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Canadian Rail 230 1971

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Canadian Rail 230 1971


I have
fought a good fight ..
finished the course
• •
I have kept the faith ..
friend is an unhappy task. Never­
theless,custom dictates and friend­
ship requires that some comfortable
last words should be said.
National Railways 4-8-4 no. 6218 became inevitable. The certifica­
tion of her bOiler,which was an essential requirement for her con­
tinuing operation, was carefully monitored and,in the autumn of 1970
railway enthusiasts in eastern North America were sustained by the
hope that the Railway Transport Committee of the Canadian Transport
Commission would accept a request from Canadian National for a six­
months extension of this certification beyond the terrtinal date of
March 24,1971. Indeed,it was a foregone conclusion. In Montreal and
Toronto,enthusiast groups confidently made plans for autumn 1971 ex­
Oh happy time 1 Oh equally happy prediction! NO. 6218 would
thus be retired in a polychromatic crescendo of celebrations and
colours in Montreal -or equally,in Toronto -in September,
Great Lakes Region in the Montreal STAR of January 30, 1971, ~Ias not
at all upsetting, as it reiterated that the Companys famed loco­
motive 6218,one of Canadas last operating steam locomotives, will
be withdrall1 this year. Mr. Gonder assured 6218s admirers that
she would be given a proper accolade before her final retirement.
What was completely overlooked by the readers was the fact
that Mr. Gonders press release had been sent to the newspapers some
before and had only now appeared in print. In the interval, an
important decision had been made by CN Headquarters. It had been
decided NOT to apply for the extension of the boiler certification.
release from Mr. J.H.Richer,Vice-President,St. Lawrence Region,CNR,
dated January 29,1971,which interpreted Mr. Gonders announcement
9peeds through the eastern Canadian countryside on one of the many enthu-
3iast excursions for which this locomotive was justly famous.
Photo courtesy Canadian National Aailways.
~o. 6218 never looked better than on September 20,1969,when she hauled
3everal hundred enthusiasts to Ottawa and the Museum of Science and Tech-
,ology. . Photo courtesy J. Langevin.

by specifying that No. 6218 would be withdrawn from revenue service
on March 24,1971. Despite the st. Lalrence Region V_PiS nelIS relea­
se,railway enthusiasts could -as of February 7 -count on three
additional excursions with the valiant 4-8-4: one from Montreal to
Quebec and return, via Richmond and Victoriaville,on February 27 and
from Toronto on March 23 and 24,just before the official retire­
ment of the locomotive.
Moreover,this same news release announced that there would
be an undisclosed number of CN-sponsored trips with No. 6218,before
the locomotive was finally, permanently removed from service,culmin-
3.ting in a GRAND FINALE. Dates and destinations of Operation CO­
UNTDOWN 6218 would be made at a later date.
old locomotive, by normal standardS. In fact, she is just t~er.ty-nine
years old. She was built by Montreal Locomotive 1vorks,Limited, Mon­
treal,Canada,rolling out of the erecting shop in September,1942.Her
builders number was 69716. In that period of motive pO/er short­
age,she immediately joined others of her class,handling main-line
passenger,express and freight trains on the Montreal-Halifax, Mon­
treal-Toronto and Montreal-Vhite River Junction,Vermont runs.
NO. 6218 first hauled a Canadian Railroad Historical Asso­
ciation excursion in the autumn of 1964,when she Vas on the head-end
of special trains from Montreal to Garneau,Que. (October ),1964) and
Montreal-Coteau-Valleyfield-Cantic-Montreal (October 4,1964). There
was not one participant on either of these excursions Ilho was not
infinitely impressed by the 95-foot,340-ton engine (CANADIAN RAIL
no. 161,December,1964).
Vhat ~as probably the Associations last excursion with st­
eam power took place in June,1971 over the same route. The motive
power was the same -CN 4-8-4 no. 6218.
jrawal on soaring operating costs, the need for extensive boiler and
running gear repairs -but most of all -the dindnishing availabil­
ity of qualified operating and maintenance personnel. It was under­
stood that No. 6218 would require about $ 80,000 forth of major re­
pairs to keep her in service beyond September, 1971. Qualified men
to make these repairs would also have to be found.
been used by Canadian National for special excursions Since April,
1960, when diesel-electric units took over all regular operations on
transcontinental system. The first stali~art, No. 6167 (U-2-e ,
5/1940) ran for several years before being retired and subsequently
removed in 1967 to a permanent display site in the City of Guelph,
)ntario. Then followed No. 6153 (U-2-c,4/1929) Ilhich,together with
f-6-2 No. 5107 (J-4-d,5/1919) hauled many excursions in the Montreal
lnd Toronto areas. No. 6153 was donated to the Canadian Railway Mus­
~um,Delson/st-constant,Que. for preservation and exhibition in Sept­
=mber,1960. No. 5107 was made available to the Government of the
Province of Ontario for preservation at the OntariO Centennial Sci-
ence Centre, Toronto, in September, 1963. She is st ill stored in Tor­
onto,as the plan for preservation at the Ontario Science Centre did
not mature.
cessor to Nos. 6167 and 6153,Canadian National responded byorder­
ing one final steam locomotive to their shops at Stratford,Ontario,
for general repairs. This was Canadian National 4-8-4 NO. 6218 and
she was,in fact, the last steam locomotive to be overhauled in the
CNS once-extensive shops at Stratford.
vlhen she emerged from her overhaul, she immediately embarked
on a
tremendously successful -albeit short -career of personal
appearances on tnthusiast excursions and other celebrations from
Portland,Maine to Chicago,Illinois,via Essex Junction,Vermont, Gar­
neau,Quebec, Cantic,Ottawa and Toronto. Now alas, this brief, spec­
tacular career is coming to a close.
operated lith railway enthusiasts and others in making the most of
the very last years of the steam locomotive in Canada. It can be
truly and fairly said that in no other country of the world has a
profit-oriented corporation provided more numerous opportunities for
the steam locomotive enthusiasts. Vlhen this ll-year period of irreg-
ular steam locomotive operation terminates this summer,the five
steamers of this unique operation will have hauled more than 150
special trains which carried more than 90,000 passengers -Canadians
and citizens of most other countries in the world. And that, these
days,is saying quite a lotI
ity of No. 6218s retirement,they have been flooding CN with re­
quests to buy, beg or borrow or otherwise acquire the 10comotive.But
CN says shes not for sale or for loan or for donation. Being the
last -opera~ing,that is -of more than 4,000 steam locomotives once
on CNs roster,the Company places a curious value on her and has
decided to keep the engine and,in time, place her on appropriate
public view.
To carry out this undertaking ill require some ingenuity,
in a country which is 3,000-odd miles ide,about 200 miles thick,
and presently rejoices in at least ten museums or displays, which
exhibit and/or operate some type of steam locomotive.
