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Canadian Rail 392 1986

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Canadian Rail 392 1986

Canadian Rail
No. 392
MAY -JUNE 1986

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Published bi-monthly by the Canadian Railroad
Historical Association P.O. Box 148 St. Constant PQ.
JOL 1XO. Subscription rates $25.00
($23.00.US funds if outside Canada)
EDITOR: Fred F Angus
CO-EDITOR: M. Peter Murphy
CARTOGRAPHER: William A Germaniuk
LAYOUT: Michel Paulet
Front Cover
April 1986 saw the return to steam of former C.N.R.
locomotive 1009 after more than 25 years. This event
took place on the Salem and Hillsborough Railway in New
Brunswick. The S. & W. is a project of the New Brunswick
Division of the C.R.H.A. and will operate 1009 in regular
service this year. A
more detailed report on this historic
event will appear later in Canadian Rail.
Photo by James L. ODonnell.
Inside Front Cover
ry 12, 1986 saw the departure of the last long­
distance train to leave Montreals Windsor station. This
Amtraks Adirondack bound for New York City.
In the top view we see the last train about to leave, while
below is a view of the Adirondack at Montreal West on
January 5, just a week before the switch to Central Station.
Note the
Montreal West station undergoing rebuilding in
the background.
Both photos by Daniel Poirier.
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 N1 R 5W1
P.O. Box 593
Catharines, Ontario L2R 6W8
PO. Box 962
Smiths Falls, Ontario K7A 5A5
PO Box 6102, Station C,
Edmonton, Alberta T5B 2NO
60 -6100, 4th Ave. NE
Calgary, Alberta T2A 5Z8
PO. Box 400
Cranbrook, British Columbia V1C 4H9
P.O. Box 1006, Station A,
Vancouver, British Columbia V6C 2P1
14 Reynolds Bay
Winnipeg, Manitoba R3K OM4
Arms & Aspects
By: Mike Westren
( …… or how one CRHA Division came to restore a number of grungey old railway signals.)
adopted the rescue of old signals as its specialty
through circumstances which may become clearer
as you read on. Fortunately the Division counts among
membership a gentleman with a40 acre lot, south of
More fortunate still, this member is sufficiently
tolerant that the positively encourages the group to
erect these artifacts on his property after restoration.
To set the scene, Champion Park as the land is
known, has the fine restored Canadian Pacific Champion
Station on it. It boasts 1000 feet of track. The rails
from the former CP Carbon line near
Drumheller, Alberta when the tracks were lifted a few
years ago. Mill marks such as Rhymney 1902,
Maryland 1904, Algoma 1905, may be seen. Alas, the
1884, St. L. Bochum 1885 originally
sought, had already been despatched to be recycled as
Hondas and Toyotas. The 1930 CP business car
Saskatchewan also calls Champion Park home. By
now this must qualify as the most oversignalled stretch
of track on the Canadian prairies. Highway 2 passes the
west perimeter of the land, and many theories of what
is going on have been gleaned by eavesdropping on
CB radio conversations.
Before going into detail on how each type of signal
was tackled, a few other general notes and observations
would be in order. Why were signals chosen as a
theme? Several reasons and justifications spring to
mind. Firstly, very little in the way of special premises
or equipment is required. The financial burdens are
low as compared with rebuilding locomotives
or rolling stock. No previous experience was generally
of the participants; weak minds and strong
backs can
go a long way on this kind of project. In fact,
this last statement is pure slander considering the
group of professional people undertaking this work!
lJP-21 (~r)
To this point the Division has seven major pieces in
the collection:

Milwaukee 3 -aspect colourlights (2), 1917 vintage;
• Canadian Pacific road crossing
• Station mounted 2 -position train order boards;
• Canadian Pacific free standing 3 –
position train order
• Saxby & Farmer semaphores (2), 1912 vintage.
Parts 2 to 6 inclusive describe the backgrou nd to
these signal types, and how the Calgary & South­
Western went about obtaining and restoring them. A
amount of detail has been included in the hope of
providing encouragement to others, as they pursue
their particular chosen facet of the hobby.
Looking North
1–1 —–.~
View looking North
the saddest sight for a sensitive railfan was the
defunct Western Region
of the Chicago, Milwaukee,
St. Paul and Pacific Railroad
Company being ripped
apart for sale
as scrap. At the Deer Lodge depot, piles
of smashed early model colourlights brought tears to
the eye. Thus it was that US $100 changed hands and
View looking South
two examples became the property of the Calgary &
South-Western Division. The railroad being bankrupt,
these signals could not be donated, hence the nominal
$50 each. Fortunately the engineer supervising these
Non Operating Properties had a keen interest in seeing
a sampling preserved. He selected a pair in complete
condition and bearing special overall snow hoods.
signals had been located at the east switch at
Montana, milepost 1725.0. The westbound
signal was originally numbered 163 -3. At this point the
line, electrified, climbed into the Bitterroot Mountains,
Milwaukee signal head disassembled for refurbishing.
() i C&SW
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IHLANO C.C. 1 L .!>.~. I no -1~4l. 1)118 ·194t
1%1 GA~; C.C. I ~R( C.C,·
Milwaukee Road -Drexel profile
~ ~r.t
11116-1:)<1.1. OARY C.C.
Much reduced copy of U. S. & S. drawing of Milwaukee colourlight signals. Note the original approval date 19
March 1917, redrawn 18 July 1944. Latest revision was 6 June 1974; large overall snowhood was
Milwaukee colourlight signals
an area of extremely heavy snowfall, hence the extra
hoods. The signals were model R-2 as manufactured
by the Union Switch & Signal Company, Swissvale,
Pennsylvania. The year was firmly established as 191 7,
and U.S. & S. was able to supply appropriate drawings
of these units. The cooperation given by both the
Milwaukee Road and Union Switch & Signal is
qratefully acknowledged.
Thus far had been easy; now the real work began.
problem was to get these signals, 16 feet tall
and weighing 1100 Ibs each, the 450 miles from Deer
Lodge to Calgary. Two members volunteered for the
job; they drove a large van on the round trip at the
beginning of December 1983 to collect the pair. I n fact
they had to race a severe snowstorm on the return leg.
Milwaukee required them to be removed promptly,
as the Deer Lodge depot was scheduled for demolition.
The signals had been broken down into basic sub­
assemblies for transportation, equipment bases, posts,
ladders, heads. In this
form, these colourlights were
unloaded into a residential garage to await slightly
more benevolent weather.
March 1984 saw the tasks of total dismantling and
stripping of paint commenced. Scraping components
down to bare metal, aided by chemical stripper, was
arduous work. In course of stripping, pencilled
inscriptions dated October 1917 were uncovered on
the equipment base doors. One optical unit still bore a
test label 5 -25 -17. By way of confirmation, the
original approval date of the Union Switch & Signal
drawing was 3-19-17. At least the signal head
79 R A I L
DN-07 DN-02
castings were small enough to carry off for scrounged
sand blasting. Considerable automotive type body
repair had to be applied to the sheet metal on the
bases. Snowhoods and ladders required a lot of
straightening, and bullet riddled sighting boards were
replaced with undamaged spares provided by
By the end of April, primer painting was begun,
using red oxide Tremclad. This was followed with two
topcoats of silver Tremclad on major parts. Signal head
were finished matt black. Sighting boards and
hoods were galvanized; these were treated with
special etching primer and finished gloss black.
Ladders and platforms were also finished gloss black.
The optical units were carefully prepared for reassembly
focussing mirrors were resilvered. Corning glass
lenses and coloured filters had responded marvellously
to soaking and cleaning in a baking soda solution.
Concrete bases had to be designed and poured.
Reinforced pads 4 feet by 2 V2 feet by 8 inches thick
were placed on top of an 8 foot by 8 inch pile. This was
considered prudent to prevent possible upheaval due to
frost. A conduit for underground wiring entry was
formed in place.
now reworked sub-assemblies were carried
down to Champion on a variety of trucks and trailers.
Imagine the effect of a signal post lashed to a boat
trailer, looks like one of Napoleons artillery pieces! So
it was that on 84.07.28 both signals were erected by a
working party of twelve in a single back-breaking, hot
day. An agricultural tractor hydraulic lift was used to
hoist the equipment bases over anchor bolts set in the
concrete pads. In an exercise resembling tossing the
caber, the posts were mounted a-top the bases.
Ladders and
platforms were assembled next. Signal
heads were hoisted into place from the roof of a camper
truck. Next, sighting boards and snow hoods were
fixed in place. By the time the crew was called to a
barbecued steak supper, signal DN-01 was displaying
a red aspect, (albeit powered from a car battery.)
Underground wiring was cased in back to the
station. A small electric relay interlocking panel had
designed and assembled for installation in the
crawl space beneath the freight shed. A subminiature
control panel had been installed in the telegraph office.
All was connected in readiness for the ceremonial
switch-on the evening of 84.1 0.01. The interlocking is
organized so that clearing ON -01 produces a yellow
the Milwaukee colourlights when the Division was
made this offer it couldnt refuse. CP Rail donated a
crossing wig-wag in operating condition, plus an
accompanying battery box. The assembled unit stands
14 % high, to drawing WLX 12 -5. The age of this
example and its origin are unknown at this time, but it is
to have come out of southern Ontario. The
was once again Union Switch & Signal
Company, Swissvale, Pennsylvania.
Timing was such that its foundation was poured
along with DN-Ol and DN-02. Again, foundation
aspect, assuming DN-02 is still at red. Clearing DN-02
to yellow automatically permits DN-Ol to advance to
green. As DN-03, a double arm semaphore, is located
at end of steel, DN-02 should theoretically never get
past yellow. However, to complete the demonstration,
override button will clear DN-02 to green.
Ultimately the plan is to include track circuiting so that
passage of a train (speeder) will reset signals to red. For
the present, control buttons have to suffice.
lot of justifiable pride was exhibited the night of
84.10.01 . This whole phase of the project boosted the
confidence of members, some of whom previously may
not have been convinced these results could be
achieved. Records of manhours were not kept at this
stage, but based on subsequent work, it is estimated at
1000 hours of volunteer labour must have been
support goes down 8 feet to preclude frost damage.
