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Canadian Rail 257 1973

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Canadian Rail 257 1973

IVO. 257
JUIVE 1973 •

~ ,~ ~ 1=11: ,~ H=: ~ ,~ ~ p:r!: ~
~ -~– = – -~ = ~ = 0
Philip Mason
~ f you th1nk of CP RAIL for a moment –
~ not in terms of number of locomotives
and cars owned, nor as a divisional
entity, but as o. piece of Canadian folk
history -more than likely your thoughts
will turn toward the Rocky Mountains.
Somehow, the miles of prairie branch-lines or the metropol­
itan operations between major eastern cities do not characterize CP
RAIL half so well as the rails that wind their way through the high
mountain passes of our western cordillera. Famous names such as La­
ggan, Field Hill, Rogers Pass, Stoney Creek Bridge and Craigellachie
quickly come to mind. With all of these heroic images swimming about
in my head, added to a great love for mountain scenery, my choice of
CP RAILs Revelstoke Division as a location to begin a career on the
railway -albeit only for the summer of 72 -was natural.
There is a myth among railway enthusiasts that the railway
companies never hire new talent. With this impression in my mind, I
less than optimistic about being hired as a trainman, as I fil­
led out an application form at the local Canada Manpower Centre in
Revelstoke, British Columbia. To my great surprise, a few minutes
later I was reading an eye-chart on the wall of a supervisors of­
fice at the railway station.
Eyesight checked, my next appointment was at the general
office, where a clerk presented me with a mammoth quantity of liter­
ature pertinent to my new job, and a switch-key, also pertinent. In
the space of half-an-hour, I was mysteriously transformed from an
itinerant rail fan to a very green student trainman. At the time,
the whole prospect before me was rather frightening.
To qualify as a trainman on the Revelstoke Div­
ision of CP RAIL, it is necessary to make three
unpaid trips to each end of the division in the
cab of a diesel locomotive, in order to learn
the route and the signal indications. In addi­
tion, two shifts of switching in the yard have
to be completed. A student trainman has to copy
out the rule-book almost verbatim and must un­
dergo a complete medical check-up. When I made
my first trips, I was merely an observer and,
from the point of view of a student, these
trips were routine. They seemed just like any
cab-ride I had taken as a railfan. With time and
experience, I gained more knowledge and became
more of a railwayman than a recycled railfan.
main line at Flat Creek, British Columbia, embellishes our cover.In
the siding is CP RAIL Train 2, the Canadian. The date is 18 Sept.,
Opposite, CP RAIL Extra 5509 west, a coal unit-train with SD 40s
on the point, passes Revelstoke, B.C. station on 13 August 1969. The
photographer was Ronald C. Hill.
Just before qualifying, my fellow trainees and I went through a
busy morning at the station at Revelstoke. First, a senior conductor
led us around the yard and taught us how to remove coupler-knuckles,
cut out the brakes on a defective car and other bits of knowledge ,
which would come in handy later on -so he said.
With our health certified and our training completed, all that
stood between us and full employment and a guaranteed wage was the
oral rules examination. Fears of a gruelling war of wits with the
examining trainmaster were soon dispelled. The examination was easy
and all the candidates qualified. A pep-talk followed, during which
we were told who was boss and admonished not to forget it.
And there we were, genuine spore-board trainmen~
August Ist.,1972, was a quiet day. The day before, I hod
returned to Revelstoke on a freight from Kamloops, B.C. and so had
been able to enjoy a full nights sleep. Most of the following day
was spent lazing around the boarding house, watching TV soap-operas.
Soon after supper, the crew-clerk called me with the notification
for train duty that each member of the crew receives two hours be­
fore he is due to report for work. The call was for Kaiser Train 804,
an empty coal unit-train returning to Fort Steele, B.C., 269.3 miles
east and south, with 89 cars and ROBOT units mid-train. This run was
to cover 90.7 miles of the Mountain ~ubdivision, from Revelstoke to
Golden, over the Selkirk Mountains via the Connaught Tunnel under
Rogers Pass.
The word from the crew-clerk gave me just enough time to
watch one more TV show, change and make the fifteen-minute walk to
the station. Revelstoke is a railway town, the first division point
west of Calgary. Walking down the street, battery-lantern swinging
from my right hand, I was looking forward to the trip. A grubby
travel bag with Intercity Electric and a British Rail symbol – a memento
of several railfan escapades -contained my lunch, time­
table, rule and operating books, an oversize shirt, pliers and cam­
The population of Revelstoke is about 5,000 and it nestles
among the surrounding mountains on the east bank of the Columbia Ri­
ver. Everyone in Revelstoke lives and/or works within earshot of
the railway and, as I walked along, I could hear the yard engine
switching cars a few blocks away.
Arriving at the station, I ducked into the small crew-room
to meet the conductor and rear-end brakeman. I gave the conductor my
handy rubber stomp -which carried my nome and employee number. This
he would use to fill out my trip-ticket, the document which, at a
later date, would be used in making out my pay-cheque. Two sets of
train orders waited on the counter of the crew-room. The conductor
took one set and I took the other for the head-end of the train.Be­
fore leaving the station, the train-order numbers had to be checked
with those listed on the covering clearance form, to make sure they
were all there.
No train orders, per se, are required for meets or special
moves on the subdivision, as this is CTC territory. The train orders
I received consisted of bulletins describing the locations where
slow orders applied, where maintenance-of-way crews were working or
where there was faulty track or switches.
Satisfied that there was a complete set of orders, a mum­
bled goodbye to the tail-end men started me off towards the shop-
track to join the engineer on the lead unit. The shop building at
Revelstoke is a vast, dilapidated, wooden structure and although it
still makes some repairs on diesel locomotives, it must be as old as
Canadian Pacific Limited, itself. Around the corner, I spotted the
lead units for my train, waiting on the servicing track. ROBOT units
are serviced in the train on the siding. A Montreal Locomotive Works M-630,
3000 hp. C-C road freight engine, Number 4553, would lead the
consist up the hill. Empty coal trains are powered by four units:two
MLW M-630s on the head-end, a ROBOT car and two GMDL SD 40s mid-
The engineer was already at the controls and, the moment I
got on board, the diesels began to move. Engineers are paid termin­
al detention for the time spent between leaving the shop-track and
the departure of the train. Hence, the prompt exit from the service
track, although our train was not scheduled to leave for at least
another half-hour. The two lead units idled their way through a ser­
ies of turnouts and onto the lead which would take them to the east
end of the yard,where the train was waiting. The units slowed to a
stop and the restarted gently. There was a muffled clash of couplers.
The air-hoses were connected and the engineer revved up the diesel
motors to pump up the train-line. I climbed up into the cab to get
acquainted with the engineer.
At the throttle for this trip was Jim, a friendly, young
engineer. Jim was profoundly interested in British Columbia politics
and on ardent worker for the candidate of the New Democratic Party.
