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Canadian Rail 351 1981

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Canadian Rail 351 1981

APRIL 1981

Pub1 ished r.1Ol1tl11y by The Canadian Railroad
Historical Association . P.
O. Box 22, Station B Montreal
,Quebcc,Canada H3B 3J5
EDITOR: Fred F. Angus
CO-EDITOR: M. Peter Murphy
BUSINESS CAR: Dave J. Scott
OFFICIAL CARTOGRAPHER: William A.
Germaniuk
LAYOUT: Michel Pau1et
FRONT COVER:
ROGER DESAUTELS aux contr8les
du tramway 200 circuit
St. Sauveur.
ROGER DESAUTELS at the con­
trols of car 200 St. S auveu
rIO li ne.
INSIDE FRONT COVER:
ROBERVAL & SAGUENAY units 33, 32,
25, pictured on August
10 1978. No.33 is ex-L.I.R,R,
c-420 No.209 and is sporting
a high chopnose done by UoRoS.
Pierre A. Patenaude.
-~IAN
I$SN 0008 – 4 875
CALGARY & SOOTH ~ESTERN DIVISION
60-6100 4th Ave. NE
Calgary, Alberta T2A 5Z8
OTTAWA
BYTOWN RAILWAY SOCIETY
P.O. Box 141, Station A Ottawa, Ontario K
1N 8V1
NEW BRU NSHC K 0 I V IS IOtI
P.O. Box 1162
Saint John,
New Brunswick E2L 4G7
CROWSNEST AND KETTLE-VALLEY DIVISION
P. O. Box 400
Cranbrook, British Columbia
V1C 4H9
PACIFIC COAST DIVISION
P.O. Box 1006, Station A, Vancouver
British Columbia V6C 2P1
ROCKY MOUNTAIN DIVISION
P . O. Box 6102, S ta t i on C, E dmo n ton
Alberta T5B 2NO
WINDSOR-ESSEX DIVISION
300 Cabana Road Eas t, Wi nd sor Ontario
N9G 1A2
TORONTO & YORK DIVISION
P:O. Box 51349, Terminal A, Toronto Ontario
M5W 1P3
NIAGARA DIVISION
P. O. Box 593
St .Catharines, Ontario
L2R 6W8
ST. LAWRENCE VALLEY DIVISION
P.O. Box 99
Ste. Dorothee, Quebec H7X 2T4
-,,-
lin trttmwtty clrcule
tlttlllles rues tie Montrltl/
Riding tI $Ireetctlf In MOIItretll
En effet, en octobre 1980, un
vieux tramway revit dans une rue
du secteur Pointe St-Charles d
Montr6al. Le tram, num6ro 200,
un Birney construit en 1919 et
acquis par 10 Compagnie des Tram­
ways de Montr6al en 1923, roule
rue Hibernia d Montr6al pour Ie
tournage du film: LES PLOUFFE.
Fiction? No, a streetcar is
realy operating in Montreal in
October 1980. Car 200, a Birney
built in 1919 and bought by the
Montreal Tramways Co. in 1923,
operates on Hibernia st. in
Montreal for the recording of
the film LES PLOUFFE.
De gauche d droite, On6sime M6nard (Paul Berval), Ie r6alisateur
Gilles Carle, et Roger Desautels.
Left to right: On6sime M6nard (actor Paul Berval), the director
Gilles Carle, and Roger Desautels.
. ,
CANADIAN
Le tout a debute cet ete quand,
en faisant un travail de bene­
vole au Musee Ferroviaire d
Delson/St-Constant, on me refe­
re un recherchiste, M. Normand
Simpson .de la firme Cine London
Inc. Ce monsieur me fait part
101
de son projet, qui d ce moment,
pour moi, nest quun reve ir­
realisable; mais plus les jours
avancent, plus ce reve se concre­
tise. Regulierement Normand
Simpson me demande des rensei­
gnements sur les tramways et sur
les accessoires fluil a besoin.
Les rails, dune longueur de 325m
(1000) ont ete fournis et ins­
talles par la firme Eastern
Railway Siding Construction Ltd.
Ils sont poses sur le pavage et
boulonnes dans le beton sous
lasphalte. Le tout a ete rempli
avec de la poussiere de pierre
pour donner l aspect d une rue de
1939, annee ou laction se deroule.
Le fil aerien pour lalimentation
du tramway a ete acnuis de la
Toronto Transit Commission et
installe sous la surveillance d un
contremaitre de ToT.C. Des
poteaux ont ete poses pour le be­
soin de la cause sur le cote
ouest de la rue.
Lalimentation de la ligne est
assuree par un bloc electrogene,
comprenant un transformateur
240vca d 600vca, puis un redres­
seur pour obtenir le courant
continu renuis.
R A I L
It all started this summer when
at the Canadian Railway Museum
in Delson/St.Constant, I was
introduced to a Mr. Normand Simp­
son from the company Cine London
Inc. Normand Simpson told me
his project, which at that time
was to me an impossible dream,
but as the time goes by, the
dream seams to become more and
more true. Regularly Normand
Simpson asks me informations on
streetcars and the accessories
needed for his project.
