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Canadian Rail 245 1972

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Canadian Rail 245 1972

less· 1975
40t.h … nnlvarllary
CANAOIAN 178 -R A I L
,~_IT
®
.

THE
LAURENTIAN RAILROAD
FrOlll West1l10unt
St. Constant
Story: Richard Todd
Photography: Ken Papineau
E
verybody has a favourite way to get to
know a railroad. Some people pour over
facts and figures in a financial state-
ment. Others study car plans, timetables,
station designs. Still others go into all
the minute details of the motive povler:
How big? How many? Did they all have Hal­
charts gear,or was that only on the newer
ones?
to
For me,theres only one sensible way to really know a railroad
and thats to ride on its trains. To see here the road goes, ~Iho
uses the line and what sort of an operation it is.
Hell, the Laurentian Railroad needs that same attention.
If youve ever ridden in the cab of a steam locomotive -or in­
spected the cab interior of one of the steamers at the Canadian
Railway Museum -you may recognize the boiler backhead layout
of a Canadian Pacific Railway 2300-class pacific,complete with
duplex automatic stoker, pictured on this months cover.
Photo courtesy Canadian Pacific Railway.
CANADIAN
180
R A I L
Of course,it doesnt exactly run from Hestmount to Saint-Con­
stant, Qu6bec. Its all located at Saint-Constant. At the Canadian
Railway Museum. And you cant actually ride on the Laurentians tr­
ains, because-the rolling stock is a mere 1/48th. the size of its
foster brothers and sisters on display at its new h6me,the Canadian
Railway Museum. Nevertheless, the Laurentian Railroad is every bit
a railway.
Or, that is, it will be.
Until, 1968, the O-gauge empire vIas located in the home of Mister
Stuart Dunlop in Westmount, Quebec. A group of about a dozen rail­
road modellers had built and operated the road for President Dunlop.
However,after fifteen years of activity, the Laurentian was forced to
abandon its right-of-way when President Dunlop decided to retire as
President and General Manager.
In other words,he sold his big house -which had been consider­
ably reconstructed with the railroad in mind -and moved to an apart­
ment.
Of all the modellers involved lith the Laurentian from
set, only two remained at the end to face the sad task of
almost 1,600 square feet of first-class operation. Some of
ginal members had died and others had moved away from the
area.
But all was not lost.
the out­
liftir.g
the ori­
Montreal
The motive power ,rollir.g stock and lineside structures ~lere care­
fully packed away. The scenery and track-work were cut up into porta­
ble sections, And after consulting the local model clubs to determine
the best possible home for the Laurentian,V~. Stuart Dunlop generous­
ly donated his entire railway to the Canadian Railroad Historical As­
sociation.
Theres no way of evaluating accurately the Horth of the many
locomotives,cars,track and structures of the Laurentian. This is, in
part, because of the motive power situation. Most of the locomotives
( diesel-electrics,straight electrics and steamers) are brass and
some of them are one of a kind, custom-built units, dating back to
the years of VJorld War II.
There are 17 locomotives -including some not yet finished or
needing repairs -some fifty freight cars and thirty passenger and
express cars,as 1lell as the essential non-revenue equipment :the JOrk
train and cabooses.
Laurentian Railroao 4-6-4 Number 276 rolls a train out of the tunnel,
westbound on th~ main line.
Crane Number 200 stands ready to rescue a truant piece of rolling stock
off the big bridge over the river.
0-8-0 switcher Number 173 moves cars in Manitoba Terminal on the Laur­
entian Railroad.
,I
I
CANADIAN
181
R A I L
Its difficult even to estimate the Dumber of buildir.gs iDcluded
in the donation, although it seems there must be enougll storage taDks
and cracking tmlers to duplicate all the petroleum refiDeries in the
east end of Montreal!
And track? Plenty of that, too. About a hundred turDouts and who­
[(r.O,s-how-many
scale miles of rail.
I leave it to you to draw your own conclusioDS as to the exter.t
of Mr. Dunlops beneficience. Keep iD mind that to OLlY just ODe brass
nortllern steamer in O-gauge today,youll need over $ 500
For over a year after the arrival of the goodies at the CaD­
adian RaihTaY Museum, DO place waS available for a Dell layout. And
so the Laurentian Railroad ViaS stuffed into ex-Quebec RailvlaY, Light
and Power Companys Car 105, ,hich didnt do the ancier.t, opeD-ves­
tibule combiDe a bit of good, alth.ough it certair.ly kept the track
and rolling stock of the Laurentian in good conditior..
Eventually, space was found for the new Laurentian OD the lower
floor of the Hays Memorial/Archives Building (see CANADIAN RAIL, Sum­
mer
Issue,1970).
