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Canadian Rail 233 1971

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Canadian Rail 233 1971

a n.adia:n..

Duncan duFresne
~ team-powered passenger train operation?
Seven days a week?
In Canada??
In 1970?71
Impossible,you say?
Well, its true,even though the season
may only be from mid-May to mid-Sep­
What Im talking about is the Cowichan Valley Railway at the
Forest Museum,three miles or so north of Duncan,on Vancouver Island,
British Columbia. I had the pleasure of visiting the Museum and its
3-foot narrml-gauge railway operation in August,1970 and was cor­
dially welcomed by the man who made it all possible by his fore­
sightedness,Mr. Gerry Wellburn.
Mr. Wellburn,a retired logging man, had the imagination and
of the money whIch resulted in the establishment of the Forest
Museum and Cowichan Valley Railway. Nowadays,the Museum is operated
as a non-profit community project and Mr. Wellburn acts -as he puts
it -as an unpaid adviser. He is actually. far more than that and
his administrative ability is very apparent, regardless of the fact
that he is a modest man and somewhat self-effacing.
The Museum is located just off the Trans-Canada Highway (B.
C.No.l) approximately three miles north of Duncan,B.C.,on a 40-
acre property that is truly beautiful. It is generally heavily wood­
with real tall B.C. trees in some areas and has a lovely, open
grassy plain,overlooking a small lake. Here,the family picnic can
be held,while Father watches the train coming into view through the
trees,passing out onto the wooden pile-trestle over an fnlet of the
lake and then back onto the land,to stop at the main station.
While the Museum is primarily devoted to memorabilia of the
logging industry on Vancouver Island and its many technical aspects,
many of the exhibits both indoors and outdoors follow this theme.I,
of course, was primarily interested in the railway aspect of the
logging business,particularly as illustrated by the railway opera­
tion at Mr. Wellburns establishment.
Canadian Pacific Railways gas-electric car number 44 at Calgary,Alta.,
in the early 1920s. Photo courtesy Norman Gidney: C.R.littlebury ColI •
. ~
Cowichan Valley Railways 45-ton Shay Number 3,built in 1925; from the Mayo
lumber Company. The Shay is in the Museum park at Duncan,B.e.,in 1970.
Photo taken in June,1970 by Dr. R.F.legget.
156 R A I L
I had been able to find little information about the Museum
before I reached Duncan and,on my arrival, looked hopefully to see
if the 25-ton Shay was operating. I found that it had been earlier
in the year, but was not at this time. Instead,the two-car train was
being hauled by a diminutive but interesting lS-ton 0-4-OT Vulcan
(no. 25), vintage 19l0,with 10×16-inch cylinders. It should be no­
ted that, in addition to the tank (the T in 0-4-OT),number 25 sp­
orts a tender which carries fuel oil only -the water still being
carried in the saddle-tank over the engines boiler.
Mr. Fred Bell,the engineer,master-mechanic,track-builder and
ticket-taker, ho also built the present tender,hopes to modify it
eventually to carry both oil and water, thus converting the engine
completely from a tank-type to a tender -type.
I rode around the layout a few t imes ,~ith Mr. Bell, to
familiarize myself with the route and was very pleased with the ex­
cellent condition of Number 25. Since the track -{as laid in log­
ging railroad fashion,it is a reasonably rough ride on the engine,
even at slow speeds. By way of contrast, the line over the bay on
the pile trestle is very smooth.
The railway line follo,ls a rather circuitous alignment, but
a very pretty one. Leaving the principal stat ion, the track climbs
up a short stretch of 2% grade, through the really tall timber on
both sides of the line. The top of the grade is reached where a 90-
degree crossing at grade with another section of the main line is
encountered. Now the track emerges into the open by the Trans-cana­
da Highway,but three tight curves to the left bring it back over
the Old iamond and on to the ruling 5% grade through the big trees.
At the top of this grade,we pass the engine-house and shop-tracks
and immediately tilt down the descending grade through a picture­
sque earth cutting and under a wooden foot-bridge, which carries the
path from the Museums main entrance to the exhibits area over the
After passing a wayside station -the train doesnt stop
here -the line continues downgrade to level off just before run­
ning out onto the high wooden trestle which curves over a bay in
the lake. The line regains the land again by the coach yard, pro­
ceeds pa~the windmill and water-tower and,running up a short tan­
gent, reaches the main station once more.
Be ing a steam-locomot i ve enthus iast, I just had to see the
entire operation of Number 25 and consequently, my son and I hasten­
ed to meet Mr. Bell at the enginehouse one fine morning at 7 a.m.
The little Vulcan Tas still warm from the previous days running.
Since she is oil-fired, there was no necessity to shake down the
grates and clean out the ashpan or to build the usual wood fire
before adding the first scoop of coal.
Mr. Bell simply plugged in a small,ancient air-compressor,
powered by an electric motor. This supplied the compressed air to
atomize the no. 2 fuel oil -otherwise known as diesel fuel -in
the Vulcans firebox and a light-up was then just as easy as flip­
ping a lighted match into the mist of atomized oil. With a husky
whoof, there as plenty of fire in Number 25 s firebox. The air­
compressor was kept running until there was enough steam pressure
in the boiler to atomize the oil. From that point on, the little en­
gine was practically self-sufficient.
