was on hand to invite them\nback\u2014\"anytime\". Mrs. Creasey, second from the left, is all set to help her husband take things easy tor a while. Mr. Creasey wound up 41 years as general\nshed foreman and Mr. Emery had 40 years with his last job as chief biller.\nSpanner \u2014 November,   1955\n Company Builds New Line Into Rich Mining Area\nOfficially Opened\nAt Manitouwadge\nNiTTru^^ the\n\u2022 Canadian Pacific Railway, accompanied by members of the Ontario cabinet, Hon. J. N. Allan, Hon.\nP. T. Kelly and Hon. William Nickle,\nofficially opened the railway's new\n40-mile $3,300,000 rail line into the\nnorthern Ontario mining development at Manitouwadge.\nOn   The   Map\nThe mining town of Manitouwadge,\nscene of Canada's greatest copper find\nreally went on the map recently,\nwith the arrival of the official party\nto open the line. The mining town-\nsite which lies midway between the\ntwo transcontinental rail lines north\nof Lake Superior in the Ontario\nNorthwest, just two short years ago\nwas a wild expanse of trees and rocks\nand a tent or two. Today at the same\nspot, one of the nation's most modern,\nbest planned housing and business\ndevelopments is rising from the\nrough  forest.\nThe ceremonies were attended by\nmore than 80 mining, industrial, government and railway officials from\nToronto, Montreal, Fort William,\nPort Arthur, Sudbury and North\nBay.\nThe line serves'Geco's copper, zinc\nand silver mine at Manitouwadge\nand  the  newly   built  townsite   five\nPresident N. R. Crump and Federal and Provincial officials up the 39.8 miles\not new track to officially bring the railway to Manitouwadge. There are 15 million\ntons of high grade copper ore to be brought out over these same rail lines.\nmiles  south  of the  mine.  Construction was started in September, 1954.\nJoins  Main   Line\nThe branch line joins the railway's main trans-continental track at\nStruthers, Ont., approximately 215\nmiles east of Fort William.\nDuring the construction more than\na million and a quarter cubic yards\nof rock and earth were moved and\nfive separate contractors worked on\nthe job at one time. Two river crossings were made by the line and\nnumerous engineering difficulties were\nencountered, one of which required\nthe building of a 50 foot high\nembankment to cross a third of a\nmile of muskeg which is prevalent in\nthe   area.   Rail   laying   was   carried\n(Cont'd on page 8) .\nPicture at left gives a good idea ot the type ot\ntough terrain through which the $3,300,000 line\nwas laid. Numerous engineering problems were en-\ncountered and two bridges were thrown over rivers\nwhich cut across the roadbed. At right a nice piece\not tracklaying.\nSpanner \u2014 November,   1955\n NEW LINE Cont'd\nout by the railway at the rate of\nmore than a mile a day with a\nnew improved method which allowed\nmechanized track laying equipment\nto operate over newly laid rail held\ntogether by special portable bars.\nActually the 39.8 miles of rail were\nlaid in 38 days. Ballasting of the\nline is being carried out but due to\nsevere winter conditions in the region,\nwill not be  completed until 1956.\nTelegraph and telephone circuits\nto serve Manitouwadge were laid\nthis summer by the railway's communications department.\nNew   Town   of   6,000\nOpenirg of the rail link into the\narea will speed construction of the\nnew community of Manitouwadge,\nwhich is going up in the wilderness.\nThe town is planned to house 6,000\npersons and will have all the usual\nfacilities of isolated outposts in northern Canada. So far about thirty\nhomes have been completed\nThe town will have a hospital,\nbank, movie house and playgrounds.\nSpread over 300 acres, the site is\ndivided into an industrial area, commercial area and four residential\nareas.\nN. R. Crump (left).\nPresident of the Canadian Pacific, marks\nthe opening of the\n40 mile branch line\nto the mining area\nof Manitouwadge by\nturning over to N. C.\nUrquhart, head of\nthe Mining Corporation of Canada, waybills for a 35 ton\npower transformer,\nthe first pay-load\nhauled by the railway\ninto the site, indicating that the new line\nwas officially open\nfor traffic. Mr. Crump\ntold the business\nheads and government officials present\nthat the change in\nthe territory in the\npast year was beyond\nbelief. He called the\nGeco mine installation impressive and\nsaid he was overwhelmed by the development of the townsite.\nfrontiers of Canada\/' said Mr. Crump.\n\"Such developments are rolling back the\n\"Come and get it\"\nbeats out cook Joe\nRoy, who put up special meal in dining\nhall for the crowd of\ngovernment, rail and\ncompany officials\nthat came to town\nfor   the   big   opening.\nThis is the site of the mine itself. Headframe is centre top with two large\nbuildings being built to house crushing plant. Little mining train runs out from\nshaft bored into side of hill. The mining business has moved into prominence in\nOntario, and Mines Minister Hon. P. 7. Kelly has stated that \"next year mining\nwill  be  Ontario's  leading  basic  industry\".\nSpanner \u2014 November,   1955\n mEBmsasBsamaxmaa^\nCANADIAN   PACIFIC   RAILWAY   COMPANY\nOFFICE   OF    THE   VICE-PRESIDENT\nMontreal, November 1st, 1955.\nFREE  SCHOLARSHIPS  IN   McGILL  UNIVERSITY\nTwo free scholarships, tenable in the following Faculties and Schools of the University are offered to young\nmen and women employees of the permanent staff who are under the age of twenty-one years, and to minor\nsons and daughters of employees.\nFACULTY OF ENGINEERING\nChemical,   Civil,   Mechanical  or  Electrical  Engineering.\nFour  years   of  tuition  on  Senior  Matriculation  or five years on Junior Matriculation.\nArchitecture:   Five  years   of  tuition  on  Senior  Matriculation  or  six  years  on  Junior   Matriculation.\nFACULTY OF ARTS AND SCIENCE\nBachelor of Arts Course.\nFour years  of  tuition  on Junior  Matriculation or  three   years  on  Senior   Matriculation.\nBachelor  of Commerce  Course.\nFour  years  of  tuition  on Junior  Matriculation or   three  years   on  Senior   Matriculation.\nFACULTY   OF   AGRICULTURE   (Macdonald   College)\nSchool of Household Science  (Women only)\nFour  years  of  tuition  on Junior  Matriculation  or   three   years   on  Senior   Matriculation.\nScholarships will be awarded upon the recommendation of the University Scholarships Committee, based\nupon matriculation results and the candidate's school record. Details of other awards tenable at McGill University\nand general information concerning the University itself may be obtained from the Registrar's Office of the University.\nThe application of a candidate will be considered only if he is eligible  to  enter the University.\nThe scholarships will be renewed from year to year, to cover a period not exceeding six years, if at the close\nof each session the holders are entitled under the rules to  full standing in the  next higher year.\nIn case a scholarship holder finds it necessary to interrupt his course for a year or more, notice must be given\nat the close of the session to the Railway Company and to the Registrar of the University, in order that the\nscholarship may be open to other applicants. In order to establish prior claim to the next available scholarship\nnotice of the student's intended return must be given to the Railway Company and to the Registrar not later\nthan January 1st preceding the opening of the session in which such scholarship will be available.\nApplications for certificates to enter the competition should be made to Mr. G. A. Smyth, Superintendent of\nPensions and Staff Registrar, Montreal, and each student is requested to give his name in full, date of birth\nand the name of the school attended, stating whether he is an employee or the son  or daughter of an employee.\nCopies of the General Announcement containing the conditions of admission and an outline of courses may\nbe obtained upon application to Mr. T. H. Matthews, Registrar, McGill University, Montreal.\nCertificate holders must apply on the proper forms not later than July 1st, 1956, to the Registrar of the\nUniversity and such application must be accompanied by the Company's certificate of eligibility. Application\nforms  may  be   obtained   from   the   Registrar's   Office.\nA. A\nVice-President.\n!\u00a5a\u00a5a\u00a5a\u00a5a\u00a5a\u00a5a\u00a5a\u00a5a1\n '^I^^^^W\"\nBe careful at work.\nRelax when you play\nlake an in+eresf in life -but...\nits easier with\nluck some earnings away!\nlA\/i+h a nest egg built up...\nyou'll sleep without worry...\nCanada Savings Bands\nwhen occasion arises be able to pay...    and reaching retiremerrl-- contented fy say...   'Those Savings Bonds helped all of the way.'\"\nBuild your savings through our Payroll.Savings Plan\nOnfertfor ife lOikGeties nou\/b&ng -fa&ett\/\n12 PAYMENTS OF W EACH...0R...24 PAYMENTS OF W EACH...OR...50 PAYMENTS OF $2L< EACH.\nA .MOO55 BOND\n Trois-Rivieres Souvenir\nThis old-time picture was taken at Trois-Rivieres, Que., on May 14th, 1914. In\nthe cab is Jos. Paquette, Engineer, while on running board, left to right: Messrs.\nLetrancois, Jos. Perron and Frank Hebert. On ground, left to right: Messrs. Henry\n\"Harry\" Leclerc, Georges Couture, Eugene Couture, Dominique Fontaine, Lucien Page\nand E. Dugal.\n Plowing Champions Welcomed\n THROUGH A PORT-HOLE\u2014This unusual view of the Vancouver depot and the Princess\nAdelaide shows what can be accomplished by a camera, a good photographer, and a bit of\nskill and imagination.\nThe work of Harry Bur chill, freight clerk on the Princess Louise, the picture was taken\nthrough a port-hole of the Princess Joan.\nThe station, of course, is the real thing, but the view at right is not the Adelaide itself\u2014\njust its reflection in the port-hole glass. Effective, isn't it!\nCanadian  Pacific Staff Bulletin\u2014November-December,  194\n McKee\u2014Evans\nRoss Howard\nMcKee, secretary\nto the manager of\nthe department of\npersonnel, Montreal, was married\nrecently to Doreen\nEvans, of Montreal, at a ceremony\nin the Church of\nSt. John the Divine\nin Verdun, Que.\nFollowing the\nreception held in\nthe Blue Room of\nthe Ritz Carlton\nHotel, the couple\nleft for Banff, Vancouver and Victoria on their honeymoon.\nI On the day before the wedding Mr.\nMcKee was presented with an electric mixer\nby Fred G. Firmin, assistant chief clerk,\n[>n behalf of the office staff.\nI Mr. McKee has been with the department of personnel since 1941 when he\nioined the Company as a junior clerk.\nHis appointment to secretary came last\nnine.\nof the  groom.\nMcCartney\u2014Mulholland\nDavid B. McCartney, office manager of\nthe Chateau Frontenac for the last four\nyears, was married quietly on October 24\nto Hazel Mulholland, also of Quebec City.\nImmediately after the ceremony the\ncouple left by plane for a three weeks'\nhoneymoon.\nMr. McCartney joined the C.P.R. in\nMay,   1929,  as  front  office   cashier  at  the |\nSHOWER FOR BRIDE-TO-BE\u2014Women of the cd\nto hold a shower for one of their members, Patri\nMiss Young, who is seen standing at rear, sea\nJ. Gosselin of Montreal, who formerly held the i\n^nadian Pacific Staff Bulletin\u2014November-December,  1946\n FIRST OF KIND\nCompany Builds Lubricating Oil Reclamation Plant\nA $150,000 LUBRICATING oil reclamation plant, the\nfirst to operate on a full scale in Canada, is now\nrestoring lubricating oil for the Company's expanding\nfleet of diesel locomotives. Located at the C.P.R.'s mammoth St. Luc freight terminal on the outskirts of Montreal, the plant was inspected October 15 by N. R. Crump,\nVice-President of the Company.\nThe plant is actually a cleaning device for the used\ncrankcase oil, which becomes contaminated after use in\nlubricating the diesel locomotive engines. Used oil is\nstored in tanks in the basement of the new building after\nbeing shipped back from diesel depots across the system.\nThe refining equipment handles the oil in batches, and\ntakes about eight hours to process a batch of 375 gallons.\nAt present this is the total of a day's production, but the\nequipment is geared to turn out three times as much\nrestored oil in a double eight-hour shift. When the used\noil has passed through the reclamation plant, it is in\nbrand-new order and may be used for lubricating the\ndiesels right away.\nContrary to public opinion, lubricating oil does not\n\"break down\". The only reason it has to be changed is\nthat it becomes contaminated from the products of internal combustion engines, excessive fuel dilution, water\nin the crankcase, mechanical failure causing material\ncontamination and loss of its chemical constituents, which\nmake it \"heavy duty\", resulting in a rapid rate of oxidation and the loss of dispersent characteristics.\nFormerly, such oil had to be thrown away as it had\nlost its lubricating effectiveness, but the new cleaning\nprocess means that the used oil can be recovered at about\nhalf the cost of buying new oil. The re-refining equipment used in the cleaning process consists of an open\nmixing tank, an electrically heated retort, vacuum pump,\ncondenser, dilution tank, contact tank, a filter press and\nadditional motors and pumps, as well as storage tanks\nfor the used and recovered oil.\nBasic procedure followed in the reclamation process\nis as follows: the used oil is mixed with activated clay,\nthe clay acting much as a blotter in removing many of\nthe insoluble impurities. The mixture then passes to the\nretort, where, under vacuum, it is heated to a temperature of 600 degrees F., and the more highly volatile impurities such as water and fuel oil are removed through\ndistillation.\nThe remaining oil is then Vsteam stripped\" through\nthe introduction of high pressure steam to the retort,\nand finally dropped into a contact tank where it is kept\nunder agitation, prior to being pumped through a filter\npress which removes the remaining soluble and insoluble\nimpurities.\nGood* as New\nKept in a storage tank, the reclaimed oil is then tested by laboratory methods to determine its fitness. When\nthis approval is obtained the oil is heated to approximately 175 degrees F. and a predetermined amount of\nadditive concentrate, or chemicals which give lubricating oil its \"heavy duty\" properties, is pumped into the\nbatch tank and the mixture thoroughly agitated.\nThe oil recovered in this manner is as good as new,\nand costs between 25 and 30 cents per gallon as against\nthe 65 cents per gallon cost for new oil.\nThe revolutionary plant is housed in a one-storey\nbuilding 40 x 50 feet, in the Company's St. Luc Yard.\nThe basement of the building houses storage tanks for\nnew and used oil, while the first floor houses the re-\nrefining equipment and a laboratory. Built with an eye\nto the future and the thought that the C.P.R. is planning to increase its diesel locomotive fleet, the plant has\nbeen made large enough to handle all the railway's\nlubricating oil reclamation no matter how large the\nproject grows.\nShown examining equipment during recent inspection tour ot\nthe Company's new lubricating oil reclamation plant at St.\nLuc Yard are, left to right: F. A. Benger, chief of motive\npower and rolling stock; A. B. Cockshott, chemical engineer in\ncharge ot the plant; plant operator George Sinclair, Mr. Crump,\nJ. W. Ussher, engineer of lubrication and water treatment.\nFamily Safety Meeting\nA family safety meeting for the Winnipeg employees and\ntheir families took place at the Technical Vocational Training\nSchool recently. On hand as the main speaker of the evening\nwas C. F. Alexander, who is the son of F. W. Alexander, retired\nassistant chief engineer for western lines. Mr. Alexander, Jr.,\nis manager of the industrial division of the National Safety\nCouncil, Chicago.\nOther speakers were Trevor Davies, director of safety,\ndept. of labour, Province of Manitoba; C. E. Lister, general\nmanager, prairie region, and E. L. Guertin, general supervisor,\nsafety loss and damage prevention, Winnipeg.\nSpanner \u2014 November,   1953\n LATEST  TYPE DC-6B AIRCRAFT EMPLOYED\nCPAL    Inaugurates    New    Latin - American    Service\nVancouver - Mexico - Lima   Flights   To   Be   Introduced\n\u00a3ANADIAN Pacific Airlines took\n^ another major step forward in\nthe transportation picture, October\n24, when it commenced regular passenger service between Vancouver,\nMexico City and Lima, Peru. A pre-\ninaugural flight along the new route\ntook off from Vancouver, October 17.\nAnnouncement of the new service,\nwhich employs the latest type of\nDC-6B aircraft with sleeperettes and\ndormette accommodations, was made\nby G. W. G. McConachie, president\nof CPAL. The schedule calls for direct\nnon-stop flights between Vancouver\nand Mexico City and between Mexico\nCity and Lima.\nThe CPAL Latin American flights\n(connect with other international\nCPAL services from Vancouver to\nHong Kong via Tokyo and to Australia and New Zealand via Honolulu. Extension of the route to Rio\nde Janeiro is contemplated with the\nconclusion of a Brazilian-Canadian\nbilateral air treaty, Mr. McConachie\nsaid.\n\"Our preliminary surveys of traffic have shown that there is an increasing need for service between the\ngrowing industrial areas of Western\nCanada and the growing markets of\nLatin America,\" the CPAL president\nsaid. \"We also anticipate a heavy\npassenger traffic between Japan and\nSouth America when Japanese trade\nwith the Western Hemisphere goes\ninto high gear in the next few\nmonths.\"\nMr. McConachie also pointed out\nthat CPAL will provide the only\nfour-engined aircraft service south\nfrom Mexico City to Lima.\nThe flight schedule calls for a 10-\nhour flight from Vancouver to Mexico\nCity, over 2,450 miles, and a 10%-\nhour flight from Mexico City to\nLima, allowing passengers to- avoid\nthe hedge-hopping flights through\nCentral America which, until the\nadvent of the DC-6B on this service,\nwere the only ones available to south\nand northbound passengers.\nThe weekly flights will leave Vancouver southbound on Saturday night\nand arrive in Lima early Monday\nmorning after a three-hour stop-over\nat Mexico City. The return flight\nleaves Lima late Monday night and\narrives at Vancouver early Wednesday morning.\nGuests and Company personnel\nwho made the pre-inaugural DC-6B\nflight from Vancouver included Mr.\nand Mrs. German F. Concha, Peruvian Ambassador at Ottawa; Mr.\nand Mrs. Walter Turnbull, Deputy\nPostmaster General of Canada at\nOttawa; Hon. Ralph 0. Campney and\nMrs. Campney, Assistant Minister of\nNational Defence; Mr. and Mrs. W.\nJ. Borrie, national president of the\nCanadian Chamber of Commerce;\nMr. and Mrs. Fausto Hernandez\nAjuria, Mexican Consul in Vancouver;\nMr. and Mrs. Grant McConachie,\npresident of CPAL, and Mr. and\nMrs. H. B. Main, general traffic\nmanager  of   CPAL.\nA step forward in Canadian aviation history took\nplace when Canadian Pacific\nAirlines inaugurated its new\nVancouver to South America\nservice.\nThe new service offers\npassengers flying on CPAL's\nHong Kong-Tokyo-Vancouver\nservice a direct, fast connection with South America\nvia Mexico City.\nAt present, Lima, Peru,\nwill be the terminus for the\nSouth America service, hut\nits extension to Rio de\nJaneiro is expected to be\nannounced at a later date.\nEquipment to be used on\nthe run will be super DC-6B\naircraft which will provide\na dual service, being divided into first and tourist\nclass sections.\nThe     new     aircraft     is\nshown  in  flight  at right.\n;i6ll!Krw      ftPft:ftft\nSpanner \u2014 November,   1953\n Mexican Welcome Follows Inaugural Flight\nLabor Leader Addresses\nOttawa Lodge Function\nFrank H. Hall, Vice Grand\nPresident of the Brotherhood of Railway and Steamship Clerks (Freight\nHandlers, Express and Station Employees)  went to Ottawa to address\nMexican government and business leaders welcomed 45 prominent Canadians when\nCanadian Pacific Airlines brought its super DC-6B into Mexico City on a pre-\ninaugural flight forerunning regular weekly flights from Hong Kong through Tokyo\nand Vancouver to Mexico City, Lima, Peru, and eventually to Rio de Janeiro.\nPictured here at a Mexico City press reception are, seated, left to right: Fausto\nHernandez, Mexico Consul in Vancouver; Halford Wilson, acting tor the Mayor\not Vancouver, B.C.; Einar Gunderson, B.C.'s Minister ot Finance; Hon. Ralph\nCampney, Ottawa, Solicitor General ot Canada and Associate Minister ot Defence;\nGrant McConachie, President, Canadian Pacific Airlines; Walter Turnbull, Canada's\nDeputy Postmaster General; R. M. Macdonnel, representative of Canadian External\nAffairs, Ottawa, and Jack McBryde, Canadian Pacific Airlines.\nBack row (standing), F. M. McGregor, Manager of CPAL's foreign routes; H. B.\nMain, General Traffic Manager, CPAL; A. C. MacDonald, Managing Director, Canadian Pacific Steamships, Montreal; and J. H. Campbell, Manager, Department ot\nPublic Relations, Canadian Pacific Railway, Montreal.\nCanadians Greeted\nRafael Murillo Vidal, Mexico's Postmaster General, left, was one ot the\nMexican representatives to greet a party\not 45 Canadian government and business leaders when Canadian Pacific Airlines made the first direct non-stop\nflight from Vancouver to Mexico City,\nintroducing its new service. Spokesmen\nfor both countries praised the new direct\nair link. With IMr. Vidal are Grant McConachie, centre, president ot Canadian\nPacific Airlines and Walter J. Turn-\nbull, Ottawa, Deputy Postmaster General\nfor Canada.\nMAKES AVIATION HISTORY\nCPAL Flies Non-Stop\nFrom Japan to Canada\nAviation history was made in\nVancouver recently with the completion of the first non-stop commercial flight from Japan to Canada. A\ngiant Canadian Pacific Airlines DC-\n6B set down at Vancouver International Airport with 43 passengers and\na crew of seven after flying non-stop\nfrom Misawa, Japan.\nThe flight was commanded by Captain T. A. Tweed, of Vancouver, with\nCaptain R. C. Ford as relief pilot.\nTaking advantage of the favorable\nwinds found in the far north at this\ntime of the year. Capt. Tweed covered the 4,500 mile Great Circle\nroute via the Aleutians in 14 hours\nand 42 minutes for an average speed\nof 305 miles per hour.\nThe Canadian Pacific version of\nthe  Douglas   DC-6B   is  the   longest\nMr.   Hall,  left,  and  Mr.   Atchie\nLocal Lodge No. 1161 of the Brotherhood at its annual dinner and dance\nheld on October 17 in the Convention\nHall of the Coliseum at Lansdowne\nPark.\nMr. Hall was officially introduced to the gathering by J. A.\nAtchie, cashier of the Company's\ndepot ticket office in Ottawa, who\nis chairman of the local lodge. Mr.\nHall emphasized progress made in\nbenefits gained by certain railway\nunions since 1947, and also recounted\nan entertaining description of his\nvisit to Copenhagen and Stockholm\nlast summer in his capacities of a\nmember of the General Council of\nInternational Transport Workers and\nas a delegate to the Conference of\nFree Trade Labor Unions of the\nWorld.\nOther out-of-town guests attending the Ottawa dinner included W. A.\nRowe, of Montreal, General Chairman of the Brotherhood's Eastern\nRegion.\nrange commercial aircraft in use on\nthe Pacific. Flying the same type\nplane, Capt. Tweed set a record in\nSeptember for the Tokyo to Vancouver flight but stopped in the\nAleutian Islands for fuel. Since receiving the new planes competition\nhas been keen between CPAL overseas pilots for the first non-stop flight\non the route. A combination of favorable weather and precise navigation\nput Capt. Tweed and his crew in first.\nSpanner \u2014 November,   1953\n TUNNELS  GET  FACE LIFTING\nRail Clearances Are Checked and Adjusted\nTo Accommodate New Passenger Equipment\nTHE COMPANY'S new \"scenic\ndome\" observation lounge cars,\npart of a $38,000,000 order for 155\nstreamlined, stainless steel cars to\nre-equip the railway's transcontinental passenger trains, will make their\nfirst appearance in Canada next year,\nbut already their influence is being\nfelt in British Columbia.\nInspection work is well under way on the\nmany tunnels on the Pacific Region to\nensure they will accommodate the new type\nobservation cars which will embody the\nfinest rail travel features of any on the\ncontinent.\nAlso under inspection for the advent of\nthe new cars are some of the most spectacular tunnel engineering feats on this\ncontinent, the five-mile Connaught Tunnel\nunder the towering Mount Macdonald.\nopened in 1916, and the world-famous,\npretzel-like Spiral Tunnels on the Canadian Pacific line east of Field, B.C., constructed in 1908.\nHowever, no modifications are expected\nhere for the new \"blister\" observation and\nlounge cars. Minor stoping, or rock excava\ntion,  will   be   necessary   in   other  regional\nmountain underpasses, it was stated.\n\"It isn't that we can't handle these new\ncars with present clearances,\" T. W.\nCreighton, district engineer at Vancouver,\nsaid, \"but these cars, built by the Budd\nCompany of Philadelphia, will be so\nequipped with modern springs for the last\nword in riding comfort, that we are following through to provide maximum room\nfor expected spring action, particularly on\ncurves.\"\nMr. Creighton went on to explain that\nolder railway cars, just like the old-time\nautomobiles, were not constructed with the\nspringiness that makes for the smoother\nriding qualities of modern equipment.\nFirst excavation work has begun in a\n200-foot tunnel near Cherry Creek, 14\nmiles west of Kamloops, B.C. A template,\nor contour pattern of required tunnel\ndimensions was first passed through the\ncurving bore, and rock projections which\nexceeded newly specified heights and\nwidths are being blasted and chipped away.\nThe tunnels involved in the enlarging\nproject, including the 4,579-foot rail-line\nunder the city of Vancouver; the aptly-\nnamed  1,459-foot \"Long  Tun\"  near Spuz-\nFlagman Nicholas Trnovsky\nplaces \"torpedo\" on rail to warn\napproaching trains of crew engaged in tunnel work ahead.\nzum, on the Cascade subdivision; 584-foot\n\"Black Canyon\", near Basque, on the\nThompson subdivision; right down to the\n101-foot \"Cariboo Joe\", near Ades on the\nCascade subdivision, are to undergo careful inspections prior to being OK'd for use\nby the railway \"Prima Donnas\", which\nwill next year start to revolutionize rail\ntravel in Canada.\nAt left, tunnel template being used in British Columbia to\nprepare district tunnels tor the arrival ot Canadian Pacific\n\"scenic dome\" observation cars next year, is an accurate, efficient, if makeshift contraption consisting ot \"two-by-fours\" and\ntwigs. Acting as delkate template \"fingers\", the twigs probe\nthe sides and arc of tunnels, and irregular, projecting rock is\nlater  stoped,  or excavated.    Here,  a  crew  commences  work  in\na curving tunnel west of Kamloops on the Vancouver Division.\nAt right, like miners tackling an ore seam, this stoping team\ndrills holes in rail tunnel facing to take a powder charge which\nwill blast away projecting rock to provide extra margin for\nmodern spring action of smooth-riding \"scenic dome\" observation cars which the Canadian Pacific railway expects for transcontinental service  next year.\n10\nSpanner \u2014 November,   1953\n  mWWWW\\TWWWW\u00a5W\u00a5WW\\!r\u00a5\u00a5\u00a5WW\u00a5\u00a5WWW\u00a5\u00a5\\!r\u00a5\u00a5\u00a5V\\!rW\u00a5\u00a5't^riW\nMEVAVAVAVAVAV*VAVAVAVMAVAVA\\raVAVAVAV^^^\nm\nYard Mi\u00a7hap\u00a7\nCOME TIME ago attention was drawn to the number of mishaps occurring\nin train and yard services. Yard mishaps continue to be numerous which,\nquite aside from the expense to the Company, create hazards for employees.\nThese mishaps are not confined to one territory but are occurring at\ndifferent points on the System due to lack of thought and,\nof course, disregard of Rule 112 on the part of at least some\nof our employees. Here are a few examples of recent mishaps\ninvolving sideswipe, derailment and damage, any one of\nwhich could have caused personal injury:\nCars placed on a yard track, later coupled to with sufficient\nforce to cause all to move foul of lead track.\nJill\nd. s. Thomson       Cars that had not been secured moved foul.\nCars kicked into a yard track, not secured, ran back fouling a following\n1 movement.\nYard track being shoved at one end, moved cars foul at the opposite end.\nCar left on yard track moved foul.\nCar kicked into a yard track was stopped well clear. On a subsequent\nmovement into the same track coupling was thought to have been made\nbut the car moved until fouled lead track.\nA string of cars moved foul of lead track when an employee was not\nin position to receive hand signals.\nAs this is being written no less than four reports have been received of\nmishaps in yards brought about by violations of Rule 112.\nI do not wish to place undue emphasis on any one rule. They are all\nimportant inasmuch as they were drawn up for the protection of the public,\nrailway employees and railway companies. Therefore, we railway employees\nare required to observe them.\nIN CASE OF DOUBT OR UNCERTAINTY THE SAFE COURSE\nMUST BE TAKEN \u2014 DON'T SACRIFICE SAFETY FOR SPEED\nv\\J.':*\/Q\\  CJr^G^L+sz*\n~^i\nVice-President,\nOperation and Maintenance\nJ\\J\\J\\J\\J\\JX\u00a3 r\/fc.a7\\\/iV\/\\\/iV\/iV\/X\/X\/iV\/iV\/\\\/iVJfc\naTaT^aTATaTa*aTaTaTaTaWaTa\u00a5aTa*a1\n1\n IS THI WORU\nSPANNER\nNo.   198\nNovember   1953\nAddress all communications to\nE.    C.   Stock well,   Editor,   Spanner,\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nNew Diesel  Cars   . .      4\nOil Reclamation Plant     7\nLatin-America   Air  Service     8\nCompany Appointments  12\nOur Women's World     23\nPersonnel   Highlights     27\nSports Roundup     30\nRetirements     33\nObituary  39\nOUR   COVER\nLatest in speedy passenger travel are\nthe Company's new \"Dayliners\" \u2014 fast,\nlightweight, self-propelled passenger cars\nbuilt by the Budd Company of Philadelphia\nand delivered during the month of\nOctober. Car 9050,\nshown on our cover,\nis one of two 89-\npassenger units,\nwhich are now in\noperation between\nToronto and Detroit.\nA similar car is operating between\nMontreal and Mont\nLaurier, through the\npopular Laurentian\nresort area.\nAnother car, similar to that on our cover\nbut having a baggage section in addition\nto passenger space, is in operation from\nNorth  Bay via Mattawa  to Angliers.\nIts speedy and efficient performance is\nbased on a fixed power-weight ratio, which\npermits RDC cars to be used alone, or in\nmultiple with other similar units.\nTheir introduction to service emphasizes\nthe policy of providing the best for the\nCanadian   railway   passenger.\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint   of  mailing.\nPublished   monthly   by   the   Department   of\nPublic   Relations   of   the   Canadian   Pacific\nRailway   at   Montreal.\nCareful Handling\nWill Protect Traffic\n0 Many railways consider rough switching in yards to be the\nmajor cause of damaged freight. Whether due to rough switching\nin yards, rough couplings or excessive slack action on line, improper\nstowing, bracing or blocking, the results are much the same \u2014\nour customers are dissatisfied.\nIn so far as couplings are concerned, draft gears on freight\ncars can absorb an impact of approximately four miles per hour\nwithout causing material damage under normal conditions. According to A.A.R. tests the units of destructive force equal the speed\nof impact multiplied by itself. Therefore at four miles per hour\nthe destructive force is 4 x 4 or 16; at eight miles per hour it\nis 8 x 8 or 64. .. . Thus it can readily be seen how an over-speed\ncoupling can cause so much damage.\nDamage to equipment, perhaps not evident at the time, often\nleads to later failure on the road, the result of which can be\nmost serious, or necessitate setting the car out or movement to\na repair track. Waste grab caused by impact often results in\nhot boxes with possible fire and loss of car and freight. In any\nevent, equipment is lost from service for temporary periods, if\nnot permanently, and damaged lading results in claim payments,\ndissatisfaction, and all too frequently loss of traffic to competitors.\nApart from the feature of yard switching, rough couplings can\nand do take place elsewhere. Misjudged distances and speeds,\nimproper protection to engines returning to trains, inadequate\nhand signals or such signals not promptly acted upon are frequently given as causing heavy couplings. Sideswipes resulting\neither from cars not having been properly secured or from cars\nbeing shoved foul of other tracks contribute heavily to the loss\nand damage account. Frequent and unnecessary stopping of freight\ntrains  should not be  overlooked.\nMost employees engaged in switching movements are quick to\nfamiliarize themselves with conditions that will affect the movement of cars, such as whether they are heavily or lightly loaded,\nwhether journal boxes have had time to cool, and the effect of\nfast and slow tracks  and hot or cold weather.\nThe necessity for frequent and close inspections of trains cannot\nbe overemphasized, not only by car department employees and\nmembers of the train and engine crew themselves, but by other\nemployees whose duties will permit. Many potential mishaps have\nbeen avoided by alertness.\nLoss and damage, from whatever source is an unproductive\nexpense, using up a lot of money that could be put to so much\nbetter use. Our traffic representatives are continually doing their\nutmost to secure business for us. Our part is to ensure that it\nwill reach its destination in good condition and on schedule.\nCare will protect and hold our railway traffic.\nSpanner \u2014 November,   1953\n New Self-Propelled Diesel Cars Go Into Operation\nSide view of \"Dayliner\" self-propelled diesel rail car Number 9050.\nBy O. S. A. LAVALLEE\nTHE ADVENT OF the Budd car to the Canadian\nrailway scene represents a new and important step\nforward. The proven success of the modern self-propelled\ncar, both in America and abroad, made the acquisition\nof four of the cars, by the C.P.R. a logical move. The\nCompany has been well to the fore in pioneering various\nimprovements in the transportation picture in keeping\nwith the principles upon which it was founded and which\nhave guided its destiny to the globe-encircling travel\nsystem which we now know.\nEvery comfort device known to railway equipment\ndesigners has been incorporated in the RDC car. It is\nof all-stainless-steel construction and was introduced to\nthe railroad world in September, 1949. The success of\nthe car was immediate and within a year, 45 RDC cars\nhad been purchased by rail lines, not only in the United\nStates, but in Australia and Cuba as well.\nSince that time, Budd RDC cars have been purchased\nby other railways, some going as far afield as Saudi\nArabia, for use on that country's Government railways.\nNow, the Budd car has been introduced in Canada, as\npart of the Company's recently-inaugurated policy of\nimprovement in passenger travel.\nWhat is the Budd car? Well, briefly, it is a self-propelled rail car presently manufactured in four types,\ndepending upon the proportion of passenger, mail, baggage and express traffic in the services to which the car\nis introduced.\nRDC-1, the first type introduced, and most widely\nused model at the present time, is designed to carry\npassengers exclusively. It has seating capacity for\n89 persons. The car body is divided into two sections\nwhich can be utilized as smoking and non-smoking compartments if desired. It can be equipped with any type\nof seating from low-backed commuter seats, to deep reclining seats for long distance travel. RDC-2 is a similar\nunit, but possesses seating for 71 passengers only; in the\nplace of the additional seating found in the RDC-1,\nRDC-2 has a 17-foot baggage section.\nA postal compartment in addition to the baggage\nsection is found in the RDC-3 model, Which seats only\n49 passengers. All of the three foregoing models are 85\nfeet in length. The last unit, more recently introduced\nis the RDC-4, which has space for baggage or express\nand mail only, with no facilities for passengers.  It is de\nsigned to be used in multiple with the RDC-1 model,\nand is only 73' long.\nThe RDC cars are propelled by the diesel mechanical\nprinciple, that is, the diesel engines are connected to the\ndriving axles by a mechanical torque converter transmission. Each car is equipped with two 275-horsepower\nGeneral Motors diesel engines mounted under the floor,\nso that no revenue space is taken up by the power units.\nThe cars can be operated in multiple, that is to say, a\nnumber of them can be coupled together and operated\nfrom a single control with no loss in speed, acceleration\nor power, since each car propels itself. The RDC car's\nhigh power-weight ratio of 8.68 horsepower per ton is\nthus preserved, no matter how many units  are  placed\n(Cont'd on page 5)\nAll aboard! A swift, comfortable journey awaits the passenger\non the new \"Dayliner\" special. Note the Zebra-like safety\nmarkings  on  the  front  ot  the  car.\nSpanner \u2014 November,   1953\n RDC (Cont'd)\nView shows spacious interior of Budd-built RDC-1   89-passenger car.  Interior\nof   the   cars   is    finished   tastefully   in   maroon   and   cream.\nWhile the self-propelled cars have been\nfew in number, they represent a great\ndiversity of types and include what has\nbeen determined by historians to be Canada's first rail car propelled by an internal\ncombustion engine. This rather unusual\nlooking piece of rolling stock was No. 520,\nand it was built by the Company in its\nshops in Montreal in the year 1902, just\nfifty-one years ago. The general design was\npatterned after its contemporary, the open-\nbench trolley car, though it was smaller and\nseated but fourteen passengers. The gasoline engine was in its infancy and when\nNo. 520 was built, its size was kept within\nthe limits imposed by the primitive engine\nand the outcome was a single-truck vehicle,\nwith roof and ends, but open sides equipped\nwith canvas curtains for inclement weather.\nThis car was used to carry passengers between Place Viger station and Ste. Therese\nin the Montreal area, until it was scrapped\nin 1908.\nIt is not clear why the car suffered such\nan untimely demise, but there is little\ndoubt but that the objection lay in the\nsize and design of the car, rather than in\nits means of propulsion. Another factor\nwhich may have played a part in relegating\nNo. 520 to the scrap pile, was the introduction of No. 88, a self-propelled steam\ncar which seated 56 passengers and was 72\nfeet long, compared to No. 520's 13-foot\nlength. Steam cars were quite common at\nthis time, and they have been used to a\ncertain extent in Canada, though No. 88\nwas the only example to be found on the\nCompany's lines.   The principle was quite\n(Cont'd on page 6)\ntogether to form a train. The acceleration of the RDC\ncar is remarkable. From a standing start, it will do five\nmiles in five minutes. It accelerates to 57 miles per hour\nin one mile, or to 44 miles per hour in one minute. The\nrecommended cruising speed of the RDC is 70 miles per\nhour, but it will do 83 m.p.h. on level tangent track,\nwith a full load.\nLike all modern railway passenger equipment the\nRDC cars are air-conditioned, and in winter they are\nheated with what would otherwise be waste heat generated by the diesel engines. There are individual lights\nover each seat, and wide picture windows, which make\nthe car comparable to the latest in conventional passenger car equipment, as far as the traveller is concerned.\nIn November, the cars are destined to go into Company\nservice in two important areas \u2014 out of Toronto and out\nof Montreal. Two RDC-1's, the all-passenger type, will be\nused in a speeded up service between Toronto, London and\nWindsor, Ontario, while another RDC-1 will be operated\nbetween Montreal and Mont Laurier in the Laurentian\nMountains, in the same manner as test car 2960 was operated in the winter of 1952-53. Finally, an RDC-3 (that's\nthe mail-baggage-passenger model) will be put into service between North Bay and Angliers, via Mattawa, in\nthe Temiskaming area. For these three important services, the cars have been christened \"Dayliners\", a name\nwhich will no doubt become a byword among the Company's patrons wherever the RDC cars are introduced.\nAs the new cars are placed in service, it is interesting\nto look in retrospect at the varied forms taken by self-\npropelled rail cars through the years.\nForerunner ot Budd \"Dayliner\" was gasoline car No. 44, here\nshown   with   1924-style  streamlining.\nNarrow-gauge gasoline passenger\nwas outshopped from Angus in 7972.\n4o. 41  is shown as it\nSpanner \u2014 November,   1953\n RDC  (Cont'd)\nold at the time No. 88 was introduced in\n1906 and at least one steam car had been\nin use on the lines of the Great Western\nRailway in Ontario in the 1870's.\nFollowing the scrapping of No. 520 in\n1908, the Company was not without gasoline passenger cars for long. In 1912, a\nnarrow-gauge tramway line was built from\nthe station at Lake Louise, to the world-\nfamous Chateau Lake Louise, for the transport of guests at the hotel, and their baggage. A road existed between the station\nand hotel, but road and automobile propulsion at that time were deemed unsatisfactory by the Company management,\nhence the building of the tramway line.\nThe rolling stock of the Lake Louise\nTramway, built by the C.P.R. in its own\nshops, consisted of three .narrow-gauge,\nopen-sided gasoline passenger cars numbered 40 to 42 and one gasoline freight\nmotor, No. 49. Passengers disembarking at\nthe Lake Louise station platform were met\nby one or more of these vehicles and after\na journey of several miles, climbing steadily to overcome the thousand-foot difference in elevation between the station and\nthe hotel, they were deposited safely on\nthe hotel grounds, with the awe-inspiring\nbeauties of Lake Louise and the Victoria\nGlacier laid out before them:\nIn 1925, two closed-sided cars were added\nto the Lake Louise Tramway, numbered\n50 and 51.\nOne of the most popular types of self-\npropelled rail car in the United States was\nthat built by the McKeen Company, and\nthe bullet-nosed McKeen car earned a\npopularity which was not rivalled by any\nsingle competing design, until the advent\nof the Budd car. At least one of these\nvehicles was used in Canada, though not\nby the Company.\nCompetition introduced by the motor age\nresulted in several railcar acquisitions in\nthe 1920's. The first was car 43, a 29-foot\nlong gasoline-car which seated 30 passengers and was built by the Ledoux-Jennings\nManufacturing Company in 1922. Actually,\nNo. 43 was one of two cars being built by\nthe manufacturer for the subsidiary Quebec\nCentral Railway, but was diverted to the\nparent C.P.R.\nUndoubtedly the fact that the Ledoux-\nJennings establishment was located in\nMontreal within a stone's throw of. Windsor Station, and that the construction of\nthe cars was under consequent close surveillance by the motive power officials,\nplayed some part in its adoption by the\nCPR. No. 43 was characterized by, its\nengine which protruded from the front of\nthe car, and by the use of side-rods on\nthe truck wheels to obtain maximum traction.\nTwo years later, in 1924, car 44 was out-\nshopped by the Ottawa Car Manufacturing Company, and its resemblance to the\nAmerican McKeen car is striking. It had a\nseating capacity of 40 and was also gasoline driven. Cars 43 and 44 were scrapped\nin 1939, after having served for some years\non the Montreal LaSalle Loop line.\nIn 1925, Car 45 was built for the Company by Canadian Car & Foundry and it\nrepresented a step forward in a different\ndirection, because it made use of electric\nmotors propelled by storage batteries housed underneath the car floor, instead of\ndirect drive gasoline engines used in the\npredecessor cars.\nCar 44 may be said to have been one\nof the first streamlined units owned by the\nCompany, being equipped with a bullet-\nshaped front end. This suggestion of speed\nwas probably in the nature of wishful\nthinking on the part of the designer, rather\nthan a testimony of fact.\nSmoother starting and greater flexibility\nof control was afforded by the use of electric motors. While no further battery cars\nwere built for the CPR, gas- and diesel-\nelectric propulsion, wherein the internal\ncombustion engine drives a generator producing current for electric motors, was in\nwidespread use in America, until the advent of torque-converter transmission as\nexemplified by the Budd RDC car.\nFinally, in 1930, the Company initiated\nthe purchase of the first of the widely used\n9003 series of 72-foot gas-electric combination baggage and passenger cars. In\nthat year, two units, Nos. 9003 and 9004\nwere built by the St. Louis Car Company.\nAbout the same time, storage battery car\n45 was converted into a trailer numbered\n9002, to be used with the 9003 series\nmotors.\nFour units, almost identical with the\n9003 and 9004 were bought in 1931-32 from\nthe Ottawa Car Mfg. Co. and were given\nnumbers from 9005 to 9008 inclusive. For\na time No. 9006 was equipped with a diesel,\ninstead   of   a   gasoline   engine.    These   cars\nCloseup photo ot\nroot \"blister\", typical\not Budd RDC equipment. Dome houses\nair intake and exhaust systems, connected by ducts with\nthe two 275-horse-\npower motors situated\nunder the floor.\nweigh about 75 tons each and seat 50 passengers in addition to the baggage and\nexpress compartment, with the exception\nof Nos. 9007 and 9008, with space for 25\npassengers only. In 1932, the last two\nunits in the series, No. 9009 and 9010 were\npurchased from the Ottawa Company.\nThey have no passenger accommodation,\nbut consist of motor-baggage-mail-express\ncompartments only.\nThe gas-electric cars were in widespread\nuse during the depression, replacing curtailed conventional trains, but with the\narrival of wartime peak traffic and the\nmaintenance of this traffic during the postwar period, there were but few left in\nregular service.\nHad the Budd car and similar European\nunits not been developed, we might have\nwitnessed the end of the railcar era. However, the considerable measure of success\nwhich modern rail cars have attained\npromise that the self-propelled rail car will\nplay an increasingly important role in\nhelping railways to meet the many and\nconstantly improving competing forms of\nland transportation, proving to the passengers in a very tangible way that the railway\nis the best way.\nNo. 40, twin to 41, is shown in its\nnative habitat, the narrow-gauge Lake\nLouise Tramway, running between the\nstation   and   the   world-famed   Chateau.\nSpanner \u2014 November,   1953\n Catmafom\nTNI WORM\nSPANNER\nNo.  211 APRIL,  1955\nAddress all communications to\nE.    C.   Stockwell,    Editor,    Spanner\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nPenticton   \"Vees\"      4\nDayliner Retraces Famous Trail  6\nNew Directors     9\nModel   Railroad  12\nChanges in Personnel  14\nPersonnel   Highlights  16\nOur Women's World     18\nRetirements     22\nObituary      35\nV V V\nOUR      COVER\nSpanner is indebted to Cameo Studios of\nPenticton, B.C., for the use of its photograph from which the cover was designed.\nPictured in the centre of the \"V\" is the\nWorld Ice Hockey Trophy, between C. P.\nBird (left), president of the Penticton Club,\nand Dr. W. H. White, the Club's physician.\nDr. White is also Canadian Pacific's medical\nofficer at Penticton. In the top row, left\nto right, J. Petley, chief clerk; C. T. Man-\ngan, the Company's communications agent\nand J. B. Newton, yardmaster. Mr. Petley\nand Mr. Newton sparked the public drive\nthat raised close to $17,000 to take care\nof the Penticton Club's overseas trip that\nresulted  in Victory for Canada's entry.\nIn background is the flag that was\nhoisted after each game in the tournament\nwith the playing of Canada's National Anthem. The Company is well represented,\nnot only in playing personnel but also in\nthe administration of the club's activities.\nThe president, C. P. Bird is a Company\nlocomotive engineer. A story on the Penticton team appears on page four of this\nissue   of   Spanner.\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of mailing.\n\u2666 *> \u2666\nPublished   by   the   Department   of   Public\nRelations of the Canadian Pacific Railway\n%       of  Montreal.\nPenticton Ts\u2014World Hockey Champions\n(Key to Front Cover)\nThe Penticton V's, shown on the front cover, along with the directors,\ndoctors and other club personnel, can be identified by numbers and position\nin the \"V\" formation. Starting from the bottom, they are: 1. Grant Warwick;\n2. Ivan McClelland; 3. Don Moog; 4. Dick Warwick; 5. George McAvoy;\n6. Jack Mclntyre;. 7. Mike Shabaga; 8. Bill Warwick; 9. Dino Mascotto;\n10. Jim Fairburn; 11. Bernie Bathgate; 12. Ed. Kassian; 13. Don Berry;\n14. Harry Harris (Trainer); 15. Hal Tarala; 16. Kev Conway; 17. Jack\nMacDonald, 18. Doug. Kilburn; 79. Jim Middleton; 20. Ernie Rucks; 21. C.\nBird (President); 22. Dr. W. H. White; 23. Jack Taggart; 24. G. Gady\n(Director); 25. George Stall (asst. Trainer); 26. Dr. J. H. Stapleton (Director);\n27. J. Petley; 28. C. T. Mangan; 29. J. B. Newton; 30. V. H. Richards\n(Director); 31. W. McCulloch (Past President, Okanagan League); 32. G. J.\nWinters (Director); 33.  J.  Thorn  (Director); 34.  C. Greyell (Director).\nSpanner \u2014 April,   1955\nU\n Company   Well  Represented\nBy  Pat.   Donovan\nPenticton \"Vees\" Bring World Hockey Championship to Canada\nCanadian Pacific Personnel\nSpark Public Fund Scheme\nTHE TUMULT of shouting and\ncheering at the triumph of Canada's entry in the recent World Ice\nHockey Championships has subsided.\nBut while the 5-0 victory of the\nPenticton, B.C. \"Vees\" over Russia's\nteam is still being discussed in some\nquarters, let us consider more closely\nthe people who helped make the\nvictory possible.\nMuch has been said about Canada's win, and some criticisms, unfounded, according to those in authority, have been levelled at this\nyear's band of Canadian hockeyists\nwho travelled abroad; who played in\nthe manner to which they are accustomed in this country; who swept\nopposition before them, and who\nbrought the World Ice Hockey\nChampionship to the Dominion this\nyear.\nNot so many years ago, Penticton\nhad no hockey team. When they did\norganize a team, the Okanagan Valley City had no ice arena in which\nthe team could practice and play.\nVote   for  Arena\nA plebiscite, taken by the city to\ndetermine the wishes of the populace\non the construction of an arena was\nat first thought not to be in favor\nof the proposition. A recount of votes,\nhowever, indicated a majority were\nindeed in accord  with the proposal.\nThe majority? Eight votes. This\nmajority was sufficient however, to\neventually earn Penticton a prideful\nposition in world hockey annals.\nIt is a gratifying coincidence that\nthe Company, whose name has been\nsynonymous with Canada since Confederation, and which has emerged\nvictor over many adversities in its\nown long and colorful history, should\nhave contributed a measure to Canada's victories on the Continent, and\nparticularly  at Krefeld,  Germany.\nFirst president of the Penticton\n\"Vees\" Hockey Club, Frank J. Gui-\nmont, was a retired Company train\ndispatcher at Penticton. Ill health,\nunfortunately, forced him to resign\nthe position before his first term of\noffice was completed. His enthusiasm\nfor the activities of the team never\ndiminished despite this, and he was\namong the throngs who welcomed the\nplayers on their return to Penticton.\nCurrent president of the Penticton\nclub is Clem P. Bird, a Company\nlocomotive engineer, operating out of\nPenticton on the Kettle Valley line\nbetween Midway and Brookmere. Mr.\nBird is also legislative representative\nfor the Brotherhood of Railway Firemen.\nTogether with other officials of the\nteam, Mr. Bird expressed his pride\nin the achievements of his charges\noverseas, and hotly denied some, and\nrefuted other claims of those who\nclaimed that his \"Vees\" had not\ncarried themselves creditably on and\noff the ice.\nCompany   Doctor\nDr. W. H. \"Bill\" White, who accompanied the team overseas as team\nphysician, is a Company doctor at\nPenticton.\nHe is a tall, dark, outspoken man\nwho readily answered questions regarding the problems the \"Vees\" encountered which might have affected\n' their   physical   well-being.   Some   of\nC. P. \"Clem\" Bird,\nPresident ot the famous Penticton \"Vees\"\nHockey Club which\nrecently brought the\ncoveted World Ice\nHockey Championship trophy back to\nCanada. At the same\ntime \"Clem\"' is a >\nlocomotive engineer\noperating on the\nKettle Valley Division and is shown\nhere in a familiar\nrole at the throttle\nof a diesel. He is in\naddition Legislative\nRepresentative for his\nBrotherhood. \"Clem\"\ncommenced service\nwith the Company\nback  in   1918.\nthese he said, were exaggerated out\nof all proportion by certain press\nreports  which  reached this  country.\nOnly playing member of the team\nwith Canadian Pacific affiliation is\nJack Mclntyre, who has been employed as a trainman in freight\nservice since June, 1953. Mclntyre\nwas not awarded the title \"big train\"\nof the team, but he did lead his team\nmates in number of individual points\nearned in the World Ice Hockey\nChampionship series, and he racked\nup the second highest number of individual points earned among players\nof all teams entered in the series.\nTwo others who performed with\nthe team are former Company employees.\nAt home in Penticton, following\nevery move of their \"Vees\" with rapt\ninterest, were other Canadian Pacific\npersonnel who, directly or indirectly\nwere associated with the World\nChamps.\nMoney   Needed\nOne thing the trees of the fertile,\n(Continued   on   page   5)\nSpanner \u2014 April,  1955\n ilCHA.Mil\n RAILWAYS NO LONGER A MONOPOLY\nNeed More Freedom to Deal with Current Problems\nVice-president Tells American Railway Engineering Ass'n\nN. R.\nTHERE is a place in the transportation world for\n\u25a0 competitors of the railroads, N. R. Crump, vice-\npresident of the Canadian Pacific Railway, Montreal, told 1,300 members of the American Railway\nEngineering Association in convention at Chicago\nrecently. Recognizing that truck transport, inland\nwater and air transport are definitely in the picture\nas competition for the railways, Mr. Crump\nasserted that the railway industry felt only that\nits competitive position should be determined by\nthese newer forms of transport paying\ntheir full share of the cost of building\nand maintaining the facilities they use.\nCeiling on Rates\nTruck competition has imposed a\nceiling on the rates the railways can\ncharge for high valued commodities and\nstill secure the business, he pointed out.\nSome feel that trucks get the business\nbecause they give better service. But service cannot be disassociated from price.\n\"If there is a difference in service,\nthere should be a corresponding difference in price\u2014just as there is a difference in price between a made-to-measure suit and\na ready-made one,\" he asserted. \"The real significance of this is that the railways cannot expect to\nrecover as large a proportion of their constant and\noverhead expenses from high-value commodities as\nthey have in the past. This will be true whether\nthe railways reduce their rates on truck competitive traffic, or whether they leave the trucker under\nthe protection of the railway price umbrella and\nlet him have the more lucrative traffic. This means\nthat either the rates on low-valued commodities\nmust be increased, or the total railway expenses\nmust be reduced\u2014or both.\"\nCrow's  Nest Grain  Rates\nMr. Crump then described a situation in Canada\nknown as the Crow's Nest grain rates. These rates\non grain moving from the Prairie Provinces to both\neast and west coasts of Canada were set by government statute in 1899, and under today's dollar\nvalue, are worth only one-quarter of the 1899 dollar.\nThere are three main considerations as far as\nservice by the railways is concerned, he said. Under\ncompetition as it is today the railways can no\nlonger afford to operate services that do not pay.\nThey may have to upgrade some services in order\nto retain or regain profitable traffic. The railways'\nmajor advantage\u2014actually, their sole competitive\nadvantage\u2014lies in their ability to handle volume\ntraffic on high-density lines at low cost.\nAs for services that do not pay\u2014there was a\ntime when the railways were a monopoly, with\nmany communities wholly dependent on them for\ntransportation. Then, the railway was under  an\nobligation to provide both passenger and freight\nservice. This obligation was not burdensome because the railway could charge enough for its other\nservices to cover losses on poor-paying trains and\nthin density lines. The railway was sure of getting\nwhatever traffic the community had to offer, and a\nbranch  line  was the  only  economical  means  of\nfeeding a main line.\n\"Today none of these conditions exist, generally\nspeaking, because of the development of\nhighways and the trucking industry. Today we hear a good deal about road-rail\ncoordination, and this is the place for it.\nWhere there is insufficient volume for\neconomic train operation it is better to\nhandle the traffic by truck and bus. The\nrailways should be permitted to abandon  unprofitable  rail   services   and   to\nsubstitute truck and bus where needed,\neither to provide local transportation or\nto protect the interests of the railway as\na low-cost carrier dependent upon vol-'\nCrump ume for j\u00a3s economy and efficiency,\" the\nspeaker said.\nImprovement of some services to retain or regain profitable traffic was desirable, he stated, but it must be recognized that priority trains inevitably mean an increase in\ntransportation costs. Where the rates on competitive traffic\nare high enough to warrant the increased cost of superior\nservice, then obviously higher-cost trains are justified.\nThere is a point at which cost considerations outweigh\nservice considerations. This point is one that cannot be\nmeasured precisely, but must be arrived at through experience, testing and analysis. In brief, that point depends\non how much value the customer attaches to superior service, and how much it costs the railway to give it.\n\"To deal effectively with these problems, railway management needs more freedom,\" said Mr. Crump. aThe transition from monopoly to competition presents problems not\nonly for railway management, but requires modification of\nthinking and attitude on the part of public authorities,\norganized labor, and the public at large.\"\nFair Competition\nFair competition results in labor, capital and land being\nused where they can best satisfy the demands of consumers.\nThe very existence of competition makes it imperative that\nnatural economic forces be taken into account by regulatory\nauthorities, by management and by organized labor. The\nnational economy, in the long pull, will be better served if\nall work with these forces rather than against them. There\nmay be gome painful adjustments here and there during\nthe process, but these are prices we pay for the benefits of\ncompetition and free enterprise, he said.\n\"When I studied engineering, I was taught there were\nfour m's in engineering \u2014 man, machines, materials and\nmethods. Since leaving the field of pure engineering I have\nfound there is a fifth\u2014money,\" Mr. Crump concluded.\n\"Unless our industry is prosperous, you as engineers cannot\nobtain the capital and maintenance money'to do the work\nyou know should and must be done.\"\n CANADIAN  PACIFIC   RAILWAY   COMPANY\nOFFICE OF THE VICE-PRESIDENT\nMONTREAL, SEPTEMBER 10,  1953\nCANADA SAVINGS  BONDS CAMPAIGN\nOctober 19 to November 7, 1953\nThe Government of Canada will offer an Eighth Series of Canada Savings Bonds, beginning\nOctober 19, 1953, at a very attractive rate of interest\u20143%%. The aggregate which any individual\nmay purchase is limited to $5,000, and each member of a family may buy up to that amount.\nThese bonds may be cashed at any bank in Canada, at any time up to the date of their maturity,\nat 100% of face value plus accrued interest; thus providing an opportunity to invest in a security\nwhich affords protection of capital against fluctuations in interest rates.\nDuring recent years our personnel have consistently supported the various Canada Savings Bonds\ncampaigns, and the Company has undertaken that every employee will be given an opportunity to\nsubscribe to this one.\nIt has been demonstrated that the purchase of these bonds through payroll deductions provides\nfor subscribers a safe and convenient way to save. The Company has decided to continue that plan\nso as to facilitate the purchase of the present issue. Payroll deduction cards will be supplied to\nemployees on application and arrangements will be authorized, on request, for semi-monthly or\nmonthly deductions from the payroll  commencing the first period of November, 1953.\nThe Company's Central Committee for the campaign is:\nF. BRAMLEY, Secretary, Montreal.\nA. LYLE, Assistant Vice-President, Montreal.\nW. L. DRUCE, Vice-President, Brotherhood of Locomotive   Firemen  and   Enginemen,   Montreal..\nF. H. HALL, Vice Grand President, Brotherhood of Railway and Steamship Clerks, Freight Handlers,\nExpress and Station Employees, Montreal.\nA. J. KELLY, Vice-President, Brotherhood of Railroad Trainmen, Ottawa.\nJ. B. WARD, Asst. Grand Chief Engineer and Dominion Legislative Representative, Brotherhood of\nLocomotive Engineers, Ottawa.\nW. M. CAMPBELL, Assistant to Vice-President, Toronto.\nH. A. GREENIAUS, Assistant to Vice-President, Winnipeg.\nW. M.  HARRISON, Assistant to Vice-President, Vancouver.\nJ. C. BONAR, Assistant Secretary, Montreal   (Secretary of the Central Committee).\nAs stated, this issue will go on sale October 19, 1953.\nThe Canadian Pacific Express Company and the Canadian Pacific Air Lines, Limited, will canvass\ntheir own personnel.\nI have every confidence that Canadian Pacific personnel will respond wholeheartedly as in the past\nin subscribing to this issue.\ncW^JLa~^>\nChairman,\nCanadian  Pacific  Employees' Canada  Savings  Bonds Campaign.\nTERMS:\nThe bonds will be dated November 1, 1953, and will mature   twelve  years  later  (November   1,   1965).   They  will   pay\na full 3Va%  interest each year to maturity and will carry twelve annual interest coupons.\n  The Clearance Car\nWILL the shipment clear all obstructions    along    the    route?\nThis is the question which always has\nto be considered before an over-size\nor projecting shipment starts to roll.\nThe answer is found in clearance\n\\ records compiled by the railway engineers. The modern method of measur-\nling   clearance   is   by   means   of   the\nw clearance car pictured here. The car,\nI pushed    by    a    locomotive,    travels\nslowly  over a railway line, and by\nmeans   of   a   battery   of   adjustable\n\"feelers,\"    or    \"cat's    whiskers,\"    it\nmeasures accurately the clearance of\ntunnels,    overhead    bridges,    truss\nbridges,    retaining    walls,    water\ncolumns, cut banks, and other potential obstructions.\nOnly by thus obtaining an accurate\nrecord to a fraction of an inch of\nclearance above and alongside the\nrailroad can the transportation department tell definitely whether any\nloaded car can travel over the route to\nits destination, or whether, because\nthe load or its projections cannot pass\nsome point on the way, it will have\nto be sent over another route.\nThe feelers of the clearance car are\nadjusted just before the car is pushed\ninto the tunnel, under the bridge, or\npast the wall or other obstruction. As\nthe car moves slowly past, the obstruction pushes the feelers back so\nthat their changed position gives an\nexact profile of the obstruction. This\nprofile is transferred to paper by the\nuse of pantographs. A man outside\nthe car moves the arm of a large\npantograph to meet the tip of each\nfeeler. As the arm is extended or retracted to meet each successive feeler,\nthe movement is transmitted, first to\n&tt\n'?S3\nAn ingenious railroad tool tor making sure that cuts, bridges, tunnels and\nother right ot way property are sufficiently clear to enable shipments and\ncars to travel safely to destination.\nan arm moving on a large dial outside the car, and then, in reduced\nscale, to one moving inside on a\nsmaller dial. The clearances are recorded on measured charts as the cairn oves along.\nIn the office of the maintenance of\nway department or the clearance\nengineer's office the charts are studied\nand translated into understandable\nterms, and the record shows what\nwill and what will not clear the obstruction. Sometimes structural\nchanges or alterations in roadbed are\nmade as a result of the findings.\nOn Northern railroads clearance\ncars are not usually operated during\nthe winter months because snow and\nice formations would make it impos\nsible to obtain accurate measurements. The busy season for clearance\ncar operations is from April through\nOctober.\nChanged conditions because of new\nconstruction or alterations or because\nof some prank of nature might result\nin a change in rail elevation in d tunnel or bridge. Or a severe winter\nmight alter the earth's contour\nslightly. The difference may not\namount to even an inch, but it might\nbe the space which would determine\nwhether a shipment could or could\nnot move over the road. That's why\nthe clearance car, providing rapid and\naccurate measurements, is an important part of the railroad's work\nequipment.\n Seven Prairie Divisions\nAffected by Transfers\nTRANSFERS AND promotions affecting\nseven prairie divisions follow the resignation of 0. Cochrane, division master\nmechanic at Saskatoon and formerly of\nWinnipeg, to enter private business after\nIS years in the mechanical department.\nDivision master mechanics transferred\nare: A. Langdon, to Saskatoon from Calgary; A. T. Reynolds, to Calgary from\nKenora; F. G. Noseworthy, to Kenora from\nWinnipeg; and R. C. Thorn, to Winnipeg\nfrom   Regina.\nPromotions at the same time are: J.\nDavies, moved up to division master\nmechanic at Regina from locomotive foreman at Kenora; V. S. Irving, to locomotive foreman at Kenora from day shop\nforeman at Brandon; F. C. S. Turner, to\nday shop foreman at Brandon from locomotive foreman at Estevan; A. V. Mark,\nto   locomotive   foreman   at   Estevan   from\nA. Langdon A. T. Reynolds\nnight locomotive foreman at W7ynyard;\nand E. J\\ Brady, to night locomotive foreman at Wynyard from Weston Shops at\nWinnipeg.\nLangdon has been a division master\nmechanic since 1941 when he was set up\nat Brandon and he moved in 1944 to Calgary where he had started in 1913 as an\napprentice in Ogden S^ops. He is a veteran\nof the First W^orld War.\nReynolds became division master mechanic; at Sudbury in 1947 and moved to\nKenora two years ago. A native of North\nBay he worked there and at Sudbury until\nhis move west. His two brothers are with\nthe road, one as a roadmaster, the other\na   transitman.\nWestern Mechanical Department Moves\nFollow Retirement of Winnipeg Officers\nRM. MOCHRIE, of Winnipeg,\n\u25a0 assistant superintendent of car\nequipment for the Canadian Pacific\nin the West since 1941, retired on\npension on September 1 with 33 years'\nservice. He was succeeded by Fred\nWoolley, of Moose Jaw, who has been\nwith the mechanical department since\n1917 and general\ncar foreman at\nMoose Jaw for\nthe past 8 years.\nThe change\nwas made by C.\nE. Lister, general\nmanager of the\nprairie region at\nWinnipeg.\nOther promotions announced\nat the same time\nare Thos. Farmer,\nof Regina, moved to Moose Jaw as\ngeneral car foreman succeeding\nWoolley, after 9 years as car foreman at Regina, and Leonard Wool-\nley, of Calgary, moved to Regina as\ncar foreman after four years as\nfreight shop foreman at Ogden Shops.\nMr. Mochrie, a native of Glasgow,\nwill go back to Scotland in retirement.\nFie is a 1915-1918 veteran of the\nFirst War and moved West first in\n1939 as general car foreman at Ogden\nSIiods after service from 1920 in\ndrafting office in Montreal where he\nwas chief draftsman for four years.\nIn the 1951 Royal Visit he travelled\nwith the Royal Train from Winnipeg\nto Vancouver.\nR. M. Mochrie\nF'red W'oolley started in 1917 at\nOgden Shops where his father, the\nlate T. H. Woolley was a painter, and\nserved there and at Cranbrooks, Winnipeg and Field before being moved\nto Moose Jaw as general car foreman.\nLeonard Woolley, who moved to Regina in this change, is a brother.\nMr. Farmer started at Winnipeg\nin 1915 and his first move was to\nRegina 9 years ago. Wlien in Winnipeg he was prominent in first aid\nwork and was on teams which captured the Dr. Beatty and Ogilvie\nFlour Mills trophies.\nLeonard Woolley served as an apprentice at Ogden from 1923. He\nbecame a freight carpenter six years\nlater and was made a car inspector\nin 1943. He was assistant freight shop\nforeman for one year before his promotion in 1949 to the position he now\nleaves.\nAlso affected as a result of the\nmoves are H. G. Hewett, J. L. K.\nIson and Tom Akenclose, all of\nOgden Shops at Calgary. Mr. Hewett\nis promoted from coach slum forenmn\n Keeping Pace With Rail Maintenance\nEVER SINCE the days of Stephenson's \"Rocket\", the first steam\nlocomotive, railroad men have been\nconfronted with the ticklish and time-\nconsuming job of renewing ballast\nunder their tracks. Rock or gravel\nballast is used under the rails to provide a uniform, firm but to some extent yielding, support for'the ribbons\nof steel which carry the heavy trains.\nOne of the knottiest problems to\n'crop up is that, under traffic, of removing old ballast and replacing it\nvvith fresh material when the ballast\nhas become \"foul\" or so saturated\nwith dirt that it will no longer provide satisfactory drainage and solid\nsupport for the ties.\nThis summer in Western Canada,\nengineers of the Canadian Pacific\nRailway and specialists from Mannix\nLtd. developed two units, actually a\nplow and a sled, and adapted them to\nrailway conditions to do the job of\nremoving and replacing ballast in >a\nhurry.\nLTntil recently, ballasting was mainly a pick and shovel job, but the new\nTrack has been readied tor bulldozer to insert plow.\nmachines can dispense with the brigade of brawn and do a better job\nin faster time. Just the job^of removing \"foul\" ballast from under a mile\nof track would take 100 men 10 hours,\nor 1000-man hours of work.\nThe new units work on the following principle. When the ballast is in\nneed of removal, a plow is inserted\nunder the track and drawn along by\na locomotive, raising the track, ties\nand all and plowing the old ballast\nout from under.\nThen a work train proceeds along\nthe section of track, with a spreader\nto move the furrows of old ballast\naside and hauling cars filled with new\nballast. These cars are centre dump\ncars which spill the ballast out on the\ntrack.\nThe third and last step in the new\nprocedure of ballasting is to insert a\nsled under the tracks and pull it along\nby locomotive. This sled raises the\ntracks and allows the new ballast to\nfall in place under the ties. The sled\nalso has an attachment so that the\ndepth of ballast wanted under the\nties can be accurately measured.\nThe idea of the sled was first developed in Sweden about three years ago,\nbut at that time was found unfeasible.\nHowever, research on the problem in\nNorth America has proved that something along the line of having a plow\nand sled dragged under the rails could\nbe worked out.\nThis summer's work on Canadian\nPacific lines in Western Canada\nshows every indication that work of\nthis nature can be accomplished by\nthe new type equipment much faster\nand more economically than by\nprevious hand methods.\nIn position plow will be \"coupled\" to locomotive for ballasting operation.\nSpanner \u2014 October,   1953\n11\n Piggy-Back for Subway Cars\nAnother tour of 104 subway cars destined tor service in the Toronto subway\nwere unloaded in Montreal harbor recently from Bristol, Eng., and trans-shipped\nto the toot of McGill St. where they were loaded aboard Canadian Pacific 70-ton\nall-steel flat cars for shipment to the Queen City. More cars are due to arrive on\na C.P.S. Beaver ship in the near future. The shipment marks delivery of ten of\nthe cars to Canada.\nKeys of the City\nMr. W. A. Mather, president ot the\nCompany, was presented with the \"Freedom of the City\" of London, Ont., at\nan informal civic luncheon held there\nrecently.\nMayor Allan Rush, right, in handing\nover the golden key and special scroll,\ndescribed Mr. Mather as one of Canada's\nmost distinguished citizens. Mr. Mather,\nin accepting the honor, made note ot the\ngrowth of London and other parts of\nWestern Ontario, attributing it to the\nstrength and foresight of the citizens.\nImproved Service\nA four-engined DC-4 airplane'\nhas been placed in service on\nCanadian Pacific Airlines run\nfrom Montreal to Quebec.\nSasuenay and Seven Islands,\nreplacing a DC-3 craft.\nThe new DC-4 service replaces DC-3 service on the\nflight leaving Montreal at 8.30\na.m. daily except Sunday, and\non the return flight from Seven\nIslands, leaving there at 5.10\np.m. daily. Forty-eight passengers can be carried on the four-\nmotored plane against 28 carried by two-motored DC-3s.\nPowered by four Pratt &\nWhitney engines totalling 5,800\nH.P., the DC-4 has a wing span\nof 117.5 feet with a maximum\ncruising altitude of 15,000 feet\nand a maximum speed of 275\nM.P.H.\nHandle With Care!\n12\nA radioactive Isotope weighing 4,000 pounds and 28 cubic feet, nine inches\nin size was loaded aboard the Canadian Pacific Steamships vessel Beaverford\nat Montreal for shipment to England. Containing approximately 1,000 curies ot\ncobalt 60, its value is placed at $20,000. It is consigned to the Mount Vernon\nHospital, Northwood, Middlesex, from the Atomic Energy Commission ot Canada\nto help in the tight against cancer.\nSpanner \u2014 October,   1953\n NS THI WORLD\nspaIner\n^o. 197\nOctober,  1953\nAddress all communications to\nE.   C.   Stockwell,   Editor,   Spanner,\nRoom 294. Windsor Station, Montreal\nINDEX\nPage\nExecutive   Changes      5\nTuna   Fishing                           .  6\nLong   Range   Air   Freighter     10\nPersonnel   Highlights     17\nOur Women's World     22\nSports  Roundup     26\nRetirements          30\nObituary  34\nWar Savings  Bonds        35\nOUR   COVER\nStewardess Marjorie I. Carlson appears\nin the cover shot of a DC-6B tail.\nMiss Carlson has been with CPAL a\nyear now, and was stationed in Edmonton\nfor several months\nbefore moving to\nVancouver. Most of\nher flying has been\nin the north \u2014 the\nYukon, northern\nAlberta and Saskatchewan and the\nNorthwest Territories.\nLast month she\nwas elected \"Miss\nFootball\" by the\nVancouver Lions\nFootball Club, and\nwill accompany the team on its various\ntrips   during   the   coming   season.\nThe tail fin and rudder make an impressive shot. It rises to a height of 28\nfeet 5 inches from the ground. The DC-6B\noperate the trans-Pacific services and will\nalso be used on the proposed Mexico-\nSouth America route.\n AGAIN\n' minal without having been loaded.\nCrosshaul\npf equipment is another means of\nrnipty car mileage though not of\nanything else \u2014 miles so operated\n[avy figures every year.\n; moment of what present day costs\nequipment amount to, and relate\nit of a number of cars to the loss of\nher standing idle or moving empty:\nIs cost over $ 8,000.00 each\nrater's  over $19,000.00 each\nis cost over $ 9,000.00 each\n\\ cost over $ 8,500.00 each\nI foreign equipment. Per diem pay-\ns of other ownerships on our line\nw years amounted to the following:\nPer Diem Rate\n,677.14\u2014January 1st to Oct. 31\/49\u2014$1.50\nNov. 1st to Dec. 31\/49\u2014$1.75\n,563.59\u2014January 1st to Dec. 31\/50\u2014$1.75\n1,991.57\u2014January 1st to Dec. 31\/51\u2014$1.75\n|,483.86\u2014January 1st to Apr. 30\/52\u2014$1.75\nMay 1st to Dec. 31\/52\u2014$2.00\nug.   1st,   1953,  rate   was   raised   to   $2.40\n\u2022vatively estimated that it costs 5c\nmpty car one mile \u2014 apply this to\n;r miles operated in 1952 and you\nt a large amount of money was\n CANADIAN PACIFIC\n~\"\"'~~\u2014 U\nOCTOBER 1953\n FREIGHT CAR UTILIZATION \u2014 AGAIN\nN. R. Crump\nTHE SUBJECT has been referred to through\nthis avenue in previous messages to you. It\nis one that,  from the records established,  is\ndeemed to be of such importance as to justify\nyour attention being again called to it.\nMuch has been said about \"full utilization'' of\nfreight cars. This means that\ncapacity loads should be\nhauled in every instance possible; that cars suitable for\nhigh class commodities should\nnot be used for rough freight,\nthereby making them unfit for\nhigh grade commodities; that\ncars arriving under load be\nreleased quickly so they may\nbe again put into use, and that\navoidable delays be eliminated.\nIt does not mean building up high mileage\nfigures through unnecessarily hauling empties\nfrom one place to another, crosshauling or\nhandling via circuitous routes.\nStanding Empty Cars\nObviously a standing empty car is not contributing to its upkeep any more today than it did\nin the past. While an empty is moving via the\nshortest route to its next loading station, it can\nbe said to be contributing to its purpose, but one\nthat is being moved aimlessly from one point to\nanother is not only failing in this respect, but\nalso running up bills of expense to no good\npurpose.\nNaturally, loads cannot be secured for every\nfreight car unit at its unloading station. The\nproblem to be faced is in getting it from the\nunloading to the next loading station quickly,\nand with a minimum of empty haul. This involves\nwell planned and controlled distribution of\nequipment and the results obtained are reflected\nin the operating reports that are compiled at\nregular intervals.\nMisuse of equipment and needless empty\nmileage can result in shippers being denied\nequipment required to meet their needs. Misuse\nof equipment also results in use of locomotives\nthat should be available for other purposes, resulting in loss of revenues to the Company\nthrough interference with the movement of\nloads, and adds to operating expenses as well\nas hastening the retirement of units long before\ntheir time.\nCar Distribution\nCar distribution is one of the many responsibilities of the Chief Dispatcher. He endeavours\nto produce best results through direct contact\nwith yardmasters, agents, and others. A great\ndeal of assistance can be given him by promptly\nand accurately reporting the equipment on hand\nand in giving as much advance information as\npossible as to future requirements.\nForeign equipment must be utilized or disposed of to the best advantage. Again the Chief\nDispatcher becomes involved in carrying out the\norders given him by those directly responsible,\nand in moving equipment promptly. Car Service\nRules have been developed with a view to\nfacilitating the disposal of foreign equipment\nwith a minimum amount of empty car miles.\nProper handling of home routes is very important, as is also the matter of securing proper\nauthority before foreign equipment is moved\nempty.\nThat empty car miles appear to be getting out\nof hand might be illustrated by the following:\n J. (Jack) Mclntyre\nknows his railway\nrules as well as his\nhockey rules. Jack is\na trainman with the\nCompany and like\nthe president of the\nPenticton Vees,\n(Clem Bird) also\nworks on the Kettle\nValley Division.\nWhen not passing\nalong railway signals\nlook for the nearest\nsheet of ice where\nyou'll probably find\nthis stalwart forward\not the renowned Penticton Hockey Club.\nJack commenced service   in   1953.\nPENTICTON VEES Conf'd\nfruitful Okanagan Valley do not\nbear ... is money, but money\u2014for\ntravel, food, lodging, equipment and\nother expenses incidental to the\noperation of a hockey squad\u2014was\nessential.\nMore than $15,000 was found however, through' a public fund raising\nscheme sparked by two of the Company's employees at Penticton.\nJack Petley, chief clerk in the\nsuperintendent's office, who over the\nyears has done much for the promotion of Penticton's several civic enterprises, worked together with Company yardmaster Jack Newton, to\nhelp raise the monies which sent the\n\"Vees\" packing overseas.\nNot the least among those with\nthe green thumbs, was secretary-\ntreasurer of the Penticton club, C. T.\n\"Mike\" Mangan.\nMike, who is a well-known and\npopular figure, in and out of Penticton, is agent for the communications\ndepartment in the Okanagan City.\nHe joined the Company as a messenger in June, 1930, and worked at\nseveral points in British Columbia,\nincluding Fernie, before transferring\nto Penticton, where he holds forth\namid the  clatter of telegraph  para\nphernalia in the popular Prince\nCharles  Hotel.\nLike many of their confreres in\ncities and towns through the length\nof the land, the Canadian Pacific\npeople of Penticton, referred to in\nthe foregoing, voluntarily offered\ntheir spare time and services to join\nin promoting a cause which has\nswelled the Penticton \"Vees\" and the\npeople of the Okanagan Valley with\npride and which has earned the\nplaudits of the Dominion.\nThey have the appreciation of the\nCompany for a task well done.\nThe Company's various services\nalso played major roles in the goings\nand comings of the victorious \"Vees\"\nand their supporters.\nC.P.A.   Plays   Parr\nCanadian Pacific Airlines flew the\nofficials and players of the Penticton\nclub to Vancouver where they exchanged aircraft at International\nAirport for the long transcontinental\nflight to Montreal.\nThe Company's transcontinental\ntrain \"Dominion\" carried the Mayor\nof Penticton, Oscar Matson, his wife,\nand other supporters to Montreal,\nand   a   Canadian   Pacific    Empress\ncarried the party overseas from\nSaint John, N.B. where they joined\nthe team which had flown the Atlantic.\nCanadian Pacific Airlines returned\nthe team to Penticton from Calgary,\nAlta., and throughout the entire\nHockey Championship series, Canadian Pacific telegraphs carried reports of the \"Vees\" progress during\ntheir overseas campaign.