But thB troubles were just beginning.
The layout, as originally built, was just too big for the Hays
Buildings lower floor. For ,:; idea of the size, see the picture of
the yard area of Mr. Dunlops great railroad in CANADIAN RAIL, March
1971. So, after two futile months with a shoehorr., much track-rippir.g
and ground -shifting -all through the winter of 1970-71 – a r.ew
track plan was developed which, it is hoped, retaiDs the essence of
the original Dunlop layout. The roundhouse-eDgine serviciDg area is
still as it was originally, although now it vlill be used as a divis­
ion point rather than as a portion of the passenger terminal, as iD
the original layout. And the scenery will still represent the hills
and gullies of the Canadian Shield.
Even as you read this -if its a Thursday evening or a Saturday
afternoon – a new gang of gandy-dancers, led by ForemaD ilild John
Presley and Resident Expert Ed Lambert -one of the original Lauren­
tian railroaders -is hard at work constructing the neVI LaureDtian.

706
101
173
276
389
395
531
Notes:
Icken+
R
U
CANADIAN
186
R A I L
Diese 1-
electric
GP9 B+B GM-EMD Max Gray Imp.
Stearn
sWitcher 0-6-0 Pennsylvania Lior.el Corp.
Steam sllitcher 0-8-0 Canadian Pacific
Steam Hudson 4-6-4 New York Central
Steam Daylight L~ -8-4 Southern Pacific
Steam Niagara lj·-8-4 Ne,f York Central
Steam Challenger Li· -6 -6 -)~. Vnior: Pacific
Steam Berkshire 2-8-4 Santa Fe
Custom-bu
ilt locomotive for Mr. Dunlop.
Extensive repairs required.
U
nfir:ished locomotive.
The
Icker.+
Lionel
Ic ken
iViax Gray
Icl~en
(Vr. knowr. ) V
Happy Valley Railvvay
of Harrisville, N. B.
Phillip Fine.
R
oughly a decade has elapsed since Canadian
National Railways terminated the operation
of steam locomotives in and out of Moncton,
New Brunswick. Alas! What an unhappy decade
th~ has been. In fact, only with difficulty is
the rapturous vision of the iron horse puffing
down the Franklin Spur from the CNR shops to
Moncton
Station to be evoked. But there is
still one locale -not far from the City-where
a microcosm of steam operation still exists;
where the fragrance of smoke from a genuine
coal-fired steam locomotive still thurifies or
sanctifies the air.
That is in the nearby pastoral community of
Harrlsville,New Brunswick.
At this secluded spot,Mr. Clarence stiles -ordinarily a work­
ing member of the Department of HighIays, Province of New Brunswick,
has constructed and presently operates and maintains an authentic
steam railway operation, running through the green meadowland at the
CANADIAN
187
R A I L
rear of his home.
Mr. Stiles microcosmic railway has a main line of some 1,600
feet -no mean or trivial distance,as we shall see. Other essential
accessories include a water-tower,an engine house -.There locomo­
tive repairs may be undertaken and where the principle form of mo­
tive power is shedded – a turntable,one siding and a tunnel, with
an extensive earth cut.
These are the essential ingredients for a successful railway
operation and these ingredients, together Ii th other amenities, repre­
sent almost fourteen years of 11.r. Stiles assiduous and painstakir.g
workmanship.
It should be ur.derstood at once that ~4r. Sti les has not at any
time designated his enterprise as The Happy Valley Hailway. From
its location and consequent on my own whim, this r.ame seemed most
appropriate and tllerefore,for the purposes of this report ar.d the
tacit approval of the proprietor,this r.omenclature bas been applied.
For motive power ,Hr, Stiles operates his pride and joy -an ac­
curately detailed,hand-built 4-6-2 pacific type steam er.gine. Over
tIO and a half years of vlOrk Iere required for the construction of
the pacific and .·Jhen she was completed, a block-and-tackle had to be
resorted to, to help lift the half-ton er.gine out of his basement,
where it was entirely fabricated.
The engine herself is truly a revelation and a joy to behold.
She actually burns coal ir. her firebox – a rari ty today in a world
~here so many miniature steam locomotives, operated on public parl~
railv/ays and elsewhere, utilize a variety of fluid fossil fuels, SUCll
as fuel oil, gasoline or kerosene,
The pacific -with the probably logical number of 1 was
so IJell-constructed that she has r.ot had to undergo any major or
minor repairs in over 3,000 actual miles -not scale miles -of op­
eration,equivalent to approximately fourteen years of running.
Reading a small descriptive note in the Harch,1971 issue of
the ATLANTIC ADVOCATE IoTas a sufficier.t stimulus to arouse in me a
very intense interest and to urge an inspection of Nr. Stiles un­
dertaking. HOllever, being somewhat of a procrastinator, it was late
July of the year before this pleasantly anticipated occasion could
be arranged.
