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Canadian Rail 329 1979

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Canadian Rail 329 1979

Rail i

Its 9 A.M. and yet another
working day begins for the
prepares 5826 for her days
work. The locomotive and van
tie-up at the Leamington Yard
overnight. Photo courtesy of
the Author.
Step two in the days work is to
pi ck up the days empty cars as
required by HEINZ, these will be
rattled down to the plant to be
loaded, then returned via the
same route. Photo courtesy of the Author.
ISSN 0008 -4875
Publ ished monthly by The Canadian Railroad
Historical Association
P.O. Box 22, Station ~
Montreal Quebec Canada H3B 3J5
EDITOR: M. Peter Murphy
LAYOUT: Michel Pau1et
L. M. Unwin, Secretary
60-6100 4th Ave. NE
Calgary, Alberta T2A 5Z8
D. E. Stoltz, Secretary
P. O. Box 141, Station A, Ottawa, Ontario
K1N 8Vl
R. Keillor, Secretary P.
O. Box 1006, Station A, Vancouver
British Columbia V6C 2Pl
C. K. Ha tcher, Secretary
P. O. Box 6102, Station C, Edmonton
Al berta T5B 2NO
R. Sa llard, Sl., Secretary
300 Cabana Road East, Windsor, Ontario
N9G 1112
J. C. Kyle, Secretary P.
O. Box 5849, Terminal A, Toronto Ontario
M5W lP3
Peter Warwick, Secretary
P.O. Box 593
St. Catharines, Ontario
L 2R 6W8

Amid a field of soybeans CONRAILs 5826 heads North -through
Blytheswood, Ontario with a full load from Heinz. The date
is August 1976 and Ken Gansel took the picture.

by Kenneth A.W.Gansel
All photographs by the Author
unless otherwise noted.

This is our old friend 5826 switching the Heinz plant in Leam­
ington, Ontario. Photo courtesy of the Author.
Amherstburg Branch from Essex to Amherstburg has not
seen a train for a long time, the right of way is overgrown and
the railway considers it out of service even though it appears
in the employees timetable. The tracks into Amherstburg have been
removed, but the station is still standing, now an art gallery and
store. The CR can use the C & 0 tracks from Pelton to McGregor
Jct. and CR tracks the one mile to McGregor if they have to get to
the mill there. Amherstburg is also served by the Essex Terminal
Railway, which runs one train in the afternoon to the quarry at
Amherstburg. The ETR has an agreement to act as agent for Conrail
and does carry some traffic to Amherstburg. It will not be long
before the Amherstburg branch will vanish into history, although
at one time it was the most important terminal of Canada Southern.
Fort Erie Branch was touched on briefly in the main
line discussion, this is a single track branch of 5 miles from
Welland (Brookfield CTC) to Fort Erie. The only train is the 1
TH & B passenger train mentioned before. Parts of the right of
way have been overgrown including the trackage in front of the
Fort Erie Station, which is located about 100 yards from the
International Bridge. Inside the Fort Erie station is a relic
of the past, a MCR TH & B NYC arrival and departure board which
was still used to show the comings and goings of the 2 trains.
The CR line ends just 50 feet from the end of the International
Bridge, also known as the Victoria Railway Bridge, which links
Fort Erie, Ontario with Black Rock, New York. The CNR and N&W
freights use the bridge the most. Conrail freight service on the
Fort Erie branch is on a required basis.
The Leamington Branch is my favorite branch of the
Conrail in Canada, this is where the traffic is. It was well
woth the time to spend two days covering this 14 miles of track
from Leamington to Comber. The day starts around 9:30 when
M. McIlwaine the Conrail agent arrives at the Leamington station.
He calls up HEINZ to find out what cars are to be placed and
what cars are required today. There are usually some 10 to 20
cars in the Leamington Yard and are called theon handcars from
which the HEINZ company can draw on. The HEINZ company is very
particular as to the type of car used for each one of its products
but their favorite car is a 40 or 50 temperature controlled
car which has the OF feature. Also note that HEINZ will not
use any CR cars but only CP and CN, this came about because Penn
Central could not supply a car in good enough condition for HEINZ
to use. Around 9:30 the first members of the crew arrive,
Albert Balestrini, the engineer, gets his engine ready. One
problem is the sanders which seem to have excessive amounts of
moisture in them, and must be blown out every morning. By 9:30
Robert Caldw~l, the conductor, and trainmen arrive and the
LEAMINGTON FLYER is ready to go to work. Between 9:30 and
12:00 the train will spend all its time switching in the HEINZ
Plant, which is off limits to railfans. However, the trackage
leading down to Lake Erie which is used for car storage is
accessible. Here The Runaround Track is where the crew assembles
cars from the storage track and puts together the days requirements
for HEINZ. Around 12:00 the train will cross Erie Blvd. in the
middle of Noon day traffic and return to the station for lunch.
