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Hello,

I am writing this message in regards to the plows found on many of the
2-10-4 T1-c locomtives that ran in the Rockies. I have many photographs of
these engines in books that show them with the plows in place and others
that show them with no plows. Were these plows put on only durring winter
months? Can anyone tell me if the VanHobbies Model includes this plow?

Thanks,

Mark Beltrano

I was told there was going to be a large railway memorabilia collection
auctioned off soon in the Toronto/Alliston area. Apparently listings of
items was being distributed at the CRHA show last weekend. Any info on the
net on this or any other info availabe as to items dates times etc?

Peter


Peter Bowers To Reply: click on
Owen Sound, Ont. Canada mailto:ve3gwx@...

Can't answer your question on the VH model but the plows were installed
only for the winter months. They were probably installed about Ont-Nov and
removed in the spring. Back in the 60's Moder Railroader had a article by
Jack Work on building these plows.

pb


At 09:27 AM 3/23/00 -0500, you wrote:

From: "Mark Beltrano" <mbeltrano@...>

Hello,

I am writing this message in regards to the plows found on many of the
2-10-4 T1-c locomtives that ran in the Rockies. I have many photographs of
these engines in books that show them with the plows in place and others
that show them with no plows. Were these plows put on only durring winter
months? Can anyone tell me if the VanHobbies Model includes this plow?

Thanks,

Mark Beltrano





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C-P-R "Canadian Pacific Railway"

Peter Bowers To Reply: click on
Owen Sound, Ont. Canada mailto:ve3gwx@...

I was up to see the CP 1098 at Jim Thorpe, PA a year or 2 ago. I was told my
one of the men working on it that its tender was not right. He had worked on
the 972 the time it had been there. After coming home check photos I have
here. The tender looked like one on a builders photo of I think to be a G-1.

Donald Scott wrote:

... a nice clear evening to watch the trains...

1836 CP 6036 (SD40-2)
CP 5696 (SD40-2) 108 cars departure westbound mixed, mostly empties
-waits 5 mins for the signal.

1911 CP 5493 (SD40M2)
CP 5720 (SD40-2)
CP 1578 (GP9u)
CP 1013 (SW900) 75 cars arrival eastbound mixed
-idles at the signal for 45 mins while...

1929 CP 1610 (GP9u)
CP 1023 (SW1200RSu) 23 cars + van westbound mixed
-switches tracks (1 mile from yard) and reverses eastbound at 1935.

1940 CP 1116 (RS18u)
CP 8249 (GP9u) light departure westbound
-zips by full steam!

1952 SOO 6032 (SD60)
SOO 6035 (SD60) 20 cars departure westbound mixed
-seems to be a regular set of power here.

2007 CP 5729 (SD40-2)
CP 5641 (SD40-2)
CP 5418 (SD40-2) 68 cars arrival eastbound mixed
-lotsa grain hoppers on this one.

Chris Tapanila
ctapanil@...
North York, Ontario

Continued Discussion on CPR Steam Locomotives-"Feedwater Heaters" &
Locomotive Tenders"-Part #4

CPR Steam Repainted to Tuscan Red-Grey-Black-Gold Scheme by 1938:

Heavy 4-6-2 Pacific's:
G3-a to G3-d classes 2300 to 2350
G4-a and G4-b classes
2700 to 2717
4-6-4 "Hudson's"
H1-a to H1-b classes
2800 to 2819
K1-a 4-8-4's
3100 and 3101
T1-a 2-10-4 "Selkirks"(out of 20 locomotives)
5900 to 5903
5905 to 5908

4-4-4 "Jubilee" Type F1-a's
2910 to 2929
F2-a's 3000 to 304

4-6-2 Semi-streamlined Heavy "Pacific"s first to arrive in 1938:
2351 to 2351 to 2377
2-10-4 Streamlined "Selkirks" arrived in 1938
5920 to 5929 (ten locomotives)
4-6-4 Streamlined "Hudsons" after 1939 called "Royal Hudsons"
2820 to 2849.

More New Locomotives Arrive in 1938:
CPR took deliver of its first order for 26 semi-streamlined heavy
4-6-2's of the 2300 series-engines 2351 to 2377 all in the tuscan red
paint scheme, and all assigned to Western Canada-they came with the
strealined solid-plate pilot, being assigned to heavy-passenger service.
Later a number repainted to black and immitation gold.

