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Canadian Rail 391 1986

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Canadian Rail 391 1986

Canadian Rail -I–I-J
No. 391

Published bi-monthly by the Canadian Railroad
Historical Association P.O. Box 148 St. Constant P.O.
JOL 1 XO. Subscription rates $25.00
($23.00_US funds if outside Canada)
EDITOR: Fred F Angus
CO-EDITOR: M. Peter Murphy
LAYOUT: Michel Paulet
Front Cover:
Early on the morning of November 7, 1985 locomo­
tive 1201 at the head of the special train is pictured
waiting at Revelstoke station prior to departing for
Craigellachie for the commemoration of the cent­
ennial of the driving of the last spike on the Canadian
Pacific Railway.
Photo: Canadian Pacific Corporate Archives.
Inside Front Cover:
An excellent view of 103 year old car 76 coupled to
1201 as
they are turned on the wye at Taft 8. C. on the
way back from Craigellachie after the last spike
centennial ceremony.
Photo: Canadian
Pacific Corporate Archives.
ISSN 0008-4875
P.O. Box 1162
Saint John,
New Brunswick E2L 4G7
P.O. Box 22 Station B
Montreal, Que. H3B 3J5
P.O. Box 141, Station A
Ottawa, Ontario K 1 N 8V1
P.O. Box 5849, Terminal A,
Toronto, Ontario M5W 1 P3
300 Cabana Road East,
Windsor, Ontario N9G 1A2
P.O. Box 603
Cambridge, Ontario N 1 R 5W1
PO. Box 593
Catharines, Ontario L2R 6W8
P.O. Box 962
Smiths Falls, Ontario K7A 5A5
P.O. Box 6102, Station C,
Edmonton, Alberta T5B 2NO
60 -6100, 4th Ave NE
Calgary, Alberta T2A 5Z8
P.O. Box 400
Cranbrook, British Columbia V1 C 4H9
P.O. Box 1006, Station A.
Vancouver, British Columbia V6C 2P1
14 Reynolds Bay
Winnipeg, Manitoba R3K OM4
C.Ps Last Spike-l00 Years
Less Three Months. Later-
By: David Johnson
On August 7th, 1985 I joined a number of C.P.
Rails largest
shippers and other dignitairies in
the Catherine Stinson Room of the Chateau
Aeroport Hotel in Calgary to be the C.R.H.A.s
representative at the re-enactment of driving of
last spike on the C.P.R. and the re-dedication of
the stone cairn at Craigellachie, British Columbia.
What follows is my personel experience during
this historic re-enactment. Detailed coverage is
being provided by TV
Ontario on behalf of C.P.
the hotel, we were bused by a Pacific
Western bus to the IATAT charter terminal at the
southern end of the airport. The bus drove us
right up to the steps of Convair 440 of North
Air Services,that was waiting to take the
us to Revelstoke. The red carpet awaiting us as
we walked to the plane, set the tone forthe rest of
the festivities.
Once on the plane, we were informed that the
earlier flight had been unable to land at
Revelstoke, and
there had been no improvement
in the weather, so we were on our way to
Kelowna in the Okanagan valley. There, buses
would be waiting to take us back to Revelstoke.
On board,
hot filet mignon from C. P. Hotels Flight
kitchens helped prepare us for the two and a half
hour bus ride to Revelstoke in increasing rain.
over the Rockies in a twin engine
airplane, which seemed to take forever to reach
cruising altitude, provided an excellent opport­
unity to observe the massive barrier that the early
explorers and surveyors faced while trying to find
a route through what appears to be a solid wall of
mountains as you approach the Rockies from the
Prairies. By the time we were over the Selkirks,
the cloud totally obscured the mountains, but by
Kelowna, the rain had stopped. Fortunately, the
C.P. Rail SD40-2locomotives 6068 and6069 built in 1985 seen on the Revelstoke back track on A ugust 8, 1985.
Photo by David Johnson.
hospitality suite at the hotel was kept open for the
late arrivals; and Mr. and Mrs. Jacques Giguerre
of C.P.s Expo 86 pavillion were most gracious
The following morning, my brother Richard,
who was holidaying in Revelstoke, and I drove out
to the Revelstoke airport. In pouring rain, the
single runaway extending out into the Columbia
River between the Monashee and Selkirk
Mountains ranges did not look particularly
attractive, and considering the total lack of
term inal facilities and air traffic control, I was very
glad the pilot opted for Kelowna.
A quick tour of the C.P. yards at Revelstoke
showed the coaches from the C.P. community
Centennial Train, including the Golden and the
Mount Stephen, however, the Baldwin
switcher from the Centennial train was not in
sight. Numerous SD-40s and GP-9s were
waiting assignment, including brand new SD-40-
2s, #6068 and #6069. The yards are certainly
different now that the roundhouse is largely
removed, and a new steel diesel shop has been
erected in its place.
1130 hours, the rain had stopped, but the
clouds still hung within two hundred feet of the
valley floor. At C.P.s Revelstoke station, the
special train to take the dignitairies to Craigell­
achie was assembled. It consisted of SD-40-2
#6068 and #6069, VIA steam generator 15471
and four ex C.P. stainless steel coaches #106,
110, 115 and 123. After some delay, the train
departed westbound at 1215 hours; and travelled
over the new reduced grade up into Eagle Pass.
Twenty five miles west, the train stopped at a level
crossing and Mr. Allison, President C.P. Rail. Mr.
Stinson, President, C.P. Limited, Mr. Burbidge,
C.E.O., C.P.
Limited and the conductor detrained.
Fifteen minutes later two R.C,M.P. cars with
lights flashing arrived at the crossing to deliver
the Honorable Don Mazankowski, Federal
Minister of Transport, and an aid to Premier Bill
Bennett of British Columbia, to the train. It seems
the weather disrupts ministers flight schedules
as well!
The train proceeded to Craigellachie, arriving
about 1345 hours. The location of the last spike
has been vastly improved for C.P.s centennial.
The site has been cleared, grassed and asphalt
paths laid down the hill from the Trans-Canada
Highway to track-side. There were four canopies
erected; one for the R.C.M.P. band, which played
and after the ceremony; one for the
platform party; one for the invited guests and one
Unveiling the cairn at Craigellachie during the re-dedication ceremony on August 8, 1985.
Photo by David Johnson.

