La majorité des documents conservés par le Centre d'archives et de documentation de l'ACHF sont disponibles pour consultation.
Most of the documents kept by the ACHF Archives and Documentation Center are available for consultation.
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be as well to clarify the meanings at that time
of First and Second Classes. First Class was used
to descri be coaches assigned to long distance
service, not the quality of their fitting. When new,
Car 52 was spartan indeed with rattan covered
flop over seats and plain mill-work internal finish.
Second Class merely described similar or identical
cars
to those labelled First Class, except that they
were allocated to local service use. Hence, and
here is the kernel of Car 52s historical appeal, she
is the only remaining coach which carried ordin
ary first generation settlers to western Canada.
With a pedigree like
that, how could efforts
to fund the restoration of Car 52 fail? The
answer is … very easily. Once the hype of her
media event arrival at Calgarys famous Her
itage Park had
died down and the spotlights
been turned off, the number of active partici
pants in the project dwindled perilously close
to unity. In National Energy Plan-ravaged Cal
gary
people were too busy fighting for bread to
put on the table to worry about the old girl
dumped in the long grass by the Hudson Bay fort.
Apart from finding some utility as a trysting loft
for amourous pigeons and a dumping ground for
empty paper cups by the Great Canadian Public,
remarkably little happened.
48
True, the assay office interior of the coach were
ripped out and a temporary plastic sheeting roof
was applied for her first winter (before the spring
storms blew it away). At the human interest
level, whilst the car was being cleaned out at the
Park, a box of original hand cut nails was discovered
sealed up behind one of the internal panels. Their
rattling must have driven many of Car 52s pass
engers to distraction over the years! Also entombed
was some poor workmans long fossilized brown
bag lunch, and an alarmingly spelled note from
H&Hs shop foreman to one of his carpenters
advising him to shape up or ship out.
But moving mens minds proved to be a far
more intractable problem than moving 55 feet of
artistic firewood. That phrase again, coined by
Heritage Parks Assistant General Manager, Steve
Gundry, who whilst ever sympathetic to our plig
ht -watched in a shared dismay as one months
temporary storage before the Parks season begins
stretched to 19 frustrating months. Im sure I saw
the gleam of a budding arsonist in his eye more
than once!.
In the event, the Committee of the Heritage
Park Society, the staff and particularly their Gen
eral Manager, Rick
Smith, couldnt have been more
sympathetic and helpful. And most important
t-s 11~
106
FIRST CLASS COACH
T
-..
N
CANADIAN
of all, their site was secure, no problems from
vandalism there. Offers
of covered storage were solicited and
granted on several occasions, only to flo~nder on points of detail. When one company discovered
that it wasnt operating at a profit, it could no longer see the point of a Federal Tax Receipt
to
the value of the space occupied! Another company
said yes, only for their insurers to say no
because Car 52 represented a fire risk. A few months
later the same building was being proposed as an emergency Farmers Market, the previous one hav
ing just spectacularly burnt down! One particularly appropriate site had to
be withdrawn from offer when it was needed to house surplus L.R.T. cars prior to the opening of Calgarys North-East LRT
leg. And so it went on. Even a very serious proposal to demolish the car, published
in the
Alberta Pioneer Railway Associations monthly journal The Marker met with a resounding sil-
6 =
R A I L
ence, both from within the Society and frOI
without (shades of Nova Scotia!). And so, several thousand dollars worth of
phon~ .calls, lobbying, trave!, proposals, wining.
and-dining later (Note to Editor: thats wine, not whine!)
we come to October 1984.
Out of
the blue one day your author was con. tracted
by a former very senior government en
ergy official, something
l
of a closet railway enthusiast himself, who for various reasons
must
remain anonymous. Summoned to his office, on
the way out afterwards and quite by chance (?),
I am introduced to one of Calgarys most SUCce
ssful but least known entrepreneurial millionaires. Several days later,
I am phoned by a third party giving
me the name and telephone number of a fourth party. James Bond never had such fun. This fourth party turns
out to be the Property Manager for Great
West Life Assurance Company, and yes, he has a suitable 9,000 square
foot ware·
A VIEW OF THE STA nON AT GLACIER B.C. about 1886 with the C.P.R. transcontinental train waiting. The car on the
left is a first class board-and-batten coach of the same type as car 52. It is hoped to restore the car to this appeirance.
Photo: CanadiCin Pacific.
.l .
1
CANADIAN
7
house available in S.E. Calgary. By one of lifes
true coincidences, Great
West is a subsidiary of
Power Corporation, who just happen to be the
single largest
institutional holders of Canadian
Pacific stock.
Now the scrounge is on for a means of trans
portation. In the end, it is the casual mention of
our plight by a CP Rail official to Drain Bros.
Construction
Ltd. of Blairmore -the same good
people who
built the moving skid and first trans
ported Car 52
north -that produces results. Once
again, contracts and small
town generosity beats
out big city indifference.
So at high noon on Wednesday, 5 December
1984, Car 52 headed
out of Heritage Park for her
R A I L
new covered home, no media, no Coverage, a
quiet understated affair. The
two drivers of the
tractor and trombone trailer rig, Hank Riviere
and Stan Walkaluk,
are veterans of many oilfield
equipment moves, artists
with the wheel and winch.
If our story has any heroes, it is these two men.
Every scrap
of their combined 80 years of hauling
experience
is called upon to shoehorn the coach
into the warehouse from a cramped yard outside.
At one point, vital assistance is provided by a be
mused neighbour, who finds his heavy forklift
truck and shop foreman commandeered at a cri
tical moment. Thank
you, Waterrous Power Pro
ducts, sorry about the broken windscreen (caused
by a loose fence panel, not a flying coach!)
CAR 52 ENTERING THE SOUTHERN CITY LIMITS of Calgary during a blizzard on Saturday February 26 1983. She is
mounted on a custom-fabricated but standard design oilfield equipment skid. All transportation and skid fabrication costs
were most generously donated by Drain Bros. Construction Ltd. of Blairmore, Southern Alberta.
Photo by Rick Eglington, Calgary Herald/~
EX-CANADIAN PACIFIC RAILWA Y CAR 52 (later 1816) of 1882 in the third of her guises, as Province of Alberta Mine
Rescue Car No. 1/~ This is the only known full-length photograph of the coach with the original lower board-and-batten
siding. Sometime between 1916 (when this photo was taken for the Annual Report -Coal Mines Branch, Province of Alberta
1916) and 1919 the car was re-sided with vertical matchboarding. The letters Province Of Alberta are still clearly disting
uishable on the coach ~ letterboard today.
Government of Alberta, via Glenbow-Alberta Institute.
In order to give this project its own unique
identity and distinguish it from other A.P.R.A.
projects
for fund-raising and promotional purposes,
a small group
of Car 52 fanciers has formed
under the
working title of The Vintage Group.
Frankly,
you have to be an optimist to visualise
Car 52 as a guest of honour at Vancouvers Expo
86, but that is where she is going. What a won
derful sight
she would/will make behind restored
C.P.R. 4-4-0 No.
374 and tailed by Heritage Parks
Last Spike Langdon & Shepard Business Car.
They should all
be at Craigellachie in November
1985,
but that would be pushing things somewhat.
Realisticly, probably
ony 30 percent of the
original car will end up in th~_final restoration, the
rest of the original serving mere1yls patterns before
they
finally succunib to rot and old age. Similar
ambitious projects
have been attempted and been
successful before,
but not in Nortll America. Now
that housing has been secured, what the project
still desperately
needs is financing for materials,
probably some $50,000 worth.
If you are a com
pany chairman or president,
have we got plans
for you. By a complicated, but perfectly legal and above-hoard process, we
can provide you with
a tax writeoff in exchange for $50,000 worth
of cash and/or materials. Individual donations,
however small, –
are also solicited in exchange for
a Tax Receipt which you can use with your per
sonal
tax return as part of your charitable don
ations allowance. Roll up, roll up!
After all whats
(fifty) thousand dollars? Mere chicken feed. A
poultry matter. (Groucho Marx from the film
Cocoa Nuts).
Help
with correspondence, project control and
estimatinq, drafting (no
scale plans exist yet), but
above all CONTACTS are also needed. It is unlikely
that the chance to restore such an historic coach
such a good representative
of the once common~
place, will ever occur again. Time (and Expo
86) presses. To paraphrase a well-known ad
vertisement, Come on Canada, meet
you at the
(warehouse)
bay.