CONRAIL, Comber, Ontario, switching cars from WX-2 to the Leam­
ington Local.
Switching completed WX-2 s van clatters past the local headed up
by 5826, this photo was taken by the Author in September 1976.
Unless there has been a delay at HEINZ the train will be ready
to start for Comber, some 14 miles away to the north, by 13:30.
The train is known to the local population as the
°Leamington Flyer
but not because of its speed of (10 mph) which
is the maximum for the Leamington Branch. The dispatcher refers
to this train as the Leamington Local when he calls it on the
radio and the Conrail freight timetable calls it LC-2 going north
and CL-l going south, what class. After leaving the station at
Leamington the train crosses over the C&C diamond and heads north
in that typical Canada Southern tradition. The country side is
flat as it passes through farm country which produces tomatoes,
hot peppers, lettuce and soya beans which are of course sold to
HEINZ. There are also large apple orchards, the apples being
used to make apple-vinegar, the whole town of Leamington smells
of vinegar and ketchup. One point to note is that just about
every bottle of ketchup sold in Canada by HEINZ will travel over
this 14 miles of branch line on its way to tables across the
Think of that, when you see one diesel engine and 20
cars moving by at 10 mph. Comber is reached by 15:10 and most of
the time WX-2 is waiting for our arrival. WX-2 is the Windsor
turn on its way back to St. Thomas and it can not pass Comber
until it has made the connection with the Leamington Flyer. WX-2
will take the cars from Comber to St. Thomas and CL-l (Leamington
Flyer) will return to Leamington with the cars which left at
Comber in the morning by XW-l. The switching at Comber between
the two trains is completed in about 1 hour or so. The crew of
This is the sign that graces all the stations along the CASO line,
this particular shot was taken at Hagersville, Ontario
the Leamington Flyer takes a 10 minute break in the afternoon for
coffee in the Comber Station before heading out to Leamington.
The Comber station is one of the classic old stations still stand­
ing on the line, Jimmy Small, the carman, has an office in the
station. He is responsible to see that all the HEINZ cars are in
good shape. 16:30 time to return to Leamington 14 miles and 1
hour and 40 minutes later we are back at that destination.
Unless HEINZ has a night switch that is it for the day.
There are good photo locations at every concession road
which crosses the tracks, but the activities at Comber with the
two trains is the highlight of the branch, in fact this is the
only daylight operation on CR which is easy to chase and photograph.
One could never keep up with XW-l or WX-2 they move at 60 mph
and the Montrose/Fort Erie train runs at 45 degree angles to
every road. So this is it for daylight on Conrail, only on the
Leamington Branch with the Flyer. I should also point out that
the C&O runs through Leamin~ton on its own tracks every evening
except Sunday around 20:00 tthis is a local) the through freight
goes by at 04:00 and it is so long that it wakes up the whole
You will not find the St. Lawrence and Adirondack in
the Official Guide, yet it is still a company, its property
leased to Conrail through the lease which was held by the New
York Centrol. The line which is 56 miles long is known as the
Montreal Branch in the Northeastern Region timetable. The start­
ing point being Malone, New York (on the Malone Secondary Track) •
At one time this line connected with the line to Lake Placid at
Lake Clear Junct10n, it is now abandoned. At Adirondack Junction
the Conrail freights use the CPR tracks to cross the St. Lawrence
River and enter CPs St. Luc Yard in Montreal, which is one of
the largest yards in Canada. However, since Malone is a dead end,
the Conrail trains from the United States travel up from Syracuse
to Watertown and on to Massena, New York on what is known as the
Massena sub-division for the 38 miles from Massena to Huntington,
Quebec. At Huntington regaining the rails of Conrail for the
remainder of the 45 miles to Adirondack Junction.
Huntington, Quebec is an open order office between
14:00 and 22:00 daily and Beauharnois is open 07:00 to 19:00 daily
except Sunday. These stations are open to cover the operation
of the only through freights VM-ll Northbound and MV-12 Southbound.