Last Spike Centennial
November 7 t t885 to
November 7, 1985
By: Fred Angus
One of the most significant dates in Canadian
railway history was the driving of the last spike on
the Canadian Pacific main line. As most railway
enthusiasts know (and they have been reminded
of the fact many times this year) this event took
place at Craigellachie British Columbia at 9:220n
the morning of Saturday November 7 1885. The
mall was wielded by Donald Alexander
Smith, later to be knighted as Lord Strathcona
who, after one false start and bent spike,
completed the symbolic link. The place, ever after
to be known as Craigellachie, was chosen by
chance. It
was here, in Eagle Pass, that
contractor Andrew Onderdonk had run out of rails
late in
September so ending construction from
the west. While it had been planned that track
laying from the east would reach this spot about
the same time, delays due to bad weather slowed
down the work so the tracklayers came in sight of
Onderdonks railhead only on the afternoon of
Friday the sixth of November. So it was that on a
misty November morning a century ago, on a date
and a place chosen almost by chance, history was
driving of the last spike was not, of course,
the completion of the railway. There was much
more to do before the line could be opened.
Tracks had
to be ballasted, stations built and,
above all,
snow sheds could not be built until the
avalanche patterns were observed and charted;
this would take a winter of careful watching
to determine. In fact, the line was essentially
closed during that winter of 1885-86 and not until
late June did full through service begin. Never­
theless, the actual connection of the rails,
symbolized by
the last spike, is the event that one
now associates more than any other with the
completion of the great work of building the
Transcontinental Railway. As everyone knows,
the ceremony was simple and brief. There were
no lengthy speeches, no brass bands and, above
no golden spike (as is sometimes erroneously
stated) only a plain iron one. In fact, the actual
Last Spike, being identical to millions of others,
has been lost; the one that has been preserved is
the one that was bent on the first attempt. At the
conclusion of the event, William (not yet Sir
William) Van Horne made his famous fifteen­
word speech: all I can say is that the work has
been well done in every way. The conductor
called out all aboard for the Pacific and the train
About to leave Calgary on a sunny morning
November 6 1985 the Last Spike Special is seen in
front of the Palliser Hotel and the Calgary Tower.
Photo by Fred Angus.
A brief stop at Field B. C.
allowed time for a photograph
of the special train.
Photo by Fred Angus.
In the mountains near the
continental divide the ground
is white and midwinter
condit ionS-P!!!.::,~i I.
Photo by Fred Angus.
Down the lower Kicking
Horse Valley the snow is
almost gone but the scenery
is still spectacular.
Photo by Fred Angus.
~ ~=iI
Pacific Region
v ncouver Kootenay,
Revel.stoke, da Nanai~O DivisIons Esqulmalt an
Time Table
;~~~rB~~;:~: Vice·Pres1defll
L. A. Hill
General Manager
J A. Unn
A~s. General Malager
~~p~;i~:n:e~~ Transportall
For the first time in many years C.P. Rail has issued a
time table number 100. Usually the numbers for the
Pacific Region run from 90 to 99 and then start over
again. To commemorate the last spike centennial an
exception was made No. 100 took effect on Novem­
ber 7, 1985.
What is today seldom realized is that, had the
events of a few hours earlier been known at
Craigellachie, even
this simple ceremony might
not have been held, for a strange coincidence of
triumph and tragedy took place that day. During
the previous night, far to the east, on Lake
the C.P.R.s steamship Algoma had
travelling on its regular run when it was
caught in a violent storm. In the darkness of the
early hours of this same November 7 1885, the
Algoma ran aground on Isle Royale and was
wrecked. There was considerable loss of life and
the ship was a total loss. News of this, the
C.P.R.s first major disaster, had not reached
British Columbia at 9:22 that morning. If it had,
there would surely have been a more sombre
mood at Craigellachie, and perhaps no ceremony.
communications were slow, the event took
place, and
the picture was taken that would be the
most-remembered Canadian photo even after a
hundred years later itwasobviousthatthe
most important railway anniversary to be
commemorated in 1985 would be the centennial
of the driving of the last spike. In fact, there were
two commemorations; one in August, the other
on the actual anniversary, November 71985. The
first, during which the monument at Craigell­
achie was re-dedicated and a small park opened
the site, is covered elsewhere in this issue by
Johnson, the President of the C.R.H.A. This
report concerns the second which was actually a
two-day event and was organized by C. P. Rail as a
fitting climax to its centennial commemorations.
At 11 :00 a.m. on Wednesday Novenber 6 1985
about eighty invited guests met in the lobby ofthe
Palliser Hotel in Calgary Alberta. Soon, all were
escorted to the Via Rail station and boarded a
train reminicent of the Canadian in the
when it was operated by C.P. Two of C.P.s
latest locomotives, nos. 6068 and 6069, led the
train which consisted of steam-generator car
15474, stainless-steel baggage car 609, official
cars Strathcona and Shaughnessy, sleeper
Manor, diner Imperial, coach 123 and
dome car Tweedsmuir Park. The presence of
those two official cars was especially appropriate
since the two guests of honour were the present
Lords Strathcona and Shaughnessy, the
decendants of the two peers who had played such
important part in the early history of the C.P.R.
At 11 :50 this Mini-Canadian departed from
Calgary and all during the day the guests were
treated to the ever-changing view of the specta­
cular scenery, the famous C.P.R. Rockies
which have been a prime tourist attraction for a
Two meals were served in the diner,
both of
them like those that used to be served in
the Good Old Days. After the descent of the
Big Hill of the Kicking Horse Pass with the
world-renowned spiral tunnels, the train made a
brief stop at Field, where passengers could
stretch their legs for a few minutes. Then on to
the Columbia Valley and up and over the snow­
covered Selkirk Mountains. By now, it was dark;
those aboard missed seeing such attractions
as the Stoney Creek bridge, but before long, the
trip ended as the train pulled into Revelstoke B.C.
were then taken by bus to their
hotels, and a brief reception closed the day.
next morning was the day for which
everyone had been waiting. Breakfast was
served at 6:00 a.m. while it was still dark outside.
The busses departed at
6:40 and soon the guests
were back at the station as the first light of day
the special train, hauled by former CoP.
steam locomotive 1201, the famous 4-6-2 now
owned by the National Museum of Science
and Technology in Ottawa. This
was the last
steam locomotive built by the C. P. Your editor
not help but recall November 6 1960
when the C.R.H.A. excursion to St. Lin
behind 4-4-0 locomotive 29 had commemorated
the 75th anniversary of the last spike and
was also the End of Steam on C.P. On that
En route to Craigellachie the steam train on
a curve as
seen from the platform of car 76.
by Fred Angus.
occasion, someone had said in 25 years,
there will have to be a steam trip to Craigeliachie.