Prior to the conclusion of Operation COUNTDOHN 6218,it is
understood that the locomotive lill be restored to her original 194·2
condition. l>lhen she is retired, Canadian National RaihlaYs lill mark
zero in the column showing the number of steam locomotives on the
Nevertheless, thousands of railway enthusiasts, like Joe Lan­
gevin of ottawa, will treasure the many pictures of this courageous
locomoti ve in their collections and she ~lill be respected and re­
nowned in the latest generation of steam locomotive enthusiasts.And
this is only her due. And for this we should all be grateful.
FOR 1971
Robert V.V.Nicholls
of the Canadian Railroad His­
torical Association was held
at McGill University,Montreal,
on January 27,1971.
At the meeting, about 25 regular members and an equal number
of associate members and friends heard reports from directors and
chairmen of committees and asked questions concerning various ac­
tivities of the Association during 1970. It was generally concluded
that the last year had been an outstanding one for the Association.
The news that the directors had recommended that there be no in­
crease in the annual dues ~as received with apparent satisfaction.
The Nominating Committee, appointed in November last,presen­
ted their report and tabled a slate of names of twelve regular mem­
bers as candidates for election to the board for the year 1971. In
addition, the Secretary reported that he had received the following
additional nominations:
Mr. L.A.Seton,Q.C.
Mr. E.A.Jordan
Mr. G.A.Parker
In the ensuing election, the following candidates were elec­
ted by the regular members to serve as directors of the Association
for the year 1971:
Mr. F.F .Angus !vIr. K.D .M:lsher Mr. A.S .Walbridge
Mr. J.A .Beatty ~-ir. M.P .Murphy !vir. R.W .webb
Mr. C.S.Cheasley Dr. R.V.V.Nicholls
Hr. J. Doyle Mr. C. Viau
Mr. C.W.K .Heard
Mr. L.O .Leach
The first meeting of the 1971 board of directors ~las held
on February 1st. ,at ,hich time the following Association officers
President Dr. R.V.V.Nicholls
Vice-president Mr. Charles Viau
Treasurer Mr. A.S .14albridge
Secretary Mr. F.F.Angus
The following honorary officers ~ere appointed:
Honorary President Mr. Donald F. Angus
Honorary Vice-President Mr. Lucien LAllier
Honorary Vice-president Mr. N.J.MacM111an,Q.C.
Hor.orary Vice-President Mr. N.R.Crump
Honorary Vice-President ~~. Roger Viau.
The Board of Directors elected to Honorary Life Membership
ir. the Association:
Mrs. L.H .Grier Montreal, Que.
Mrs. C.H .scott Montreal, Que.
14rs. H.N
.Hickson Montreal, Que.
tJ~ s. M.H .Hall Pasadena, CA, U .S.A.
duaghters of the late Charles Melville Hays,in recognition of their
cor.tinuing interest in the affairs of the Associatior. and their fi­
nar.cial assistance in the construction of the Hays Memorial Archi­
ves-Library Building at the Canadian RailvTaY Huseum-Musee Ferro­
viaire Canadlen,Delson/St-Constant,Que.
In addition to the respor.sibilities usually included in
the positions of officers, the following portfolios lere assigned by
the Board:
By-La~ Revision
CANADIAN RAIL, Distribution
Excursions,Meetings & Special Events
Fund Raising & Forward Planning
Legal Counsel
Membership Services
Canadian Railway t<1useuIn
.{ .K.Heard
J. Doyle & L.O.Leach
Nicholls & A.S.Walbridge
C .S .Cheasley
J.A .Beatty
H .~., .Webb
The Board
confirmed the appointment of S.S.Worthen as Editor,
CANADIAN RAIL and ratified the election of C.S.Cheasley as Chairman,
Canadian Railway Museum Commission.
Directors were empm·rered to establish conunittees in their
areas of responsibility. Members wishing to participate in any of
the above activities are urged to contact the person (s) directly
responsible at monthly meetings,at the Museum,by telephone or by
letter. The talent and time of all of the members is needed to make
the Associations activities successful and interesting to all.
I May 31,1969 was a day to remember for both steam and electric enthusiasts
when GNs northern no. 6218 posed with electric engine no. 6727 at Goh­
ier,where 6218 took charge of the Grand Mere train.Photo J.J,Shaughnessy
There never was an occasion when No. 6218 wasnt good for three or four
black-and-white and as many colour shots, This beautiful picture of the
Proud Be~uty was taken by Joe Langevin of Ottawa at one of the run-pasts
on the memorable trip to Ottawa on September 20,1969.
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~~~ ~~~~~~~ ~~~~J (S!;)
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I~ J!{ NAN~ l At. R· I!Pr:l· c .. aT
I ~ : .,: .. : e.:., .~ .: ~ ~ ~: ! ·0 ,-~ ~ •
o~·a·· !I~~O
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Tho braved one of eastern Canadas
most inhospitable evenings on Jan­
uary 27,1971,to attend the Annual
Meeting,were presented Tith quite an
encouraging Financial Report.
The highlight of the Report Nas the six-digit figures re­
flecting the Associations Fixed Asset account. Our buildings and
property fence at the Canadian Railway Museum-Musee Ferroviaire Can­
adien were recently evaluated b
a professional appraiser and the
more recent completion of the Hays Memorial Building increased the
total to $ 593,000. This does not include the tracks and ties or
the value of the exhibits,
-n1ile the cash investment was considerably less than this
figure, the current value reflects the care exercised by the Museum
COmrnQssioners in obtaining the most favourable prices for goods and
services purchased,as 1Iell as in acquiring dor.ations of materials.
Fourteen hundred members paid dues ir. 1970. After payment
of meeting and general expenses and $ 6,900 for CANADIAN RAIL, the
Associations general funds remained at about their 1969 year-end
Sales of publications Here substantial. Capital projects at
the Canadian Railway Museum benefitted by $ 1,000 from the profits
on sales of publicatior.s ir. this and previous years.
Six trips were held during 1970,as described in the report
of this Committee presented elsewhere. As in the case of publica­
tior.s,nearly $ 2,000 of profits from trips Vas used in purchasing
assets for the Canadian Raihlay Museum.
The Museum was
open daily from early May to Labour Day and
~leekends through the end of October, receiving nearly 17,000 visi­
tors. Revenues from gate receipts plus three neVi activities – a pas­
senger train ride,a museum store and a soft-drink vending machine –
with careful control of operating expenses, resulted in a
net increase in the cash balance of $ 565 at the end of the season.
This will give us a welcome start on our 1971 season.
As noted in the Canadian Railway Museum Commission Report,
the accomplishments at the Musewa or. capital projects during the
year are reason enough to explain the depleted state of our capital
cash reserve at the end of the year.