\nTruthfully then, it is no exaggeration to point out that Canadian\nPacific contributed a measure toward a sporting event of great international interest, and one which put\nCanada on top of the world.\nGood Luck Cable\nEthel Dean of Montreal drapes herself with a 2^934-word cable sent by\nPenticton hockey tans to the Penticton\nV's who represented Canada in the\nWorld Hockey Championships at Dussel-\ndorf, Germany. The good luck greeting,\nsigned by 7,348 tans is the longest\ngreeting cable to be sent across the\nAtlantic. J. R. Lamb, traffic manager of\nCanadian Overseas Telecommunication\nwho looks on approvingly, said \"the\ncable made three hops, the first, Penticton to Montreal via Canadian Pacific,\nsecond, Montreal to London via Canadian Overseas Telecommunication and\nthe last hop London to Dusseldorf, Germany where the games were being\nplayed   via   Imperial-DAT.\nSpanner \u2014 April,   1955\n A  RIP-ROARING  WHIP-CRACKING  ERA!\nBy Graham Nichols\nNew Dayliner Service Retraces Notorious Whoop-Up Trail\nWhen a sleek new Canadian Pacific Dayliner glided out of Lethbridge,\nApril 24, on its first scheduled run northward to Calgary, the stainless steel\ndiesel-powered streamliner was brushing shoulders with a past as colorful\nand romantic as the story of the Old West.\nOn its 140-mile run, via Fort Macleod, the self-propelled Dayliner will be\nretracing in part a route that from the late sixties until the advent of the\nrailway in the eighties, was a bustling and boisterous highway for the early\nfur traders and whiskey runners. Along this route \u2014 the once notorious\nWhoop-Up Trail\u2014have been written some of the most stirring chapters in\nthe history of Southern Alberta.\nOnce, over this same undulating prairie trail, with the snow-capped\nRockies forming a distant and majestic flank to the west, trudged the legendary\nbull trains with their covered wagons and bull-whackers, the faster mule trains\nwith their mule skinners and \"jerk-line\" operators, and later the horse-drawn\ncoach that was to give way to the iron horse.\nThough its earliest days were associated with violence and lawlessness, the\nWhoop-Up Trail was a vital factor in the opening up and development of the\nsouthwest. With law and order established by the North-West Mounted Police,\nthe area gradually filled with settlers \u2014 including the colorful cattlemen,\nranchers and miners who were to figure so prominently in Alberta's future\neconomy.\nBy exercising a little imagination the passenger, covering the route in a\nnew Dayliner, might well picture the scene as it existed when the west was\nyoung. For many points along the Day liner's route actually straddle the\nold trail which in some areas is said to have attained a width of 50 yards.\nBetween  Lethbridge and Fort  Macleod,\nfor example, the trail touched what is now\nthe C.P.R. line at Kipp, Monarch, and\nPearce. Following an almost straight line\nnorth of the Oldman River, from Fort\nMacleod to Calgary, the trail ran a short\ndistance west of the present railway line,\ntouching at Granum, Claresholm, Stavely,\nParkland, Nanton, High River, Okotoks,\nMidnapore and Turner\u2014all way points\nalong the Dayliner's run.\nTwo Round Trips\nThe Dayliner, which on April 24th\nreplaced the conventional steam trains\u2014\ncutting former schedules by as much as two\nand a half hours\u2014will make two round\ntrips daily, one via High River (of Fort\nSpitzee fame) and the other via Nobleford\nand Vulcan. On the same date, the C.P.R.\nthe\nlaunched   another   new   Dayliner   on\nLethbridge-Medicine Hat run.\nThe Dayliner has seating accommodation\nt*for 70 passengers, and can attain a top\nspeed of 85 mph. Classified as RDC2 the\nrail-diesel car will cover the Lethbridge-\nCalgary run (via Nobleford) in two and\na half hours in contrast to the five hours\nrequired by steam trains on the same run.\nOther running schedules have been similarly slashed.\nToday very little remains of the actual\nWhoop-Up Trail to attract the eye. Beyond\na few isolated sectors of open prairie still\nbearing the impress of many bull trains,\nthe trail lives largely in the printed word,\noldtime photos, scattered cairns, and in the\nmemory of Southern Alberta's fast diminishing  ranks  of  oldtimers.\nf A familiar mode of transportation\nalong the old Whoop-Up Trail for 20\nyears> the bull train travelled the 210\nmiles from Fort Benton, Montana, to\nFort Whoop-Up in two or three weeks.\nToday the Canadian Pacific Railway's\nsmart new Dayliners cover the 140-mile\nsector of Whoop-Up Trail between Lethbridge and Calgary (via Fort Macleod)\nin  two  and a  halt hours.\nOne of the Whoop-Up Trail's major\nclaims to immortality is the name itself\u2014\na name that reflects all the violence and\nrobust enthusiasm of a lusty, rip-roaring,\nwhip-cracking era! Named for one of the\nmost infamous of the whiskey forts, established by the Montana traders for illicit\ntraffic with the Indians, the trail had its\nsouthern anchor at Fort Benton, Montana,\nnorthern terminus of the old stenrwheelers\nplying the Missouri River from St. Louis\nand other eastern points.\nFort'   Benton  to Whoop-Up\nFrom Fort Benton, at the time the main\ndistribution centre of the largely unsettled\narea, the trail ran in a northerly direction\nto Fort Whoop-Up, at the junction of the\nSt. Mary and the Oldman Rivers, a distance of some 210 miles. With the arrival\nof the Mounties in 1874, the trail was extended farther along the Oldman River to\nFort Macleod, and later north to Fort Calgary. Another long trail extended north\nfrom Fort Calgary to Fort Edmonton,\nwhich had been erected as a trading post\nby the Hudson's Bay Company late in\nthe previous century.\nThe trail crossed the International Boundary near Coutts, Alberta, 66 miles south of\nLethbridge on the present C.P.R. line leading into Montana. Something of the trail's\nimportance to the young and expanding\nsouth-west is indicated by a cairn erected\nat Coutts which bears the following legend:\n\"Until the building of the Canadian Pacific Railway across the prairies in 1882 and\n1883, the most practicable route to South-\nSpanner \u2014 April,   1955\n ern Alberta and Saskatchewan was by the\nMissouri River to Fort Benton, and thence\nnorthward by the Fort Benton trail. This\ncrossed the International border about seven\nmiles west of Coutts. By it came most of\nthe travellers, mail and supplies for the\nregion.\"\nThe Whoop-Up Trail is actually a section of a north-south route that existed\nlong before Fort Whoop-Up or its traders\nwere even thought of. This was the Old\nNorth Trail which, from the earliest times,\nextended the full length of the North\nAmerican Continent, always following a\ncourse just east of the Rocky Mountains.\nIt is believed that the first Indians came to\nAmerica over this same trail.\nIt was lucrative liquor and fur traffic that\ncombined to lure the Montana traders\nnorthward. Merchants down east were experiencing an almost insatiable demand for\nbuffalo hides which made not only ideal\ncoats and robes but also provided a high\n.brand of leather. It was also discovered\nthat a small quantity of liquor would be\naccepted by Indians as legal tender for one\nchoice buffalo hide.\nIt was about this time too that the\nUnited States Government decided to enforce a law prohibiting the sale of intoxicants to Indians in that territory. With\nthis ruling in mind, the Montana traders\nspeculated that they might do as lucrative\na business with the Canadian Indian.\nJust how right they were was to be\ndemonstrated during the days that followed\nwhen whiskey trading posts\u2014or forts\u2014\nbegan springing up on Canadian territory\n\u2014Whoop-Up, Stand-Off, Slide-Out, Spitzee,\nKipp and others whose names are legendary\nin Southern Alberta's history. Usually\nestablished at the junction of rivers or\nstreams, the forts did a thriving trade with\nthe Indians albeit in defiance of the law\nwhose arm did not extend into the then-\nremote region.\nOf all the forts thus established, however,\nnone managed to achieve the notoriety\nthat historians ascribe to Fort Whoop-Up.\nBuilt in 1869 by J. J. Healy and A. B.\nHamilton of Fort Benton, at the confluence\nof the St. Mary's and Oldman River, the\npost first went under the name of Fort\nHamilton. The name was later substituted\nfor \"Whoop-Up\" and the name could not\nhave'been more expertly applied.\nMuzzle-loading   Cannon\nConstructed of sturdy logs in the form\nof a hollow square, the base was fortified\nby sturdy ramparts, punctuated by loopholes, and with bastions at opposite corners. The grim aspect was further emphasized by an ancient muzzle-loading\ncannon which is believed to have been\nshipped up the Missouri River to Fort\nBenton early in the century.\nSince 1929 the old muzzle-loader has\noccupied a peaceful site in Lethbridge's\nGait Park, only a short walk from the\nCanadian Pacific Railway station, a distance of some eight miles from the site\nof the old fort.\nEvents at Fort WTioop-Up followed a\nsimilar pattern. From vats of whiskey\u2014\nwhich   included   among   other   ingredients,\nAt left is pictured one of the new\nRail-Diesel Cars to be operated between\nCalgary and Lethbridge. The new car,\nwhich will seat 70 passengers and can\nattain a speed of 85 miles per hour,\nwill retrace in part the historic \"Whoop-\nUp Trail\".\nred ink, chewing tobacco and castile soap\u2014\na tin cup would be filled and pushed\nthrough the trade opening in return for\nbuffalo hides and other Indian barter. This\nprocess would continue until the Indians\u2014\ntheir wares and whiskey exhausted\u2014would\nproceed to storm the fort.\nIt. was a reign of terror for paleface and\nIndian alike. As one writer described it:\n\"Words fail utterly to depict the extremes of degradation that here awaited\nthe arrival of the Benton caravans and\ntheir vile  canteens.\"\nMeanwhile, word of the rollicking whiskey\nfort and general lawlessness in the area had\ncome to the attention of the Canadian\nGovernment. A contingent of North-West\nMounted Police, under the command of\nAssistant Commissioner James Macleod\nwas dispatched to the scene with orders to\nend the contraband liquor traffic, close\nFort Whoop-Up and establish the confidence of the Indians.\nMounties Arrive\nThe force left Dufferin on July 8, 1874,\nand after a summer's march across the unmapped plains, punctuated by many hardships, arrived at Fort Whoop-Up. With his\nmen standing by and prepared for stiff\nresistance, Macleod approached the gates\nof the Fort. To his amazement he found\nthe post, over which flew the Stars and\nStripes, virtually deserted. It appears highly\nprobable that the law-breakers had received\nword well in advance that law and order\nwas on the way.\nAt the time Fort Whoop-Up appeared\nto be a logical headquarters for the\nMounties. The price offered by Healy and\nHamilton, however, was not acceptable \"to\nMacleod. Guided by the amazing Jerry\nPotts, the contingent continued the march,\nfollowing the Old North Trail. After crossi-\ning the St. Mary and the Belly Rivers.\nPotts led them to an island in the Oldman\nRiver where the force set up permanent\nheadquarters. By unanimous consent, it was\ngiven the name Fort Macleod as a tribute\nto  the  Assistant  Commissioner.\nThough the Dayliner speeds today's traveller up and down the \"Trail\" in short\norder,  it was a  different story when bull\n(Continued on  page  8)\nScenes like this were becoming more and more commonplace on the Alberta landscape as the Iron Horse began to\nmake inroads into the largely unsettled regions of Southwest\nAlberta.   The ancient locomotive.,  shown above,  was  the prop\nerty of the Alberta Rail and Coal Company which later\nbecame absorbed by the Canadian Pacific. The advent of the\nrailway wrote finis to the colorful ex-caravans that for 20\nyears travelled the historic \"Whoop-Up Trail\" from Fort\nBenton, Montana, to Calgary.\nSpanner \u2014 April,   1955\n teams and mule teams supplied the motive\npower. The 210-mile trip from Fort Benton\nto Whoop-Up in the seventies generally required from two to three weeks on the\ntrail, the teams averaging a speed of 10 to\n15 miles a day. Under pressure they could\ncut the schedule by several hours.\nFor 20 years a familiar sight along the\nWhoop-Up Trail, the bull train was first\nintroduced to Southern Alberta by the\nI. G. Baker Company of St. Louis and Fort\nBenton, the most important trading Company operating on the route.\nAn average bull train would consist of\nthree ponderous wagons, spaced with stub\ntongues, and hauled by as many as six to\ntwelve yoke of oxen, the average team\ncomprising eight yoke. The teams travelled\nin trains or brigades with as many as eight\nto ten teams in each train.\nIn 1885 an experimental bull train was\nsent from Fort Benton as far north as Edmonton with supplies for the Field Force.\nBecause, however, the terrain north of the\nBow River proved too soft for economical\ntransportation by this method, the experiment was not repeated. It was seven years\nlater that the last bull train plodded the\nold trail from Benton to Fort Macleod.\nCut Time in  Half\nA further \"burst of speed\" was introduced\nto the trail by mule teams which, consisting of six to eight pair, could cover the\nBenton-Whoop-Up route in almost half\nthe time required by the lumbering oxen.\nThe mule teams proved their superiority\nparticularly in the handling of contraband\nliquor where extra speed was a much de\nsired factor. Later the horse stages covered\nthe  trip  in   four   to  six  days.\nJust how heavily travelled was. the\nWThoop-Up Trail during its heyday can be\ndeduced from an item which appeared in\nthe Fort Macleod Gazette of August 24,\n1882, which read: \"There are one hundred\nteams of all kinds on the road (trail) between here and Benton.\"\nIt was one year later that the Canadian\nPacific laid its rails across the Alberta\nprairies, the first train arriving in Calgary\non August 10. This wrote the final chapter\nfor the freighting outfits that had plied the\nWith the arrival of the North-West\nMounted Police, law and order was\ngradually established in Southern Alberta. The first contingent arrived in\n1874 with orders to close notorious Fort\nWhoop-Up.\nWhoop-Up Trail for so many colorful and\ndrama-packed years. Old Fort Benton\ndwindled in importance as Calgary, now\nserved by railroad transportation from the\neast, became the logical distribution headquarters   for   Southern   Alberta.\nAnd so ended an era whose lustre, has\ndimmed only slightly with the passage of\nmany decades. To the sons of Southern\nAlberta, and to oldtimers in particular, the\nstory of Fort Whoop-Up and the trail that\nbears its name, is one still dear to the\nheart and a stimulant to the imagination.\nSome of this imaginative force must\nsurely be felt by passengers as the Dayliner\nspeeds along the historic route. Though\nthriving towns and prosperous farms now\npunctuate the old trail, there is something\nof the past that still lives on.\nSmall wonder that a few oldtimers will\nswear that, when a Chinook comes howling\ndown from the mountains, they can hear\nabove the winds the war cries of Indians,\nthe thunder of buffalo hooves, or the shouts\nof bull whackers as they drive their heavily-\nladen bull trains up the Whoop-Up Trail\nfrom Fort Benton.\nThe primitive Indian travels consisting ot twin poles, lashed together near the\nupper extremities, was capable of handling a substantial load ot the red man's\nbelongings.\nGroup of Indians with their paleface brethren photographed\noutside the first land office to do business in Lethbridge,\nAlta., in the days when settlers were beginning to stream into\nSouthern Alberta.\nMost important trading post shipping its goods via the\nWhoop-Up Trail was the I. G. Baker Company of Fort Benton,\nMont., and St. Louis Mo. It was the Baker Company, upper\nright, that introduced the bull trains to the regions.\nSpanner\u2014April,  1955\n New All-purpose Diesel\nA new MLW diesel locomotive, class DL-700, shown hauling a\nlong string ot boxcars. The new all-purpose locomotive, one of\nseveral being received by the Canadian Pacific, is specifically designed to meet Canadian rail conditions. It boasts 1,600 horsepower\nand weighs approximately 260,000 pounds.\nSpanner \u2014 April,   1955\n f^lH :5\n::.v;  \u25a0:    .\nCAFE DELIVERY of more than $20,000,000 worth of Dutch paintings under heavy\n^ armed police escort was made recently to the Toronto Art Gallery by Canadian\nPacific Express.\nThe paintings, enroute from Toledo, Ohio, were unloaded from a railway express\ncar into four waiting C.P. Express trucks during a heavy snowstorm shortly after\n8.30 a.m. and then whisked off through Toronto streets with police motorcycle and squad\ncar escort to the Galleries.\nThe 86 paintings delivered form a travelling exhibition of 17th Century Dutch Masters\nwhich has toured North American Art Galleries during past months. Above shows part\nof the shipment going aboard a Canadian Pacific Express truck at Toronto. The three\nToronto police officers seen in the picture were part of a group of officers who escorted\na four truck convoy with motorcycles and squad cars through downtown Toronto streets\nto the galleries.\nSpanner \u2014 April,  1955\n Ever since the first track was laid across Canada by the Canadian Pacific\nRailway more than half a century ago, Old Man Winter (Canadian Edition) has\nconsidered the railroad one of his more special\u2014and probably most formidable\u2014\nadversaries. Not content with freezing the occasional switch or compounding great\nsnowfalls, he also keeps busy forming icicles on tunnel tops under which the\nC.P.R.'s new scenic dome units must travel. To meet this latest challenge, the\nrailroad has placed steel cross-bars on its diesel engines on the trans-continental\nrun, which shear off the icicles, thus nipping a would-be hazard almost before it\neven  threatens.\nAf\/<~~ ffsx\n11\n \\ \\ (ytSVi^nn\nThe Rolston Railway has an impressive roster of motive power.\nHeading the list is a three-unit, 4500-\nhorsepower GM streamlined diesel\npowerplant. Other diesel power units\nare a 1500-horsepowrer Fairbanks\nMorse road switcher and a 1000-\nhorsepower ALCO yard switcher. The\nonly steam locomotive on the R.R.\nis a 2-8-4 \"Berkshire\" class engine.\nJust as remarkable is the rolling\nstock of this model railway. Five\npassenger cars, including the \"Scenic\nDome\" type just like the CPR's, vie\nfor attention against a wide assortment of 28 different types of freight\nand work cars, which include air\ndump models, stock cars, hopper cars\nand tank cars, all of which do specialized work on the R.R. There is even\na track motor for inspection of the\n250 feet of roadbed.\nFrom his control panel in the center\nof his layout, Harold Rolston controls\nthe movements of work trains, passenger trains and freight trains. He\nswitches, couples, uncouples, shunts,\nloads and unloads cars all by remote\ncontrol.\nAbout the only thing missing from\nthe layout is a miniature Angus\nShops, and that actually isn't missing.\nIt's just hidden away. Master Mechanic Rolston finds that he can\n| operate much more efficiently if he\n** performs his repairs off the track,\nusing machinery he keeps in a huge\ndrawer underneath the north lead\nfrom the yard.\nAll the planning for the R.R. was\ndone by the combination president,\nengineer, sectionman, who also installed all the electrical connections\nwhich blow diesel horns, make steam\nlocomotives whistle, make a voice\nannounce train departures in the\npassenger station, operate the block\nsignals and the flasher warnings at\nhighway crossings. j\nOnly three years old, the Rolston\nRailway has been f planned since the\nchildhood of its owner, and is still j\ngrowing. So is the railway knowledge\nof the owner-operator, who now has\na much deeper appreciation of the [\nproblems which confront his superiors |\nat West Saint John when the trains I\nare arriving and leaving, loading andi\nunloading during the busy port season.j\n12\n OUR COVER\nScene on this\nmonth's cover\nshows what happens out British\nColumbia way\nwhen snow starts\nfalling in earnest.\nNo one will\ndeny that the effects are picturesque but railroaders would be\nquite content to\nhave this kind of scenery confined to\nChristmas cards and Staff Bulletin covers.\nLineman Henry Costain, shown at work\non the wires, is no exception, even though\nhis smile would tend to indicate he is\nnot too unhappy about it.\nMen like Lineman Costain are used to\nconditions of this kind and it is due largely\nto their skill and perseverance that the\ncommunications services continue to flow\nso smoothly in the worst kind of weather.\nMr. Costain joined the communications\nservice in 1912 and has been a climber,\nlineman and foreman on the British\nColumbia  district since  1921.\n(Photo by Nicholas Morant)\n  4.\n\u2022\nfov-Dec\n1946\n\u25a0V.\n iPbilosopbers' pap\nkeener\n3 styeltereb  andjorage  tottfj goob Jjolbing grotmb  anb quiet gurrounbings.\nJfflteceUaneous craft mooreb tottf) botb andjorg boton.  3 passing firtjtp, fjobe to\ntoitf) mam parb aback, f^ailfef one of ttjt bezels; at andjor.\n%*v\nftt\nstranger: tEbis t^ a comelp spot, alibottgfi 2 finb no\nreference to it in mp sailing birecttons tobicb bo,\nbotoeber, mention a place bearing some resemblance,\nto tott: TOje Sargasso. Pp tobat name is tftts place\ncalleb anb tobat brings so manp sjjips bi&er?\nbailor: gou babe toell saib \"Mfyi* is a comelp spot.\" Jt\nis calleb ^ilo^op^tv^ ^ap, avit tfjep tobo fetcb tip\nbere are fortunate, but it must'not be confuseb toitb tfie\nSargasso tobicb also is calm anb, bietoeb from toitbout,\nattractibe. \u00aeb? approacbes to botf) babe muffin common\nanb tbe bistance to be cobereb in eitfjer case is tbe same\nso tbat some jjabe been unfortunate in tfjeir lanbfall\nanb babe brougbt up tbere in error, to&ttai oHjers,\nmistaking tbe sfjaboto for tbe substance, babe gone\ntbere by cboice.\nstranger: g>o, but if tfje Sargasso be calm anb\nattractibe are tbep not equallp fortunate tobo let go\nancbor tfjere?\nbailor: i^ot so. %$z Sargasso is beceptibe, being\ncbokeb toitb toeeb anb stagnant. Jfor company, tbere be\nberelicts tofjicb, babing faileb to toeatber misfortune,\nbabe brifteb tbere huz to tbe surface currents toJjiti) ^zt\nin tbat birection anb against tofjicf) tbep bab faileb to\ntoork tbeir sbtp, tobereas fyz$ toljo tooulb attain to\npfjilosopbers' Pap must frequently bear up against\nbeab toinbs aftb abberse currents but on tbat account\ntbe ancborage, toben attaineb, is tbe more Welcome.\nstranger: {Efjis ^bilosopbers' ?fop, toben once arribeb\nat, is it a permanent ^ai?\nbailor: Jlap, but rattier an intermebiate anb temporary\nport of call toberc beSSels tobicb babe completed tbeir\ncbarter map sbelter penbing final sailing orbers.\nstranger: 3Bo tbep remain b^e for long?\nbailor: Jio ttoo bessels bibe tbe same lengtb of time.\n\u00a3>ome make a brief call anb otbers a lengtfjp stap.\nStranger: jfor tbose tobo make a lengt&p stap, boes\nnot tfje time ijang beabp anb life become monotonous?\nbailor: J?of so, for bere is goob fellotosfjip amib\nsurniunbings tobicb bo* not permit of stagnation\/ Wt)t\nbailp ebb anb fWbJ of tibes maintain clear toater anb\nti)t atmosqpbere is bracing. Wfyzy tobo ftabe bzzn fortunate enougfj to make $bilosopbers* Pap are interesting to mzzt since in obercoming bifficulties on\ntbe toap tbzy babe acquireb manp rebeeming features,\nbeing strong in cbaracter anb stampeb toitb tolerance\nanb cfjaritp. J$et lacking notbing in originalitp tbep are\na gooblp tompuny anb nottoitbstanbing some babe\nsuffereb barnage buring tbeir passage tbitber bue to\n^tvz^ of toeatljeKanb babe barelp mabe port unber\nlurp rig, tfyzp are riot Wanting in cbeerful enburance\nanb tfjeir abbent i% toelcpme accorbinglp.\nStranger: tEfjese sailing orbers to tofricb pott referreb\nanb for tobicfj tfjep toait, tofiat instructions bo tbzy\n* for tofjat best\ntnation bo tfyzyclear?\nben tfje \"Jlutr\nibers\" of an mbibibual sbtp\nsfje slips f)er\nmoorings anb proieebs to the\nunber  sealeb\norbers but, ^intz none bas\nto tutjtcf) tbep sail, little \u00bbv    J\n\\ tbere is reason t\u00ab\n>m, for one of tbeir number,\nge, b*s toritten in part:\ntrn at tbeir release\ntfjat tbere atoaits\ni pass tjje straits\ntbz S>eas of $eace\/'\nM on fyz completion of pour Cbarter, JJbilosopbers'\nPap i^ not sbofcm on pour itinerarp, it migbt become\npou to gibe some tbougbt regarbing its inclusion.\nstranger: \u00aerulp pou babe giben me foob for tftougljt\nanb my tbanks are bue pou accorbinglp. (jftll* on\ntbe main parb anb bears atoap closebauleb, ftotsttng tfje\nsignal 4<3 toill return at ebentibe.\")\nThis playlet was written by the late Captain E. Aikman, formerly Assistant to the Chairman, Canadian Pacific Steamships, three nights before he died and when he could not\nsleep owing to intense pain.  Captain Aikman died last April in a   Vancouver hospital.\n Railway  Hopper  Cars   Are  Transportation  Mules\nPoems have been written and\nballads have been sung about the\nwandering box car, but who ever heard\nof even so much as a ditty about that\ngreat burden-bearer of the rails \u25a0\u2014\nthe hopper car?\nThe importance of the hopper car\nin the business of railroading is indicated by the fact that nearly one-\nthird of all freight cars owned by the\nrailroads of the United States are of\nthis type. Thirty-one out of every 100\nrailway cars loaded with revenue\nfreight in 1952 were hopper cars.\nMost hopper cars have open tops\nsimilar to gondola cars, but many\nthousands of hoppers have roofs fitted\nwith loading hatches. These covered\nor closed-top hopper cars are used for\ncarrying soda ash; cement, lime, phosphate and other commodities which\nmust be kept clean and dry.\nOn the strong shoulders of the open-\ntop hopper car are borne a large part\nof all the coal and coke, sand and\ngravel, phosphate rock, iron ore, manganese ore, zinc ore and concentrates;\nbroken, ground and crushed stone;\nlime, salt, sulphur and other heavy\nbulk materials so essential to the industrial  life  of the  country.\nTo perform its Herculean tasks, the\nhopper car is sturdily built of heavy\nreinforced steel. It is capable of taking an amazing amount of punishment. Nearly all hopper cars are\nequipped with floors which slope toward the centre of the car. These are\ncalled self-clearing cars. Most hoppers\nhave two drop doors for rapid dumping. Some are equipped with four drop\ndoors.\nHopper cars came into use in the\nUnited States as far back as the\n1870's. One of the earliest types \u2014 if\nnot the first \u2014 was a 4-wheel, wooden,\nsemi-well car, placed in service on the\nPennsylvania Railroad in 1879. Built\nwith sloping end plates and drop\ndoors, this car weighed less than 4\ntons and had a capacity of only 6%\ntons. Another car, built about 1880,\nhad an iron body and a capacity of\n13 tons. The first steel hopper cars\nwere built in 1896 for the Pittsburgh,\nBessemer & Lake Erie Railroad, now\nknown as the Bessemer & Lake Erie.\nThereafter the use of steel hopper cars\nincreased rapidly.\nHopper cars are the pack mules of the railway.\nD. S. Thomson\n(left), vice-president\not the Company's\nprairie region at the\ntime is shown as he\naccepted, as chairman of the prairie\nprovinces' division ot\nthe Canadian Forestry Association, the\nkeys to a Meteor\ntruck from H. G. Ron-\nson, district manager\nof the Meteor, Mercury, Lincoln division\nof the Ford Motor Co.\nof Canada. The red-\ncoloured truck will be\nused by the Association for its important\nwork in the three\nprairie   provinces.\nAccepts Truck for Forestry Assn.\nSpanner \u2014 November,   1953\n17\n NEW COMMUNICATIONS CHIEF\nWidespread   Communications   Changes   Announced\nW. D. Neil Retires After Distinguished Career\nWD. NEIL, O.B.E., of Montreal, general manager of communications,\n\u25a0 since 1932, has retired on pension after 48 years of Company service,\nit was announced recently by N. R. Crump, vice-president. Mr. Neil has been\nsucceeded by George H. Pescud, assistant general manager at Montreal since\n1950.\nOther appointments affecting the communications department are as follows: Leonard E. Hamson, formerly general superintendent, eastern region,\nappointed assistant general manager of communications, Montreal.\nW. D. Neil\nG. H. Pescud\nL. E. Hamson\nL. A. Raymond, formerly superintendent of the Ontario district,\nToronto, appointed general superintendent of communications, eastern\nregion, Montreal.\nD. N. Macleod, formerly superintendent of the Saskatchewan district,\nMoose Jaw, appointed superintendent\nof the Ontario district, Toronto.\nL. W. Neale, formerly superintendent of the Algoma district, Sudbury, appointed superintendent of the\nSaskatchewan district, Moose Jaw.\nH. W. Howard, formerly Atlantic\ndistrict superintendent, Saint John,\nN.B., appointed superintendent, communications, Algoma district, Sudbury, Ont.\nW. G. Keating,\nformerly superintendent of traffic,\nWinnipeg, appointed Atlantic\ndistrict superintendent, Saint\nJohn, N.B.\nMr. Neil has\nserved the Company's telegraph\nand telephone interests in eastern\nand western Can- t. a. Raymond\nada   since   first   joining   the   service\nat Calgary in 1905.\nRecognized as a leading authority in the\nfield of communications and one who has\ncontributed much to the development of\ntelegraph services in the Company, Mr.\nNeil had the responsibility of directing the\ndepartment during the busy years of World\nWar II when the Company's communication lines made an outstanding contribution\nto the war effort.\nMr. Neil was transferred from Calgary\nto Winnipeg in 1912 as city manager, and\nmoved to Montreal as superintendent of\ntraffic three years later. After service in\nToronto and Winnipeg he was appointed\nassistant general manager at Montreal\nheadquarters in 1930. He was chairman of\nthe communications section of the A.A.R.\nin 1947-48.\nWhen Mr. Pescud moved to Montreal as\nassistant general manager he brought with\nhim 27 years of experience with Canadian\nPacific communications, most of it in the\nprairie  provinces.\nA native of Surrey, England, Mr. Pescud\njoined the department at Swift Current,\nSask., in 1923 as a 14-year-old messenger\nboy. In 1937 he went to Montreal for six\nyears as chief clerk to Mr. Neil, returning\nin 1943 to Western Canada, where, in 1946\nhe was appointed general superintendent\nof communications at Winnipeg with jurisdiction over all western lines.\nMr. Hamson has been eastern region\ngeneral superintendent for Canadian Pacific\ncommunications since 1950. Superintendent\nof the Pacific region with headquarters at\nVancouver for four years before taking over\nthe Montreal job, he started with the\nCompany at Nelson, B.C., in 1913.\nHe first went to Vancouver in 1917,\nbecoming the chief operator there in 1933\nand inspector in 1938. From 1943 to 1946\nhe was assigned to special duties with the\ndepartment and worked out of the Montreal head office.\nMr. Raymond joined the telegraph department at Montreal in 1910 as an operator, moving to Sudbury a year later. He\nwas made wire chief at Sudbury in 1919\nand four years later went to White River\nas inspector. He returned to Sudbury in\n1925 as inspector and in 1932 moved to\nWinnipeg in the same post, becoming\nsuperintendent of traffic there in 1936.\nIn 1937 he was made superintendent of\ncommunications at Calgary, taking over the\nsame post in Vancouver in 1944 after being\ntransferred to Montreal for six months in\n1943 as superintendent of special studies.\nHe went to Toronto in 1946 as superintendent of the Ontario district, the post\nhe leaves to take over the Montreal appointment.\nMr. Macleod, who has been at Moose\nJaw since 1951, is a graduate of McGill\nUniversity, and in World War II served\nwith the Signal Corps. A native of Wey-\nburn, Sask., he started with the C.P.R.\nthere 25 years ago. He worked over all\nthe Saskatchewan district before being\nposted to Montreal in 1936. He also spent\nfour years as an inspector for the department in British Columbia. In 1950 Mr.\nMacleod was appointed superintendent of\ntraffic for the prairie and Pacific regions\nat Winnipeg, a position he held until going\nto Moose Jaw.\nMr. Neale has held the Algoma super-\n(Cont'd on page  19)\nD. N. Macleod\nL. W. Neale\nH. W. Howard\nW. G. Keating\nIt\nSpanner \u2014 November,   1953\n Coronation Cont'd.\ndrama of an event which drew worldwide attention. Crowds started to jam\nthe streets on the day preceding the\ngreat event, and some determined\nfolk had spent two nights' vigil in\nthe streets to obtain preferred positions. Police had warned those coming\ninto Trafalgar Square to be in their\nplaces not later than 6 a.m. Most\npeople decided to be in good time,\ngetting out of bed at 3.45 a.m. By\nsix o'clock the office building was\nthronged, and most people had an\nimmediate interest in breakfast.\nThey were not disappointed. Catering Superintendent J. N. Quirk, with\nInspector of Catering William Parr\nwho came over from Montreal in the\nEmpress of Scotland, and Chef Fred\nFlight, borrowed from the Empress of\nAustralia, had a squad of 36 picked\nmen from the Empresses of Scotland\nand France on hand to serve bacon\nand eggs, rolls, coffee, tea and all\nthe trimmings.\nLunch which was also provided for\nthe guests was a sumptuous buffet\nstarting with honeydew melon and\nworking through turtle soup, with\nsherry, to Scotch salmon, five kinds\nof salads, roast beef, lamb, ham and\ntongue to Royal Sovereign strawberries with cream and an assortment of\nfive cheeses. Employees on the upper\nfloors partook of lunch and breakfast\ncafeteria style.\nWhile the office throngs cheered mightily\nat each appearance of Her Majesty through\nAdmiralty Arch, the loyal Canadian Pacific\nrepresentatives had breath left to ring the\nwelkin for two of the Company's popular\nships' masters who took part in the parade.\nCaptain C. E. Duggan, R.D., R.N.R, whose\ncommand, the Empress of Scotland, carried the then Princess Elizabeth and Prince\nPhilip back from their triumphant Canadian tour, was in the procession among the\nQueen's aide-de-camps while Capt. J. P.\nDobson, master of the Empress of Australia\nled the Royal Naval Reserve contingent.\nThey did not march together but as each\npassed their friends in the Trafalgar Square\noffice building raised a great cheer.\nIn addition to the special guests and\nofficers who viewed the activities from the\nground and first floors, 280 employees representing all branches of the Company's\nUnited Kingdom organization found places\non the upper floors. The offices not only\noccupy the CPR building itself, but all\nabove the ground floor of the adjoining\nNational Provincial Bank to the corner of\nthe small block which runs around behind\nthe whole block\u2014Spring Gardens. Thus the\nfortunate United Kingdom company representatives were able to view a wide panorama of the memorable events.\nDecorations on the building brought\nfavorable comment, the principal features\nbeing the balconies trimmed with royal blue\nand gold tassels, and the crown set beneath\nthe clock where it commanded attention\nfrom the vast throngs in the area..\nThis is the view of the Royal coach passing through Admiralty Arch seen by the\n640 whose vantage point was the company's Trafalgar Square offices. Bert Grinyer,\nassistant public relations officer, London, snapped this memorable scene from the\noffice window.\nmmhmMMmmmm&K':\nCrowds jammed Trafalgar Square, as they did every inch of the way along the\nroute of the Coronation procession. This view ot the royal coach was taken by\nBarratts Photo Press Ltd., and shows, at right, the Canadian Pacific building which\nwas suitably decorated for the occasion.\nJ Besides visiting officials from Canada,\n'\u2666\"there were present D. K. Buik, director,\nCanadian Pacific Steamships and Mrs.\nBuik; Capt. E. A. Shergold, London, general manager, and W. B. Bowden, manager,\nCanadian Pacific Steamships, Liverpool; E.\nS. Spackman, European Passenger Manager; D. B. Watson, European Freight\nManager; R. R. James, general freight\nagent and P. K. Reynolds, general passenger  agent.   Superintendents   of   steamships\n|and  general  agents from  all  parts  of the\n* British Isles were there too, with as many\nof their staffs as could find their way to\nTrafalgar Square.\nA memorable feature of the day was the\nbeautiful cake fashioned by Harry Astley,\nchef of the Empress of Australia, in the\nform of the Crown of St. Edward and a\nconfectionery plaque in the shape of a shield\ncontaining a portrait of Her Majesty.\nSpanner \u2014 July,   1953\n11\n Railroad   Car  Lighting \u2014 Past   and   Present\nLast Instalment\n\u2022 This paper traces the evolution of\nrailway car lighting, from the candles\nused in the first early nineteenth\ncentury coaches, through oil lamps.\nPintsch gas, electric lamps of the\n\"eighties\", down to the indirect and\nfluorescent lighting in use today.\nModern improvements in lighting\nwere made possible by the introduction of air conditioning in post\ndepression   years.\nNew dining car service\u2014refrigerators, toasters, dishwashers, garbage\ngrinders\u2014as well as train movies,\nday nurseries, full air conditioning,\nranges, etc., call for 60 kw. and upwards per dining car, and even up to\n500 kw. for a 15-car passenger train.\nThe current trend is towards diesel-\nengine-driven power plants mounted\nunder  individual  cars.\nIT IS difficult to keep fixtures clean on cars in which cinders and dust are\nprevalent, and dirty fixtures discourage improvement in lighting. Several\nmeans have been used, such as louvers, particularly in continuous-type trough\nfixtures, and plastic shades. Indirect lighting has also been used. Indirect\nlighting alone, however, is not very efficient for car lighting when compared\nwith direct lighting from well-designed fixtures.\nIt is agreed that the best location for lighting fixtures in coaches is under\nthe   baggage   racks  providing  suitable  supplementary   lighting  is   supplied\nto give adequate ceiling illumination. This location brings the lights close\nto the reading plane and also permits individual control by the passengers.\nThis arrangement, however, is seldom\nfeasible except on new cars, because of\nthe   cost  of  installation.\nWith air conditioning and modern lighting, reclining seats also were introduced\non a large scale. With these came a demand for reduced lighting for use late at\nnight, to permit passengers to sleep without\nbeing disturbed by the bright lights. A\nnumber of arrangements have been used\nfor this purpose, such as dimming some\nof the main lighting units with the others\nextinguished, small additional fixtures\nbeing installed especially for the purpose,\nand the use of an auxiliary low-wattage\nlamp in the main fixtures, usually blue in\ncolor.\nFor night lighting, the body lights are\nextinguished, and the blue lights alone used\nfor illumination in the body of the car.\nPlatform, salon and passageway lights are\nleft unchanged, but shields are provided\nwhere necessary to prevent direct glare.\nImprovement of the body lighting led to\nan increase in the lighting in washrooms\nand salons, while the use of air-conditioning\nled to improved ventilation b.y installation\nof exhaust  fans.\nNot only has the total regulated load\nincreased, but also the loss in the lamp\nregulator, which, in turn, requires improved ventilation of the regulator lockers. Even with the large-sized batteries used\non air-conditioned cars, the effect of these\nhigh-lighting loads becomes noticeable. In\nshort, the increased lighting load required\nby modern lighting indicates the desirability of a source of light more efficient\nthan the incandescent lamp, the only type\nso  far  considered.\nFluorescent  Lighting\nFluorescent lamps were first placed on\nthe market about 1938 and have had widespread acceptance for many uses since that\ntime. The possibilities for power saving\nare immediately apparent. For instance,\nan 18-inch by 1^-inch (T-12) 3,500-degree\nwhite fluorescent lamp with 15 watts input to the lamp and about 5 watts loss\nin   the   auxiliary   or   a   total   input   from\nBy J. W. SHARPLEY,\nCar Lighting Engineer, Montreal\nthe line of 20 watts gives about four per\ncent more light than a 40-watt incandescent lamp. Exclusive of conversion losses,\nthe power required can be cut in half\nfor  approximately the  same  light.\nThe advantage of this type of lighting\nis the more even distribution of light obtained than with the incandescent lamp,\ndue to the larger source of illumination.\nAlso, the effect of voltage variations on\nlight output is less than with the incandescent lamps, a one per cent voltage\nchange making a 1 to 2V2 per cent change\nin the light from a fluorescent lamp, whereas it makes a ZVi per cent change in the\nlight from an incandescent lamp.\nFluorescent lamps, however, have some\ndisadvantages, such as the lamps not lighting or staying lighted below a certain voltage, also lamps operated on a-c circuits\nare sensitive to frequency variations, 08 to\n62 cycles being accepted as the standard\nrange. Fluorescent lamps were designed\nfor operation from an a-c supply only\nwhen first brought out. Therefore, for car\nlighting, some device was required to convert from direct to alternating current,\nand most of our problems have been\nassociated   with   conversion   devices.\nAt present, two methods of changing\ndirect to alternating current are used;\nvibrators or motor alternators. There is\none type of vibrator inverter installation\nknown as the \"constant load\" type, in which\nno provision is made for turning off individual lamps. These inverters have a\nrelatively high efficiency of approximately\n70 per cent.\nA useful piece of equipment is a\nmotor alternator, which is merely a small\nmotor-generator set having a single-phase\ngenerator. The set is provided with inherent regulation of voltage and speed,\nand standard commercial auxiliaries are\nused with the lamps. Because of the simplicity and ruggedness of these machines,\nquite a number are in use, although effic-\nContinued on Page 13\n^:fliil\nIllumination is designed to harmonize with general appearance and use of car.\nA   48   hp.,   6-cylinder,  diesel-engine-dr\nranged for undercar mounting.\nplant\n12\nSpanner \u2014 July,   1953\n Car Lighting Cont'd.\nPart of the necessity for increased\nlighting came from\ngreater cleanliness of\nthe air - conditioned\ncars, and it was only\nnatural to expect\nlighting to be in keeping with the general\nappearance of the car\ninterior.\niency is less than that of the vibrator\ninverter, the efficiency being 60 per cent\nat full load and less at light loads.\nIt may be noted that both the above\nsystems eliminate the lamp regulator, which\nhelps to improve the efficiency. The efficiency can drop to approximately 38 per\ncent before the input of a fluorescent lamp\ninstallation will equal that of an incandescent lamp installation for the same amount\nof light.\nFluorescent lamps will also operate\nsuccessfully on direct current. However, the\nrange in voltage over which such lamps\nwill operate is somewhat limited. With the\nvoltage on the so-called 64-volt system\nactually varying from 56 to 90 volts when\nusing Edison batteries, it was found necessary to develop a new size lamp to secure\none that would start and operate on voltages down to 55 volts, which is considered\nas the lower limit of required operation.\nOver the past twelve or fourteen years,\na large number of passenger cars have been\nequipped for fluorescent lighting, including\noperation of conventional types of fluorescent lamps in series, using cold cathode\nstarting, and also with the use of neon\ntubes. One railroad which has ordered over\n400 cars since the end of the last war has\nused 60-volt d-c fluorescent lighting, but\nthe majority of other railroads have used\nthe 60-cycle, alternating-current fluorescent\nlighting.\nPost-War Improvements\nAs coaches constitute a large part of\npassenger-carrying rolling stock, they are\nbeing discussed, for the most part in this\narticle. The levels of illumination provided\nin passenger cars previous to 1936 were,\nin general, considerably below that of dining and other special types of cars. Furthermore, the lighting of cars other than\ncoaches often influenced to a much\ngreater extent by the desire to apply architectural and decorative treatment to the\nlighting.\nHeavy Drag on  Locomotives\nIn the Eastern United States, most of\nthe new cars are being equipped with\naxle-driven generators. In the West, where\nthe  railroads  have   to   contend  with  long\ngrades, which require full locomotive power\noutput for traction purposes, many have\nadopted engine-driven generators for lighting, and engine-driven compressors for air-\nconditioning. Most of these units use propane fuel.\nThe larger generators on many of these\ncars are driven by a gear unit, consisting\nof a hypoid gear mounted on a quill which\nrotates on antifriction bearings. The gear\ndrives a hypoid pinion which is also\nmounted on antifriction type bearings\nWhen a motor-generator set is used, an\nautomatic clutch is provided in place of\na simple safety clutch. This clutch engages\nand releases automatically. It engages when\nthe drive shaft from the axle of the car\nis rotating at approximately 280 r.p.m.\nThis type of clutch permits the motoring\nof the generator by means of the a-c\nmotor mounted on the same shaft.\nMost railroads require that any passenger\ncar be capable of carrying its air-conditioning load for at least two hours, independent\nof any outside power source, which requires\na relatively large battery. These batteries\nmust be charged at a relatively high rate,\nwhile the car is running, putting a heavy\ndrag on the locomotive. For example, a\n15-car train may require as much as 600\nh.p. from the locomotive for the electrical\npower taken by the cars. This is an appreciable percentage of the locomotive rating\nfor normal operation.\nOn some railroads, the variation in the\nnumber of cars that have to be hauled by\nthe same locomotive in different trains may\nbe so great, that no credit can be given\nto a self-contained power plant for the\nsaving of locomtive horsepower.\nOn the other hand, where trains of the\nsame length are hauled by the same locomotive day after day, the saving in locomotive horsepower can be credited to the\nself-contained power plant. The trend, however, appears to be toward the use of\nsingle engine-driven units for the supply\nof electro - mechanical air - conditioning,\nfluorescent lighting and all other power\nservices  on   the  car.\nHaving long realized the advantages of\ninduction motors for use on passenger cars,\ninstead of commutator motors, the advantage of a-c power has been forcefully\nbrought  to  the  attention  of the  railroads\nby other innovations, such as fluorescent\nlighting, electric razors, radios, public address systems,  sound movies,  etc.\nDiesel-driven Power Plants\nSince diesel fuel has become available\non most railroads, attention has turned to\ndiesel-engine-driven power plants that can\nbe mounted under the car. Several manufacturers are developing or have produced\nunits for undercar mounting. Advances\nmade during the last war in the design\nand building of reliable small engines, and\nalso advances made in design and construction of a-c generators and the voltage-\ncontrol components, have made this possible.\nThe following description covers one\ntype of undercar diesel-driven power plant,\nproduced by the General Electric Company\nand used on their \"More Power to America\"   train.\nThe power plant mounts under the passenger cars to supply power for lighting,\nair-conditioning, electric heat and other\nelectrical loads. By special addition, recovery of exhaust-gas heat and jacket-\nwater heat can be installed to augment the\nelectric heating units. These power plants\nwill operate in parallel with other duplicate power plants in the train. The alternators are designed so sets may be paralleled\nautomatically  without  pre-synchronization.\nThe box which carries this unit has a\nsound-insulation lining, and is fitted with\nshock mounts at the points of support to\nthe car to reduce noise and vibration. Included in this box is a steam coil, which\nis connected to the steam tramline and\nis used during standby in cold weather to\nkeep the power plant warm and facilitate\nstarting.\nThe engine is a Buda-Lanova 6-cylinder,\n4-cycle, 48-h.p., 1,800 r.p.m. machine, with\nengine governor having 6 per cent regulation to permit bus line operation. The\nalternator is direct-connected to the diesel\nengine and is a 4-pole rotating-armature\nmachine with a net output of between\n27 and 30 kilowatts while overhung from\nthe alternator is an amplidyne exciter, used\nsolely for supplying alternator excitation.\nIt is controlled by a static-type voltage\nregulator.\nThis entire power plant is controlled\nfrom a simple three-position control station. Engine cranking is automatic, being\nstopped when the engine starts or at the\nend of thirty seconds. A 200-ampere-hour,\n32-volt battery is used to provide d-c power\nfor engine cranking, control circuits and a\nlimited amount of emergency lighting.\nA rectifier-type battery charger provides\ncontinuous charging from the 230-volt, 3-\nphase load bus while the plant is in operation. The (engine-cranking) time delay relay is a magnetic-pneumatic-type relay\nproviding 30-second time delay on pickup.\nIts normally closed contacts de-energize the\ncranking contactor if the engine fails to\nstart in 30 seconds.\nWith the exception of dining cars equio-\nped for full scale electric cooking, and cars\nequipped with nurseries and entertainment,\nthe author has traced the development of\ncar lighting as carried out by the Canadian\nPacific Railway with which he is connected.\nOther railroads have progressed along\nsimilar lines but to describe all the types\nof installations that have been made would\nrequire a book, not an article. Practically\nall the new installations have been fully\ndescribed in either the Railway Age or\nthe Railway Mechanical and Electrical\nEngineer.\nSpanner \u2014 July,  1953\n13\n Changes in Personnel\nE. S. McCracken, General Manager, has Retired\nC. E. Lister Appointed to Western Executive Post\nTHE retirement, after 43 years with\nthe Company, of E. S. McCracken\nas genera] manager of the Prairie\nregion at Winnipeg, and the appointment of C. E. Lister, recently acting\ngeneral manager, to succeed Mr. McCracken were announced in Winnipeg, June 1, by D. S. Thomson, vice-\npresident of the Prairie region.\nMr. McCracken joined the Company at Medicine Hat in 1910 already well experienced in railway\nmatters following apprenticeship as a\nmachinist in the Intercolonial shops\nin his native city of Moncton, N.B.\nHe was later assistant superintendent\nat Lethbridge; Calgary and North\nBend, superintendent at Nelson,\nRevelstoke and Medicine Hat and\nwas general superintendent of the\nAlgoma district at North Bay when,\nin 1947, he was recalled west to take\nover the British Columbia district\nas general superintendent. He was\nappointed general manager at Winnipeg in 1951.\nThe former general manager had\nmuch to do with two royal visits.\nHe was in charge of the Revelstoke\ndivision as superintendent in 1939\nwhen King George VI and Queen\nElizabeth rode in the cab of a huge\nSelkirk engine, with Engineer Jock\nRutherford, over the most spectacular\nstretch of the mountain subdivision,\nincluding crossing the Surprise Creek\nand Stoney Creek bridges. During\nthe 1951 visit of the present Queen\nElizabeth and Prince Philip, Mr. McCracken, as general manager of the\nSales Representative\nRalph H. Woodman, of Toronto, has\nbeen named sales representative for Canadian Pacific Airlines at Toronto, succeeding\nJack McBride. Mr. Woodman, who joined\nthe Company in 1948, as a traffic assistant\nat Vancouver, B.C., has seen service at\nPrince George, B.C., Sandspit in the Queen\nCharlotte Islands, and at Edmonton, Alta.,\nbefore moving to Toronto last year as\nagent.\nBorn in Calgary, Alta., Mr. Woodman\nserved with the R.C.A.F. during World War\nII in Europe. While at Edmonton in 1951\nand 1952 as assistant agent, he was in\ncharge of the air-express and freight department.\nE. S. McCracken\nC. E. Lister\nPrairie Region, was responsible for\nthe handling of their special train\nfrom Winnipeg to Field, B.C.\nC. E. Lister was moved from his\npost as general superintendent at\nMoose Jaw to Winnipeg in February,\n1952, when Mr. McCracken was\nassigned to special duties in Montreal, and became acting general\nmanager of the Prairie Region.\nHe is also a Maritimer, native of\nSaint John, N.B., and his father, a\npensioned Company roadmaster, still\nresides at Campbellton, N.B.\nSince joining the company in 1911\nall of Mr. Lister's experience has\nbeen in the west working up through\nthe ranks of operators and dispatchers to assistant superintendent at\nLethbridge and Calgary to superintendent at Nelson from which post\nin June, 1951, he was promoted to\ngeneral superintendent at Moose\nJaw.\nV\/hen E. S. McCracken retired as general manager ot the Prairie Region at Winnipeg he was honored at a dinner in the Royal Alexandra Hotel where D. S. Thomson,\nvice-president of the Prairie Region, presented him with a silver tray from associates.\nLeft to right: seated: B. Bouzan, W. G. Dyer, W. F. Tully, Mr. McCracken, Mr.\nThomson, H. A. V. Green, Q.C., E. G. Bowie. Standing: G. Alexander, W. Humphreys,\nT. F. Donald, C. E. Lister, E. L. Guertin, H. Chester, H. A. Greeniaus.\nNew Express Agent\nD. K. Warner has been appointed\nagent for the Canadian Pacific Express Co. at Assiniboia, Sask., it was\nannounced recently at Winnipeg\nheadquarters.\nMr. Warner began his career with\nthe Company at Saskatoon in 1937\nas an express porter, transferred to\nHumboldt in November, 1950, as\nexpress agent there, going to Moose\nJaw in 1952 as depot agent.\nHis father, A. K. Warner, is with\nthe Company as chief clerk to the\nsuperintendent at Saskatoon.\nTransfer Memento\nRichard D. Hardacre, who has been\nappointed chief clerk to the manager of\nthe S.D.P.C. & N.S. department at Montreal, received a presentation from J. T.\nCollins, who is superintendent, sleeping,\ndining and parlor car department, Toronto,\nwhere Mr. Hardacre was chief clerk. Mr.\nHardacre who joined the Company at Toronto in 1929 became chief clerk there in\nMay, 1948. In 1951 he worked on the Royal\nTour, being attached to the Press Train\nwhich accompanied the royal train across\nCanada. He is succeeded at Toronto by\nJohn Griffiths, who joined the railway in\n1932, and who served as chief clerk at Toronto during the time Mr. Hardacre was\nattached to the Royal Tour operation.\n14\nSpanner \u2014 July,   1953\n CANADIAN    PACIFIC\nSTAFF     BULLETIN\nNO.   118 DECEMBER,  1945\nAddress   all   communications   to\nGraham   Nichols,   Editor,   Staff   Bulletin.\nRoom 282,     Windsor Station,      Montreal\nINDEX\nPage\nReconversion at Ogden  4\nNews from Overseas  .9\nArmed Services  10\nNews of Company Interest  14\nChanges in Personnel  26\nVeterans Enter Retirement  28\nObituary     33\n\u2666   \u2022\u2666    #\nTHE COVER PHOTOGRAPH\nThe Christmas\nspirit is a contagious\nthing and delivering gifts and exchanging holiday\ngreetings with the\nhappy recipients is\nas good a way as\nany to acquire it.\nThis philosophy\nseems to be borne out by the man with all\nthe bundles and big smile on the cover of\nthis issue of the Staff Bulletin. He is\nWilliam Barton of Montreal, Canadian\nPacific Express vehicleman who has spent\n25 Christmases in the company's service.\nMr. Barton, who is shown beside his\nExpress truck, is engaged in the \" pick-up\nand delivery\" end of the Express company's operations. He entered the Express\nservice on June 7, 1920 as a helper and\nbecame a. vehicleman two years later.\nPhoto  by  Nicholas  Morant.\nTHE  INSIDE  COVER\nSixty years have elapsed since the company issued this now quaint-looking Christmas greeting to its patrons.\nStill clearly legible and its colors only\nslightly faded after the long passage of\nyears, the interesting souvenir of the company's past was located by John Leslie,\nretired Vice-President of Finance, and\nfather of Eric A. Leslie, Vice-President and\nComptroller, Montreal.\nMr. Leslie, who resides in Montreal, came\nacross the interesting find recently while\nrummaging through some old papers.\nDated December 24, 1885\u2014little more\nthan a month after the driving of the Last\nSpike\u2014the \" Sisterly Greeting \" makes\nmuch of the line's completion, the principal points on the ,\" National Highway\"\nappearing above.\nIt will be noted that Vancouver, then\na mere town, is not included, the line's\nwestern terminus at that time being Port\nMoody, some 12 miles farther east.\nA Year-round Sentiment\nEVERY year, as the Christmas season approaches, signs,\neditorials, radios and advertisements remind us that\n\" Peace on earth, goodwill towards men \" is a Christmas\nsentiment.\nTrue, it is a Christmas sentiment, a good sentiment.\nBut it should be a year-round sentiment, a sentiment that\nis always in the hearts of men and women.\nGoodwill, in business, is the intangible asset that transcends\nall other values.\nWebster's dictionary lists these as definitions of goodwill:\n\" good intention or inclination; benevolence, well-wishing,\nkindly feeling; cheerful consent, heartiness, readiness \u2014 the\nfavour or advantage in the way of custom which a business\nhas acquired beyond the mere value of what it sells, whether\ndue to the personality of those conducting it, the nature of\nits location, its reputation for skill, promptitude, etc.  . . .\"\nThese are attributes that must be of the heart as well as\nthe mind. They are what built up this Company until \" it\nspans the world\nA public service company can only sell the same goods as\nits competitor. Its success or failure hinges upon the goodwill\nit creates.\nThat goodwill is not gained from courses of instruction in\nmechanical courtesy; it is \" due to the personality of those\nconducting it.\"\nWhere goodwill at all times is an attribute of the people,\nthere is no strife or friction; difficulties dissolve in an\natmosphere of friendliness and trust and that people takes\ninto its business dealings a natural and instinctive courtesy\nthat arises largely from unselfishness.\nEach one of us who serves the Canadian Pacific is the\nCanadian Pacific to those with whom we come in contact;\nwith those who buy from us, with those who sell to us.\nIn the eyes of the traveller it is the trainman, conductor,\nticket-seller, gateman, waitress, telegraph clerk, chambermaid, porter or other front-line soldier of the Company by\nwhom the Company is judged. If they are people of goodwill,\nthe Company has goodwill.\nSo in the intricately integrated set-up that is our modern\nworld, the impact of goodwill in our daily lives reaches out\nin every direction to play its part m the solution of the many\npost-war difficulties that confront us.\nftd?m&&>\nThe Vice-President.\nCanadian Pacific Staff Bulletin\u2014December, 1945\n Reconversion At Ogden Shops\nWORKERS at Ogden Shops gave\nway to lusty cheers on October\n23 as Engine No. 607, gleaming in her\nnew paint, swung out through the\nhuge doors to return to service after\na complete overhaul.\nTo the casual onlooker such a sight may\nhave seemed strange at a glance\u2014shopmen\ngiving vent to all this enthusiasm over\none engine!\nEngine 607, however, was no ordinary\nengine in the eyes of Ogden's rank and file.\nA symbol of peacetime, Engine 607 wasthe\nfirst locomotive to go through Ggden since\nMarch, 1941, when the locomotive shop,\ncovering six acres, and one of the largest\nin the Dominion, was converted to the\nmanufacture of armaments.\nIt was on September 1 that the Department of Munitions and Supply relinquished the big plant and permitted the Canadian Pacific Railway to resume normal\npeacetime operations. Engine 607 was admitted to the shop on September 15 to be\nfollowed by other engines, and the work\nof overhauling locomotives and repairing\nthem went on simultaneously with the removal of certain armament machines and\na general re-arrangement of the shop.\nFastest  Reconversion  Job\nOne of the fastest reconversion jobs ever\nattempted, Ogden is reverting to its peacetime role on a large scale and it will not\nbe  long  before  the  whole  long line  of  30\nengine pits, each long enough to accommodate the Canadian Pacific's heaviest and\nlongest locomotive, will be working full\nblast.\nThe shop presented a deceptive picture\nof apparent confusion as workmen ripped\nup the planks which covered the engine\npits during the shop's service as an armament plant, took down and crated war\nmackines no longer required, set up other\nmachines in different locations, laid track\nover the concrete floors, installed a battery\nof furnaces, set up a new wheel shop, and\nother shops within a shop.\nSense of Pride\nAmong the thousand men who are today\nworking at Ogden\u2014in the main locomotive\nand the tender and store order shops,\npowerhouse, stores department, offices, mill\ncoach and freight car shops \u2014 a veritable\nlittle industrial empire out in East Calgary,\nthere is an unmistakable sense of pride in\nthe fine new plant that is taking shape\nbefore their eyes.\nMen who labored at the benches there\nwhen the shop first opened in 1912, just\nin time to play a notable role in the\nproduction of an earlier world war, are\nnoting the changes with special interest,\nrealizing how far the shop has come since\nthen.\nThere is pride too. in Ogden's recent\nwar-time production. J. L. Gubbins who\nwas in charge of the munitions department\nwhile the shop was in war work estimates\n:)\u00bb\u00bb\u00ab\u00bb\nSCENES on adjacent page are typical of\nhow Ogden workers went about their\ntask of shifting gears from wartime to\npeacetime endeavor.\nThe spirit is caught by the jubilant\nofficials and employees (top left) shown\natop and alongside Engine No. 607, first\nlocomotive to emerge from the shops since\nits reconversion. Scene Ne. 2 shows Ogden\nmen   at   work   within   the   engine's   boiler.\n(3) Ogden workers say goodbye to wartime machinery as they stow it in crates\nfor removal. Below (No. 4) is a glimpse\nof the wheel shops where locomotive\nwheels are again being processed as in\npre-war days.\n(5) Finishing touches are put on Engine\n607 after a complete overhaul.\nScene at bottom left shows a flat-car\nload of wartime armament machines leaving the shops to make room for peacetime  equipment.\nWorkers tear up planks (No. 7) laid\ndown to cover the shops' 30 engine pits\nwhen the plant was turned over to naval\narmament  production   in  March,   1941.\nGIANT CRANE HOISTS LOCOMOTIVE\u2014A 250-ton crane, largest in Canada, lifts a locomotive\nin Ogden Shops, Calgary, as the railway's farthest-west locomotive repair plant achieved its reconversion to locomotive work after more than  four years  as a  naval  armament  factory.\nLocomotive repair work went on uninterrupted while the shop was being cleared of machines\nused purely for munitions production. The first engine to be repaired since March, 1941, entered\nthe shop September 15 and was out on October 23.\nthe value of war work done in the huge\nbuilding at $25,544,680, including some\n$544,765 of miscellaneous contracts for other\nCanadian  Pacific  shops.\nImposing Armament  Output\nThe list of items turned out at Ogden\nfor the prosecution of a victorious war is\nlong and imposing\u20141001 12-pounder guns,\nMark V; 1050 12-pounder gun mountings\nMark IX; 2000 6-pounder gun barrels,\nMark V and VI; 501 American housings,\nMark II; 572 Bofor gun mountings, Mark\nIII; 989 4-inch gun sights, Mark XXIII;\n35 4-inch gun mountings, Mark III and 60\n4-inch  gun mountings,  Mark XXIV.\nLooking back on pre-war days when\nthey turned out as many as 28 engines in\na month\u2014more than one per working day,\nOgden men have no misgivings about the\nfuture. There will be plenty of work for\nthe big locomotive shop; passenger coaches\nto be remodelled and converted for postwar comfort will keep that shop busy, while\nthe freight car shop has maintained its\nproduction throughout the war.\nOgden's reconversion to locomotive repairs will ease the load from some of the\nother shops like Weston Shops in Winnipeg, which, with smaller shops scattered\nthrough the west, had to take up the slack\nwhen Ogden's facilities were diverted to\nthe war effort.\nAlyth's  Record  Outstanding\nOne of the shops which performed yeoman senrice, and is still doing so, is the\nAlyth shop, in Calgary, which was extended\nto take charge of some of the \" No. l's \",\nwhich is what the railwaymen call a general\nlocomotive repair job. At the present time\nwork is proceeding extending stalls on the\nAlyth roundhouse and shop.\nAlyth, of course, services for running repairs the largest locomotives in the Empire,\nthe 5900 class operating between Calgary\nand Revelstoke. During the war this comparatively small shop tackled full repair\njobs on these behemoths of the rails, and\nwith great credit to the organisation.\nCanadian   Pacific   Staff   Bulletin\u2014December,   1945\n OGDEN SHOPS TURNS TO PEACETIME DUTIES\nCanadian Pacific Staff Bulletin\u2014December, 1945\n LOAN OBJECTIVE SURPASSED BY WIDE MARGIN\nSWEEPING more than $2,000,000\nabove the objective set when the\nNinth Victory Loan campaign opened\non October 22, 67,073 Canadian\nPacific employees in centres from\ncoast to coast invested a total of\n$14,770,550 in bonds during the three\nweek drive, final figures released by\nheadquarters showed.\nIn a campaign which reached 122.7 percent of its objective every department\nwent over the top, to continue the excellent showing made by company staffs in\nthe eight previous loans. When investments\nby the company, of $17,500,000, which included $3,500,000 on behalf of the Employees' Pension Fund, were added, the\ngrand total for the Ninth loan amounted\nto $32,270,550.\nSince the first loans in 1941, the company\nand its employees have invested the imposing   sum   of   $203,754,500.\nMarked by Enthusiasm\nWhile original objectives in almost\nevery case were higher than in any previous\nloan, the note of optimism in which the\ndrive started, turned to enthusiasm^ as the\nloan progressed. Individual rivalries between districts, divisions, and departments,\nreached new highs and resulted in substantially increased returns to bring high\ncredit to the employees' campaign leaders,\norganizers and canvassers.\nIn bringing the total bond buying by\ncompany employees to the grand sum of\n$65,847,500 for all loans, the Ninth campaign topped all others by a large margin.\nThe added appeal of a 12-month period for\npayment led to higher purchases by\nindividuals.\nEverywhere Over the Top\nDrawing support from every quarter,\nEastern Lines employees set up a new\nrecord by gaining 143.8 percent of their\nobjective,  as 26,161   subscribed to a total\nEmployees Surge Over\nQuotas To Subscribe Total\nOf $14,770,550: 67,073\nSign Names to Victory\nCONGRATULATIONS FROM\nCHAIRMAN AND PRESIDENT\nIN A personal message of appreciation to\nthe more than 80,000 company employees from coast to coast, D. C. Coleman, the Chairman and President, congratulated them upon their achievement\nin going over the top in the Ninth Victory\nLoan  campaign.\n\" At the official close of the campaign,\nyou had subscribed a total of more than\n$14,000,000, the largest objective of any\nloan, and have gone well over the quota\nset for the company's employees. No\ndoubt late returns will heighten considerably  this  splendid   achievement.\n\" You have recorded, more than adequately, your thanks for victory, and a\nrecognition of the great tasks which face\nthe  nation in  its peace time economy.\n\" I share with you a feeling of pride in\nthe fact that your wise investment in the\nnation's future on this occasion is only a\ncontinuance of the spirit which led you to\nanswer, as loyal citizens, every demand\nmade of you in the war years, now\nhappily past.\"\nof $6,469,450. On Western Lines, 28,317\nemployees invested $5,975,750 for 108.4 percent of their quota.\nAdded to this was the great showing\nmade by staffs of the Canadian Pacific Express Company, who by going over the\ntop early in the campaign, raised their\nfinal figures to $657,600 for 3,492 applications, to reach a percentage of 131. Canadian Pacific Air Lines workers also oversubscribed their quota with 775 subscriptions amounting to $190,200.\nOne of the outstanding successfully completed campaigns was carried out at Angus\nShops where, with an objective of $900,000,\nemployees went to town to the tune of\n$990,050 or 111 percent. Cash in subscriptions over the counter totalled $88,250.\nAt Windsor Station headquarters offices\nstaffs went $37,500 over their objective,\nraising  $487,500   for  2,400  buyers.\nSubsidiaries Top Objectives\nChalking up an all-high in its endeavour\nto go over the top with a bang, the Quebec\nCentral Railroad with returns still incomplete had a total of $183,350 from 578\nemployees, more than doubling its quota\nin an aggregation of sales by 203.7 percent.\nThe Dominion Atlantic Railway, and\nthe Canadian Pacific Electric Lines,\n(Grand River Railway Company and the\nLake Erie and Northern Railway), also\nwent past their quotas. Dominion Atlantic\nRailway bond sales amounted to $127,150\nfrom 668 employees who attained 117.7\nper cent of their objective. The Electric\nLines also went well over the top with 199\nemployees netting a total of $44,900.\n(Further subscriptions were still coming in\nwhen these figures were reported.)\nPurchasing $10,000 worth of Victory\nBonds, the Canadian Pacific System\nFederation of the Brotherhood of Maintenance of Way Employees, with headquarters in Ottawa, accorded full support\nto the Ninth Loan campaign. This $10,000\ninvestment was distinct from all individual\nsubscriptions by maintenance of way employees, and was made on behalf of the\nBrotherhood's Canadian Pacific System\nFederation by the trustees, Simon Burns,\ngeneral chairman; Levi Grant, chairman of\nthe executive board, and W. P. Donnelly,\nsecretary-treasurer.\nSmith  Falls Doubles Quota\nThe highlight of the campaign was supplied by the Smiths Falls division which\ntopped all operating departments on Eastern Lines by coming through with more\nthan double its original quota. In bringing\ntheir average subscriptions up to $407, the\nSmith Falls' staffs invested a total of\n$932,850 for 213.4 percent.\nThis feat gave the Smiths Falls division\nthe E. D. Cotterell shield for the third\nsuccessive time, to share honors with its\nparent district, Quebec, as a three time\nwinner of the loan awards.\nUnder R. W. Scott, the Quebec District\nran its total up to $2,648,750 to lead all\neastern lines, and gain permanent possession of the E. D. Cotterell Trophy. The\nother eastern lines awards went to Trenton,\nfor the top division in the Ontario District,\nwith 177.7 percent, to Schreiber, for leading\nthe Algoma District, with 139.5 percent,\nand to Woodstock, in the New Brunswick\nDistrict,  with   127.7  percent.\nOn other Eastern Lines districts figures\nwere as follows: Ontario District, $1,811,050\nfrom 7,539 employees\u2014130.7 percent;\nAlgoma District, $960,600 from 3,949 employees\u2014118.6 percent; New Brunswick,\n$548,250 from 2,409 employees\u2014121.7 percent.\nAlberta District Wins Shield\nOn Western Lines the Alberta District\nagain won the W. A. Mather Shield, symbolic of the highest district standing. The\ndistrict's total on November 19 showed a\ntotal of $1,543,850 subscribed by 7,185 employees, or 104 percent of the district's\nobjective.\nOther district totals on the same date\nwere reported as follows: Manitoba, $2,010,-\n850 from 9,854 subscribers\u2014102.2 percent;\nSaskatchewan, $822,750 from 4,427 subscribers\u2014105.0 percent; British Columbia,\n$1,596,000, or 125.7 percent; with 96 percent of the district's employees subscribing.\nCups, awarded by Mr. Mather for leading divisions on districts, were won as\nfollows: B.C. District\u2014Vancouver division:\nwith 128 points; Alberta District\u2014Medicine Hat division with 123.56 points; the\nLethbridge division being a close runner-\nup with 123.10 points; Saskatchewan District\u2014Saskatoon division (winner of cup in\nEighth Loan), 111.7 points; Manitoba District\u2014Fort  William   division  123.2  points.\nVICTORY LOAN CHAIRMAN\nLAUDS  COMPANY'S   EFFORT\nACKNOWLEDGMENT of the all-out\nsupport and effective publicity backing given the Ninth Victory Loan campaign by the Company, has come from\nGraham F. Towers, General Chairman of\nthe National War Finance Committee to\nD. C. Coleman, Chairman and President.\nTribute was also paid to the individual\nsupport of the company's employees, who\nswept more than two million dollars over\ntheir objective and invested $14,770,550,\nwhich with the $17,500,000 invested by\nthe company and the employees' pension\nfund put the over-all contribution at\n$32,270,550.\n\" Special acknowledgment is due to\nthose whose direct support has helped us\ntowards our goal. The publicity support\nwhich you provided stands high on this\nlist and was most effective in making\nthis truly ' Canada's Greatest Victory\nLoan',\" Mr. Towers said.\n\" It is a pleasant duty to express the\nappreciation of the National War Finance\nCommittee for this generous help.\"\nCanadian   Pacific  Staff  Bulletin\u2014December,   1945\n OUR    COVER\nIt is fitting that\nour cover representation of the Great\nFlood of 1950 in\nManitoba should be\nof   Emerson.\nThat was where\nthe Red River first\nhit the C.P.R. and\ncommenced its relentless onslaught\ninundating communities along its tortuous route.\nThat was where\nCompany forces reluctantly surrendered their Winnipeg-to-\nMinneapolis connection well after other rail\nservices were  knocked out.\nBecause they did wage such a bitter\nbattle \u2014 6,000 tons of gravel, 10,000\nsandbags and 1 1,500 of bridge-timber\nbreakwater being the weapons \u2014 the Company was able to pick up service again\nahead of any other line and to the great\nbenefit  of  a   community sorely  hit.\nThis picture shows Ken Dunphy, engineer\nof the Portage division, taking a measurement at Bradley's Coulee Bridge. Usually\nthere is 20 feet headway between the creek\nand base of rail. Telephone poles at the\nleft show the depth of water and in the\nforeground is part of the system of breakwaters, some of the protective sandbags.\n(Photo   by   Mickey   Potoroka)\n a Salle, Man.\nof Flood Struggle\nI business,   in   keeping   communications\n1 flood-fighting material, (hip boots by\nfidges by freight), and kept up normal\niut the flooded-out;\n^ration Cow\" with  12 relief trains to\nin   and  La  Salle   contributing to the\nrestock rescue.\nb it had its own fight with water. In the\nj 56 pumps was set up to protect the\nthe Royal Alexandra Hotel, the depot\nand the shops and express building. At\np, the heart of the communications devoured up to 25,000 gallons of water an\n CANADIAN PACIFIC\n Accidents Demand Payment\nN. R. Crump\nACCIDENTS do not negotiate \u2014 they\ndemand payment in cash at the time\nof happening, N. R. Crump, Montreal,\nCompany vice-president, said in his\naddress to the annual meeting of the\nNova Scotia Accident Prevention Association, at Halifax, N.S., on June 11.\nOutlining the importance of accident\nprevention and safety in industry, Mr.\nCrump said that accidents are economic\nlosses and safety is\nquite properly a matter of national economic concern. Reduction of lost time for\nboth men and machines\ncontributes to higher\nliving standards and\ngreater human comforts, he said.\nContinuing, Mr. Crump said the saving of human life and limb and the\npreservation of good health is essential\nfor national security and accident prevention is a means of conserving human\nresources which constitute our greatest\nnational asset.\nHuman  Engineering\nDescribing industrial safety work as\nhuman engineering, Mr. Crump said it\nis no less important to the successful\noperation of industry than are other\nforms of engineering. He said there are\nthree main reasons for maintaining the\ninterest in safety, the most important\nbeing the avoidance of human suffering\nby those directly involved and by their\nrelatives.\nThe second reason, he said, is the\neconomic benefits which accrue from\nsafety. Our standards of living, he said,\nare directly dependent upon the collective and individual output of goods and\nservices which in turn is the result of\nhuman effort and the use of machines.\nAn accident to a man or machine in\nindustry lessens the output of goods and\nservices, thus causing an economic loss\nwhich, in the overall picture, is a matter\nof national concern.\nMr. Crump said the success of any\nsafety program depends upon the sincerity with which the program is carried\nout. He said protective devices may help\nbut there is no substitute for consciousness on the part of the individual concerned, management and employees\nalike.\nHe said we must never forget the\neffect of industrial accident on the\nmorale of other employees. \"Indeed,\" he\nsaid, \"safety is so bound up with efficiency as to be an integral part of it.\" He\nsaid the great increase in industrial\nproductivity in the twentieth century is\nlargely characterized by innovations and\ngeneral technological development in\nindustry and with such developments\nnew accident hazards are introduced.\nBut, he said, new machines and high\nspeeds don't cause accidents; accidents\nresult when there is a failure to control\nthem adequately.\nReviewing in some detail the progress of industrial safety programs from\nthe time of the industrial revolution, Mr.\nCrump described how there has been a\nsteady improvement in working conditions and how progressive government\nlegislation aided the employee and made\nthe employer responsible for his welfare\nduring wrorking hours, which eventually\nevolved into Workmen's Compensation\nLegislation.\nAs an example of this progress, he\ncited how, since the introduction of the\nWorkmen's Compensation Act in Nova\nScotia in 1917, the Board has handled\n434,488 cases, at a cost of over $70,-\n000,000.\nTurning to the operation of safety\nwithin his own Company, Mr. Crump\noutlined the C.P.R.'s safety program and\ndescribed its inception and growth.\n(Continued inside Back Cover)\n f\n\/\/\nStreamlined    Station\nFor Leaside, Ont.\nW70RK has commenced on the company's\n** new modern \" streamlined \" station at\nLeaside, Ont., near Toronto.\nDays of the wooden, pitched-roof railway\nstation appear to be numbered, for the\nLeaside station and other proposed new\nstation structures at Marathon, Pendleton\nand Whitefish Falls, Ont., and Cranbrook,\nB.C., will be built along smart, modern\nlines; devoid of waste space, and constructed of the latest approved building materials.\nThe Leaside station when completed, will\nbe a one-storey building of masonry construction with reinforcing steel and timber\njoists. Interior accommodation will consist\nof a general waiting room and a ladies' rest\nroom. Thoroughly modern fixtures will be\nemployed throughout and wash rooms will\nbe tile-walled and floored.\nThe ceiling will be padded with a patented acoustic tile, and interior walls of the\nnew building finished in the modern manner in straight-grained oak panelling. Slab\ndoors will lead to adjoining rooms in the\nstation and fluorescent tubes will provide\nlighting facilities.\nThe new station at Leaside will have its\nown hot water heating plant, and inside\nradiation will be  concealed.\nGlass brick will be used generously to\nenhance the appeal of Leaside station, while\nan ornamental pylon holding the station's\nflag pole will be of Credit Valley stone.\nThis new type of station, if experiments\nprove satisfactory, may become a standard\ndesign throughout the company's main\nlines.\nIt is estimated moreover, that the\nnew structures will outstrip those of older\ndesign in economy of operation owing to\nreduced maintenance costs and the elimination of waste space.\nAnother feature that should meet the\npassengers' approval is the spacious concrete platform to be constructed between\nthe station and the track.\n--\u25a0*\u2014 lmiwitiiTiiin\nIn sharp contrast to the old-style railway depot, this modern \"streamlined\" station building will\ngrace the company's right-of-way at Leaside, Ont. Others built along similar modern and practical\nlines have been planned for Marathon, Pendleton, Whitefish Falls, Ont., and Cranbrook, B.C.\n1945\nJV rr^fT\n23\n New Swimming Pool\nCommunity Spirit at\nChairman E. C. Ketcham, the company's\nchief despatcher at North Bend, B.C., welcomes\nvisitors to the new swimming pool. Company\nemployees figured prominently in the pool's\nconstruction.\nAPPROXIMATELY 2,000 man-hours of\nlabor were invested in the construction\nof a fine new outdoor swimming pool\nat North Bend, B.C. The new pool, constructed as a community effort, was officially\nopened late in July when E. C. Ketcham,\nchief despatcher there for the company,\nofficiated at a civic ceremony with many\nvisitors present.\nNorth Bend, 129 miles east of Vancouver\non the main line, had been dreaming of a\npool for years and actively working on it\nsince spring.\nMemorial to Fighting Men\nBuilt as a community effort by residents.\n90 per cent of whom are company people,\nthe pool is 85 by 30 feet in area, running\nfrom two to eight feet in depth. A decided\ncivic asset, it will be a memorial to the\nfighting men who enlisted from North Bend.\nAt the opening ceremonies, Mr. Ketcham,\nwho has a host of civic achievements to his\ncredit in Revelstoke and North Bend, told\nthe story.\n\"At long last,\" he said, \" North Bend's\ndream of a swimming pool is a fact. For its\npresent unfinished state we must ask the\niudulgence of out-of-town visitors. But with\nsummer half gone the committee felt it best\nto have the opening early and make swimming available quickly.