No one
thought this would be possible, but now it
was 25 years later and a steam trip was about to
depart for Craigeliachie! On this train, following
1201, was baggage car 3051, official cars
Shaughnessy and Strathcona, coach Sand
Point, coach Micmac (formerly 1303), and
finally the Piece de Resistance car 76, specially
brought from Heritage Park in Calgary. This car
was built in 1882, had been a contractors car
during the construction of the C.P.R., and had
present at the driving of the last spike on
November 7 one hundred years ago.
Soon all
were aboard, and at 7:15 a.m. the
steam special left Revelstoke en route to Craigell­
achie. The start was so smooth that one had to
look out the window to be sure that the train was
actually under way. The weather was ideal for
the occasion; almost identical to that on the day of
the original last spike. The damp air and clouds
served to carry the sound of the locomotive and
At Craigellachie November 7 1985 the special train is seen from the rear including a good view of 1 03-year old
car 76.
Photo by Fred Angus.
At Craigellachie on November 7, 1985 we see (from left to right) Dave Elliott, Jack Hewitson, Georges Larose,
John Corby, Ian Jackson posing on the front of locomotive 1201.
Photo: Canadian
Pacific Corporate Archives.
Locomotive 1201 is the backdrop to some of the crowd watching the ceremony. Note the special sign on the front
of the engine.
Photo by Fred Angus.
Lord Strathcona holds the original last spike
while Lord Shaughnessy looks on.
Photo by Fred Angus.
Lord and Lady Strathcona pose beside the
monument with 1201 in the background
Photo by Fred Angus.
Against the backdrop of locomotive 1201 Lord Strathcona drives the last spike of the first century at
Craigellachie at 9:22 a.m. on November 7, 1985.
Photo: Canadian Pacific Corporate Archives.
Exactly 100 years separate these two views of the same car at the same place. After the photographer took the
two famous photos of the driving of the last spike the train crossed the joined rails and a third photo was taken
showing the rear of the train. The young lad with the spike mall tapping the already-driven spike is J.K.L. Ross, son
of James Ross the construction manager to whom the car was assigned. Many years later J.K.L. Ross himself
was a millionaire and a leader in Montreal society. At the November 7 1985 celebration the same car returned to
the same spot.
1885 photo from Canadian Pacific Corporate Archives.
the steam whistle as the historic train began the
ascent of the steep grade to Eagle Pass. All along
the highway near the track were cars and busses
carrying hundreds of Motorcaders watching
and photographing the train. At every vantage
point, were seen many enthusiasts, photograph­
ers, and almost anyone else who could take time
off to watch the train go by. Even a helicopter
paced the train! From the rear platform of car 76, it
was not difficult to imagine that one was on the
observation platform of the Pacific Express in
1886. Certainly the century-old car rode just as
smoothly as any modern first-class car, given the
lower rate of speed. The trip was made without
incident; the 1201 hauled the train up the grade
with ease; the only stop en route being when the
heat from the fire box activated a hot-box
detector. Finally at 8:30. the train slowed down
and stopped. This was Craigellachie, and all was
in readiness for the commemoration. The diesel­
hauled special. on which the guests had come
from Calgary, had departed from Revelstoke half
an hour before the steam train. and the two
trains, side by side on adjacent tracks, formed a
contrast between the old and the new. The
passengers disembarked from the steam train
and took up positions from which they could
watch the ceremony.
The official party was introduced by John
Kelsall, vice president of operations and mainte­
nance of C.P. rail. Immediately afterthis. Mr. R.S.
Allison, President of C.P. RAIL. made a speech
reflecting on the significance of the occasion.
Then Mr. Kelsall, consulting a 100-year-old
watch, announced that it was exactly 9:22 a.m.,
precisely a century since the driving of the
original last spike. At this exact moment, Euan
Howard, the present Lord Strathcona, took up the
spike mall and drove the last spike of the first
century of C. P. rail. Then a mechanical spike­
driver moved into place, and Mr. Allison drove the
first spike of the second century! The whistle of
1201 sounded, and the sound was echoed by the
horn of the diesel locomotive. Another very
significant event now occurred. The original last
spike, the one that was bent on the first attempt in
1885, has been in the possession of Strathconas
family for a century. As a tangible gesture of
historic goodwill the present Lord Strathcona
brought it to this commemoration and donated it
the National Museum of Science and
Technology in Ottawa where it will be the
property of the Canadian people. Following
this, a plaque was unveiled on the stone
monument at the site, while a solitary piper
played in
honour of the Scottish nationality of so
many of the founders of the C.P.R ..
After the ceremony, those present had a chance
to look
around the site, see the commemorative
park, and attempt to secure a first-day cover of
the special postage stamps issued that day. Many
of the guests boarded the diesel -hau led train for a
direct return to Calgary by that evening, but those
with an interest in history chose the second
option, a return to Revelstoke on the steam train.
train left Craigellachie about 10:30 and
backed to Taft,
where the locomotive and car 76
could be turned on a Y. By now, the sun had
come out and the resulting photo opportunities
were not lost; for a very pleasant surprise was in
A view of the train crew and others in front of 1201 at Craige//achie.
Photo: Canadian Pacific Corporate Archives.
The newly-unveiled plaque on the stone monument
commemorating the driving of the last spIke.
Photo by Fred Angus.
The ceremony concluded, the special train makes a high speed
runpast as happy photographers capture this never-to-be­
forgotten scene on film.
Photo by Fred Angus.
Car 76 with a platform load of guests waits on the Taft wye during the turning operation.
Photo: Canadian Pacific
Corporate Archives.
, _.
.:, .. ,~ . ;.
The locomotive crew poses beside 1201 just after the special train returned to Revelstoke.
Photo: Canadian Pacific Corporate Archives.
store. Everyone aboard was treated to another
nostalgic event, a full-scale photo run-past with
the steam train at speed on the main line of the
C.P.R.! After the train was turned, the trip to
was resumed. One noteworthy event
was passing freight train 593 west led by engine
5839 and consisting of 82 cars; this was the first
revenue train of the second century. A second
runpast was held at the tunnel at Clanwilliam; and
then back to Revelstoke and a great welcome by
the townspeople who stood alongside the tracks
the train came over the bridge across the
Columbia river and continued on to a stop at the
Soon 1201 and its
train were put away in
Revelstoke yard
but not for long. The next day it
for Vancouver where it will remain until May
1986 when, hopefully, it will participate in
Steamexpo. However,
the events of November 7
not yet ended; for the guests were treated to a
capital lunch, a tour of Revelstoke, including a
visit to
the Revelstoke museum. That evening,
banquet was held at the Sandman Inn in Revel­
stoke. The speaker at
the banquet was Mr. Omer
Lavallee, archivist and corporate
historian of C.P.