On a 110t summer afternoon, the ir.dustrious and entllusiastic pro­
prietor of the Happy Valley Railway ,.,ras busily engaged in firing up
pacific Number 1 -by no means an easy task for a summers day! She
had to be cleaned do.m and then fuelled properly, but less than half­
an-hour later, after achieving the required steam pressure in her
bOiler,the 4-6-2 was turned on the turntable and was slowly backed
away from the engine house area.
Thus, after a copiOUS draught from the water-tower ,Mr, Stiles
coupled the pacific to a flatcar that had been pressed into service
as a first-class coach and,with unshakable authority,uttered that
famous (traditional) eXhortation:All aboard!
Looking east along the HVRR main
line, towards the engine house.
One of the nighbours is observing
the lighting-up operation. The
main
switch to the yard appears
in the foreground.
The water-tank, onc~ a W8shing­
machine body (?) on the Happy
Valley Railway.
Mr. Stiles fires up HVRR pacific
Number 5555 on the turntable.
The main line west of the HVRR,
through the Big Cut to the Tun­
nel. These are two of the prin­
ciple engineering works on the
line.
Chief Engineer Stiles backs the
pacific Number 5555 down the en­
gine house leacf to couple up to
the flat car.
All photos by PhUlip Fine.
Looking west down the Biding. The
engine house lead leaves the main
line, to the right.
CA NAD IAN
190 R A I L
The children of the neighbourhood, ~ho had been eagerly await­
ing this magical ejeculation,clambered noisily and excitedly onto
the flatcar and, With a merry toot on the whistle, the entire consist
… lith its attendant impedimenta trundled off dmm the line, giving
the non-revenue passengers a merry ride.
HOlever,due to the relatively unstable conditions of the rails
and the right-of-ilay that day, the pacific and its precious and fra­
gile cargo did not run the entire length of tIle railroad, making but
part of the trip and then reversing to the engine house area. Mr.
Stiles expressed some concern for the possibility that the summer
heat had perhaps caused the rails to expand somewhat, with the pos­
sibility that there was some misalignment and moreover, the track
had not been properly ballasted in its more remote sections.
This was a slight disappointment for me,as I was anticipating
the wonderful photographs which I might obtain,showing the sturdy
pacific chugging out of the tunnel and into the deep earth cut.Pic­
torial possibilities I[ere willingly sacrificed when M.r. stiles re­
marked that if the locomotive derailed I[hile running on the far
side of the route, considerable difficulty Hould be encountered and
significant energy would be required to rerail the engine -and the
day was too hot for that!
The engine is modelled after Canadian National Railways pac­
ific Number 5555, ~hich … laS often seen on many Maritime runs. Con­
structed exactly to scale using Montreal Locomotive lorks blue­
prints, the engines boiler has a maximum pressure of 110 pounds per
square inch,but the normal operating conditions usually require but
100 pounds pressure. The diameter of the drivers is 1.5 inches,wh­
ile the cylinders have a bore of 2.5 inches and a stroke of 3.5
inches. ltiniature Number 5555 I S tender has a capacity of 12 gal­
lons of llater, but only 7 are neede d for an hours brisk run. All
o£ the parts necessary for the construction of the 4-6-2 were cast
at an Oxford,N.S. foundry, using wooden templates. Due to safety
requirements,the locomotives boiler is regularly inspected,as are
the hand-made valves and gauges.
Other rolling stock on the liliputian layout includes a boxcar,
three flatcars,a hopper car and -in the basement of Mr. Stiles
residence – a nearly-completed 2-8-2 mikado.
The mikado has been built to the same rigorous standards as
the pacific and represents almost ten years of labour -attesting to
the perseverance of the builder. She weighs t,,o hundred pound s more
than the pacific. It is hoped that she will join the pacific short­
lyon the rapidly-growing railway.
The gauge of the Happy Valley Railway is seven and a half in­
ches and both the ties and rails were made by Mr. stiles. The latter
necessity were fashioned from stock iron. All of the ties have been
specially treated to prevent rotting and are regularly replaced when
found
to be cracked by the frost or otherwise damaged. The rails are
spiked to the ties with nails and the whole track structure rests on
a
four-inch gravel ballast base.
CANADIAN
Not to Scale
cutt1ngs
191
R A I L
rap of miniature railroad
Layout of Clarence Stiles
-Harrisville, N.B.
far side of layout, notfully
ballasted as of July, 1971
11
IIIIII 1 ,—–~
/ — 111
sw1 tches
///1-
tunnel
turntable
In the years past, two hundred feet of track were laid annually,
until today, there is a total length of 1,600 feet. Over 16,000 tie­
nails were used in spiking down the rails. The strength of the track
structure can be estimated by the fact that, during the winter months
a
wing-plow is operated up and down the line to keep it clear and
to maintain operation.