Rails, 325m (1000) long were
supplied and installed by Eas­
tern Railway Siding Construction
Ltd. They were laid on the sur­
face of the street and anchored
to the concrete under the asphalt,
and the new street was leveled
to the tracks by adding screen­
ing in between the rails. It
also gave the street the aspect
of a 1939 street, year t he action
is taking place.
Over head wire was acnuired from
Toronto Transit Commission
and was installed under the sup­
ervision of a T.T.C. line super­
visor. Poles had to be installed
on the west side of the street.
Power plant for the line uses
a transformer 240vac to 600vac
and a rectifier to get the direct
current renuired for the oper­
ation of the car.
Producers neglected nothing to
give that street the aspect of
Les producteurs nont rien ne-the 1939 era: faces of houses
glige pour donner d cette rue were made up, dummy wooden windows
laspect de 1939: les fa~ades were installed to cover the newer
des maisons redecorees, fausses type of aluminium windows.
fenetres en bois pour recouvrir Signs of all the businesses on
les fenetres modernes (aluminium). the street were replaced. Black
Les enseignes des commer~ants du garden hoses (6 of them) were
secteur, toutes remplacees. Sur installed on the streetcar poles
les poteaux des tramways des cables as dummy feeders for the street­
dalimentation pour le reseau des car network.
tramways ont ete installes: pour
les besoins de la cause des bo­
yaux de jardinage noirs sont
utilises (6 de 325m chacun).
Septembre 1980, Normand Simpson
moffre la charge d expert at
September 1980, Normand Simpson
offers me the job of streetcar
expert and operator in the film.
After obtaining the necessary
time off from my work (I am a
Bell Canada technician) I accept-
CANADIAN
102
R A I L
Le realisaueur Gilles Carle donne des instructions d Roger Des­
autels pour le tournage de 1a prochaine scene.
Director Gilles Corle gives Roger Desautels instructions for the
next scene.
CANADIAN 103 R A I L
de conducteur du tramway pour Ie
tournage. Apres avoir obtenu les
conges necessaires de mes pa­
trons (je suis technicien d Bell
Canada), j accepte l offre; uel
honneur ue de devenir Ie conduc­
teur du dernier tramway d circuler
d Montreal. II y avait une ou­
tre condition: j ai dO me faire
couper les cheveux style 1939
(tres courts). Puis on m a fait
un costume sur mesure. Sur Ie
kepi on voit les lettres Q.R.L.&P.
Co. (luebec Railway Light and
Power Company) cor l histoire se
posse dluebec.
Mercredi Ie 8 octobre, Ie tramway
est transporte sur Ie plateau
de tournage, rue Hibernia.
Vendredi Ie 10 octobre, premier
tournage impliquant Ie tramway.
Une deception cependant, 10 com­
pagnie de transport livre Ie re­
dresseur de courant avec deux
jours de retard, donc pour 10
premiere sequence, Ie tramway
ed. What an honnor to become
the operator of the lost street­
car in Montreal. There was ano­
ther condi Hon: I had to get a
hair cut 1939 style (very short).
Then a costume was made to measure
for me. On the cap the letters
QRL&P Co. (Quebec Railway Light
and Power Co.) because the story
is taking place in ~uebec City.
Wednesday Oct. 8th car 200 is
delivered to the filming site
on Hi bernia st.
Friday Oct. 10th first take for
the film using the car. Unfor­
tunatly the transport company
delivered the rectifier two days
late. The car was pulled by a tow
truck for the first take, and
I hod to stop the cor using the
ratchet brake; no power, no air:
Monday October 13th 7.00PM Normand
Simpson phones me at home.
The power plant is all assembled
and connected and the director
Roger Desautels et Ie tramway 200. A larriere, Ie maison des
Plouffe. Le 200 est decore de drapeaux pour la visite royale.
Roger Desautels and car 200. The house is the Plouffes. Car
200 is decorated for the royal visit.
CANADIAN 104 R A I L
est remoroue par un camion, et
je dois Ie freiner manuellement;
pas de courant, pas d air com­
prime!
L undi Ie 13 octobre 19hOO, Ie
telephone sonne chez moi, c est
Normand Simpson. Le bloc elec­
trogene est raccorde et Ie direc­
teur veut faire un essai. A
20hOO jarrive sur les lieux, d
20h15 je ferme de disjoncteur
principal et jentends Ie HUM
familier du transformateur. A
20h20 je mets la perche sur Ie
fil, Ie compresseur se met en
branle, lindicateur de pression
monte lentement 40, 50, 60 Ie
compresseur sarrete, tout va
bien. A 20h25, c est Ie moment de
verite, je mets Ie tramway en
route. Apres 21 ans et 1 mois
dabsence, un tramway roule dans
une rue de Montreal. Je par­
cours plusieurs fois les 325m de
voie, tout va d merveille, Ie
directeur artistiNue Fran90is
Lamontagne est heureux, alors
on remise Ie tram et tout est
pret pour Ie tournage.
wants a trial run with the car.