Rail. He called on
his vast knowledge of
railway history to recount many stories and facts
about the C.P.R. from the beginning to the present
When the guests finally headed for home at
the conclusion of the activities, one could not help
feeling that all present had been a witness to
history and that, in the words of Gilbert and
Sullivans Mikado (also celebrating its centennial
this year), nothing could possibly be more
satisfactory .
Like a scene from the 1940s the steam train in
Eagle Pass on the return trip to Revelstoke. Car
76 was turned separately so does not appear
in the photo.
Photo by Fred Angus.
The first revenue train of the second century
no. 593 westbound with 82 cars passes the
steam special.
Photo by Fred Angus.
Roaring through the tunnel
at Clan william tfie steam
special performed a second
runpast on this memorable
Photo by Fred Angus.
of the
bottles of wine
used at the
dinners for the last
spike anniversary.
Photo: Canadian
Nearing Revelstoke, the
whole train is visible in this
view taken from the rear as
the train rounded a sharp curve
in the snow.
Photo by Fred Angus.
By: Hughes W. Bonin
It happened in the Fall of 1976. The fledgling
Conrail was caught in a power crunch, as it was
discovering that most of the diesel locomotives
inherited from the merger partners were
suffering from deferred maintenance. The
solution was to lease whatever was available and
in acceptable condition, and, in the Fall of 1976,
the predominantly black Penn Central roster was
increased by a group of colorful Precision Nation­
al, Chicago & North Western and Bangor & Aroo­
stook diesels, to name a few. Then, an agreement
was reached with Canadian National Railways for
the lease of twenty nine M636s (#2305-10, 13-
17, 19, 20, 22-29, 32-39), thirty four C424s
two GP35s (#4000 and 4001), fourteen GP40s
(#4002-4015) and thirty one GP40-2L(W)s
(#9488-99, 9500-18). These diesels could not
stay for periods longer than 89 days, otherwise
Conrail would have to pay a $4500 property tax
for each unit leased. However, the locomotives
could be sent off the property, then leased back
for another period. In 1977, Conrail leased again
another group of CN diesels (M636s #2307, 9,
10, 13,25,26,28,29,32,33,37, C424s #3200,
2,3,5,18,19,22,24, GP38s #5510, 15, 17, 18, and
GP38-2(W)s #5566, 69, 70, 72, 74-81, 83-
Customer No. 2 was Canadian Nationals
subsidiary Grand Trunk Western. This time, the
lease was on a long time basis, and GP38s
#5500-9, 20-26, 28-30, 32-34, 37, 48 were
transferred to the U.S.A. although not all at the
same time. Most of these GP38s saw their CN
wet noodle logo altered to form a GT logo. It
seems that none of these was ever repainted in
the GTW blue livery.
The saga goes on
with another railroad leasing
CN units: the Louisville & Nashville Railroad,
which would extend the Canadian invasion into
the deep South. The Old Reliable was
overwhelmed by the sudden surge in the coal
business that followed the 1973 energy crisis.
The help received
from Family Lines relative
Seaboard Coast Line in the form of old Alcos was
still insufficient, and the L & N had to lease diesels
from such unlikely sources as Duluth Missabe &
Iran Range Railroad and
Auto-Train Corp. In
February and
March 1977, the following
Canadian National diesels appeared on the
Louisville & Nashville network: GP38s #5510-
19, GP38-2(W)s #5566, 69-72, 74-81, 83-90,
#1392: Unlikely encounter of almost-new Canadian National GP40-2L(W) #9513 with old Erie-Lackawanna
Alco RS3 running its last miles, Avon, IN, 20 Nov. 76
#1392: Recontre improbable de la Canadien National GP40-2L(W) #9513 presque neuve, avec une vieille
Alco RS3 de IErie-Lackawanna a ses derniers jours, Avon, IN. 20 Nov. 1976.
#1835: Canadian National GP38-2(W) ready for the return trip to Louisville, Ky. Companions are Louisville &
Alco RS 71 #957 (ex-SCL 1209) and GE U238 #2739. Photo at Lafayette, IN. 23 March 1977.
#1835: CN GP38-2(W) #5571 prete pour Ie retour a Louisville, KY. Ses compagnes sont la L&N Alco RS11
#957 (ex-SCL 1209) et la GE U238 #2739. Lafayette, IN. 23 mars 77.
ff1861: Canadian National GP40 #40, in front of the old Monon RR shops, Lafayette, Indiana, in company of
L &N 1116 (GP35, ex Chicago & Eastern ///inoisj. #4011 had then a little more than a year to go before
being wiped out in an head-on collision in Texas. Photo taken 30 March 1977.
#1861: La CN GP40 #4011 se repose pres des ateliers du Monon a Lafayette, Indiana, Ie 30 mars 1977.
La 4011 al/ait perir dans un accident au Texas un peu plus dun an apres cette photo. Lautre locomo­
tive est la GP35
#1116 du Louis & Nashville, acquise du Chicago & Eastern ///inois RR.
# 7974: Contrast in wide noses: CN GP38-2(W) #5576 meets Amtrak #594 (SDP40F), pausing at Lafayette,
Indiana, to change crews of the Chicago-Miami Floridian. 1114177.
# 1914: La CN GP38-2(W) #5576 et la SDP40F #594 dAmtrak se comparent museaux a Lafayette, IN., ou Ie
train Floridian Chicago-Miami doit arreter pour un changement dequipage. 11 avril 1977.
S 040 s #5030-41, 43-45, and G P40 s #4002 -1 5.
Like Conrail. the L & N preferred to return the CN
units before having to pay the property tax, but
other batches later in 1978 and 1979,
which included the two GP35s and several
SD40s in the 5200 series.
On 7
June 1978, a head-on collision occured
the L & N near St. Joseph, Texas, between a
train hauled by five diesels and a group of five
running light. One crewman was
killed, and three of the locomotives were heavily
CN GP40 #4011, and L & N U23B
#2803 and GP38-2 #4137. Canadian National
#4011 never made it back
to Canada, being
from the CN roster in late 1978.
Now, it was Santa Fes turn to lease CN diesels,
July 1977. The group included GP40s #4002-
15 and S040s #5030-40. To avoid conflicts with
AT&SF locomotives with the same numbers, the
Santa Fe went on renumbering the CN diesels by
100 to their road numbers, for the time the
CN units were on the Santa Fe, which lasted until
November 1977. The group of GP40s joined the
two GP35s for a stint on the Chicago & North
Western in early 1978, before going to the L & N.
Meanwhile, a group of 15 CN S040s went to the
Milwaukee Road in early 1978 for a couple of
months. The year 1978 was marked by the big
coal strike,
which obliged Ford Motor Co. to lease
CN GP40-2(W) #9634, 37 and 42 for use at its
glass plant. To make
things even more interest­
ing, GP38-2(W) #5585-87,89 were borrowed for
testing by the Department of Transportations
Pueblo, Colorado, test facility.
