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Canadian Rail 227 1970

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Canadian Rail 227 1970

Ca.:.-1ad · a:n..
I3ECE1.VIHER. 1970

Philip Mason
A n annual event, not particularly fam­
iliar to Montreal area railway en­
thusiasts,is the Winter steam Trip
from Toronto,Ontario. For some years
the Upper Canada Railway Society has
run a winter trip with Canadian Na­
tional Railways last operating steam
locomotive,-this year,4-8-4 No.6218,
which engine is not by any means un­
familiar to Montreal enthusiasts.
The most recent excursion of this kind for Ontarian railway amateurs
was held on the 25th. of January last and its destination was the
former CN stronghold of steam,Stratford,Ontario.
The special left Torontos Union Stat ion, more or less on sched­
ule,at 0900 hours, amidst a flurry of snowflakes and clattered over
the maze of switches and trackwork at Spadina Yard. Shortly there­
after,the train took the right-hand branch,heading for the West Tor­
onto diamond.
The passenge rs on the Snow Spec ial seemed to be of a more
serious nature than their Montreal counterparts on a similar trip.
EXpensive tape-recording equipment,with the accompanying profusion
of microphones taped to the body of the baggage car,were much in
evidence. The train consisted of modern light-weight cars in the new
CN livery, while bringing up the rear was the Upper Canada Railway
Societys private car no. 13,-an ex-CPR CAPE class solarium-
One of the bedrooms in U.C.R.S. no. 13 was utilized as a place
for the sale of sundry publications and phonograph records, while in
the lounge-solarium section,a transient crowd of camera-bedecked en­
thusiasts paused briefly for a chat in the comfortable armchairs.
Although the private car added an unusual touch, the train lacked
some of the ante-bellum elegance and uniformity of appearance which
is allays provided by the ancient heav,Y>leight coaches,featured on
Montreal-based trips.
As usual;the future of Canadian Nationals 6218 was profoundly
debated, as trip officials were zealous to remind the passengers by
means of an improvised public-address system (as they have on all
trips over the past decade) that this year might well be the final
January day in 1970,much to the complete satisfaction of the
photographers. Jack Marshalls excellent photo on the cover does
Full justice to this memorable occasion.
Although the day was overcast,6218 (4-8-4,U-2-g,blt.9/1942) made an
awe-inspiring sight as she clicked off the miles on the winter-time
excursion out of Toronto.Jack Marshall took the photograph.
year for the valiant Northern. At one point in the trip,all pas-
sengers except U.C.R.S. officers and directors and some invited
guests were expelled from the private car,where discussions were
said to be scheduled,to decide the future of the steam locomotive
in Canada. The passengers were not informed of the conclusions ar­
rived at during these discussions,but it was afterwards understood
that such discussions have been an annual affair for some years.
There were originally four run-pasts scheduled for the trip,
but due to the lack of time,one was cancelled. All of the run­
past sites were well chosen for photographers,but the usual run­
past on the high bridge ,which seems to characterize excursions out
of Montreal,was unfortunately lacking. While the day was somewhat
overcast,the smoke effects at the run-pasts were truly impressive
as the cold weather enhanced ,the exhaust from the locomotive. This
latter was not in its cleanest condition which was somehow pleasing
because, in this cond ition, it more closely resembled a, steam loco­
motive in regular service and not one especially painted for a
railway enthusiasts excursion.
A coal and water stop was made at Guelph,Ontario,with its im­
pressive stone station straight out of the nineteenth century. Un­
fortunately,the terrain in this part of Ontario is relatively flat
and the railway has few gradients which would show off the perfor­
mance of the locomotive advantageously to the passengers on the
Our destination,St,ratford,had another large stone station, the
notices on it proudly announcing the annual Shakespeare Festival,
for which this City is famous, Here,the tender of the locomotive was
replenished with water by an aged American La France fire engine
(pumper),while the coal supply was renewed by an equally ancient
travelling crane. An eastbound TEMPO train called briefly at the,
station during the replenishing process and then the Smow Special
began the lengthy process of turning on a, wye on the east side of
the City. This manoeuver was aided by a CN diesel switcher, much to
the chagrin of the vociferous minority in the CAPE carwhere the
solarium windows gave an admirable view of the blank front of an
Mill diesel switcher.