During the time it took to raise a head of steam, Mr. Bell
busied himself with brushing do .. m the running gear with the same
fuel oil,dra;.m from a drain-valve in the fuel line. Everything was
brushed and wiped dovm -springs,hangers,frame-bars,wheels,rods,etc.
He also took a piece of oily rag and rubbed do;.m the saddle-tank.
By the time he was finished,everything looked bright and shiny.Dur­
ing this cleaning procedure,a close inspection of the engine was
also made and I was very much impressed by the fine mechanical con­
dition in ,~hich Mr. Bell keeps his engines.
After the single-cylinder air-compressor on the engine was
started and the engine motion oiled,we backed up to the fuel storage
tank and filled up the tender for the days work. Leaving the shop
track was quite a surprise,at least for an ex-main line, standard­
gauge type like myself -for the grade dmm to the main line is an
amazing 11% and,at the point where the lead track meets the main
line,we were at the crest of the railroads ruling grade of 5% ! In
comparison to this situation,not much attention was paid to other
easy 2 and 3% grades elsewhere along the right-of-way.
It w~s an easy run with the light engine, down to the lake
and across the trestle to the coach yard. Here we found our two co~
ches,/hich had been tidied up from the days operation the night be­
fore. After coupling up and getting the air through the air-brake
system,we took water at the tank and -lere now ready for a trial run.
It .. ,as at this juncture that Mr. Bell offered me the throttle and,
without paying passengers, I took the train around the line for a
mile-and-a-half of most enjoyable running. Needless to say, this is
what I had been hoping forl On the return run, over the lake,we ap­
proached the main station gracefully and made a magnificent (per­
sonal opinion only) steam-stop at the station, judiciously using the
Ilest inghouse G-6 automat ic brake -valve.
This trip was great fun and constituted something of a fir­
st for me,since it was the first time that I have ever run any kind
of a train, let alone a steam-po,ered consist, in British Columbia.
Passenger bus iness on the Cowichan Valley was steady during
the time that I was there,but the Railway was not exactly overwhelm­
ed Vlith customers and they could have done with a few more. At $ 1
per adult and 50 cents per child (for two trips),the Cowichan Val­
ley is just about breaking even on the operation. In addition to
the tVTO train rides, this charge also entitles the visitor to a tour
of the exhibits building, which has a really fine display of forest­
ry and logging artifacts.
The active power of the Cowichan Valley Forest Museum at Duncan,B.C.,
lines up for a group portrait. L.toR •. ,a steamroller,a 1908 Stanley
steamer,a 2-truck Shay No.1 Hillcrest and 0-4-0Ts nos. 25 & 26.
Photo courtesy Dave Wilkie.
Cowichan Valleys 0-4-0T no. 25 on the trestle over the arm of the lake
at the Museum at Duncan,B.C. Photo courtesy of the Author.

There are also other, larger exhibits distributed over the
40-acre sitc,Nhich include such things as a steam tractor-engille, a
steam-roller,donkey-engines and a pole-raihlay car, the latter, of
course, standing on a pole-railroad and loaded 1lith logs. There are
huge sections of tree-trunks, savm in such a way as to demonstrate
their age and grm-rth and appropriate signs supply the pertinent in­
formation. There is also a steam-raihlaY crane and, most appropriate­
ly,a hand -car on a short stretch of traclt, which young and old alike
can pump up and down, just for the fun of it. There are many othe r
exhib its in a large roofed -over area, where you cal) also enjoy your
picnic lunch, protected from sun and ShOller,while you datch the COvl­
ichan Valley local running past the Hind-mill and the Hater-tank.
From a personal point of view, it would seem that a slightly
higher admission fee would be in order,when the Forest ~luseums ra-
tes are compared with admission charges levied by other types of
attractions in the Vancouver-Vancouver Island area. It is this
just about breaking even situation that prevents the operation of
Number 1, the 25-ton 1920 class B Shay engine,on a daily basis.
Number 1 is a beautiful little geared locomotive, with clas­
s ic Shay lines and a ~lOoden cab. She also has a rather intrigu ing
history,having been converted back and forth at one time.or another
from narrow (3-foot) to standard (4 feet 8t-inch) gauge. She has
also been altered to burn three types of fuel: first wood, then coal
and now oil. The engine is basically in good condition,but she is
in need of having her slide-valves planed and set. In her present
condition,she will burn roughly three times as much oil to handle
the two passenger cars as the 18-ton Vulcan doing the same job.This
luxury the Cowichan Valley Railway simply cannot afford. This is
really too bad, since the Huseum is a logging museum and ~lhat could
be more natural or log-ical on a logging raihray than a Shay
Other narrow-gauge equipment includes Number 24,a 12-ton
Vulcan, vintage 1910 and an 8-ton Plymouth 4-wheeled dinky which
hauls the fire-train – a 4-Nheeled tank car equipped ith a pump.
There is also a speeder and trailer. The speeder consists of a
two-axled Ford v-8 powered,chain-driven,section-type car with a
roof,pulling a similar open trailer.
Hr. Hellburn hopes that some day the narrovl-gauge trackage
can be extended through more of the property and that standard-gauge
track can be added,so that the larger class B Shay,number 3, can
operate together with the two-truck Climax locomotive, Number 9 – a
35-ton 1912 engine. These tIO engines look real good sitt ing just
ins ide the fence by the Huseum I s Parking Lot, along 11i th eX-Canad ian
Pacific vTOoden business car,on temporary trucks, which is at the
restorat ion stage.
