|Posted by Paul Delamere on April 2, 2016 at 4:55 PM|
Many thanks to Mr. Bernie Geiger of the Ottawa Railway Circle for his heads up to a new layer of 1928 aerial images available online at http://maps.ottawa.ca/geoottawa/ This is the first time I have had an accurate source of data for the Rockcliffe Park line and car house. The car house is now accurately reflected as well as the track plan for the loop and centre and south blocks of the car house but the layout for the north block remains undrawn due to a lack of information. The entire Rockcliffe line including the Rifle Range extension has been redrawn and includes the original wye at Cloverdale as well as the later Cloverdale loop and the later still loop at Buena Vista. The loop at end of the Rifle Range now reflects its original path but I am still not sure where the stop was. Other stops now marked on the map include 5 still remaining shelters on the Rockcliffe Park line that I do not have the names for yet and the Cloverdale stop.
Not being able to touch one thing without having to adjust the rest, the entire map for the Ottawa area excluding the Britannia Park line has been redrawn with respect paid to the current image from 2013 and the dead mans strip and curve radius including tail swing at intersections. The 1928 aerial layer has also allowed the correct location and size of the Experimental farm loop, the hospital loop, and the loops at Findlay and Clegg to be accurately located. The private right of way portion of the Lindenlea loop has been redrawn between Beechwood and Maple Lane and a new marker adder for the Ashbury stop. Another addition due to the 1928 aerials is original the two track maintenance yard that was located on the northwest corner of Byron and Holland.
Finally for the O.E.R. many thanks to Mr. Bruce Dudley for his recent recollections with the Ottawa Railway Circle that helped me get a really good map of both pre and post 1939 configurations of Confederation Square in Ottawa.
I was also able to rough in a new addition, the OC Transpo LRT. It is a trace of the currently available geo located layer available at the GeoOttawa site but is easier to see and use with my map. Once the system is complete and Google Earth posts an image I will redraw it to my standards.
|Posted by Paul Delamere on January 11, 2016 at 7:10 PM|
Toronto Suburban Railway: Stop 35 added with photo links included with the stop marker. Photos courtesy of the Toronto Archive Online.
B.C.E.Ry.: Chilliwack loop corrected, all icon titles removed to reduce visual clutter. Link for the Fraser Valley Historical Society repaired and their yard tracks included.
|Posted by Paul Delamere on September 8, 2014 at 4:55 PM|
The update to the electrics map is centred around the Ottawa Electric Railway's Britannia Park line from Byron street to the park. Several new stops and two bridge markers have been added. The park loop and siding have been corrected and the centre to centre (dead man's strip) adjusted for the entire line. The service yard at Richmond has been added. The loop and stub track at Byron have been completed. Prior to the addition of the loop at Byron the mains had an equal track to track centerline. After the loop's installation the eastbound main was deviated slightly to the south to meet the southern edge of the loop. The remains of the eastbound main on the east side of the loop track up to the point where the loop reconnects to the main became a short storage stub. Many thanks to all who contributed information and photos on the subject.
Thank you for your continued interest in my work.
|Posted by Paul Delamere on May 1, 2014 at 11:40 PM|
Well here it is, the London Street Railway as it existed between 1922 and 1926 courtesy of the kindness of Don Lafreniere and the University of Western Ontario Map and Data Centre. This represents what was probably the height of the system as the book Dobin to Diesel states the first track reductions occurred in 1926. There are some issues with the map that will require further research, but for now I am very pleased with the results. I had travelled to London in the past to research the line with little fruit to bear and as a result (until now) London was the poorest represented system in the group. Now it is the star of the show with both rails of all tracks drawn to standard gauge, both car houses fully tracked and identified and all intersections drawn to specification with templates for accuracy. Issues with the map include the Springbank Park line west of Hillcrest drive. The 1922 aerial images used for this portion of the line run out here so west of this point is a best guess. The double track on Richmond street ends abruptly north of Oxford street where there was an inconsistency between the available map panels. The Broughdale loop has been left off until such time as a map or aerial image can be found to place it properly. Consequently the line I had drawn to the university from Richmond has also been left off. The tracks on St. James, Wellington street and Regent street were out of service by the time the maps I used were drawn, so they have not been connected to Richmond street properly. Other then that, I believe I have the most complete map ever created on the system and I invite your input, comments and criticisms.