There was a, single run-past on the return trip,which will be
well remembered by the ardent photographers, due to an argument and
altercation over the observance of the photo-line or limit beyond
everyone had agreed not to go to take pictures. Nearing the
terminal, the private car of Mr. AndrewA. Merrilees,the railway
equipment dealer,was observed in his companys yard at Hest Toronto.
The Snow Special arrived at Toronto Union Station at 1820 hours,
on schedule.
After the return of the excursion,~here was an opportunity for
the private enthusiast to visit the CNs Spadina Roundhouse, where
the 6218 is kept. She stood steaming away to herse If on the ready
track,-a nostalgic sight which,for many,characterizes an aspect
of Canadian history and society,now-alas-quite absent from the mod-
ern scene. The engineer remarked,however,in conversation, that he
intensely disliked steam excursions!
In the neighbouring John Street Roundhouse of CP RAIL sits the
Royal Hudson no. 2839, in folorn condition,after a decade of stor­
age. Visibly missing were builders plates, crowns, glass number pla­
tes and even the smoke box door, though one was reassured that all
of these parts are crated and stored elsewhere for safekeeping.
On inquiring, the information was forthcoming that the loco-
motive had been purchased by a group in the United States for the
sum of $ 10,000 and that the purchase had only been consummated af­
ter the locomotive had been determined to be mechanically sound.
As a final remark on railway excursions in the winter: on the
whole, they are quite exciting, but sub-zero temperatures and waist­
deep snow are considerably more deterrent to photography at station
stops and run_pasts than a drizzle of rain or a tropical temper­
ature,which sometimes characterize their summer counterparts.
For some curious reason, the non-railway enthusiasts or berry­
pickers as they are called colloquially,do not patronize railway
excursions without discrimination. Hinter trips are not generally as
successful as those in other seasons. Experience has shown that the
autumn is the best time to run these trips, because of the amount of
colour in yhe landscape, which stimulates the passengers to take far
more pictures than they would otherwise.
It is hard to believe that the spectacle provided by the autumn
colours in the Laurentian Mountains,the lower st. Lawrence Valley or
Quebecs Eastern Townships could be improved upon •
. ., ..
THERE WAS A TIME WHEN every small boy wanted to be a locomotiv~ engineer.
The nearest thing these days is to sit on the firemans side of eNs 6218,
as this young fellow did in May,1970 at Ottawa.
Photo c·ourtesv of Joseph Langevin,Ottawa,Ont.
JlEn 1970,three-way stub switches
scarcer than hens teeth, you
better believe 1
So are raihTaY museum sites 1
One of the prize possessions of the Alberta Pioneer Railway
Issociation,adjunct of the Rocky Mountaiil Branch of the C .R.H.A., is
such a rara aVis.
Recently,when A.P.R.A. found itself obliged to find an al­
ternate location for their activity,there was no question that the
stub-switch MUST be removed for replacement in the general scheme
~f things when the new site was obtained.
Latest -lOrd from Edmonton is that the initial negotiations
for the new site have been successful and the Rocky Mountain Branch
1as moved one step closer to the realization of this dream.
Meanwhile,A.P.R.A. has concluded an agreement lith the City
)f Edmonton which will allow further restoration and operation at
che present site. Happily,Number 73,ex-Northern Alberta Railways
2-8-0 has passed her annual boiler inspection.
Hork proceeds on eX-J:lanitoba & Saskatchewan Coal Companys
)-8-0 no. 6947 at Bienfait,Sask. Her driver tyres have been chan­
~ed and she is being prepared for travel to Edmonton.
Two miles of ties were donated to A.P.R.A. from an abandon­
!d spur. These are being removed as rapidly as possible.
An Edmonton firm, needing a cold-storage area with high hum­
Ldity,rented A.P.R.A.s ice-type refrigerator car,for a fee. This
~ave the treasury a shot in the arm.
Restoration work has begun on ex-Canadian National baggage
:ar no. 8029,to be continued through the winter. This will provide
l place for historical materials.
Spring, 1971, should see most of these projects completed.
Information and photographs courtesy Donald H. Scafe, Sec­
etary of the Roc~y Mounta in Branch, C .R.H.A •
.. .. ..
upported in part Alberta Pioneer Railway Associations flat car number
p 3721 on
April 22,1970.