Of paramound importance, was the upcoming election. My support was
vigorously solicited. Unlike many engineers who prefer to dress in
the traditional striped overalls and cap, Jim was wearing slacks, a
white shirt, a windbreaker and oxfords, rather than the usual heavy
While we talked, I checked the emergency flagging equip-
ment kit and peered into the nose of the unit, to ascertain the
serial number of the two-way radio. Several of these expensive con­
traptions had vanished at intervals and, in an effort to eliminate
these disappearances, the number of each set had to be reported by
radio to the yardmaster before the train left. Shopmen in the ROBOT
unit checked the remote-control functions of train-handling and our
conversation was interrupted by 4553 independent release and other
commands over the radio.
The trains braking functions are controlled by a series of
pushbuttons located on a console above the control-stand. Jim pressed
one of these buttons in response to a request. The result was normal.
The shopmen finished their checks and the radio was momentarily qui­
et. When Jim finished reading the train orders, I read them. Minor
chores completed, we resumed our conversation which ranged widely . A
discussion of religion, drug abuse and other topics of the day en­
sued. Two tracks over,a freight arrived from the west and I climbed
down to talk with the head-end brakeman, as he cut off the head-end
By now it was dusk and the engineer on the other freight
radioed to Jim, Sing me a few bars of Canadian Sunset. This Jim
did with gusto, as the sky to the west turned a beautiful crimson •
Indeed, there is nothing to compare with a Selkirk sunset and the
sight of our train strung out behind us and the mountains of Eagle
Pass silhouetted black against the vivid evening sky was quite un­
forgettable. A short freight arrived from the east. The radio sput­
tered Set em up •••• OK to release and the engineer responded to
T ..


~r 2 4 8
~o ~ l:~ The The
952 80
~~ 1———–:i ~~ Monlreal Dominion Dominion
go g. g. u ~ Seaboard
~~ STATIONS ~ ~i P~9. Pitg!. Psgr. freight Frtl!ilhl Freight Frelllht
_____________ . __ 1_ (lDaH), ~ aDall~ aOtily ~~OI.IIY OD~ilY_
.0 ON
4.1 T
8.2 T
12.5 T
17.0 ON
22.6 T
… FIELD …………. ZKA C 6.50 14.10 14.50 3.45 9.20 12.20 21.35
OTTERTAIL …………. 0 A 77
…. MISKO …………. _.. …….. 71
6.32 13.55 14.34
6.21 13.39 14.25
13.27 14.15
5.59 13.15 14.00
3.24 9.00 11.55 21.15
2.58 8.46 II .42
2.47 8.36 11.32 20.51
2.35 8.25 11.20 20.40
. PALLISER ………. Z/.. 74 5.45 13.00 13.40 2.10 8.03 10.55 20.20
—-5.2 .——1—.——–I-
27.81 r
…. _ .. G 01 69 5.29 12.44 13.24 1.50 7.45 10.35 20.00 3.9
CLOISTER …. _.__ 26 5.15 12.30 13.10 1.30 7.25 10.15 19.40
3 3 N 113
Z._ ji:i..k?~~~Jm~.s:~~WFG Os 44 s 5.05 12.20 s 13.00 1.15 7.15 10.05 19.30 35.0 D NI
41.5 T
47.5 T
…… FOP.DE ..
59 14.51
75 1 4.40
12.03 12.44 24.52 6.55 9.46 19.13
12.33 24.40 6.43 9.34 19.01
4.0 51.5
T.~ ……………… DOI!ALD …. __ .. _. …….. 69 1 ~.31 11.45 12.26 24.32 6.35 9.26 18.53
s6:7!TI~ -.. -… -_-REDt~A-V-E-_-… -… -._.-_ -…. -.. -8-1 1-
—1-1.-3-5 –12-.-15–24-.2-0 -6-.25 -9-.-14—18-.-40-
0 N.i Z ……. BF.AVE~~OUTH .. VWF V ~~ s 4.04 s 11.20 s 11.58 24.00 6.05 8.54 18.20
I; 4.B 40
67.8 T I;; I ….. ROGERS ~~
I 2.6
iO.4 T 11~1 …………. GRIFfiTH .. ..
73.4 T I~ …………… STUP.O;::E …. _ .. ZW ….. .
•. 1.3 3.50 1
11.08 11.44
59 i 1.39 3.44· 11.03
35 10.57 11.33 3.38
lj.45 5.47 8.39 I B.OO
23.20 5. iO 17.31 8.21
17.21 5.00 8.12
74.7 T
I} ……. GUT~·.N;C. 30 3.34 10.54 11.30 23.10 4.53 8.05 17.14
77.1:0 I~;~ ZSTO; 79.0 I T I~.~{z * CO;N~UGHTZXRII ……
65.5 😀 tJ;~ 12 Z.G~A~IER.VXvfl G
3.25 10.45 11.20
50 s 3.05 s 10.25 s 11.00 22.50 4.30 7.45
22.30 4.10 7.25 16.15
—-4.2—· .–.——.. —,1————.-
89.7 r
93.2 T
.. ROSS PEf.K. …
…. _ ……. FLAT CREEK ..
2.48 10.12 10.47 72.07 3.52 7.08 15.48
10.02 10.37 21.55 3.40 6.53 15.3-1
98.2 T ……… JLLECli~/AET …. W . 32 2.23 I 9.47 10.22 21.37 3.20 &.20 15.16
!02.1 T
,z…… -DOt~lIE … I 51 2.121 9.39 10 13 21 26 3.09 &.09 15.05
10~.8i~~~1 lLBER~~{;VONZyWFIt.UI ~~ s 2.03 _9~~~~-=~
1:0.1 I. T I ……… LAUflETTA … –72 1.50 9.19 9.54 21.00 242 5.42 14.41
: 0
: !5.: T, l ……… TW:~J GUTTE.. …. ZWI..I ~6 I.~S I 9.09 9.-14 20.~S 2.301 5.30 14.30
119.5 T
i ……….. GflH!·V …. ·· …… ·· .. I···1 75 1.,0, 9.CO 9.35 20.37 2.{O S.20 14.20
:25.7:DNl Z .. _ …… Rt.Vr.LSTOKF. ………. KB vi …….. 1.151 8.451 9.20 20.20 2.CO 5.00 14.00
-I—I·—–~ .. —,.–O;;;I~·I-;O;;;–;o,;;;rzo,u; 1~1y-I~1
* No PS31n9 track
2 4 9 952 80 82 84
10 loave Fiold.
1.10 k. nrrivo Rcvel,teke … 7.35 k, Wodnesday and 5,llIrday.
172 R A I L
the carmans request, as the latter inspected the train brakes. In­
spection completed, our train was ready to roll. 89 cars all work­
ing came over the radio from the head carman.
