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Canadian Rail 213 1969

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Canadian Rail 213 1969

L.A..ST SF-X~E .. 1969

Til LIST SPill
· 188. STILI ·
Clayton F. Jones.
lIIIr hile May 10,1869 was the day on which
a through line of railway was comple­
ted from the Missouri River to the
Pacific Ocean,May 28,1969 was a much
important date to Canada and to
Grande Prairie,Alberta. On that date
this City played host to visiting dig­
nitaries and guests and celebrated the
driving of the last spike on North
Americas newest railroad,-The Al­
berta Resources Railway.
Running through the foothill region of northwestern Alberta
the new 230-mile line taps rich natural resources and opens up a
whole new section of the Province,in addition to providing a much
shorter route from Albertas peace River region to vancouver and
the pacific Coast than that hitherto available.
Members of the Government of Alberta,distinguished gues­
ts and railway officials boarded the special train at Edmonton on
the evening of May 27th.,for the more-than-400-mile trip to Grande
Prairie .From front to back, the 23-vehicle consist was made up en­
tirely of canadian National equipment,as follows:
.. : .. : .. : .. : .. : .. : .. : .. : .. : .. :.
ON THE COVER THIS MONTH,the Lest Spike Special slowly roils over the
rail held by the lest splke,the Front of the diesel being graced by
(1. to r.) Hon. A.R.Patrick,Albertes Minister of Industry end Dev­elopment;
Provincial Premier Harry Strom end Mr. A.H.Hart,Vice-Presi­
dent ,Marketing, Canadian Nationel Railways ,Montreal.
All photographs For this article are by Clayton F. Jones,Edmonton,Alt~.
~ THE FIRST TRAIN OVER THE NEW RAILWAY at the site of the celebrations was
composed of three CN SD-40s,nos. 5000,5001 & 5002,together with
mountain Observation Car no. 15097,repainted in the new colours at
Celder Shops,Edmonton,just prior to the trip.
~ THE TWENTY-CAR SPECIAL,bringing the guests,arrivee at Grande Prairie,Alta.

3 sD-40s,nos.5000,5001 and 5002; 2 steam-generator
cars,nos.15487 & 15486; ab8ttery-charging car, no.
15207; a baggage-dormitory car,no. 9207; an 8-sec­
tion,2-compartment,1 drawing-room sleeper,CAMPBELL;
three 22-roomette cars,VALPOY,VAL DESPOIR and VAL
DAMOUR;the dome-observation car ATHABASCA;the club
lounge car BON VOYAGE; dining car no. 1350; three
22-roomette cars, VAL JEAN, VAL BRILLANr and VAL ST.
MICHEL; a 7-compartment-buffet-lounge car BURRARD ,
Canadian National bUSiness cars nos. 24,95, 87,
~and 23,-a total of three units plus twenty cars.
The Last Spike Special arrived at Grande Prairie on the
morning of May 28th., 1969, just prior to the commencement of the
festivities. Following the tnitial speeches of welcome,former Pro­
vtncial Premier Manning and former CN Mountain Region Vice-Presi­
dent G.R .Graham completed the sawing of a log, placed across the
track, symbolizing the severing of the final barrier to the new
raihlay. Then,Provinctal Trasurer and President of the Alberta
Resources Railway,Mr. A.O.Aalborg,tightened the bolts at the
joint of the last rail and Provincial Premier Harry Strom drove
home the Last Spike. This last spike,by the way,was a very
utilitarian, twentieth-century, chrome -plated spike, which was left
in place after it had been driven and when last observed, had not
be~n removed, contrary to traditional usage.
It was only natural that Provincial Government dignitaries
should perform these functions,as the Alberta Resources Railway
has been completed with money allocated by the Province. The new
line is intended to permit the deve lopment of the immense coal
deposits in this part of Alberta. The new line will probably be
ope rated and rna intained by Canad ian Nat ional, and it is lil<.e ly
that the operation will be similar to that of the Great Slave
Lake Railway, with some equipment labelled Alberta Resources Ra­
ilway •
Also partiCipating in the days celebrations were
cials of the Northern Alberta Railway,who made the trip to
by CP ande Prairie in NARIs bUSiness car PEACE RIVER,accompanied
RAILs business car LACOMBE,the latter usually used by the Vice­
President of CP RAILs Pacific Region.
The population of Grande Prairie and the citizens of the
Province of Alberta and, indeed, all of Canada, should be very proud
of this ne/l line, the Alberta Resources Railway,for it is a re­
statement of the irrefutable argument that the railway continues
to playa vital role in todays Canadian transportation pattern.
CN SD-40,no. 5000,proudly flies Canadas Maple Leaf and Albertas
vineiel fleg from the brackets et the heed of the Last Spike
eeiel,as it rolled in to Grende Prairie,Alta.,on May 28,1969.
THE TOP PICTURE shows Northern Alberta
Railways PEACE RIVER with CP Rails
LACOMBE parked on a siding at Grande
Prairie,Alta •• during the celebrations
surrounding the driving of the Last
At the right,Premier Harry Strom of
Alberts prepares to drive the chrom­
ium-plated last spike,completing the
Alberta Resources Railway at Grande
Prairie,Alts.,Msy 28,1969.