Another invasion happened in late 1978 and
1979 when ten CIJ C424s, #3200, 3-5, 7,
15, 19, 22, 26 and 34, were leased to Montreal
Locomotive Works, which sent them on lease to
the National Railway of Mexico. Finally, in
September 1979, a group of CN GP35s and
was leased to Southern Pacific, which
sent them back to CN in January 1980.
During these years, I was fortunate to witness
the presence of these Canadian National
locomotives on Conrail and on the Louisville &
Nashville, as I
was studying at Purdue University,
at Lafayette, Indiana (home of the Monon RR
shops). Of all of the CN locomotives I saw, only
GP35 #4001 and the crew-comfort cab equipped
units were in the CN Rail new livery, which really
contrasted among the L & N and the ex-Penn
Central locomotives.
Several L & N
crew members were raving about
the units crew-comfort cabs, and, most often, a
CN diesel was either on the point, or trailing to be
readily available
for the return trip. The presence
of these Canadian National locomotives
so many diverse diesels with all kinds of liveries
was almost like a hobby shop window. Consists
as a L & N GP38 coupled to a CN GP35,
followed by a Seaboard Coast LineAlco C628 and
a OM &
IR SO 18 were almost daily occurences.
Conrails Avon yard, near Indianapolis, could
offer the visiting railfan incredible assortments of
# 1968: La CN GP38 #5500 est avec la Grand Trunk Western #5916 (SD40) au triage Elds on de Chicago, IL.
30 avril 1977.
#1968: Canadian National #5500 (GP38) with Grand Trunk Western SD40 #5916, Elds Yard, Chicago, IL.
#2035: Contrast in liveries: Canadian National GP38-2(W) #5569 and GP40 #4002 team with a Seaboard
Coast Line GP40, waiting for their next assignment at Lafayette, IN. 7 May 1977.
#2035: Trio multicolore: Les CN #5569 (GP38-2(W)) et #4002 (GP40) attendent Iheure dentrer en action avec
une GP40 du Seaboard Coast Line, a Lafayette, IN. 7/5/77.
#2116: CN #4011 in action, on the point of a Lafayette-Louisville freight train. The GP40 is helped by CN
GP38 #5518, and two L&N GE U238 units. Lafayette, IN. 21 May 1977.
#2116: La GP40 #4011 du CN en action, a la tete de la GP38 #5518 du CN et de deux U238 du L &N. Lafayette,
IN. 21 mai 1977.
rare diesel models and color schemes, SUCh as
Erie-Lackawanna SDP45s, Jersey Central
SD35s, Morrison-Knudsenss strange rebuilt
U25Bs, Lehigh Valley (ex-Monon) Alco C628s,
Cotton Belt GP20s, or Precision National diesels
PNC green and yellow, or still in Union Pacific
or Florida East Coast
Now, all these Canadian National locomotives,
#4011, are back in Canada. The GP35s
and GP40s have been renumbered intothe 9300
series, with the GP35s now retired. Most of the
GP40s have been repainted in the CN Rail livery,
every time I see one of them, I remember
these fascinating years when they were roaming
the Mid-West rails. I would like to share with you
some of these memories with the few following
par: Hugues W. Bonin
A Iautomne 1976, Conrail na pas encore six
mois dexistence et eprouve de serieux problemes
avec les locomotives heritees des partenaires de
fusion. Ne pouvant pas reparer suffisamment
de locomotives, Conrail se resout a louer ce qui
est alors disponible, et les locomotives noires du
Penn Central
sont bient6t jointes par un
assortiment multicolore de diesels de
compagnies comme Ie Chicago & lJorth Western,
Precision National et Bangor & Aroostook, pour
nen nom mer que quelquesunes. Cest alors que
Conrail parvient a sentendre avec Ie Canadien
National pour louer vingt-neuf M636 (#2305-1 0,
13-17, 19, 20,22-29,32-39), trente-quatre C424
(#3200-18, 20, 22, 23, 25-28, 30, 33-37,39,40),
deux GP35 (#4000 et 4001), quatorze GP40
(#4002-15) et trente et une GP40-2L(W) (#9488-
99, 9500-18). Cependant, ces locomotives ne
peuvent pas demeurer plus de 89 jours de suite,
sans quoi Conrail doit payer une taxe
sans quoi Conrail do it payer une taxe dappropri­
ation de $4500 par locomotive. Mais les
locomotives peuvent etre retournees, puis re­
plus tard pour une autre periode de 89
jours ou moins. Ainsi, en 1977, Conrail acquiert
un autre groupe de diesels du CN, les M636
#2307, 9, 10, 13, 19, 25, 26, 28, 29, 32,33, 37,
C424 #3200, 2,3,5, 18, 19,22,24, les GP38
#5510, 15, 17, 18, et les GP38-2(W) #5566, 69,
72, 74-81, 83-90.
La filiale du CN, Ie Grand Trunk Western,
obtient en location a long terme un groupe de
GP38, les
numeros 5500-9, 20-26, 28-30, 32-34,
37, 40. Ces locomotives arrivent en petits
groupes sur Ie reseau du GTW, et certaines
dentre elles ny demeurent que quelques
semaines. La plupart de ces locomotives voit son
sigle CN modifie pour former un symbole GT,
mais on ne rapporte aucune arborant la livree
bleue du GTW.
continue avec Ie chemin de fer
Louisville & Nashville, qui eprouve alors une
grave penurie de locomotives a cause dune
hausse subite de la demande de charbon
consecutive a la crise du petro Ie de 1973. Laide
revue du Seaboard Coast Line sous la forme
dune groupe de vieilles Alco ne suffit pas, et Ie
Louisville & Nashville doit louer ce qui est alors
disponible, en particulier des U36B de la
compagnie Auto-Train et des SD9 et SD18 du
Duluth Missabe & Iron Range. En fevrier et en
mars 1977, Ie CN vient a la rescousse avec les
GP38<·2(W) #5566, 69-72, 74-81, 83-90, les
SD40 #5030-41, 43-45, et les GP40 #4002-15.
Tout comme Conrail, Ie L & N prefere retourner
les locomotives avant les 89 jours fatidiques,
mais, en
1978 et en 1979, loue dautres groupes
qui, cette fois, incluent les deux GP35 (#4000 et
4001) et plusieurs SD40 de la serie des 5200.