At 8.00PM I arrive on the site,
8.15 I turn on the main switch
and ear the familiar HUM of the
transformer. 8.20 I put the
trolley pole on the over head wire,
the compressor starts to pump,
preasure climbs 40, 50, 60 the
compressor stops, all is fine.
At 8.25 I release the brakes and
turn on the controler, the car
starts to roll. 21 years and 1 month
after their retirement, a
streetcar is operating in a
street of Montrealo After many
runs on the 325m of track every
things work fine, the artistic
director Fran90is Lamontagne is
happy with the performance and
the car is put away for the night
and ready for the next morning
filming session.
Tuesday Oct. 14th I arrive early
at the scene, I turn on the main
braker, start the car for a last
trial run before the shooting,
every thing is fine. I put on
Le
tram 200 sur Ie rue Hibernia.
Car 200 on Hibernia Street.
CANADIAN
105
R A I L
Mardi Ie 14 octobre, j arrive
tres tot sur Ie plateau, je
ferme Ie disjoncteur, mets Ie
tram en marche et parcours une
derniere fois Ie circuit a titre
d essai, tout va bien. Je passe
chez Ie costumier et au ma~uilla­
ge et Ie tournage debute: MOTEUR
•••• ACTION •••• COUPEZ •••• les
termes du metier commencent a
faire partie de la routine pour
moi.
Le realisateur, Gilles Carle, est
un gars cui connait tres bien
son metier, et, pour lui, il
faut la perfection pour ~u un
plan soit accepte, ceci donne une
Mualite superieure au film. Par
contre pour y arriver, certains
plans ont dOs etre tournes une
douzaine de fois. Je me souviens
un plan ou une figurante devait
monter dans Ie tram, puis c e­
tait Ie depart; nous lavons
repeter dix fois. Ensuite elle
ma con fie avoir mal aux jambes!
Une autre scene etait Ie cortege
du roi George VI en 1939, mais
avant nuarrive Ie cortege, les
gens arrivaient au lieu OU il
passait par tous les moyens de
transport, incluant Ie tramway.
Pour cette scene, Gilles Carle
veut cue Ie tram soit bonde,
avec les portes ouvertes et un
acteur sur Ie marche-pied, comme
a I epooue. Un probleme: Ie
Birney nest pas fait pour rouler
les portes ouvertes, cependant
il y a une solution: arreter Ie
compresseur, vider Ie reservoir
dair et se servir du frein me­
canioue. Gilles Carle accepte de
modifier son pIon pour nuune
fois les passagers descendus, je
naie pas a repartir comme prevu
dans Ie senario. Tout a bien
ete, cette scene na ete reprise
nue trois fois!
Mercredi Ie 15 octobre, la
Grosse Journee; 800 figurants,
tous en costume d epoue, sont
installes chaue cote de la
rue pour voir passer Ie roi.
Lhistoire se passe d la fin de
mai 1939, mais tournee au milieu
doctobre 1980, il fait froid; les
dirigeants ont obtenu des Forces
my costume and get a make up and
the shooting starts; MOTOR ••••
ACTION •••• CUT ••• Those terms are
getting to be routine for me.
Gilles Carle, the director is
a man to whom movies have no
secrets, and he requires perfect­
ion to accept a scene, thi s gi ve
the film a superior quality; In
order to get it some scene had to
be shot a dozen of times. I re­
call a scene where a lady was
boarding the tram, then we were
leaving, well that scene was
shot ten times, the poor lady had
soar legs after the experience!
Another scene was the royal visit
of King George VI in 1939 through
the streets of Quebec. People
arrived to the site by all means
of transportation including the
streetcar. For this scene
Gilles Carle wanted an overloaded
car arriving to the scene with
doors open and an actor riding
on the step. This brought up a
problem: the Birney is not
equiped to run with the doors
open, so there was a solution,
turn off the compressor, empty
the air tank and use the ratchet
brake for the take. Gilles
Carle accepts to modify his plans,
the car is not to start after all
are off. It went well, we repeat­
ed the scene only 3 times!
Wednesday Oct. 15th, the Big
Day; 800 extras, all dressed
1939 style and fashion, are lined
up on each side of the street
to watch the king go by. This
takes place at the end of May
1939, but we are in mid October
and its cold. Directors
borrowed blankets from the
Canadian Armed Forces to keep
everyone warm between the takes.
Before ACTION on every takes
each had to hide his own blanket.
Also since there is a C.N. main
line at the end of the street, one
of the directors was in constant
contact with the train despatcher.
Immagine seeing the TURBO going
by in a 1939 movie!