Number 3,the standard-gauge Shay,formerly of the Mayo Lum­
ber Company,is often referred to as the Cadillac of the tdo-truck
Shays. Interestingly enough, it is a woodburner that carries 200
Ibs. boiler pressure and is superheated. Add to this the cast-type
trucks and girder-frame and you have a really fine machine that un­
fortunately sits on no more track than its length requires and is
inoperable only because of the simple logic of economics.
The Climax 1hich at one time worked in the Fraser River Va­
lley on the mainland of British Columbia and now sits just behind
Number 3 is also in good mechanical condition and is in the same
situation for the same reason. Both of these engines,it should be
added,are kept painted and make good static displays, but -lhat a
they are not runningl
As I drove slowly out of the parking lot,past the edge of
the big trees and down the quiet road to the Trans-Canada Highway,
Number 25
1las just starting alay from the station,I·T1th her exhaust
echoing through the forest,as she climbed the 2% ~rade. This is the
sound that has all but disappeared from the Canadian countryside,but
one ,lhich the steam-locomotive enthusiast never tires of hearing, be
it that of a Royal Hudson, a 6200, a 4-4-0 or a humble l8-ton
O-L~-OT Vulcan, among the tall trees on the Cowichan Valley Railway.
The utility area of the Cowichan Valley Forest Museum,Duncan,Vancouver
Island,B.~.,during a work day of the British Columbia Railway Historical
Association,in April,1968. Messrs. Pat Hind and Ray Murton stand beside
the passenger coach and then-Engineer Elmer Blickstaff undertakes some
repairs to Engine No. 25. Photo courtesy E.W.Hanning.
On the sidings adjacent to the main line from the trestle,No •. 25 0-4-0T
& Plymouth 0-4-0 with the fire-train. Photo courtesy of the Author.
Cowichan Valley Railways 25-ton Shay Number 1 – a three-foot gauge loco.
Photo courtesy of the Author.
Canadas ten Provinces, has been
celebrating various anniversaries ,
centenaries and the like for a good
of years. Vhen Canada as a
celebrated the Centennial of
Confederation in 1967,it was the fir­
st such nation-wide event and this
important and happy occasion sparked
a number of subsequent similar oc­
casions, not the least of which was
the Province of Manitobas Centen­
nial of 1970 and the Centennial in
Confederation of the Province of
British Columbia, which is being ap­
propriately commemorated this year.
Notwithstanding these gala occasions on a large scale,th­
ere are a number of more discrete and unique occasions marked an­
nually and this year, the Town of KapuskaSing,Ontario,will be the
location of appropriate celebrations which have been organized to
celebrate the Golden Anniversary of its establishment. Among the
festivities lhich are scheduled to take place at intervals all
summer long and from June 29 to July 4 in particular, there are a
of events which are of interest to railway enthusiasts.
Early in 1970 and in anticipation of the 50th. Anniversary
of this northern Ontario tovm,representatives of the Kapuskasing and
District Historical Society began conversations with Canadian Na­
tional Raihmys, the Government of Ontario and the Ontario Science
Centre,Toronto,to explore the possibility of acquiring some railway
equipment. The purpose of this acquisition was to expand the rail­
way section of Kapuskasings museum and allow room for expansion
Canadian National Railways responded dramatically ,·lith the dona­
tion of two 85-foot steel passenger cars, together with other in­
teresting items of railway memorabilia. Additional railway arti­
facts were donated by the Ontario Northland Rail1ay and the Spruce
Falls Power and Paper Company, from their small railroad.
The piece de resistance of the display -the whole to
be located in Station Park, adjacent to CNs station in Kapuskasing,­
would be,logically,a steam locomotive. But where,in 1970,could such
a rarity be found? It was at once determined that the only steam
locomotives then available -apart from CN 8 4-8-4 no. 6218 –lere
in the group belonging to the Ontario Science Centre of Toronto, in
which vIas included ex-Canadian National pacific, number 5107. Thus
the proposal to borro-l Number 5107 required .the participation of
Ontaiio Northland Railways CENTENNIALTRAIN,hauled by ex-CN 2-8-0 now
numbered ONR 137,will be operating from Kapuskasing during Old Home Week
June 29 to July 4,1971.0NR crews will bring the train to Cocnrane,where
CN crews will take over for the run to Kapuskasing.The Centennial Train
will operate on Spruce Falls Power & Papers trackage with SFP&P crews.
Photo courtesy of the Author.
Mr. Guy Clarkson of the proposed Toronto Transportation Museum and
after considerable discussion,Mr. R.M.Morel,President of the Kapus­
kasing and District Historical Society was advised that Number 5107
arrive in Kapuskasing about April 15,1971,coupled dead in a
freight train.
This was Ilelcome nellS indeed I The display could now be
organized to include a genuine steam locomotive and two passenger
cars. Naturally,Number 5107 would have to have some Iork done on
her exterior before she could be properly displayed. At the same
time, passenger car number 5372 Ilould be stripped of all its seats
and toilets. The other of the two -car number 5145 -Ilould be sim­
ilarly reorganized interiorally for the display of historical ma­
terials relating to the To~m and the surrounding district.
