Saturday, August 12, 2017

The Delaware and Hudson in Recent Memory

This post looks mainly at the Delaware and Hudson Railroad Corporation (1930) in recent memory.
However, older references are included for historical perspective
and this account also tends to be personalized.

If you are interested in this railroad, you should purchase:

Delaware & Hudson; Jim Shaughnessy; 1982; Howell-North Books. ISBN 0-8310-7067-6

... and then perhaps forget about reading this post.

The handy overview, above, comes from:
Handbook of American Railroads; Robert G Lewis; 1951; Simmons-Boardman.

*  *  *

In 1887,  here is how the railway was listed in the Official Guide.
The canal was in operation until 1899.

Originally, the company was established to transport 'stone coal' - anthracite - from the area near Carbondale, Pennsylvania to New York City. 

Typically, anthracite's carbon content is over 90%. It is ignites with some difficulty, burns with a blue flame and requires a draft from below to burn. It was more likely to be used in a residential or urban setting where its clean-burning qualities were worth the extra expense. While some steam locomotives burned it, you'd be right in assuming our Canadian steam locomotives - with their orange or yellow fires - were generally fueled with softer, cheaper coal.

In the original D&H charter of 1823, the enterprise was empowered to connect the Delaware and Hudson Rivers by water - in other words some kind of lake-river-canal combination. You can see the downstream canal outlet on the 1887 map below - at Rondout on the Hudson. 

Travellers' Official Guide of the Railway and Steam Navigation Lines in the United States and Canada, December 1887.

Travellers' Official Guide of the Railway and Steam Navigation Lines in the United States and Canada, December 1887.

Travellers' Official Guide of the Railway and Steam Navigation Lines in the United States and Canada, December 1887.  Collection of LC Gagnon.

This account quickly goes off the rails as I introduce one of many personal perspectives. In the 1960s, we didn't aspire to visit the Canadian Railway Museum or Exporail or St Constant ... we wanted to visit 'Delson'. From an early age, we were informed that this was a railway contraction of the name 'Delaware and Hudson'. Through the ages, my father seemed to have a particular interest in this railroad and in recent years I have developed at least three conclusions to explain his interest.

September 27, 1964 at Delson. 
I believe we were visiting cousins at Vercheres overnight.
The newest member of the family did not attend.

Canadian Rail December 1978; Article: Boxing Day at Delson, SJ Smaill.
From this map published in the Canadian Rail, above, you can see the interchange of traffic which could take place at Delson.

September 26, 1964 at Delson.

The corporate data below explains the identity of the third railway at Delson.

A Statutory History of Railways in Canada, 1836-1986; Dorman Stoltz; 1987; Canadian Institute of Guided Ground Transport.

Poking around to find a map of the Delaware and Hudson 'railway territory' into Delson,
I almost missed another area of D&H territory (in 1915) to the east which I had not known about.

Our cousins in Vercheres were living on land which was once 'D&H territory' !

Atlas of Canada; 1915; Government of Canada.

The handy chart which came with that map gives some statistics on the D&H assets.

Atlas of Canada; 1915; Government of Canada.

It turns out that the D&H had hopes of transporting and selling anthracite in Canada AND in eventually reaching the north shore of the StLawrence for the purposes of carrying paper and pulp for import into the US. If you only consider the use of newsprint around New York City in 1900, you can imagine the volume of traffic.

The 1887 Official Guide pages, above, stated that the D&H is 'The New Canada Shortline' and by the early 1900s, it was hoped that this would go beyond forwarding passengers from New York City to the 'Paris of the North'. 

Quietly, the D&H had bought up struggling/bankrupt lines such as:
  • East Richelieu Valley Railway
  • United Counties Railway
  • Great Eastern Railway
  • Montreal and Sorel Railway
  • Quebec Southern Railway
  • South Shore Railway

Some of the lines, above, actually mopped up the bankrupt assets of others on the same list, but we can never get enough of those overly-optimistic late 1800s company names and what their promoters promised they would achieve. 

The D&H wrapped up all these fish and they called the bundle the Quebec, Montreal and Southern Railway in 1906.

It was in 1907 that the D&H purchased the Napierville Junction Railway.

You won't believe what happened next! ... It turned out that the railway network in this part of Canada was ... overbuilt. While the D&H wanted to run right along the shore of the St Lawrence ... a little to the south were the almost parallel lines of the Intercolonial and the Grand Trunk. The D&H would not have been able to run the Quebec, Montreal and Southern system profitably.

The Canadian National solved the D&H's problem by buying the Quebec, Montreal and Southern Railway in 1929 for $6,000,000 - that would be about $85 million in 2017 dollars.

*  *  *

The president of the Delaware and Hudson who had put together many expansion projects such as the Quebec, Montreal and Southern - David Willcox - was succeeded by the Leonor F Loree in 1907. Loree inherited a railroad with lot of debt.