More new arrivals for the Western Region Semi-streamlined 2378 to 2390
in tuscan red-grey-gold-black scheme. In later years a good number
repainted to black and immitation gold. This batch arrived new in 1942

The orders for new semi-streamlined heavy "Pacific's" continued and
still in 1942 locomotives 2391 to 2399 and new numbers 2400 to 2412
arrived all for the Eastern Region. Engines 2400, 2401 2402 in the
tuscan red scheme, while the remainder in black immitation gold scheme.
These locomotives had chrome cylinder boxes, boiler and firebox, and the
ones not in tuscan red scheme done all bacl and immitation gold. In my
trips to Montreal in 1943, 1944, engines 2407, 2409 were in passenger
service also with 2402. I believe 2400 was assigned to Toronto. In 1943
more semi-streamlined 2400's came out of Canadian Locomotive Company at
Kingston, Ont. engines 2413 to 2417. G3 Class engines 2391, 2392, 2393,
2394, 2395, 2396, 2397, 2398, 2399 were also in the tuscan red
grey-gold-black paint scheme. Engines 2393 to 2397 assigned to passenger
out of Montreal, while others in the mentioned series passenger service
out of Toronto.

In 1944 more semi-streamlined G-3 Heavy 4-6-2's were delivered-engines
2418 to 2442 of the G3-h Class. This number series were built with a
different feedwater heater-"The Worthington" Type. They all arrived in
Black & immitation gold paint scheme. Their boilers were
"Chrome-Cylinder boxes and firebox. On one of my trips to Montreal by
rail via Quebec City spotted brand new 2418 and new semi-streamlined
2-8-2 Mikado 5447 at the Quebec roundhouse. Locomotives 2418 to 2427
remained in Ontario and Quebec, either passenger service or freight. A
few of this number series received the Tuscan Red-Grey-Black-gold or
immitation gold paint scheme. 2418 could be spotted between
Montreal-Quebec, 2422(black & gold) on Montreal-Ottawa passenger trains
back in 1951 period. Some other 2420's in passenger service as helpers
in Northern Ontario with 4-6-4 "Royal Hudsons".

G-3 heavy 4-6-2's of the 2428 to 2442 series all went to Western Canada
mostly assigned to freight service(Black & gold).

In 1945 CPR ordered more semi-streamlined heavy 4-6-2's from the same
builder-Canadian Locomotive Company of Kingston, Ont. -engines 2450 to
2462. They were all equipped with the "Elesco Feedwater" heater. Engine
2450 and 2451 of the G3-h class to be sent to Western Canada. Engines
2452 to 2462 were assigned to Eastern Lines all assigned to passenger
service. And afterwards received the Tuscan-Red-Grey-Black-gold paint
scheme. Engines 2453, 2455, 2457, 2459, 2461, 2467 were assigned
periodically along with sister engines 2394, 2395, 2396, 2397, 2402 on
Montreal-Saint John, New Brunswick passenger trains #39, #40, "Atlantic
Limited" trains #41 and #42. Engine 2392 for a very short period
operating in New Brunswick.

In 1948 CPR ordered 10 more 4-6-2 Heavy "Pacific's" from the same
locomotive company 2463 to 2472 for passenger service within Ontario and
Quebec-again in the tuscan red-grey-gold-black paint scheme. These would
be the last heavy 4-6-2 semi-streamlined Pacific's ordered by the
railway.

During the early 1940's CPR was looking at building two proto-type light
modern 4-6-2 Pacific's-a dual purpose locomotive with the idea of
replacing 4-6-0 type older power both in Eastern and Western
Canada-either for local, branch line-main-lines.
CPR newly out-shopped light 4-6-2 2212 with the "Worthington Feedwater
Heater; and in Western Canada outshopped light 4-6-2 2592 also with the
same type feedwater heater.
CP designed a new light 4-6-2, and two prototypes were built at the
Montreal Angus Shops with the Worthington Feedwater Heater-engines 1200
and 1201. Locomotive 1200 went to Winnipeg for the Western Lines and
1201 remained in the East in passenger service out of Montreal-Smiths
Falls-Perth, Ontario.

