Hawkesbury, CNOR-GTR 

Board of Railway Commissioners order 2030 of  12 November 1906
CNOR granted leave to cross the GTR at a point in the town of Hawkesbury.  The applicant shall, at its own expense, under the supervision of a GTR engineer, insert a diamond in the track of the GTR at the point of crossing.  The crossing shall be protected by an interlocking plant, derails to be placed on the lines of both companies on both sides of said crossing, the said derails to be interlocked with home and distant signals to be operated from a tower, the said tower to be connected by telephone to the GTR station at Hawkesbury.  The normal position of the signals on both lines shall be at "danger" and in the movement of trains of the same or superior class over the said crossing the trains of the GTR to have priority.  A plan shall be submitted for approval of the Chief Engineer of the Board.  The man in charge of the interlocking plant shall be appointed by the GTR.  The CNOR shall bear and pay the whole cost of providing, maintaining and operating the said interlocking.

Board of Railway Commissioners order 2523 of 28 January 1907
CNOR is allowed to use the crossing with the GTR in Hawkesbury for construction trains only as soon as the diamond is placed in the tracks of the GTR and before the installation of the interlocking plant provided for in 2020, for a period of 90 days from the date of this order, or until the said interlocking plant is installed subject to the following conditions;
(1) CNOR shall employ and pay for a watchman nominated by GTR. No CNOR locomotives, trains or cars shall be moved over crossing until watchman has indicated that the way is clear;
(2) Crossing shall only be used by CNOR for construction trains, construction materials and supplies;
(3) Crossing shall not be used under this temporary order so as to interfere in any manner with the passage of GTR trains;
(4) In all questions of liability for accident the watchman to be employed be taken to be the employee of the CNOR.

Board of Railway Commissioners order 5112 of 29 July 1908
CNOR authorized to use crossing with GTR for construction trains for a period of 90 days from the date of this order under same terms as Order 2523.

Board of Railway Commissioners order 5798 of 3 December 1908
CNOR authorized to operate their trains over the crossing with the GTR without being brought to a stop.

Board of Railway Commissioners order 8639 of  12 November 1909
GTR authorized to connect its tracks with the tracks of the CNQR in Hawkesbury.

Board of Railway Commissioners order 26931 of  25 January 1918
Amends 2030 to give the CNOR the power to appoint the man in charge of the interlocking tower.

Hull, Canadian Pacific and Hull Electric Crossings

From Bruce Chapman

Timetable #15 of September 27th ,1942:
Ottawa Terminals footnotes:
 Railway crossings at grade with H.E.R. at mileage 87.8 (just west of Ottawa Union which was 87.7 miles from Vaudreuil), at mileage 89.2 (St. Hyacinthe St., east of Hull Beemer which was at mileage 89.3) and Montcalm Street, mileage 89.9 (just east of Hull West which was at mileage 90.0) – Interlocked.
 Hull Electric Co. trolley wires over tracks at St. Hyacinthe St., mileage 89.2 and Montcalm St., mileage 89.9 are less than standard clearance.  Employees must not ride of top of cars at these crossings.

Waltham Subdivision footnotes:
Railway crossing at grade with H.E.Ry. at mileage 0.6 (Hull West was mileage 0.0) – Not Interlocked.
Employees must keep off top of cars passing over switches, Hull Electric Transfer track mileage 0.28 and mileage 0.7 where trolley wires are less than standard clearance.

Privy Council Railway Committee Order of  6 November 1901
Approves the place and mode of junction between the PPJ and HER about 6.75 miles east of Aylmer.

From Malcolm Vant February 2020
I’ve marked (the crossings) as Waltham (1), Ste Hyancinthe (2), and Montcalm (3) on an early (1908) topo map which shows the HER track outside the core but not in it.

Board of Railway Commissioners order 26429 of 15 August 1917
Approves plan X-2-281 showing proposed installation of half interlocking plant at crossing of CPR and HER at St. Hyacinthe Street, Beemer, m. 89.2, M&O sub.

Board of Railway Commissioners order 32367 of 11 May 1922
Cost apportionment for half interlocking plant and gates installed under 31726. Cost of installing and maintenance signals and derails be paid by the Hull Co.; the maintenance of the gates to be paid 80% by the CPR and 20% by the city; the cost of operating signals. derails and gates to be paid 40% by the CPR, 40% by the Hull Electric and 30% by the city

Board of Railway Commissioners order 48644 of 18 May 1932
Refuses application by Hull Electric to operate cars over the tracks of the CPR without first bringing them to a stop. (Waltham sub. mile 0.6)

Additional items from Malcolm Vant, March 2020:

A3331_32 Waltham crossing with HER west of POW bridge and Hull West 1931


A4572_21-001 HER crossing with CP Ste Hyacinthe east of Hull Beemer 1933


A7194_20_HER CPR crossing at Ste Hyacinthe and Hull Beemer 1944


A7194_19-001 HER crossing with CP at Montcalm east of Hull West 1944

Kingston, Montreal Street, K&P/CPR-KP&C

Board of Railway Commissioners order 11382 of 10 August 1910
Removes statutory speed limit.  Engineers of the Board required certain repairs and alterations to be made to the interlocking plant with the K&P and the Kingston Portsmouth and Cataraqui Electric Street Railway.  The derails and levers are interlocked and in good working order, good drainage has been provided over the rod and wire conduits and derail pits.  For the present the Electric Company is relieved from keeping a watchman at the crossing.

Board of Railway Commissioners order 31300 of 21 July 1921
Time extension for installation of interlocking until 31 Jul 1922.


Ottawa, Broad Street, CAR/GTR/CNR-OER 

Board of Railway Commissioners order 182 of  7 October 1904
Upon reading the agreement between CAR and OER dated 10 Aug 1904 and the consent of the Corporation of the City of Ottawa dated 6 Oct 1904 it is ordered that a crossing may be had of the said track of the CAR by the main line of the applicant (OER) at the place indicated on the plan filed under No. 13870.

Board of Railway Commissioners order 22218 of  18 July 1914
GTR and OER authorized to operate over the interlocking plant at the crossing at Broad Street authorized by 182.

Board of Railway Commissioners order 31062 of 25 May 1921
OER authorized to disconnect the derail switches from the interlocking plant at the crossing of the GTR and the OER at the junction of Broad Street.  OER to spike its switches so as to render it impossible for a car to be turned down Broad Street from Albert Street, and secure the derail on Broad Street, north of the GTR in the open position so that a car cannot be run through the interlocker.

Board of Railway Commissioners order 32279 of 6 April 1922
OER relieved from paying the proportion of cost of the protection of the diamond crossing on Broad Street as required by 182 as and from 1 Nov 1921 when the work of disconnecting the derail switches from the interlocking plant authorized by 31062 was completed and the OER ceased to operate over the crossing; GTR authorized to operate its trains over the crossing without their first being brought to a stop.


Ottawa, Campbell's Siding, CPR-GTR/CNR 

Board of Railway Commissioners order 5259 of  1 September 1908
CPR authorized to construct a spur from a point on its most southerly track northwest of its stock yards on the Richmond Road, City of Ottawa, situate about 340' northeasterly from the north west side of the Richmond Road and thence north easterly and easterly through its station yard across the property of William J. Campbell and across the tracks of the GTR on the northwest side of Richmond Road to and into the property of William J. Campbell for a total length of 540'.
(1) a Hayes derail to be installed on CPR 150' from the diamond on each side thereof and a junction semaphore installed at the diamond and a semaphore on the GTR 300' north and 500' south of the diamond, all to be interlocked.
(2) CPR to use the branch only between 13:00 and 15:00. 
(3) CPR to rearrange the line of branch when Richmond Road Viaduct is constructed as directed by 5397 dated 23 June 1908.


Ottawa, Central Depot, CAR-OER

A small cabin was erected close to the interchange between the Canada Atlantic Railway and the Ottawa Electric Railway near the Maria Street station. It is believed that this was just a cabin with no levers.  This can be seen in the picture of the Laurier Street cabin.


  
Ottawa, Central/Union Station (Sappers Bridge), Canadian Pacific and Hull Electric

Hull Electric cars coming into Ottawa from Hull took the western track of the three tracks running from the Interprovincial Bridge.  Having unloaded passengers, the streetcars crossed the Canadian Pacific main line on a loop track under the Chateau Laurier and back to a loading platform for Hull bound passengers.  Movement over this loop track was controlled by a half interlocking - so called because there were no distant signals.  BRC order 115 of  26 July 1904 authorizes this interlocking as follows:

The Canadian Pacific Ry., upon whose tracks the Hull Electric Ry. operates, do forthwith place a semaphore with two arms interlocking at the point of crossing of the Hull Electric Ry. and the main line of the Canadian Pacific Ry., one arm to extend over the tracks operated by the Hull Electric Ry. and one arm to extend over the main line of the Canadian Pacific Ry., with lights to correspond.  A detailed plan of the interlocking semaphores provided for in the proceeding section  of this order be submitted by the Canadian Pacific Ry. for the approval of the Chief Engineer of the Board, before the installation of the same.  A substantial outer guard rail of wood, 8 inches by 9 inches, shod with angle iron, be placed outside the outside rail, on the incoming track of the Hull Electric Ry. from the Alexandra Bridge to where the incoming track leaves the edge of the retaining wall, except across the two viaducts between these two points which are provided already with guard rails; the speed of the cars over the Hull Electric Ry. not to exceed 8 mph over this part of the track.  The cost of the works are to be borne by the Canadian Pacific Ry.

Board of Railway Commissioners order 115 of  26 July 1904
CPR, upon whose tracks the Hull Electric Railway operates, do forthwith place a semaphore with two arms interlocking at the point of crossing of the Hull Electric Railway and the main line of the CPR, one arm to extend over the tracks operated by the Hull Electric Railway and one arm to extend over the main line of the CPR, with lights to correspond.  A detailed plan of the interlocking semaphores provided for in the proceeding section  of this order be submitted by the CPR for the approval of the Chief Engineer of the Board, before the installation of the same.  A substantial outer guard rail of wood, 8 inches by 9 inches, shod with angle iron, be placed outside the outside rail, on the incoming track of the Hull Electric Railway from the Alexandra Bridge to where the incoming track leaves the edge of the retaining wall, except across the two viaducts between these two points which are provided already with guard rails; the speed of the cars over the Hull Electric Railway not to exceed 8 mph over this part of the track.  The cost of the works are to be borne by the CPR.

