QUOTE: Originally posted by trolleyboy Okay Classic Juice #10 The changes in car design and crewing and the comming of the safety car' A lot of you will remember the Saftey car or the Birney from your own cities systems. Next to the Witt Birney's were likely the most common streetcar type out there, with most major and alot of the minor systems operating them,they came in two main forms the single or double truck models. They were designed for singleman operation as well, hence the safety car moniker. First a bit of run up back history to the avant of the one man car. To the uninitiated,the general appearance of trolley'sappearse tio have chaged little before the 1930's. One however can find many subtle changes beginning in the 20's. Monitor roofs , with their small openable clerestry windows, gave way to the arched roof with ventilators around 1910. Rear plateforms were enlarged for the new Pay as you enter PAYE fare system , and doors started to appear more commonly in the centre when Paye as you pass started with the Witt cars. More common use of bright colours, and the abandonment of fancy lettering and striping in the 20's also occured. Likley the biggest change was construction methods, in the 20's steel replaced wood as the construction medium. At the turn of the century (approx 1906 ) steel was used as an underframe, with a wood body previous to that cars were generally all wood. The first NA manufacturer tp do steel bodies was the pressed steel company of Pittsburgh which delivered it's first all steel cars to Montreal in 1907. Most companies however beleaved that heavier wood bodied cars ( steel underframe ) gave a smoother ride,some going even as far as to insist on concrete floors for extra added stability ! Nevertheless steel offered more strength ,was less fragile for external panel use, and could be more easily repaired with rivetting or welding. It was also more fireproof and held together better under vibration. As steel's advantages became better known and hardwoods became more scarce,the tide of opinion changed and by 1912 the star of the changeover took place. Wood interiors and wood framed canvas covered roofs remained in vogue for many years yet but after 1917 the all wood car was obsolete. While double truck cars became increasingly more popular after the turn of the century ,single truck trams continued to be built to the 1930's. Because they were shorter and lighter, and took up less street space,required less maintenance and consumed less energy.They were better suited to single man pay as you pass operations as well for smaller cities and less travelled routes. Money savings were the prime motivation in the 30's to single man cars as well. The unions of coarse were not happy with the loss off two man crewing. The main crux was what if the motorman passes out ot dies with no conductor who would save the passengers, this is a death trap etc etc. Enter the safety car ( and better motorman wages/ sorry conductors the union got less jobs but, more money for the remaining members ) Significant technical improvements / advances happen just prior to WW1 making 1 man operation safe and practical. With the "safety cars " the first was built by St louis car in 1913 for the illinois traction ( later terminal , thought you would like that Tom ). It featured a combination brake,sand and door mechanism plus a deadmans handle. The latter became the main feature to overcome the objections to one man operation should the operator become unconscious or dead.The handle has to remain depressed,otherwise the brakes and would automatically apply amd the doors would be made openable only by hand. Doors could not be openned while the car was moving nor could the car move if the doors were open. Hence the "safety car" name. This system was designed by J.M. Boisenbury ( Illinois Traction's superintendant of motive power ) he worked in conjunction with westinghouse. A foot positioned deadman's button which had to be stood on at all times was also developed at this time.( PCC's use these ) Safety cars of all shapes and sizes were built to double and single truck models.The most popular was the Birney designed by Charles O. Birney of Stone & Webster. his car standarized on a 28 foot 16,000 pound car first produced by Brill in 1916 ( The KW picture I posted on Sunday ) This was a rougyh riding but cheap to produce car essentilally the model T of the transportion systems.They were no frills minimal heating with rataan seats. The latter double truck models rode better but were still rough 47 feet long 40,000 pounds. The later still witt's and PCC's are also safety cars in that their safety appliances are the same ( deadman handle on the Witt , floor pedal on the PCC ) they were just more civilized to the ride characteristcs and of coarse they wer faster. Rob