Oh yes, that Car 52/Car 54 dichotomy. On
detailed examination of the car, the vast majority
of parts were found to be stamped 52 and/or
1816. Further research by Mine Rescue Car
sp
ecialist Greg Hampton of Edmonton also con-
CANADIAN
9
R A I L
CAR 52 RESTING ON THE BACKLOT A T CALGARYS HERITAGE PARK near the replica Hudsons Bay Company fort in
the summer of 1984. The side door is not original but was put in when the car was a grounded mine assay office at Blairmore.
Note the pigeon roosting in the third-from-Ieft clerestory window!
Photo by Mike Westren.
firmed
that our car was in fact No. 52. Perhaps
the
Editor will one day persuade him to write an
article on the fascinating history of Albertas Mine
Rescue Cars. Also, Home Oil Company of Cal
gary
is the majority owner of Scurry Rainbow
Oil,
not the other way about. Sorry about that,
Hiram Walker.
For
further details of the complex history of
Car 52 and sponsorship opportunities (personal
and corporate)
write to:
The Vintage Carriage Group,
c/o
131 Parkview Green S.E.,
Calgary, Alberta,
Canada T2J 4N4
CA R 52 UNDER CO VER A T LAST! Within 48 hours of her arrival at the Ridley Hill Car Shops in S.E. Calgary the car had
already started to dry out from her two winters of outdoor exposure. Now the real work begins.
Photo by Warren Williams.
THE BARE INTERIOR of car 52 after some of the cler
estory roof panels had been removed. Underneath layers of
paint and coal dust, the original gold leaf patterning was still
clearly discernable on these panels. The interior side sheathing
was and is just plain millworked mahogany; the floor plain
white pine. Note the lack of sag in the car body despite its
age of almost 103 years.
Photo by Warren Williams.
EDITORS NOTE: It was intended to include
additional illustrative material on car 52,
but the
material in question
had not arrived from Calgary
by
press time, having been delayed in the mail
en route. If it does arrive, it will be published in
the next
issue.
THE BIG BOYS LITTLE HELPER
IN THE BRITISH
COLUMBIA
LOWER MAINLAND****
***She makes rail ends meet-
makes projects–and a host
of friends through efficient service
By Norris Adams ***
Hydros map of railway freight lines –The
Service Route of industrial southwestern British
Columbia identifies itself
as The B.C.E. Route.
British Columbia Electric Railway began
in 1897
as an electrified operation connecting Vancouver and
New Westminster. To-day it is a modern
diesel-powered railway serving
the Lower Mainland
of British Columbia. It provides connections with
port facilities and Canadian and
U.S. railways serving this important industrial area.
It is more
than a terminal railway, for it operates main and branch lines
in Greater Vancouver and the Fraser
Valley totalling 103 miles of mainline and approximately 90 miles of spurs, sidings and yard tracks
from False Creek
in Vancouver south to Steveston
7
and east to New Westminster. These operate over
tracks leased from
C.P. Rail and these branch lines
are corporately known
as the V&L.I. (Vancouver & Lulu Island Railway).
C.P. R. ran a small steam
passenger train from downtown Vancouver
to
Steveston from 1902 to 1905 just prior to the
lease with the B.C.E.R. who strung overhead el
ectric wires for powering passenger interurbans and freight locomotives. Steveston remains to this day,
, a small town oriented
to fishing, processing, packing
and distributing. It
is at the mouth of the South
Arm of the Fraser River on the far side of Lulu
Island.
2
Hydro has its major assembly yard, maintenance,
repair facilities and general offices
in New West-
From Queensboro Road Bridge, looking west at Hydros marshalling tracks at Trapp Yard. Also shown are repair and
maintenance shops. West Turn no. 7 is accumulating cars on the far left, crescent-shaped storage track.
2
Hydros strongest and ablest work horses, ballasted S.D. 38s stand outside the maintenance shops. All engines are groom
ed herefor the West Turn run to Huntingdon, B.C.
~
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,
CANADIAN
13
R A I L
minster. On the New Westminster-Burnaby boun
dry, the railroad has a 21 acre marshalling yard,
where 7 1/2 miles of multiple tracks is sufficient
to store 650 cars, and more capacity is planned.
The yard is a triumph of engineering and plan
ning as it
was built on an original soft peat base,
which has been filled and compacted. There are,
no
major road crossings. By law, such crossings
must not be obstructed tor more tIlan tlve minutes.
Just try to find a spot in a large urban area where
space exists unimpeded to spot a 100 car train,
power units and caboose, whose length will not
have to be broken up on account of motor traffic
crossing its tracks. It is from this (Trapp) yard that
two West Turn trains are assembled and depart
daily.
On April
23, 82 West Turn no. 1 received clear
ance at New Westminster at 13.31 hours with
S.D. 38–2000 H.P. engine no. 382 running Extra
East. Form 19 Y informed all eastward and west
ward Extra trains in the Fraser Valley Sub: Do
not exceed (8) kilometers per hour over the Fraser
River Railway Bridge.
lVIileage: nought point eight
to mileage one point six eight until entire train is
clear. 0.80 -1.68. Another caution was a wait at
Livingstone involving Extra 381 East.
The consist was 44 cars -mostly U.S. roads, B.C.
Rail
and C.P. and C.N. Some would be transferred
to C.P. at Abbotsford, some to Burlington lJorthern
at the Huntingdon Sumas interchange yard and
some would go on B.C. Hydros ongoing Chilli
wack connection from Huntingdon. This run is
known as the East Turn – a further 20 miles to
connect with C.N.s transcontinnental mainline.
Normally, Hydro would assign two of their S.W.
900 R.S.s as the power team. It is signifigant to
note that, while the mileage is shorter by C.N.
between their Port Mann yard-(across the Fraser
River
from New Westminster) and Chilliwack-
the immense size and density of this yard tends
to foster delays, thus favouring Hydro routing.
West Turn no. 1 was carrying this day interesting
carload lots–such as plywood, corn, lumber, steel
sheets,
potash, scrap, pulp–to name just a few
commodities. It is 43 miles for the West Turns
no. 1 run–that is between Trapp Yard, New West
minster and the yard at the U.S. -Canada border
at Sumas, Washington, Huntingdon B.C. Hydro uses
115 pound rail and often 2 or 3 ballasted S. D.
38s; The extra tractive effort is required for the
2 percent grade, curves, and heavy tonnage, but
the scenery can be appreciated with no extra effort.
This is usually a silk train run with no set
offs or pick ups and speed rarely ever exceeds 34
m.p.h. This part of the line has a few constraints.
The Federal Government Department of Public
Works rail bridge at New Westminster, is one mile
in
length and single tracked, built in 1904 and is
exceedingly busy with unit and merchandise trains
of 4 major railways. This bridge has taken a beating
over the years. It has been put out of service by
hit-and-run barges, fire, a bridge tenders strike,
and, of course, repairs. Long detours have been
necessary for Hydro via C.P. through Mission and
3
4
3 .
Some of the old originals –the 900 H.P. G.M. s and no. 942 a 70 ton G.E. no. 153 a 1500 H.P. G.M. also no. 900, and
an old wooden caboose A-2 rest outside the East End of the Trapp Yard maintenance shop.
4
Double end S 102 Snow plough –an ex-B. C.E.R. electric freight locomotive converted to a new purpose. An old wooden
box car behind is used to store equipment at Trapp Yard.
CANADIAN
14
Coquitlam–certainly a more favourable grade of
1 percent and more continuous straight track.
At Pratt, mile 14.35 Hydro has a junction with
B.C. Harbours Board Railways for coal trains that
run through to Roberts Bank Superport. Joint
C.T.C. track is shared by Hydro with C.P. & C.N.
a distance
of 7 1/2 mi les to Livingstone. Here is the
junction with the Rawlision Subdivision which is
8
R A I L
a branch line to the C.N. mainline. A rather ar
chaic constraint exists at mile
37, Clayburn–where
Hydro tracks cross C.P. Mission subdivision tracks
and parallel
each other through Abbotsford to the
border at Huntingdon, B.C. Sumas, Washington
where Burlington Northern delivers and receives
carloads
to and from Seattle. The crossover of
C.P. tracks at Clayburfl goes something like this.