Le 7 juin 1978, une collision frontale survient
sur Ie L & N, pres de S1. Joseph, Texas, entre un
train de charbon mu par cinq diesels, et un groupe
de cinq locomotives. En plus de couter la vie a un
membre dequipage, Iaccident endommage
serieusement trois des dix locomotives
impliquees, soient les L & N #2803 et 4137 (U23B
et GP38-2) et la CN GP40 #4011. Cette derniere
ne revient jamais au Canada, etant demantelee
par Ie L & N et retiree des effectifs du CN en fin de
Nous voici en juillet 1977 et cest au tour du
Santa Fe davoir recours aux locomotives du
Canadien National pour satisfaire a ses besoins.
Outre les GP40 #4002-15, Ie Santa Fe loue les
#2.199: CN GP38 #5575 rubs shoulders with big Erie-Lackawanna SDP45 #6695, at the A von, Indiana, engine
facility, 73 Aug. 7977.
#2499: La GP38 #5515 du CN tient compagnie a une grosse SDP45 de Conrail (Erie-Lackawanna) #6695, au
triage dAvon, pres dln dian ap 0 lis, IN., 13 aout 1977.
#3236: CN GP40s #4015-4014 at Lafayette, IN., in company of an unlikely encounter: Duluth Missabe & Iron
Range SD18 #182. 19 March 1978.
#3236: Les GP40 #4015 et 4014 du CN effectuent une rare rencontre avec une SD 18 (# 182) du Duluth
Missabe & Iron Range, a Lafayette, IN., Ie 19 mars 1978.
S040 #5030-40. Ces locomotives sont aussitot
renumerotees pour eviter to ute confusion avec
les diesels du Santa
Fe, et portent les numeros
4102-15 et 5130-40. Heureusement, ces
locomotives retrouvent leurs anciens numeros
lorsque Ie Santa Fe les retourne au CN en
novembre 1977, sinon, nous aurions eu deux
groupes de S040 portant les numeros 5130-40,
en plus davoir les GP40 avant les memes
numeros que certaines GP9.
peregrinations des GP40 nen sont pas
terminees pour autant, puisquon les retrouve au
debut Ie 1978 sur Ie Chicago & North Western, en
compagnie des
deux GP35, puis encore une fois
sur Ie Louisville & Nashville. Pendant ce temps,
un groupe de 15
S040 du CN est loue au res~a.u
Chicago, Milwaukee, St. Paul & Pacific
(Milwaukee Road). Lhiver de 1978 est aussi
marque par
la greve des GP40-2L(W) #9634, 37
et 42 du CN pour servir a son usine de vitres
dautos. Histoire dajouter du piquant a cette
histoire, il
faut mentionner les GP38-2(W)
#5585-87, 89 qui passent plusieurs mois de
1978 au centre dessais du Oepartement des
a Pueblo, Colorado.
autre genre dinvasion se produit a la fin de
1978 et au debut de 1979, alors quun groupe de
C424du CN traverse les Etats-Unis pour se
rendre au
Mexiaue. Ces locomotives, les #3200,
3-5, 7, 15, 19, 22, 26, 34, sont louees par Ie CN a
la Montreal Locomotive Works, qui les loue au
National de Mexico. Enfin, Ie group des CP35 et
GP40 est loue par Ie CN au Southern Pacific,
qui les retourne au CN en janvier 1980.
Je me compte chanceux davoir pu voir ces
locomotives du Canadien National a Ioeuvre sur
les lignes du Conrail et du Louisville & Nashville,
que jetais etudiant a Purdue University, a
West Lafayette, Indiana. Les seules locomotives
qui arboraient la nouvelle livree CN Rail etaient,
bien sur, les GP38-2(W) et les GP40-2L(W), et la
#4001. Cette livree contrastait beaucoup
aux cotes des couleurs ternes des locomotives
americaines, notamment les gris du L & N et les
noirs du Penn Central.
Plusieurs membres dequipage du Louisville &
Nashville mont confie leur admiration pour les
tout confort des locomotives du CN, et,
plus souvent quautrement, on voyait une de ces
locomotives ent tetes du convoi, ou encore prete a
mener Ie convoi de retour. La presence des
diesels du CN au milieu de locomotives aux
couleurs si variees rendait les cours de triage
comme autant de vitrines de magasins de trains
miniatures. On voyait presque tous les jours des
trains remorques par des assortiments de
locomotiyes-aussi incroyables quune GP38 du
Louisville & Nashville, accouplee a une GP35 du
#3299: CN S040 #5064 teams with rare SOP35 of the Louisville & Nashville (in Family Lines livery) to power a
freight train on 5th Street, Lafayette, IN. 11-4-78.
#3299: Voici la S040 #5064 du CN faisant equipe avec une rare SOP35 du Louisville & Nashville en livree
Family Lines, pour tirer ce train sur la 5e Rue a Lafayette, IN., Ie 11 avril 1978.
#3847: CN 4009 (GP40) and L&N 1061 (GP30) (ex-SC1 1300)perform switching duties on the north endofthe
Lafayette yard, 6 Aug. 78.
#3847: La GP40 #4009 du CN et la GP30 #1061 du L&N (ex-SCL #1300) sont a trier des wagons a Lafayette,
Indiana, Ie 6 aoOt 1978.
Canadien National, suivie par une Alco C628 du
Seaboard Coast
Line et une SD18 du Duluth
Missabe & Iron Range. Le triage de Conrail situe
a Avon, pres dindianapolis, pouvait offrir a Iami
du rail tant des modeles de locomotives rares que
des livrees etonnantes, comme les SDP45 de
IErie-Lackawanna, les SD35 du Jersey Central,
etranges U25B reconstruites par Morrison­
Knudsen, les C628 du Lehigh Valley, ou encore
locomotives de la Precision National Corpor­
ation en vert et jaune, ou toujours avec les
couleurs de IUnion Pacific ou du Florida East
Maintenant, ces locomotives du CN, sauf la
#4011, sont revenues au Canada. Les GP35 et
GP40 portent maintenant les numeros 9300-
15, et meme, les GP35 sont mises a la retraite.
GP40 portent maintenant la livree CN Rail, et,
chaque fois que je vois Iune delles, je me
souviens de ces annees fantastiques ou elles
travaillaient dur sur les voies du L & N,
notamment sur les rails du vieux chemin de fer
Monon, a Lafayette, Indiana. Permettez-moi de
portager avec vous ces quelques photos­
3870: CN GP35 #4001, haulin.q a southbound
freight train through Lafayette Junction,
IN., crossing the ConraillN&W (Big Four/
Nickel Plate) main line. 13 Aug. 78.
