Electric Locomotives – Your Railway Pictures

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

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

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

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

Tom’s North American
Trolley Bus Pictures

The Expo Express

Around 1983, Massey purchased a few Calgary streetcar slides from the Glenbow Archives, for his personal use. Glenbow Archives is situated on the 6th floor of the Glenbow Museum, Canada’s largest repository for history of life
in Western Canada from 1870 to 2000, with an extensive collection of original books, prints, negatives and other reference material. http://www.glenbow.org/collections/archives/ The views depict the Calgary Municipal Railway (now Calgary Transit) circa 1911-1919. The captions, researched from printed and web media are accurate as possible.

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

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

	Car 816 at Paris late 1930’s

	Car 842 at Brantford Station mid 1940’s

	Car 842 at Paris late 40’s

	Car 846 at Paris early 1950’s

	Car 955 Lake Erie & Northern Railway (LEN)

	Port Dover about 1920

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

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

	TTC 4369 in front of Elgin Motors, a noted Toronto landmark at 655 Bay St around 1975.. Note the “Short Turn” sign in the front window at the entrance. The site today is an 18-storey multi-tenant building.
This picture was taken and submitted by Massey F. Jones
	TTC 4369 just passing by the Toronto Coach Terminal at 610 Bay Street, around 1975, with a Flyer trolleybus alongside. The building today has changed very little 30 years later, except that signs in front have been removed.
This picture was taken and submitted by Massey F. Jones
	TTC 4369 at Bay and Dundas in downtown Toronto. The car was built in 1946 by the Canadian Car & Foundry. Compare the corner today, with the current Google Street View.
This picture was taken and submitted by Massey F. Jones
	TTC streetcars 4417 and 4315 in downtown Toronto around 1975 seen from a Queen Street overpass. PCC (Presidents” Conference Committee) streetcars lovingly called “Red Rockets” in Toronto (because of their fast acceleration), served the city from 1938 until 1996. TTC had purchased well over 750 of them and they proved highly reliable; transporting hundreds of millions of passengers over their years of service. In the early 70s Toronto Transit decided to decommission all of their streetcar fleet and the majority of PCCs ended up in the Wychwood carhouse graveyard, being stripped for parts: http://transit.toronto.on.ca/streetcar/4005.shtml , including the two seen here. A few PCCs were rebuilt from the ground up and renumbered in the 4600 series (A-15) after a group of citizens persuaded the TTC to retain its street car service and, for a while, the PCCs toiled along their more up-to-date counterparts, the CLRV and the ALRV in revenue service. As the eighties rolled around, it was thought to now use the PCCs on a proposed waterfront line but it wasn’t found practical. A few PCCs then found new homes in museums or as tourist attractions in various cities http://transit.toronto.on.ca/streetcar/4509.shtml while some others ended up as restaurants or a place that could use the car body. http://transit.toronto.on.ca/streetcar/4006.shtml An iconic design, the PCC streetcar in various forms still runs in various places around the world. Read all about PCC streetcars at: http://en.wikipedia.org/wiki/PCC_streetcar
This picture was taken and submitted by Massey F. Jones
	Red Rocket TTC 4376 on the Dundas Route in Toronto, on a rainy night in the mid-70s. Of the 745 PCC streetcars the TTC owned – the largest fleet in North America – only two remain in operation: 4500 and 4549 now renumbered 4604 and 4605 and classified as A-15H (for Historic). 4376 was part of an A-6 order from the Canadian Car & Foundry (4300-4399) in 1947. Most were scrapped in the early-90s, including the 4376 but a few were sold to private individuals.
This picture was taken and submitted by Massey F. Jones
	“Red Rocket” TTC 4403, on one of the Toronto streets in the mid-70s. The number has now been assigned to a brand new TTC unit. View a VIMEO of the delivery of the “new 4403” done by brand new CPR locomotives 2254 and 2268 at http://vimeo.com/97552248 The new Bombardier Flexity Outlook 4403 Streetcar is taken for a test ride at Hillcrest Yard https://www.youtube.com/watch?v=4kobScpQIMI
This picture was taken and submitted by Massey F. Jones
	One of Toronto’s “Red Rockets” is just departing the underground St Clair West station in this mid 70s shot, scanned from a negative. At that time, Massey was stationed at the airforce base in Downsview.
This picture was taken and submitted by Massey F. Jones
	A typical street scene in Toronto in the mid-70s. Notice the yellow police car beside TTC 4374 and the fact that the light bar on the roof is still fitted with the old-fashioned red “cherry”
This picture was taken and submitted by Massey F. Jones
	Boarding a “Red Rocket” on the KING route, off the sidewalk, mid-70s. Notice a typical TTC car stop on the pole to the left.
Massey F. Jones collection
	One of the TTC “Red Rockets” has just passed an Eaton’s store in the mid-70s. Both of them now belong in the history books.
Massey F. Jones collection This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby This picture was taken and submitted by Mitchell Libby	This series of ten pictures were taken and submitted byMitchell Libby. They were taken at various sites of the old Toronto Transit Comminsion’s street railway cars. In the early 1970s the TTC’s PCC fleet, which had been the world’s largest, was 20-25 years old and showing the effects of heavy service on Toronto’s streets (the last Peter Witt cars were retired from regular service in 1963). TTC management had prepared a plan for the orderly abandonment of all streetcar service by 1980. Their rationale was that the newest PCCs (delivered in 1951) would have reached the end of their economical service lives by then. European designs were not considered suitable for Toronto operating conditions. However, neither the TTC nor Toronto City Council were anti-streetcar, as had been the case in cities such as Vancouver or Montreal; they were simply reacting to perceived circumstances. At this point, concern for the environment was growing rapidly, and many people in Toronto questioned the wisdom of replacing clean, high-capacity streetcars with polluting diesel buses. A citizens group, the Streetcars for Toronto Committee, felt that there was a viable alternative to abandonment, and in 1972, convinced City Council to instruct the TTC to cancel that plan. The Commission agreed to undertake a major overhaul of 173 of its best PCCs over a three-year period, and to investigate the purchase of 200 new streetcars to replace the rest of the PCCs.
	The first cars to be placed in service on the Toronto subway to augment the surface “Red Rocket” cars were the G-Series cars, so called because they were built by the Gloucester Railway Carriage and Wagon Company for the Toronto Transit Commission. They entered service sometime in the early 1950s This view shows one entering one of the Bloor-Danforth subway station (probably Old Mill) outbound from downtown sometime in the 1960s. They ran in “married pairs” (4, 6 or 8 cars) and were described as “extremely robust”. A total of 140 cars were built. At the end of their working lives, 4 pairs were converted by the TTC as work cars, one pair as tunnel washer, two as rail grinders and one as garbage hauler. http://en.wikipedia.org/wiki/G-series _(Toronto_subway_car) Only one pair survives intact today at the Halton County Radial Railway in Milton, Ontario, about 25 miles (40 km) west of Toronto.
This picture was taken and submitted by Massey F. Jones
	Six of the G Series cars (G-2) had aluminum bodies instead of steel. We see one here, leading a string of red G-1 cars near Rosedale subway station, in the 1960s. Rosedale at that time was one of only a few places where subway cars could be viewed in the open between Union and Eglinton on the original Yonge Street line
This picture was taken and submitted by Massey F. Jones