Anchor bolts were set into the reinforced concrete
base, and a 1 % inch cable access conduit cast in. At
this time no refurbishing was undertaken, just a straight
repaint. Later it is planned to completely strip it down to
bare metal and refinish. Also, a repair to the mechanism
case casting will be needed ultimately.
On 84.09.23, a very snowy day, a crew from CP Rail
delivered the wig-wag. Using a truck mounted hoist,
they had it installed in no time, and connected it
electrically before they left. The unit operates on 12
volts d.c., power supplied by an automotive type
battery charger in the station. Control is via a relay,
actuated by buttons on the subminiature panel in the
telegraph office.
The Division is most grateful to CP Rail for this
artifact. It is indeed a most handsome addition to the
Champion Park scene.
beginnings. Champion Station had been moved to
its present location and restored. It lacked a set of
typical 2 -position train order boards. Calgary & South­
Western just happened to have a station mounted
wooden support assembly, the type supported over the
platform awning. Spectacle plates and arms, however,
were missing. The origin of this example is totally
abscure. For a major barbecue held at Champion Park in
1983, celebrating the centennial of the arrival of the
Canadian Pacific Railway in Calgary,
the support
-:-~ ——–
wan was demolished. The train order signal was
obtained for refurbishing and to be added to the
collection at Champion Park. Work, however, could
not be started on it for a further year. The signal is a free
standing type, a 25 foot 4 inch heavy steel post, fitted
with two 3 -position upper quadrant boards.
During 1985, the signal post was reconditioned at
Champion Park, in the outdoors. It was laid horizontally
on sturdy wooden trestles while being worked on.
upon years accumulation of paint was pain-
assembly was erected. A local carpenter cobbled up a
of freelance temporary plywood boards for effect
at the
time. As this is written the plywood remains in
to obtain authentic material have just been
rewarded. The
written train order system has been
replaced in
the Golden, Cranbrook, Crows Nest area of
British Columbia.
CP Rail has kindly seen fit to
contribute the former Spillimacheen order boards set to
the collection.
Plans are to rebuild this signal during 1986. As a 2-
position upper quadrant type, it will be fully operable,
from the telegraph office.
tll.rHIl Qr,IIIIAI,T ~. TfODlnp.cn9~
SIO~ View
stakingly scraped away, reducing the post to bare
Major fittings, however, were left in place, and
carefully and
thoroughly cleaned .around. A coat of
Tremclad red oxide primer plus two silver Tremco
topcoats of paint were applied. The ladder and
rodding had been taken off, straightened and
scraped. These
were also prime painted then two coats
of black gloss finish applied. The heaVy, cast spectacll
were disassembled, carefully cleaned rlU
Bearing in
mind the post weighs between 800 a,..rI
900 Ibs, erection was a problem to be approached witli
care. A sturdy foundation was required. Agilln the
foundation was formed round a reinforced concretp.
__ ~ __ LAMP ~E:r
–Davalo&. PIVer
—,–l…>ele Sl..WfbeT
___ ~I> CiUIb6S
–~o:. ST
__ fut:,.::;,vz:,e.&
. –LAt>J>Ee. S<>fFbeT
.–~ St>PPo«T
I—— .. –… =.~ .. , …. .. , ,. ,,
Scraping Maple Creek Post:
Left to right: John Rowling, Lisa Kirkland,
John Sutherland, Ian Kirk/and, Jim Wallace.
pile, poured in place to a depth of 8 feet. Four 1 inch
anchor bolts formed a 12 inch square. On a cool
Saturday morning 85.09.28, a crew of fourteen
assembled to raise the signal. CP Rail had volunteered
its signals department truck mounted hoist, without
which the job would have bordered on impossible. In
this raising was planned to coincide with putting up
the Saxby & Farmer semaphores described in Part 6. It
went quickly and without a hitch.
A few weeks later the ladder was installed, by the
method of attaching it to the post as you climb! The
Divisions aerialists were getting good at these antics.
Touch up painting and hoisting up the spectacle plates
has had
to be deferred till 1986 . To time of writing, no
for this signal had been located; they should be
the pressed steel pattern. Time records have been kept
for this signal, 170 hours having been expended so far.
The final
figure will likely be around 200.
Full mechanical operating mechanism is on hand.
will not be installed until a suitable small building
is obtained and put up beside the train order signal. The
plan is
to assemble a small depot or flagstop at this
point, the southern end of steel at Champion
Maple Creek Post behind,
DN-03 in foreground.
(At South end of track.)
used to exist at Dunshalt/Nightingale, Alberta.
When the Irricana subdivision was abandoned by
CP around 1977/78, the interlocking tower was
destroyed and the signals stripped and toppled. So
they remained, rotting in the bush, until leave was
given in 1985 by CN for the Division to recover what it
wanted. Unfortunately the interlocking lever frame was
wrecked beyond hope, but numerous rodding guides
and two reversing compensators were found.
On a very windy 85.05.12, a work party of nine
converged on Dunshalt with a borrowed half-ton and
trailer. Two relatively undamaged posts had been
selected on prior exploratory trips. These were shorn of
all ladder attachments and pivot blocks. The going was
sufficiently soft and rough to render it impractical to
approach the signals resting place with truck and
The somewhat unorthodox approach was
adopted of placing the posts on the track and rolling
them along to the nearest road crossing. It was a
Sunday and the precaution had been taken of checking
that no trains were scheduled. Ladders, fittings, lamp
brackets and several pivot blocks were recovered as
well. Both posts, weighing about800 Ibs a piece, were
manhandled onto the trailer for the 55 mile drive back
to Calgary. With this weight, and the poles being 25
foot 6 inch long and impossible to balance properly, it
was a slow journey.
Fortunately the group had access to the warehouse
occupied by the Vintage Carriage Group for Car 52, the
1882 Harlan & Hollingsworth CPR car. It was here that
stripping and repainting of components was under­
taken. As Car 52 sits forlornly waiting for funding, the
signal activities in no way interfered. Chemical
cleaning of all the smaller pieces, particularly those of
intricate shape, saved a lot of time. Red oxide Tremclad
primer was again applied, with two silver topcoats. In
keeping with the scheme already adopted, ladders and
major fittings were finished gloss black.
CN had located one spectacle plate and
pointed permissive signal arm. This had come from
Dunshalt originally, and was duly contributed to the
project. It now graces signal UP-21, pegged in the
raised 45° oryellow position. Signal DN-03, absolute
stop, carries two straight-ended arms. The lower is
with no spectacle plate, and the upper is 3-
position upper quadrant. A mounting bracket for the
13~ .33M R
R£>d with whit drip£> or
y£>IIow with black ~Irip(
. Upper quadrant semaphore arm
fixed lower arm was among the fittings scavenged from
the site. A plywood simulation of the upper spectacle
plate had
to be fabricated. Also, new wooden arms
were cut and painted appropriately. Subsequently
another steel spectacle plate has been obtained, and
will be substituted in due time.
Both signals have
been clearly dated to 1912,
manufactured by the Saxby & Farmer Company in
London, England.
The second spectacle plate, as it
happened, came
from the rival GRS company. An
to the Westinghouse Signal Company in
England, successor
to Saxby & Farmer, unfortunately
has turned up no results.
Front row, I. to r.:
84 R A I L
Foundations for these two signals could be identical
to that provided for the Maple Creek train order signal.
Reinforced concrete, based on an 8 foot depth pile and
anchor bolts in a 12 inch square pattern, these were
poured in place during Summer 1985.
volunteered truck and hoist appeared on the
morning of 85.09.28, and with a total crew of fourteen,
these two heavy steel posts were raised. The foundation
contractor had been a little less than accurate with
anchor bolt placement. The nuts fought all the way
down to snug. I n spite of this, by noon these and the
Maple Creek signal were all securely fastened in the
upright position. Ladders were installed by placing
them against the posts and securing them as the C &
S-W high wire artists climbed. Next the heavy, cast
spectacle plate was manhandled up on UP-21. After a
spectacular struggle it was finally correctly slipped in
All this has been recorded on movie film and
later transposed to video.
After touch-up painting had been applied, these two
signals stood tall and proud. They appear ready for a
second 73 years of duty. Records show that just about
400 hours had to be expended to reach this point with
the pair of Saxby & Farmer semaphores.
Lisa Kirkland, Albert Evenski, Ian MacKenzie, John Sutherland, Jim Wal/ace.
Back row, I. to r.:
Scott Joliffe, Lome Unwin, Walter Edgar, .Jim Timmins, Mike Westren, Ian Kirkland, AI (?), Barty Harvey.
Roland Reeves
of this project described here. It was brought
with it a great deal of satisfaction and a degree of
pride in achievement. Obviously impractical to mention
all participants by name, some twenty Calgary &
South-Western members have actively taken part.
Numerous others
contributed financially, as did the
labour gang. Some special acknowledgements, how­
ever, are in order and necessary:

Mr. Jay Lentzner, Milwaukee Road;

Mr. Miles Bye, Canadian National;
• Mr. Jim Timmins, CP Rail.
Without the assistance and support provided by
gentlemen, the project thus far would have
proved exceedingly more
Overall the project has had the effect of drawing
together a group within the Division, dedicated to the
work. These individuals have gained experience, and
given expression
to talents they may not have realized
they possessed. This exercise has certainly contributed
to the maturity of the Calgary & South-Western.
As the project progressed, some interesting peripheral
benefits were added. Union
Switch & Signal contributed
of the volume Search For Safety, and a number
of early 1900 s signal catalogues have been kindly
donated from various sources. Several drawings of
older signal equipment and interlocking arrangements
have been
collected. All the artifacts are being carefully
to ensure their long term security. It is
considered important that ultimately all these items be
vested in the national CRHA.
Naturally, the
intention is to continue to expand the
collection. Negotiations have been initiated with a
view to acquiring examples of other patterns of signals,
interlocking frames, control boards, and so on.