Our second exhibits building was completed, the sliding doors
being financed throu@1 members donations.
Construction of an operating replica of a locomotive/order­
ed by the Associationj1las completed during the year, 1i th $60,000
having been disbursed to date.
The Hays Memorial Library and Archives Building ~/as con-
structed at a cost in excess of $ 64,000. Members and others who
work at the Museum are spending the winter weekends as volunteer
painters in a well-built,electrically-heated building.
The restoration programme for some exhibits -steam locomo­
tives and cars -cost $ 1,300, while the provision of enamelled hi­
ghway signs, shale for roads and even picnic tables was made possible
through the ,ase sharing of available ~apital funds.
At the Annual Meeting,the Associations system of approval
and control of expenditures was explained; such a system being es­
sential for the correct disbursement of over $ 130,000 in 1970.
The accuracy of the financial statements, vhich were made
available to regular Association members at the Annual Meeting, was
certified by the Associations auditors,Messrs. Stevenson, Blakley,
Blunt & Company. A copy of these financial statements Iill gladly
be mailed to interested members l ing a copy.
Editors Note: The Annual Reports presented in this issue have been con­
densed and edited for presentation with the permission of the authors.
The Canadian Railroad Historical Association
gratefully acknowledges receipt of the fol­
lowing publications from other organizations:
DOKUMENTATIONSDIENST Deutschesbundesbahn Frankfurt(~min)
THE 470 470 Railroad Club Portland,Maine.
THE RAILROAD CAPITAL Railroad Club of Chicago,Chicago,Ill.
THE NEVlSLETTER Upper Canada Railway Society Toronto,Ont.
NEW 118XICO RAILROADER R.R.Club Of New Mexico Albuquerque,NM.
THE RAILWAY OBSERVER Ry.Correspondance & Travel Society(Eng.)
THE SOUNDER Puget Sound Ry. Historical Assoc. Seattle,WA.
NOS VICINAUX S.N.C.V. Bruxelles,Belgium.
HEADLIGHTS Electric Railroaders Ass n. Ne,l York, NY •
THE BULLETIN National Ry. Historical Society,Philadelphia,PA.
SMOKE & CINDERS Tennessee Valley RR.Museum,Chattanooga,TENN.
RAIIMAY OBSERVER New Zealand Ry. & Loco.Soc.,Wellington,N.Z.
THE ~ffiRIT~ffi EXPRESS Scotian Railroad Society,Halifax,N.S.
Bob Linney.
of producing an above-ground
film, showed up at the Canadian
Railway Museum-Musee Ferroviaire
Canadien at noon one day last
summer and asked to have a steam
engine fired up for 1 p.m.,since
that was when they wanted to st­
art filming.
~fuich shows how much some people know about steam engines!
They settled for ex-CNR no. 77 pulling e~-CPR no. 29 up and
down the track -the upper yard lead -for the effect,including, of
course, air in the brake line,so that at least one gauge in the cab
would vlOrk (authentically, you see). The grand finale was when one
of the actors climbed into the cab and -to quote the script -hi­
jacked the train. The Supervisor of the Museum made them give it
back. End of day.
It was a lot of time and work and she sure shows it now!
spake Charlie DeJean, one of the few responsible for the res­
toration of CN 5702. Your attention is directed to the photograph.
A CN Hudson II shining in the sun; varnish applied and the
numbers finished. It shows a summers painting and was one of the
first locomotive restoration projects to be completed. She shines
from the tires on her drivers to the gauges in her cab.
Is this the biggest engine in the world?
Was this old engine ever attacked by Indians?
Whats a streetcar?
Wheres the motor in this engine?
Wheres the bathroom?
Thus,a few of the wonderful world of questions that emerge
whenever a group of students came for a tour. It was disappointing
to learn that few of them had ever had a train-ride, let alone stan­
ding on or beside a steam locomotive. But it was a great boost to
the morale to see their reactions to riding in our caboose. Their
first real train-ride!
~ tours from the schools began in earnest in May and June,
taking a day away from the classroom to learn something about rail-.
roads and railroading -always interesting and fascinating for kids.
It was exasperating -to say the least -trying to get the
canvas do~~ on the roof of the CPR caboose before the rain came.And
there was lightning in the clouds to the south which reinforced the
threat. The volunteers worked like mad and got the job done in just
under two hours,praise be. And the it didnt rain,after all.
The busiest day in the year had to be the Tuesday they lif­
ted the rafters into place on the first floor of the Hays Building.
Members of the Caughnawaga Indian Reserve Council arrived to col­
lect a rather used totem pole, which they received as a donation.Some
swi tch: the Museum donating somethingl And then a tour of grade sch­
ool children arrived -to complete the picture. And there were three
guides on hand that day, just to make sure everything went right! So
Ian -lebb helped the Caughnawaga group load their 52~-foot, genuine,
donated totem pole onto the flatbed truck. The other ~wo volunteers
conducted the elementary school tour (in retrospect, the ever
done) and all three kept an eye out for visitors wandering too near
the construction site.
Not only locomotive pistons move under pressure.
The entire winters work was the cleaning and rebuilding of
the internal-combustion engine and the day finally came when it was
to be started. But despite priming, boosting, kicking and cursing, it
seemed unlikely that Pete Layland would ever get the 24 to start.
A few devoted members decided to spend the night and keep on trying.
The rest returned Sunday morning to find CN diesel car no. 15824 mov-
ing slowly through the yard. After a rather slo{ start, that same
diesel car provided passenger service from Barrington Station to Hays
for the visitors all through the long,hot summer. With Pete at the
Every Visi-tor to the Museum is encouraged to sign the Guest
Book or Visitors Register and a quick reviel -by Ken Mosher -of
the 1970 edition provides some interesting information.

CN 4-6-4 no. 5702 -one of the rarer items at the Museum -was carefully
restored during the summer of 1970 by interested members.
Photo courtesy S.S.Worthen.
This is a picture of part of the O-gauge model railway Laurentian Li­
nes,with the owner,Mr. Stuart Dunlop. Mr. Dunlop gave this model rail­
way to the Association. The photograph is courtesy of Mr. S. Chidley.

For instance, visitors signed in from everyone of Canadas
ten provinces,as well as from Labrador and the North -lest Territor­
ies. There were visitors from more than half of the fifty United st­
ates and the total might have been more,if some of them had written
the name of the state instead of U.S.A. • From
across the Atlantic, the Museum welcomed resid.ents of
England,Scotland,Ireland and Wales; the Isle of Man,Ireland (North
and Free State), Italy, Israel,France, the Netherlands,Denmark, Sqeden,
SWitzerland,Yugoslavia,Poland and Spain.
South America was represented by guests from Argentina,Chile,
Colombia and Brazil. There were visitors from Santo Domingo in the
Caribbean islands.
people also signed in from the Central African Republic,In­
dia,Republic of South Africa,Tibet (?),Hong Kong and Japan.