VM-ll departs from Massena at 13:30 and should be in Huntington
by 15:00 or so and with any luck the CN Freight (#436) will be
waiting at Huntington for VM-ll to clear for its run down to
Massena. VM-ll will arrive in St. Luc yard around 23:30, the
reason for this long time to cover the 46 miles is because there
is a 10 mph slow order out from Huntington to Beauharnois, in
addition there is switching of cars at Beauharnois required.
On September 6, 1948 the Lote Allon Toohey photogrophed this
doubleheoded NYC freight orriving ot Molone N.Y. on its run
from Montreol. Con roil todoy operotes this route on 0 leose
which hos survived severol corporote chonges down through
the yeors. Photo from the CRHA Archives, E.A.Toohey collect­
ion, No. 48-559
On 10 10
…. : ……. .
6 Molont
—–Con,ol~ (Canadian lines)
…….. Conrail (United Sial .. IInll)
-_. – C N R with Irackave ,lVMs lor Conrail
– – – –
Canadian Nallonal RI,.

–Conadlan Pacilic RI,. (C PRall)

, , ,
, ,
Dr ••• .,. K .••••• 1 r.clro. by ……. G. 11-78
In November, 1976 Ken Gensel photographed 7864, the local switcher
at Beauharnois, Uuebec.
Rev. 7-15-76 (712) Rev. 7-15-76 (712)
f-1-_+_I-+·-CD_ …. :::nte from Iklroll Thlru Sired +
:r H{;~IP _ .. _. ..•…•……..• 180.3
… NILf:S (B.nlon &.-conrlJry) …•.•…. __ 192.0
…….. ….. (Sou~h Btnd Seromb.l))
CP 102 …… 192.2
……… Wr,HAN.N .. __ ……. _ ……………… _ 198.5
…… CALU:1 _ .. _…………….. . ……• _ 200.0
……………… t:P THREE OAKS , •. __ . 21.1.8
… CP 213 …. _ ……………. _ ……………… 213.7
;JlCHIGAN -lNOI.l. _ …………. Z12.7
X cp~~JE LINE .. R.Dra,,bridte 226.2
jC X· X.j( ….. 1WAt:BR~riGE·~::···-·:::··· …. {S) m:~
X ………. :i!CHfOAN CITY (~Ionon ny CrsKl_ 228.9
X 10th ST ………………… R·nrawbrldge 229.8
(CSS!.:?B RR Crossing)
DIVISION POST ………………. _ 240.6
Siding Direction
S -Soulh
B -Both
& Length In feel
I B 11000 ……. 2
r85250 …….. 4
x x XC., …
(ChicaAo Div., We~t. RcA.)
PO 240.7 B /450 …. …….. 4
The direction from Suspension Bridge to PO Is Westward.
N,ne 1. Rule 221 (A), Penn Central Rules lor Conducting
Transportation. ln effect for westward trains.
Iotc 2. Controlled siding.
Not~ 3. The distance from mileage SB 2 to mil..age 0.0 Is. 3,630
.fole 4. Train Order Signal Rule 2000, In service and lndl­
o~tes Train Orders as pr=ribed by Rule 22I(A).
Note 5. Located in Dispatchers office, Detroit PAssenger
Not a block station. No Train Order Signal In service.
~ __ …:(::.C::.AN=·AD::: A nIVISION)
I .
…… ·.·.~····.··_ .. ··~~~~~r;(:~:c:~r…. ,~,o
. …… __ …. _ .•.. _ …. !;TAPLES _ .. _ .. _………… 5.4
…………………….. I$I.r1ur.;sWOOD …………. 8.8
x ………………. 1,;&:0 Crusslnc ……………….. 13.4
R·CkO Tl1Iin Disllatcher
… _ … _ ……………… u;l~~~J¥o~~~.~……. 13.8
…….. _ .. _ …. _ .. _ …. }-;;O m TRACK ……….. 15.3
The direction from Comber to Le~.mington is Southward.
9 ,E

. .
:iI g2
g g 0


~iding Direction
S -South
B -Both
! v
is & Lenfl:th in feel Q
• Dlst.:II)(t froln ~BuI(c:.,I,,o ____ -+-~-f–_____ +_
~ .§
BUFFALO (BuOlo Division)
(NorrhuJt~r Re~tnll)
1==;1==¥=~~==1 ~BLACK ROCK ………… .