	Electric motor 6733 exiting the tunnel into a trench at PORTAL HEIGHTS along the Deux Montagnes line. The stop was formerly named CANORA after the CAnadian NOrthern RAilway, the ancestor of CN. One of 6 m.u. motors built in 1952, pulling 88-seat trailers in commuter service, CN 6733 operated with other electrics through the Mount Royal Tunnel from a platform at Gare Centrale/Central Station in downtown Montreal, well into the 70s . http://raakone.hubpages.com/hub/The-Deux-Montagnes- Line-and-the-Mount-Royal-Tunnel Deux Montagnes (French for Two Mountains), is a bedroom community in the Montreal area. Constructed in 1914, the tunnel became necessary to prevent CN trains from going a log way around the Island of Montreal, as was the case with their competitors, the Canadian Pacific (CPR) and Grand Trunk Railway (GTR) The bore measures approximately 5 km (3.1 mi) and has an ascending grade of 0.6% from Gare Centrale to the end of the tunnel. Tunnel boring started from each end and met in the middle in 1913, with an alignment error less t han one inch (2.5 cm) http://en.wikipedia.org/wiki/Mount_Royal_Tunnel VIA Rail trains to/from Northern Quebec and the northern route to Quebec City (Jonquiere) also used the tunnel until cancelled in 1990. Due to a small ventilation shaft in the middle, all trains through the tunnel had to be pulled by CN electric boxcab cab locomotives. A pair of newer GE steeple cab 1100hp 86-ton locos (675 and 6727) pulling conventional passenger cars, also formed part of the commuter fleet. View everything including construction, rail stock described above and the other portal of this tunnel (before Gare Centrale became covered in 1943 after being in construction for some time but stopped due to the Great Depression. http://www.trainweb.org/oldtimetrains/photos/cnr_electric/ MRT_gallery.htm You can see the interior of Gare Centrale at: http://en.wikipedia.org/wiki/Central_Station_(Montreal) Today (after changing the electrical system from 2400V DC to 25000V AC and the catenary), electrified commuter trains from the Agence Metropolitaine de Transport (AMT) still provide commuter service to Deux Montagnes through the Mount Royal Tunnel. Also shown is Electric motor 6732
This pictures were taken and submitted by Massey F. Jones
	A CN commuter train powered CN 6713 and one more electric boxcab exits the tunnel under Mont Royal at the Portal Heights station of the Mount Royal Tunnel, on the Central Station (Montreal)-Deux-Montagnes commuter line around 1975. The street above is Rue Jean Talon Ouest and to the right is the eastern edge of the Town of Mount Royal (Ville Mont-Royal), which has its own station further up the line. The GE boxcabs were manufactured in 1914-17 and mostly used during rush hours, as they could haul a number of regular coaches. Throughout the day and weekends, motors such as CN 6732 shown on this page were used. Three steeple cabs cab units, 6725-27 were also employed, to be later featured on this page. In 1995, CN abandoned the commuter service altogether and retired all the electric units, as the voltage was changed to accommodate a newer type of electric traction. Management of the line also changed. The new setup and map is at: http://en.wikipedia.org/wiki/Deux-Montagnes_Line_(AMT) All the GE boxcab electrics were preserved, except CN 6713. Among those preserved, CN 6711 is at Exporail, south of Montreal and CN 6710 at Deux-Montagnes, northwest of the city. View it on a section of track at: http://www.flickr.com/photos/kellergraham/347312419/
This pictures were taken and submitted by Massey F. Jones
	Boxcab electric CN 6714 and CN 6715 lead a string of conventional coaches northbound, on the Montreal to Deux-Montagnes line from Gare Centrale/Central Station through the Mount Royal Tunnel. The fleet, composed of 6 (6710-6715) was mainly used during weekday peak hours and only 6711 and 6713 were preserved. The line was explained elsewhere on this page. Photo: Massey F. Jones
This pictures were taken and submitted by Massey F. Jones
	CN 6732, an MU electric, approaching the CN VAL ROYAL commuter station on north-end Montreal in The street below is Rue Grenet, where Massey lived for awhile, while being posted with the RCAF at Canadair, nearby on a project. The station, featuring a pot-bellied stove in the centre of the waiting room, has since been destroyed. The MUs, added to the CN roster in 1952 were numbered 6730-6747 and built by the Canadian Car and Foundry Company in Montreal. Usually, there was a powered car at each end and they operated in the push-pull mode. Very fast on the acceleration, the MUs ran on 2,400 volts DC through the Mount Royal Tunnel to avoid fumes through the tunnel and used mostly during non-peak periods on the Montréal-Deux-Montagnes line, supplemented during peak hours by Box Cab and Centre Cab electrics, to be featured later on this page. Opposed to powered units and trailers, the Boxcabs and Centre Cab locomotives could any amount of standard passenger cars to suit commuter traffic. All of the units were taken out of service in 1995 and the line reconstructed to 25 Kilovolts AC, to accept the new AMT Electric Multiple Units (AMT stands for Agence Métropolitaine de Transport) http://en.wikipedia.org/wiki/Agence_m%C3%A9tropolitaine_ de_transportThe Montreal-Deux-Montagnes has been in constant usesince 1918 was originally ran from Montreal to Ottawa and beyond by CN using steam (except through the tunnels, which became the electrics very purpose). A very good in-depth look at the tunnel and the stations:http://raakone.hubpages.com/hub/The- Deux-Montagnes-Line-and-the-Mount-Royal-Tunnel
This pictures were taken and submitted by Massey F. Jones