Thursday October 16th, after the
regular day of filming, LES
CANADIAN
106
Armees Canadienne des couvertures
pour les figurants. Ces derniers
se couvrent entre les scenes et
doivent cacher les couvertures
avant ACTION. En plus pour cette
scene, I un des directeurs est
en contact constant avec Ie re­
partiteur de C.N., car une voie
principale passe au bout de la
rue; Ie tournage doit etre fait
entre Ie passage des trains.
Imaginez, voir Ie TURSO dans
un film de 1939:
Jeudi Ie 16 octobre, apres la
journee de tournage, LES PLOUFFE
re~oivent les membres de la
presse et les invites speciaux.
Pour cette circonstance, les
invites ont pu tout au long de la
soiree faire une ballade d bord
du tram, ce fut une soiree tres
interessante.
Tous les jours ou lon tournait,
apres Ie tournage, Ie directeur
ma demande de promener les gens
R A I L
PLOUFFE are host to the press
and special guests. During
the evening the guests are inv­
ited to ride the streetcar, it
was a very interesting .evening.
Every day after the filming, I was
asked to give rides to the
people of the area, in order to
maintain good relations with
them.
One afternoon, a man walked to me
and says: You know, I worked
on these, but now I am retired.
I looked at this man and I
recognise him: it was Arthur
Morrissette. Many Montreal
members will remember him as he was
most of the times assigned
to C.R.H.A. excursions with a
streetcar on the M.T.C. network
in the late fifties. I let him
operate the car, it was a big
thrill for him.
Wednesday and Thursday October
Onesime Menard (Ie commedien Paul Serval) change la perche au
bout de la ligne.
Onesime Menard (actor Paul Serval) changes the trolley poles at
the end of the line.
CANADIAN
107
du secteur, pour entretenir de
bonnes relations avec eux. Un
jours, aprE~s une scene, un mon­
sieur se presente d moi et me dit:
DVOUS savez, jai travaille la
des sus moi, maintenant, je suis
d la retraite. Je regarde cet
homme et le reconnais: c etait
Arthur Morrissette. Plusieurs
membres montrealais se sou vi en­
dront de lui, il etait presue
toujours loperateur lors de nos
excursions en tramway sur les
circuits de Montreal d la fin
des annees 50. Alors je lui oi
laisse conduire le tram, nuelle
joie pour lui:
Mercredi et jeudi les 20 et 21
octobre, tournage de scenes de
soir de l He 1939. Acteurs et
figurants costumes pour lete:
manches courtes etc., la tem­
perature -3C. Un autre detail,
les scenes d linterieur du tram,
sont vraiment tournees d lin­
terieur du tram, et le son est
pris simultanement durant le
tournage, donc les bruits du
R A I L
20th and 21 st, summer 1939 night
scenes were taken. Actors and
extras were dressed for warm
weather: short sleeves etc. the
temperature -3C: Another detail
is that the seuences in the car
are actually done in the streetcar,
and the sound is taken simult­
aniously during the shooting, so
regular noises of the streetcar
are reel: door closing and
opening, compressor and traction
motors and bell are actual.
Thursday October 30th, last day
of filming using car 200, it all
ended at 9PM. On Friday October
31st, I arrived on Hibernia st.
around 10.30 AM, I turned on the
main broker and get the car ready
for tne last time. At 11 .OOAM
I drove car 200 for the last
time over the 325m of rails,
11.15 AM I stopped the car just
before the ramp behind the flat
bed trailer. I pulled down
the trolley pole, drained the air
tank and the truck driver tied
Le tram 200 au bout de la ligne. Un convoi du C.N. passe a larriere.
Car 200 at the end of the line. A C.N. transfer passes by.
tram: air des freins, des portes,
compresseur, moteurs de traction
et cloche sont reels.
Jeudi Ie 30 octobre, c est 10
derniere journee de tournage
pour Ie tramway. Le tout se
termine d 21hOO. Vendredi Ie
31 octobre, j arrive sur Ie pla­
teau vers 10h30, je ferme Ie dis­
joncteur, prepare Ie tram pour
une derniere fois et vers 11hOO
je parcours une derniere fois
Ie c;:ircuit, d 11h15, jimmobilise
Ie tram pres de la rampe du
camion. Je baisse la perche,
vide Ie reservoir dair comprime,
et Ie chauffeur du carnian fixe
Ie cable du treuil d lavant
du tram et remoroue ce dernier sur
la remoroue du camion. A 11h55,
Ie tram °uitte les rails de la rue
Hibernia pour celles de la remor0ue
du camion, et c est Ie retour
vers Delson/St-Constant. Le role
du tram 200 pour LES PLOUFFE est
maintenant termine.
Le film doit etre projette au
cinema en avril 1981.
the cable to the front of the
car and pulled the car 200 slowly
on to the trailer. 11.55 AM car
200 left the rails of Hibernia
st. and the return to Delson/
St-Constant had started. Car
200 s part in LES PLOUFFE is
now completed.
The film LES PLOUFFE will be
released in April 1981.
Roger Desautels.