,e A.P.R.A. reefer is prepared for rental to a Docal firm who required
1e high-humidity condition of an ice-cooled storage area •

P.R.A. members work on the crosshead slide-hangers on ex-Canadian Pac­
Fic Railway no. 6947,after the front tyres have been changed.
1e fire-ring is lit to expand a tyre on the second set of 6947s dri­
~rs. The tyres have to be changed before the engine can be moved on her
~n wheels from Bienfait,Sask. to Edmonton,Alta.
~anwhile,the CRHA-APRAs exhibit at the annual Antique Car and Gun Show
3S a popular attraction. The working model of the London,Midland & Scot­
lsh Railways Royal Scot fascinated young and old.



Power onward to Calgary is a FP9A(1414),F9B(190S),GP9(862S) and FP7A
At the north mile board at Dewinton,Alta.,CP RAIL XS (way-freight)
~ growls along on August 24,1970~behind a GP9(8690) and another (8622).
A lash-up of CENTURIES= CP RAILs Train 948,on the Brooks Subdivision
at SOtho Avenue S.E.,Calgary,Alta. leading is C-636-M (or M-636,if you
prefer) no. 470S,followed by two C-424s,nos. 422S & 4227.
Three photographs by Robert A. loat •
• • •
WITH HER PROFILE SLIGHTLY ALTERED by the equipment (headlight, bell and
pilot) required for North American operation, ex-london & North Eastern
Railway pacific, no. 4472,poses for her portrait beside CNs latest
diesel-electric unit,no. 2301.
TheFlying Scotsman was well-named. Even standing still and with the
peculiarity of two tenders,her sleek lines are very apparent.
A spectrum of motive power – a splendid portrayal of the various types of
power used on railways of Great Britain and Canada during five decades.
Mr. J.Norman lowe,CNs Public Relations Officer, Rideau Area and friends
admire the contrast offered between the stranger and the latest in CNs
diesel-electric units.

Arthur Mayse
Daily Times
the Canadian passenger train.The
writing1s on the board and even
though the queens of the high
steel will be with us a while yet,
the ir end is sure!
Vicroria, B.C.
hey have been as much a part of the national scene as the Rockies
hrough which they toiled their ,he towns, lakes and timberlands that flank their routes.They link
,his country from sea even unto sea and thougb highway and skyway
~y perform the task more efficiently, I doubt they will do it as
hose who knew the passenger trains will miss them. It is possible
,hat even those who never heard the rail-joints click fast and
aster will sense a lack in our equiem. But the CPR wants to be rid of a passenger service as old
LlmOSt as Confederat ion and as a sign of things to come J the CNR
)lans drastic curtailment. The switches are set. The coaches and
:leepers with the lOnderful names are highballing toward oblivion.
lood riddance to them, I suppose. Their subsidies are our loss th­
ough taxes and when a form of transportation becomes obsolete, we
;hould be rid of it. Anyway,the freights ill still roll and, ex-
:ept to the educated ear of an old railwayman,the sound at night
rill be the same. But by day and by night and for looks and for
:lass,no freight drag can match the transcontinentals. It is not
merely that they are -we need not yet say were -beautiful when at full stretch across a land in which even the cities are
dwarfed by surrounding vastness. They are narrolcities themselves
from the club car lith its bottles-in-mineature and its smooth st­
eward,on forward to the diesels. They carry a population mixed as
any city IS, under what distance turns to one long,co®nunal roof. E­
ven now, in drab little villages,plunked dOHn along the right-of-way
I expect the day seems duller or the night lonelier after a trans­
continental has rushed on through. There are those that find a tr­
ain journey slow,nuisancy and dull. For me, though, it has always
captured the thrill of travel more thoroughly than any other of
mar.s transports can do. ich they have ferried me point to point at need,they have never
given me that same fine The earth,at jet altitude, is re­
mote. If cloud masses lie beneath, all contact is lost. By flight
standards,a train creeps its lay along. But it conveys a sense of
speed. The power-line poles ,hip past, tall if you I re on the Pa­
cific side of Canadas roof-tree, shorter and skinnier as you make
your easting. Also,you are moving with the viel, not hopelessly far
above it and it is constantly changing. Even when the endless-se­
eming woods of northern Ontario pass by the hour,no tHO lakes are
quite the same.