	The CN Val-Royal commuter station near Rue Grenet in the St-Laurent District of Montreal dates back to 1918 and the Canadian Northern Railway (CNoR), which ran a line between Gare Centrale/Central Station in downtown Montreal and St-Eustache (renamed Deux-Montagnes), with electric locomotives. CN took over operations in 1923, to about 1993. Its original name was Lazard, after the banking concern who underwrote construction of the Mount Royal Tunnel and it was changed to Val-Royal in 1926. When this photo was taken between 1969 and 1974, the station still had a pot belly stove in the middle of the floor and a brass wicket separated the agent from the passengers, who were seated around the waiting room on a hard bench against 3 walls. In addition to serving commuters on the Montreal-Deux-Montagnes mainline, a small yard beyond the station supported a very short (about 1 km) branch line, (the Cartierville branch), where selected Multiple Units (MU) short turned back to downtown Montreal during rush hour. An amusement park (Parc Belmont) was at the end of the Cartierville branch for several years. The Deux-Montagnes line underwent great changes in the mid-1990s, including owners, equipment and voltage. Following vandalism after abandonment, CN requested permission from Transport Canada and the station was demolished June 5, 1995. Almost at the same place, the new operators built a stop called Bois-Franc, the original name of the area and connected the rail operation into the Montreal and Laval bus systems for fares and transfers. This view shows a multiple unit (MU) bound for Deux-Montagnes from downtown Montreal. The MU went to the South Carolina Railroad Museum in Winnsboro SC after retirement.
his pictures were taken and submitted by Massey F. Jones
	This tunnel passes under some apartments in South Edmonton on the old CPR right of Way, now called “The Ribbon of Steel” designated by Alberta Infrastructure and the City of Edmonton for the preservation of streetcar rail in Edmonton. The corridor formerly linked the South Edmonton CPR station (Strathcona) to the CNR yard downtown, now the Grant McEwan University campus, shown in these pages. Part of the system includes the High Level Bridge. Ex-Osaka No. 247 or a suitable alternate, operate through the tunnel on trips run by the Edmonton Radial Railway Society, from Victoria Day weekend in May to Canadian Thanksgiving weekend in October. View the ERRS and their schedule at http://www.edmonton-radial- railway.ab.ca/
This pictures were taken and submitted by Massey F. Jones
	After having crossed the High Level Bridge, Osaka 247 arrives at the Edmonton Radial Railway Terminus at Gateway Blvd (103 St) at 84 Ave in South Edmonton (Strathcona) in the vicinity of the Farmer’s Market in 2006. The curved tracks lead into the car barn. One of a handful of streetcars operated by volunteers of the Edmonton Radial Railway Society, it operates daily every 40 minutes from between 109 St & 110 St at 100 Ave downtown, to Strathcona. Trips run daily every 40 minutes, May long weekend to Canadian Thanksgiving Day. The fare for Age 6 and over is $4.00 with stopovers permitted. View times and fares at: http://www.edmonton-radial-railway.ab.ca/ highlevelbridge/schedule_hlb/
This pictures were taken and submitted by Massey F. Jones
	The interior of Osaka #247 is sparse but functional. Notice the absence of virtually any comfort. The streetcar is mostly designed to handle standing crowds, rather than seated passengers and served Osaka residents well. The Edmonton Radial Railway Society purchased it for spare parts but it arrived in such excellent condition that the plans were revised and the car kept for the future High Level Bridge Line. Osaka #247 saw first service in 1995 with the help of a generator trailer and finally made the first trip across the High Level Bridge under overhead lines in 1997. http://www.edmonton-radial-railway.ab.ca/streetcars/ osaka_247/
This pictures were taken and submitted by Massey F. Jones
	The strap hangers and Japanese language signs have been preserved inside Osaka #247. It was built in 1921 and rebuilt in 1947 following WWII. Osaka #247 remained in service in Osaka until 1990 when it was purchased by the Edmonton Radial Railway Society. http://www.edmonton-radial-railway.ab.ca/streetcars/ osaka_247/
This pictures were taken and submitted by Massey F. Jones
	Electric tram #621 of the Montreal and Southern Counties proceeding east on Churchill Blvd. at the corner of Empire Ave. in Greenfield Park. The tram #621 was one of the later models used by the railway before the tracks were pulled up about 1956 because of competition from the Chambly Bus Company. To the right of the tram you can see part of one of the two Greenfield Park stations that protected passengers for more than thirty years. The other station was near the corner of Devonshire Road (now called Victoria Ave.) The playground of Empire Park is also partially visible. Where the playground once stood you’d now find the modern Greenfield Park Library.
This picture was submitted by John Riley and was taken about 1950 and is part of the Graham MacDonald collection.
	Montreal and Southern Counties tram photos taken in Greenfield Park. The first is tram 105 traveling west along Churchill Blvd. and has just passed the corner of Springfield Ave. To the left of the tram you can see the Hollingdrake Building dominated by Hollingdrake’s Store. To the right of the electric railway car you can see towards Fairfield Ave. and in the distance Taschereau Blvd. The photo is from 1955 and is part of Normand Simard’s collection of trams and trains.
This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.
	Montreal & Southern Counties tram No. 105 on Churchill Blvd. in Greenfield Park heading west after passing the corner of Murray Ave. The white building to the left of the tam is the Pentecostal Church. In the distance to the right is a gray colored building called the Perras Building. The tram is approaching the corner of Devonshire Road (now called Victoria Ave.
This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.
	This photo dating from 1953 shows Montreal & Southern Counties tram No. 105 traveling west on Churchill Blvd. in Greenfield Park between Hubert St. and Murray Ave. The tram has just passed St. Anastase Church (not visible), the pinkish colored brick building in the distance on the left is the Letourneau Building, and the white doors to the left of the approaching car are those of the Greenfield Park Fire Station on the corner of Springfield Ave. and Churchill.
This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.