Roger lJestlufe/s
Le tournage termine, cest Ie retour vers Delson / St. Constant.
Filming is now completed, and car 200 is heading back to Delson /
St. Constant.
THE DAY THAT
THE RAINS CAME DOWN
( AND THE TRAIN
CAME AROUND! )
Treacherous and lethal, she ravaged Florida and Maryland
before veering out to sea off Virginia, only to renew her vigor
and curve back inland, striking hard at Pennsylvania and New
York State. The massive flooding that resulted reduced the oper­
ation of the regions railroad network to a state of mayhem late
in that June of 1972. By the months end, Hurricane Agnes had
all but sealed the corporate fate of near-prostrate Penn Central.
To compound the tragedy, she struck the fragile Erie-Lackawana a blow
from which it never really recovered and she went on to maul
severely the Reading and the Lehigh Valley for good measure.
Carried over the shoals of ruin by the floodtide, some of these
stricken roads struggled valiently to keep traffic moving by arrang­
ing to reroute key trains over the tracks of their Canadian neigh­
bours around the north shore of Lake Ontario.
Certainly not unsympathetic to the plight of the U.S. roads
immediately south of us, we rail fans in the Niagara Peninsula
nevertheless eagerly monitored local railway grapevines in anticip­
ation of the foreign trains that were scheduled to parage past us
beginning onJune 29. True, American motive power, in the form of
Penn Central N&W and C&O diesels, ran through the region regularly
and could be seen on any given day at places like Canfield Junction;
besides, additional C&O and B&O leased units had been recently
imported to help relieve chronic motive power shortages on Canadas
two major railways. Still, the thought of E-L, D&H, Lehigh Valley
and who knows what other trains passing by our very doorsteps was
novel enough to entice railfans out in force all along the route.
For the most part, that portion of the Hamilton contingent
of ferrocnuinologists not at work on this weekday, gathered to
worship at those two noted train-watching shrines –Bayview Junction
and Burlington station. Others, myself included, preferred to move
around among several locations, catching whatever American traffic
happened to come through via the CN and the TH&B. Together with my
then-young son and a fellow rail fan, I decided to establish temporary
field headnuarters outside the TH&B s Kinnear yard office, where we
could intercept the latest news regarding train movements over
that road. We wiled away the time until the operator poked his head
out the door and informed us that the first train to be rerouted
o v e r the PC s t r a c k sin toO n tar i 0 – -an E -L f rei g h t – -had bee n
cleored onto the TH&B at WeIland and was on its way. According to
our pre-planned strategy, we opted to welcome our first disting­
uished visitor at Vinemount.
A hasty dash to the aforesaid location, just above the spot
where the TH&B dips over the brow to hug the flank of the Niagara
Escarpment on its long descent into Hamilton, brought us face to
CANADIAN 110 R A L
THESE C. & O. LEASED UNITS were already a familiar sight in
Southern Ontario when hurricaine Agnes sent other American
motive power into Canada.
CANADIAN 111 R A I L
face with a long, LONG freight piloted by three af those grey and
maroon behemoths whose colour scheme looked not unlike that of the
Algoma Central. The lead unit -an SD45-sounded a wailing,
lingering crossing warning. The engineer notched his units down in
preparation for the downgrade ahead and the freight lumbered by
us while we witnessed the event with cassette recorders turning and
cameras clicking. All-a-rush, we piled into the waiting auto and
hightailed after it, pacing its leisurely descent down the excarp­
ment.
Back, at Kinnear we chanced to run into a fellow trainiac
who apparently had just been made privy to information from CN
that a D&H freight was expected from Niagara Falls any moment.
To the Emerald Street footbridge at the double: Well any minute
dragged into the better part of an hour before our Yankee guest
decided to grace our camera lenses with his presence. Snapping
our pictures of the three grimy blue and silver Alco Centuries
we retraced our tracks back to Kinnear. There we learned that
things had nuieted down domewhat, and would remain so temporarily.
It had been a rather hazy, sultry day up till now, but when
the sun peeked out from behind the overcast in mid-afternoon, it
brought with it a westbound E-L freight from Toronto. We were
reluctant to become embroiled in the rush-hour traffic that was
soon to well up across town, so we elected to resume our vigil a few
miles east of Hamilton, about halfway up the Niagara Escarpment,
where the TH&B intersects DeWitt side road.
Accustomed as we were to PC and TH&B first-generation geeps,
not to overlook the occasional CP Rail Alco RS, units that normally
treaded the serpentine incline of the TH&B s route up the escarp­
ment, our hearing was naturally attuned to the synchronous reasonance
of EMD power plants as well as to the not-so-synchronous muffled
garble of the Alcos. Of course, we had no idea what the E-L freight
had in the way of a diesel consist, except that they were probably
all chopped-nose units; the lashup could be a combined product of
any of the three major manufacturers. The unusual reverberations
that drifted along the hillside suggested something different, but
not totally unfamiliar. As it turned out we were right on both
counts: a mile or so away –and still unidentifiable to us —
two GE units and an Alco C424 were pulling hard on countless taut
drawbars. As I said, the sun had come out by now but the air
remained moisture-laden, thanks to Agnes peripheral shower activity
which had been sprinkling the Niagara Peninsula on and off.