Mr. Stiles two sons -Harvey and Allison,aged 13 and 11, re­
spectively -frequently sign up on the spare board and are called
for trips with Engine No. l,providing pleasant and diverting trans­
portation for their friends.
Besides being an avid liliputian steam locomotive enthusiast,
r~. Stiles is most particularly interested in prototype operation.
Before the disappearance of the steam locomotive from the Maritimes,
he was able to drive a number of engines. Today,he readily affirms
that he is not the least bit interested in diesels 111 •
While the day of the steam locomotive on Canadas main line
railways has passed forever -to all intents and purposes -the
diesel-electric locomotive has yet to displace the immortal steam
locomotive on l1r. Clarence Stiles Happy Valley Railway of Harris­
ville,New Brunswick -one of Canadas last enclaves of steam power.
ID~iDIS
at thl Bottom
of the
From Information and
Photographs from
Mr. R.C.Tibbetts.
~
iN RESPONSE TO THE NOTE IN A RECENT ISSUE
of CANADIAN RAIL concerning the loco-
motive collection in the yard of
Tibbetts Paints Limited,Trenton,N.S.,
Mr. Tibbetts himself was kind enough
to send the accompanying photographs
and some information for publication.
Not everyone is fortunate enou@l to have four genuine steam loco­
motives in his yard. By the same token,not everyone is smart enough
to recognize an opportunity and to take advantage of it. This may
be the reason why Mr. Tibbetts has engines allover his garden –
not just at the bottom.
AS can be determined from the accompanying data slleet, Mr.
Tibbetts t real challenge will be faced when he decides to build a
railroad on which to operate his engines.
Letts see -there will probably be
four tracks. One common track. An­
other one 30 inches from it. That
takes care of Number 5. Thena se­
cond track, six inches peyond. That
allows Number 151 to operate. Then,
twenty and a half inches further on
the fourth traCk; Numbers 42 and
7260
will find that useful.
Now comes the question of switches. Of course,each engine will be
housed
in a separate engine-house -both for display purposes and
to facilitate essential repair work. Unless,that is,a general work­shop
is constructed to accommodate any or all of the locomotives •
If this l1appens,it will take all the fun out of what now follows •
With
three separate engine-houses,
at least one switch will be essen­
tial. And it will be a dillyl May­
be we could get one from CNts yard
at Port aux Basques,Newfoundland •
This would take care of the 36-inch
requirement and the 56~-inch con­
dition. The 30-inch essential will
have to be homemade.
CANADIAN
193 R A I L
Faced with the problem of three rails on one
side of the track and one on the other -or
any variation thereof (2:2,1:3),the length
of Mr. Tibbetts main line will probably be
kept to a minimum. You cant really argue
the pointl
And now for a word about the motive power.
Number 5, the 30-inch gauge 0-4-0T, .. las last
used by the Dominion Steel & Coal Corporation
at their Trenton ilorl(s,Trenton,N.S~ She ran
on the private railway that the Company used
to service their various buildings. Her sole
mission in life seems to have been to haul
cars of coal and scrap to and from the var­
ious furnaces in the complex. The men who
drove her told ~tt. Tibbetts that she was a
very strong 11 ttle engine and one of the bet­
ter ones of her kind.
An unusual distinction was conferred on Number 5 some years ago,
when the Association of Hobby Manufacturers Incorporated in the
United States listed her in one of their model catalogues. Pre­
sumably, there /ere some purchasers of this attractive model and
today, anyone who has a model of this locomotive can go to Trenton
and inspect the prototype, first-hand.
~ No. 42 of the Acadia Coal Company, since 1963 the property of Mr. Tibbetts.
~ Ex-Canadian National Railways 0-6-0 tender engine Number 7260, standing
at the bottom of Mr. Tibbetts garden. She was built by the Canadian
Locomotive Company,Kingston,OntBrio, in 1905.

CANADIAN
195
R A I L
Number 5, the 0-4-0T saddle-tank still has her Baldwin builders
plate,but not much else is standard, including her gauge! In
the background is 0-6-0 Number 7260.
o-4-CYr Number 151 1as also owned by tile Dom­
inion Steel & Coal Corporation, but ~las accus­
tomed to ,~ork at tile Sydney Steel Division,
at Sydney,N.S.,on Cape Breton Island.She,too,
was purcllased to run on DOSCO s internal
narro~l-gauge rail~ay and her function las
probably the same as Number 5s.