The entire display is to be located in Station park, pro-
perty formerly o…med by Canadian National Railways,but leased to
the Town for a period of 99 years. It is expected that the equipment
will be maintained from revenues earned through the Gift Shop,estab­
lished in the smoking compartment of car 5145, together with grants­
in-aid from the Government of Ontario and the Town of Kapuskasing.
Engine 5107 is on temporary loan to the To…m -for the time being,
that is. Local merchants and supporters of the project have made
significant donations of goods-in-kind to help the operation off
to a snappy start.
In addition to the creation of this raihlay display, other
rail activities are planned. Ontario Northland RailwayS 1967 Cen­
tennial Steam Train -ex-CN 2-8-0 now numbered 137,a baggage car, two
coaches and a van -is scheduled to be on hand for short trips on
the afternoons of June 29,July 1,July 3 and July 4, starting at 1.00
p.m.,2.00 p.m.,3.00 p.m.and 4.00 p.m.
The Spruce Falls Power and Paper Company Limited,jointly
owned by Kimberly-Clark Corporation and the New York TIMES, has a
private railway from their mill at Kapuskasing to their hydroelec­
tric power plant at Smoky Falls,some 50 miles northwest of the To…m.
The line was originally built in 1923 to bring in men and materials
for the construction of the pOIler plant, but in 1927, the Company
started lumbering operations and used the railway to haul wood to
the mill. The old -timers call the line the Spruce Falls logging
road II or simply the Smoky Line . Spruce Falls PO~ler and paper has
offered their cooperation in the operation of special trains for
passengers over part of this line during the summers celebrations.
Ex-CN passenger car number 5372 is proposed as the loca­
tion of a large HO-gauge model railroad, constructed by members of
the Spruceland Model Railroad Club -Mr. Harry Martin,President. At
the other end of this car,a 1920-era ticket office is to be created.
Glass showcases for rare items of railwayiana will occupy the centre
of the car. Accessories for the ticket office have been sought out
from locations as far east as Moncton,N.B. and westward to Winnipeg.
The only important artifact so far not located is a brass cuspidor,
but it is certain that someone IIill turn up one of these essential
receptacles before the display is finished.
Canadian National Railways 4-6-2 no. 5107,built by Montreal Locomotive
Works in May,1919,b/n 61473,class J-4~d. Cyl. 23 1/2 x 28; drivers 69;
b.p. 200 psig.;t.e. 38%. On loan to Kapuskasing & District Historical
Society,April 1,1971 from the Ontaricr Science Centre. Photo Peter Cox.
outside, a station platform will be built alongside Num­
ber 5107 and train, whereon will be displayed 2 four-wheeled bag­
gage trucks, some station benches and other once-familiar station
platform items.
Perhaps next year, funds permitting, other railway vehicles
will be moved from their present place of storage to augment this
display. Such exhibits may include a wl1loden CPR caboose,a CPR steel·
sheathed mail car,a 70-ton GE diesel, a 25-ton Vulcan industrial sw­
itcher and a Quebec Central Railway wing-plow. Meantime, Canadian
National Railways and Spruce Falls Power and Paper have provided
magnificent cooperation by supplying materials and heavy construct­
ion equipment, without which the project could not have been real­
Despite the apparently heavy emphasis on railway enthus­
iast interest during Kapuskasing s Golden Anniversary celebrations,
the ladies who plan to attend -or who have to accompany their rail­
fan families -have not been overlooked .. The Kapuskasing Chamber of
Commerce has arranged golf tournaments, band concerts,regattas, gar­
den parties and a chance to meet old friends and find new ones.
There are many special exhibits and contests and the Chamber of
Commerce has given an unconditional guarantee to find every visitor
suitable accommodation during the height of the celebrations.
Without any doubt,the citizens of Kapuskasing have made a
determined effort to approximate -if not,indeed,surpass -the cel­
ebrations scheduled for Canadas west coast in 1971. Although Ka­
puskasing is on the Trans-Canada Highway,between the enthusiastic
east and the wealthy west, the best way to get there is by the joint
Canadian National-Ontario Northland evening train, which departs
nightly from Union Station, Toronto -with sleepers -at 2000 hours,
arriving at Kapuskasing the next morning at 1000. Travellers from
Montreal will have to be a little more hardy,as their connection, de­
parting from CNs Central Station,Montreal at 1500 hours,arrives at
North Bay,Ont.,at 2225,where they must wait until 0135 for the ar­
rival of the CN-ONR train from Toronto.
Suffice it to say that no matter how you may decide to
travel, the Town of Kapuskasing,Ontario, will be happy to make you
for its Fiftieth -and any subsequent -Anniversary festi­
vities and celebrations!
~~c I,
KAPU.~, KA-:;INti
eN coach 5145,built in 1919 by
Canadian Car & Foundry Company
of Montreal;withdrawn from ser-
vice September,1970. Class PB-
73-F;total weight 165,000 Ibs.