The engineer released the brakes and simultaneously open~d
the throttle. The M-630s came to life with their characteristic th­
rack-thrack coughing exhaust and, half-way down the train, the GMDL
SD 40 3000 hp. units picked up their harmonic whine.
As we began to move, the conductors voice over the radio
reported All moving •••• highball. Coal unit-trains with tight-lock
couplers on the cars are virtually slack-free and with mid-train
units, the rear-end starts at almost the same moment as the head-end.
The train accelerated quickly and Revelstoke yard was left behind,as
we headed east up the narrow valley of the Illecillewaet River.
On our journey that night, we climbed 2,307 feet in the 40.2
miles to the summit at Glacier, then dropped 1,218 feet in the rema­
ining 50 miles to Golden and the junction with the Windermere Sub­
division. We followed the valleys of the Illecillewaet, Beaver and
Columbia Rivers in the process.
At the east end of Revelstoke yard, the line turned abrupt­
ly east, past a disused power dam on the river, and began to climb
up the narrow valley to the Connaught Tunnel in Rogers Pass. The
noise of the diesels was momentarily dominated by the rivers roar,
as it ca~caded over the power dam, while our train of empty bath-tub
cars squealed around the curve on d ledge above the torrent. For the
next mile or so, railway and river shared Box Canyon, with the track
curving back and forth and finally crossing the river on a through­
truss bridge. The railway crosses the Illecillewaet ten times be­
tween Revelstoke and Glacier.
Greeley is the first passing siding in the canyon. It was named
in honour of Horace Greeley (1811-1872), editor of the New
York Tribune, who popularized the expression Go west, young man.
Today, Greeley is the location of a livestock farm and a camp-ground
that advertises itself as ideal for lovers, fishermen and ( of all
things) rai.lfans~ •
valley walls steepened and curves were more frequent
and sharper. Even in the height of summer, it is cooler here than in
Revelstoke and, this evening, it was more comfortable with the cab
windows closed and shirt sleeves rolled down.
Before long, my train was passing Twin Butte, the siding
named for the twin mountains visible to the west. There was little
traffic on the Mountain Sub. that night, so our train rumbled past
most passing sidings without slowing. Speed upgrade was about 25 mph.
Jim, the engineer, being somewhat of a speed merchant, moved the
consist up the hill at a brisk clip. You could feel the trucks on
the unit hunting and hear the wheels on the coal cars squealing, as
the bath-tubs wound around tight curves.
A half-mile stretch of tangent track on an embankment in
the gorge marked the site of the former Lauretta siding. When CTC
(Centralized Traffic Control) was installed on the subdivision, about
half of the passing sidings were eliminated. Today, a widening of
the roadbed and a few discarded ties are all that remains of these
operating points. Present passing sidings are about five miles apart.
Now the line curved close to the river and the Trans-Canada
Highway, which shares the same narrow valley, appeared for the first
time, above us on the opposite side of the river. Rumbling around a
tight curve, our train passed through a short, unlined tunnel. Be­
yond the tunnel lay Albert Canyon siding.
Albert Canyon of the Illecillewaet River is a short box-dan-
yon at an angle to the main valley. Far above us was the Albert
Icefield. The canyon and the icefield were named for Albert L. Rogers,
nephew of Major A.B.Rogers, discoverer of this famous pass through
the Selkirk Mountains. In 1881, Major Rogers sent his nephew and a
companions over the crest of the Rockies via the already-disco­
vered Yellowhead Pass, to attempt to penetrate the Selkirks through
a pass from the west. Majar Rogers himself intended to cross the
range from the east. Albert Ragers was successful in accomplishing
this feat, but the members af his expedition very nearly starved
during the arduous trip.
In the days of steam, Albert Canyon was a busy place. It
was the operating point where eastbound freights frequently picked
up pusher engines to help them up to and over the pass. After 1916,
the pushers worked up to Glacier at the west portal of the Connaught
Tunnel. There was once an engine house here and several small homes.
The engine house is no more, the homes are deserted and the location
stinks of rotting grain, spilled from a recent derailment. It is a
folorn place in the midst of the mountains.
East of Albert Canyon, the grade steepened, the narrow val­
ley became wilder and the mountains grander and higher. A short dis­
tance further on, the Illecillewaet River was roaring through a deep
gorge, with sheer rock walls more than 100 feet high. The track kept
on winding around the top of the south wall of the gorge, on a nar­
row ledge. Thirty or forty years ago, at the most spectacular point
in this section, the Canadian Pacific built a stone parapet or bel-
vedere, so that passengers on the transcontinental name trains
could alight and peer into the depths of the gorge or view open-
mouthed the grandeur of the mountains. Today, traffic on the line
moves less leisurely and no passenger train has stopped here for
some years.
A mile or so beyond, we came to the site of Downie. When
the CPR was first built through the mountains, it was near here that
it crossed the river on a slender bridge. The stone piers on which
the bridge rested still stand. This portion of the line was reloca­
ted in 1938 to eliminate some curves and bridges. Barely a month be­
fore this trip, there was a spectacular washout on the line at this
very place, caused by a tributary of the main river.
Now the track began to climb steodily, through dense forest
where, amid the towering trees, can be seen the moss-covered stumps
of the huge conifers that flanked these mountains at the time when
the CPR was under construction.
Just before Illecillewaet siding, the railway ran closer to
the river. As the line gained altitude, the night air became colder
and a windbreaker was handy. Night had fallen and the engineers face
was illuminated by the lights on the instrument panel. Periodically,
there were those stretches of track where train speed had to be re­
duced because of maintenance-of-way work. The beginning of such a
slow is marked by a yellow flag and lamp. As the reduce speed
marker appeared in the headlights beam, I called out Yellow flag
and Jim repeated the call. A green flag and lamp on the right-hand
side of the track marked the end of the slow and, when the cab­
oose passed the flag, the radio came to life with the conductors
report: Over the slow, 4553, over the slow.
Greeley, B.C., Mile 119.5 on the Mountain Subdivision. K.R.Goslett.
Further east at Albert Canyon, B.C., Mile 104.8 on the Moun­
tain Sub., Train 938 east charges upgrade through Albert Canyon, B.C.
in run 8 behind two SD 40s and three SD 40-2s. K.R.Goslett.
Jim sounded a 14-L, as the train entered the long, curved
Laurie snowsheds. The noise of the diesels doubled in the confines
of the sheds. As the lead units emerged from the east end, a track­
walkers house was caught in the headlights beam, plainly visible
and laoking much like a small station. Shattered trees and melting
snow -even in August -are silent evidence of a snowslide last win­
ter, which roared down the mountainside, passing within a few feet
of the track-walkers house.