There was one visitor from Timbuctou (Mali).
Distinguished guests at the Museum in 1970 included Mesdames
Louise Greer ,Clara Scott and Orin Hiclcson of ~1ontreal; Mrs. Hilliam
Van Horne and Monsieur A. Lazard,Vice-President and representative
of the French National Railways for the Railway Museum ASSOCiation,
Many former railway employees visited the Museum. There were
conductors,brakemen,engineers,flremen and other operating employees.
They were from CP RAIL,Canadian National,penn central,C&O-B&O,Erie­
Lackawanna,D&H,Southern Pacific,SOO Line,Burlington Northern and
the QNS&L.
Members and representatives of railway enthusiast organiz-
ations abounded: SEASHORE;Critch Tramqay Museum, England; Bayview
Railway Museum;Brantford Trolley Museum;National Capital Trolley Mu-
seum;OL Smokey Railroad Club,Knoxville,Tennessee; a CRHA member
from Scotland ;Upper Canada Raihlay Society.
Some visitors appear to have signed the guest book in morse
code. Others wrote in Hebrew or Chinese. One guest drew a peace
symbol after his name. The following comments were encouraging:
enjoyed the visit very much
to see Car 274
impressed by the wonderful collection of locomotives
A few comments vlere more critical:
a guide would have been appreciated
please learn to speak french
even a blind man could enjoy it -the SMELL!
As a final comment,a Mr. Kierans wrote:
too much Canadian contentl
At the Annual Meeting in January,1970,the Chairman of the
Canadian Raihlay Museum Commission described some of the years ac­
compli shment s : With
regard to the physical expansion of the Museum,we had
excellent year ,having constructed the Hays Memorial Library and
Archives Building which vli11 be open to the public in 1l1:ay. For the
first time, some of our many artifacts,plans,photographs and other
archival material •••••• may be put on display.
The generosity of our members made possible the purchase and
installation of the six sliding doors on the second exhibits build­
ing,providing totally enclosed storage for anotner 40 pieces of e­
Restoration of the interior of Barrington Station,in con­
siderable detail, was completed in 1970. A picnic area was developed,
more trees and flO~ers Nere planted around the property. More tracll:-
work constructed, including a· start on the positioning of the
three-way switch. The roads on the property were upgraded.
Restoration fOrk las completed on more exhibits than had
been restored during the entire previous eight years of the museums
existence. steam locomotives CPR nos. 492 and 5468 and CNR nos.4100
and 5702 were subject to restoration, as well as Old Sydney Colleries
no. 25. Napierville Junction Railway caboose no. 34 was refurbished
inside and out and M&SCRy. interurban car no. 611 was restored on
the outside.
The result of all of this activity is that our capital ac­
count has been severely depleted,in view of the expenditure of near­
ly $100,000 for capital projects. It is imperative that in 1971 we
concentrate our efforts on obtaining new grants of money to permit
continuing construction on the ~Iuseum property.
During 1970, an agreement Vias concluded ~i th DOMTAR, Limited,
whereby the land on which the Museum is situated and vlhich has been
leased hi therto, ~ill now be transferred to the Association in out­
right ownership. The signing of the necessary documents to permit
this transfer of title should be completed within the next few weeks.
The operation of the Museum was also extremely encouraging
in 1970. A 40% increase over the previous total of visitors during
the season ~aS achieved,,·lith 17,000 Visitors in 1970. Moreover, for
the first time in the history of operation, regularly scheduled rail
passenger service as inaugurated on Sunday afternoons • The Museum
Train carried nearly 10,000 paying passengers. The Museum Store was
in the Gentlemens Hai ting Room at Barrington Station .Revenue
from all sources rose over 50% from the previous year and the Museum
Vias proud to shovT a profit on the years operation.
The Canadian Railway Museum Commission.
Plans for 1971 inc·lude a complete rearrangement of the ex­
hibits,both indoors and out. This will encourage visitors to return
to see lThat newly restored i terns are featured. There ,,,ere 252 mem­
bers of the ASsociation at the Museum in 1970j we hope that they and
others will come in 1971 to see THEIR museum and the improve­
ments that THEIR assistance has made possible.
The introduction to the foregoing report laS written by Bob
Linney, the Visitors Register Revievl was by Ken 110sher and the An­
nual Report was presented by Steve Cheasley.
The highlight of the year 1970 in respect to Branches
was the creation,as of August 30,1970, of the PACIFIC
COAST BRANCH of the Association,centered in Vancouver,
British Columbia. This Branch has now been organized
and promises to be an effective Association presence
on Canadas west coast. (The January,1971,issue of
recorded its preliminary organization.Ed.note.)
The OTTAI.fA BRANCH has continued to restore and maintain a small col­
lection of railway work equipment. (Some of the activities of the
OTTAWA BRANCH are reported elsewhere in this issue. Ed.note.)
The ROCKY MOUNTAIN BRANCH, with headquarters in Edmon­
ton,Alberta,in conjunction with the Alberta Pioneer
Raihiay Association,are continuing their very ambi­
tious programme of preservation and restoration of
certain items of railway rolling stock. (Their ach­
ievements are described in this issue of CANADIAN
RAIL. Ed. note. )
One of the major purposes of encouraging the formatior. of Associa­
tion branches is to create strong local orgar.izations throughout
the country, as a basis for a larger ar.d stronger membership of the
Association as a ,hole and for local and regional activities. In
this vTay,it is hoped that the two-thirds of the Associations mem­
bers who reside outside the Montreal area would increasingly look
upon themselves as members of a national association, rather than
merely as subscribers to a magazine.
At the present time, the structure of the Association as
established in By-Law Number 3 unfortunately does not favour expan­
sion of this sort, llhich is necessary to give an increasingly na­
tional flavour to the Association. This brings me to the second
task assigned to me in February (1970) by the Byard of Directors –
the revisior. of By-Law Number 3.
l4y terms of referer.ce for this project were quite wide.
I consequently established in my owr. mind that the new
General By-Law should aim to achieve the following:
1. to change the structure of the Association to en­
courage the formation of branches -preferably to
be called chapters; to permit formal affiliation
between the Canadian Railroad Historical Associa­
tion and associations in Canada whose aims and ob­
jects are similar to ours; to expand the franchise
and to make the Board of Directors of the Associa­
tion representative of the members all across Can­
2. to bring up-to-date those provisions of the pres­
ent By-Law which are obsolete.
Regular membership is,of course,oper. to members of branches, but the
average branch member considers the additional privileges of reg­
ular membership not worth the additional cost, because in actual fact
he cannot exercise them unless he is able to go to Montreal to do
so. Many branch members would be interested in regular membership if
a way could be found whereby t11ey would be able to exercise the pr­
ivileges of regular membership in spite of the distance between the
area of their activities and the head-office of the Association.