\nImpressive  Setting\n\" So, instead of seeing things to be done\nwe must ask you to visualize gentle, sloping grounds, green with grass, fence nicely\npainted green to blend with the beautiful\nsurroundings, outside approaches and surroundings tidied up, bath houses and a gate\nhouse erected ... in fact, the whole a\nbeautiful jewel in a natural setting. All of\nthis will be undertaken in due course, much\nof it this year.\"\nMr. Ketcham said that monetary standards can never evaluate the building of this\nCompany men who lent a willing hand to the\nare shown here during its earlier construction day*\nShown in the group, from left, are: R. H. Estafc\nman; Bob Purdie, fireman; Aimer Carlson, stoi\nfireman; Art Richardson, coal contractor; E. C. Kef\n24\nGene\n Duchess of York's\nSinking Announced\nSINKING    of    the    Canadian    Pacific's\nDuchess of York by high-flying Focke-\nWolf   bombers   in   1943    was   announced\nrecently, the first time security regulations\nwould allow the name of the ship to be\ncoupled with a story of how she was lost.\nNewest of the four vessels which made\nup the Duchess section of the C.P.S.S.\nAtlantic fleet before the war, the \" York \"\nwas built in 1929 and was 20,021 gross tons.\nShe went to her last resting-place in the\nAtlantic off the Spanish coast like the\ngreat-hearted lady she was, her guns striking at the enemy for an hour after the\ncentre of the ship was a blazing inferno.\nTwelve decorations and mentions in\ndespatches became part of the 71 entries '\non the honor roll of C.P.S.S. seagoing personnel from the sinking. There were two\ndouble decorations of Officer of the Order\nof the British Empire and Lloyd's W^ar\nMedal, three awards of the British Empire\nMedal and seven mentions in despatches.\n12 Ships Have Gone\nWhen the sea closed over the \" York \" as\nher crew watched from an escort frigate\nit brought to 12 the announced losses from\nthe 22 Canadian Pacific vessels turned over\nto the Admiralty, with ships sunk being:\nThree Empresses (Britain, Canada and\nAsia, four Beavers, two Duchesses (York\nand Atholl), Montrose, Niagara and Princess Marguerite.\nMaster of the \" York \" was Capt. W. G.\nBusk-Wood,   O.B.E.,   R.D.,   R.N.R.,   since\nretired, whose conduct was called \" intrepid\n|   and resourcefully efficient.\"\nHis \" report to owner\" said at least f\nj   German   planes,   flying  at  from   12,000\nI   18,000 feet, bombed and sank the liner\nfive J\nto\n r\nway\";   and   the   Conductor   shouted   \" All\naboard for the Pacific.\"\nThere were speeches by three old-timers\nwho were in the district at the time of\nthe completion of the line in 1885. Colonel\nMallandaine, 78, Angus Mclntyre, 85, and\nAllen Stuart, 85, all told of the early days.\nMr.  Cotterell's Address\nThen Mr. Cotterell spoke briefly for the\nCanadian Pacific Railway, saying: \" It was\na happy thought of the Kinsmen to revive\nthe memories of the early days of the\nCanadian Pacific Railway, by re-enacting\nthe momentous occasion of the Driving\n[ of the Last Spike, which took place within\nthe shadows of the beautiful mountains\nsurrounding us on this glorious Dominion\nDay.\n\" During the worrying times of completing this great project, those who were\npresent at the driving of the last spike,\ncould hardly visualize that destiny held\nin store for Canada, with her small population, the glory of producing the world's\ngreat transportation system which spans\nthe globe, with its House Flag flying from\nits ships on the Seven Seas.\n\" Many of you will remember that, in\nthe First World War, we turned over all\nof our resources in the defence of Canada\nand the British Empire, and in this, the\nSecond World War, we have done likewise,\nboth   in  Europe  and  in  Asia.\n\" The magnitude of this contribution\nmay be judged by the number of our\ngreat ships with their crews which have\nbeen lost by enemy action, and the decorations for valor which have been earned by\nour men on land, sea and in the air.\n''As we stand on this spot today, it is\nwell   to   remember  the   great   contribution\nwhich the men of the Revelstoke division\nhave made in building up the best tradi-\n^ tions   of   the   service,   where,   during   the\nI earlier  days  of  its  operations,  they  faced\nmost trying  conditions but never faltered\n(in the line of duty and always gave their\n COMMUTERS FETE CONDUCTOR\u2014When Conductor W. J. O'Mara of Montreal retired after 44 years\nof service, his commuters left no doubt as to his personal popularity. This was tangibly expressed\nby a dinner and presentation tendered by some 200 of his former commuters who resided at various\npoints  on   his  run.\nAbove: The veteran conductor (standing at right) addresses his \"hosts\" at a hotel in Hudson,\nP.Q., where the banquet was held. Standing at left is Walter Davison, a commuter, and chairman\nof the event. Seated by Mr. Davison are (left) C. G. Nuttall, Supervisor of Transportation, Montreal,\nand M. E. Mafone, General Agent, passenger department, Detroit.\nAt right are Mr. O'Maro's daughter, Cecile, a member of the staff of the Vice-President's office,\nMontreal, and his wife.\nRetiring Conductor Singularly Honored\nBy Commuters Using His Train\nTHE PERSONAL congratulations of\n1 W. M. Neal, C.B.E., the Vice-President,\nwho greeted him at the conclusion of his\nlast run, and a dinner and presentation,\nspontaneously tendered by some 200 commuters residing at points on his run, marked\nthe retirement recently of Conductor W. J.\nO'Mara, Montreal, after 44 years of company service.\nThe veteran conductor, who operated between Montreal and Rigaud, P.Q., was presented, during the singular honor paid him,\nwith a sterling silver cigarette box and a\nclub bag, both appropriately inscribed and\nfilled, as a tribute by commuters to Mr.\nO'Mara's unfailing courtesy and understanding. The function took place on the\neve of his retirement at Hudson, P.Q.,\nwhere many of his commuters resided.\nThe presentation and dinner under the\nchairmanship of W. J. Davison, of Hudson,\nwas attended by  Mr.  O'Mara's wife  and\ndaughter, Miss M. C. O'Mara, R. W. Scott,\nGeneral Superintendent, Quebec district;\nH. C. James, General Passenger Agent;\nM. E. Malone, General Agent, Detroit;\nC. G. Nuttall, Supervisor of Transportation, and by many residents of Vaud-\nreuil, Como, Hudson Heights, Choisy and\nRigaud, who travelled daily on Mr.\nO'Mara's train.\nMiss Diana Davison presented Mrs.\nO'Mara with a large bouquet of garden\nflowers; W. R. Mathews, one of the oldest\ncommuters, presented Conductor O'Mara\nwith the club bag and Miss Frances Mac-\naulay, one of the youngest commuters, presented the silver cigarette box.\nConductor O'Mara entered Canadian\nPacific service in November of 1901 and\nwas promoted to conductor on May 20,\n1907. During his career he was frequently\nselected to take charge of special trains\ncarrying visiting dignitaries and was in\ncharge of Winston Churchill's train during\nthe great British war leader's visits to\nthis country.\nConductor O'Mara has been local chairman of the Order of Railway Conductors for\nthe past 25 years.\nNoted for his unfailing courtesy and kindly\ndisposition, Conductor O'Mara had endeared himself to hundreds of commuters between Montreal\nand Rigaud, P.Q. He is shown here as he collects\ntickets during  his last day on duty.\nCONDUCTOR'S LAST RUN\u2014It was\n\" business as usual\" for Conductor\nO'Mara on the day he entered retirement.\nThe scenes in the panel in the adjoining\ncolumn show the veteran conductor as he\nwent about his duties on the last day\nof his 44-year career.\nTop photo shows the veteran conductor\nhanding instructions to his engineer for\nthe last time, while at centre he gives\nthe \" highball \" signal\u2014a pose familiar\nto hundreds of commuters who travelled\nwith Mr. O'Mara between Montreal and\nRigaud, P.Q.\nMr. O'Mara is shown below as he checks\ntickets at the conclusion of his last run.\nCanadian  Pacific  Staff  Bulletin\u2014August  1945\n11\n NEW POWER\u2014Just out of their stalls in Glen Yards' roundhouse at Montreal, these iron horses\nare among the last deliveries in an order for 45 Pacific-type locomotives completed for the company\nrecently by the Canadian  Locomotive Company at Kingston, Ont.\nFlame-hardened Piston-ring Grooves\nDistinguish Latest \"2400    Locomotives\nPISTONS with flame-hardened ring\ngrooves were a first-in-Canada feature\nwhen Engine 2462 was delivered to the\ncompany as the last of an order for 45 of\nthese Pacific-type locomotives. It was the\n10th engine to be so equipped in the order\nplaced on Canadian Locomotive Company\nin Kingston, Ont.\nAnother application made for the first\ntime in Canada on this order was die-made\naluminum crosshead slippers on five of the\nengines. The pioneer piston ring grooves\nand crosshead slippers both are experimental installations in the continuing program\nof adapting latest advances to Canadian\nPacific equipment for improved transportation service.\nThe last engine received went into immediate service as a working unit in the\npower lineup which had made an impressive war-hauling record by moving 235 million tons of freight and 68 million pasengers\nup to the end of 1944.\nThirty-six of Engine 2462's predecessors\nin this 45-locomotive order were in service\nin February of 1945 to share the all-time\nhigh revenue freight movement over Eastern Lines in the 28 storm-swept days of\nthat month when 393,226 loaded revenue\ncars were moved.\n776  New Engines Since War Began\nThe latest delivery brought to 176 the\nnumber of new engines received since the\nstart of the war, with that total including\ntwo constructed at the company's Angus\nShops to develop specifications for postwar power replacement. >\u25a0\nOn order now are 30 engines which follow the specifications developed at Angus\nand 13 diesel-electric switchers, duplicates\nof the 15 placed in service in war-busy\nmarshalling yards since 1943.\nThe flame-hardening of piston -ring\ngrooves on Engine 2462 and its nine immediate predecessors is expected to reduce\nmaintenance costs by prolonging life of the\npistons. A comparatively recent process,\nflame-hardening has been used extensively\non munitions contracts, particularly on tank\nturret tracks.\nAluminum Alloy Slipper\nIn the main.crosshead connecting the piston rod and the main rod on the engines\nmotion the substitution for steel of an extruded aluminum alloy slipper cuts down\nthe weight by approximately one-third, a\nprime objective of engineers seeking to reduce stresses on moving parts.\nThe pioneer piston ring grooves and\ncrosshead slippers applied to the late 2400's\nare added to a considerable list of such\nfirst-in-Canada installations made on new\nengines by the mechanical department over\nthe war years.\nAmong the first moves in this line was\nsubstitution for Belgian, American and English steel, shell plate and jacket steel of\nmade-in-Canada materials. On the engines\ndeveloped at Angus weight was saved by\nreducing the cab overhang on the boiler\nand by using aluminum instead of steel in\nthe upper portion.\nExisting power also has been the subject\nof experimental installations in this program, as in the case of a remote control\nmechanism for the important blower valve,\nnow being tested on a company locomotive\nafter observation of its success on 'planes\nand naval craft.\nOn July 1, Miss E. M. Sandahl, stenographer in the stores department, C.P.A.L.,\nat Edmonton, resigned to take up residence\nat Vancouver. Miss Sandahl, who has been\nwith the Air Lines since April, 1942, was\npresented with a compact on behalf of\nthe stores staff at Edmonton.\nDave Stirton, assistant to the superintendent of the Mackenzie district, C.P.A.L.,\nat Edmonton, was transferred to Yellowknife, effective July 1. Mr. Stirton was\nmoved to Yellowknife due to the increased\nmining activities in that area necessitating\nthe services of an officer of the company\nin the field.\nBack On The Job\nBack in civilian life after having served\nfor almost five years with the Royal Canadian Air Force, Flying Officer Edmund\nC. Nesbit has returned to the company\nservice in the accounting department of the\nChateau   Frontenac  at   Quebec.\nLeaving his position as accountant's\nclerk at the Chateau in June, 1940, Mr.\nNesbit enlisted in the R.C.A.F. as a LAC\n2. Posted to various air force establishments across Canada and at Newfoundland,\nhe received his commission as flying\nofficer while acting as paymaster in July,\n1944.\nA brother, Flight-Lieut. Douglas Nesbit, was formerly employed as a clerk in\nthe main office of the Chateau, and is\nnow in Ottawa following his discharge\nfrom the R.C.A.F. Flight-Lieut. Nesbit\nsaw service with the R.C.A.F. and the\nR.A.F. in Africa, Sicily, Greece and Crete.\nAnother brother, LAC. Jack Nesbit, not\nin company service, also served in the\nR.C.A.F. and was recently discharged for\nmedical reasons.\nAmong company employees who have\nreturned to their former posts after having served in the armed forces, is Houseman Rosaire Remaillard who is back on\nthe job at the Chateau Frontenac in Quebec City.\nMr. Remaillard enlisted in 1942 with the\nRegiment de Quebec and served in different parts of Canada and in Newfoundland\nbefore obtaining his discharge and returning to the company service.\nVeteran of nearly five years' overseas\nservice, William Miller has taken up\ncivilian life again as chief clerk in the\noffice of the district freight agent at Fort\nWilliam.\nJoining the Royal Canadian Army Medical corps at Winnipeg in 1939, Mr. Miller\nwent overseas in 1940 with that branch of\nthe service and was with No. 5 Canadian\nGeneral Hospital at Taplow.\nLater commissioned with the South Saskatchewan Regiment, he was wounded at\nTurnhout canal, near Antwerp, in the fighting following D-Day, and was repatriated\na few weeks ago.\nHis wife, the former Miss Betty Bash-\nforth, of Ilford, Essex, whom he married\noverseas, is still in England awaiting transportation to Canada.\nWilliams\u2014Farintosh\nMiss Mary Farintosh, stenographer in\nthe transportation department, Union\nStation, Toronto, was married on June 25,\nat St. Andrews' United Church, Sydney,\nN.S., to Wireless Telegrapher Albert\nGordon Williams of Toronto. Before leaving for the east, Miss Farintosh was presented with a well-filled hand-made bill\nfold by members of the department, She\nis a member of the Canadian Pacific War '\nService   (Toronto)  Unit.\n12\nCanadian  Pacific Staff Bulletin\u2014August  1945\n CANADIAN\nPACIFIC\nSTAFF\nBulletin\nAUGUST 1945\nISSUED FOR THE  INFORMATION OF ALL THOSE IN THE COMPANYS SERVICES\n ONE MORNING a few weeks ago, train 510 was making\nits daily way from Rigaud, P.Q., to Montreal. Conductor\nWilliam O'Mara had just gone through one of the coaches,\ntaking tickets. This coach was peopled, as usual, with the\n\" bunch from the Hudson area\/' a large group among the\ncommuters using that train regularly. One of their number\nwatched the conductor leave their car, then spoke to his\nfriends, \" Do you know that Bill O'Mara is retiring at the\nend of the month?\" Someone replied, \"He is, is he? Well,\nwhat are we waiting for? Let's do something about it.\"\nA pencil and paper were circulated and in a short time\na substantial amount of money was subscribed. It grew\nmaterially in the days following. Arrangements progressed\nrapidly. A committee of Hudson residents was formed. On\nrequest of the committee, the company issued official instructions to Conductor O'Mara to detrain at Hudson on the\neve of his retirement. Company officials, including the General Superintendent 0f the Quebec district, were among the\nguests invited by the commuters' group to attend a dinner\nparty for Mr. O'Mara and his family.\nThis spontaneous and moving expression of public goodwill and the gifts presented to him were tangible proof of\nthe sincerity of the words of praise directed at Conductor\nO'Mara by his friends.\nIt will remain a lasting source of pride to Mr. O'Mara, and\nit is a source of pride to the company, too, that one of its\nmembers should earn such exceptional personail regard during\nthe routine discharge of his duties.\nI had the pleasure of seeing Bill O'Mara the following\nmorning on the completion of his final run after serving this\ncompany for 44 years. He was still a little thunder-struck at\nthe idea of all that demonstration of friendship being made\non his behalf. He could not quite figure out the \" why \" of it.\nThere was really no mystery to it. Bill O'Mara was not a\nman who believed his duties began and ended with a conductor's efficient supervision of his train and with the collection\nof tjckets and tares. His work meant more to him than that.\nHe had a cheerful greeting, a kind word and a bright remark\nfor his patrons. He knew them. He always looked alert, pleasant and spruced up. The flower in his lapel was typical of\nhim. He had the happy capacity of making friends.\nAs has been remarked before, every person who makes a\ncontact with the public is a potential salesman of good-will\nfor his company. Bill O'Mara was an example of how successful such a salesman can be. That the company has profited\nthrough him in public esteem there is no doubt; nor, in the\nlong run, does a considerate attitude on the part of the individual go unnoticed. The commuters of Hudson and district\ngave evidence of that.\nThe Vice-President.\nCANADIAN    PACIFIC\nSTAFF     BULLETIN\nNo.   114 AUGUST,   1945\nAddress   all   communications   to\nJ. Harry Smith, Manager, Press Bureau.\nRoom 327,      Windsor Station,      Montreal\nINDEX\nBringing The Boys Back Home  3\nRevelstoke     Kinsmen    Drive     \" Last\nSpike\" Again     6\nFuel Accounting Keeps Track of Coal 7\nPort Moody Station is Moved Intact 8\nLest We Forget  20\nIn The Armed Services  22\nVeterans Enter Retirement  26\nObituary      32\nMotive Power  35\n\u2666   \u2666   *\nTHE  COVER  PHOTOGRAPH\nThe personal congratulations of W. M.\nNeal, C.B.E., the Vice-President, were\nadded to those of hundreds of colleagues\nand commuters when William J. O'Mara,\nveteran Quebec District conductor, retired\nafter 44 years of company service.\nOne of the most popular conductors on\nthe district, Mr. O'Mara, by his unfailing\ncourtesy and friendly disposition, had endeared himself to hundreds of passengers\nwho daily commuted to and from suburban points on his run between Montreal\nand Rigaud, P.Q.\nMr. O'Mara is shown on cover receiving\na congratulatory handshake from Mr. Neal,\nwho met the veteran conductor at the conclusion of his last run into Windsor Station.\nFOR COMPANY MEN OVERSEAS\nIf you know of any former employee of\nthe company now overseas with the armed\nforces who is not receiving his Staff Bulletin\nregularly, please send his correct overseas\naddress to Publicity Department, Fourth\nFloor, Canadian Pacific Offices, 62 Trafalgar\nSquare, London, W.C.2, England. Similarly\nif a copy of this Staff Bulletin should come\ninto the hands of a former employee in the\nservices overseas and he is not receiving it\nmonthly, he is requested to send his correct\naddress to  the  Company's London  Office.\nAnyone who is already on the London\nlist \u2014 that is, who has been receiving\ncopies from the London Office \u2014 and who\nhas been re-posted to a different operational area, is particularly requested to\nadvise   London   of  the  change of  address.\n FIRST IN CANADA\u2014This gleaming aluminum-sheathed box car, weighing 4,200 pounds less than\na steel-sheathed car, is the first of its kind in Canada. Turned out at the company's Angus Shops,\nMontreal, its sides, doors, roof, running board, brake step and hand brake housing of aluminum,\nmake possible the weight saving, a most important consideration on long trains. The aluminum\nparts of the wood-lined 50-ton car have been left the natural color of the metal. This car is one\nof three now getting trials under running conditions.\nThe test trio of aluminum-sheated cars is in addition to 747 new box cars finished with the\nusual steel sheathing as part of an order for 1,150 freight cars placed last August and including\n200  overhead   refrigerator  cars  and  200  drop-end  gondola  cars.\nUse of aluminum for freight equipment is in line with the Canadian Pacific policy of improving\nthe art of transportation by adapting to its rolling-stock the advances in building technique and\nthe new uses for materials developed under the driving urgency of war.\nOn the locomotive side, for instance, substantial weight savings are being made on 30 engines\nordered for this year by substituting aluminum for steel  in portions of the cab.\nIn passenger equipment use of aluminum and steel alloys instead of carbon steel is counted on\nto save 5,000 pounds per car on 50 new lightweight passenger cars on the building program.\nCanadian  Pacific  Staff Bulletin\u2014July  1945\n President, Montreal, and president of the\nLegion Branch; A. R. Ketterson, J. G. Phe-\nlan, M. J. Robertson, H. W. Dunn, W. L.\nPayne, Gordon Fox, Ed. Weir, J. E. Tes-\nsier, P. Wheeler, R. Dunton, N. Chalmers,\nP. T. T. Grant.\nAmong those present from the general\nauditor's office were J. Lorimer, General\nAuditor; W. J. Kenna, J. G. Gilmer, F.\nM. Clark, and many other colleagues and\nfriends.\nJ. McKELLAR\nJohn McKellar, a retired Angus Shops\nemployee, and prominent member of the\nMasonic Order in Montreal, died recently\nin his 77th year after a brief illness.\nJoining the company in October, 1910,\nas a stripper at Angus Shops, Mr. McKellar\nserved in various capacities there- and at\nthe Montreal terminals until his retire- <\nment from the service on November 1,\n1935.\nA life member of Royal Arthur Lodge,\nNo. 85, A.F. & A.M., Mr. McKellar formerly held office in Beaver Lodge No. 99 and\nin Fairmount Chapter, No. 14, R.A.M. He\nalso held other lodge affiliations in Montreal.\nMr. McKellar is survived by four sons\nand a number of grandchildren, seven of\nwhom are now overseas with the Canadian\narmed forces.\nW. H. SMITH\nWilliam H. Smith, pensioned yardman,\nWindsor, Ont., died on May 30. The late\nMr. Smith was born on October 9, 1868.\nHe entered the service in 1903 as a yardman at Windsor. Mr. Smith was pensioned\neffective January 1, 1935.\nhood of Railroad Trainmen and of Carle7\nton Union Lodge, :Nbrg, t^.F. & A.M.\nHe is survived by his wife, one son, one\n. daughter,s and a sister.\nCD. TAPRELL\nCharles D. Taprell, 77, manager of the\nHotel Vancouver 'nearly half a century\nago, died in Victoriat'on May 28. For many\nyears he conducted the Alberta Hotel in\nCalgary, retiring^to live at the coast.*\nA native of Brockyille, Ont., Mr. Taprell was in chargp, of the original Hotel\nVancouver back in the days when Lord\nShaughnessy was head of the Canadian\nPacific. Sir George Biiry, now a resident\nof Vancouver, Sir Donald Mann and other\nnotable figures in th# railroad world were\nfrequent guests. i [ $\nJ.  L. BROWN\nJohn L. Brown, pensioned conductor of\n''Montreal, died on June 12 at the age of\n65. He was born on January 7, 1880, and\nlast entered service on November 7, 1912,\nas a brakeman at Winnipeg. He was promoted to conductor on March 28, 1927,\nand held that position until he was pensioned on account of ill health on July\n1,  1936.\nW. H. VARE\nWalter Henry Vare, pensioned engineer,\nWindsor, Ont., died on May 24. Born on\nOctober 10, 1886, the late Mr. Vare joined\nthe company on January 20, 1908 as coalman at Havelock, Ont: On November 8,\n1908, he was made a fireman, and on November 16, 1912, he was promoted to engineer. He was pensioned April 1 of this year.\nCanadian Pacific Staff Bulletin\u2014July  1945\n CANADIAN\nPACIFIC\nRAILWAY    AIR LINES\n* STEAMSHIPS *\nCOMMUNICATIONS\nEXPRESS   HOTELS\nSTA FF\nBulletin\nNUMBER  112\nJUNE 1945\nISSUED FOR THE INFORMATION O\nTHOSE IN THE COMPANY'S SERVICES\n--\n JlaahinCf Ahead\nV-E DAY has come and gone, and now is a good time for\nus to consider what course we shall steer into the future.\nVictory in Europe brought us, along with celebration, a sense\nof relaxation and a release from many of our grave anxieties.\nBut it wa's merely a pause in the work of war still at hand,\nand not a halt in our efforts.\nWe have still a long way to go in the Orient before the\njob is done. And even when global peace has replaced global\nwar, our task will not be finished. That task is one of good\ncitizenship, a quality as basically needed in peace as it is in\nwar.\nThat we have been good citizens in war, our record through\nnearly six bitter years has proven. We fought, worked and\nsacrificed, and accepted it all as our obvious duty to the\ncountry.\nWhat we must remember in the years ahead is that we\nstill owe that same duty to the country during peacetime,\nand continue to manifest it without the necessity of the spur\nof war to bring it out.\nThis war has been and is being fought to preserve democracy and the four freedoms. They mean our civil rights and\nliberties, but true democracy also implies self-discipline and\nvoluntary service to the state in order to keep what we are\nwinning.\nThese qualities must remain to the fore: Loyalty to Throne\nand Empire; consideration for our fellow-man, because all\nour destines as individuals are irrevocably intertwined with\nthose of our fellows; the assumption\u2014and not the shirking\u2014\nof their responsiibilites by every man and woman, and the\nthoughtful exercise by each of his voting franchise, a privilege\nwhich is not merely an opportunity but an obligation to the\ncountry.\nIt is generally recognized that the Canadian Pacific has\nlong been Canada's \" first citizen \"\u2014the pioneer who opened\nand developed the West, the country's largest taxpayer, a\nconstant instrument of progress in peace, a buttress in war.\nThe company also has ever encouraged its personnel to play\ntheir part in national, provincial, civic and community activities. Truth to tell, many of our people needed no encouragement or urging, because they regarded this service as their\nduty. All of us may well take our cue from them.\nWe could not let down while Nazi Germany existed as a\nmilitary menace. We cannot let down while Japan remains\nunbeaten. And we will be a wiser, better country if we do not\nlet down even when all our enemies have been reduced to\nunconditional surrender. When that day comes, instead of\nrelapsing into a literally carefree state of mind, let us go on\nutilizing the healthy energies that brought us safely through\nour hours of trial; let us divert them into other channels to\ncope with the post-war problems which will surround us.\nIf every one of us does his share as well in peace as it\nhas been done in war, our future will be in safe hands.\n(CANADIAN\nPACIFIC\nThe  Vice-President.\n\u2022 COMMUNICATIONS \u2022\nEXPRESS.-HOTELS\nCANADIAN    PACIFIC\nSTAFF     BULLETIN\nNO.   112 JUNE,  1945\nAddress   all   communications   to\nJ.  Harry  Smith, Manager, Press  Bureau.\nRoom 327,      Windsor Station,      Montreal\nINDEX\nAway Over the Top Again in Victory\nLoan   >      3\nSardines Are A Whale of An Industry     6\n\"Clang!    Clang!     Clang!     Goes    the\nTrolley \"        10\nReturn to Civilian Life    12\nStaff Appointments  19\nLest   We  Forget     20\nIn The Armed Services    22\nVeterans Enter Retirement     26\nObituary     34\nMotive   Power     35\nTHE  COVER  PHOTOGRAPH\nWhen it comes to \" knowing the ropes\"\nfew can hold a candle to Able Seaman\nCharles \" Shorty \" Wright, winchman aboard\nthe company's British Columbia coast liner,\n'* Princess Maquinna.\"\nSeldom beyond range of the salt sea\nbreezes during his 35 years of company service, AB. Wright is today one of the best-\nknown characters on Canada's west coast\nwaters.\nCommencing his sea-going career with the>\nB.C. Coast Service in 1910, the veteran seaman spent 15 years in the wheelhouse of\nvarious company vessels.\nWhen it comes to navigating British Columbia's coastal waters, AB. Wright claims\nhe \" knows his way blindfolded.\"\n(Photo by Nicholas Moranit)\n\u2666    \u2666    \u2666\nFOR  COMPANY  MEN   OVERSEAS\nIf you know of any former employee of\nthe company now overseas with the armed\nforces who is not receiving his Staff Bulletin\nregularly, please send his correct overseas\naddress to Publicity Department, Fourth\nFloor, Canadian Pacific Offices, 62 Trafalgar\nSquare, London, W.C.2, England. Similarly\nif a copy of this Staff Bulletin should come\ninto the hands of a former employee in the\nservices overseas and he is not receiving it\nmonthly, he is requested to send his correct\naddress to  the  Company's  London  Office.\nAnyone who is already on the London\nlist \u2014 that is, who has been receiving\ncopies from the London Office \u2014 and who\nhas been re-posted to a different operational area, is particularly requested to\nadvise London of the change of address.\n r\nREMEMBER WHEN?\u2014The year was 1910, men\nwere wearing peg-top pants, women looked impressive in leg o' mutton sleeves, and the tirst\nGreat War had not cast its shadow on a happy\nand busy Canada. Lake Louise showed on the\ntime-cards as Laggan and was a divisional point.\nIt was at Laggan that this passenger crew posed,\nin the summer of 1910, in front of their engine,\n365. The group, (from left), were: Fred Gardiner,\ntrainman, deceased; Fred Lance, conductor, now\npensioned and a resident of Calgary; Sidney J.\nWhite, fireman, who enlisted in August, 1914, died\nof pleurisy while on active service, and Samuel\nD. Bowlby, train baggageman. Mr. Bowlby is\nstill   running   out   of  Calgary.\n r\nAir  Lines  Notes\nfrom Edmonton\nEffective February 19, Dawson Creek was\nagain included as a regular stop on Canadian Pacific Air Lines Edmonton-White-\nhorse route. This town was formerly a stopping-point, but was dropped from the\nschedule shortly after the commencement\nof the war.\nThe re-inclusion of Dawson Creek in the\nschedule will provide an excellent service\nto those living in the Dawson Creek area\nand the Peace River Country. At the time\nof writing, numerous bookings have been\nmade both into and out of Dawson Creek\nindicating that the new service will be wel\nreceived. With Dawson Creek as a regular\nstopping-point, it will be possible for those\nin the Peace River Country or Dawson\nCreek area to obtain passage to and from\nVancouver via Fort St. John.\nThe first of three Lockheed C-60 aircraf\nfor Canadian Pacific Air Lines arrived in\nEdmonton on February 14 from Augusta,\nGeorgia. This is a cargo type of aircraft,\nwith no accommodation for passengers.\nHowever, this aircraft and those to follow\nwill be reconverted in the Canadian Pacific\nAir Lines Edmonton Shops to Lockheed\nLodestars, with a seating capacity of 17.\nThe new Canadian registration of the first\nof these three Lockheed aircraft is CF\nCPZ.\nAlbert Kipnes, of the Air Lines Fort St.\n+\u201e0i\u00a30   fltflff    wjas   married   to JVliss\n HISTORIC  DEPARTURE FROM TRAIL\u2014This photograph  from the library of Gibson  Kennedy, com-\nmun.cat.ons department Trail, B.C., shows a historic moment for the smelter city the departure\nwtrJ %h!ll \u00a3T \u2022'\" 1826* The ,me Was then part of the Columbia and Western Railway and the rails\nwere rnree-Toor, s.x-incn gauge.\n18\n leave. During the Great War he served in\nFrance with the 54th Battalion. He was a\nmember of the Brotherhood of Railway\nCarmen of America.\nJ. A. CURRIE\nWith the company since\n1913, James A. Currie, elevator operator, Toronto, died\nsuddenly from pneumonia recently.\nMr. Currie, who was in his\n59th year, was well known in\ndowntown Toronto, as he had\nbeen elevator starter at the\nC.P.R. Building for 26 years.\nUp until early last year, he was a blood\ndonor and only last fall attended the Army\nReserve Camp  at Niagara Falls.\nHe is survived by his wife, Ida Maud\nCurrie, three sons, Maitland, Howard and\nNorman; Howard being in the armed\nforces, and two daughters.\nJ. A. Currie\nand as many as from 10 to 15 pies, all\nhomemade, are consumed in the same period. Sandwiches, tea or coffee are the most\npopular orders, with bacon and eggs coming\na close second. Teen-agers call for milk\nshakes and doughnuts and the little ones\ninvariably ask for ice  cream.\nA three-year-old canary is very popular\nwith travellers. He sings from the time the\ntrain comes in until it goes out again.\nMr. and Mrs. Webster, who are very\nproud of the new restaurant, entered the\ndining car service department of the company 16 years ago, and have managed\nrestaurants at Guelph Jet., where they were\nstationed for 12 years, MacTier and Have-\nlock. The staff consists of Mrs. E. Bloom,\nMrs. C. Buckingham, and Miss Jean Edger-\nton. The restaurant comes under the supervision of H. L. Anderson, Toronto, Superintendent, sleeping, dining and parlor car\nand news service, Ontario District, who reports to A. B. Smith, General Superintendent of the department for Eastern Lines.\n17\n CANADIAN\nPACIFIC\n1  RAILWAY    AIR LINES   1\n-STEAMSHIPS^\nCOMMUNICATIONS\nL EXPRESS   HOTELS\nH\/\\VORLD's\\             j\n\u25a0J GREATESTl            \/\n^^Hl   TRAVEL   JA^    \/\n (In accordance with the custom established over many years, the Chairman and President\nhas issued his annual review of the company's endeavors in  1944.  It follows in full.)\nTHE YEAR 1944 has been one of generally sustained\nactivity for the railways of this country. During its\nearlier weeks there had been some expectation that its\nprogress might be marked by a decided decline from the\npeak of the war-time traffic that had shown a steadily\nrising volume over the previous four years. This expectation, no doubt, had as its basis a somewhat too optimistic\noutlook toward the possibility of an early cessation, or\nat least a pronounced easing-off, of the war in Europe.\nThings have not worked out that way, and well up to the\nend of the year the railways have been called upon to\nsustain without appreciable easement the tremendous\neffort which abnormal military and other war-time necessities have placed upon them. They have continued adequately and efficiently to maintain this effort in the face\nof shortness of materials, equipment and labor in such\na manner as to make a contribution to the national war\neffort second to that of no other industry.\nMilitary Equipment\nThis is quite apart  from their more direct contribution represented by the output of workshops engaged in the production of\nwar materials such as the tanks, naval guns, marine engines and\nother  military  equipment that have been\npouring out of Canadian Pacific shops since\nthe  war began.\nWe do not know what the coming year\nwill bring us. There is the earnest hope,\nand even the high expectation, that well\nbefore it has passed the war in Europe\ndefinitely will be over. I do not believe\nthat the period of re-adjustment which will\nfollow need necessarily be marked by such\na pronounced industrial and commercial\ndepression as that which occurred after the\nlast Great War. We still shall have the war\nin the Pacific before us and it would be\nunwise to underestimate its very likely\nserious nature or the length of its duration\nand the extent to which it will call for\na continued, though lessened, production of\nwar material.\nIt should be remembered, also, that this\nwar will have lasted considerably longer\nthan did that of 1914-18 and that the\nnecessity for war production has been far\ngreater and has seriously affected a far\nwider range of our peace-time industries,\nwith the result that these industries in their\neffort to catch up with the normal need\nfor non-war products will have before them\na task that will take some time to accomplish. These factors should work for a more\ngradual return to normal conditions, lengthening the period of transition and broaden\ning the possibility of maintaining the ratio of a high percentage\nol  employment.\nIt is to be hoped, also, that under wide international agreements,\nforeign demands for products of farm and factory in some important measure will replace those for war materials which have\nswollen the country's export trade for so long.\nPeriod  of  Re-adjustment\nCanadian business will enter this period of re-adjustment in fax\nbetter shape to deal with it efficiently than was the cas& a quarter\ncentury ago. Both government and private enterprise are richer\nby the experience then gained. There will be a clearer vision of\nwhat lies ahead and more time in which to plan for the future.\nAlso, born out of the war, there will be new industries each\nmaking its demand upon raw materials, labor and capital and,\nthus,  adding to the production of national wealth.\nThe part which Canadian railways will have to play in this\nwork of re-adjustment will be no less important or exacting than\nthat which they have so successfully achieved during the war.\nThey will enter upon the task as greatly in need of new equipment and improved and increased facilities as will any other\nindustry, and the necessity for a wise planning of their future\ndevelopment will be no less important or exacting. This plan- .\nning not only will envisage the transportation requirements that\nare to fall upon their shoulders, but also will take into consideration the fact that they necessarily must accept their share of\nresponsibility for the maintenance of as\nhigh an average of national employment as\nis possible under such circumstances as will\narise.\nFormulating  Plans \\\nFor some time now the Canadian Pacific\nRailway has had a special committee of its\nofficers at work formulating plans for this\nre-establishment and reconstruction period\nand its deliberations have covered a wide\nrange of activities. Already it is apparent\nthat much will require to be done if the\nproperty and its equipment are to maintain\nthrough this period the high standard of\nefficiency which has marked their operation\nin the past.\nThe outbreak of the war came at what\nappeared to be the final phase of a period\nof pronounced depression throughout which\nrailway earnings had drastically reduced as\nthe natural result of declining traffic. Notwithstanding this serious factor, the Canadian Pacific went into its war activities in\nfirst-class operating shape and reasonably\nwell equipped to carry the war-time load.\nAs this load increased to unprecedented\nproportions it was necessary to add to\nmotive power and rolling stock as far as\nwas possible. This, to some extent, was\ndone under the handicap of scarcity of\nmaterial,   equipment,   supplies   and   labor\nD.  C. COLEMAN\n and steadily advancing costs of all of these.\nThe result has been that a great deal of\nreplacement of equipment as well as work\nof a development or improvement nature\non the line itself has had to be deferred\nto after-war days when conditions are\nlikely to be more nearly normal.\nPreparations   in   Progress\nSurveys and preparations for this work\nhave been going forward for some time\nand the materials involved will include\npractically everything that enters into the\nconstruction and operation of a railroad.\nThe types and standards of these materials\nwill be most modern and the highest ob^\ntamable, at the time. Activities under study\ninclude, among other things, large scale\nspecial maintenance projects and improvements on tracks and bridges in anticipation\nof increasing public requirements and increasing capacity and weight of locomotives;\nsome new line construction to serve areas\nnow settled and not served by railway, and\nimprovements in shops, engine houses,\nfreight sheds, passenger stations and other\nplants.\nIt is to be expected that the company's\nsnipping activities on both the Atlantic and\nPacific oceans will at a reasonably early\ndate assume at least the proportions of\npre-war days. Many Canadian Pacific ships\nhave been lost by enemy action and these\nwill have to be replaced. Canada's tourist\ntrade, to the development of which this\ncompany has so greatly contributed, will\nneed a large measure of re-establishment,\nthe main factor of which will be a vigorous\nand wide-spread  campaign  of  advertising.\nPLEASE HELP US!\nALL those mailing out Statt Bulletins\nto any destination, particularly to\n* members of the company on active service\nor to pensioners, again are requested to\nplace the name and address of their\noffice on the envelope or wrapper so that\nin case of non-delivery, the Bulletin may\nbe returned direct to the point of mailing.\nThis suggestion has been made before\nand some have heeded it; many others\nhave not. The result is wasted time and\ncorrespondence in attempting to trace the\npoint of origin of returned  Bulletins.\nMany Staff Bulletins mailed to servicemen and others are returned to Windsor\nStation headquarters, although the point\nof origin may have been anywhere from\nSaint John to Vancouver. Knowledge that\nmen are no longer at the addresses to\nwhich their Staff Bulletins are sent would\ncome more quickly into the possession of\nthe departments concerned if the postal\nauthorities have the correct return address\navailable.\nAll those who receive Staff Bulletins by\nmail should keep the office which supplies\nthem advised of any change of address.\nSome Staff Bulletins fail to reach their\ndestinations because the military address\non the wrapper is inadequate. Be sure the\naddress is correct and complete before\nmailing. This, in most cases, can be\nchecked   through   the   serviceman's   family.\nEach department is required to look\nafter its own people on active service as\nlong as they remain on this side of the\nAtlantic. When they have proceeded overseas, their names and full addresses should\nbe forwarded to the Editor of the Staff\nBulletin,   Room   327,   Windsor   Station.\n\/\/\nRETARDERS\n\/\/\nRETARDERS are devices used in some\nrailroad yards to check the speed of\nfreight cars during switching and serve\na useful purpose. But there are other\nretarders that not only do not serve a\nuseful purpose, but cause delays, confusion and irritation all along the line.\nHere  are  some  of  them:\n9.\n10.\n11.\n12.\n13.\nThat's not my department.\nNobody told  me  to  go  ahead.\nI'm waiting for an O.K.\nWe've  always  done  it  that  way.\nI'm   waiting   for   material.\nI   didn't  know  you  were  in  a  hurry.\nThat's his job, not  mine.\nWait   till   the   boss   comes   back  and\nask   him.\nI   forgot.\nI'm short of help.\nI  didn't think it was so important.\nI'm  so busy  I  just can't  get around\nto  it.\nI thought I told you so.\nThere are some people who use these\nphrases as habitually as they say \" good\nmorning.\" They represent a lazy attitude,\nand may get someone out of doing some\nwork.\n\u2014W. J. Flannigan,\nNorthern  Pacific \" Tell-Tale.\"\nLarge   Expenditures   of   Money   Involved\nThe program of work which I have here\noutlined in very general fashion represents\nthe expenditure of large sums of money.\nIt falls into two classes, one having the\nnature of special maintenance of the property, while the other may be classed as\nbetterments and extensions. It is the Company's expectation that the costs of these\nprojects can be met out of reserves for\nsuch purposes, earnings and, where necessary,  judicious   financing.\nThe successful meeting of the above expenditures is, of course, predicated on the\nexpectation that economic conditions, costs\nof materials and labor and regulatory controls of what the company may charge for\nits services will be rendered sufficiently\nflexible to allow the company such modest\nprofits from which to meet them as it enjoyed previous to the depression of the\nnineteen thirties. In pursuing this policy of\nre-establishment to the best advantage of\nCanadian industry the railways will urgently need the sympathetic consideration of\nthe Canadian people, their government and\nlabor. From the people the railways should\nhave a broader understanding of the difficulties under which they operate and from\nthe government an equitable regulation of\nthose transportation agencies such as busses,\ntrucks, etc., which in the past have been\nin a position to offer the rahVays unfair\ncompetition and which may be expected to\nextend greatly their operations in the future.\nLabor-Employer   Co-operation\nIntelligent co-operation of labor with\nemployers throughout the whole period of\nre-establishment and reconstruction will\nprove to be a dominating influence in whatever success may attend the national effort\ntowards sustained prosperity. Undoubtedly we shall enter a period of highly competitive world trade, and the  costs of de\nlivering products to the consumer are no\nless important in the securing of markets\nthan are the primary costs of production.\nAs it now stands, the railway wage scale,\nunder the impact of the general increase\nordered by the National War Labor Board\nin July last, creates a stiff hurdle in the\nroad to profitable railway operation. The\neffect of these increases may be gauged\nfrom the fact that for the period over\nwhich they have been effective September\n1, 1943, up to the end of the year 1944,\nthey represent an added cost of operation\nto this company of approximately $15,000,-\n000, while it has authoritatively been stated\nthat to the Canadian National the added\ncost has been a matter of $22,000,000. These\nfigures speak for themselves, pointing the\nway to a situation in which lies a serious\nthreat to the progress of the nation's industry and commerce.\nGiven understanding co-operation from\nall those whose interests are in any way\ninvolved, the railways can and will make\na valuable contribution to post-war re-\nestablishment in all its phases. The part\nthey take in this work will be achieved\nas effectively as that which they have accomplished in the war effort, and I have\nno doubt that, if such co-operation becomes\ngeneral throughout Canadian business, we\nshall witness the re-establishment of sound\nand sustained prosperity leading to continued   national   progress.\n30    STEAM    LOCOMOTIVES\nOF 1200 CLASS BEING BUILT\nTHIRTY steam locomotives of the new\n1200 class designed for a major role\nin post-war power replacement will be\ndelivered to the Canadian Pacific Railway\nthis year from Montreal Locomotive Works,\nit has been announced by W. M. Neal,\nC.B.E., the Vice-President.\nThey will be built to specifications developed from two engines which the company turned out at its own Angus Shops\nin 1944 as part of a program aimed at\nprogressive  improvement.\nThe 30 engines being added take up\nall the space allotted to the company\nfor 1945 in Canadian locomotive building\nplants under a Government plan of rationing such space so that engines for export\ncan be built in this country.\nTheir work is already cut out for them\nas the C.P.R. continues its impressive war\nhauling job which represented the movement of over 238 million tons of freight\nand more than 64 million passengers from\nSeptember,   1939, to  September,   1944.\nDelivery of the entire order will bring\nto 219 the number of new locomotives\nadded by the C.P.R. since the start of the\nwar. Included in this total are 13 diesel-\nelectric switching locomotives ordered\nearlier from American Locomotive Company at Schenectady, N.Y., for delivery\nthis  year.\nDesigned for that part of a projected\nprogram of power replacement after the\nwar the 30 engines on order are general\nutility engines, for either freight or passenger work, and will be divided equally\nbetween   East  and  West.\nThe application of mechanical stokers\nis the chief change over Engines 1200\nahd 1201 which came out of Angus last\nyear under direction of H. B. Bowen, Chief\nof Motive Power and Rolling Stock, and' to\nthe design of F. A. Benger, Acting Chief\nMechanical   Engineer.\n4\n Doubleheader leaving east end of Field, B.C., yard, starting up the Big Hill.\nBy H. T. COLEMAN\n(Press  Representative, Winnipeg)\nPassenger train, doubleheading up the Hill, emerges from the upper portal\nof the Lower Spiral Tunnel through Mount Ogden. Picture was taken from\nupper track level with high-power, telephoto lens.\nTrain passing  horseshoe curve between  Upper and  Lower Tunnels.  Bridge\ncrosses  Kicking  Horse  River.\nPusher engine on freight, tripleheading up the Big Hill, passes near mine\ncrossing, with Mount Ogden in background.\nTHE statement that the world has no more spectacular\npiece of railroad than that which lies between Banff,\nAlberta, and the far western slope of the Rockies is not\nnews. It has been Canada's well-justified boast for over\n50 years, and throughout that time its difficulties and its\nhazards, no less than its world-recognized beauties, have\nchallenged and inspired every known engineering resource\nand constructive energy that capable and efficient railroad\nbuilders and operators could lavish upon it. Modern facilities have eliminated the once-serious hazards, but never-\nceasing skill and vigilance carry on day and night, while\na vast river of traffic moves over it in both directions.\nIt is a vital link in the strong chain of Canada's war\neffort. An endless procession of war material and fighting men\npass over it and the manner in which all this traffic is being\nhandled is news. Every mile of it is important and full of outstanding railroad history but in no part of it is railroad romance\nso packed as in that part of it that lies in and about the little\ntown of Field at the base of the \" Big Hill,\" at the top of\nwhich is Stephen the highest point reached by the railroad. At\none time the railway went higher still over grades that were all\nbut unworkable, but that belongs to the past.\nGone now are the safety switches, and the old right-of-way\nhas become part of the Trans-Canada highway through the\nnational parks. No longer does it take four puffimg locomotives\nto haul 700 tons to the summit. Gone, too, are the roistering\n\" boomers \" of an earlier age.\nA Thorough Railroad Town\nIt would be hard to find a more thoroughly railroad town than\nField. Divisional point between Calgary and Revelstoke. junction\nof the Alberta and British Columbia districts where the time\nchanges from Mountain to Pacific, Field is the centre of a\nmodest base-metal mining operation, and is administrative headquarters for four of Canada's national parks\u2014Yoho, in which the\ntown itself is situated; Kootenay, which borders Yoho on the\nsouth, and the smaller Glacier and Mount Revelstoke parks\nfarther west.\nOutside of this, Field is straight railway. The Y.M.C.A., built\nby the company in 1902 as Mount Stephen House and intended\nas a tourist resort, still caters to travellers who make the town\ntheir base for tours through that lovely part of the world-. But\nmainly it exists to provide accommodation at reasonable rates\nfor working railroaders and their wives. To assure this the company, in addition to making the institution a direct cash grant,\nsupplies  light  and  water, free.\nPassenger crews and freight crews terminate at Field from\nboth west and east, while engineers and firemen \"bid in\" from\nall over the Alberta district on the lucrative pusher service\ncarrying the higher mountain rate of pay. Time was when nine\npusher crews\u2014that would be 18 enginemen, lived at Field with\ntheir families. Now, however, only the veteran Seth Partridge,\na bachelor, who started firing on the Hill back in 1907, has his\npermanent home at the Field \" Y \". Most of the others live at\nCalgary, or Medicine Hat, and return to their home cities when\ntheir miles are in each month.\n Two of the veteran engineers in  pusher service on  the  Big  Hill.  Left  is Walter  Towns;   right  is  Jimmy  Rourke.\nTown Was Bigger Then\nThe \" bid in\" system has wrought a social change in Field.\nIn the old days, the town being bigger with so many pusher\ncrews living there, Field was a name to strike dread in the hearts\nof athletic organizations in neighboring B.C. towns.\nMost hated rival was the \"upstart\" community of Golden\nwhich had a soccer team of which it was inordinately proud.\nField also boasted a mighty eleven, and epic battles were fought\non the blood-stained Golden turf and on Field's playing ground\nwhich lay in the Kicking Horse flats opposite the station.\nThese games, to quote the old timers, were battles in every\nsense of the word. Feeling always ran high and spectators were\nfrankly partisan. It was a poor game indeed in which a few\nheads were not cracked and rival players carried unconscious to\nthe sidelines. Field's team bore the classic title, \"Butcher's\nTigers,\" and the railroaders did their best to live up to that\nblood-curdling name.\nField's team was usually 100 per cent, railroad, while Golden's\nsquad was a mixture of railroaders, miners, lumberjacks and\ntradesmen. Golden's leading tailor of the day, an old English\ninternational star, was keyman of the Columbia valley squad,\nand at least two of Field's stalwarts were usually assigned to\nthe task of incapacitating him. (Continued on page 16)\nOn the opposite page are seen photographs of some of the people\nwho do the  railroading  on the  Big  Hill\u2014\n1\u2014The men who keep the locomotives in service. Joe Frost (centre),\nlocomotive foreman, with Gordon  Rutherford  and  Charlie Sivear.\n2\u2014John Rushton, first trick operator at Stephen, B.C., has handled\nplenty of orders for down-grade pushers returning to Field. \"Skipper \", his dog, keeps  him  company.\n3\u2014Johnny Ashdown, second operator at Field Station, reads the\n\" line-up \" on  dispatcher's line.\n4\u2014George Fletcher, (centre), agent at Field at the time the\nphotograph was made but since transferred to Kelowna, B.C., is seen\ngoing over records with the staff. Left is F. G. Barlow, assistant\nagent, and P. Litva, night yardmaster.\n5\u2014John Morrisey, operator at Yoho situated between the Spiral\nTunnels, keeps his neat little shack prettied up with flowers.\n6\u2014William Orysiuk is an oldtimer at track walking. For the past\nsix years, he has been on the job with his flag and fusee case out\nof Cathedral, B.C.\n7\u2014John Sebela, section foreman on the Big Hill, is seen on his\ntricycle.\n8\u2014Hughie Reid (right), is a long-time signal maintainer on the\nBig Hill. With his helper, Harvey Mclntyre, he is shown rewiring a\nsemaphore at Stephen.\n9\u2014Tillie Palamar, wife of a sectionman at Stephen, helps out\non the track. She is seen shovelling off the tracks the ashes shaken\ndown by pushers after taking trains up the Big Hill. A 5800 burns\nsix to eight tons of coal climbing the Big  Hill.\n(Photos by Nicholas Movant)\nAmid mountain grandeur, doubleheader pulls into Partridge Siding (named\nafter Engineer Seth Partridge, whose photo appears on this issue's cover).\nVan  Home  Range  at Ottertail  is visible  in  distance.\nDoubleheader freight emerges from tunnel  and snowshed  under shoulder\nof Mount Stephen. Peak of Van Home Range shows in background.\n THE BIG HILL\n(Continued from page 4)\n\" They were great games\" recalls Billy\nAdamson, grand old man of the Field hill\nwho at 76, and retired, is the picture of\nwiry health. Billy, an almost legendary\ncharacter by weight of both seniority and\nfine personality, is the official historian of\nthe settlement and is invariably called in\nto settle disputes. He himself played for\nthe old Field eleven, as did Tom Smith,\nstationary engineer, who is still going strong\nas a sports organizer in the town.\nField's \" Big Hill,\" of course, quite apart-\nfrom the town's location as divisional point,\nsets it apart from the usual run of railway\ncentres.\nIt would be too much to say, perhaps,\nthat Field men are a different breed of\nrailroaders, but there is something about\nthese mountain men as rugged as the Rockies themselves.\nQuiet-spoken, seldom given to merely\npolite conversation, they take what comes\nin the way of tonnage and weather. Their\n\" Big Hill \" is never an easy master, and in\nwinter it can get as cold as 40 below.\nBlizzards blow some times, and a \" bad\nrail \" is a constant nightmare to men who\nwould rather face an irate spouse than the\ndisgrace of stalling on the hill.\nThey Went Straight Up\nTo get some idea of the \" Big Hill\" it\nis necessary to go back to the company's\noriginal survey of the line over the Kicking Horse pass, first surveyed by James\nHector whose name is commemorated in\none of the hill stations. Early engineers\nwere faced with a steep descent of the Yoho\nValley and a large amount of slow and\nexpensive tunnelling if they hoped to preserve the grade of one in 50 which had\nbeen laid down as a maximum. To avoid\nthis expense of time and money, they constructed a temporary line .with a grade of\n237^ feet to the mile in a more or less\ndirect course down the steep defile.\nThe old line is now the highway from\nHector to Field, but in the old days trains\nhad to be kept under most careful braking,\nand trap sidings were laid to catch runaway\ntrains. To work 700 tons of freight up this\nhill required four powerful locomotives\ntwo at the head and two as pushers behind. To get a rough idea of what faced\nthe men in those days it is necessary only\nto drive up from Field to Stephen on the\nhighway, the old right-of-waj', study the\ngrade which calls for a certain amount of\nlow and second gear from the best cars,\nand observe some of the hairpin turns and\nswitchbacks.\nOnly three men still in Field remember\nthe old hill days. Billy Adamson, of course,\nis now one of the \" elder statesmen,\" having retired; Seth Partridge, his old fireman\nnow the dean of all the hill engineers^\nstarted in 1907, the year before the transition from the old to the new hill, and\nRoxy Hamilton,, now well over 80 years, was\na watchman on the hill before the spiral\ntunnels were built.\nRunaway Trains\nIt is Roxy Hamilton's view that the\nsafety switches, while good enough in\ntheory, were of little practical use in saving trains once they had really \" run away.\"\n\" Runaway trains were usually going too\nfast, and  would  pile  up  and derail when\nthey hit the switches,\" he said, adding,\nhowever, that Number One switch, near the\ntop, saved some trains because, being near\nthe top, they were not rolling too fast.\nVeterans of the old hill, however, can be\nfound outside of Field, but their number\nis dwindling with the passing years. T. H.\n\" Tom \" Crump, who was Superintendent\nat Penticton when he retired a few years\nago is one of those who \" braked\" and\nrose to* trainmaster on the original hill.\nHe remembers the link and pin coupling,\nthe advent of George Westinghouse's air\nbrake, and from his retirement in Vancouver can spin many a yarn. His son, N. R.\nCrump, who is now Assistant General Manager, Eastern Lines, at Toronto, himself\nstarted railroading in the roundhouse at\nField in his dad's days as an official there.\nLornie Orr, well-known Banff hotelman,\nlong since retired from the railroad, is another oft-quoted authority on the \" Big\nHill.\"\nNew Hill Is Different\nThe present hill is a vastly-different kind\nof railroad. Maintenance of way men, in\nfact, speak of it as one of the best sections\nof track anywhere on the continent. All the\ntrack from Stephen to Revelstoke is 130-\npound head-free rail, double-spiked and\nwell-graded to compensate curvature and\nclimb.\nThis heavy steel, biggest in use on the\nsystem, was put in, with heavier bridges\nand other ancillary improvements, to\nhandle the Tl power when these engines,\nmightiest in the British Empire, made their\nadvent some 15 years ago. The Tl engines\n\u20145900 series\u2014weigh some 350 tons with\nloaded tender, distributing this weight on\nten drive-wheels 63 inches in diameter.\nThey are just short of 100 feet long and\nwhat they could do to light steel, particularly on hills where the curvature is\nconsiderable, can be easily imagined. Only\nslightly smaller, and lighter, are the 5800\nclass pusher engines, in general use through\nthe mountains. They weigh about 280 tons\nwith loaded tender, having 10 drive-wheels\nof slightly smaller diameter. Two 5800's\ncoupled with a 5900 road engine to haul\nfreight trains up the Field hill are definitely hard on track, particularly with\ntheir sand-blowers working all the way.\nThey need the heaviest steel and the best\nof roadbed, and that is what they have.\nThe Spiral  Tunnels\nSince there was no room in the Kicking\nHorse canyon and Yoho Valley in which\nto extend the line to cut down gradients,\nthe engineers were forced to the ingenious\nalternative of tunnelling two complete circles into two mountains to gain the length\nnecessary to reduce the grade. Hence the\nfamous Spiral Tunnels, railway engineering marvels of the age.\nTunnel No. 1, as the railroaders know\nit, from the east enters 10,008-foot Mount\nCathedral for 3,255 feet, turning an angle\nof about 250 degrees on a 573-foot radius,\npassing under itself and emerging at the\nwest portal 54 feet lower. Tunnel No. 2,\nthrough 8,806-foot Mount Ogden has a*\nsimilar radius through an angle of 232\ndegrees. It is 2,922 feet long and reduces\nthe grade by 50 feet, also, of course, completing a full circle. This means that the\nrailway travels the valley by three different lines at different elevations and crosses\nand recrosses the Kicking Horse river by\nfour bridges.\nSometimes, though it happens only occasionally and requires a train of some 80\ncars, there will be a freight train on the hill\nlong enough to demonstrate more clearly\nthan any map or drawing the wondrous\nconstruction of the Spiral Tunnels. Given\na train that long the engine will be seen\nemerging from one of the portals while the\nrear end of the train\u2014a few \u2022 cars and the\ncaboose, will be seen entering the other\nportal. Such a train as this went up the hill\na few years back, and the alert agent\nwho was then at Field\u2014George Ross,\npiled into his car with a camera and dashed\nup the hill to photograph the unusual sight.\nThe result was a snapshot which caused\nmuch comment in and out of railway circles.\nMotive   Power   Motif\nThe Field story, of course, is primarily a\nmotive power story. With two and three\nengines to handle a train, pushers and crews\nare constantly shuttling back and forth between Field and Stephen. Some times a\npusher will go over to Lake Louise to assist\na westbound freight up the hill to Stephen,\ncutting off there to come down by itself.\nPushers deadheading back to Field usually\ncouple together at the Stephen wye and\ncome back in a.s extras west.\nPassenger trains going up the hill require\ntwo engines, while freights have three, the\nroad engine and helper at the head end and\nanother helper pushing behind.\nRoad engines, 5900 series, are given a total\nof 1,025 tons up the hill while pushers of\nthe 5800 series are assigned 825 tons. Thus\na 5900 and two 5800 pushers would be expected to pull 2,675 tons but in assigning\nthe tonnage the agent, and his staff,\nwork it out a little* differently, and\nthe tonnage would be more likely 2,500\ntons or less. In assigning tonnage, they take\nthe weight of the contents of all cars, then\nthe tare, or net weight of the cars. By subtracting half of the contents' weight from\nthe total of the tare and allowing ten per\ncent, of the difference for \" wheelage \", or\nloss of power through track friction, they\narrive at the basic tonnage to be assigned.\n\"Doubling\" the Hill\nFreight is usually \" doubled \" up the hill,\ntwo trains usually being consolidated at the\ntop of the hill\u2014Stephen, and taken from\nStephen to Calgary by one 5900 engine.\nThese engines are given 85 cars for the Calgary haul, this limit being set by the length\nof passing tracks. Actually, with the favorable grade, veteran hill railwaymen think it\nwould be no trick for these behemoths to\nhaul 100 cars and more.\nPusher crews figure on making two trips\nup the hill and back in an eight-hour shift\nwhile the engine, with changing crews,\nnormally can be figured to make at least\nthree round trips in the working day. It\ntakes from an hour and 10 minutes to an\nhour and a half to work a train up the hill,\nand pushers are allowed 45 minutes for the\ndeadhead return trip, and can make it in\nmuch less with a clear board.\nTo see a heavy freight pound out of Field\nand up the hill is an 'inspiring, and almost\nterrifying sight, for those who witness it\nfor the first time.\nExhausts barking like great prehistoric\nanimals, boilers literally singing under their\nterrific steam pressure, cylinders battened\ndown and the motion shortened for the\nquick, biting stroke, the locomotives simply\nsurge with life and power.\nExperienced  pusher engineers rate  their\n16\n TEN-TIMERS AND  OVER   IN   BLOOD  DONATIONS\nP. H. CULMER, rate\nand division clerk in\nthe auditor of freight\nreceipts office.. Montreal, has been a conscientious blood donor\nsince making his initial\ncontribution in June,\n1942.\nMr. Culmer, who\njoined the company\nin May, 1923, made\nhis 14th visit to the\nblood clinic on January 5 last, and intends to boost his\nscore   still   higher.\nROBERT DONALD,\nclaims investigator, in\nthe auditor of freight\nreceipts department,\nMontreal, raised his\nblood donation score\nto 14 when he visited\nthe   clinic   in   January.\nMr. Donald, who\nmade his first blood\ncontribution in May,\n1942, has been in the\ncompany's service since\n1917 when he joined\nthe office of the auditor   of   freight   claims.\nFIRST TRAIN TO OSOYOOS\n(Continued from page 8)\nC. A. Cotterell, Assistant General Manager of the company at Vancouver, told\nthe dinner guests that the coming of the\nrailroad was due to the pioneers, who, with\nconfidence in their country and hard work,\nhave brought this beautiful valley under\nproduction, determined as they were not\nonly to provide themselves with a livelihood but to provide homes for their families. \" Communities have sprung up in\nthe wake of their indomitable courage and\ndetermination to  succeed.\"\nHe told how the first section of the line\nwas built from South Penticton to the\nnorth end of Dog Lake; a barge service\ncrossed Dog Lake to Okanagan Falls; and\n17 more miles were built southward to\nOliver. Development of the Keleden Area\nmade it necessary to build around Dog\nLake  connecting  the  two rail  lines.\nThe final link to Osoyoos was recommended in 1935 but was delayed by unsettled conditions and the coming of war. Its\ncompletion, despite the war was a distinct\ncompliment to Osoyoos' growth because\nthis was the first track constructed in\nCanada since war began, except for essential war trackage.\nAnother of the chief speakers was George\nH. Baillie, General Superintendent, B.C.\nDistrict, Vancouver.\nHe quoted the immortal words of Sir\nWilliam Van Home following the driving\nof the last spike in the transcontinental\nline at Craigellachie in 1885: \"All I can\nsay is that the work has been well done\nin every way.\" The same holds true of the\nOliver extension, he said.\nThe  Materials  Used\nThe line is 9.5 miles long and material\nused included 30,000 cross ties, 1,250 gross\ntons of rails, 3,300 pairs of splice %bars,\n13,200 track bolts and 120,000 track spikes.\nThere are more than 1,500 tons of steel in\nL. H. EVANS, rate\nand division clerk in\nthe auditor of freight\nreceipts office, Montreal, has made 14\nblood donations since\nhis first visit to the\nclinic  in  June,  1942.\nA member of the\nauditor of freight\nreceipts department\nsince 1928 when he\nentered the company's\nservice, Mr. Evans\nmade his 14th blood\ndonation  on   January 5.\nMr. Evans is a veteran   of  the   last  war.\nARCHIE ARNOTT, of\nthe general auditor's\ndepartment, Montreal,\nhas boosted his blood-\ndonation score to 13\nwith his latest deposit\nat the Red Cross blood\nbank.\nMr. Arnott, who\nmade his first donation in May, 1942, has\nbeen with company for\nthe past 20 years, having commenced his\nservices with the auditor of stores and\nmechanical accounts at\nAngus Shops, Montreal.\nHERBERT C. SMITH,\nclerk in the auditor of\nfreight receipts office,\nMontreal, is now well\nestablished in the 10-\nTimers' ranks, having\nrecently made,his 11th\nblood donation to the\nRed Cross.\nMr. Smith, who made\nhis initial blood contribution in June,\n1942, joined the company as a clerk in\nthe auditor of freight\nreceipts department\nin 1917.\n,--:       ,%.\nC. O. CRAWFORD,\nclerk in the superintendent's office at\nSmiths Falls, joined the\nblood donors' honor\nroll on January 5,\nwhen he made his 10th\ncontribution to the Red\nCross blood clinic.\nM r. Crawford has\nbeen with the company\nsince April, 1929, when\nhe joined the service\nas a stenographer.\nthe track. The spikes alone weigh about 45\ntons.\nOther speakers who made glowing prophecies for the future included Reeve R. J.\nMacDougall, of Penticton; T. C. Clarke,\nthen president of the Vancouver Board of\nTrade, and the Hon. K. C. MaoDonald,\nMinister of Agriculture for British Columbia.\nMembers of the crew of the first train\nwere Conductor A. T. Abra; Engineer\nMurdock McKay; Trainmen Frank Williams and J. F. Missler, and Fireman T. E.\nPrentiss.\nAn unusul feature of the construction\nwas that part of the line was built over a\nmain provincial highway to avoid two level\ncrossings and for reasons of convenience\nand economy. Two miles of new highway\nwere   built  for   the   government  by   the\nHERBERT JAY, a\nmember of the auditor\nof freight claims staff\nfor the past 20 years,\nhas a dozen blood\ndonations to his credit.\nMr. Jay who made\nhis 12th contribution\nlast month, has been\nvisiting the clinic since\nMay, 1942, and plans\nto keep up the fine\nwork.\nHe joined the company in January, 1918,\nin the auditor of\nagencies' office, Montreal, transferring to\nhis present department  in   1925.\nW. B. THRASHER,\nof the auditor of\nfreight receipts office,\nMontreal, made his\n11th blood donation\nto the Red Cross last\nNovember, two and a\nhalf years after his\nfirst visit to the clinic.\nJoining the company in 1927 as a\nclerk in the sleeping,\ndining and parlor car\ndepartment, Montreal,\nhe transferred to the\nauditor of freight receipts office in 1940\nas a rate and division\nclerk.\nLeading  Blood  Donors'\nPhotographs Wanted\nTO ACCORD earned recognition to others\nin the service of the company who\nhave enthusiastically supported the Red\nCross Society's appeals tor blood donors,\nthe editors of the Staff Bulletin will welcome photographs of other donors whose\nblood contributions have totalled 10 or\nmore. Such photographs, accompanied by\npersonal information, will- be published in\nsubsequent   issues   of   the   Staff   Bulletin.\ncompany before the old route was taken\nover for the rail line. In many sections of\nCanada, roads have been constructed over\nthe railroad right-of-way, but this is one of\nthe few times that the process has been\nreversed on a main highway.\nWhite Stucco Station\nThe appearance of the station and freight\nshed will be quite different from the usual\nC.P.R. small-town station. Its white stucco\nfinish has been especially authorized so that\nit will harmonize with other buildings in\nthe pretty town of Osoyoos. \" Spare no\npains to make it attractive,\" were the orders given. Consequently it will have a green\nroof and will be painted in harmonizing\ncolors. It will be 73 feet long. Other buildings will include a 60-ton mechanical coaling plant, section house and bunkhouse for\nthe company employees who will be stationed there.\nThe work was directed by T. Lees, district engineer, Vancouver, and W. G. t>yer,\ndivision  engineer  at Penticton.\nThe company's construction engineer in\ndirect charge of the work was David A.\nLivingston, who was associated with the\nearly days of the Kootenay Central, Canadian Northern and P.G.E. Railways in B.C.,\nand who also served overseas in the last\nwar with the Second CM.R.'s, an Okanagan\nRegiment.\n15\n iron steeds like skilful jockeys, gentling\nthem into the turns, picking up speed in\nthe easier spots and literally hurling them\nonward with every little, trick of throttle,\nsand and quadrant.\nOld-timers like Seth Partridge nurse their\ncharges with one hand on the reversing gear\nand \u2022 the other on the sand valves, for they\nuse sand every step of the way, particularly\nin the tunnels where water leaking down\nthe tunnels on to tne track migiit g.ve bad\nrail. Those unfamiliar with the operation of\na steam locomotive find it somehow hard\nto believe that, without transmission, engines can be \" geared\". But it's low-gear\nwork on the Field hill and the really sound\ni engineer makes intelligent use of the quad-\n\u00bb rant, setting the Johnson bar down in\nwhat the hill-boys call, \"The OCS corner \",\nfor that short, choppy stroke which gives\nconsiderably less than the full travel oi the\nvalve but spells POWER in any language.\nPusher crews are on the strength of the\nAlberta district, as are the sectionmen,\nwatchmen and operators who maintain and\nprotect the track and traffic. The Field\nterminal starts at the east switch and is\non the British Columbia district. Terminal\nemployees are thus B.C. district men and\nwork on Pacific time while the pusher men\nand others on the hill set their watches\nfor Mountain time.\nDifference  in  Time\nIt is a little disconcerting to the newcomer until he gets used to it, to find hill\nmen talking in terms of Mountain time\nand terminal men talking in Pacific time.\nThis, however, marks the only discernible\ndifference between the men of the two. districts who work in complete harmony. In\nfact, it is hard to realize, except for the\ntime difference, that Field is the junction\nof two districts.\nThere are many well-known old-timers\nthere. Among them is Pete Litva, the night\nyardmaster. Fred Barlow, assistant agent,\nis a young man, raised in Field, who is just\nback to civilian life after two years overseas with the R.C.A.F. Barry Robeson, first\ntrick operator; Johnny Ashdown, on the\nsecond trick, and Dave White on the third\ntrick, are all experienced mountain men.\nTrack Well Patrolled\nProbably no section of track on the system is more constantly patrolled, more\nsafely guarded than the 14.4 miles between\nField and Stephen. Track patrolmen are\nstationed all along the way covering every\nmile of the sections on a 24-hour basis. At\nthe intermediate point of Yoho, an operator is on 8-hour duty, clearing traffic, while\nStephen, at the top of the hill, and, of\ncourse, Field itself at the foot of the hill,\nhave  operators  on three-trick basis.\nTrack patrolmen, like their brothers in\nthe section service, are a hardy and devoted\nlot, inured to the tough weather, alert to\ncontingencies in clearing track in case of\nobstructions. In such steep canyons falling rock is a constant menace and in this\nrespect watchmen render yeoman service.\nTypical of the devotion to duty displayed by watchmen is the story of George\nSacaliuc, Russian-born watchman at Yoho\non the downward end of the hill. George's\nsection lies beneath the frowning cliffs of\nMount Stephen, and there are several\nplaces, one in particular where rock slides\nhave given trouble.\nOne night last winter in a howling blizzard George found an obstruction on his\nsection and, as is the habit with mountain\nwatchmen and sectionmen, he set about in\nhis own way to clear it. The force of the\nwind, however, carried away his mitts as\nhe was engaged in this task, and the result\nwas two badly-frozen hands. They were\nso badly frozen, in fact, that the doctor\nfound it necessary to pull all of his fingernails, and even now the hands give him\ntrouble.\nIn league with the section* and track\npatrol forces is 'Hughie Reid, the signal\nmaintainer. In the ,15 years he has been\non the Big Hill, Hughie has become one of\nField's most useful citizens. A born organizer with a likeable' personality, the little\nScot is into everything in the railroad town.\nThe curling club where the townspeople\nfind healthful recreation on two well-kept\nsheets of ice, is debt-free and booming.\nHughie has been its secretary since it was\nformed. He took a leading part in setting\nup an open-air skating rink for the children\non the Kicking Horse flats; he is active in\nchurch work and was for a long time one\nof the board of the YMCA. A. few years\nago, before Field's young men started leaving to join the armed forces, he was one\nof the mainsprings behind the local hockey\nteam, too.\nBlock Signals Help\nThe whole hill is protected by automatic\nblock signals of the absolute permissive\ntype and the installation adds a further\nmeasure of safety. Signal maintenance on\nthis rugged terrain, however, is not without\nits hazards. More than once Hughie Reid\nlias been treed by a bull moose which\nmistook his innocent speeder for a rival\nlord of the forest.\nSlides, too, can play havoc with delicately-adjusted installations. At one place\nwhich developed trouble the ingenious\nHughie developed a \" burglar alarm \" system\nof his own. This he did by putting in a\nset of wires strung on short poles for the\ndistance of about 50 yards on the high side\nof the track at the foot of the slide area.\nAny heavy object coming down the mountainside touches these wires with sufficient\nforce to break the circuit and throw the\nboard down.\nThe trap worked fine, Hughie said, until\none night some wild animals adopted the\nwires and poles for a scratching place,\nthereby dropping the board and leading to\na certain amount of, fervid cussing.\nField's most famous slide, of course,\nis the one which came down over two\nlevels of the track, wiping out the station\nat the point then shown on the time card\nas Mars. This was the occasion when Billy\nAdamson, returning at the throttle of a\npusher engine, was coming down the hill.\nHe saw the slide, the damage it had done,\nand the further damage it might do. He\nstood bv his engine while his fireman, Seth\nPartridge, clambered down the precipitous\nsides of the canyon to warn the operator\nand call out the gangs.\nBrave Deed Remembered\nIt is onlv fitting that the present station,\nreplacing Mars, now shows on the time\ncard as Partridge, commemorating a,brave\ndeed by a fine engineman.\nRoadmaster Alf Ades is a newcomer,\nfrom Edmonton, to the Laggan subdivision where he is now in charge of the\ntrack between Cochrane and Field. He has\nhad extra gangs changing out steel, relin-\ning curves, laying new ties and doing other\nimportant maintenance work, and the track\nis  now  in  excellent  shape.\nLocomotive Foreman Joe Frost, in\ncharge of the mechanical department at\nField, has 10 locomotives assigned to him\nfor service and maintenance. These consist\nof six hill pushers and four engines assigned for pusher service farther west on\nthe Golden hill. . . . Golden to Leanchoil.\nHis roundhouse also makes running repairs\nwhen necessary on the 5900 road engines\nwhich turn around there. These engines, of\ncourse, are maintained at Calgary and\nRevelstoke, but occasionally one of them\nwill need attention at Field.\nMr. Frost has three machinists looking\nafter running repairs on pushers, and a\nmachinist on maintenance repairs of these\nengines, as well as a miscellany of 32 other\nfitters, helpers, hostlers, stationary firemen.\nRoundhouse  Supplies  Light  to  Community\nThe roundhouse supplies light to the\nwhole community, also heating the YMCA,\ncompany houses occupied by staff, and\ncompany buildings. Fred Woolley, car foreman, has a staff of nine carmen, a helper\nand four laborers, two of them extra sum-,\nmer help.\nHandling 18 trains daily, including the\nmain line passengers, it is a man-sized job\nfor the carmen.\nLiving in a national park which is a\ngame preserve, it is not surprising that\nmost of Field's 350 residents find their\npleasures in the simple things. Fishing\nwould rate as Number 1 sport.\nOn every side is incomparable trout fishing. Not far away, off the highway, is\nEmerald Lake where the company's chalet,\nnow closed for the duration, caters in normal times to tourist visitors. Emerald Lake\nis noted for trout fishing and today several\nField residents maintain boats there from\nwhich to angle. Near the top of the Field\nhili, where the railway and the highway\nrun parallel, is Wapta Lake, site of another\nof the company's bungalow, camps. These\nwaters are also liberally stocked with trout.\nAnother eight miles in from Hector, or\nWapta, is Lake O'Hara, another company\nbungalow camp which boasts good fishing.\nHangout   for  Grizzlies\nSherbrooke Lake, a few miles northwest\nof Hector on the Great Divide is celebrated for fishing but the natives are giving it a rather wide berth because it is a\nhangout for grizzly bear. It was near this\nlake that Nicholas Morant, the company's\nspecial photographer, and Chris Haessler,\nhis Swiss guide from Lake Louise, were\nattacked and terribly mauled by a huge\nfemale grizzly, in September, 1939. (Mr.\nMorant took the photographs which accompany this article\u2014ed. note).\nLast summer the wardens killed ,an\neight-foot grizzly in the same area.\nFortunately, of course, grizzly keep well\nback from settlements and are not a\nserious menace. Black and brown bear on\nthe other hand, are pests, but Field citizens\nhave devised effective and direct means to\nsend them  packing.\nBeing chiefly a railroad town, but situated in a national park and set up under\nfederal law without a town council, it is\nnot surprising that company men play a\nleading part in community affairs. School\nconcerts, socials, dances and other activities are attended chiefly by employees and\ntheir families.\nThe   local   magistrate   is   William   M.\n17\n Brown, a carman, who has spent the past\n15 years in Field. It is a position which\nthe tall, sport-loving Fifeshire Scot fills\nwith dignity and gooo. judgment. Lawbreakers are few and receive swift and\nimpartial justice.\nA  Canine Brakeman\nMagistrate Brown on his rounds through\nthe station yards checking equipment is\naccompanied as a rule by Tom, a nondescript but sagacious dog of evident collie\nextraction. Tom is as much part of the\nrailroad around Field as the roundhouse.\nHe has a remarkable nose for hot-boxes\nand will \" freeze\" beside one until his\nfriend, Magistrate Brown, comes along to\ndo something about it. Tom leaps nimbly\nonto the running board of the switch engine, climbs up on the tender and is so\nmuch at home around the right of way\nthat the Field local of the Brotherhood of\nRailroad Trainmen have made him an\nhonorary \" brother.