Also updated due to these maps is the London and Port Stanley Railway within London. Alignment changes have been completed in Port Stanley due to the recent image update in Google Earth over the area. Also added are some minor changes to the St. Thomas Municipal Street Railway.
|Posted by Paul Delamere on January 12, 2014 at 2:20 AM|
This update is centred around the city of St.Thomas Ontario. Google Earth recently improved the image over the area so I have been busy performing this long awaited update.
The first system is the St.Thomas Municipal Street Railway. Users will find a track plan drawn with two lines representing both rails and measured everywhere to 4'8.5" standard gauge. Intersections are fully drawn out and all curves are accurately drawn using a radius template for accuracy. Where known, the tracks are drawn to their original position in the road, to one side or the other or in the centre.
The map used to draw the original map was of dubious accuracy. Since then extensive use of the Elgin Archives online image collection as well as discussions with local historians has yielded some fantastic results. Two full wye intersections downtown are now included in the map. A forgotten passing siding on Wilson at the armory, an extension of Ross street that went as far as a turntable at Hemlock street, a section of track on Talbot east of the Manitoba switch that only serviced Alma street, and extensive redrawing of the car houses at Stanley round out the improvements. New photo links have been added to the new addition and old links have been cleared out.
Second is the South Western Traction/London and Lake Erie Railway and Transportation Company. In the St.Thomas area the right of way has been fixed between Talbotville and St.Thomas. The St.Thomas car house and shops has been accurately located and measured, and has many new details added. New stations within the city have added 14 total new stations to the roster. Between St.Thomas and Port Stanley the main has been extensively redrawn. Maps held by Mr. Don Cosens helped dramatically improve the accuracy and I am grateful for his sharing them as well as Rob Sterne's assistance in this endeavor.
Finally Is the London and Port Stanley Railway which has been redrawn to align with the current image.
As always you must delete any previous copies of the map file from "My Places" In Google Earth before opening this file to avoid unnecessary duplications.
|Posted by Paul Delamere on July 9, 2013 at 10:25 PM|
Greetings e-rail fans. This is a minor update. Recently I have been working on my companion project, the Ontario Railway Map Collection www.ontariomap.webs.com
I am adding new information to the Canada Southern Railway courtesy of Terry Link and his site on the Caso http://www.canadasouthern.com/caso/home.htm His is the most comprehensive site on Caso operations available anywhere and I recommend paying it a visit.
While researching the vast new collection of maps he posted I came across some wonderful tidbits in Charing Cross, Maidstone, and Gordon station near Amherstburg, all in southwest Ontario. At Charing cross where the Chatham Wallaceburg and Lake Erie crossed the Caso, I have drawn out the interchange track and corrected the right of way to reflect how it passed beneath the Caso, and added several new station markers with mileages. At Maidstone, I have been able to correctly route the Windsor Essex and Lakeshore Rapid Railway around the Caso Maidstone station property. At Gordon station, I have been able to correctly position the right of way for the Sandwich Windsor and Amherstburg Railway to reflect where the highway used to run in that area as it has been re-aligned in the years since the trams ran to Amherstburg.
There are some other minor adjustments to the Toronto Suburban Railway at Acton thanks to an aerial photo I found at the Collections Canada Website as well as some new bridge photos attached to the markers on the Southwest Traction Company line at Lynhurst and St. Thomas, as well as a minor realignment to that line at Lynhurst underpass.
Also of note is the repositioning of the Fraser Valley Railway Society marker on the British Columbia Electric Railway to reflect their new home and the new track connecting their car house with the old BCER right of way.
Thank you for your continued interest and support.
|Posted by Paul Delamere on March 31, 2013 at 11:15 PM|
Greetings E-rail fans. This first system updated is the Peterborough and Ashburnham Street Railway and later known as the Peterborough Radial Railway. Thanks go to Mr. Gordon Young, edtior of the Lakefield Heritage Research http://members.shaw.ca/lakefield_heritage/index.html for his in depth assistance. He contacted me to make inquiries regarding the map and that is when I noticed the image over Peterborough in Google Earth had been updated and realigned, so the entire system has been redrawn and improved. With information from Mr. Young, all passing sidings in the city proper have been drawn to a centre of road double track alignment and information added to the text to reflect southbound cars were superior over northbound cars. Also added is a 3 track tripper car waiting yard on a small plot of land on the southeast corner of Park street north and Charlotte street. The loop at Newall Park at the bottom of Lock street has been added. This system was unique as it had two loops but used double ended cars, a very unusual combination. You will also find stops added to the Water street portion of the line. Further details regarding the track layout and dimensions of the King street car house have been added thanks to the Goad's Fire insurance plan of 1916 updated to 1925. Also added is the original coal fired steam powered power house on the King street car house property, as well as the Aylmer street power substation that replaced it in 1924.