The key to placing all members of the Association on
such an equal footing is to separate the hlO roles
presently being fulfilled by the Board of Directors ,
which have now become incompatible. One of these
roles is to be the supreme executive authority of a
national organization and,as such,to manage the na­
tional activities of the Association,such as the Can­
adian Railway Museum and CANADIAN RAIL.
other role is to manage activities primarily or
solely for the benefit of Montreal area members, such
as the l-lontreal entertainment meetings and most excur­
This latter role is filled elsewhere in Canada by the
branches and to separate the two roles presently under­
taken by the Board of Directors implies the creation of
a branch, centered in Montreal,possibly to be named The
Champlain and st. Lawrence Branchll.
One final matter which made a conSiderable impression on me during
the past year is that, while much has been accomplished at the Can­
adian Railway Museum solely by the efforts of volunteers, I think
it is now necessary in order to ensure the perpetual preservation
of the collection,to find a source of operating funds more stable
than the revenues from the visitors. In Canada, such sources are
almost always governments -in particular, the Federal Government.
An appeal for such funds,in order to be successful, implies contin­
uous,long-term planning. It is especially important to undertake
such planning now, because the Department of the Secretary of state
is presently formulating a new cultural policy in which museums are
expected to play an important role.
In conclusion, I would like to make the following spe­
cific recon~endations to the 1971 Board of Directors:
1. that top priority be given to completing the by-law
2. that active promotion of new branches be delayed un­
til the nel General By-Law is in force. As I stated
in my report, there are rnany structural defects in the
present system which should be rectified and 1-Thich
probably will have to be rectified to simplify the pro­
cedure and to induce members in other locations to
form branches; and
3. that the Association strengthen its long-range plan­
ning so that it will be able to make the nest case
possible to governments for financial support.
(Ed. note: liJr. Heard will be glad to furnish on request a copy of
the complete report.)
T.& N.V.

Duncan duFresne.
overdoing something that is
relatively uncomplicated and
lots of fun for everyonel
Thus it was that October 17,1970 marked the annual 11.F.G.
illiams EXTRAVAGANZA on the Thurso & Nation Valley Raihlay -that
nique little logging railroad on the North Shore of the Ottawa
iver,about forty wiles from the Nations capital on the road to
It Has,as usual,a great success.
The day dawned bright and clear, but rather cool. Ninety­
ive participants assembled then at the diesel shop at Thurso,Que.,
eadquarters of the T&NVR. Ninety-four enthusiasts clambered on
oard the train for the 114-mile round-trip of most enjoyable run­
ing. One enthusiast stayed behind -none other than t-1r. ililliams
imself. It was rather disconcerting to leave r.1r. llilliams in the
lrd,standing on terra-firma, camera in hand and Having to the de­
lrting special.
Of the 94 paying passengers,25 had made the journey from
Jntreal to participate. Among this number were such notables as Dr •

V.V.Nicholls,President and C. stephen CheasleJ,Director, of the
lnadian Railroad Historical Association. The Members of the Bytown
lilway Society and the Ottala Branch of the Association in the Na­
lons capital sincerely hope that all of the participants from
)ntreal had a truly memorable day.
The northbound special was real operational-looking, what
about a dozen empty log-cars, arch-bar trucks,K triple valves
1d all,ahead of a CP RAIL gondola, the T&NVR caboose and business
tr -both eX-Canadian Pacific -and the whole conglomeration haul­
I by a 70-ton GE diesel-electric unit, ex-Canadian National, from
leir operation on Prince Edlard Island. This motive power >las, I
lought,a vast improvement over the 44-tonner used on past trips.
Departure time from Thurso laS precisely 0915 -give or take
fevl minutes either way. It became very evident veq soon that the
tking of photographs from the open gon at speed required -above
_1 else -larm clothing. Other than the empty log-cars, the gon
!came less and less populated as the miles clicked bJ and the str­
:g north wind began to penetrate coats and sleaters. The up-grades
;lped a bit as they slowed the train dovm to a crall in a few pla­
;s and the lind hit only at ground speed. A fel of these grades
ought the 70-tonner right dO1n to series-parallel and the trans­
:ion into this connection could be felt throughout the train as a
ntle slack run-in and lurch.
These intervals were really very good times for photographs
and the engine, being several shades of green, black, rust and dirt,
blended in ~lell with the log-cars (no shade of anything) and the
rugged beaut,Y of the lar-dscape I-lith its rock cuts,tall evergreens,
fast-flowing streams, beautiful lakes with 11hitecaps and the ever­
present, well-maintained T&NVR roadbed. j-Jhat reasonable railway en­
thusiast could ask for anythir:g lnole?
stop ViaS made around m.p. 25 or 30 -the exact location
VTas not known to me -to set out a fevl of the head-end 10g-cars.Od­
dly enough, the caboose stopped ri~1t on a short bridge over a beau­
tiful, quiet-runr:ing stream. The bridge -it l-/aS soon discovered -was
3.ctually an old locomotive turntable and was well-photographed -as
~as the stream! A little historical research into this turntable­
bridge II might be in order. It might have quite a story to tell. Per­
haps someone 11111 undertake this ir-teresting project.
He lere soon on our vTay again with a slightly shortened con­
sist,heading for the end of steel ar-d a steak dinner. The latter was
looldng bette-r all the time as the clear, cool Ileather changed to
cold. Hher-the train arrived at the crew-Camp,1Jle l~ere not disappoin­
ted. The dinner las superbe,the surroundings had atmosphere and the
Company Nas just great. There were some hoVever,who dilly-dallied to
take pictures of the train and thus were obliged to join the line to
the dining hall outside its warmth and wait for a short interval as
the food vTaS prepared and the guests filed into the dining hall to
be served at the counter.
As dinner ticket-taker inside the warmth of the dining hall
I sure saw a lot of chattering teeth and knocking knees,as the shiv­
ering customers filed past. Oh hOlI hot soup, sizzling steak ( with
trimmings) and the thoughts of the return trip can warm a fellow upl
The cold weather rather mir-imized the wandering about at
the end of steel and most participants Ivere content to just photo­
graph our southbound consist,~lhich was nO~1 composed of T&NVR 70-
tonner no. 12,the T&NVR crane,freshly painted in glossy black and
an ancient,vlell–lorn,well-used,dirty,short,wood-decked (where it
lasnt missing) arch-bar trucked, 11K triple-valved flat car, fol­
lmled by the gondola car, the van and the business car -all very
picturesque 1
~~o of the excursionists -venturesome types -did wander
off down the line about a mile, where they came upon a wooden
bine of C.P. ancestry. This should be revisited and examined on
future occasion. It appears to be an interesting antique.