Through this misty veil that hung over the luxuriant plant growth
flanking the TH&B s right-of-way, the E-L freight wound its way,
the chug-chug of the Alco and sharper bark of the U-boats clashing
in cacophonic bedlam. The train was moving at such a slow pace
that it was some time before we picked up a headlight twinkling
through the vegetation. Several more minutes and we could plainly
identify the lead unit as a U-boat. The second unit turned out
to be its sister. Together they were engaged in a splendid attempt
to drown out the hard-working Alco product behind them. The labour­
ing units drew their burden abreast of the crossing, airhorns
blaring.
ra in:
out of
glance
We readied our cameras. Then –of all things –it began
Yes, the sun was still beating down warmly at a low angle
the west, but all around us raindrops began to fall. A
skyward confirmed our hunch that some wayward progeny of
to
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THE ACTION IS FAST AND VARIED at Burlington Onto rio where
C.N. I S Halton sub joins the Toronto-Hamilton main line. In
the first photo a C.N. freight swings off the Halton sub,
headed for Southwestern Ontario where the C.P. -T.H.& B.
Starlight waits patiently for the green before pro ceding
on into Hamilton. In the second photo, the Starlight begins
to accelerate as C.N. Toronto-bound railiners conduct business
at Burlington.
Hurricane Agnes had picked this very inopportune moment to bestow
its blessing upon us. Nice timing, cloud! Before the shower got
into full swing we took our shots and hurried to the car. I tromped
the accelerator and the little Volvo fish-tailed its way up De Witt
Road, wheels spinning in damp dirt, gravel flying. A sharp left
at the summit lined us up in the right direction and we roared off
down the black top. Over proverbial hill and dale we flew in a
beeline for Vinemount, praying fervently that the next rise would
not reveal a radar-eouipped police cruiser lying in wait. We
screeched to a stop, kicking up a cloud of dust (the rain had not
fallen here). Scampering onto the steel bridge that carried the
narrow highway over the single track main of the TH&B, we set up
shop –and waited!
We realized that we need not have hurried so recklessly for
we had eons of time. The freight climbed slowly but steadily
upward; (the sounds from red hot exhaust stacks echoing over the
top of the escarpment.) At last the lead unit cleared the brow,
followed by its brethren. As they rolled toward us, I felt as
though that chopped-nose trio were putting the finishing touch to
a demonstration lesson in diesel technology. There was no doubt
that a train of this size would have reouired no less than five
TH&B first-generation geeps to cope with such tonnage on that
long 1.24% grade, and moveover, several of them would likely
have been isolated to cool down by the time they reached Vinemount.
Not so, the E-L units! Teneciously, they clung to the rails all
the way up, never once faltering.
Leaving the E-L freight to make its way to Buffalo, we were
heading along toward the bypass around Hamilton with the intention
of joining the gang at Burlington when we found ourselves suddenly
subjected to a gastronomical phenomenon that would be diagnosed
THE FIRST OF MANY AMERICAN TRAINS glides throuth Vinemount
Ontario on the T.H.& B.
CANADIAN 114
R A I L
ERIE-LACKAWANNA FREIGHT rumbles into the Kinnear Yard of the
T .H.& B.
CANADIAN 115 R A I L
D. &. H. FREIGHT FROM NIAGARA FALLS pulls into Hamilton over
the rails of the C.N.
CANADIAN
116
R A I L
today as a Big Mac attack. We counterattacked with burgs and
fries at a fast-food emportum, then pushed on to the CN station,
recognizing several of the cars already parked in the lot. Mingling
with the engineer-cap set that had predictably gathered here, we
learned in the due course of conversation that another E-L freight
had made the lineup and was due to be routed eastward shortly over
the freight-only Halton subdivision at Burlington. More delightful
yet, was the news of a Lehi~h Valley freight westbound out of
Toronto.
In the interim, two CN freights –one marked by a string of
C&O geeps for trailing power –chanced to meet on the sweeping
curve that marks the beginning of the Halton sub, just across and
down from the station platform. Also, No. 147 glided past behind
an Alco FPA4 and matching B on its way from Toronto to Windsor.
Thus temporarily preoccupied with this standard fare, we waited
for the more interesting diversions we knew were on the way. The
passenger had not been:long gone when the E-L extra showed up and
swung off the main onto the Halton sub. With the facing sun at our
backs, we tracked thetrain and fingered our shutter-release buttons.
Then we waited some more. We might have known that the LV freight
would fail to put in an appearance before the sunlight gave way
to the grey-blue of twilight. However, when the LV hotshot finally
did show up it did so in grand style, roaring by at a healthy clip
taking advantage of the near bullet-straight CN Toronto-Hamilton
main line. A few of the guys shooting high-speed black and white
lined up the speeding train and snapped their pictures; the rest
THE STANDARD FARE AT DE WITT ROAD is a brace of T.H.& B.