Below,CNs no. 5001,second unit on the
point sports the special air-horns,for­
merly fitted to the Confederation frain
of 1967,which sound the first four no­
tes of 0 Caneda,when blown,
Til rILL or I 6111T
T he announcements which appeared in the Schnectady-Al­
bany,N.V.newspapers in January,1969,were so complete­
ly astonishing as to be quite unbelievable. Subsequent
reaction has been one of incredulity and it seems that
most interested readers and commentators are most re­
luctant to accept what must now be judged to be e fact.
The fact is that since February 1,1969,the proud remnant of wh­
at was once a world-wide,well-known locomotive building company has been
closed, shut up and non-productive. Unless something very unexpected or
impossible heppens,the giant American Locomotive Company of Schnectady,
N.V.,U.S.A.,more recently known as ALCO Industries,has fallen.
By a merger in 1965,this world-renowned company beceme a eub­
sidiary of the larger Worthington Corporation. In 1967,a further merger
occurred with Studebaker Corporation of automotive fame and ALCO found
itself a unit of the many-faceted conglomerate operation.
ALCO was e pioneer in the d~esel-electric locomotive building
game, producing in 1924 the first practical diesel-electric unit,-e 300
hp. switcher and,in 1929,the first successful diesel-electric passenger
locomotive. In more recent years,its sales of diesel-electric locomo­
tives had slowly declined. Despite the purchases by railways such as the
New Vork Central and the Delaware and Hudson,Electromotive Corporation of
La Grange,Illinois,ever a strong competitor,drew farther and farther a­
head in the race to sell internal-combustion plus electric-generator mo­
tive power. By 1965,EMD,now a subsidiary of the General Motors colossus,
had gobbled up a whopping 75% share of the market for diesel -electric
The more recent intrusion of General Electric Company into the
market with their U-Boats helped ALCO not at all. The small wedge of
the market pie available to builders other than EMD now had to be split •
. ; .. : .. : .. : … : … : .. : .. : .. : … : .
• 1, ST.LAWRENCE & ADIRONDACK no. 32,built by Schnectedy in 1892,poses w:th
T the crew at Coteau Junction,Que., on the Canada Atlantic side of the
station. She finally became Rutland no. 62. Photo W.G.Cole Collection.
Recent modele introduced by ALCO,while representing the relieble besic
engineering for which ALCO hes been noted were not exectly a howling suc­
ceea. The Cantury 430a and 636a were not all that different and with
EMDs well-organizad trouble-shooting force working Far and wide, ALCO
customer service facilities could not and did not come any where nsar to
EMDs level of excellence. This situation did little to generate new or­
dera or new customers for ALCO. Even tha old customers began switching • While
ALCO came nn etrong in the 1950e,when most U.S.and Can­
~ian railroads were converting from steam to diesel locomotivee,ot at
least thinking about it,the 1960s found most large North American rail­
roads being very selective about their motive-power purcheses. The com­
petition,in other words,was getting real tough. In 1967,for example,U.S.
domeetic requirements for diesel units had declined from an all-time an­
nual high of about 4,500 units to about 1,000 units, with the export mar­
ket,formerly a nice-sized plum for the plucking,even more seriously de­
Disappointed by an ever-declining share of this once lucrative
market,Studebaker-Worthington Corporation last year unintegreted ALCO
from ths corporate organization and restored it to ite former exietence
as ALCO Products Incorporated. This organization included ALCO Locoma­
tives,Inc. and ALCO Products Servicee,Inc.,of Schnectady,N.V.; ALCO For­
ge and Spring,Inc.,of Latrobe,Pa.JALCO Spring Industriee,Inc.,of Chicago
Heights,Ill. and ALCO Engines,Inc.,of Auburn,N.V. The Letrobe end Chi­
cago Heights plants manufectured industrial forginge and springs and
ALCO Engines of Auburn,N.V.,make Diesel enginea for stationary and mar­
ine applicatione,as well as for dieael-alectric locomotives.
It is well known that one of ALCOs moet profitable foreign
venture~ is Montreal Locomotive Works of Montreal,Canada. This company
was established in 1904 es the Locomotive and Machine Company of Mon­
treel,wes renamed Montreal Locomotive Works,Limited,in 1908 and,in 1968, beceme MLW-Worthington
Limited. Formerly a leading producer of steam lo­
comotives in Cenada,in 1950 it begen production of diesel-electric units
using designs and some components s~pplied by ALCO in Schnectsdy and
dieael engines made by ALCO in Auburn,N.V. While
the ultimete fate of ALCO Product~ of Schnectedy may be eomewhat
nebulous,the future of the Canadian affiliate,for the time
being,et least,eeema to be assured. Early in 1969,MLW-Worthington cap­
tured sn ordBr for 4 unite for the Pacific Great Eastern Reilway in Br­
itiah Columbia. A little later in the year,the narrow-gauge White Pase end
Yukon Railway ordered ~42-inch gauge DL-535e. After considerable
eoul-eeerching,CP RAIL in February announced the award of e contrect to
MLW-Worthing~on to build 50 regular and one experimentel units. Thia ie
s nice piece of work in any builders ahop. However, now that the Can­
adian affiliate is apparently to be deprived of any reaearch,development
or deaign facilities in Schnectady,it is rather problematicel whether or
not it can go it alone egeinet monster GM Diesel of London,Ontario.