The standard-gauge display is headed up by Number 42, a 2-6-0 once
o1med by the Acadia Coal Company Limited of stellartor., N.S. and
acquired by r.fr. Tibbetts in 196). Number L~2 las for years a prime
CANADIAN
196
R A I L
target for railway enthusiasts visiting the Stellarton-Ne1 Glasgow
area and became almost as renowne d as the ancient 0-6-0 SM-ISON of
the General lUning Asoo ciation, presently imprisoned in a steel-and
concrete structure in New Glasgol, N .S.
Second largest in Nr. Tibbetts collection is
Number 7260,a standard-gauge switcher (0-6-0)
built in J.906 for the Intercolonial Railway
Company and road-numbered 809. Renumbered 7075
by Canadian National, she was last used by the
Drununond Coal Company of Westville, N.S. and ;-Ias
acquired by Mr. Tibbetts in 1964.
Altogether,Iv1r. Tibbetts bas a very comprehensive collection of mo­
tive power. It is hoped that in the due process of time, some -if
not all -of these engines may be restored,exteriorally and in­
teriorally,so that some or all of them may, from time to time -and
city ordinances respecting air-pollution permitting -emit delicate
;lisps of steam llhile standing and, while operating, produce from the
smokestack with every cbuff a cloud of pure,white,unpolluting,quick-
ly-evaporating vaporized water 1 .
Engines 1n Ilr. Tibbetts Garden
Eng. wt.on wt.engine
~ ~ ~ ML ~ ~
~. ~. B.P. T.E.
~
&: tender
5 30 Baldwin Loco 44823 1917 0-4-OT 26 165
Philadelph1a USA
42 56t Schenectady Loco ? 1899 2-6-0 19×26 54 180 26,200 122,000 230,000
Schenectady USA
151 36 Montreal Loco 1942 O..li-OT 42 180
Montreal, Canada
7260 56t Canad1an Loco 1906 0-6-0 19;<26 5111 200 28,080 123,000 214,000
}(1ngston,Canada
Wlll11LS
Editorial Staff CANADIAN RAIL
1971 IS SURE TO BE AN INTERESTING YEAR ••••••••••••
for diesel loco fans as far as MLH Industries is concerned. Sched­
uled for spring delivery Here lON-nosed Nigerian Railways MX units
on narrOlI-gauge 4-axle trucks,tile Roberval & Saguenays long-await­
ed pair of M-420TRs,a series of six-axle standard-gauge units for
Yugoslavia Mexico. MUI-I hoped to keep everybody happy (1) by building a few
units for everybody, all at the same time. Sound confusing? Imagine
the problems IvlLH-I VIill face -li th four types of units in various
stages of production all at once. Among neVI orders for MUI-I is
one for PGE-BCR for six M-630s and two M-420s (another new model)
vlhich Iill probably be completed in 1973. K. Goslett.
CANADIAN
197
R A I L
THE BRITISH COLUMBIA RAILWAy .•••••••••..••
formerly the Pacific Great Eastern Railway,had a serious derailment
on February 19,1972,writes Pacific Coast Branch member Dave Davies.
24 cars of a 75-car freight southbound from Squamish to North Van­
couver were derailed on a sharp curve at Fisherman IS Cove,near the
Horseshoe Bay ferry terminal. Four of the freight cars crashed down
the steep,rocky cliffside, demolishing one house and seriously dam­
aging another. Six more cars were scattered over the cliff area.
PGE Vice-President Joe Broadbent said in the Vancouver SUN that the
derailment appeared to have been caused by the rear truck of the
third of three diesel units on the head-end coming off the track.
This maverick unit was, awkwardly enough,Number 713, a recently re­
ceived (January 5) M-630 from MLW Industries,Montreal.
Mr. Broadbent said that apparently the rear truck derailed on a
sharp curve, where new track had been laid in 1956 and realigned and
resurfaced in September, 1971.
Mr. Broadbent pointed out that although the new M-630s weigh 180
tons, compared with a gross ,eight of 120 tons on older units, the
total weight was spread over 6 axles instead of 4,resulting in the
same per-axle loading. Subsequently,a 10 mph. speed limit was im­
posed on the Fishermanls Cove Section,with a 15 mph. limit on the
remainder of the line through Hest Vancouver to North Van.
Damages
to the new $ 415,000 unit (713) amounted to about $ 700,Mr.
Broadbent said.