1200 and 1201 proved successful, and in 1945 CPR placed orders with
Canadian Locomotive Company of Kingston, Ont .
for locomotives 1202 to 1230. These locomotives had no feedwater heater.
1202 to 1216 went to Western Canada, while 1217 to 1230 were assigned to
Eastern lines in passenger service.
In 1946, CP ordered more 1200's 1231 to 1271. These locomotives had a
different style tender, with a streamlined apron on the top of the
tender like the streamlined 4-4-4 "Jubilees" 2910 to 2929. The 1231
through to 1249 went to Western Canada, while 1250 to 1271 were assigned
to Ontario-Quebec-New Brunswick in passenger service(1255-1256 assigned
to passenger service Saint John, N.B.-McAdam/Vanceboro, Maine.

In 1948 CP ordered more light modern 4-6-2 Pacific's 1272 to 1301 all
assigned to Western Canada, with the same streamlined style tender as
the 4-4-4 Streamlined "Jubilee"s) 2910 to 2929. The were assigned to
passenger and freight service. They would be the last of a 4-6-2 wheel
arrangement built for CPR.

In 1949, CPR ordered 6 streamlined 2-10-4 "Selkirks" 5930 to 5935 from
Montreal Locomotive Works; to be the last of steam built for CP. Again
they were in the tuscan red-grey-gold-black paint scheme; and assigned
to passenger and freight service between Calgary-Field-Revelstoke, B.C.
Again 5930 to 5935 were equipped with the "Worthington Feedwater
Heater."

CP Steam To Be Continued:

Don Scott-Coquitlam, B.C.

Continued Discussion on CPR Steam Locomotives-"Feedwater Heaters" &
"Locomotive Tenders"- Part #3

Going back to to CPR's light 4-6-2 G-1 and G-2 "Pacific" Type passenger
power:

During 1927 and early 1930's when the company commenced building larger
capacity 12-wheel tenders for their heavy G-3 2300's (2300 to 2350) and
G-4 Heavy 4-6-2's of the 2700 series., there are no records as far as I
know what happened to the 8,000 gallon tenders from the heavy-4-6-2's
but looking at photographs no doubt these 8-wheel tenders went to the
upgrading and modernization program for the 2200 and 2500's and possibly
the sister 2600's. The British Columbia assigned 2700's (oil fired) kept
their 8-wheel tenders.

On one of my Trans-Continental trips back in 1957, while at Moose Jaw,
Sask.; observed light 4-6-2 2533, a smart looking locomotive, well
groomed and maintained on a mixed passenger. 2533 was refitted with a
larger capacity tender-10,000 Imp. gallons for water, and 18 ton
capacity for coal, and 8-wheel tender from one of the (likely) retired
semi-streamlined heavy 4-6-2's of the 2351 to 2389 series-Western Region
power. Or could came from one of the same when receiving a 12-wheel
tender in the late 1940-early 1950 era.

Speaking of light 4-6-2 2533, in the early 1930's this particular
locomotive was some of the power handling the "Great West Express"
between Winnipeg-Yorkton-Saskatoon-Edmonton.

When CPR purchased the Algoma Eastern years ago, CP inherited a number
of 2-8-0's altogether different in design from the lines of a CP
locomotive. Two locomotives that I know of were equipped with feedwater
heaters; engines 3955 and 3956. Observed 3956 at Sudbury, Ontario in
June of 1956.

Canadian Pacific Railway's Locomotive New Modernization
Programme-Semi-streamlined & Streamlined Power:

CPR's steam had a distinction of all its own-"Clean Design"-noted for
the "Air Reverse Gear", "Poppet Valves"-(puff of smoke coming out at the
top of the locomotive's Cylinders) as the engineer opened the trottle.

In 1935-CPR in its moderzization programme painted 4-6-4 "Hudson" Type
locomotive 2802 into th railway's "Tuscan Red-grey--black-gold" paint
scheme. The running boards were widened-with Panelled Running Boards. A
Wider panell for the locomotive's number, and a panell under the cab
windows-with the Canadian Pacific "All System" Shield Logo-part being
blue; for the railway it read: Canadian Pacific, next line underneath
Railway Lines, the a small globe, reading World"s Greatest Travel
System", all future power this practice continued, until 1946 when CP
came out with the Beaver & Shield logo and the new logo with the CP
"Script lettering-eg: Canadian Pacific-the globe underneath "Spans The
World".