#3870: Voici un train du Louisville & Nashville sur
Iancienne lighe du Monon, tire par nulle
autre que la CN #4001 (GP35) et traversant
la ligne conjointe de Conrail (B/q Four) et
du Norfolk & Western (Nickel Plate). a
Lafayette Junction, IN., Ie 13 aoOt 1978.
#3882: One of these incredible lash-ups at work: L&N GP38-2 #4084, CN GP35 #4001, L&N C628 #7519
(in SCL colors) and DM&IR SD9 #171 provide a colorful consist to power a southbound train close to
Salem St.,
Lafayette, IN. 19 Aug. 78.
#3882: Un de ces assortiments inusites a foeuvre a Lafayette, IN., Ie 19 aout 1978. Suivant la L&N GP38-2
#4084, on reconnait la CN GP35 #4001, puis une A leo C628 du Seaboard Coast Line (reellement L&N
#7519) et enfin la SD9 #171 du Duluth Missabe & Iron Range.
#4360: CN GP40 #4002 and L&N 4133 (GP38-2) roll a northbound train on an ice-covered 5th Street,
IN. after a snow storm, 14 Jan. 79.
#4360: La CN GP40 #4002 et la L&N GP38-2 #4133 propulsent un train sur une 5eRue enneigee a Lafayette,
IN. une froide journee du 14 janvier 1979.
#4438: CN GP35 #4000 idles with L&N GP40 #3005,
of only a handful of GP40s owned by
L&N. 8aywindow caboose #6499 is also a rare
long model on the L&N. Lafayette, IN.
25 Feb. 79.
#4438: La GP35 #4000 du CN attend avec la GP40
#3005 du L&N fappel pour un prochain
voyage, au triage de Lafayette, IN., Ie 25
Fevrier 1979. Cette photo reunit trois
specimens rares, Ie Canadien National
nayant que deux GP35, Ie Louisville &
Nashville n ayant que peu de GP40, et la
#6499 du L &N etant une des rares
de cette longueur.
By l.F Gillam, F.C.P.S.
Reviewed by Fred Angus.
In Canadian Rail for July-August 1985 we had
brief announcement of this book. Having now
received a copy and studied it a more detailed
description of the book is called for.
Mail By Rail is intended as a history of
the railway postal service in Canada from the
start of public railways in 1836 until Confedera­
tion in 1867. The book fully succeeds in this
intention. However it is, in reality, far more than
this. It is a one-volume history of pre-confedera­
tion railways containing a wealth of information
in 150 pages. From the Champlain & S1.
Lawrence (1836) to the Stanstead Shefford &
Chambly (1859) the reader is led through the
fascinating world of politics, intrigue, competition
and engineering that was Canadian railroading in
the mid-nineteenth century. Above all, the usual
pitfalls of history, especially with regard to the C.
& S1. L. seem to be avoided with the result that the
historical accuracy of this account is far greater
than that usually encountered. Of course, many
details are unknown but where this is the case
author indicates this and gives the reasons for
any conclusions drawn.
Of course the primary topic, the railway postal
service, is covered in detail
with many references
to primary sources. There are 58 illustrations of
postmarks used by the various railways in this
period and they show the vast variety of designs
and styles used.
Of interest to the rail historian are the ten clear
maps which help to clarify the often complicated
development of Canadas railways in their first
quarter-century. In a~dition ther~ are illustra­
tions of early locomotIves and roiling stock and
such events as the Desjardins Canal disaster of
1857. Even the Canadian Railway Museums
representation of the locomotive John Molson
is illustrated under steam at the Museum.
Canadian Mail By Rail will appeal to the philate­
list, the railway historian, the student of the 19th
century Canada and, in fact, to anyone who wants
to read a fascinating history. If you want to know
the basic facts of how the railways developed in
Canada before
Confederation, and do not want
to have to consult numerous books, this one has
the information you want and in an easily­
readable style. It is the sort of book that it is hard
to put down once you start to read it.
The price of this book is 12 pounds Sterling or
$15.50 in U.S. dollars from the author:
66 East Bawtry Road
South Yorkshire
The editor wishes to apoligize for omitting the
name of the writer of three book reviews that
appeared in the July-August 1985 issue of
Canadian Rail.
Sanborn S. Worthen wrote the reviews of the
following three books:
Canadian Railways in
Steam in Niagara.
The Train Watchers Guide to North
American Railroads.
C.R.H.A. .
Pacific Coast Division:
PCD activities during the summer of 1985
included a warm summers night meeting at the
Divisions restored Fraser Mills station.
The Divisions newsletter Sandhouse
included an interesting article in the October
1985 issue. It was a reprint of an article from the
November 7, 1935 edition of the VANCOUVER
titled I Can See ItAs Though It
Just Happened. The article was written by Major
Duncan Stewart who, fifty years earlier, had been
present at the drawing of the last spike of the
C. P. R .. It was an appropriate article for commem­
orating the centennial of the Last Spike.
On page 210 of the lIovember -December issue
of Canadian Rail appeared an article about
Edward Mallandaine and the last spike. Unfort­
unately the source of the article was am itted. The
article in question was copied from C.P. Rail News
and was written by Mr. David Jones of Canadian
Pacific Corporate Archives. The editor regrets
this omission.
By town Railway Society:
A small group of members organized an
unusual excursion in early November over the
abandoned portion of C.P. Rails Havelock Sub (the
Ontario & Quebec Railway) between Glen Tay
(Perth) and Tweed, Ontario. The
abandoned in 1974 and owned by Bell Canada IS
maintained for service vehicles and therefore
permits travel by van or truck.
route, part of CPs original Montreal-
Toronto main line runs through some of the most
scenic and wild country in Eastern Ontario. The
line included some interesting bridges including
two long, low trestles through swampy areas.
With regular excursions difficult or impossible to
organize, trips along abandoned rights-of-way
make an interesting alternative.
Members Requests:
Verle Koehnen, 1612 So. School St., Lodi Ca.,
U.S.A. is looking
for any information or books
railway snowplows and snowplowtrains.
A.H. Robinson, 499 Trudale Court, Oakville,
Ontario L6L 4G9 Has for sale pen & ink
prints & hasty notes of 4 steam locomotives:
CN 6060, CN 1532, CN 90 and CP 136.
individual orders, Mr. Robinson is
looking at
selling them to divisions for re­
sale to members. The
prints are 9 x 12.
The hasty notes are printed on a beige stock.
Individuals & divisions should write to him
for more information.
Niagara Division:
The Division arranged an interesting Christmas
party on Friday December 13 at Oakville, Ontario.
Members travelled by train from St. Catharines to
Oakville on The Maple Leaf and returned on the
last train of the day through Oakville back to
St. Catharines. The ride took about an hour each
In February
the Division will be participating in
NMRA swap meet. This meeting involves the
two organizations which present the prototype
side of railways (Niagara Division) and the
modelling side (NMRA).