Ottawa Journal 1 August 1904
For Safety of Passengers
Regulations by the Railway Commission
The Railway Commission has considered the report of Inspector J.E. Duval and has decided that the Hull and Aylmer electric railway must provide an eight inch guard rail, either of wood or iron, along the outside incoming track of the electric line from the Alexandria (sic) Bridge to a point near the station under Dufferin Bridge.
There is a high embankment at the point around Majors Hill Park and this decision is rendered in the interest of public safety.
The speed of electric cars, when going or coming from the bridge must be limited to eight miles an hour according to an order handed out on Saturday.
There must also be an interlocking semaphore where the Hull electric tracks cross the steam railway on the Ottawa side of the bridge.
When the semaphore is against the steam railway the cars of the latter cannot cross and vice versa.  This is to prevent possible collisions.
The expense of these precautions is to be borne by the Hull and Aylmer Electric Company.

Changes to this arrangement were made through BRC order 16537 of 17 May 1912:

Canadian Pacific Ry. is authorized to carry out changes in the location of the terminal station in the vicinity of the Dufferin Bridge in order to accommodate the electric cars of the Hull Electric Ry.  A split point derail is to be placed on the incoming track used by the Hull Electric cars with semaphores on each side of the diamond.  The levers at the diamond to be operated by a signalman.  Speed over the diamond to be limited to 15 mph.  Crossovers to be spiked and only used in case of emergency.

Temporary operation was granted by order 18127 of 25 November 1912

Canadian Pacific Ry. application to operate its trains over the diamond with the Hull Electric Ry. authorized by 16537 temporarily and pending the completion of a half interlocker to be installed at this point.  Leave granted to operate over the diamond until 31 January 1913 provided that a watchman is stationed and maintained at the crossing to flag the Hull Electric Ry. cars over the crossing.

Board of Railway Commissioners order 18929 of 27 March 1913. Time extension until 31 May 1913 for operation over diamond with HER before the installation of interlocking.

Order 19433 of 31 May 1913 extended time within which Canadian Pacific Ry. was allowed to operate its trains over the diamond with Hull Electric until 30 June 1913 pending installation of the half interlocker.

Full operation was authorized by order 19740 of 3 July 1913 which allowed Canadian Pacific Ry. to operate its trains over the interlocking with the Hull Electric Ry. without their first being brought to a stop.

The interlocking was used until the discontinuance of the Hull Electric service into Ottawa at which time order 68538 of 28 January 1947 rescinded order 16537.

The following extract is taken from the 1913 Hull Electric Ry. rule book:

135. Ottawa Terminal
Cars approaching platforms must be run slowly and under full control.  Passengers must be kept off car steps.  Do not allow them to get off until after the car has stopped.

Passengers must not be allowed to board cars from unloading platform, and under no circumstances shall passengers be allowed to ride on cars across C.P.R. tracks and around loop.  After passengers have left car at unloading platform the car shall proceed carefully and slowly across C.P.R. tracks around to the loading platform in accordance with the special rules and regulations governing this crossing.  Cars shall await leaving time opposite waiting room, and it shall be the duty of the motorman to see that destination sign at this point is properly set.

Ottawa Journal 27 June 1913
Cars cannot collide - new device for Hull Electric
Electric switch installed at station under Chateau Laurier, throws off power in cars.
One of the first electric automatic switches in eastern Canada has been installed by the Hull Electric Railway at the Ottawa station. The switch is worked by electricity and entirely does away with the possibility of a collision between the cars and an out bound or incoming train.  The system has been installed by the Hall Electric Company of New Jersey at a cost of $2,000.  The new system has now been in use only a few days but has proven satisfactory in every way.
When a train is approaching the cars are warned by signals.  If the signals are not seen, however, and the cars still approach the electric power is shut off automatically.  The Hull Electric Railway, in the past, have kept two signal men at this station.  It is a question, however, whether the Railway Commission will allow it to dispense with their services in lieu of the new system.
 

Ottawa, Deep Cut 

The switches and signals in this area were brought together in a small cabin.  Deep Cut had the following controlled interlocking elements:
 1 - junction switch with CPR M&O subdivision
 2 - westward signal between CPR and NYC
 3 - crossover switch at west end of double track from Riverside
 4 - crossover switch at east end of double track from Laurier Bridge
 5, 6 - westward signal (two arms) between double track and CPR   - engine house track switch (hand signalled)
 7 - connecting track switch from Main Street
 8 - signal between engine house and connecting track from Main Street
 9 - switch at start of coach lead
 10 - eastward signal on coach lead 130 feet west of westward main track switch at Deep Cut
 11, 12 - first eastward signal west of Deep Cut on Canal Side of double track (two arms)
 13 - eastward signal 433 feet west of Deep Cut

This is a Newton Photo from the City of Ottawa Archives. MG: 393  Code: AN-NP-030422-001 CA-003541-001 Date: 1954-03-11

Ottawa Journal  24 January 1899

"Mr. William H. Young, representing the Union Switch and Signal Company of Swissvale Pa. is in the city in connection with the interlocking switch system which is to be put in at the junction of the railway lines at the Deep Cut.  The interlocking system is now in use at nearly all junctions lines in the States.  Collisions are impossible with the system.  Mr. Young says his company will have the interlocking system in place by May 31st. and work will be begun in April. The plant, he says will be the finest in America.
In the  interlocking switch system a building is erected at a point where it commands a view of the tracks on all sides for some distance.  A derailing switch is put on each track about 500 feet from the junction.  Further down the track from the derailing switch is put a home signal and some distance beyond is the distance (sic) signal.  The distance signals are usually green and the home signals red.  When a train is approaching the junction and it is signaled to cross, the track is all clear and the interlocking system which connects with all the other tracks shows danger signals on all those lines and any other train attempting to approach would be derailed."

In the event it appears, in latter days at least, the installation at Deep Cut was not interlocked

Board or Railway Commissioners order 48169 of 23 February 1932

In connection with the movement of trains or engines between Deep Cut and Ottawa Union, both stations being within the Ottawa Terminal, CNR to arrange as follows:  

EASTWARD MOVEMENTS  No train or engine shall pass the signal located immediately west of the Laurier Bridge until the preceding train or engine has cleared the signal located 433' west of Deep Cut, which signals respectively control eastward trains. 

WESTWARD MOVEMENTS: No train or engine shall pass: 
(a) semaphore signal located on south side of Renfrew subdivision main track, 800' west of Mann Street subway (which signal controls eastward trains from Main Street); 
(b) semaphore signal at shop track at south side of double track, (which controls engines leaving the shop track); 
(c) semaphore signal first on north side of double track east of Mann Street subway (which controls westward trains on double track from Riverside); 
(d) semaphore signal on north side of the CPR main track east of Mann Street subway (which controls westward trains on the CPR); until the preceding train or engine has passed the signal located 650 feet east of Laurier Bridge, south side.  

The signals referred to are shown in the Special Instructions of the Ottawa Terminals Time-Table No. 43, and on the plans filed with the Board.

Board of Transport Commissioners order 110200 of 24 January 1963
Authorizes CNR to make signal changes between Deep Cut and Riverside, m. 76.8, Alexandria sub.

Board of Transport Commissioners order 120683 of 2 May 1966
(1)  CPR and CNR authorized to operate over the connecting track from m. 86.08, M&O sub. to m. 76.93 Alexandria sub and over the crossover between the CNR westbound main line and eastbound main line. 
(2)  CNR reauthorized to operate over the following CPR tracks (a) m. 3.33 to m. 3.60 Sussex Street sub. (b) on the wye track from m. 3.60 Sussex Street sub to m. 85.95 M. & O. sub. (c) from m. 85.95 to 86.08 M. & O. sub.
(3) CPR authorized to operate from m. 76.93 to m. 77.56 Alexandria sub.
(4) approves less than standard clearances on connecting track between m. 86.08 M&O. sub. and m. 76.93 Alexandria sub. 
(5) movements between Union Station and m. 76.93 Alexandria sub. and from New Connection to Hurdman shall be as prescribed by instructions under Manual Block System. 
(6) Movements between Union Station and New Connection, m. 76.93 Alexandria sub., shall be under the jurisdiction of the Yardmaster at Laurier Avenue controlled by Switch Tenders at Laurier Avenue, Deep Cut and New Connection.  Movements between Hurdman, m. 85.9 M. & O. sub shall be controlled by Operator at Hurdman and Switch Tender at New Connection.

Ottawa, Elgin Street Cabin
    

Ottawa, Ellwood Diamond or Ellwood Junction, CPR-CNoR/CNR

Note:  In talking about Ellwood care must be taken not to confuse Ellwood Diamond with Ellwood and also Ellwood Junction.  
 Ellwood Diamond is where the Canadian Northern (later Canadian National) crossed the Canadian Pacific on the level.  This was the name used by Canadian Pacific, Canadian National called it Ellwood Junction.
  Ellwood, originally known as Chaudiere Junction, is a little further south and was where the Canadian Pacific Sussex Street line joined their line from Prescott to the Chaudiere..