\" As if conscious of this\ndistinction the dog, while willing to share\nfood with train crews in the caboose, scorns\na dining car handout as being beneath his\ndignity.\nThere are in Field two unusual monuments. One is the tiny church known as\nthe \"stolen church,\" and not to be confused with another and perhaps more famous stolen church at Windermere, in the\nColumbia Valley. Field's pilfered place of\nworship, the old-timers have it, was hijacked from a flatcar when it came through\nthe town on its way to Donald, then the\nprincipal divisional point in the mountains.\nField residents of that by-gone era, filled\nno doubt with religious fervor and civic\npride, removed the tiny structure apparently without much difficulty and set it on\na convenient site in the centre of town\nwhere today it attracts the Sabbath worshippers.\nThe Ski Jump\nField's other monument is the ski jump\nfacing the station from the opposite side\nof the Kicking Horse River. Distinctly visible and readily identified, the slide, gouged\nfrom the side of Mount Burgess, is rapidly\ngoing back to the bush from which it was\ncut, now that its creator, Nets Nelsen, is\nno more. Nels won his great fame as a\ndaring and skilful jumper at Revelstoke\nwhere he and other intrepid Norsemen\nbuilt and operated the famous \" Suicide\nHill.\"\nNels in his later years had the misfortune to lose an arm in a mishap.\nA trainman up to that time, he then found\nemployment as train baggageman and ran\nbetween Kamloops and Vancouver.\nAll in all, Field's railwaymen don't consider themselves badly off. It is a beautiful\nplace to start with. You hardly ever see\na mosquito, for example, and even in the\nhottest part of summer the nights at 4,000-\nfoot altitude are cool and you need at least ,\ntwo blankets. In the fall when the trees\nchange color, the canyon changes its whole\ncomplexion with it. The winter snows aren't\nas deep as some farther west\u2014at Glacier,\nfor one\u2014and while occasionally blizzards\nblow, the winter days for the most part\nare full of sunshine and crisp, invigorating\n\" dry \" cold. Nature is always close at hand.\n\" Sitting On Top of the World \"\nAnd there's some satisfaction in knowing\nthat  Stephen,  at  the  top   of  the  hill,  is\nAIR  LINES  NOTES  FROM\nEDMONTON\nREFLECTING THEIR GOOD WISHES\u2014Presentation of a large mirror expressed the goodwill of\nWinnipeg officers towards Gordon M. Hutt on\nhis departure for Montreal where he assumed\nhis new position as Development Commissioner,\nsucceeding G. G. Ommanney, retired. Some 70\nofficers at Western Lines headquarters gathered\nfor the presentation which was made on their\nbehalf by H. W. Gillis, Assistant Freight Traffic\nManager to whom Mr. Hutt for the past 13\nyears has reported as Assistant Development\nCommissioner in the west. H. A. Greeniaus,\nAssistant to the Vice-President of Western Lines,\nwas master of ceremonies. Photo shows Mr. Hutt\n(right) with Mr. Gillis during the presentation\nspeech.\nMr. Hutt was recently elected chairman of the\nWinnipeg Branch of the Canadian Institute of\nMining and Metallurgy. He had previously been\nvice-chairman.\n5,337 feet above sea level and the highest\npoint on the main line, and that when you\nclimb from Field to Stephen you are climbing 1,265 feet in 14.4 miles. That in itself\nsort of gives one the feeling of \" sitting on\ntop of the world.\"\nYes, Field is a place that gets into the\nblood. As one veteran engineer put it\u2014\nand somehow it seems to tell the whole\nstory. . . .\"I have been'going up and\ndown this hill for 37 years, and each time\nit looks different. If the day ever comes\nwhen I can't get a thrill out of this country, I hope the boys will lay me away\nquietly. And besides, where can you get\nfishing like it? \"\nK. A. Cook Dies at 54\nGeneral agent in charge of steamships\npassenger traffic for the company at Chicago, since 1935, Kenneth Albert Cook died\nin that city recently. In his 55th year, Mr.\nCook had served the Canadian Pacific for\nmore than 37 years at Cincinnati, Kansas\nCity, Atlanta, Detroit and Chicago, and in\n1936 was# assistant cruise director for the\nworld cruise of the Empress of Britain, flagship of the C.P.S.L. fleet, sunk by enemy\naction in the North Atlantic in 1940.\nMr. Cook's career with the Canadian\nPacific commenced in 1907 when he joined\nthe company's passenger department at\nCincinnati, Ohio. He was chief clerk in the\ncompany's Chicago passenger department\nin April, 1918, when he enlisted for military\nservice with the U.S. Engineers.\nUpon discharge from the U.S. Army the\nfollowing year he returned to his position\nat Chicago, and during 1920-1935 he served\nin other positions at Detroit, Atlanta and\nCincinnati before becoming general agent\nfor the company at Chicago in January,\n1935.\nPresentation of first-aid certificates was\nmade recently by G. W. G. McConachie,\nGeneral Manager, Western Lines, C.P.A.L.,\nto the following members of his office staff,\nwho completed the St. John Ambulance\nAssociation First Aid course: Miss E. B.\nWiggins, Miss M. K. Connolly and C. C.\nMcVean.\nAfter 15 years with Canadian Pacific Air\nLines and its constituent companies, Mrs.\nElsie Baird, clerk in the Mackenzie District\noffice, Edmonton, was presented with a\ncrystal water set from her fellow workers\nand officers in appreciation of her long\nservice, prior to her departure from the\ncompany.\nW. J. Twamley, former Superintendent\nof communications and despatch, Western\nLines, was transferred from Edmonton to\nVancouver on December 30. Upon his departure for the coast, Mr. Twamley was\npresented with a pen and pencil set by\nW. A. Andrew, Chief Despatcher, Western\nLines, on behalf of the pilot, despatching\nand communications personnel at Edmonton.\nWedding bells rang at Canadian Pacific\nAir Lines early in January when Pat\nCameron, senior crew chief in the Edmonton maintenance department, and Miss\nAnna Belle McLean, agent in the downtown ticket office, Edmonton, were married\nat Robertson United Church. Rex Terpen-\ning, assistant chief mechanic, Edmonton\nmaintenance, was best man, while the bride\nwas attended by her sister, Miss Lovette\nMcLean. Following a honeymoon in Banff,\nthe couple are making their home in Edmonton.\nS. M. TAGGART ELECTED\nS. M. Taggart, division master mechanic,\nwas elected president, with Frank Nopper,\nchief clerk, local freight office, vice-president, of the Canadian Pacific Recreation\nClub of London, Ont., at the annual banquet recently. There was an attendance of\n150. Harry Bruner, clerk, yard office, was\nnamed secretary, and L. B. Arscott, local\nchairman, order of Railway Trainmen,\ntreasurer.\nThe executive committee was chosen as\nfollows:\u2014James Smith, fireman; James\nBoylan, engineer; Neal Johnston, fireman,\nand Morley Chambers, conductor, with\nEugene Smith, cashier, city express office,\nand Lloyd Wiggins, train dispatcher,\nauditors. Mrs. James Boylan and Mrs. Peter\nPrimeau, wife of Roadmaster Primeau, were\nelected editors of the club's newspaper.\nMiss Jessie Mclntyre, secretary to the\nsuperintendent, was named press reporter.\nW. E. McGill, Superintendent, was chosen\nhonorary president, with the following elected as honorary vice-presidents:\u2014H. R.\nButterill, chief dispatcher, F. S. Rosseter,\nassistant superintendent, J. O. Johnston,\nassistant superintendent, and O. R. Burns,\nfreight  agent.\nIn the ladies' section, Mrs. Boylan, wa3\nnamed president, with Mrs. Russel Geoghan,\nwife of Fireman Geoghan, secretary, and\nMiss Beatrice Mclntyre, ticket clerk,\ntreasurer.\n18\n  Plate I.\nPlate  II.\nPlate  (II.\nCharacteristics  of  the  three  classes\nillustrated\non  this  page:\u2014\nPlate No. 1\n.  Plate No.\nII.  Plate No. III.\nEngine    No\t\n71\n370\n3009\nType\n4-4-0\n4-4-0\n2-6-0\nCyls.  Diam.  & Stroke\n17\"x24\"\n17\"x24\"\n18\"x24\"\nDiam.   Driving  Wheels   .    .\n62\"\n62\"\n57\"\nB\u00aeiier  Pressure, lbs.\n140\n150\n180\nTractive  Effort, lbs.\n13,300\n14,250\n20,880\nWeight on  Drivers,  lbs.\n52,000\n56,000\n90,000\nWeight   of   Engine,   Total,\nlbs.\n79,000\n87,000\n102,000\nWeight of Engine & Tender,\nlbs.\n157,000\n165,000\n180,000\nFirebox, length   &  width   .\n71-13\/16\"x 71-\n5\/16\"x    96l\/2\"x\n35\"\n35\"\n42-5\/76\"\nGrate   area,   sq.   ft.\n17.4\n17.:\n(                28.3\nTube   Heating   Surface,  sq.\nft.\n928\n1,132\n1,277\nFirebox    Heating    Surface,\nsq.   ft.\n113\n113\n111\nTotal   Heating  Surface,  sq.\nft.\n1,041\n1,245\n1,388\nCoal  Capacity, tons\n10\n10\n10\nWater  Capacity,  gallons   .\n2,300\n2,800\n2,800\nHAVE SERVED COMPAn|\nBy A. E. MIMMS\n(Chief  Engineer, Munitions  Department, Montreal)\nBETWEEN business firms, as in personal relationships,\nthere are sometimes developed enduring connections,\nwhich carry on through many years on a basis of mutual\ninterest and esteem.\nSuch is the background behind the service of 425\nKingston-built locomotives on the Canadian Pacific Railway over a period of years extending from the inception\nof the company to the present.\nBefore proceeding further we might review briefly the history\nof the company at Kingston, now the Canadian Locomotive Company Limited, which reaches back into the pioneer days of Canada,\nwhen all existing and projected railways in British North America\nwere dependent either upon English or American manufacturers\nfor the construction of their motive power.\nInception in  1850\nOnly 25 years after the first locomotive had been successfully\noperated in England the need of a works in Canada which could\nconstruct locomotives for use on the widely spreading network\nof railway lines became so evident that in 1850, 17 years prior to\nConfederation, two enterprising citizens of Kingston, Messrs.\nMorton and Duncan, decided to build and operate such a plant.\nIn 1854 this plant was acquired by the firm of Morton and\nHinds.\nIn 1865 a company was formed known as the Canadian Engine\nand Machinery Works to take over the Kingston plant. This was\na Montreal corporation headed by R. J. Reekie, as President and\nManaging Director, G. J. Tandy being plant superintendent.\nAnother re-organization took place in 1881 when the Canadian\nEngine and Machinery Company Limited, headed by the Honourable Sir George Kirkpatrick as President, succeeded the Canadian\nEngine  and  Machinery Works.\nIn 1888 the Kingston plant was acquired by a British firm,\nDubbs and Company Limited, of Glasgow, and for a few years\nwas operated by them.\nThe present Canadian Locomotive Company Limited was established in 1900, and this re-organized company has continued operations to the present time.\nThe first president was the Hon. William Harty, who, in 1924,\nwas succeeded by his son, William Harty Jr. In 1932 direction of\nthe company was taken over by William Casey, President and\nGeneral Manager, who, having been connected with the company\nfor many years, has had a wide experience in the field of locomotive construction. Mr. Casey, commencing as an apprentice,\nheld the positions of machinist, foreman, superintendent, works\nmanager, general manager and president.\nBy additions to the plant facilities and modernization of the\nequipment, the plant has been enabled to keep pace with the\nrapid increase in size and development of locomotives, and is\ncapable  of turning out all  of the latest types  of motive power.\nLocomotives Acquired\nIncluded in the first locomotive group acquired by the Canadian\nPacific Railway in 1881 were six 4-4-0 type engines constructed\nat Kingston in 1871 for the Grand Trunk Railway. In all, 40\nKingston-built locomotives were acquired by the Canadian Pacific\nduring the first few years of the company's existence, either from\nthe Government, which had used them in preliminary construction preceding the organization of the Canadian Pacific Railway\nCompany, or from various short railways eventually incorporated\ninto the system. Few records are available regarding this early\nmotive power.\nNoticeable among them, however, was a locomotive constructed\nin 1866 which was taken into the company's inventory in 1885\nfrom the St. L. & O. Railway. Another locomotive obtained the\nsame year was originally Intercolonial Railway Engine No. 8, built\nin 1881. The latest acquisition of Kingston-built locomotives from\n R MORE THAN 60 YEARS\nsubsidiary lines occurred in 1931, when two 2-8-0 type locomotives\nwere taken over from the Algoma Eastern Railway.\nLocomotives Purchased\nThe first order placed by the Canadian Pacific for new Kingston\nlocomotives in 1882 covered a group of fifteen 4-4-0 type engines,\nillustrated by plate no. i. These locomotives, with their straight\ntopped boilers, centrally-located steam dome and diamond tj'pe\nsmoke stacks, were excellent representatives of the locomotive of\nthe day. Peculiar to Canadian Pacific practice was the horned pilot\ncoupler-bracket, brass-ringed front number plate, and brass flag\nstaff at each side of the headlight bracket. It will be noted that\nthese locomotives were fitted with chime whistles, one of the\nearliest applications of this equipment.\nThe following year, in 1883, a group of similar engines was\nordered.\nIn 1886 an order placed on Kingston covered a group of ten\n4-4-0 type locomotives of heavier construction, as illustrated by\nplate no. ii. This particular design was practically standard for a\nnumber of years for both freight and passenger service. Similar\nlocomotives were purchased or built by the railway company\nduring the five years following.\nThe .2-6-0 or Mogul type locomotive, introduced on the system\nin 1882, was the forerunner of engines of this type designed by the\nrailway company, which were first built at Kingston in 1888, followed by other engines of the same type. A typical example of\nthe Mogul of 1888 is shown by plate no. hi.\nThe first 10-wheel 4-6-0 type engines, built at Kingston for the\nCanadian Pacific were Nos. 477 and 478 in 1890. These had 18\"\nx 24\" cylinders, 57\" driving wheels, 180 lbs. boiler pressure, and\ndeveloped a tractive effort of 20,880 lbs. The total heating surface\nwas 1,282 sq. ft., grate area 23.4 sq. ft. and the locomotive's weight\nin working order was 105,000 lbs. The 10-wheel type locomotive\nwas rapidly extended for use all over the system.\nThe first 10-wheel engines of the D-10 class to be constructed\nat Kingston consisted, of a group of 10 engines, Nos. 700 to 709,\nordered in 1905, which were the forerunners of the class which\nbecame ubiquitous on both Eastern and Western Lines, and which\nfinally reached a total of nearly 500 locomotives, of which 68 were\nbuilt at Kingston.\nFitted with cylinders 21\" x 28\", boiler pressure 200 lbs. and 63\"\ndriving wheels, they developed a tractive effort of 33,400 lbs. They\nwere suitable for either freight or light passenger work and light\nenough to be used on most branch lines. A large number of the\nD-10 class engines are still in service and have performed in a\nsatisfactory manner within the limitations imposed by their\ncapacity.\nIn freight service a marked advance was introduced in 1898 by\nthe development of heavier Consolidation, 2-8-0 type locomotives,\nsome  of which  were  of the  cross-compound type.\nDuring 1899 the Canadian Locomotive Company built eight of\nthese engines, equipped with the Pittsburgh System of compounding. These locomotives, having cylinders 21\" x 33\" x 26\", boiler\npressure 200 lbs., and 57\" driving wheels, developed a tractive effort\nof 26,550 lbs. The following year another group of 10 engines of\nsimilar design, but of greater capacity, was ordered from Kingston.\nRecent Locomotives\nThe advent of lightweight passenger cars indicated the advantage of a lightweight passenger locomotive, designed for economical operation at high speed. Such a design was embodied in\nthe development of Jubilee 4-4-4 type engines on the Canadian\nPacific, as represented by the 2910-2929 series, Class F-l-a engines,\nbuilt at Kingston in 1937 and 1938. When operated with trains\nconsisting of modern lightweight passenger cars, these have demonstrated the possibilities of improved service.\nIn 1938 there was constructed at Kingston a group of Pacific type\nlocomotives, Nos. 2351-2365, Class G-3-e, which are now used in\nmainline passenger work. Further orders for G-3 class locomotives\nwere placed with the Canadian Locomotive Company in 1940, 1942,\n1943 and 1944, the total number purchased being 112 of this class.\n(Continued on page 19)\nPlate  IV.\n**ftftft^< ,,.\nPlate  VI.\nCharacteristics  of  the  three  classes\nillustrated   or\nthis  page:\u2014\nPlate No.IV.\nPlate No. V.\nPlate No. VI.\nEngine   No\t\n2911\n2400\n5417\n2-8-2\nType\n4-4-4\n4-6-2\nCyls. Diam. & Stroke   ....\n16i\/2\"x28\"\n22\"x30\"\n22\"x32\"\nDiam.   Driving   Wheels   . . .\n75\"\n75\"\n63\"\nBoiler   Pressure,   lbs.\n300\n275\n275\nTractive  Effort, lbs.      ....\n26,000\n45,250\n57,500\nWeight on  Drivers, lbs.\n111,000\n199,600\n248,400\nWeight   of   Engine,   Total,\nlbs.\n240,000\n322,500\n339,000\nWeight of Engine & Tender\nlbs.\n425,000\n560,000\n577,000\nFirebox, length  & width   .\n93-l\/16\"x  lll-l\/16\"x  120-l\/16\"x\n70-3\/16\"      84-3\/16\"       841\/k\"\nGrate   area,   sq.   ft.\n45.0\n65.0\n70.3\nTube  &  Flue  Heating  Sur\nface,  sq.   ft.\n2,091\n2,885\n3,126\nFirebox    Heating    Surface,\nsq.   ft.\n200\n291\n310\nSuperheating    Surface,   sq.\nft.\n900\n1,475\n970\nCombined      Keating      Sur\nface,  sq.   ft.             \t\n3,191\n4,647\n4,406\nCoal Capacity, tons   \t\n12\n18\n18\nWater Capacity,  gallons   .\n7,700\n10,000\n10,000\n TO OSOYOOS\nOSOYOOS, central town of the prolific fruit district\nat the southernmost part of the Okanagan Valley,\nbecame the newest name on Canada's railroad maps on\nDecember 28 when the arrival of the first train and driving of a \" lafet spike \" realized a dream of 25 years ago.\nOsoyoos produces \" the earliest- fruit in Canada.\" It is a semi-\ntropical valley in southern British Columbia where cantaloupe\nflourish, zuka melon grow to a weight of 130 pounds, and other\nrich crops include cherries, apricots, peaches, pears, plums, apples,\ngrapes, tomatoes and melons.\nTwenty-^five years ago it was arid range-land, rich only in cactus\nand sagebrush and Mexican greasewood.\nAt that time, the late Premier John Oliver, of British Columbia,\nenvisioned a gigantic irrigation scheme coupled with a plan for\nsoldier settlement. His government planned to spend three or\nfour millions of dollars to pipe water from Okanagan Lake and\nthey secured the promise of the Canadian Pacific to extend rail\nfacilities as the district's growth warranted.\nNow the-district has come of age. . . John Oliver's dream has\nmaterialized.\n250 Cars of Fruit\n.The whole Okanagan Valley shipped about 14,000 freight cars of\nfruit in the past year. The relatively tiny Osoyoos district provided about 250 of those cars ... 70 of them being cars of\ncantaloupes. Shipments included 5,278 tons of fruit and 3,520\ntons of vegetables. There are 1,800 acres under cultivation with\nmany trees still too young to bear fruit. An additional 1,500 acres\nof irrigable land are easily available.\nStatistics like those lend strength to claims that, within 10 years,\nOsoyoos will be the richest orchard district in Canada.\nThe celebration marking the coming of the Canadian Pacific to\nthis town of 1,200 in the sunniest and southernmost part of the\nfamous  Okanagan Valley, was heart warming.\nA special passenger train from Penticton, 35 miles northward,\ncarried guests from all the fruit districts of the valley. High rail\nofficials, government representatives, Boards of Trade presidents\nfrom as far as Vancouver, visitors from the United States two and\na half miles to the south all took part in this most important\nevent in the history of Osoyoos.\nFirst Train Is Welcomed\nThe strains of a high school brass band and the cheers of practically every resident of the district welcomed the first train into\nthe uncompleted station\u2014and it was on time to the second.\nCeremonies at the station were brief. Tall, energetic Rev. Father\nLast spike in the new line was driven by George Fraser, pioneer Osoyoos\nresident. Rev. Father Muelenbergh, mainspring of the celebration welcoming the first train, held the microphone so that the large crowd could\nhear the sound of the hammer on the burnished steel spike.\nA. Muelenbergh, Catholic priest, president of the Osoyoos Board of\nTrade and evidently mainspring of public activity in the town,\nwelcomed about 100 visitors and led them to the community hall\nwhere cocktails, dinner and speeches followed in rapid succession.'\nThen the last spike was driven in a series of careful taps by\nGeorge Fraser, pioneer resident and president of the Osoyoos\nCo-operative Growers' Association.\nResidents of Osoyoos returned to the* station to wave a polite\ngood-bye to their guests departing on the first train, and then\ncontinued with a celebration which gave every promise of being\none of the most spontaneously enthusiastic seen in recent years\nin inland British Columbia. (Continued on page 15)\nAll Osoyoos and district turned out to see the first railroad train ever to\nreach the town and to join in a spontaneous celebration on completion\nof the company's branch line.\nPhotographs on opposite page were taken during celebration of\narrival    of the first train at Osoyoos, B.C.\u2014\n1\u2014\" The work has been well done in every way,\" said George\nH. Baillie (centre, speaking into microphone), General Superintendent,\nB.C. district, Vancouver. Also in picture are: Rev. Father Muelenbergh, of Osoyoos, mainspring of the celebration, front left; C. A.\nCotterell, Assistant General Manager, Vancouver, front centre;\nGeorge Fraser, who drove the last spike, front right; and at left\nof second row, Hon. K. C. MacDonald, Minister of Agriculture for\nBritish Columbia.\n2\u2014Work continued on the station and other company buildings\nwhile the town  of Osoyoos  celebrated  the arrival  of the  first  train.\n3\u2014The men who brought the first train into Osoyoos, were, left\nto right: Trainman J. F. Missler; Conductor A. T. Abra; Trainman\nFrank Williams; Engineer Murdock McKay, and Fireman T. E.\nPrentiss.\n4\u2014Visitors who went to Osoyoos to join in the celebration included\nT. C. Clarke, then president of Vancouver's Board of Trade; M. E.\nNichols, publisher of the Vancouver Province; George H. Baillie,\nGeneral Superintendent of the company's B.C. District, C. A. Cotterell,\nAssistant General Manager for the company at Vancouver; Hon.\nK.   C.   MacDonald,   British   Columbia's   Minister  of  Agriculture.\n5\u2014David A. Livingston, construction engineer in direct charge\nof the building of the Osoyoos extension, is seen with Mrs. Livingston.\n6\u2014A view of the station (not yet completed), platform and first\ntrain to reach Osoyoos, B.C.\n  $enavatia+id\nand Alte\/wtibnA,\nAT NORTH BAY\nEXTENSION of the company's North Bay station\nbuilding and complete alteration and renovation of the\noriginal structure have combined to make the depot thoroughly up-to-date in every particular, with the stone used\nfor the extensions being mined from the two quarries that\nsupplied the station when it was built in 1903.\nThe station building extension, installation of a new\nturntable, paving of the streets surrounding the station,\nand lining them with sidewalks, and the setting up of a\nwhole new interior layout within the building are just a few of\nthe comprehensive jobs which confronted engineers and workmen\nearly last summer.\nA few months ago the old station building had only a limited\nsecond storey, which was located immediately over the waiting\nrooms and comprised offices much too cramped in space for the\npresent staff.\nOffices Extended\nThe offices on this floor have now been extended to cover the\nentire building. Muted buff walls and ceilings have been bright-,\nened with the installation of fluorescent lighting, and a neutral\nshade of linoleum covers the floors. Venetian blinds lessen glare\nfrom outdoors.\nHub of activity on this floor is the general office, where Chief\nClerk Arthur Beattie, alderman of the city council, presides. From\nthe general offices, halls, lead to the various! private offices. Here\nare the offices of E. S. McCracken, General Superintendent, Algoma District; J. R. Caswell, District Engineer; R. V. Carleton,\nDistrict Master Mechanic; J. V. MoGuinty, Supervisor of Transportation; E. F. Curran, District Electrician; W. F. Becksted,\nDistrict Signal Supervisor; D. P. Russell, District Safety Agent,\nand J. L. Looney, Assistant Engineer.\nIn addition, on this floor, are filing offices and a special room\ndevoted to drafting and planning, the latter an important factor.\nRenovation work, too, has. taken place in the ground floor section of the building. The plastered portions of the waiting-room\nwalls have been re-finished, while the old wooden floor has been\nreplaced with terrazza flooring in an attractive green-grey color.\nNew lighting has also been installed.\nIn the general waiting-room, new seats have replaced the old\nwooden benches, while the ladies' waiting-room has undergone an\neven more effective alteration. This has been furnished with leather\nchesterfields and seats. Terrazza floors and up-to-date fixtures have\nbeen installed in the rest rooms.\nAll the improvements were not confined to the exterior and\ninterior of the building, for the driveways leading to the station\nwere paved and lined with sidewalks. The entrance, too, is brightened with modern light standards.\n$70,000 Turntable\nMore serviceable perhaps than any other of the improvements .\neffected  was  the   installation   of   a   new   $70,000   turntable.   This\nmodern equipment, which is the 110-foot three-point bearing type,\nreplaced a 90-foot balanced type turntable, which, when  erected\nin 1922, succeeded a 70-foot one.\nConstruction of the turntable, which is \"of the latest pattern,\ncommenced in July, and, with 25 men working steadily since\nthat time, was completed in 4% months.\nThe reconstruction activities reached their climax when an auxiliary crane from Sudbury helped the North Bay crane move the\nturntable into place.\nThis photo shows huge cranes at work to swing the new turntable into\nplace at North Bay, and gives an idea of the difference in length between\nthe new table (on the right) and the old.\nShown here is a section of the completely-redecorated men's waiting-room\nin the North Bay station.\nView  of the  sunny and  enlarged  top  floor where  offices  are  located  in\nthe  renovated  station  building  at  North   Bay.\n10\n STA FF\nNUMBER  108\nnlletin\nFEBRUARY,  1945\nISSUED FOR THE  INFORMATION  OF ALL THOSE IN THE COM PAN YS SERVICES\n SometkUuf ta ie, Pnoud o^\nOFTEN you have heard of our people saying on retirement,\n\" If I had it to do all over again, I'd start in anew with\nthe Canadian Pacific\/' What they were expressing was\ntheir pride in a worthwhile association; an association with a\ncompany of rich historical background and a tradition of\nachievement and service.\nWords like background and tradition have been made trite\nby careless application; too frequently they have been used\nas fulsome-sounding phrases without foundation, so they\nhave come to lose some of their meaning and to be ignored\nas so much hollow propaganda. It is easy to boast of background and tradition. It is hard to acquire them. It can be\ndone only by time and effort. Certainly, time (some 65 years\nof it) and effort (the work of tens of thousands of Canadian\nPacific people) have gone into building this company's tradition. It is something of which we can be profoundly proud and\nwhich we shall strive to sustain.\nWhat is pride in your company? Is it a vague and artificial\nadmiration for some vast corporation, some colossus of\nfinance or industry, or some long-established business, based\non size or wealth or antiquity alone? It's not worth having\nif that is all it is.\nPride in your company, if you analyze it and reduce it to\nfundamentals, is pride in yourself and the job you do. Because\nthe company\u2014all it has been and all it is\u2014is you and all of\nus who work with you, and all those who have gone before us.\nOur predecessors toiled and set high standards of service\nand accomplishment because of their own pride of craft. If\nwe are conscientious workmen we cannot do other than pirn\nfor those same standards; we must maintain them and\nsurpass them, if we can. Why? Because some superior demands it? That is not the only reason. The motivating reason\nis because most people confronted by a task for head or\nhands, instinctively try to do it to the best of their ability,\nsimply because they like to see a job well done.\nNo man is indispensable, but every man is essential from\ntop to bottom; from senior officer to junior clerk; from\ngeneral superintendent to section hand. Only if every one\nfulfils his allotted duty does the company as a whole function perfectly. Pride in the achievements of the company,\ntherefore, is not an empty thing; it is the aggregate of pride\nin his work by the individual.\nThe men, who after 30 or 40 years of service, give voice\nto their pride in company by saying if they had it to do all\nover, they would start anew with the Canadian Pacific, are\nnot saying that because they have had an easy time of it.\nThey have been happy in their work, but it has not been\nall sweetness and light or plain sailing. Obviously in long\nyears of service they have had their worries and headaches,\ntroubles and problems, no less than we. But they met them,\novercame them, solved them, and finished up with the sense\nof satisfaction that goes with success.\nThey are proud because they helped, each and every one\nof them, to construct and enlarge the edifice of the company's background and tradition. We have reason to be\nproud, too, because we are making more history every passing,\nday, and adding further to the Canadian Pacific tradition.\nCANADIAN\nPACIFIC\nThe Vice-President.\nCANADIAN    PACIFIC\nSTAFF     BULLETIN\nNO.  108 FEBRUARY,  1945\n\u2666\nAddress   all   communications   to\nJ. Harry Smith, Manager, Press Bureau.\nRoom 327,      Windsor Station,      Montreal\n\u2666\nINDEX\nThe Big Hill     3\nKingston-Built Locomotives Have Served Company More Than 60 Years .    6\nFirst Train to Osoyoos. ..'.'\u25a0  i     8\nRenovations  and  Alterations  at  North\nBay  10\nSafety First  11\nPrizes Awarded for 1944 Suggestions... 12\nW. M. Neal Installed as Honorary President  of Legion  Branch  13\nLest We Forget 20\nIn The Armed Services  23\nStaff Appointments   26\nVeterans Enter Retirement.  28\nObituary     34\nMotive   Power  35\n\u2666 \u2666   \u2666\nTHE COVER PHOTOGRAPH\nOn the time-card for the main line in the\nRockies near Field, B.C., appears the name\nPartridge. Originally, it was called Mars'.\nThere, occurred Field's most famous slide,\nwiping out the station. The crew of a\npusher engine coming down hill saw what\nhappened and stopped. The fireman clambered down the precipitous sides of the canyon to warn the operator and call out the\ngangs. The fireman was Seth Partridge and\nMars was re-named in honor of his brave\ndeed. Seth Partridge, a veteran of Big Hill\nrailroading since 1907, is now dean of all\nlocomotive engineers there, and it is his\npicture which appears on the cover this\nmonth. (See article starting on page 3 for\nthe story of the Big Hill). (Photo by Nicholas Morant).\n\u2666 \u2666   \u2666\nFOR COMPANY MEN OVERSEAS\nIf you know of any former employee, of\nthe company now overseas with the armed\nforces who is not receiving his Staff Bulletin\nregularly, please send his correct overseas\naddress to Publicity Department, Fourth\nFloor, Canadian Pacific Offices, 62 Trafalgar\nSquare, London, W.C.2, England. Similarly\nif a copy of this Staff Bulletin should come\ninto the hands of a former employee in the\nservices overseas and he is not receiving it\nmonthly, he is requested to send his correct\naddress to the Company's London  Office.\n 'Sleepy Hollow'\nChairs Feature\nNew Day Coaches\nTHE first of 35 new CQmpany day\ncoaches, featuring extra-comfortable reclining chairs, pastel-colored\nfinish and lightweight construction,\nwas inspected at Montreal's Windsor\nStation recently by William Manson,\nsystem vice-president, and other\nCompany officials. The new car has\ngone into service, and a one-a-week\ndelivery schedule will be maintained\nfor the next four months.\nThe cars, which cost upwards of\n$90,000 each, are the first new construction C.P.R. passenger rolling\nstock since October, 1942.\nEach car is fitted with 68 \" Sleepy\nHollow V chairs, with adjustable\nbacks and footrests, which were designed following exhaustive tests involving the measuring of several\nhundred \" volunteers \". Divided into\nsmoking and non-smoking sections,\nthe cars have unusually wide observation-type windows with a blind\nthat can be raised or lowered by a\ntouch anywhere along its length. For\nthe passenger who wants to take a\nnap each seat is fitted with individually-controlled lights, and the fluorescent lighting of the car does away\nwith any harsh glare.\nEasy on the eyes too is the combination plastic and enamel finish,\nand the cars are the first in Canada\nto be fitted with plastic ceilings.\nThese have multivent distribution\nsystems for warm or cool air-\u2014the\ncars are of course air conditioned.\nThe walls and ceilings are easy to\nkeep clean, and all corners are rounded to prevent accumulation of dust\nand dirt.\nAnother feature is electrically-\nrefrigerated water coolers with filters,\nand there are two men's and women's\nrest rooms in each car, built with\ncomplete plastic wainscoting to\nfacilitate cleaning. All piping is covered, and the towel racks and soap\ndispensers are built-in.\nThe cars, which are the product\nof research work on the part of the\ncompany's mechanical experts and\nthe frames of which were constructed\nby the National Steel Car Company\nat Hamilton, Ont., are being finished\nin the C.P.R.'s Angus Shops in Montreal. The coaches are considerably\nlighter than their predecessors, the\napproximate weight of each being\n112,000 pounds.\n^\n\" Sleepy Hollow \" chairs, left, feature of the new Company day coaches\nnow being turned out, are scientifically tailored to \" give\" with body\ncurves and distribute weight better. To\narrive at the \"average railway passenger\" researchers measured 3,867\nvolunteers in the railway terminals of\ntwo of America's largest cities. They\nwill be particularly appreciated on\novernight runs.\nSpanner -\u2014 January, 1948\n33\ni_\n CARY    +\nT\nCo:\nrear,   ageorDir     \u2014    -~-^\nCox, William H., engineer, Ontario District, aged 54.\nCreelman, Herbert, pensioned loco, engineer, Pacific Division, aged 89.\nDavis, William H., pensioned pipe fitter,\nRegina, aged 83.\nDavriu, Nicola B., pensioned freight carpenter, Angus Shops, aged 66.\nDerby, Herbert, fireman, loco, Outremont-\nFarnham Dvn., aged 42.\nDuff, Robert C, pensioned clerk (general\nsuperintendent), Montreal, aged 62.\nDuncan, Thos. M., pensioned clerk (auditor of freight receipts), Montreal, aged\n86.\nFanning, Joseph V., bolt & nut tapper,\nWest Toronto, aged 22.\nFaulkes, James, pensioned craneman,\nAngus Shops, aged 62.\nGauthier, Alphonse A., pensioned coach\ntrimmer, Angus Shops, aged 72.\nGauthier, Joseph E. A., sectionman, Montreal Terminals, aged 37.\nGirard, Marcel, trainman, North Bay,\naged 36.\nGoodrich, William A. T., waiter (S.D. &\nP.C), Calgary, aged 36.\nGreenaway, Arthur, pensioned engine\nhouse laborer, Smiths Falls, aged 61.\nHicks, Samuel B., pensioned agent, Ayles-\nford, aged 71.\nHiltz, Edgar Wellesly, pensioned loco, engineer   (DAR),  System, aged 63.\nHoyt, William E\u201e yardman, Glen Yard,\naged 39.\nHurd, Austin, pensioned agent & operator,  Mountain,  Ont.,   aged  73.\nIslip, William F\u201e carpenter (B.C.C.S.),\nVictoria, aged 34.\nJohnston, Frederick E., agent (operating)\nIngersoll, Ont., aged 56.\nJackson, Geo. C., pensioned auditor of\nclaims, Montreal, aged 78.\nJolicoeur, Joseph I., pensioned carman's\nhelper, Place Viger, aged 70.\nLee, John P., laborer, Winnipeg Roundhouse, aged 56.\nLindsay, James, pensioned engineer, Ontario District, aged 60.\nLowery, James H., pensioned carman,\nVancouver, aged 72.\nMarsden, Wilford W., leverman, Toronto\nTerminals,   aged   55.\nMartel, Edouard, spare yardman, Hoche-\nlaga, aged 62.\nMasson, Alexander D. S., groundman\n(Communs), B.C. District, aged 36.\nMongeau, Hector, pensioned constable,\nMontreal, aged 58.\nMonette, Albert J., pensioned d.c. steward   (SD&PC),  Toronto,  aged 67.\nMontmorency, Henri, car inspector, Glen\nYard, aged 51.\nRetired Claims Auditor Dies\nGeorge Creighton\nJackson, former auditor of claims for the\nCompany, and well\nknown Montreal\nsportsman, died recently. He was 78 and\nhad served the Company from 1889 until\n1937.\nMr. Jackson was\nsecretary of the first polo team formed in Montreal and he was also\nknown for his swimming ability. He\nwas a life member of the St. James\nClub and for many years was a chorister and choir man.\nG. C. Jackson\nMoore, William J., machinist, West Toronto, aged 64.\nMoran, Norman, pensioned conductor,\nBruce Divn., aged 70.\nMoreau, Joseph A., pensioned helper,\nAngus Shops, aged 65.\nMoskaluk, Mike, pensioned section foreman,   Ebor,   Manitoba,   aged   61.\nMosko, Steve, bridgeman and B.&B. laborer, Kenora Division, aged 45.\nMurray, Margaret M. (Miss) pensioned\noperator   (teleg.),   Toronto,   aged   80.\nMcCall, Andrew G., pensioned conductor,\nChapleau, aged 68.\nMcCarthy, Emerson, section foreman,\nNorth   Bay   Sub.   Division,   aged  42.\nMcCarthy, James P., pensioned roadmaster, Orangeville, aged 70.\nMcClosky, Tony, machinist, West Toronto, aged 62.\nMcCrimmon, Neil A., pensioned conductor, Kootenay Division, aged 69.\nMcGhie, George, trainman, Minnedosa,\naged  42.\nMcLaughlin, John, pensioned chief electrician, Vancouver,  aged 68.\nNason, Roland K., yard engineer & fireman, Bay Shore, aged 49.\nNoakes, Charles S.\u201e janitor (C.P.A.L.\nstores),   Winnipeg,   aged  60.\nO'Leary, Jeremiah A., pensioned conductor, North Bay, aged 69.\nOsadec, Peter, sectionman, Moose Jaw,\naged 56.\nPaulson, Paul, pensioned section foreman,\nBigsby,  Ont.,  aged  66.\nPaquette, Alphege, pensioned buffer,\nAngus Shops, aged 64.\nPitt, Leonard, shop foreman, Vancouver,\naged 52.\nPolychronis, Constantine N., pensioned\ncoach carpenter, Angus Shops, aged 72.\nPrentice, William, pensioned commander\n(C.P.S.S.), S.S. Beaverdale,  aged 71.\nRingler, George J., pensioned conductor,\nNorth Bay, aged 62.\nRobertson, Donald A., conductor, Fort\nWilliam, aged 61.\nSangster, James A., caretaker, Glen Gordon, Ont., aged 66.\nSawyer, Frederick W. P., supervisor\n(communs.), Three Rivers, aged 43.\nSloan, Henry F., pensioned clerk (general\nauditor), Montreal, aged 63.\nSmith, Edward, yardman & yard foreman,\nWinnipeg, aged 55.\nStewart, John A., pensioned clerk (auditor of disbursements, district accountant), Montreal, aged 70.\nSzewczuck, Michael, section foreman,\nMoose Jaw, aged 62.\nThomas, John J., clerk (auditor of disbursements), Moose Jaw, aged 62.\nTown, Lome, machinist, Winnipeg Shops,\naged 53.\nTraeger, Michael J., pensioned car repairer, Winnipeg, aged 67.\nValiquette, Robert, machinist, North Bay,\naged .51.\nVeilleux, Napoleon, section foreman,\nLeeds, Que., aged 61.\nWalker, Francis A., pensioned clerk (general Superintendent's office), Montreal,\naged 52.\nWebb, Robert H., pensioned agent (S.D. &\nP.O.), Edmonton, aged 80.\nWolkowski, Mike, pensioned section foreman, Sheho, Sask., aged 54.\n34\nSpamier \u2014 January, 1t48\nJ\n GREETINGS - 42 Years Ago\nThose high-cut suits and celluloid collars tell you this picture wasn't taken recently\nbut rather 42 years ago and centered the New Year's greeting card sent out by the\nToronto Union Station ticket office staff in 1906.\nH. J. MacCallum, retired city passenger agent of London, Ont., who is at the extreme\nright, ran across the card recently. His fellow-workers at that time were, left to right,\nJ. H. Radcliffe, C. HP Smith, R. E. Wjison and E. G. Mader.\nSpanner \u2014 January, 1948\n [ of the school year.\npve of school, how-\nr own age; in some\nSchool they see pic-\njoks and magazines\nlie and other coun-\nit were not for the\nht, after a survey\nany children reared\np had no schooling\nhis and cities there\nlroadmen, trappers,\n[earn the three R's.\ntaiment appeal the\nrailway coach into\nfith living quarters\njDnd school car and\nderate out of Chap-\nist to White River,\nat a time. In some\ne railway line but\ney have the advan-\nnts. In the majority\nJy one stop.\nr place in the world\n[>ots, attend school,\nntal care all on a\nthe fact that these\nof the problem of\nIJ\nP^IMEBMi\nCorrecting homework at night is standard practice for Mr. Bell. He gets\nthree weeks' homework from each pupil every time the ear makes a stop.\nshifting settlements, a frequent occurrence in the north-\nland. When a settlement moves, the school car moves its\nstop along with the community.\nThe cars are spotted on railroad sidings or \"spurs.\"\nThe railways co-operate with the Provincial Government\nin construction and maintenance of these sidings although\nin many cases the side tracks were there in advance for\nspotting of railroad maintenance cars housing track and\nsignal repair crews.\nThe teachers are fully qualified under Ontario regulations and carefully selected for the school cars. Preference is given those who have had experience in the north\nland and show aptitude in the organization of work of\nthis nature. The teacher's job in this field is not an\nordinary one. Under varying circumstances they become\nlegal advisors, letter writers, interpreters, courts of appeal\nfor the adult and helpers in a hundred other ways.\nNot only must the teachers be capable of teaching\nchildren but also the fathers and mothers. Night schools\nfor adults have-been opened in several of these northern\noutposts and the non-English, who comprise 90 per cent\nof the total population in these parts, soon learn to read\nand write and compute. Those who can read are supplied\nwith suitable books through the adult library carried or\nthe cars and supplemented by volumes selected from the\ncirculating library*of the Department of Education,\nSpanner *= ~Januaryr'1948\n r\/^\/\n\/\"\n\u25a0^Ifp\nJUNE, 1948\n \"&i<h*\u00abt\n\u2022 The school children who live at the\nlime kilns, at Milton, Ont., were showered with gifts and candy by their\nfriends, Conductor S. P. White and\nhis crew, who were operating a work\ntrain that runs between Guelph and\nWest Toronto. The girls received dolls\nand the small boys trucks, while the\nolder boys were presented with books\nand a 25 cent piece each. No wonder\nthe lucky youngsters cheer the train\nand its crew as it comes into the\nstation.\n\u2022 One of Canada's youngest composers and musicians is Robert Fleming,\nthe son of Eric Fleming one of our\ntelegraphers at Saskatoon. Robert was\ncommissioned to compose the music\nfor four Hillaire Belloc poems which\nwere sung by Freda Antrobus and\nArthur Bartlett on the final program\nin the Forest Hill Concert and Theatre\nseries at Toronto.\n\u2022 Wouldn't you know it. W. A.\nRollings, who works at Glen Yards,\nMontreal, and who is an ardent and\nprize-winning gardener had purchased\none of those handy little cultivators.\nWhile pushing it around amongst his\ncabbages and peas (which grew bigger\nand better than any in the neighborhood) a little bolt fell off the machine. One of those little bolts you\njust can't find in any basketful of\njunk. He patched the machine as best\nhe could and put up with it for a\nseason or two. This spring he had a\nbolt specially made and, sure enough,\nhe had hardly started working in\nthe garden when the missing part\nturned up.\n\u2022 F. Beech, a Company pioneer now\nretired at Vancouver, recalls the day\nwhen he arrived at Port Arthur many\nyears ago. He was left, at the hotel\nto mind the grips while his father went\nup town to transact some business. An\nexcited group was gathering on the\ntrack nearby and Mr. Beech witnessed\nthe sheriff chaining the engine \" on\ntrain No. 1 to the track, because the\nC.P.R. had not paid its taxes.\"\nMr. Beech is writing his memoirs\nfor his grandchildren and would like\nto know the date that the above incident   occurred.   Can   anyone   oblige t\n\u2022 Historic railway signal flags used in\n1888 on the first train over the main\nline of the Company, in which Sir\nWilliam Van Home travelled to Port\nMoody were on display at the Cranbrook Golden Jubilee celebration recently. The flags \"were used on the\nmodel train which was a replica of\ntrain 466 the first train into Cranbrook, and were the same flags flown\non every presidential train up until\n1930. Aboard the jubilee train were\nHugh Brock and J. A. Genest, engineer and conductor respectively who\nwere also on that first train.\n\u2022 Sir John A. Macdonald, Prime Minister of Canada at the time of completion of our line had a few remarks\nto make in that regard. He is reported\nas saying, while riding the second\n\" through\" train across Canada:\n\" There was a time when I never expected to see the completion of this\ngreat railway. But I knew that it\nwould nevertheless be completed some\nday; and on that day I said I would\nsee my friends crossing upon it as I\nlooked down from another, and better,\nsphere. My friends on the Opposition\nside of the House kindly suggested\nthat I would more likely be looking\nup from below. But I have disappointed all the conjecturers and I\nam doing this trip on the horizontal.\"\n\u2022 Spanner acknowledges two items ...\neach, in its own field, of excellent\nquality. The first to arrive was a\ncookie sent in from Winnipeg by an\nardent admirer of his wife's cooking.\nIt came from Tim Burns of the Vice-\nPresident's office. He added that it\nwas a sample of the coconut mystery\ncookie shown in a Spanner recipe. (Incidentally it was good and We survived\ndespite his warning). The other item\ntook 12 months to assemble! It was\na bound volume, complete with gold\nlettering, of all the issues of Spanner\nduring 1947. Copies had been faithfully gathered throughout the year by\nToronto Terminals retired book-binder, I. Agnew, who is 73 years old.\n\u2022 J. J. \" Pat\" Ardery, a popular Irish\nladdie who was a red cap in Winnipeg Station before transferring to the\nyards, is a bit of a psychologist. \" I\nlove to meet the public,\" he says,\n\" and I always find that courtesy pays\noff.\" He proved it one day. A passenger found himself in the 'Peg with a\nthrough ticket to Toronto but no\nmoney for meals. Pat loaned him ten\ndollars and was dubbed a \" sucker\"\nby the other boys. Pat just smiled\nto himself and held his ground. A\ncouple of weeks later along came a\nletter with not $10 but $50 in it from\nthe grateful passenger. \" I knew by\nhis face he was an honest man,\" said\nPat.\n\u2022 For \" claims \" purposes, a lady was\nasked to give the value of each article\nin her trunk which had been slightly\ndamaged in a baggageroom. She had\ntaken a friend with her to help in\nthe inventory taking and as moral support. The friend found the procedure\ndull so she wandered to the baggage\nscales and was busily engaged watching the pounds mount up. Suddenly\nthe owner of the trunk held aloft a\nsmall article and asked the friend\nwhat it was worth. A casual answer\ncame from the direction of the scales\n\"Oh, 25 cents I should think.\" Quick\nas a flash the owner said, \" Well you\nshould know you gave me this for\na   Christmas   present   last  year!\"\n\u2022 It happened one bright sunshiny\nmorning in Montreal. Art Merkel, of\nthe public relations staff was walking\nto work swinging his arms and enjoying the nice spring weather, when\nsuddenly he found himself wrestling\nwith a horse, trying to extricate his\nelbow from the friendly brute's mouth.\nYes sir! The horse had watched Art\napproaching and at the right moment\nhad leaned over the sidewalk and got\nhis man. Art denies it was a 'night\nmare.' The arm is o.k. now, but Art\nsays \" you should see the horse! \"\n\u2022 'The new broom.7 We have a story\nthat recalls the first circular issued by\na newly appointed Company divisional\nsuperintendent back in the early\n\" eighties.\" The circular reads: \" To\nengineers and conductors refusing to\nobey orders. I will sack them, take\ntheir trains away from, them and send\nthem  to  jail.\"\n-\n Locomotives of the Canadian Pacific Railway\nA Study Of Our Motive Power\nBy Inventory Classification\nReaders who followed the series of locomotive types, recently concluded in Spanner,\nwill look forward to the history of motive power development of the Canadian\nPacific, written specially for Spanner by A. E. Mimms, dynamometer engineer, office\nof the Chief of Motive Power and Rolling Stock.\nThe first of a series of articles follows:\nBy A.   E.  MIMMS\nONE of the most interesting phases\nin the activities of any Railroad\ncompany is brought to light, whenever\na review of their locomotive roster is\nundertaken. This paper presents such\na progressive analysis of Canadian\nPacific motive power acquirements\nover a long period of years.\nDiverse types of locomotives enter\nthe inventory by purchase, construction or absorption of motive power of\naffiliated lines. These, which in many\ncases have been produced in plants of\nvarious manufacturers no longer active in this field, present an opportunity for a historical record of considerable value.\nThe object of these articles, therefore, is to show the evolution of the\ntwenty-four separate groups, or types,\nof motive power, in serial order, as\nthese entered the Canadian Pacific inventory. It is notable that twenty-five\ndifferent locomotive builders in the\nUnited States, England, Scotland,\nGermany and Canada, have produced\nengines which have been used in Canadian Pacific Railway service.\nAmongst these are such famous American builders, as: Baldwin, Brooks,\nDanforth, Grant, Hinkley, Manchester, Mason, Portland, Pittsburgh,\nRhode Island, Richmond, Rogers,\nSchenectady and Taunton. England is\nrepresented by Avonside, Birkenhead,\nNorth British and Sharp-Stewart &\nCompany: Germany appears in the\nproduct of the Saxon Engine Works,\nwhile Canada is represented from the\ninception of the Company, by locomotives from the Canadian Locomotive\nand Engine Works at Kingston, Ont.,\nand later by the Montreal Locomotive\nWorks Limited.\nLocomotives \" Countess of Duffer-\nin \" and \" No. 374 \" now maintained\nas monuments of the entrance of the\nCanadian Pacific into Winnipeg and\nVancouver, were both of the 4-4-0\ntype. A typical locomotive of the period was engine No. 285, the first to be\nconstructed by the Company. Built at\nthe   Company's   Delorimier   Avenue\n4-4-0 Eight Wheeled Type\nfreight and passenger service. To such\nan extent was this ubiquitous type distributed, that they were popularly\nnamed the \" American \" or \" Standard \" type.\nIt is, therefore, not surprising to\nnote that the first locomotives acquired by the Canadian Pacific were of the\n4-4-0 type; or, that in the short period\nto the end of 1885, \" American \" type\nlocomotives in service attained a total\nof 303 units.\nThe oldest Canadian Pacific Railway locomotive of which records are\navailable wras a 4-4-0 type, built by\nthe Boston Locomotive Works, in\n1854. It had 14 \" x 22 \" cylinders, 57\ninch diameter driving wheels, and was\nacquired from the St. Lawrence and\nOttawa Railway, in 1885.\nShops, in September 1883, this locomotive had 17 \" x 24 \" cylinders; 70 inch\ndiameter drivers; 150 pounds boiler\npressure, and developed 12600 pounds,\nequivalent to 12.6% tractive effort.\nAcquisition of 4-4-0 type locomotives\ncontinued until 1932, by which time\n426 locomotives of this type had appeared in the inventory, of which, only\nfour now remain in service.\nGroup 2\u20140-4-2 Tyw\nOnly one locomotive of the 0-4-2\ntype was acquired, being received on\nabsorption of the Canada Central\nRailway motive power. It was built by\nthe Danforth Locomotive and Machine Co., Paterson, N.J. and had 16 \"\nx 24 \" cylinders, with driving wheels\n47% inches in diameter. No other data\nare available.\n(Continued on page 4)\nGroup   1-\u20144-4-0\n\" American \" Eight-Wheeled  Type\nWhen the Canadian Pacific commenced operations in 1881-1882, practically every railway in America was\npredominantly powered by locomotives of the 4-4-0 type, used both in\n2-6-0 \"Mogul\" Type\nSpanner \u2014 March,   1948\n (Continued from  page 3)\nGroup 3\u20142-6-0\n\"Mogul\" Type\nAmong the earliest locomotives acquired by the Canadian Pacific were\ntwo-2-6-0 \" Mogul \" type engines, procured from the Canada Central Railway in 1881-1882. These engines were\nbuilt by the Scranton Locomotive\nWorks, had 18% \u00bb x 22 \" cylinders\nand driving wheels of 55 inch diameter. During the same period, two\n2-6-0 locomotives, having cylinders\n18 \" x 24 \" and 57 inch driving wheels\nwere purchased from the Danforth Locomotive and Machine Company. Further \" Moguls \" appeared at intervals,\nuntil 1931, when the final such unit,\nhaving 20 \" x 26 \" cylinders with 56 \"\ndriving wheels, built by Montreal\nLocomotive Works, was acquired\nfrom the Algoma Eastern Railway.\nThe first of this type to be constructed by the Canadian Pacific were\nbuilt in 1888. These had 18\" x 24 \"\ncylinders, driving wheels of 57 \" diameter, and were later classified as J-2-a\nclass. The frequent use of the term\n\" Mogul \" as indicative of a large locomotive is difficult to understand,\nsince none of the 2-6-0 type locomotives built could be considered as usually powerful units.\nOnly 55 of these locomotives were\nincorporated into the inventory, of\nwhich only two class J-3-d engines\noriginally built in 1888, and rebuilt\nwith larger boilers in 1912-13, remain\nin service.\nGroup 4\u20140-4-0\nFour-Wheeled Switcher Type\nThe only 0-4-0 switching type locomotives used on the Canadian Pacific,\nwere four engines purchased from the\nRhode Island Locomotive Works in\n1882, which had 16 \" x 22 \" cylinders\nand 50 \" diameter drivers. Two more\nwere acquired with subsidiary lines in\n1885. The group disappeared at an\nearly date.\nGroup 5\u20140-6-0\nSix-Wheeled Switching  Type\nLocomotives of the 0-6-0, six-wheeled switcher type, were first introduced\non the Canadian Pacific in 1882, when\nfive engines with 17 \" x 24 \" cylinders,\nhaving 51 \" driving wheels, were purchased from the Hinkley Locomotive\nWorks, Boston, Mass. Construction of\nthis type of locomotive by the Canadian Pacific Railway commenced in\n1891, with construction of one engine\nhaving 18 \" x 24 \" cylinders with 51 \"\ndriving wheels, thirty of which class\nwere constructed during the next thirteen years.\nIn 1900, construction of the familiar\nU-3 class locomotives commenced, and\nwas continued up to 1913, until this\nclass was comprised of 195 units. Of\nthe total of 240 0-6-0 type locomotives in the Company's roster, only 82,\nall built in C.P.R. Shops, remain in\nservice at this time.\nGroup 6\u20144-6-0\n\" Ten-Wheeled \" Type\nThe Canadian Pacific Railway's\nwide adoption and use of the 4-6-0\n\" Ten-wheeled \" type locomotive, has\nprobably had no counterpart on any\nother railroad in Canada or the\nUnited States. From 1884, when four\nof these locomotives were acquired\nfrom affiliated lines, until May 1915,\nwhen a group of eight engines of the\nD-4-g class were completed at Angus\nShops, production or purchase of 4-6-0\ntype locomotives was almost continuous, since such units were added each\nsuccessive year for twenty-seven years\nfrom 1889, with only three exceptions\nin 1895,1896 and 1901.\nSome of the locomotives built by the\nfie locomotive design. Clean cut lines,\nelimination of awkward square corners; ring-capped smokestacks; brass-\nrimmed number plates; brass flag\nstaffs; highly polished Russian iron\nboiler jackets, silvery toned bells, and\ndeep-toned single-chamber whistles\nwere so distinctive, that these locomotives became well known all over the\nworld. Illustrations of the equipment\nappearing in technical and other publications, had much to do with the\nuniversal popularity of the transcontinental \" Imperial Limited \" of those\ndays.\nThe first electric headlights used in\nCanada were applied to Canadian Pacific 4-6-0 type locomotives. These\nheadlights were of the l Edwards ' carbon type, and in addition to illuminating the track, threw a vertical safety\nbeam, by use of a reflector. The vertical beam feature appears again many\nyears after in diesel electric designs.\nSince these locomotives were being\nbuilt during the period of development\n4-6.Q Ten-Wheeled Type\nCompany in 1891, for passenger service, were early examples of semi-\nstreamlining, since the sand boxes,\ndome casings, cab roofs and tender\ntank corners were rounded off in order\nto improve appearance. Other roads\nsoon adopted some of the features of\nthese engines.\nIn 1893, engine No. 625 was selected\nto head a Canadian Pacific passenger\ntrain to be exhibited at the World's\nFair, Chicago. This train was awarded\nfirst prize in its class, as the outstanding example of motive power and rolling stock of its day.\nThere were many details about\nthese engines which became recognized\nas specific features of Canadian Paci-\nof compound locomotives, it could be\nanticipated that some notable examples of compound engines would\nappear on the Canadian Pacific.\n(To be continued)\n\u2666 \u2666 \u2666\nDid you know that . . .\nThe Red Cross assists veterans\nthrough recreational centres, comforts\nfor patients, and in many other ways\nincluding entertainment and medical\nassistance? You can give your support by contributing to the campaign\nnow under way. The Red Cross needs\n$3,000,000 in 1948.\nSpanner \u2014 March,  1948\n Appoint Assistant Freight Traffic Manager in U.S.\nHarry Stockdale\nG. C. Mensing\nT. E. Reuter\nHarry Stockdale Named to New Post;\nEight Other Changes in Department\nHARRY Stockdale, of Boston, was recently named to the new post of\nassistant freight traffic manager for the Company with headquarters at\nChicago. He will have jurisdiction over all American agencies west of Buffalo\nand Pittsburgh excepting those on the United States Pacific Coast. He started\nwith the Company 31 years ago in Winnipeg.\nOther   Changes\nEight other changes affecting Canadian Pacific or joint Canadian Paci-\nfic-Soo Line offices in Pittsburgh,\nDetroit, St. Louis, Memphis and New\nOrleans were announced at the same\ntime.\nMr. Stockdale brings to his new\npost 20 years' traffic experience in the\nUnited States. He has been general\nfreight agent at Boston since June of\n1944 when he returned to the Company after two years in the U.S.\nArmy Engineers as a major. Before\ngoing to Boston he was four years\neach at Minneapolis and Kansas City\nand six years at New York.\nHis appointment was announced by\nC. E. Jefferson, freight traffic manager for the system, who also transferred R. A. Hasenstab to Boston as\ngeneral freight agent, and T. M. Holland to Pittsburgh as district freight\nagent, C.P.R.-Soo Line. Mr. Hasen\nstab was in Detroit and Mr. Holland\nin Chicago.\nNew Appointments\nMr. Stockdale made the appointments in his new territory promoting\nT. E. Reuter to Chicago from St.\nLouis and G. C. Mensing to Detroit\nfrom Pittsburgh as general freight\nagents, and J. C. Webber in Chicago\nas district freight agent, all C.P.R.\noffices. M. J. Farrell is advanced to\ndistrict freight agent at Memphis\nfrom New Orleans in a C.P.R.-Soo\nLine move and other joint changes\nare P. D. Salmon transferred to St.\nLouis as district freight agent and\nA. M. Schaeffer promoted to New\nOrleans as resident travelling freight\nagent. Both Mr. Salmon and Mr.\nSchaeffer were formerly in Memphis.\nThe new assistant freight traffic\nmanager served as a transportation\nexpert in the Second Great War, most-\nJ. C. Webber\nM. J. Farrell\nA. M. Schaeffer\nP. D. Salmon\nly at Belle Mead, N.J., with brief\nservice at Washington, D.C, and Columbus, 0.\nHe has always been in freight traffic and was travelling freight agent\nat Winnipeg, having put in a year as\nrate clerk and another as chief clerk\nin the city office on the way, when he\nwas transferred to Minneapolis in\n1928. Promoted to district freight\nagent at Kansas City in 1932, he became general eastern freight agent\nat New York in 1936 and general\nfreight agent there five years later.\nMr. Hasenstab moves to Boston\nafter four years as general freight\nagent at Detroit. He joined the Company in 1925 at Indianapolis and had\nbeen travelling freight agent there\nfor three years and district freight\nagent for four when transferred to St.\nLouis in 1941. A year later he was\ntransferred to Chicago where he\nstayed until 1944.\nMr. Reuter moves up to Chicago\nafter a year at St. Louis as district\nfreight agent, a position he had held\nfrom 1941 to 1947 at Indianapolis.\nHe came to the Company in 1936 at\nCincinnati as chief clerk in district\nfreight after service with the Soo\nLine in Duluth. He was travelling\nfreight agent at Cincinnati for two\nyears before moving to Indianapolis.\nMr. Mensing's promotion to Detroit\nmoves  him  for the  first time  from\n(Continued on page  19)\nSpanner \u2014 March,  1948\n Equipment on Order Totals $63 Million;\nAll Diesel Operation for E. & N. Railway\nTHE Company has authorized more than $31,000,000 in new equipment\norders for 1948, including 44 diesel locomotives, 2,100 freight and work cars\nand 115 passenger cars, W. M. Neal, C.B.E., chairman and president has\nannounced.   -\nWhen combined with a better than $32,000,000 carry-over of orders from\nprevious years on which the road is awaiting delivery, this brings to more\nthan $63,000,000 the value of motive power and rolling stock contracts outstanding.\n\" Thirteen of the new diesels will\ngo to the Esquimalt and Nanaimo\nRailway    on    Vancouver    Island\nwhich  is  being  completely  diesel-\nized,\"   Mr.   Neal   said,   \" and   the\nwhole  order will  bring to 99 the\nnumber of 1,000-horsepower diesel\nunits we have in service.\"\nA switch from ice to mechanical\nair conditioning on passenger cars,\nincrease of all-enclosed sleeping space\nand use for the first time of steel in\nfreight crew cabooses were other advances Mr. Neal noted.\nOrders already placed on the new\nappropriations are $11,970,000 in\nHamilton with National Steel Car\nCorporation; $10,112,500 in Montreal\nwith Canadian Car and Foundry,\nMontreal Locomotive Works and\nAngus Shops; $4,725,000 in Trenton,\nN.S., with Eastern Car and Foundry;\nand $2,924,180 in Kingston, Ont.,\nwith Canadian Locomotive Company.\nThese orders are for 75 coaches,\nfive double bedroom-roomette sleepers, 15 baggage-express cars and 10\nmail-express cars, in passenger equipment; 1,000 box cars, 100 covered\nhopper cars, 350 triple hopper cars,\n350 gondola cars, in freight equipment; 200 ballast cars and 100 steel\ncabooses, in work equipment; and five\npassenger, five freight and 34 switching locomotives in diesel power.\nOrders are still to be placed for\nfour all-roomette sleepers and six\ndiners.\nIn the $32,000,000 carry-over are\n58 steam locomotives, 2,480 units of\nfreight and work equipment and 59\npassenger cars, with all of them expected to be in service by next\nOctober.\nMechanical air conditioning units,\nwhich will eliminate use of ice and\nmaintain more even temperatures in\nthe cars are being placed on all passenger-carrying cars ordered, and Mr.\nNeal said the results of this air conditioning will, no doubt, determine the\npolicy of the Company as to method\nof refrigeration in the future.\nImproved coil springs and shock\nabsorbers which will provide more\ncomfortable riding also will go into\nthe new passenger-carrying cars and\nbecome standard on Company equipment. All future head-end passenger\nequipment is being fitted with larger\nsteam lines to facilitate heating.\nThe 75 coaches ordered are of the\nsame type as 35 now going into service from a 1945 order, fitted with\nextra-wide picture windows, sleepy\nhollow chairs and other comforts\nwhich have proved extremely popular\nwith travellers. The sleeping cars on\norder are of the roomette type, providing all-enclosed  space.\nOf the diesel locomotives on order,\nfive will be equipped with oil-fired\nboilers for heating passenger cars and\neight others will be used in freight\nand switching operations on Vancouver Island. The other 31 are 1,000-\nhorsepower switching units for use in\nour yards throughout Canada.\nThe 100 cabooses will be the first\nsteel cars of this type in the Dominion and three of them will be fitted\nwith experimental \" bay windows\"\ninstead of the familiar cupolas to test\nwhether trains can be handled more\nefficiently from positions at the sides\nof the cars instead of on top.\nAmong equipment awaited from\nearlier programs, delivery of a 1945\norder for 35 coaches is expected to\nbe completed in April, and five roomette-type cars ordered three years\nago are expected in June and July.\nTen mail and baggage cars ordered\nlast year are expected in June, 10\nbaggage and express cars in July and\nsix horse express cars in August.\nThe carry-over of freight equipment from 1947 orders includes 980\nbox cars expected to be in service by\nMay; 250 triple hopper cars, 100 covered hopper cars, and 30 cabooses\nby April; 500 refrigerator cars, 120\nautomobile cars and 500 gondola cars\nby October.\nA 587,532 to 1 Chance Wins\nNot much doubt as to who held the winning hand. Jim Morrow, engineer,\nWinnipeg, had the thrill of a lifetime when he found himself with a perfect cribbage\nhand when he and his fireman, Gordon Massey, enjoyed their noon game recently\nat Kenora, Ont. Jim had been trailing badly until lady luck smiled and he came up\nwith a perfect hand \u2014 and won the game.\nSpanner \u2014 March,  1948\n Operator and Crew\nHelp in Stork Race\n\" It was a warming and comforting\nthought . . . that your great Company can be so human about little\nthings.\" So wrote Dr. Bruce F. Anderson of Alliston, Ont., in a letter to\nC. E. Towle, superintendent of the\nBruce division.\nBehind the letter lies a story of\ncourtesy and service that may have\nbeen \" routine \" to the operator and\nthe train crewT involved, but sufficient\nto cause the doctor to write to the\nCompany expressing the above sentiments.\nAt 1 a.m. of January 29, Dr. Anderson received a telephone call from\na man in Baxter, Ont., whose wife,\nenroute to the hospital for confinement, was at a neighbor's and could\ngo no farther. Would the doctor come\nimmediately?\nRoad conditions made driving impossible. Train No. 27 was due in\nAlliston about that time. The doctor\ntold the worried husband he would\narrive in Baxter on the train, and to\nmeet him there. \" With my tongue in\nmy cheek I phoned the station, explaining my difficulties.\" N. Tressider\nwas on duty at the time.\n\" I was not asked innumerable irritating questions. The gentleman at\nthe other end of the phone sounded\nas if he had faced the same situation\na thousand times, readily agreed to\nhold the train and asked if there was\nanything the Company could do for\nme.\"\nWhen he arrived at the station\nloaded down with his equipment, the\ntrain was waiting and Conductor F.\nA. Sinclair on hand to meet him.\n\" Conductor Sinclair was the soul of\npoliteness and courtesy,\" the doctor\nwrote.\n\" When the little baby, which was\ndelivered safely, is old enough to like\nstories I can tell her about the gallant job your men did to help a harassed doctor get to his job through\ngreat  difficulty  and  on  time.\n\" Please let Mr. Sinclair and his\ncrew know in an official way how\ngrateful we are to them.\"\nNever neglect a cold! That's one\nway to help avoid pneumonia. But if\npneumonia should strike, don't let it\nfrighten you. Medical science, aided\nby the sulfas and penicillin, has reduced pneumonia mortality by about\none-half in the past 10 years.\nHope for Early Food Shipment\nHOPES that a shipment of food for Company colleagues in Great Britain and Europe may soon\nbe sent is sharpened by the gratifying sum already\nreceived in this voluntary plan, the major portion\ncoming from lump contributions.\nShould these contributions continue, coupled with\ncontributions dropped in glass jars provided in\noffices, the plan should be a real success.\nTo facilitate contributions, chief clerks in all departments will be pleased to handle any donations.\n\"Tom Thumb\" Railway\nAbove is shown one of the engines\nof the Romney Hythe and Dymchurch\nRailway  referred to  in the  column\n\" By the Way.\" The locomotives of\nthe R.H.&D. line were designed\nafter Canadian  Pacific engines.\nSpanner \u2014 April,  1948\n11\n Locomotives of the Canadian Pacific Railway\nA Study Of Our Motive Power\nBy Inventory Classification\nFollowing is the second chapter of the story of Canadian Pacific motive power development written specially for Spanner by A. E. Mimms, dynamometer engineer, office of the\nChief of Motive Power and Rolling Stock.\nBy A.  E. MIMMS\nThe first of these, a group of locomotives built in 1897, by the Baldwin\nLocomotive Works, were of the l Vau-\nclain' patent, having 13% \" diameter\nhigh pressure cylinders located above\n23 \" low pressure cylinders, on each\nside of engine. The stroke of the pistons was 24 \", with driving wheels of\n62 \" diameter. During the same year,\nCanadian Pacific shops constructed\nseveral classes of cross-compound engines, having a 20 \" high pressure cylinder on one side, and a 30 \" low pressure cylinder on the opposite side.\nStroke was 24 \", and the locomotives\nwere fitted with either 57\" or 62\"\ndriving wheels. The systems of compounding were the Pittsburgh, Richmond and Schenectady patents.\nThe last cross-compound locomotives entered the inventory in 1904,\nwhen a group of locomotives were purchased from the Saxon Locomotive\nWorks, in Germany.\nAll of the compound locomotives\nwere at a later date converted to\nsimple locomotives, as the gain in fuel\neconomy by compounding did not\ncompensate for additional maintenance expense. The largest proportion\n0f 4-6-0 group consisted of class D-10\nengines. Commencing in 1905, with an\norder for ten locomotives from Kingston, construction of this class was\nconcluded in December 1913, with an\norder for 25 class D-10-h engines from\nKingston, comprising in all, a class of\nover 500 locomotives, of which 329 are\nstill in the inventory. The total number of locomotives of the 4-6-0 type\nacquired by the Canadian Pacific\nsince 1884 was 971, of which 425 remain in service.\nGroup 7\u20142-8-0\n\" Consolidation \" Type\nDesigned to handle heavy freight\nservice, the 2-8-0 \" Consolidation\"\ntype soon appeared on the Canadian\nPacific, being introduced in 1884, when\neight Baldwin units were acquired\nupon the absorption of the Toronto,\nGrey and Bruce Railway. These were\nfollowed, in 1886, by the purchase of\ntwo Baldwin engines, and the construction of three engines in the C.P.R.\n.Shops. The latter had 19 \" x 22 \" cylinders, with 51 \" diameter driving\nwheels.\nCompound \" Consolidation \" type\nlocomotives appeared in 1898, with the\npurchase of fifteen Richmond cross-\ncompound engines; twenty-six Bald-\nwin-Vauclain compounds, and the\nconstruction of eight cross-compounds\nin Company shops, embodying the\nPittsburgh patents. These early cross-\ncompounds were at the time notable\nlocomotives. They were purchased or\nconstructed over a period of twenty-\none years, concluding with an order\ndelivered in 1904-05 from the Canada\nFoundry Company, Toronto, Ont.,\nwith cylinders 22 \" and 35 \" diameter\nby 26 \" stroke; 200 lbs. boiler pressure\nand 57 \" driving wheels. These were\nclass M-2-f in the C.P.R. classification.\nA new design of 2-8-0 type engines\nwas developed by the Canadian Pacific in 1909, when the first N-3 class\nlocomotive was built, to be followed in\nthe next five years by 160 additional\nunits of this class. After many years\nof service, these were rebuilt, with improved cylinders, frames and valve\nmotion, and re-classified as N-2 class*\nengines. At the present time a further\nconversion programme is underway,\nwhich changes the wheel arrangement\nto 2-8-2 type; provides new boilers;\napplication of trailer truck; stokers,\nand larger tenders, with a reclassification to class P-l-n. The most powerful\n2-8-0 type locomotive in the inventory\nis a locomotive acquired from the\nAlgoma Eastern Railway in 1931, having 24 \" x 30 \" cylinders, 57 \" diameter\ndriving wheels, 200 pounds boiler pressure and developing 51500 pounds\ntractive effort.\nThe total number of 2-8-0 type locomotives on the Canadian Pacific inventory since the inception of the\nCompany was 546, of which 263 remain in service.\nGroup 8\u2014\" Fair lie \" Type\nWhen acquiring the New Brunswick\nRailway in 1890, the Canadian Pacific\nreceived three single-end, \" Fairlie \"\ntype, locomotives built in 1873 by the\nMason Machine Works, Taunton,\nMass. The locomotives were one of the\nearliest types which provided flexibility when passing around curves, by the\nuse of a truck construction for the\ndriving gear. Frames, driving wheels,\nand cylinders were mounted as a truck,\nwhich turned as a unit around a centre\npin, flexible jointed steam and exhaust\npipes were used.\nRecords for these particular units\nare very inadequate, but we know that\nthey had  12 \" x 16 \"  cylinders,  with\n(Continued on next page)\n2-8-0 \" Consolidation \" Type\n12\nSpanner \u2014 April, 1948\n six driving wheels 36 \" diameter. It is\nprobable that these Canadian Pacific\nlocomotives were equipped with Wal-\nschaert valve motion, as the Mason\nWorks at that time were applying this\nmotion to many locomotives. The rear\ntruck, located under the tender frame\nextension, was probably a six wheel\ntruck.\nGroup 9\u20144-4-2\n\"Atlantic\"  Type\nFor many years the fastest passenger trains in Europe and the United\nStates were hauled by 4-4-2 \" Atlantic \" type locomotives, so called because originally introduced in the service of the Atlantic Coast Line, in\n1895. Four years later, in 1899, the\nCanadian Pacific built three of these\nlocomotives to handle the fast trains\nthen operated between Montreal and\nOttawa. As originally built, these were\ncompound locomotives having high\npressure cylinders 13% \" diameter, superimposed above low pressure cylinders 23 \" diameter, stroke 26 \". Four\nlarge driving wheels were 84 \" diameter; 200 lbs. boiler pressure was used.\nCanadian Pacific experience soon\nindicated that increased weight of\ntrains could not be properly handled\nby locomotives of this type, so that no\nmore were built.\nGroup   10\u2014\"Shay\" Type\nGeared Locomotives\nThe \" Shay \" type geared locomotive, built by the Lima Locomotive\nWorks, Lima, Ohio, consists of a locomotive type boiler and tender, mounted upon a continuous frame structure.\nUpon the right hand side of the boiler\nis mounted a vertical engine, the crank\nshaft of which is extended by flexible\nconnections to drive gears upon the\naxles of the engine trucks, all wheels\nof which are driving wheels. The advantages of this construction are the\n4-4-2 \"Atlantic\" Type\nproportionately greater tractive effort\ndevelopment, and that the flexibility\nof the drive permits operation over\nrough or excessively curved track,\nwhere locomotives with rigid driving\nwheels would encounter difficulty.\nThree of these were purchased by\nthe Canadian Pacific in 1900-1901 and\n1902. Equipped with a three cylinder\nengine having cylinders 15 \" x 17 \"\nwith driving wheels 41 \" diameter,\nthey were used for service in the\nRocky Mountains, until changing conditions rendered them inadequate to\nmeet the new requirements. By 1914,\nall had been scrapped.\nGroup  7 7\u20140-8-0\nEight-Wheeled Switcher Type\nLocomotives for switching service\nbuilt with eight driving wheels, without engine or trailing trucks, have\nbeen used for heavy switching or\ntransfer service for many years. Although the first 0-8-0 type engines\nwere built and placed in service by\nthe Canadian Pacific as early as 1906,\nonly twenty-four of these entered the\ninventory. The last ten were built by\n0-8-0  Eight  Wheeled Switcher  Type\nSpanner \u2014 April, 1948\nthe Canadian Locomotive Company,\nKingston, Ont., in 1930-31 and are\nclassified as V-5-a. These are powerful modern engines, with 22% \" x 32 \"\ncylinders, carry 250 lbs., boiler pressure; have 58\" diameter driving\nwheels, and develop 59400 lbs., tractive effort.\nGroup 72\u20144-6-2\n\"Pacific\" Type\nOriginating on the Lehigh Valley\nRailway in 1886, the 4-6-2 or \" Pacific \" type locomotive wheel arrangement was not definitely recognized until 1901, when the Baldwin Works\nbuilt a number of these for the New\nZealand Government Railways. In\n1902, the Missouri Pacific introduced\nthe type on their line, from which\nevent the type name was derived.\nThe first 4-6-2 type engines on the\nCanadian Pacific were built in 1906,\nat Angus Shops, these had 21 \" x 28 \"\ncylinders and 75 \" driving wheels. So\nwell adapted were these locomotives to\nconditions on this railway, that in the\nyears 1906-1947 no less than 498\n\" Pacific \" type engines were added, of\nwhich 435 are still in service. The latest of this type under construction are\nten well known G-3-j class, with 22 \"\nx 30 \" cylinders, 275 lbs., boiler pressure, having 75 \" diameter drivers, and\ndeveloping 45300 lbs., tractive effort;\nalso thirty of the G-5-d class with 20 \"\nx 28 \" cylinders; 250 lbs., boiler pressure, 70 \" driving wheels, developing\n34000 lbs., tractive effort.\nThe smaller type has proven very\nsatisfactory both in freight and light\npassenger service, and has primarily\nbeen designed for operation on territory where traffic conditions, or bridge\nload restrictions limit the use of heavier power.\n(To be continued)\n13\n leaulaA lafte....\nNourishing Weekend Meals\nIETS go old-fashioned and have pigs' knuckles hot and pigs' knuckles cold\nL\u00bb for Saturday's dinner and Sunday's supper\u2014as dad used to like them!\nBuy knuckles complete or pork hocks and feet separately, whatever your\nbutcher can supply. Tell him you want enough for two meals or the number\nof servings you plan and he will determine how many pounds to purchase.\nSome cooks allow four pork hocks for six servings or six pigs' feet for the same\nnumber of servings, but you will have to be guided by the appetites of the\nfamily and the meat that is on the bones.\nHot mustard sauce or mustard\npickles, plain boiled potatoes treated\nto a sprinkling of paprika, and steaming sauerkraut, complete a dish that\nwill stick to your ribs. For\nserve Apple Betty.\nFor the cold supper, serve it buffet\nstyle and let the family help themselves from a platter of jellied meat,\ndessert \u00ab\u00a3\u2666 a salad bowl of mixed cooked or uncooked   vegetables   (whatever   is   in\nseason) hot biscuits, chocolate or vanilla pudding, from a prepared mix, and\ncoconut mystery cookies or springtime cake.\nSATURDAY'S MENU\nPigs' Knuckles\nBoiled  Potatoes Sauerkraut   (hot)\nApple Betty\nBOILED  PIGS'  KNUCKLES\nHave butcher chop knuckles and\nsplit the feet. Wash well, drop into\nsalted boiling water to cover, with two\nonions sliced, three black peppers, six\ncloves and a pinch of garlic salt (if\nliked) and boil gently for at least\nthree hours or until meat loosens but\ndoes not drop off bones. Add boiling\nwater if necessary. Serve the meat\nand feet hot, reserving the surplus\nfor making into a jellied loaf.\nAPPLE\nBETTY\n2%\ncups stale bread\n2     tablespoons  but\ncrumbs\nter\n4\ncups sliced apples\nV-2 cup water\n1%\nteaspoons cinna\n1      tablespoon\nmon\nlemon juice (op\n2\/3\ncup brown sugar\ntional)\nSprinkle greased baking dish with\nbreadcrumbs and arrange layers of\napples and breadcrumbs with cinnamon and sugar in dish, topping with\nthe crumbs. Dot with butter and\npour water and juice overall. Bake in\na moderate oven, 350 degrees F. for\n30 minutes. Serve hot or cold with top\nmilk.\nSUNDAY SUPPER\nJellied Meat Platter\nMxed Salad Bowl\nHot Tea Biscuits\nChocolate   Pudding Cookies   or\nSpringtime   Cake\nFestive cake for shower or springtime party. Bake sponge or angel cake in tube\npan, spread with pastel frosting and shredded coconut. Place bud vase in centre\nand till with tloWers.\nJellied   Meat   Loaf\nReduce the stock from the boiled\nmeat until it jells, add vinegar and\nseasonings to taste. Chop the meat,\nadd to stock, stir and chill in a mould\nuntil stock is firm. A chopped pimento\nor hard-cooked egg can be folded in\n(Continued  on   page   18)\n14\nSpanner \u2014 April,  1 948\n i\nt-Ms'i:\"WS^-M-\nAPRIL, 1948\nWMM\n \u2022 Among twenty-two Canadian air- \u2022 Meat up in the Arctic, especially \u2022 An extract from Al Williamson's\nmen recently awarded Czechoslovak around Aklavik, was scarce during per- column in the Vancouver News-\nmedals for bravery was Fit. Lt. A. G. iods this winter and it kept Captain Herald, reads: \"Scotsman, we hope!\nBrown of Winnipeg, son of Lionel J. Sandy Tweed, CPA. pilot, busy haul- Fate seems to have added a delightful\nBrown, company agent at Simpson, ing reindeer meat and fish. Arrival of touch of whimsy when the chief hor-\nSask. the   Anderson   herd   eventually   eased ticulturist   for   the   Canadian   Pacific\n\u2666 \u2666       \u2666 the situation. At the same time resi- Railway was named. He is A. Thistle.\"\n\u2022 Al Williamson, columnist for the dents at Fort Wrigley found their food \u2666 \u2666 \u2666\nVancouver News-Herald reports a con- \u2122WlV exhausted and Captain Tweed * It might be of interest to note the\nversation which took place between two flew+m S0I,f 6<00t\u00b0, P\u00b0\"nds of reindeer following snowfalls at certain recording\npassengers on one of our transcontin- meat as wel1 as other food supplies, points on the Revelstoke division at\nental trains. The scene: somewhere A A ^ the end of February, when we know,\nalong the snowy wastes of the prairies. * for instance, that Montreal had 137.9\nFirst passenger: \"I Jove the prairies. # The new book \u00ab when the gtee, inches of snow in the 1946-47 season:\nThere's something about this vast ex- Went Th       h \u201e was written b   the late 1948   1947\npause of land that does things to me. p  T B\u00bb \u2022    c E f \\he       ;. Rogers  ....       