The largest new addition is the interurban line that was constructed between Langton street on the west side of Water street and Lakefield. Built late in the career of the system, it is unknown if it ever carried any revenue traffic between the two towns, but there are photos that exist of interurban cars decked out in the Peterborough Radial Railway livery.
Also due to conversations between Mr. Young and myself I have now added the Canadian General Electric test track in the Industrial Railways folder for Ontario. This system was built almost entirely on the right of way for the abandoned Peterborough and Chemong Lake Railway, a former Grand Trunk Railway property. The test line began on the property of Canadian General Electric within Peterborough. The vehicles being tested were operated under wire from the streetcar assembly hall until outdoors. Then a dual feed battery and catenery powered motor would drag the test vehicles across the CGE yard under battery power due to the Canadian Pacific Railway not allowing catenery over their tracks that serviced CGE. Once the test vehicle had reached the street railway system via a connection on Wolfe street they would travel under their own power until they reached the intersection of George street north and Parkhill road west. They would turn west onto Parkhill using their own tracks and power, cross the GTRy Lakefield line and travel up the west side of the GTR tracks until reaching the Peterborough and Chemong Lake line interchange right of way. From there they followed the Peterborough Cand Chemong Lake right of way until reaching the end of steel at Cumberland street. This section of the system was independently supplied power from a power house built for the line by CGE located at the southwest corner of Lee street and Birch avenue. National Air Photo Library images were used to confirm the location of the power house as well as the track route between the interchange right of way and Parkhill road.
The big news this update is the Vancouver street system of the British Columbia Electric Raiway. Just about every line has been redrawn, measured, retitled or realigned in some way. Starting with this system and with any further updates, track centres are now measured as well as radiuses on curves and at street intersections. Extensive use of the National Air Photo Library online has allowed corrections to rights of way to reflect original paths where modern street alignments now occur. I have also added many dozens of photos thanks to the Royal BC archive and the City of Vancouver archive online. The Prior street shops and the Mount Pleasant car house have beeen extensively redrawn and thanks to a blueprint from the Royal BC archives track data and dimensions have also been added. I have begun adding car stop locations as well as station photos to the markers. There is still much to do but it is miles ahead of where it was.
I am still in need of a track plan for the Sapperton car house and user data for the freight line spurs.
Montreal is next.
Thank you for your continued interest and support.
|Posted by Paul Delamere on December 4, 2012 at 9:45 PM|
Greetings e-rail fans. This update is rather large so please bear with me.
New with this version are the Lethbridge Municipal Railway, the Asbestos and Danville Railway, the Shawinigan Falls Terminal Railway and the Iron Ore Company of Canada in Labrador City and updates to several other systems.
The Lethbridge Municipal Railway was street passenger system that operated from 1912 to 1947. It is one of the last street systems that will be added to this collection. The lonely car house I had marked previously now has photo supported tracks connecting it to the rest of the system. Photos have been attached and citations added to each line drawn on the map.
Also new to the map is the Asbestos and Danville, an asbestos mining line in Danville Quebec. Only partially drawn, any information about this line is needed. You will find a photo of a steeple cab employed by the line at one time, just click on the main line.
The Shawinnigan Falls Terminal Railway was an industrial service line that operated a transfer service between the class 1 railways and local businesses and industries. Dieselized in 1952, it has proven most difficult to find any good data and maps or text and photos are still needed to complete this system.
The last new system this time is a fully automated ore delivery line operating since the 1960's in Labrador City Labrador.