Lanark sheds were up ahead, shorter and of concrete
Suddenly, the single-aspect intermediate signal before Flat
Creek came into view, indicating yellow. Both Jim and I were wide
awake and called approach simultaneously. The yellow eye meant
that we would take the siding at Flat Creek. The signal at the west
switch was red over yellow, a restricting signal. Jim eased our
long train into the siding and we rolled slowly toward the east
switch, where the dwarf signal was glowing red. The radio crackled
over the switch, as the caboose pulled clear of the main line.Ex­
hausting air shrieked in the cab, as Jim set up the train brakes .
And we began to wait for the westbound train. Soon, a faint glow
in the night sky, a glimmer on the rails, heralded the approaching
t ra in.
Of course, I said to mysel f, Why didnt I think of that?
Train 1, the westbound Canadian, is due in Revelstoke at
21.40 hours and, on this evening, it was running a little late. It
was my responsibility to climb down from the engine and check Num­
ber l s running gear, as it sped by. The engineer on the Canadian
dimmed his headlight when he saw our train in the hole at Flat
Creek. The train rumbled by, picking up speed on the downgrade, so
that I had only a fleeting glimpse of the passengers in the coaches.
How remarkable – I thought -that they would be in Vancouver before
I would return to Revelstoke. The three GMDL F units howled away in­
to the dark, while my teeth began to chatter with the cold, in spite
of my warm windbreaker. With a whirr, the switch-machine moved the
switch points over to line up with the main, the dwarf signal blink­
ed to a wobbly green and Jim released the brakes and advanced the
throttle. Reluctantly, our train starts out of the siding, up grade
on its way east.
This area in the Selkirks is very dangerous in the spring,
because of the avalanche and snowslide potential. The siding once
located at the operating point called Ross Peak had the greatest num­
ber of snowslides annually of any point on the subdivision. It ~s
here that CP RAIL has erected some test sections of catenary, to see
how overhead wire and accessory supports will stand up to the severe
winter of Canadas Rocky Mountains, in anticipation of electrifica­
tion of the main line from Calgary, through the Rockies, to Vancou­
ver. Ross Peak was named after James Ross, the engineer in charge of
construction of the CPRs Mountain Division in the days when the ra­
ilway was built.
Presently, on the right, Loop Creek joined the Illecillewa­
et. This mountain torrent was named for the impressive series of lo­
ops which the original main line made on the south wall of the val­
ley, struggling to gain altitude to reach the summit of Rogers Pass.
The original line of the CPR up to the summit was wild and treacher-
ous and is today legendary. It clung to the mountainside, passing
over a succession of high, curved, wooden trestles, to the upper rea-
ches of an incredibly beautiful valley. Today, the Trans-Canada High­
way follows much of the original right-of-way, especially through
Rogers Pass itself.
Operation of the railway through the Pass was always diffi­
cult and dangerous. There were more snowslides here than on any other
comparable line of railway in the world. There were here, at one time,
more than four miles of snowsheds. A disasterous snowslide which, in
1910 took the lives of 58 men, convinced the CPR once and for all,
that a tunnel would have to be built under the crest of the Pass. In
1916, the Duke of Connaught opened the tunnel which bears his name.
From 1885 to 1916, the high line -altitude at Rogers Pass station,
4,236 feet -cost the lives of 260 railwaymen.
In the daylight hours, it is possible to catch a glimpse of
the Illecillewaet Glacier, source of its namesake river. The present
CP RAIL main line crests the divide -elevation, 3,801 feet -just
west of the Connaught Tunnel near Glacier station.
As our lead units sensed the downgrade, Jim throttled down
and the roar of the prime-movers diminished. From here to Golden, it
was pretty well all downgrade.
Rolling by Glacier station and sidings, located several hun-
dred feet west of Connaught Tunnel, we got a last breath of fresh
air before entering the murky depths of the bore. For me, tunnels
have a vl.guely menacing aspect and the approach and entry to Con­
naught generated a vague feeling of apprehension. Like some other
famous tunnels, the Connaught is straight as a die and, on the odd
occasion when it is free from smoke and fumes, you can see through
from one end to the other. The pin-point of light and the block-sig­
nals within the tunnel help to dispel the gloom in the interior and
red~ce to a bearable minimum the otherwise endless interval of pas­
sage. At night, only the colour-light signals provide a hopeful and
friendly guidance.
The inside of the tunnel was featureless and the carbon­
monoxide fumes from the prime-mover exhausts made me drowsy. Pusher
crews, who occasionally work westward through the tunnel to Glacier,
are required to wear respirators. During the period I worked on the
subdivision, the tunnel exhaust fans at the west portal were inoper­
able. This made the atmosphere within the tunnel even fouler. Crews
were issued floral hand-towels, courtesy of the Passenger Department,
to cover their faces while passing through the tunnel. In the depths
of the bore, it seems as though the whole, massive weight of Mount
Macdonald is pressing down upon you. Just as the oppression becomes
unbearable, your train rumbles out into the fresh air.
In the night, I could not have said when we came out of the
tunnel, except that, suddenly, a fresh breeze blew on my face. We
were a mile or so west of Stoney Creek siding. If it were daylight,
high up on the north side of the mountain,traces of the original main
line could still be seen, especially the beautiful stone-arch bridge
spanning Cascade Creek.
Leaving the eastern approaches to the Pass, our train wound down
the side of Beaver River valley, while the Trans-Canada Highway
dropped steeply to the valley floor. Although the railway has provi­
ded transportation through Rogers Pass since 1885, there was no high­
way through this section until 1962.
Stoney Creek siding is long and winding. Westbound freights
from Golden generally leave their pusher-engines here. Since our tr-

thronged the observation lookout at Albert Canyon, British Col-
umbia, as shown in this picture from Canadian Pacific Corp.Archives.
through Albert Canyon, B.C. The photo on 14 August 1969 is by R.C.Hill.
, ., … ~.
-. -~ –
ain began the descent from the tunnel, it had been gradually accel­
erating. Jim held our speed down, using both dynamic and automatic
train brakes. Suddenly, we rumbled out onto Stoney Creek bridge. It
was an excellent locotion from which to look back along the train.
I could see the dim ground-lights of the ROBOT-controlled units,
half-way back in the train. Stoney Creek Bridge, a magnificent steel­
arch structure, is familiar to most railway travellers. The story is
told that, when the morale of the construction crews was at its low­
est ebb, during the building of the original wooden bridge over Ston­
ey Creek, Sir William Van Horne, genius of the CPR, took up an axe
and worked alongside his Irish navvies, to restore their spirits.
In its present form, Stoney Creek Bridge is a favourite lo-
cation for Mr. Nicholas Morant, long-time expert photographer for
Canadian Pacific. From a nearby vantage point, Mr. Morant has re-
corded on film many of the Companys famous trains, like the Can­
adian and the coal unit-trains. The Canadian on Stoney Creek Br­
idge has appeared frequently on CP RAIL posters and other promo­
tional material.