CN coach 5372,built in 1913 by
the Pullman Company as their
Dixiana; 2 drawing rooms, 7
compartments. Purchased by CN
in 1942 and withdrawn from ser­
vice July 17,1970. Both cars
donated to Kapuskasing & Dis­
trict Historical Society in
September,1970. Photo RM Morel.
in the sense that we usually
use these words,but,in truth,
nothing else t
, What other description would properly fit the new Canadian
National Railways accommodation for the train crew on their fast,
freigl1ts? Among other things, these new cabooses boast swivel chairs
,ith safety headrests,a chestefield bed, two heaters,a high-capacity
water system for 1ashing and cooking, chilled drinking water, gener­
ally improved facilities for food preparation, a chemical(anti-pol­
ution) tOilet, electric ligh,ts,power for refrigeration and cooking?
all set off by an interior STELVITITE finish in bright decorator
You are, perhaps, still unconvinced? Then consider roller­
bearing trucks, shock-absorbing underframes,a wide-vision metal and
glass cupola with indow-wipers for good visibility and comfortable
Exteriorally,the new CN units are painted in the standard
CN vermillion, vT1 th reporting marks and the Company stylized CN on
sides and ends,as the finiShing touch. What a way to gol Not only
that. There are 110 examples of this comfortable, first-class way to
The accompanying pictures illustrate this transformation.
At the outset, boxcar no. 472939,built in November,1937,is badly in
need of repair. Shall it be scrapped? Indeed notl Lets rejuvenate
it,instead. At point st. Charles, Montreal, Carman J.M.Fortin begins
the face -lifting treatment.
step 2: with a snip-snip here and a snip-snip there, the
roof is off and wider end and side-windows have appeared. The luxury
cupola is already in place,as the new caboose takes shape.
Step 3: meet Caboose CN 79335,a flashy,up-to-date,all-st­
eel caboose. Not much resemblance to the tired old boxcar which it
once was. Cast an appreciative glance on those all-electric marker
and reversing lights, illuminated grab-irons and wide-view windows.
Inside,CN 79335 sports ceiling hand-grabd and radio-tel­
ephone connections. The new Point st. Charles fleet, plus 150 others
ordered three years ago from Hawker Siddeley,makes 260 wonderfully
comfortable homes away from home.
No,Virginia,the newCN cabooses do not have cable TVl
But,who knows? Hait until next yearl


J.M.& Edw. Trout
Original: Monetary & Commercial Times,Toronto,1871
Reprint : Coles CANADIANA Collection, Coles Publishing Company,
Toronto, 1970.
RePlacing the conventional book review
which is usually presented when a pub­
lication of particular interest to
railway enthusiasts appears, ~le are
pleased to present a small exchange of
correspondance which took place in the
pages of the Ottawa JOURNAL.
These pieces are reprinted with the
kind permission of the Editor, Ottawa
JOURNAL and Mr. C .1>[ .Kenneth Heard,Dir­
ector of the Association,Ottawa,Canada.
Saturday, August 8,1970.
Railway enthusiasts and just plain historians will be de­
lighted by liThe Railways of Canada,originally published by the Mon­
etary and Commercial Times in Toronto in 1871 and now out in a Coles
CANADIANA Collection facsimile edition.
Pushing its own product,the Times wrote at that time: Rail­
way managers read it. Railway managers subscribe for it.Railway man­
agers advertise in it. Railway managers bind it for reference.
Of special interest to railway ~uffs and historians in this
area now will be a report on the Brockville and Ottawa Railway Com­
pany by whose cnarter:
Power was confirmed to build a railway from the town
of Brockville .•.••••• to ••••• Pembroke .••• with a br­
anch from Smiths Falls to the town of Perth •••• The
line has only been opened to Sand Point,on the Otta­
wa River.
To build the railway,financing came from the Municipal Loan
Counties of Lanark and Renfrew, $800,000; town of
Brockville, $414,491.96; township of Elizabethtown,
$150,709.50 -total $1,365,201.46 .
The Times adds this editorial comment:
extent of these grants was a pretty good indication
of the extravagant ideas that prevailed during the first
Canadian railway era. The original expectation seems
to have been that the profits these municipalities would
derive out of the earnings of the railway would suffice
to extinguish their indebtedness to the Government. This
palpable delusion llas soon dispelled.
In a section on the progress of Railway Construction,the
Times had a passage on snake rails:
The st. Lallrence and Champlain was opened in that year
(1836); the rails were of wood with flat bars of iron
spiked on them, and from the tendency of this class of
rail to curl or bend upward as the wheels passed over
it,it became known as the snake rail.From this awk­
peculiarity it often happened that the rails came
into contact with the body of the cars or other roll­
ing stocl<, in which case both fared badly.
Financing tribulations of the st. Lawrence and ottawa Rail­
way,in another report,sound much like those of some modern railways.
But those less interested in finance could note that:
This road was projected by a party of Americans,mainly
for the purpose of carrying lumber from the Chaudiere
Falls to Prescott; it was intended to be worked in con­
junction with an American road then in the course of
construction, the northern terminus of which was Ogdens­
burg. The dictates of self-interest on the part ,of the
directors is,no doubt, the reason for the important de­
viation of the original plan,by which the terminus was
placed nearly three miles further down river than was
contemplated. A consequence of this change is that the
lumber traffic is not one-fourth of what it would have
been had the original project been adhered to.
Seems there were Yankee entrepreneurs in the canadian woodwork
even then, and Canadian newspapers to rail against them.
ottawa,Canada;August 13,1970.
Your editorial of saturday, Aug. 8,1970, entitled Go By Sn­
ake Rail,prompts this letter. Wile railway enthusiasts would cer­
tainly consider the republication of The Railways of Canada as
a useful means of making more available this particular lork which
has long been out of print, today -99 years after its original
publication -it must be read with a deal of caution. Recent schol­
arship has shown that many of the facts in this work are inaccurate.