Others to follow in 1935 were: 4-6-4 "Hudson" 2813, heavy 4-6-2
"Pacific"s 2323, 2332.2350. 4-8-4 "Northern" 3101.
In 1936- Heavy 4-6-2's 2300, 2304, 2307, 2313, 2318, 2322, 2325, 2327,
2328, 2329, 2333, 2335, 2714, 2715, 4-6-4 "Hudson's" 2803, 2804, 2805,
2806, 2807, 2808, 2810, 2812, 4-8-4 "Northern" 3100.

This was the start of CPR passenger power being painted to the "New
Scheme"

Canadian Pacific's "Dominion Atlantic Railway" in Nova Scotia:

CPR subsidiary, the Dominion Atlantic Railway in Nova Scotia commenced
sprucing their power to tuscan red also.

Power: 4-6-0's of the 500 series, heavier D-10's of the 900 and 1000
series, light 4-6-2's 2511, 2551, 2552.

The Dominion Atlantic went even further: A good number of the above
power received "White Smoke Box" around the Cylinders-gold pin stripes,
the same around the locomotive numbers on the cab, and tenders, with the
DAR logo "Dominion Atlantic Railway, then letters "Land of Evangeline
Route" and the Lady in the centre of the logo "Evangeline" herself. A
good majority of the motive power fleet sported a brass name plate on
the centre of the locomotives' running board. Exsample: 4-6-2's 2511
"Subercase", 2551 "Halifax", 2552 "Haliburton", 4-6-0 names "Digby",
"Windsor". "Blomindon", "Yarmouth". A number of locomotives named after
early French explorers who settled also in Nova Scotia, and British
names. The DAR saga is too long to go into detail.
The first three light 4-6-2,s to arrive on the DAR in the 1930's were
never rebuilt having vestibule cabs and larger tenders. 2511 and 2551
kept their "Bob-Tail" tenders, as well never received feedwater heaters.
Newer rebuilt light 4-6-2's of the 2500 and 2600 series arrived after
1946 and 1947. Only one 2200 class ever to run in Nova Scotia arrived in
the 1950's prior to dieselization. Famous passenger trains prior to the
Second World War to blaze DAR's rails on the 216 mile main-line
Halifax-Yarmouth, N.S. were named trains " Bostontonian", "Flying
Bluenose", "New Yorker" These trains made connections with passenger
ships operating the Yarmouth-Boston, Yarmouth-New York runs.

Commencing in 1935 CPR began fitting certain passenger locomotives with
Smoke-Deflectors, with the heavy 4-6-2's of the 2300 series, one G-4
series 2711, maybe one other. Locomotives of the 4-8-4 series 3100 and
3101, and 4-6-4 "Hudson's of the H1-a and H-1-bs of the 2800 to 2819
series. About 50% of the different wheel-arrangements received the
deflectors. CPR experimented on 4-designs of smoke-deflectors especially
on the 4-6-4 "Hudsons" of the 2800 series and the 3100 series 4-8-4's,
and not to forget the heavy 4-6-2's of the 2300's.

Streamlined Locomotives Appear In 1936.

As part of CPR's modernization programme, the first streamlined
passenger locomotives made their debut buil by Montreal Locomotive
Works. They were locomotives 3000 to 3004 F1-a Class developed for Fast
Inter-City trains with CPR designed light-weight streamlined passenger
cars for the Montreal-Quebec City day service, Toronto-London-Windsor,
and Calgary-Edmonton service. Locomotives 3000 and 3004 were assigned to
the Montreal-Quebec runs, 3002-3003 for the Toronto-Windsor runs, and
lone 3001 for the Calgary-Edmonton runs. Locomotive 3001 was given the
name "Chinook". Locomotive 3003 for a period had experimental
smoke-deflectors applied but later withdrawn. These were 4-4-4 "Jubilee"
Type Locomotives with 80" drivers Box-Pox(disc) design
the only wheel design to appear on any CPR motive power. Only exception
was CP's Soo Line 4-8-4's 5000 to 5003. and a number of 4-6-2's of Soo
Lines" 4-6-2,s of the 700 series and 2700 series applied in late years.