On a long tangent, our train rolled down the grade. We
crossed Surprise Creek on another, smaller steel trestle; the former
bridge at this site collapsed in the 30s while it was being rebuilt,
carrying a locomotive and crew with it. Bits of the twisted frame
are still visible in the water below. Bears and moose are frequent­
ly seen along this stretch of track, while ground-squirrels con­
stantly scurry across the track.
Traffic on this August evening was still light and we had
not yet had a meet with a westbound freight train. The siding at
Griffith, where we might have had a meet, is much like that at Stony
Creek, curving along the contours of the mountainside.
Although it was very dark, Jim knew that we were approach­
ing Mountain Creek trestle, which spans a narrow valley and a brook,
a tributary of the Beaver River. As originally built, Mountain Cre­
ek trestle was one of the largest wooden structures in the
has since been replaced by a steel trestle of impressive dimensions.
On our downhill run from the summit, we had almost reached
the valley floor and Rogers Siding, named, of course, for the dis­
coverer of the Pass. This is another abandoned location, identifi­
able only from folorn remnants of a saw-mill and an abandoned log­
ging road.
Time for a snack, Jim shouted across the cab.
An excellent suggestion. All Jims paraphenalia was packed
in a sturdy steel box. The Brotherhood of Locomotive Engineers sell
these handy items and Jim had embellished his with red and white
stripes to match the locomotives of CP RAIL. Stickers proclaimed
his membership in and support of the BLE and the UTU (United Trans­
portation Union).
Extra 5509 west rolls past the station at Glacier, British Columbia,
with a trio of SD 40s on the head-end. Ronalc C. Hill took the pic­
ture on 13 August 1969.
My landlady always packed me a huge lunch and I found about
seven sondwiches plus dessert in my British Rail bag. Any lunch must
include a beverage and my selection was a tin of canned water,gen­
erously supplied in a grey-painted ice-bucket by CP RAIL. It had
a somewhat unusual taste, because it had, added to it, some preser­
vatives to keep it fresh during storage. Jim had stew in a thermos.
Some engineers would bring a hot-plate, which they plugged into the
80-volt snowplow receptacle. Thus they could percolate coffee in
transi t.
From the chatter on the radio, the presence of a westbound
freight in the siding at Rogers was not surprising. Headlights dim­
med as we approached. As we rolled past, a trainman was at trackside
inspecting the running gear. A wave from his battery-lantern was a
friendly greeting. Standing in the cold, a few feet from the rolling
wheels, he played the light of his battery-lantern on the trucks and
rigging of the bath-tub coal cars. As our caboose clattered by, he
/waved a highball and then hurriedly returned to the warmth of the
locomotive cab.
From Rogers to Redgrove, 13 miles, there were signs that CP
RAIL had begun the relocation of its main line, in anticipation of
flooding in this area by the mighty Columbia River, which will occur
when the huge earth dam at Mica Creek is completed. Curves in this
section will be eased, permitting the average train speed to be in­
creased to 35 mph. A new 1,800-foot tunnel will be driven.
Nowadays, CP RAILs main line follows the Beaver River to
its confluence with the Columbia at Beavermouth. A couple of miles
west of Beavermouth, the glacial Beaver River must pass through a
narrow, rocky gate, barely 10 feet wide, where the bedrock thrusts
itself into the channel, creating a flume. In the heyday of trans­
continental passenger service, trains stopped here so that passen­
gers could alight to view this natural marvel. This little Hell-Gate
will disappear when the waters of the Columbia back up into the
mouth of the Beaver River.
The pusher units for westbound freights work from Beaver­
mouth siding and this is home for the handful of men assigned to
this service. There were three GMDL SD 40s idling on the back-track
as our coal train rolled past. Deeper in the woods, the lights of
the white house-trailers -in which these crews live -glimmered in
the dark. Not far from the track, the swirling waters of the mighty
Columbia flow by, on their way to Mica Dam, Revelstoke and the Arrow
Lakes. Just west of Redgrave, the railway was only a few feet above
the churning water. When the river made a sharp bend, the railway
This curve is called Calamity Curve by enginemen and with
good reason. It is an extremely sharp curve and has always been not­
able for landslides. Preliminary work on the realignment project has
resulted in more than the usual number of landslides along this sec­
tion of the subdivision, probably due to the blasting operations.
Jim slowed our train to a crawl and his eyes were fixed on
the track in the headlights beam. He was looking for rockslides on
the track -and so was I. It was little comfort to us to know that
Calamity Curve will also disappear when the track is relocated.
Once around Calamity Curve, we entered a short tunnel and
rolled past Redgrave siding. The unusual name for this siding was
coined as a result of a smallpox epidemic during the construction of
181 R A I L
the railway in the 1880s. The victims of this then-dreadful disease,
which produces an inflamed appearance of the face and body, were
buried in a quiet graveyard in nearby Donald.
The mighty Columbia, more tranquil at this point, was
sed on a new bridge just west of Donald siding. Donald siding
Donald Smith -later Lord Strathcona -(1820-1914) was one of
incprporators of the Canadian Pacific Railway.
The arduous portion of our trip was now behind us and the
remaining 16 miles to Golden could be called a speed stretch, along
the level flood-plain of the Columbia. The valley is wide and the
river was only occasionally visible through the trees in the dark­
ness. Jim advanced the throttle to sixth notch and began to fill out
his trip ticket. We rolled along easily to Moberley, where Jim made a
brake application to control the train through the gentle curves.
Wolter Moberley, C.E., for whom this location was named, was a
pioneer surveyor for the CPR and is noteworthy as the discovered of
Eagle Pass through the Gold Range, west of Revelstoke.
Our destination coming nearer and nearer, Jim radioed ahead:
Hello Golden operator. Where do you wont us?
Come up the main and change off at the station, comes the
reply. Ive already called a taxi for you~
A pinpoint of light in the darkness ahead resolved itself
into the intermediate signal for Golden. Jim and I began to pock
our gear. At Golden, a new crew would take our empty coal unit-tr­
ain south over the Windermere Subdivision to Fort Steele, on the
way to Sparwood in the Crowsnest Coal region.
Completing his trip ticket, Jim asked me who our conductor
was on this run. For the life of me, I couldnt remember~
Gradually reducing speed, Jim brought the train down the
main line to the station at Golden and eased it up to the KC cross­
over. We crawled along through the turnout, waiting for the VOlce
of the conductor on the radio to announce that we were clear of the
west switch. KC is an abbreviated way of saying Kootenay Central –
which was once the corporate title of the company that built the
railway from Golden south to Cranbrook, B.C.
With about ten feet to spore before the KC cross-over, the
conductor radioed that we were clear of the west switch. Jim set the
brakes and notched back the throttle to idle.
But our run was not yet quite finished. Engine and train
crews on this run must travel east to the end of the subdivision at
Nicholas Morants favourite photo sites, up on the side of the moun­
tain just west of Stony Creek Bridge, in the Beaver River volley. In
all probability, this picture, reproduced through the courtesy of Can­
odian Pacific, was token by Mr. Morant.