CP SHIP I S NEVi PRINCESS OF ACADIA •.••••••••
is transporting passengers and automobiles between 1.Jest Saint John,
New Brunswick and Digby,N.S. at $ 3.00 per person and $ 10.00 per
automobile, compared with a former $ 3.75 and $ 17.25 tariff, writes
John Whitmore of Hindsor, N .S. IVhile the ship is easier to load and
unload than the vessel formerly used,Mr. Ilhitmore feels that the
passenger accommodation is rather uncomfortable and inhospitable.lt
is also somewhat difficult to reach the ferry dock from CP RAlLis
station in Vest Saint John, ci ty bus service being about 1 mile dis­
tant and taxis frequently entirely unavailable.
VlITH .HEFERENCE TO THE PICTURE CAPTIONS •••••.•••••.•••
on page 91 of the March, 1972 issue of CANADIAN RAIL, the following:
Question: vllien is a 2-6-0 a mogul?
Answer
Fhen you use the vlliyte system of steam locomotive classi­
fication.
Question: When is a 2-6-0 a prairie?
AnsvTer Hhen the Editor of CANADIAN RAIL vlrites the picture cap­
tions.
Moral: Apologies are in order to Mr. Kemp and to the readers who
were thereby irritated.
EARLY IN IlARCH,1972,CANADIAN NATIONAL RAILWAyS •••••••
announced the addition of five experts to the slurry pipelines re­
search group of the Company. The movement of coking coal, iron ore,
potash and sulphur by solids pipeline is being studied,for obvious
reasons t
CA NAD IAN
198
R A I L
.. NO ONE HAS MORE SURPRISED ••.••••••.•.••••••
than Canadian National Railways,when it was suddenly necessary for
that Company,too,to lease power to alleviate an alleged motive po!­
er shortage. Forty C&O Geeps -21 to Montreal and 19 to Calder
are helping out with the winter-spring-summer traffic. In case you
are wondering, they are GP9s and are slightly the Iorse for llear
and tear l
IN A DEMURE ANNOUNCEMENT APRIL 3 ………. .
Canadian Pacific Limited announced that the first pllase of redevel­
opment of the jli-ndsor Station area in downtovm Montreal is schedul­
ed to start this summer. It will comprise an office tower and a new
station facility.Cost Nas not stated,but estimates unofficial are
in the neighbourhood of about $ 250 million.
AS THE SUN BE CAME HARMER AND Iv ARME:R .••..••..•.•….••
in late February and March,1972,Ken Goslett had a few surprises in
the pOHer coming in to CP RAILs St. Luc Yard,Montreal. In addition
to the leased Lake Superior & Ishpeming GE U-23-Cs,lIhictJ came east
with surprising frequency,DelaHare & Hudson replaced temporarily(?)
the Napierville Junction Raihlays two ailing and aging MLH RS-2s
~ith various GE U-23-Bs. NJ Number 4050 Blackbird v.Jas in parti­
cularly bad shape,due to the ingestion of almost toxic amounts of
snow. The two 2250 hp. four-axle GEs off the D&1-l with their dis­
tinctive barking exhaust,handled NJs four daily freights with ease,
to the delight of the crews.
Depending on performance,D&H might be interested in acquiring a
pair of ML1t1 Industries M-~20TRs, a la Roberval & Saguenay.
A POPULAR TOPIC OF CONVERSATION .•..•••.•••..•…•…
in railroad engineering offices these days is track olear, particul­
arly in the light of the rash of derailments early in the year on
both CN and CP RAIL. CN began a very comprehensive series of tests
at Riviere a Pierre in northeastern Quebec early in the year, to
determine just what effect diesel unit size and weight have on the
track.
Two interesting observations resulted. First,as expected,six-axle
units produce much greater lateral forces on rail than do 4-axle
types. Second,probably because of the unique fleXible rubber pads
which hold the bodies of MUI-I M-630s and M-636s to their trucks,
these units produce a greater lateral force on the rails than do
their DD-GMC counterparts,the SD40s.
One result of these tests was to prohibit operation of all six­
axle units from Montreal-Chicoutimi service and to view the neIY
DOFASCO Hi-Ad truck,used on MLVI-I units,with more and more sus­
picion. These findings may well initiate a trend to 4-axle pO~er
on anything but the very best track with the very smallest degree
of curvature. CN has already booi DD-GMC: Diesel Division,General Motors of Canada.
LAST STEAM ON CANADIAN NATIONAL •••••.•
John Whitmore,our member in Windsor,Nova Scotia,reminds us that the
last regularly-scheduled run on Canadian National Railways, hauled

CANADIAN
200
R A I L
by a steam locomotive,lIas Train 64 -The Pas,Manitoba to Winnipeg –
arriving April 25,1960 with engine Number 6043 (U-l-d). Regular
engine assigned was Number 6000 (U-l-a), but No. 60
L
f3 made the last
run.