5 A big move–Monday, Sept 8/80 the Discovery train moves from Coquitlam by C.P. Rail and is accepted by Hydro at
13.40 hours. Hydro no 904 latches on to proceed to the S yard. C.P. engines retire on the right hand side at New
Westminster.
6 Hydro with the heavy Discovery train leaves Trapp Yard at 13:05 and faces a 1 percent uphill grade. The stop is for a
brake test at 90 Ibs. pressure. The train stops when the overspeed relay kicks out.
7
Forward door allows a view as engine no 931 crosses the North Arm of the Fraser River heading for MarpoJe (shown in the
foreground). The Discovery Train has just been delivered to a site designated by Hydro near Steveston.
8 Hydro engine no 153 and caboose A 2 return to crew quarters on the V.L.I. Westminster track. Engine 931 leaves Steves
ton at 14:40, running light.
CANADIAN
Hydro stops just prior to crossing the C.P. diamond.
The
head-end flagman detrains and locks himself
in the small signal shanty, setting C.P. approach
signals
to the stop position. The rear-end flagman
walks forward from
the caboose and mounts the
engine cab. The flagman in the shanty protects
his train across
the diamond and when it is in the
clear, boards the caboose.
At Huntingdon, fresh action begins. Here there
are 4 tracks for storage cars., interchange and train
assembly. Some will be picked up by B.N. for
U.S.
points, others will be incorporated with a train
for Chilliwack and furtherance by C.N. Still others
will be built into the return West Turn train for
Trapp yard, New Westminster, where arrival
is
often around 19.30 hours.
16
R A I L
9 Marine traffic has the right-of-way. The False Creek trestle and swing span is open. After October 21, there will be no rail
service this way. Hydro will use its south shore tracks, some B.N. tracks and newly-laid tracks of its own on the east end of
False Creek. The end of the line will be at the team tracks in the Carrall yards in the downtown commercial industrial
core.
10 Former B.C.f.R. steeple jack electric freight motors 960 & 961, in Hydro logo and colour, stand in static storage in the
KitsHano yards.
9
Engine 905 leads its train to Marpole. The old tram tracks have been removed as shown by the vacant right-of-way on the
right. Passenger service has been supplanted by a trolley bus service, whose overhead wires can be seen on the left. Current
rumours indicate that the A.L.R. T. service to Richmond may use this track space.
It is an era of change. Planned redevelopments intercept several of Hydros (ex B.C.E.R) rights-of-way. The A.L.R. T.
system now being built will use part of the former Central Park Line, also the Marpole line See no. 11.
CANADIAN
13
14
18
R A I L
The large marshalling yard at Trapp provides
assembly tracks
for cars destined for almost im
mediate dispatch
to four other divisions and 3
tributaries. The Central Park sub
is 7.3 miles long
and usually its
work is done at nights. The Annacis
Auto Unloading Facility on Annacis Island receives
many Japanese auto vehicles
for cross country
forwarding. This branch of about 2 miles is known
as the Annacis/Queensboro line, and is shared in
part
with C.N. Once again, a major swing span is
involved; and bridge tenders monitor, ships, barges
and trains.
side
of the Kitsilano Trestle and Swing Span at
False Creek, Vancouver to Marpole Junction at
mile 6.27. Here
is a junction with the Steveston
13 The D.P.W. single tracked New Westminster Railroad swing span is a classic of the year 1904. Its capacity both for rail
and marine traffic is taxed to the limit. Waiting its turn to cross is a frequent occurance for Hydro trains, who must share
with C.N. and B.N. It has been out of service because of fire, bridge tenders strike, runaway barges and of course the time
needed to make repairs.
14 Sometimes, detours using C.P. s Mission subdivision are necessary. This means using their rail bridge at Mission to cross
the Fraser River and also the Pitt River Bridge on their mainline near Coquitlam on their Cascades Sub. Hydro is shown
on C.P. tracks approaching the far side of the Pitt River bridge.
15
CANADIAN
Subdivision. Once again, Hydro is confronted with a long bridge and swing span
in order to cross the North Arm of the Fraser River.
It is 5 miles across
level Lulu Island to Steveston. At Marpole Jet., the line runs alternatively east following the North
Arm of the Fraser, 10 miles east through the Trapp
Yard to 13th Street New Westminster. Hydros Railway progress
is often challenged and some
times impeded by runaway marine traffic. Hydro
crosses 8 bridges which are
not immune to delays and detours, and volumes created by other rail
roads and water-borne carriers
..
Recently, a major detour was occasioned by a
fire and the resulting damage and repairs necessary–on the Fraser River
Rail Bridge at New West-
19
R A I L
15 This scene is at Pratt, where a C.P. unit coal train leaves Hydro ~ 7 miles of C. TC. track, having entered at Living~tone.
C.N. also shares these tracks. From the point shown, the coal train uses Harbour Board tracks to Robert~ Bank train-to
ship transfer. Hydro ~ West Turn no. 1// waits for the signal to indicate Clear Track~
16 Hydro crosses C.P. tracks at Clayburn. Head end brakeman enters signal control shanty and locks himself in, until his
train clears the crossing diamond. Note the signal indication.
17
17 Approach signals indicate stop to C.P. traffic.
18 Train clear of crossover, conductor boards his caboose. Two trainmen are used in this somewhat archaic manoeuvre.
Some of the iron control levers are marked Patented 1898.
minster. Hydro trains were enabled to use C.P.
tracks and their Fraser River Bridge crossing be
tween Abbotsford and Mission City
to the C.P.
Cascade mainline subdivision, which follows
the
Fraser River at a 1 percent grade to Coquitlam; thence over
the Westminster sub 8.4 miles to New
Westminster and
the final short connection into
Hydros Trapp yards. The railways
in the lower
mainland literally, pull together
to help one
another normally,
but even more so, when adver
sity strikes.
B.C. Hydro Rail has a diversified roster
of diesel locomotives. 22 units bring the range
from
660 h.p. to 2000 h.p., While it moves literally
hundreds of foreign road cars, it does own or lease:
3 depressed-centre flat cars
3 gondolas for scrap
10
50 foot Thrall door box cars
162
526 wide-door box cars
50 52 Evans Box cars which are leased to
specific customers.
Hydro
Rail has procured and set aside large
tracts
of land adjacent to its rights-of-way; and in
an efficient, well-planned concept, has set up in
dustrial parks which are fully serviced, including
team and customers spur tracks. Hydroscustomers
appear
TO like the conveinent, reliable and quick
service offered them.
Hydro
Rail is caught in the throes of several
major right-of-way relocations, brought about by
the proposed A.L.R.T. plans and
an architectural
update of some of the old downtown property
adjacent
to the Fraser River in New Westminster.
B.C. Hydro Rails pamphlet, a brief history
is thoughtfully distributed to-day to interested per-sons. Retired employees, historians,
rail enthu
siasts, who were invited
to ride the two-car special
on two return trips across the 96 year old trestle
and swing span at False Creek, declared
that a
chapter
in B.C. railroading had closed.
For this finale, Hydro
Rail supplied Diesel
no. 910-1000 h.p., freshly painted and overhauled.
The Provincial Ministry
of Tourism provided a
power car, Cheakamus Canyon and
an open
ended platform lounge-observation car. Your
author knew this span well. It was his pleasure to
ride the old no. 12 one man operator–Kitsilano
cars from downtown
to the Yew Street loop. Now,
B.C. Place may claim the north section of the
trestle and
all the track that led up to the 4 ret
aining tracks–the interchange spot formerly used
with
C.P. rail at the western limits of the old Drake
St. Yards. Hydro had served some
30 industries
on both sides
of the Creek from this point. Current thinking
is that a part of the southern end of the
trestle
will serve as a wye on which to turn Hydro
cars
or trains.
But
the show goes on for Hydro in a new
rerouting
that has many of its old touches. They
will pick up and spot cars along their South Shore
line, which includes a stretch
of B.W. track and then
run over their newly
laid track at the East end of False Creek and terminate
at team tracks in the
Carrall Yard. These is much more that could be
said in favour of B.C. Hydro Railway. B.C. El
ectric Railway laid routes that, even 60 years later,
remain sound, favourable, progressive and patron
pleasing. She may
be small, but shes a working
wonder: British Columbia Hydro Railway.