Further to the east, CP RAIL cool unit-train Extra 4550 west
eases out of the yard at Fort Steele, B.C., with a bevy of M-620s on
the point. Ronald C. Hill took the picture on 22 August 1970.

.. :: ..
~ •• 0.
Field, B.C., part way up Kicking Horse Pass. The railway climbs
another 1,489 feet in the 35-mile journey up the Kicking Horse Riv­
er to Field. But this stage of our journey will be made by taxi~
Although the operator at Field had ordered a taxi for us ,
we had to wait a few minutes after handing over the train. Finally,
it arrived and we loaded our gear in the trunk. No effete city taxi
this. Taxi companies in Revelstoke and Golden depend on long-haul
journeys such as this for their livelihood and transportation of
train-crews is their bread and butter.
While I lived in Revelstoke, one taxi company presented a
bill for $ 1,200 to CP RAIL, the cost of only one weeks transporta­
tion of train-crews.
Our taxi had to back-track the length of the yard at Golden
to pick up the conductor and the tail-end brakeman. Much to Jims
dismay, the conductor turned out to be a staunch supporter of the
Social Credit Party -politically diametrically opposed to the New
Democrats. Added to this, the brakeman was of the same persuasion.
In addition -and to detract further from his peer status, it ap­
peared that the conductor once crossed the firemens picket lines
during a labour difficulty some years ago. In those days, Jim was a
fireman and former firemen, like elephants, never forget.
Fortunately, the taxi driver was a New Democrat and conse-
quently the poor conductor was subjected to a fifty-minute indoc-
trination course, on the way up to Field. The tail-end brakeman very
wisely pretended to be asleep. When the conversation strayed from
politics, it considered the perils of mountain motoring, a some-
what unfortunate choice, considering our breakneck progress up the
curving stretches of the Trans-Canada Highway.
Another piece of information. When a train-crew rides in a
taxi, the canductor or the engineer sits in front beside the driver.
The three left-over members of the crew ride in the back seat. Now,
who gets to ride on top of the transmission tunnel? You guessed it~
The head-end brakeman, regardless of his size~
The bunkhouse at Field was a welcome sight. We collected
our gear from the trunk, signed in on a blackboard at the bunkroom
entrance and walked thankfully to our bedrooms. We were all grimy
from the coal dust, which flies from even an empty coal train. The
first thing was a shower, followed rapidly by something to eat at
the lunchroom downstairs. A Calgary crew was downing hot coffee and
talking of topics remote and foreign to we Revelstoke men.
Time was moving alongj it was nearly 02.30 hours on the
morning of August 2nd. After 120-odd miles with 89 over the top, I
ready for some sleep. Several crews were booked in ahead of us,
so we were assured of a good nights sleep.
Each member of the crew sleeps in a small, clean room,fur­
nished with a bed, a writing desk and a clothesrack. The beds have
clean sheets and ample grey woolen blankets. I stepped out 6f my
clothes, leaving them in a heap on the floor, and staggered into
bed to sleep profoundly -until awakened.
Outside, the first suspicion of morning light brightens the
eastern sky, while the vast, black bulk of Mount Stephen loomed over­
head against the starry sky above the town of Field. Three GMDL SD
40s mumbled to themselves on the shop-track.
Another day, another trip over the top, would soon begin.

. .: ;.

-. R_

….. — , -.
–.. -~ …
— .

the woods near Lake Cowichan, Vancouver Island, British Columbia,
on 27 September 1970, pulling a special train. However, three days
before the 60-mile trip could be run, the Canadian Transport Com­
mission declined to certify Number 10 s boiler. Together with a log
flat, a tank car, Victoria Pacific Railway Number 501, VPR boxcar
Number 301, VPR Browning hoist Number 950, VPR flat car Number 401
and two CPR cabooses, Number 10 was hauled south by CP RAIL Baldwin
Number 8010. Peter Replinger photographed the train on a bridge once
located at Cisco, B.C. in the Fraser River Canyon.
On 18 April 1970, Number 10 was photographed by Brian Norvel
on the Robinson River bridge at Mile 7, Pacific Logging trackage.
This picture and the next, taken at the same place, were made with
the aid of two British Columbia Hydro Railway interurban headlights~
Earlier, on 1 June 1969, Number 10 had a straight stack and
was photographed at Mile 8 on Pacific Logging Companys trackage by
E.M.Berntsen. The 18 April 1970 adventure with Number 10 was a spec­
ial trip for a select six enthusiasts. Brian Norvel took the picture
of Ken Hynek, the fireman, on his second trip on Number 10.
Approaching the Robinson River bridge, Number 10 presented
a splendid sight, immediately after her annual inspection. Just in
case anyone was thirsty, there was a drinking mug strategically hung on a
nail under the trestle deck. Brian Norvel photographed both the
engine and the thirst-quencher on 18 April 1970.
Hillcrest Lumber Company Number 10 is now a permanent res­
ident at the Victoria Pacific Railway, just north of Victoria, B.C.
JUNE, 1973.
in the Association News section
of the May 1973 issue (Number 256-A)
of CANADIAN RAIL, please take note­
that order in the series was restor­
ed by adding A to one issue num­
ber. Number 253 was omitted and this
created the problem.
The present issue (June 1973) has
been numbered 257 and order once
again prevails.
most memoroble and unforgettable weekend for the railway
enthusiast, the Sesquicentennial Banquet of the Delaware &
Hudson Railway Company was held in Albany, New York, on 23 April
1973. The dinner was attended by a large number of distinguished
guests, officers and friends of the Delaware & Hudson.
One of the highlights of the dinner was the speech of Mr.
Carl B. Sterzing, jr., President and Chief Executive Officer of the
Company. In his remarks, Mr. Sterzing introduced the newly-appointed
Official Historian of the D&H, well-known writer, photographer and
member of the Canadian Railroad Historical Association, Mr. James J.
Shaughnessy of Troy, New York.
Mr. Sterzing, in making the announcement,
Shaughnessys past contribution and service to the
Mr. Shaughnessys recent book Delaware & Hudson,
other activities conducted on behalf of the D&H in
lations area.
Company. He
as well as
the public
ci ted
Mr. Sterzing said that, while the salary associated with
this position was modest -$ 1 per year -of considerably greater
usefulness would be the pass which he presented to Mr. Shaughnessy.
This pass is good on all Delaware & Hudson Railway trains and per­
mits access to all Company properties.
On behalf of the Directors, Officers and Members of the
Canadian Railroad Historical Association, hearty congratulations are
extended to Mr. Shaughnessy on his new appointment. S.S.Worthen.
of the Delaware & Hudson came roaring north from Colonie ,
New York to Montreal, with the largest number of on-board,
and roadside participants ever assembled in one area at one time in
eastern North America. Through sunshine and rain -double-headed
all the way from Port Henry to Rouses Point -the steam special at­
tracted crowds of people at every station -and in between. At one
point just south of Westport, the motorcade was estimated to be
one to two miles long.