This picture was submitted by John Riley. The photo was taken in 1955 and is from the Normand Simard collection.
	Edmonton Radial Railway Society #42, passing through the 1905 Street in front of the Masonic Hall Museum in Fort Edmonton. The top floor contains the Masonic Lodge – Ivanhoe artifacts while food services are on the bottom floor. The streetcar operates on a loop track within Fort Edmonton Park, ferrying visitors through various “Streets” depicting the areas in which the various restored buildings are located. There is the 1846 Fort, then 1885 Street, 1905 Street and 1920 Street. http://www.fortedmontonpark.ca/plan-your-trip/attractions /fort-edmonton-park-map/ View the streetcar track layout at http://fortedmontonpark.ca/wp-content/uploads/2013/03/ fepmaphandout2011.pdf
This pictures were taken and submitted by Massey F. Jones
	The interior of ERRS streetcar #42. Notice the period signs, overhead on each side and the rattan seats with reversible backrests, a floor designed to collect water runoff from snowy boots. In this type of streetcar, the operator also has his own compartment and passengers benefitted from “natural air conditioning”, achieved by raising the window at each seat at any height desired. Some may also notice the excellent woodwork.
This pictures were taken and submitted by Massey F. Jones
	Already into the the Edmonton Radial Railway paint scheme, this car, sitting at the ERRS main workshop at Fort Edmonton in July 1994, just need finishing touches by a team of dedicated volunteers who like to refinish old streetcars. The Edmonton Radial Railway (which the society is named after) operated streetcars on Edmonton streets from 1908 to 1946, before changing its name to the present Edmonton Transit System (ETS) http://home.cc.umanitoba.ca/~wyatt/alltime/ edmonton-ab.html
This pictures were taken and submitted by Massey F. Jones
	This wreck, seen here at Fort Edmonton in July 1994 near the ERRS workshop, will eventually be lovingly restored to pristine condition inside and out by members of the Edmonton Radial Railway Society as one of their operational streetcars. http://www.edmonton-radial-railway.ab.ca/streetcars/ future_projects/
This pictures were taken and submitted by Massey F. Jones
	Edmonton Radial Railway volunteers like to fix old streetcars at their Strathcona car shop in South Edmonton and these two, which are periodically run on the High Level Bridge, are no exception. The Strathcona car shop houses those running on the High Level Bridge, while the main workshop at Fort Edmonton accommodates those running within the Park. On the left is Hannover # 601 http://www.edmonton-radial- railway.ab.ca/streetcars/hannover_601/ while its companion is Melbourne #930 http://www.edmonton-radial-railway.ab.ca/ streetcars/melbourne_930/
This pictures were taken and submitted by Massey F. Jones
	TTC (Toronto Transit Commission) PCC Electric 4313 at Toronto Ont. The PCC (Presidents’ Conference Committee) streetcar (tram) design was first built in the United States in the 1930s. The design proved successful in its native country, and after World War II was licensed for use elsewhere in the world. The PCC car has proved to be a long-lasting icon of streetcar design, and PCC cars are still in service in various places around the world.
This picture was submitted by Jim Parker and is part of “The Jim Parker Collection”
	TTC (Toronto Transit Commission) #2766 Peter Witt Electric Streetcar at Toronto Ont. June 1973 Mr. Witt completed the first prototype in 1914 and filed his patent for the car design in 1915. G.C. Kuhlman Car Company then delivered 130 cars of this design to Cleveland in 1915 and 1916. From this point the design was licensed to a number of cities that needed large capacity trolleys. Toronto Transportation Commission ordered 575 cars from 1921 to 1923 and opeated them until 1965. Production continued until the introduction of the PCC streetcar in the mid 1930s. Also see: The Peter Witts, Toronto Transportation Commission
This picture was taken and submitted by Jim Parker
	TTC (Toronto Transit Commission) #2766 Peter Witt Electric Streetcar at Toronto Ont. June 1973
This picture was taken and submitted by Jim Parker
	Back in 1972, while everyone was converting to diesel buses, the Toronto Transit Commission (TTC) decided to keep its streetcars and refurbished some of their PCC streetcars (shown on this page). It was then proposed to also add some of their older pieces of equipment for tourist service. Peter Witt streetcars 2894 and 2766 were reconditioned. One would be used in a service called the BELT LINE TOUR TRAM, while the other one would be a standby unit. Rides would cost 30 cents and connection could be made to other TTC routes, using a green transfer instead or red or black. TOURTRAM service started on June 24th 1973 to Labour Day (September) of that year. 2894 is at the TTC Russell carhouse on 15 Oct 1978 during a visit by the Toronto Chapter of the Canadian Railroad Historical Association (CRHA). This “Small Witt” belongs in the series of 2800-2898 (even numbers only), manufactured by the Ottawa Car Company in 1923 and it operated in regular TTC service until 1963 and subsequently TOURTRAM service from 1973 to 1986 when the tour and charter operation cam e to an end . The car in front of the 2894 of the lineup is 2424, described below. Read all about the TTC Peter Witt streetcars at: http://transit.toronto.on.ca/streetcar/4501.shtml