U.S.A. -CANAD1Vll eN fly
BOUNDARY IJlltm:lllorul
X…. .. ……. BI Bridie 7.
DIVISION PO:: (Carow Dh.) _.. 7.9 ……………….. _
……………… _ … FOIIT ERIE ……….. :………… 7.9 c..==: …….. c:=F
~~I–+–+~I-·…:D~h~I~~oc~.~rc:.m~F~.rt~£.~,J~. ____ -+–:~-+ __________ . __ +-_
CP lt:tlIT
.. ~£P.:-lSVU.LE
K..81.1:: ………………………… .
. …….. _ .. GRt.:EN ………….. .
_ .. __ … _ CP RROOKFff.LO .. _
oraln lJnle) (eN Ry (elHL.)
1.1. 7
The direction from Fori Erie to CP Brookfield is Westward.
• D!!.tance from Ddrolt Ihltd St. J..
X x X+ …. _
EST DETROIT _….. .. …….. S 2.9
(:Ialn LI.oe)
(Macldoaw Brnnch)
(N&W Cros.dug)
XO … .. .. CP WATf.JOJAN AVE …………. _ … ,. 3.-
R·West Ot:t.toit
x X • _._. DELRAy ……………………………….. ..
(C&O. N&W. Unloo Hdt Rr Cs~)
X X X+ ._ BRIDGE . . ……… _. S
X ………….. CP );0 ……. _ ………………… R·Srld,e
(Jwlclloro1 Yards Branch)
… VISGF:R ……………… _ .. _ ……… .
… CP :IlLL (OT&( Ry (nrl) … ..
X … X XC ::: ~~BI.~.~ … ::::::::~ ……………… _ …. _ …. S
flYl&l & D&:TSL Ry ffu::iSlrfti)
……….. _.. TR.:TON …. _
….. j~~R..LT..R _.
::::: ffiot~~~rin~:::
)(Ol(WOOD ……
11.7 N4800-S5J50 ……
}~:~ N 4400 – S 4700 … ·2·
22.0 . ………….. 2
~jN425iii·:::~~::· ~
N 22fo() I
~g,H;oiiT···_·.H. ~g …… _ .. H ~
.. ~ _ ~~iNUY· ……. __ ………. ~::… R·rN ~l ~ .~. ~: ……… -.-… . ~5
WAHiiER YARD …………….. __ … _.. 34.0 S 5150 1
:IO~ROE …. _ ……. _ 35.2 J
….. , ………….. :,Io,mo~: ………….. 35.4 7-
x …………. :.::: ~~~JRXR .. :: .. ~·.~· .. ~::·.~ …… :::::R-FN ~:~ ~
x CP 1~1f;,LLl!; .. .._. . …. R·FN 40.2 S 4COO.. . …
p VIENNA • ~ O.l~~_4QQ!L::~_F=
…………… V/~FY;r:. ~~;). _ _.. 47.9 …
MICHIGAN-OHIO H __ • 493 .
X X X.. ALEXIS ___ ._ ___ 504 , -4
DlvrS!UN POST (Tolrto DII1sloo). 47~ _
1=,d==~d~(~A~n~n~A~,~bo~r &; Cr;.o CrsnA) =-_–
The direction from West Detroit to Alpxis is Southward .
Note 1. Station on No.1 track, only.
Note 2. Station on No.2 track. only.
Note 3. Not a train ordEr (·friee.
Note .. 1. Train Orc!er Signal Rule 200C. in .. ~rvjcc and indi­
cates :1in Orders ~:) prcscribe!~ t)y kule 221 (AL

Ken G ps let t s na pped this Pen n Central, po,wer al Ka nClIoiak i:, P. Q.
in 1973. The speed ·limit on portion of th,e SL Lawrence
.and Adirqndak Ry. is restdcted and 0; one ~ec~tio,n between
Hun:t,ingilon and B·ea.uharnois isas, low as10 MPH.
VM-ll orginates at Selkirk, New York, same is true of MV-12 which
terminates there also, MV-12, the return train to the U.S., departs
St. Luc Yard around 13:00 it also stops at Beauharnois to pick up
cars and will meet VM-ll either at Beauharnois, Valleyfield or
Huntington depending on who is on time, check with the agents at
Huntington or Beauharnois as to the progress of these trains.