GP-7s, sometimes sprinkled with a GP-9 or two blasting their
way up the Niagara Escarpment.
of us with the slower s~ide film lined up the train and snapped
multicoloured blurs; or I did, anyway. C est la vie!
Even so, it had amounted to an unusual and interesting day of
rail fanning; the first of several in fact, for it was some time be­
fore anything resembling regular operation resumed south of the
border. How does the idiom go? .. One mans loss is anothers
gain? Yes, we had been fortunate to behold and record for posterity
one of the rare times when American trains detoured in masse
through Canada. All the same, the greater significance of the
event was tragic for the PC~ LV, E-L, D&H and other insolvent roads
of the U.S. Northeast. We did not fully realize it then, but
rising in the wake of swollen streams was the mesmerizing spectre
of total rail reorganization!
RODGER LETOURNEAU
C/O Can. Reg. Museum
BEHOLD E-L SECOND-GENERATION CHOPPED-NOSE POWER interloping
on the stamping ground of T.H.& B. s venerable GEEPS~
BUFFALO-BOUND E-L FREIGHT breasts the summit of the Niagara
Escarpment at the end of a gruelling ordeal up the long 1.24%
grade unassisted.
C.N. GEEP LEADS TWO C.& O. COUSINS down off the Halton Sub with
a Westbound freight at Burlington, while local rail fans eagerly
await a Toronto-bound E-L freight.
C.N. No. 147 WITH ALCOS ON THE POINT leaves Burlington in the warm
evening light.
WITH THE FADING SUN AT OUR BACKS we capture an E-L freight
swinging onto the C.N. s Halton sub.
CANADIAN 119 R A I L
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~KINCE EDWARD ISLAND AND NEWFOUNDLAND
The two maps of the railways on Prince Edward Islans, and on the
Av~lon Peninsula of Newfoundland, were intended to go with the two
articles on these railways that appeared in the November 1980
issue of Canadian Rail. Unfortunately, the maps went astray in the
mail between Thunder Bay ~nd Montreal, and have only just been
received. We are sorry for the inconvenience this has caused, and
trust that the ma~s will be just as useful now as if they had app­
eared in their proper place~
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MAP
WJ.G.
11-80
CANADIAN
121
R A I L
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Recent deliveries
of diesel locomotives
Pierre A. Patenaude.
Canadian National SD-40-2W locomotives delivered on order
431 from Diesel division, General Motors, London Ontario.
ROlD NUMBERS SERIAL NUMBERS DELIVERY DATE
5354 A-4032 DEC 20 1980
5355 A-4033
DEC 20 1980
5356
A-4034 DEC 20 1980
5357
A-4035 DEC 21 1980
5358
A-4036 DEC 20 1980
5359
A-4037 DEC 21 1980
5360
A-4038 DEC 23 1980
5361
A-4039 DEC 23 1980
5362
A-4040 DEC 23 1980
5363
A-4041
DEC 23 1980
This order of SD-40W s is assigned to Symington yard, class­
ified as GF30U. They have snow shield over the air intake, a
winterization hatch over first radiator fan, but have no dynamic
brakes and no pacesetter.
B r i tis h Col u m b i a R ail way S D -40 -2 s, order C-429 deliveries
from Diesel division, General Motors, London Ontario.
ROAD NUMBERS SERIAL NUMBERS DELIVERY DATE
751 A-3945 SEP 29 1980
752
A-3946 SEP 29 1980
753
A-3947 SEP 30 1980
754 A-3948 SEP 30 1980
755
A-3949 OCT 3 1980
756
A-3950 OCT 3 1980
757
A-3951
OCT 8 1980
758
A-3952 OCT 8 1980
759 A-3953 OCT 11 1980
760
A-3954 OCT 11 1980
761 A-3955 OCT 17 1980
762
A-3956 OCT 17 1980
This order is the first of G.M. locomotives on B.C. Rail.
They feature extended range dynamic braking, and ~ radiator
fans. They are painted in the B.C.R. lightening stripe paint
scheme.
C.N. RAIL BRAND NEW SD-40-2W No. 5359 at its builders plant
on December 17 1980. Note that its road number boards are not
yet affixed, and also that class GF30U is not yet painted on
the cab sides.
Photo: Collection of P.A. Patenaude, from slide of
D • R. M cO u e en.