CPR's 4-4-4 "Jubilees" 2910 to 2929 were spread across Canada-the
Western Region received the bulk of them, from Winnipeg West to about
Broadview, Saskatchewan-2910, 2911, 2912, 2913, 2914, 2915, 2916, 2917,
2918, 2919, 2920, 2921, 2922, 2923, and 2925. ON CP's Eastern lines
2925, 2926, 2927, 2928 when new assigned to Toronto; while 2929 went new
to McAdam, New Brunswick. In later years 2926 and 2928 went to New
Brunswick also. 2910 to 2929 were built by Canadian Locomotive Company,
Kingston, Ontario.

CPR over the years, built over 1,000 locomotives in their own Shops,
mainly at Montreal.

IN 1937 the first of CPR's streamlined 4-6-4 Hudsons of the 2800 series
came on line built by Montreal Locomotive Works, with numbers 2820 to
2849 and continued in 1938 with 2850 to 2859, and 1940 with 2860 to
2864-a total of 45 streamlined "Hudson's" and after 1939 given the name
"Royal Hudson's". Locomotives 2820 to 2828 could be found in and out of
Montreal, as well as 2858 and 2859, Locomotives 2829 to 2837, 2843 to
2853 could be found Winnipeg West to Calgary . Engines 2838, 2839, 2840,
2841, 2842, 2854, 2855, 2856, 2857 could be found in and out of Toronto.

Next-Semi-streamlined heavy 4-6-2's Arrive in 1938.

Don Scott-Coquitlam, B.C.







In 1937 CPR brought out 20 new streamlined 4-4-4 " Jubilees" numbers
2910 to 2929 slightly smaller thand the 3000-3004.

Hi Guys: I'm in the planning stages of building a model railroad based on
part of the CPR's Kootenay Div.between Proctor & Castelgar 1963 era. I'm
looking for a dispatchers sheet from Nelson so I get can get an idea of the
traffic flow at that time period. I do have time tables but they don't give
me any of the extra movements that took place.
Thanks
Don Wigen

Continued Discussion on CPR Steam Locomotives-"Feedwater Heaters" &
"Locomotive Tenders"- Part #3

Going back to to CPR's light 4-6-2 G-1 and G-2 "Pacific" Type passenger
power:

During 1927 and early 1930's when the company commenced building larger
capacity 12-wheel tenders for their heavy G-3 2300's (2300 to 2350) and
G-4 Heavy 4-6-2's of the 2700 series., there are no records as far as I
know what happened to the 8,000 gallon tenders from the heavy-4-6-2's
but looking at photographs no doubt these 8-wheel tenders went to the
upgrading and modernization program for the 2200 and 2500's and possibly
the sister 2600's. The British Columbia assigned 2700's (oil fired) kept
their 8-wheel tenders.

On one of my Trans-Continental trips back in 1957, while at Moose Jaw,
Sask.; observed light 4-6-2 2533, a smart looking locomotive, well
groomed and maintained on a mixed passenger. 2533 was refitted with a
larger capacity tender-10,000 Imp. gallons for water, and 18 ton
capacity for coal, and 8-wheel tender from one of the (likely) retired
semi-streamlined heavy 4-6-2's of the 2351 to 2389 series-Western Region
power. Or could came from one of the same when receiving a 12-wheel
tender in the late 1940-early 1950 era.

Speaking of light 4-6-2 2533, in the early 1930's this particular
locomotive was some of the power handling the "Great West Express"
between Winnipeg-Yorkton-Saskatoon-Edmonton.

When CPR purchased the Algoma Eastern years ago, CP inherited a number
of 2-8-0's altogether different in design from the lines of a CP
locomotive. Two locomotives that I know of were equipped with feedwater
heaters; engines 3955 and 3956. Observed 3956 at Sudbury, Ontario in
June of 1956.

Canadian Pacific Railway's Locomotive New Modernization
Programme-Semi-streamlined & Streamlined Power:

CPR's steam had a distinction of all its own-"Clean Design"-noted for
the "Air Reverse Gear", "Poppet Valves"-(puff of smoke coming out at the
top of the locomotive's Cylinders) as the engineer opened the trottle.

In 1935-CPR in its moderzization programme painted 4-6-4 "Hudson" Type
locomotive 2802 into th railway's "Tuscan Red-grey--black-gold" paint
scheme. The running boards were widened-with Panelled Running Boards. A
Wider panell for the locomotive's number, and a panell under the cab
windows-with the Canadian Pacific "All System" Shield Logo-part being
blue; for the railway it read: Canadian Pacific, next line underneath
Railway Lines, the a small globe, reading World"s Greatest Travel
System", all future power this practice continued, until 1946 when CP
came out with the Beaver & Shield logo and the new logo with the CP
"Script lettering-eg: Canadian Pacific-the globe underneath "Spans The
World".