QUOTE: Originally posted by nickinwestwales Hey,Tom-another of those cold Molsons please and as it`s payday a round for the house,as and when they straggle in!! Well it`s a day off for me(the best sort-everyone else is working) and blowing a gale out there so time to sit a while. So,Ontario Northland,classic or not?...discuss....[takes me back to schooldays] Well ,first a disclaimer,I`ve never travelled on any of these lines,so all this is "received wisdom" picked up from the (un)official O.N. railfan site,but they caught my imagination. In part because of the manageable size of the outfit (in modelling terms) and partly the off the beaten track,frontier feel of the place. So,the trains, The Northlander runs daily from Toronto up to Cochrane via North Bay ( C.N. trackage to N.Bay ) Normal formation seems to be G.P.38-2,A.P.U (converted "B" unit for car heating ) 2 coaches and a food service car ( coverted G.O.cars ) until fairly recently,power was any one of the last 3 F.P.7a`s dating back to `51 or 2 but retro-fitted with 2000 hp Caterpiller prime movers. Also seen on this service although not sucessful and long withdrawn ,were a number of Dutch built Werkspoor T.E.E units. This service meets bus connections along the route serving the various `branches ` although It`s predecessor the Northland sleeper carried connecting portions and could include virtually anything. Heading north from Cochrane we have the Polar Bear Express,a summer-only tourist run up to Moosonee up in the arctic circle--this is usually a twin G.P38 lashup although Cochrane shed will happily use whats available,usually a dozen plus cars including domes,food service etc ( think these came from B.C.Rail and C.P.R . The Little Bear is the 3-times-weekly mixed to Moosonee--Beyond Cochrane you are in the tree line and the track is the only land route in or out so this is a community lifeline, The little bear runs about a dozen freight cars(lots of flats with big plant,containers etc,fuel tanks,general stores. According to season,a "canoe car" ( bulkhead flat with special racks fitted) and a "moose car" (50` box for dressed carcases) are available. so a thumbnail essay. Thats left me thirsty so same again and i`ll just perch over here at the end of the counter,take care now,nick
QUOTE: Originally posted by trolleyboy Okay now for the next installment of ...[i] Classic Juice... The Peter Witt Story As previously disscussed . Mr Mitten's nearside car improved the continents ( NA) street railway system,by instituting the PAYE or pay enter way of collecting fares. This improved rider safety by where the cars would stop and improved the street railways bottom lines by #1 getting fares ( in the daysof the conductor walking up an down the side running boards with the "coffee canb" fare box was not only inefficient but many a rider could and would jump on or off woth out paying. And #2 by having a fixed farebox the conductor could conduct there by giving better service to the riders, transfers stop information etc etc. In 1912 a young man by the name of Peter Witt was elcted to the possition of Traction Commissioner for the Cleveland Railways. He was always seeking ways to improve ridership and ruder satisfaction. The one major drawback of the PAYE cars was that they tended to have very long dwell times at stops. With passengers entering amd exiting the cars via the same doors paying the conductor etc. Some people were still amaging to not pay and the exsessive wait times slowed down the flow of traffic and the shcedules of the transit system. So he devised a car design which modifed the cars in that the rear doors were moved to the center of the car. Passengers would enter the front move back to the conductors position just in front of the centre doors where he collected the fares. The conductor controlled the center doors which were the exit. Thus pay as you pass came to be. It sped up the dwell times, and ensured that all fares