This pictures were taken and submitted by Massey F. Jones
	Now operating nights and weekends and a bit further afield within the downtown periphery on charters, TOURTRAM proved to be fairly successful. Faced with an increased ridership in 1975, TTC required an extra car for its operation, complementing their 2894 and 2766 already in service. It then looked to the Halton County Radial Railway Museum at Milton, Ontario for a new car and “Large Witt” 2424 was found suitable. Built by the Canadian Car & Foundry in 1921 as a two-man car in the series 2300-2498 (even numbers only), 2424 was converted to one-man operation in 1941 and retired in 1954 when the Yonge Street Subway opened. Rescued from a scrap dealers yard in 1962, it was transported to Milton (about 25 miles west of downtown Toronto), where it was returned to operating condition. While being loaned to the TTC by their TOURTRAM and charter service, 2424 was painted in the TTC scheme. TOURTRAM operations had ceased in 1986 and the car was returned to the Museum in 1990, where it still operates today. This photo shows the TTC 2424 at Russell carhouse near downtown Toronto on October 15th 1978. TTC 2766 is in front and TTC 2894 is in the rear. View the history of the Beltline service at:http://transit.toronto.on.ca/streetcar/4131.shtml
This pictures were taken and submitted by Massey F. Jones
	Toronto & York streetcar #48, circa 1918, outside city limits at Yonge Street and Lawton Blvd, (just north of St Clair Avenue East) in 1918. Research puts the car in Deer Park (Lawton Park), with Christ Church (Anglican) in the background to the right. http://lostrivers.ca/content/points/lawtonpark.html # 48 was manufactured by the Preston Car & Coach Company of Preston, Ontario (now part of Cambridge) in 1911, as part of the series of 8 streetcars (43-50). When the TTC took over the T&YRR inherited 54 pieces of equipment including some that were built as early as 1896. A number of streetcars (14) were almost immediately scrapped, including
Massey F. Jones collection
	Montreal Tramways Co. Tourist Observation car Montraeal Quebec, aprox 1905
Jim Parker Collection
	The Canadian Railway Museum (now Exporail) at St Constant QC, leased Montreal observation car No 3 to Heritage Park in Calgary for a number of years where it was lettered “Calgary Municipal”. Here, during the 1984 summer season, it is taking passengers from 14 St SW and Heritage Drive to the Park’s main gate a kilometer away, instead of one of their regular streetcars. It was returned to Exporail in 1991. Montreal Tramways No 3 was one of four of that type ever built. Designed by a Montrealer and fondly nicknamed “The Golden Chariot”, all the cars were painted cream with gold trim and elegantly decorated with brass arches bearing a beaver emblem. No 1, built in 1905, proved such a success that No 2 followed in 1922 with similar features. In 1924, No 3 and No 4 were built but they were all-steel (instead of steel and wood) and did not have the beaver or the overhead arches. The seats on all four were arranged tier-style, with a centre aisle. In 1905, it cost 25 cents to ride, 6 times the regular fare at the time. Several circuits were offered through the years and none was part of the regular city fare but the 10-mile tour or so around the Mountain (Mount Royal) was always designed to showcase Le Mont Royal (about 230 meters high) and various other attractions but the streetcars did not ride on top of the mountain itself except in excursion service, because of concerns about steep grades and a tunnel. The observation cars also never had a roof and, if it rained, passengers were transferred to a regular car and the Golden Chariot headed for the nearest car barn. Operations ceased 1985 with the demise of the Montreal streetcar system, after which they were only available for charter. Their last day of operation was Aug 30, 1959, when No 2 participated in the final ceremonial parade, when one of every type of MTC streetcar was brought out and run on the track if possible. No 1 and No 3 are preserved at Exporail, just south of Montreal, while No 2 is at the Seashore Trolley Museum in Kennebunkport ME and No 4 is at the Connecticut Trolley Museum in East Windsor CT. You can take a winter ride on No 2 at: http://www.youtube.com/watch?v=xAljLKbPTmk . Exporail regularly has regularly run No 3 on its property during the summer. View a splendid picture of No 1 on display in Exporail at: http://www.railpictures.net/viewphoto.php?id= 459337&nseq=1
This pictures were taken and submitted by Massey F. Jones