Led by Delaware and Hudson Number 653, complete with
smoke-lifters, the train engine, Delaware and Hudson Number 302,
also with elephant-ears, made light work of the run along the
shores of Lake Champlain. On Westport Hill, the train was a heroic
sight and the spectators cheered the spectacle of steam in action.
Even the diesel fans were temporarily converted~
Complete photo coverage of this epoch-making event will ap-
pear in an early issue of CANADIAN RAIL. S.S.Worthen.
fare structure, anticipated in February by Mr. Glenn Cart­
wright, for introduction 1 March, 1973, was not ratified and
therefore not implemented by the Company, although many particolour­
ed 1973 calendars were prepared. While the time may not yet be ripe
for the introduction of this fare structure, it is probable that
some rationalization of passenger fares between Canadas two major
railways will occur in late 73 or early 74. S.S.Worthen.
Passenger Services
123456 123 123
7 8 9 10 11 12 13 4 5 6 7 8 9 10 4 5 6 7 8 9 10
14 15 16 1718 1920 11 12 13 14 15 16 17 11 12 13 14 15 16 17
21 22 23 25 26 27 18 19 20 21 22 23 24 18 19 20 21 22 23 24
28 29
30 25 26 28 25 26 27 28 29 30 31
Island-Massachusetts short-line, recently liberated
from the many-tentacled Penn Central, began independent oper-
ation on 3 February 1973. The motive power for initial operation
was provided by five leased Delaware & Hudson Railroad RS 3s,Numbers
4071, 4075, 4078, 4082 and 4084, newly painted at D&Hs Colonie
Shops in buff, ton and orange and renumbered P&~RR Number 161,162,
163, 164 and 165. In mid-February, another RS 3 was readied and was s
ent to the P&W on leose, but was not repainted or renumbered.
P&W also announced that a firm order for two M420s had been
placed with MLW Industries, Montreal and, sure enough, a production
order for one appeared on the schedule in March.
Elsewhere, it was reported that the P&W would trade two RS 3s
for two of the 2,000 hp. M420s. No explanation of how this could be
done (since D&H only leased the units) was available, or were im­
port or export problems explained. It was also said that the new
M420s would be built minus DOFASCO HI-AD trucks, the trucks from
the RS 3s being utilized.
The Providence & Worcester also acquired five cabooses from
the D&H.
These items from Ken Goslett, Jim Shaughnessy and Dwight Smith.
(CANADIAN RAIL No. 252, January, 1973, writes to say that he
has recently received information substantiating that this
line was not a 3-foot gauge railway but was, in fact, a standard­
guage ( 4 feet 8t inch) operation. This fact is confirmed by Mr. G.
A. Parker, our member in Lachine, Quebec, who says that a builders
drawing of the MLW locomotive also gives the conventional dimension
of 56t inches between the inside of the driving wheel flanges.
in March 1973. For $ 16.5 million, 800 new boxcars will be
manufactured by the National Steel Car Company of Hamilton,
Ontario. 300 of them will be 52t-foot cars with 18-foot double-doors
to transport forest products. 400 will have 12-foot plug doors for
general service and the remainder will be fitted with bulkheads for
carrying automobile parts. Delivery will start in August 1973 and
will be completed in November following.
Previously announced in February 1973 was an order for 1,697
cars, including gons, bulkhead flats, cushioned-underframe boxcars,
general service flats and piggyback trailer-flats, all worth $ 30.7
million, to be built by Company shops in Manitoba and Quebec and by
National Steel Car Company (Hamilton) and Eastern Car Company(Tren­
ton, N.S.).
with 55 tank cars of sulphuric acid in the consist, left
the iron just west of the WeIland, Ontario city limits. 19
of the tank cars ruptured and 1500 tons of acid leaked allover the
right-of-way and adjacent landscape. Cleanup crews did their best
to neutralize the spilled acid with lime, but could not corral all
of it. Curiously enough, the TH&B right-of-way had previously been
relocated in this area and the new line was opened for use the day
after the derailment. The train was en route to the acid depot of
Canadian Industries Limited at Niagara Falls, Ontario. W.J.Bedbrook.
Mr. John Corby of the National Museum of Science and Tech­
nology revealed that plans were being made to repair and
ready for service ex-CPR pacific Number 1201, on exhibition at the
Museum for the past several years. Mr. Corby said that the engine
would be repaired for service across Canada, in conformity with
the policy announced by Canadas Secretary of State in 1971, to
take museum exhibits to the citizens of Canada.
192 R A I L
It may be that the praposal by Mr. Douglas Fullerton,Chair­
man of the National Capitol Commission, Ottowa, to run steam-hauled
excursions up the Gatineau River valley to Waltham is closer to
realization than one might suspect.
The proposal to restore Number 1201 to operation was fur­
thered in March, when tenders were announced for the demolition of
part of the north wall of the building in which the 1201 is present­
ly housed. It was reported that the necessary repairs on Number 1201
would be carried out by a volunteer group, under the supervision of
CP RAIL personnel, at John Street Roundhouse, Toronto, in late 1973
or 1974, after the repairs on ex-CPR 1057 were completed.
Chapter Chairman, Fred A. Stindt, sends a progress report on
the restoration of former Canadian National Railways sleep­
ing car St-Hyacinthe which -only a few years ago -was awaiting
the scrappers torch in Montreal. The Pacific Coast Chapter purchas­
ed the car from CN in 1971.
Today, the St-Hyacinthe has been completely repainted, in­
side and out, by Bethlehem Shipyards at a cost of $ 15,000, in the
exact paint scheme specified by the Pullman Company in the 1920s.
Every accessory on the car has been thoroughly checked -lighting ,
water connections, blowers, generator, etc. and it is now in perfect
working order. All of the mechanical repairs were made by the South­
ern Pacific Cornorntion.
To give the Pacific Coast Chapter members a look-see, the
St-Hyacinthe was operated on Saturday, 10 February, from Oakland
to San Francisco in the consist of AMTRAKs San Francisco Zephyr
and, at 80 mph., it rolled along as though suspended on a cushion
of air. The beautiful maple-leaf design carpet was taken up and
given a thorough cleaning. The floor of the car, so revealed, was
found to be a beautiful example of the art of the woodworker.
Mr. Stindt notes that the St-Hyacinthe will be one of the
showpieces in the new railroad museum planned for Sacramento. About
15 February 1973/ $ 340/000 was allocated to the architects for the
planning and designing of the museum complex.