Halifax has been redrawn from the ground up. Streets, intersections and all supporting trackage has been drawn individually and repositioned to reflect the current image depicting Halifax in Google Earth. Citations and in service dates have been added for each line, marker and polygon on the map. Many photos have been linked. The basic map was drawn from a 1954 map drawn by Omer Lavallee and Anthony Clegg representing the system as it existed at the close of operations in 1949. Further maps were used to draw all other streets electrified prior to the Clegg/Lavallee map. These maps are all in the book "Halifax: Birney Stronghold" by Robert R. Brown 1964. In service data for each street has been included and citations added. Photographs have been added. The 4 car houses on Lower Water street have been drawn out based on Goad fire insurance plans over several years. Track plans for the various car houses are based on photographs and City of Haliax works plans and original tram company drawings avaliable at the Halifax Municipal archives. www.halifax.ca/archives Additional data from the National Air Photo Library is cited where used. I have not been able to find anything yet to support the Clegg /Lavallee map regarding any tracks east of Brunswick street on Cogswell and a connection with Grafton from Cogswell in 1949. I have been able to find plenty of data supporting a single track lines on Jacob street, Grafton street. Brunswick street, and Buckingham street prior to 1949 and have drawn them out to reflect where they were. If anyone can show that tracks ran on Cogswell east of Brunswick street I would like to see it.
St.John New Brunswick has also been completely redrawn to align with the street markers in Google Earth due to the poor quality of the images and their alignment currently. Citations, in service dates and photos have been added everywhere. The basic map came from the Fred Angus book "Loyalist City Streetcars". This route map while infomative lacks the details I crave. It has been difficult finding additional good data but not impossible. Double trackage has been added and most intersection details sorted out via period photos avaliable online as well as in the personal collection of Mr.Harold Wright of St.John who is working on a new book about the system. My heartfelt thanks to Mr.Wright for his time and in-depth research. The old and new west side car houses have been marked out thanks to Goad's and the National Air Photo Library. Car house tracks added as viewed in linked period photos. Many details have also been added due to an article I found at the St.John public library written by Mr.J.E.Mooney in 1929 and cited where used. Mr.Mooney states there where tracks lifted from several streets in 1898 including Union between Prince Edward and Crown that were reused in 1902 in the building of the new line on Douglas. When I used the measuring tool, the distance of the all the abandoned streets totaled just a hare under the length of the Douglas street line. I included that portion of Union with the map. Mr.Angus states this section was never built.
The Ottawa map has been updated to correct the route of the East Ottawa extension built in 1924 between Archibald street(the section east of Elgin street now known as Argyle street) and Hawthorne avenue and also the position of the second Elgin loop at Elgin street and Catherine street. Thanks to the National Air Photo Library for that. The Byron loop has been added just west of the Byron station on the Brittania line. Built in 1952 is only lasted 7 years before abandonment. Thanks to the O.E.R. track maintenence logs for that tidbit.
Moving to the west coast, Victoria and North Vancouver have been redrawn from the ground up. With both systems I used the maps in the book "The story of the B.C. Electric Railway Company" by Henry Ewert, ISBN 10 1550390236 1986 Whitecap books. The maps were drawn by J. and D. Reuss. Additional data included updated maps clarified by Henry Ewart in later publications, Goads fire insurance plans, the National Air Photo Library, the Royal British Columbia Archives and additional sources. The base map is as the system appeared in 1922-23. Also included is a new and sepatate map of the Victoria system as it appeared in 1890 under its first name, the National Electric Tramway and Light Company. Further versions of the system are to comming to reflect different early time frames. All streets, double track intersections and other supporting tracks have been individually drawn to better reflect time frames and allow for specific photo by link support. Where avaliable, usage and track length information has been included as well as track positions as they relate to the associated road centrelines. Citation added everywhere, as well as a wrench icon located near each system with photo links attached. Just click on the wrench icon and let the links load in. Eventually as many photos as possible will be identified for location and placed where they were taken or linked to the lines and markers already placed
The Guelph Radial Railway had also been updated with some corrections and additions. Added are the foot prints of the third car house as well as trackage and the original power house, in service until 1911. Corrected due to new information are the switch points of the original stone car houses to face west and the re-alignment of the Agricultural college power house coal delivery line.
I will be attending to the Vancouver system next and Edmonton after that.
Please remember to delete any previous mp file from "My Places" in your Google Earth before opening the new file to avoide unwanted duplications, or leave it there to see what has been improved over the mentioned cities.
Thank you for your continued interest and support.
|Posted by Paul Delamere on October 22, 2012 at 1:10 PM|
Greetings e-rail fans.
This update is rather large and I have many people and institutions to thank this time around.
We begin with St. John's Newfoundland and the St. John's Street Railway. The Reid Newfoundland Company were busy building the trans-provincial railway when they won a $140,000 contract to build St. John's first public transit system. Conditions in the contract required the Reid Company to provide St. John's with its first paved street. A layer of granite paving stones was laid over Water street where they remained until the tracks were lifted in 1950.