ON THE DELAHARE & HUDSON •.••••••••••••
power pooling between D&H and Erie-Lackawanna,together with termin­
ation of some on-line iron ore hauling business,has made more of
the D&Hs RS-3s redundant. Five were sold in January,1972 and ano­
ther five in February. Nos. 4096 and 4098 went to the Vermont Rail­
way in February,another to Precision National Corporation (PRENCO)
and tIO others to a dealer. Among those sold in January were Nos.
4005 and 4021,equipped with steam generators for you know what!
FRIDAY,MARCH 3,1972,WAS A DAY OF SURPRISES ••••••••••
for the citizens of Hawkesbury,Ontario,writes member Gerald Boone.
At 12.15 p.m.,a RAPIDO consist of Canadian National,entitled the
Norda Special came down the Glen Robertson Subdivision from the
Montreal-Ottawa main line.
In the consist was CN unit Number 6791,coach 5653 and parlor cars
Bonheur,Elan and Bon Jour. In addition to the normal crew,the
special carried a steward and two car inspectors,to couple and un­
couple the cars,during the wyeing operation at Hawkesbury. There
was also the trainmaster,who was in charge.
The purpose of this special movement was to bring a group of vis­
itors to the Norda Companys plant at Vankleek Hill,Ontario. Since
the CN s station there was demolished last year, the passengers de­
trained at the road-crossing,near the plant. While the group tour­
ed the establishment, the Norda Special proceeded east to Hawkes­
bury,where it was wyed. The guests ere entrained at the same road­
crossing for the return trip.
EX-D&H PA-lS,NUMBERS 17 & 19 …………….. .
Gone but not forgotten -were still at GE Erie,Pa.,as of April
Fools Day,writes Jim Shaughnessy, set aside with orders not to
touch,wrinkle,spindel,tear,fold,staple,mutilate or cannibalize!
Dont forget to tune in next month!
Meantime,ex-D&H Number 16 on the Greenbriar Railroad has a damaged
main
crankshaft bearing and,while it can be operated,the middle
main crankshaft bearing and the crankShaft at that point have been
scored and will have to be repaired.
GENERAL MOTORS OF LONDON,ONTARIO •••••••••••
recently announced that what used to be kno,m as General Motors
Diesel Limited has now become Diesel Division,General Motors of
Canada,Limited. This apparent divisionalization of GMDL is actual­
ly a consolidation of all of General Motors Canadian operations.
A RETURN OF TURBO SERVICE ••••••••••••••••• ,
on
Canadian National Railways between Montreal and Toronto eraly in
1973 is planned,according to a joint announcement by CN President N.
J, MacMillan and United Aircraft of Canada President T,E,Stephenson.
CANADIAN
201
R A I L
UAC will make a number of modifications to TURBO equipment.These are
to be followed by a series of operating tests including some 15,000
miles of TURBO operation. The trains vlould then be placed in revenue
service for a 3-year period, during iyhich economic and performance re­
sults vrould be evaluated.
Under the new agreement, the existing 5 seven-car sets v!ould be modi­
fied to 3 nine-car sets, increasing the capacity of each set to about
400 passengers. A number of mechanical changes ,Iill also be made and
turbine horsepower will also be increased.
Five TURBO trainsets ~Iere placed in Montreal-Toronto service initial­
lyon December 12,1968, but were removed on January 6,1969 for modi­
fications for winter operation(!). Three of the five trainsets were
returned on May 25,1970 for morning service in each direction and
on June 22,1970,afternoon service between the two cities was added.
On February 1,1971,the TURBOtrains were again taken out of service,
when reliability of operation declined due to mechanical difficul­
ties. Mr. MacMillan said that despite delays and uncertainties -a
condi tion common to nei concepts in ground transportation -CN has
gained valuable experience with TURBO, which will be of invaluable
bebefit in evaluating future equipment needs. S.S.i/orthen.
THE GREEN MOUllTAIN RAILROAD ••••••••••••••••••

threatened ,lith extensive maintenance repairs on its steam engines
and ridiculous regulations from the environmental pollution experts
of Vermonts Health Department, let it be known that they would sell
their three steam locomotives for $ 90,000. Then the rumor mill be­
gan to grind. First story said that country-and-western music star
Johnny Cash ivaS beating a batter with Colonel Saunders of fried ch­
icken fame to purchase the engines for use at a Disneyland -type es­
tablishment somevlhere in the south-central United States. A finger­
lickin good ideal Second story said the engines lJould be bought by
Southvlestern Virginia Railroad, a subsidiary of Johrmy Cash-Carter
Family Enterprises,for a fixed operation on 30 miles of Southern Ra­
ilway trackage from Bristol to Moccasin Gap, Virginia, as ilell as oc­
casional long-distance trips. H.t-l.Rhymer is president of SOUVARR,
based at Appalachia, Va. The Company h,as bought Quakertown & Eastern
No.4, a 2-8-0 ex Buffalo Creek & Gauley and may acquire Green Moun­
tains three steamers, if negotiations are successful. J.J .Shaughnessy.