were collected and transfers meeted out. Peter Witt supervised the first cars construction at the Cleveland railways Lakeview shops in 1914. The first of these new cars came into service on Dec 1 1914. As built they had longitudinal seats in the front section , followed by cross seats in the rear. Thes cars were also built as single ended controls with two man crew operator and conductor. As more and more of these cars enterd service officials from the other street railway systems came to look at them and quickly began producing simialr cars for their own systems. These cars came to be known as "Witt" cars on the major systems of North America. In Cleveland they were known simply as the "Car Riders Car " Many street railways built there own cars to this design and Brill , Can Car Ottawa car Company , Preston Car and Coach, Kuhlman and others began producing this type of car under license. Peter Witt recieved a royalty of $10 per car built outside of the Cleveland shops. Thes cars served all the Major and some of the minor systems. Including Detroit ,Chicago,Kansas City,Providense, Toronto ( 375 cars 75 trailers ),Baltimore,Cleveland, Buffalo , Rochester NY ,Toledo,Birmingham,Kitchener waterloo (ex Cleveland Cars) Regina ( EX KW cars ! ),aand likley several others. Witts came in two sizes. The Large or standard Witt were 53'0" long 8'5" wide and 12' tall ( rail to trolleyboards ) these cars were lower geared and had strait pipping for trailer hauling. They could and did run solo as well. Few street railways used the trailer cars. The small Witt was 47'0" same height and width but were geared for higher speeds. Single service cars( hauled no trailers) used for rush hour and lighter use lines. From what I can gather Toronto was the only company to have the two types of Witts ( as an aside our museum has 4 toronto witt's two large and two small ) The Witt cars ran for years in Cleveland from 1914 to the early 50's in Toronto from 1921 to 1966. Similar life spans were enjoyed else where. Not untill the PCC car came about in 1936 was there such a universal streetcar design. The PCC continued the Pay as you pass method of fair collecting which is still in use today. Most Witts were converted to single man operations in the 30's and 40's with the farebox moubted bus style beside the operator. Rear tredle doors were installed as well as operator control of the rear doors once they were converted to single crew. As with Birney safety cars the tredles or operator center or front door controls could not be operated while the car was moving. Deadman switch controllers were also part of the safety package as well. So there you have it the Peter Witt, the car and the man. If you got to my railimages account you can see several pictures of our museums Peter witt's. Large witt 2424 ( lovingly refered to as Bertha or the beer car ) and small Witt's 2786 and 2894. Rob
QUOTE: Canadian Rail Journey, Part IV and final (initially Posted on page 16) Wednesday, May 11th, a glorious morning in Bedford (Halifax) Nova Scotia and the time has come to bid adieu to family and friends. Arriving at the VIA Rail station in Halifax, we checked in at the Easterly Class kiosk with plenty of time to spare for our 12:40 PM (ADST) departure for Montreal. The familiar sight of Train #15 and its all Budd consist once again rekindled that feeling of anticipation as we checked our luggage into Bedroom D of the Revelstoke Park car (observation dome). “Claude,” our attendant greeted us with his typically warm and friendly manner and we settled in to our seats up in the dome – front right. Our train was made up of 13 cars and 2 F40PH locos (#6419 & 6418). The consist: one baggage, three coaches, one Skyline dome car – one dining car – six Chateau series bedroom cars and the Revelstoke Park observation dome car. After snapping off a few more photos, we began our journey along the winding trackage from the station to the shoreline of Halifax Harbor and Bedford Basin. Before to long, the dome filled with travelers as we left Halifax behind and headed up to Truro. The countryside is a pretty sight, replete with large farms, lakes, and lots of new construction. Makes one wonder just where are all the people moving from? Since there are no departures from Montreal (or Halifax) on Tuesdays, there was no passing train to view as we cleared Truro on the way to Amherst, the