Anything connected with railway signalling and com­
munication will be considered. The Division believes
this is already on its
way to becoming a significant
collection of high quality artifacts. The components are
set up on private property
which has to be respected.
Visitors are invited
to contact C & S-W so that a formal
demonstration may be arranged.
important lesson that has been learned is to
keep complete and accurate records. These may take
the form of photographs, dimensioned notes, letters or
drawings. Ensure full details are adequately recorded
before disassembly starts.
Maintain running information,
as hours expended and costs involved. Ultimately
both are important to know. Also this group found an
RV with a strong roof to be an indispensible work
platform! No restoration team should be without
This article has been presented in a
sufficient degree
of detail to convey an idea of the effort involved in such
project. If the undertaking can be broken down into
Comparison between DN-02 and UP-21
All photos by Mike Westren unless otherwise credited.
manageable packages, it comes within the resources
capabilities of a small group. Skill and experience
levels do not have to be great, but a logical and
consistent approach is needed. Should the forgoing
have encouraged any group to consider a start,
provided some reassurance, or merely been mildly
entertaining, it will have succeeded.
Mike Westren a few brief biographical details.
member of the C & S-W executive and editor of
Engineering career began in 1956 with the
Westinghouse Brake& Signal company in London,
England, signal contracts division;
Emigrated to Canada in 1966;
Employed these days by the Lavalin organization as
project manager in the oil, gas and petrochemical
division in Calgary.
Jiiln rFWJe~ i&Kantreaf
-G are Windsor –
epoque a
Montreal. On assista au dernier depart
dun train de passagers de longue distance de la
Gare Windsor de Montreal.
Ce fut certes un moment historique car depu is 1889,
des milliers de trains de voyageurs ont eu la Gare
Windsor (Canadien Pacifique) comme point de depart
et darrivee.
A ses tout debut, soit Ie 4 fevrier 1889, la Gare
Windsor accueillait deja les trains des divisions de
lOntario et de lAtlantique.
La Gare Windsor etait voisine a I epoque, de la Gare
Bonaventure (ex
Terminus du Montreal and Lachine
Railroad), appartenant
au chemin de fer du Grand
Trunk (GTR). Cette derniere etait situee pres de
I actuel planetarium Oow de la Ville de Montreal, soit a
Iintersection des rues St-Bonaventure et Windsor,
maintenant appelees St-Jacques et Peel.
En 1948, a la suite de Iincendie majeur du 23 aoDt
qui a detruit
la Gare Bonaventure, les trains de passagers furent transferes
ala Gare Centrale (Canadien
C etait a I epoque une toute nouvelle gare
puisquelle etait ouverte que depuis 1943.
Ou cote de la Gare Windsor, les trains de voyageurs
affluaient en grand nombre et elle a
eu ses heures de
gloire jusqua la fin des annees 60.
Cependant, depuis Ie debut des annees 70, on
remarqua une chute du trafic voyageur a
la Gare
Windsor. On parla meme de la demolir en 1973.
Heureusement, cette idee fut remplacee par un projet
de renovation de la Gare.
la formation de VIA en 1978, plusieurs trains de
voyageurs furent relocalises de
la Gare Windsor a la
Gare Centrale.
Par exemple,
Ie 27 octobre 1979, on assista au
dernier depart du train I Atlantique du Canadien
Pacifique de
la Gare Windsor. Le lendemain, Ie depart
s effectuait a partir de
la Gare Centrale (opere par VIA
En 1981 , la Gare Windsor a perdu un autre train fort
Nous voyons une
partie des voyageurs, ala gare Windsor, qui se dirigent vers Ie dernier train No. 68, a 13 h15, Ie
12 janvier 1986.
~ .
… ~
Deux photographies qui nous montrent Ie dernier train The Adirondack a la gare Windsor de Montreal, Ie 12
janvier 1986. Le train se composait de la locomotive 344, et des trois wagons respectivement numerotes: Coach
21117, Coach
21182 et Dinette 20218-Food Service Car.
En ce 12 janvier 1986, on apperr;oit Ie train No. 68 The Adirondack et Ie train de banlieue No. 61. Plusieurs
y etaient presente pour assister au dernier depart du train No. 68 de la gare Windsor. Ce fut certes un
moment historique en ce qui concerne Ihistoire de la gare Windsor. On apperr;oit a /arriere la gare Windsor, Ie
Chateau Champlain, la Coupole de la Cathedrale de Montreal, Ie Reine Elizabeth et une partie de la Place
populaire aupres des Montrealais. II sagit de la liaison
Montreal-Labelle-Mont-Laurier, communement
appele Le ptit train du Nord, qui fut abolie Ie 15
novembre 1981 .
La meme journee, on assistait a Iabolition du
service ferroviaire
Montreal-Hull/Ottawa par la Rive­
Nord. Cette liaison
partait et arrivait a la Gare
Par la suite, Ie 28 avril 1984, un moment historique
avait lieu a
la Gare Windsor. II sagissait du dernier
dun train de passagers canadien de longue
distance a
quitter la Gare Windsor. II effectua pour la
derniere fois la liaison Montreal (Gare Windsor) –
Quebec par
la Rive Nord. Cette liaison est maintenant
assuree a partir de
la Gare Centrale de Montreal.
Et derniEHement, soit Ie 12 janvier 1986, a 13 h35,
par un dimanche apres-midi doux et ensoleille, un
moment historique avait lieu a la Gare Windsor. II
s agissait du dernier depart dun train de passagers de
longue distance
1:1 quitter la Gare Windsor.
Cette liaison Montreal/ New-York assure par la
Societe Americaine .National Railroad Passenger
Corporation, mieux connu sous Ie nom Amtrak,
empruntait les voies du Canadien Pacifique en quittant
la Gare Windsor de Montreal. Le train Montreal/New­
York(via I etat de New-York) appele The Adirondack
utilisait donc, en partant de Montreal, Ie couloir:
Montreal-Ouest, LaSalle, Caughnawaga et
Delson pour atteindre
la Rive Sud de Montreal. Par la
suite, il empruntait les voies du Napierville Jonction
jusqu aux Etats-Unis.
Ie 13 janvier1986, la liaison Montreal/New­
York (The Adirondack) est maintenant assuree a partir
la Gare Centrale. Le train The Adirondack utilise
maintenant les voies du Canadien National depuis
Montreal jusqua la frontiere americaine.
Ie nouveau parcours sur Ie territoire Canadien:,
Montreal (Gare Centrale), St-Lambert. St-Jean
(Pr~vince de Quebec), Cantic.
noter que Ie trajet est demeure Ie meme sur Ie
territoire americain, soit de Rouses Point( dans I etat de
New-York) jusqua la ville de New-York.
Ce service entre la Gare Windsor et la ville de New­
York existait depuis environ 67 ans. Cependant. il
serait interessant, pour
Ie benefice de nos lecteurs et
lectrices, de retourner dans I histoire et voir
Ie service ferroviaire Montreal/ Etats-Unis a commence
a ses touts debuts.
En voici les faits saillants:
debut des annees 1840, Montreal avait de graves
problemes sur
Ie plan economique. Pour les hommes
d affaires de Montreal, Montreal devait avoir acces a un
port de mer et comme ceux de la Cote Atlantique
etaient trop eloignes, ils opterent pour celui de
Portland, dans
Ietat du Maine. Le representant de la
ville de Sherbrooke, a Iepoque, fut Ie promoteur dun
chemin de fer qui partirait de Montreal jusqua
. . . ~ -,-
, , …
, ,.

Le train The Adirondack No. 68, tire par la locomotive No. 337, photographie sur la voie No.2 a Montreal-Ouest
Ie 11 janvier 1986 a 13 h45.
En 1844, a Compton, dans les Cantons de lEst,
plusieurs habitants se
sont reunis pour etudier la
possibilite de la construction d un chemin de fer entre
Montreal et Boston.
En 1845, Ie projet a realiserfut decide. II fallait relier
Montreal a Portland par un chemin de fer. Ainsi, un
projet de loi fut adopte
la meme annee pour creer la
St-Lawrence and Atlantic Railroad Company.
1847, la Champla in and St-Lawrence Rai Iway
Company decida d ameliorer son service entre
Laprairie (Rive-Sud de Montreal) et
St-Jean (Province
de Quebec).
En 1850, Ie Montreal and Lachine Railroad s est
joint au The Lake St-Louis and Province Line
Railway pour
former la Montreal and New-York
Company. La meme annee, elle fit rouler son
premier train de Montreal jusqua Plattsburgh dans
Ietat de
New-York, aux Etats-Unis.
En 1851 , Ie Champlain and St-Lawrence Railroad
construisait un nouveau tron90n et reliait ses voies
ferrees a celles
du Vermont Central Railroad a
Rouses Point, dans I etat de
New-York. Ainsi, on
assistait a
la naissance d u ne route ferroviaire directe
Nord-Sud de
New-York et Boston vers Montreal.
En 1852, la Montreal and New-York Railroad
Company a inaugure un service ferroviaire de traversier
entre Lachine et Caughnawaga, sur
la Rive-Sud du
St-Laurent. Le traversier fut appele Ie S.S.
Iroquois et il pouvait transporter une locomotive a
vapeur, probablement une 4-4-0 et trois wagons
passager ou de marchandise par voyage.
Le 20 septembre 1852, la Montreal and New-York
Company a inaugure son service ferroviaire
entre Montreal et PLattsburgh,
en passant par Lachine,
Caughnawaga et Hemmingford. Rendu a Plattsburgh,
les voyageurs pouvaient se rendre a Boston ou a
York par bateaux a vapeur ou par train. Fait a noter, la
voie ferree entre Caughnawaga et Hemmingford a ete
en grande partie. Cependant, elle existe
encore entre St-Isidore
Jonction et St-Remi et elle
appartient maintenant
au Canadien National.