Board of Railway Commissioners order 11723 of  13 Sepember 1910
CNOR authorized to construct its lines and tracks across the lines and tracks of the CPR near Chaudiere Junction.
(1) CNOR at its own expense and under the supervision of an engineer of the CPR to insert a diamond in the track of the CPR. 
(2) Crossing to be protected by an interlocking plant; derails and home and distant signals to be placed in the lines of both copanies on each side of the crossing; derails to be interlocked with the signals.
(3) Normal position of signals on both lines be at "Danger" and that, in the movement of trains of the same or superior class over the crossing, CPR trains have priority.
(4) Plans to be approved by an Engineer of the Board.
(5) Man in charge of the interlocking plant to be appointed by CPR.
(6) CNOR to pay the whole cost of providing, maintaining and operating the interlocking plant.
(7) CNOR to install the interlocking appliances by 31 Aug 1911.
Board order 15003 of  3 October 1911 - Time for installing interlocking authorized by 11723 extended to 1 Jan 1912 with leave to apply for an extension if necessary.  In the meantime CNoR may use the crossing under hand signals for construction purposes only until 1 Jan 1912 or as extended.
Board of Railway Commissioners order 15623 of  16 December 1911 Time for the installation of interlocking plant approved by 11723 is extended to 1 Jun 1912 and CNOR is granted leave to use the crossing under hand signal, for construction purposes only, until 1 Jun 1912.
Board of Railway Commissioners order 16529 of 15 May 1912  Time for installation of interlocking authorized by 11723 extended to 1 Sept. 1912
Board of Railway Commissioners order 17383 of  31 August 1912  Time for installation of interlocking extended until 1 Nov. 1912.
3) An interlocking was installed in a tower located in the south quadrant and normal operation was authorized in December 1912.
4) In Aug 1916 CNoR were given authority to construct a transfer track with the CPR.  Powers of expropriation were obtained and Barratt Brothers who were on adjacent land retained powers to be connected directly with the CPR. Two connecting tracks were built on the south side of the diamond and running parallel to the CNOR.  The transfer track was located in the south west quadrant.
5) The transfer track was removed at some time - possibly soon after CNoR was absorbed into the CNR around 1920.
6) In 1933, CNR gained the right to appoint the man in charge of the interlocking.  Before this time he had been appointed by CPR.
7) In August 1935 the interlocking was closed between 20:00 and 04:00 week days and from 04:00  to 20:00 Sundays.
8) On 6 August 1936 CNR obtained permission (BRC order 53342) to convert the mechanical interlocker to automatic operation and this was completed in October 1937. At this time the control was probably passed to Hurdman tower.
Board of Transport Commissioners order 80228  of 19 November 1952. Approves plan showing changes in the signals at interlocking plant at crossing of CNR and CPR at Ellwood.
Board of Transport Commissioners order 80391 of 11 December 1952  Authorizes CNR and CPR to operate their trains through the interlocking at Ellwood without first being brought to a stop.
9) In July 1966 the NCC obtained authority, on behalf of the CPR, to operate over the connection in the north west quadrant.  The formation seems to have been prepared for a connection in the north east quadrant but no opening order can be found and it does not appear ever to have been completed. The interlocking signals at Sawmill Creek on the Ellwood sub northbound and Heron Road southbound on the Beachburg sub are uniquely 3-head searchlight signals, required to signal the nonexistent connecting track as a medium speed (30 mph) route with red over green over red for clear.  Since the Heron Road
signal eventually only controlled the diamond (green over red over red), and the slow speed (red over red over green) connecting track in the northwest quadrant, the medium speed indication was never needed and a plain red light
with no colour changer was substituted for the middle searchlight.  All other signals in the area  have one or two heads.
10) Following the changes CPR and CNR were authorized to operate across the diamond at track speed in September 1966.  CPR was limited to 20 mph between Ellwood Diamond and Walkley Diamond.
Board of Transport Commissioners order 125009 of 18 July 1967 authorized NCC to construct a temporary connecting track from m. 7.24 CNR Ottawa sub. to m. 3.15 CPR Prescott sub. at Ellwood Diamond.  Switch tender to be on duty at all times to handle manual switches under the direction of the Train Dispatcher.  Imposes speed restriction of fifteen miles per hour between the governing signals of the interlocking. This connection came into use in August 1967 and was likely removed shortly after CP moved its yard freight operations from Ottawa West to Walkley on October 28-9, 1967.
12) In June 2003 the switch to the connecting chord from the Ellwood sub. was removed as a part of changes carried out to improve the trackage used by the O Train.  Thus Ellwood Diamond became a diamond with no connecting tracks.

CP 8599 is westbound on the Beachburg subdivision, having just left the connecting track with CP's Prescott subdivision on 26 October 1967.  The Prescott subdivision became the Ellwood subdivision three days later on 29 October.  This connection in the south west quadrant of the crossing of  the two subdivisions was short-lived as it was not required after CP's Ottawa freight operations moved from Ottawa West to Walkley Yard during the night  of October 28-29, 1967.

The view is looking geographically north (eastward on the Beachburg)  with  the Ellwood Subdivision barely visible in the right distance.   The train is likely a yard movement en route to Plant 10, a Francon concrete facility just east of Stittville on the Carleton Place Subdivision.  The sand and gravel in the hopper cars likely arrived Ottawa West earlier in the day from Franceschini Pit on the Waltham Subdivision.

On October 26th, 1967, Work Extra 8599 left Ottawa West southbound at 1105am with engineer Arnold Pearson, still alive in Renfrew Ontario,  Conductor C.J. Mcgee, yardmen Robertson  and Ross McLaughlin with 21 loads, 1 empty, 2000 tons, 'A' rating going up that hill from Ottawa West to the onfederation/Ellwood Diamond crossing...that must have been something pulling 21 cars singlehandedly around that connecting track on the grade across Heron Road!!

He never booked himself back in, but that evening, 8758-8599 headed back south on old train #83 to this connecting track, leaving Ottawa West at 1945 with 14/22, 1483 tons, coming back the next morning as 1/90 from Smiths Falls with 8784-8599; L.G.Powell conductor, breakies Hart and Delahunt.
 
On 8 August 2021 the diamond crossing between the VIA Beachburg subdivision and the OCTranspo Ellwood subdivision was lifted and replaced with plain track on the Beachburg line. This was to make way for the construction of an overpass over the Beachburg line. The diamond was lifted and trucked away intact.

          

Ottawa, Hawthorne, CAR/GTR/CNR - O&NY/NYC 

Privy Council Railway Committee order of 30 May 1898
Approves application by Ottawa & New York Ry. to cross CAR at rail level at Hawthorne subject to the Ottawa & New York Ry. paying entire costs of construction and maintenance of the interlocking arrangement and $500 to the CAR to cover the CAR costs of appearing before the Committee. The plan filed shows approval on 27 June 1898 and/or 23 September 1898.

Privy Council Railway Committee order of 17 June 1898
Authorizes installation of interlocking.  Ottawa & New York Ry. shall provide, construct and thereafter maintain and operate at the said point of crossing an interlocking, derailing and signal system and all the necessary works and appliances for properly operating the same.  Ottawa & New York Ry. shall pay to the CAR, within 30 days, the sum of $500 being in payment of all costs, charges and expenses which the CAR have incurred in and about the several applications of the applicants to the Railway Committee of the Privy Council, up to and including 30 May 1898.

Ottawa Free Press 16 July 1898

The Ottawa and Cornwall railway have met another snag in the attempt to cross the Canada Atlantic tracks east of Hurdman's bridge, to effect a junction with the Montreal and Ottawa line.  It is said that the Canada Atlantic people object to the Cornwall road putting down what is known as an interlocking switch.  The trouble will delay the opening of the new road, and unless a compromise arrangement is reached the matter will have to be threshed out before the Railway Committee of the Privy Council.

An interlocking was installed where the O&NY crossed the CAR at Hawthorne.  This was a plain crossing with just a diamond and no interchange track. A plan prepared by the Canada Switch & Spring Co of 18 May 1898 was filed with the Privy Council shows "the arrangement of signals and derails for crossing of O&NY and CAR at Hawthorne".  The Railway Committee of the Privy Council approved this on 7 Jun 1898.  The interlocking tower is shown to the south east of the diamond.  This was a 15 lever machine with three spare levers.  The function of each lever was as follows:
 

1. O&NY eastbound distant	6. Spare	11. Derails at signals 11 and 12
2. O&NY eastbound home	7. Slip diamond	12. CAR westbound home
3. CAR eastbound distant	8. Slip diamond	13. CAR westbound distant
4. CAR eastbound home	9. Spare	14. O&NY westbound home
5. Derails at signals 2 and 14	10. Spare	15. O&NY westbound distant

In all cases:

• the distant signals were 1,200 feet in advance of the home signal;
• the home signals were 50 feet in advance of the derail;
• the derails were placed 500 feet in advance of the diamond.

(National Archives negative no. NMC 184285)

On 19 Nov 1921, the NYC was relieved from maintaining a signalman between the hours of 22:30 and 06:30 daily provided that the signals and derails be set clear for the GTR and against the NYC.  On 14 Mar 1922, this was modified to provide that special movements may be made over the crossing during the hours the operators were off duty on condition that NYC arrange to have operators called to operate the signals when each special movement was made. The GTR had to be advised in sufficient time to allow trainmen to be advised of such special movements.
On 26 Oct 1928, (BRC order 41669) the NYC was relieved from maintaining signalmen between 06:30 and 22:30 on Sundays; provided that the signals and derails be set clear for CNR and against NYC during the said hours; the key of the tower was to be retained by NYC; in the event of an emergency movement over the crossing on the part of the railways requiring the operation of the interlocking plant, the matter was to be arranged between the companies and the operators called to protect such movments.
On 28 Jun 1932, the arrangement was further altered so that arrangements could be made whereby a signal can be provided at the intersection of the two railways, set for the CNR at all times when a telegrapher was not on duty.  The NYC was granted leave to maintain one telegrapher daily except Sunday.
On 13 Nov 1945,(BRC order 66677) following alterations, the CNR and NYC were authorized to operate through the interlocking without stopping provided the signals indicated proceed.  NYC trains were not to exceed 15 mph when approaching the crossing.
On 28 Nov 1946, (BRC 68225) theNYC was authorized to install automatic interlocking signals in lieu of the present mechanical interlocking.  The work was completed and on 13 Jun 1947 CNR were authorized to operate their trains through the interlocking plant  "without their first being brought to a stop:  PROVIDED the signals are in the "proceed" position". 
Board of Transport Commissioners order 69089 of 13 June 1947. CNR and NYC are authorized to operate their trains through the interlocking plant at the crossing at Hawthorne  "without their first being brought to a stop:  PROVIDED the signals are in the "proceed" position"
On 5 Mar 1948, CNR were authorized (BRC 70344) to operate passenger trains at a speed of fifty mph through the automatic interlocking.
Further work was carried ut in 1954 and on 15 Dec of that year CNR and NYC were authorized to operate their trains through the interlocking without their being brought to a stop, provided the signals were in the proceed position. 
Board of Transport Commissioners order 85195 of 17 December 1954. CNR and NYC authorized to operate their trains through the interlocking at Hawthorne without their being brought to a stop, provided the signals are in the proceed position.

On 12 July 1957, CNR were authorized (by BRC 92032)  to remove the diamond crossing and interlocker at the crossing with NYC at Hawthorne.  Rescinds Privy Council Railway Committee order of 7 Jun 1898 and 31795, 31845, 32234, 41669, 48800, 66677, 68225, 69089, 70344 & 85195..