Others to follow in 1935 were: 4-6-4 "Hudson" 2813, heavy 4-6-2
"Pacific"s 2323, 2332.2350. 4-8-4 "Northern" 3101.
In 1936- Heavy 4-6-2's 2300, 2304, 2307, 2313, 2318, 2322, 2325, 2327,
2328, 2329, 2333, 2335, 2714, 2715, 4-6-4 "Hudson's" 2803, 2804, 2805,
2806, 2807, 2808, 2810, 2812, 4-8-4 "Northern" 3100.

This was the start of CPR passenger power being painted to the "New
Scheme"

Canadian Pacific's "Dominion Atlantic Railway" in Nova Scotia:

CPR subsidiary, the Dominion Atlantic Railway in Nova Scotia commenced
sprucing their power to tuscan red also.

Power: 4-6-0's of the 500 series, heavier D-10's of the 900 and 1000
series, light 4-6-2's 2511, 2551, 2552.

The Dominion Atlantic went even further: A good number of the above
power received "White Smoke Box" around the Cylinders-gold pin stripes,
the same around the locomotive numbers on the cab, and tenders, with the
DAR logo "Dominion Atlantic Railway, then letters "Land of Evangeline
Route" and the Lady in the centre of the logo "Evangeline" herself. A
good majority of the motive power fleet sported a brass name plate on
the centre of the locomotives' running board. Exsample: 4-6-2's 2511
"Subercase", 2551 "Halifax", 2552 "Haliburton", 4-6-0 names "Digby",
"Windsor". "Blomindon", "Yarmouth". A number of locomotives named after
early French explorers who settled also in Nova Scotia, and British
names. The DAR saga is too long to go into detail.
The first three light 4-6-2,s to arrive on the DAR in the 1930's were
never rebuilt having vestibule cabs and larger tenders. 2511 and 2551
kept their "Bob-Tail" tenders, as well never received feedwater heaters.
Newer rebuilt light 4-6-2's of the 2500 and 2600 series arrived after
1946 and 1947. Only one 2200 class ever to run in Nova Scotia arrived in
the 1950's prior to dieselization. Famous passenger trains prior to the
Second World War to blaze DAR's rails on the 216 mile main-line
Halifax-Yarmouth, N.S. were named trains " Bostontonian", "Flying
Bluenose", "New Yorker" These trains made connections with passenger
ships operating the Yarmouth-Boston, Yarmouth-New York runs.

Continued Discussion on CPR Steam Locomotives-"Feedwater Heaters" &
"Locomotive Tenders"- Part #3

Going back to to CPR's light 4-6-2 G-1 and G-2 "Pacific" Type passenger
power:

During 1927 and early 1930's when the company commenced building larger
capacity 12-wheel tenders for their heavy G-3 2300's (2300 to 2350) and
G-4 Heavy 4-6-2's of the 2700 series., there are no records as far as I
know what happened to the 8,000 gallon tenders from the heavy-4-6-2's
but looking at photographs no doubt these 8-wheel tenders went to the
upgrading and modernization program for the 2200 and 2500's and possibly
the sister 2600's. The British Columbia assigned 2700's (oil fired) kept
their 8-wheel tenders.

On one of my Trans-Continental trips back in 1957, while at Moose Jaw,
Sask.; observed light 4-6-2 2533, a smart looking locomotive, well
groomed and maintained on a mixed passenger. 2533 was refitted with a
larger capacity tender-10,000 Imp. gallons for water, and 18 ton
capacity for coal, and 8-wheel tender from one of the (likely) retired
semi-streamlined heavy 4-6-2's of the 2351 to 2389 series-Western Region
power. Or could came from one of the same when receiving a 12-wheel
tender in the late 1940-early 1950 era.

Speaking of light 4-6-2 2533, in the early 1930's this particular
locomotive was some of the power handling the "Great West Express"
between Winnipeg-Yorkton-Saskatoon-Edmonton.