	Calgary Municipal No 14, more familiarly called the Heritage Park Streetcar and formally known as The ENMAX Electric Streetcar System; heading home empty on the last trip of the season, October 14th 2013 around 5:00 pm. Car 14 was the very last streetcar to run in Calgary, from the Ogden CPR shops to City Hall downtown on December 29th, 1950. It was donated to Heritage Park in 1973, who restored it, to move visitors from the corner of 14th Street SW and Heritage Drive to the main gate. The car is double-ended with the trolley pole simply lowered at the end of the run and the other one raised before the streetcar reverses direction. Between 2007 and 2010, the Park underwent a great expansion. At that time, the streetcar tracks were removed and then reinstalled on a new route, doubling the journey. Enmax (formerly The City of Calgary Electric System – now a private corporation) was the major sponsor. More streetcar parts were found and donated to Heritage Park, which then built a replica (No 15) in 1991. During the summer season, either or both streetcars operate between the parking lot and the main gate. While walking from the different parking lots to the main gate is not too far, taking a noisy trolley the long way around for about 15 minutes or so is a lot more fun for a loonie (the Canadian dollar coin).
This pictures were taken and submitted by Massey F. Jones
	The double-door setup of Heritage Park cars 14 and 15, also called by some “a Prairie Style Door”. The other side at the back is identical. Thomas Henry McCauley, superintendent of the Calgary electric streetcar railway, from the beginning in 1909 to his retirement about the 1940s, designed the system in order to enable an ever growing Calgary population to board and alight quickly during rush periods on the busier routes. He held several streetcar patents over the years. The door mechanism patent was filed on 5 June 1917 and issued on 20 Nov 1917 (now CA 180474), while the door patent was filed on 5 Jun 1917 and issued 22 Jan 1918 (now CA 181729). Both original submissions are now on archives at the Canadian Intellectual Property Office in Ottawa. The Patent also made its way to the States as US 1249976 http://www.google.com/patents/US1249976 The latter gives a better read than the pdf files, which are a scan of the 1917 originals.
This pictures were taken and submitted by Massey F. Jones
	Car #15 with the door open
This picture was submitted by Massey F. Jones
Specification of Letters Patent. Patented Dec. 11, 1917 Application filed February 28, y1917. Serial No. 151,475.v To all whom it may concern. Be it known that I, THOMAS HENRY MCCAULEY, a citizen of the Dominion of Canada and subject of England, residing at Calgary, in the Province of Alberta and Dominion of Canada, have invented new and useful Street-Car Doors, of which the following is a specification. The present invention relates to street car doors, and aims to provide a novel arrangement of the entrance and exit doors, providing for compactness in construction, and enabling the entrance and exit doors to be placed at the front end of the car with a short vestibule, such a vestibule being of advantage in that it will not overhang the opposite track in turning corners. The present invention also enables ordinary short vestibule single entrance cars to be converted into the double door construction, or to be equipped with the entrance and exit doors at one end in a compact arrangement. Another object of the invention is the provision of novel means for operating either or both of the entrance and exit doors, in order that they can be operated individually or jointly. It is also within the scope of the invention to provide the aforesaid improvements, which are of comparatively simple construction, which can be readily installed without prohibitive alterations or expense, .and which will increase the efficiency and utility of the car. ……………… Thomas Henry McCauley also provided an invention patent for a mechanism to open and close the door from inside and retract the step while the car was running. Of note in these pictures is the large “cowcatcher”, prominent in these days to scoop up anything that might fall in front of the streetcar (mostly pedestrians not yet familiar with the streetcar speed at crossings). Note the air whistle on top of the centre window.	This is an extract from the patent for the “Prairie” style door on early Calgary Transit streetcars. (some typos corrected for the purpose of this caption)
Submitted by Massey F. Jones
	The interior of Heritage Park #14 or #15. The streetcars are mostly alike inside and outside and used alternately. Streetcar operation is daily during June, July and August but weekends only at the beginning and end of the visitor season. More details and a 15-minute technical video of No 15 in action at: http://www.youtube.com/watch?v=mIF0QlU99uU
This pictures were taken and submitted by Massey F. Jones
	The controls on Car #15
This picture was submitted by Massey F. Jones
	The controler on Car #15