18
2 G.M.D. 900 H.P. units pose outside the maintenance shops at Trapp Yards, New Westminster.
CANADIAN
22
R A I L
3 C.P. Units nos 5811, 5849 & 5752 with a unit coal train are on C.N. transfer tracks that connect with C.N. mainline.
They wait to enter Hydros C. T.C tracks at Livingstone. Ahead, we face 2 red lights. It looks as if C.P. coal car 349677
has pulled a drawbar and that a repair crew is approaching.
Trains crossing the Fraser River Bridge at New Westminster are sometimes a mile long. Hydro uses the approach tracks
in the near foreground. Till 1936, there was an upper deck highway bridge, when the Pattulo Bridge (in the foreground)
was built.
Picture courtesy of B. C. Hydro Railway -shows a cut of tri-Ievel cars on the Annacis Island -Oueensboro Bridge.
More vehicles are unloaded from a shipside facility on Annacis Island.
CANADIAN
24
R A I L
BRITISH COLUMBIA HYDRO AND POWER AUTHORITY
DI ESEL ROSTER
NUMBER
IVIODEL
BUILDER DATE HORSEPOWER
151 MP 1500 G.M. Dec 1975 1500
152
1500 G.M.
Dec 1975 1500
153 IVIP 1500 G.IVI. Dec 1975 1500
384 SD 38-2 G.M. Aug 1974 2000
383 SD 38-2 G.M. Dec 1972 2000
382 SD 38-2 G.M. Dec 1972 2000
381 SD 38 G.M. Oct 1971 2000
911 SW 900 G.M. Mar 1969 1000
910 SW 900 G.M. July 1967 1000
909
SW 900 G.M. June 1964 900
908 SW900 G.M. April 1958 900
907 SW900 G.M. April 1958 900
906 SW 900 G.M. Mar 1958 900
905 SW 900 G.M. Mar 1958 900
904 SW 900 G.M. Aug 1957 900
903 SW 900 G.M. Aug 1957 900
902
SW 900 G.M. June 1956 900
901 SW 900 G.IVI. June 1956 900
* 931 SW900 G.IVI. May 1956 900
900
SW900 G.M. June 1955 900
942 70 Ton G.E. Sept 1949
660
940 70 Ton G.E. Sept 1949
660
* Ex Midland Railway of Manitoba
Hydro Rail gives serious consideration to employee safety measures. The crew, before taking West Turn no. lout, have been
invited to view a safety film in the yard office. Their assigned power, 3 S.D. 38s. no. ~. 382, 382 & 384 rests at the idle
before coupling on for train departure to Huntingdon. –
CANAD1AN
25
R A I L
Fire has dealt a blow to the Westminster Rail bridge. It is necessary to reroute Hydro trains to and from Huntingdon.
Picture shows Hydro engines 153,911 & 151 and caboose A-2 June 1782 crossing the Pitt River Bridge on C.P.s main
line-· the Cascade sub.
e. uSlne
car
THE HONOURABLE CLAUDE RICHMOND,
Minister
of Tourism/EXPO 86 for the Province
of British Columbia announced today that
EXPO 86 has awarded a $10,580,000 contract
to Von Roll-Habegger Ltd. for the construction
of a 5.6 kilometre monorail system on the False
Creek site.
The sleek trains
will traverse the Expo site at
an elevation of 5 metres, giving passengers a pano
ramic view
of the more than 80 international and
corporate pavilions, shops, theatres, and on-site
festivities.
At an average speed of 20 kilometres per
hour, one complete circuit
of the site will take
twenty minutes. With six stations en route, Expo
visitors will have easy access to the system itself
and to the variety of attractions on the site.
The monorail
has a capacity of 3,000 passengers
p~r hour round trip. It is a quiet, completely auto
mated, well proven system driven by electric
motor.
Each of the 10 trains carries a maximum of 100
passengers. In addition to the six stations on site,
the monorail
will connect with the ALRT system at
the Stadium station, allowing
gu~~ts to travel to the
Canadian Pavilion on Burrard Inlet.
The trains, developed /
for EXPO 86, a~e a proto
type with the coach design being exclusive to
Expo. The aerodynamic design will make the
monorail itself
an exciting symbol of the trans
portation theme of the 1986 World Exposition.
In making the announcement, Richmond pointed
out that the manufacture, assembly and erection
of the steel rail and supports will create some 40
new jobs in the Lower Mainland. Work begins
within the next few weeks and is scheduled for
completion in October 1985.
CLOSURE OF THE CHESSIE SYSTEM
St.
Thomas backshops, and the subsequent trans
fer
of locomotive maintenance to Cumberland
Maryland
on June 8th, 1984, has not only caused
the lay-off of 12 Canadians but also the retire
ment of the entire Canadian motive power fleet.
Presently stored servicable on the
east lead to
Southwold Yard (in St. Thomas, Ont.) are 2 SW9
(5240 & 5242); 1 SW1 (8401); 9 GP7 (5730,
5731. 5732, 5733, 5734. 5735, 5736, 5737, and
partially caniballized 5738); 3 EMD
GP7 (5744,
5773, and 5781 -all long term naturalized
Can
adian Geeps) –15 units in total. All are painted
in
Chessie System blue, yellow and vermilion.
Replacing these units
are Western Maryland (what
else?) GP9 units 6400-6419 series. Not all of the
complete group
has yet been reported by rail
fans,
but early summer sightings include 6400,
6402,6404,6408,6410,6413,6417 and 6419. All
are chopped-nosed, with a single-piece window, and
all except
6404 and 6410 are in Chessie colours,
sublettered WM. 6404
& 10 are still in red and
white
with the black speed lettering.
S. DON McQUEEN, LONDON
CANADIAN
27
R A I L
SOME OF THE MOST NOTABLE OLD MASONRY
in western Canada supports 14,000-tonne
trains and
is not underpinned by preservation
orders denoting
historic interest.
But
CP Rail is confident that its stone-arch
bridges and culverts, stone bridge abutments and
stone bridge piers in B.C., Alberta and Saskatch
ewan
are robust enough to survive well into the
next century.
Nicholas Chizik, assistant regional engineer
of
CP Rails Pacific region, said there are about 100
masonry arches on the mainline between
Swift
Current, Sask., and Vancouver. There are hundreds
of other masonry culverts and abutments to steel
bridges.
The railway, which opened its mainline
to Van
couver in 1886,
ceased building in stone in 1910,
switching
to concrete and steel for all construction.
Initial bridge building
was in wood, with the
exception
of a noted cast iron crossing of the
Fraser River at Cisco, downstream
of Lytton.
Chizik said that masonry replacements to or
iginal wooden structures
have stood up remark
ably well
to the years of increasing traffic volumes.
The stone bridges,
built chiefly of granite by
European masons, show no sign of distress and
the
mortar appears in sound condition.
Mortar problems have been encountered on
masonry abutments subject
to water pressure,
but the railway has developed a technique for
injecting epoxy resin into unsound joints.
Masonry culverts present more
of a problem
because the height of the track bed above the crown
of the masonry arches has gone up with time as
successive layers of fresh ballast have been applied.
Chizik
said that this heightening ot the track
bed has spread the load over the full span of cul
verts, diminishing the technical efficiency
of the
supporting arches. There have been problems.
Near Yale, in the Fraser Canyon,
CP Rail is
completing a 25.9-metre steel bridge to replace
a 3.6-metre masonry culvert over Gordon Creek.
The cost
of renewal is put at $500,000.
Chizik said problems
of water pressure and
leaching
of Mortar bonding shows up in masonry
retaining walls,
but inspection shows the problem
s
not serious.
There
is no adequate way of testing the stren
gth
of masonry arches apart from a destructive
application
of loads, which would be senseless.
Computer modelling of load limits is not possible,
Chizik said.
Railway bridges
are usually awarded a Coopers
rating,
after a set of standards developed by U.S.
!:ridge engineer Theodore Cooper. Over
time CP
Rail has raised the Coopers rating for its mainline
spans from E50 to E72.
No rating
is awarded the masonry spans, though
it is accepted that the real figure is in excess of
E72.
Cooper
was the consultant engineer for the
first cantilever rail bridge over the St. Lawrence.