last station stop in Nova Scotia. {Back at the Halifax there was another Budd consist sitting across the platform that would become Train #15 on Thursday. This is the same train I came in on Monday late afternoon with the Evangeline Park observation dome car.) A thought occurred to me as we wound our way through some really great looking scenery, that this may very well be the last time my wife and I travel the “Ocean” in Budd cars, if at all. As I’ve indicated in previous “reports,” VIA Rail will be shifting all the Budd equipment to western service by January 1st thereby making the “Ocean” an all Renaissance equipment train. Having experienced Renaissance in October of 2004, I doubt that I’ll be spending any of my retirement dollars for a repeat performance. As always seems to be the case, we arrived in Moncton, New Brunswick rather quickly, although “Claude” told us we were running about 10 minutes late. With the elegant depots of Amherst and Sackville behind us, the idea that we were heading home settled in. Another 15 minute stop at New Brunswick so we stretched our legs, took some pix, and checked out the dining car menu. Oh no! Not again – same menu as every trip thus far since leaving home! With just two entrees on the menu, the selection does become rather limited when one has been traveling the route for 4 evenings since May 5th. “Claude” told us that the Chaleur, VIA Rail’s train to Gaspe, Quebec, may have a schedule change to permit it to make the trip in daylight. Operating on a three day per week departure in each direction, the “Chaleur” is part of the “Ocean’s” makeup at Montreal, with the separation occurring at Matapedia. That same stop is where “Chaleur” meets the Montreal bound “Ocean” as well. For the first time in many, many trips, we did not have the “Chaleur” with us, nor did I on my “solo” round trips earlier in the week. Anyway, they say the scenery along the route to Gaspe is really something. Perhaps some day, unless someone decides to put Renaissance on the line for that as well. Rogersville – Miramichi – Bathurst (with some snow still visible) – Petit Rocher – Jacquet River – Charlo and Campbellton (last stop in New Brunswick) all were stops where it appeared more passengers boarded than departed. The Campbellton stop also was our signal to call it a day …. Which we did. Thursday morning found me sitting in the dome at about 5 AM (EDST) as the train backed into the station at Charny, Quebec. I guess I’ll never get used to this backing in, backing out business – and yes, it is railroading – but somewhere in my “socialization” regarding railroads, trains are supposed to pull in and pull out. As I thought about this quirk of mine, it occurred to me that even my model railroad “empire” requires backing in or out amongst the 8 consists of passenger cars accommodated at my Can-Am Union Station. Oh well ….. In a perfect world, it surely would be different! With no full breakfast to look forward to in the dining car nor a continental breakfast in the Park car (both discontinued by VIA Rail as cost cutting measures (?)) the day began a bit differently than we were accustomed to. The Park car does offer juices, coffee, tea and hot chocolate along with apples and oranges for the Easterly Class folks. Fortunately, I still had some cookies left from my “solo” trip, so we survived on those until reaching Montreal’s Central Station at 8:05 AM (10 minutes early). Once we reached Saint-Lambert, it was time to get our things together as the journey was about to come to an end. This was a bittersweet conclusion for us in that 15 years of travel along the Montreal-Halifax-Montreal round trip route may very well have ended. Once inside the station, we had breakfast at our favorite “sidewalk café” table. Again, each breakfast of two eggs, sausages/bacon/ham with toast and coffee/tea cost $5 (Cdn) each. Had VIA Rail offered the full breakfast, it would have cost us $9 apiece and we would have gladly paid it if for no other reason than to have the ambiance of the dining car along with the views along the way. Alas, change is all about ……. So, that concludes my “report” of our rail experiences in Canada 2005. The intention of these “reports” has been to share my experiences with those of you who appreciate trains – and the “Ocean,” with over 100 years of operation, is a “Classic” in every definition of the word.