VERMONT RAIUI/AY HAS PURCHASED ••••••••••••••••
hlo D&H RS-3s from the several available, which, with the blo ex-Lehigh
and Hudson River RS-3s,makes four. This indicates that the two VRR
ex-Rutland ALCO RS-ls will be retired. No. 403 has not run in sever­
al years. No. 404 came from the $00 Line, in fact. No. 402 is the
only ex-Rutland unit still in service on the Vermont Railroad.
J.J.Shaughnessy.
CP RAILS LAST Tll/O UNITS, NUMBERS 5587-88, •••••
of a twenty-four unit order from DD-GMC,London,Ontario for SD40-2s,
for coal unit-train service in British Columbia, were spotted gliding
into Montreal on March 26,1972. Hhen you realize that the first units
of this order were delivered on February 16,1972 (NOS. 5565-66), the
capacity of DD-GMC is obvious.
CANADIAN
202
R A I L
The 40-2 series-
five standard road locomotive models
S045-2
3600 horsepower
(turbocharged)
S040-2
3000 horsepower
(turbocharged)
S038-2
2000 horsepower
GP40-2
3000 horsepower
(turbocharged)
GP38-2
2000 horsepower
CANADIAN
20J
R A I L
Wonder what happened to CP RAILs proposal to electrify the Calgary­
Vancouver
portion of the main line? Atter numerous studies and over­
seas tests,no announcement has yet been made. The most that has been
said is Not if, but when! After the winter of 1971-72, which saw the
~.ogers Pass area closed an equivalent of 1 IOOnth in 3, CP RAn. ldll
~econsider stringing wire through the mountains and the canyons.
Snowsheds may be indicated! K, Goslett.
CANADIAN NATIONAL RESPONDED TO •••••••••••••••
the Canadian Transport CommiSSions recommendation that sleeping,
dining and parlor car charges be entirely divorced from straight
pasAenger transportation charges (coach fares) early in March,1972,
by dolOg
just that. Shortly thereafter, there was an announcement
that sleeping car tariffs would be increased from 5 to ~,effective
June 1,1972. CN painted out that the increase was necessary in the
light of the CTC directive that sleeplng and dining car services
must be self-supportlng.Coach fares and cash meal prices remained
unchanged in the new tariffs.
JUST AS MLW-rnDUSTRIES Fl1IURE LOO)(ED BRIGHT ••
with a fat backlog of orders good for at least 18 months, new dif_
ficulties developed With produ~~ion units. The new series of MX mo­
dels for export was,on paper,a great improvement on the older export
design, borrowed a few years ago from ALeO Products, late of Schenec­
tady,NY. One of the most important advantages of the MX model was
that it offered h1gher horsepower than prev10usly advertised in
lightweight export units.
Higher horsepower was achieved in two ways. F1rst~MX series units
were offered on a new truck -a four_axle HI-AD -with three axles
po\-ered and the fourth, the outside axle on each truck.,being a bogie.
By d1stributing the we1ght over eight axles,a proportionately heavier
prime-mover could be used.
But alas, when the new truck was first used on a series of 35 East
African Railways units, there were headaches. While the precise nature
of the headaches io unknown,they were sufficiently seriOus to cause
MLW Industries in March,1972,to recall for modificat1on all those
trucks which were completed 1n conjunction with the order for N1ger­
ian Railways. The
second problem i5 with the model 251 V_8 prime_mover of ALeO
C-4l5 fame,wh1ch 1s to power these latter units. The V-a was selec­
ted because it could deliver 1750 hp.,yet d1d not weigh as much as
the model 25~ V-12. But in operation,the V-~ developes severe vibra­
tion in the upper rpm. ranges,the same as 1ts v_16 and V-IS brothers,
used in CNs M_636s and CP RAllos lonely 1~-b40. In mid-March, MLW_I
hoped to reduce vibration by mounting the prime_mover on rubber-pad
engine mounts, K. Goslett •
.., = =?
Not ao archival I Canadian National Railways ~estbound RAPIDO pau888
at Brockville,Dntario, on Sunday, 20 Ssptamb.r 1970, meking its un­
echeduled stop to change angine cre~. Motive power i8 units Numbera 6763
& 6764. Photo courtaay Dr. Robart F. Laggat.
CANA.DIAN RA.IL
publleh.d by .h •
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e 0-::: annually
PRODUCTION P Murphy
V1.8IT:.lZ I..:.l
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ASSOCIATION BR..ANCHEB
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