The other point of interest which only a few people
know about, is the Beauharnois Switcher which is also known as
Conrail train No. 163. At one time this train originated at
Malone and ran to Beauharnois, but because the switcher has about
10 hours of switching in Beauharnois, its return to Malone would
have been in violation of crew hours of service law in the United
States. For this reason the engine stays at Beauharnois and the
crew takes a taxi bacK the 40 miles to Malone. By now you
probably wonder what goes on in Beauharnois to require a switcher
for 10 hours. There are 5 companies which produce additives for
steel and aluminum making and a plant which rroduces Chlorine and
a large paper mill and these firms produce around 50 carloads a day
which is the mainstay of VM-ll and MV-12. There are still signs
of the original owners of this line (NYC) such as the cast iron
stotion signs at Beauharnois, and the design of both Huntington
and Beauharnois stations. The Beauharnois switcher goes to work
about 11:00 just after the arrival of the CNR freight which drops
of cars on the Beauharnois interchange track around 10:00. The
CNR freight (#435) return from Massena at 08:00 and passes through
Huntington around 10:00 or so.
That just about sums up Conrails operations in Canada.
One last item is that Beauharnois has a railway radio on frequency
160.800 mhz and 161.070 mhz the freights are on 160.800.
Now that information I promised on maps. Three maps
cover the Canada Southern, they are available from Map Unit,
Record Services Office, Ministry of Transport and Communications,
1201 Wilson Avenue, Downsview, Ontario M3M IJ8. Ask for the
following: Coloured County Maps 1:250,000 Combined Counties of
Essex, Kent Lambton, 60¢ Combined Counties of Brant, Elgin,
Middlesex, Norfold, Oxford, 60¢ Combined Counties of York,
Peel, Halton, Hamilton-Wentworth, Niagara, 60¢. If an Ontario
resident add 7% sales tax, make cheques or money orders to the
Treasurer of Ontario, payable in Canadian funds. These maps are
excellent as they show all rail lines and all roads paved and
dirt, easy to read too. As to maps for the St. Lawrence and
Adirondack, the only ones available are Canadian Topographical
maps of a scale of 1:250,000 order from Canada Map Office,
615 Booth St., Ottawa, Canada KIA OE9. Order # 31B Ogdensburg,
#31G Ottawa, #31H Montreal, they cost $1.50 each, make cheque or
money order
With the CONRAIL Huntingdon Station in the background train VM-11
arrives from Selkirk, N.Y. via the CN line from Messana. The date
was November 12, 1976, Ken Gansel was the photographer.
Radio Information (source: Canadian Railway Radio Guide)
CONRAIL (Canada Southern Ry)
161.070 Dispatcher and train to train. (HQ base at St. Thomas)
161.130 Yard at WeIland & Montrose
160.800 Montrose Yd to contact trains in US
Repeater transmitter locations: Essex, Fargo, Fort Erie, Hagersville,
Windham, WeIland, Windsor, Niagara
CONRAIL (Adirondack & St. Lawrence Ry)
160.080 Beauharnois station to trains, train to train
161.070 Beauharnois station
Other railways close to the Conrail line for those interested
Toronto Hamilton & Buffalow
160.845 Maint of Way, Ch. 3
161.265 Yard ch. 1
161.505 Dispatch EE, Ch. 2
160.995 Brantford, Ontario for Lake Erie and Northern Ry. (CPR)
Chesapeake and Ohio Railway
160.410 Train to Train at stations Chatham, St. Thomas, Windsor
160.575 Yard, EE also at stations Chatham, St. Thomas, Windsor
Essex Terminal Railway
Canadian National Railways
161.415 EE (all canada)
161.205 Dispch. TWI
160.935 Dispch. TW2
160.665 Car Control CC3
160.785 Maint of Way MWl (Track line-ups broadcast at 07:20 &
12:50 for all sub-divisions in Southern
Canadian Pacific Railway (Windsor & area)
160.845 Yard
161.265 Yard
161.355 Yard
161.475 Dispch. Train to Train.
One Van Horne Street North
by Garry W.Anderson
A valuable piece of Canadian Railway heritage has been
rescued and preserved for posterity. The former CPR dining­
car Argyle now rests comfortably and securely in the new
Railway Museum at Cranbrook, British Columbia.
Built in 1929 by the National Steel Car Co. of Hamilton,
Ontario, the Argyle was one of 15 A-class heavyweight
dining cars ordered by the CPR in 1929 and named after British
castles. Eight more dining cars of this type were constructed
in 1931, making a total of 23 cars.