QUOTE: The Odyssey began at around 8:30 AM when *** Watkins and I departed the Dallas-Ft. Worth Airport en route what was to be a very memorable day. First on the agenda was a ride aboard one of Trinity Rail Express’ (TRE) Rail Diesel Cars (RDC’s). *** had arranged for us to ride in the cab of the RDC for the 40 mile round trip to downtown Dallas’ Union Station. Following that was a tour of the TRE Inspection and Maintenance facility, LRV rides, Trolley rides a visit to the Trolley Barn, and more walking than one should ever experience in hot, steamy Dallas! Some points of interest: In the mid-1990’s, DART purchased 13 former VIA Rail RDC’s for use in their commuter rail system. VIA Rail had a surplus of RDC’s as a result of the discontinuance of two routes in Nova Scotia back in 1990 – the links between Halifax and Sydney to the north, and Halifax and Yarmouth to the south. The cars were refurbished in Montreal by Alstom/ANF in 1996, which entailed a complete breakdown to the frame and rebuild to the specifications required by DART. There probably are no fleets of operating RDC’s to equal or exceed the number owned by DART anywhere in the world. The two RDC’s that I rode in were built in the 1950’s: RDC #2011 in June ’57 and #2013 in Nov ’57. The original owner of #2011 was CN and CP owned #2013. Both wound up in the VIA Rail. I saw the fleet of RDC’s sitting idle at the Halifax station back in 1991 – all running from platform power in the snow that wintry day during Christmas week. Seeing them idle and destined for perhaps their final s Okay – the superlatives have been documented a few times and the photo’s have been provided. So what’s left? Just a run down of the day’s events (all times approximate): (1) 0835: *** picked me up at Dallas-Ft. Worth Airport (2) 0850: Quick stop at MacBarf’s for coffee and an egg MacGag. (3) 0920: A quick familiarization of the area by SUV – aka: trying to find the correct station. [swg] Found it! Centrepoint Station. (4) 0945: Got to know each other while waiting for the train. (5) 1015: RDC’s #2011 & 2013 arrived. *** arranged for us to ride in the cab. Engineer was Dave. Rode in cab of #2011, eastbound. (6) TRE – Trinity Rail Express is the organization that operates the commuter rail services in the area. Their equipment includes 13 RDC’s (formerly VIA Rail) and “a bunch” of Bi-Level equipment (some from Bombardier/GO Transit in Toronto). They also have 6 F40PH’s for use with the Bi-Levels. (7) As the photo’s should attest, the view was fantastic! Lots of railroading going on, freight ops all along the way. (8) 10:40: Arrived Union Station. Spent the turnaround time touring the station with *** and Josh Coran, TRE’s Chief Mechanical Officer. Should note that Josh recently arrived in Dallas after a long stint with the Alaska RR – over 20 years. Josh is an absolute font of knowledge regarding passenger cars - with decades of practical experience working on and designing them, his expertise is truly dazzling. (9) Marvelous and diverse structure is Union Station and in fine material condition. Saw the Amtrak portion – nice, but ……. The station is multi-modal and centrally located. Very modern, very well thought out. (10) 11:05: In the cab of #2013, westbound. Again, a wonderful experience with some great company. (11) 11:34: The 40 mile round trip ended as we bid adieu to David, the Engineer. (12) Drove over to the TRE Inspection & Maintenance facility with *** & Josh. Spent about 40 minutes touring the facility, taking pictures and asking dumb questions. Great fun and really an insight that lots of us would dearly love to experience. (13) Long lunch break with *** and Josh at Bennigan’s in Irving (right next to the place I stayed at …… how convenient for later on!) (14) 14:00 Bidding adieu to Josh, *** and I drove downtown to catch the light-rail. (15) Rode the LRV’s down to Union Station and return. Boarded the McKinney Street trolley (see pix for sure) – visited the Trolley Barn and met up with John Landrum (CEO) who was working on an assortment of restoration projects. This would have been absolute heaven for Trolleyboy Rob – no dooooot aboooooot it! [swg] (16) Rode the Trolley back to the LRV station – back aboard the LRV to where the car was parked. Worthy of note are those vintage trolleys – one from Australia. Check out this URL and you’ll get an eye full of some good stuff: www.MATA.org (17) An absolutely activity packed day in the steaming humidity of August in