Long before ALCO was ALCO,the first eteam locomotive wae rol­
led out of the Schnectady Steam Locomotive Manufactory,in 1848.Thia wee
the famous Lightning for the Utica & Schnectady Railroad;an anceetor
of the preaent Naw York Central portion of PENN CENTRAL. The engine man­
ufactory waa located on a pie-sheped piece of land soOth of the drydock
on the famous Erie Can~l and east of the Fonda Street,now known as North
Jay Street. The land was purchaaed from Schnectadya Union College for
S 1,000. Norris Brothers of Philadelphia,Pa.,were almost persuaded to
locate in Schnectedy,but they demurred and eo,in 1851,Mr. John ElliS, a
prominent citizen of Schnectsdy~became President of the manufactory,later
leaving it to his sons John C., Charlea G., Edwerd and William D. The
Ellieee ruled the manufactory roost thereafter until 1901.
During the War between the Stetes (1861-1B65),the menufactory
Canadian Pacific Railways nos. 4003 & 4002 taken at Trois-Rivieres,que ••
on May 28,1952. Photo courtesy R. Boi9vert,Trois-Rivi~re9.que.
Canadian Pacific no. 4001 and 4401 at Outremont Vards,Montrsal,Que., as
they sppearsd on July 2»1949. Photo from E.A.Toohey Collection,C.R,H.A.

Near the end of its productive life,ALCO turned out some C-430s for the
New York Central before it became PENN-CENTRAL. Latest reports reveal
that ALCO Industries are doing contract work for GM Diesel,of all things!
Photo courtesy Jim Shaughnessy,Troy,N.Y.
had sold many locomotives to Lincolns Legions. In 1851,when the Ellises
took over, the name was changed to the Schnectady Locomotive Works, known
affactionately locally as the Big Shop. By 1880,the Big Shop was pro­
ducing about 175 locomotives a year with a work-force of 1,000 men,drawn
Schnectadys growing population of about 14,000. In 1882, Walter
Mcqueen,then and now described as a skilful master mechanic and a bril­
liant designer (as no one could deny,after gazing upon the famous 999
of the New York Central and Hudson River Railroad) resigned from his pos­
ition as Vice-President of the Locomotive Works to join a rival local or
competing company. However,the deal to build the new works fell through,
when the chief promoter,a U.S. senator,died and in the end, Schnectady
Locomotive Works was left in sole possession of the local field.
When the American Locomotive Company of 1901 was formed,it sw­
ept into its cepacious corporate structure a host of smaller steam loco­
motive builders. Nsmes like Rogers,Cooke,Dickson,Manchester,Richmond,Pi­
ttsburg and Brooks,each one famous in its own right,disappeared from the
-business scene into the new corporate carpet-bag. Gradually, the shops
of these pioneer companies were closed end their expertise and patents
were removed to Schnectady.Brooks Locomotive Works of Dunkirk,N.Y., con­
tinued building for a few years,but its days,too,were numbered. The com­
panies that American could not buy were inevitably eliminated by the
fierce competi~ion between American,Baldwin and Lima.
In 1905 -believe it or not -American Locomotive took a dif­
ferent but brief fling in the automobile manufacturing business,actually
oroducing some automobiles,which sold for about $ 10,000 each. Uncle
Ford was not exactly asleep at the carburet tor and his very low
assembly-line production costs soon discouraged any kind of competition.
After three years,American Locomotive withdrew from the auto-making and
money-losing field,to concentrate on steam locomotive production.
And it did a very thorough job of concentration. When the steam
engine era ended in 1948,American Locomotive had built more than 75,000
steam locomotives. It had,in the process, contributed much,much more than
just the locomotives themselves to this nOW-dying technology. It had ex-
ported its products to many countries world-wide and its powerful loco­
motives had time and time again revitalized the sclerosed arteries of
many a major U.S.railroad.
Besides this peaceful contribution, American Locomotive is also
well-remembered for the hundreds of locomotives it supplied to Uncle Sam
for his Army Transport Corps during two World Wars, not to mention the
more than 6,000 tanks produced from 1941 to 1945. Railway enthusiasts in
France still read with aatisfaction of the performances of the S.N.C.F.s
141s,-otherwiae postwar 2-a-2s,many of which were built at Schnactady.
With growth and diversification, it was reasoned in 1955 that a
change in corporate title was appropriate,which would more clearly des­
cribe the various functions of the corporation. Thus,in that year, the
immortal name American Locomotive Company was abandoned and the new
title ALCO Products Incorporated,was assumed. Ten years later, this com­pany was immersed
in the larger corporate conglomerate of Worthington
Corporation, as the ALCO Products subsidiary and was finally reduced to
unit status,when Worthington merged with Studebaker Corporation, in 1967.