The· ..
business car
THE L/RU.I.E VIA SERVICE NORTH or ~IO>JTRE!L ()N TilE rIRST
weekcnu in .)uly neeueu 9 RilCs .• So the following
train I eft lontreal: IWCs 6302-6124-612:;-6125-
6103-6004-61 I I -6129-(,210. It ;nay have also been the
first time J CN RiJC-9 operateu over the CPo
(SI~S >Jews)
CANADIAN 124 R A I L
hITIJ ONE ~IAN AT THE THROTTLE ALL THE IIAY FROM TORONTO
to Edmonton, 6060 took only a little over four
days to travel from Toronto to the Alberta
Pioneer Railway, arriving Friday August 8. Despite
leaving Toronto almost one week after the original
schedule called for, arrival at Edmonton and the
~useum was a full day earlier than originally prop­
osed. lIarry HO::1c, who did so much to ensure that
the locomotive would rcturn to Alberta, is currently
getting some wcll earned rest in Jasper after his
cross-country marathon. Surely Harry is unique amongst
CNR engineman having run 6060 across about one half
of the entire country: (Apra marker)
ST. FELICIEN STATION AU8ust 9 1978.
pierre A. Patenaude.
ROBERVAL & SAGUENAY STATION AT ALMA QUE. on August 9 1978.
Pierre A. Patenaude.
FER ET TITANE No. 10 is an E.M.D. MP-15, serial No. 808006-1,
builders date October 1980. Photo taken on Oct. 27 1980 at Pointe
St. Charles coach yard awaiting shipment to home rails at Havre
Saint-Pierre. Fer et Titane s other MP-15 is No.9 built April 1977.
Pierre A. Patenaude.
Train 183 at Dolbeau Que. on August 9 1978. The consist is
3226, 15438, 9657, 5386.
Pierre A. Patenaude.
C.N. 50560 was formerly 8032, but has now been modified for
snow fighting duties. Taschereau Yard, October 8 1980.
Pierre A. Patenaude.
LOOKING AT ITS WORST AFTER THE DERAILMENT West of Smiths Falls
in September, 1979, C.P. Rail 5538 is seen at St. Luc Yard on
October 14 1979.
Pierre A. Patenaude.
EX CP RAIL F UNITS IN POINTE ST.CI/AHLES SHOPS ARE 1422
which will emerge from shops in early September
as VIA 6566, and 1425, which will emerge early
in November as VIA 6569. (SRS News)
TilE OAR RAILINER SERVICE YARIIOUTII TO HALIFAX HAS REALLY
been successful. as just about daily now, they
run two units on both trains, and they are
usually always full. Units ~lich are used most often
are 6113, 6132 and 6213, with one other ROC unit from
those based out of lIalifax.
(SRS News)
IT SEDIS THAT THE RED I S THAT OPERATE OVER THE OO~IINION
Atlantic tracka!;e are suffering from problems
wi th sand getting into the motors. Each of tile
units that has been operating on the DAR line since
.June 3th has had a motor replaced due to the sand
problem.
To combat this. VIA are installing larger
air filters on the units which ~ill be assigned mostly to
the DAR service, and so far two units have alrcady
received this larger air filter. Two more units will
receive this modification, to make a total of four
units to be so equi?ped. (SRS News)
TilE ORIGINAL PREMISES or TilE KINr.STON LOCQ)·IOTIVE WORKS
(presumably later Canadian Locomotive Co.) will
shortly house a new development of 16-storey
buildings, a 128 room Ramada Inn. and 123 condominium
units. The I.w~ nellit to Ungstons Confetlcrat.lon rari.,
was virtually _PlY, havtnC been, first 19th century
:lIilit;:1ry insta.lIatlons, anll latcr the Kingston Loco~tilc
~orks. The stone useJ in the ~ilitary installation,
thc :I.nloct Rattery 3S H … s known, … as uscJ to lluilll
the 18SS station of the: Kin~ston , Pelbroke Rall ….. y.
whi
ch was uscd until these trae:s … ~rc re::!Oed In 1910:;,
:It … hich tillle the: station becamc a touriSt inForaHiou
centre. Confederation r:lrk W:lS ::Iuilt arounJ Ilu: statior:
in 19(,7, ami :I KineSIa I.oeo::l()tivc Works JOCOIIothe
fro::. I!li.> … as phccU ill front of thc station. ,Iso
rlearby is the old r;rand Trunk Inner Station, ,Ierhaps
CanaJas first n:I01C loading point for trolns, ,hcrc
fron lSS( hursc·drawll chlch:s haulcd passenr:crs
frua :lownto … n Klnl:uo:1 ttl the (;r:l.nd Trur:k Joluion on
the nor~h ~id … of tova. [lienlually a rail siur vas
built and p.1sscnl:cn were ilau}eJ by conneetin~ luin, This
station Is to becOll.e the corporal! hcaJ;.julITle:TS of Sonja
i(clIsen Ileal r!ta~e ClI JCl.cio!crs of thl! scl.II
(A(Ta ! .. rkll!r/O:lLl~· CO_t:Tt:hl ~c~~1
RlIn Cooper)
BACK COVER.
C.P. Roil train 904 heodl by North Junction on itl way to Newport
Veuant with filiI! c-424 I: 4221, 4211, 4228, 4236, 4241, on Augult
31 1980 ofter leaving neorby St, Lue yard.
Pierro A, Patenaude.

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