Started in 1902
to a design by P.C. Szlapka, the
south arm
of the main span collapsed during con
struction in 1907,
killing 80 men.
. The
cause of the disaster was a failed compres
sIon member which
had visibly deflected well
before the disaster. Inexplicably, Cooper did
not
answer initial warning messages; and when he did
become alerted
to the true situation, the signal
for a stopwork order was fumbled. A subsequent
Royal Commission found the bridge
was inadeq
uately engineered. Cooper, already
an old man,
died soon afterwards.
The most honored masonry
span in North Am
erica
is the eight-arch curving span of the Thomas
Viaduct over Papso Creek, at Relay, Md. Built in
1835
it is still in use.
The next ranking major viaduct is the 17-arch
crossing
of Starruco Creek, Penn., completed in
1843.
Said Chizik: We dont know what the true
rating
of our stone bridges would be, but we are
confident that they will last indefinitely, given
adequate inspection
and care.
The most viewed masonry arch on
CP Rails
mainline through
B.C. is not in use. It is a span
near the eastern end of Rogers Pass in the Sel
kirk Mountains. Abandoned in 1910, when the
railway opened its Connaught Tunnel below the
pass, the bridge is viewable from the Trans-Canada
Highway. Sitting high above
the eastern portal
to the tunnel, it used to carry the railway line over
Cascade Creek.
CANADIAN
28
Un peu dhistoire …
LE CHEMIN DE FER
Vers la fin des annees 1870, Saint
Eustache connalt un essor economique
grandissant
dO, tant au dynamisme des
marc hands et des hommes daffaires du
village,
qu aux recoltes sans cesse crois
santes des cultivateurs de la region.
Cette situation fort appreciable de tous
subissait une entrave bien difficile
it sur
mont
er it Iepoque: les communications
avec Montreal sont tres penibles. II en
resulte
donc une difficulte dapprovi
sionnement pour les commerces locaux
et des delais considerables dans I ache
minement des produits agricoles vers la
metropole.
De plus, toute personne desi
rant travailler
it Montreal devait y se
journer la semaine durant. Suite it de
nombreuses discussions sur Ie sujet, une
compagnie se forme ayant com me ob
jectif de relier Saint-Eustache it Sainte
Therese-de-Blainville par chemin de fer:
(
Saint-Eustache
it la lignc de chemin de
fer
Quebec, Montreal, Ottawa et occi
dental: Iargent. Le conseil municipal du
village
de Saint-Eustache et la Corpora
tion de la Paroisse de Saint-Eustache
votent chacun un montant de I
500 $
pour Iachat du terrain necessaire it
linstallation du chemin de fer.
Ayant
complete son mandat de
construction
dune ligne de chemin de
fer entre Saint-Eustache et Sainte
Therese, la Saint-Eustache Railway
Company vend Ie tout en 1882 it la
Compagnie de chemin de fer Canadien Pacifique. Le service ferroviaire est
inaugure
Ie 26 juin 1882 et demeure en
operation
jusquau 27 avril 1940 soit,
58 ans.
En 1882,
il fallait 45 minutes pour relier
Saint-Eustache it Sainte-Therese alors
qu
en 1940, 12 minutes suffisaient pour
accomplir Ie me me trajet. En passant, Ie
train arretait a la Montee du Chi cot pour
Ie besoin des passagers sur signal de
ceux-ci seulement. ..
Durant ces nombreuses
annees, to us
les citoyens de Saint-Eustache et des en
virons
y trouvent leur compte. Les mar
chands generaux Paquin et Lahaie
construisent de grands entrepots
a proxi
mite
de la gare. La circulation des biens
necessaires it
la communaute en expan
sion s effectue dans des delais raison
nables. Les cultivateurs acheminent
leurs produits agricoles vers l
es grands
mar
ches de Montreal. De nombreuses
personnes se trouv
ent un emploi it
Montreal et peuvent effectuer Ie trajet
R A I L
matin et soir. Lors du terrible incendie
de 19
10 qui ravage une partie du vil
lag
e, cette situation est controlee surtout
grace aux sapeurs et it lequipement du
setvice des incendies de Montreal ache
mines
durgence it Saint-Eustache par
train.
Le progres aura
toutefois raison de
cette institution qui a si bien servi Saint
Eustache durant de nombreuses annees.
En effet, divers elements se conjuguent
pour mettre un terme it celte exploitation
ferroviaire. Les routes donnant acces
it
Montreal se developpent rapidement
permettant
Ie transport des marchandises
et des dcnrees par cam ion . Les pass a
gers pour la metro pole decouvrent Jau
tobus tandis que les irreductibles du
train adoptent gradue
llement Ie chemin
de fer du
Canadien National it Deux
M
ontagnes. Faute de clients et d usa
gers. Ie Canadien Pacifique met fin it
son exploitation a Saint-Eustache en
1940.
THERE APPEARS TO BE SOME LIGHT AT THE
end
of the tunnel for commuters who use
the rapidly deteriorating Montreal-Two-Moun
tairi~ train line.
It will report to the MUC executive committee
some time in 1986.
Although the oldest
commuter line in North
America urgently
needs a facelift, Montreal Island
politicians
have done the next best thing. Theyve
set up a committee to study how the-work should
be done.
The committee
will include representatives from
nine affected municipalities, including St. Laurent,
Pierrefonds, Roxboro
and Dollard des Ormeaux,
and officials
from the Montreal Urban Community
(MUC), the Quebec Transport Department, Can
adian National Railways and Bombardier Inc. The
West Island Mayors hope the MUC and the
provincial and federal governments
will finally
be able to agree on a cost-sharing scheme for up
grading the line
used daily by more than 12,000
commuters
–most of them from the West Islands
north shore area.
Interviewers with mayors and transit officials
indicate
that Bombardier, the giant Quebec rail
way car manufacturer,
is far ahead in the run
ning
for the lucrative contract.
ul
think theres no question that Quebec wants
the contract
for Bombardier, said Roxboro Mayor
William Boll.
They have the expertise and the line would be used
to showcase Quebec technology.
Quebec Transport
Dep)rtment officials would
not comment. But Quebec has, in the past, fav
ored the concept of an above-ground transit net
work for the islands north shore and east end.
The
CNR Montreal-Two Mountains line, Quebec
hopes, would link up with a new steel-wheeled
Metro train line serving the east end.
Although Quebec and Ottawa signed an agree
ment
in 1981 putting money aside for improve
ments, on
Iy parking lots at a few stations have
been spruced up.
S. The Gazette.-Montreal
VIA
RAI L CAIJADA IIJC. HAS EMBARKED
on a program to acquire and operate most
of the railway stations on main passenger lines across Canada, starting with a long-overdue $3.5-million renovation of
Torontos historic
Union Station. The year-long renovation
in Toronto will see
the 57-year-old station get a facelift
as water jets
blast off years
of accumlated grime from its exterior facade. The great
hall of the station is to be
refurbished and repainted, and escalators are to be
installed to aid the handicapped
in reaching or leaving trains.
Eventually,
Via wants to take control of all the
Via Rail passenger-related operations at the station,
as it pursues a program of acquiring other major
stations across the country.
These stations
will be purchased outright from,
or operated under lease arrangements with, their
current owners, Canadian National Railways and
CP Rail of Montreal.
Via has already acquired historic Gare du Palais
in Quebec City from CP Rail and is renovating
it
in a $28-million program that will retain the
stations arch itectu
ral heritage featu res. This
will put us right in Lower Town in Quebec City, said Alain Nantel, director
of facilities
acquisition.
Via trains now stop at suburban Ste. Foy, Que. The program also calls for
the laying
of eight miles of new track to the station. In add
ition, bus operators
will be invited to use the station
as part of an intermodal service.
Via has completed the restoration of the Levis,
Que., station
as an intermodal transportation centre after acquiring it under lease from
CN.
The station serves as a terminal for local bus services and the ferries
that cross the St. Lawrence River
to Quebec City.
We hope
that other communities across the
country will take note of these intermodal op
erations centred on downtown
rail stations, which can also serve
as local and long-distance bus ter
minals. The
rail passenger agency is building a new
station
in Sudbury, located 2,000 feet from the
old
CP station. It will also acquire stations in
Winnipeg, Regina, Calgary, Vancouver, and Hal
ifax in a step-by-step program.