For instance, the statements made regarding the first loco­
motive of the Champlain and St. Lawrence Rail Road,whioh immediately
follow the second quotation in the editorial, have in particular been
Unfortunately,these particular mis-statements continue to
appear in Canadian history books which are otherwise quite reputable.
The statement that the By town and Prescott Railway, which is
the subject of the last quotation of the editorial, was projected by
party of Americans has also been proven to be wrong. This railway
was promoted primarily by residents of the towns and municipalities
through which it was projected to pass,notably By town and Prescott.
In March, 1853, some of the promoters tried to raise capital
in Boston; but it is doubtful that the money raised exceeded 10
per cent of the outstanding paid-up capital stock of the railway.
Between 1865 and 1867 the railway went bankrupt and was reorganiz­
ed as the St. Lawrence and ottawa Railway. On that occaSion, the
original capital stock was wiped out; and the new owners were all
without exception British. .
role of Americans or American capital in the railway
was therefore marginal.
Other errors of fact in The Railways of Canada can also
be cited.
C~~.Kenneth Heard,Director
Canadian Railroad Historical
A few additional remarks by the Editor may be in order. It is true
that Messrs. J .M.& Edw. Trout did record many items of misinforma­
tion in their 1871 publication, but more through ignorance than by
design. For these errors -and at a distance of almost 100 years –
may they not be absolved?
Having received adequate warning,it is anticipated that
serious students of Canadian railway history -and this includes
contemporary novelists and text-book publishers -will take adequate
precautions to verify any information in The Raihlays of Canada ,
which may be erroneously assumed to be correct. Such an assumption
would be very, very dangerous.
Notwithstanding these conditions,Messrs. Coles Publishing
Company of Toronto has done a real service in publishing this an­
cient work. The reprint is very tastefully prepared and includes
all of the fascinating advertisements of many bUSiness enterprises
of a century ago.
The full title of the publication is quite unique and very
charming and is here1ith reproduced in its entirety:
Editorial Staff
What must
surely be the most hilarious railroad story of 1971 viaS
front-paged by ne1spapers across the country recently, in bold -faced
type,announcing that an unheard-of short-line railroad in Illinois,
U.S.A.,had attempted to purloin more than 200 brand-new boxcars
from poverty-stricken Penn Central. While PC public relations reps
were quick off the mark with allegations, media representatives had
great difficulty in finding anyone who would agree to act as spokes­
man for the allegedly offending line,let alone anyone who would
act as a statement-maker. When all the initial hoorah was over and
the dust had settled somellhat,it appeared that Penn central had con­
fused some 277 of its freight cars with a group of similar cars own­
ed by
the Equitable Life Assurance Company and under lease by that
Company to Penn Central. When the leasing term expired, these cars
were returned (on paper) to the Equitable Life,who then sold them
to Diversified properties, Incorporated, which in turn retailed them
to Illinois short-line Lasalle & Bureau County Railroad -the so­
called villain of the piece.
In 1966,the LaSalle & Bureau County Railroad Company op­
erated freight service only betltleen La Salle,MidvlaY (2.5 miles),Heg­
ler (7 miles),La Salle Junction (7 miles, junction with the C&NW)and
Ladd (10 miles, junction lith the NYC System). By 1969, the La salle
& Bureau County las still operating the same total mileage of 25
miles and Mr. Joseph F. Cinotto was the General Manager.
Amidst riccocheting accusations, allegations, rebuttals and
the intrusion of J. Edgar Hoover and the FBI,the mystery of the pur­
lOined boxcars was referred to a Federal grand jury for investiga­
tion.Did they,or didnt they? If they.did,vlas it by accident or by
design ? As of April 15,no decision had been handed down to exp~ain
lhether the occurrence 1Ilas real or imaginary. Penn Central was the
butt of some jokes which splattered a little dirty Ilater on its
corporate image. The La Salle & Bureau County Railroad went on con­
necting 1Ilith the Ic,the Rock Island,the C&NW and -the Penn central
at Ladd,Illinois.
On April 1,1971 -ancient anniversary of jokes and
japes, The State of Vermont unexpectedly contributed
to the annual festivities by declaring that steam
locomotive number 1246 of the Green Mountain Rail­
road Riverside to Chester, Vermont) constituted a
major and intolerable source of air pollut10n,with
the inference that the States Department of Health
air pollution responsibilities might require cessa­
tion of operation of the coal-burning locomotive.
The immediate reaction among railway enthusiasts
las one of utter disbelief. It was completely and
totally astonishing that the state of Vermont would
seek to suppress a tourist activity which annually
attracts thousands of people to the State.
Incredulity aged to apprehension and Dr. R.B.Aiken,
and Director of Industrial Hygiene Division Harry
Ashe of Barrie were shortly thereafter inundated by
flood of letters,petitions,telegrams,moans,threats,
cries and screams from railway enthusiasts from Nor­
Nay (Maine) to Newport (Ivashington), not to mention
Letters to the Editor in most of Vermonts daily
and weekly newspapers.