The Ottawa Branch CRHAs lu.F.G.Williams EXTRAVAGANZA EXCURSION on the Th­
urso & Nation Valley Railway stands on the Turntable turned Bridge on
the northbound run. Photo courtesy Bob Elliot.
Bruce duFresne captured T&NVRs GE 70-tonner no. 6 carrying no. 12s num­
ber boards,as it rumbled past the trout-spawning grounds on the October
Thirty-three years earlier, southbound logging train, pulled by engine no.
2,a 2-6-2,rumbled across the wooden trestle just north of Thurso. This
trestle was subsequently filled in and is today a high earth embankment.
Thirty years ago,there was a depot at mileage 26. At the depot sat one
of the T&NVRs Shay geared locomotives,together with mogul no. 2 and
caboose. These two pictures courtesy Mr. Gaetan Lafleur,T&NVR Supt.1969.

The southbound special rolled out at precisely 1330,give or
lke 5 minutes either way and care was exercised in negotiating the
19ht 1881 rail at the top end of the line with the 70-ton engine
1d the crane. Our first runpast as on a twisting section of line,
~atly ballasted ith super-elevated curves and a small lake alon~­
lde, where trout spaVm. Indeed, those who went dovm on the embank­
=nt were excited by the discovery of several beautiful eighteen­
nch trout, s1inuning lazily just below the surface of the clear, shal­
:)1 later. It was, indeed, a great spot for a runpast and an equally
reat spot for a hook, line and sinker,tool
Further down the line, ,e had another photo-stop and an op­
~rtunity to have a good look at the T&NVRs modern track-maintain­
nce equipment. This diesel-electric-hydraulic equipment, purchased
~nunercially,has been modified by the T~1VR and while it is prob­
bly not particularly glamorous, certainly should be the pride and
~y of the T&NVR s Superintendent G. Lafleur. In a time when defer­
~d maintainance on short-line raihlays seems to be the thing, with
ights-of-Vlay decaying and declining,Mr. Lafleurs railway certain­
y does not resemble any of these. Fifty-seven miles of weed-free,
ell-groomed right-of-uay,super-elevated curves and neu ties laid
n abundance, are complemented by replacement motive pOVler in the fo­
m of the ex-Canadian Nationals prince Edlard Island units, which
re maintained and overhauled in the modern facility of the T&NVR
t Thurso. All very encouragingl
The remainder of the trip back to Thurso 1aS uneventful and
ojoyable. He had a first-rate opportunity to see the last of the
olourful autumn foliage,to breathe the clear, cool -if somewhat
ieselized -autumn air and watch Engineer Seguin run off the last
~lenty miles or so in a brisk fashion. He could probably smell his
~pper cooking in Thurso!
On Arrival at Thurso,the train pulled up to the overhead-ty­
e shop door which opened ar.d the diesel unit ran partwayinside.The
in of the units rear <;!oupler las then pulled, the unit ran into the
hop, the door slid down, the diesel engine died and the engineer hit
he shop floor. All of these things happened practically simultan­
Dusly. After they had detrained, quite a few of the passengers won­
ered where the diesel unit had got tol In fact,by the time that
he last of the passengers had walked up to the head-end, Engineer I
eguin conceivably was half-1ay home. In this regard, the conclusion
f the trip was the same as it 1aS last year.
The T&NVR HAPPENING-1970 was,as usual,a success, both in
erms of satisfaction and money. Of course, this was due mainly to
he hard work of Mr. Bill Hilliams,without whose efforts the success
f this and many other enthusiast excursions, over the years, 1ould
ertainly have been very chancy. Bill deserves a hearty expression
f thanks from all of the enthusiasts lho have participated in these
rips. In addition,we must remember that without the authority, co­
peration and kindness of Mr. O. Hoermke and Mr. G. Lafleur of the
Thurso and Nation Valley Railway,none of this enjoyable train-riding
would be possible.
It is hoped that the T&NVR HAPPENING may continue to happen
in the future. Should it be impossible to arrange,it would certainly
be a great loss to the railway enthusiasts in the ottawa-Montreal
Just in case you think the Otta,la Branch spent the entire
year having excursions,it should be pOinted out that the members
also continued with the restoration of raihlay fork-train equipnent
owned by the Branch. The Jordan spreader had new findows of 1/8
LEXAN installed. The reservoir on the spreader was tested to 125
lbs./ pressure. The tender was cleaned out. The largest job
was the replacement of the grates in the fire-box of the steam-crane
.lhich necessitated the fabrication of the grates by an outside foun­
dry, while the carrier ring ,as made in the workshop of the Museum
of Science and Technology.
Ne, lettering was applied to the Jordan spreader and a fr­
esh herald was painted on 0-6-0 steam locomotive STELCO no. 40. Al­
though the spreader needs further painting, as does STELCO no. 40
tender, the top priority is now Boarding Car no. 411205,which should
be put under cover so that it can be worked on in all kinds of wea­
Indoors at the National lluseum,repairs to the pilot-beam of
engine no. 926 have been made and the side-rods have been removed
from ex-CN nos. 6400 and 5700. The jacketing of ex-CN no. 713 needs
repair and volunteers have been obtained to repair the track velo­
Cipede and hand-car.
There -/ill be plenty of work to do in 19711
~ ~
T he Editor would
contributions of
who, from time to
ouble to send in
C .vl .Anderson, Sussex, N .B.
E.H .Heath, Cornwall, Ont.
J. Langevin, ot ta1a, Ont.
like to acknowledge the
the following members,
time,have taken the tr­
items of interest:
Mr. Glenn ~vallis,Kentville,N.S.
Mr .• Roger Boisvert,Trois-Rivieres.
Mr. D. duFresne,Ottawa,Ont.
Mr. Dale Wilson,Sudbury,Ont.
W.J.Bedbrook,Scarborough,Ont. Mr. Jack Lombard,Windsor,Ont.
J.B.Thompson,Ottawa,Ont. Dr. R.F.Legget,ottawa,Ont.
K.G.Younger,Winnipeg,Man. Mr. Geo. Harris, -linnipeg,Man.
R.A.Loat,Calgary,Alta. Mr. Eric Johnston,Calgary,Alta.
weston Langford,Natal,B.C. !-1r • T. Fergusson,Vancouver,B.C.
D.E.Cummings,Vancouver,B.C. Mr. R.T .Holroyd, Victoria, B.C.
Committee was composed of Mes­
srs. F. Angus and J. Doyle,lh­
ile Special Activities and
Meetings were the responsibi­
lity of Messrs. P.Murphy and P.
Shergold. Subsequently, the two
comroi ttees were combined and
th the add i tion of Mr. L.O.
Leach,assumed the direction of
these three activities.