On January 6,1969,Edward C. Forbes,President of ALCO Products,
Incorporated, announced that the Company would close and dispose of all
its business operations. Preferably,various segments of the Company sh­
ould be sold as going concerns,meaning that their activity would not
be terminated,but would be aold with all activitiee functioning. Among
thess going concerns was the diesel locomotive-building fecility at
Schnectady. No epecific time-period for disposition wae mentionad,but by
February 1,the erecting shops wera closed. No specific plan wae announ­
ced to provide for the situetion where no potential purchaeer was loca­
ted. And who,nowadaye,wants a dieeel-Iocomotive building plant, in the
faca of GMD and GE competition? Forbee statemente were gloomy: There is
no immediate prospect for improvement in either the domestic or export
market for locomotives. As a result of the continuing depressed market
~ Cenadian Pacifics FB-1 no. 4401 at Trois-Rlvi~res,Que.,August,1955.
, Photo courtesy R. Boisvert.
for 10comotives,drastic reductions in expenses have been going on th-
roughout the Company. Despite these efforts, fixed costs have remained
high and results of operations have been unsatisfactory.
Amid the cries and tears of labor union executives in the
Schnectady area,Mr. Forbes Continued: When operations are disposed of,
provision will be made to provide our existing and future customers with
psrts and service facilities and to continue to service the Companys li­
censees abroad.We are continuing our all-out efforts to attract new pro­
ducts to our Schnectady plant,because if we are successful, additional
products will make the business ~ore attractive to prospective buyers.
But sell is the word that comes through and it is unlikely ,
very unlikely that such a going corporation as Studebaker-Worthington
would dispose of a good thing. By April 1,ALCO Products still had not a
unit in the diesel locomotive erecting shop. By July 1,the sad situation
had not changed.
Meanwhile,Canadas MLW-Worthington,Limited,has a gleam of pro­
ductive light on their horizon,as CP RAILs MLW units,together with a
significant segment of Canadian Nationals older diesel motive power
approaches the end of their conventional 15-year life-expectancy. If the
normal dscay times and depreciation periods are observed,these units on
both lines will be due for renewal,starting in 1970-1971 and it is rather
unlikely that all of these railway eggs will be tumbled into GMs om­
nium-gatherum basket I
Recent advertisements in the Help Wanted sections of eastern
Canadien .newspapers gave adequate notice that MLW-Worthington intends to
expand its design and development facilities. While diversification is
also the watchword here,diesel locomotives ere still the thing. At 1968
year-end,profite of the Montreal subsidiar1 were slightly higher than
in 1967. At the end of February,1969,responding nicely to the stimulus
of CP RAILs order,MLW-Worthington shares upped a few points on Canadian
stock exchanges. There is hope for the Canadian affiliate of this once­
great engine builder. But the future is very dark for the present -day
descendant of American Locomotive Company of Schnectady,U.S.A •
. : .. : .. : .. : .. : .. : .. : .. : .. : .. :.
If not the 1ast,Tennessee Centra1a C-420 no. 304 was one of the final
~ diesel units produced by ALCO. No. 304 stands in the ALCO yards at Sch­
, nectady,together with some narrow-gauge units on f1ats,for shipment to
Pakistan. Photo courtesy Jim Shaughnessy,Troy,N.Y.
Roger Boisvert
~ uring the eerly days of dieselization of
Canadian railways,it was impossible to
obtain the necessary units from Canadian
diesel-electric locomotive builders. For
this reasin,a number of units were pur­
chased from ALCO,Schnectady,U.S.A.
By 1950,Montreal Locomotive Works,Limited,had begun production
of dieeel-electric locomotives and Canadian railway companies could then
order Made in Canada units. MLW built its first yard swit~hers in June
1948 and its first road switchars in January,1950,using ALCO designs, of
course. The first yard switcher$ went to CNR,among others and the first
road units wera nos. 1302 and 1303 for the Ontario Northland Railway. It
was now no longer necessary to pay the customs duty on diesel units man­
ufactured in the United States and imported into Canada.
The following is a list of diesel-electric locomotives, made
in Schnectady,N.V.,U.S.A.,for Canadian railways:
Canadian 3041 80745 9/54 1600 hp. R5-3 ex GTR 1861(scrapped)
National 3042 80746 9/54 1600 R5-3 ex GTR 1862
3900 80747 9/54 1600 RS-3 ex CUR 1859
80748 9/54 1600 R5-3 ex GI:/R 1860(scrapped)
8112 75249 6-9/47 1000 S-2 ex CNR 7946
8113 75253
6-9/47 1000 5-2 ex CNR 7947
6-9/47 1000 S-2 ex CNR 7948
8115 75371
6-9/47 1000 5-2 ex CNR 7949
8116 75372
6-9/47 1000 5-2 ex CNR 7950
6-9/47 1000 5-2 ex CNR 7951
6-9/47 1000 5-2 ex CNR 7952
6-9/47 1000 5-2 ex CNR 7953
6-9/47 1000 5-2 ex CNR 7954
8121 75377
6-9/47 1000 5-2 ex CNR 7955
CP RAIL 4000 76852 5-6/49 1500 FA-1 traded for 4227
4001 76853 5-6/49 1500 FA-1 traded for 4203
4002 76854
5-6/49 1500 FA-1 traded for 4236 .