Une guerre des prix destructive
s est developpe
Ie Champlain and St-Lawrence Railroad et la
Montreal and New-York Railroad Company pour Ie
trafic entre Boston et New-York vers Montreal. Cette
guerre des prix fut
si ruineuse pour les deux compagnies
pour survivre, elles furent forcees de se fusionner
1857 pour devenir la Montreal and Champlain
En 1864, un troisieme rail etait installe sur Ie pont
Victoria pour permettre aux trains du Montreal and
Champlain Railroad et
du Vermont Central Railroad
davoir acces a la Gare Bonaventure de Montreal. Le
chemin de fer du Grand Trunk (GTR) avait a Iepoque
un ecartement Provincia Ie de 5 pieds et 6 pouces.
ecartement differait de celui des chemins de fer de
Le train The Adirondack No. 68, Ie 12 janvier 1986,
14 h50, aux douanes americaines, a Rouses Point
(Etat de New-York).
Nous appercevons
plusieurs voyageurs a la gare de
(Etat de New-York), a 15 h25, Ie 12 janvier
Le train No. 68 s apprete a quitter la gare de Plattsburgh
pour se dinger vers la ville de New-York. Photographie Ie
12 janvier 1986 a 15 h30.
New-York et de Boston parce qu on voulait eviter que
Ie trafic qui venait de I ouest vers Montreal ne prenne la
direction des villes de lJew-York et de Boston,
Dans les annees
1890, les passagers des trains du
St-Lawrence and Adirondack Railway de Malone
(etat de New-York) et du Delaware and Hudson de
Albany (etat de
New-York) se rendaient a la Gare
Bonaventure de
Le 29 avril 1895, la ligne New-York C Adirondack
commen9a a utiliser la Gare Windsor de Montreal. Ceci
eta it maintenant possible puisquun nouveau
ferroviaire enjambait Ie fleuve St-Laurent entre ville de
LaSalle et Caughnawaga.
Le Rutland Railroad commen9a a circuler Ie 3
novembre 1901, sur les voies ferrees
du Canadien
Pacifique entre I berville
Jonction et la Gare Windsor de
Le 1 er octobre 191 7, Ie Delaware and Hudson et Ie
Rutland Railroad echangerent leur terminus a
Montreal. Ainsi, Ie D and H commen9a a utiliser la
Gare Windsor tandis que Ie Rutland Railroad se
a la Gare Bonaventure (Grand Trunk).
Depuis ce
temps, la liaison Montreal/ New-York via
I etat de New-York avait comme terminus la Gare
Windsor de Montreal.
Et Ie 12 janvier 1986, ce train appele The
Adirondack affectua son dernier depart de la Gare
Plusieurs personnes etaient presente lors du dernier
depart du The Adirondack de la Gare Windsor, pour
capter sur pellicules, des photographies qui representent
pour les amateurs de chemin de fer.
Plusieurs membres de I Association Canadienne
d H istoire Ferroviaire y etaient et la majorite d entre
ont monte a bord du train et ont effectue une partie
la liaison Montreal/ New-York. Plusieurs membres
ont effectue Ie trajet jusqu a Plattsburgh et certains se
sont me me rendu jusqu a Whitehall, ville situee a 154
milles de Montreal.
Les membres et amis sont revenus a Montreal dans
la soiree a bord du train The Adirondack No. 69 et ils
firent leur entree
a Montreal par la Gare Centrale.
ont done eu Ioccasion detre a bord du dernier
train a quitter la Gare Windsor(Train No. 68) et detre a
bord du premier train de la liaison New-York-Montreal
(via I etat de New-York) a entrer en gare a Montreal par
la Gare Centrale.
Ie transfert du train The Adirondack de la
Gare Windsor a la Gare Centrale, la Gare Windsor
restera ouverte au public voyageur puisquelle sert de
au trains de banlieue de la ligne Montreal­
Dorion-Rigaud (STCUM), donnant ainsi un acces
au Centre-Ville de Montreal.
Daniel Poirier.
TItUNdER BAY-Sioux lookoUT
By: Bryan Martyniuk
November 29, 1985 saw the last run of VIA
Rails mixed train #277 from Thunder Bay to
Sioux Lookout, while the following day #278
made its final
trip in the opposite direction.
Even though it never recovered anywhere near
its operating costs the
train performed an invalu­
able service
to residents along the line. Most days
there were always revenue customers on board. On
trips last summer both the passenger and
baggage sections
of the car were overflowing with
people! The train delivered mail and groceries,
children coming home for the weekend, and there
were even
two dogs who depended upon the train
for handouts to suppliment their meals.
sentimentality! The train has gone.
Time to go and search out other railroad related
that are on the verge of vanishing. Things
like fi rst-generation diesels, caboo
ses, stations ….
list is endless!
Engineman John Nistico waits for the conductors signal
to begin the last trip to Sioux Lookout on VIAs # 277.

;; .
The last load of baggage is hoisted aboard combine # 7189 at the CN Thunder Bay shelter.
VIA #277 has just left CNs Neebing Yard on its final trip to Sioux Lookout on Friday Nov. 29, 1985.
VIAS # 2 78 arrives back at eNs Neebing passenger shelter amid a snowstorm to be met by a crowd of at least 50
Handshakes, greetings
and tears are the order of the afternoon as friends of the 3 retirees greet them at Neebing
upon their arrival.

eNs GMD-l # 1908 displays two signs honoring the retirement of the two engineers who have handled this train
since the days of the steam engine.
~ .
VOID ON ARRIVAL AT———-,(l.;;-;OCA=n;;;oN:- ——–1
Sf I
gone but not Jo~otten
The Overland Limited
and the Caribou
Our member, Clayton D. Cook writer:
the history of the
Newfoundland Railways Steam
Passenger trains
slowly fade into oblivon, I decided
to do something about the matter.
Along with an artist friend, we decided to try and
preserve some of the rich history
of the Newfoundland
railways steam passenger trains in a series of paintings.
Those paintings
will, in due course, be presented to
some museum, so that this and future generations will
be able to view, and hopefully feel proud of a
transportation system
which spiked this great country
Having spent thirty three years
as a trainman in this
Province, I was very
knowledgeable and fascinated by
the steam engine, I felt that, if someone did not move
quickly to try and preserve some of the rich history of
the Railway
in Newfoundland for posterity, then its
would be lost forever.
Our first painting was a pre-confederation steam
passenger train,
the Overland Limited, wheeled by a
of Mikados 2 -8 -2 s. The lead engine # 1 010 was
built in the United States for the Nfld Railway; the
trailing engine # 1 008 was built in Great Britain.
Our second painting was a Canadian National
Railways steam passenger train in llewfoundland. This train
is hauled by a Pacific 4-6-2 locomotive. This
locomotive was purchased
in the United States for the
Reid Nfld Railway in 1920.
Other paintings will be done from time to time as
finances permit.
am enclosing a small photograph of each of these
paintings along
with the necessary information on
them. Perhaps, you may
be able to carry the write-up in
one of the future issues of your magazine.
We are placing 50 reproduction photographs of each
train on the market for sale
in order to help defray some
of the cost
of making those paintings and the
The photographs are approximately
11 x 14 inches in
full color, and
we have them mounted and matted to a
16 x 20 inch size. (not framed).
The cost
of those mounted and matted photographs
$35.00 each. This price includes, shipping,
Postage and Insurance while going through the mails.
Photographs are shipped flat in heavy liner board.
To order those photographs, please write
to the
following address:
D. Cook UTU 1350 (R)
P.O. Box 88
Lethbridge, Newfoundland.
Pacific Coast Division:
The Division held a number of interesting meetings
last fall. In October, members
were treated to slide
shows by Mike Green of the U.S. west coast area
including San Francisco Trolleys, the California Western
the California State Railroad Museum in
Sacrements and so on.
In November, the meeting was dedicated
to Canadian
Pacifics centennial wi:h guest speakers
1VIr. Fred
Joplin, Commission of CPs pavilion at Expo 86 and
Mr. Don Bower,
CP Rails Regional Manager. In
December, members enjoyed
their annual Christmas
at Victoria Station and then watched the film
of the North.
Divisions Fraser Mills Station has been
designated a heritage site by
the Coquitlam District
Council and
will wear a plaque identifying it as
Calgary & Southwestern Division:
The Division has received a grant of $371.00 from
the 1979 Railroder Committee for the C & SW Signal
Restoration Fund. Fall seems
to be a favourite time for
In November the Divisions meeting included
movie The Grey Fox,
Niagara Division:
The Division was well represented at Craigellache
last November
as about a half dozen members, in the
spirit of Van Horne, paid their own way to get there!
They believe the Niagara Division was the best
represented of CRHA Divisions at
the ceremonies.
Toronto & York Division:
The Division held its annual meeting on February 10,
1986. Thefollowing people were elected as directors:
Jack Be, President
Chris Kyle, Vice President, Legal
Tony Rubin, Vice President, Financial
Hollie Lowry, Secretary, lVIemberships, Meetings
Joel Rice, Museum Chairman, Publicity,
Derek Henderson, Library and Archives
Gord Billinghurst, CRHA Publications Retail Sales,
John Bicur, Research, Turnout, Printing
Steve Lucas, Activities, Excursions, Programmes.
The T & Y Division meets on
the second Thursday of
ever y month (except Ju Iy a nd August) at Harbourfront.
235 Queens Quay W. in Toronto. If you are planning a
to Toronto, and would like to attend a meeting or
meet some members, write to the Division for informa­
tion at P. O. Box 5849 Station A, Toronto Ontario M5W
1 P3. (Thanks to Hollie Lowry for this information.).
Bytown Railway Society:
I n February, members were treated to a photography
symposium by five of the Societys leading photo­
graphers (John Stewart, Dave Stiemes, Doug Smith,
Pierre Ozorak and John Coleman). Each gave examples
their slides and described the techniques used to get
the picture or effect. For example, one provided
examples of arty work while another showed how to
take night shots including a double exposure with a big
moon in the background.
Later in the same
month, nine members enjoyed a
days ride on The Thurso Railroad behind the
snowplow, as crews cleared the line all the way to the
of track (57 miles). The weather was perfect, and
everyone enjoyed travelling in the various pieces of
equipment (the plow, the Societys ex-CP caboose,
CP officials car #27 and even the railways hi-rail
truck) .