   

Ottawa, Hurdman, CPR-CAR/GTR/CNR-ONYR/NYC

Emile Houle at the CPR Hurdman Tower September 1952 - Agathe Houle

The final interlocking frame was over 30 feet long.  Some of the remote switches were electrically controlled, including the CNR switch at Riverside and the connecting track switches at Ellwood diamond. Most of the switches at Hurdman were controlled by rods (also called pipes).

Details of the first interlocking (St.L&O crossing M&O and CAR) are shown on Union Switch and Signal plan C 2028 revised to 4 Nov 1898. This shows the connection with O&NY as well as a proposed line to a lumber yard (running south from between switches 19 and 20).  The two quadrants (north and south connecting tracks) between Sussex St. sub and M&O are also shown.

Arrangement of levers:
 

1. Eastbound M&O distant.	19. Switch M&O/O&NY.
2. Eastbound M&O home.	20. (a) Switch M&O/North Connecting track and;       (b) Southbound derail  on North Connecting track.
3. Eastbound M&O starter.	21. (a) Switch M&O/South Connecting track.       (b) Northbound derail on South Connecting track.
4. Eastbound O&NY starter.	22. (a) Switch St.L&O/South Connecting track and;       (b) Southbound derail on South Connecting track.
5. Southbound StL&O distant	23. Southbound StL&O derail (protects StL&O/CAR diamond).
6. Southbound StL&O home.	24. Westbound CAR derail (protects StL&O/CAR dimond).
7. Southbound StL&O starter.	25. Northbound StL&O derail (protects StL&O/CAR diamond).
8. Westbound M&O distant.	26. Eastbound CAR derail (protects StL&O/CAR diamond).
9. Westbound M&O home.	27. Spare.
10. Westbound O&NY distant.	28. Spare
11. Westbound O&NY home.	29. Spare
12. Spare.	30. Westbound CAR home.
13. Spare.	31. Westbound CAR distant.
14. Spare.	32. Northbound StL&O starter.
15. East and westbound M&O derails (protect StL&O/M&O diamond).	33. Northbound StL&O home
16. (a) Switch StL&O/North Connecting track and;       (b) Northbound derail on North Connecting track.	34. Northbound StL&O distant.
17. South and northbound StL&O derails (protects StL&O/M&O diamond).	35. Eastbound CAR home.
18. Westbound O&NY derail.	36. Eastbound CAR distant.

12 levers for 18 switches and 18 locks
18 levers for 18 signals and 4 b. locks
30 working levers
6 spare spaces (12-13-14-27-28-29)
36 lever frame

Signals 3 and 4 were on the same mast with signal 4 being to the right of and lower than signal 3. The 14' x 20' tower was in the south west quadrant of the StL&O/M&O diamond and was aligned parallel to the StL&O.

(RG 46 M 2000012783 Acc. No. 77803/23 D1097 F 19 (National Archives negative No. NMC 184286))

The Ottawa Citizen of 24 January 1899 describes the installation of the first interlocking at this location:

Mr. W.W. Young, of the Union Signal and Switch Co. of Swissvale, Pa., is in the city arranging for the installing of one of the company’s switch plants at Ottawa East, where the C.P.R., C.A.R. and O. & N.Y. roads cross.
This plant, which is in operation in the railway yards in Toronto and other large centres, is a complex and ingenious arrangement. By it the entire system of switches is brought under the control of one man, stationed in a central tower giving full view of the tracks and switches under his control.  The different signals, switches derails, etc. are distinguished in the usual way by the standard colored lights and discs.  Each switch is connected to the central tower with levers numbered and colored correspondingly.  These are ranged in rows and under the immediate control of the operator.  When he wishes to clear a line he works the levers attached to the switches along that line, some of which may be a long distance off.  The switches are interlocked both in the tower and at the track, so that the latter is made absolutely safe, which is shown by the connecting signals.  Should the operator make a mistake or neglect his duty, the switches through the signals show this end and the oncoming train is brought to a standstill.

Privy Council Railway Committee order of 23 September 1898
Approves the junction of the NY&O and the CPR (M&O).  NY&O to provide, maintain and operate a complete interlocking plant.  An interlocking plant shall be provided, maintained and operated by the CPR for the crossings of the M&O and CAR by the St.L&O.  NY&O to pay such portion of the first cost as is fairly chargeable to said junction and 1/3 the cost of operation and maintenance of the plant.  CPR trains of the same or superior class to have priority in using said junction

Privy Council Railway Committee order PC1899-145 of 18 March 1899
Authorizes the Ottawa & New York Ry. to cross certain Rideau Canal Reserve lands, namely part of lot F conc. D, Rideau Front, Nepean twp.  This is done by way of a lease during pleasure to cross with two tracks only, the rental being $50 for each track. The plan attached shows two tracks between the CAR and Hurdman's Bridge Road.

Board of Railway Commissioners order 8816 of  3 March 1909
CNOR authorized to open for carriage from Rockland to Hurdman's Bridge near Gladstone Avenue, Ottawa

Board of Railway Commissioners order 12723 of 6 December 1910
CNOR authorized to construct its lines across Hurdman's Road on lot "F" conc "D" twp of Nepean, m. 57.8 west from Hawkesbury.
(1) CNOR may cross for freight only until 1 Dec 1912. 
(2) Crossing to be protected by gates at CNOR expense. 
(3) Tracks to be removed by CNOR on or before 1 Dec 1912, under penalty of $100 per day for every day CNOR is in default.
(4) If crossing is used for purposes other than freight traffic the Board retain the right to order tracks to be removed at any time. 
(5) City of Ottawa is at liberty at any time to apply to limit the hours at which the crossing should be used and also for an order directing the CNOR to remove its tracks if the new railway entrance to Ottawa is arranged and ready for use prior to 1 Dec 1912.

Board of Railway Commissioners order 16451 of 3 May 1912
CNOR to bear the cost of changes to the interlocking plant and that the cost of operating and maintaining the interlocking plant be divided equally between the NY&O, CPR, GTR and CNOR.

Board of Railway Commissioners order 16656 of  31 May 1912 Time for installation of permanent interlocking plant extended until 1 Oct. 1912

Board of Railway Commissioners order 17969 of  5 November 1912 Time for installation of permanent interlocking extended until 30 Apr. 1913.

Board of Railway Commissioners order 19783 of  5 July 1913. Time for installation of interlocking ordered by 11386 extended to 31 July 1913.

Board of Railway Commissioners order 21333 of  9 February 1914
(1) CNOR authorized to construct across CPR Ottawa to Prescott Branch near Hurdman's Bridge, Nepean twp.
(2) CNOR shall, at its own expense and under the supervision of an engineer of the CPR, insert a diamond in the track of the CPR at the said crossing.
(3) CNOR to bear the whole cost.

Board of Railway Commissioners order 22792 of  9 October 1914
CNOR and CPR authorized to operate temporarily their trains over the crossing of the Ottawa Prescott branch near Hurdman's Bridge, Nepean, pending construction of alterations in the interlocking plant and provided the same are flagged over the crossing.

Board of Railway Commissioners order 23373 of  27 February 1915
The crossing between CNOR and CPR at Hurdman's Bridge, Nepean is particularly light, there is in fact no night traffic on the CPR.  So long as the character of the movements over the crossing shown to exist continues, companies are relieved from maintaining a night signalman to operate the crossing; home signals and derails to be set clear for the CNOR; key to the tower to be left in the custody of the CNOR.

Board of Railway Commissioners order 24888 of  11 April 1916
CNOR and GTR given authority to connect their tracks for the use of the Union Station at Ottawa, under an agreement dated August 17, 1914, to file detail plans showing shanges to the interlocking plant necessitated by the construction of the connecting track.

Board of Railway Commissioners order 24952 of  6 May 1916
CPR authorized to construct across the CNOR and Russell Road a wye track connecting the tracks of the StL&O and the M&O at m. 85.81 M&O line. The wye to be connected to the interlocking plant

Board of Railway Commissioners order 25240 of  2 August 1916
The additions to the interlocking plant being in accordance with 24952, CPR and CNOR authorized to operate their trains over the crossing  without their first being brought to a stop.

Board of Railway Commissioners order 33290 15 January 1923
Approves CNOR plan showing layout of interlocking plant proposed to be installed at the crossing of the Sussex Street branch by two tracks of the CNOR at Hurdman. To be installed by 15 Jul 1923.

Board of Railway Commissioners order 43171 of 3 August 1929.
Approves CNR plan showing signal protection proposed to be installed at the crossing of CNR and CPR m. 0.4 at Hurdman.

Board of Railway Commissioners order 50950 of  23 April 1934
Approves changes to interlocking at the crossing of CNR and junction with Ottawa & New York Ry. at Hurdman

Board of Transport Commissioners order 61064 of  5 August 1941
Approves plan showing proposed changes to interlocking plant at crossing of Sussex Street branch and M&O subdivision by the CNR and junction with the Ottawa & New York Ry. at Hurdman.

Board of Transport Commissioners order 62903 of  4 November 1942
Authorizes CNR and CPR to operate their trains through interlocking plant at Hurdman (crossing of Sussex Street, M&O & Alexandria subs and junction with NYC) without their first being brought to a stop; provided the signals are in the "proceed" position.

Board of Transport Commissioners order 76022 of  1 February 1959
Approves plan showing changes to interlocker at crossing of CPR and CNR and junction with Ottawa & New York Ry. at Hurdman.

Board of Transport Commissioners order 87633 of 15 December 1955
(1) City of Ottawa authorized to construct a highway across the rights of way of CPR and CNR opposite the new bridge being constructed across the Rideau River east of Hurdman Bridge at m. 3.77 Sussex Street sub. and m. 0.38 Hurdman Spur;
(2) Upon completion CNR and CPR to close the existing crossing of tremblay Road;
(4) CPR to install two flashing light signals and one bell west of the CNR and two flashing light signals and one bell east of the CPR to operate as protection for multiple track crossing, and make the necessary changes to the Hurdman Interlocker necessitated by the installation of highway crossing protection;
(3), (5) - (8) cost apportionment..