5-6/49 1500 FA-1 traded for 4225
4004 76856 5-6/49 1500 . FA-1 traded for 4247
4005 76857 5-6/49 1500 FA-1 traded for 4216
5-6/49 1500 FA-1 traded for 4243 .
5-6/49 1500 FA-1 traded for 4235
4400 76878 5-6/49 1500 FB-1 traded ·for 4229
4401 76879 5-6/49 1500 FB-1 traded for 4231
4402 76880
1500 F&-1 traded for 4218
4403 76881
5-6/49 1500 FB-1 traded for 4237
5-9/43 1000 5-2
Canadian Pacific Railway no. 7052,ALCO c/n 75384,9-11/47,type 5-2, taken
at Trois-Rivi~res,Queon September 29,1964,Photo by Roger Boisvert.
Canadian Pacifics no, 7010,BLCO c/n 70239,5-9/43,type 5-2 as photograph­
ed at Trois-Rivi~res,QueNovember 19,1966,by Mr. Roger Boisvert.
This year is the 30th. Anniversary of the visit of the late King George
VI and Queen Elizabeth to Canada. This picture from the collection of C.
De Jean,jr.,shows the Royal Train on the Canadian Pacifics Rogers
Pass line, climbing from Beavermouth,B.C.,powered by a pair of 2-10-4s &
the Royal Hudson,noi 2850,now at the Canadian Railway Museum.
Built by MLW-CGE in 1950,Canadian Nationals FA-1 no. 9400 was the first
A unit built in Car.lada. Repainted in the old paint scheme,the unit is
now ready for presentation to the Museum of Science and Technology in
Ottawa,Canada. Photo courtesy C.E.De Jean,jr.June 16,1969.
Detoured from its normal run over Boston & Albany rails by washouts,NYCs
westbound merchandiser with unit 4077 on the point emerges from the west
portal of Boston & Maines Hoosac Tunnel at North Adams,Mass.,in the sum­mer
of 1953.Photo courtesy of Jim Shaughnessy,Troy,N.Y.
Obviously an ALCO product,Rutland Railroads no. 200 was this lines or­
iginal diesel unit,which began the displacement of the worn-out steam.
engines. No. 200 switched the roads ancient combine from the rear of
a special at Rutland,Vermont. Photo courtesy Jim Shaughnessy,Troy,N.Y.
! RS-2 no. 8401 of Canadian Pacific is pictured at Farnham,Que.,on May 14,
1r 1966. Photo courtesy of Mr. Bruce Chapman.
~ In the old n colours,Canadian Pacific Railways RS-2,no. 8401 was cau­
, ght by the camera at Trois-Rivi~res,Que.,on April 4,1954.
Photo courtesy of Roger Boisvert.
to to
7014 70243
7015 72826
9-10/44 1000 5-2
to to
7019 72830
7020 72855
9-10/44 1000 5-2
to to
7024 72859 7025 73383
6-8/45 1000 S-2
to to
7030 73388
7031 73605
6-8/45 1000 S-2
to to
7037 73611
7038 74456
1-6/46 1000 S-2
to to
7040 74458
1-6/46 1000 5-2
to to
7044 74463
1-6/46 1000 5-2
to to
7048 74472
7049 74483
1-6/46 1000 5-2
to to
7051 74485
9-11/47 1000 5-2
7053 75536 9-11/47 1000 S-2
to to
7064 75547
8-9/49 1500 RS-2 upgraded to 1600 hp.
to to
8404 77194
Ontario 1200 74479 6/46 1000 5-2
Northland to to
Railway 1202 74481
5/49 1500 RS-2
5/49 1500 R5-2
Roberval 19 75265 8/47 1500 RS-2
& Saguenay 21 70233 3/43 1000 S-2 ex ALCAN 72-359
ALCAN 72-360 70218 7/43 1000 5-2 Aluminum Company of
• Canadian National Railways R5-3,no. 3042,at Garneau,Que.,5eptemdar 21,
l 1961. Photo courtesy Roger Boisvert.
~ CNs no. 8121,ALCO c/n 75377,6-9/47,5-2 ex CNR 7955,Toronto,Ont.,Auguet
, 5,1965. Photo courtesy R. Boisvert.
Roberval & 5aguenaye R5-2 no. 19 at Arvida,Que.,August,1965,as taken
by Mr. George Melvin,Gardiner,Maina.

During the summers of 1968 and 1969,
my Company sent me on some special
projects in northern and western
Ontario. In this rather out-of-the­
way part of Ontario, there was always
something of interest to the rail­
way enthusiast. Here is one of the
interesting things that I found,dur­
ing my travels.
Canadian National Railways No. 4008.
I had read about this preserved engine in CANADIAN RAIL,
and so I went to see it as soon as I was settled at Fort Francis,
Onto It is located in Rainy River,Ont.,on a large open property.