The acquisition
of the rail passenger-related operations at Union Station
in Toronto and Cen
tral Station
in Montreal will come later. Union
Station
is jointly owned by two railways. Central
Station
is owned by CN. But the railways still have
offices and lucrative concessions
in these structures.
lJor are there immediate plans to acquire Union Station
in Ottawa, also jointly owned by the rail
ways.
It is comparatively new by the historical standards of
the other stations to be acquired and it fits Vias present requirements.
It was the desire to improve the appearance
of the stations,
to ma ke them more attractive
to passengers and help lure more traffic to
pass
enger trains, that provided the impulse behind Vias program.
The stations are still owned by the railways,
but because the railways are no longer in the pa
ssenger business, it has
not been in their interest
to upgrade them. As a result, many have gone to
seed and are downright shabby.
Mr. Nantel said the stations are part of some unresolved business
that goes back to 1977, when
Via Rail received its Government mandate to
operate rail passenger services in Canada.
Via Rai I got the roll ing stock but the matter of the stations was left up
in the air. Via has been making a lump sum rental payment for their use.
In its arguments for obtaining control of the
stations, Via has noted that they are the first and
last contact a passenger has with its services.
It
contends that the more attractive and comfortable
these points of
contact can be made, the more
the passenger
will be satisfied with those services.
Therefore,
Via wants full and complete control.
We want to improve our station services by making
them more attractive and efficient
in areas of
ticketing, baggage handling and in providing ad
ditional services, such
as tourist information. And
we also want local community participation in
these programs.
We have found
that communities have a strong
attachment to their local station and
we hope to
be able to persuade communities to take part
and share
in their operation through the provi
sion of some
community services.
As for the future,
we are in the process of completing negotiations with
CP to acquire their
station
in Trois Rivieres, Que. We hope to begin
discussions soon on acquiring the station
in Hal
ifax, and we are nearing completion of negotiations
for sale of its station
to us at Winnipeg. Agreement
will soon be concluded on obtaining the station
in Regina from CP, while Via is also
negotiating to relocate the
CP station in Calgary
to a nearby federally owned building that will
better suit its purpose.
It is also negotiating a
lease with CN to operate its station in Vancouver.
The Vancouver station
is expected to become
part
of a transportation complex centred on the
station
area. It is adjacent to the planned terminal
of the Advanced Light Rapid Transit line being
built for Vancouvers Expo 86.
S. GLOBE & MAl L -Toronto
75 YEARS, 7 MONTHS AND 9 DAY~ AFTER
it first ran in the City, Car No. 1 restored
regular streetcar service
to Edmonton. A sister
to Car No.2, which made the inaugural run, Car
llo. 1
was built by the Ottawa Car Co. in 1908
and
ran unti I the system closed in 1951 with its
final run over the High Level Bridge in September,
a
of more than 1 1/2 mi II ion mi les.
Languishing behind Cromdale barn for more
than a decade,
No.1 was ravished by vandals un
til efforts of the Rocky Mountain division of the
Canadian Railroad Historical Association resulted
in partial restoration and a
moment of glory (or
ignominy!)
as she was towed on rubber wheels
behind a tractor in the Confederation
Parade in
July, 1964. The City of Edmontons 75th Anni
versary
saw No.1 restored to operating condition
and run
across the High Level Bridge from October
4-6, 1979
on C.P.R. tracks by a small group of
enthusiasts, mainly from Edmonton Transit, who
later formed the Edmonton Radial Railway
Soc
iety.
After being moved to Fort Edmonton Park
in 1981,
No.1 was operated over the steam rail
way, towing a mobile generator
until her mech
anical condition made
further operation impos
sible.
S. EDMONTON TRANSIT
THE BRE-LEYLAND RAILBUS, AN INNOVA
tive passenger rail vehicle, designed to improve
city and suburban transportation made its
North American debut in Newport, Rhode Island,
USA, on 18 July 1984.
E3ritish built, the new vehicle is a bus body
mounted
on a railway vehicle undercarriage and
runs on railway tracks. It has already proven to
be a highly cost-effective form of passenger trans
portation in demonstrations; and is in full opera
tional service in England, Ireland, Denmark and
Thailand.
The Railbus
is a joint project of two British
companies -British Rail Engineering
Limited (
BR E L), of Derby, in the heart of England, and
Leyland
Bus of Workington.
We
are convinced that this new and exciting
concept in rail travel has an important place in
suburban railroads in the United States and
throu
ghout the world, said James Urquhart, Chairman
d British Rail Engineering, in announcing plans
for the US demonstrations of Railbus. Rugged
test programmes
have proved that the Railbus
has outstanding reliability, durability, operational
efficiency and
passenger acceptability.
On 18 July 1984, Government and public of
ficials, transportation experts, and business leaders
IMlre on hand for special ceremonies in Newport
for three months, carrying commuter and holiday
passengers between Newport and nearby points
along the
track of the Old Colony and Newport
Railway. In October, it will be moved to Wash
ington
for its US exhibition debut at the Ameri
can Public Transit Association Conference at the
Washington Convention Center.
The Railbus taken
to the USA was a single
car
premium series version powered by a single
diesel engine.
It can be supplied, however, as a
single, double
or multiple-unit vehicle depending
on customer requirements. A wide range of cus
tomer options includes air conditioning, high
impact
glass, and toilet facilities. The Railbus is
a bi-directional vehicle, with a driving cab at each
end. Its maximum speed is 75 miles per hour and
excellent fuel economy allows
it to wive I over
7 miles on one gallon
of fuel.
Mr.
Urquhart points out that B R E-Leyland is
pursuing a try and buy marketing policy that
allows rail operators the opportunity to put the
Railbus
into fare-paying passenger service on a
trial
basis so that they can evaluate its full pot
ential before making a
commitment to buy.
CANADIAN
Designed to the highest standards of British
Rail specifications, the Railbus combines the latest
in British Rail Engineering suspension technology
with quality Leyland bus body construction. The
pioneering vehicle
is the product of four years
of research and development.
According to
Mr Urquhart, more than 20 coun
tries are currently showing keen interest
in the cost-cutting commuter Railbus. British
Rail is
currently operating 40 Railbuses in fare-paying
passenger services and has ordered
150 additional
Railbuses.
In order to assist sales of Railbus in America, B R
ELand Leyland have formed a new company
called B R E-Leyland Inc. Additionally for sales of other BREL products a new company called
B
REI nc has been formed.
THE OLD CANADIAN PACIFIC
(CP) TRAIN station at Dorval
is open no more -operator
Jean-Pierre Chartrand closed the buildings
doors for the last time Friday, ending
98 years
of history for commuters and railway buffs.
The station, built
in 1887, will eventually be
torn down. To replace it, an integrated bus-train
station and parking area
is expected to be cons
tructed west of Dorval Circle. Chartrand, the station operator since
1978,
said Dorval commuters will now have to brave the
elements while waiting for the trains to rumble
in.
1 would open up at 6: 15 in the morning,
he said. On very cold mornings I would some
times have many people
in here. Theyll have to
wait outside now.
1 guess they wont be very happy.
Dorval Mayor Peter Yeomans said it
is un
fortunate the building is being closed in the dead
ct winter and added it had to be done at the
beginning of the year for CPs
1985 budget. The mayor said commuters
will still be able
to use shelters at the station. Chartrand, 42, said the station has built a
r€
putation among railway buffs as being one of the best locations for taking photographs
of locomo-
tives. ,
He said he has had train enthusiasts from as
far away as Germany, Ireland and England stop
at the station to view passing trains. And
he said the station has become popular with rail fans from
the United States, parti
cularily those from New York,
New Jersey and Pennsylvania who frequently come
to Montreal
for long weekends
to watch trains. Chartrand said
the Dorval location is one of
the best for train buffs because two railways
CP and Via Rail –travel past the station.
31
R A I L
Dorval has two different railways and the
people get a chance to see a lot of differnet equip
ment, he observed. For example, the engines
Via uses are no longer used in the States.
Chartrand said the foreign enthusiasts will have
to make-do without his company in the future.
1 would make them feel welcome whenever they came here,
he said. 1 got to meet a lot of
people. Someone last year sent me back some
pictures and slides Im sure
will be collectors items.
People
in the States were passing the word
that this was the place to come, he said. It was
getting a good reputation -its really
too bad it has to close.