Board of Transport Commissioners order 120683 of 2 May 1966
(1)  CPR and CNR authorized to operate over the connecting track from m. 86.08, M&O sub. to m. 76.93 Alexandria sub and over the crossover between the CNR westbound main line and eastbound main line. 
(2)  CNR reauthorized to operate over the following CPR tracks (a) m. 3.33 to m. 3.60 Sussex Street sub. (b) on the wye track from m. 3.60 Sussex Street sub to m. 85.95 M. & O. sub. (c) from m. 85.95 to 86.08 M. & O. sub.
(3) CPR authorized to operate from m. 76.93 to m. 77.56 Alexandria sub.
(4) approves less than standard clearances on connecting track between m. 86.08 M&O. sub. and m. 76.93 Alexandria sub. 
(5) movements between Union Station and m. 76.93 Alexandria sub. and from New Connection to Hurdman shall be as prescribed by instructions under Manual Block System. 
(6) Movements between Union Station and New Connection, m. 76.93 Alexandria sub., shall be under the jurisdiction of the Yardmaster at Laurier Avenue controlled by Switch Tenders at Laurier Avenue, Deep Cut and New Connection.  Movements between Hurdman, m. 85.9 M. & O. sub shall be controlled by Operator at Hurdman and Switch Tender at New Connection.

     

Ottawa Junction (see also Hurdman), Canadian Northern Ontario

BRC order  of 6 Jul 1909 auhorized the CNOR to cross and connect with the Ottawa & Prescott Railway at m. 56.6 west from Hawkesbury.  CNOR to install an interlocking plant at its own expense.  Interlocking to be installed within 60 days after construction of CNOR.

BRC order 7597 of 24 July 1909 provides as follows:
(1) CNOR allowed to use the crossing with the Ottawa & Prescott for construction purposes only pending the installation of the interlocker provided for in 7490;
(2) All CNOR trains to be brought to a full stop and do not proceed to make the crossing until the flagman signals that the way is clear aand to proceed;
(3) A flagman be stationed at the crossing for the purpose of flagging trains across; such flagman to be appointed by CPR and paid for by CNOR.

Board of Railway Commissioners order 10787 of  6 June 1910
The interlocking plant ordered to be installed by 7490 having been completed and in good condition for operation, CNOR and CPR authorized to operate their trains over the crossing without their first being brought to a stop.

Board of Railway Commissioners order 11172 of 13 July 1910
CNOR authorized to construct its lines and tracks across the lines and tracks of the GTR near Ottawa in the County of Carleton.  CNOR to install a Manganese Steel Diamond, derails and semaphores at the crossing, - the said derails and semaphores to be operated from the tower already located at Rideau Junction.

Board of Railway Commissioners order 11386 of 6 August 1910
Rescinds 11172.  CNOR authorized to construct its lines and tracks across the lines and tracks of the GTR and CPR near Ottawa in the County of Carleton.  CNOR to install a Manganese Steel Diamond, derails and semaphores at the crossing, - the said derails and semaphores to be operated from the tower already located at Rideau Junction.
This is the same as 11172 except for the additional reference to CPR.

Board of Railway Commissioners order 14981 of 19 September 1911
CNORauthorized to construct its lines and tracks across the lines and tracks of the Brockville & Westport Railway near Brockville Junction, m. 189.34 from Toronto and to connect same by means of a junction track; the said crossing to be protected by interlocking semaphores, to be placed 1000' from the diamond in each direction

Board of Railway Commissioners order 15638 of 10 December 1911
Time for installation of interlocking authorized by 11386 extended to 1 June 1912.

A 1915 plan showing changes to the Hurdman Interlocking shows the interlocking where the CNOR crossed the Sussex Street line.  The tower is in the north east quadrant and close to the diamond which has an angle of 92 degrees 16 minutes.

The diamond is protected by home and distant semaphores in each direction on the Sussex Street line and from Hawkesbury and Henderson Avenue but not from Rideau Junction.  Derails are placed on the switch for movements to Henderson or Hurdman off the Hawkesbury line, both sides.

With the Sussex Street sub. already a low traffic switching line and the reduction in trains which took place after CNOR became part of CNR the traffic over this interlocking was not high.

BRC order 23373 of 27 Feb 1915 notes that the crossing between CNOR and CPR at Hurdman's Bridge, Nepean is particularly light, there is in fact no night traffic on the CPR.  So long as the character of the movements over the crossing shown to exist continues, companies are relieved from maintaining a night signalman to operate the crossing; home signals and derails to be set clear for the CNOR; key to the tower to be left in the custody of the CNOR.

BRC order 33290 of 15 Jan 1923 approves CNOR plan showing layout of interlocking plant proposed to be installed at the crossing of the Sussex Street branch by two tracks of the CNOR at Hurdman. To be installed by 15 Jul 1923.  Order 33939 of 26 Jul 1923  granted a time extension for installation until 1 Sep 1923. The new interlocking was authorized by order 34234 of 26 Sep 1923 which authorized CPR and CNR ato operate their trains over the crossing without bringing them to a stop, provided the signals are clear and that the speed of trains shall not exceed 15 mph.

BRC order 37458 of 3 Apr 1926 provided that:
(1) So long as the character of the movements over the crossing of the CPR by two tracks of the CNOR shown to exist continues, CNOR and CPR are relieved from maintaining a signalman entirely on Sundays and between 19:00 and 09:00 on weekdays; the signals to be set for the CNOR and against the CPR; the key to the tower to be retained by the CNOR, but if CPR desires to make a movement during the time the crossing is closed, a notice shall be given to the CNOR and the operator shall be called to take charge of the interlocking plant to cover the movement desired.
(2) CPR is authorized, at the expense of the CNOR, to move the east distant signal on the CNOR to a point 600' from the home signal.

It is not known when Ottawa Junction interlocking was taken out of service.  It likely lasted until the abandonment of the L'Orignal subdivision in July 1939.

Ottawa, Laurier Avenue/Maria Street Cabin





Ottawa, Main Street, OA&PS/CAR/GTR 

Board of Railway Commissioners order 9802 of 1 March 1910
GTR ordered to protect Main Street, in that part of the City of Ottawa which formerly constituted the village of Ottawa East, by gates, to be installed by GTR not later than 1 Jun 1910 and operated by a day and a night watchman. Cost of installation to be paid 60% by GTR, 20% by City of Ottawa and 20% out of the Railway Grade Crossing Fund.  Cost of watchmen to be paid 80% by GTR and 20% by City.

Board of Railway Commissioners order 31834 of 28 November 1921
Appliction by GTR to substitute an electric bell and wigwag for the watchman at Echo Drive is denied.  There are so many shunting movements that it would be difficult to ascertain which movements were going to use the crossing.  The GTR also suggested that the signals could be activated manually by the watchman at Main Street but he would not have a good view and this would defeat the automatic nature of the system.



Ottawa, Nepean Junction, CNR

Junction between Renfrew and Beachburg subdivisions.  There was only a cabin for the operators here.
   

Ottawa, Queen Street West/Fleet Street, OER-CAR/GTR/CNR 

This interlocking was situated where the CAR Chaudiere line crossed the double track OER at Queen Street West (Queen Street later became Fleet Street).

From the Ottawa Citizen 23 July 1938.

"On October 27, 1907, Ottawa was the scene of an accident in which many people had narrow escapes from death.
"A street car on the Chaudiere line crashed into a G.T.R. freight train at the Queen street west crossing.  The entire vestibule of the car was crushed in, and the car turned across the tracks.  It was on its way to the Chaudiere filled with passengers.  Motorman Page and Conductor Brisbois were in charge.  As the car came down the grade nearing the G.T.R. crossing, a long freight train was pulling out of the city.  The motorman tried to apply the brakes but they failed to work.  Then as the car went on down the incline, Conductor Brisbois ran back and put the brake on at the rear.  He then shouted for the passengers to jump for their lives.
Many of the passengers sprang through the windows and doors but others were too slow and were still in the car when it struck the freight train.  A middle-aged woman was just leaving the rear steps when the crash came, and was thrown towards the train.  This was not the only narrow escape.  Just at the moment when the car struck the train Motorman Page jumped.  The next instant the entire vestibule was crushed in."

Following this accident the Board of Railway Commissioners order 4460 of 12 March 1908, ordered the GTR, which was junior,  to protect the crossing by:

(1) placing derails one 75' from point of crossing on east side of the GTR and on north track of OER and one 75' from crossing on east side of the GTR and on the south track of the OER.  The derails were to be interlocked with gates so that when the gates were down the derails to be open and against the OER and when raised the derails to be closed.
(2) Cost to be borne by GTR.
(3) A trolley guard be placed over the trolley wire on the south track of the OER where it crosses GTR and to be installed at the expense of the OER.

The trolley guard was to prevent the trolley pole from coming away from the wire and stranding the car across the crossing.  It was only considered necessary on the OER south track because cars were running downgrade on the north track.

There was a great deal of procrastination on the part of the GTR and the installation was not installed and placed in proper working condition until July 1914.

This was a very busy crossing for streetcars, vehicles and pedestrians and it was decided to install an interlocking plant which would provide for the crossing gates to be automatically lowered when the signals werere set in the clear position on the GT tracks and the derails are open on the OER tracks.  The arrangement is shown on GTR plan SD-1091 dated 24 April 1914 and the installation was approved on 27 October 1915.

The lever frame was of the W.H. Patton type consisting of 5 levers which had the following functions:
 

1	Double gates on the east side closing across the OER.	4	GTR home signal for northbound trains.
2	Double gates on the west side closing across the OER.	5	GTR home signal for southbound trains.
3	Derails on the OER, one on the approach on each of the OER tracks.

The derails were both pipe operated, all in oil pipe and the gates were cable operated.  The signals were pipe operated and interlocked with the derails and the gates were interlocked with the signals and derails.  The ground lever cabin was was in the north east quadrant and had a concrete foundation and leadout cellar.

The working of the interlocking plant was as follows:
- first movement is to open the derails on the OER;
- second to lower the gates;
- third to lower the home signal to clear position.

On 13 November 1916 there was a complaint from V. Bouvin on behalf of the Amalgamated Association of Street and Electric Railway Employees of America.  The motormen suggested that if there was a light signalling a car that the derail switch is against them it would save a lot of worry and derailment.  As it is, a car has no way to know if the switch is against them until they come too close, especially in the dark.

The BRC was particularly concerned about the eastern derail which was located on a down grade about 66’ from the GTR.  Both derails were often out of order.  Cars going west on Wellington Street towards Queen Street may coast for ¼ mile without need of any power, in fact cars on this route would run away if not kept in hand - hand brakes only were in use.  The BRC felt that ample warning of the approach to the derail was essential. The derails were often out of order, particularly west of the crossing during severe winter weather due to water running down the track into and freezing them when closed.  The GTR attempted to put in a drain but were prevented from doing so by refusal of the owner of a small piece of property over which we wanted to run the drain.