When CPR purchased the Algoma Eastern years ago, CP inherited a number
of 2-8-0's altogether different in design from the lines of a CP
locomotive. Two locomotives that I know of were equipped with feedwater
heaters; engines 3955 and 3956. Observed 3956 at Sudbury, Ontario in
June of 1956.

Canadian Pacific Railway's Locomotive New Modernization
Programme-Semi-streamlined & Streamlined Power:

CPR's steam had a distinction of all its own-"Clean Design"-noted for
the "Air Reverse Gear", "Poppet Valves"-(puff of smoke coming out at the
top of the locomotive's Cylinders) as the engineer opened the trottle.

In 1935-CPR in its moderzization programme painted 4-6-4 "Hudson" Type
locomotive 2802 into th railway's "Tuscan Red-grey--black-gold" paint
scheme. The running boards were widened-with Panelled Running Boards. A
Wider panell for the locomotive's number, and a panell under the cab
windows-with the Canadian Pacific "All System" Shield Logo-part being
blue; for the railway it read: Canadian Pacific, next line underneath
Railway Lines, the a small globe, reading World"s Greatest Travel
System", all future power this practice continued, until 1946 when CP
came out with the Beaver & Shield logo and the new logo with the CP
"Script lettering-eg: Canadian Pacific-the globe underneath "Spans The
World".

Others to follow in 1935 were: 4-6-4 "Hudson" 2813, heavy 4-6-2
"Pacific"s 2323, 2332.2350. 4-8-4 "Northern" 3101.
In 1936- Heavy 4-6-2's 2300, 2304, 2307, 2313, 2318, 2322, 2325, 2327,
2328, 2329, 2333, 2335, 2714, 2715, 4-6-4 "Hudson's" 2803, 2804, 2805,
2806, 2807, 2808, 2810, 2812, 4-8-4 "Northern" 3100.

Tonight 461 through at 18:03 with 9600 & 5475. Paint on 5475 really flaking badly. Good to hear that good old 16-645E3, as it reved up into notch 8 as he passed by. Train was held up as the crew had to set off a car (Soo 100,000 series) at east end of town. One alarm on the detector at MP 19.6.

Chris Davidson
______________________________________________________
Get Your Private, Free Email at

Hi Guys:

Spotted BN green and black 7191 in the Railink yard in North Bay, Onatario on Monday March 20. It had HLCX on the side of the cab. It was sandwiched between CP 6045 and CP 650x.

cheers

Doug

Anyone have any positive information(one way or the other) concerning CPR
having acquired an ex-UP tender -- 'found ' in D&H territory -- for
eventual service behind 4-6-4 2816?

¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨¨
Gerry Burridge - PO Box 152 - Pte.Claire-Dorval, Que. - H9R 4N9 - CANADA
<< Be brave. Stay calm. Wait for the signs >>
mailto: burridge@...

=============================================================

Some one has the mileage records for the CP steam locomotives. I think it is the
museum in Delson. It will list the miles per month per division.

Donald Scott wrote:

Paul,
Unit #1254 is an ex CN 1200RS unit, no mistaking this unit except for
the yellow paint, the other unit you saw I believe to be a SW8 of what
heritage I do not know. As for the Geeps well those are new to me, I've been
to these yards many times as it is only a 10 minute drive from my residence.
There was talk of CP building an engine facility at this location, also the
new Sears warehouse will be opening up for business in June and they will be
tied into the intermodal facility. Whether these units are to be used for
this purpose your guess is as good as mine. I will have to keep an eye out
the next time I visit the CPVIY's.

Jeff Semper
Mactier Sub (Burbidge)
Woodbridge, On.

From: "Croft, Paul" <croftp@...>

The other day I happened to be passing by the Vaughan IM yard and saw six
very disheveled looking units...

Anybody have an idea as to what gives ? Is CP that desperate for power?

The units you described don't belong to CP, they belong to the contractor
that switches Vaughan.

As an aside, can anyone tell me the best times on a Saturday to be at the
yard for some action?

Early morning is likely to be the best time for concentrated action but
action on the MacTier can be pretty hit and miss.