To understand him, first and foremost, Loree was an 'engine guy' ... and many experimental designs were tried during his tenure to improve steam locomotive operating efficiency. When coal has been so important in a railway's history ... perhaps its leaders may be tempted to stay too late at the steam engine party. Loree left the job in 1938.

... The handwriting on the wall with the wisdom of hindsight: It had been back in 1925 that the CNR had run a diesel-electric from Montreal to Vancouver in 72 hours. 

American Locomotives; Edwin P Alexander; 1950; Bonanza Books.
This class of engine was designed and built by the D&H shops in 1929 during the Loree era.

The streamlined appearance was enhanced by putting items such as the power reverse gear, dynamo and air brake compressors between the frames and under the boiler. Pipes and other fittings were placed under the boiler jacketing in this hybrid which combined English styling and North American operating practices. 

If you were the person, in winter, servicing the air pump or generator under the boiler ... or diagnosing steam leaking from a pipe hidden under the streamlining jacket ... you might have a different perspective about the actual elegance and efficiency of all this streamlining.

*  *  *

I think my father really grew to like the distinctive English styling of some D&H engines. 

He also probably liked the D&H because his father was a school principal who was taking an advanced degree from Columbia University in New York. As a teenager, my father made a few solo trips in the summer on the D&H to see the great sights and attractions of New York.

*  *  *

My father used and preserved the following public timetable of the Delaware & Hudson.
You'll notice a few pencilled engine numbers on the covers.

In the map above, Carbondale (where everything began for the D&H) is now barely visible
... it is just to the north of Scranton.

After Expo 67's great season during the year of Canada's centennial of confederation, there was an effort to keep a 'fair' going in those buildings - which were only designed to last one season. But the magic was gone.

A similarly dreary product must have been the warming over of the 1939 World's Fair in New York. I don't think my father visited it, but he preserved this pamphlet. 

You can usually find a PBS-style documentary using home movies from the 1939 effort on YouTube to better understand the themes presented at this fair. 

re: Peace and Freedom.
After Pearl Harbor, Canada declared war on Japan half a day before the US did.

We're just scrappy!

*  *  *

Delaware and Hudson in Montreal - Snapshots

On a morning in June 1961 a D&H train just out of Windsor Station
crosses Elmhurst Avenue at Montreal West.

My father photographed the train again during its station stop at Montreal West.
The consist had a wide variety of equipment.

Sunday, August 6, 2017

Beef by Rail - 1900 to 1980

This post looks at aspects of the time-honoured practice of sending western Canadian beef cattle via rail to eastern markets and for export.

*  *  *

There is often an aspiration to post a few simple images and leave it at that. As often happens, more and more local sources of images and data come to mind.

This once-short post began with images from the CP Rail Equipment Data Book of June 1979.

An example of the role of horse cars - from earlier in Canadian history - will be elaborated on shortly.
As you already are imagining ... by 1980, the shipping of horses by rail would be very rare.

*  *  *

Before 1945

The CP Rail book of 1979, above, was for the general assistance of shippers and salespeople needing an up-to-date database of the company's equipment.

The booklet below was strictly an internal reference which was published during World War 2.

While German ground forces during World War 2 are easily pictured as mechanized Panzer tank units, the general reality was different. Some German veterans recounted how they spent the whole war walking ... first travelling by foot to western Europe ... then turning around and walking east toward the Russian front when that theatre of war became active. Germany's rearmament was quite rapid in the 1930s with priority given to weapons systems; during the war, a great deal of use was made of horses as draft animals for towing equipment and supplies. 

... Considering that the CPR had only 29 horse cars on their roster just before Hitler's Russian campaign began ... you can probably conclude that Canada wasn't going to be contributing many horses to the war effort. 

In sharp contrast, traditional horse cavalry was available in great quantity during the Great War, 1914-1918. As the war stalemated on the western front, and the trenches were dug ... horse cavalry charges were seldom attempted because this type of tactic was futile against concentrated machine gun fire and modern field guns. However, heavy draft horses were essential for moving artillery and supplies ... and various types of horses were used for earth moving and other engineering tasks behind the lines.

from: Canada, The Missing Years; Patricia Pierce; 1985; Stoddart.
Almost as miserable as the trenches ... was the 1914-1915 winter spent by the Canadians on Salisbury Plain. They were housed in tents during periods of record rainfall yielding tides of mud.

Out of necessity, the Canadians arrived with their own horses. Given the high rate of attrition for horses in the mud and from artillery, 'remount depots' in Canada (e.g. at Lachine, Quebec) were stocked with horses brought from western Canada by rail. Horses were also delivered by rail from the US midwest to meet the Canadian and British demand.

*  *  *

The Canada Handbook of 1937
supplies the following account of the Depression-era livestock industry.

Also during the Great Depression,
the CPR Employee Timetable of April 1936
provides some insights into how the CPR unit Stock train No 954 operated.

I have quickly reproduced a handy photo-reduced copy which is not particularly pretty to behold.