Dallas. Nonetheless, a trip to remember for the rest of my days. (18) I must make mention that *** was a long term member of the Dallas Area Rapid Transit (DART) Board of Directors almost from the onset of their entry into being. Once he moved out of the geographic limits required for continued membership, he relinquished his seat at the table. I note that he is also on the Board of Directors of the McKinney Street Trolley organization. He is a treasure trove of information regarding transit in Dallas and ”Our” Place is most fortunate to have yet another person at the bar who know’s what he’s talking about! (19) 1800: Checked into the hotel and bid adieu to my tour director and new found friend, *** Watkins. Cheers! [tup][tup][tup]
QUOTE: Originally posted by West Coast S I'd like to contribute to a few recent post, specifficaly those from Trolleyboy regarding electric railway marine operations. The Pacific Electric maintained controlling interest in the White Comet Lines, who's two intercoastal steamers YALE and HARVARD provided overnite connections to San Franciso during the twenties to mid thirties. PE provided parlor car service from downtown to a special boarding dock, the only time PE offered parlor car service. The effects of the depression and the disapearance of the HARVARD during a severe storm, with no survivors forced White Comet into recievership. Ownership of the YALE was assumed by the Catalina Steamship Company and she continued the intercoastal runs until her transfer to the Navy in 1940. Catalina Steamship Company assumed all debt incurred by White Comet with the help of PE resources. PE was heavily promoting Santa Catalina Island as a relaxing way to spend the summer. When the public took notice, PE instituited the famous Catalina Specials to handle the influx, that as late as 1950 was the chosen means by more then one hundered thousand passengers since the inception of the service. PE built a dedicated line to the Catalina Docks to expidite a smooth transfer from shore to ship, these Catalina Specials were the longest and heaviest trains operated on the system and the only ones that offered checked baggage, the existing infastructure and facalities on Anaheim Street where unable to cope with these trains. The Catalina Specials were some of the last revenue runs on the PE, only ending upon abandoment of the Long Beach Line in 1960. PE was also involved in the throughbred horse trade, during horse racing season PE handled hundreds of horse cars, interchanged from the three steam roads, these roads did not have a physical rail connection within the Santa Anita Race track, PE did. These were known as racetrack specials, during racing season every available box motor was put into service to cope with the demands. When a box motor was unvailable, Leased SP power was subsutuited, thus Moguls, Consolidations and diesel power graced the overhead wires. All steam and diesel power leased to PE service were outfitted with overhead trolley poles to activate signals and grade crossing protection. In the final decade, PE became dependent on leased SP power for freight duty as the unreliable and no longer economical to repair ancient box motors were retired and scrapped. PE envisioned the future as a dieselized freight feeder and carrier with all passenger operations abandoned or sold off and the overhead wires and supporting electrical facalities retired and scrapped. PE had cause to embrace such a bold change, during these years they ranked seventh in the nation in freight revenue generated and fourth in California. It was not to be, reality would imprint a far different ending for the PE. Dave [tup]
QUOTE: Dallas Jimmie Dale Gilmore Did you ever see Dallas from a DC-9 at night? Well Dallas is a jewel, oh yeah, Dallas is a beautiful sight. And Dallas is a jungle but Dallas gives a beautiful light. Did you ever see Dallas from a DC-9 at night? Well, Dallas is a woman who will walk on you when you're down. But when you are up, she's the kind you want to take around. But Dallas ain't a woman to help you get your feet on the ground. Yes Dallas is a woman who will walk on you when you're down. Well, I came into Dallas with the bright lights on my mind, But I came into Dallas with a Dollar and a dime. Dallas is a rich man with a death wish in his eye. A steel and concrete soul with a warm hearted love disguise. A rich man who tends to believe in his own lies. Dallas is a rich man with a death wish in his eyes.