296     255\nSecond  passenger   raising  his  drowsy .    charge  of construction when Stoney Creek        313     265\n\u00abyvS     ,^ L\u00b0\u00b0\u00a3 1\u2122   rSZ't  w^i o^ line was being built through the Connaught     265     253\n2rZwnntrwm!\" mountains.   It   provides   an   authentic Glacier     303     375\nthem, they re too flat for me. record of ^ ^ of ^ Company-s Laurie Tunnel 251     271\n\u2666 \u2666       \u2666 history. A remarkable feature is that ^,evels.t\u00b0.ke        1?0     177\nthe book was compiled after Mr. Bone Clanwilliam     216     180\n\u2022 At a  division  safety  meeting  held had  reached his 80th year. \u2666       \u2666       \u2666\n*g\u00ab*tjy  \u2122J;D\"-^TT^Sr                               *       \u2022\u2666.       - \u2022 Up to the end of January, 1948, over\nW.   F.   Koehn    Montreal   Terminals                                   V       V       v 50,000 skiers had been transported to\nKThadn't cos? theT aTvthin^to \u2022 A new type of ladder for train pas- the  Laurentian  playground  by  Com-\nTZ*  thMr  rn^TanHW,  hut  that angers climbing in and out of upper pany trains serving that area. In the\n\"it will cost vou olentv to eet them berths has been designed by the Com- same month the Company operated 27\nout\"*Girlfrom  th^ suDerintendenTs V^ and tested on typical overnight special ski trains throughout Canada.\n\u00ab     ua      it-       a suPfintenaent s runs  Aluminum-framed  it is one-third These trains served ski terra n in the\n^cl^LC^rrantment anlTtVv MgSeTCXe usual wooden ladder St. Maurice Valley and the Laurentian\n^tSTSOT^^tiJ? \u00bbd \"\u00bb be folded flat -hen \u00bb<* in - aMnXanffS ifta^^'   RiVerS'   MaD-\nwhich were turned over to the family                                   \u2666;\u2666       \u2666\u2666\u2666       \u2666\u2666\u2666 '    ^       <>.       ^\nof an employee killed in the yards. ^  .     u . ..     .    ,, * _    * ..        _    ._\n^ _,  \u25a0'\u25a0\u25a0 \u201e_            ..; .          .      . .     Al \u2022 A      full - size      Canadian    Pacific\n\u2666 *       \u2666 \u2022 The 75 new coaches ordered by the whistle presented to a miniature rail-\nCompany   are   costing   about   $25,000 way in Engian(i keeps the sheep from\n\u2022 Vancouver city has a Women's more tor each one than 35 similar grazing too close to the line The\nPassenger Association with personnel cars ordered in 1945. Inflation and the Romney, Hythe and Dymchurch rail-\ndrawn from all the rail and steamships installation of mechanical air condi- way ig the smanest public railway in\noffices of the Pacific coast city. Its tioning units account for most of the the world. Its tiny locomotives draw\nthirty members meet regularly in the increase. In .1922, new coaches cost miniature passenger coaches along a\nDevonshire hotel. From Canadian Pa- about one-third as much as they do 15-inch gauge track over a distance of\ncine ranks, they include Miss Mae today. ^ ^ ^ 13 mjies between Hythe and Dunge-\nOxendale, Miss Beverley Bussell, Miss v v v ness on the bleak .marshes where the\nJacqueline Wiginton, Miss Ruby m In ^ ^ d f ^ Company sheep graze unfenced. The - sotto\nCleveland Miss Beatrice Hebert and the m[l ^ ^ tramg f ^ voce tone of the English whistle was\nMrs. Edith Robinson. Miss Doris mercial travellers, with box cars equip- not sufficiently alarming to keep the\nOwens of the Southern Pacific is ped to digplay 'gample goodg ^ach tracks clear. ^ #\npresident.      ^        ^        ^ traveller was entitled to use the out- v      v      v\nv       V       v side of half a box car for advertising \u2022 Word   has   been, received   of   the\n^' v 11 . -i- i_         i           i         i    r purposes. \" exceptional  courtesy\" shown to the\n\u2022 A black bear who awoke early from * * <# family of w L Gordon, a chartered\nhis winter nap took quite a fancy to accountant in Toronto, by parlor car\ncompany accommodation in the Revel- 0 Miss Stella Ladriere, stenographer conductor Frank G. Wattie. Mr. Gor-\nstoke area. A section gang returning for Canadian Pacific Steamships, in the don relates that his family boarded a\nto headquarters from work found a office of D. R. Kennedy, general agent, train for Ste. Agathe on which there\nbear sound asleep on the porch of the passenger department, Montreal, re- was no diner or news vendor. The chil-\nbunkhouse. Several pails of cold water cently won honors in translation. She dren were a wee bit hungry having\nwere required to re-awaken the was admitted a member of the incor- missed breakfast due to short con-\nsleepy head. Bruin turned up again porated Montreal Translators' Society, nections, but through the kindness of\nnext night, sound asleep, in Section an affiliate of McGill University. Miss Frank they were offered, and enjoyed,\nForeman Kangas' wood shed. The park Ladriere obtained honors in both his own lunch. In addition Frank went\nwarden was called and he decided to French and English in the examina- out of his way to make their journey\nput the bear to sleep permanently. tions. comfortable.\n CANADIAN   PACIFIC   RAILWAY  COMPANY\nOFFICE OF THE VICE-PRESIDENT\nFree Scholarships in L'Ecole Polytechnique of the University of Montreal,\nand in L'Ecole des Hautes Etudes Commerciales de Montreal\nMontreal, March 1, 1948.\nECOLE   POLYTECHNIQUE\nA Free Scholarship covering five years' tuition in Engineering in L'Ecole Polytechnique of the University of\nMontreal is hereby offered, subject to competitive examination, to apprentices and other employees enrolled on\nthe permanent staff of the Company, under twenty-one years of age, and to minor sons of employees.\nThe competitive examination will be the regular examination in L'Ecole Polytechnique of the University of\nMontreal, and will commence on the 20th of September. The candidate holding this Company's certificate, making\nthe highest average, and complying with the requirements of admission, will be awarded the Scholarship.\nECOLE   DES   HAUTES   ETUDES   COMMERCIALES\nA similar Scholarship covering tuition in L'Ecole des Hautes Etudes Commerciales, affiliated with the University\nof Montreal, is also hereby offered to employees on the permanent staff of the Company, or to sons of permanent\nemployees, under the following conditions:\nThree years' tuition for candidates holding degree of Bachelor of Arts, or the equivalent thereof, or who can\notherwise successfully pass the entrance examination, and who must not be over the age of twenty-three years.\nFour years' tuition for candidates not over twenty-two years of age, holding degree of Bachelor of Science,\nBachelor of Letters, 12th-year certificate (scientific section) of the High Schools, or its equivalent, or who can\notherwise successfully pass the entrance examination.\nExaminations will be held in the last period of August, and the candidate holding this Company's certificate,\nmaking the highest average, and complying with the requirements of admission, will be awarded the Scholarship.\nCompetitors for these Scholarships must speak and understand the French language, in which all tuition is\nconducted.\nThe Scholarships will be renewed from year to year, if, at the close of each session, the holders thereof are\nentitled, under the rules, to full standing in the next higher year.\nIn order to establish prior claim to the next available Scholarship, notice of the student's intended return must\nbe given to the Railway Company and the Principal of the school not later than the first day of September preceding\nthe opening of the session in which such Scholarship will be available.\nIn case the Scholarship holder finds it necessary to interrupt his course for a year or more, notice must be\ngiven at the close of the session to the Railway Company and to the Secretary of the University of Montreal, in\norder that the Scholarship may be open to other applicants.\nApplications for certificates entitling eligible persons to enter the competitions should be addressed to Mr. G. A.\nSmyth, Superintendent of Pensions and Staff Registrar, Windsor Street Station, Montreal. Copies of the prospectuses\nof studies containing the conditions of admission and announcement of courses may be obtained upon application to\nthe principal of either of the above-mentioned schools.\nCertificate holders should apply not later than the day before the examination to the principal of the school\nconcerned for admission to the examination, and such application must be accompanied by the Company's certificate\nof eligibility.\nVice-President.\n cLnacCicvri (tfucific\nd o yo7u\nKNOW\/$&\u00ab\u00a3..\n1 TEASPOON ^eJ $0.30\n1 PLATE (BREAD&BUTTER) V    $   .40\n1CUP (TEAOR COFFEE) S    $    50\n1 WATER GLASS \u2022    $   .12\n10RANGE JUICE GIASS \u2022 .$    09\n1 NAPKIN v     $    63\nWe\/toudJut yea,jot TEASPOONS $ 7,122.00\nS PLATES (BREAD&BUITER) $ 11,107.00\n^ CUPS (TEA OR COFFEE)    $43,437.00\n\u25a0T \u25a0 WATER GLASSES $10,707.00\n\u00a3 ORANGE JUICE GLASSES    $ 4,175.00\nNAPKINS $43,1\n Locomotives of the Canadian Pacific Railway\nA Study Of Our Motive Power\nBy Inventory Classification\nFollowing is the third and final article in a series specially written by A.E. Mimms,\ndynamometer engineer, office of the Chief of Motive Power and Rolling Stock,\nMontreal, covering the history of motive power development of the Canadian Pacific\nRailway,\nBy A.  E. MIMMS\nGroup  13\u20140-6-6-0\nArticulated Type\nIt is not generally known that the!\nfirst use of four simple cylinders, with!\narticulated, two unit, driving engines,\nunder a rigid boiler, was originated on\nthe Canadian Pacific Railway in 1911.\nPrevious articulated locomotives on\nAmerican railways had been built on\nthe \" Mallet \" system of compounding,\nhaving a rigid rear unit, with high\npressure cylinders and a flexible front\nunit with low pressure cylinders. The .\nmodified \" Mallet \" engines built by\nthe Canadian Pacific were peculiar in\nthat the front unit was the reverse of\nthe usual practice, having the low\npressure cylinders located at the rear\nof the unit, adjacent to the high pressure cylinders.\nThe first engine was built in 1909,\nfollowed in 1911 by four more compound locomotives, and the simple engine referred to above. The latter had\n20 \" x 26 \" cylinders with 58 \" driving\nwheels. These six locomotives were\nrebuilt in 1916-17 to 2-10-0 wheel arrangement, designated as the R-2\nclass. They remain in service on transfer work in terminal yards.\nGroup  74\u20144-6-4\n\" Hudson \"- Type\nThe wheel arrangement, 4-6-4, usually designated as the \" Hudson \" type,\non account of its general development\non the New York Central and Hudson\nRiver Railroad, was not originally\napplied to locomotives for heavy fast\npassenger service.\nThe first example of 4-6-4 type used\non the Canadian Pacific Railway, was\na side-tank suburban passenger locomotive, built by the Canadian Pacific\nin 1893, with 19 \" x 22 \" cylinders and\n62\" driving wheels. Additional examples of the side-tank suburban type\nwere built in 1910 and 1912, having\ncylinders 20 \" x 26 \" and 63 \" drivers,\nthese were used in the Montreal-Vau-\ndreuil suburban service for many\nyears. None remain in service. The\nnext appearance of the 4-6-4 wheel\narrangement was in 1929, when the\nfirst Class H-l-a \"locomotives were\npurchased, with 22 \" x 30 \" cylinders;\n75\" driving wheels; 275 lbs., boiler\npressure, and developing 45300 lbs.,\ntractive effort.\nThis successful design was modified\nand streamlined in 1937, these later\nbeing designated as \" RoyalHudson \"\ntype to commemorate the Royal Tour\nof 1939, handled so efficiently by engine No. 2856 of the H-l-d class. Some\nof the 4-6-4 type locomotives have\nbeen fitted with boosters, which increase the starting tractive effort, and\nalso  assist maintaining  speed  when\n4-6-4 \"Hudson Type'\novercoming short grades. The last of\nthe 65 4-6-4 engines still in service\nwere built by the Montreal Locomotive Works, in 1940.\nGroup  IS\u20140-6-4\nSwitcher Type\nTwo side-tank switching locomotives, having an 0-6-4 wheel arrangement, were built by the Canadian Pacific Railway. These engines were generally similar in boiler and running\ngear to the U-3-c-d classes of switching locomotives. One of these locomotives is still in existence, but has for\nseveral years been used for switching\nservice at an industrial plant.\nGroup  16\u20142-8*2\n\" Mikado \" Type\nEver since 1912, the 2-8-2 \u25a0\" Mikado \" type locomotive has held a prominent place in the Canadian Pacific\nroster. The original locomotives of this\ntype were built in 1897 for the Nippon\nRailways, Japan, hence their designation \" Mikado \u25a0\".. The suitability of the\n2-8-2 type to meet Canadian conditions is attested by the successful performance of the 5100 series class P-l\nengines, their further development arid\nextensive use of the larger 5300-5400\nclass P-2 engines, and the present programme, whereby Consolidation; 2-8-0\ntype locomotives are undergoing; e^ri-\nversion to 2-8-2 type engines.\n. The first P-l class locomotive^ were\ngenerally based upon the design of the\nN-3 class enginesmi 1909*, except that\nthe boiler was lengthened, arid the firebox supported by a trailing trucj\u00a3 of\nthe ' Vaughari '> design. These, trailing\ntrucks, used only on the:Cana$lari Pacific, are the simplest design fir use,\nsince they require no trailing JMik\nframe. The performance; x>i this kirid\nof truck has beeri so satisfactorythat\nno other type of two-wheeled trailing\ntruck has been, applied to .C.P.R. engines. Modernization, pi P-l engines, to\nembody straight line valve motion arid\nimproved frames and cylinders-\"was\nundertaken in March, 1926,, and was\ncompleted October 1930, ..'...\"-...\nIntroduction of a s:till more modern\ndesign of class P-l engines commenced\nin 1946 when the conversion .of class\nN-2 engines presented Opportunityto\nobtain higher bofl6rifcp]?esi8iiafet-^a3[d\ngreater power. These locdiriotiive^ With\n22 \"' x 32\" cylinders, j63 \" $am<>tfer\ndrivers, 215 lbs., boiler pfesstire\/ de-\n;*     '     ' (Continued on page 22)::\nSpanner .-* May, 1948\nZU\n OUR 67th ANNUAL REPORT\nTraffic Volume Hits Peacetime Record\nBut Net Earnings Markedly Inadequate\nVOLUME of traffic on the Canadian\nPacific Railway in 1947 established a peacetime record, but net\nearnings from railway operations\nwere \" again markedly inadequate,\"\nand the final dividend declaration of\nthree percent, was made possible\n\" only by income from sources other\nthan railway operations,\" says the\n67th annual report of the directors\nof the Company.\nThe increase in gross earnings last\nyear \" was almost wholly offset by\nrising costs; and the ratio of net to\ngross earnings remained practically\nthe same as in 1946 when an all-time\nlow was reached,\" the report said.\n\" It is startling to compare this ratio\nof but 7.2 percent, with the average\nof 19.9 percent, for the period 1920-\n1929, when traffic volume was much\nless.\nOther Income New High\n\" On the other hand, a betterment\nin net earnings of Consolidated\nSmelters resulted in larger dividends\nfrom that source which brought\nOther Income up to a new high\nrecord.\"\nThe report showed gross earnings\nfrom railway operations in 1947 to\nbe $318,585,919, an increase of $26,-\n090,091 or 8.9 per cent, over those\nof 1946 and only $285,115 below those\nof 1944, the Company's record earnings year.\nAt the same time, working expenses\nincreased $24,040,952 or 8.8 percent,\nto $295,693,730 and the report said\n\" the ratio of working expenses to\ngross earnings was 92.81 percent., a\nreduction of a bare .06 from last year's\nratio, which was the highest on\nrecord.\"\nNet earnings\nfrom railway\noperations thus\nworked out to\n$22,892,189, an\nincrease of $2,-\n049,139 over the\nprevious year, f Out of each dollar of\ngross earnings, only seven cents of net\nwas realized. In 1944 when gross earnings were roughly the same as in 1947,\nMIUJOIIS\n<50\n40\n30\n20\n10\nNet Earnings From Railway Operations\nt\nl l l\n11 \u25a0 m 11111\niiiiiiiiiiiiii\niiiiiiiiiiiiii\n1919        1924        1929        1934       1939    1940    1941     1942    1943     1944    1945    t94G    1947\nMIUJOIIS\n>so\n40\n50\n20\n10\n0\u2014'\nh\n(MIIUMHl\n30\n\u00a30\n10\nU.Q.\nOther Income\nMillion\n*30\nI I I I I I I I\n1919        1924        1929        1934        !\u00a739    J940    1941     1942     1945    1944    1945    1944    1947\n20\n10\nMILUONS\n<30\n20\n10\nFixed Charges\nill     i m\niiiiiiiiiiiiii\n1919        1924       1929        1934       1939    1940    1941     1942    1943    1944    1945    1946    1947\n<30\n20\n10\n1919       1924       1929      1934.      1939   1940   1941    1942    1943   1944   1945   1944   1947\nIt\nSpanner \u2014 May, 1948\n Three Important Changes\nMade in C.P. Airlines\nHUGH B. MAIN, assistant to the\npresident of Canadian Pacific Airlines, Montreal, has been appointed\ndirector of sales and traffic, with headquarters at Winnipeg. E. Rossiter Jr.,\ndirector of cargo research, has been\nmade director of costs and procedures,\nand R. M. Crooks, on special duties\nin the office of the president, C.P.A., is\nnow assistant general superintendent,\nmaintenance and engineering. Their\nheadquarters will also be in Winnipeg.\nH. B. Main\nE. Rossiter\nMr. Main served the C.P.R. in various capacities from 1935 to 1942 when\nhe was transferred to C.P.A. as secretary to the general manager, western\nlines, at Edmonton. He enlisted.that\nyear in the Royal\nCanadian Navy,\nand after . four\nyears' service, returned to. c i v i 1\nlife and became assistant chief, clerk\nto the general manager. He was promoted to assistant superintendent,\nSaskatchewan Dis-\nr. m. crooks trict in November,\n1946, and the following year served as\ndirector of research at Montreal and\nthen as assistant to the president.\nMr. Rossiter joined the C.P.A. as\ndirector of cargo research, Montreal,\non March 1, 1947. He was formerly\nattached to the cargo sales department\nof T.W.A.\nMr. Crooks joined the C.P.A.  on\nMarch  1,  1948,  assigned to  special\nduties in the office of tHe preslcl\u00a7mV\nHe served as a lieutenant with the\nR.N.V.R. during the last.war.\nWHAT'S  THE  SCORE?\nA Bewitching Switching Puzzler\nThis switching problem will give those of us who do not work \"oh the line\"\nan idea of the problems that face crews and others engaged in switching and\ntrain service.\nThis puzzler is to place the passenger car where the box car is and the box car\nwhere the passenger car is \u2014 just simply change places.\nTwo other rules add to the fun: 1, the engine must be facing the same direction\non the main line when the job has been completed; 2, there is only room for one car\nor the locomotive at the top of the \"y\" during operations. In how many moves\ncan you do this switching? There are several ways the operation may be completed.\nWe'll publish one of the methods in the June issue.\nP.S.\u2014No flying switches..\nRe-establish Port Staff;\nPassenger Agent Named\nRE-ESTABLISHMENT of the\nCompany's port staff, disbanded\nduring the war, has been made with\nthe appointment of Frank F. Thomson\nas port passenger agent at Quebec\nCity in the summer and Halifax in the\nwinter.\nThe pre-war port staff, which at\ntimes had as many as 30 on its roll,\nenabled the Company to establish\nworld records for speedy departure of\nboat trains from ships at Quebec and\nMontreal.\nMembers of the staff board incoming ships at Father Point with customs and immigration officials and\nprovide rail transportation to all parts\nof. the.continent  for passengers  re\nquiring it. As a result, the passengers\nare able to board their trains shortly\nafter the ship arrives.\nMr. Thomson, who worked on the\nport staff at Quebec, Saint John and\nHalifax intermittently between 1927\nand 1937 and as a travelling passenger\nagent since that time, will be in charge\nof a staff of five, which will increase\nas the Company fleet expands.\nBefore taking over the port staff\noffice, Mr. Thomson was travelling\npassenger agent at Boston since last\nNovember and had worked at Philadelphia, Quebec, Halifax and Saint\nJohn in a similar capacity for 10 years\nbefore that.\nHe is succeeded at Boston by E. C.\nPuddington, who has been travelling\npassenger agent at Saint John since\nlast September and was chief clerk in\nthe city ticket office there for more\nthan, a year before that. '\nSpanner\u2014 May, 194$\n21\n (Continued trom  page   17)\nveloping 45000 lbs., tractive effort\nhave given most satisfactory performance under comparative tests. The first\nof the larger P-2-a class locomotives\nwas constructed at Angus Shops in\n1919, to be followed by successive\ngroups up to the present time.\nIn 1926, on class P-2-e, the boiler\nworking pressure was increased from\n200 lbs., to 250 lbs., with cylinder\ndiameter reduced to 23\"; with class\nP-2-g, boiler pressure was increased to\n275 lbs., and cylinder diameter reduced to 22 \". This and all later sub\nclasses have similar dimensions Viz;\ncylinders 22 \" x 32 \" diameter; driving\nwheels 63\"; boiler pressure 275 lbs.,\ntractive effort 57500 lbs. Twelve class\nP-2-k locomotives are now under construction. Of the 287, 2-8-2 \" Mikado \"\ntype locomotives added to the inventory, there are at present 283 in service, distributed widely over the entire\nsystem.\nGroup  17\u20140-70-0\nTen-Wheeled Switching Type\nThree of the locomotives, class\nW-l-a were built in 1914, at Angus\nShops, and assigned to service in the\nhump yard at Winnipeg. They have\n23%\" x 30\" cylinders; boiler pres-*\nsure 200 lbs., driving wheels 51 \" diameter and develop 55200 lbs., tractive\neffort.\nGroup   18\u20144-8-2\n\" Mountain \" Type\nAlthough 4-8-2 type locomotives\nwere widely adopted for passenger service on American railways, only two\nhave been used on the Canadian Pacific. The type originated on the Chesapeake & Ohio Railway in 1911 to\nhandle heavy passenger trains over the\nAlleghany Mountains. From this the\nnomenclature \" Mountain \" type was\nevolved.\nThree years later, in 1914, the Canadian Pacific built two units at Angus\nShops. One was equipped with an especially large firebox and combustion\nchamber, of the \" Gaines\" design,\nwhile the other had a standard firebox\nwithout combustion chamber. Both\nhad 231\/2 \" x 32 \" cylinders, 70 \" drivers and 200 lbs., boiler pressure. Both\nengines have been scrapped.\nGroup  79\u20142-70-0\n\" Decapod \" Type\nThe 2-10-0 \" Decapod \" type originated in 1867 on the Lehigh Valley\nRailroad. This unsuccessful locomotive was later converted to 2-8-2 type.\nThe construction of 2-10-0 type engines  in  1885  for  the  Dom   Pedro\nSegundo Railway in Brazil introduced\nthe type nomenclature.\nThe first 2-10-0 type engines on the\nCanadian Pacific appeared in 1916 as\na conversion from a 0-6-6-0 articulated type. From that date to 1919, a\ntotal of 41 locomotives of this type\nhave been built, the latest having 24 \"\nx 32 \" cylinders, 58 \" driving wheels,\n200 lbs., boiler pressure and develop\n54000 lbs., tractive effort. Forty are\nstill in service either as helpers on\nmountainous subdivisions, or, in transfer service and yard service\nGroup 20\u20142-70-2\n\" Santa Fe \" Type\nThe 2-10-2 type originated on the\nAtcheson, Topeka & Santa Fe Railway\nin 1903. In 1919, the Canadian Pacific\nconstructed fifteen 2-10-2 type engines\nfor helper and transfer service. These\nhad 26i\/2 \" x 32 \" cylinders, 58 \" diameter driving wheels, 200 lbs., boiler\npressure and develop 65900 lbs. tractive effort.\nThe coal burning locomotives of this\nclass are in transfer service on the\nEastern Region, while the oil burning\nlocomotives have given outstanding\nservice as helpers on the severe grades\nof the Laggan, Mountain and Shuswap\nSubdivisions. Fifteen of these units\nstill remain in service.\nGroup 21\u20142-10-4\n\" Texas\" or \"Selkirk\" Type\nThe 2-10-4 type locomotive originated in 1919, on the A.T.&S.F.Ry.,\nbut was further developed in 1925 for\nthe Texas and Pacific Railway from\nwhich the name \" Texas \" was derived.\nIntroduced on the Canadian Pacific in\n1929, these locomotives were assigned\nto passenger and freight service on the\nMountain   Sd.   between   Revelstoke\nand Field. As additional locomotives\nwere purchased, their operating territory was extended eastward to Calgary.\nThe first group had 25% \" x 32 \"\ncylinders; 63 \" driving wheels, 275 lbs.,\nboiler pressure and developed 77200\nlbs., tractive effort. Boosters were afterwards applied to these twenty\nT-l-a engines, increasing their starting\ntractive effort to 89200 lbs. In 1938 a\nsecond group of modernized, streamlined class T-l-b locomotives were\npurchased. These had 25 \" x 32 \" cylinders; 63\" driving wheels, 285 lbs.,\nboiler pressure and developed 76900\nlbs,, tractive effort without booster;\n89400 lbs., with booster. There have\nbeen few locomotives which have performed so satisfactorily as the Tl-\nclass, and at present six more T-l-c\nclass engines are under construction.\nThe handsome appearance of these\nlocomotives, and the mountainous\nbackground in which they operate has\nbeen so attractive and photogenic that\nthey have been widely publicized by\nthe camera work of newspaper and\namateur artists, until they are to-day,\nprobably the best known locomotives\nin America.\nGroup 22\u20144-8-4\n\"Northern\"  Type\nThe 4-8-4 \" Northern \" type locomotive, although originated in 1919 on\nthe A.T. & S.F. Ry., was not widely\naccepted until 1927, since which hundreds have been built for use on American railroads, in freight and pa$$en-\nger service. The Canadian Pacific\nRailway built two in 1928, to handle\nheavy night trains between Montreal\nand Toronto, to which duty they are\nstill assigned.       \\\n2-10-4 \"Texas or Selkirk'' Type\n22\nSpanner \u2014 May,  1948\n (Continued  from  previous  page)\nWith cylinders 25y2 \" x 30 \"; driving wheels 75 \" diam., boiler pressure\n275 lbs., they develop 60800 lbs., starting tractive effort without booster, and\n72800 with booster.\nGroup 23\u20140-4-4-0\nDiesel-Electric Switcher\nThe diesel-electric switcher was introduced on the Canadian Pacific in\n1937, when a 0-4-4-0 type switching\nunit was constructed by the National\nSteel Car Corp., in which was installed\na Harland & Wolff 550 HP two-cycle\nsix cylinder engine; electrical equipment was of English manufacture.\nThis unit was later sold to an industrial concern.\non the Canadian Pacific. Their general\ndimensions comprise 171\/4 \" x 28 \" cylinders, and 80\" diameters driving\nwheels, 300 lbs., boiler pressure, developing 26600 lbs., tractive effort.\nThese were followed in 1937-38, by\na group of twenty smaller locomotives\nof the same wheel arrangement. These\nhave 16*&\" x 28 \" cylinders; 75 \" drivers; 300 lbs., boiler pressure, developing 25900 lbs., tractive effort.\nGENERAL  REMARKS\nIt is possible that future locomotives\nwill follow the trend which influenced\nthe abandonment of the use of steam\nin the automobile field, and the almost\nuniversal acceptance of internal combustion engines for marine transport.\n0-4-4-0 Diesel Switcher\nThe first of the present standard\n\\LCO 1000 HP diesel-electric switching locomotives was purchased in\n1943. At present 55 of these units are\nin service.\nGroup 24\u20144-4-4\n\"Jubilee\" Type\nThe last wheel arrangement, or type,\nto enter the inventory was the 4-4-4\nor \" Jubilee \" type, so named to commemorate the fiftieth anniversary of\nCanadian Pacific trancontinental service. Originating in 1935, on the Baltimore and Ohio R.R., locomotives of\nthe 4-4-4 type are primarily intended\nfor service on high speed passenger\ntrains, consisting of modern lightweight stream-lined cars. Five class\nF-2-a locomotives purchased in 1936,\nhave the largest driving wheels in use\nIn the United States, adoption of\ndiesel-electric motive power, by the\nrailways, has become so general that\nproduction of conventional steam engines has practically ceased.\nSteam turbine, with direct drive:\nSteam turbine, with electric drive:\nDiesel-electric, and various designs of\ngas-turbine electric locomotives are\neither in service, or, in the advanced\nstages of experimental development.\nThese promise advantages in operating\neconomics which are difficult to secure\nwith steam locomotives of the usual\ntypes.\nThis record, therefore, may mark\nthe end of one phase of Canadian Pacific motive power, and the commencement of a new era in our locomotive\nequipment.\nThere's One in Every Office \u2014\nH0G6IN6\nTHE LINE\n\\\nTb GET THE MOST OUT OF YOUR\nSERVICE, AVOID MONOPOLIZING\nTHE LINE.  GIVE THE NEXT FELLOW\nA CHANCE .THIS IS A GOOD  BUSINESS  PRACTICE-AND THE HEIGHT\nOF COURTESY AND CONSIDERATION.\nMr. Mimms' Articles\nTermed 'Crackerjack'\nUNIVERSITY OF MISSOURI\nColumbia\nSchool of Journalism\nE. C. MacPherson, Editor,\nThe Spanner,\nThe series by A. E. Mimms on\nC.P.R. motive power, starting in the\nMarch Spanner, is going to be a\ncrackerjack. The first article was a\ndandy. But why did you end the first\ninstallment without saying how\nmany Ten-Wheelers are now in service? I don't want to wait until next\nissue to find out.\nAlthough the only time I see a\nC.P.R. car these days is when the\nM.K.T. brings in one from Ontario\nwith a load of newsprint for our\npaper, the Spanner gives me a feeling of acquaintance that is active\nand genuine. If your magazine can\ndo that for a reader away down here,\nit certainly must make a strong impact on the readers who do know\nthe people and places it tells about.\nEvery issue is splendid. Keep it\nup.\nAs for the Ten Wheelers, down\nhere they'd tell you that the B 8c O\nwas the \" sponsor \" for this type of\nengine. I hope the B & O people get\nto see Mr. Mimms' statements.\nMost sincerely,\nR. M. NEAL,\nProfessor of journalism.\nDesk chief,\nThe  Columbia  Missourian.\nEditor's Note: With respect to Ten\nWheelers mentioned in Mr. Neat's letter,\nMr. Mimms stated in his first article\nthat the object of these articles was to\nshow the evolution of the groups as they\nentered the Canadian Pacific inventory.\nHe was therefore not treating on the\n\" sponsors.\" However the Locomotive\nCyclopaedia, 1947, shows the sponsor ot\nthe Ten Wheeler as the Philadelphia and\nReading Railway in 1847, a tact which\nwas pointed out by Mr. Mimms in a\nprevious series on locomotives (see\nCanadian Pacific Staff Bulletin June\n1945). Mr. Mimms also points out it\nwas the 4-8-0 or Twelve Wheeler which\nwas first originated on the B. & O. in\n1856. (See C.P.R. Staff Bulletin Sept.\n1945).\nS. anner \u2014 May, 1948\n23\n 'Peg Oratorical Prize\nWon By A. Edwin Emery\nA Edwin Emery, superintendent of\n\u25a0 transportation for communications at Winnipeg was recently chosen\nwinner for Winnipeg in the National\nOratorical Contest sponsored by the\nJunior Chamber of\nCommerce of Canada. This month\nhe will compete\nfor the regional\nchampionship. The\nfinal contest for\nthe Canadian\nchampionship will\nbe held at the annual convention of\nthe association at\nWinnipeg in June. a.E.Emery\nThe contest rules require that all\nspeeches be centred on the theme:\n\" It's Great to be a Canadian \" and\nto deal with the advantages of living\nunder a system of private, competitive enterprise.\nMr. Emery joined the communications department in 1931 at Saint\nJohn, N.B. as communications inspector and moved to Winnipeg in\n1945,\nMayor Helps Express;\nBarbara Gets Bunny\nHOW Ottawa's Mayor Lewis\ncame to the rescue of Barbara Ann Scott, world's champion figure skater, and signed a\nCanadian Pacific Express slip\nfor delivery of a live Easter\nbunny sent her by a Montreal\nadmirer, was revealed while she\nwas on tour of Western Canada.\nWhen the bunny arrived in\nOttawa no one was at the Scott\nresidence to sign for it. Relatives\ncould not be found to sign for it.\nFinally the mayor came to the\naid of our express and suggested\na city veterinary who might take\ncare of the bunny till Barbara\nreturned to Ottawa. The vet took\nit off our hands and the live gift\nwas in fine shape when Barbara\ncame to take it home.\nEfforts Prevented Fire Spreading\nWhen oily flames\nroared up into a\nhalf- million dollar\nblaze recently at a\nlarge oil plant in\nToronto, prompt action by a Company\nswitching crew at\nwork nearby, saved\na string of loaded\ntank cars and played\na big part in preventing a more serious conflagration.\nTheir enterprising\naction brought praise\nand appreciation\nfrom an executive of\nthe oil company to\nN. R. Crump, vice-\npresident. Pictured\nhere is engineer\nCharlie Clark and\nthe yard crew reading a Toronto newspaper     account     of\nthe fire the next morning. Reading over Engineer Clark's shoulder, from  left, Yardman\nW. Nobert, Yard Foreman Joe Dyer, Yardman Robert Smith and Fireman Frank Allen,\nImpressed by Weston Shops\n\u00ae^Bi-:liSSii\n.\u25a0\u25a0ft-;     \u25a0       :;.illiyj:.;i>H\nkg                        \"\u2022 \u25a0\n\u25a0' i                          - -ft*!\n. \u25a0 ft ft\n'-Mm:   .\n\u25a0\u25a0  \u25a0   ; \u25a0\n^^^SM^^SMiifO\nmm\u00a73Mmms&m:0i\nBiS^M\u00aeS^^:S\n^*^^^^^^^^^^^^^^^****^^^S^^^**S*<>*S***^S*\\*S***S*S^^*>\u00bb*>*>^!\nImpressed by reports of the efficiency of Company shop operations, two Northern\nPacific Railway officials of St. Paul, Minn., visited Winnipeg's Weston shops\nrecently through arrangements made by E. G. Bowie, western superintendent of\nthe motive power and car department. The two visitors were J. A. Cannon, assistant\nto the general mechanical superintendent, and R. W. Crust, supervisor of machinery\nand shop practices.\nShown here watching the pneumatic hammer in operation at the shops are left\nto right, Alex Ramsay, blacksmith shop foreman; Mr. Crust; T. F. Donald, assistant\nsuperintendent of motive power; Mr. Cannon and W. Douglas, works manager at\nWeston.\n24\nSpanner \u2022\u2014 May, 1948\n (Continued   from  previous  page)\nWith cylinders 25% \" x 30 \"; driving wheels 75 \" diam., boiler pressure\n275 lbs., they develop 60800 lbs., starting tractive effort without booster, and\n72800 with booster.\nGroup 23\u20140-4-4-0\nDiesel-Electric Switcher\nThe diesel-electric switcher was introduced on the Canadian Pacific in\n1937, when a 0-4-4-0 type switching\nunit was constructed by the National\nSteel Car Corp., in which was installed\na Harland & Wolff 550 HP two-cycle\nsix cylinder engine; electrical equipment was of English manufacture.\nThis unit was later sold to an industrial concern.\non the Canadian Pacific. Their general\ndimensions comprise 17}4 \" x 28 \" cylinders, and 80\" diameters driving\nwheels, 300 lbs., boiler pressure, developing 26600 lbs., tractive effort.\nThese were followed in 1937-38, by\na group of twenty smaller locomotives\nof the same wheel arrangement. These\nhave 16y2.\" x 28 \" cylinders; 75 \" drivers; 300 lbs., boiler pressure, developing 25900 lbs., tractive effort.\nGENERAL  REMARKS\nIt is possible that future locomotives\nwill follow the trend which influenced\nthe abandonment of the use of steam\nin the automobile field, and the almost\nuniversal acceptance of internal combustion engines for marine transport.\n0-4-4-0 Diesel Switcher\nThe first of the present standard\n\\LCO 1000 HP diesel-electric switching locomotives was purchased in\n1943. At present 55 of these units are\nin service.\nGroup 24\u20144-4-4\n\"Jubilee\" Type\nThe last wheel arrangement, or type,\nto enter the inventory was the 4-4-4\nor \" Jubilee \" type, so named to commemorate the fiftieth anniversary of\nCanadian Pacific trancontinental service. Originating in 1935, on the Baltimore and Ohio R.R., locomotives of\nthe 4-4-4 type are primarily intended\nfor service on high speed passenger\ntrains, consisting of modern lightweight stream-lined cars. Five class\nF-2-a locomotives purchased in 1936,\nhave the largest driving wheels in use\nIn the United States, adoption of\ndiesel-electric motive power, by the\nrailways, has become so general that\nproduction of conventional steam engines has practically ceased.\nSteam turbine, with direct drive:\nSteam turbine, with electric drive:\nDiesel-electric, and various designs of\ngas-turbine electric locomotives are\neither in service, or, in the advanced\nstages of experimental development.\nThese promise advantages in operating\neconomics which are difficult to secure\nwith steam locomotives of the usual\ntypes.\nThis record, therefore, may mark\nthe end of one phase of Canadian Pacific motive power, and the commencement of a new era in our locomotive\nequipment.\ntHER-E'SONEIN EVERY OFFICE\nHOGGING\nTHE LINE\n\\\nTb GET TH6 MOST OUT OF YOUR\nSERVICE, AVOID MONOPOLIZING\nTHE LINE.  GIVE THE NEXT FELLOW\nA CHANCE . THIS IS A GOOD  BUSINESS  PRACTICE-AND THE HEIGHT\nOF COURTESY AND CONSIDERATION.\nMr. Mimms' Articles\nTermed \"Crackerjack'\nUNIVERSITY OF MISSOURI\nColumbia\nSchool of Journalism\nE. C. MacPherson, Editor,\nThe Spanner,\nThe series by A. E. Mimms on\nC.P.R. motive power, starting in the\nMarch Spanner, is going to be a\ncrackerjack. The first article was a\ndandy. But why did you end the first\ninstallment without saying how\nmany Ten-Wheelers are now in service ? I don't want to wait until next\nissue to find out.\nAlthough the only time I see a\nC.P.R. car these days is when the\nM.K.T. brings in one from Ontario\nwith a load of newsprint for our\npaper, the Spanner gives me a feeling of acquaintance that is active\nand genuine. If your magazine can\ndo that for a reader away down here,\nit certainly must make a strong impact on the readers who do know\nthe people and places it tells about.\nEvery issue is splendid. Keep it\nup.\nAs for the Ten Wheelers, down\nhere they'd tell you that the B 8c O\nwas the '\u2022 sponsor \" for this type of\nengine. I hope the B 8c O people get\nto see Mr. Mimms' statements.\nMost sincerely,\nR. M. NEAL,\nProfessor of journalism.\nDesk chief,\nThe  Columbia  Missourian.\nEditor's Note: With respect to Ten\nWheelers mentioned in Mr. Neat's letter,\nMr. Mimms stated in his first article\nthat the object of these articles was to\nshow the evolution of the groups as they\nentered the Canadian Pacific inventory.\nHe was therefore not treating on the\n\" sponsors.\" However the Locomotive\nCyclopaedia, 1947, shows the sponsor ot\nthe Ten Wheeler as the Philadelphia and\nReading Railway in 1847, a tact which\nwas pointed out by Mr. Mimms in a\nprevious series on locomotives (see\nCanadian Pacific Staff Bulletin June\n1945). Mr. Mimms also points out it\nwas the 4-8-0 or Twelve Wheeler which\nwas first originated on the B. & O. in\n1856. (See C.P.R. Staff Bulletin Sept.\n1945).\nS. miner \u2014 May, 1948\n23\n P. & 0\/S STRATH EDEN BACK\nThe Peninsular and Oriental and\nBritish India liner Stratheden, which\nwas the first repatriation ship to sail\nup the St. Lawrence, in July, 1945,\nwith troops returning from the European battlefronts, is back on the\npre-war London-Colombo and Aus*\ntralian ports run.\n9-\n,A** \/\u25a0*?\u00a5&.\n27\n do YOU\nKNOW\n##   #\n11ATCOPPERTIEWIRE30M^^ $0.03\nIJICRO PRESS SlEtVE 11WE      ^ *    06\nHOP PIN r\/4 \u2022 $   .05\nISQUAREGALV. WASHER 2 2      y $   .03\niGAIV. POLE BOLT s\/g*l2       \u2022 i   .16\nIGALVCROSSARM BRACE 30     s 3   ,11\n^^^^^FIAT COPPER TIE WIRE30M $7,194.00\n\/ NICRO PRESS SLEEVES II WE   $7,235.00\nf TOP PINS r\/4 $18,539.00\nf SQUAREGALV. WASHERS 2*2* $ 1,369.00\nY GALV. POIE BOLTS 5\/\u00ab\"x12*   $ 1,601.00\nF GALV. CROSSARM BRACES 30'^ 6 J02.00\n THE CUSTOMEI\nFollowing is an excerpt from the address of Mr. William 7 Faricy, President,\nAssociation of American Railroads, delivered at the Twentieth Annu Meeting of New\nEngland Shippers Advisory Board, in Boston, Mass,\n\u2022 Let us remember the precepts in that monograph \" The Qstomer \", put\nout some years ago by a finance company in the East. Somewhc paraphrased,\nit is applicable to the railroads. It is this:\n\u2022 The customer is not so much dependent upon us as we re dependent\nupon him.\n\u2022 The customer is not an interruption of our work \u2014 he is the^urpose of it.\nWe are not doing him a favor by serving him \u2014 he is doing is a favor by\ngiving us the opportunity to do so.\n\u2022 The customer is not a rank outsider in our business \u2014 he is apart of it.\n\u2022 The customer is not a cold statistic \u2014 he is a f lesh-and-blood luman being\nwith feelings and emotions like our own, with prejudices and bases \u2014 even\nthough we may sometimes think he has a deficiency of certain vitmins which\nwe believe important.\n\u2022 The customer is not someone to argue with or match wits against \u2014 nobody\never won an argument with a customer even though he may have thought\nhe did.\n\u2022 The customer is a person who brings us his wants. If we have sufficient\nimagination, we will endeavor to handle them profitably to him and to\nourselves.\n\u2022 That is the monograph.\n Food Parcels on the Way 9^ ^yf\nThere goes the first shipment of food parcels from Canada to our colleagues in\nGreat Britain and Europe via the S.S. Empress of Canada, with Captain L. N. Outram,\nmarine Superintendent,  Canadian  Pacific Steamships, Montreal,  checking  it over.\nThis voluntary plan of sending parcels of food is made possible by the continual\ncontributions that go into the glass jars distributed throughout all the departments of\nthe Company across Canada, plus the lump contributions.\n Winning Team\nWinnipeg terminals,  is shown  presenting\nb club to the rink which won the 1947-48\n: Walt Johnston, Tom Cook, Al Davis and\nHotel Saskatchewan\nCloses Bowling Season\nThe Hotel Saskatchewan Bowling\nLeague recently wound up an enjoyable and successful season under the\npresidency of Mr. Ivor Parker, Assistant Accountant.\nThe League was composed of six\nteams and the championship was won\nby the \" Sluggers \" team, which included H. Flichel (captain), H. White,\nJ. Fitzpatrick, Miss I. Klotz, Miss\nK. Freidt and Mrs. C. Dutton. The\n\" Bombers\" were the runners-up.\nThis is the second consecutive year\nfor the \" Sluggers \" to win the championship.\nAt a banquet presentation of miniature cups was made to the members\nof the winning team. Mrs. Teddy Butler, telephone operator, received the\ntrophy for the ladies high single game,\nand Frank Adams, printer, was presented with the trophy for the men's\nhigh single game.\nBanff Springs Bowlers\nWind up with Gala Night\n i\nfa*,-'*??\nPopular Ship Aorangi\nTo Ply Pacific Waters\nTHE 17,500 ton motorship Aorangi,\nlast seen here in Vancouver, 1941,\nwill re-open passenger and freight\nservice between Canada and New\nZealand-Australia when she sails from\nVancouver on her first post-war voyage Sept. 16, it was announced by the\ngeneral manager of the Canadian\nAustralasian Line.\nThereafter the popular liner will\nmake regular voyages from Vancouver-Victoria every nine weeks, and\nwill bring back into operation the\n\" All-Red \" route from the west coast\nof Canada to the Dominions \" down-\nunder \".\nAt present, Aorangi is completing\nreconversion at shipyards in Sydney\n(Australia) after serving with the\nBritish Ministry of Transport during\nthe war years, she was taken over by\nthe Admiralty in July, 1941.\nHer sister-ship on the pre-war\nCanada-Antipodes services, the liner\n\" Niagara\", was sunk by enemy\nmines off the New Zealand coast in\n1940.\nSkipper of the completely reconverted Aorangi, when she makes her\nfirst voyage this September will be\nCaptain W. Whitefield, who commanded her during the war years and\nis well known on the Pacific coast.\nThe motor liner will sail from Vancouver-Victoria to Honolulu, Suva,\nAuckland and Sydney, and carry as\nmany as 496 passengers on each voyage.\n kTION SERVICE\n(Liverpool, Eng.  ...    49\niam Divn  50\nb Divn      \t\nV \t\nbs\nienbury, Sask.\t\ng).  Angus  Shops\np&PC), Moose Jaw\ne Jaw\nLSS),  (supt. engr\nit John\nIk River    ....\n,  Ont\t\nuver        .....\n(Bay\n)nt. (G.R.Rly.)\nntian Divn.\nL   Man.\nnt.\n|)ivn.\npal    .....\naonton\nn Divn.\n[ina\n>ps    \t\nBritt, Ont. .\nIs Divn.\nhi.\n3 Falls, Divn.\ntchewan Dist\n, Goderich\nWinnipeg\n\u2022rt William\nneda, Sask.\ni), Angus\nverpool, Eng.\nLis Shops\nbts., Montreal\nnsptn., Winnipeg\nt (SD&PC)\nVictoria      \t\nI, Man. ...   .1\n!rt William     33\n     30\nfry, Ont.    \t\nnipeg\n)er. Angus Shops\n39\n46\n,18\n27\n30\n21\n39\n23\n28\n30\n28\n44\n37\n38\n38\n41\n35\n28\n35\n39\n43\n47\n46\n36\n45\n41\n38\n_^^^-^^_ 3?\nIhreiber Divn     24\ndmonton   . .     29\n  34\n5hops    19\nhops      28\nNAME\nWalsh, J. E,\nWalus, F. ..\nWhittaker, J. P,\nWitzel, S. W.\nWright,  H.   ..\nYoung, J.\t\nZanatta, A. ..\nAdam, A. ...\nAstorino, A. .\nBailie, D. J. .\nBannon, J. F.\nBaron, J. A. .\nBeairsto, Miss\nBeaudry, G. O,\nBecker, G. .\nBeland, W.   .\nBell,  A\t\nBell, R. J.\nBoon, C. H.\nBrooks, R. F.\nBrown, F.   ..\nBrown, G. L.\nBrown,  W.   .\nBurlone, R.\nCanadine, H. A,\nChapman, Miss\nChine, V. D.\nChort, G.\nClark, A. W.\nCoroon, T.    ...\nC orrivault, L. F,\nCowgill, J. E.\nCreasey, G. H.\nCrowhurst, E. A,\nCummings, R,\nCurren, A. E.\nDallas,  A.   ...\nDaniel, J. ....\nDardis, J. \t\nDavis, A. J. .\nDeneka, M. ..\nDillon, R. F. .\nDonaldson, R.\nDossey, F.   ...\nDriscoll, M. ..\nDubord, J. R. E\nDuchesne, A,\nDunn,   C.   ...\nEdey, W. F.\nEllis, W.\nFloyd, C. F,\nFoord, A.\nForshaw,\nFox,  J.     \t\nFrench, J.   .\nGaribaldi, D\nGervais, J.\nrcihhg   v.\t\nD.\nT.\nM.\nH.\n \u2022\n(jmtiJ&iOM.\nSPANNER\nNo.   147 JULY,  1948\nAddress all communications to\nE. C. Stockwell, Editor, Spanner\nRoom 284, Windsor Station, Montreal\nINDEX\nPage\nPrairie   Floods   . v \u2022 4\nMountain   Hotel  6\nCranbrook   Celebration    .  8\nNew  Reservation  Systems   \t\nSilk  Hat for Skipper   . . . , ... 13\nWomen's   World  .14\n\" For Services  Rendered \"  18\nSports  Review                   -20\nOverseas Food Parcels  24\nRetirements     27\nObituaries  34\nOUR COVER\nA real summer\nshot of a typical\nsmall raised deck\nMarconi rigged\ncruising sloop on a\nreach in a light\nbreeze. She is carrying her main, jib\nand jib-topsail.\nThis might be almost anywhere in\nCanada, but in fact\nis Cadbora Bay, B.C.\nThese waters are\nreputed to be some\nof the best cruising grounds in the world\nand will make some of the inland sailors\njust a little envious and to others will\nbring memories of similar experiences in\nthese   and   other   waters.\nThe little cabin on this boat contains a\ncouple of bunks, galley and other facilities,\nmaking it ideal for a week-end or holiday\ncruise.\nThe young fellow in this picture sitting\nin the cockpit with his hand on the tiller\nand watching the set of his sails, not to\nmention the pretty miss, is enjoying a sport\nrapidly gaining popularity across the\ncountry and one which can be enjoyed by\nyoung and old. No smell of gas, no dust,\nno traffic congestion or road hogs. Here is\nreal    relaxation.\nIMPORTANT!\nAll those mailing out Spanners to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery,\nthe magazine may be returned direct to the\npoint of mailing.\nPublished Monthly  by the  Department  of Public\nRelations   of   the   Canadian   Pacific   Railway   at\nMontreal. \\\nCOMPANY BOOSTS MINIMUM PENSIONS\nAND OTHERS UNDER $45.00\nVOLUNTARY SUPPLEMENTAL ALLOWANCE\nEffective June 1, 1948, the Company has decided\nas a temporary measure to supplement the pension\nallowances payable to its employees already on pension\nor who may hereafter be retired on pension and who\nare or will be in receipt of pension allowances amounting to less than $45.00 per month, in order to assist\nsuch pensioners in meeting the increased cost of living.\nThe supplemental allowance is being made by the\nCompany out of its own funds and does not constitute\nin any way a change in the minimum pension provided\nby the Pension Rules and Regulations.\nThe supplemental allowance will amount to $5.00\nper month for all pensioners now receiving or who will\nreceive under the Pension Rules pension allowances\nbetween $30.00 and $40.00 per month. In the case of\npensioners receiving more than $40.00 per month and\nunder $45.00 per month the allowance will be an\namount sufficient to bring the total payments for pension and special allowance up to the amount of $45.00\nper month.\nPensioners receiving Joint and Survivor Allowances\nunder the Pension Rules; those receiving proportional\nallowances as a result of having performed service\nwithin the United States; those receiving allowances\nunder Rule 21 (a) of the Rules and Regulations; and\nothers receiving proportional pension allowances will\nreceive such proportionate amounts by way of supplemental allowance as may be suitable having regard\nto the foregoing arrangement.\nThese temporary supplemental allowances are purely\nvoluntary on the part of the Company, are subject to\nreview from time to time and may be varied or discontinued at any time in the sole discretion of the Company. Such supplemental allowances will in any case\ncease if and when the pensioner becomes entitled to\nan Old Age Pension granted by any government\nwhether at the age of 70 or such earlier age as may\nqualify the pensioner to receive any such allowance.\nSpanner \u2014 July, 1948\n Railwaymen Fight Prairie Floods\nRampant Waters Bring Operating Headaches\nUnceasing Efforts See \"Job Completed\"\nBy F. L. SPENCER\nKEEP the trains moving was the by-word on the prairie region when floods\nparalleling any that had ever been seen in the west, swept the country\nfrom Winnipeg to the eastern rim of the Rockies. Rivers and creeks overflowed their banks with murky, churning water developed by a sudden thaw\nafter repeatedly heavy snowfalls. Every available man in all districts was\nalerted to the emergency to help stem the onrushing water which threatened\nthe Company lines in countless places.\nDuring the flood period main line schedules were maintained only through\nthe constant and untiring efforts of the operating men over the entire region.\nThe transcontinental trains were delayed at times but there were no cancellations. Branch line traffic was only cancelled in isolated cases and only\nafter every effort had been made to rectify major washouts before the\nscheduled times of the trains. Rerouting became a routine matter and although\nit caused delays the trains went through.\nGeared into high speed efficiency\nthe whole department from the general manager, down through the general superintendents, superintendents,\nroadmasters and their assistants, as\ngaps in the roadbed. More than 20,000\nties and 50,000 sand bags were used\nfor cribbing and breakwaters and\nquantities of bridge building materials\n&&%*\u00a3&&**& \"were \u2014\u25a0\u00ab\u2022*-\u00ab\u00ab- \u00bbd \u00abp-\nand on the heavy equipment worked\non round-the-clock schedules to keep\ntraffic moving. It was a magnificent\neffort and the record of it can be found\nin a series of cryptic files in the office\nof the vice-president at Winnipeg.\nHours of back breaking work are\nrecorded in as little as two words,\n\"job completed \".\nThousands of tons of rock ballast,\ncinders and sandbags were poured,\npacked  and rammed  into the huge\nweakened and damaged spans. The\nmen worked constantly to the deadline of local train schedules. Superintendents were on the line continuously. Sleep became something they\ngrabbed in 20 minute periods on the\nback seat of a track motor or wherever they happened to be when a\nshort-lived lull came in the operations..\nAt Minnedosa, Man., citizens and\nrailwaymen watched, with anxious;\neyes, the steadily mounting lake of\nOn the Emerson subdivision where the Soo line train to Winnipeg comes into\nCanada from Minneapolis daily the Company's right of way was the only dry spot\nof land for several miles north of Emerson. Here is shown a work crew unloading\ncars of rock fill to strengthen the roadbed. At no time was the Soo line service\ninterrupted due to flood conditions.\nThe company's bridge at Dominion\nCity on the Manitoba district normally\nhas a clearance of over 1 1 feet. Here the\nwater is less than two feet from the\nsurface of the bridge.\nwater in the reservoir behind the government dam. Desperate attempts\nwere made to release the water\nthrough the gates under control but\ngradually the wall gave way. First\none wing and then the other went out.\nFinally the main wall crumbled with\na rush and a roar releasing more than\n20,000,000 gallons of water over the\ntown and the Company's property.\nEight hundred feet of fill was washed\nout like so much chaff on the Company's right of way east of the town,\nto an average depth of two feet. Two\nbridges in the flooded area were saved\nfrom destruction by the foresight of\nthe men on the job who had previously loaded gravel cars placed on\nthe bridges to help hold them steady.\nJust before the Minnedosa dam\nwent out the repair crews of the Manitoba district had been concentrated\non the Emerson subdivision over\nwhich the Soo line runs into Wininpeg\nfrom Minneapolis. Here the Red\nRiver had gone on the rampage but\nalthough the town was flooded to a\ndepth of several feet the road bed\nof the Company line remained high\nand dry and at no time was there any\ninterruption in the twice daily service\nof the Soo line train. For several miles\nout of the town the thin steel line of\nCompany track and the built up right\nof way was the only dry spot. On both\nsides of the track water spread for\nmiles and in places the tops of 29\nfoot telephone poles were the only\nobjects breaking the smooth surface\nof the flood lake.\nOn the La Riviere subdivision nearly a week of washouts kept the crews\nworking at top speed to keep the\nlines open.\nWith the main trouble centred\naround the town of Rosenfeld work\n(Continued on Page 5)\nSpanner \u2014 July, 1948\n (Continued  from   Page  4)\ntrains worked out of there over the\nLa Riviere, Carman and Gretna subdivisions. Crews from Winnipeg were\nstationed at Rosenfeld and it was\nfrom there they operated to maintain\nthe service on the branch lines. Although trains on the La Riviere sub\nwere cancelled on two days they were\nrerouted over the Carman line and\nat no time, except in the actual flooded areas, were towns without train\nservice. Work on the Gretna sub. had\nto be abandoned for several days and\nthe trains were not able to get through\nbut the mail and express was carried\ndaily by truck into Rosenfeld where\nit was reloaded onto trains for shipment.\nAcross the dry plains of Saskatchewan over which Company lines run\n-; %\nThe Emerson subdivision was kept open\nduring the two weeks the Red river was\nin flood only by the constant vigil of\nCompany trackmen. A mile north of\nEmerson the built up roadbed of the line\nremained high and dry and corrosion was\nstopped by the construction of breakwaters and sandbags. On the right can be\nseen just the tops of telephone poles\nwhich are 29 feet high.\nalmost in straight lines great bodies\nof water suddenly appeared in valleys,\ngulleys and almost every low spot on\nthe prairies. The whole province became a series of lakes divided only\nby high land. Rivers and streams\nswelled over the banks and wandered\nall over the rich farm land while the\nwinter's snow melted so rapidly there\nwas little chance for it to run off the\nland and it just stayed in great pools.\nThe right of way of the Company on\nthe main and branch lines in the district was flooded in so many places\nthat it was possible only to tend to\nthose which threatened to hinder train\nA sample of the gigantic task that faced repair crews after the swirling waters had\nreceded and left washed out grades and general destruction in their wake. Above\nshot was made in the Minnedosa area.\nmovements. With every available man\non the job plus 200 extra men hired\nfor the emergency crews operated all\nacross the district moving their repair\nequipment from one washout to the\nnext. At Kranau, on the Tyvan subdivision, anxious watch was kept on\nthe P.F.R.A. irrigation dam and all\npreparations were made to cope with\nthe emergency if the dam went out.\nEventually, one afternoon, the main\nwall of the dam heaved, shuddered\nand crumpled in front of the steadily\nmounting lake of water behind it, releasing 1,080 acre feet of water over\nthe countryside. It hit the Company\nlines at Tyvan and ripped out 1,400\nfeet of track and dump and damaged\nanother 1,000 feet of dump. Four work\ntrains and crews as well as B. & B.\nmen and a bulldozer converged on\nthe scene like a swarm of ants and\nmade temporary repairs in time to\nlet the next scheduled train go through.\nOn the Portal sub. where the Soo line\nenters Saskatchewan 550 feet of track\nwere washed out to a depth of from\nfour to twelve feet and two work\ntrains, two pile drivers, all available\nsection hands as well as two B. & B.\ngangs worked on the damage for four\ndays before the trains could get\nthrough again.\nAt Lloydminster on the Alberta-\nSaskatchewan border great hunk.<* of\nice were forced out of the river course\nby  the  mighty  rush  of  waters.  So\ngreat was the force behind it that\nwhen it hit the Company line it peeled\nthe track off a mile and a half of\ndump and shoved it as far as 300 feet\naway from the roadbed. In one spot\nwhole sections of the track were ripped up on edge and wound around the\ntelephone poles.\nAll over the district it was the same\nstory.\n\u2666       \u2666       \u2666\nBritish Columbia Flood\nThe Company's lines to the\nWest Coast were re-established\nin fast time following a flood\ndisaster unprecedented in the\nhistory of British Columbia. It\nwas a tremendous task and one\nwhich reflects as a tribute to the\nenergy, technical and operating\nskill of Company men in all\nbranches of the service. The\nstory, along with pictures, is\nbeing assembled for Spanner by\nmen who were on the spot. It\nwill be carried in our next issue\nand will portray the operating\ndifficulties that were faced and\novercome when the turbulent\nflood waters ravaged B.C. and\nwiped out rail communication\nto the west coast. It will include,\ntoo, the magnificent job performed by our air lines.\nSpanner \u2014 July,  1948\n Not  even  the  smallest  details  are A\noverlooked in the hotel's annual face ^\nlifting. Here two lads are applying the\nfinishing touches to  the  tile floor of\nthe downstairs lobby.\n\" Albert \" too gets a going-over\nwhen opening day draws nigh at\nBanff Springs Hotel. The familiar\narmor-plated \" warrior\" guards the\nstairway leading to the Garden\nLounge.\nMountain  Hotel\nBy Graham  Nichols\nRubbing and Scrubbing\nOrder of Day as Banff\nSprings Gets New Look\nChairs and tables outside the\nAlhambra dining room get a vigorous\nmassage at the hands of two hotel\nmaids. This scene is multiplied many\ntimes over during the days preceding\n'the hotel  opening.\nWHEN the calendar reads \" January 21 \", the mercury\n10 below \" and there's no Chinook streamer flying\nfrom the pinnacle of Mount Rundle, citizens of Banff\nfind it hard to think seriously of such remote things as\nsummertime. Yet even at this early date the rustle of\nspring can be heard at Banff Springs Hotel, less than a\nmile and a half from the town's main intersection.\nTrue, these songs of summer may not be exactly what\nthe poet ordered. There are no robins chirping, no violets\nperfuming the air and no bumble bees in flight. But just\nas^ reliable signs of a new season in the offing are the\nbrisk hammer blows resounding from the carpenter's\nworkshop, the perfume of fresh paint and the sight of\nfresh color in the corridors and staircases, and later on,\nthe drone of vacuum cleaners in the upstairs lounges.\nUnlike the winter landscape the hotel does not slumber\naway the early part of winter\u2014or any part of it. The\nbusiness of closing down for the winter and opening up\nfor the summer is a year-round job at the 600-room hotel\nwhose entire year's life must be crammed into the brief\nspace of three months\u2014mid-June to mid-September.\nAlthough the end of September finds the last guest, the\nlast concessionaire and the last of the hotel's 750-odd staff\nmembers gone back to their homes, a sizeable maintenance\nstaff is retained throughout the winter to pave the way\nfor the advance guard of summer staff whose members\narrive from early March until the hotel's opening date.\nIncluded in this winter complement which has an approximate strength of 40, are carpenters, electricians\np,luj?be\u00a3f > Painters, upholsterers, watchmen, light and heat\nstaff, office staff, as well as the chief engineer, chief steward, and office manager who maintains permanent office\nquarters at the hotel.\nOne of the busiest spots in \" The Alley \" is the upholsterer's shop. Here an upholsterer and assistant spend the\nwinter upholstering and repairing chairs, checking and repairing the hotel's 1,500 window blinds as well as every\ncarpet in the house, giving a careful once-over to approximately 2,000 mattresses and 2,500 woollen blankets, and\nmaintaining a careful lookout for moth damage or other\nforms of deterioration.\nHotel executive photographed on the terrace. They are, left to\nright: b. C F.tt Carl Driver, assistant managers; H. C Lyle\nmanager;   Alex.   Swan,   assistant  manager.\nSpanner \u2014 July, 1948\n Prepares  for Summer\nAcross the corridor the carpenter and his assistant may\nbe uncrating or crating for repairs anything from a coffee\nurn or meat slicer to a typewriter or cash register. It it's\nlate enough in the season he may be making the rounds of\nthe hotel removing weatherstripping from the hotel's 1,500\nwindows. Again, he may be busy filing a room key into\nshape. For the carpenter must put his \" O.K.\" on 3,000\nkeys before the hotel opens.\nFor the electrician spring preparations mean a variety\nof tasks with the accent on repairs of things electrical.\nThese include every telephone in the house, elevator\nmachinery, electric clocks, a fleet of vacuum cleaners, and\nanything else that operates on ohms and volts.\nThe plumbers maintain constant patrol of the miles of\nwater pipes that serve the hotel from top storey to sub-\nbasement. This means draining the pipes in the fall and\nresumption of water supply in the spring. The heat and\nlight staff help keep the hotel at a uniform temperature\nduring the winter (about 52 degrees) to guard against\ncold weather damage.\nposed of 15 skilled painters whose brushes will massage\ncorridors, staircases, furniture, waste baskets, etc. between\nthat date and May 15 when their task is completed.\nThen on March 1 another harbinger arrives. She is the\nhotel seamstress who moves in quietly and immediately\ntakes up the task of stitching aprons, maids' caps, cooks'\nscarves and other garments that put the finishing touch\non hotel uniforms. Meanwhile the housekeeper is \" on\nthe road \" searching out likely candidates for her staff\nduring the summer.\nFirst sign of revival in the kitchen is noticed around\nthe first week of April when an advance guard of three\nmaids arrive to make up the rooms for the five cooks and\n20 kitchen staff members scheduled to arrive by the middle\nof the month. To these cooks and their assistants falls the\ntask of putting the kitchen in order for the main body of\nthe staff.\nThen around April 20 come the maids and houseman\n,to put staff quarters in shape and to commence the job of\nfixing up the guest rooms. By this time the hotel is fairlv\nhumming with \" spring music\" provided by vacuum\ncleaners, French polishers, and the swish of mops and\ndusters. The painters are hanging warning signs on doors,\nbannisters, stairs, tables, and bright new colors gladden\nthe eye at practically every turn.\nAround this time, too, the hotel's three assistant managers, E. C. \" Pat \" Fitt, Alex Swan and Carl Driver arrive\nto co-ordinate the different departments while Manager\n(Continued on  Page  9)\nOne of the sure signs that the season has begun at Banff\nSprings Hotel is the opening of the curio stand just\" off, the'\nRiverview Lounge. Photo at left shows staff getting merchandise\nin order.\nOne of the hotel's most popular guest attractions is the\nspacious indoor swimming pool (right), Here employees give\nthe walls a rub-down in readiness for the advent of water and'\nbathers.\nMost lonesome job during the early winter months falls\nto the watchman who must maintain a constant patrol of\nthe hotel's deserted corridors on a round-the-clock basis.\nWorking in shifts the watchmen in the course of a dayV\npatrol inspect every room from the hotel's roof to basement. - .'!......'\nFor office manager Jack Elliott and his\/staff trie reservation list is as accurate a reminder that* the \" season\nis approaching \" as any calendar. Even as early as the\nfirst of January requests for reservations and enquiries\nhave reached sizeable proportions.\nFirst members of the \" non-permanent force \" arrive at\nthe hotel on January 15, their object to give the hotel's\ninterior a thorough face lifting. The contingent is corn-\nSpanner \u2014 July, 1948\n CRANBROOK TURNS BACK THE YEARS\n'First Lady' Crowned \u2014 Old Cronies Meet\nFIFTY years ago, on May 21, 1898, old locomotive No. 466 puffed her way\ninto flat prairie west of the Crowsnest Pass and opened for rail transportation the rich mining belt of the East Kootenays in Southern British Columbia.\nWhere she stopped with her little train the City of Cranbrook was born.\nThat was a great day for the East Kootenay country, and like a great many\nevents in the history of British Columbia it is still fresh in the memory of\nliving man.\nSo this year some of the old-timers\nwho were there when it happened and\nwho still live among the 3,300 people\nwho now make up the City of Cranbrook got together on a sunny day,\nbrought out the bands and the flags\nand the bunting and in real western\nstyle whooped up a 50th anniversary\ncelebration to commemorate the arrival of the first Canadian Pacific\ntrain.\nA few days later the men of Cranbrook had cast aside their old-fashioned costumes and in hip-boots were\nrushing to aid their neighbors 20 miles\naway in Kimberley where the swollen\nwaters of Marks Creek broke through\nthe main street of town, carrying\nhouses with it, and laying waste the\nland. It was the first of the disastrous\nBritish Columbia floods.\nBut in Cranbrook, on that sunny\nday in May the floods had yet to\ncome and the people had their celebration. It was a pretty big show for a\nsmall city and it will be long remembered in the Kootenays.\nOld \" 466 \" has gone now, but they\ndecked up \" 468 \" with a flower-pot\nsmokestack and a lot of colored bunting, coupled on an old wooden coach\nand with the latter filled with men,\nwomen and children dressed in the\n\" new look \" of the 'nineties, puffed\ninto Cranbrook station, with the\nengine bell ringing loudly, the whistle\nblowing and the bands on the platform joining in with martial airs.\nA large crowd on the platform enthusiastically greeted the arrival of\nthe \" first train \", and in the station\nsquare a colorful group of cowboys\nand Indians sat their horses and\nwaved their ten-gallon hats.\nIn the engine-cab, driving the locomotive, were men who had seen the\nreal thing 50 years ago. They were\nretired employees of the Canadian\nPacific Railway\u2014Hugh Brock, who\nwas at the throttle, and Tommy\nWardman, now in his eighties, as fireman, and in the coach were J. A.\nGenest, the conductor, and D. A.\nBurton, trainman.\nHugh Brock, engineer of the first train into Cranbrook, 83-year-old Tommy\nWardman, his fireman, and Mrs. T. S. Gill, \"First Lady\" stand in front of the flag-\ndecked  locomotive which pulled the Jubilee train.\nCranbrook, B.C., celebrates the 50th\nanniversary of the arrival of the first\nCanadian Pacific train, May 21, 1898.\nHere the anniversary train pulls into\nCranbrook station with bell ringing\nproudly.\nOn a truck backed up to the platform, Geo. H. Baillie, vice-president\nof the Pacific Region of the Company,\nperformed a simple and colorful ceremony by crowning as \" First La< ly of\nCranbrook\", Mrs. T. S. Gill, widow\nof a veteran C.P.R. conductor and a\ncitizen of Cranbrook since  1897.\nThen Mr. Baillie and Mayor R. E.\nSang took turns at re-enacting the\ndriving of the last spike.\nThe mayor and his council were\nresplendent in tall silk hats and Prince\nAlbert coats, and most of the ladies\nwere dressed in the costume of 1898.\nProbably the man who had the\nbest time of all was 83-year-old\nTommy Wardman, the fireman. He\nnearly hung by his toes out of the\nengine cab shaking hands with old\ncronies as the train stopped at the\nstation, and he was the centre of admiring groups throughout the ceremonies.\nA parade through the town followed, led by the replica of the first\ntrain, built by members of the C.P.R.\nSocial Club of Cranbrook. And that\nnight, ending the first day of festivities, a jubilee dinner was given, at\nwhich Vice-President Baillie was the\nmain speaker.\n(Continued on Page 9)\nSpanner \u2014 July, 1948\n (Continued from Page $)\nFirst Lady of Cranbrook for 1948 was the widow of a veteran C.P.R. conductor,\nMrs. T. S. Gill (centre), shown receiving a bouquet of flowers from Geo. H. Baillie,\nvice-president of the Pacific Region. The ladies-in-waiting are Mrs. F. W. Green\nand Mrs. Archie Blair. Far left is J. S. Dunlop, chairman of the Jubilee committee,\nand beside him, Mayor R. E. Sang of Cranbrook.\nMOUNTAIN   HOTEL   (Cont'd)\nHilliard C. Lyle is already directing\nthe hotel's operations.\nThe early part of May is both the\nbudding and blooming time of the\nyear at Banff Springs. Each morning\nsome new signs of the hotel's seasonal revival are observed. The service\nelevator is in operation again, phones\nare connected with an efficient switchboard system, the telegraph booth has\nreopened in the Garden Lounge. Carpets appear where yesterday bare\nfloor space existed. Waitresses have\ndonned smart new uniforms. Upstairs\nin the ballroom a tuner is testing the\npiano.\nThen on May 19 a group of 10 bellboys arrive to be put through their\npaces. Representing half the total\nbell boy strength for the summer the\nlads will be joined by another 10 later\non. There is nothing glamorous about\ntheir first job which consists of washing out the elevator shaft.\nThree little ladies on the replica of Cranbrook's first train. The rear-end brake-\nman is Patricia Cox, 6; and the passengers are Maureen Philburn, 4, and Rochelle\nMinifee, 10. They were hits of the show.\nKeeping track of the reservations is a\njob of no mean proportions during the\nsummer season at Banff Springs Hotel.\nHere office manager Jack Elliott looks\nover the hotel's reservation panel.\nThe biggest invasion is scheduled\nfor approximately the 24th of May,\nwhen 50 hotel bus boys report for\nduty. Within the next two days, however, their numbers are dwarfed by\n100 waitresses who enjoy a short\ncourse of three or four days before\ngoing officially on duty. Meantime,\nthey are allowed to practice the serving art on the hotel's senior officers.\nDuring that last week in May the\nfinal touches are applied and the\nhotel glitters and gleams with pride\nready for the first group of delegates\nto arrive for the convention opening\nMay 31.\nThe job has been done.\nSpanner \u2014 July, 1948\n TRAFFIC TIPS\nJ.   Emslle\t\nMiss May Bentley\nJ.  6.  Keil\t\nH.  A.  Warkentine\nJ. B. Minchen  \t\nJ.  H.   Stewart   \t\nH. E.  Cann  .  \t\nO.   L.   Wickdahl   ..\nA.   Reeve\t\nA.. R.  Rushworth   .\nMiss G. B. Brown\nMiss  Jean  Nelson\nH.   Pascoe   ...\t\nP. B. Davey  \t\nL. w. Coulter ....\nP.  A.  Gundnim  ..\nMr.   Rothwell   \t\nO.  Kukula   .......\nR.   Brough   \t\nH. A. Halverson  ..\nJ.  Keump   \t\nA. R. Pilkington ..\nP.  A. Randel  .....\nE. A. Root  \t\nA.   Vangel   \t\nMr.   Fulford   \t\nW. E. Hardiman ..\nC. V. McCarthy ..\nE. C. P. Cashing ..\nG. R. Hayden .....\nR.   Barton   \t\nJ.  Reeee\t\nJ.   Wood   \t\nP. s. Love  \t\nr. A. Burns   \t\nW.   Smith   \t\nMANITOBA DISTRICT\n.clerk,  Accounting\t\n.clerk,   Canada   Colonization   Association\n..clerk,   Canada   Colonization  Association\n.supervisor, Canada Colonization Association\n\u2022branch agent,  Canadian Pacific  Express\n.warehouseman,  Canadian Pacific  Express\n.agent,   Canadian  Pacific  Express\t\n.messenger, Canadian Pacific Express    \t\n.clerk,   Communications   \t\n.clerk, Freight Traffic   \t\n. clerk,   Hotel\t\n. clerk,   Hotel \t\n.chief clerk, hotel        \t\n.chief clerk, hotel\t\n.clerk, hotel\t\n.fan attendant, Motive Power & Car\n.machinist, Motive Power & Car\n.repairman,   coal  dock,   Operating      \t\n.chief  clerk,   Operating   \t\n.trainman,   Operating\t\n.yardman, Operating   \t\n.clerk,   Operating    \t\n.clerk,   Operating    ..\n.clerk,   Operating \t\n.checker,   Operating    \t\n\u201eagent,   Operating\t\n.clerk,   Passenger \t\n.asst.  chief  clerk,  Passenger\n.purchasing  agent,   Purchasing     \t\n.chief clerk,  Steamship Traffic      \t\n.clerk,    Stores \t\n.sleeping car conductor, S.D. & P.C\t\n. clerk,    Treasury \t\n.Chief of Pass Bureau, Vice-President\n.clerk, Vice-President    \t\n.clerk, Vice-President   \t\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\n.Winnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nFort William\nWinnipeg\nKenora\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\n. Winnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nWinnipeg\nSASKATCHEWAN DISTRICT\nO.   C.  Robertson    chief clerk, Canada Colonization Association   Regina       ....\nR. T. Thackeray    chief  clerk,  Canadian Pacific Express     Regina\nH.   Kerr    Printer Oper., Communications Regina       . ...\nJ. Freestone  .asst. manager, Hotel  Regina       \t\nGeo.  Parkinson    chief  clerk,  Hotel      Regina       .    .\nJ. M. Brill bell   captain,   Hotel    Regina    \t\nMiss E.  V.  Francis    stenographer,   Hotel Regina      .\nG.  R.  Todd    head   bellman,   Hotel          Regina\nW. C. Wersch constable,  Investigation        Regina\nF. A.   Jones    .sergeant,   Investigation              Moose Jaw\nT. Farmer  ..car foreman, Operating Regina\nH.   Wade    .......pel. clerk, Operating      Regina       ....\nG. Pinder .agent,   Operating Anernethy\nR. J. Reinhardt chief  clerk,  Operating    N. Battleford\nO.   E.   Sanderson    agent,   Operating .Bishopric    ...\nL. V.  Gilbert    jr. clerk, Passenger  Regina\nC.   Martin   ...; ..clerk,   Passenger         Regina   \t\nM.   D.   Crispin clerk,   Communications     Regina\nA.  C.  Hagen    engineer.   Operating     Moose Jaw\nJ.  F.  Hodgson    o\/s  clerk,  Operating  Regina\nG. R. Swalwell .passenger  representative,   SS   Traffic  Saskatoon\nALBERTA  DISTRICT\nK. C. Monro   chief clerk, Canada Colonization Association   Calgary\nH.   Hah kirk     vehicleman,  Canadian Pacific Express     Calgary\nG.  R.   Roberts    vehicleman,  Canadian Pacific Express     Calgary\nT.  J.  Tattersall \\ clerk, Communications        Calgary\nA. C.  Archibald    clerk,  Freight Traffic   .  Calgary\nR.   F.  Ware    stenographer, Freight Traffic   .     Calgary\nR.  Mi  Deyell    manager,   Hotel             Calgary\nW.   G.  Fraser    car cleaner, Motive Power  ...    Calgary\nMiss  A.  Clare    stenographer, Natural Resources ... Calgary\nW. H. Joyce  conductor, Operating        Calgary\nPACIFIC   REGION^\nD. M. McKInon \\ .. .cashier,   B.C.C.S.  .. Victoria\nH.   A.   Taylor    .....pensioned  machinist,  B.C.C.S.    Victoria\nL.   Ramsay  checker, Wharf Freight, B.C.C.S.  Vancouver\nJ. E. Doe  P agent, Canadian Pacific Express   Victoria\nH.   Cormack   ........... general claims agent Vancouver\nW.  M.  Hegan    . .trainman,   Operating  \u2014 Penticton\nH. G. Chapman   acct., Wharf Freight Operating Vancouver\nG. A. House train baggageman, Operating     Vancouver\nM. L. Canty  .conductor, Operating         Kamloops\nC. A. Aitken chief clerk, E. & N., Operating  Victoria\nC. C. W. Campbell  ticket clerk, Passenger  Vancouver\nJ.  M.  Alderson    general agent, Passenger, B.C.C.S.   Vancouver\nD. A. Macdonald  platform insp., S.D. & P.C.  .   Vancouver\nQUEBEC   DISTRICT\nG. A. Morison chief engineer's office    Montreal\nR.   N.  Walker clerk, Angus Shops     Montreal\nO.  Gleason    asst. chief clerk, S.D.  & P.C     Montreal\nMiss   M.  Pogue clerk, Office of Vice-Pres Montreal   .\nB. A.  Scott trav. freight agent  Montreal\nG. A. Brady   f....terminal passenger agent    Montreal\nB. A; Scott  ....trav. freight agent , Montreal\nF. W. Collins industrial manager  Montreal\nI 120.75\n237.10\n239.10\n201.68\n140.40\n68.48\n130.40\n200.85\n92.45\n41.40\n112.50\n108.55\n165.10\n97.50\n123.40\n153.80\n147.50\n47.05\n137.45\n123.40\n109.05\n36.85\n111.30\n251.00\n80.65\n99.30\n461.55\n199.35\n38.30\n2,399.39\n77.35\n126.00\n119.45\n294.45\n24.90\n122.35\n638.75\n70.15\n14.20\n219.15\n752.80\n73.00\n114.10\n246.65\n183.95\n64.40\n79.30\n1,160.10\n104.75\n652.31\n275.88\n22.00\n1,078.80\n136.70\n101.96\n189.60\n146.00\n80.30\n66.30\n68.10\n185.90\n318.25\n347.35\n234.50\n84.90\n143.81\n40.00\n148.35\n336.80\n90.30\n253.30\n392.0.5\n144.90\n820.25\n100.00\n50.00\n161.50\n337.53\n457.00\n226.70\n190.30\n10.80\n58.05\n153.55\n127.25\n125.80\n117.85\n258.00\nNew Superintendent\nS.D. and P.C. Deportment\nJT. COLLINS who was recently\n\u25a0 appointed superintendent of the\nSleeping, Dining and Parlor Car\nand News Service with headquarters\nin Toronto was born in Kingston, Ont.,\nand entered the Company's service in\n1909 at North Bay as a clerk in the\noperating department.\nHe transferred to the S.D. & P.C.\nat Montreal two years later and since\nthen has served in various capacities\nas clerk, inspector, chief clerk and\nassistant superintendent. He was promoted to the latter position at Toronto in January, 1944, and his recent\nappointment as superintendent was\nmade following the retirement of H.\nL. Anderson.\n(Continued on Page 28)\nS. M. Gossage Elected\nPresident A.A.R. Branch\nS. M. Gossage, of Montreal, assistant\nmanager of the department of personnel, was elected president of the\nAmerican Association of Railroad\nSuperintendents at the 52nd annual\nmeeting held recently in Chicago. A\nnative of London, England, Mr. Gossage joined the C.P.R. 22 years ago\nat Three Rivers, Que., and from 1938\nto 1945 was at Toronto as statistician\nand later as assistant to the vice-\npresident and general manager, eastern lines. While on leave .of absence\nfrom the Company he graduated\nfrom Yale with the degree of master\nof science in transportation.\n10\nSpanner\u2014 July, 1948\n (\u2014\nPicture Review of Flood Destruction\nThe following pictures were taken by inspectors of the commun- I  the tremendous task that faced all branches of the service. They\nications  department while  repair crews were engaged  maintaining indicate too the fine railroad co-ordination  that was necessary in\nand  safeguarding  the communication   lines and  the  right of way repair operations in order to  re-establish the  line  in  record time,\nthroughout the flood areas of British Columbia. The pictures reveal |\nSpanner \u2014 August-September, 1948\n7v\n Range Men Hold 17th Annual Dinner at Calgary\nOld Timers of \"Old West\" Acclaimed\nONE reason Canadians fought with\nvalor in two world wars in the\npast 25 years was because of the\npioneer stock from which they sprung,\nAlberta's Lieutenant-Governor J. E.\nBowen said tonight.\nThe occasion was the 17th Annual\nRange Men's Dinner when 300 old-\ntimers were guests of the Canadian\nPacific Railway at the Palliser Hotel.\nLieutenant-Governor Bowen was\nguest speaker. Chairman was J. Ivan\nMacKay, general manager of the\nprairie region.\nTo Guy Weadick, one of the best\nshowmen in the west, fell the distinction of calling the roll of the old boys.\nThere was 90-year-old Henry\nMaunsell who started ranching in\nMacleod back in 1882. His was the\nV (I-V) holding, and he with his\nbrother was one of the big operators.\nHerb. Miller of High River got a\nbig hand. Now more than 80 years\nold, Herb was one of the finest horsemen and bronco busters in the old\nwest.\nWeadick described Miller as one of\nthe oldest living bronco busters in\nNorth America. He punched cows at\nthe Bar U.\nBill Henry, 86, took the first cattle\nover the Klondyke Trail to Dawson\nCity for the late Senator Pat Burns.\nThat was back in '98.\nAnd so the names were called and\nthe men stood up to get acclaim,\nTommy Acheson, Frank Collicut, Bill\nThompson, Douglas Hardwick, Rod\nMcLeay of the Anchor B, Fred Burton, R. C. Thomas, Vern Parslow,\nRod Redfern, Frank Bracill.\n\" They're all real and they're all\nJim Cross (left) son of a pioneer family\nin Calgary, introduces \" Rattlesnake\nPete'' Dixon to J. I. MacKay, general\nmanager of the prairie region, and chairman at the dinner.\nregular,\" said Guy Weadick simply.\nA well received speaker was retired\nChief Justice W. C. Ives. He said\n\" until tonight, I haven't seen Billy\nHenry for 55 years \".\n\" My greatest asset in 30 years on\nthe bench was my experience in a cow\ncamp,\" Ives said. u Beware of bureaucracy \" he warned, \" you want to run\nyour own business. Don't let the government take it over from you \".\n\"Talk of our hardships on the\nplains is all bunk, we had the time of\nour lives \", claimed the Chief Justice.\nThose at the head table were:\nHon. J. E. Bowen; J. I. MacKay;\nCol. Victor Spencer, Vancouver; John\nSoutham; Leishman McNeill; G. M.\nCurleigh, superintendent R.C.M.P.;\nW. C. Ives; J. J. Bowlen; Grant\nMcEwen and G. Ellis both of Winnipeg; J. B. Cross; R. L. Scythes, and\nGuy Weadick.\nJ. I. MacKay, general manager, prairie\nto right, J. S. Blake, Bill Henry, R.. N\nMen's dinner.\nregion, meets a few of the oldtimers. Left\nBrodick  and   Herb  Miller  at  the   Range\nA group of old cow-hands and ranch owners chat the old days over at the Range\nMen's dinner. In the picture, left to right, Herb Miller, Hon. W. C. Ives, Doug\nHardwicke, Henry Maunsell, George Leeds and Bill Henry. The latter rode the first\nherd of cattle into Dawson City in 1898 while \" Billy\" Ives went from the range to\nbecome Mr. Chief Justice W, C Ives, of Alberta.