As operator at Dorval, it was Chartrands job,
to examine passing trains for problems which
mechanical checking devices might miss, such
as
overheating, shifting loads and dragging parts.
That job now
will be done by the switcher at Beaconsfield Station. Another operator
is stationed along
the CP line in Vaudreuil.
1 was the first checkpoint for trains as they
came
out of the yards, he said. Now theyll
be checked
about five mi les farther down the tra
ck.
If something should happen at Dorval, someone
will have
to be sent out to fix the problem, he said.
Chartrand stated the operators job
will probably
not resurface at Dorval when the new integrated
station
is built because a fence would divide the
two tracks and the operator often has to give
orders on
both sides of the line.
Chartrand
has been assigned to another station
in Montreal.
S. IJEWS AND CHRONICLE -Montreal
(Ed J.P. Chartrand is a member and former Dir
ector
of the CR HA.)
VIA RAIL:
EQUIPMENT COMPARISON, JANUARY
1981 versus JUNE 1984.
Inventory
Series Classification
1981 1984 OiUerence
1400,432 Locomotives 17 0 -17
1898,899 Locomotives 2 0 -2
1961-1965 Locomotives 5 0 -5
6300-6306 Locomotives (remanulaClurf11) 0 7 +7
6501-6871 Locomotives 123 109 -14
6900-6920 LAC locomotives (NOle I) 0 21 +~1
8558 Locomotive 0 -1
TOTAL 148 137 -11
5205 Ballery Charger 1 1 0
15300-15302
Electric Generator 3 3 0
15400·15495
Steam Generator 87 67 -20
TOTAL 108 64 -44
600·617 8aggage 16 15 -1
2416·2449
Baggage Express 0 -4
7169-7360
Baggage/Coach 4 -3
93005 Baggage/Coach (rllmanuraClureOl 4 +4
9475·9488 Baggage/Dormitory 14 10 -4
9600-9674 Baggage 67 31 -38
TOTAL 108 64 -44
100,29 Coach 28 28 -1
32·376 Turbo Equipment 27 0 -27
300
Cafe/Bar/Lounge 27 0 -27
301-304
Coach·Champlaln 4 0 -4
321-376 Tempo Equipment 25 25 0
425·435
Dinelle 11 0 -11
500-517 Sky·Oome/Coach 18 11 -1
573-518
Bullet/Club/Lounge 6 0 -6
650-663 Club Galley 14 12 -2
750-765 Cafe Lounge 16 16 0
898-899
Diner/Bar/Lounge 2 0 -2
1062-1089 2 DBA-2Cpmt. Buffet/Lounge 2 0 -2
1090-1099 7Cpl/Buifel/Lounge 2 3 + 1
1100·1105 5·3 Sleeper (Mount) 8 0 -6
1110·n61 4·8·4 Sleeper (E) 52 51 -1
1162·1195 6·6·4 Sleeper (Green) 25 18 -1
1337-1378 Diner 3J 22 -19
1700·1701 4·4·5·1 Sleeper 2 0 -2
2000-2019
24 Roomelles (I) 13 0 -13
2022-2027 10·5 Roomettes (Bay) 6 6 0
2075-2094
10·6 Sleeper (River) 15 0 -15
2095-2106
14·4 Roomette (Falls) 8 0 -6
2125·2149 10·6 Roomettes (River) 15 6 -9
2239-2293 Firsl Class Coach 15 0 -15
2300-2325 Club lounge 19 2 -11
2500·2514 Cale Bar lounge 15 1 -8
2100-2705 Sceneramlc 8 0 -6
3024-3039 Cafe/Coach/lounge 9 8 -1
3200-3253
Cafe Coach 8 54 + 46
3300-3349
LAC Coaches (Nole 2) 0 50 + 50
4486-4688
Coach EM 3 9 +6
5160·5436 Coach (Ice AC) 111 2 -109
5437·5654 Coach EM 141 96 -45
14201·14229 4·8·3· Sleeper (Chat) 29 28 0
14301·14342 4·4·5·1 Sleeper (Manor) 42 42 0
15501-15518
Sleeper (Dome) Park obs. 11 11 0
16501-16518
Diner 18 15 -3
TOTAL 818 511 -241
6000-6006 Railiners·lraitlng +7
6100·6147 Railiners·coach 47 + 47
6200-6351 Rai liners· coach I baggage 24 + 24
9250-9251 Railiners (stored) 2 +2
6000·6475 Railiner equipment 69 0 -69
9020-9309 Railiner eQuipment 11 0 -11
TOTAL 86 78 -8
NOTE 1: LRC locomotives will be increased during 1984 by 10.
NOTE
2: LRC coaches will be increased during 1984 by 50.
Data analysis and tabulation performed by Transport 2000 Canada (Alberla).
-THE FIRST OF A NEW CLASS OF SUPER-POWER
locomotives
is putting in 11-hour days slogging
back and
forth over a 3.2 kilometre section of moun
tain railway in northeastern B.C.
The locomotive hauls a computer-packed test car
and three diesel-electric locomotives
with their traction
motors turning.
Its just the same as hauling 30 railway cars as BCRs
new 6,000-horsepower electric
locomotive proves its
power capabilities on the new $500
million crossing of
the Rocky Mountains.
BCRs
Tumber Ridge branchline, built to serve two
new coal mines, has been operating with diesel-electric
locomotives since completion
of the line last November.
But seven of the super-power electric units, each
costing $2.5 million, take over the run in April.
The first -locomotive 6001 for train buffs -has
been under test almost continuously since November
to ensure optimum setting of its electronic controls.
Behind
it is North Americas most sophisticated
railway test car
with onboard computers monitoring
whats going on, including such erudite bits of infor
mation as the elasticity in the solid-forged steel axles
of the locomotive.
Testing
of 6001 will continue until March 25. The
locomotive makes
two runs an hour up a test section
of line in the Wolverine River Valley, to the east of
tunnels piercing the continental divide.
Modifications made to the circuit boards of the unit
are incorporated into the other electrics.
No. 6001 and its sisters
are claimed by General Motors
to be the first of a world-class of heavyweight electrics
designed
for slow-speed service.
BCRs locomotives
will have to haul 98 car trains
at 56
km/h up a 1.2 per cent grade to summit at 359
metres and then roll gently downhill to a junction point
with BCRs existing line between Prince George and
Chetwynd.
The
traction motors are so heavily geared down
that towing the locomotives faster than 104 km/h could
cause machinery to fly apart.
.GM
Canada is using a new $1 million test car owned
by its
U.S. parent to monitor the performance of 6001.
GM staff project engineer Charles Logston
said in
an interview that there is nothing magical about electric
power.
Typically, A North American diesel can apply only
18 per cent of its weight as drawbar pull without the
wheels slipping.
We have matched 6,000 horsepower
with a sophisticated system of wheel slip control which
gives us better utilization of available power. Four
electrics can do the work of six diesels.
S. THE PROVINCE
Special thanks to our contributors this month:
• Norris Adams
• Mervyn Green
-Fred Angus
Lon Marsh
CP Rail News -Keeping Track
-CN Movin
-Expo 86
-Various
other sources as credited
C.R.H.A. .
communications
NEWS FROM THE DIVISIONS
Pacific Coast Division
Restoration work on steam locomotive 473 was
slow during the summer of 1984 but picked up
during the fall.
Some members have also been
working on the restoration of Fraser Mills Station
at Blue Mountain Park in Coquitlam. Roof repairs
are completed and some painting has been done.
Work
has progressed sufficiently on the station
to permit the Division to move its archival mat
erial
into the building.
Calgary & Southwestern Division
The third annual Great Cranbrook Caper
was held during the 1984 Labour Day weekend.
The
84 Caper included a Saturday dinner in the
solarium car
River Rouge. Some members then
slept in the business car no. 19. The
following
morning the group visited the CP Rail facilities
which included a
tour of the roundhouse, the
rip track, the
auxiliary train and a view of SD40-2
no. 5648 being turned
for them.
At Fort Steele, the park personnel opened up
their stored equipment which included the four-wheel parlour car which
formerly was the private
property of the Duke of Sutherland. Their little
0-4-4 tank engine was steamed up and it hauled
a single ex-British Railways Mark 1 Coach.