QUOTE: Originally posted by trolleyboy Okay. now for the "content" bit for today.I;m still in a traction mood <suprise> so I give you gentlemen another installment of the "juice" CLASSIC JUICE # 15 CANADIAN ELECTRIC CAR & LOCO CO's This is an inclusive list. In some cases I do not have start and end date for these manufacturer's as some lasted others were there and gone, and yet other's are still around today only are making much different non rail products. A. C . LARIVIERE Located in Montreal they supplied the Montreal Street railway with Cars in 1894( later became the railways shops until operations ended in 1959 ) BOMBARDIER INC. Located in Boucherville PQ, began as a snowmobile manufacturer in 1926. Entered mass transit field in 1974, with the contract to build Montreals subway cars. Aquired MLW in 1975 and Ontario's UTDC ( ex Hawker Siddeley Ca Thunder Bay ) in 1992. Still make transit equipment and coaches today. BRITIS COLUMBIA ELECTRIC RY In New Westminister BC, built many of their own streetcars and interurbans in shopsfrom 1897 till mid june 1913, after that they did rebuilding only. CANADIAN CAR ABD FOUNDRY Montreal PQ, Formed in 1909 from Canada Car and Dominion Foundry. Built streetcars and regular passenger and freight cars.Sold to Hawker Siddeley in 1964 CANADIAN GENERAL ELECTRIC Peterbourough On, Cars and Locomotives built for Guelph,Hull,Kingston,etc from mid 1890's CROSSEN CAR CO Cobourg Ontario, Built cars from 1893 to after 1900, for Toronto railway co,NS&T Hamilton Radial RY etc. CANADIAN VICKERS CO Montreal PQ, Formed in 1911, as a subsidiary of Vickers of England Bult montreal's first subway cars in 1963 GENERAL MOTORS DIESEL London On, built diesel and all electric loco's since the early 1950's GRAND TRUNK RAILWAY Pointe Ste Charles PQ, built electric cars for subsidiary Montreal and Southern Counties RY. 1914-1917 HAWKER SIDDELEY CANADA Montreal,Thunder Bay- Derived from A>V>Roe aircraft. Bought Candian car and Foundry in 1964 built streetcars and subway cars for the TTC MONTREAL LOCOMOTIVE WORKS Montreal- Incorporated in 1902 Built steam and diesel locos ( Alco designs )Built subway cars for Toronto in 1962. Taken over by Bombardier in 1975 MONTREAL TRAMWAYS CO Montreal PQ - Built both cars and loco's at the Youville shops, for it's own and affiliate lines in Quebec. NATIONAL STEEL CAR CO Hamilton On - Built interurbans for MS&C ( 1913 ) streetcars for Hamilton ( 1927 ), loco's for Ontario Hydro's construction railway ( 1918 ) built CPR's first diesel (1937 ) and the last interurbans for canada ( GRR # 626 1947 ) TTC trackplows (1944 ) Still build general frieght cars today. NIAGARA ST CATHARINES & TORONTO RY St Catharines On - Built cars for self plus other Mackenzie/CNR electric lines( Toronto suburban, MS&C, Oshawa railway ) 1896-1959-did in house rebuilding NOVA SCOTIA CAR WORKS Halifax NS- Originally Siliker car Co,Built several Halifax streetcars up to 1915 OTTAWA CAR CO Ottawa On - Canada's largest car builder,Started in 1892,from Wylie Carriage co,. Lasted until 1947, when it built the kast orthidox streetcar design for the Ottawa strreet Railway. PATTERSON & CORBIN St Catharines On - Began as carriage maker in 1874. converted to horse cars to electric cars in the late 1880's.Built equipment using Van Deepole equipment, then built electric streetcars using GE motors in the 1890's. Sold cars widely including the first cars for Victoria but overexpanded and went bankrupt in 1897. PRESTON CAR AND COACH CO Preston On - Started in 1908. Built high quality wood cars,but also lead the way in steel car construction.Producing the first steel cars built in Canada. Built railway coaches as well building the TM&O's business cras in 1910. Sold out to JG Brill in 1921 ( built the first 50 Witt's for TTC ) plant was closed in 1923. RATHBURN & CO Deseronto On - Produced from late 1880's to 1920's, for