On Saturday 17 November 1917 additional changes were put into service.  The east derail, originally 66' from the crossing, was moved 50 further away from the crossing placing it close to the bridge over the spillway from the waterworks Pumping Station.  A cluster of lights was installed immediately over each derail.  This cluster consisted of six white lights and a red one and was controlled by a switch in the gateman’s shanty.  The procedure was for the gateman to turn on the switch before opening the derails.  The lights do not appear to have been interlocked.

On 29 November 1921 the GTR applied for an order that would permit the company’s trains to pass over Queen Street West crossing without stopping. The matter was thoroughly investigated by the BRC which was concerned that vehicular and pedestrian traffic were extraordinarily heavy, there were no derails on the GTR and the present protection was not positive and that OER cars operated over the crossing controlled by hand brakes only.

The GTR connected the J.R. Booth lumberyard and the tracks north of Queen Street with the main track at Rochester Street and was used entirely for freight movements.  The approaches on the GTR were on heavy curvature in both directions with short views of the home signals due to obstruction by buildings. It was important that GTR trains approach the home signals at slow speed, the northbound movement being on a down grade and, in every case being a backup or reverse movement. All trains were backed up out of Rochester Street to the Eddy Yard.  The locomotive was on the leading end for the run from Eddy back to Rochester Street.

OER cars westbound were also on a down grade.  In November 1921 an OER car failed to stop clear of the derails resulting in a derailment and the car fouling the GTR track.

GTR practice was for trains to come to a slow rate of speed and not actually come to a stop.  GTR felt that this is perfectly safe as the crossing was protected and trains were under control.  To bring the trains to a full stop difficulty would be, at times, experienced in starting up again and in addition to this if trains are of any length it would likely block other streets.

On 10 March 1922 the GTR and OER were authorized to operate over the crossing at Queen Street West without their trains being first brought to a stop provided the speed shall not exceed 10 mph.

On 9 July 1925 the CNR was authorized to discontinue the watchman on Sundays which saw no trains that day.  At that time the operating hours were from 10:00 to 18:00 there being no train movements outside these hours with the exception of the winter months when logs were sometimes moved at which time a watchman was placed in charge of the crossing in every case where switching or train movements were made across it.

There was an accident on 1 October 1929 at 02:10.  Yard engine 7135 was passing over the crossing with 12 cars at about 3 mph when a Whippet coach auto crashed through the gates and hit the side of the train.  The passenger was slightly injured and the driver was sentenced to 7 days for driving a car while under the influence of liquor.  The report indicated that the crossing was well protected with gates, signals on the railway and derail on electric railway all worked manually from a cabin on the north east side of the track. There was also a bell that the man in charge would ring before he started to work his levers.  There were two men handling movements – one 09:00 to 18:00 who was relieved by another man who worked until 02:00 unless advised to remain longer by the Yard Office.

There is no mention in the file of when the interlocking was removed but it presumably was taken out of service shortly after the last streetcar ran to Hull on 27 November 1954.  There was a proposal, in 1962, to install push button operated flashing lights and bells with a cantilever structure but this came to nought as the National Capital Commission was negotiating over the future of the E.B. Eddy plant which, apart from the little used team track ramp and overhead crane at Chaudiere Yard, were the only remaining users of the Chaudiere line.

The crossing was taken out of use when this portion of the Chaudiere branch was abandoned on 15 November 1965.

Sources:     National Archives RG 46 vol. 1498 case 3050
                   Orders of the BRC/BTC and CTC

 

Ottawa, Rideau Canal drawbridge, CAR/GTR/CNR

The original drawbridge over the Rideau Canal was built around March 1882 just before the opening of the Canada Atlantic Railway into Ottawa.  Authority for the canal crossing was given by Order in Council PC 1882-414 of 6 March 1882 which:

Approves application by the Canada Atlantic Ry. for authority to cross the Rideau Canal by means of a swing bridge to be constructed at a point near the City of Ottawa, Stewarton shown on a plan submitted.
The Chief Engineer of Government Railways reported "there seems to be no objection to allow a railway crossing at the place mentioned provided the approach to the swing bridge on the Stewarton side is made either of open work or has openings in it so as will allow the water to flow freely and that there shall be no descending grade in the immediate vicinity of the bridge and leading to it and greater than 20 feet to the mile. Also that there shall be proper rest piers for the bridge when open and that these piers shall have guards and the whole as well as the superstructure of the bridge shall correspond to the centre line of the Canal as marked out by the officer in charge of the Canal, openings for navigable channel on side of centre pier for swing bridge to be not less than 40 feet in width."
Authority was given subject to the above conditions.

 (PA-131875, from the Ballantyne collection is not a picture of the railway bridge but the foot and buggy bridge that was located to the north of the railway bridge).

On 12 August 1891 CAR locomotive No. 33 fell into the canal.  Two photos in the Public Archives depict this.  PA-127265 shows the preparations for raising the locomotive and PA-127267 shows a partially submerged CAR locomotive.  This is the Ottawa Citizen account:

A disastrous accident, which fortunately did not result in loss of life, occurred early yesterday morning at the C.A.R. depot.  An engine and three cars was in readiness to shunt on to a load of cars for the east and Fireman Page, without waiting for the engineer, started the engine and three cars for the swing bridge over the canal to shunt back.  At the same time, the tug Minnie Bell whistled for the bridge to open and Bridgemaster Wallace opened the bridge and signalled the approaching train.  Fireman Page seems not to have heard either the tug's whistle, the bridgemaster's shouts or to have seen the semaphore on the bridge until, on the verge of the opening, when he, too late, reversed his engine.  The train, however, had no chance to stop and the engine, tender and half the first car disappeared into the canal.  At once a rush was made to the spot, and no one expected to see Fireman Page alive.  He, however, had a miraculous escape, as he was pitched from the car and swam ashore suffering only slight shock.  The tug Minnie Bell was sufficiently far off to see the danger and slow up, and thus escape running under the train.  The blame of the accident rests with the fireman, who in the first place assumed the responsibility of starting the locomotive without the engineer, and secondly, had no occasion to run as far as the bridge to shunt his cars.  He has only been in the employ of the company about two years, and reported yesterday that he was suffering too much from chills and shock to attend the investigation.
The bridge was not damaged and traffic was not impeded.  The engine, no 33, was not damaged, but as it weighs 70 tons, the work of raising it will be an arduous and expensive one, and the loss to the company will be in the neighbourhood of $1,000.

See The Rideau Canal Accident

An article by Austin cross in the Ottawa Evening Citizen of 12 November 1948 sheds additional light on how the bell was donated to the Ascension Church but the date of the accident is way out.

'Cross Town by Austin Cross
For more than forty years now a railway bell has been calling faithful Anglicans to church.  What astonishes me is that I have been scooped on such a story for that church bell is right over my own Ottawa East.  How the church bell got from the bottom of the Rideau canal to the top of Ascension Church belfry is an interesting story.  This is one Lud Hawkins shouldn't miss.
One day, back about '04 or '05 before any lady working on the The Evening Citizen was born, Engineer Frank Turner of the old Canada Atlantic Railway was easing a train eastward from Bank Street toward the Rideau canal.  Handling the shovel was Fred Page.
As often happens, when an engineer has a good fireman, he lets the knight of the shovel take over.
"Take her over Fred." he said.
Those were the saddest words he ever said.  Fred took her over and started to wheel No. 33 toward the bridge.  She was a little old Rhode Island type.  Then, as now, there was a swing bridge, and the bridge opened to let traffic through.  There was a lot more water traffic then than now.
For what reason I know not, Fred ran C.A.R. No. 33 through the open bridge.  In a word, he put her in the drink.  No. 33 settled down calmly and quietly into the ooze and that was than.
I am not sure what happened to Frank Turner, but it was goodbye to the Canada Atlantic for Fred Page.  Mr Turner, incidentally, dead many years, had a son, Louis Turner, who worked for the Canadian National.
Meanwhile Fred Page got a job for the Ottawa Electric and ran on the street cars for Athearn and Soper for many years before he retired.  He is dead now.
The little Rhode island engine sat in the ooze for some time till the Canada Atlantic got the hook, and hauled her out.
At this time, somebody mentioned in Ascension Church that they were without a bell.
I got in touch with Mrs Ike Johnson, 137 Hawthorne, who is over 30, and who recalls the incident very well.  Rose Johnson said that when the matter of the bell came up. Joe Leslie, then people's warden at Ascension drew attention to the existence of this bell and said he thought he could get it.  It also happened that E.J. Chamberlain, who klater became president of the Grand Trunk which bought the Canada Atlantic, was the original general manager of the CAR.  The result was that it was an easy thing to get the train bell for the Anglican Church on Echo drive.
Old No. 33 has gone to that heaven of all engines, the scrap heap, a long long time ago.  But there's a touch of immortality about old 33 just the same.  For each Sunday the spirit of the little Rhode Islander rings out a message, calling the Ottawa east Agglicans to church.  As it ding dongs a message to the faithful, it conjures up a message to the old timers still alive.

There was a second accident at the drawbridge on 23 August 1907.  This time the locomotive did not finish up in the water:  This is the account from the Ottawa Journal:

Locomotive on rampage.

An unusual accident, luckily involving no loss of life, took place this morning shortly after 6 o'clock at Ottawa East.
Engine No. 451 backing west through the Grand Trunk yards to be attached to the regular daily way freight train going east, on reaching the drawbridge over the canal at Ottawa East, became unmanageable and started to back towards the river, instead of over the bridge.  The engine ran off the rails and travelled nearly the full length of the bridge on the ties, ripping and tearing them badly, and finally hung with its tender suspended over the waters of the canal.
The engineer - J. McKenna and fireman - G. Johnston, vainly attempted to check their engine.  The brakes seemed to be out of order and only after the application of both the air and emergency brakes was the mogul freight engine brought to a standstill.
The engineer and fireman both remained in their cab until relieved by personal orders of Mr. Donaldson, the G.T.R. general superintendent.
  Three engines to the rescue.
No less than three huge engines were required to haul the runaway back to the metals, and in the meantime, for nearly two hours, traffic was at a standstill over the Grand Trunk tracks.
The back truck of engine No. 451are somewhat damaged, the tender is smashed and the underbody of both tender and engine are pretty well tangled up.
A large force of men was quickly put to work, the ties of the draw bridge were patched up and the damaged locomotive was towed to the repair shops.
Both engineer and fireman were badly shaken up and had to go home.
Various craft on the canal, including the steamer Rideau King, were delayed for an hour or so, being unable to get under the bridge until the engine was removed.