Durir.g the year,18 events Here organized for members
ends of the Association. These ir.cluded railway excursions,
isits,a picnic and regular members meetings.
and fr­
first railway excursion was made over CP RAIL from Mon­
real to Drummondville,Que. and returr. on March 21,going by the
ain line (Montreal-Saint, John,N.B.) to Foster and thence on the
llununondville Subdivision to Drummondville,Que. Motive pO~ler las CP
AIL E8 diesel passenger unit no. l800,built in 1949 and initially
sed on Montreal-Bston,Mass.,passenger trains. The consist included
eavyweight steel coaches of the 1920s,as well as a horse-express
ar no. 4555,the last of its type or. the system. This trip was re­
orted in the Summer Issue (no. 223) of CANADIAN RAIL.
On May 30,a tour of CP RAILS Montreal Terminal facilities
as offered, the train consisting of diesel-electric unit no. 8444,
orse-express car no. 4555 and heavyweight coaches. This was pro­
ably the last all-heavyweight car trair. to run on CP RAIL, since
hese coaches were withdrawn from regular passenger service with
he arrival of the gallery cars. Many of the heavyweights have gone
Peru. The weather was perfect for the 52-mile trip over several
ines,some of which have not seen passenger service for many years.
he climax of the trip was a circular tour through CP RAILS st.
uc Yard,prior to the return to Windsor Station.
The only steam trip organized by the Association in 1970
ook place on June 20,when Canadian National RailwayS famous nor­
hern No. 6218 was the motive pOler. The train consisted of cars
11 in the nell CN colours and the route ~laS the famous Triangle
our from Montreal to Coteau,Valleyfield,Cantic and st. Johns, re­
urning to Montreal. While the attendance was disappointing, it was
ecided to run the trip in viel1 of the imminent retirement of No.
218. Those Ilho partiCipated Iere treated to an experience which
ill soon be only a memory. Outbound,No. 6218 made a high-speed run
long the Lakeshore to Ste-Anne-de-Bellevue,took the historic line
of the Canada Atlantic Railway from Coteau to Cantic and returned
thence via st. Johns and the Victoria Bridge.
Another train of heavyweight cars -this time on Canadian
National -qas the Associations special to Grenville on August 23.
Diesel unit CN 1262,a baggage car and two coaches, left Central sta­
tion,Montreal and made a leisurely Sunday trip to Grenville,return­
ing via Montreal Yard, where it made a circular tour giving the pas­
sengers a good view of the hump yard and diesel shop. Unfortunately,
the weather ~as wet but this did not dampen the spirits of the par­
ticipants. The cars were in the old, green-and-gold of
Canadian National,probably the last complete train in that colour
The annual excursion on the Thurso & Nation Valley Raillolay,
sponsored by the Bytown Railway Society of Ottawa, was held on Oc­
tober 17 and t~enty-five participants came from Montreal to join
the train at Thurso,Que. This trip is reported in greater detail
e lse~lhere in this issue.
1970 saw the revival of an activity vlhich had, regrettably ,
been neglected for several years: visits to museums and other places
of interest. The first of these tours took place on April 18, when
than a hundred members and friends boarded two new Montreal
Transportation Commission buses for a trip to the plant of MLW-Wor­
thington Limited in east-end Montreal. Here Ie sawall stages of
diesel-electric locomotive construction, from the ra~l materials to
the finished products. In the erecting shop ~lere units for such
widely-separated countries as Canada and Sierra Leone.
The day after the 6218 Trip (June 21), tvlO CP RAIL II Day­
liners made the trip from llindsor Station,Montreal to the Canadian
Railway Museum,Delson/St-constant,Q,ue.,to celebrate Members Day.
Surprisingly, some of the Montreal members had never visited the Can­
adian RaihlaY Museum and those Hho made the trip were treated to a
There was still quite a lot of snow on the ground in March, 1970,when the
Association ran its first excursion via CP RAIL arrived at Drummondville,
The May excursion over CP RAILs Montreal Terminals facilities paused for
the photographers on the La Salle Loop Line near Allard Street.
This unusual photograph shows CN no. 6218 on the long bridge with the cen­
tre vertical-lift span which crosses the 8ehaurnois Canal (St. Lawrence
Seaway) between Valleyfield (Cecile) and Ayrness. This was the Associa­
tions June 20 excursion to Coteau-Valleyfield-Cantic-St.Johns and Mon­
treal,probably our last with this locomotive.
June 21,1970 was Members Day at the Canadian Railway Museum,Delson/St-Con-
stant,Que. CP RAIL Dayliner arrived at 8arrington Station amid much
The Associations Montreal-Grenville,Que. trip of August 23 was a most
successful one. Here is the special train crossing the bridge at St. An­
drews East,Que.
It was a great thrill to see the F. Nelson 810unt of the Green Mountain
Railroad (ex-CPR 1246) heading the steam excursion to Rutland,Vermont on
8,1970. Somi of the members and friends of the Association rode
this train.All of the above photographs courtesy F.F.Angus.

tour of the exhibits,rides on ex-CN diesel rail car no. 1582LJ· and
ex-Canadian Pacific caboose no. 435288. There followed an outdoor
barbeque picnic, enlivened by folk-songs with guitar accompaniment.
September 12 laS Canada Day at tl1e Seashore Trolley Museum
Kennebunkport,r·laine,vlhen a number of C.R.H.A. members travelled by
car -no Budd cars this time -and spent an interesting and enjoy­
~ble day riding on many of the Canadian electric interurban and
street raihlaY vehicles in Seashore I s extensive collection, brought
:>ut especially for the occasion. The Association oVes a special vote
:>f thanks to Miss Cecelia Clapp and her associates for lnaking this
)ccasion possible.
The last special event of the year was a visit on November
3 to STElUITOHN U.S.A. at Riverside (BellO>/s Falls) Vermont .Tp.e very
special special event on this occasion vlaS the 10L~-mile round-trip
-Bellm.s Falls to Rutland, Vermont and return -sponsored by Dixon
Lines of RoclWille,l-1arYland,U.S.A. Although it Vias November, the
;leather ,,-as perfect as the group inspected STEANTOHN U.S.A. at Ri­
Iferside, Vermont and afterwards rode behind the steam locomotive F.
~elson Blount, eX-Canadian Pacific Rai h1ay G-5 no. 1246.
Membersmeetings during 1970 had varied formats which in­
~luded guest speakers, movie and slide shows. The outstanding gather­
Lng Vas the June meeting,Vlhen a model competition Vias arranged in
~ooperation Clith the r-1ontreal l-10del Railroad Club amd the Montreal
3ranch of the National Model Railroad Association. Models of all
tinds were exhibited,from N-gauge to 1/12 actual size. There ,..,ere
3tations,streetcars and steam locomotives, including some Vlhich had
1ever before been displayed publicly.