The basic map was drawn from a map on page 33 of "The street cars of old St. Johns" by the late William Connors ISBN 0-920021-65-4. Photos and fire insurance plans held by the St. John's city archives http://www.stjohns.ca/cityservices/archives/index.jsp With thanks to archivist Helen Miller B.A., ISA and archives technician Neachel Keeping B.A., M.A. Photo links provided by the Newfoundland Provincial Archives http://www.therooms.ca/archives/
Moving south the next systems to be improved are those of the Cape Breton Electric Company. Owned and operated by Stone and Webster Incorporated of Boston Massachusetts from 1901 to 1931 this group of two street railway lines, two interurban lines and a connecting ferry service served the towns of North Sydney, Sydney Mines, Sydney and Glace Bay. After abandonment in 1931, the Sydney and Glace Bay interurban was purchased by the employees of the company and operated successfully until 1947.
Maps used to draw these systems came from an unpublished book by Weldon Cameron held by the Old Sydney Society http://www.oldsydney.com/ with thanks to Jennifer LeBlanc. Further photos and maps held by the Beaton Institute at Cape Breton University http://www.cbu.ca/beaton. Additional photos, maps, newspaper articles and data on the ferry service graciously provided by author and historian Ross Aitkins of Sydney. I look forward to reading his book on the ferrys of Sydney when published next year.
The next system to get attention is the Egerton Tramway Company/Pictou County Electric Company/Pictou County Power Board. Details have been hard to come by and I have yet to see a map of any kind that features the tram routes but I have been able to find some new details. The location of the car house and power house in Stellarton are now marked. Additional track has been marked out between Westville and New Glasgow including the trestle at New Glasgow. I am still in need of maps or data for the route between New Glasgow and Trenton. Thanks to Curator of Collections Mary Guildford at the Nova Scotia Museum of Industry in Stellarton http://museum.gov.ns.ca/moi/en/home/default.aspx for photos detailing street scenes and the Nova Scotia Provincial Archives http://gov.ns.ca/nsarm/ for their Goads Fire Insurance Plans microfilms. Many photo links have been attached. Special thanks to Donnie Graham of Highland Ford for his help in locating the photo of the Eastern Automobile Company at 238 Archimedes Street New Glasgow. The photo can be found here: http://highlandfordsales.dealerconnection.com/history/
The Halifax street railway track plan was drawn from a map by the late historian Omer Lavallee. Details have been added regarding the second electric seven track car house built in 1895. The third carhouse built before 1906 and the fourth car house opened by 1907 have also been marked out. The fifth and last car house has been corrected for position and tracks plotted. The power house has been marked as well. Many thanks to of the Halifax Regional Municipality Archives www.halifax.ca/archives/ with special attention paid by municipal archivist Susan McClure, B.A.Sc., M.A.S.
Yarmouth has been completed as far as history will currently allow. The carhouse and back-up power house have been added and it is interesting to note the car house was expanded between 1907 and 1914 as displayed on the Goad fire insurance plans I found on microfilm at the Nova Scotia Provincial Archives http://gov.ns.ca/nsarm/. I was also able to find and mark the system's only passing siding near the former Grand Hotel. Further information is needed to confirm intersection details at King Street and Main street. With thanks to the Yarmouth County Museum and Archive http://yarmouthcountymuseum.ednet.ns.ca/ and its archivist Jamie Serran, MLIS, B.A.H.
Our next system is the Moncton street railway in Moncton New Brunswick. This map is actually two separate systems. The first ran only two ywars and shut down. Several years later a second and longer lasting system was opened. Thanks to J. Arthur Clowes, curator of the New Brunswick Railway Museum http://www.nbrm.ca/ for his personal assistance and photographs. I am still in need of a track plan for the Mechanic street carhouse.
The St. John street railway has been improved with data and photographs supplied by historian and author Harold Wright who drew the maps I used from the book the "Loyalist City Streetcars" by the late Fred Angus. You may notice the map is not well plotted due to the poor image quality over St. John. When Google improves the image the system will be drawn out with greater accuracy.