After one of the two incidents, the Grand Trunk (or CAR) donated the bell to the Holy Trinity Church.  Eventually it was replaced with chimes and the bell now calls the faithful of St. Augustine's Church in Newington to worship.

The drawbridge was replaced with a new deck plate girder swing span by the Grand Trunk Railway in January 1912.  This was authorized by Order in Council PC 1910-2386 and BRC orders 12752 of 13 January 1911 and 15838 of 24 January 1912.

The drawbridge was not originally interlocked and all trains were required to come to a full stop prior to passing over the structure during navigation season.  During the winter freeze up the bridge was secured across the Canal and trains were operated normally.  The stopping of westbound trains was particularly difficult, because it was often necessary to provide assisting engines to get full tonnage trains into the Bank StreetYard.  The turning of trains Nos. 1 and 2 entering or leaving Ottawa station involved a backup movement and, in one case, a head on movement in the other around the wye and up to or over this bridge.  In order to avoid these difficulties, as well as to reduce the smoke and noise nuisance in the navigation season, an interlocker was installed in 1940. This did not constitute a full interlocker inasmuch as there were no approach signals nor signals provided for movement out of the side tracks within the interlocker.  Due to the slow movement of all traffic over this drawbridge and being within yard limits, this did not create any difficulty and a speed limit of 10 mph. applied to all trains approaching the drawbridge.  A small cabin was constructed which contained a six lever frame (2 home signals, 2 derails and 2 bridge couplers, no spares) as follows:
 

1.    Signal for eastbound movements.	4.    Bridge coupler bridge lock.
2.    Eastbound derail - locked the main line switch normal.	5.    Westbound split point derail - when open this bolt-locked the main line switch normal.
3.    Bridge coupler power switch.	6.    Signal for westbound movements.

The derail on the east side was located just opposite the main line frog which was an unusual location but owing to the side track switch being so close to the main line frog, it was impossible to locate it otherwise without rearranging the track layout.

Board of Railway Commissioners order 32980 of 17 October 1922
CNOR authorized to use bridge over Rideau Canal without their first being brought to a stop: Providing the signals are clear and that trains shall not pass over the bridge and interlocking plant at a speed exceeding 15 mph.

This interlocker was authorized by order 59374 of 11 July 1940, the work was completed and brought into use by order 60695 of 12 May 1941. This remained in use during the navigation season until the line was abandoned.  

Ottawa Citizen 4 January 1963
Last Train
The last train is scheduled to cross the Rideau Canal on Jan. 13. thereby easing the traffic situation on Main Street and Echo Drive. The move is made possible by the new turning Y track in the Alta Vista area built by the CNR and CNR with money provided by three levels of government. Thus step by step railway relocation is proceeding according to plan, it makes possible a less costly Queensway and also opens the way to other projects of importance to the national capital.

The bridge was taken out of service on 3 February 1963 and handed over to the National Capital Commission the following day.
     

Ottawa, Riverside, CAR/GTR/CNR

Riverside tower (non interlocked) was located to the west of the Rideau River and is shown on plan X-2-216-6 of 23 Jan 1934 and  plan X-2-216-7 of 6 Jun 1941.  It seems it replaced the watchman's shanty which was set up in 1916 on the east side of the Rideau River to control movements to and from the interchange between the CNOR and GTR.  It controlled:
- both ends of the CNOR/GTR interchange tracks including the crossover at the CNOR end (Hurdman sub).  In the 1941 revision the double track was shortened and the switch at the Alexandria sub. end was included in the Hurdman interlocking;
- the switches to the double track and Ottawa Gas.

Riverside Junction still had a train order signal on the cabin in this picture. (Gone from the previous picture though there were two decommissioned signals).
The double signal mast for eastbound trains appears to have been electrically controlled with motors for the upper arms but fixed lower arms. I presume it was also controlled by the operator at Riverside, or was it controlled from Hurdman tower?

The north mast appears to be controlling the south main track (or both tracks), as it is clear for 6221. The south mast must have been for trains approaching from Bank Street, (on the track between 6221 and the signal)

From Bruce Chapman (February 2020)
I’m quite sure that the operator/switchtender at Riverside controlled the signals controlling movements off the Renfrew Subdivision and out of Ottawa Union, but I am just guessing, as when I worked at Hurdman, it was all CTC on the Alexandria and Beachburg Subdivisions once you got out of Hurdman.

Board of Transport Commissioners order 110200 of 24 January 1963
Authorizes CNR to make signal changes between Deep Cut and Riverside, m. 76.8, Alexandria sub.


Ottawa, Walkley Diamond

Board of Transport Commissioners order 82606 of 19 November 1953
(1) Authorizes CNR to operate through the interlocking at crossing of CPR and CNR Federal District Commission's connection from Hawthorne to Wass near m. 4.5 Prescott sub. provided all trains are brought to a stop at the governing home signal and then proceed on signal indication displayed;
(2) CPR authorized to operate through the interlocking without their being brought to a stop provided signals are in the PROCEED position.

Board of Transport Commissioners order 86625 of 22 July 1955
Authorizes CNR and CPR to operate through the interlocking at the crossing of CPR and CNR Federal District's connection, from Hawthorne to Wass, near m. 4.5 CPR Prescott sub. without their first being brought to a stop.

Board of Transport Commissioners order 104769 of 16 June 1961
CNR authorized to make signal changes to the Walkley interlocking.

Board of Transport Commissioners order 121544 of 2 August 1966
National Capital Commission (CNR & CPR) authorized to operate through the interlocking at the Walkley Diamond without their first being brought to a stop provided the signals are in the proceed position.



Renfrew Junction, K&P/CPR-OAPS/GTR/CNR 

No orders approving the original Renfrew Junction crossing  in 1893. It seems that the signalmen worked from the station, erected less than a year after the crossing was built. There was a connecting track.

Ottawa Journal 10 November 1893
There is a rumor that the K. & P.R. and the O.A. & P.S.R. may amalgamate to the extent of the K. & P.R. trains running into the new O.A. & P.S.R. station. A switch has been put in at the diamond on the town line at Kings. Renfrew Mercury. Also in Ottawa Citizen, same date.

Renfrew Mercury 12 October 1894
The K. & P.R. took its first passengers from the O.A. & P.S. new station at the diamond junction, about two miles from?, on Friday morning last. (Renfrew Junction was 1 mile west of Renfrew Station).

Board of Railway Commissioners order 55523 29 January 1938
Authorizes CPR and CNR to remove the station agent at Renfrew Junction.

Board of Transport Commissioners order 85234 of 23 December 1954
CNR authorized to remove the signals and signalmen at the crossing with CPR at Renfrew Junction and to install Stop Boards.

Board of Transport Commissioners order  87497 of 29 November 1955
CNR authorized to dismantle and remove the station building and platform at Renfrew Junction, m. 55.23.

Rockland, CNoR/CNR-GTR/CNR

Bytown Railway Society Carriere Collection

In constructing its Hawkesbury to Ottawa line, the Canadian Northern Ontario Railway had to cross the Grand Trunk Rockland branch extension to the Edwards Mill.  The crossing was authorized by order 2031 of November 1906 and the Board authorized temporary operation, for one month during construction, by order 5569 of 3 November 1908.  With no prospect of operation during the winter of 1908-09, a three month extension to the construction order was issued on 3 December 1908 by order 5749.  The CNOR only needed to use the crossing during this period to bring in materials for the construction of the Greens Creek bridge but the Grand Trunk Superintendent, Donaldson, made it difficult and had to be instructed to obey the board order.  A further extension of time for temporary construction was obtained through order 6551 on 18 March 1909.

An interlocker was installed but it failed its first inspection because the mechanism was stiff, one of the signals on the GTR was poorly sighted and because of a twisted stock rail.  The angle of this crossing was very acute (9° 46') and a moving point frog had to be used rather than a more normal diamond.  The changes required by the Board were carried but then there were problems with high water on the Ottawa River so that the work could not be inspected and a further temporary extension was required (22 May 1909 order 7058).  The operating order, 7621, was issued on 24 July 1909.  CNOR trains were required to slow down to 15 mph.

The interlocking, constructed by Union Switch and Signal, was lever locked rather than latch locked.  The signal cabin was on the north side of the crossing and the machine, a half interlocking because there were no derails or distant signals, contained six levers.  The moveable frogs were fitted up with 50 ft. long detector bars.  The lever were as follows:
 

1	GTR southbound home signal 380 ft. from crossing.		There was no number five
2	CNOR westbound home signal 800 ft. from crossing.	6	GTR northbound home signal 800 ft. from crossing.
3	Moveable frog.	7	CNOR eastbound home signal 800 ft. from crossing.
4	Facing point lock bar.

The use of the crossing of the  GTR spur to Edwards Mill was particularly light with no night traffic and only an occasional daylight movement.  On 16 March 1915 by order 23418 the railways were relieved from providing a signalman to operate the crossing; home signals and derails were to be set clear for the CNOR and the key to the tower was left in the custody of, and the interlocking plant to be operated by, the crew of the GTR.  This situation did not last for long as 24910 rescinded this arrangement on 19 April 1916.

Even so the interlocking did not last very long.  With the amalgamation of both CNOR and GTR into CNR there was a move to rationalize duplicate facilities and the interlocking was replaced by plain switches. An air photo from 1927 (A47-22 and 23) clearly shows that the crossing and tower had been removed and replaced by a switch.  The Edwards Mill extension had been removed north of the CNOR with access being provided from the spur at the west end of the Rockland siding.  It also appears that the switch was not at the location of the former crossing, but in fact, at the west end of the Rockland siding after running alongside the CNOR main line for a distance. There certainly appears to be new fill and ballast along the right of way between the former crossing and the siding.  

The Rockland to Clarence Creek section of the former GTR Rockland branch was abandoned on 30 June 1936, while the entire line between Ottawa, Hurdman, and Hawkesbury was abandoned on July 10 1939.

Smiths Falls CPR-CNR

Canadian Transport Commission order R-38337 of 15 July 1985
CPR authorized to install an interlocking at the junction of the Smiths Falls sub and the Winchester sub. in Smiths Falls.

Canadian Transport Commission order R-39017 of 29 January 1986
CPR authorized to operate its trains and engines through the interlocking at the junction of the Winchester and Brockville subs. without first bringing them to a STOP provided the signals are in the PROCEED position.