By April 8,Dr. Aiken and Mr. Ashe had recovered suffi­
ciently to prepare a notice convening a Public Hear­
ing in the Armory on Hestminster Street, Bellows Falls,
Vermont, for May 6,1971,its purpose being to consider
the request of the Green Mountain Railroad Corporation
of Chester Depot,Vermont,for variance from Vermont
Health Regulations,Air Pollution Control, Part 5,Chap­
ter 4. All interested persons to be given reasonable
opportunity to submit data, views or arguments, orally
or in writing,in connection with the actions propo­
sed to be taken by the state Board of Health.
Cass Scenic, Stone Mountain,TRM,Cumbres & Toltec and
Silverton, please note I
Soft-pedalled in North America but widely discussed in Scandanavia
was the February 1971 visit to Nor~ay of seven officers from CP
RAILs research and operating departments,to conduct tests with the
Swedish state Railways AESA 4900 hp. Rc2 thyristor-controlled el­
ectric locomotive on the 52-mile Voss -Finse section of the Bergen
Line of Norwegian· State Railways. Week-long tests Iith the Swedish
locomotive and dynamometer car took place between February 22-29 on
the steep 2.15% gradient, three times the length of CP RAILs 2.2%
climb up the Beaver Valley from Beavermouth,west of Golden, to the
Connaught Tunnel under Rogers Pass. Snow depths and 11ind velocities
were also comparable with those found in CP RAILs Selkirk Mountains
operation,as was the maximum altitude of 4,270 feet. Tapes and cha­
rts of test data were whisked back to Computer Centre,Windsor Sta­
tion,Montreal for analysis. The Rc2 itself is not expected to meet
CP RAILs requirements, but data derived can be extrapolated to de­
termine probable performance of a larger, heavier locomotive needed
for use on the much-discussed Calgary-Vancouver electrified route.
Meanwhile,General Electric of Erie,Pa.,recently published a brochure
disclosing a new electric locomotive design for a power unit rated
at 6,000 hp. and designated E60c. Such a locomotive, built jOintly
by Canadian General Electric and MLW Industries at the righ.t price,
might be more attractive to CP RAIL than the I Am Curious-MULTI-
MARK from AESA-Sweden. There is also a Swiss contender, alleged to
be cheesy by some, but nevertheless a front-runner in the present
limited competition.
4472 -NO RETURN IN 1971.
Alan Pegler announced early this year that No.4472
FLYING SCOTSMAN (lith two tenders) and train
will not return to Britain in the foreseeable
future. 1971 proposals include another North
American tour, starting in February from Toron­
to,Ontario and wending to Atlanta,Georgia,Wis­
consin Dells, IUsc. and thence via Burlington –
Northern to Seattle, south to Oakland and up the
Feather River Canyon via Western Pacific, ~ith
a grande finale October 1-9 during British lVeek
at San Francisco.There are no definite plans
for 1972 but 1973 may be Cross-Canada Tour Year
with a visit to Kingston,Ontario for the 30oth.
Anniversary celebrations in that city. Pegler
h.opes to keep FLYING SCOTSMAN in North America
until 1976, when it would visit the proposed
EXPO 176 festival in Philadelphia,Pa. and par­
ticipate in the whing-ding of bicentennial cel­
ebrations of the founding of the United States
of America.
On Friday,April 16,sharp-eyed observers in the Montreal
area might have watched with amazement as Delaware and
Railroad IS southbound night New York sleeper,
Train 34,the LAURENTIAN, disappeared out of Montreal
Hest with a consist including two CP RAIL Grove
and one from Seaboard Coast Line, instead of the tV10 or
three Penn Central sleepers usually used on this over­
night Montreal-Ne~l York run. During the morning of the
same day,Penn Centralls freight from Syracuse via Mes­
sina and Fort Covington,N.Y. and Dundee and Huntingdon,
Que.,to Adirondack Junction and CP RAlLIs st. Luc Yard
at Montreal failed to make its usual quick turnaround.
Alaiting its arrival was the same Sheriffls deputy,who
shortly before had slapped a writ of attachment on the
Penn Central I s sleepers IIColleton Countyll, Zoar Valleyll
and If Forest Stream
at CP RAlLIs Glen Yard, fresh off
the overnight train from New York.
At st. Luc Yard, the vTily law-enforcer captured GP-38 ,
no. 3068,Gp-40,no. 7891,caboose no. 249~5 and tvrenty­
some-odd PC boxcars – a nice haul in any sheriffls de­
putyls notebook. All this legalese seemed to be due to
the fact that Penn Central owed some Canadian company
some money and
the creditor was out to collect -in
cash or in kind. Apparently,he got more than his moneyls
Ilorth, for the Colleton County went back south on a
D&H passenger extra Monday night at 2040 hours (Seaway
Tower) •
Early in April,British Columbias somewhat empty northeast quarter
began to shoyl signs of life as the Provinces Pacific Great East­
ern Railway resumed construction of its 250-mile extension over
an undulating,wiggly course from Fort st. John to Fort Nelson. The
rails,at thp. time of writing,had been laid to vrithin 50 miles of
Fort Nelson and the gap was being closed -weather and muskeg per­
mitting -at the rate of l! to 2 miles a day. The largest engin­
eering Hork on the new extension is the bridge over the Fort Nel­
son River.The opening to Fort Nelson,scheduled for the autumn of
1971, is aHaited vlith keen anticipation. Once the laughing-stock of
the Canadian transportation fraternity,PGE is rapidly becoming more
than a power to reckon ~rith in western Canadas northern transpor­
tation pattern.