\nSpanner \u2014 August-September, 1948\n B.C. FLOOD\n(Continued   from   Page   6)\nand grazing cattle were hurriedly\ndriven to higher ground.\nAt the request of the Canadian Red\nCross, the Company operated several\nrefugee trains from Vancouver to\nHarrison Mills, to pick up women,\nchildren and invalids, and carry them\nfrom the devastated district. Most\nable-bodied men remained in the area\nto help with sand-bagging of damaged\nor threatened dykes, and to help salvage some of their household effects.\nIn orderly fashion, women and children were put aboard the trains first,\nfollowed by dazed oldsters and invalids. The party overflowed into the\nexpress car and into a caboose.\nWith emergency food supplies provided by the Company's passenger\ndepartment representative, Red Cross\nworkers and volunteers turned the\ncaboose into an emergency kitchen.\nSandwiches and hot coffee were distributed to those whose homes and\nevery belonging had been left behind\nin the rush to escape the furious\nFraser. Bottles were prepared and\nwarmed for the little ones, who, in\nyears to come, will learn of the Great\nFlood of 1948.\nWhile one refugee train began its\njourney back towards the west coast\nwith its tired, heart-heavy passengers,\na work train picked its way Eastward, transporting additional men\nand materials to be thrown into the\nfront battle lines.\nA bridge and building crew and\nextra gang auxiliaries together with\nbuilding equipment were on their way\nto help mend the damaged right-of-\nway as soon as water levels on both\nsides of the railway embankments\nwere equalized. When the train stopped, about a mile west of the Agassiz\n\" break,\" a marked stake was driven\ninto the flood water which was now\nlapping about ten inches below track\nlevel.\nMarked in inches, the stake would\nreveal the extent of the rise of the\nwater. An examination of the stake\nin the early morning revealed the\nwater had risen four inches, and a\nsteady rain was falling.\nThe British Columbia floods, ravaging the rich farmlands of the interior and the Fraser River Valley,\nhad turned from a regional to a\nnational disaster.\nThe railways, battling to stem the\nonrushing waters and to maintain the\nrail link by emergency operations and\nalternate tracks, at last found that\nthe steadily-rising waters of the\nThompson and the Fraser were too\nmuch.\nThe last train to leave Vancouver\nfor the East was the Company's Train\nNo. 2. The raging rivers had severed\nthe final rail between East and West,\nand Vancouver was isolated by water.\nFor the highways had also gone out\nwith the advancing floods, breaking\nall connections eastward along the\nroute of the canyons into the interior\nof B.C.\nRampaging nature had already\nbrought ruin to the farmlands and\nthe thriving little towns of the province \u2014 had spelt ' finis ' to the 1948\ntourist hopes for many resort hotels\nand motor camps along the highways.\nNow nature had dealt its final blow,\nending all land traffic and trade in\nand out of Vancouver over the Canadian route.\nThe serious situation of the Fraser\nValley was felt by many far away\nfrom the scene of the raging floods.\nNature had won the first round. But\nman is a cussed individual \u2014 particularly a railroadman \u25a0\u2014 and if the first\nround goes against him, as it often\ndoes, he spits on his hands, clenches\nhis fists and goes back at the second\nbell with even more determination to\nwin the fight.\nNobody in the railroad slept very\nmuch during those nights and days\nafter May 28. That applies to the men\n(Continued   on   Page   10)\nLast rescue train out of Harrison Mills and the last train\nover the Company's main lines carried more than 300 weary,\nhungry flood victims bound for haven in Vancouver. Photographer Tom Christopherson, of Artray Ltd. took this significant picture from the back end of the special, showing water rising up\nover the right-of-way as the train pulled out.\nAn air view of the spectacular Hatzic break-through. The\nCompany's double line track is at left in the photo and the\nhighway at right,   (Artray photo.)\nSpanner \u2014 August-September, 1948\n B.C. FLOOD\n(Continued from Page 9)\nwho were out on the road, to the engineers and the operating men and the\nwork gangs, and it also applies to the\nmen who sat at telephones in Vancouver depot and at other stations \u2014\nsome of them completely isolated \u2014\nburning electric bulbs until dawn.\nCanadian Pacific Air Lines, operating normally on the Vancouver-Calgary run via the southern route,\nordered extra planes \u2014 D.C. 3's\u2014 to\nmeet the emergency. CPAL had already been operating relief services\nin the flood areas, and in northern\nB.C. were bridging by Canso amphibians a long break in the C.N-.R. line\nbetween Prince Rupert and Smithers.\nNow the airlines joined with our\nown railway. The stranded passenger\ntrains at Kamloops were co-ordinated,\nsent back to Sicamous and routed\nover the Okanagan sub-division to\nKelowna on Okanagan Lake. Here\nthe passengers were transferred to\nbuses and taken to Penticton where\nCPAL planes were ready to shuttle\nthem to Vancouver. It was an operation of close co-ordination, and it\nsucceeded. A great many persons, all\nworking hard, were resppnsible.\nOn June 4, near Hatzic, which is a\nway station on the Company's main\ndouble-track line 44 miles from Vancouver, the unbridled Fraser made its\nmost spectacular move. Breaking\nthrough the dykes, the river completely severed the railway line, cutting a gap more than 500 feet in\nlength, and the adjacent highway, and\nrushed through the gap to inundate\nHatzic Prairie and join up with Hatzic Lake. As the river* waters continued to rise, the gap grew deeper,\nuntil the water there was 60 feet in\ndepth.\nIn the meantime the ceaseless\nbattle against the floods went on. It\nwas decided to co-ordinate the rail-\nbus-plane services as a direct connection between east and west, and\nthrough trains moving west were\nrouted via Sicamous to Kelowna.\nAgain \" D.C. 3's \" of Canadian Pacific Air Lines went into operation between Penticton and Vancouver,\ndoing a highly efficient job in a very\nshort space of time, and getting passengers to their destination. Many of\nthese were British immigrants from\nthe liner Aquitania.\nThe rails were now through to Haig\non the main railroad line, 89 miles\nwest of Vancouver, and to Hope, ap\nproximately the same distance on the\nKettle Valley line, after continuous\nand quietly heroic work on the part\nof the Company's men.\nSunday, June 6, was the last emergency operation in this sector by the\nairlines. In addition to carrying passengers \" over the hump \" the 'planes\nhad been ferrying valuable express\nand foodstuffs. On Monday the Company started rail operations to and\nfrom the east with termini at Haig\nand Hope, and connections between\nthese points and Vancouver by autobus.\nThere still remained the Hatzic\ngap. Five hundred and fifty-five feet\nof broken line, in water that dropped\nto 65 feet in depth, and an engineering problem to test the best in engineering and construction men. It required imagination and courage to\ntackle this job, and neither was lacking. The Company called on many\nof its friends in B.C. \u2014 pile-drivers,\nand owners of gravel pits and lumbermen. Working from both ends of the\ngap, giant pile-drivers laid the foundation for a wooden trestle bridge\nwith logs ranging from 95 to 110 feet\nin length. The gap was closed in five\ndays \u2014 at a hundred feet a day and\ntracks were laid immediately. A remarkable achievement.\nOn Tuesday, June 15 \u2014 exactly on\nthe day the House of Commons in\nOttawa had been told the Canadian\nPacific would resume direct transcontinental operations \u2014 a 55-car freight\ntrain rolled slowly westward over the\nHatzic bridge. The all-Canadian rail\nlink between east and west had been\nsoldered.\nThe following night, in a drizzle of\nrain, at Vancouver depot, the \" Dominion \" \u2014 the Company's crack transcontinental passenger train \u2014 highballed its way toward the east to\nmake railroading history as the first\npassenger train to leave Vancouver\nfor eastern Canada in 19 days.\nThe last round had been fought.\nThe decision \u2014 by unanimous vote\nwent to the many Company railroadmen who toiled through dark hours to\nconquer nature on the warpath. It\ncould never be fair to mention any\nman by name. Like the best things\nthat happen in this world, the story of\nthe B.C. floods will always be a story\nof co-operation.\nAnd in the re-telling of that story,\nthe Hatzic bridge ever will be remembered.\nPlanes in the night. These travellers are shown boarding one of C.P.A.'s \" ferry\nspecials \" at Penticton, B.C., for the flight to the coast metropolis. C.P.A. performed\na magnificent flying feat, ferrying Company rail passengers over flooded B.C. areas\nfrom the interior to the west coast.\n10\nSpanner \u2014 August-September, 1948\n CANADIAN   PACIFIC   RAILWAY   COMPANY\nOFFICE OF VICE-PRESIDENT\nMONTREAL, SEPTEMBER 7,  1948.\nCANADA SAVINGS BONDS CAMPAIGN\nOctober 12 to 30# 1948\nThe Dominion Government has announced its intention to offer an issue of Canada Savings Bonds\ncommencing on October 12, 1948; it is understood the financial and other conditions will be similar\nto those that applied to the issue of these bonds made last October. On this Third Series there is a\nlimit of $1,000 for each individual, but each member of a family may hold bonds up to that limit.\nThe bonds pay interest at the rate of 2%% per annum. They may be redeemed at any time at any\nbank in Canada at full face value plus accrued interest.\nThe Canadian Pacific Railway Company has undertaken that every employee will be canvassed by a\nproperly qualified member of its staff to subscribe for these bonds, which can be purchased for\ncash or by payroll deduction. If purchased on the latter basis, arrangements will be made, on request,\nfor semi-monthly or monthly deductions from the  payroll commencing  November next.\nThe Central Committee for the campaign will be as follows:\nMR. F. BRAMLEY, Secretary, Montreal.\nMR. A. LYLE, Assistant to the Vice-President, Montreal.\nMR. FRANK H. HALL, Chairman, General Conference Committee,  International Railway Unions,\nMontreal.\nMR. A. M.  HAND, Assistant to Vice-President, Toronto.\nMR.  H. A.  GREENIAUS, Assistant to Vice-President, Winnipeg.\nMR. D. P. SHEPARD, Assistant to General Superintendent, Vancouver.\nMr. J. C. Bonar, Assistant Secretary, Montreal   (Secretary of the Central Committee).\nThe opening date for the Canada Savings Bonds campaign will be October 12, 1948. Thereafter,\nfor each period of three days during the campaign, the members of the Central Committee at\nToronto, Winnipeg and Vancouver should telegraph to Mr. Bramley, Montreal, the amount of\nsubscriptions for such period, with the number of contributing employees, and the cumulative totals\nto date.\nThe Canadian Pacific Express Company and the Canadian Pacific Air Lines, Limited, will conduct\ntheir own campaigns and report results, as mentioned above, through Mr. Bramley in Montreal.\nThe Canadian Pacific Railway Company has taken pride in the success achieved in past campaigns\nand we are confident that adequate steps will be taken by Heads of Departments to ensure that\nsimilar results are attained on this occasion.\nCW^JLauuv^>\nChairman,\nCanadian Pacific  Employees7 Canada Savings  Bonds Campaign.\n i-.-^\u2014,,^*.--\u2014-^-- ._...=,,.. ^.i-i^-l.,. ^.a:.,_.\n Veteran Ship \"Retires\"\nA veteran of the Company's Pacific\ncoast fleet, the 38-year-old, 3000-ton\n\" Princess Adelaide \" has been withdrawn from coastal service and will be\ndisposed of.\nA familiar sight to up-coast and\nVancouver Island residents for many\nyears the \" Adelaide \" quit Vancouver-\nOcean Falls-Prince Rupert service\nafter arrival in Vancouver on October 14- ' LUc. \/?#?\n GmcJioM\nSPANS THE WORLD\nSPANNER\nNo. 152 FEBRUARY, 1949\nAddress all communications to\nE.   C.   Stock well,   Editor,   Spanner\nRoom 284, Windsor Station, Montreal\nINDEX\nPage\nRolling  Stock  of Yesteryear     4\nInspection   of   Locomotives     8\nIt's a  Model  Model  Railroad     10\nPersonnel   Highlights   ............ 16\nOur   Women's   World     20\nWedding Bells     23\nChanges in  Personnel     24\nCompany  Vets  Retire     28\nObituary      34\nOUR COVER\nIf you can describe\nall the instruments\ndepicted on our front\ncover this month\nyour technical I.Q.\n\u2014in the communications field at\nleast\u2014is far from\ndeficient. And if you\ncan tell what function the man is performing you can\nchalk up another\npoint  in  your favor.\nBut even if you don't know the difference\nbetween a relay, a filter and a vacuum tube,\nyou would still marvel at the job performed\nby these imposing instruments\u2014and others\nequally imposing\u2014maintained by the Company's communications department across\nCanada. You would also be impressed by\nthe skill and technical knowledge of the\nmen who operate them.\nAn example of this technical know-how\nis found in Jimmy Hood, testing and regulating chief for communications in Ottawa,\nthe man on our cover. When photographed\nhe was testing the sending filter on channel\n9 of what (to give it its full name) is\nknown as the 40C1 voice frequency carrier\ntelegraph channel terminals, Ottawa-Toronto system.\nMr. Hood has been with the communications department at Montreal, Smiths Falls\nand Ottawa since 1940. In his spare time\nJimmy is a well known \"ham\" operator\nand is president of the Ottawa Radio Transmitting  Association.\nPhoto by Arnold Harrington\nPublished Monthly by the Department ot Public\nRelations   ot   the   Canadian   Pacific   Railway   at\nMontreal.\nOutcome of a Suggestion\n\u2666\nCVERY now and then a panel of employee portraits headed\n\"Their Suggestions Were Adopted \"\u2014or words to that effect\n\u2014appears in the pages of Spanner.\nThe suggestions referred to were submitted by employees who\nbelieved their ideas, if put into practice, would be of benefit to\nCanadian Pacific work and people. In these particular cases the\nbureau was of the same opinion. The ideas were adopted and the\nemployees received a cash prize.\nWe have before us a particularly impressive example of what\ncan be accomplished when an employee with a good idea and\nthe suggestion bureau get together. It is the \" balance sheet \" of\nthe Canadian Pacific blood bank which came into being in\nMontreal as a result of the suggestion bureau.\nThrough the good offices of the bank which \" opened its doors \"\non December 1 any Company employee or dependent who is\npatient in a city hospital is entitled to blood transfusions at no\ncost other than a small service charge. The blood is donated by\nvolunteers in the Company's own family circle.\nThe results have been gratifying. Since November 17 when\nthe first donations were made the bank collected a total of\n38,000 cc. of blood and plasma from employees in the Montreal\narea. The balance in the bank \"reserves\" at January 31 stood\nat 20,500 cc.\nThe difference\u201417,500 cc. of blood and plasma\u2014was \" drawn \"\nby eight members of the Company family who were thus relieved\nof what would have been a sizeable item on their hospital bills.\nLargest withdrawal was made on behalf of an Angus Shops\nemployee whose condition called for transfusions totalling 5,000\ncc. Had it not been for the Company's blood bank his bill would\nhave been larger by $250.00.\nOthers who have availed themselves of this service have had\ntransfusions ranging as high as 3,000 cc. of employee-donated\nblood. These included a telephone operator, a clerk in the auditor\nof agencies department, a member of the communications staff,\na dependent of a stenographer and the widow of a former\nS.D. & P.C. employee.\nThe support given this very worthwhile project by the Company's Department of Personnel, Medical Services and the employees themselves on whose vountary donations the blood bank\ndepends, is a splendid example of co-operative effort. It also\nshows what we have to gain by submitting our ideas to the\nsuggestion bureau instead of keeping them to ourselves.\nThe Editor.\nSpanner \u2014 February, 1949\n Rolling Stock of\nTaste of Designers Ron\nTo Extremes in Ornate\nTrimmings,   Rich   Design\nAncient C.P.R. parlor car, above, was once considered the acme ot luxurious comfort. Photo at\nright shows interior of old-style railway car.\n\"JUXURIOUS travel by solid express trains with\nLi palace sleeping cars attached.\"\nThis is how the Company advertised its modern\nfleet of sleeping cars back in 1884. Highly ornate,\nwith rich carvings, elaborate fittings and mahogany finish, the cars were the last word in comfort and\nbeauty for a generation getting its first taste of sleeping\ncar travel.\nBack in the eighties it was the custom for railroads\nto let other companies have the franchises for telegraph,\nexpress and sleeping car facilities. However, Sir William\nVan Home, general manager and later the second president of the C.P.R., would have none of it. Why let other\nfirms take the cream, he said, and leave the skim milk\nto the railway?\nCheap to Build\nBy the end of 1884, before the C.P.R. had pushed\nthrough to the Pacific Coast, there were 19 first class\nsleeping cars, 22 immigrant sleeping cars, nine parlor\ncars and one dining car in service. Today there are\nclose to 700 \u2014 a total of 460 sleepers, 220 of them with\na majority of open space accommodation, 154 tourist\nsleepers and 86 with all-enclosed space. Parlor cars number 76, dining or commissary cars 79, business cars 52,\nand \" miscellaneous \" 28. Buffet or cafe service is provided\non 57 of the system's parlor or sleeping cars.\nThe early cars were imported from the United States,\nand, in spite of their vast amount of gingerbread fretwork\nand velvet tassels, they were cheap to build. In 1882 a\nsleeping car cost $11,800, in 1885 a dining car $10,000\nand in 1883 a parlor car $8,824\u2014modern C.P.R. cars run\nto about $175,000, $140,000 and $135,000 respectively.\nOne of the earliest recorded excursions over the C.P.R.\nline in the West was the \" British Association in Canada \"\ntrip from Winnipeg to Kicking Horse Pass in 1884, before\ncompletion of the rail link with the East. Much study of\nnatural history was done, and the conductors on the train\napparently had their worries with the heaps of specimens\nm the cars\u2014gophers, ptarmigan and so forth\u2014which the\ntraveller-scientists collected to be skinned and mounted.\nThe sleeping car porter, who took no chances on his\npatrons missing the beauties of the mountains, awoke\nthem one morning with the announcement:\n\"Rocky Mountains, gentlemen. All lovely outside.\nBreakfast in 20 minutes.\"\nThe character of the road's territory, to some extent,\nrendered sleeping and dining cars as essential as coaches.\nVan Home took special interest in designing cars so that\nthey should furnish the maximum of comfort and offer\nwhat was then considered to be an aesthetic appeal.\nHe engaged artists for interior decoration, supplementing or modifying their designs in accordance with dictates\nof his own taste. Illustrating with a sketch the discomfort\nof a tall and fat man drawn up in one of the short berths\nthen used on American roads, he had the Canadian Pacific\nsleeping cars built higher and wider, and equipped with\nlonger and wider berths.\nConsiderable excitement was caused by the departure,\nin 1886, of the first through passenger train to the Pacific\nfrom Montreal's old Dalhousie Station. It was made up of\nfirst class coaches, colonist cars, a dining car and two\nsleeping cars appropriately named Yokohama and Honolulu. A reporter of the day valued the diner's silverware\nat $3,000 and said that the sleepers were equipped with\nbaths \"to attract Oriental travel \"..\nBy 1889 sleeping cars were operated between Montreal\nand Boston, Saint John, N.B., Quebec, Ottawa, Toronto,\nSt. Paul, Minn., and Vancouver; between Toronto and\nOttawa, North Bay and Vancouver. Parlor cars were in\nservice between Montreal and Boston, Quebec, Ottawa\nSpanner \u2014 February,  1949\n Yesteryear \"Last Word\" in Luxury\nand Toronto, and between Toronto and Owen Sound for\nconnection with Great Lakes steamers.\nDiners \" Beyond Comparison \"\nThe Company was pretty proud of those early cars. The\nsystem time-table for 1889 describes them as follows:\n\" The sleeping and parlor cars are owned and operated\nby the company and no expense has been spared to make\nthem perfect. They are finished outside with polished\nmahogany, and their interiors, with their rich carvings and\nbeautiful fittings, are beyond comparison. The berths are\nwider and longer than in other sleeping cars. The curtains,\nblankets and linen, made expressly for the company, are\nof the finest quality. The sleeping cars are provided with\nbathrooms, and the sleeping and parlor cars are specially\nconstructed so as to enable passengers to view the scenery\npassed.\"\nColonist cars, too, were \" bright and pleasant, and so\ncomfortable that they are largely used by first class passengers in making short trips. Colonists on transcontinental\ntrains can procure mattresses, curtains and blankets from\nthe company, suitable for these cars, at cost price.\"\nEarly dining cars, it was claimed, were \" beyond comparison in style and finish ... where travellers will find\nall the delicacies of the season at their demand for the\nnominal charge of 75 cents per meal \".\nIn 1886\u2014primarily to provide meals for train passengers as the first Rocky Mountain grades were too heavy to\njustify the hauling of dining cars\u2014the C.P.R.'s first hotels\nwere opened at Field, Glacier, Revelstoke and North Bend\nin British Columbia. Later, however, grade reduction enabled diners to be carried right through, on the Trans-\nCanada Limited by 1907 and the Imperial Limited by\n1910, and the four hotels were closed.\nThose were the days of real trenchermen. A Christmas\nDay C.P.R. dining car menu in the early years of the\ncentury offered a seven-course dinner for $1.00, highlighted by such ambrosial items as Malpecque oysters,\ngreen turtle soup and roast wild duck. Pommery extra dry\nchampagne sold for $3.50 a quart and cocktails for 20\ncents.\nCommercial Travellers Fared Well\nIn the early years of the C.P.R. an unusual feature was\nspecial commercial travellers' trains, with box cars equipped with shelving and tables for the display of sample\ngoods, and, of course, sleeping and dining cars for the\ndrummers. Each representative was entitled to half a box\ncar, and to use space on the outside of his end of the car\nfor advertising.\nForerunner of the tremendous troop movements of the\nlater conflicts, the first Canadian Pacific troop trains were\nconstructed at Perth, Ont., and placed in service in 1884\nto carry soldiers to the Northwest Rebellion on the prairies.\nThese troop trains were the first over the line north of\nLake Superior, the last spike of this section being driven\nMay 16, 1885, by Col. W. R. Oswald of the Montreal\nLight Infantry.\nDuring World War II, 11,000,000 meals were provided\nfor service personnel in regular diners and in specially-\ndeveloped commissary cars from which the food was taken\nto the rest of the train.\nRecords of the C.P.R.'s sleeping, dining and parlor car\ndepartment (which has operated as a separate unit since\nthe first transcontinental passenger train went through in\n1886) show how current events have been reflected in\nother ways.\nIn 1907, when the heaviest movement of settlers to the\nWest was under way, there were 198 colonist cars in operation, mainly on special trains through from the port cities.\n(Continued on page 34)\nThe last word in sleeping\ncar elegance is exemplified\nin this early style sleeper\nthat delighted our patrons\nof yesteryear. Simplicity of\ndesign obviously did not\nbelong to this era.\nThe old-time sleeping car\nwith its ornate trimmings\nwas a far cry from today's\naccommodation.\nSpanner \u2014 February, 1949\n O. HAS WINNING SECTION\nPrizes Awarded for\nBest Track Section\nSECTION foreman R. H. Moore of Wirral, N.B., has\nbeen awarded the General Manager's Prize for the\nbest track section on the eastern region, it was announced\nrecently by G. N. Curley, general manager.\nThe section, 35 miles north of Saint John, N.B., was\njudged the best on Company lines from the eastern seaboard to Fort William. The annual competition awards\nprizes in the New Brunswick, Quebec, Ontario and\nAlgoma districts. The subsidiary Dominion Atlantic Railway in Nova Scotia and Quebec Central Railway select\nseparate prize winners but these are not eligible for the\nGeneral Manager's Prize.\nDistrict, divisional and subsidiary line winners follow,\nin each case a track section being eligible for one award\nonly:\nNew Brunswick District \u2014 General Superintendent's\nPrize: F. R. Estey, Deer Lake, N.B. Brownville Division\n\u2014 Superintendent's Prize: E. Roy, Brownville Junction,\nMe.; Roadmasters' Prizes: C. M. Newman, New River,\nN.B.; R. W. Alexander, Fredericton Junction; A. Nadeau,\nAttean, Me.\nWoodstock Division \u2014 Superintendent's Prize: II. A.\nWelch, Presque Isle, Me.; Roadmasters' Prizes: J. H.\nAlexander, Honeydale, N.B.; G. J. Corbin, Grand Falls,\nN.B.; L. R. Thornton, North Devon, N.B.\nQuebec District \u2014 General Superintendent's Prize:\nJoseph Chalifour, Mont Rolland. Farnham Division \u2014\nSuperintendent's Prize: Z. Lalanne, St. Constant, Que.;\nRoadmasters' Prizes: E. Pepin, St. Pie; A. Lasnier, In-\nwood, Que.; J. A. Laporte, Bury, Que.\nMontreal Terminals Division \u2014 Superintendent's Prize:\nGeneral Manager's prize for best track section on the eastern\nregion was won by section foreman R. H. Moore ot Wirral, N.B.\nMr. Moore is seen here, right, accepting the award from G. N.\nCurley, general manager of eastern lines, who went to Wirral\nfrom Toronto for the occasion.\nIn background are members of the winning section gang and\nP. H. Jones, roadmaster. They are, from left: M. Kelly, J. Trott,\nMr. Jones and M, Duplisea.\nPrize for best track section on the Algoma district went to section foreman Henry Bean of Gendreau, Que., on the Timiskaming\nsubdivision. Above: Mr. Bean, right, receives check and congratulatory handshake from F. M. Donegan, general superintendent. \t\nS. Mastropietro, Place Viger; Roadmasters' Prize: Z.\nCouture, Westmount. Laurentian Division \u2014 Superintendent's Prize: Claude Lahaie, St. Hermas, Que.; Roadmasters' Prizes: J. B. Croisetiere, Loranger, Que.; J. Lahaie,\nPapineauville, Que.; 0. Bergeron, Terrebonne, Que.; G.\nA. Hamelin, Grondines, Que.\nSmiths Falls Division \u2014 Superintendent's Prize: A.\nTanguay, Vankleek Hill, Ont.; Roadmasters' Prizes: W.\nJ. St. Louis, Cornwall; G. W. Davidson, Meath; J. Carroll, Chelsea; G. Robertson, Carleton Place; 0. Labrosse,\nBourget, Ont.\nOntario District \u2014 General Superintendent's Prize: J.\nCrowther, Cherrywood.\nTrenton Division \u2014 Superintendent's Prize: H. Campbell, Christie Lake; Roadmasters' Prizes: L. J. Dowdell,\nBolingbroke; J. F. Jeffrey, Leaside; J. Sproule, Mountain\nGrove; A. Aldred, Norwood; B. Kimmett, Murvale.\nLondon Division \u2014 Superintendent's Prize: R. R. Chal-\ncraft, Walkerville Junction; Roadmasters' Prizes: E. B.\nFrey, Elmira; R. S. White, Ingersoll; N. Kelioff, Cooks-\nville; J. Burchett, Appin. Bruce Division \u2014 Superintendent's Prize: J. C. Denny, Wroxeter; Roadmasters'\nPrizes: J. Ferguson, Baxter; C. N. Davies, Dundalk; R.\nN. Little, North Toronto; J. F. Hambly, Fordwich.\nAlgoma District \u2014 General Superintendent's Prize:\nHenry Bean, Gendreau, Que.\nSudbury Division\u2014Superintendent's Prize: E. Roy,\nSturgeon Falls; Roadmasters' Prizes: D. Tessier, Chelmsford; P. Lacelle, Bontield; G. Archuk, Still River; V.\nMartin, Willisville; S. C. Baker, Blind River; P. Fila,\nLaniel.\nSchreiber Division \u2014 Superintendent's Prize: M. Dusiak,\nPoulin; Roadmasters' Prizes: C. Fournier, Missanabie; R.\nHorackie, Fluorite; J. Didych, Schreiber, P. Doskotch,\nGravel.\nDominion Atlantic Railway \u2014 Manager's Prize: L. J.\nBarkhouse, Kentville; Roadmasters' Prizes: R. W.\nCrowell, Scotch Village, N.S.; C. J. Deveau, Ohio, N.S.\nQuebec Central Railway \u2014 General Manager's Prize:\nR. Vallee, Tring Junction, Que.; Roadmasters' Prizes:\nNapoleon Veilleux, St. Georges, Que.; D. E. Gregoire,\nWeedon, Que.\nSpanner \u2014 February,  1949\n TORONTO GOLFERS ORGANIZE\nThey're Ready for All Contenders!\nGOLF courses in this country \u2014\nor at least in California \u2014 will\nin all probability be buried under several feet of snow when this reaches\nour readers.\nHowever, we feel that this is just\nas good a time as any to review the\nhighly spectacular growth of the\ngolfing section of the Company's\nRecreation Club at Toronto.\nIt was back in May, 1948, that,\nthe organization decided to widen its\nscope to include tee and fairway operations. The response was so enthusiastic that almost overnight the group's\nmembership leaped to 50. Included in\nthe group were representatives of the\noperating, express, communications,\nfreight and associated branches.\nFor their field of operations they\nselected the Summerlea Golf and\nCountry Club in Weston, Ont., just\noutside Toronto. Schedules were\ndrawn up and each member was issued a club crest, a book of by-laws\nand set of golf rules.\nIt was quite natural that this up-\nand-coming group should demand an\nannual \" classic\" on their sports\ncard. This was settled when G. N.\nCurley, general manager, eastern lines,\nput up a handsome trophy for season's low net.\nThe first annual tournament got\nunderway the following October. Tee-\ning-off commenced shortly after noon\nfor a ladies' and a men's trophy, both\non a kickers handicap basis. Despite\nbad weather the event was well sup\nported and a good brand of play was\ndemonstrated.\nTop honors in the ladies' field went\nto Violet Lewis, a comptometer operator in the accounting department,\nwhile Ted Lingard led the field in\nthe men's event. For season's low net,\nJimmie McCormick, a painter in the\nToronto coach yards, was awarded\nthe G. N. Curley Trophy.\nThe tournament concluded with a\nbuffet supper in the clubhouse after\nwhich the trophies and prizes were\nawarded. Skiing and golfing films in\ncolor added to the entertainment.\nNext day the members were reading\nall about it in the sports pages of a\nlarge Toronto daily.\nThe new club is definitely going\nplaces and its successful start bodes\nwell for its future. Much credit for\nits success is due Mr. Curley, the\nclub's chairman, who in addition to\nputting up the trophy has solicited\nconsiderable  local  support.\nClub president Orville Bradley,\nsecretary to the general manager, is\nalready lining up a standing for the\nclub in the Royal Canadian and the\nOntario Golf Associations as well as\ntwo more trophies to add to next\nyear's booty.\nOther officers are: vice-president,\nNorman Moore, clerk, freight department; secretary, Bob Taylor, clerk,\ntransportation; treasurer, Bill Gatt,\nclerk, motive power; match and\nhandicap chairman, Ken Johnston,\nclerk, vice-president's office.\nMiss Evelyn Spafford receives award\nfor \" most honest golfer\" from J. C.\nMcCuaig, general safety agent, eastern\nregion.\nTrophy winning trio with awards on,\nfrom left: Jim McCormick, G. N. Curley\nTrophy; Miss Violet Lewis, women's\nkickers' handicap trophy; Ted Lingard,\nmen's kickers' handicap trophy.\nA. M. Hand, asst. to vice-president,\neastern region, left, presents G. N.\nCurley trophy to Jimmie McCormick.\nThe wind-up of the C.P.R.R.C. golf association was held at Summerlea Golf Course.\nSuccess of the event is testified by the \" Is everybody happy? \" smiles worn by the\nmembers.\nMiss Violet Lewis receives the women's\nkickers' handicap trophy from Stan\nCollins.\nSpanner \u2014 February, 1949\n11\n \u2022    WAY   BACK   WHEN    \u2022\nHere's one to bring back memories! The day was May 30, the\nyear 1887, when the cameraman caught this souvenir photo of\nthe first Canadian Pacific train to leave London, Ont. The picture was contributed by C. W. Routledge, assistant superintendent  of  the  Bruce  division,  whose  grandfather,   T.   Routledge,\nwas engineer and can be seen in the engine cab window.\nOthers named are George Dowling, fireman, who stands behind Mr. Routledge; John Anderson, conductor, standing just\nbelow the cab; and D. R. Murphy, roadmaster, believed to be\nthe man beside conductor Anderson.\n:: :;ft..,::i\nI f\u00a3*^\n\u25a0imm. MM,:^-    :\n\u25a0   .\n'\u25a0'\u25a0ft. ftft\"s     .;   \u25a0        '. ft . ' \u25a0'.     ..': ft  ..\n;-ft. '\u25a0.>;\u25a0;,,\nftMu    MHihm'iu'-*r\"1\nWhen the local freight shed staff got together for a photograph at Winnipeg in the late nineties they meant business,\nas the photo above indicates.\nReading, left to right, beginning at bottom row, they are:\n1st Row: W. Gault, D. Niblock, W. Gage, A. Howard, R.\nTupholme, E. J. Boxer, William Smith, H. A. K. Drury, J. McDonald, A. J. Elliott, H. Parker. 2nd Row: Mr. Beattie, A.\nFerguson, Arthur Steele, Tom Briggs, E. Brownell, J. E. Briggs,\nF. W. Peters, W. Fenn, A. Gooding, B. McDonald, W. Raine,\nR.  Whittaker.\n3rd Row:  D.  Scott, B. Dawson, J.  Cameron, D.  Hyslop, G.\nBacon, A. Harstone, J. Taylor, T. Williams, P. McKeown, J.\nWilkie, H. Gage, W. Marshall, N. Brownell. 4th Row: C.\nCornell, G. Sedgewick (?), T. Baxter, W. Cobourne, R. Carroll,\nMr. Ferguson, B. Barnes, A. Pybus, S. Brownell, W. Spearman,\nW. Johnston.\n5th Row: A. Hood, (Unidentified), J. Abrams, William\nBuxton, G. Neelands, W. Hood (?), H. Gillis, W. Hatpin, P.\nMcDonald, S. G. G. Thompson, J. Hicks. 6th Row: W. Baxter,\nS. Cann, H. Wallach, A. Lewell, N. Carr, J. Earle, W. Ackerley,\nH. Towns, E. Boyd, W. Boyd, L. Jones, W. Stewart.\n14\nSpanner \u2014 February,  1949\n far- r?^7\nNew C.P.S.S. Manager\nNamed in Liverpool\nW. B. Bowden of Liverpool,\nEngland, has succeeded R. T. Melville, also of Liverpool, as manager\nof Canadian Pacific Steamships\nthere. Mr. Melville retired due to ill\nhealth after more than 43 years service with the Company.\nMr. Melville joined the Allan Line\nin his native Glasgow in 1906. He\ntransferred to Canadian Pacific\nSteamships in 1914, working at Liverpool. Upon his appointment as\nsecretary in 1938 he moved to London and while there became manager.\nHe returned to Liverpool when the\ngeneral manager's office was moved\nthere from London last year.\nMr. Bowden, born on the Mersey-\nside, has had over 36 years' service\nwith the Company, going to Southampton when that office was first\nopened in 1922. He moved to London\nin 1940 when appointed to the general manager's office. Mr. Bowden\nis a member of the Liverpool Steamship Owners Association.\n Noted Author Award\nLome Pierce Medal\nJohn Murray Gibbon, retired general publicity agent for the Company,\nwas honored by the Royal Society of\nCanada recently when he was awarded the Lome Pierce medal, in recognition of his services to Canadian arts\nduring his career as a publicist and\nan author. The medal was presented\nat an official ceremony at Halifax by\nB. K. Sandwell, Canadian author and\nmember of the Royal Society.\nWell-known historian and exponent\nof folklore, Mr. Gibbon is the author\nof many published works, including\n\" Canadian Mosaic \", \" Steel of Empire \", <vOur Old Montreal \",.\" New\nWorld Ballads \" and \" Canadian Folksongs, Old and New \".\nA patron of the arts, Mr. Gibbon\nis a charter member of several Montreal societies furthering Canadian\nartistic endeavors.\n.J^4 -<rfy\n11\n RENAMED FOR FORMER ALLIED COMMANDER\u2014Countless battles have\nbeen fought since the turrets and battlements of this spectacular rock\nfortress   were   thrown   upward   in   some   gigantic   volcanic   upheaval.\nFor generations to come, however, the mountain will be identified\nwith   one   of   the   world's   most   decisive   conflicts\u2014and   the   courage   and\nleadership  of  one  who   hastened   its   victorious   conclusion.\nPreviously known to thousands of tourists as Castle Mountain, the\n9,380-foot Rocky Mountain giant will henceforth appear on the map as\n\" Mount Eisenhower\", named for the former supreme commander of the\nAllied  Armies  in   Europe.\n'Jtotv ft'*, 'Tftotutt Steen&otv&i\nDwight D. Eisenhower, United States\nChief of Staff, rose slowly to his feet.\nHe had just heard the Prime Minister\nof Canada announce at a luncheon\nof the Canadian Club in Ottawa that\nstately Castle Mountain, familiar to\nevery tourist who has taken the road\nfrom Banff to Lake Louise, had been\nrenamed Mount Eisenhower to express\nCanada's gratitude to the one-time\nSupreme Allied Commander.\nFor a moment the man who, as Supreme\nCommander of the Allied Armies in Europe had directed the destinies of millions\nof men, sought adequate words, said simply\nthat he was \" deeply touched \". His easygoing composure quickly returned. \" It\nmust be a bald peak \", he quipped, rubbing\nhis head.\nAcross the continent deep in the Canadian Rockies proud Mount Eisenhower\nreached up 9,380 feet above sea level and\nbrushed the fleecy clouds with its sheer rock\nbastions and battlements. Home of the\nlegendary Chinook winds it reflected the\nslanting rays of the morning sun from its\nsnow covered turrets and seemed pleased\nwith its new name.\nPeaks Seldom Scaled\nThe massive rock formation, eight miles\nlong, has been scaled but few times. The\nfirst ascent was made in 1884 by a professor of the University of Toronto who\nviewed the glittering majesty of the Bow\nValley from the height known as the Tower\njutting above the main mountain.\nNamed by Sir James Hector as Castle\nMountain during the Palliser expedition\nof 1857, because of its resemblance to a\nmedieval castle, Mount Eisenhower had\nfor many years a sole companion, a weary\nwizened little man known as the Hermit of\nCastle  Mountain who  lived  at its base.\nJames Smith made his lonety home for\nover half a century at the foot of the\nrugged peak. Born at St. Thomas, Que., in\n1843 he moved west at the age of 40 when\nconstruction work on the Canadian Pacific\nthrough the mountains beckoned. The road\nhad but entered the territory now known\nas Alberta when Smith heard of rich silver\nstrikes close to the survey line. With horse\nand wagon he endeavored to follow the\nrainbow and in 1883 he reached the foot of\nMount Eisenhower.\nOthers Heard of Strike\nErecting a cabin of logs and rough-hewn\nlumber, he soon realized that others had\nheard of the strike. Long lines of prospectors filed into the mountain fastness and\neventually a town of three thousand nestled\nunder the mountain's protective heights.\nSmith soon became general storekeeper and\nhotel proprietor of \" Silver City \", but not\nfor long. The silver \" bubble \" soon burst\nand the town disintegrated until only the\nHermit of Castle Mountain and a few\nrailwaymen and tiemen remained. Within\na few years only Smith remained, but undaunted he continued to search for Mount\nEisenhower's silver.\nDuring World War I an internment\ncamp was erected at the base of the mountain and Smith once again was in touch\nwith the outside world. At the close of\nhostilities the camp was closed' and once\nagain he was alone with his mountain.\nFrom occasional visits with the Stonies,\nan Indian tribe that frequented his territory, Smith learned many native superstitions pertaining to the mountain. He often\nrecounted legends of the Chinook winds,\nthe story of the blind daughter of the\nSouth Wind searching through the Bow\nvalley from her home on Mount Eisenhower for the parent she lost when the\nNorth Wind of winter carried him away.\nNational Film Board Photo\nGENERAL EISENHOWER\nFinally, in 1937, when 94 years of age,\nSmith was prevailed upon to leave his\nlonely home. One month later he died.\nRenaming of Castle Mountain recalls\nthe well-known desire of Sir William Van\nHome to commemorate forever the names\nof great men in Canadian history and the\nCanadian Pacific Railway, of which he\nwas the second president.\nOn inspection tours to the end of steel\nduring the period the line was under construction in the Rockies, Van Home would\nforage ahead of his crews. During these trips\nhe conceived the idea of naming prominent\npeaks on the line.\nHe paid tribute thus to Sir John A.\nMacDonald, the Prime Minister of Canada, who was responsible for the political\nconception of the rail link with the\nwest coast; Sir Charles Tupper, Donald\nA. Smith, later Lord Strathcona, who drove\nthe last spike to complete the line, and\nLord Mount Stephen, first president of\nthe Canadian Pacific.\nCanadian   Pacific Staff  Bulletin\u2014February,   1946\n ^7**\u00bb?\nCIX mornings a week train No. 92 leaves Ottawa West freight\n** yard for Montreal. There is no air of urgency surrounding the\ndeparture, no scene of red caps, gatemen or hurrying passengers.\nFor No. 92 is a way freight and like hundreds of its kind throughout the System its movements are unceremonious and unknown to\nthe travelling public.\nSix evenings a week 92 arrives at Sortin or Outremont yards in\nMontreal following a long day on the road. During the eight or\nten hours since leaving Ottawa the crew loaded or unloaded\nhundreds of pounds of freight ranging from a can of honey to\nshingles, box of soap and farm tractors, while entire car loads of\nfirewood, hay or cattle have been picked up or spotted.\nThe conductor of a way freight not only serves in that capacity but assumes the role of a good-will agent for the Company.\nHe must know his territory thoroughly and the whims of the\nclients along the right-of-way. He spots the cars where they are\nwanted to within a matter of inches in certain cases. This takes\ntime, but he knows that a satisfied customer is a constant\ncustomer.\nConductor James Folkard has railroaded for 32 years. As conductor on 92 he knows the 111 miles of right-of-way to Montreal\nas well as he knows his own home. On these pages is the pictorial\nstory of one of his trips.\nFrom top left in counter-clockwise  order the pictures are  as\nfollows:\nConductor Folkard  books  out  at  Ottawa  West  station   after\npicking up his orders from agent Wilfrid Villeneuve.\n \"Scotland's\" Rails Create Problem\nA   highly   personalized   history   of\nthe vessel has carried over the Seven\nschools of thought. One is for putting\nmore than six years of war has been\nSeas   since   entering   Admiralty   ser\nin  new  ones,  while  the  other holds\nleft for posterity   on  the  teak-wood\nvice  on  December 2,  1939,  has felt\nthat. the rails should be left as they\ndeck rails of the \" Empress of Scot\nthe urge to leave a permanent rec\nare, \" prettied up \" perhaps, but with\nland \", now sailing in the repatriation\nord of his or her passage.\nthe war record the names constitute\nservice of British Empire troops.\nNow starting her seventh year of\nto be preserved.\nTen thousand names or initials of\n\" trooping \", the \" Scotland \" has car\nBefore the war the \" Scotland\", a\nservicemen   and   women   have   been\nried 223,543  passengers to and from\n26,000-ton vessel, was the speed queen\ncarved  into   the   \" Scotland's\"   half-\nevery part of the world. Her wartime\nof the Pacific, ruling those waters as\nmile  of handrails,  it  was  estimated\nlog of 505,353 miles, equal to 22 times\nthe fastest and finest liner in the ser\nin a story reaching here as the liner\naround the  earth,  makes the  vessel\nvice, from her debut in 1930 after a\nsailed from Britain for South Africa\none of the farthest travelled of the\nmaiden  voyage   to   Quebec.  She  re\non another \" trooping \" run.\nAdmiralty's  merchant  ships.\nturned  to  Quebec  in   September  of\nAt that, it means that only one of\nThe question of what to  do now\n1945 to bring home more than 4,000\nevery  22   military  passengers  which\nabout  the  rails  has  developed  two\nCanadian  veterans.\nCanadian  Pacific  Staff  Bulletin\u2014April,   1946\n35\n Courtesy National Safety Council\n Railroading Was\nuputf***\nVJOB&\nCompany Vet Recalls\nT. L. Bloomer\nTHERE'S at least\none old-timer\nwho could make an\nengine do things\nthat would put a\npack\u2014horse out of\nbusiness.\nHe is T. L.\nBloomer, a retired\nRocky Mountain\nengineer, who has\nhad experiences\ngoing back to the\ntime when trains\nnegotiated hills the\nhard way by going\nover them \u2014 not\nthrough. He remembers, for instance, the\ndays when the \" Sweeney \"\u2014sometimes inaccurately called a water brake\u2014was in\nuse on the Big Hill at Field, B.C. This was a\ndevice for injecting saturated steam into\nthe cylinders to prevent them from overheating when coming down in reverse, as\nwas  often necessary.\nIn those days new men behind the controls were not allowed to come down the\n\" Hill\" alone, but for the first few trips\nwere coupled in behind another engine\nwith a seasoned man at the throttle. To\nthe men who learned their firing in the\nhills the sloping track was as familiar as\ntheir front steps and they \" soloed\" in\nshorter time than the men reared on the\ngentler grades of the Pacific sides.\nFrequent Stops Saved Wheels\nAfter some elementary training on San-\ndon Hill and the Big Hill, Mr. Bloomer\nwas switched to hauling ore on the Ross-\nland Hill\u2014the gradient so  steep  that ore\ntrains had to stop periodically to prevent\ntheir wheels from overheating, and then\ncracking, from so much brake application.\nTraffic there has ceased now, except for\nthe occasional freight to Rossland and\nthe   runs  between  Warfield   and  Tadanac.\nAn engineer in country like that is, by\nbirth or development, a man of many\nparts. He is simultaneously a philosopher,\nmechanic, humorist, lover and foe of nature,\nathlete,  poet  and pioneer.\nIf proof is required that his interests extend bej^ond the cab of his engine here are\nthe   words   of   Mr.   Bloomer:\n\" I have seen sights that I certainly\nwould not have seen if I had not been\non an engine. A sailor, of course, has the\nsame chance, but the man on the street\nmisses much. Lunar rainbows, displays of\naurora borealis, shooting stars and lightning\nare well seen from a cab.\nWatched   \" Aurora \"   from   Cab\nOne of the greatest displays of aurora I\never saw was one midnight at Rossland in\n1919. All the way up the hill there was a\nconstant display and it attained its full\nglory by the time we reached the top.\nThe whole heavens were vivid with color\nand at the zenith there was a huge opalescent centre. One writer described it as a\ndiamond  but  to   me  it  was  an  opal.\nFrom that, there descended a veil or\ntent-like wall of color which draped itself\nover the top of the red mountain. This\nveil or wall seemed to be made of shot\nsilk as it changed color and shimmered up\nand down. Then at the east and west sides,\nlow down on the horizon, was a bright red\nlight as from a forest fire.  Not  one  foot\nof the sky was clear of color, a sight never\nto be forgotten.\"\nSmoke  Greased  Rails\nHere is the mechanical, or \" isn't-the-\nweather-lousy,\"   side:\n\" One of the most trying difficulties on\nthe Rossland Hill in the old days was bad\nrails caused by smoke from the smelter\ncombining with dew or mist from the\nheavens. All sorts of schemes have been\ntried for overcoming this combination\u2014\nsteam jets to blow it off and different methods of sanding. I have seen it so bad that\nthe train crew had to get shovels and\nthrow dirt from the side of the track onto\nthe  rails,  and  still  the  engine  would slip.\n\" One man got the idea that if we allowed the steam to get low there would\nnot be so much slipping. There was not,\nbut there was considerable stalling. He was\nworking on the theory that slipping was\ncaused by too much steam being used.\n\" I have noted that a fall of light dry\nsnow often made a good rail as it seemed\nto pick up the dirt and still left enough\nmoisture to make the train pull easier. A\nvery wet rail would at times make a good\none. Light frost, dew, mist or a light\nsprinkle of rain generally means trouble\u2014\nand so do army worms. They were so bad\nat one time that it was a constant struggle\nto get up the hill and another one to get\ndown without the wheels sliding, as the\nworms would cluster on the rails for\nwarmth when the sun went down. And how\nthey  would  smell!\"\nSkunk Smelted Nice\nHere  is the  humorous side:\n\" Talking about smells \u2014\u25a0 when the late\nJim O'Neill, father of \"Tip\" O'Neill of\nKamloops, was alive and running, he ran\nover a skunk. At that time the Thompson\nRiver was having a heavy flow of salmon\nand a number of them had been left on\nthe banks owing to a sudden drop of the\nwater, creating an awful smell. So when\nJim struck the skunk he stuck his head\nout of the cab window and, turning to his\nfireman, said:   \"By gad, what a relief!\"\nCanadian   Pacific  Staff  Bulletin\u2014April,   1946\nLeft: One of the last of the wood-burners used\nby the Company\u2014Engine 372\u2014is seen here in\nall her glory. The time was 1895, the place,\nNorth   Bend,   B.C.\nIn the cab window is Engineer C. C. Brown,\nnow retired, of Vancouver. Beside him is Mr.\nBloomer, then fireman.\nAbove: An old-fashioned \" Shay\". The noise\nthey made, recalls Mr. Bloomer, made them\nseem   a   lot   faster   than   they   really   were.\n15\n PERSONNEL HIGHLIGHT\nCHATEAU CLERK WEDS\u2014Prior to his marriage\nat Quebec City to Theresa Labbe, Room Clerk\nJames Shanahan of the Chateau Frontenac, was\nhonored by fellow members of the hotel staff.\nPresentation of a beautiful silver cutlery set\nwas made in the name of the assembled employees, by Office Manager David M. Cartney\n(above  left).\nMr. Shanahan recently returned from overseas\nafter having served with the Canadian Army\nthrough Western Europe.\nAngus-Shaw\nA wedding of interest to communications\ndepartment employees of the Alberta District took place in Edmonton recently when\nMargaret Elizabeth Angus became the\nbride of Gerald G. Shaw, of the communications department at Calgary.\nThe marriage was solemnized at St.\nStephen's College by Rev. J. MacBeath\nMiller, after which a reception was held at\nthe home of the bride's parents, Mr. and\nMrs.  W.  Angus,  of  Edmonton.\nMr. and Mrs. Shaw left later to spend\na brief honeymoon at the Pacific Coast and\nwill reside in Calgary, where Mr. Shaw is\nemployed as chief operator, Grain Exchange Branch, and special representative\nfor the communications department.\nPrior to Mr. Shaw's departure for Edmonton he was presented with an electric\ntable lamp by the staffs of the superintendent's and general agent's offices, the\npresentation being made by T. H. Holmes,\nsuperintendent  of  communications.\nTherese A. Steinburg, a former traffic\nagent for Canadian Pacific Air Lines at\nEdmonton, became the bride of John B.\nSweeney in a wedding ceremony performed recently at St. Joseph's Cathedral,\nEdmonton, by Rev. Father Murphy.\nThe young couple will reside at Grand'-\nMere, Quebec.\nAlex McRae, locomotive foreman at\nMedicine Hat, and Miss Eileen Hughes,\nalso of Medicine Hat, were married there\nseveral weeks ago. They spent a short\nhoneymoon at Calgary.\nPioneers Pay Tribute\nThe Vancouver Canadian Pacific Pioneers' Association paid tribute at its\nFebruary meeting to the late Charles A.\nCotterell, former Assistant General Manager in British Columbia, who died on\nFebruary  14.\nMr. Cotterell had been a great friend\nof the pensioners in Vancouver, who numbered over 800, and had been honorary\npresident of their association since its\nformation.\n16\nRETIRING AGENT FETED\nTo mark the retirement of William\nFrankton, agent, Canadian Pacific Express\nCompany, at Montreal a group of officials\nand employees of the Express Company\ngathered at a dinner in his honor. The\nevent took place in the Windsor Station\nlunch room.\nThe esteem in which Mr. Frankton was\nheld by colleagues was evidenced by a\npresentation on behalf of Express employees\nof a gold wrist watch and a victory bond;\non behalf of cartage department employees,\na wallet containing an order for a silver tea\nservice; and on behalf of Express Company officials, a leather travelling bag. Mrs.\nFrankton was the recipient of a bouquet of\nroses.\nThe committee responsible for the presentation dinner was under the chairmanship of T. J. Clark.\nMr. Frankton entered the service of the\nExpress Company in Montreal in 1913. He\nfilled various positions, among them assistant cashier, financial agent, chief clerk, and\nin 1937 was appointed agent.\nVets Elect President\nJ. H. Laird was elected 1946 president of\nthe Veterans' Association, Canadian Pacific\nServices, Vancouver Island, at the annual\nmeeting held recently in Victoria.\nOther officers are J. A. Heritage, vice-\npresident; J. A. Merkley, auditor; C. E.\nManasfield, G. T. Moir, L. Brown and W.\nA. MacPherson; J. Halstead, W. Darvill\nand W. B. Anderson, program committee;\nJ. H. Laird, organizer and chairman of\nsick and visiting committee.\nSIGNATURES APLENTY\u2014At a farewell reception honoring E. Harold Banks, former Press\nRepresentative at Toronto, on his retirement\nlast fall, every guest present signed an illuminated scroll prepared by Harry Hall, cartoonist\nof the Toronto Telegram. Other names of those\nunable  to   be   present  were  added   later.\nAt a recent meeting of the Canadian Pacific\nLuncheon Club, the scroll, framed and complete,\nwas presented to Mr. Banks on behalf of his\nformer associates by Percy T. Cole, Press Relations   Officer,   Toronto.\nPresentation to E. H. Kent\nCaptain E. H. Kent, chief clerk in the\noffice of the Insurance Commissioner,\nMontreal, recently retired as officer commanding No. 5 (C.P.R.) Company of the\nVictoria Rifles of Canada after serving\nas O.C. since its inception in September\nof  1942.\nTo mark the occasion a pen and pencil\ndesk set, suitably engraved, was made to\nMr. Kent by the remaining members of\nNo. 5, now \"E\" Company.\nThe presentation was made on behalf\nof the members by CSM. J. W. Watkins,\nsuperintendent of Eastern Abattoirs, who\njoined as Company Sergeant Major with\nMr. Kent.\nFAREWELL PRESENTATION\u2014On his transfer to Winnipeg as assistant to the General Superintendent, Sleeping, Dining and Parlor Car Dept., J. G. Heisler, formerly chief clerk in the office of\nthe Manager, S.D. & P.C, Montreal, was presented with a desk writing set.\nThe presentation was made by C. W. Rayfield, Assistant to the Manager, on behalf of his\ncolleagues.\nThose attending the presentation, shown above, were, from left: J. A. Brown, A. J. Cleary, G. James,\nG. J. Fox, W. G. Wright, Miss M. E. Hill, W. N. Meany, Miss E. Morgan, H. S. Miles, Miss F. E.\nVanBuren, Mr. Rayfield, E. Furlong, Mr. Heisler, P. Barnard, N. Taggart, J. McD. Harold, Mrs. M.\nMacrae, G. Hamilton, A. E. J. Milton, M. Pitre.\nCanadian  Pacific  Staff  Bulletin\u2014April,  1946\n all we carry are eggs\nMost people think freight is something you can just push around.\nCrunch! Bang! Smash!\nWe don't. We're fussy about freight.\nSo we've written in our operating\nmanual, \"treat it as if you were\ncarrying eggs.\"\nThis makes for very pampered freight.\nAnd pampered freight stays off the\nclaim sheet.\nBut we don't stop with careful\nhandling. We start with it. GENTLY!\nLast year we added 1300 new cars-\ncovered gondolas, tri-level auto cars,\ncars with cushioned underframes and\ncars with moveable bulkheads. All\nare designed to give you better service, and to keep us from getting egg\non our face.\nThe personal touch in freight handling is available with Canadian Pacific no matter how you ship \u2014\nPiggyback, truck, inland and ocean\nshipping, or cargo-jet. Tell your\nfriends to call their Canadian Pacific\nfreight representative for complete\ninformation. He'll help them get the\ngoods on us.\nTRAINS \/ TRUCKS \/ SHIPS \/ PLANES \/  HOTELS \/ TELECOMMUNICATIONS\nWORLD'S   MOST   COMPLETE   TRANSPORTATION   SYSTEM\n HALLMAN, Oliver S., 75, Machinist,\nWinnipeg Shops\nHAMMOND, Pryce A., 82, District\nAccountant,   Sherbrooke,   Que.\nHAMPTON, William, 85, Engineer,\nField, B.C.\nHAND, F. J., 63, Customs Agent,\nExpress, Toronto, Ont.\nHARTWICK, Cecil E., 62, Conductor,\nTrenton Division\nHAWKINS, Joseph T., 78, General\nFreight & Passenger Agent, Sherbrooke, Que.\nHERMITAGE, George A., 72, Supervisor, Angus Shops\nHIETALA, Yrjo, 59, Sectionman-\nSection Foreman, Kenora Division\nHITCHCOCK, Percy G., 74, Locomotive Fireman & Engineer,\nWoodstock Division\nH0MAN, Charles H., 88, Section\nForeman,   Deer  Lake,   N.B.\nHUBBS, Frank, 79, Locomotive Engineer, Sudbury, Ont.\nHUGHES, Evan, 57, Freight Claim\nInvestigator,  Montreal,  Que.\nHUMPHRIES, Harold J., 71, Investigator,   Eastern   Region\nHUNTER, William R., 78, Engineer,\nKootenay Division\nIDD0N, John H., 76, Plumber, Winnipeg Terminals\nIRWN, William N., 70, Agent &\nOperator,   Temiskaming,   Que.\nJENKINS, Frank H., 76, Locomotive Foreman, Aroostook,  N.B.\nJONES, Oliver, 67, Helper (Carman), Angus Shops\nJORDAN, Edward T., 78, Baggage-\nmaster,   Kentville,  N.S.\nJURY, Richard, 75, Chief Clerk,\nLondon,  Eng.\nKASHUL, William, 73, Sectionman,\nTrenton   Division\nKILLINS, Harry L., 76, Locomotive\nEngineer,  Kootenay Division\nKILLINS, William J., 85, Conductor,  Chapleau,  Ont.\nKIRK, Charles E., 80, Fitter, Car-\ntier, Ont.\nKRAMPE, Frederick, 80, Waiter,\nChateau   Frontenac\nLACROIX, Wilfrid, 65, Head Baggage Checker, Trois Rivieres,\nQue.\nLAJ0IE, George, 64, Section Foreman,  Finch, Ont.\nLANDRY, Arthur, 69, Brakeman,\nDominion Atlantic Railway\nLANDRY, Derbe, 71, Sectionman,\nHochelaga,  Que.\nLAPIERRE, Georges, 66, Hetper\nBlacksmith,   Angus,   Que.\nLAPOINTE, Adolphe L., 69, Assistant Ticket Agent, Montreal, Que.\nLAURIER,   Henri   A.,  80,   Tinsmith,\nAngus  Shops\nLEC0UR, David, 67, Relieving Agent,\nSudbury  Division\nLEE, Albert E., 79, Layer Out, Ogden   Shops,  Alta.\nLEMONDE, Francis S., 75, Painter,\nAngus Shops\nLEWINGTON,   Arthur   H.,   74,   Section   Foreman,  Corwhin,  Ont.\nL'HEUREUX,  Henri, 72, Carpenter,\nAngus Shops\nLUFF, Andrew G., 89, Boilermaker,\nMcAdam,   N.B.\nMacEWAN,   James,   77,   Machinist,\nSwift Current, Sask.\nMAGATON, Giorgio, 90, Labourer,\nRevelstoke, B.C.\nMARCHALL, Colin S., 84, Senior\nClerk,   Moose Jaw,  Sask.\nMARTIN, Louis H., 88, Signalman,\nBrantford, Ont.\nMASSEY, Joseph, 70, Yard Foreman,   Vancouver   Division\nMAXWELL, James M., 61, Section\nForeman, Harvey, N.B.\nMcCAIG, James, 80, Solicitor, Calgary,   Alta.\nMcCAMMON, John, 77, Triple Tester, Winnipeg, Man.\nMcAULEY, Edward C, 70, Conductor, London Division\nMcCOUAN, Wallace M., 80, Engineer, Smiths Falls, Ont.\nMCDOWELL, James B., 80, B. & B.\nMaster,  Calgary, Alta.\nMcMULLAN, Archibald, 76, Checker, Place Viger, Que.\nMcMURPHY, Angus, 79, Dispatcher,\nRegina,  Sask.\nMcPHERSON, John R., 75, Conductor,  Portage Division\nMcROBERTS, James M., 86, Locomotive  Engineer, Kenora, Ont.\nMEENAGH, John, 66, Car Cleaner,\nGlen  Yard,  Que.\nMELVIN, William J., 79, Locomotive\nEngineer,  Winnipeg,   Man.\nMESSENGER, Alfred, 70, Recorder,\nCalgary, Alta.\nMILLAIRE, Alphonse, 80, Carman,\nOutremont, Que.\nMOOR, Henry, 75, Car Repairer,\nOgden Shops\nMOREAU, Louis, 77, Yard Foreman,\nSherbrooke,  Que.\nMORGAN, George Wm., 65, Foreign\nFreight Account Agent, Montreal\nMORRIS, Melville M., 76, Locomotive Engineer, Revelstoke,\nB.C.\nMORRISON, Donald, 89, Grain Door\nForeman,  Fort William, Ont.\nMOSTON,   Joseph   H.,   76,   Section\nForeman, Shepard, Alta.\nMURPHY, Keith, 73, Yardman, Vancouver Division\nNANTAIS,     E.,     71,     Vehicleman,\nExpress,  Montreal,  Que.\nNYKLEW,   Nick,   62,   Section   Foreman, Coaldale, Alta.\nOUIMET, Joseph A. W., 68, Painter,\nMontreal  Terminals\nOUIMET,   Melasippe,   72,   Section-\nman,  St.   Lin, Que.\nPARADIS,   Henri,   66,   Yardman -\nYard  Foreman,  St.   Luc,  Que.\nPATRICK,   John,   65,   Roadmaster,\nWilkie,  Sask.\nPIKE, Harry, 65, Barge Slip Operator,  Vancouver,   B.C.\nPIRO,   Felix,  85,  Carman,  Vancouver, B.C.\nPLUMMER,   F.,   81,   Money   Order,\nPrepay  Collector,   Regina,   Sask.\nPONTIFEX,  Herbert  W.,  80,  Clerk,\nLondon,  Eng.\nPOTOSKY, Joseph, 83, Section Foreman,  Kootenay  Division\nPRIOR, Frederick J., 91, Pumpman,\nVancouver,  B.C.\nPROULX,   Roch,   72,   Janitor,  Trois\nRivieres,  Que.\nPROULX, Jose. T., 65, Sectionman,\nColeraine, Que.\nPYNE,   Robert  A.,  56,   Scrap   Dock\nForeman, Weston Shops\nQUELCH,   Ernest,   77,   Yardman   &\nYard  Foreman, Chapleau, Ont.\nREARDON,    Leo,    72,    Locomotive\nFireman,  Bay Shore,   N.B.\nREINHARDT,    E.    C,    74,    Waybill\nClerk,  Express, Winnipeg,  Man.\nRICHARDS,   Alfred   E.,   81,   Storekeeper,  Toronto,   Ont.\nROBICHAUD,    Mose,    81,    Section\nForeman, Warren, Ont.\nROBSON, Herbert L., 75, Trainman\n& Conductor, Saint John, N.B.\nROUTLEDGE, Robert H., 96, Operator,  Lethbridge, Alta.\nROWE, George, 86, Carman,  North\nBay,  Ont.\nROY,   Joseph   A.,   81,   Conductor,\nBrownville Junction,  Me.\nRUSSILL, Alphonsus, 76, Yard Foreman, Swift Current, Sask.\nSAUVE, Frank, 65, Yardman & Yard\nForeman,   Outremont,   Que.\nSEIBEL,     John,     79,     Blacksmith\nHelper,  Weston  Shops\nSENECAL, E. B., 66, Waybill Clerk,\nExpress,   Montreal,  Que.\nSENECAL, Joseph H., 69, Cabinet\nMaker, Angus Shops\nSHARKEY, George D., 70, Section\nForeman,  Shawanaga,  Ont.\nSHEARING, Percy A., 68, Train\nBaggageman,  Revelstoke,  B.C.\nSIDOR, George, 71, Section Foreman,  Saskatoon   Division\nSKEBO, Joseph, 84, Shedman, Renfrew, Ont.\nSLAUGHTER, Frederick, 82, Carpenter, West Toronto, Ont.\nSMITH, Donald A., 86, Trav. Frt.\nAgent,  Toronto,  Ont.\nSMITH, John J., 88, Boiler Inspector,   Eastern   Lines\nSOMMERVILLE, Thomas, 82, Painter,  Vancouver,  B.C.\nSTANSFIELD, Albert, 67, 3rd Engineer (BCCS),   Pr.   Elizabeth\nSTEWART, Roy W., 70, 2nd Engineer, Princess Helene, B. of\nF.S.S.\nSZESTOPALSKI, Mike, 80, Section\nForeman,  South   Edmonton\nTAYLOR, Randle, 81, Boiler Room\nAssistant, Vancouver,  B.C.\nTHERRIEN, Frederick G., 64, Locomotive Foreman,  Havelock, Ont.\nTHOM, Alex, 67, Assistant Chief\nClerk, A.F. & S.A., Montreal, Que.\nTHOMPSON, Walter J., 65, Agent,\nMilestone, Sask.\nTIMMINS, Harry B., 78, Auditor of\nMiscellaneous Accounts, Montreal, Que.\nTREPANIER, Lauriault, 67, Conductor & Trainman, Chapleau,  Ont.\nTRUDEL, Jean B., 81, Freight Carpenter, Angus Shops\nTURGEON, Joseph D. T., 67, Conductor,  Q.C.R.  System\nTURNER, Robert W., 63, Trainman,\nChapleau,  Ont.\nUNDERWOOD, Reuben C, 83, Conductor, Moose Jaw Division\nVANDERBURGH,    William    C,    66,\nAgent, Oliver, B.C.\nVEILLETTE, Joseph E., 81, Coach\nPainter,  Angus Shops\nWANSBROUGH, Basil C, 68, Locomotive  Engineer,  Lambton, Ont.\nWATT, John, 82, Carman, Vancouver,  B.C.\nWILTON, Robert C, 86, Dispatcher,\nKenora, Ont.\nWISEMAN, Louis J., 82, Boilermaker,  Moose Jaw,  Sask.\nWOODCOCK, Isiaiah, 84, Bridge-\nman, Trenton   Division\n MISS TRAVEL - Receptionist with\nPakistan International Airlines, Miss\nAtiya Hashmi was a decisive winner in\na recent overseas Miss Travel, 1963\ncompetition sponsored by Canadian\nPacific Airlines. The competitors were\nyoung ladies in the travel business\nfrom railway, steamship, airline and\ntravel agencies in the United Kingdom.\nf*** <?\u00a3>$\n14\n Gross Tonnage Increased\nA revision of the gross tonnage estimate of the Empress of Scotland\nshows an increase of 280.75-tons from\nher pre-war 26,032.28-tons as the Empress of Japan to her present 26,-\n313.03-tons, Canadian Pacific Steamships reports.\n24\nOfficials of the Company, in releasing further figures on the completely\nrefitted luxury vessel said that passenger accommodation on the ship\nhad been reduced from 1,115 to 663 in\norder to afford more luxurious accommodation.\nWjLU     'ffO.\n CONDUCTOR  RETIRES \u2014 BUNNY  CARRIES ON\nTwo \"Sandy's\" Reach Parting of the Ways\nWHEN Conductor Angus R. \" Sandy \"\nMcDonald of the London division\nretired recently after 37 years of Company\nservice, his retirement drew an exceptionally large press coverage. Much of the\neditorial interest was occasioned by Mr.\nMcDonald's pet rabbit, also named Sandy,\nwho had kept the veteran conductor company for the past four years.\nSeveral large dailies carried the story of\nthe two \" Sandy's\" which was based on\nthe original appearing in the London Free\nMr. McDonald joined the Company as a\ntrainman on the London division on July\n22, 1912 and was promoted to conductor\non July 12, 1923. He had been employed\non the London division throughout his\ncareer and had been on wayfreight service\nbetween London and Windsor since November, 1945.\nFor the benefit of our readers we reproduce herewith the story of Sandy McDonald and Sandy the rabbit, as it appeared\nin the London Free Press, and through the\ncourtesy of that newspaper.\nWorld's  Most Travelled  Rabbit\nSandy, named after C.P.R. Conductor A.\nR. \" Sandy \" McDonald who made his last\nrun on the way freight between Windsor\nand London recently, is neither a dumb-\nbunny nor a cwazy wabbit even if he is\nhare-brained.\nConductor McDonald completed 45 years'\nrailroad service; Sandy (the rabbit) completed four years and 100,000 miles of\ntravel \u2014 which makes him, according to\nConductor McDonald, not only the only\nrabbit to ride a caboose regularly, but the\nworld's most travelled rabbit.\nHe is smart\u2014because he's staying in the\nservice\u2014scorning invitations to retire \" and\nraise a family.\" Sandy has resisted all\nefforts to persuade him to leave his adopted\ncaboose since he first was found by former\nbrakeman Lyle McLaggan.\n\"Dumb-Bunny\"  Once\nMcLaggan, among a reception committee\nof 15 or more conductors to meet retiring\nConductor McDonald at the Adelaire street\ncrossing, related that Sandy the rabbit displayed himself only once as a dumb bunny\nREASONABLE REQUEST\n\"Would you mind cracking a walnut?\n-^-and that was when he sat square in the\nmiddle of the railroad tracks out of St.\nJoachim, forcing the train, engineered by\nCliff Knox, to a halt. The brakeman retrieved him and since then he has made\nhis home in McDonald's caboose.\n\" He can be excused for his slight error\nin judgment in picking such a place to sit,\"\ncommented McLaggan, \" after all\u2014he was\nonly two days old then.\"\nApparently Sandy has grown progressively more intelligent as time passed by.\nInstead of sitting between the rails, he\nnow has a special perch on the desk where\nMcDonald used to fill out forms called\n\" conductors' checks.\"\nEver-Ready\nWhenever the train whistle blows or the\nengineer \" whistles off,\" Sandy knows a jolti\nis coming. He braces his feet and lifts his\nears up to their full eight inches.\nMr. McDonald said he has never seen\nSandy budge an inch when the train started .. . he's got lots of footage!\nThe doors on the caboose and attached?\nbaggage car are never closed in front of\nSandy. Once, a short while after he wa4\npicked up at St. Joachim, his railroad keep-*\ners decided that since the spring had jusfo\ncome it would be a good idea to let him}\ngo wild again and perhaps find a lady-*\nfriend and eat grass with her. However,\nwhen the whistle blew and the train started,\nSandy scrambled madly on a sheet of thin)\nice and snow by the siding, collected hiaj\nbig hind feet and made \" very rapid rabbit)\nThe two \"Sandy's\"\n-\u2014 conductor Sandy\nMcDonald and Sandy\nthe Rabbit \u2014 are\nshown here just before they parted company on the occasion\not Mr. McDonald's\nretirement. They had\nbeen together for\ntour years.\nIn Mr. McDonald's\nhands is the conductor's check book\nwhich the temperamental bunny chewed\non before being photographed. The rabbit\nhas travelled over\n100,000 miles on rail\nruns between London\nand Windsor. Mr.\nMcDonald joined the\nCompany in 7972.\ntracks\"   in   the   direction   of   the   warm\ncaboose.\nOnly for Photographs\nSince that day, railroaders on the London-Windsor run swear, he hasn't left the\ncaboose\u2014except occasionally to be photographed.\nSandy spends a reasonable portion of\neach day in a sand-box provided appropriately for his use in the baggage car. The\nrest of the time he eats. His diet includes\nbananas, fruit cake, raisin cookies, grass,\nbranches and weeds . . . and he chews gum\nfor dessert.\nSandy, though photogenic, is temperamental. He demonstrated his annoyance\nat so many visitors in his private caboose\nand baggage car by ferociously chewing\nMr. McDonald's conductor check book. His\nintemperate behavior vented, he allowed\nhimself to be photographed at McDonald's\nshoulder.\n\"Rabbit\" Service as  Usual\nSince he is remaining in service as permanent custodian of the caboose, railroaders assured the Free Press there would be\na continuance of the same \" rabbit\" service between London and Windsor.\nThe reception committee meeting Mr.\nMcDonald included conductors D. M.\nChambers, Jack Taylor, Jim Robinson,\nJohn Bradley, E. C. McAuley, George\nCunningham, Alex Green, Lyle McLaggan\nand H. G. Clampitt. Mrs. McDonald, Keith\nMcDonald, a son, and a brother, John A.\nMcDonald were also present.\nSpanner \u2014 May, 1950\n11\n N. R. Crump Addresses Toronto Convention\nCompany Vice-President Stresses That Safety\nIs the First Law of all Railway Operations\nLOST time injuries among the employees of the Canadian Pacific Railway\nwere reduced 60 per cent in the past five years through an organized safety\nprogram, N.R. Crump, of Montreal, Vice-President and Director of the Company, said when addressing more than 2,000 members of the Industrial\nAccident Prevention Associations at their annual convention at the Royal York Hotel, Toronto.\nThe vice-president said that the ratio of 11.2 ranking\ninjuries per million man hours worked did not appear\nfavorable when compared with many large industrial\nplants with excellent records of no lost time injuries over\nlong periods, but he drew attention to the multitude of\noperations performed on a railway by employees functioning largely without direct supervision.\nBriefly, Mr. Crump enumerated the types of rules which\nare necessary to operate trains. These, he said, provide the\nprimary  protection  to  patrons   in   both  passenger   and\nfreight services. In addition, innumerable improvements\nover the years in motive power, rolling stock, road-beds,\nand   signal   systems,   have   provided\ngreater safety in train operation and\nenabled a considerable speeding up of\ntraffic.\nThe railways from the beginning\nendeavored to instil into their employees the need for safe transporta-'\ntion of passengers, he said, and railway officers have always considered\nthis to be number one in their list of\nduties.    Employees    are    constantly\nN. R. Crump\nsubject to efficiency tests or surprise\nchecks, made without prior knowledge of the employee, which give a\ngood indication of the employees performance under normal conditions.\nOutlining the Company's safety organization Mr. Crump said a safety\nofficer is attached to each regional or\ndistrict headquarters with a safety\nbureau  at Montreal   where statistics\nare compiled and data and literature\ndistributed to the line. He made\nspecial mention of the two safety instruction cars, theatres on wheels,\nwhich are used to reach men in outlying districts.\nThe relationship between industrial\nsafety and successful business was\nemphasized by Mr. Crump. The best\nfactory in which to work is likely to\nbe the one which is running at a\nprofit. The one which is not, is likely\nto cut down on the provision of safety devices and safety measures. At\nthe same time, there is no profit in\nthe highly competitive business of today to be made out of workers permitted to become casualties of industry.\n\"Considering the importance to the\ncommunity of maintaining the full\nproductive power of skilled workers,\ncan there be any doubt that it is in\nthe common interest that employers\nshould be permitted such rates of\nprofit that they can use the working-\nhours of their employees to the best\nadvantage, which means with the\nleast interruption by casualties,\" he\nasked.\n\"The installation of safety measures and safety appliances is the\ngenuine contribution to the everlasting task of increasing the production\nof the nation which in turn means\nthe raising of the standard of living\nof the people,\" he said.\nHAVE  YOI A  SCGGESTION?\nClip this form and send it to the Suggestion Bureau, Windsor Station, Montreal, with any suggestions you may think would\nbe beneficial to the Company. ;\nAll kinds of suggestions are welcome but at this time the Bureau would particularly like to have ideas which would\naccomplish one or all, of the following:\n1. Elimination of unnecessary work.\n2. Reduction in expense without sacrificing efficiency.\n3. Improvement in service to public.\nI would like to suggest\nDate: ...\t\nHome Address: Signature\nOccupation:\nIn developing: suggestions it is a good plan first to outline the present practice and to say what you think wrong with\nit; then to suggest the improvements you have in mind and recite the advantages of them. Enclose a separate\nmemorandum if above space insufficient.\n12\nSpanner \u2014 May,  1950\n t\nHigh tribute was paid by a large gathering of friends in\nthe fields of industry and transportation, joined by Company\nassociates, at a testimonial luncheon to honor C. B. Jefferson,\nvice-president ot traffic, on the occasion ot his promotion to\nthat post. The event took place on April 24 at the Royal York\nHotel, Toronto.\nAbove are reproductions from the testimonial luncheon\nmenu which also included a resume ot the highlights in Mr.\nJefferson's long railway career.\nCongratulations!\nUpon the occasion of your well deserved promotion to\nVice-President, Traffic Department of the Canadian\nPacific Railway Company, we desire to congratulate you\nupon the outstanding success which has crowned your\nefforts, and at the same time, express hope that you may\nbe spared for many years to come, to render still greater\nservice in the Transportation Field, for which you are so\neminently qualified.\nH. iH. Ayer\nT. F. Aust\nH. W. Blahout\nG. W. Brown\nS. B. Brown\nW. R. Caldwell\nA. R. Carey\nT. H. Coppin\nJ. B. Coulson\nF. W. Dean\nJ. B. Dolphin\nA. F. Downey\nW. Ferguson\nR. J. Fitzgerald\nK. Freeman\nH. B. Ganton\nA. J. George\nF. H. Gore\nJ. M. Graham\nR. Halliday\nC. A. Harper\nC. D. Harrison\nJ. H. Hiscox\nF. W. Hobbs\nW. Jackman\nN. Jefferson\nC. La Ferle\nS. W. Mayhew\nJ. 0. McKerrow\nR. W. McLeay\nC. W. Middleton\nE. V. Morphet\nA. E. Morson\nS. V. Musselwhite\nJ. C. Noseworthy\nC. R. Patterson\nG. Paul\nW. J. Rae\nJ. Redmond\nL. M. Reilly\nJ. Ritchie\nF. T. Rosebrugh\nT. F. Rahilly\nJ. G. Saunders\nW. Smallacombe\nF. D. Tolchard\nJ. M. Varty\nF. A. Waghorne\nH. H. Weese\nE. N. White\nR. Winfield\nL. A. Williamson\nCANADIAN PACIFIC RAILWAY ASSOCIATES\nF. Buchanan\nE. D. Campbell\nJ. E. Coulter\nG. N. Curley\nC. N. Ham\nJ. Johnson\nH. A. Lee\nJ. I. Lord\nJ. R. Ross\nD. S. Thomson\nA. Walker\nEach item on the original menu was cleverly named to\nrepresent some aspect or familiar term in the recent freight\nrate cases. In responding, Mr. Jefferson made humorous references to each \"dish\". He commented also on the friendship\nthat exists between carriers and industry, and that to demonstrate friendship and goodwill it was not necessary to sacrifice\nthe  best  interests  of  the   Company.\nStuart Brown, Manager, Transportation Department, Canadian Manufacturers' Association, acted as chairman.\nWpg. Conductor Retired\nR. H. Douglas, conductor, of Winnipeg, retired recently on pension\nafter nearly 50 years' service. He\nstarted as a clerk at North Bay, Ont.,\non September 1, 1900, and for many\nyears was a brakeman at Kenora.\nPlace Viger Foreman Retires   En*e|,s Retirement\nW. Halton, car foreman at Place\nViger Station for 37 years, retired\nrecently at the age of 65 years.\nAbout 150 people were on hand to\nsee Mr. and Mrs. W. Halton, receive\na purse, and a box of red roses. He\nalso received a cheque from the Employees Mutual Benefit Society.\nTom Warner, claims clerk at Moose\nJaw, Sask., retired recently after 36\nyears' service. Active in civic affairs,\nMr. Warner is a member of the public and collegiate-vocational school\nboards, and also served in both World\nWars.\nSpanner \u2014 May, 1950\n13\n WHAT'S YOI1R  SCORE?\nACROSS\n1   A  small  sweet  cake\n5   Inordinate self-regard\n9 A native of a large Arctic Island\n13 A seat of dignity\n14 A remnant\n16 Steamship  (abbr.)\n18 Pert, to Mt. Atlas\n19 Before\n21   Strength   of   electric   current   measured\nin amperes\n23  A believer in baptism by immersion\n26 Brother of  Jacob\n27 The ear   (comb, form)\n28 Exist\n29 Postponements\n31 A card game\n32 Amount   (abbr.)\n33 A C.P.R. station in Ontario\n35 Sixth note of scale\n36 For example   (abbr.)\n37 Persia\n39 A star that shines suddenly with  more\nthan  usual  strength\n40 Bill of exchange   (abbr.)\n41 A small  inflamed swelling  on  edge  of\neyelid\n42 A large lake in Ontario\n45  That which re laces\n49  Vessel  for heating a small  quantity of\nliquid\n51   Whether\n53 Crafty\n54 Bland\n55 Seventh letter of Greek alphabet\nEdible plants with bulbous roots\nFrom\nEither side of a triangle\nA man's nickname\n62 Covered with ice\n63 The brightest of all stars\n65  A pinch of gunpowder wrapped in paper\n67  A rowdy or ruffian\nThe sound uttered by doves\nA sound make by lungs in bad condition\nTapestry hanging at back of throne\nA state in the U.S.A.\nA tavern\nBefore noon   (abbr.)\n79  Make suitable\n81   Having a beard\n56\n57\n59\n61\n69\n71\n72\n74\n76\n78\n18   By\n20 Fish eggs\n21 Competent\n22 Again (pref.)\n23 A  person  that  gathers  odds  and   ends\nfrom the sands at the shore\n24 A native camp in New Zealand\n25 Past of send\n27  Often   (poet.)\n30  A storing structure for fermenting fodder\n32 A wide street\n34  If we bank a cheque we don't want it\nto come back marked  \u2014\n38  Tbe    proportion    of    one    quantity    to\nanother\n40  Forbid\n83  Most   important  of  all\nbaseball   games\n43\nSick\n(two words)\n44\nA lens to assist the sight\n84  Half of em\n46\nA seed  covering\n87  Type measure\n47\nA state   (abbr.)\n89 Verb   neuter   (abbr.)\n48\nA C.P.R.  station in Ontario\n90  A C.P.R. station  in Ontario\n50\nA  denial\n93   Root form or primary meaning of a\nword\n52\nThere is one on every train\n56\nLubricant\nDOWN\n5\u00ab\nRemote in distance\n1   A vile person\n60\nDepart\n2 A bone of the forearm\n64\nEgyptian Sun god\n3  Sort\n66\nAn  ancient stringed  instrument\n4  Opposite of haw\n68\nTo exceed  in  running\n5   Energy\n69\nPursues\n6 A tall grass\n70\nA deep hole\n7 Traders   (pi.)\n72\nDaybreak\n8  An  appointment\n73\nSum up\n9 A pronoun\n75\nA C.P.R. station in Alberta\n10  Symbol for nickel\n77\nCompass point\n11   District of  Columbia   (abbr.)\n80\nPrince Edward   (abbr.)\n12  To try  again\n82\nNot; without   (pref.)\n15  Title  of  Turkish  ruler\nof Algiers\nprior\n88\nMother   (colloq.)\nto 1830\n89\nRailroaders refer to a cabose as the\u2014\n1 6  Public roads\n91\nEnglish   Translation    (abbr.)\n1 7  To pose for an artist\n92  Number   (abbr.)\n14\n* Here's one made to order for\nall you fans who thrill at the sight\nof an iron horse\u2014even though it be\nlittered with letters. Sixth in a series of\nCompany crosswords by Alex Macdonald, our\nagent at Lonsdale, Ont., it should test your knowledge of subjects ranging from stations in Ontario to\nletters in the Greek alphabet. Now go to it and good luck.\nYou'll find the answers, but don't look too soon*, on page 34.\nSpanner \u2014 May,  1950\n First of 58 Streamlined Diesels for Schreiber Division\nNew Units Mark Commencement of Important Diesel Program\n->\nture of the 124-ton locomotives, he\nsaid, is of Canadian rolled steel,\nnickel is contained in all high tensile\nparts such as floor frames and trusses,\nvalves, camshafts, crankshaft and in\nthe stainless steel manifold cover.\nPistons are of Arvida aluminum.\nN. R. CRUMP, vice-president of the Canadian Pacific Railway, took\ndelivery at the end of March from Montreal Locomotive Works of the first\ntwo units of a $12,000,000 total order for 58 streamlined locomotives with\nwhich the Company will dieselize its 517-mile Schreiber division between\nCartier and Fort William on Lake Superior's rugged north shore.\nIn a brief significant ceremony, Mr. Crump formally accepted the first units\nof the largest order for this type of diesel equipment ever placed by a\nCanadian railway from Sir Frederick Carson, executive vice-president of the\nMontreal Locomotive Works, which will supply 44 units of the total order of\n58. Other C.P.R. Officials present included G. N. Curley, general manager of\nthe eastern region, Toronto; L. B. George, assistant chief of motive power and\nrolling stock and F. A. Benger, also assistant chief of motive power and rolling\nstock.\nMarking a further step in its fast-\ndeveloping dieselization program, the\ndeliveries see the Canadian Pacific\nembarked on dieselizalion of a long\nand important section of main line\ntrack. Already the Company has completely powered its subsidiary Esquimau and Nanaimo Railway on Vancouver Island with internal combustion engines and steam has given\nplace to diesel on the 171-mile section\nof the important Montreal-Boston\nrun between WTells River, Vermont,\nand Montreal.\nThe two latest road switcher locomotives, Mr. Crump pointed out, together with two more of the same\ntype, are the first of the order. The\nbalance of the order will include 20\nstreamlined 1500-horsepower road\nfreight \"B\" units. The \"A\" units are\ncapable of working alone or in conjunction with the \"B\" units for added\npower. Delivery of these powerful\nlocomotives will be continuous\nthroughout the spring and summer.\nAs such, he said, they mark the start\nof a new industry in Canada \u2014 the\nproduction of diesel locomotives in\nCanada by Canadian workmen using\nCanadian materials. They are also\nthe first of their kind to be built on a\nproduction basis in Canada.\nSeventy Canadian firms, declared\nSir Frederick Carson, in handing over\nthe two units, supplied materials used\nin the new Canadian-built diesels, the\nCanadian General Electric Company\nsupplying all electrical components.