It is fenced in and is well-preserved. However, the piece of tr­
ack on which it has been placed is showing signs of sinking at
one end, and will probably have to be raised and reballasted to
put the engine on an lIeven keel

CNs no. 4008 is a 2-10-2 and was built by ALCO in 1916 •
She was
formerly CN 4008 and before than,CanGovtRy no. 2008. At
the end of her useful life, she was officially turned over to the
Rainy River,Ont. Chamber of Commerce on July 30,1960,by Mr. R. J.
MacMillan, then Vice-President of CNs Western Region. It was ac­
cepted on behalf of the Citys Chamber of Commerce by President
R.D.Walter. .
site where the locomotive was placed was @enerously
donated by Mr. J. Beyak of Rainy River,so that future @enerations
of citizens might inspect and admire this type of heavy railway
motive power that was used in hauling the long freight trains th­
rough this section of Canada.
In railroad parlance, the 4008 is known as a Santa Fe ty_
pe and was one of the lar@8st engines used by Canadian National •
could haui about 65 carloads of grain to Atikokan,Ont., the
CANADIAN NATIONAL RAILWAYS no. 8112,ALCO c/n 75249, 6-9/47, 5-2 formerly
CN no. 7946 at Fort Erie,Ont.,March 16,1969.Photo courtesy R. BOisvert.
next terminal east,a distance of lL~3 , iles and would burn 20 to 30
tons of coal,during the trip.It vIas a grand sight to see these
monster engines, lifting a train out of the yards and to hear the
stacatto blasts of their exhaust. The neighbouring housewives com­
plained bitterly about the black smoke on their Monday washes and
the showers of cinders were a bane to adjacent lawns and gardens.
But in spite of these annoyances, all of the citizens were sorry
to see these giant steamers disappear. TtJith thejT disappearance,
much of the romance and challenge of railroading has been lost.
The 4008 made her last trip on December 2,1958,with En­
gineer I. Sirman and Fireman D. Marchuk in the cab. After her re­
tirement,Messrs. A.A .Brockman,J.E .Vennes and W.A .Crowe, members
of the Chamber of Commerce,were responsible for her location and
preservation, The information given above is partially copied fr-
om a rather faded notice-board, placed near the front of the loco­
motive, The notice concludes with the following paragraph:
Ttle hope you will enjoy looking at her and that
the sight may awaken nostalgic memories in any
railroad man who may stop here for a few moments,
With the light on the wrong side,the
running gear was not as well defined
as in the previous picture. This sh­
ot of the firemans side was taken
for the record. Both of these pho­
tos courtesy of Walter Bedbrook.
Walter Bedbrook took this picture
of Canadian National Railways no.
4008 at Rainy River,Ont.,despite
the chain-link fence eround the
THE MYSTERY MONSTER,for which schedules are difficultly availsble. The
United States counterpart to UACs TURBO (Montreal-Toronto) captured
on film near Boston,Mass.,in April,1969 by Mr. Mark Paul,member of
the Association.
NEW CANADIAN CAR BUILDER: North Pacific Steel of Vancouver,B.C.,has now
qualified as a passenger car builder,by undertaking the manufacture of
four steel parlor cars for the White Pess and Vukon Railway. They are
sorely needed to handle the summer-season traffic on thia far-northern
line.The design of the new cars is based on Denver & Rio Grande Western
recently-built steel narrow-gauge coaches,with modificetions. The W.P.& will not have simulated wooden sides,with scribed sheathing I In
addition to theSE cars,National Steel Car at Hamilton,Ont.,is hastily
building 200 slim-gauge flat cars for booming container traffic and, as
reported earlier,MLW-Worthington of Montreal is constructing seven DL-
533s (c/n 6023-1 to 6023-7,road nos. 101-107) to give a hand to present
aging GE units.
TO OUR CAPITALS MUSEUM: The National Museum of Science
and Technology,Ottawa,Canada,recently received CN New­
foundland Areas business car TERRA NOVA,formerly well­
known on the Islands 42-gauge Newfoundland Railways.
From the Steel Company of Canada,Hamilton,Ont.,has come
STELCO no. 40,an 0-6-0 switcher,once owned by the Tor­
onto,Hamilton and Buffalo Railway. Apparently,the cars
and busaes from the historical collection of the Toronto
Transit Commission,brought to the Museum last year, are
on loan from TTC. Elsewhere in Ottawa,the last surviving
memento of tha New Vork Central Railroad,the engina house
at Nicholaa Street and Mann Avenue,has been demolished to
make way for a new building,apparently for the expanding
University of Ottawa.
NO MORE Gor: Torontos Government of Ontario TRANSIT rail commuter ser­
vice,fraquently touted as-the ultimate resolution of Canadian urban tr­
ansit problema,has been a success from the standpoint of t~ansportation
of commutere,but not from a financial point of view. Ontarios Depart­
ment of Highways is obliged to underwrite a heavy annual defecit,in ad­
dition to the development costa which,although the line used was already
laid with double or multiple track,included 19 miles of additional track,
new stations,signals,parking lots,locomotives and care,for ~ total of
36 million dollars. The annual derlcit comes to 1.8 million more. For
th€sa reasons,Ontarioa Minister of Highways has decreed that there will
be no further extension of GO TRANSIT in the near future,despite raquests
from communitias along the lines of CP RAIL and CN,radiatting from Toronto.