Societys 1986 Canadian Trackside Guide has
selling well. With the addition of listings for
cabooses and auxiliary cranes, the Guide now contains
212 pages. Copies are still available at $9.95 postage
paid. Also available are the Societys two other books
.. Snowplow Extra at $3.50 ppd and 1201-40 Years
Old … at
$6.00 ppd. In addition, a wide variety of
employee timetables and other items are available.
Write to the Society for a list (address at beginning of
magazine) .
Note to Divisions:
Do you have a Sales desk or have you published
any books. Send details such as did the By town
Railway Society above, and we will include it in
Canadian Railway Museum:
A tribute to a Very Active Volunter.
Odilon Perrault
Visitors to the Canadian Railway Museum during the
four years have seen the 16 pieces of railway
equipment on display that have been newly renovated.
What most of the visitors didnt know was that these
exhibits were the result of the initiative taken by
only one man -Odilon Perrault.
Odilon is a recently retired railroader, who spent 39
years of his life working with the Car Department of
Canadian National Railways Pointe St. Charles Shops,
Montreal. He progressed from water boy to carpenter
to AA1 Carman. Actually, he is a Jack of All
Odilon is a member of a railway family. His father
was a brakeman
with CNR, and several brothers also
were employed by CN. He took early pension to have
time to do some other things in life. Not one to stand
still, Odilon soon found himself at the Museum as a
volunteer. He has
experience, and ideas, and initiative
to burn. Not only that, he has been leading volunteers
of all ages, including young people sent to us by
Government-sponsored youth programs, and youths
from the area doing community assignments by court
Odilon would like to meet at the Museum many more
of all ages who will come to assist in the
of our exhibits under his guidance, and not
just pay us a visit to take pictures of his work. Give it
some serious thought.
Expo 86:
We are passing along a list of some of the special
to be held at Expo 86 which are rail-oriented.
Our thanks to the Expo 86 people for this information.
1. Steam Expo: May 23 to June 1, 1986
Location: CN Rails Terminal Avenue railyard
adjacent to the Expo Site.
Description: To celebrate the early development of
rail transportation, EXPO 86 has
designed this event around the romance
history of the steam locomotive.
This is of particular relevance to
Canada, since 1986 marks the cen:
tennial of the arrival of rail service in
the Vancouver area. On May 23 rd, a
Grand Parade of Steam will take
This parade will proceed from
the Canadian Pacific railyards adjacent
to the Canadian Pavilion and will move
to the C.N. railyards, at which daily
demonstrations will be performed,
together with a public display of all
participating equipment, over the
remainder of this period.
2. Urban Transit:
The Canadian Urban Transit Association will hold its
conference, June 16 -20, and is inviting
internationa I participation in this national meeti ng. In
conjunction with this conference, urban transit equip­
ment will be demonstrated or displayed, with emphasis
being placed on an urban rail display which will be
staged at railyards adjacent to the Expo site. Manu­
facturers of urban transit equipment, particularly rail
equipment from international participants, will be
welcome partners in this period.
Several Urban Transit events are
taking place during
the month of June:
Date Event
June 15 -19Canadian Urban Transit Assoc.
June 18 -20APTA Transit Security Workshop &
June 19 Vancouver ALRT Symposium
June 20 -21 Symposium on Modern Swiss
Technology in Urban and
June 26 Technical Seminar on the Soule
People-Mover Demonstration SYstem
3. Modern Rail: September29 to Oct. 5, 1986
The design of vehicles and systems for modern rail
operations must take into consideration the intermodal
aspect of rails within the sphere of transportation
systems, for the movement of people and goods, as
well as the impacts and hazards which such movements
which will be addressed during this period
will be the design and operation of specialized railcars
unit trains, the role of multi-modal equipment, the
relative value of diesel and electric propulsion, the
efficient and safe operation of railcars, management of
equipment in terminals and yards, and the potential for
high-speed passenger rail technologies and services.
modern railroads depend heavily on new
communications technologies, issues such as com­
puter simulation models of rail operation, centralized
traffic control, and passenger ticketing and reservation
systems, are
among a number of systems which will be
given a great deal
of attention.
Date Event
September 30 to Oct. 1 Symposium on Modern
Rail: The View from
Switzerla nd
October 2 and 3 American Railway
number of other events will be occuring which
relate to railways or have an impact on railways:
Truck and Intercity Buses June 9 to 15
Automobiles July 6 to 19
Mini-locomotives May 24 -June 1
New members for year 1985
3287 Mann, Charles N. 3341 Mitchell, D. R.
3395 Caley, W. F.
3288 Hunter, J. 3342 Gatey, Gerry S.
3396 Commonwealth Historic
3289 Aborn, Duane E. 3343 Staples, Frank Resources
3290 Hickcox, Dr. David H. 3344 Beebe, Kenneth R.
3397 Fortin, Jacques
3291 Macintosh, Barrie 3345 Adams, Gene
3398 Kaiser, Peter J.
3292 McConnell. Roger A. 3346 Agresti, Armand
3399 Lambert, William
3293 Morse, Stephen 3347 Balcom, Bruce
3400 Monsour, N.
3294 Puczko, A. P. 3348 Bidwell, Blaine
3401 Smith, R.R.
3295 Renovich, Stephen B. 3349 Deshon, Dick
3402 Davis, Thomas
3296 Fox, Douglas L. 3350 Guimes, William
3403 Jansen, Cornelus
3297 Gartman, Gaylord E. 3351 Kalmbach Publishing Company
3404 Tillinghaste, H.
3298 Gould, Ken A. 3352 Schmidt, Thomas J.
3405 Christian, Michael J.
3299 Hecker, John W. 3353 Shrank, John A.
3406 Grill Robert M.
3300 OConnor, Donald M. 3354 Thomas, Authur R.
3407 Antram, H.S.
3301 Wolfgarth, Arthur 3355 Anderson, Malcolm
3408 Connery, Rick
3302 Davies, Harold 3356 Bosse, Richard
3409 Carter, Leonard
3303 Camp, H.B. 3357 Corness. Leslie
3410 Whittall, Malcolm H.
3304 Forman, Geo. Hamilton 3358 Broadbear, Don
3411 Curran, David
3305 Innes, William
3359 Naylor, Harvey
3412 Kindrachuk, Mark
3306 McSparron, R.W.
3360 Schroeder, Barrie
3413 Wiles, Roy M.
3307 Smith, Joe A.
3361 Card, Dr. Robert T.
3414 Czurak, John
3308 Appleby, James
3362 Carson, Edward W.
3415 Perry, Robert
3309 Hayre, John D.
3363 Hillman, John
3416 Pilon, Paul
3310 McDonough, Martin
3364 Lemon, W.B.
3417 Vezeau, Real
3311 Ratcliffe, John V.
3365 Lichacz, Michael
3418 Canadiar. Centre for
3312 Brouse, Jeffrey S.
3366 Norman, Phillip J.
3313 Harris, John
3367 Spalla, Joseph M.
3419 Boylan, Dr. Terence
3314 Janson, William C.
3368 Thompson, Catherine
3420 Elzinga, Ed.
3315 Stuhr, Robert
3369 Williamson, Bruce G. G.
3421 Vanderhoof, Dory
3316 Winkler, Richard H.
3370 Woodrow, Tim
3422 Zamkowski, Ed.
3317 Harmon, John J.
3371 Mentzer, Marc S.
3423 Haddow, Douglas, M.
3318 Musie, Thomas
3372 Welcome, F.T.
3424 Van Kuiken, John
3319 Berne, Sydney
3373 Martin, A.G.
3425 Bluewater Michigan Chapter
3320 Fones, William J.
3374 Mills, Angus N.R.H.S.
3321 Loken, Andrew
3375 Price, Richard H.
3426 Glemson, J. W.
3322 Morgan, Dave
3376 Smith, M. Glen
3427 Garrett, William J.
3323 Morgan, Leslie
3377 Tatton, Frank G.
3428 Imai, George
3324 Richardson, Mark
3378 Avery, Tim
3429 Parker, Ron
3325 Webber, Mike
3379 Bonnell, Cranston
3430 Walsh, Edward George
3326 Waters, Bernice
3380 Grant, Eric O.
3431 Gaylie, Michael
3327 Currie, R.W.
3381 Grunet. Lou
3432 Appleby, James
3328 McKinnon, Archie
3382 Jones, W.L.
3433 Hahndorff, Wolf
3329 Isberter, James E.
3383 Martindale, Bob
3434 MacMillan, Thomas
3330 New, R.J.
3384 MacDonald, Bill
3435 Payant, Luc
3331 Staicue, Paul
3385 New, D.W.
3436 Robertson, Donald
3332 Usher, David
3386 Ressler, Wayne
3437 Kinzie, Dave
3333 Girard, Jean
3387 Fortier, Denis
3438 Hughes, Michael
3334 Bryant, William
3388 Wry, Nicolas
3439 Park, Richard
3335 Licharson, John A.
3389 Riedl, Gerhard
3440 Salter, Wm. H.
3336 Ottenhof, Matt
3390 Dempsey, Charles
3441 Skelly, Robert
3337 Cote, Vernon, P.
3391 Hofsommer, Don L.
3442 Auger, Michael
3338 Snider, Stewart G.
3392 Bowles, Paul
3443 Bell, Rev. Aubrey
3339 White, Ralph R.
3393 Brown, Ron
3444 Frost, Ian C.
3340 Fanning, Thomas A.
3394 Burr, Ward A.
3445 Mair, Bea
3446 Karlewicz, Vincent
3447 McPherson, Jim
3448 Charest, Richard
3449 Lydfrod, J. Barry
3450 Massie, Brian C.
Plamondon, M.
3460 Miller, Barry E.
3461 Nicholson, Brian
3462 Mutter, Jas. H.
3463 Altimas, JClmes
3464 Kidd, Phillip
3465 Nadon, Sylvain
3474 Jackson, G.S.
3475 Laurendeau, Daniel
3476 Deragon, John
3477 Lemal, Marcel
3478 Ens, Gordon
3479 Green, Fred E.
3480 Linton, Dr. Robert
Springthorpe, W.C.