Canadian Transport Commission order R-36326 of 2 March 1984
CNR authorized to abandon Smiths Falls sub. from m. 35.30, Smiths Falls to m. 99.30, Strathcona effective 30 Jun 1984.  CNR to continue operations between m. 13.0 and m. 35.3.




Smiths Falls, CNoR/CNR bridge over the Rideau Canal

Privy Council order PC 1911-1626 of 19 July 1911
Plan for a bridge over Rideau Canal at Smiths Falls. The original plan, approved by Order in Council on 25 May 1910, was a double arm swing span and the Canadian Northern Ontario Railway has now submitted a revised plan substituting a Schwarzer rolling lift span of 60' clear, the site, however, remains the same. The revised plan is approved. 
As the railway will cross Lock Island, on the western end of which many boat houses etc. are located, to reach which the owners will have to cross the railway track, the lease shall contain a provision that the Company shall construct and maintain a crossing for road vehicles over their proposed railway on Lock Island.

Board of Railway Commissioners order 15187 of  20 October 1911
With the approval of the GIC, CNoR authorized to construct a bridge across the Rideau River and Rideau Canal at Smiths Falls.

Board of Railway Commissioners order 15723 of 30 December 1911
CNoR authorized to consrtuct a bridge over the Rideau Canal at Smiths Falls, m. 40.8 from Ottawa.  Rescinds 15187.

Chesterville Record 7 September 1912
Mr. James Carr, bridge inspector for the CNR arrived in Smiths Falls on Saturday to arrange for the construction of the bridge over the Rideau river there.  The bridge, which is to be built at this point, is of the type known as the Scherzer Roller Lift, and as yet there are only two of the kind in Canada.  It is expected that the work will be commenced at once.

Chesterville Record  19 September 1912
The life (sic) span of the new CNR bridge which is being built at Smiths Falls it (sic) to be 57 feet wide and the total weight of the bridge on the centre pier is 270 tons.  The centre balance weight made of concrete will weigh about 150 tons.  When the bridge is in place this counterweight will be about 50 feet above the rails.  it will be worked by an electric motor, but will also be furnished with hand power equipment.
The construction of the bridge is causing great interest.

Brockville Recorder 20 September 1912
A New Lift Bridge Across the Rideau - Constructed by the Canadian Northern Railway - Third of it’s kind to be constructed in Canada
(Rideau Record.)
An important piece of work in connection with the building of the Canadian Northern Railway line through here is the new bridge across the Rideau River above Jones’ Lock. During the winter the big cement piers to carry the structure were made and now the men are here to erect the bridge. The work will be watched with considerable interest, as the bridge is to be of an entirely new design. It is known as a Scherzer, designed and patented by the Scherzer Bridge Co., of Toronto, and will be sent here in sections so accurately made and fitted that it will go together without the sound of saw or hammer. There are only two other bridges of the kind in Canada, one at Montreal and one for the C.N.R. at Salmon River. It works on the principal of the child’s rocking horse and is plainly shown in the accompanying cuts. The first shows the bridge in the act of being lifted. The second shows what it will be like when it is up to permit boats to pass. The lift span is 57 feet wide, and the total weight of the bridge on the center pier when the bridge is in motion is 270 tons. The counter balance weight, made of concrete will weigh about 130 tons. When the bridge is in place this counter weight will be about 30 feet above the rails, as the rails when the bridge is up. This will serve as a guard for trains when up. The width of the bridge will be 171/2 feet. It will be worked by an electric motor, but will also be furnished with power equipment, and will be so evenly balanced and so perfectly made that a man will be able to lift it with one hand. Operated by electricity, everything will be done automatically, signal lights changed according to the position of the bridge without touching them. About 25 men will be employed and it is expected that it will take from four to five months to complete the work of erecting. Mr. T. Riley will be in charge for the Foundry Company. Mr. James Carr, bridge inspector for the C.N.R. is here just now getting the work started.

Perth Courier 20 September 1912
The new steel bridge the Canadian Northern is erecting at Smiths Falls is called a Sherzer, and is the third to be erected in Canada, one at Montreal and the other at Salmon Arm B.C. It works on the principal of a child’s rocking horse. The lift span is 57 feet long and the total weight of the bridge on the center pier when the bridge is in motion is 270 tons. The center balance weight made of concrete will weigh about 150 tons. When the bridge is in place this counter weight will be about 30 feet above the rail, as the bridge is lifted the counterweight comes down until it rests on the rails when the bridge is up. This will serve to grand for trains. The width of the bridge will be 171/2 feet. It will be worked by an elected motor but will also be furnished with power equipment and will be evenly balanced and so perfectly made that a man will be able to lift it with one hand. Operating by electricity, everything will be done automatically, signal lights changed according to the position of the bridge without touching it

Ottawa Journal 20 March 1913
Track laying on the Canadian Northern between Toronto and Ottawa is nearly completed, Mr. S.M. Montgomery, C.N.R. ticket agent, told the Journal this morning.
"Yes, the bridge over the Rideau is finished," he said, "All the bridge work is finished, and all that remains to be done, with the exception of ballasting, is a few miles of track laying.
- - -

Board of Railway Commissioners order 32980 of 17 October 1922
CNoR authorized to operate over the new interlocking plant installed at the crossing of the Rideau Canal at Smiths Falls.
CNoR authorized to use bridge over Rideau Canal without their first being brought to a stop: Providing the signals are clear and that trains shall not pass over the bridge and interlocking plant at a speed exceeding 15 mph.

Eastern Ontario Review 20 October 1922
Electric power is about to replace man power in the operation of the Canadian national lift bridge on the Rideau at Smith Falls. One advantage will be a distinct saving in time.

Eastern Ontario Review 10 November 1922
The Department of Railways and Canals is preparing to proceed with the construction of a new steel bridge over the canal at Smiths Falls. Concrete retaining walls are also to be built in the basin there during the winter

Privy Council order PC 1931-2499 of 15 October 1931
Renews lease of CNR bridge over Rideau Canal at Smiths Falls on the same terms as originally authorized by order in council of 25 May 1910, namely $10.00 per year for 21 years.

Canadian Transport Commission order R-24864 of 26 May 1977
CNR authorised to remove interlocking of the Rideau Canal drawbridge at m. 35.50 Smiths Falls sub and install stop signs.



Tichborne K&P/CPR-CLO&WR/CPR 

Board of Railway Commissioners order 16490 of 9 May 1912
CLO&WR authorized to construct cross K&P at m. 24.8 from Glen Tay:
(1) CLO&WR shall insert a diamond in the K&P under supervision of a K&P engineer;
(2) Crossing be protected by an interlocking plant, derails and home and distant signals to be placed on the lines of both companies on both sides of the crossing, derails to be interlocked with signals;
(3) normal position of signals on both lines to be at danger, and in the movement of trains of the same or of a superior class, K&P trains to have priority;
(4) plans to be approved by an engineer of the Board;
(5) Man or men in charge of interlocking to be apponted by the K&P;
(6) CLO&W to bear cost of providing, operation and maintenance of the interlocking.

Board of Railway Commissioners order 21031 of 15 December 1913
CLO&W authorized temporarily, pending the installation of interlocking required by 16490, to operate its trains over the corssing with the K&P at m. 24.8 from Glen Tay.  Trains of both companies to be brought to a stop and flagged over the diamond.

Board of Railway Commissioners order 33641 of 8 May 1923
Approves plan showing proposed automatic signal protection as intended to be rearranged at Tichborne in substitution for the existing diamond crossing with protection by interlocking.



Vankleek Hill,  GTR/CNR-CPR

Privy Council Railway CommitteeOrder of  21 December 1896
Approves of the place and crossing of the CAR, Hawkesbury branch, by the M&O at Vankleek Hill on the following conditions:
- M&O shall provide, construct and thereafter maintain at the point of crossing an interlocking, derailing and signalling system and all the necessary works and appliances for properly operating the same.
- To be approved by the Chief Engineer of Railways and Canals before said crossing is used for traffic, this approval being subject to the agreement between the two parties dated 24 Nov 1896 in so far as they affect the arrangements to be made for the safety of the public and the working of traffic and are not inconsistent with the Railway Act, or this order or any other order which may be made in respect of said crossing.

Ottawa Journal 20 May 1898
At Vankleek Hill the C.A.R. is crossed and at this point the interlocking plant is used, which permits the trains to cross without stopping.  The signals are so arranged that accidents are practically impossible. East of St. Eugene, 40 miles from Montreal, the train's speed was 59 miles an hour. 

Board of Railway Commissioners order 32459 of 1 June 1922
So long as the character of the movements over the crossing shown to exist continues, CPR and  GTR relieved from maintaining a signalman between 22:00 and 06:00 daily and from 06:00 to 22:00 Sundays; the home signals and derails to be set for the GTR (sic) and the key of the tower to be left in the custody of the GTR.

Board of Railway Commissioners order 32484 of 9 June 1922
32459 amended so that derails and signals set clear for the CPR and key retained by CPR.

Board of Railway Commissioners order 46929 of  26 June 1931
Approves CPR plan showing proposed instllation of automatic signals and the question of the installation of derails at the said crossing be reserved for further consideration.

Board of Railway Commissioners order 47288 of  31 August 1931
Amends 46929 by striking the words "and the question of the installation of derails at the said crossing be reserved for further consideration".

Board of Transport Commissioners order 60937 of 9 July 1941
1 - Approves revised plan X-2-214/5 showing installation of automatic signals at the crossing of CNR by the CPR at Vankleek Hill.
2 - Entire cost to be borne by CPR.
3 - Al trains approaching the crossing between the distant signals and the home signals on the CNR shall be limited to a speed not exceeding 20 mph.

Board of Transport Commissioners order 61121 of  21 August 1941
Authorizes CPR and CNR to operate their trains over the crossing at Vankleek Hill without their first being brought to a stop, provided the signals are in a "proceed' position.

Board of Transport Commissioners order 78883 of 5 May 1952
Approves plan showing changes to signals at interlocking plant at crossing of CPR and CNR at Vankleek Hill.

Board of Transport Commissioners order 89184 of 9 July 1956
Authorizes CPR to make changes to the interlocker at Vankleek Hill.

Board of Transport Commissioners order 91405 of 16 April 1957
Authorizes CPR to operate its passenger trains over crossing with CNR at a speed not exceeding 50 mph.