South of Montreal,beyond Rouses POint,New York,part
of Delaware & Hudson Railroads right-of-way near
Port Kent,N.Y.,slid into adjacent Lake Champlain on
Friday,April 16,marooning tHO U-Boats on the nor­
th end and cutting the main Montreal-Albany artery.
Apparently,the washout was repaired temporarily,for
Fridays Train 34 south made it,as did Train 9 from
Albany. Saturdays 35 north vias an hour late and
that night,lO las cancelled. On Sunday, all trains
north of Whitehall,N.Y. were cancelled lhen the new
fill once again disappeared into Lake Champlain and
the D&H llaS forced to resort to the time-honoured
method of knocking holes in overaged hopper cars,to
tumble them into the lake in a desperate attempt to
form a permanent breakvlater on which a foundation
for new fill could be constructed.
Things were still confused on Monday but by Tuesday
a semblance of order had been restored.The train
arri val and departure board in CP RAILs lUnd sor
Station 1las meanwhile plastered with notices in both
French and English announcing the termination of all
D&H and Napierville Junction Railway passenger train
service as of April 30,1971 -and RAILPOX. Last ad­
vertised departures of D&H Trains 34 & 10, the LAU­
RENTIAN and MONTREAL LIMITED were for 0845 and 2135
hours respectively,on April 30. Last scheduled ar­
rival llas given as Train 9 -MONTREAL LIMITED -on
saturday morning,May 1. Presumably this equipment,
together with any other D&H and unseized Penn Cen­
tral passenger equipment would be deadheaded back
to Albany,N.Y. This will mark the end of nearly one
hundred years of New York-Montreal passenger ser-
vice over this route and is the last of the famous
four : (CPR-B&M-NeH Haven ; CV-B&M-NeW Haven; Rutland­
NYC ;D&tI-NYC :Penn Central) north-south arteries of
railway passenger traffic.
Hith the May 1 deadline for cessation of electric switching in Corn­
lIaIl,Ontario fast approaching,local interest to conunemorate discon­
tinuance of electric service began to boil. The Tourist and Conven­
tion Bureau voted to go all-out for a farewell party in honor of
the doomed electric locomotives and at least one surviving electric
streetcar.George Heath,director of radio station CJSS suggested that
one of the steeple -cabs should go to Ottavla s Museum of Science and
Technology,while the streetcar should form a static display.In Mon­
treal,it Has understood that diesel-day might have to be postpon­
ed until sufficient S-series diesel switchers were available. Mid­
April found one sHitching the yard,but those for use on Cornwall
Electrics industrial spurs must be modified some~hat to permit op­
eration on trackage 11i th streetcar-type curves and rails. The word
is that full diesel operation will not occur until the end of the
summer – a welcome if temporary reprieve of this unique operation.
Montreal STAR in an inconspicuous report,
noted on April 19 that wor~ had started on
the relocation of the tracks in CP RAIL I s Hind­
SOl Station. Scheduled for completion Novem­
ber 15,1971,this work was said to be prelimin­
ary to the redevelopment of Hindsor Station -a
r·1arathon Realties production. CP RAILs com­
muters vJere assured that they would not be af­
fected by this relocation since,on inspection,
only the three most northerly tracks appear to
be involved. These tracks formerly handled much
of the mail andexpress traffic,the latter now
being loaded and unloaded at CP RAIL I S ne,l ex­
press terminal at Lachine (Grovehill). No de­
tails of the total redevelopment scheme are yet
available, but it is rumored that any. remaining
passenger trains operated into Montreal over
CP RAIL right-of-~Iay after the termination of
the project will stop at Mountain Street,about
4 blocks Vlest of the present terminal.
Sperry Railcars certainly get around. Bill Linley of Ottawa caught Number
working on the Spokane International Railway -CP RAILs U.S.connect­
ion -at Eastport,Idaho on September 20,1968.
published by the
Assooiate Membership inoluding 11 issues of
Canadian Ra1l 8.00 annually.
Canadian Railway !Huseum
lIusee Fcn·oviuirc Canadicn
Our 10th. Ann! versary Notre lOem. Annlversalre.
C.~LK.Heard, 74 Southern Drive, Ottawa I, Canada
OTTAWA W.R.Llnley, Secty •• P.O.Box 141, Terminal A, Ottawa.
ROCKY MOUNTAIN Mr.Donald W.Scafe 12407 Lansdowne Drive, Apt. 101 Edmonton.
PACIF1C COAST Mr .. Barrle Sanford.Secty.,P.O.Box 1006 Stn. A, Vancouver.
K.F.Chivers, Apt. }} 67 Somerset St, .., Ottawa, Ontarl0.
J.S.Nlcholoson. 2)06 Arnold St., Saskatoon, Saskatchewan.
Peter Cox, 609 Cottom-,ood Ave .. Coqultlam. firltlsh Columbia.
W.D.lI,cKeo ….. n. 6-7. 4-chome. Yamate-cho.Suita City, Osaka, Japan.
J.H.Sanders. 67 Willow Way, Ampthill. Beds., England.
K.G.Younger. 267 Vernon Rond. Winnipeg, fo:anitoba.
Mr. Donald W.Scafe,12407 Lansdowne Drive, Apt. 101.Edmonton Alta.
Copyright 1971 Printed in Canada on Canadian Paper

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