3482 Bernier, Alcide
3483 Rudyk, Bill
3452 Tyrie, Ralph E.
3453 Simpson, Marc
3454 Birkemeyer, Michael
3455 Flatt, William G.
3456 Milot, Maurice
3466 Makuen, Dr. Donald R.
3467 St. Louis Mercantile Library
3468 Fortier, Dr. Andre
3469 Horne, Carol
3470 Tomlinson, C.C.
3484 Belec, J. Alphonse
3485 Mulligan, Joseph
3486 Dubuc, Francois
3487 Homenock, Eugene
3457 Robinson, David
3458 Southwood, Geoffrey
3459 Wagner, Michael D. 3471
Ulph, Thomas S.
3472 Cook, Clayton D.
3473 Sparks, Deryk
Year End Report for 1985 –
Rideau Valley Division
for the Rideau Valley Division. This year started
with the acquisition of the former Canadian
Northern Railway station in Smiths Falls, Ontario. The
purchase of this building marked the end of three years
of negotiations with Canadian National.
A great deal of work has been done to date on the
restoration of our station. Approximately three quarters
of the 12,000 square foot roof has been completely
rebuilt. Large expanses of rotten deck boards were
replaced, a number of rafters were replaced or repaired,
all fascia boards
were replaced, and new asphalt
shingles were installed. We were very fortunate to
receive assistance from inmates of the Rideau Correc­
tional facility in Burritts Rapids. These men did a great
job on our roof repairs, and will be back in the spring to
complete the job.
All roof brackets, beams, doors, and windows have
been freshly painted. Past
president Bill LeSurf has
acquired a large
collection of green-paint splattered T­
as a result of this work. Bill spent most of the
summer up a pole painting.
interior of the express room received attention.
Members applied fresh cream paint to the ceiling and
window sashes, and green to the doors, window trim,
and cornice mOUlding. The hardwood floor was rebuilt,
it had buckled with moisture. It will be sanded and
refinished in 1986.
October 5th, approximately450 people attended
ceremony dedicating our station as a National
Historic Site. CRHA president David Johnson, and
MP Paul Dick unveiled the placque, which was
later mounted on the northwest corner of the station.
Speakers included Dr. Edward Storey of the Historic
Sites and Monuments Board of Canada, David Johnson,
President of the CRHA, Robert V.V. Nicholls, CRHA Honorary President, Bill LeSurf
of the Rideau Valley
Smiths Falls Mayor Gordon Durant, and Paul
MP for Lanark.
Much to the delight of members and visitors alike,
Canadian National
accomodated our request by sending
a brand new locomotive, SD-50 number 5432, to the
ceremony. This engine, along with our ex-Canadian
Pacific S-3
number 6591 , were available for visitors to
explore. I nteresti ngly, 5432 was brought directly to
Smiths Falls before being placed into regular service.
engine had travelled less than 1,000 kilometers
since leaving the General Motors plant in London.
1985 was a good year for rolling stock acquisition. In
December, 1984, ourfirst car, CN 574493, had been
moved into our siding. This car had been acquired from
the Tunnel Bay Model Railroad club in Brockville. This
is a single sheathed wooden automobile car.
Early in
June, Canadian Pacific donated their
Montreal Locomotive Works S-3, number 6591.
Members have spent most of this summer working on
locomotive. The entire cab interior has been
painted and lettered, and we are presently searching
for parts to replace those missing from the locomotive.
The exterior of the locomotive has been partially
stripped and primed. We ran into delays since our air
compressor suffered a major mechanical failure, but
will complete the work in 1986. We have acquired
appropriate CPR grey, maroon, and yellow enamel
through the Canadian Railway Museum, and will paint
6591 in the CPR block lettering livery in the spring.
Along with 6591, CP donated an auxilliary train
number404266. This car had served as a block
and cable car before retirement. This is an old single
sheathed double door boxcar, with end doors,
electrical service, and work benches installed for work
service. We are putting this car to good use as
workshop and storage space.
I n
September, we learned that the Canada Starch
Company of Cardinal, Ontario was about to scrap two
vintage tank cars on their property. The company was
enthusiastic about our request to preserve one, and,
we inspected the cars and made our selection,
agreed to donate CSTX number 22. This is an old 36
foot steel tank car with K-type air brakes. We intend to
restore the car to Cascos familiar grey and black paint
scheme. The car arrived on our siding in mid-September.
Following the very successfully placquing ceremony
on October 5 th, our members have moved indoors for
our restoration work. We are presently removing old
plaster, lath, plywood panelling, and linoleum flooring,
in preparation for rebuilding of the ladies waiting
room. New insulation, wiring, Gyproc, paint and
wallpaper will be applied to match as closely as
possible the original appearance of the room. A wealth
of wooden trim is still in this room, and will be restored
to its original appearance. The hardwood floors will be
repaired, sanded, and
The Division would appreciate hearing from any
members who have photos or information on typical
Canadian Northern station and hotel interiors. Of
particular interest is
the style of lighting fixtures used,
to ensure accuracy in
our restoration efforts. The
Divisions address is listed on page 3.
John Marshall
5.5. Worthern
In his book about the genesis and development
of what is popularly known as the ONR (Ontario
Northland Railway) (1972), author A.D. Tennant,
jr. had this to say:
The fasination of Moose Factory on the
island of the same name is hard to define.
book distributed by Sterling, $6.95 in
to be an absolutely indispensable handy
reference for railroad enthusiasts. It
compiles and
the authoritative facts and figures on all the
worlds great rail seNices, and it is the only source to
bring all this information together in compact volume.
Its range is
complete -covering the development of
rail power from the first authorization of a ,. wagonway
in 1785 through the superspeed TGV (Tres Grand
seNice in France today, with a chronology of
important dates, biographical sketches of leading
railway makers,
and separate chronological treatments
of railway electrification and tunnel building.
It rounds up basic statistics about each of the worlds
principal railway
systems in a convenient, easy-to­
follow format; and then follows with in-depth sUNeys
of British, French, American, Canadian, Australian,
Russian, Chinese, and Japanese railroads. Virtually
information you might want about route lengths,
gauges, rolling stock, motive power and more is easy
quick to locate in carefully designed tables.
Top it all offwith a generous selection of historic and
photographs-over80 in all-and you have a
handbook that every railway enthusiast will want to
have on hand for ready reference and enjoyment.
Author: John Marshall
Edition: Paperback
0-85112-403-8 $6.95
($8.95 in Canada)
To begin with, this statement could be
expanded easily
to include almost every locality
on the main or branch lines of what is, in fact, the
railway of the Ontario Northland Transportation
Commission -ONTC. The fasination of this
provincial enterprise is so tangible, even in 1985,
that it continues to attract hundreds of tourists
annually to ride its rails and the organization is a
subject for
continuing examination and descrip­
tion by hard and soft-cover writers.
Bob Tennants 1972 book, Ontarios Govern­
mentRailway: Genesis & Development pursued
that fine line between a business-type
publication and a railway-enthusiast oriented
work. It was read as a definitive history of the
Ontario Northland, although its presentation may
not have been in the true tradition of hard-cover
This year, Boston Mills Press has produced a
new hard-cover history of the Temiskaming and
Northern Ontario Railway that was, titled Link
With A Lonely Land, which in all truth, the T&NO
may be said to have been. But, in the title -or
perhaps more properly in the sub-title -there is a
of confusion, for while the T&NO is stated
to be the subject of the book, a good deal of the
text is devoted to the OIIR, with penultimate
mention of the ONTe and the Nipissing Central.
Micheal Barnes, in his introduction, asserts
that his 18-year residency along the T&NOI
ONR/ONTC main line has confirmed him as a
ferrequinophile, a lover of the iron horse. It
would be more correct to say that Mr. Barnes
book certifies
him as a lover of the T&NO, for it is
of that organization that he writes with sympathy
and enthusiasm. Granted, Mr. Barnes sets out
the term of reference of his story as 1902-1946,
the era of the T&NO, but his text and illustrations
belie this time-frame.
While Mr. Barnes has adhered reasonably
to the T&NOs sphere of action, there are
slightly disturbing omissions in the
antecedent chronology, such as the opening of
first public railway in 1836 (page 11)
and the negotiations with the Canadian Pacific ance with personalities or his employment of
Railway Company in the 1920s. charming eupheisms? It is the combination of all
much of the charm of Link With A of these elements.
Lonely Land lies in the homespun tales of rural The books illustrations are, in the main, sharp
celebrations. But under the aegis of Harry (later and clear, although some of them are printed
Sir Harry) Oakes, celebrations were the disappointingly dark. Some of the older
watchword, generating as they did columns and photographs might have been worked over to
columns of very favourable publicity in the improve their quality for presentation. The
Toronto (and other) newspapers of the time. Patterson-George Collection and Dr. Robert F.
Sometimes it seems that accounts of precious Legget supplied unusual photographs, some not
and non-ferrous metal discoveries and catas-published previously.
trophic forest fires dominate the T&NOs history. While Mr. Barnes makes a valiant attempt to
The accounts of such events make fascinating maintain a separation between the histories of
reading and the lessons taught by the the T&NO, the ONR and the ONTC, he was
development of the mines and the reconstruction unsuccessful in a measure, for inevitably the
of the burnt-out towns and villages are clear T&NO becomes the ONR, which becomes the
enough for anyone to understand. And the T&NO ONTC. But what does it matter? To many, the
played a unique and very important part in most of railway from North Bay to Moosonee via
these dramatic events. Think about a celebration Englehart and Cochrane will always be the
where you could see a forty-stamp (rock-T&NO, just as, to others, it will be the Ontario
crushing) mill turn out real gold bricks in the Northland.
affluence of South Porcupine in 1912 (page 49)! The Myriad of colour slides taken by the
With potted plants coming from the railway multitude of tourists annually will perpetuate the
conservatory down the line. As my mother-in-identity of a train -the Polar Bear Express –
law used to say, Just imagine! rather than the corporate/commission title. But,
There were giants in those days; great names as Korzybski said, The word is not the thing; the
were everywhere. Harry Oakes, developer; C.C. map is not the territory. Indeed, Ontarios
Farr, fur trader turned promoter; Fred LaRose, government railway will continue to be many
blacksmith becomd prospector; Duncan things to many people, particularly those living
McMartin, contractor and miner. The list is along its route. And books like Mr. Barnes Link
impressive. Included in it is the omnipresent With A Lonely Land will help to keep it so.