My trip to St. Stephen New Brunswick has yeilded a complete map of the system including all turnouts and spurs as well as the car house and power house. This system has the distinction of being one of only two international tram lines shared by the United States and Canada. My heart felt thanks to author and historian Douglas Dougherty http://www.town.ststephen.nb.ca/visitorsub.php?id=7&sid=32 for photos and text. Mr.Dougherty is also currently the curator of the Charlotte County Museum and provided the book "Around Town by Rail - The Calais / St. Stephen Streetcars" by Richard P. Auletta where my map was drawn from his map on page 13. This book was published by the Greater Calais Area Chamber of Commerce in 1994 and does not have an ISBN number. Special thanks to Michael O'Neill of the National Air Photo Library, 615 Booth Street Ottawa http://www.nrcan.gc.ca/earth-sciences/products-services/satellite-photography-imagery/aerial-photos/search-air-photos/851 for his assistance and the library's awesome colletion of aerial photos that helped locate the car house and power house.
The next system that has been updated is the Sudbury and Copper Cliff Suburban Electric Railway. The corrections include the correct paths of the Copper Cliff end of the street system including the locations of the 3 different stations in Copper Cliff as well as the copper smelter passenger spur. The base map was drawn from a map provided by and photos found in the book "Sudbury Electrics and Diesels" by author and historian Dale Wilson and published by Nickle Belt Rails, ISBN 0-920356-12-5 http://www.trainweb.org/incorail/incobook.html Additional aerial photos provided by the NAPL http://www.nrcan.gc.ca/earth-sciences/products-services/satellite-photography-imagery/aerial-photos/search-air-photos/851 with thanks to Michael O'Neill.
The Inco industrial lines have been added to with the Levack line added and additional lines added in Copper Cliff. Also included now is the Mond Mining Company line in Conniston. The roasting yards in Conniston have not been confirmed as electric as yet but have been added due to them being connected to the rest of the system. Thanks again to Dale Wilson for his work in this area.
Finally for this update is the Brandon Municipal Railway in Manitoba. Information has been especially difficult to find for this system but thanks to photos supplied by Shaun Cameron of Brandon I was able to add one new intersection at Princess avenue and 10th street. Shaun is currently working on a documentory about the Brandon Municipal Railway and you can follow his work here: http://endofthelinedocumentary.wordpress.com/
On a personal note, this work has become more important than it was in the beginning. People have begun to ask where I have found the information I have used to create these maps. I am now adding citations and links to my sources of data as well as photos linked to the lines I have drawn and from also the photographers point of view to bolster the accuracy of my work. All photos used are taken of existing relics by myself, or avaliable online and in the public domain. I am thrilled to be able to do this and am open to your thoughts and criticisms.
As always, I remind all users to delete any previous copies of the map file from "My Places" in your Google Earth or ARC Globe programmes before opening this latest file to avoid unnecessary duplications and overlaps.
Thank you for your interest and support.
|Posted by Paul Delamere on September 3, 2012 at 5:15 PM|
Greetings e-rail fans.
This update is centred on Nelson British Columbia, one of the smaller cities in Canada to have a system and the only other city in British Columbia to have a system outside of Victoria/Vancouver.
The entire map of the system was re-drawn to match the current image in Google Earth. All of the streets were indvidually drawn and data added to show how long each section was in service. Markers have been added for the first powerhouse and sub-station to power the system as well as for the Lakeside Park stop. This stop was the only one to feature a shelter. Also added are the three runaway tracks on Cedar street that were installed after an accident in 1910.
Nelson takes pride in its historical buildings and I was suprised to find the buildings for the company offices and the second powerhouse still exist. Markers were added for both and photos linked to the markers. The camera icons near these markers, when double clicked, will display the photos from the photographers point of view.
Also updated is the Nelson Electric Tramway Society heritage system that operates a 1.31 mile long line along the shore of Kootenay Lake. http://www.nelsonstreetcar.org/nelsonstreetcar.org/Welcome.html This line features car 23, a restored original car from the Nelson street system. http://www.youtube.com/watch?v=VogGGRWj1Kw&list=UUJMFtbvquPWlHYpTCsxBfQg&index=2&feature=plcp to view a video of a ride on car 23.
The entire line was re-drawn to match the current image of Nelson in Google Earth. The passing siding at the sub-station and the outside storage track at the carhouse have been changed to amber to reflect their out of service status. Photos have been added to the markers and camera icons.
I would like to thank the people at the society for their warm welcome and help.
There are some new photos attached to the station markers at Newmarket, Queensville, Jackson's Point and Sutton on the Toronto and York Radial Railway.
As usual, please delete your previous map file from "My Places" in your Google Earth
Thank you for your interest and support.