\nNickel from Sudbury, steel from Sault\nSte. Marie and Hamilton, copper\nfrom Noranda, aluminum from Arvida and lead \u2014for the batteries \u2014\nfrom Trail, British Columbia, illustrated the extent and diversity of\nCanadian products used in construction, Sir Frederick said. Main struc-\nThose who inspected the new diesel\nroad switchers as they ran off the\nassembly line saw a compact \u2014 55-\nfoot long \u2014 unit adaptable to freight\nand passenger train operations as well\nas to terminal and yard switching,\npowered by 1500-horsepower engines\nand the entire weight of 124 tons carried on four pairs of driving wheels\nto give maximum tractive effort. Most\nversatile of modern diesels, the units\nmay be coupled together and operated\nin multiples of two, three or four\nunits, providing up to 6000 horsepower for heavier main line operation.\nRealizing that the Schreiber division cuts through one of the coldest\nparts of Canada the diesels have been\nwinterized after consultation with\nCanadian Pacific Railway engineers\nand the National Research Council at\nOttawa.\nTHE FIRST TWO: Diesel locomotives ot a total $12,000,000 order for 58 units\nto dieselize freight services on the C.P.R.'s Schreiber Division, were delivered to the\nCanadian Pacific Railway at the plant ot the Montreal Locomotive Works recently.\nN. R. Crump (left), vice-president ot the Company is shown formally accepting the\ntwo 1,500 horsepower road switchers from Sir Frederick Carson, (centre), executive\nvice-president, Montreal Locomotive Works with G. N. Curley, general manager\nEastern Region, C.P.R. The two locomotives, together with two more of the same\ntype will be used mainly for hauling way-freight on the rugged 517.5-mile Schreiber\nDivision north of Lake Superior. Forty streamlined units are also on order from the\nsame plant.\nSpanner \u2014 May, 1950\n Line First Opened 1850\nCompany Celebrates 100th Anniversary of Oldest Rail Section\nTHE 100th anniversary of the oldest stretch of track on the Canadian\nPacific Railway's 20,000-miles of line, was celebrated on May 1 this year.\nAlthough the Canadian Pacific was only completed as a transcontinental\nline in 1885 and actual construction was started only four years previous\na number of smaller lines were incorporated into the transportation network\nduring the period of linking the two coasts of Canada.\nAmong these was the St. Lawrence and Industry Village Railway, which\nran from Lanoraie, on the St. Lawrence River, north to what is now known\nas Joliette. The original line, first opened to the public on May 1, 1850, is\nnow an integral part of the C.P.R.'s St. Gabriel subdivision, which runs\nnorth from Lanoraie Junction to St. Gabriel in the Laurentian mountains.\nThe run from Lanoraie Junction,\nwhich is just over 50 miles east of\nMontreal on the line to Quebec City,\nto St. Gabriel is just over 27 miles\nand from the junction to Joliette, the\npart of the original St. L. and I.V.\nRailway which is still in use, is about\neight miles.\nWhen opened, the railway was the\nfirst in Canada that was not a portage line, in other words it did not\nrim from one body of water to another to speed traffic, but serviced a\ntown, Industry Village, or Joliette as\nit is known today, inland from the\nSt. Lawrence River.\nThe line was founded by Barthel-\nemy Joliette, after whom Industry\nVillage is now named, in 1847, but\nconstruction took three years. Five\nmiles of the line, from Lanoraie Village to Lanoraie Junction, was abandoned when the Quebec, Montreal,\nOttawa and Occidental Railway 'built\nthrough Lanoraie Junction in the\nlate 1870's, but the original roadbed,\neven on the abandoned part can be\nseen leading from today's Canadian\n' Pacific line south to the river.\nThe Q.M.O. & O. Railway acquired control of the 100 year old line in\n1880 and a year later purchased it\noutright. The Q.M.O. & O. then became the North Shore Railway and\nin 18\"85 was transferred to the Canadian Pacific for operation.\nThe first locomotive in use on the\nline was the \" Dorchester\" built in\n1835 by Robert Stephenson in England, and first used on the Champlain\nand St. Lawrence Railroad, the first\nrailway in Canada. She was a far cry\nfrom today's streamlined Jubilee and\nRoyal Hudson engines which pull\ninto Lanoraie Junction for the transfer to the St. Gabriel line\nThe diminutive \" Dorchester \" was\nsoon joined by the \" Jason C. Pierce \"\na locomotive built in Philadelphia. A\nsketch of the St. L. and I.V. line at\nthat time shows the formidable looking \u25a0\u2022 Pierce \" hauling a 12-foot long,\nfour-wheeled baggage car and a 24-\nfoot long, four-wheeled passenger car.\nGovernment reports for 1859-60\ngive the average length for passenger\ntrains on the line as two cars, while\nfreight trains averaged all of six cars\nin length! Average speed in those\ndays for St. Lawrence and Industry\nValley Railway trains was a rocketing nine miles per hour.\nr(llfV\\\/\u00a5VW\u00a5\u00a5W\u00a5VW\u00a5W?Wfl\u00a5\\r\u00a5?\u00a5\u00a5\u00a5\u00a5\nAVERTS  TRAGEDY\nNear Nobel, Ont., trains fascinated two-year-old Linda Ann\nCurtis as she sat in her playpen and watched them pass her\nhome.\nShe decided to have a closer\nlook. She sat in the middle of\nthe tracks.\nNelson Leach, Company engineer, spotted the child \u2014 because of a red snowsuit \u2014 and\nstopped his train two car-\nlengths from [Linda. A brake-\nman carried the youngster home.\nrAWATATATATATATAyATATATA\u00a5AVATATA\u00a5A\u00a5AyATATAyAyA\u00a5ATA\u00a5A\u00a5ff\nCIE.-D0 CHIMIN A RmL6 \"150 ST. LfttfflBJT ETTW VlUftfcE TMt*)\u00a3rtllE\n^-a.U\u00bbtfBLl_\u00a3E-  \\i-!<3*9\nAbove is reproduction ot the early type ot motive power and\nequipment used on the Company's oldest stretch of rail. Unfortunately specifications of the locomotive (The Jason C.\nPierce) are not readily available. The baggage car immediately\nin front ot the coach is  72 feet long, eight feet in width and\nten feet high. The passenger car is 24 feet long, eight feet in\nwidth and eleven feet high, with overall weight placed at 3,500\npounds. The average length ot freight trains during the late\n1850's was six cars, while two cars made up a passenger train.\nAverage speed of trains was 9 m.p.h.\n10\nSpanner \u2014 May,  1950\n cowteCNONG\nMOtTIEM.\nliliPllC\nRAILWAY\nirfi1 - '\u2022\"  liiiil\"-\nr.HAlNS  AijrffvF   WINDSOR  STREET\nr?19.M.PLACE..V;iGER\"sTAT<-\n\/\/ you're planning a trip to Boston,\nChicago, Ottawa or Pointe Claire, don't\nset your schedules by the above timetable. It happens to be slightly more\nthan half a century old!\nDated 1900, the old timetable was\npresented to the late assistant superintendent, J. Stanley ot Montreal Terminals, by the late stationmaster Couture at the time of the tatter's retirement\nseveral years ago.\nThe original timetable, suitably framed, today hangs in the chief traffic supervisor's office in the Montreal Terminals'\nPark Avenue station.\nCereal, Bacon, Vegetable, Desert,\nTea, Coffee and Sugar is not a\nrestaurant menu, but the names of\nseven railway stations in the United\nStates.\n\u2666\u2666*       \u2666\u2666\u2666       \u2666\u2666\u2666\nRailroads such as the C.P.R. buy\nand use more than 70,000 different\ncommodities, ranging from small\nstraight pins to giant locomotives.\nSpanner \u2014  February - March,   1950\n RADIO STARS FEATURED OH PROGRAM\nD. S. Thomson Addresses Toronto Luncheon Club\nCourtesy   Is   Still   a   Valuable   Asset-\nVice-President    Tells    Club    Members\nTHE ANNUAL Christmas luncheon of the Canadian\nPacific Luncheon Club of Toronto almost filled the\nspacious concert hall of the Royal York Hotel. The\ngathering of employees and their wives and families\nnumbering 538 thoroughly enjoyed an exceptionally brilliant musical program as well as the traditional Christmas fare.\nD. S. Thomson, Vice-President, Eastern Region,\nextended the season's greetings in a short talk in which\nhe urged ail employees to remember the value of courtesy\nin serving the public.\nHe reminded the gathering that in business the \" buyer's market \" prevailed again, and the customer was going\nto the company which supplied its product cheerfully and\nexpertly.\n\" The cheery personality will get the business,\" he said.\n\"We want the business and need it to provide our bread\nand butter.\n\" When we secure the traffic, our work is only half\ndone. It is then our duty to render the standard of service to destination for which the public pays us cold,\nhard cash,\" he said.\nA record gathering attended the 7949 annual family Christmas party of the Canadian Pacific Luncheon Club of Toronto\nat the Royal York Hotel. A section of the huge turn-out is seen\nabove in the Royal York concert hall.\nHead table scene with D. S. Thomson, vice-president, Eastern\nRegion, addressing the record assembly. Shown from left to\nright: J. Johnson, manager, Royal York Hotel; Mrs. Thomson,\nInspector O. F. Gellizeau, president of the club; Mrs. W. J.\nHallarn; W. J. Hallarn (behind light stand), general auditor\nExpress Company; W. F. Koehn, general superintendent, Ontario District; Dr. H. A. Beatty, retired chief surgeon; W. F.\nSaunders,   personnel   representative.   Eastern   Region.\nMr. Thomson congratulated the officers of the luncheon club on its splendid success in 1949 when a record\naverage attendance of 256 per meeting was reached.\nHis sentiments were echoed by W. J. Hallarn, general\nauditor, Canadian Pacific Express Company, who spoke\nin place of J. E. Coulter, president of the Express Company, who was unavoidably absent. It was the first Christmas luncheon in 15 years that Mr, Coulter had missed.\nAlso at the head table were Mrs. D. S. Thomson, Mrs.\nW. J. Hallarn, W. F. Koehn, general superintendent,\nOntario District, and Mrs. Koehn; W. F. Saunders,\npersonnel representative, Eastern Region, and Mrs.\nSaunders; Jack Johnson, manager, Royal York Hotel, and\nMrs. Johnson; J. A. Walford, general superintendent,\nExpress, and Mrs. Walford; Dr. H. A. Beatty, retired\nchief surgeon; E. H. Banks, retired press bureau representative. The meeting was under the chairmanship of\nInspector 0. F. Gellizeau, president of the club.\nMr. Saunders, as president of the club for 1950, was\nintroduced to the meeting.\nCanadian Broadcasting Corporation radio stars George\nMurray and Margaret Kerr, and the popular cornetist,\nCapt. Ernest Parr of the Salvation Army, provided the\nmusical entertainment, accompanied on the hotel's great\nconcert organ by Horace Lapp, Toronto organist and\norchestra leader. The musical program was under the\nable direction of A. R. Cannon, real estate department.\nSpanner \u2014 February - March,  1950\n Thousands Inspect Diesel on Test Run\n* * *\nMakes B.C. Debut in Howling Sub-Zero Blizzard\nIN A howling sub-zero blizzard at\nField, B.C., January 12, Canada's\nwesternmost province had its first\nlook at a giant 359-ton three-unit\ndiesel locomotive which had been\nloaned to the Canadian Pacific for\ntest purposes. The diesel, which had\npowered the Company's \"Dominion\"\nNo. 7 from Montreal, was \"reviewed\"\nduring its stopover at Field, enroute\nto Vancouver.\nWith the temperature at 14 below\nzero at the foot of Field's \"Big Hill\",\nweather conditions were ideal for\nmany tests by which the C.P.R. and\nGeneral Motors technicians and officials could judge the efficiency of the\nlocomotive's performance under demanding mountain operating conditions.\nDespite \"crisp\" temperatures, residents of Field, Golden, Revelstoke\nand other points, turned out in droves\nto view what may be the herald of a\nnew era in Canadian railroading.\nFor the majority of on-lookers, it\nwas their first glimpse at a locomotive of this type. They stood in awe\nof its powerful but sleek-looking lines,\nand the manner in which it slid silently by the station platforms. The one\nthing which apparently impressed very\nstrongly was the locomotive's horn,\nso unlike the steam whistles otherwise known throughout the mountains.\n\"Sounds like a boat whistle\", said\none grizzled, icicled Field veteran.\nBut of the locomotive he said, \"she\nsure looks like a dandy\".\nEngineer \"Pete\" McDougal, of\nRevelstoke, asked how he liked the\nnew engine, replied, \"I was born 30\nyears too soon\". McDougal has been\nwith the Company over 40 years.\nAt Revelstoke officials expressed\nthemselves \"very satisfied\" with the\nperformance of the test diesel. Further tests are to be made with the\nlocomotive on its east-bound trip.\nBritish Columbia officials who met\nthe test locomotive at Field included\nChas. Reid, superintendent, Revelstoke, George Nowell, district master\nmechanic, Vancouver, R. A. Davis,\ndivision master mechanic, Revelstoke, S. T. Lea, road foreman of\nengines, Vancouver.\nD. S. Thomson, right, vice-president,\neastern region, and F. M. Donegan, general superintendent, Algoma district,\nstand beside the huge three-unit locomotive during test runs in the east. This\ntype of motive power will be installed\non Schreiber division later this year.\nDiesel   Is   Big   Hit\nAll Along the Way\n\u2022 The big reception accorded the\n\"test diesel\" on the Pacific region\nwas typical of the interest it attracted at other Company points in\nboth eastern and western Canada\u2014\nparticularly at the larger terminals\nand  divisional  points.\nThose reviewing the sleek 359-ton\nmobile \"powerhouse\" included railroad men of practically every description as well as thousands of interested spectators in other walks of\nlife. Few were more enthusiastic than\nthe droves of young boys (many of\nthem aspiring young engineers) who\ngave their 4,500-h.p. hero a worshipful going-over during noon recesses and \"after four.\"\nThe engine was spotted at conveniently accessible points while on\npublic exhibit. At Winnipeg, for instance, it was spotted on the south\ntrack of the subway over Main Street\nfrom 10.00 a.m. until 7.30 p.m., adjacent to the Royal Alexandra Hotel.\nThe three units of the diesel were\naccompanied by a latest type day\ncoach and roomette sleeper.\nBecause of unusually severe weather conditions prevailing throughout\nthe Pacific Region, the diesel-power-\ned transcontinental train was handled\nwith the greatest care to prevent possible freezing and stalling owing to\nzero winds and drifting snow. A preceding passenger train out of Field for\nVancouver required \" pusher \" help to\nlift it out of hard, wind-packed snow\nwhich had drifted under the coach\nwheels. The diesel, however, after\ntaking a supply of water for its heating plant, and fuel for its motors,\nproceeded on its journey without\nhelp.\nUp the grade through the five-mile-\nlong Connaught Tunnel, and bucking\nthe 40-m.p.h. wind from the tunnel's\npowerful fans, the diesel moved effortlessly and steadily, maintaining the\n30 m.p.h. speed limit through the\n\" big hole \".\nThe cab-in-front arrangement of\nthe test diesel provided a new thrill\nfor engineer and fireman operating\nthe locomotive over the mountain\nsubdivision from Field to Revelstoke.\nFor the first time they were able to\nobserve both sides of the track which\nsnakes through 125 miles of spectacular railroad setting, with its numbers of snowsheds and tunnels.\nHundreds from Revelstoke, long\nthe \" home \" of the giant 5900-class\nsteam locomotive, turned out to view\nthe streamlined diesel with a mixture\nof admiration and curiosity. The\ntrain remained at Revelstoke for the\nregulation 20-minute stop and many\ntook advantage of the opportunity to\ninspect the locomotive cab and examine the interior workings of the\npower units.\nOn arrival at Vancouver the following day (Friday, Jan. 13), the\ndiesel was shopped and checked, and\non Saturday was placed on exhibition\ntogether with selected passenger\nequipment, including one of the latest-\ntype day coaches.\nDuring the exhibition, which was\nstaged from 10.30 a.m. until 3.00 in\nthe afternoon, an estimated 4,126 persons braved the near-zero temperature of one of Vancouver's coldest\ndays, and thronged the station platform for a close-up view of the\nstreamlined giant.\n10\nSpanner \u2014\u25a0 February - March,  1950\n New Postwar Features\nHave Speeded Up Work\nAnd Increased Efficiency\nIn Department's Functions\n\u2022     *     \u2022\nView  ot  branch   office  of  purchasing  department\nlocated  in   main  office  building  at Angus  Shops.\nThis office handles all matters in connection with expediting shipments.\nIts close contact with the main stores\nand shops has eliminated much paper\nwork and definitely improved facilities for providing the service which\nthe purchasing department feels\nshould be given to other departments\nof the Company when supplies are\nurgently needed.\nThe Angus office serves a double\npurpose. It is being used as a field for\npractical experience. The staff\nlocated there pays\nregular visits to\nthe stores and\nshops and, in that\nway, actually sees\na lot of the material with which it\ndeals from day to\nday. Here again\nthe rotation plan\nenters the picture,\nit being the purchasing department's practice, as\npart of the general\ntraining plan, to\nallow various\nmembers of the\nstaff a certain\namount of time in\nthe Angus branch.\nThe final steps in purchasing are\nchecking of merchants' invoices and\nrecording of prices. With many thousands of items to contend with these\nfunctions pose a quite difficult problem. To begin with, it is essential to\nhave properly trained personnel, because at this stage really important\nsavings can be effected through intel\nligent investigation and carefully prepared records.\nPrice recording in a Company such\nas ours is not a simple matter. A\ncomplete record of competitive prices,\nboth past and present, must be maintained, and to do this successfully on\na large scale requires a lot of thought\nand a good system. The methods now\npractised in the purchasing department were developed and instituted\nfollowing   an   extensive   study,   and\nthey are probably as up to date and\nefficient as any yet devised. Based on\na complete material catalogue, which\nclassifies all equipment and materials\nused by the Railway, the present price\nbooks provide a quick, accurate\nmeans of determining the cost of any\ngiven item.\nIt is also possible to tell at a glance,\nfrom a single sheet of paper, the various sources of supply and their competitive position from a price standpoint. The time saved and the advantages derived from such a system\nallows the purchasing department to\nhandle a heavy volume of work with\nlittle danger of error, and this, in\neffect, means that the millions of dollars spent by the Company each\nmonth is carefully checked to see that\nwe receive full value in the form of\nfair prices and quality supplies.\nThis is the postwar purchasing department, an organization geared for\ntoday and with definite plans to meet\ndemands of the future.\nSecretarial Room\nof the purchasing\ndepartment located\nin Windsor Station,\nMontreal.\nStationery  branch   of  the  purchasing   department   located   on   the   ground   floor\not Windsor Station adjacent to the stationery stores.\nSpanner \u2014 April,  1950\n Men Against the Storm\nBlizzards and Unprecedented Cold\nMake Railroading \" Nightmarish \"\nOn Prairie and Pacific Regions\nBy Jack Maunder and John Magor\nIT SHOWED on the train sheets as \"Train 1 delayed\n\"  3 hours account broken drawbar.\"\nReading it in a warm office you might well wonder how\nit could take three hours to fix a broken drawbar. Watching the job with the mercury standing at 40 below and\nbiting winds whipping sleet snow into the faces of the\ntrain crew, you might well wonder how they managed to\nget it done at all.\nYet this is just a sample of the manifold headaches\nmeted out by the elements to railroaders on the prairie\nregion during a sustained period of extreme cold unprecedented in 75 years.\nThe Alberta district was singled out for a particularly\nsevere drubbing by the elements. That normally temperate\ndistrict, home of the famed Chinook, got so much snow\nand frigid weather that even traditionally high-spirited\nCalgarians gave up trying to laugh it off.\nStill another battle of men against the elements was\nbeing waged on the neighboring Pacific region with the\n27-mile section of track between North Bend and Yale the\nmain theatre of operations. Along this mountainous stretch\nof the Fraser canyon a 50-car freight train was half\nburied by cascading snow.\nCounter attacking with traditional courage on all fronts\nwere the gallant men who make up the railroad forces.\nFew employees were not affected in some way by the\nunruly elements and resulting traffic tie-ups. When the\nbattle was finally won the record of the Company's per-\nPlow battles its way\nthrough drift-clogged\nlines at Pincher,\nAlta., one of hardest\nhit areas on prairie\nregion.\nsonnel in the face of such adversities was still further\nenhanced.\nThe \"Crow\" line offered a striking example\u2014and a cold\none\u2014of what prairie railroading has been like during the\npast winter. Here mountains of snow were pounded into\nan almost ice-like hardness by the cold winds\u2014the kind\nthey refer to out there as drifters. Then came a budding\nChinook which, clashing with a Yukon cold front, emerged\nas a gale that at times hit a velocity of 60 miles per hour.\n\"That snow was just like cement when we were clearing\nit out,\" said Andy Montelbiti, roadmaster from Lethbridge\nto Crowsnest. \"After the plows went through, the banks\nlooked like rock salt.\"\nSaskatchewan had the weatherman going way back to\nfind a winter as cold. For 20 days it was 20 below or\ncolder. Five of these days saw the mercury at 40 below\nor lower and on one occasion the thermometer registered\na very frosty minus fifty. In addition to other hardships\nresulting from the sustained cold snap, deep freezing rivers\nand reservoirs cut down the normal flow of water.\nTerminal points too had their troubles as slides in the\nmountains necessitated making up of extra locals. \"You\nhave easily twice the switching when that happens,\" explained W. F. Tully, general superintendent of the Manitoba district.\nField lived up to its reputation as the town where they\ngive you five dollars if you can walk from the west yard\nto the yard pffice without turning your back to the wind\nwhen that wind is one of their infamous Yoho blows, the\nkind that makes 20 below feel twice as cold.\nThat was where Trevor Wood, superintendent of the\nCalgary division, explained how they named the \"sugar\nslide\" which they regard as one of their worst foes.\n\"See that stuff here,\" he remarked, \"that ice snow is\nfalling spilling down like sugar out of the end of a bag.\"\nAnd it was doing just that. Every outgoing train had to\nfollow a plow.\nThe early-to-bed policy did not apply to passenger men\nwho virtually slept with an ear to the telephone. Their\nduties were further complicated when unanticipated delays\nEngine makes slow but valiant headway near Pincher, Alta.,\nwhere snow, described by clearing crews as \"like cement\", all\nbut submerged telegraph poles. After plows went through\nbanks resembled rock salt.\nSpanner \u2014 April,  1950\n Railroaders Wage  Epic Battle\nTo Maintain  Flow of Traffic\nIn All-out Attack of Elements\nfir\nCrossing sign at Yale, B.C., rests\nits arms atop heavy snowbank that\ncame within inches of submerging it\ncompletely.\nAbove: Engineer\nHarry Piper and E. S.\nMcCracken, general\nsuperintendent,Pacific\nregion, have strange\nview from engine cab\nbetween Yale and\nNorth  Bend.\nRight: Game trio\nenjoys brief respite in\nclearing operations.\nSlides like this in\nsame area reached\ndepths of 35  feet.\n:.iftNftft,^\nfurther wrecked what were already emergency plans for\nmoving snow-stalled passengers. Air lifts were in operation\nout of Calgary and Lethbridge in co-operation with C.P.A.\nNor was the terminal passenger agent's lot a happy one\nwith trains due at 6.10 a.m. Monday arriving at 4.30 a.m.\nthe following day. Jack Stubbs and Bob Ritchie kept these\nlong vigils at Winnipeg. \"Knobby\" Clark's reservation staff\nat Winnipeg brilliantly improvised on the many altered\nplans while information staffs were barragedwith enquiries.\nThe Palliser hotel was a tower of strength throughout\nthe emergency under manager Ron Deyell. The hotel was\nan effective linch-pin between westbound trains terminating at Calgary for a six day period and the air lift which\ntook passengers on to their destinations.\nCommunications men thanked their stars that the summer program of \"re-sagging\" the lines had been carried\nout conscientiously. Cold contraction did pull the wires as\ntaut as violin strings but the breakage was lower\u2014a fact\nthat was constantly blessed by track motorists who rode\nin the teeth of icy blasts to shoot trouble.\nH. H. Enman's fuel department had its work cut out\nwhen \"Crow\" coal was all but temporarily knocked out\nof the picture by almost continuous blizzard conditions.\nThis necessitated the careful planning of coal distribution\nfrom stockpiles to prevent tie-ups. It was also a con-\n(Coniinued on next page)\nTrapped eastbound train stands helplessly at Saddle Rock, ^\nB.C. Passengers left the train through pathway cleared ^\nthrough snow.\nSpanner \u2014 April, 1950\n Roadmaster Alt Ades of North Bend\nsaw the hour hand ot his watch complete\nso many continuous circuits that he lost\ncount ot the number.\n(Continued   from   previous   page)\ntinuous chess game trying to keep\nfuel oil stocks for mainline passenger\ntraffic at safety levels.\nE. G. Bowie, superintendent of motive power, and A. B. Burpee, superintendent of transportation, figured\nprominently in the battle which produced such further headaches as rearrangement of schedules, location of\npassenger cars and the drawing up of a\npriority list for movement of empties\nand loads to and from the mines.\nFirst major blow in the Fraser\nCanyon battle was dealt soon after a\nsilver thaw loosened the heavy snows\nthat blanketed the valley's slopes to\nunprecedented depths. As if on a given\nsignal, tons of snow at points all along\nthe canyon 'began to avalanche down\non the tracks, ripping up trees and\ntelegraph poles, and continuing on\nto the iced-up river below.\nA crackling din in operators' headsets as lines were torn apart was the\nfirst warning of what was happening\nout in the night.\nEven as the roar continued, the\ncounter-attack was launched. An engine standing by with plough at Yale\nwas manned for action and in 2%\nlaborious hours pushed its way to\nNorth Bend.\nBut the battle that night was won\nby the elements. Although following\nhard on the wheels of the plough, a\n50rcar freight train was trapped while\npassing through a tunnel less than two\nmiles out of Yale. Before help could\narrive, half its length was buried under\nthe cascading snow.\nIn the same desperate early morning hours a plough working in the\nopposite direction from North Bend\ncrept as far as Saddle Rock, seven\nmiles from Yale, where it too suc-\nFew   employees   were   not   affected\none  way  or  another  by  the  unruly\nelements and resulting traffic tie-ups\n\u2022 \u2022 \u2022\ncumbed to snow which piled up faster\nthan it could be removed.\nAll this took about six hours. In\nthat time a train and plough were\nfirmly stuck, other trains were waiting on the main line as far east as\nKamloops and on the Kettle Valley\nline as far as Penticton, slides measuring up to 600 feet long and 35 feet\ndeep littered the track from North\nBend to Yale, new ones were rolling\ndown and there was lots more snow\nwhere they came -from.\nIn the epic six-day battle that followed, and in the fight against new\noutbreaks which came with disheartening regularity for many days afterwards, one thing stood out: a driving\ndetermination to get the work going\nimmediately and keep it going, which\nmeant again and again \"the C.P.R.\ngets through first.\"\nBut the .'measure of success is in\nthe men who achieve it. There were\nmen like young Bill Tessan, a D.P. in\nCanada for only 10 months, who was\nburied for 10 minutes under five feet\nof snow which suddenly pelted down\non him. When fellow workers uncovered him, Bill was unconscious. But,\non coming to, he wanted to go right\non with the job and only under strong\npersuasion returned to North Bend\nfor hospitalization.\nThere was big, booming roadmaster\nAlf Ades who, on the scene of action,\nsaw the hour hand of his watch complete so many continuous circuits that\nhe lost count. There was the crew of\nthe rotary plough which blew a\ncylinder head with such violence that\none of them was thrown bodily from\nthe cab but continued with his work.\nThere was chief dispatcher Bert\nFagan at North Bend whose head,\nlocated between earphone and mouthpiece, occupied about six of the most\nimportant inches on the system at\nthe time.\nThere were the passenger train\ncrews who kept their charges happy\nduring tedious days of waiting, and\nthe unsung heroes who repaired communication lines. There was the tireless man on the shovel and the others\nin the engine hurling itself full tilt\nat a solid face of snow.\nAfter four days of hacking, picking\nand, pushing at the stubborn blockade\n\u2014during which lower temperatures\nhelped although more snow fell\u2014the\nclimax was neared on January 23\nwhen the freight train, caught out of\nYale, was freed. The next day there\nfollowed what will probably go down\nin railway history as the Battle of\nSaddle Rock.\n(Continued on page 42)\nA 60-mph wind helped wreak this\nhavoc. Aerial shot below shows two\nstalled locomotives just west ot Lund-\nbreck, Alta.\nmm- \u25a0 . .    -'\nft.  ft'  \u25a0\nSpanner \u2014 April, 1950\n Obituary\n\u2022 \u2022\nEMPLOYEES\nBrady, Michael\t\nBelyk,   Mary,   Mrs\t\nBennett,  Henry R\t\nBlanchet,   Leo \t\nChampagne, Georges..\nCorhett,  F. T\t\nCurrie,   Stuart.........\nDickey,   Harry  E\t\nDelaney,   Thomas\t\nDoyle, Michael <E\t\nDubeau, Joseph iE. L..\nEva, William A\t\nGates, George A\t\nGaudet,  Leon J\t\nGehl,   A.  A\t\nGeorge,   Stanley\t\nGravel,  Lucien \t\nHanna,   William\t\nHansen,   Hans    \t\nHarasyn,   Tofan\t\nHoran,  Daniel \t\nKalinchak,   Antonio\t\nLacasse,  Joseph A. A. .\nLaffey, John F\t\nLizotte,   Alfred   H\t\nMacevicz, Joseph\t\nMapes,   Lee  R.\t\nMcClelland,  David H\t\nMcConnell,  Harvey  D...\nMcDonald,   Ralph    \t\nMcDougali,   Hugh L\t\nMessier,   Georges\t\nMillar, Archibald  \t\nRamsay, James W.\t\nRepski,   Nicholes \t\nRobinson,  John   S\t\nSauriol,   Maurice\t\nSheehan,   Michael   J....\nSheltra,  Nelson H\t\nSkirten,   Herbert \t\nSmith,   Alexander\t\nThomson, Stewart\t\nThompsen, Hans. E. N..\nWoodworth,  Paul iS. ..\nPENSIONERS\nArnold, Gordon B\t\nBain, Archibald D\t\nBeament, Lewis J3\t\nBelanger, John \t\nBennett,  Harry O\t\nBennett,  Thomas \t\nBlennerhasset, R. H...\nBouchard, IMaxime  .\nBouthillier,   Joseph  (E.\nBoyczok, John \t\nBrisebois,  Athanase ..\nBrown, Walter D.\t\nBurchall, Alfred  E. ..\nCardine,  M. M.,  Miss.\nCarroll,  Valentine\t\nChapleau, Joseph G. .\nChisholm, William J..\nCrooks,  A.  F\t\nOCCUPATION and LOCATION AGE\nRoom Service Elevator  Operator,  Hotel\nVancouver                                        60\nHousemaid,  Royal York  Hotel   39\nChief Clerk, Frt. Claims, Vancouver    .. 47\nCarpenter,   Windsor   Station  67\nMachinist, Angus  Shops    43\nVehicleman, Express Toronto     36\nTrainman,   London   Dvn  48\nSection   Foreman,   Verger,   Alta  39\nConductor,   Schreiber   Dvn.  56\nTrucker,    Winnipeg             58\nBaggage  Porter,  Windsor  Station   54\nAsst. Statistical Clerk, Angus iShops ... 58\nForeman, East Ryegate, Vt  70\nBridgeman, D.A.R. Lines   34\nWarehouseman,   C.P. Express,   Windsor,\nOnt          64\nLoco.   Engineer,   Vancouver   iDvn  59\nMachinist,   Angus   Shops      40\nEngineer,   Ontario  District  62\nChief  Engineer,  Algonquin  Hotel    57\nCarman,   iSaskatoon   60\nLoco.  Engineer,  Ontario District  60\n4th  Cook,   SD&PC,  Toronto           ... 63\nConstable,   Invest.   Q.C.R.,   Vallee   Jet.,\nQue  45\nAccounting   Agent,   Chicago,  111  43\nSectionman, Grand Falls, N.B  45\nFreight   Carpenter,  Angus  iShops   51\nClerk,  Gen'l  Supt., (Moose  Jaw      55\nEngine  Watchman,   North  Portal,  iSask. 22\nTrainman, Moose Jaw    .                     23\nTrain  Baggageman,   Woodstock IDvn. .. 63\nForeman  Plumber,   Vancouver,     61\nFreight Carpenter, Angus iShops    . 64\nChief   Engineer,   BCCS,  IPt.   Grey,   B.C. 56\nTrainman,   MacTier,   Ont.      56\nSection Foreman, Saskatoon [Dvn  52\nYardman,   Alyth,   Alta  58\nCrossing Watchman, Montreal Terminals 32\nLoco. Engineer & Fireman,  Schreiber 60\nBridgeman, Newport & Lyndonville, Vt. 46\nYardman,   Alyth,   Alta.                        57\nSection Foreman, Bass wood, IMan  62\nCashier, Toronto Frt.               57\nChief  Clerk,  C.P.S.S.,  Liverpool, Eng. . 58\nGardener,  Digby Pines Hotel     53\nOCCUPATION and LOCATION AGE\nConductor,   DAR,   Kentville,   N.S.  ...   . 69\nSupt. News Stands & Mountain Lodges,\nHotel,   Winnipeg                 73\nCarpenter,   West   Toronto        80\nForeman   Carpenter,   Victoria,   B.C  78\nSection   Foreman,   Morden,   Man  64\nLoco.   Engineer,   Havelock,   Ont.        .. 85\nDock   Superintendent,   Montreal   Wharf 82\nCarman,   Hochelaga,   Que. 65\nYard   Foreman,  Angus   Shops             77\nCarman's   Helper,   Winnipeg  iShops    69\nSection Foreman,  St. Lin,  Quebec    .... 84\nConductor-Trainman,  MacTier,   Ont.  ... 65\nTowerman,   Vancouver   Dvn.      65\nAbstract Clerk, Auditor of Express Receipts, Express, Toronto      65\nWatchman,   Peterboro,   Ont.  87\nMachinist,   Angus   Shops      69\nConductor,   London,   Ont.               67\nWaybill  Clerk, Express, Toronto    79\nPENSIONERS\nCurrie, George A\t\nCurtis, George W.  ..\nDemetre,   George\t\nDolan,   Patrick\t\nDuff, James \t\nDuncan,  James A. .\nEverson,   William   J.\nFixter, Thomas\t\nFleeton,  William  J.\nFleming, William J..\nFoucher,   Hormisdas ...\nFox,   Peter\t\nFoy, Daniel \t\nFraser, John\t\nGammon, Rosie N., Mrs.\nGarstang,   John T.\nGrantham,   George  W...\nGiordiano,   Dominico  ...\nHartney,   Thomas\t\nHeddle, David T\t\nHerbert,  Walter J\t\nHicks, Edwin J.\t\nJohanson,   Carl  A\t\nKing,  Harris  W\t\nLabreche,   Joseph L\t\nLeonard   Wilfred   H\t\nMacKinnon,   John W...\nMacklon, Chas. S\t\nMcCarthy, Peter H. H..\nMcCleary, John H\t\nMcCready,  C.  D.  \t\nMcNeil, John \t\nMadill, Arthur O\t\nMaheuy, Arsene  \t\nMattingly,  Thomas\nMetzler, William St. G.\nMoth,   George    \t\nMudie, Robert L\t\nNeale, Benjamin A\t\nNewman,  John \t\nNicola,   Gimondo.\t\nPalmer,  Mabel L\t\nPerry,  Frank    \t\nPlant,   Clement  B\t\nPlasse,  Patrick\t\nPowers, Lyman W\t\nPrimeau, Albert\t\nRae, George S\t\nReece, Stephen J. ..\nRoss,  Fred.\t\nRuddick, John jS. .\nSandwell, Ernest S.\nSherman, Mervin I.\nSkelton,  Daniel A...\nOCCUPATION and LOCATION AGE\nBaggageman,   Kenora        61\nConstable, Invest., Montreal \t\nPunch Shear IHd., Angus Shops\nHead Clerk to General Foreman, Montreal Wharf . \t\nSupt.  Townsites,  Calgary \t\nForeman, Winnipeg  Terminals \t\nEngineer,   Fort   William ..   \t\nHostler,   Cartier \t\nEngineer,   Alberta  iDistrict .\nB&B Foreman, Carpenter, iBridgeman,\nB&B   Laborer,   Kenora \t\nFreight   Carpenter,   Angus  IShops    \t\nCarman,   Lethbridge\nTrainman,   Bruce   Dvn\t\nBridgeman, Revelstoke Dvn\t\nTelephonist,   London,   Eng. \t\nSection  Foreman,   Stephen,  B.C.\t\nConductor,  Woodstock\nLaborer,  Scrap Dock, West Toronto\nEngineer,   Havelock,   Ont. \t\nCoach   Carpenter,   Nelson,   B.C     75\nCoppersmith,   Winnipeg   Shops        63\nAgent,  Pilot  Mound,   Man. 83\nSnow Plow Foreman & Section Foreman,   Portage  La  Prairie,  Man. .    78\nDespatcher,   Woodstock,   N.B.\t\nTrainman,  Laurentian  Dvn.\nTrain (Baggageman, Laurentian  Dvn.  ..\nClerk,   Land   Branch,   Calgary \t\nWharfinger,  C.P.S.S., London,  Eng\t\nMachinist,  Angus  Shops\t\nBridgeman, Brownville  Dvn.    \t\nForeman,  Express,  Moose Jaw ....\nChecker  and iStower,  Toronto  Frt\t\nTrainman,   Vancouver   Dvn.\nB&B Foreman ,& iCarpenter, Laurentian   Dvn.\nSection  Foreman,   Stittville,   Ont\t\nOperator,   iCommuns.,   Toronto\nDivision  Master Mechanic,  Winnipeg\nClerk, A. i& D., Winnipeg\nManager,  Hotel,   Chateau   Frontenac\nSection   (Foreman,    Knights\nSection Foreman,   Coquitlam, B.C.  ..\nOperator,   iCommuns.,   Toronto\nCarpenter,  B&B,  Vancouver   Dvn.\nHead   Clerk,   Gen.   ISupt.,   Winnipeg\n2nd Leverman, Lennoxville, Que.\nRecord Clerk, M.P. & Car, Montreal\nFreight   Carpenter,   Angus   Shops\nChief Engineer, S.S. \"Manitoba\", Port\nMcNicoll \t\nEngineer,   Moose   Jaw \t\nSectionman,   Fairville,   N.B.\nTruck  Repairer,   Ogden   Shops\n72\n74\n62\n76\n88\n68\n84\n74\n62\n65\n73\n69\n82\n63\n80\n77\n73\n82\nSection  Foreman,   Uhthoff,   Ont     67\nStation,\n60\nSmith, John H.  \t\nStitt, Ernest R\t\nSweanor,  Arthur\t\nTardif, Joseph L. D.\nTallin, George \t\nTimmerman, Clement D.\nTurner, Thomas W\t\nVaillancourt,   John \t\nWady,  George       .......\nWilson, Hanible H\t\nConductor,   Bruce   iDvn.\nSignal     Maintainer,     Windsor\nMontreal\nOperator,  Brookport,  Que.\t\nPumpman,   Coaldale-Monarch,   Alta.  ...\nMachinist,  Lambton,   Ont. ...\nChargeman,   Q.C.R.,   Levis,   Que.\nChecker,   Loader   &   Trucker,   Toronto\nFreight \t\nConductor, Trenton Dvn\t\nBoilermaker,   Medicine   Hat      69\nBaggage   Checker,   Quebec 67\nInspector, Communications, Nelson, B.C.    73\nS.C.   Porter,   SD&PC,   Montreal 60\nEngr. R. L. Jenner Dies\nPensioned Engineer R. L. Jenner\ndied recently at Smiths Falls.\nThe late Mr. Jenner entered the\nservice in September, 1898, as a wiper\nat Smiths Falls. He was classed as a\nfireman in 1901 and promoted to engineer in 1905, which position he held\nuntil retired from the service on pension effective, October 1st, 1949. Mr.\nJenner was local chairman for the\nB. of L.E. prior to his retirement.\nDies in Montreal\nThe death occurred recently of\nRowland Hamilton Blennerhassett,\npensioned dock superintendent, Montreal Wharf. He was in his 83rd year.\nHe started -as a junior clerk in the\nforeign freight department, Montreal,\nin 1884 and became dock superintendent in Saint John and then in Montreal in 1913. He retired on pension\nin 1936.\nW. S. Jealouse Dies\nWilliam Samuel Jealouse, who\nretired from the Company's investigation department in 1938 with the\nrank of sergeant, died recently at his\nhome at West Vancouver, B.C.\nMr. Jealouse was born in 1874 and\nfirst joined the Company at Kamloops, B.C., as a constable in January, 1914. He transferred to Vancouver in 1917 where he later became\nacting sergeant and then sergeant.\nSpanner \u2014 April, 1950\n41\n MEN AGAINST THE STORM\n(Continued from page 8)\nChief despatcher Bert Fagan of North\nBend was another front line tighter in\nthe westernmost theatre of operations.\nThe North Bend-Yale sector took a terrific beating by the heavy snows.\nDirecting the attack was G. H. Baillie,\nvice-president at Vancouver, who had as\nan assault team T. E. Price, Winnipeg, engineer for maintenance of way; roadmaster\nE. Burlon, engineer G. F. Murray, fireman\nR. 0. Wilford and a crew of five shovellers.\nEarly January 24 their single plough engine, with caboose coupled behind, began\nthe task of breaking through the mountainous he apings of snow extending as far as\nSaddle Hock which had almost been reached\nby the team working from the other side.\nHour after hour their engine tore at the\nwall of snow, going into reverse at the last\nsecond so that with wheels slithering on the\nrails it would free itself on impact. Yard\nby yard the snow broke and yielded to the\nincessant  battering.\nBy nightfall the last pile was pushed\nfrom the track and the engine steamed into\nSaddle Rock. Next day the plough which\nhad fallen victim to the snow on the first\nnight was freed and the line to the east\nwas open.\nAir-lift in Operation\nWhile this whole fight along the treacherous canyon wall was going on, another\ndramatic operation was in progress in the\nair. It was the all-up airlift, organized and\nput into action with cyclonic speed by\nCanadian Pacific Air Lines.\nOperating on an emergency schedule set\nup by Jack Barber, district traffic representative, assistant Ken Razzell and chief\ndispatcher Tony Craig, the airlines transported a total of 1,109 passengers and 77,000\npounds of express between interior points\nand Vancouver.\nEvery available aircraft was pressed into\nthe emergency service and, at the same\ntime, regular schedule flights went on without interruption. Six aircraft, including the\ntrans-Pacific Empress of Sydney, were used\nin the  airlift.\nAlthough hampered by bad weather and\nsnow-clogged runways, flight crews kept\nthe aircraft in the air as long as regulations would permit, flying as many as 17\nspecial trips in one day.\nFor nine days after the rail line was\ncleared, trains rumbled endlessly in and\nout  of  Vancouver,  bringing  the  city  and\ninterior points their first relief from threatening food and fuel shortages.\nThen on the night of February 3, 20\ninches of snow borne along on high winds\nfell on the canyon, again the menacing\nsound came over communication wires and\nagain the line was blocked. Again the clearance army roared into action, again it\nopened the line, and still again the slides\ncame.\nSaddle Rock Hit Again\nBy this time the whole canyon seemed\nalive with rolling, slipping snow as warm\nair breathed across the province.\nThe slides that came the night of February 5 caused particular dismay as they\ntrapped and buried the first passenger train\nto be so caught since the trouble started.\nAgain the setting was Saddle Rock where\nsnow swooped down on an eastbound train\ncarrying 37 passengers.\nRescue was quickly organized. In a few\nhours a path was hacked to the train, the\npassengers were brought out and, walking\nback along the path, boarded another train\nwhich returned them to Vancouver, none\nthe worse for their adventure.\nThe canyon came alive again on February 13 as the temperature continued to\nclimb. Again it was Saddle Rock where the\npiles built up but they were cleared away\nby next morning and fingers everywhere\nwere carefully crossed.\nAll Ranks  Together\nAlthough the slides brought more than\ntheir weight in trouble, there was a lining\nto the cloud just as silver as the thaw that\nbrought it. It was the chance it gave for\nall ranks and trades to get together in\nclose vital action. The figures of Mr. Baillie,\nLet's Get Together\nBY JOSEPH GAUVIN\nIf you know of a friend who\nis making a trip,\nOr   someone   who's   going   to\ntravel by ship,\nDon't lose his business, be on\nyour guard,\nInform us today; use a traffic\ntip card.\nNow  perhaps you   have  used\ntraffic  tip cards  before,\nBut it won't hurt a bit if you\nuse them once more,\nSo let's get together, shoulder\nto shoulder,\nAnd make use of the cards in\nthe traffic tip holder.\nE. S. McCracken, general superintendent,\nand G. L. Phillips, superintendent, were\nfamiliar sights to the men in the thick of\nthe trouble. In Vancouver Monty Thompson, transportation supervisor, and others\naround him maintained such an untiring\nvigil at the phone and telegraph key there\ncould never be any doubt for those along\nthe line about the kind of action they\nwould get when needed.\nFor all participants in the struggle, perhaps the most significant reward was that\nthe C.P.R. was first through every time.\nIt was no trick for Roadmaster A. C. Ades, left, of North Bend and his two companions to step aboard this almost submerged locomotive near Saddle Rock, B.C.\n42\nSpanner \u2014 April,  1950\n PANKEB\nSELLING   IS  A  YEAR-ROUSB   J08I\nOUR COVER: Selling is a year-\nround job! Spanner this month\nhighlights the need for continued\nemphasis on the selling end of\nour business by picturing the\nmany services which make up\nthe shelf of transportation Canadian Pacific has for sale. Trains,\ntrucks, ships, planes, hotels,\ntelecommunications \u2014 all are\nimportant.\nNo. 274 January, 1962\nEditor - Graham Nichols\nAssociate Editor - Pat Donovan\nWomen's Editor - Shirley Whittet\nAll those mailing out Spanner to any\ndestination are requested to place the\nname and address of their office on\nthe envelope or wrapper so that in\ncase of non-delivery the magazine\nmay be returned direct to point of\nmailing.\nPublished by the  Department of Public\nRelations of the Canadian Pacific Railway\nat Montreal.\nSpanner-January, 1962\n RAILS\nSPEED\nVITAL\nEXPORT\nCOAL for the blast furnaces in Japan is moving from\nmines in Alberta and British Columbia to ships loading\nat Port Moody, B.C. in vast quantities and at a pace unknown in past years.\nAlong with the mines, and the Pacific Coast Bulk\nTerminals located on Canada's west coast, Canadian Pacific\nis playing a leading role in the overall speed-up.\nPrime reason for the accelerated movement was the\nrecent upgrading of the railway's 167-mile Windermere subdivision which runs between Colvalli in southeastern British\nColumbia, connecting with the mainline at Golden, B.C.\nPrior to the upgrading it was not practical to handle normally\nheavy tonnages owing to the character of this line. Now, full\ntonnage movements are an every day occurrence.\nThe coal ordered by the Japanese is known as slack\ncoal, being the three smallest sizes of coal mined, the\nsmallest little more than a dust and the largest one-eighth\nof an inch in circumference.\nOne of the mines filling the huge Japanese coal order\nis located at Michel in the southeastern corner of British\nSpanner-January, 1962\n CANADIAN PACIFIC\nJE, 1950\n What's Trumps}\nTraffic Tips are Trumps-\nLead with aTrafficTip\nCard as often as possible\nThey're Winners\n161^\nHAVE  YOU   A   SUGGESTION?\nClip this form and send it to the Suggestion Bureau, Windsor Station, Montreal, with any suggestion you may think would\nbe beneficial to  the Company.\nAll kinds of suggestions are welcome but at this time the Bureau would particularly like to have ideas which would\naccomplish  one  or all,  of  the  following:\n1. Elimination of unnecessary work.\n2. Reduction in expense without sacrificing efficiency.\n3. Improvement in service to public.\nI would like to suggest. ..\t\nDate:    \t\nHome Address: Signature\nOccupation:\nIn developing suggestions it is a good plan first to outline the present practice and to say what you think wrong with\nit; then to suggest the improvements you have in mind and recite the advantages of them. Enclose a separate\nmemorandum if above space  insufficient.\n OUR     COVER\nThe Christmas\ncover of Spanner\ndepicts a typical\nwinter station scene,\nincluding the late\narrivals\u2014a boy and\nhis dog. Delayed no\ndoubt by another\nrun down a tempting\nslope. All the gay\nexcitement of \"train\ntime\" is captured.\nThe exchange of\ngreetings and the\nhappy expectancy of\nthose   waiting    their\nturn    to    meet    their\nparticular friends or loved ones. The picture\nbrings to mind the happy bustle and confusion that will be going on in every\ncommunity across the country during the\nfestive  season.\nAnd what could be better \u2014 more\nChristmasy, more fun than a ride home\nfrom the station in a sleigh. The buffalo\nrobes tucked in snug; the thoughts of the\nlight that will be in the window \u2014 just\npast the last bend; the thrill of turning\nin and going up the driveway to the house\nand the further greetings there with those\nwho stayed behind to prepare a bite to eat\nand something hot to drink. By that time\nthe train has chugged on to its next station\nin its scheduled chain and another warm\nhomecoming  scene  takes  place.\n(Cover by Franklin Arbuckle)\nIMPORTANT!\nAll   those   mailing   out   Spanners   to   any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery,\nthe magazine may be returned direct to the\npoint  of   mailing.\nPublished   monthly   by   the   Department   of\nPublic   Relations   of   the   Canadian   Pacific\nRailway  at  Montreal.\nSpanner \u2014 Christmas,  1950\n back, punctured lung and severe head\nlacerations.\nToday, in this rail town of Brownville Junction, between Montreal and\nSaint John, the folks marvel at how\nhe lived to tell the tale.\nCarlson himself likes to tell of an\noccasion ten years after the accident\nwhen a regular summer visitor to\nOnawa, was recalling the incident to\nE. S. Johnson, agent at Onawa.\n\"I suppose that fellow who fell off\nthe bridge didn't suffer too long?\"\nqueried the visitor.\nJust then Carlson came into the\nstation. Mr. Johnson's answer to the\nvisitor was: \"Meet the man who fell\noff the bridge.\"\nLike most railmen, Carlson admits\nthe railway got in his blood and he\nwould follow the same vocation if he\nhad it to do again.\n\"I used to dream about the railway at night, about the section of\ntrack under my care,\" he said, and\nrecalled that one such dream averted\nwhat could have been a serious accident.\n\"TwTice in one night I dreamed of\na mishap involving a daily train from\nMontreal. It was so real the second\ntime that I quickly dressed at 4 a.m.\nand walked back the track for a half-\nmile. There, square on the rails, was\na rock as big as an office desk, which\nhad rolled down from the rock-cut in\nthat area. I got back the required\ndistance just in time to flag the train\nbound for Saint John.\"\nSpanner \u2014 Christmas,  1950\n;\n ; -\nII\nmmm, mm\n\\\nw\n\\ Wi\n>S\nA\n^'A\nV\ndml\nSi; -:i|\ni**\n OFFICE    OF    THE    VICE-PRESIDENT\nMontreal, November 1st, 1950.\nFREE SCHOLARSHIPS IN  McGILL  UNIVERSITY\nTwo free scholarships, tenable in the following Faculties and Schools of the University are offered to young men\nand women employees of the permanent staff who are under the age of twenty-one years, and to minor sons and\ndaughters of employees.\nFACULTY  OF  ENGINEERING\nChemical, Civil, Mechanical or Electrical Engineering.\nFour years of tuition on Senior Matriculation or live years on Junior  Matriculation.\nArchitecture: Five years of tuition on Senior Matriculation or six years on Junior Matriculation.\nFACULTY   OF   ARTS   AND   SCIENCE\nBachelor of Arts Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nBachelor of Commerce Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nFACULTY  OF  AGRICULTURE (Macdonald College)\nSchool of Household Science  (Women only)\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nScholarships will be awarded upon the recommendation of the University Scholarships Committee, based upon\nmatriculation results and the candidate's school record. Details of other awards tenable at McGill University and\ngeneral information concerning the University itself may be obtained from the Registrar's Office of the University.\nThe application of a candidate will be considered only if he is eligible to enter the University.\nThe scholarships will be renewed from year to year, to cover a period not exceeding six years, if at the close of\neach session the holders are entitled under the rules to full standing in the next higher year.\nIn case a scholarship holder finds it necessary to interrupt his course for a year or more, notice must be given at\nthe close of the session to the Railway Company and to the Registrar of the University, in order that the scholarship\nmay be open to other applicants. In order to establish prior claim to the next available scholarship notice of the\nstudent's intended return must be given to the Railway Company and to the Registrar not later than January 1st\npreceding the opening of the session in which such scholarship will be available.\nApplications for certificates to enter the competition should be made to Mr. G. A. Smyth, Superintendent of\nPensions and Staff Registrar, Montreal, and each student is requested to give his name in full, date of birth and the\nname of the school attended, stating whether he is an employee or the son or daughter of an employee.\nCopies of the General Announcement containing the conditions of admission and an outline of courses may be\nobtained upon application to Mr. T. H. Matthews, Registrar, McGill University, Montreal.\nCertificate holders must apply on the proper forms not later than July 1st, 1951, to the Registrar of the University\nand such application must be accompanied by the Company's certificate of eligibility. Application forms may be\nobtained from the Registrar's Office.\ncwuu\nVice-President.\n  Canadian Pacific\nemployees can win up to\n$1,300\nfor writing a\n\"Shipper-gram\".\n\u00ab\ni\nWe want more freight\nOne way to get it is to tell shippers and\npotential shippers how quickly, efficiently and carefully Canadian Pacific\nhandles freight. Employees in all\nbranches of the Company are asked to\nthink up original, catchy sayings boosting the advantages of our rail freight\nservices. The best of these sayings will\nbe chosen for possible use as \"Shipper-\ngrams\" to urge our customers to ship\nCanadian Pacific...and will win cash\nprizes. Your \"Shipper-gram\" can be as\nshort as five words or as long as 20.\nIt may rhyme, but it doesn't have to,\nand it should carry a real punch. Two\nexamples are \"We Give Freight Tender\nLoving Care\" or \"We Promise You Fast\nAction And Damage Free Satisfaction\".\nWhy not enter today?\n1st Prize-   $300.\n2nd Prize-$100.\n3rd Prize- $50.\n4th Prize- $50.\nFirst Prize winning Canadian Pacific Shipper-gram will be entered in competition\nfor a grand first prize international Award\nof $1,000, open to all North American railroads, which will be presented by the\nAmerican Railway Magazine Editors' Association later in the year.\nCONTEST RULES\n1 Contest is open to all active employees.\n2 Each Shipper-gram must be expressed\nin 20 words or less.\n3 Use entry form below, or facsimile;\nprint clearly. Each entry must be on a\nseparate form.\n4 Entries must be sent by post-mail. Do\nnot use railway service mail.\n5 Entries may be mailed until midnight,\nSaturday, June 15th.\n6 Earliest post-mark will determine winner in the event of identical entries by\nmore than one entrant.\n7 All entries become property of Canadian\nPacific. Decision of judges will be final.\nContest entry blank below should be sent\npost-mail to L S. Vaines, Chief Supervisor,\nLoss and Damage Prevention, Room 100,\nCanadian Pacific Railway, Windsor Station,\nMontreal 3, Que., and envelope should be\nmarked SHIPPER-GRAM CONTEST.\nAttached,  in  20 words  or  less,  is  my entry  in\nCanadian Pacific's Shipper-gram Contest.\nMy Name:.\nMy Occupations\nMy Address:\t\n Trade Fair Exhibit     \u00a3Uc. \/^y0\nThe Company's exhibit at the Canadian International Trade Fair, Toronto, occupied\na frontage ot 36 feet by 10 feet in depth. It consisted of a large map of three\ncontinents, in relief, with a plastic transparent background which was illuminated\nfrom the rear. This map showed the various steamship, air, and rail routes of the\nCompany. The hotels were represented by a large colored translite of Banff. Communications and express were featured in hand colored illustrations and descriptive\nmatter pertaining to their services. Translites depicted the latest 4 engine and\njet transports; the latest diesel freight and passenger locomotives; and steamships,\nboth passenger and cargo. A section was devoted to Industrial Development which\nproved to be of interest to manufacturers visiting Canada.\n From Lakehead to Peru\nThe following tribute to the Company's B.C.C.S. \"Nootka\" appeared in\nthe editorial pages oj the Fort William Times-Journal:\n\"Most boats get a name, and keep it. Throughout long years of service\nmany of them acquire fascinating personalities. Their names become\nillustrous. Their fame spreads far and wide.\n\"It has remained for one boat built at the Lakehead in 1919 to pick\nup a split personality, through no fault of its own, This was a 251-foot\nvessel, 2,069 tons, christened Canadian Adventurer.\n\"She has long since lost that name, but not the spirit of the name.\nFor a time, she sailed the Great Lakes. Then she became the Emperor\nof Port McNicoll, and plied the eastern seaboard.\n\"Sometime later the vessel was renamed Nootka and was taken over\nby Canadian Pacific Steamships for service on the Pacific at Vancouver.\nThere she became known all up and down the B.C. coast in the thirties\nand early forties.\n\"Along the Pacific Coast the old girl had her share of grief. When\ncarrying dynamite to Alaska she survived an explosion on board. In\n1947 the vessel was badly holed when she ran aground in fog on\nQuatsino Sound. She was refloated and returned to Vancouver under her\nown power.\n\"The end seemed near last year when Canadian Pacific announced\nher retirement. But there's life in the old girl yet.\n\"On the 12th of this month, she was signed over to a new owmer,\nEnrique Echecoper of Lima, Peru. Now she is on her way to Peru to\ngfart  q  npw_pJiant,pr in  a. Inner and variprl  parppr \"\t\n Editors' Notes\nCASH PRIZES FOR EMPLOYEES!... Enter the Shippergram Contest currently being sponsored by Canadian Pacific.\nWHAT IS A SHIPPERGRAM?... It is a short message to railway shippers or\npotential shippers, telling them of the rail freight services offered by our\nCompany and pledging to handle their freight quickly, efficiently and\ncarefully.\nWHO IS ELIGIBLE TO ENTER THE CONTEST?.. .All Canadian Pacific\nEmployees are eligible. Further information, complete rules and an official\nentry form will be found on the inside-back cover of this Spanner.\nWHAT PRIZES ARE BEING OFFERED?... First Prize winner will receive\n$300, second place earns $100 and third and fourth place winners will\nreceive $50 each. The first-place winner will be entered in an international\ncontest including entries from many other North American railways, and\nwill be eligible for further cash awards of up to $1,000.\nWHY IS CANADIAN PACIFIC SPONSORING THIS CONTEST?... Our Company is vitally interested in getting more rail freight business. Effective\nShippergrams might be used in a selling campaign aimed at potential customers. At the same time, the contest should stimulate employee interest\nin our careful handling campaign and underline how much our customers\ncount on loss-and-damage-free shipping.\nWHEN IS THE DEADLINE FOR ENTRIES?.. .June 15th! So don't waste\na day. Read the rules carefully and enter now!\n\u2022. \u2022 and footnotes\nWinnipeg passenger department's\npseudo-Swede, Vic Lindquist,\none of our country's top hockey referees, was at the World Hockey\nChampionship set up last winter at\nStockholm, Sweden. Vic was born at\nKenora, Ont, has been officiating at\nhockey matches for 22 years, and in\n1962, helped whistle down championship game infractions at Colorado\nSprings and Denver, in the U.S.A.\nThe Canadian official with the\nSwedish name fitted so tidily into\nthe Stockholm hockey scene that\nplayers of at least one team, to their\ngreat surprise, mistook him for a\nnative Swede. (A Vancouver sports\nwriter described Lindquist as being\n\"about as Swedish as the Winnipeg\nGrain Exchange\".)\nIn a contest between U.S.A., and\nFinnish pucksters, Lindquist called\nthe first penalty of the game on an\nAmerican player. This fellow dared to\nchance an outburst of colourful criticism at the referee whom, he was\ncertain, would never understand a\nword of it.\nLindquist smiled pleasantly and\nwhile pointing to the penalty box\nreplied: \"Buster, you've just won\nyourself a 10-minute misconduct.\"\nFurther impolite protests earned the\nplayer a game penalty.\nAn unwitting team-mate rushed to\nhis pal's support with yet another\nassortment of loud invective. \"Just\nkeep breathing hard,\" advised Lindquist, \"and you can keep your buddy\ncompany.\" The two players were convinced they had met the only foreigner in the world with a complete\ngrasp of the North American idiom.\nMoral: You can't always judge a\nhockey referee by his whistle.\nSpanner-Volume 2 \u2022 No. 3\n Don't let the name fool you.. \u2022\nTHIS TRAIN MEANS\nBUSINE\nKnow how the word \"piggyback\" was started?\nFew people seem to.\nMost dictionaries ignore it completely, as do encyclopedias, and the only\nreference we could find was in a century-old book on \"household management.\" That dusty volume reports that as far back as the 17th Century\nthe game of \"pick-a-back\" was a favourite in English nurseries. Object of\nthe game was to pick someone up, preferably smaller than yourself, and\ntote them around on your back.\nImaginative children and intervening centuries reshaped the word into\n\"piggyback\" . . . though the idea that fun can be had by \"toting someone\naround on your back\" seems to have lost favour with space-age children.\nAs the game lost popularity with modern tots the meaning of the word\n\"piggyback\" underwent some drastic changes.\nThe new version of the old game hardly belongs in the nursery. For one\nthing piggyback is now \"played\" mostly at night, usually out of doors\nand always by men.\nIt combines the speed of hockey, the teamwork of football and the\nsplit-second timing of major league baseball. Neither rain nor snow, nor\nbelow zero temperatures will postpone a \"game\" . . . and despite the fact\nthat it attracts almost no spectator-fans, piggyback is played more and\nmore each year.\nObject of the \"game\" is to move as many truck-trailers as possible\nbetween two cities in the fastest, most economical and practical method.\nCanadian Pacific has been in the piggyback \"league\" for more than\n10 years and fields one of the top \"teams\" in the world. Up to 120,000\ntrailers have been handled in a single year and the transportation role\nplayed by our Piggyback Services is still expanding.\nEfficient means of freight transportation are vital to a growing economy.\nPiggyback, both modern and efficient, is playing an increasingly important\nrole in Canada's transportation and Canadian Pacific is playing a major\nrole in piggybacking.\nGrovehill Terminal is the main piggyback depot for the Montreal area ...\nand it is between here and Toronto that the greatest volume of Canadian\nPacific's Piggyback traffic is handled. More than 5,000 trailers move\nmonthly along the Montreal-Toronto route ... a sizable proportion of\nour total loadings.\nGrovehill itself is 38 acres in area and, with the exception of a one-storey\noffice building at the entrance and twelve loading tracks along one side\nof the lot, it is devoid of architecture. Banks of spotlights, mounted on\ntowering poles, baseball-park style, supply night-light to the central asphalt\n\"tarmac\" area.\nEarly dawn and train 927,\npiggyback from Montreal,\npulls into Toronto.\nRamp-side floodlights (right)\nilluminate rows of piggyback\ncars waiting to be loaded\nin Grovehill terminal.\nSpanner-Volume 2 \u2022 No. 3\n (Photo by Nicholas Morant)\nIf the physical appearance of Grovehill is unimpressive the job that is done here more than makes\nup for it. Three piggyback trains are loaded, put\ntogether and sent out nightly ... and the same number\narrive daily for unloading. In addition, a considerable\namount of piggyback traffic is received or forwarded\non most regular fast freight trains.\nPiggyback is essentially \"pulse\" work. Activity in the\nterminal is geared to train departure and arrival times\nand any day is a series of peak periods followed by lulls.\nDuring the lulls the terminal takes on the appearance\nof a huge but deserted parking lot. Few sounds, little\nmotion . . . peaceful. Inside the office paper-work\nis being done.\n(Photo by John Kalina)\nSpanner-Volume 2 \u2022 No. 3\n Utilitymen like Bill Gold, above, check each incoming\ntrailer to make sure it is ready for piggybacking.\nBut the lull soon breaks and peak periods supply enough activity,\nexcitement and noise to compete with a Hollywood spectacular. Trucks\narrive, trailers are detached, shunted, backed around, men run and work,\nloudspeakers bark orders, lights flash, chains clink, machinery whines . . .\nThe men who work here move amid this furious activity with a purpose.\nWhat seems to the visitor's eye as a great deal of commotion is organized\neffort and each man's job is an understandable part of the total effect.\nEach plays a \"position\" on the team, each performs his own task.\nThe best way to learn about Piggyback is to follow a trailer through the\nhandling procedure.\nTrucks enter the Grovehill terminal from the main highway and stop on\nthe scale outside the office building where their weights are automatically\nregistered and waybills prepared. At the same time a checker looks over\neach trailer to make certain it is in good condition and ready for piggybacking. The driver who delivers the trailer to be piggybacked subsequently\ndrives it down to the end of the tarmac, near the loading ramps, detaches\nand leaves it there.\nCanadian Pacific's Smith Transport does the actual loading of the\ntrailers, under contract, onto specially-built piggyback flat cars ... a\ndemanding task that calls for the timing and talent of experts.\nEver rented a small trailer for the weekend, hitched it onto the back\nof your car . . . and then tried to back down your driveway? If you have\nexperienced this perplexing problem, you can sympathize with the skill\nneeded to back a huge trailer down a row of 10 flat cars, with about three\ninches to spare on either side.\nPiggyback cars are not simply flat cars. Aprons that rise and drop like miniature draw bridges are installed at each end so that tractors can back\ntrailers over a row of cars. They are especially designed for their job and\nfeature roller-bearing wheels, to ensure smooth performance at top speeds.\nAs soon as a trailer has been backed onto the farthest car from the\nramp, the driver detaches it and drives back over the piggyback cars, down\nthe ramp and onto the tarmac to pick up another trailer. While he continues\nthis routine, other drivers are loading other rows of cars ... the whole\ntrain is being made up in sections.\nWhen a trailer has been freed from the tractor on a piggyback car, the\n\"fastening\" crew takes over.\nThe \"wrenchman\" using an electric wrench raises a hitch under the\nfront end of the trailer that will attach onto the trailer king-pin exactly\nas the tractor did.\nA \"chainman\" at the rear of the\ntrailer loosely chains the frame area\non both sides of the trailer to the\npiggyback car . . . movement of the\ntrailer is still possible (and desirable,\nas it guarantees a smoother ride)\nbut the trailer is now locked solidly\nand securely to the piggyback car.\nEntire loading operation for each\ntrailer, from time of pick-up by the\nloading tractor to its final fastening\nto the piggyback car, is less than\nthree minutes. Working at top speed\nthe crews at Grovehill can load 100\ntrailers in little more than two hours\n... but better not try to talk to them\nwhile they're doing it.\nSpanner-Volume 2\n More than 5,000 trailers travel between Toronto and Montreal each month via our Piggyback Services.\nWhen each of the assigned ramp\ntracks has been loaded with trailers,\nthe strings of cars are pulled away\nand marshalled together by a yard\nengine and crew assigned to the\nterminal area.\nA van and diesel sent from nearby\nSt. Luc Yard completes the train for\nits immediate departure.\nThe piggyback team, the loading\ndrivers, the chainmen, the wrench-\nmen, the foremen ... all of them, can\nnow breathe a little easier.\nBack to the office to attend to the\npaper work and perhaps a coffee.\nThe next train isn't that far off. . .\nCharlie Pease, above,\nloading foreman at\nGrovehill, stops for a\nbreather after train has\nbeen put together.\nWalter Batchelor, below, assistant\nsupervisor, co-ordinates terminal\nactivity during busy loading shift.\nWrenchman Paul Vadeboncour, left, raises\nhitch to attach onto trailer's kingpin while\nchainman Marcel Bibeau, below, secures\nback end of trailer to piggyback car.\nTractor driver Gerard Paul-Haus (left) has\njust loaded a trailer, will now scoot back over\nrail-cars, down ramp to pick up another.\ns\npanner-Volume 2 \u2022 No. 3\n Highligh\n1962 ANNU\nIntensified efforts to adapt transportation services to changing conditions\nand the initiation of a new phase of expansion of non-transportation\nenterprises were highlighted by Canadian Pacific in the Company's 82nd\nannual report.\nNew records of railway operating efficiency, better service, an improved\nshowing from the Company's other operations in 1962 and emphasis on\nthe development of natural resource assets and corporate diversification\nwere noted.\nADVANCES   RECORDED\nThe report recorded advances-both in better service and increased\nefficiency- in a number of fields during 1962.\nRailway shippers were provided with new specialized freight car equipment, branch lines to serve mineral developments in Western Canada were\nunder construction, the Company's integrated handling of merchandise\nshipments by rail, road, water and air was extended to cover all of Western\nCanada to the Lakehead, a new air service was inaugurated from Windsor\n(Detroit) to Mexico City and a number of non-stop and expanded air\nservices introduced.\nSteamship cruises were greatly increased and modernization of ocean\nfreight operations progressed. Construction was begun on a multi-million\ndollar microwave network between Montreal and Vancouver in conjunction\nwith Canadian National. New public rooms were opened in a number of\nthe Company's hotels.\nINCOME BEFORE\nFIXED CHARGES\nMILLIONS   OF   DOLLARS\n75\nOTHER   INCOME\nNET   RAILWAY\nEARNINGS\nI\n1953     54      55       56       57      58       59       60       61       fs A\nSpanner\u2014Volurr\n ts  of the\nAL  REPORT\nMarketing and rate research were linked with sales training programs and\nadvertising campaigns to promote sales of Canadian Pacific services.\nExtension of centralized traffic control, expansion and modernization\nof rail yards, further curtailment of unremunerative passenger trains, and\nabandonment of uneconomic branch lines all contributed to improved\noperations.\n| NEW   COMPANY\nA new company, Canadian Pacific Investments Ltd., was created as a\nholding company to administer Canadian Pacific interests apart from\ntransportation, particularly those related to the development of natural\nresources.\nRAIL   REVENUES\nIn spite of the improvement which occurred in the economy, rail\nrevenues were lower than in 1961.\nContinuation of freight rate reductions to shippers without compensating\npayment by the Government after expiry of the Freight Rates Reduction Act\non April 30, 1962, accounted for a drop in freight revenue, as did the lower\ninterim payment received in respect of recommendations of the MacPherson\nRoyal Commission on Transportation.\nRailway expenses bore higher wage costs arising out of various settlements made with organizations representing employees. Some of these\nsettlements were milestones in that they mark a beginning in reducing\nrestrictive and outmoded labour practices.\nEMPLOYEES\nALL SERVICES\nTHOUSANDS\n80\n$4.5\n70\n4.0\n60\nI NUMBER\nAVERAGE   ANNUAL   WAGE\nEXCLUDING   FRINGE\nBENEFITS\nSpanner-Volume 2 \u2022 No. 3\n50\nJ   I\n111 ri\n11111\niii\n1958\n59\n60 61 62\n 1\nOTHER   OPERATIONS\nSignificant improvement was indicated in the results of steamship and\nairline operations and of hotels and telecommunications.\nSteamship operations produced net earnings of $646,000 against a loss\nof $1.7 million in 1961. Hotels showed net earnings of $1.8 million, an\nincrease of $554,000 over 1961, largely as a result of intensified sales effort\nwhich produced revenues of a high level at all the Company's hotels.\nISIiSIl\nTHE\nR A I LWAY      DOLLAR\n19 6 2\nMANUFACTURES\nAND\nMISCELLANEOUS\nWhere it came from\nPRODUCTS\nOF   MINES\n*N0   FORESTS\n111;\niftftft;\nPRO DUCTS\nOF   FARMS\nPAYROLL,\nPENSIONS\nAND\nBENEFITS\nWhere it went\nDEPRECIATION\nAND\nOTHER\nEXPENSES\n19<t\n12&\nU\n3$\n10\nSpanner-Volume 2 \u2022 No. 3\n-,....... \\:.\n TRAIN HAPPY - Canadian Pacific engineer Herbert\nStitt of Toronto, will retire in September, but his 47\nyears of service on the road haven't dulled a keen\nappetite for railroading. He'll continue to operate an\n\"0\" gauge model layout of his own which includes 11\nlocomotives, more than 70 cars and a  network of\ntrack that takes up an entire room of his basement.\nFor Engineer Stitt this will be a quiet change from\nrunning the first lap with the C.P.R.'s fast transcontinental trains from Toronto. Four years ago  as\nsteam locomotives began to disappear from Canadian\nrails, Mr. Stitt became interested in model railroading and his admiration for tbe vanishing   teakettle\nis reflected in his collection of model power which\ndoesn't include a single diesel. \"I was brought up on\nsteam. Diesels are fine; they're comfortable and more\nefficient,\" says Mr. Stitt, \"but steam engines have\nromance in them.\"\nSpanner-April, 1962\n12\n &r\nFLY\nBREAK YOUR BUSINESS TRIP\nWITH A LEISURELY STOPOVER\nIN   LISBON - ONLY $21   MORE\nTo London via Lisbon for just $21 extra fare.\nFly a Canadian Pacific DC-8 Jet Empress to\nLisbon, then by fast connection to London.\nOr here's the opportunity to break your busy\nschedule with a sunny stopover in Lisbon's gay\nholiday atmosphere.\nYou'll love the courtly, carefree ways of the\nPortuguese. And discover bargain prices everywhere you go-a charming room with Continental\nbreakfast overlooking a panorama of breathtaking beauty costs $5 a day.\nAll this and $136 saving on CPA's new 17-day\njet economy excursion fare. Only $350\nround-trip, Montreal-Lisbon-London-\nMontreal. From Toronto $390 round-\ntrip. Jus1M0% down, 24 months\nto pay. See your Travel Agent or\nany Canadian Pacific Office.\nJET\n>\nVIA SUNNY\nLISBON\n'\u25a0}n\\\nCanadian OhdAic OFFERS.\nthis attractive new way to fly to London ... now being\npromoted with a special newspaper and sales promotion campaign in eastern Canadian markets.\nTell your friends and business associates about this\nbig new bonus CPA offer\u2014fly to London via Lisbon for\nonly $21 extra air fare.\n CANADIAN PACIFIC RAILWAY COMPANY\nOFFICE OF THE VICE-PRESIDENT\nFREE SCHOLARSHIPS IN McGILL UNIVERSITY\nTwo free scholarships, tenable in the following Faculties and Schools of the University are offered to young\nmen and women employees of the permanent staff who have not reached their twenty-first birthday prior to\nJune 1, 1962, and to minor sons and daughters of employees.\nFACULTY OF ENGINEERING\nChemical, Civil, Mechanical or Electrical Engineering.\nFour years of tuition on Senior Matriculation or five years on Junior Matriculation.\nArchitecture: Five years of tuition on Senior Matriculation or six years on Junior Matriculation.\nFACULTY OF ARTS AND SCIENCE\nBachelor of Arts Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nBachelor of Science Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nBachelor of Commerce Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nFACULTY OF AGRICULTURE   (Macdonald College)\nBachelor of Science in Agricultural Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nBachelor of Science in Home Economics Course (Women only).\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nScholarships will be awarded upon the recommendation of the University Scholarships Committee, based\nupon matriculation results and the candidate's school record. Details of other awards tenable at McGill University and general information concerning the University itself may be obtained from the Registrar's Office of\nthe University.\nThe application of a candidate will be considered only if he is eligible to enter the University.\nThe scholarships will be renewed from year to year, to cover a period not exceeding six years, if at the\nclose of each session the holders are entitled under the rules to full  standing in the next higher year.\nIn case a scholarship holder finds it necessary to interrupt his course for a year or more, notice must be\ngiven at the close of the session to the Railway Company and to the Registrar of the University, in order that\nthe scholarship may be open to other applicants. In order to establish prior claim to the next available scholarship notice of the Student's intended return must be given to the Railway Company and to the Registrar not\nlater than January 1st preceding the opening of the session in which such scholarship will be available.\nApplications for certificates to enter the competition should be made to Mr. T. E. Brady, Superintendent of\nPensions and Staff Registrar, Montreal, and each student is requested to give his name in full, date of birth\nand the name of the school attended, stating whether he is an employee or the son or daughter of an employee.\nCopies of the General Announcement containing the conditions of admission and an outline of courses may\nb   obtained upon application to Mr. C. M. McDougall, Registrar, McGill University, Montreal.\nCertificate holders must apply on the proper forms not later than June 1st, 1962, to the Registrar of the\nUniversity and such application must be accompanied by the Company's certificate of eligibility. Application\nforms may be obtained from the Registrar's Office.\nVice-President.\n Latest equipment in Express service, aluminum van-type trailers,\nmounted on flat cars, are providing fast, efficient service between\nToronto, London and Windsor. The 40-ft. trailers are heated and\ninsulated to protect perishable goods.\n\"Boot bath\", designed for employees'\nuse after work in stock pens, is one\nof new features of recently opened\nAlberta Stock Yards administration\nbuilding in Calgary. R. A. Emerson,\nVice-President, is seen giving it a try\nafter formally opening$360,000 building.\nWith him (I. to r.): Harvey Adams,\nveteran livestock commission merchant; Tom Kakquitts, former Stoney\nIndian chief and R. J. Dinning, a Company director.\nGrant Williams, district sales manager for\nCPA in Winnipeg, displays 103-lb. sailfish\nhe caught recently in Mexico's Acapulco\nBay. Two other successful anglers were\nin his group, including Len Smalley, district sales manager, Edmonton.\nAllan McQuarrie, right, chief meteorologist at Calgary's McCall Field, and H. S.\nVickers, inspector with CP communications, watch demonstration of the new\nelectrowriter which gives instant written\nrecord of top priority changes on weather\nmap.\nWhat is it? - It's a 72-ton unit for steam generating apparatus loaded on a depressed centre\nflat car for rail journey from Halifax to Lakeview, Ont., for installation in a new station being\nbuilt by the Ontario Hydro-Electric Power Commission. It crossed the Atlantic with a 70-ton\ncompanion,  landing at  Halifax,  one  of few  ports  able   to   handle  cargoes  of  this  type.\nSpanner-January, 1962\n11\n First customer in renovated premises,\nMiss Dorothy A. Plant, of Ottawa, is presented with framed silkscreen reproduction of Lake Louise, bearing an appropriate inscription plaque. Presentation of\nthe souvenir was made by C. L. Burpee,\ngeneral agent, passenger department.\nMrs. Florence MacDonald, of CPA's sales\nand reservations department in Toronto,\nis greeted by kimono-clad Japan Air Lines\nhostess Yasuko Unemoto at domestic and\ninternational airlines reception in Las\nVegas, Nevada.\nAC. D. \"Gerry\" Sand, newly appointed supervisor of CPA's\ncity ticket office in Calgary,\nstands under huge reservations\nboard, constructed recently to\nhandle increased number of\nCPA flights through Calgary to\nEurope and Hawaii.\nSomeone asked if camels shown\nhere were destined for the\nhump yard. Actually they were\nheaded for a Winnipeg zoo,\ntravelling in a specially equipped heated CP Express car,\nfrom Quebec City, complete\nwith attendant. They hailed\nfrom Whipsnade Zoological\nGardens in England.\n12\nSlabs of 3-inch polyurethane (plastic foam) structural-type insulation are applied on interior walls\nof one of our new insulated box cars. The Company\nrecently took delivery of 300 of the 50-ton steel-\nsheathed cars built by Dosco plant in Trenton, N.S.\n Model Transportation System\nHow would you like to have the above model railroad layout in that basement\nplayroom? It is a view of the Philadelphia Belt Line (V4\" scale model railroad) taken\nduring the recent annual model railroad exhibit ot the Philadelphia Brotherhood of\nModel Railroaders in the Baltimore and Ohio station, Philadelphia, Pa. The walls ot\nthe railway room were decorated with railway posters and photographs, a number ot\nwhich represented Canadian Pacific railway operation, showing units ot both steam\nand diesel power. The railroad club's locomotives are built to scale of one-quarter\ninch to the foot and there are 99 of them in service. They are designed after the\nvarious engines used throughout the United States. More than 10,000 persons\nviewed the exhibit.\n Fish Traffic Expert\nIs New Depot Agent\nGeorge S. Phillips, of Winnipeg,\nfish traffic expert for Canadian Pacific Express in the west since 1939 as\ndistrict representative, has been named depot agent at Winnipeg in charge\nof all terminal operation including\nfish movement. He succeeds H. D.\nSlater retired. The new district representative will be Ian C. McLeod,\nof Edmonton, who has been in charge\nof fish shipments from Northern Alberta lakes for the past two years as\nspecial traffic representative.\nTwo other Edmonton men are\naffected by the move, G. T. McMur-\nLethbridge Bound\nG. S. Phillips I. C. McLeod\nray becoming special traffic representative  and J.  Stevenson  succeeding\nWfien A. Baynham of Winnipeg was\ntransferred to Lethbridge as division\nmaster mechanic, his colleagues made\nsure he did not leave empty-handed. On\nthe eve of his departure he was presented with a well filled wallet and a Gladstone bag. Above: Superintendent F. J.\nFryer, left, makes the presentation.\nAgent at Woodstock\nGeorge Leslie Underhill, chief clerk\nin the freight department in Woodstock, Ont., has been appointed freight\nand station agent, succeeding Norman\nHiscox, who has retired on superannuation after 46 years service.\n DIAN PACIFIC\nfir\nJuly-August 1955\n Railroad Club Essay Contest\nCLOSING DATE \u2014 OCTOBER 1, 1955\nThe New York Railroad Club is, for the seventh successive year, conducting its RAILROAD\nESSAY CONTEST (essays to be written on railroad subjects suggested below, or on\nsubjects of contestants' own choice), with prizes for the winners as follows: $750 First\nPrize; $500 Second Prize; $250 Third Prize.