Once,years ago,we actually sa~ a birCh-bark canoe plying one of
those lakes. Again, in mountain country, I glanced out to see a boy
with fighing-rod in one hand and, in the other,a catch of trout,str­
ung on a crotched sapling. Such glimpses are gone in a flash or in
a minute. But they make a chain and in total, they provide a com-
posite of Canada, past and present. Even so,the high moment of a
train tr ip 101 me is the start. Unle ss you are one of those 11ho
never manage to board until the last moment,it entails waiting.An­
ticipation pyramids, Then the prelllninary shudder, the baggage carts
on the platform moving past and your journey has begun. There is
also something about meals on a train. Theres nothing to do be­
tween Breakfast, lunch ar.d dinner except sit and,under those cir­
cumstances,appetite should remain dormant. Mine doesnt. I go to
the diner hungry and prepared to enjoy even salmon, which I normal­
ly det.est. Vlhen the whittling-down is finished and the last of Can­
adas great,distance-devouring trains has ended its final run, some­
thing that many of us knew from childhood will, for better or for
worse,be gone. A linkage that may have provided a more useful bond
than we realIze IV ill be broken.
111 have no lament to offer when that time ~omes. After all, the
thing is inev itab le .
But toll a bell-preferably one from one of those grand old moun –
tain moguls -for the Canadian passenger train.
Shes not .gone yet,but shels on her way!
After some c-Jgitation, it is concluded that there were in
act three groups of second generation Canadian Pacific wooden
:oaches used in the suburban services of the CPR (CANADIAN RAIL,222,
~ne,1970). Cars 100-119 were open-platform with 6-wheel trucks, as
lllustrated in the above issue. Cars 120-174 were open-platform and
lad 4-wheel trucks. Cars 175-374 were vest ibuled ,but those used in
;uburban service had the doors and traps removed and replaced with
:old ing iron side-gates. Most of those used in the Montreal service
llso had electric lights, powered from a 7~ KW steam-operated gener­
ltor on the locomotive, in addition to their gas lights.
The open-platform cars were rarely used in suburban service
tnd were reserved for ski trains out of Montreal, >linnipeg Beach
;rains,picnic and pilgrimage specials,of which there used to be a
number each year.
THE BIG MERGER – – – – – – – – –
March 1,1970 was the day that the long-anticipated consol­
ldation of the longest railway system in North America came about.
3URLINGTON NORTHERN, INCORPORATED (BN) took over the properties of
Ghe Chicago,Burlington & Quincy Railroad,the Great Northern Railway,
Ghe Northern Pacific Railway,The Spokane, Portland & Seattle Raihlay
lnd the Pacific Coast Railroad,forming a system of more than 24,000
niles of track. In addition,about 2,000 miles are operated by sub-
3id iary companie s: Fort Horth & Denve r City Ra ilway, Colorado & Sou­
thern Railway,Halla Walla Valley Railway and the Midland Railway of
lfanitoba. This vast netvlork extends to such likely and unlikely pla­
~es as Chicago,St. Louis,Kansas City,Denver,Dallas,Houston, Galves­
ton, Winn ipeg, Seattle, Vancouver, Portland,Bieber, Calif. ,Nelson,B.C .,
Seaside,Oregon,Keremeos,Washington and Grand Forks,B.C., not to
wantion Climax,ColoradoJ
This was,in truth,a merger envisioned many years ago by the
late James J. Hill,builder of the Great Northern,who later gained
control of the other lines,but was ah/ays thwarted in his attempts
to merge them by United States government antitrust actions.
TRY-WEAKLY – – – – – -Once a
service operating in t/O or more sections daily,Sou­
thern Pacific1s Portland,Ore.-Oakland,Calif. Trains 9 & 10,the Cas­
cade joined the ranks of the long-d istance tri-weeklys on August 1,
1970. Already included in this category are the City of San Fran­
cisco (Ogden, utah-Oakland, Calif .) and the remaining portion of the
California Zephyr (Chicago-Ogden, utah). A system has been estab-
lished to arrange a connection betv,een the remaining portions of
these two trains at Ogden, Utah. SP would also like to make a sim-
ilar reduction in service on its Sunset Trains 1 & 2,Los Angeles
to New Orleans. Sunset service annual loss is said to be $ 3 mil­
lion. It requires five sets of equipment for daily service and car­
ries an average of 160 revenue passengers in each direction daily.
