. Railway mechanical engineer . - and reports show the highesteem in which the connector was held by Grand TrunkIacific officers. Type C Coiuiector in Passenger and Freight Service In May, 1915, the Canadian Northern equipped a pas-senger train running between Wininpeg, Man., and Edmon-ton. Aha., which continued in service until March, 1917,under the most severe track and weather conditions to be. Latest Design of Passenger Connector, Type 2 H Iound in .\merica. During the winter of 1915 and 1910temperature went as low as 55 deg. below zero in parts otSaskatchewan. This test proved so satisfac
. Railway mechanical engineer . - and reports show the highesteem in which the connector was held by Grand TrunkIacific officers. Type C Coiuiector in Passenger and Freight Service In May, 1915, the Canadian Northern equipped a pas-senger train running between Wininpeg, Man., and Edmon-ton. Aha., which continued in service until March, 1917,under the most severe track and weather conditions to be. Latest Design of Passenger Connector, Type 2 H Iound in .\merica. During the winter of 1915 and 1910temperature went as low as 55 deg. below zero in parts otSaskatchewan. This test proved so satisfactory that the Ca-nadian Xorthern ordered equipment for 250 passenger carsand 200 freight cars, the latter to be used on the Duluth,Winnipeg & Pacific out of Virginia, Minn. The new type C connector was supplied for these installa-tions and the freight cars were equipped in February andMarch, 1917. The 200 cars equipped were steel flat cars inlog service between lumljer camps of the Virginia & RainyLake Lumber Company and Virginia Mill. On the lumljercompanys lines cars were handled over skeleton track, anabnormally severe condition not to be duplicated in railwayservice, but the connectors operated satisfactorily withoutany sign of leakage. Between Virginia and Cusson, on theDuluth, Winnipeg & Pacific main line, cars were handledin complete trains of 40 cars and showed such a r
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