The usual meals
and socializing followed back
on board the 1929 Trans
Canada Limited. Every
one enjoyed the Caper and plans call
for another
in 1985!
Grand River Division
The Grand River Division was formed from a
nucleus
of Cambridge and area rail enthusiasts
some four years ago as an organization dedicated
to establishing a rail museum in this area. In our
first years, we were content to remain as a social
group holding
monthly meetings, but late in 1982,
a
commitment was made to move the former
CPR Guelph station to the south end of Gait-Cam
bridge and
we were suddenly thrust into the
museum business!
Said station is indeed on our new
site, albeit in a few thousand pieces,
but action
resumed last Spring
to complete the reconstruction.
We have an ex Department of Transport bus
iness car on site, car 0-100 which once graced the
1939 Royal Train and
have also, a varied collection
of rail artifacts which should create a most ade
quate display in the newly opened museum. Moves
are also afoot to acquire other rollinq stock, in-
CANADIAN
34
R A I L
eluding locomotives about which more can be said
at a later date. In addition, we are hoping to gain
use of a small portion of a disused CNR branchline
on
our site with hopes for a wider expansion in the
future.
The area surrounding Cambridge has always
been rich in rail interest and tradition. We have
been developing a Division newsletter we call the
Drawbar (presently issued quarterly) over the
past year; and
it is hoped that in the future this
can convey some of this history and also, present
rail happenings. Our membership
is obviously
strongest in local representation,
but we have
members from much farther afield, indeed, across
North America. Our annual dues are ten dollars
for an individual and fifteen for family.
We invite rail enthusiasts from any area to par
ticipate and
contribute to our projects. We can
be reached at PO Box 603, Cambridge, Ontario,
N1R5W1.
Thanks to Rick Mannen, G. R. Division Editor,
For This Info.
ROYAL HUDSON 1985 VANVOUVER B.C.
Beginning Saturday, May 18th, the Royal Hudson
will operate five days per week -Wednesday through
Sunday –
to the final excursion on Sunday, Sep
tember 15th. The Royal Hudson will also operate
on the
following holiday Mondays:
May 20;
July 1; August 5; September 2
Royal
Hudson/Return excursion fares
for 1985
are as follows:
Bonus:
Adults:
$14.00
Seniors (65 plus) $10.00
Youths (12-18) $10.00
Children (2-11) $8.00
In the months
of May and June
were offering special Royal Hudson/
return group rates
(minimum 25
people per group)
of:
Adults:
Children: $12.00 Seniors/
Youths:
$7.00 $8.00
The spectacular Royal Hudson/MV Britannia
Combination trips (Train-Boat and Boat-Train)
will operate as follows: Royal Hudson/MV Britannia fares
for 1985 are:
Adults: $34.00
Seniors (65 plus) $26.00
Youths (12-18) $26.00
Children (5-11) $17.00
Departure times
are as follows:
Royal Hudson departs B.C. Railway (1311
West 1st Street,
North Vancouver) at 10:30 a.m.
The
MV Britannia departs Harbour Ferries North
(foot of Denman Street, Vancouver) at 9:30 a.m.
The Royal Hudson returns
to the station at
3:55 p.m.; the MV Britannia returns to Harbour
Ferries at
4:30 p.m.
Toronto & York Division
Restoration work on ex-CP business car no.
23 progressed well during the summer
of 1984.
The Division obtained the assistance
of 3 students
hired under the Career Orientated Student Em
ployment Program. Some of the work performed
incl uded removal
of damaged wood interior; re
moval of paint from the rear railing; and the re
moval of brass car strips for refinishing. The roof
was repaired and the cars exterior repainted.
Anyone interested in visiting the Divisions
museum during 1985 should contact either Joel
Rice. (252-8570)
or Gord Billinghurst (776-0696).
Thanks
to H. Lowry, T&Y Division for this info.
By town Railway Society:
The 1985 Trackside Guide will be available in
mid-February 1985 and
is expanded again. Now
included with updated listings of 84 edition will
be Sperry Rail Detection Equipment and Preserv
ed Canadian Locomotives and Transit Equipment
(referred
to as stuffed and mounted by the
Guides editorial staff.)
At the time this is being
written, efforts are being made to g.et a complete
listing
of Speno Rail Grinding Equipment as well.
This
mayor may not appear in the 1985 Guide.
Copies will
be available at $9.75 postage paid
by writing the Society at Dept C, P.O. Box 141,
Station A, Ottawa,
Onto K 1 N 8V1. Copies of
1201 -40 Years Old and Still Going Strong are
still available at $6.00 postage paid. Both books
may
be ordered together at $14.50 postage paid.
LETTERS
K.D. Moir, Secretary, TrflnSpOrt 2000 . British
Columbia writes to Qclvise that the B.C. group hilS
been registered under the Society Act in the pro
vince and they are looking for new members.
An
yone interested should write to him at 4063
St. Georges Ave., North Vancouver B.C. V7N lW7
or call him at 604 . 987-5336.
Alice Macredie of Moose Jaw Sask. writes:
Ever
since I became a member of the Canadian
Railr
oad Historical Association; 1975·76. I have
be
en looking forward to visiting the railway mus
eum
(Delson). I was anxious to see the Hays Build
ing.
the reception area and archival storage area.
I was
duly impressed to see the huge Van Horne
desk alo
ng with many photos, when we first en
tered this fine old station building.
The Model Ra
ilway setup there was about the
biggest one I have ever seen; and I was most taken
w
ith the efficiency of its multiple operation and the
work that goes into creating such a display. The
summer students on duty showed great enthusi
asm in
taking us by the tramway to the large build
ing c
ontaining the locomotive and passenger car
display.
The size of this display is impressive and
Id forgotton how enormous some of the steam
locomotives
were. I was most conscious of the
gr
andeur and magnificence of the Royal Hudson
as we walked alongside it and similar giants on
the other side of us. Jim Patterson is a good guide
and his wife Marion also knows quite a lot about
railway equipment. I felt privileged to have this
Magazine
& Membership Services man for CRHA
taking time to see that a member from Saskatche
wan would be able to see the Museum properly,·
I was also impressed with the large quantity and
the quality of other equipment, passenger cars,
business cars,
cabooses, freight cars, a rotary snow
plow, early diesel equipment, etc. as well as the
area of streetcar and equipment interurban cars.
• • NOTE:
The writer had corresponded with
Jim Patterson, our Membership Services Man.
Jim with his wife Marion took time to provide
transportation to and from the museum and to
guide her through the museum.
BACK COVER:
SWITCH LIST
84-Daniel Marnell, 6256 Camino Largo, San
Diego Ca 92120 U.S.A. would like to pur
chnse out-of·
print or little known texts re
relating
to Canadian Railway History. All
letters will be answered. Please state the
title, condition and price of the material.
84-Juan Silva, S. del Carril, 1880, 3000, Santa
Fe Argentina is looking for information con
cerning
thrasher equipment manufactured
by the Waterloo Manufacturing Company
in
Waterloo Onto He is interested in copies
of catalogues or publications concerning
this equipment. Mr. Silva at one time op
erated one of these thrashers on a farm. He
also has worked as a locomotive engineer
on the Argentine Santa Fe Railway.
C
ANADIAN RAILWAY MUSEUM
June 15, 1985 will be members day at the Can
adian Ra
ilway Museum. The museum will feature
special train operation, special equipment disp·
lays not normally available for photography and
other surprises too. Keep this date in mind and
plan to join us for members day 1985 at St. Con
stant P.O.
GORDON S
MALL
Just before this issue went to press we learned
of the death of Gordon Small at the Glasgow
Western Infirmary in Scotland on December 18
1984. C.R.H.A. members will remember
Mr. Small as the designer of the locomotive
JOHN MOLSON now at the Canadian Rail
way
Museum. Mr. Smalls work in drawing the
plans for this locomotive of the 1840 period will
always
be greatly appreciated. Our sympathies
go to his wife Lena and to his many friends.
Engines 381, 151 and 152 of the B.C. Hydro Railway pulling W8SI Turn No. I, the Valley Freight up the long incline of
Scott Hill after leaving South Westminster. Note all the salety measures· whistle indication sign, lIashing lights and locom·
otive ditch Jights. This is the old B.C. Electric interurban right-ol-way where, in days gone by, on8 could see trains of last.
heavy interurban cars bound lor Chilliwack.