Outfitted in the CPRs Angus Shops in Montreal, the
Argyle was ready for its inaugural run in the deluxe Trans­
Canada Limited in May of 1929 in a consist of brand-new
coaches specially built for that train.
The Trans-Canada Limited was a sleeping-car only
transcontinental train which typified the great luxury that
people could travel in, but during the Great Depression the
service was discontinued. The dining cars were then used
allover the system including the Kettle Valley line. Other
famous trains to have these cars in consist were the Dominion.
Film Room
.) o 0
In 1955, the all-new stainless-steel cars of the
Canadian entered service, and spelled the beginning of the
end for many heavyweights. The Argyle continued on in
regular passenger service until 1959, but was then withdrawn
and converted into a cook-car for gang-construction service~
It remained in this capacity until 1976 when it was retired
altogether from active service and put up for either sale or
The 94-ton coach was purchased by the Cranbrook Archives,
Museum and Landmark Foundation in May of 1977, and the next
13 months were spent in restoration and site preparation.
However, a startling discovery completely changed the original
design proposal to convert the car to an exhibition area.
Garry Anderson, the designer and supervisor of restoration
found the most lavish inlaid black-walnut panelling after
conducting research into the cars history and specifications.
Apparently, all the walls and trim had been painted over upon
the conversion to work-train service in an attempt to brighten
the interior and make it more maintenance-free. In some
places there were up to 7 layers of different colours of paint
which were removed to reveal the intricate marnuetry and burled
patterns. Needless to say, with the change in design, there
were also changes in costs -the original budget of 527,000
zoomed to 591,000:
Work began on June 2/78, and while the site was being
prepared and fenced, the Argyle was discreetly ~laced on an
unused spur nearby where workers laboured for 3
months. On
the interior, all panelling and the 66 windows had to be care­
fully removed for restoration at a workshop. All the ceilings
and lateral partitions were also removed. On the exterior, new
clerestory roofing was reauired as the original was nearly
completely rotted away; the traditional tar & canvas method
was used to restore the roof. The exterior walls had to be
severely brushed and then sanded to prepare for the final coat
of traditional Tuscan-Red enamel. This reauired weeks of
work as there was much peeling and gouging of the old layers
of paint, and in some places spilled tar had embedded itself
right down to the base layer. Stencils were made from the old
lettering under the many layers of paint. By making rubbings
over these barely distinguishable letter outlines, the stencils
were obtained and gave the exact size and shape of the original
extended Roman script for the names Argyle and Canadian
Pacific. The trucks were all steam-cleaned and brushed prior
to being sprayed with rust-preventive paint, and then all
exterior (mahogany-sashed) windows were re-installed and
sealed after their restoration in order to make the coach
weather-tight for interior work to proceed. Then, on September
27/78, the Argyle was moved to its final resting place inside
the 10-high fenced enclosure in downtown Cranbrook, just a few
feet off the CPR main tracks. The proximity of the site
spur to the main tracks made the location of the Argyle con­
siderably easier without having to lift it into position.
As soon as the cooch was on site, work began on the
interior. The first thing to do was to add more insulation
to the walls and ceilings and then install vapour barriers.
This is Canadian Pacific Service # 411257 as delivered to the
Archives Museum in Cranbrook, B.C. in June of 1977. In addition
to being in poor condition note the mullion removal to permit
some windows to slide sideways.
If you think the exterior of the car requires work, this was the
scene inside. The refuse on the floor is what was left after the
removal of the lateral partitions that were required for service
as a boarding car.
Electric service was installed at the same time so that
electric baseboard heaters could maintain the temperature
inside at a comfortable working level and to allow drying for
the drywalling, etc. The Argyle was completely re-wired for
the new lighting, heating and air-conditioning systems that
were to be installed to maintain environmental (humidity)
control to protect the panelling. The entire floor under the
former pantry and galley areas was found to be in poor shape
due to water seepage from the sinks etc., so it was completely
removed right down to the girder supports. A new floor was
built up to be level to the existing floor in the dining area
and was insulated as was the original. The air-conditioning
unit (2-ton capacity) was bolted to the undercarriage of the
coach and a vent brought up through one of the centre cabinets
to connect to the old air-conditioning vents in the ceiling;
centre ceiling fans were then attached to assist the flow of
cool air during the hot summer season. During the winter
the coach is heated from banks of baseboard heaters attached
behind the old heater grills. All in all, the new environ­
mental control eouipment was carefully inserted and hidden
from view in the coach; it is this enuipment that should
maintain the panelling indefinitely.