Oshawa,Kingston,and possibly other's. RHODES CURREY & CO Amherst NS - Built cars for Halifax,Moncton,from mid 1890's to early 20th century.Alsio built railway passenger cars. ST CHARLES & PRINGLE Belleville On - Active in the early 1890's,suppliedcars and parts to the Montreal Street Railway TILLSONBERG ELECTRIC CAR CO Tillsonberg On- Built large cars( interurbans ) for Windsor Essex & Lake shore and streetcars for St John NB shortly before WW1, closed in 1917 TPRONTO RAILWAY COMPANY Toronto On- Produced mostly streetcars ( wooden single and double truck TR cars ) for itself and interurbans for the Toronto suburban and the Toronto and York Radial. 1900-1919 WINNIPEG ELECTRIC CO Winnipeg MB - Considerable production of streetcars for Winnipeg,and Selkirik & lake Winnipeg Radial cars in the early decades of the 20th century. Rob
QUOTE: Originally posted by trolleyboy CLASSIC JUICE # 16 MAJOR AMERICAN SUPPLIERS OF STREETCAR'S & LOCOMOTIVES TO CANADA. BALDWIN LOCOMOTIVE WORKS Philidelphia and Eddystone PA- Great steam locomotive builder, producing their frist in 1831-32. Began building electrics in 1895. Formed an alliance with Westinghouse for electrical components but employed Eddison storage batteries for most of it's mine and industrial locomotives. Produced St Clair Tunnel Locomotives ( 1908 ), steeplecabs for BC Electric,(1911-13),and Galt, Preston & Hespler/ Grand River Railway 1904-1930. Baldwin trucks were used for a wide range of candain and US built streetcars and interurbans as well. J. G. BRILL COMPANY Philadelphia PA - One of the largerst manufacturers of electric railway equipment. Formed in 1868 ( horse car era ). Developed a full line of trolley's and trolley car components,which were sold throughout the world. Brill bogies (trucks )were used by many Candian car builders. Bought out several competitors,American,Kuhlman,Wason,Danville,John Stephenson, and the Preston Car and Coach companies amd closed most of them. Brill itself closed in 1956. GENERAL ELECTRIC Chicago Il -A gigantic orginization,formed in 1892 from a merger of EDison GE and Thomson-Houston Company. A major supplier ofair brake and electrical components to US and Candain streetcar builders. They built box cab electric in Canda and the US and of Coarse now build deisel locomotives as well. JEWETT CAR COMPANY Newark Oh -In business from 1894-1918. Famous for it's big classic wood and steel interurbans.Such as those built for the London and Port stanley RY 1915-1917. Our museum's L&PS 8 is one of these beasts. McGUIRE-CUMMINGS MFG Chicago Il - Known mostly for it's sweepers in Canada. Began in 1888 as a car and truck builder.( street car bodies and bogies not road vehicles ) Last car built in 1930.The Toronto Civic railway was one of the few candain street railways to own their passenger cars. NILES CAR CO Niles Oh- began in 1901. Built mostly large , very heavy wooden cars. Toronto Civic was amongst it's Canadain customers ( # 107 - 112 from 1913 ) Plant closed in 1917. PRESSED STEEL CAR CO Pittsburg Pa - Organized in 1896. Only built frieght cars until 1906. produced the first steel streetcar in NA for Montreal in 1907. Closed in 1954 ST.LOUIS CAR CO St Louis Mo - World's largest and main builder of the PCC type car. Produced earlier type streetcars for Edmonton and other's. Lasted 1887-1975. JOHN STEPHANSON CO Elizabeth NJ - A pioneer railway car builder,starting business in 1831, in New york. supplied Vancouvers first four trolley's in june of 1890. No steel cars were produced by them. Bought out by Brill in 1904,closed in 1917. WESTINGHOUSE ELECTRIC & MFG CO. Pittsburg Pa -Produced motors and controllers for electric railways in vast quantities. And became one of the leading air brake suppliers in the world as well. Co-produced a famous steeple cab series with Baldwin as well. Enjoy Rob
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