	Ottawa Transportation Commission, or simply the OTC, streetcar #108 on Bank Street in the 1950s or so. All Ottawa streetcars were removed from service in 1959. At the very bottom, close to the track under the anticlimber is a spring actuated device; which entered into action, to strongly fling anything away which was going to proceed under the streetcar. Watch a very good 9:40-minute video of old Ottawa streetcars (including line car, a snow sweepers and old Ottawa CP) at: http://www.youtube.com/watch?v=GbqoBnhiak4 The 8mm sequences, shot by a very close friend of Massey, are a little fuzzy but highly historical. The (duplicate) slide is probably from this friend, now passed away.
Massey F. Jones collection
	As a tribute to the Canadian National Exhibition celebrating its centennial in 1978, the TTC, GO Transit and other groups participated in a transportation exhibit and set up 10 vehicles on the north side of what came to be called “Centennial Square, just east of the Dufferin Gate. The development of the streetcar was illustrated by 5 vehicles, notably Peter Witt Streetcar #2894. The car was built in 1923 by the Ottawa Car Company and served on the TTC for a long time. After retirement from daily service, it was used by the TTC for special excursions with the TOURTRAM beltline route and reserved functions. Today, ex-TTC #2894 is preserved in operating condition at the Halton County Radial Railway in Milton (Rockwood) ON. ¨C713C ¨C714C
This pictures were taken and submitted by Massey F. Jones
	A blow-up of a 35mm Kodachrome slide from a series, taken by Massey during early summer 1978 and used by the Canadian Forces for briefing Canadian National Exhibition Air Show participants. Visible in this shot, is Union Station, just about in the middle at the end of the track network. The CPR John Street Roundhouse is to the left of the CN Tower and Spadina Yard just beyond the Tower. The flight lasted 6 ½ hours around the Tower from several heights, with vertical and oblique photos taken, so that pilots could home on a very specific point (at Toronto Island airport) during the flypast and parachutists, hit the proper drop zone
This pictures were taken and submitted by Massey F. Jones
	Montreal Tramways 200, a Birney Safety Car, during a visit at the Canadian Historical Railway Association (now Exporail) in the early-70s; when Exporail was in infancy as a museum. Many cities and towns used the Birney Safety Car and the company built over 4000 – all identical. Car 200 was purchased by the Montreal Tramways Company (MTC) from Detroit in 1924 and it operated on Montreal streets until 1947, notably on the Montreal North route 40 and Remembrance Road route 11, the latter on the Mont Royal, Montreal’s mountain; from Lac des Castors (Beaver Lake) to Cote des Neiges. Massey frequently rode that one, during his teenage. Not all Birneys were double-end but the advantage of a double-end trolley was that the the car didn’t have to go through a loop to turn around, the motorman merely switching ends at the terminus, so this type of cars was mainly assigned to outlying areas in larger cities where, because its low capacity it didn’t render the car suitable for rush hour service. Three Canadian Birney car strong-holds were Halifax, Toronto and Victoria. http://en.wikipedia.org/wiki/Birney
This pictures were taken and submitted by Massey F. Jones
	The interior of Montreal Tramways Car 200, at the Canadian Historical Railway Association (now Exporail) in the early-70s. These Birney streetcars built by Brill in 1919 were put in service with Montreal Tramways Co. in 1924. At the end of its passenger carrying life, Montreal Tramways 200 was used on company service, transporting fare boxes within a MTCo. Division from 1945 to 1953. In 1954, it was stored as a historic artifact and is one of the very few Birney cars in operating condition on the continent.
This pictures were taken and submitted by Massey F. Jones