Note: In all cases below, the timetables for No 954 are read from bottom to top.

Below, No 954 leaves Schreiber at 0410hr and arrives at White River at 0845hr with no scheduled meets.

Having arrived at White River at 0845hr, No 954 does not depart White River until 1545hr.
This is because the cattle were detrained, fed, watered
and given the opportunity for exercise in outdoor pens just west of the White River station.

Before beginning his CPR progression from ashpitman to engineer at Schreiber,
Rolly Martin had worked at the White River cattle facilities.

On the White River Sub, below, No 954 runs White River to Chapleau with only one scheduled meet.

Running at night, No 954 has only one scheduled meet on the Nemegos Sub - below.

Below, after it reaches Cartier at 0240hr, No 954 becomes two trains:

At 0310hr, No 974 departs for Montreal.
At 0330hr, No 954 continues on its way to Toronto.

*  *  *

Scenes of Cattle and Cattle Cars

Valentine postcard, mailed January 1909 from Winnipeg to Newdale, Manitoba.
This hand-coloured card shows cattle in the large stockyard at Winnipeg.
The artists in Scotland have given the hay in the feeding racks an atypical (for the time) green colour.

In the early 1900s, a relative of mine was killed
as he led his prize bull down a wet, grassy incline ...
The bull slipped on the wet grass and gored him.

In 1973, working on my great-uncle's farm ... three of his oldest Ayrshires still had horns,
and I was told that they were aware of, and used ... their special power over their pasture-mates.

Generally, today horns are removed from horned breeds early in an animal's life for safety reasons.

CPR photo, stamped 1943. Collection of LC Gagnon.
Above: Handwritten on reverse of photo: 'Winnipeg yard'.

CPR photo. Collection of LC Gagnon.
Above: New September 1913, rebuilt July 1919.

As well as containing loose straw as bedding, the cars would be sanitized with quicklime.
This white powder would kill or attenuate bacteria growth in the manure
and thus reduce the potential spread of bacterial diseases.

More significantly, by interfering with bacterial reproduction,
a good application of lime reduces manure odors
and also decreases its attractiveness to swarms of flies.

When mixed in water and pressure-sprayed on surfaces, this is known as whitewash.

So the lower level of stock cars are white to look clean.
They were easily kept white through the regular, necessary application of lime and whitewash.

... And thus the old political expression of 'a government whitewash'
does not refer to simply the visual consequences of painting an object white.
There are other implied sensual characteristics of 'the object' being whitewashed.

CPR photo. Collection of LC Gagnon.
Reliable mechanical refrigeration would eventually make it possible to ship
cattle carcasses long distances by rail or highway transport.

Before that, railcars such as that above with ice bunkers, could have been used for transport.
However, back then, it was more practical (i.e. cheaper) to slaughter cattle
at or near the urban centres where they would be consumed.

from: A Canadian School Geography; George A Cornish; 1927; JM Dent and Sons. Collection of LC Gagnon.
This fine illustration of the railway/stockyard connection in Winnipeg from the 1920s 
comes from an old textbook.
Notice the abundance of white where the animals are detrained.
There would be lots of whitewash and lime applied here.
Also notice all the stockyard gates which could be aligned 
to direct a given car-lot of cattle to any particular pen.

The cut-down stock cars on the far track (right) are interesting.

... Perhaps the manure and bedding from the trip were removed by placing boards
(or the car ramp) between transport car doors and the cut-down cars 
after switching them onto adjacent tracks.
Labourers would then fork, shovel or wheelbarrow the transport 'litter' 
across to clean out the cars from the west.

Then later ... the loaded cut-down cars would be transported and hand-cleared 
in an agriculture setting ... somewhere far outside the city 
where the manure would be spread on fields.

I wonder what the railway called that switching/transfer assignment ...

... or the track gang which maintained the line at the stockyard.

*  *  *

Here are some images from the 'Modern Era' after World War 2.

from: Canada, Post-War Possibilities; 1948; William S Boas & Co, Montreal.

from: Lands and Peoples, Volume VI; 1929-1957; The Grolier Company.

from: Canada, Post-War Possibilities; 1948; William S Boas & Co, Montreal.
*  *  *

Finally, consider the following views, published the late 1940s, of these related Canadian industries ...

There are no more physical traces of the facility (below) near Acton, Ontario.

This is an interesting switching layout which you could model!
(A former Grand Trunk spur and the Toronto Suburban Railway)

The smokestack and its coal smoke was once seen as a symbol of prosperity ...
to those viewing it ... upwind ... at a distance.

Notice the 'tannery pond' where all manner of interesting chemicals might be found!

from: Canada, Post-War Possibilities; 1948; William S Boas & Co, Montreal.
from: Canada, Post-War Possibilities; 1948; William S Boas & Co, Montreal.

from: Canada, Post-War Possibilities; 1948; William S Boas & Co, Montreal.

undated postcard, c1940s?