The interior (walnut-sashed) windows, the trim, and all
the panelling were transferred to a rented workshop space where
they were restored between September 1977 and April 1978. The
total number of pieces restored during stage I is appraximately
550, with stage II having close to 200 additional pieces of
panelling. Once the final varnishes had dried, all pieces
were returned to the Argyle for re-mounting. The interior
windows were sealed-in and then the panelling fit together
like a jigsaw puzzle, each piece carefully fittingTrito the
next in the same manner as it had been removed.
Stage I of the restoration involved the hallway panelling
and one half of the dining-room panelling. The other half of
the dining-room was walled-in for the summer exhibition of 1978
and became the exhibition-room where items could be displayed
wherever on the wall and illuminated by a large track-lighting
system. Stage II (now in progress) involves the restoration of
the second half of this dining-room panelling in order to pro­
vide a Tea-room activity of a museum standard. Thus the
entire dining area will be restored.
As all partitions has been cut away after 1959, there were
no walls designating the galley or pantry when the coach was
purchased. The galley area was walled-in to provide an office,
but the pantry walls were not reconstructed so as to provide a
larger room the width of the coach that could be used for
meetings of the Foundation and as a small theater. Original
silk-embroidered window blinds were restored for this room in
order to control exterior lighting.
The outstanding feature of the restored dining area is
certainly the six dining tables displaying original CPR silver­
ware, glassware and china -now totalling 114 pieces! All
pieces are badged with the CPR initials, and are most appro­
priately surrounded by the panelling that they were originally
surrounded by in 1929. The whole room typifies the great
luxury that well-to-do travellers could look forward to when on
board, dining as the countryside slipped by.
The ceiling has been painted and several panels rest ~n the fore­
ground after being freshly varnished.
The dining area has been completely restored and the table is set
with origional CPR silverware, glassware and china. This photo
was taken in December 1978 by the Author.
This is a close-up of the various inlaid patterns in the black
walnut panelling of the origional dining area. The pattern at left
is supposedly the English Royal Rose and Crown, while that at
the right is that of a single rose.
The main change to the exterior was the reconstruction of
the B end of the coach to provide an open observation plat­
form. This major decision was not taken lightly as it was a
departure from pure restoration, and hinged on several con­
siderations. As dining cars has no stairs (and there was no
thought at first of expansion to include more coaches), access
was a problem other than constructing a platform across the
end(s) of the coach. Also, the auestion of providing a timed
end for the Argyle was paramount as the coach formed an
integral part of the steetscape of downtown Cranbrook;
a single door opening directly out of the coach and onto
nothing did not offer a good solution. The final considera­
tion was the fact that there were no end panels at the B end
of the dining-room. They had been cut away after the 1959
conversion, so a new panelled wall had to be constructed to
finish the interior. This wall would be built exactly where
the exterior wall would be, so the two were combined. To
protect the structural stability of the walls and the roof,
large metal plates were welded in under the new end-wall
windows and attached to the main lateral support beams under
the coach, and up through to the ceiling and onto the exterior
walls as well. Then new stairwells and railings were added.
New full-length glass in the end walnut daor and an awning
completed the picture.
The interior is resplendent in decor. The high-gloss
finish of the varnished panels, and the imported axminster
carpet (in shades of blues and browns close to the original)
plus the table settings all combine to conjure up an image
of now-unattainable luxury and craftsmanship. One has to
see the coach to believe the effect.
The museum is located at a most distinguished address
Number One Van Horne Street North in downtown Cranbrook.
Van Horne Street is also the main highway through town, so
finding the museum is no problem. The mailing address of
the Museum is Box 400, Cranbrook, B.C., VIC 4H9, and the
phone number is (604) 489-3918. It is hoped that from May
1979 onwards, the museum will be kept open at regular hours
all year long. Also, if plans go ahead according to plans,
the museum will be expanded considerably to more vividly
portray Canadian Railway Heritage.
This is the ARGYLE as she appears today, fully restored and on dis­
play at the Archives Museum and Landmark Foundation in Cranbrook
B.C. All the prievous photos were provided by the Author.