It competes with 991 weekly air schedules. But the tri-week1y ser­
v ice, if permitted, will see the restorat ion of sleeping and dining
car equipment.
CHOP-CHOP-CHOP – – – – – – – – – – –
Illinois Centra1,having cut back its Chicago-St. Louis Gr­
een Diamond
to Springfield, Ill.,now wants to snip t)1e remnant en-
titled the Governor IS Special.
Norfolk & Western chopped its st. Louis-Kansas City and St.
Louis-Omaha trains,curtailedthe Chicago-St. Louis Bluebird to
Decatur, Ill. and v,ants to eliminate the v[abash Cannonball betv,een
Detroit and st. Louis. In the zeal for economy,nothing is sacred.
, Having made the application and been granted permission,the
Milwaukee Road ran its overnight train, the I1Pioneer Limited for the
last time on September 7. This is the last overnight sleeping-car
train between these two large cities, although the same road IS I1Fast
Mail is still running. And there are several daytime trains, as if
anybody cared.
Penn Central applied to yank Trains 14,17,52 and 351 on the
old Michigan Central-Canada Southern from Fort Erie (Bridgeburg) to
Windsor (Detroit),securing approval for an October 1 discontinuance.
Not so, it turned out, for after a fe1l1 days of no trains, they were
Meanwhile,Penn Central increased METROLINER services from
New york to Washington to seven round trips daily from six and
the Santa Fe abolished separate coach and first-class fares.
As if to demonstrate that sheer bigness does not always
equal solvency, the Penn Central Transportation Company, operating
subsidiary of the Penn Central Co~any,submitted a petition in bank­
ruptcy on June 21, this year. DeSigned to bring about reorganization
under a court-appointed trustee,the immediate cause of this situa­
tion was the refusal of the United States Congress to provide fed­
eral loans to this and other U.S. railroads.
The Fenn Central, organized early in 1968 through the merger
of the Pennsylvania and New York Central Railroads, was um,illingly
obliged to include the bankrupt Nel York,New Haven & Hartford Rail­
road in 1969.
The Penn Central Company controls real estate and other oon­
rail enterprises,such as pipe1ines,1hile the Penn Central Transport-
3.tion Company operated rail and road services. The shock-vmvee of
this event are still spreading. In the modern game of How To Get
Yloney From The Government,Penn Central has lost the first round.
lhe system, while not the longest in route mi1eage,has more track
nileage, traffic and gross revenues than any other North American ra-
ilroad. N&H, B&o-C&O and fledgling BN are watching lith care and
rhey were long, gleaming steel things that came roaring
in on flyjnl!: wheels and a terrifying blast on their horns
and thousands of people pushed and shoved
~ ride on them.
published by t.he
Assooia.te Merrlbership inol uding II issues of
Canadian Rail 6,00 annually,
Canadian Railway Mlisewn
Musee Ferroviaire Canadien
C.,oI,K.He(trd, 74 Southern Drive, ottawn 1, Canada
Mr. J .A.Beatty, 4982 Queen ~Iary Road, Montreal 248, Quebec, Canada.
OTTAWA Jolr.M.lveson I Secty. f P.O.Box J52, Terminal rtA
Ottawa onto
ROCKY MOUNTAIN Mr .. Donald W.Scafe 12407 Lansdowne Drive, Apt. 101. Edmonton Alta,
K.F.Chlvers, Apt. 3/67 Somerset St. W., ottnwa, Ontario.
J .S.Nlcholoson. 2)06 Arnold St •• Saskatoon. Saskatchewan.
Peter Cox. 609 Cottonwood Ave,. Coqul tlam, Sri tish Columbia.
W.D.McKeown, 6-7, 4-chome, Yamate-cho,Suita City, Osaka, Japan.
J.H.Sanders. 67 Willow Way. Ampthill, Beds •• England.
K.G.Younger, 267 Vernon Rond, Winnipeg. Manitoba.
~1r. Donald W.Scafe,12407 lansdo,11e Drive, Apt. lOl.Edmonton Alta.
Copyrlght 1970 Printed in Canada on Canadian paper.

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