The Association Vias provileged to Vlelcome as guest speakers
11r. H. Weglinski of MLW-Ivorthington Limited, rI1r. A. Teoli of CP RAIL
lnd rI1r. F. Sayer,Moncton,N.B.,during the year.
Another innovation introd uced in 1970 was t.he serving of
Light refreshments at the Members Meetings, during the intermission.
~ voluntary collection, made at the meetings, covered the cost of
this service.
A neVi trend in enthusiast trips was encountered in 1970.Un­
:ortunately,the days of large steam-powered excursions are just a­
)out over. This is due to the anticipated retirement of CN 6218,as
.~ell as the riSing costs of chartering trains. But most of all, it
Ls due to the lack of response from many of our Olln members. The
20,1970 steam excursion may go dollD in history as the last
~ssociation main-line steam trip. lfuile the response from the gen­
ral public and from a number of the members Vias good, all too few
nembers were aboard and the trip ran at a considerable financial
Faced ,lith this situation, it las reluctantly decided to
~ancel plans for a proposed Fall Foliage steam trip and so 1970 be­
~ame the first year since 1961 in /hich the Association did not
3ponsor such a trip. Also,Ve must not lose sight of the fact that
·Ie are no longer alone in the field of excursions in the l-10ntreal
llea. Faced lith this competition, Vie must have the full support of
;he membership to provide the,enjoyable trips llhich are
m the draling board for 1971.
Don Scafe.
ch of the C.R oR.A. and the Alberta Pioneer Raihfay Association, its
operating counterpart, could take satisfaction from tHelve months of
visible progress, much of which las chronicled in the December, 1970
issue (no. 227) of CANADIAN RAIL. Undaunted
by the multitude of apparently insoluble problems
vlhich the organization faces in 1971, the interval since the Decem­
ber report has been filled vdth activity. ofhen the rails Nere lif­
ted from a two-mile industrial spur in the Edmonton area, the Branch
.. as able to acquire the ties as is,11here is. Hooking them from
the abandoned roadbed was begun forthvlith and approximately half of
them had been piled in cribs,ready for transport to the new museum
site in the spring, before the ground froze.
Previously, passenger train operations vlith eX-N.A.R. steam
locomotive no. 73 continued during the Labour Day and Thanksgiving
Day wee kend s •
Former CNR baggage car no. 8029 was moved into the barns
just before linters arrival, for refurbishing. Ninety-three years
of accumulated paint is being laboriously scraped and chipped from
the exterior and interior and the proper varieties of Hood vlill be
acquired to restore those portions of the car which have been at­
tacked by dry rot.
Canadian National RailwayS steam locomotive no. 1392 – a
class H-6-g lO-vlheeler,formerly exhibited behind a FROST fence at
the Edmonton Exhi bi tion Ground s, viaS removed to the carbarns, vlhere
she will be repaired.
Nos. 73 & 1392 are stored in the Edmonton Transit systems
Cromdale Barns at 80th. Street & 116th. Avenue,Edmonton.Members and
friends vlishing to see them may do so by contacting one of the Rocky
Mountain Branch officers,vlho are Mr. Jim Myers,President;Mr. Wayne
Shearer, Vice-President and Mr. Don Scafe,SecretarY-Treasurer, for
1971. The new site for the museum may be a t .. ,o-mile stretch of rail­
road right-of-Hay about six miles north of the City.
Hith the quantity and variety of ork to be done in 1971,
Rocky !-10gutain Branch-A.P.R.A. members llill surely have no time to
get into other mischiefl
In the photographs accompanying this article, ex-Northern Al­
berta Raihlays consol no. 73 is shown being fueled and lubricated
prior to Thanksgiving Day operation. One of the Branchs friends
from Glenrose Hospital, Edmonton, made it into the combine II with a
little help from his friends!. CN no. 1392 at the Edmonton Exhibi­
tion Grounds Ilas last viSited by Edmontonians during Klondil~e Days-
1970. Just before snow came, the ties vfere removed from the disused
industrial spur, but the laying of temporary track to permit move­
Dlent of the baggage car and 1392
s tender into the carbarn was
overtaken by the snow. Happily,all of the large exhibits are now
safely tucked away for the vlinter.
But wait until springl
For Thanksgiving Day Weekend-1970,some oil was needed for No. 73 and so
the oil truck rolled up and fueled up the engine. All photographs cour­
tesy Don Scafe.
No. 73 of the CRHA-APRA gets a little morning maintenance during the La­
bour Day weekend operation.
Klondike Days-1970 was the last occasion on which visitors could climb
aboard ex-eN H-6-g no. 1392,carefully protected behind a FROST fence at
the Edmonton Exhibition Grounds.1392 is now safe in the carbarn awaiting
restoration ••••• The first winter snOl had to be cleared away before bag­
gage car 8029 and 1392s tender could be moved into the bay beside no.73
and the business end of 1392 ••••• One of the Associations young friends
from Glenrose Hospital is given a boost into the baggage compartment of
the combo,for a ride o~ the Thanksgiving Day weeken~ •••••• After the
snow-clearing operation,baggage car 8029 and 1392s tender started to
move into the carbarn •••.••• The advent of cool autumn weather stimulated
the removal of the tiea from the abandoned industrial spur for future
use at the new museum site.
£ .
.. :::~~
.. –:,
~ . … .,4 ___ ~ __ —–

published by t.he
Assaoiat.e Membership including 11 issues af
Canadian Rail 8.00 annually.
J. A. Beat.t.y & F.F.Angus
l1l1sce Fcrroviaire Canadien
Canadian Railway Musculll
Our 10th. Annl versary Notre lDem. Annlversalre.
C.1,.,I.l<.Heard, 74 Southern Drive, Otta,,8 1, Canndo
OTTAWA W.R.Llnley. Secty •• P.O.Box 141. Terminal A, OttawBo
ROCKY MOUNTAIN Mr.Donald W.5cnfe 12407 Lansdowne Dr1ve, Apt. 101 Edmonton.
PACIFIC COAST ~lroBe.rrle Sanford,Secty. ,P.o.Box 1006 Stn. A, Vancouver.
K.f.Chlvers. Apt. J~67 Sou,erset St. ~: .. ottowa, Onta..rlo.
J .S,Nlcholoson, 2)06 il.rnold St Saskatoon. Sa.sxatche·lan.
Peter Cox, 609 Cottonwood Ave,. Coqultlstn, British Columbla.
W.D.t·:cKeown. 6-7. 4-chome. Yamate-cho,Suita City. Osaka, Japan.
J .H.SfJnders, 67 Willow Way, Ampthill. Beds., England.
K.G.Younger, 267 Vernon Roo.d, Winnipeg, f·:a.nltoba.
Donald W.Scafe,12407 Lonsdowne Drive, Apt. 101,Edmonton Alta.
Copyr1ght 1971 Printed in Canada on Csmadian Paper

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