R.G. MacBeth, author of Romance of
the Canadian Pacific Railway (1924), LINK WITH A LONELY LAND: The Temiskaming
a clergyman who had travelled extensively and Northern
along the route of the railway … , Ontario Railway.
a psonage
as arcane as Dr. Dionysius Landner of -Michael Barnes
Brunei/Great Western Railway of England The Boston Mills Press, 98 Main Street, Erin,
Ontario NOB no 203 pp.; Selected Bibliography;
What makes Mr. Barnes story entertaining Acknowledgements; no index. 211 b&w photos;
Is it his intensely personal treatment of 30 engine pictures; 7 sketches; 7 diagrams; 4
T&NO history, his present-day intimate acquaint-maps. 22.5 x 21.2 cm. $29.95 ppd.
By 5.5. Worthen
Books of pictures of railways and their
equipment, otherwise photo albums, have
enjoyed considerable popularity with steam,
diesel and
electric railway enthusiasts, so that,
whenever a publication of this kind appears, it
achieves a reasonable popularity at once. While
rail photo albums certainly are entertaining and,
depending on the quality of the picture captions,
instructive, of paramount importance is the
selection and sequential presentation of the
may be that Andrew Panko and Peter Bowen
of NiagaRail Publications Limited were so
enthralled in the selection of the 195 black-and-
white photographs for their book Niagara,
St. Catharines & Toronto Electric Railway in
Pictures that they overlooked both geographical
and historical sequence. At any rate, the result
can confuse the viewer -one cannot say
reader, really -unless he is prepared to
eval uate the rolling stock and motive power of the
NS&T by age or road number, the two elements
which remain more or less constant throughout
the book.
Niagara, St. Catharines & Toronto Electric
Railway in Pictures is a well produced volume,
although it seems on inspection that some of the
pictures could have been worked on a little more
to improve them for publication. The photographs
illustrate the origins of the line in 1890s, its
several divisions and its diverse roster of
Niagara, St .. Catharines & loronto
Electric Rai lway in Pictu res
b) AnurcwPmlManu Peter Bowell
equipment, from early double-truck, open,
interurban cars and later steel cars of various
origins, to a series of Cincinnati Car Company
(Cincinnati, Ohio) lightweights in local services.
In its
lifetime, the NS& T developed a signif­
icant carload freight business, with several inter­
with eastern main-line steam-operated
railways. LCL freight was handled routinely by
electric baggage-passenger combos and motor
express cars. While perhaps not totally relevant,
there are photographs of several passenger ships
operated on Lake Ontario by the wholly-owned
subsidiary, the Niagara, St. Catharines and
Toronto Navigation Company.
the spirit of something for everybody, the
Evans auto-railers or Road Railers, gasoline­
powered rail motor coaches, built by Evans
Products Corporation
of Detroit, Michigan in
1937 are striking curiosities. Transferred from
Canadian National Railways in 1938, the rail
mechanism was removed the same year. They
were repainted to Canadian National Transport­
ation Limited livery in 1941 andtransferredtothe
Oshawa Railway, Oshawa, Ontario bus line in
1942, where they ran out their daysl
Photographs by Messrs. R.J. Sandusky, C.N.
and J. William Hood are presented, as well
as some from the J.J. Wigt Collection and the St.
Catharines Historical Museum.
Most of the pictures are of operating scenes
with adequate explanatory captions. A clearer
understanding of events in the history of the
the line between Lakes Erie and Ontario,
certainly could have been achieved by a better
sequential ordering of the pictures. The system
map, essential to
this reviewer to achieve an
understanding of the reasons for building the line
in the first place, might have been amplified by
additional, detailed
inserts of complex junctions
and stations, with appropriate dates of opening
and abandonment.
The colour
painting on the dust-cover and the
attractive binding provide a pleasant entrance
and exit. Electric interurban railway enthusiasts,
there are a few, will be pleased.
IN PICTURES Andrew Panko
& Peter
Bowen 1984. NiagaRail Publications,
No.4, Niagara-on-the-Lake, Ontario,
Canada LOS 1 JO 144 8V2 x 11 pp.; hardbound;
coloured dust-jacket; 1
colour painting; 3 colour
pictures; 195 b&w photos; sytem maps;
timetables; transfers, etc. No Table of Contents,
Roster, Index or Bibliography.
$24.95 ppd.
e. uSlness
paign by passengers and Transport 2000 supporters
has helped convince VIA Rail
to retain overnight
train service between Ottawa and
Toronto. In a letter
dated Feb. 19, 1985 to the Canadian Transport
Commission (CTC) , VIA served notice that it was with­
drawing its application to discontinue the Ottawa­
Toronto section of The Cavalier. The application was
filed Feb. 17, 1984 but never received a CTC ruling.
VIA originally proposed to replace the overnight train
with an early-morning rail diesel car (ROC) that would
connect with an existing Montreal-Toronto LRC
express at Kingston. Total travel time would be reduced
to four-and-a-half hours, made possible by a $41
million track improvement program over the Ottawa­
Brockville segment. In late 1984, VIA modified its plan
and proposed a through Ottawa-Toronto early-morning
LRC in place of the ROC connection at Kingston.
new LRC service was inaugurated Jan. 7, 1985,
even though a CTC ruling on VIAs Cavalier application
not been forthcoming. VIA was forced to maintain
the overnight train pending a CTC ruling. With the
withdrawal of VIAs application, Ottawans are
guaranteed four daily train departures
to Toronto: at
07:15, 09:30, 17:10 and 23:59. The 07:15 and
17:10 departures, both utilizing LRC equipment,
complete the 450-km trip in four hours. In addition, a
bus/rail service via Kingston departs Ottawa Station at
Matapedia Valley regions of Quebec will be
relocated or totally renovated this year at.a cost of
$2 million. More that
60 jobs, mainly in the construction
sector, will
be created. The program will be implemented
under the proposed revitalization
of VIA Rail services
announced in January by federal transport
minister Don
to be relocated are Bonaventure, Chandler
and Richmond. The relocation program
is to meet
several objectives: To enhance the image of VIA
in the
eyes of potential passengers,
to provide better station
access near
downtown areas and to cope with the
advanced obsolescence
of existing stations. Renova­
will affect Amqui, Carleton, Causapscal, Gaspe,
Grande Riviere,
Matapedia, lJew Carlisle, Perce, Port
Daniel and Sayabec stations.
Calls for tenders
will be issued in the spring and work
should be completed in Dec. 1985. Transport Canada
will soon release the results of its study into the
condition of stations in Quebecs Lower St. Lawrence
Source Transport
see her friend, who has been feeling poorly for40-
odd years.
Thats the black friend that they lashed to a flatbed
truck and snuck over
the bridge and into surgery late in
the night in November. Now, they say she looks as
good as she did when they ran her out of Montreal 99
years ago.
Atkinsons friend, her obsession, is Engine 374,
that magnificent piece of Canadian history that has
too long in the wind, too long in the rain.
374 was the pull tab that zipped this country
together. She made
the word Confederation a reality,
rather than a
political slogan, when she hauled 10 cars
150 passengers from Montreals Dalhousie Station
to the new CPR terminus at the deep-water foot of
Howe Street in Vancouver. When she steamed wearily
but proudly into Vancouver on May 23, 1887, bell
clanging, drive rods
slamming, steam belching, it was
completion of the first transcontinental rail crossing
of the young nation. Before the passengers and
luggage had been unloaded in Vancouver, a cable had
been sent
to Queen Victoria announcing: Canada
That was Engine 374, Evelyn Atkinsons friend.
But Vancouver has some quirky ideas about history.
Over the years, the historic locomotive was treated
as a
1945, 58 years after her first epochal arrival in
Vancouver, she came back, totally refitted and again
under her
own power, a gift to the city from the
Her brass and copper still gleamed. Her boilers
made steam. But
it was as if someone had given the city
gift of a 50-ton elephant: After the initial surprise,
what in hell do you do with it, where do you keep it?
one-time city archivist, Major J. S. Matthews,
said, in accepting 374, We shall cherish it as a symbol
and a tradition, for it reminds us of the greatness of
great men, great deeds and great events.
We did no such thing. The proudest locomotive in
Canada rich railroading history was placed on a length
of track,
out in the open on the CPR right-of-way at
Kitsilano Beach Park.
Like many blunders,
it seemed a good idea at the
time. The curious came to stare at 374. Kids by the
hundreds came
to climb on her. But rain and snow and
frost and sun and seagulls and rot and rust also came.
So did vandals. Many of them came at
night with
crowbars and tore her guts and her gauges and cab
fittings out and stole them.
1972, I wrote a story about the shame of 374s
visible death. Evelyn Atkinson read it and was moved
by it. In 1975, while she was a member of the Park
Board, she was
in a taxi that drove past Engine 374.
The cab driver slowed down and cursed unnamed
for letting a piece of history rot.
By 1981 , when she was off the Park Board, Atkinson
resolved to save 374. The result of the long commit­
ment was the formation of Friends of Locomotive 374.
The work of that group is under cover right now at
Versatile Pacific Shipyards, where another restoration
of the engine is being complete, prior to 374 being
trucked to the Expo grounds at the
end of this month,
where she will sit on a spiffy turntable in front of the
Esso Roundhouse Pavilion.
locomotive is in the hands of salaried engine
right now. But she survived to get that far
because volunteers from the Friends
put 5,000 hours of
into her during the 2 1f2 years she was in a shed
at Granville Island, supplied rent-free by
the Granville
Island Trust. Members, train buffs all, often
took pieces
of her home
to the lathes in their basement workshops,
before major money began flowing in to take care ofthe
big-ticket job problems.