As you can conclude, says Mr. Stindt, II we are moving along
in our efforts.
unit Number 602 to the Ferocarril Chihuahua al Pacifico of
Mexico. Number 511/ high-nose H-16-44 of the same railway /
is now undergoing extensive repairs. Norfolk & Western Railroad unit
Number 116, another H-16-44, will be incorporated into the 511, to
produce a new unit. K.R.Goslett.
from DD-GMC are assigned as follows, according to Mr. Pierre
Patenaude, who took the accompanying photograph of unit Num­
ber 5504, with GP 9 Number 4122 and GP 40 Number 4004 on Train 302
at Dorval, Quebec, on 10 February 1973:
for 50 Numbers
5500 through 5518 are maintained at Toronto Yard,
Great Lakes Region;
Numbers 5519 through 5560 are allocated to Montreal Yard,
St. Lawrence Region.
The current order for 61 units will be followed by an order
more GP 38-2s, says Mr. Patenaude, which will have road Num-
bers 5561 through 5610, will be classed as GR-20d and will be equip­
ped with CNs new safety cab (CANADIAN RAIL, No. 250, November 1972,
page 347).
wites to say that British Railways famous Clapham Museum in
London closed at Easter, 1973. All of the restored exhibits,
except those belonging to London Transport Authority, will be moved
by road and rail to York, on the east coast, where a new building
is presently under construction to receive them. Railway enthusiasts
in Great Britain are considerably disappointed by this relocation,
but are gratified that a new museum is being built ta house and dis­
play this truly priceless collection.
Recently, British newspapers and enthusiast publications have
reported with relief that bankrupt Alan Peglers well-known Flying
Scotsman ex-LNER 4-6-2 Number 4472 (with two tenders) has , been
bough by McAlpines Limited and was returned to England in February,
1973. This famous steam locomotive will be repaired for future op­
eration and placed on exhibition at the new museum at York. It is
also reported that British Railways has designated a stretch of
railway between York and Sunderland, on the North Sea, as authorized
for steam locomotive operation. Cheers~, says John.
London Midland Region of British Railways is said to be con-
sidering electrification of the former Midland Railway main line
from St. Pancras (London) to Bedford. The line is presently in quite
a dreadful state, says John, but the fast lines are all welded-rail
and quite a bit of colour-light signalling has been installed. There
is a lat of realignment of track to do and many stations will have
to be rebuilt. John thinks it will be quite a time before British
Railways begins reconstruction of this line.
became the first North American railway company to take de­
livery at Winnipeg, Manitoba, of rails in 79-foot lengths in­
stead of the conventional 39-foot variety. At CN s Transcona rail­
welding plant, a newly installed 15-ton crane unloaded six lengths
at a time, representing 20,592 pounds of steel. The new long-lin­
ers were brought in on two specially designed flatcars, part of
a fleet of 200 built at Transcona Shops to transport rails in the
longer length.
As a result of the increase in Spring 1973 traffic in potash
from central Canada to the west coast, CN converted 135 open-top
hopper cars at its Tran~cona Shops (Winnipeg), to carry potash.Nine
of the 95-ton capacity hoppers per day were outshopped, with a pre­
fabricated plywood roof, with built-in hatches, to form a covered
hopper car. The main advantage of the conversion is that, when the
traffic in potash resumes its normal volume, the plywood roofs
will be removed and stored for future use and the hoppers will be
returned to service for transportation of commodities normally ship­
ped in open hoppers. CN News Service.
Connecticut, U.S.A., writes to say that trolleys will be op­
erating on Sundays from 7 April through 21 October 1973 from
1100 to 1800 hrs.; on Saturdays from the one before Memorial Day
through 29 September, 1100 to 1800 hrs.; Mondays through Fridays
from 25 June through 30 August, 1100 to 1700 hrs. For further in­
formation, write P.O.Box 457, Short Beach, CONN 06405, U.S.A.
CANADIAN RAIL, naus a crit: C est presquincray_
able, ~ais 10 saison du ~al ,est fait sentir jusque dons
.. on sous-soE Un essieu coupe d 10 suite d une bo!:t. surchauffee 0
couse ce deroillement au Train 340 de Joffre d Edmundston, N.B ….•
On pourroit sy lIIeprendre, si man layout etoit complete •.•••.•••. Mr.
Adrian dAstou author of Season of Evil in the Hor_ ch 1973 i
Slue of CANADIAN RAIL, tells us that it, almost unbeliev­
able, but the Evil Season made itself felt, even in Dy bosement~
A broken axle, caused by a hot_box, resulted in the derailment of
Train 340 from Joffre to Edmundstan, N.B •.•..•. You could get the
ideo -quite lI1istokenly _ that Illy loyout 0101 finished ..•……••..•
the finishing touches to yet onother unit _ Number 7 _ for
the Quebec Iron and Tital1iulII Corporation. The new unit
was formerly Quebec, North Shore &. Labrador Roil …. ays Nu,ber 102 , which
wos a blend of QNS&L s NUlllbers 102 oS. 103, both originally HLW
RS 3s. It is presullled that the new QI&T Nu~ber 7 will be sh­
ipped down the St. Lawrence River to Havre-St-Pierre, Quebec, on
the north shore beyond Sept-lIes, for service on the QI&1 s Romaine Ri
ver Railway. Philip Mason.
out that there was on error on page 97 of the March 1973 illSue (Number 255) of C
ANADIAN RAIL. In the Waybills re­p
ort on the ~arketing of railway IIIell1orobilia in Canada and CP BY­
GONES, it was stated that this deportment of Canadion Pacific Lim_
ited started marketing activities after Hoy 1972.
Mr. Wilcox recalls that he was in Calgary, Alberto, on 5-9
August 1971, at the regional convention of the Notional Model Rail_
road A,~ation, at which ti~e he mode so~e purchases from CP BY­
GONES. After the convention banquet which was held at the Palliser
Hotel, the three-cor narketing/callecting train of CP BYGONES, in­
cluding the Mount Stephen, was opened to the convention participa_
nts for inspection. Hr. Wilcox says that the Haunt Stephen is one
of the most beautiful and gracious cars of the type that he has ever
Thus, the year stated in line 16, paille 97 of the
iaaue of CANADIAN RAIL should be after Hoy 1971.
Horch 1973
bers 2000 & 2001 in the company of CHESS IE System GP 40_2s NUMbers
4181,4182 and 4184 went bockwards ond forwards in CNs Turcot Yard,
Montreal, while eNs Technical Research Departlllent conducted wheel_
slip and tractive effort tests. Ken Goslett got the photo -and the
bi rd~
publl.b..d by .t>..
(&VAlin pAUjOlDB::ltI.lCJl. ~T1mf :::.::..~ .. ~ …….
…. .ao … t.. Uerno.r.ntp
Vl:19IT THlil
c.a.diaa Ib.iI …. ,.. I~
-Mtuie .t:n()~iloin: c.-lierl
• • Ot:1VERT MAl _ BlIIPI.

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