Bruce Branches

Passenger Service

R.L.Kennedy

Even with the arrival of diesels and RDC's steam still provided some service in the late 1950's as seen here with G5 class Pacific 1271 southbound, stopping at Brampton (above) and West Toronto depot (below). Also, at Union Station and John Street. All photos by Bob Shaw C.P.R. Retired.

Public Time Table 1906

Twice daily except Sunday service was operated between Toronto and Owen Sound for many decades, first hauled by steam locomotives including the latest, modern engines G5 class Pacific type, and in later years by the newest streamlined equipment, the Dayliner, more often referred to by employees as a Budd Car for its maker. Dayliner service was introduced on one of the two pairs of trains with new time table No. 125 effective Sunday September 30th. 1956. #707 and 706 saving 1 hour on the 129 mile run although eight flag stops were eliminated at small communities.

Dayliner 9110 replaces 1225 steam engine new

Mixed Trains

Elora Mixed with D-10 953 has just left Cataract enroute to Fergus and Elora. Lloyd Baxter

Another view of 953 on the Elora Mixed at CNR diamond in Fergus, July 9, 1955. J.William Hood

Passenger trains were replaced by a mixed train in 1920 on the Elora Subdivision, and in 1932 on the Teeswater and Walkerton Subs. These all continued to operate Daily except Sunday, until August 3, 1957. A important aspect of mixed trains was the need to serve both passengers on a timely basis as well as look after the freight business which paid for everything. While a relaxed pace and more casual operation existed on these branchline mixed trains, people still wanted to get there without undue delay. A unique aspect of the Elora Mixed was the need for extensive, time consuming switching at the Beatty Bros. washing machine plant in Fergus, yet the desire of passengers to get to Elora. At one time this was solved in an informal manner, as were many things in the steam era on branchlines years ago, but a highly unusual one never-the-less. The crew would shove the combine west out of Fergus to the top of the grade, give it a kick, and uncouple it! The brakeman would ride the leading end, watching out as the combine came to a level crossing, having the trapped air to stop it in an emergency or upon arrival in Elora! Passengers got off, express etc. was unloaded and loaded, ready for the return trip. Eventually, the train would arrive with the freight cars, the steam locomotive would be turned on the table and things gotten ready for the return trip.

Wooden combine 3365 built in 1905, with a D10 at Orangeville, late 1950's Don McCartney

1004 with mixed train at Teeswater July 24, 1957 John A. Rehor

Last run of the Teeswater Mixed M753 ready to depart Teeswater on August 3, 1957.
D10 1081 dirtied by blowdown, is in stark contrast to spotless combine 3305. Don Mc.Cartney

Passenger trains were operated three days a week (later, twice a week) in connection with the Canadian Pacific Steamship Service, which was originally based in Owen Sound and operated to Port Arthur. These were fast trains with few stops between Toronto and Owen Sound.

9115 RDC-2 (for baggage service) northbound at Orangeville, August 14, 1968. Ted Wickson

Passenger service between Toronto and Owen Sound Subdivisions had been operated for a number of years with Rail Diesel Cars (RDC), which were known as Dayliners to the Passenger Traffic Department but to many Operating Department employees as Budd Cars, for their manufacturer. These self-propelled cars were a major improvement in many ways. The stainless steel car looked modern, while their design provided rapid acceleration and quick braking, ideal for curves and flag stops! The 2 or 3 man crew replaced a 5-man crew, which along with other reduced operating expenses meant they quickly paid for themselves, and in turn kept passenger service in existence longer.

RDC's continued providing twice daily service, (one even included checked baggage), six and seven days per week between Owen Sound and Toronto until the time table effective October 29, 1961 when service became one round trip daily. Service reductions did not require regulatory approval, only elimination of daily service. The CPR then interpreted this to mean, up one day and back the next! With the change of time table effective April 26, 1964 service was reduced to every-other- day. This quickly drove off most of the remaining passengers allowing the CPR to claim big losses and few passengers. Approval to remove the remaining service soon followed and it all came to end effective November 1, 1970. Note: Last run was #307 from Toronto on October 30th. with the RDC being deadheaded back.

9115 RDC-2 waits at Owen Sound station in the latter years of service, July 1968. John D. Thompson

Stations Over the Years

19th Century Gallery 20th Century Gallery

Snowbound trains north of Orangeville new

Steam Motor Car new

The Horsehoe Curve Wreck

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