Volunteer Steve Stark says
of the work going on
inside the off-
limits Defence Department property at
Shes on track. The cab has been re­
constructed, the boiler has been coated,
new parts
have been cast and everything
but the gold-leaf finish
will be done by the end of the month, when we have to
truck her onto the Expo ground.
What we will be seeing will be the ghost of 374,
rather like the axe the old logger said hed had for 50
years, through three new handles and seven new
Her wheels will never turn again and there are no
in her boilers. But shell make steam from an
auxiliary source all through Expo. And if she blows off a
disdainful snort
at a lot of the new-fangled transporta­
tion models that have never crossed and gathered up a
whos to blame her?
Source Vancouver Sun via
Norris Adams.
dicates that this
will be the steam event of the
decade. The great steam race
will see a number of
large mainline steam locomotives heading simultaneously
to Vancouver from points all around North America. It
will be a race in name only. Some will be from
overseas exhibitor nations also. All
participating in the race will time their arrival in
Vancouver for the evening of May 22, 1986.
On the morning of May 23, the anniversary of the
arrival of
CPR #374 at Vancouver in 1887, they will
switch out of the receiving yard and head north to
Inlet in preassigned positions, lead by British
Columbias mostwell known locomotive Royal Hudson
#2860. Taking into account seasonal angles of
sunlight, the entire chain of locomotives and their cars
will steam west from Columbia Street along the
waterfront past the
new Advanced Light Rapid Transit
station and Canada Place. Over
the following 10 days,
the locomotives
will be on display at a site adjacent to
the main Expo 86 grounds.
Source The
A stliking
comnlcmorathc C:OlH
rh~ Glw~.nH.ncnt of
Canada h~J authorizf.·d th(l R
l)yal Ci~.nndh·lfI Mint to
issue the Silver Dollar tl) mark
buth thUSt.-l hist:m1c events.
21llt in an extraordina.ry
1,1>; G()ltvclnem(~flt l1u
Ccumda i* .. mtorisl? 13
.Monnai~ rOYHle (~anadit.:un{>
; em:ltn~ un doHar
l~ommemOla!if IH8(J ~n
argent, h 1& gl()tlt~ dt::ux jalofl!; hi:::;.torjqUCh.
61 anMuvel iil 1. e ba<,.k:-
…. gt:ouitd. This J8.~ue Jepr~ , ,
, selJts an important -….. mHt}:ltone:. and ..
~h~~,~~~tl ~iXi~;Zi~l=l, . Lc d~lliir,
Canlldi~ l;1ilyerll6l1iuR, .!~nn1)tlmQratif.
. . . . . . 1~8fhll!llgcl1f
T~ •.. 198(i ,Proof., , . :. . L II . .
-.. ·C:.tlO iir:(·i:Httll¢nt.lcJwlL. :-
Silver nolh!. : I.e hdQC9Iilotlvo·N.37t·
The silver <11 depict. . ur 1II pr<>!lhl In. viii. de
f!lIiot .John MOlri.~(lu>s Vancolil dp.siflil of Rugine nu. 371 dap.rN;·locuvre ~le: Elli.ot.,
with t.he ~k~1in,: of .John MorJ:isoh:l/aVE!n~ df! la.
VmlNnVt~) In the har:k-pir,ce eijt. flapw :~. }~e!figir.
QJJuml. lh(:>. vb ~13e hears de la. Re.hlf~ EIi7;nb~t.h· tr
Arnold Machid~ {~l efHgy of Queun Elizabeth!£, ~i(IUe Niali~ IliU .Arno:l!l
The proof dollar d(bign is Mnchin, I.e motif, flu
lerni(n~d in flo~ted relief dolL-u -fpreuf nlm.isma~
on a brilliant fiEl.hl. Thi~ H(fUt: &8 en
magnilitellt. coin rulief mat ~ur eham-fJ
is cnr:.ap:>ulated anti PJ~ bl.iliant Cet-teo m.a….~njfiqm:
5ented iff a bhH,~k diRpJa,v pi(r~e I~t. pr(~$e.tll:f:f:: SOIl!:l
Rail Canada Inc
will lead a national celebration of
1986 as the 150 th anniversary year of passenger
rail service in Canada, This
will also be the theme of
VIAs Expo 86 pavilion here in the modernized
Vancouver Station.
Lawrence Hanigan, VIAs board chairman,
told an
Expo 86 -hosted news-conference in the historic
Vancouver Station September
25 that VIA is renovating
building at a cost of more than $3 million. VIA will
then use half of the station as its 12,000 square foot
Expo 86 pavilion and mount a lively multi-media
of 150 years of passenger rail history in
with a look into the future. The station, built in
was declared an historic building by Vancouver
City Council. It
is close to one of the main gates of the
86 site on False Creek and near an ALRT rapid­
transit station.
The 1986 Brillillnt .
trncitculated Dull a,.
.It depict, i>Uiot .John
MOlr1H(lliS de~ibTll .If
J.i:n$,.rim. WJ .. 311 ..-ith th(
~kvJin~ of Vi
Cou r in
the batkgroulld. The
obvenK~ bem~ Amold
Mathius clas~k effigy uf
Q..,,, Eli,b,h 11. ll<..lh
dl~~igl)s fl.lC: in blillil.<.n(.
leHd and field. Thin CHin
IB IllcS(ntcd in a protc(·
tivp tnul!pannt (:;.IJ~ulc.
£Ai <{nllar brill1int: .
1986 ho·rs.cireulliH,)n .
un prom rie Ja .ville tie, .
VHlleOUVI~r (n dapr~H l(I(l.UVrc dlo. Elliot·
,)ohn1for.rif.on. L:teX~ de
I. piece .;r frapp<> i, lMligi.
lIP la Heine Elizabeth ll,
rl;lpr~$ IE p!)Jtlait
~~~il~uM.~~hl~.~ ~ dCIl~
(h?-nws graphiql1c~ ::)(1
rli:H.inguent en JtIlt.i
bliliHnt ImI I:hamp
In-illa.nt. Cctte pie.ce (
prt.Sfml-t~e sous capsld(
prot((triC( trang,rm.r(mte.
VIA Rails EXPO 86 exhibit will contrast
a modem £ulurc ror passenger rail wilh
15 decades of history embedded in the
story of
VIA hopes others will join in marking the 150 th
anniversary, said Hanigan. Its a celebration for all
Almost everyone has someone with a
railway background in their family history, Thousands
of Canadians were brought
to Canada through railway
immigration/settlement schemes and settled on their
land. Thousands more took their first trip on Canadian
soil by rail. The railway has therefore touched all our
lives, one way or another.
Source The Pacific Express via
Norris Adams.

the first S060F locomotives built in Canada by
General Motors. The four locomotives which CN
ordered for mainli
ne freight service were all delivered
by the end of October.
The rollout
of the S060 F signals a major advance in
Canadian locomotive technology, introducing new
engines and a microprocessor control system. As well,
the locomotives incorporate a number
of features to
help engineers cope With Canadas harsh climate: a
full-width carbodv, increased cab size for crew
comfort. and a console control stand.
S060 F locomotives feature a new generation of
fuel-efficienl diesel engines -the 710G series­
which offer an advanced turbocharger and greater
displacement for better fuel economy.
Slars of the show, however, ate the three
microprocessors on board each locomotive. The first is
a logiC
systeOl which controls engine speed. locomotive
direction, and t
raction motor switching. The second
receives throttle and brake Information from the logic
system to control wheel creep, dynamIC braking, and
uel. The third unit assists railway maintenance
net with computer diagnostics and displays In
plain English information for the power plant, electrical
systems, radar, and other mic
roprocessors. A computer
continuously monitors locomotive operation and c
Initiate corrective action. The microprocessors contain
selftest features to check electrical systems, radar, and
the computer itself.
As a result
of this new technology, three S060 Fs
at 3800 HP provide as much tractive effort as four
of the SD40-2s. By controlling wheel creep, the
SD60 F incr
eases rail adhesion by 33 percent, and this
improved performance is coupled with an 18 per cent
reduction in fuel consumption, and
lower maintenance
Source Keeping Track.
SD60F fact sheet
Overall length: 21.7 m
weight: 176.904 kg
• 3800 tractive hp at 900 rpm. with a displacement
of 710
cubiC Inches per cylinder.
200 rpm low idle speed for railroad service,
reducing fuel consumption and noise levels.
• The 1 6-
71 0 G3 engines have a piston stroke of 2S
cm versus a stroke
of 25 em In the 645 senes engines
-same bore but a longer
stroke-giving an additional
10 per cent displacement.
• A larger, more efficient turbocharger reduces
of critical engine components With a 15
per cent increase in air

OS7 ARS tracllon motors provide high performance
and Improved thermal performance at
low speeds,
• Carnes
11 percent more current than the S04O-2 s,
With no increase in si
• Micro control systems include reduced number
components thereby Increasing systems rellabLlity, and
decreaSing spare parts inventory.
• Two-speed AC cooling fans provide more efficient
cooling system.
CR, QNS& l. Kennecott Coppter, and from GO on
s. The 8&0 units were re-worked at
Morrison Knudsen and are able to be used as lead
units. There are now eleven different railroads·
schemes running on CPo The railway has ordered from
GMO another50 GP38-2 units for a May delivery. on
of an earlier order of 45 of these units.
The 470.
With the threIJt of abandonment hanging over the riJilway i NewfouIJdl;mr:J, mementos of irs days of
ry are bocommg mortl and more Slgndlcant. This beautdul pamtmg by WIJl/S Hancock shows
ian-bll/lt 1010 and Bfltlsh·built 1008 pulfing ,he famous Ov(!r/iJlld LimItfJd. The location IS
Wrcck House IIear Port Aux BiJsques, and the date is shortly before Newfoulldland entered the
nildian cO/J/eeJeration m 1949. Large colour photos of tWO of Mr. Hancocks Pillllfings are wadable
Clayton C. Cook of LethbrIdge Newfoundland.
Canadian Rail
P.o. Box 282 St. Eustache, Que., Canada
J7R 4K6
Postmasler~ it undelivered within
10 days return
10 sender, postage guaranteed.
Book Tarit
rate des livres
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