Jhe ….
business car
Tribune, pointing out that that the 5.00 pm
commuter train covers the 28 miles between Chicagos
Union Station and Naperville, Ill. in only 32 minutes for an
average speed of 53.25 mph. Four other trains on various lines
do better than 36 mph, with 11 stops. And that is a slight
improvement over the same trains schedule in the summer of
1951, when it averaged 30 mph, with 10 stops. Of course, today
we have diesel power and light-weight double-deck cars; then
we only had Pacifics and wooden coaches.
There are differences in the fare structure, too.
There are no subsidies for commuter traffic in the Montreal
area. Tickets for the 31-9 mile ride between Montreal and
Hudson are $4.95 one-way, $75.70 for a monthly flash card,
with three trains each way on week-days. For the 29.6 miles
between Chicago and Modena, Rock Island/RTA fares are $1.60
one way, $41.40 monthly flash card and there are 13 trains
each way on week-days. Comparing a 15-mile journey, around
Montreal you pay $2.95 one-way, or $60.00 a month, Chicago
commuters pay $1.10 single or $29.55 a month.
(J.D. Welsh)
is operating a Diamond Jubilee Special consisting
of four subway cars built in 1917 and 1922. The line
was opened in 1904. And Long Island RR passengers are happy –
the line has finally retired its last steam-heated coaches –
they were cold in the winter and hot in the summer.
(New York Times)
after 50 years engaged in an industry that once was
Canadian Pacific Caboose No. 436788 has found a permanent home at
Canal Flats, B.C. The 1922 wood classic caboose was preserved by
CRHA member Mr. Adolf Hungry Wolf who obtained special permission
to ride with his acquisition the final few hundred miles from Calgarys
Alyth Yards to its new home just across the Kootenay River from
CPs Kootenay Central Branch. The final few miles were hauled by
ex CP 44 tonner No. 14 which is presently the yard mill switcher
for the Crest brook Mill. Built in 1958 the locomotive is still in
CP colors. Our thanks to Mr. Hungry Wolf for this report.
of this Association, was recently honored by the
American Association for State and Local History.
His Certificate of Commendati6n wos awarded for his achievement
in preserving and illuminating the history of the steam loco­
motive in New Brunswick. Mr. Anderson, 82, has had a life-long
interest in railways and has one of the finest collections of
railway artifacts and photographs in Canada. He worked for the
Canadian National Railways and is a member of local, national
and international railway historical societies. He has written
many papers and articles on various aspects of railway history.
(The Saint John Evening Times-Globe and
R.D. Thomas)
effect, cosists included cross-over cars -one
on Train 3 Montreal Winnipeg, thence Train 1 via
Calgary to Vancouver; likewise a car on Train 1 Toronto­
Winnipeg, and on Train 3 Winnipeg-Vancouver via Edmonton.
The assignments were an ex-CP Rail Manor series Montreal­
Vancouver, and a Chateau series, Toronto-Vancouver. Many
members living along the route have been asking what happened
to the Manor car, as it hadnt been seen for a long time~
Actually, so many Manor sleepers were bad-order from various
causes, including freeze-ups, they had to be replaced with
ex-CN E series 4-section, 8-roomette, 4-bedroom cars. Until
these CN sleepers had their braking systems modified, they
could not be run with the ex-CP stainless steel equipment.
Accordingly, the CN cars from Montreal stayed on the Super­
Continental through to Vancouver, and the CP Chateau remained
on The Canadian Toronto Vancouver, and the passengers trans­
ferred at Winnipeg. But the Manor cars are now back in their
intended service, and the CN cars are being modified so as to be
compatible with CP equipment and its Rolakron braking feature.
And speaking of the transcontinental service, look
for new changes in mid-June, when everything is reversed and
Trains 3-4 Supercontinental operate via Toronto-Capreol­
Winnipeg-Edmonton-Vancouver, and Trains 1-2 The Canadian use
the CP Rail route between Montreal and the west coast (except
use CN Stations at Montreal and Winnipeg, of course.
to Montreal and other eastern cities in 1978, ex-CP 2860
will be visiting Alberta and Washington. The
B.C. Government wants to show their neighbors what Good Times 79
is all about. And further south (or deeper south) The Southern
Railway announces that ex-CP 2839 will be hauling excursion trains
in Virginia, The Carolinas, Tennessee and Georgia.
(Tourism British Columbia; Southern Ry. News Releas
(Tourism British Columbia; Southern Ry. News Release)
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The Adirondack and St. Lawrence Railroad

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