The hard fact is that moat of these linea ere single-track and obviously
the develo~ent costs would be vary high. Tharefore,funda will be chan­
naIled into highway construction in the already-congasted Toronto sub­
urban area. Future traffic congestion and air-pollution resulting there­
from may prova this decision a wrong one.
METRoLINERS AND TURBoTRAINS: In the Northeast Corridor,
differences in emphasis on two districts of PENN CEN­
TRAL were recently underlined in an editorial in the
New York TIMES,May 17,1969. The lively, electric METRo­
LINERS,between New York and Washington,are well-adver­
tised and run fast and on time and,consequently, are
well-patronized. The two dailt 2 hr. 59 min. runs, with
no less than FIVE intermediate stops (Newark,Trenton,Ph­
iladelphia,Wilmington and Baltimore) have been joined by
a 2 hr. 30 min. non-stop run. The Boston-New York TURBO­
TRAIN,on the other hand,has been having troubles running
only one trip daily. Often late,it is so difficult to ob­
tain a copy of the schedule that the TIMES erroneously
stated that there was none! The editorialist also con-
demned the food serv~ce,which ~ be worse than its Can­
adian counterpart and cast~gated P-C for reducing conven­
tional train service to make room for the new TURBoTRAINS
end then not providing an adequate replacement.
GOVERNMENT TO THE RESCUE: The money invested in new commuter rolling st­
ock for United States eastern rail lines,during the Johnson administra­
tion is beginning to show results in the New York area. PENN CENTRALs
New York-New Jersey (New Brunswick,South Amboy and Trenton) services
have new MU electric cars,geared for speeds of 100 mph.,with extra cen­
tre doors for use on the high-level platforms at New York and Newark •
Called IIJersey Arrows, a train operated with this equip·ment has become
the worlds fastest commuter train. On the Long Island Railroad, the
new equipment and the servica is called Metropolitan. Only about 25
cars had arrived at the end of May,but they are considerably different
in eppearance from the former Long Island equipment.
STEEL COMPANY OF CANADAs 0-6-0 no. 40,as she appeared in the Companys
yards at Hamilton,ont. Photo courtesy STEEL COMPANY OF CANADA.
Doug Cummings of Vancouver,B.C. reports that Great Northern Rail­
road has discontinued Trains 357 and 358 between Seattle and Blaine,
VIashington, on June 16,1969.Permission to discontinue in Canada is
still awaited from the Railway Transport Committee .Consist from Van­
couver to White Rock,B.C. is one unit,one bagg,a~ car and one coa­
ch. Train deadheads from Hhite Rock to Blaine,to ,Iait out its time.
Four new Montreal-built 1200 hp. DL-535E units,nos.lOl-l07
for the White pass and Yukon Rai.lway left Vancouver for Skagway,
Alaska on 1 July. Units have ALCO plates,c/n 6023-01 to -07, all
5/69, despite the fact that they were built by MUI-I.Jorthington .The
new units are road-switcher style C-C types,quite different from
the previous distinctive G.E. carbodies of the 1,11 .P.& Y.
Pacific Great Eastern Railway,in May,leased 2 units from
ALCO Products Inc.,Ilhich had been traded in by other roads for
new power. Columbia & Cowlitz FM s.litcher D-l now .lorks the North
Vancouver yards for PGE and Spokane,Portland and Seattles FA-2 ,
no. 868 made one trip on the PGE and threw a piston. It is nmT out
of service and rumor has it that PGE will purchase it for parts.
PGE has purchased S.P.& S. B-unit no. 210 for conversion
into a control car for mid-train slave units. The 4 new C-630s,
nos. 701 to 704,are equipped for remote-control operation.
Ex-CP RAIL ma i.l cars nos. 3703 and 3704 as we 11 as bag­
gage car no. 4748,have appeared in PGEs Squamish Yards lith the
original numbers white-lined,apparently for conversion to .Iork
PGE RDC-3 BC33 hit a logging truck at a grade crossing
north of Squamish recently and sustained heavy damage. It has
been sent to vl1nnipeg for repairs. Meanwhile, PGE is apparently
having the same trouble as CP RAIL with their new colour scheme.
The new colours are two-tone green,a la N.P.,but lith the dark
green on the lower part.The 4 new c-630s and two business cars
are this Iay,but unit-562,outshopped in late June,appeared in the
previous all-green scheme.
Phillip Fine, our Moncton, N.B .correspor.dant, 11ri.tes that the r.ew No­
rthumberland Straits ferry,formerly the STENA DANICA,has been re­
named the LUCY MAUDE MONIGOMERY,after Prince EdVlard Islands fam­
ous author. At the christening ceremony,the traditional champagne
bottle failed to break on the first trY,when the tide changed the
angle of the ship. A well-aimed throw successfully completed this
nautical ceremony.