Glenn Courtney
Oakville, Ontario
Canadian Shortines / Regionals Editor
CTC Board Railroads Illustrated

Hi all,

When I saw Doug's original posting on the Chinese trains I was reminded
of one of the legends I had heard when I worked for CP at Windsor
Station--the Chinese waiting room. I sent an email to Ron Ritchie asking
if the "Chinese trains" and the "Chinese waiting room" could be
connected. He dug up the following article from CP Rail News and they
are indeed part of the same story:

----Start of CP Rail News Story----

CP Rail News
February 16, 1981

Legend conjures up cruel visions but it's really just another myth

By Ron Grant

There is a popular legend that, at one time, some Chinese laborers were
kept in a cell-like room with barred doors, deep in the gloomy bowels of
Windsor Station. It's a story perpetuated out of the corners of mouths
in sly, confidential whispers.

When heard, it conjures up visions of leg irons, anguish and cruel
desperation, even in the least sympathetic imaginations. But, as it
happens, it's just another myth.

The truth is that during the First World War, the allied forces
recruited laborers in China to be sent to Europe to perform unskilled
labor in connection with military operations. These Chinese, evidently
all volunteers, were used to help in the digging of trenches or in
construction work around military installations. Apparently they were
not employed in conditions which would normally put them under enemy
fire.

Movement from China, presumably through Hong Kong and Shanghai, was made
by CPSS vessels across the Pacific, by train across Canada, then by
convoy across the Atlantic. While travelling across Canada they were, of
course, aliens in bond and, as such, were escorted by guards. Pending
transfer to other trains and ships, they required overnight
accommodation-and this is how the legend was born.

They were housed and fed in immigrant quarters for transients which the
company maintained on B floor in Windsor Station, below the concourse
and waiting room levels.

Now there happens to be a cell-like room with barred doors that still
exists at the bottom of the stairs to B floor, off the Lagauchetiere and
Peel office entrance. This room, however, was maintained by the Express
Company as a store room for bullion and other valuables in transit. It
was never used by the Chinese, or anyone else.

But, a vestige of the old immigrant quarters still remains in an area on
this floor. It's a room, with a door out to the Peel Street hill, which
the present building staff-and generations of them before-still call
"the old kitchen." Evidently, this is where the immigrant kitchen was,
although it ceased to exist at least 50 years ago.

In any case, there was no dungeon, no cries of despair, no nudge-nudges
and wink-winks. Even so, I'll bet that five or six years hence, somebody
will pause with me at the top of the B floor stairs and furtively say:
"Did I ever tell you about that room down there with the barred door."

----End of CP Rail News Story----

Cheers,

Jim

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Jim Sandilands
Mile 3.6 St. Lawrence & Hudson Westmount Subdivision
Montreal, Canada
mailto:jimsand@... Voicemail: 514-854-5101
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

The other day I happened to be passing by the Vaughan IM yard and saw six
very disheveled looking units...

The first on was actually working the yard: a bright yellow EMD switcher
(1200?), with no numbers or lettering. Sitting in the yard, visible from
Major Mac Drive were two other SW's - one pale yellow, numbered 72; the
other with a yellow cab and grey hood, numbered 1254. In addition, three
unrebuilt GP 9s(?) were there too:

1) red (not CP red...), not numbered, with lettering on a body mounted
placard (too far to read)
2) two-tone white and grey, with a thin yellow stripe, no numbers, but
lettered something "coal"
3) what looked like a very faded Milwaukee Road paint scheme, again
with no numbers or lettering

All the units were "running", though I only saw the one actually move and

do

some work.

Anybody have an idea as to what gives ? Is CP that desperate for power?

As an aside, can anyone tell me the best times on a Saturday to be at the
yard for some action?

Thanks,


PC

I dont know what all the units are, but there is a private contractor that
does all the switching in that yard. The bright yellow one, I believe, was
one of the first ones there, they are remote control units.

Maurice

mark_wittrup@... wrote:

From: mark_wittrup@...




I noted the e-mail on the AMM resin casting of a steam generator
car
of the type used on CN/VIA trains. I have heard that CP has at
least
one of these in work service. Is this correct? If so, are pictures

available? (or a description of how it is painted and numbered).
Thanks in advance.

Mark Wittrup
Saskatoon

Hi mark,
i have heard that rumour too, I also heard that CN still
has some in MOW service, i have no idea what they would be painted like,
but from what I did hear, they were used fo thawing out culverts in the
spring to prevent fllooding, they just ttok a steam line off the car
and fed it into the culvert. I know that they were apparently used for
this in northern Ontario.


thats about all I know,,,if you here anything, let me know.

cheers
C.Anthony