The By town Railway Society:
The 1986 edition of the Societys Canadian
Trackside Guide will be available at the
beginning of February. For the fifth year in a row
the Guide has been expanded again. Along with
updated previous listings (locomotives,
passenger cars, preserved equipment -also
urban rail transport, and auxiliary
cranes) the Guide will now include a list of
Canadian railway cabooses.
of the 208 page book will be available in
February at
$9.95 postage paid. The Societys
address appears at
the front of this magazine.
The New Zealand Railway & Locomotive Society
P.O. Box 1297, Dunedin, New Zealand
stand alone calendars with 13 high
quality photos of New Zealand railway
scenes. The 1986 Calendar is now available
for $5.00 (New Zealand funds) surface post
free (Stephen
Walbridge submitted this and
that it is a very attractive calendar).
life. It provided a rebellious escape
from a
small town when I was young, said Elspeth
Chisholm, a retired journalist attending
ceremonies marking the restoration of the old
railway station in Port Hope.
She said
she found herself wallowing in
Saturday at the reopening of the stone
built in 1856 by the Grand Trunk Railway.
1979, the Canadian National Railways
announced it would tear the building down to
make way for a modern metal and glass shelter.
The people
of Port Hope were horrified, said
Mrs. A.K. Sculthorpe of the Port Hope branch of
Architectural Conservancy of Ontario Inc.
Such a shelter would have been unsuitable for
Port Hope. It would have been a very unimpress­
ive entrance to a town that has so many beautiful
and historic buildings.
railway was persuaded to retreat from the
demolition decision, and preliminary design work
on a comprehensive restoration began in 1982.
Architectural Conservancy was joined in the
project by CN and Via Rail, the Ministry of Citizen­
ship and Culture and the Ontario Heritage Found­
ation. It was decided to rebuild the station to
appear as it did in 1881.
The interior had seriously deteriorated: the roof
ceilings were falling down and the soft
Port Hope limestone had crumbled.
exterior was replaced with stone quarried
in southern Quebec; plaster was replaced and the
maple floors in the waiting room and office were
hand-sanded and refinished. New doors and trim
duplicated the originals, and much of the old V­
joint wainscotting was found intact when a
plywood wall was removed. Layers of paint were
stripped away, and colors typical of the 1880s
were applied.
The cost
of restoration is $204,000, Mrs.
Sculthorpe said.
Meanwhile, Via Rail has improved service to
Port Hope, and passenger
trains on the main
Toronto-to-Montrealline make five stops a day at
the community on the shore of Lake Ontario,
south of Peterborough.
R.L. Borden, a Via Rail regional director, said
similar restorations have been made on a number
of communities, and we will be looking for
similar community help with restoration projects
involving other stations turned over to Via Rail by
CN and CP.
Few Grand Trunk-pattern stations remain,
according to Peter Stokes, a consulting
restoration architect involved in the Port Hope
This is the closest one to Toronto, he
S. Globe and Mail.
e. uSlne
The grand old steam locomotives, the iron and
monsters that welded this country
together, will be lifted by crane from wherever in
America they now are resting, placed on
flatbed cars and piggy-backed to Expo 86 for a
week long extravaganza to be called Steam Expo.
many of the old-time locomotives its the only
way they can travel on todays railway lines. There
are no
longer water towers or any other support
system from the age of steam, said David Gibson,
one of
the organizers of what promises to be the
biggest gathering of steam locomotives anywhere
in North America since 1948.
Gibson and
partner Grant Ferguson, of
Grandville Transportation Consultants, have spent
the last year organizing the steam-engine fair.
Expo is
shelling out $500,000 for the event.
if the locomotives cant all make it to
Vancouver under their own steam, Steam Expo
promises to capture all the flavour of the world
before diesel, Gibson said in an interview. For
those that can travel the distance -and can get
to use modern railway lines -Gibso,:
hopes to hold a rally that will Wind up at the CN rail
yards immediately outside the gates to Expo.
SteamExpo is to
be held May 23to June 1,1986.
Locomotives from 1875 to the present will take
part. . SteamExpo
promises to be one of the biggest
events of Expos first month, Gibson said. It will be
the first of three theme fairs within Expo. The other
two are the tall ships armada and a gathering of
DC-3 owners for the 50th anniversary of the
classic plane.
Some steam
locomotives may be coming by ship,
Gibson said.
The Czechoslovakians and the Chinese are still
building them. Those countries are definitely on
our hunting list to take part in SteamExpo, he
The partners have a dozen locomotives committed
already and are looking for as many steam engines
as there are participants in Expo.
wont be a static display, Gibson said.
First, besides
the locomotives, there will be a
logging display
from the days when the steam
trains hauled timber out of Vancouver Island
A Port
Alberni donkey engine hooked to a spar
tree and A-frame will load logs from an old-time
truck on to an operating logging train. And on the
3,000 metres of track at the CN yard, locomotives
will be steaming up, shunting back and forth from
water towers and coaling stations.
Theres going to be a lot of clanging, banging
and whistling, Gibson said.
Gibsons background is
public relations. He was
with B.C. Transit before forming Granville
Transportation Consultants. His partner Ferguson
grew up on the railroad.
My dad was the watch inspector on the
railroad. In the days before everything was
electronic I used to go around with him while he
. -,.
would clean all the railroaders watches and set
the station
watches. Ferguson said.
Gibson said: The last ma,or steam
was in Sacramento In 1981. They had 14 trams,
nine under steam. They had a paid atlendance of
110,000 over nine days. ThIS will be bIgger.
The largest locomotive
gathering was held in
Chicago in 1948. as
the curtam was coming down
on the era of steam.
was the partners idea and they
If to Expo as a crowd draw more than a year ago.
They loved it. but
initially had difficulty
believing II could be done: saId Gibson. So we
Back Cover:

>:.. … –
did a feasibility study, talked to just about every
owner of standard-guage locomotives in North
ca and convinced them it could be done.
be of interest to our readers please clip them
and mail along
with a black and white crisp
if available to The Business Car c/o Peter
Murphy, 75
Sevigny Ave., Dorval, P.Q. H9S 3V8.
Please indicate the source of the item so it may be
correctly credited.
Car 76. Built in 1882. at the rear of the speciol (rain on
November 7, 1985.
PI/O(o: Canadian PacifiC Corporate Archives.
Canadian Rail
P.o. Box 282 St. Eustache, Que., Canada
J7R 4K6
Postmaster: if undelivered within
10 days return to sender. postage guaranteed.
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