\nEMINENT JUDGES WILL SELECT THE AWARD WINNERS\nCONDITIONS \u2014 PLEASE READ CAREFULLY\n1. It is suggested that contestants write their essays on any one of the following subjects:\nA. Take all or any part of the \"Weeks Report\" and make the best argument you can\nfor or against such of the Report's findings and recommendations which you choose\nto discuss.\nB. Suggestions for changes in rates and service to improve railroad traffic volume and\nnet earnings, with the contestant's views on improving the competitive position of\nthe railroads.\nC. What the railroads can do to improve their system of recruiting, selecting and training\nrailroad personnel, including management personnel, to meet the severe competition\nnow going on in American industry for superior manpower.\nD. Suggestions for improving the quality of the railroad's freight car fleet, including\nimproved methods of acquisition and finance, and assurance of an adequate supply\nof high-grade equipment at all times.\nContestants are not limited to the foregoing suggested subjects, but if they wish to\nwrite on some other subject, they should first secure written approval from the contest\ncommittee.\n2. On a separate sheet of paper, at the beginning of your essay, write your name and\naddress, your age, occupation, by whom employed (or, if a student, what school you are\nattending) and list the experience or special study which qualifies you to write upon the\nsubject you have chosen. Do not put your name or identity on any other page of your\nmanuscript except this first one\u2014this is important, because all identification must be\nremoved from papers before they are submitted, to the judges. We need information on\nyour qualifications to write on the subject you choose, because, to be considered for prizes,\nthe essays must have practical value\u2014and, if proposals are to be practical, they must be\nbased upon actual experience in, or special study of, the subject discussed. If you do not\nwant your employer's name used, in the event your paper should win a prize, please\nso state.\n3. Essays should be not less than 3000 nor more than 7000 words in length. They\nmust be neatly typewritten, in good English, double or triple-spaced, and written on only\none side of the page.\n4. All essays submitted become the property of the Club\u2014so contestants should retain\ncarbon copies of the papers they submit. There will be no objection by the Club, however,\nif writers whose papers do not win prizes arrange for their publication elsewhere.\n5. To be considered by the judges, papers must be in the hands of the Executive\nSecretary of the New York Railroad Club on or before October 1, 1955.\nSEND YOUR ENTRIES AND ADDRESS ALL YOUR INQUIRIES TO\u2014\nJOHN BURRY, Executive Secretary\n30 Church Street, New York 7, N.Y.\nNew York Railroad Club, Inc.\n LouMMwm\nNo.  214\nTNI WOMD\nJULY-AUGUST,  1955\nSPAMER\nAddress all communications to\nE.    C.    Stockwell,   Editor,   Spanner\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nTrainmaster,  Another  First     4\nNew Accounting  Machines     6\nN.B.   Safety  Trophies     8\nMtce. of Way Rules Book .. 10\nPersonnel   Highlights     15\nOur Women's World     23\nRetirements  27\nSports   Roundup  30\nObituaries      35\nOUR     COVER\nSpanner cover\nshows the most\npowerful diesel\nlocomotive in Canada being turned\nover to Vice-president D. S. Thomson (at right) by\nGeorge A. Mueller,\nsenior vice-president, Canadian\nLocomotive Company, Kingston,\nbuilders of the\nnew   unit.\nThe \"Trainmaster7\nan appropriate name\nfor this giant of speed and performance,\nrepresents another 'first' for the Canadian\nPacific. The power-packed 2,400 horsepower diesel boasts a higher tractive effort\nthan any other of its kind produced in this\ncountry and has a maximum speed of 75\nmiles per hour. After experimental runs\nbetween Montreal and Saint John, N.B.,\nin both passenger and freight service (with\na dynomometer car analysing its operations), the Trainmaster undergoes rigorous\nservice on the Pacific Region with the Kettle Valley Division as  its testing ground.\n\"The territory on which it will finally\nfind its niche will be dependent on where\nit will earn the best return on the investment\", said Mr. Thomson when accepting\ndelivery of the unit.\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint  of  mailing.\nAn Opportunity for\nVoluntary Service\nTHE  PRIVILEGE  of rendering voluntary service  to\nmankind, whether seemingly small or great, is one that\nshould not be taken lightly, nor should we negligently cast\nit aside with an uninterested attitude of \"Let the other\nfellow do it\".\nThe opportunity for service arises often in this day and\nage, as it has in years past, and doubtless will during the\nyears ahead. But the opportunity for voluntary service is\nto be cherished as a heritage of free and unrestrained\nenterprise which is enjoyed in so few countries today.\nNot the least of these opportunities for voluntary service\nto our fellow men, as well as to ourselves individually,\nagain faces us during the approaching membership campaign for the Canadian Pacific Y.M.C.A.'s at Brownville\nJunction, Chapleau, Schreiber and Ignace. Each year,\nSeptember through December, is known as continental\nmembership enrollment time for railway Y.M.C.A.'s. The\ntraditions and high principles of these organizations are\nwell known to all Canadian Pacific employees and their\nfriends along the line. Their many years of Christian and\ncommunity usefulness as worthwhile endeavours need not\nbe reviewed. The promotion of Christian fellowship, responsible citizenship and clean and healthful living must\nbe basic objectives of our Y.M.C.A.'s and the benefits\naccruing from such basic objectives are apparent and\nmany. They should and must be continued.\nI am confident that we of the Canadian Pacific family\nand our friends will successfully meet the challenge and\nI trust that this year's Y.M.C.A. membership campaign will\nbe a most successful one, which is bound to be the case if\neveryone assumes his share of responsibility in this worthy\ncause.\ncVJIJLa^^v^\nPresident.\nESSE\nSpanner \u2014 July-August,   1955\n ANOTHER CANADIAN PACIFIC FIRST\nVice-president D. S. Thomson Accepts Delivery of\nTrainmaster; Most Powerful Diesel Unit in Canada\nPRESENTATION to the Canadian\nPacific Railway of the most\npowerful diesel locomotive in Canada\u2014described as \"another Canadian Pacific first\" by D. S. Thomson, vice president with jurisdiction\nover all C.P.R. lines\u2014was held at\nKingston recently in the presence of\ntop railway and Canadian Locomotive Company officials.\nThe powerful new \"Trainmaster\"\ndiesel locomotive, first unit of its\nkind in Canada, began its service\non Canadian Pacific lines between\nMontreal and Saint John, N.B., on\nJuly 12.\nIn accepting delivery of the\npowerful diesel, Vice President Thomson said the 2,400 horsepower unit\nwould give \"Canadian Pacific yet\nanother first in Canada with what\nthe builders assert is 'the finest.' \"\n\"We propose to run this locomotive for a time\u2014both in passenger\nand freight service\u2014between Montreal and Saint John, N.B., after\nwhich it will be sent West to the\nMountains, where a number of your\nlocomotives are giving good service\nin that rugged territory.\n\"The territory on which it will\nfinally find its niche will be dependent on where it will earn the best\nreturn on the investment,\" Mr.\nThomson said.\nThe 2,400 horsepower diesel is\nscheduled to make several test runs\nin both passenger and freight service between Montreal and Saint\nJohn before heading for the Pacific\nRegion to undergo even more rigorous tests on the Kettle Valley Division.\nAttending the presentation ceremonies were B. W. Roberts, vice\npresident, purchases and stores; L.\nB. George, assistant chief of motive\npower and rolling stock; and W. F.\nSinclair,   engineer   of   motive   power.\nFeatures of the \"Trainmaster\" include a maximum speed of 75 miles\nper hour, more horsepower and pulling power (tractive effort) than any\nother diesel locomotive on Canadian\nPacific lines, and controls which will\npermit the new diesel to work in\nmultiple with units  of other makes.\nCongratulations all around are the order of the day during presentation ceremonies at Kingston of the most powerful diesel locomotive in Canada. Evincing\ntheir approval are D. S. Thomson, left, vice president, C.P.R., and George A.\nMueller, senior vice president, Canadian Locomotive Company.\nJ. W. Stewart, superintendent (C.P.R.); G. D. Peters, works manager; H. F.\nMcDonald, sales manager, locomotive division; R. N. Collins, superintendent, locomotive sales engineering; L. S. Hoar, sales representative, locomotive division, J.\nB. Vercoe; J. A. Chisholm; C. I. Allen., vice-president and secretary-treasurer, C.L.C.;\nB. W. Roberts, vice-president, purchases and stores (C.P.R.); D. S. Thomson, vice-\npresident, Canadian Pacific Railway; G. A. Mueller, senior vice-president, C.L.C.;\n6. O. Saunders, vice-president, manufacturing; W. F. Sinclair, engineer of motive\npower  (C.P.R.);  and  L.  B.  George, asst.  chief of motive power and rolling  stock.\n(Cont'd on page 5)\nSpanner \u2014 July-August,   1955\n TRAINMASTER CONT'D\n-i2'-r-\nAbove is elevation drawing of Diesel Trainmaster. Following are\nsome of the specifications and locomotive data on this powerful\nunit: AAR wheelhase classification C-C; Power available tor traction 2400 H.P.; Power dissipated in dynamic braking 3000 H.P.;\nFuel oil capacity 1500 imp. gal.; Lube oil capacity 320 imp. gal.;\nEngine cooling water capacity 210 imp. gal.; Steam generator water\ncapacity 2000 imp. gal.; Sand capacity 48 cu. ft.; Lenqth inside\nknuckles 66'0\"; Total wheel base 49'4\"; Truck wheel base 13'0\";\nOverall height above rail 15'6\"; Overall width 10'4V2\"; Loaded\nlocomotive weight 388,000 lbs.; Minimum radius of curvature (one\nunit) 19V (30\u00b0); Minimum radius ot curvature coupled to AAR 40'\nfreight car 212' (27\u00b0); Gear ratio 65:78; Wheel diameter 40';\nMaximum speed 75 m.p.h.; Minimum continuous speed 10 m.p.h.;\nMaximum continuous tractive 69,800 lbs.\nThe \"Trainmaster\"^ the most powerful diesel locomotive unit in Canada, arrived\nin Saint John, N.B., on the first of a series of test runs from Montreal on passenger\ntrains. The huge locomotive is shown as she pulled under the Saint John viaduct\non her way into Union Station. The first car immediately behind the locomotive\nis the dynamometer car which houses instruments to record the pulling power and\nspeed ratings of the locomotive. The \"Trainmaster\" which arrived on the noon-\nhour train from Montreal left Saint John on the early evening train for the return\ntrip. The locomotive was tested on freight trains on the Saint John-Montreal run\nprior  to   this  first  passenger  train   trip.\nNew  Telephone Service\nLarger  Dial  System\nInstalled at Montreal\nANEW and larger dial telephone\nsystem has been installed for\nPLateau 2211, phief number for the\nCanadian Pacific Railway Company\nin Montreal, and went into service\nat 9 p.m. (E.S.T.) Friday (July 15).\nOf the 820 telephones connected to\nthe switchboard in Windsor station,\nno less than 240 are located in other\noffices throughout the city, and by\nmeans of two long distance positions\non the switchboard, direct connection\ncan be made over the Canadian Pacific Telegraphs' own lines to Toronto, Ottawa, Saint John, North Bay,\nQuebec City, Winnipeg, Farnham\nand Smiths Falls, and through them\nwith other distant points.\nSixty-three lines c o n n e c t the\nswitchboard with the PLateau central office for incoming calls, while 58\nlines are provided for outgoing calls.\nAll internal and outgoing calls are\nhandled by the dial equipment.\nTie lines link the system with the\nmain switchboard of the Canadian\nPacific Telegraphs on Hospital street,\nand with a satellite dial system at\nthe Angus shops.\nThe 240 extension telephones not\nin Windsor station are in such widely-scattered locations as the City\nTicket Office on St. James street,\nMontreal Wharf, Park Avenue and\nother stations, freight offices and railway yards.\nThe present system can serve up\nto 1,000 telephones, and if additional\nequipment is installed, can handle as\nmany as 1,600.\nSpanner \u25a0\u2014 July-August,   1955\n New Machines Streamline Accounting Work Procedures\nElectronic Computers to Add Speed and Efficiency\nONE of the great problems in railway operation is the recording,\nhandling and processing of the necessary paper work relating to the millions of transactions. Much of the\nwork involves repetitive and monotonous tasks for which machine methods have been developed through the\nyears to the greatest extent possible.\nMachine aids now used include typewriters, adding machines, punch card\nequipment and teletype service. However, opportunities for improved mechanical methods still remain.\nIn a year, the Canadian Pacific\nprocesses 5,000,000 waybills, 9,000,-\n000 passenger tickets, 1,800,000 requisitions on stores, and issues 2,000,000\npay checks. Handling these and\ncountless other reports in the various\ndepartments are 8,500 employees in\nthe clerical category, and many other\nemployees are involved to some extent in paper work. Any newly developed mechanical means for taking\ncare of the recording and accounting\nfor these masses of data bears looking into in order to save manual\neffort and expedite the completion of\nthe work.\nThe  latest kind  of equipment to\ncome on the market is the electronic\ncomputer which has such an amazing\nspeed in adding, checking, matching,\nmultiplying, dividing and printing\nthat in all likelihood one machine\ninstallation can handle all the clerical work of the whole system that is\nadaptable to it.\nThe Company has ordered one of\nthese data processing machines\u2014the\nInternational Business Machine Type\n705\u2014for delivery early in 1957. A\nsimilar kind of machine, known as\nthe Univac, has received considerable publicity and is manufactured\nby the Remington Rand Company.\nExperience indicates that progress\nin matters of this kind must necessarily take time as alterations in procedure and in organization require\nstep by step programming.\nUnder the direction of Eric A.\nLeslie, vice-president and comptroller, a group of methods analysts\ndrawn from various offices is at work\nin Montreal designing the systems\nfor utilizing such a data processing\ninstallation.\nMastering the techniques for machine processing is no easy task and\nmonths of preparation will be required. The objective is to produce\nthe complete end results required by\nmeans of machine operations using\nautomatic sequential processing of\noriginal data derived from basic reports.\nTaking as an example the engine-\nmen's daily trip ticket submitted by\nthe locomotive engineer at the end of\neach tour of duty, the particulars on\nthese tickets and the necessary coding\ndata will be transcribed into punched\ncards by key punch operators. The\ndata on these cards will then be\ntransferred to magnetic tape, one\nsmall reel of which will carry all the\ninformation from 25,000 trip tickets.\nThen, by giving the computer a\nhundred or more logical instructions,\nprepared in advance and retained for\nrepetitive operations, one processing\nof tapes will automatically compute\nin a few minutes the payroll showing\nthe semi-monthly gross earnings, deductions for income tax, hospital\nassociations, pension fund, union dues\nand the rest, and net pay. Following\nthis, within a matter of hours, other\nmachines in the installation will print\nthe pay checks and coupons; list the\ndeductions; print a statement of the\nwages according to the operating divisions and accounts to be charged;\nanother statement of wages for each\nCont'd on page 7\n750 LINES PER MINUTE: A recently acquired high speed\nalphabetic accounting unit, I.B.M. Type 407, which turns out\nISO lines per minute printing 720 characters at the same\ntime, receives the studied attention, at left, of Canadian\nPacific Railway officials J. P. Lunn, supervisor, Computer\nCenter, S.  Smallwood, chief of the Center, E. A.  Leslie, vice-\npresident and comptroller, W. A. Crosbie, assistant comptroller,\nand H. C. Reid, assistant comptroller-Research.\nAt right the officials examine the operations of the alphabetic accounting machine, I.B.M. Type 405, which is presently\nbeing used to produce paycheques, payrolls, vouchers for bills\npayable, and many other reports. The group is surrounding\noperator George Lamontagne.\nSpanner \u2014 July-August,   1955\n QoMaJUoAifihdftc\nSPANNER\nNo.  272 October,   1961\nAddress all communications to\nGraham   Nichols,  Editor,   Spanner,\nRoom 294, Windsor Station, Montreal\nINDEX\nPage\nMagic Carpet for the Rails  4\nShipping the Piggyback Way  8\nCold Reception for Flames  10\nChanges in Personnel  18\nPersonnel  Highlights..:.  20\nOur Women's World  22\nThe Home Stretch  28\nObituary                       34\nOUR    COVER\n\"Nothing happens until somebody sells something\"\na phrase first used by Arthur H. Motley, present\nChairman of the Chamber of Commerce of the\nUnited States, Publisher of \"Parade\" magazine and\na professional salesman for forty-six of his sixty years.\nThe expression was originated by Mr. Motley at a\ntime when his business associates \u2014 hit by a setback\nof their plans \u2014 were idle and bemoaning their\nfate. Mr. Motley's advice paraphrased: \"Don't sit\nstill and cry, get out and sell. Nothing will happen\nuntil you do!\" The outcome: It's pleasing to report\nhis advice was followed \u2014 with great success.\nThis month \"Spanner\" reminds its readers that\nselling is important business for Canadian Pacific.\nWe hope you'll make selling our services your\nbusiness  too.\nIMPORTANT\nAll those mailing out Spanner to any\ndestination are requested to place the name\nand address of their office on the envelope\nor wrapper so that in case of non-delivery\nthe magazine may be returned direct to\npoint of mailing.\nPublished   by  the   Department  of   Public\nRelations of the Canadian Pacific Railway\nat Montreal\nLETTERS commending the Company's services, and little extra kindnesses performed by employees of our various departments, continue\nto arrive from grateful patrons. Unfortunately it is not possible for Spanner to reproduce excerpts from more than a handful of letters received.\nGeneral Agent, C.P. Express, Winnipeg:\n\"We would like to express our appreciation for the attention and\nservice of your Mr. N. A. Swallow in endeavoring to locate and deliver\na badly needed express shipment.\n\"Our appreciation of this splendid service includes any others who\nco-operated with Mr. Swallow in locating and delivering this shipment\nso promptly.\"\nE. C. N.\nSupervisor, S.D. & P.C. Dept., Montreal:\n\"I want to commend the service given by Porter J. Fergus (Train 1,\nOttawa-Winnipeg) whose service seemed to originate out of a desire\nto give service, not out of how much service was required of him. It\nseemed his whole desire was to make the trip as comfortable as possible\nfor his guests.\"\nH.A.B.\nManager, S.D. & P.C. Dept., Montreal:\n\"We enjoyed our trip from Winnipeg to Toronto. You have a luxurious\ntrain and a fine staff.\n\"The meals were excellent and the service courteous and considerate.\nWe especially would like to pay tribute to your dining room steward. He\nhas been really wonderful.   Our hats off to him!\"\nRev. Dr. B. K.\nCanadian Pacific Airlines, Vancouver:\n\"Having recently returned from a very lovely holiday in Mexico, I\nfeel I must write and thank you for the help given me by your staff in\nMexico City and especially by Sr. Isidro Lopez, Agte. Supervisor Ser-\nvicio de Pasajeros.\n\"The friendly and cheerful attitude of your employees makes the\ntraveller feel part of a big happy family and that the door is always open\nat a C.P.A. office. Miss J. H.\nGeneral  Tourist Agent, Montreal:\n\"Last summer my wife and I spent a 30-day vacation in Western Canada . . . going out on the Dominion, returning on the Canadian. I was\npleasantly aware of how these great trains carry on the great tradition\nof C.P.R. travel. . . . To travel across Canada on either is a vacation in\nitself . . . and C.P.R. is to be commended for the friendly dignity of\nits great hotels. L. A.C.\nSuperintendent, Great Lakes Steamships:\n\"A word to say how very much we enjoyed our Great Lakes voyages on\nthe eKeewatin9 and cAssiniboia\\ The service was excellent, especially in\nthe dining room; the quiet and courteous manner of the waiting staff on\nboth ships is to be highly commended, and did much to make the trips so\ndelightful. Of the ships themselves, they have a grace and charm that is\nso pleasing ... I might close by saying that the comments of passengers\nregarding ships and service were of a high order, something not always\nheard from people one is travelling with.\nC. H. G. P.\nSpanner \u2014 October,   1961\n IT MAY NOT be a world record\nbut could be pretty close to one,\nprairie region officials think as they\nstudy details of this summer's\ntrack ballasting program.\nMaintenance crews are nearing the\nend of the 1961 program renewing ballast on 300 miles of main track on the\nKenora, Moose Jaw, Regina and Brandon divisions at an estimated cost of\n$1,300,000.\nTaking the Kenora division as an\nexample, labor cost for carrying out\nballasting this year has been approximately one-third of the cost 11 years ago\nbefore present methods were adopted.\nAverage miles per day completed this\nyear was at last record 2.03 compared\nwith less than one mile per day eight\nyears ago.\nThe secret for success has been\ngreater use of modern machines and,\neven more important, teamwork from\nthe original planning in the office of K.\nA. Truman, regional engineer, until final\ntrim is completed on the scene of operation by a few men using hand tools.\nWhile this article and the accompanying photographs deal primarily with\nwork done on the Kenora division, the\nsame system applied to all jobs of this\nnature completed this year.\nPassengers will not see the improvements in the roadbed from which the\nold ballast was removed \u2014 ballast which,\nin the past 25 years, had been saturated\nwith about six inches of fly ash and coal\ncinders deposited by steam locomotives.\nBut the new carpet will give them a\nA MAGIC CARPET\nFOR THE RAILS\nsmoother ride, reduce wear and tear on\nthe equipment that is geared to roll the\ncountry's commerce across the nation,\nand also prolong the life of the tracks.\nThe new magic carpet under the rails\nis the new crushed rock ballast which is\nbeing applied to a depth of five inches\nat a rate of 1,900 cubic yards per mile.\nThe ballast, besides forming a solid\nbase for the roadbed, is also essential\nfor drainage purposes. It will in time\noutlive its usefulness when the water\ncan no longer run off, and together with\na mixture of dust and dirt mixed in by\nthe elements, will settle like mud on the\nbottom and eventually harden like\ncement. This condition is not only hard\non the fast-moving equipment but also\ngives the customer an uncomfortable\nride.\nHere is a general picture of how the\nwhole operation is smoothly synchronized to get maximum usage and performance from both men and machines.\nThe track is first lifted by means of\njacks for a length of about 12 feet and\na machine known as a toboggan bottom\nballast sled is pushed under the rails\nand ties by a tractor. Then the jacks\nare removed.\n\\\nDouble track liner is seen here restoring\napproximate line of track as toboggan\nsled and men remove worn ties. Freshly\nlaid ballast makes sharp contrast to old\nroadbed, \"saturated\" with years of ash\nand cinders.\n!\u00bb -if <\nDriving spikes the easy\nway \u2014 but with the same\neffective results. Nord-\nbergh spike hammer, seen\nhere in action, eases and\nspeeds work for tie renewal gang.\nSWyp\u00bb-ft::    ft\"^Wft:^ ftftfc\nSpanner \u2014 October, 1961\n Proceeding along track above is Pullman tie spacer,\none of two being used for straightening and spacing\nties after passage of sled. Machines do work that\nformerly required services of 25 men.\nTie spacer operator has small conference with job\nsupervisors Gunnar Anderson, ballast gang roadmaster (standing on machine), Charlie King, supervisor, M. of W., and C. K. Holden, assistant regional\nengineer.\nIngenious machines and exemplary brand of teamwork pay off as old ballast\nis replaced by new along 300 miles of mainline track in Western Canada.\nResults will show in smoother rides and less wear and tear on equipment.\nThe rubber-tired tractor is positioned\nabout 50 feet in front of the sled linked\nby steel towing cables, after which the\nsled proceeds to plow under the old ballast at a comfortable walking speed.\nStops are made at infrequent intervals\nto enable the track crew following to\nremove bad ties which are no longer fit\nfor service.\nWhen working in double track a lining device is attached to the sled and\nto the adjacent track. This device keeps\ntrack being worked in reasonably good\nline.\nFollowing the sledding operation, ties\nare properly spaced by means of two\nPullman tie-spacing machines. These\nmachines do the work which was formerly done by about 25 men.\nFollowing the tie-spacers a further\nportion of the gang replaces ties which\nhave been removed from the track, as\nwell as installing additional ties which\nare required to bring the number of\nties up to present C.P.R. standard. This\nportion of the operation is largely hand\nwork except for the driving of spikes\nCrushed rock ballast is obtained\nfrom Company-leased quarry at\nHawk Lake. Some 5,000 tons of\nrock are crushed each day with\nresultant daily production of 3,700\nto 4^000 cubic yards of iy2\" rock.\nwhich   is   done   with   mechanical   spike\nhammers.\nAfter tie renewals have been completed the gang distributes new crushed\nrock ballast from longitudinal hopper\ncars at the prescribed rate per mile. Two\nmiles of rock involving approximately\n70 cars and weighing about 5,600 tons\nare unloaded and spread with a Jordan\nspreader in an average of an hour and\na half.\nThe No. 1 or \"front-end gang\" works\napproximately two miles ahead of the\nNo. 2 or \"rear gang.\" After new ballast\nhas been distributed on the track, the\nNo. 2 gang then proceeds to lift, surface,\nline and trim the track. The first part\nof   this   operation   involves   lifting   the\nSpanner \u2014 October,  1961\n Average miles per day re-ballasted this year stand at 2.03 compared\nwith less than one mile per day eight years ago . . . Labor force includes\nmany who return from year to year, each a specialist in his own job.\ntrack by means of a power track jack\nand Nordberg wire surfacing device to\nthe correct elevation.\nThe surplus ballast which has remained on top of the ties is then removed\nby a mechanical track broom.\nThis operation is followed by three\nvibratory multiple tamping machines\neach of which tamps solidly every third\ntie. Working together these three machines are capable of tamping slightly\nmore than three miles of track in a day.\nFollowing the tampers, the track is\nbrought to final line by a two-point\nmechanical track liner. This machine is\noperated by one man with a helper and\nthe sighting for lining is done by one\nman using a telescope similar to that\nused in a surveyor's transit.\nAfter the lining operation is effected\nthe ballast is trimmed and regulated by\na ballast regulating machine, and the\nfinal trim is made by a few men with\nhand tools.\nThe ballasting gangs work an average\nof 10 hours per day and during this\nseason have averaged slightly more\nthan two miles of track, completed, per\nday.\nLunch is brought out to the working\npoint and the men eat where they finish\nwork at lunch time. In double-track territory, the track on which work is in\nprogress is taken out of service during\nthe   working   day   and   is   restored   to\nservice during night time with an appropriate slow order being in effect.\nThis efficient new system did not develop overnight. First real progress was\nmade about eight years ago under the\ndirection of G. James Yorston, then\nsupervisor of maintenance of way, now\nin the same position in the Pacific region.\nCharles King, supervisor of maintenance of way in the prairie region, a\nman with  considerable  practical  expe\nrience on track gangs, has carried on\nand improved on the innovations of eight\nyears ago.\nC. K. Holden, assistant regional engineer, handles much of the organizing\nof equipment and materials before any\njob is started.\nGarnet B. Beach, assistant engineer,\nsees that the machines are always in\ngood repair.\nGunnar  Anderson,   of  Kenora,   under\nImportant job of\nlining up the\ntracks is performed by Nord-\nbergh two-point\nliner. Sighting for\nlining is accomplished by man\nusing telescope\nsimilar to that\nused in a surveyor's transit.\nUnloading gang is seen at\nwork along ballast train.\nSome 5,600 tons of new\nballast are unloaded by\napproximately 70 cars\nalong two miles of track.\nSpeed of train is governed\nwhile ballast is being unloaded, putting fresh stone\nwhere needed.\nA strange looking vehicle is lead tamper\nwhich tamps crushed rock ballast under\nties. One of these machines can cover\nmore than a mile of track a day.\nSpanner \u2014 October,   1961\n Shown below is Kershaw Jackall self-\npropelled tamping jack with Nordbergh\nsurfacing wires and carriages. This ingenious machine eliminates guesswork\nand a lot of hard labor.\nTrack is eased by Nordbergh jack for tie\nplate installation on new ties. Mobile\njack sets pace for fellow workers installing plates on ties ahead.\nWith its pint-sized\nflanged wheels and\ngangly superstructure,\nthe Kershaw Jackall\ntamping jack presents\nan unusual sight as it\nproceeds along the\nrails.\nLast machine called into action is Kershaw ballast trimmer seen here performing final stages of job. Finishing touch is\nperformed by men with hand tools.\nthe direct supervision of divion engineer Stan Cook, is roadmaster in\ncharge of ballasting in the eastern part\nof the region \u2014 the man constantly on\nthe scene to co-ordinate operations on a\nminute-by-minute basis.\nIn addition to the above personnel, the\nsuperintendent, his division engineer,\ndispatching staffs, and regular roadmasters on whose territory ballasting\nprograms are carried out, deserve a lot\nof credit for looking after the many\ndetails involved in this work and keeping\nthe trains rolling, although some of their\ntrackage was under repair.\nThe laboring force is not a pick-up\ncrew but men who return to the job\neach year \u2014 each a specialist in his own\njob.\nExcellent teamwork, special machines\nconstantly maintained in good repair\nand intelligent workmen are the recipe\nfor the track-ballasting record being set\nin the prairie region.\nSpanner \u2014 October,   1961\n Shipping It The Piggyback Way\n\u2022 Last year 113,843 trailers rode atop our flat cars to their\ndestinations \u2014 almost double the number recorded in 1958.\nD IGGYBACK, sometimes de-\n\u25a0 scribed as \"that happy marriage between highway and rail\"\nand a foreign word in railroading\na decade ago, has in the past few\nyears developed into one of the\nmost dynamic forces in the Company's operations.\nThis speedy and convenient\nmethod of moving loaded highway\ntrailers on flat cars is winning new\ncustomers all along the line and\nfrom all indications the green light\nfor this type of transport will glow\nwith increasing brilliance as the\nservice continues to expand.\nFigures tell the story more\neloquently than words. In 1958, for\ninstance, a total of 63,216 trailers\n\u2014 and that would make quite a\ntrain! \u2014 travelled the piggyback\nway. Two years later, in 1960, the\ntotal had leaped to almost double\nthat figure, with 113,843 trailers\nriding flat cars to their destination.\nIn like fashion, there has been a\nsharp rise in the piggyback equipment index. Our present piggyback\nfleet consists of 1,140 flat cars\nequipped with ACF hitches. Ten of\nthese cars were recently received\nfrom the builder earlier this year\nand are specially designed for container handling.\nDuring the past several years,\nthe various types of piggyback\nservice have gradually become to\nbe classified, with the result that\nthere are so far five basic types\nwhich have gained acceptance on\nthe North American continent.\nThese types, designated as \"plans\"\nare as follows:\nPlan I \u2014 Carriage by railroad of\ntrailers of motor common carriers.\nThe railroad provides the flat car\nand performs the rail haul.\nPlan II \u2014 Carriage by railroad\nof trailers belonging to the railway. The railroad solicits the traffic, bills the shipper, provides the\ntrailer, performs the pick-up and\ndelivery, provides the rail car and\nperforms the rail haul.\nPlan III \u2014 Carriage by the railroad of trailers belonging to industry. Here again, the railroad\nprovides the flat car and performs\nthe rail haul.\nPlan IV\u2014The railroad performs\nthe rail haul for shippers who\nfurnish not only the trailer but\nalso the flat car.\nPlan V \u2014 Joint rail-truck rates.\nSuch rates extend the territory of\neach carrier into that served by\nthe other, permitting each to handle shipments originating in or\ndestined to the other's territory.\nThe service had its beginnings in\n1952 when Canadian Pacific established all-rail piggyback service\ncarrying rail-billed traffic in railway owned trailers between Montreal and Toronto. This service was\nsubsequently extended to provide\nservice between eastern and Canadian points.\nOn July 8,1954, Canadian Pacific\nTransport Company, Limited, in-\nPiggyback trains have become a\nfamiliar sight along the right-of-\nway \u2014 particularly between Montreal and Toronto, where trains of\n100 cars and more \u2014 requiring up\nto five diesel units \u2014 have been\noperating in recent months.\nPhoto above shows one of our\npiggyback trains crossing Mud Lake\nBridge on the Montreal-Toronto run.\nSpanner \u2014 October,  1961\n Nears Completion\nv       \u2666;\u2666       v\nNew Terminal Includes Engine House, Machine\nShops, Stores, Car Repair Building, Steam Power\nPlant, Coaling  Plant, Signal  Tower, Yard Office\nShown above is part of the 80 miles of track that are going into the new height\nterminal. This is the 15-track receiving yard which will have a capacity of 1,151\ncars when completed.\nemploy a staff of from 300 to 400\nmen.\nThe engine house of the new yard\nis now approximately 65 percent complete and coaling, sanding and cinder\nplants are also nearing the final stages\nof completion. The stores building,\ncar repair building and enginemen's\nbunk house are 80 to 85 percent completed. In addition, construction of\nthe general yard office, retarder control building, hump office, signal tower\nand automatic track scale is now in\nprogress, and it is anticipated that\nthese will be completed before the\nend of the year.\nBallasting of yard tracks is also\nnow well in progress, and it is estimated that upwards of 30 miles of\ntrack have been ballasted to date.\nIt is anticipated that all 80 miles of\ntrack will be laid and ballasting finished before winter sets in.\nSpanner\u2014November,   1949\nAn electric power distribution system is being installed as is a system\nof sewer and water supply. A 104,000\ngallon steel water tank which will\nprovide all yard facilities including\nstanding pipes for the furnishing of\nwater to steam locomotives, is also\nunder construction.\nThe installation of the electrical\nretarders, which will control the\nspeed of cars in the classification yard\nshould be completed shortly.\nA system of floodlighting involving\nbatteries of floodlights similar to\nthose used in baseball parks will also\nbe a feature of the new yard. The\nlights, mounted on steel towers, 100\nfeet in height will be provided at\nstrategic points.\nBuildings also are being erected for\nthe accommodation of switchmen,\ncarmen and yardmen and will provide\nthese men with wash-room and locker\nspace, in addition to lunch room and\ncooking facilities.\nThe engine house of the new hump\nretarder freight yard at Montreal is\nshown in above picture.\nEngine facilities will consist of a 35-\nstall engine house for steam locomotives\nand a two stall diesel shop for the\nhousing of diesel switchers. The engine\nhouse will be supplied with a 110'\nturntable.\nC.P.R. to Maintain\nSchool Property\nDEVALUATION of the British\npound sterling has caused the\nFairbridge Society of London to discontinue sending British children to\nthe Prince of Wales Fairbridge Farm\nSchool at Cowichan, B.C., but the\nCanadian Pacific has agreed to maintain the property for the purpose of\nassisting British farm families to\nmigrate to Canada.\nThis agreement was announced at\nMontreal and London by H. C. P.\nCresswell, chief commissioner, department of immigration and colonization,\nand Gordon Green of the Fairbridge\nSociety's executive committee in\nLondon.\nThe arrangement provides that the\nschool, which has operated since 1935,\ncan be used again for the movement\nof children when economic conditions\npermit.\nIt is now planned to separate the\nFairbridge farmsite of approximately\n1,000 acres with farm buildings, from\nthe schoolsite which includes a number of unit residences not immediately required for the care and maintenance of children already in Canada.\nThe farmsite will be leased to a\ntenant and operated under supervision of the Canada Colonization\nAssociation, a subsidiary of the department of immigration and colonization.\n TO POWER ALOUETTE AND RED WING\nLatest Type Diesels for C.P.R.\nCanadian Pacific passenger trains\nrunning between Montreal and Boston will become the first mainline\npassenger trains in Canada to be powered by streamlined diesel locomotives especially designed for passenger service, when three of the latest\ntype General Motors diesel locomotives are delivered in November, it\nwas announced recently by N. R.\nCrump, Vice-President.\nThe three 2,250-horsepower locomotives, which are of even later design than the engine on the famous\nGeneral Motors \"Train of Tomorrow\", will complete dieselization of\nthe Company's 171-mile run between\nMontreal and Wells River, Vt., Mr.\nCrump said.\nThe change-over from steam on\nthis important international operation began last June and there are\nnow 12 1,500-horsepower streamlined\nroad freight units, five 1,500-horsepower road switchers and three\n1,000-horsepower yard switchers in\nthe operation. In addition to other\nwork, the road switchers also power\nthe Company's local passenger trains\nbetween Montreal and Newport, Vt.\nThe new passenger units are now\nbeing completed in the General Motors locomotive plant at La Grange,\n111. Boasting a maximum speed of 85\nmiles per hour, the locomotives will\npull the well-known Alouette and\nRed Wing trains which serve Montreal and Boston.\nThe Company will receive three of\nthe first 10 of these latest-type diesels turned out. In addition to various technical innovations, the locomotives will have an increased heating capacity.\nThe passenger diesels will carry the\nsame paint design as the freight units\nalready in service\u2014grey, tuscan red,\nand focal yellow.\nHighlight of the good natured banter\namong men at Ogden blood clinic (see\nstory at right) was laying ot a spray of\ncarnations by Gardener W. O. A. Qraeper\non the prone chest ot paint shop foreman\nJ.  S.  Wilson.\nCompany Praised\nIn Counteracting\nMAYOR Houde of Montreal and\nCity Councillor Roy E. Wagar\njoined forces recently to praise the\nCanadian Pacific Railway and the\nCanadian National Railways for their\nefforts to control smoke emission from\nPower for Pilgrimage Trains\nAbove photo shows how things looked at Cap de la Madeleine, Que., when three\nspecial Pilgrimage trains were preparing to leave for Quebec earlier this summer.\nThe photo appeared on the cover of one of the annals published by the Cap de\nla Madeleine Shrine and was photographed by Roger Latleur.\nfor Effective Role\nSmoke Nuisance\nlocomotives and roundhouses within\ncity limits. Both were present at a\njoint C.P.R.-C.N.R. smoke abatement educational class held for engine\ncrews at the Canadian Pacific's Park\nAvenue Station.\nSpeaking to the group of railway\nofficials and locomotive engine crews,\nwho attended the meeting along with\nmembers of the city's Smoke Abatement Committee, His Worship said,\n\"The city is very pleased with what\nhas been done by the railways towards the abatement of smoke.\"\nHe went on further to outline the\nhistory of the Smoke Abatement\nCommittee and spoke of the effects of\nsmoke on property value and health.\nMayor Houde pointed out \"The\ncity is well aware that it isn't only the\nrailways who make smoke, and we're\nafter the others too, to get their cooperation.\" Said City Councillor\nWagar: \"Both railways are doing a\nwonderful job, and this educational\nclass is one evidence of the effort they\nare putting into it.\n\"Both railways have smoke inspectors in addition to the city's, and they\nare doing many other things towards\nthe lessening of smoke. They have\nmade special installations on switching locomotives to cut smoke emission, and have put similar appliances\nin their roundhouses.\"\nSpanner \u2014 'November,  1949\n Does This Bring Back Memories?\n\u2022   K       9\niJJjift\nHere's one to set the memory train in motion\u2014particularly\nif you happened to be stationed at Moose Jaw some 45 years\nago.\nLined up in that unmistakable \" camera formation \" of the\ndear dead past are members of the Moose Jaw round house\nstaff  as  they   appeared  in   1904.    We  don't  know  what  the\n34\noccasion was but if there was one it may be recalled by some\nof our older readers.\nThe photo was contributed by J. O. Leask, locomotive foreman at Bay Shore, N.B. Mr. Leask has several other odd photos\nof approximately the same vintage depicting the Moose Jaw\nroundhouse staff, machinists and apprentices.\nSpanner \u2014 November,  1949\n A. A.\nAvkins, A. F.\ninripin,\n(fill,   J.  B\nRomans, W. E.\n\/Hurley, J\t\nAgent, Dryden, Ont.   46\nSuperintendent, Fort William     46\nBlacker-Off, Angus  Shops     22\nCar Foreman,  Outlook.  Sask  39\nLoco. Engineer, Vancouver Division   ... 38\nBoilermaker,  West Toronto     32\n\u2022 A sincere apology is offered by the Editor to those recently\nretired employees who were inadvertently listed in the obituary\ncolumns ot the October number of the Spanner. The unfortunate\ntransposition of certain names in the retirement and obituary lists,\nSherring, A. H.\nShort, R.   ...\nSimurino,  B.\nSiry,  P\t\nSlupsky.  R.\nThornton, W. E\nv^per error,   ^prg.~ 'ijrcilt^'^CTXrC.      TftT\nChargeman, Frank, Alta\t\nTinsmith's  Helper.   Ogden   Shops\nJanitor, Oprg., Fort William  \t\nCar Repairer, Winnipeg Shops.-...\nLaborer, Winnipeg  Shops   \t\nAgent,  C.P. Express,  Perth,   Ont.\n^38\n41\n23\n26\n24\n29\n43\nwhich resulted from  an  error in  making  up  the pages,  is  deeply\nregretted.\nThe names of the employees concerned are included in alphabetical order in  the above retirement  columns.\nRetired  superintendent  A.   F.   Hawkins  of  the  Fort  William\nterminals division holds what will undoubtedly be a cherished\nsouvenir for many a year, following a farewell ceremony tendered him recently in the local car shops.\nSpanner\u2014November,   1949\n33\n Our Display Among Big Attractions at CNE\n'Sleepy Hollow'\nChair Exhibit\nDraws Thousands\nAN audience participation show\ni with more than three quartefs\nof a million participants briefly describes the Company exhibit at Toronto's Canadian National Exhibition\nwhich closed September 6 after two\nweeks of record breaking activity.\nOne of the biggest attractions\namong the thousands of exhibits\nturned out to be the section of a\n\"Sleepy Hollow\" chair coach which\nformed part of the Company's showing of rail, steamship, hotel, communications, air lines and express\nfacilities.\nEvery day more patrons tried out\nthe luxury of the new chairs than the\ntotal number of volunteers which Dr.\nE. A. Hooton of Harvard University,\nthe famed anthropologist, used in his\nresearch when designing the seats\u2014\nand he used more than 3,000.\nAdding to the realism that the car\nwas on rails travelling through the\ncountryside, beautiful painted scenery\nflowed smoothly past windows of the\nnew extra-long design. A porter was\non hand at all times to demonstrate\nthe chairs and keep the display clean\nand tidy.\nThe chair car section was given\na run for popularity by showings of\nCompany motion pictures in color.\nThe series, running an hour and 15\nminutes, covered Canada from coast\nto coast and included a special five-\nminute newsreel short of the arrival\nof the Empress of Canada.\nEntering the exhibit the spectator\nwas impressed by the sight of the\nfront of a large model locomotive of\nthe 2800 class, which appeared to be\nlooming at him from the mouth of a\ntunnel. The model was the one built\nto scale at Angus Shops, Montreal, for\nthe T. Eaton Company store in Winnipeg. Its driving wheels turned\nsmoothly in the glass enclosed space\nand it drew many spectators.\nOn the opposite side of the exhibit\nto the Sleepy Hollow chairs was a\npanorama display of the Empress of\nCanada sailing along the St. Lawrence\nroute to the British Isles. Here the \u2022\nbeautifully designed Empress model\nSpanner\u2014\u2014-OetofrciiY-l 947\nFeature of the Company exhibit was the cross section ot a day coach showing the new\n\" Sleepy Hollow\" chairs. Spectators were invited to try the comfortable seats while\nmoving scenery in the background provided the effect of a moving train.\nCentrepiece of the exhibit was a model 2800 engine. Moving drive wheels added to\nthe attraction of the big model.\nlifted slowly to the swells of a realistic\ncanvas sea while by her stately sides\nsailed ships of the C.P.S.S. fleet, the\nhard-working Beaver cargo liners.\nSet into recesses along the walls of\nnatural-finish Canadian birch were\nattractive translite pictures, whose\nexquisite colorings were brought into\nprominent display by the lights\nbehind.\nAn information office with teletype\nmachines carrying press-radio news\nand Dow Jones service completed the\nroom. It. was backed by. a.map of\nCanada showing Company Air Lines\nin.\" transparent plastic..'flanking \"\"the\noffice^ were recedes containing models\nof  aircraft usea  by \"Che Air Lines,\nHotel and rail publications were kept\nin quantity for the public who took\naway more than 50,000 of them.\nThe immense- amount of planning\nwhich went into the exhibit was\namply repaid by the great amount of\ncommendation-ft received during the*\n14- days of the exhibition.\nThe exhibit \"was arranged by E. T.\nNoltie, Director of the. C.P.R.'s display division; design and art work by\nJamesy Crqckart; .and constructed\nunder the direction' of William 'Nor-,\nman,; shop foreman\/ ftf .the\" display.\ndivision. .*;;.-7^7; .7\/.y.'.\/'\", \\ .'...\"\".,.'.\".\n\\ ..Art:is^,is'siating Mi\/.Croc^rt-wer\u00a7\nLTBrnith,- H, Beajm^ianS^\n(Continued  on   page   11)\n COMPANY PROMOTES IMMIGRATION\nSettles 9,435 Families on Western Canada Farms\nWith V\/i Million Acreage Costing $55,000,000\n\u2666 \u2666 \u2666\nHOW does an immigrant become a settler? What happens to him after he\nsteps off the boat onto a foreign shore, with his odd bits of luggage, foreign money in his pocket, and a foreign tongue in his head? Who guides him\nthrough the first few months when he is becoming settled, learning the currency, the language, the habits, customs and colloquialisms of a new neighbourhood? There are a thousand and one things that affect the every day\nlife of a native of the country which are taken for granted. To a newcomer\nthey are strange, fascinating and frightening. To many people who come to\nCanada to settle the answer is the Canadian Pacific.\nCompany Plays Part\nMore specifically it's the Company's\ndepartment of immigration and colonization and its western affiliate, the\nCanada Colonization Association.\nSince its inception more than 60 years\nago, the department has been one of\nthe leading components in introducing\nnew Canadians to their country by\nadoption. Through it individuals, as\nwell as large groups of persons from\nother lands have been brought to Canada, shepherded through the first few\nmonths of hardships and guided into\nthe national life of the Dominion until\nthey have become an integral part of\ntheir community and a strengthening\ncog in the economy of the country.\nThe immigration and colonization\ndepartment of the Company started\nits work of bringing settlers to Canada\nin the same year that the Company\nwas formed and before the construction of the railway had started. Since\nthat time it has been instrumental in\nbringing thousands of immigrants to\nCanada and settling them on farms\nand in the country's industrial plants.\nThe Canada Colonization Association\nalone, since it was taken over by the\nCompany in 1925, has established\n9,435 families on farms in western\nCanada with a total acreage of nearly\ntwo and a half million^ costing in the\nneighbourhood of $55,000,000. This\ndoes not include the hundreds of single\n.persons who have been placed on\nfarms and in factories through the assistance of the department.\nIn nearly every province in Canada\nthe department is represented by\nagents, well versed in the business of\ncolonization, and it is these men who\neach year make a survey of the farms\nin their area to determine how many\nsettlers can be placed on the land, and\nit is these men who have personal contact with the new Canadians, Help\nthem with their difficulties, assist them\nin buying land, advising them on the\ntype of machinery and seed to get,\nand prevent them from falling into\nthe hands of unscrupulous persons who\nmay take advantage of the immigrants' handicaps and enforced ignorance.\nThe department of immigration and\ncolonization has also taken an active\ninterest in the bringing of children to\nCanada and two of these schemes in\nparticular deserve mention. The British Students for Macdonald College\nscheme was started in 1926 and up\nuntil the outbreak of the second world\nwar large numbers of agricultural students had taken advantage of it.\nBetween terms, employment on\nfarms was found for them and following their graduation they were assisted in getting located on farms of their\nown throughout Canada. The Fair-\nbridge Farm School at Duncan, B.C.,\nis a similar project. Here boys and\ngirls from the British Isles are taught\nfarm work and later are aided in obtaining employment. The school has\nbeen operating since 1935.\nTo enable the department to handle\n. the many complexities of immigration\nand colonization before the second\nWorld War, it had offices in many\ncountries of Europe where people\nwishing to come to Canada could obtain information on the area in which\nthey wished to settle, assistance in\ninterpreting existing government regulations and advice on what to take\nwith them as well as assistance in the\nactual travelling to be done.\nA NEW LAND ...A NEW LIFE\nActivity, cut to a minimum in the department\nof immigration and colonization during war years,\nhas opened up with the first influx of Europeans,\nbound for new homes and a new life in Canada.\nTop, boys from Britain, bound for the Fair-\nbridge Farm School at Duncan, B.C., inspect the\nold engine \" Countess of Dufferin \" at Winnipeg,\nduring their trip west.\nAmong the more than one hundred Dutch\nsettlers who plan to farm in the West are Mr.\nand Mrs. Joseph Naaijkens and their seven children bound for Lake Francis, Man,  (right).\na\nSpanner ~ October*  1947\n WHAT'S THE SCORE?\n(2)\nHOW well do you know your Company? Here's a chance to test\nyour knowledge. Some of the questions have been taken from the revised edition of \"Canadian Pacific\nFacts and Figures.\" Others have been\nchosen at random. At any rate you\nhave a variety to choose from. So\nget going and test your Company IQ!\nScore yourself 10 marks for every\ncorrect answer. A score of 80 to 100\nis remarkable! 60 to 80, congratulations; 40 to 60 is fair; under 40\u2014\nbetter luck next time.\nTo ascertain the correct answers\nturn to Page 22.\n(1) Did you know that by the end\nof 1945 there were 4,000 bridges\non Canadian Pacific lines and\nno fewer than 30,000 culverts.\nIf it were possible to place them\nend to end their combined length\nwould total:\nCheck here\n(a) 15 miles\n(b) 164 miles\n(c) 70 miles [ ]\nKenora,   Ont.,   main   line   divisional   point,   did   not   always\nanswer to the name \"Kenora.\"\nOldtimers used to call it?\n(a) Lake of the Woods\n(b) Pile of Bones\n(c) Rat Portage\n(3) You bridge enthusiasts are no\ndoubt aware that the Company\noperates a swing bridge over\nthe Lachine Canal at Montreal.\nThose in the know say it's the\nlongest of its type in\n(a) Montreal [ ]\n(b) Canada\n(c) The World [ ]\n(4) The first Canadian Pacific transcontinental train left old Dal-\nhousie Station in Montreal at\n8 p.m. on June 28, 1886. The\njourney to Port Moody, B.C.,\nthen western terminus, took\n(a) 10 days\n(b) two weeks\n(c) 5V2 days [ ]\n(5) The war is over but the Company still looks with pride on its\nrecord during the busy years\nwhich broke all previous records\nin its freight and passenger\nhandling. For instance, from\nSeptember, 1939, until the end\nof December, 1945, freight\ncarryings on land alone amounted to\n(a) 75,000,000 tons        [ ]\n(b) 307,000,000 tons\n(c) 1,000,000,000 tons\n(6) Our superscenic mainline route\nthrough the Rockies takes passengers through the double-\ntracked Connaught Tunnel\nwhich pierces mighty Mount\nMacdonald. If you're up on\nyour statistics you'll know its\nlength is\n(a) 5 miles\n(b) 314 miles [ ]\n(c) Half a mile [ ]\n(7) This may be a cinch for Win-\nnipeggers but those not from\nthe 'Peg may have to think\ntwice before telling you the\ntrackage making up Winnipeg\nTerminals in 1945 totalled\n(a) 271 miles [ ]\n(b) 765 miles\n(c) 50 miles [ ]\n(8) During the good old summertime our crack transcontinental\ntrains  carry  an  open  observa\ntion    car    for    alpine    scenery\nlovers. The cars operate between\n(a) Banff and Lake Louise\n[]\n(b) Calgary and Revelstoke\n[]\n(c) Montreal and Mont\nTremblant [ ]\n(d) Calgary and Vancouver\n[]\n(9) The spectacular Spiral Tunnels\nbetween Hector and Field, B.C.,\nseldom fail to draw Oohs and\nAahs from our passengers. The\ntwin tunnels each less than a\nmile in circumference raise or\nlower the train's elevation by\n(a) 13 feet [ ]\n(b) 104 feet\n(c) No change at all\n(10) For those of us who have a\ncreditable IQ in everything but\nquiz programs we offer this one\nin consolation. The present Empress of Canada was formerly\nknown (no prompting please) as\nthe\n(a) Montclare\n(b) Laughing Sally\n(c) Duchess of Richmond [ ]\n(d) Empress of Japan\nNEW STREAMLINER  FOR  SOO  FLEET\nSoo Line directors and officers line up before a sleek streamlined diesel-electric locomotive, one of 18 new freight hauling units on order by the company. Delivery of the\nfirst of the new diesel-electrics was announced by H. C. Grout, president ot the Soo Line.\nShown in the group, from left, are Mr. Grout, G. A. MacNamara, general traffic manager; H. S. Mitchell, director; R. L. Simpson, general manager; B. N. Lewis, general\nmechanical superintendent; E. D. Jones, general superintendent; A. G. Greenseth,\nmechanical superintendent; C. F. Guggisberg, asst. mechanical superintendent; C. 7.\nJaffray, director; C. S. Pope, vice-president.\nSpanner \u2014 November-December,   1947\n11\n Control Pd\nSystem Speeds Up\nSwitching   Movements\nIn Winnipeg  Yards\na decision on the question of routing\ntrains. If a train is unable, for any\nreason, to go where it is designated,\nthen it won't go, the control over it\nbeing the mechanical \" brain \" of the\nnew system.\nThe \" brain \" is contained in the\nlower floor of the tower. It is a maze\nof intricate wiring, miles and miles of\nwiring connecting series upon series\nof control instruments, the workings\nOperator Alfred Dickson at the control\npanel in Rugby Junction's new signal\ntower. One of the 36 switch boxes controlled from tower is seen at centre.\nA GONG sounds, a pin point of\nlight flashes, on the control\n. panel and the operator in the new\nsignal tower at Rugby Junction at\nthe western portal of the Company's\nWinnipeg yards knows that No. 8,\nthe transcontinental from Vancouver, is two miles outside the yards\nand coming in under the control of\nthe most modern signal and switching system in North\nAmerica, and the first of its type in Canada.\nAs the operator presses the two buttons necessary to\nroute the train through the complicated lay-out of\nswitches he knows that No. 8 will go through without\nincident and without further notice from him. Should the\nhighly improbable situation of all tracks being blocked\narise, the train would be automatically stopped by a red\nlight which will not change until a route for the train\nbecomes available.\nTaking over five months to install, the new system is\nfully automatic and is known simply as the \" NX \" (entrance and exit) interlocking system. Controls for the 36\nswitches under its jurisdiction are contained on a compact control panel, 2% ft. x 3% ft., covered with push\nbuttons, flashing lights, and an exact replica of the section\nof the yards it controls. Across the track stands the old\ntower, its familiar tuscan red walls looking slightly\nweather-beaten and cinder-scarred. The 72 levers it\nhoused have been removed, no longer are they required.\nTheir place has been taken by the new control panel.\nThe system is controlled entirely by one man and has\neliminated the possibility of the operator having to make\nThis smart brick structure houses the new signal system. The tower\nstands at the western portal of our Winnipeg yards.\n12\nSpanner \u2014 November-December,  1947\n lei Replaces Levers at Rugby\nof which are understood only by the technical men who\ninstalled them and those who supervise them.\nThe system will greatly increase the speed of switching\nmovements in the Winnipeg yards and at the same time\nensure greater safety against accidents or human errors.\nIn the past it was sometimes necessary to operate as many\nas 24 levers to complete one switching operation. Now\nthe identical movement can be made by merely pushing\n\u2022 two buttons on the control panel.\nSo completely does the machine take over that it is\nno longer necessary for the operator to watch out the\nwindow. In fact, almost in defiance of the old system, he\nsits with his back to the window and watches the movement in miniature on the board in front of him. Yellow\nlights flash on at intermittent points along the tracks\npainted on the board, indicating the train as it moves\nforward. Red lights at the switching points go on when\nthe movement of the switch is completed. Model switches\non the board move at the same time as do the real ones.\nA series of warning lights, one for each switch, is\nlocated on the upper right hand corner of the panel. If\na switch fails to make its full movement, if it is as little\nas three sixteenths of an inch off, its warning light blinks\non, telling the operator that all is not well. The operator\nmay attempt to clear the trouble by using an emergency\nswitch on the board. If this does not work he can immediately call for a yardman by means of a siren. The\nyardman then calls him on one of the ten phones connected directly to a speaker in the board, and strategically located at various points in the area, and is told\nwhere the trouble is.\nEach of the 36 switch control boxes in the yards is\nequipped with a device which prevents overloading so\nthat if the switch does not complete its movement the\npower is automatically cut off until the switch is cleared.\nIn addition each box has an electric heater to protect\nthe delicate mechanism from frost damage. At the end\nof the box is an outlet for a portable telephone connected to the speaker on the control panel. Men working\non the switch can call the tower at any time to give\ninstructions or report repairs completed. In an emergency the switches can be operated by hand.\nTo guard against a power failure the tower is equipped\nwith 70 storage batteries which are able to supply adequate power for at least 48 hours of operations.\nThe tower itself is as modern as the system it houses.\nBuilt of brick and concrete its top floor, or the control\nroom, has spacious windows in three walls. The lighting\nis of the latest tubular design and it is heated throughout\nby an oil burning steam heating plant in the basement.\nVeteran signalmen and engineers of the C.P.R. are\nenthusiastic over the new system. It is their belief that\nthe increased safety it ensures, the speed and smoothness\nwith which it operates, and the responsibility it removes\nfrom the individual, well justify the expense and time\ninvolved in its installation.\nSpanner \u2014 November-December,   1947\nThe old hand lever system demonstrated by Leverman J. More, retired,\nhas now been discarded and replaced\nby the modern electrical system. By\nthe old system it was necessary, at\ntimes, to move 24 levers to complete\none switching operation. By the new\nsystem the identical operation is\ncompleted by pushing two buttons on\nthe control panel.\nAt left is seen a view of the old\ntower. Its red walls are today a trifle\nweather-beaten and its 72 levers\nhave been removed.\n13\n NO TIME FOR ROCKING CHAIR\nWoodworking   Hobby  Saved   The   Day\nTO REACH retirement with the\nidea of retiring (in the- strict sense\nof the word) may be an enticing prospect for many of us. To Sectionman\nNorman Bergeron, of Newport Center, Vt., however, retirement meant\nanything but that. True, he has given\nup his duties on the section but the\nvoid thus created in his daily duties\nhas been filled by the development of\nhis favorite hobby.\nFor 32 years Mr. Bergeron was\na C.P.R. sectionman, serving 11 years\nat Sutton, P.Q., and the balance of\nhis career at Newport Center.\nBut finally there came a day when\nhe was forced to relinquish his duties\nas guardian of the rail and tie and\nenter the ranks of those in retirement.\nFor many years Bergeron had lived\nan active outdoor \"life as he and his\nfellow workers patrolled their sections,\nnoting the condition of the roadbed\nand rails. Thus when retirement\ncaught up with Mr. Bergeron he had\nno desire to take to the shelf or rocking chair.\nPrior to his retirement Mr. Bergeron's pet hobby was his woodworking shop where he spent a good share\nof his off-duty hours. This same shop\nwas to provide the solution to his\n\" what-to-do-in-retirement\" problem.\nWhen he retired in 1944 Mr. Bergeron got down to work in earnest.\nHe fashioned a variety of wooden\nnovelties, lawn chairs, children's rock-\nAbove: Mr. Bergeron at work in a\ncorner of his workshop. He is constructing a child's\nrocking chair.\nRight: Products\not Mr. Bergeron's\n\" hobby shop \" are\nseen at the Newport\nexhibition. They\nbrought Mr. Bergeron well-deserved\ncredit.\n\u2666 \u2666 \u2666\nRetired Sectionman  Has\nNo   Trouble    Filling    In\nLeisure   Hours\ning chairs, gun-racks, and other useful attractive objects. At first his work\nbrought him only the satisfaction of\nkeeping busy. However, as word of\nhis handicraft spread, his products\ncame into demand.\nThe State of Vermont recently\nheld a statewide Forest Festival Week,\none feature of which was a wood\nproducts' show at the Newport State\nArmory. Mr. Bergeron was asked to\ndisplay his wares at the show. Since\nthen his fame as a \"wood magician \"\nhas increased as have demand for his\nproducts.\nOf Course his energy isn't as great\nas it was when he first started working on the railroad with a pick and\nshovel in 1912. However, he finds that\nby keeping his otherwise idle hands\nbusy he has taken a new lease on life. \u2022\nMost of Mr. Bergeron's woodworking is done with soft woods and are\nof his own design. Those who have\npurchased his products have been\ncomplimentary and the results have\nbeen that his planers, bandsaw,\nsander and hand tools have been well\nused in the past three years.\n14\nSpanner \u2014 November-December,  1947\n pel Replaces Levers at Rugby\nof which are understood only by the technical men who\ninstalled them and those who supervise them.\nThe system will greatly increase the speed of switching\nmovements in the Winnipeg yards and at the same time\nensure greater safety against accidents or human errors.\nIn the past it was sometimes necessary to operate as many\nas 24 levers to complete one switching operation. Now\nthe identical movement can be made by merely pushing\n\u2022 two buttons on the control panel.\nSo completely does the machine take over that it is\nno longer necessary for the operator to watch out the\nwindow. In fact, almost in defiance of the old system, he\nsits with his back to the window and watches the movement in miniature on the board in front of him. Yellow\nlights flash on at intermittent points along the tracks\npainted on the board, indicating the train as it moves\nforward. Red lights at the switching points go on when\nthe movement of the switch is completed. Model switches\non the board move at the same time as do the real ones.\nA series of warning lights, one for each switch, is\nlocated on the upper right hand corner of the panel. If\na switch fails to make its full movement, if it is as little\nas three sixteenths of an inch off, its warning light blinks\non, telling the operator that all is not well. The operator\nmay attempt to clear the trouble by using an emergency\nswitch on the board. If this does not work he can immediately call for a yardman by means of a siren. The\nyardman then calls him on one of the ten phones connected directly to a speaker in the board, and strategically located at various points in the area, and is told\nwhere the trouble is.\nEach of the 36 switch control boxes in the yards is\nequipped with ^ a device which prevents overloading so\nthat if the switch does not complete its movement the\npower is automatically cut off until the switch is cleared.\nIn addition each box has an electric heater to protect\nthe delicate mechanism from frost damage. At the end\nof the box is an outlet for a portable telephone connected to the speaker on the control panel. Men working\non the switch can call the tower at any time to give\ninstructions or report repairs completed. In an emergency the switches can be operated by hand.\nTo guard against a power failure the tower is equipped\nwith 70 storage batteries which are able to supply adequate power for at least 48 hours of operations.\nThe tower itself is as modern as the system it houses.\nBuilt of brick and concrete its top floor, or the control\nroom, has spacious windows in three walls. The lighting\nis of the latest tubular design and it is heated throughout\nby an oil burning steam heating plant in the basement.\nVeteran signalmen and engineers of the C.P.R. are\nenthusiastic over the new system. It is their belief that\nthe increased safety it ensures, the speed and smoothness\nwith which it operates, and the responsibility it removes\nfrom the^ individual, well justify the expense and time\ninvolved in its installation.\nThe old harid lever system demonstrated by Leverman J. More, retired,\nhas now been discarded and replaced\nby the modern electrical system. By\nthe old system it was necessary, at\ntimes, to move 24 levers to complete\none switching operation. By the new\nsystem the identical operation is\ncompleted by pushing two buttons on\nthe control panel.\nAt left is seen a view of the old\ntower. Its red walls are today a trifle\nweather-beaten and its 72 levers\nhave been removed.\nSpanner\u2014November-December,  1947\n13\n NO TIME FOR ROCKING CHAIR\nWoodworking   Hobby  Saved   The   Day\nTO REACH retirement with the\nidea of retiring (in the- strict sense\nof the word) may be an enticing prospect for many of us. To Sectionman\nNorman Bergeron, of Newport Center, Vt., however, retirement meant\nanything but that. True, he has given\nup his duties on the section but the\nvoid thus created in his daily duties\nhas been filled by the development of\nhis favorite hobby.\nFor 32 years Mr. Bergeron was\na C.P.R. sectionman, serving 11 years\nat Sutton, P.Q., and the balance of\nhis career at Newport Center.\nBut finally there came a day when\nhe was forced to relinquish his duties\nas guardian of the rail and tie and\nenter the ranks of those in retirement.\nFor many years Bergeron had lived\nan active outdoor life as he and his\nfellow workers patrolled their sections,\nnoting the condition of the roadbed\nand rails. Thus when retirement\ncaught up with Mr. Bergeron he had\nno desire to take to the shelf or rocking chair.\nPrior to his retirement Mr. Bergeron's pet hobby was his woodworking shop where he spent a good share\nof his off-duty hours. This same shop\nwas to provide the solution to his\n\" what-to-do-in-retirement\" problem.\nWhen he retired in 1944 Mr. Bergeron got down to work in earnest.\nHe fashioned a variety of wooden\nnovelties, lawn chairs, children's rock-\n\u2666       \u2666       \u2666\nRetired Sectionman  Has\nNo   Trouble    Filling    In\nLeisure   Hours\ning chairs, gun-racks, and other useful attractive objects. At first his work\nbrought him only the satisfaction of\nkeeping busy. However, as word of\nhis handicraft spread, his products\ncame into demand.\nThe State of Vermont recently\nheld a statewide Forest Festival Week,\none feature of which was a wood\nproducts' show at the Newport State\nArmory. Mr. Bergeron was asked to\ndisplay his wares at the show. Since\nthen his fame as a \"wood magician \"\nhas increased as have demand for his\nproducts.\nOf course his energy isn't as great\nas it was when he first started working on the railroad with a pick and\nshovel in 1912. However, he finds that\nby keeping his otherwise idle hands\nbusy he has taken a new lease on life. \u2022\nMost of Mr. Bergeron's woodworking is done with soft woods and are\nof his own design. Those who have\npurchased his products have been\ncomplimentary and the results have\nbeen that his planers, bandsaw,\nsander and hand tools have been well\nused in the past three years.\nAbove: Mr. Bergeron at work in a\ncorner of his workshop. He is constructing a child's\nrocking chair.\nRight: Products\not Mr. Bergeron's\n\" hobby shop \" are\nseen at the Newport\nexhibition. They\nbrought Mr. Bergeron well-deserved\ncredit.\n14\nSpanner \u2014 November-December,  1947\nJ\n Gaunadicvn, (Pacific\ndo YOU\nKNOWrM..\n1 LB. COTTON WASTE       Cb&    $    .16\n1 FLAT PAINT BRUSH,!4 \u2022      $1.65\n1L.M .WIPER, 18x36 \u2022      %    .15\n\u25a0 ELEC.LAMP,fOREXTCNSIOH LIGHTS ^ $        .21\n1 DRILLS. STRAIGHTSHANK     \u2022      $    .23\n1 FIAT SMOOTH <nM&6 8       \u2022       $    .19\nUk\/*udfa\u00ab6a*f*t COTTON WASTE $ 80,565.00\n\u2022 FLAT MINT BRUSHES. 2     $    2,046 00\n^ L.M. WIPERS, 18x36     $31,754.00\ny ELEC.LAWPS.ro?ix\u00a5?SSoffiT5   $    1.907.00\nS DRILLS,1^- STRAIGHTSHANK $ 4&00\nV FIAT SMOOTH w^fcr    $       917.00\n CANADIAN PACIFIC RAILWAY COMPANY\nOFFICE OF THE VICE-PRESIDENT\nMontreal,  November 3rd,  1947.\nFREE   SCHOLARSHIPS   IN   McGILL   UNIVERSITY\nTwo free scholarships, tenable in the following Faculties and Schools of the University, are offered to young\nmen and women employees of the permanent staff who are under the age of twenty-one years, and to minor\nsons and daughters of employees.\nFACULTY OF ENGINEERING\nChemical,  Civil,  Mechanical  or Electrical  Engineering.\nFour years of tuition on Senior Matriculation or five years on Junior Matriculation, including one year in the\nFaculty  of  Arts  and  Science.\nArchitecture:  Five years of tuition on Senior Matriculation or six years on Junior Matriculation, including one\nyear in the Faculty of Arts and Science.\nFACULTY OF ARTS AND SCIENCE\nBachelor of Arts Course.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nSchool of Commerce.\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nFACULTY  OF AGRICULTURE   (Macdonald  College)\nSchool, of Household  Science   (Women  only)\nFour years of tuition on Junior Matriculation or three years on Senior Matriculation.\nScholarships will be awarded upon the recommendation of the University Scholarships Committee, based upon\nmatriculation results and the candidate's school record. Details of other awards tenable at McGill University\nand general information concerning the University itself may be obtained from the Registrar's Office of the University.\nThe application of a candidate will be considered only if he is eligible to enter the University.\nThe scholarships will be renewed from year to. year, to cover a period not exceeding six years, if at the close of\neach session the holders are entitled under the rules to full standing in the next higher year.\nIn case a scholarship holder finds it necessary to interrupt his course for a year or more, notice must be given\nat the close of the session to the Railway Company and to the Registrar of the University, in order that the\nscholarship may be open to other applicants. In order to establish prior claim to the next available scholarship\nnotice of the student's intended return must be given to the Railway Company and to the Registrar not later\nthan January 1st preceding the opening of the session in which such scholarship will be available.\nApplications for certificates to enter the competition should be made to Mr. F. J. Curtis, Superintendent of Pensions and Staff Registrar, Montreal, and each student is requested to give his name in full, date of birth and the\nname of the school attended, stating whether he is an employee or the son or daughter of an employee.\nCopies of the General Announcement containing the conditions of admission and announcement of courses may\nbe obtained upon application to Mr. T. H. Matthews, Registrar, McGill University, Montreal.\nCertificate holders must apply on the proper forms not later than July 1st, 1948, to the Registrar of the University\nand such application must be accompanied by the Company's certificate of eligibility. Application forms may be\nobtained from the Registrar's Office.\n(h,\nVice-President.\n","attrs":{"lang":"en","ns":"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note","classmap":"oc:AnnotationContainer"},"iri":"http:\/\/www.w3.org\/2009\/08\/skos-reference\/skos.html#note","explain":"Simple Knowledge Organisation System; Notes are used to provide information relating to SKOS concepts. There is no restriction on the nature of this information, e.g., it could be plain text, hypertext, or an image; it could be a definition, information about the scope of a concept, editorial information, or any other type of information."}],"Genre":[{"label":"Genre","value":"Clippings","attrs":{"lang":"en","ns":"http:\/\/www.europeana.eu\/schemas\/edm\/hasType","classmap":"dpla:SourceResource","property":"edm:hasType"},"iri":"http:\/\/www.europeana.eu\/schemas\/edm\/hasType","explain":"A Europeana Data Model Property; This property relates a resource with the concepts it belongs to in a suitable type system such as MIME or any thesaurus that captures categories of objects in a given field. It does NOT capture aboutness"}],"Identifier":[{"label":"Identifier","value":"CC_TX_245_010","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/identifier","classmap":"dpla:SourceResource","property":"dcterms:identifier"},"iri":"http:\/\/purl.org\/dc\/terms\/identifier","explain":"A Dublin Core Terms Property; An unambiguous reference to the resource within a given context.; Recommended best practice is to identify the resource by means of a string conforming to a formal identification system."}],"IsShownAt":[{"label":"DOI","value":"10.14288\/1.0373053","attrs":{"lang":"en","ns":"http:\/\/www.europeana.eu\/schemas\/edm\/isShownAt","classmap":"edm:WebResource","property":"edm:isShownAt"},"iri":"http:\/\/www.europeana.eu\/schemas\/edm\/isShownAt","explain":"A Europeana Data Model Property; An unambiguous URL reference to the digital object on the provider\u2019s website in its full information context."}],"Language":[{"label":"Language","value":"English","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/language","classmap":"dpla:SourceResource","property":"dcterms:language"},"iri":"http:\/\/purl.org\/dc\/terms\/language","explain":"A Dublin Core Terms Property; A language of the resource.; Recommended best practice is to use a controlled vocabulary such as RFC 4646 [RFC4646]."}],"Provider":[{"label":"Provider","value":"Vancouver : University of British Columbia Library","attrs":{"lang":"en","ns":"http:\/\/www.europeana.eu\/schemas\/edm\/provider","classmap":"ore:Aggregation","property":"edm:provider"},"iri":"http:\/\/www.europeana.eu\/schemas\/edm\/provider","explain":"A Europeana Data Model Property; The name or identifier of the organization who delivers data directly to an aggregation service (e.g. Europeana)"}],"RBSCLocation":[{"label":"RBSC Location","value":"Box 245","attrs":{"lang":"en","ns":"http:\/\/www.europeana.eu\/schemas\/edm\/currentLocation","classmap":"edm:ProvidedCHO","property":"edm:currentLocation"},"iri":"http:\/\/www.europeana.eu\/schemas\/edm\/currentLocation","explain":"A Europeana Data Model Property; The geographic location whose boundaries presently include the CHO. If the name of a repository, building site, or other entity is used, then it should include an indication of its geographic location."}],"Rights":[{"label":"Rights","value":"Images provided for research and reference use only. Permission to publish, copy or otherwise use these images must be obtained from Rare Books and Special Collections: http:\/\/rbsc.library.ubc.ca\/","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/rights","classmap":"edm:WebResource","property":"dcterms:rights"},"iri":"http:\/\/purl.org\/dc\/terms\/rights","explain":"A Dublin Core Terms Property; Information about rights held in and over the resource.; Typically, rights information includes a statement about various property rights associated with the resource, including intellectual property rights."}],"SortDate":[{"label":"Sort Date","value":"1959-12-31 AD","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/elements\/1.1\/date","classmap":"dpla:SourceResource"},"iri":"http:\/\/purl.org\/dc\/elements\/1.1\/date","explain":"A Dublin Core Elements Property; A point or period of time associated with an event in the lifecycle of the resource.; Date may be used to express temporal information at any level of granularity. Recommended best practice is to use an encoding scheme, such as the W3CDTF profile of ISO 8601 [W3CDTF]."},{"label":"Sort Date","value":"1959-12-31 AD","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/date","classmap":"oc:InternalResource","property":"dcterms:date"},"iri":"http:\/\/purl.org\/dc\/terms\/date","explain":"A Dublin Core Elements Property; A point or period of time associated with an event in the lifecycle of the resource.; Date may be used to express temporal information at any level of granularity. Recommended best practice is to use an encoding scheme, such as the W3CDTF profile of ISO 8601 [W3CDTF].; A point or period of time associated with an event in the lifecycle of the resource.; Date may be used to express temporal information at any level of granularity. Recommended best practice is to use an encoding scheme, such as the W3CDTF profile of ISO 8601 [W3CDTF]."}],"Source":[{"label":"Source","value":"Original Format: University of British Columbia. Library. Rare Books and Special Collections. The Chung Collection. CC-TX-245-10","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/source","classmap":"oc:SourceResource","property":"dcterms:source"},"iri":"http:\/\/purl.org\/dc\/terms\/source","explain":"A Dublin Core Terms Property; A related resource from which the described resource is derived.; The described resource may be derived from the related resource in whole or in part. Recommended best practice is to identify the related resource by means of a string conforming to a formal identification system."}],"Subject":[{"label":"Subject","value":"Canadian Pacific Railway Company","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/subject","classmap":"dpla:SourceResource","property":"dcterms:subject"},"iri":"http:\/\/purl.org\/dc\/terms\/subject","explain":"A Dublin Core Terms Property; The topic of the resource.; Typically, the subject will be represented using keywords, key phrases, or classification codes. Recommended best practice is to use a controlled vocabulary."},{"label":"Subject","value":"Railroads--Canada","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/subject","classmap":"dpla:SourceResource","property":"dcterms:subject"},"iri":"http:\/\/purl.org\/dc\/terms\/subject","explain":"A Dublin Core Terms Property; The topic of the resource.; Typically, the subject will be represented using keywords, key phrases, or classification codes. Recommended best practice is to use a controlled vocabulary."}],"Title":[{"label":"Title ","value":"Clippings from the Canadian Pacific Spanner","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/title","classmap":"dpla:SourceResource","property":"dcterms:title"},"iri":"http:\/\/purl.org\/dc\/terms\/title","explain":"A Dublin Core Terms Property; The name given to the resource."}],"Type":[{"label":"Type","value":"Text","attrs":{"lang":"en","ns":"http:\/\/purl.org\/dc\/terms\/type","classmap":"dpla:SourceResource","property":"dcterms:type"},"iri":"http:\/\/purl.org\/dc\/terms\/type","explain":"A Dublin Core Terms Property; The nature or genre of the resource.; Recommended best practice is to use a controlled vocabulary such as the DCMI Type Vocabulary [DCMITYPE]. To describe the file format, physical medium, or dimensions of the resource, use the Format element."}],"Translation":[{"property":"Translation","language":"en","label":"Translation","value":""}]}