	Edmonton Transit Car 42 at Fort Edmonton Park, southwest of the city nearing the boarding platform after completing another run around the Park perimeter in June 1994. Almost every trip fills the car to capacity during summer months. Read all about Car 42 and other operating ERRS streetcars at: http://www.edmonton-radial-railway.ab.ca/ streetcars/edmonton_42/
This pictures were taken and submitted by Massey F. Jones
	The body of No. 42 was recovered in 1981 and lovingly restored by the Edmonton Radial Railway Society volunteers at Fort Edmonton Park prior to reentering service in 1984,. Others streetcars were also restored or in the process of being restored at their carbarn in Strathcona (South Edmonton). The ERRS also operates streetcars between downtown Edmonton and South Edmonton during the summer
This pictures were taken and submitted by Massey F. Jones
	Birney Safety Car 400, displayed at the Provincial Museum, Victoria BC summer 1976. In 1921, the City of Victoria placed an order with the Preston Car and Coach Company in Preston, Ontario for 10 Birney cars. They were assembled in the Kitsilano Workshops of the BC Electric Railway (BCER), numbered 400 through 409 and put into service. Car 400 served for 25 years, before being retired in 1948. It was then sold to the Mayo Lumber Company in Cowichan BC, for use as a bunkhouse, before being rescued as a skeleton and brought to the Provincial Museum, who restored it at the cost of $15,000. They then displayed Car 400 in front of their Transport Museum in Cloverdale, at the northern edge of Downtown Victoria, as an example of an authentic streetcar which formerly ran on the streets of Victoria. View a 1944 system map, including the #2 route at: http://www.tundria.com/trams/CAN/Victoria-1944.shtml In 1990, the Nelson Electric Tramway Society brought Car 400 to Nelson for display, under a lease agreement and in 1992, it found a permanent home in Nelson when the BC Transportation Museum closed. Being somewhat damaged by the elements over the years, Car 400 was slowly refurbished by the Society over 7 years and, by 1999, ready for service the following spring, along with the Car #23. http://www.nelsonstreetcar.org/streetcar-400/
This pictures were taken and submitted by Massey F. Jones
	CNR Electric #130 at Rail City, N.Y. Oct 1957
This picture was taken and submitted by Jim Parker
	CSR (Cornwall Street Railway) Electric #11 at Cornwell Ont, 1960’s Cornwall Street Railway, Light and Power Company, Limited (1902 – 31 December 1970) Conversion from street cars to trolley buses 1949. Electric railway freight operation continued until 1971, shortly after its acquisition by CN Rail.
This picture was taken and submitted by Jim Parker
	TCR (Toronto Civic Railway #55 at the Rockwood Ont. Museum Oct 1956. The Halton County Radial Railway is a working museum of electric streetcars, other railway vehicles, trolleybusses and buses. Toronto Civic Railways 55 is one of the few surviving Preston-built cars
This picture was taken and submitted by Jim Parker
	CP Rail gas electric #50, Lake Louise Tramway The Lake Louise Tramway was a unique operation like no other in Canada. It was a narrow gauge (42 inch) line built in 1912 by the Canadian Pacific Railway to transport passengers to and from its Chalet Lake Louise in the Rocky Mountains of Alberta. It was operated under the Hotel Department. Constructed as a short branch of its system, the CPR just overlooked telling the federal government it was going to be narrow gauge! This got around the need for local approval of building the line.
This picture was submitted by Jim Parker and is part of the Jim Parker Collection
	CP Rail gas electric #50, Lake Louise Tramway
This picture was submitted by Jim Parker and is part of the Jim Parker Collection
	CNR Battery storage powered passanger car 15798 The Jitney, built in 1937 and retired in 1961. This self propelled rail car was used to make four round trips everyday except Sunday between Lunenburg NS and Mahone Bay NS
This picture was taken at the Halifax & Southwestern Railway Museum, Lunenburg Nova Scotia