CNs NeWfoundland-Nova Scotia ferry AMBROSE SHEA is temporarily
out of service (July) after a fire in the engine room,which was
immediately extinguished by a quick.-thinking crew member .The SHEA
was towed to North Sydney,N.S. by the FREDERICK CARTER.The fire
occurred 30 miles off Port-aux-Basques. The SHEAs regular run is
from Port-aux-Basques to Argentia,Nfld.,but he (she?) was filling
THE S.S.SCOTIA,hitherto
in service acroas North­
umberland Straits,as she
appeared at Charlottetown
P.E.I.,on October 12,1968.
Photo courtesy W.R.Linley,
in on the North Sydney-port-aux-Basques tur.n fO£-the WILLIAM CAR­
SON,which was laid up for repairs.
passenger traffic to Prince Edward Island was up 10% in May, con­
tinuing the upward trend which started early in the season. The
of May 24 saw 12,554 people and 4,756 vehicles transpor­
ted to and from the Island in 4 days. Rumor has it that the visi­
tors are whooping it up on Saturday nights in Charlottetown,fuel­
led on potato juice.
We all shed a tear for the Newfie Bullet,otherwise Canadian Na­
j_ona l s Newfound land Area T ra ins 101 and 102, the Caribou, which
made its last run (Train 102) from port-aux-Basques to St. Johns
on Wednesday-Thursday, July 2-3,1969. On board the 15-car train
were 205 passengers,includtng Mr.George Tipple,a brisk 84 years,
of Corner Brook,who,at the tender age of 13,saw the first train go
by on June 30,1898. Also aboard was Mr. Sam Pretty,engineer on
the last steam-powered run on the Islands slim-gauge right-of-way.
ALL OVER THE LANDSCAPE: Sabotage end negligence ware responsibla for two
serious accidents recently on Canadian National. On April 20,TEMPO Trein
151,Toronto to Sarnia,hit e revarsed switch on an industriel spur near
Malton,Ont.,derailing at speed, with 2 fatalities resulting. The hasp of
the switch lock had been sawn through,the switch revers ad and tha targat
altered to show clear.On May 12,Train 122,Campbellton,N.B. to Montreal,
derailed at speed at St-Bruno,Qua.,only minutes away from its destin­
ation.The misalignment of rail,judged to be the cause,was thought due
to the traffic of heavy trucks,loaded with crushed rock,over the public
crossing,which forced the rail out of line. The diesel locomotive cros­
sed the displaced rail, but the coeches end tail-end RAILINER 0-118 cema
off the iron just in front of the St-Bruno stetion. 0-118 is the Quebec­
Montreal servica,atteched to Train 122 at Cherny,Que. May 28 recorded
the worst accident,when Train 119,the Gaspe-Matapedia portion of the
Chaleur collided head-on with a freight at Pointe-a-la-Garde,Que. The
passenger train,consisting of two diesel units and eight cars,met the
three-unit freight in a cut,spanned by an overbrddga. Saverel of the fiva
units,plus the steam-generator car immediately oaught fire and rescue
workars had to wait until the wreckage cooled bafore the bodies of the
two fatally injured firaman could be recovered. 26 passengers wera in­
jured but only 2 were detained at hmspital. Other passangers were trans­
farred to the Moncton-Montreal portion of the Chaleur at Campbellton,
N.B. The cause of the collision has not been established.
AND FINALLY -Doug Cummings of Vancouver,B.C.,writee that
although the Thornton Branch of CN,mentioned above,was op­
ened on May 5th.,only four trains had operated over it by
June 1. Apparently,there is a jurisdictional problem among
the Switchmens and Trainmena unions. CN is reputed to
have recommended thst the disputants solve the problem them­
selves and then communicate the result to CN. An early set­
tlement is essential to the smooth operation of this vital
rail-link to North Vancouver.
published monthly
exoept July & August oombined)
by the
Assooiate Membership inoluding 11 issues of
Canadian Rail 8.00 annually.
Mr. J .A.Beatty, 4982 Queen Mary Road, Montreal 248, Quebec, Canada.
Mr.M.lveson I Sect,. .• P.O.Box 352, Terminal A Ottawa Onto
ROCKY MOUNTAIN Mr. Donald W.Scafe 12407 Lansdowne Drive, Apt. 101. Edmonton Alta,
K.F.Chivers, Apt. ). 67 Somerset st. W •• Ottawa, Ontario.
J oS.Nicholson, 2)06 Arnold st., Saskatoon. saskatchewan.
Peter Cox, 2936 West 28th. Ave., Vancouver, Bri tlsh Columbia.
W.D.McKeown. 6-7. 4-chome, Yamate-cho,Sulta City, Osaka, Japan.
J .H.Sanders, 67 Willow Way, Ampthill, Beds., England.
K.G.Younger, 267 Vernon Hoad, Winnipeg. Manitoba,
Mr. Donald W.Scafe, 12407 Lansdowne Drive. Apt. 101, Edmonton Alta.
Copyright 1969 printed in Canada
on Canadian paper

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