Throwback Thursday 24 CP RS18 8773 at Hamilton ON in October 1978

CP RS18 #8773, still with it's 5" stripes on the cab face, pauses at Hamilton, ON in October 1978 with a rather unusual consist. Uncredited Kodachrome, author's collection.

Tonight’s Throwback Thursday takes us back to October 1978, at Hamilton, ON. We’re at the classic art-deco TH&B station, located near the downtown core on Hunter Street. Today it is a hub of GO Transit activity, but back on this day in 1978 it played host to a rather unusual train consisting of CP RS18 #8773, a CP steel caboose #434257, an Amtrak sleeper/combination car, and a TH&B heavyweight passenger car. What was this strange train doing at the station? Good question. There was no information on the slide mount, however the sequence of shots from this day shows the train at Toronto Union Station, here at Hamilton, and finally at the TH&B yard in Welland. At Welland, the engine and van were wyed and coupled to the back of an Amtrak train. While the reason for this odd operation may be lost to history, it may have been a director’s special of some sort. The Toronto-Hamilton-Welland routing is interesting, as it the mix of equipment – perhaps a joint effort by the TH&B’s parent companies, CP and Penn Central? Hopefully at least one other railfan was out that day and made notes on this train – this was of course, long before the days of email or facebook, where sharing of railfan information involved actually talking to someone else, in person or over the phone.

Interestingly, except perhaps for the station building, not much from this scene remains today. CP 8773, constructed in 1958 at MLW, was later rebuilt to RS-18u #1827 in 1985 at the company’s Angus shops in Montreal. The unit operated until 1992 when it was destroyed in a wreck at Mile 35.3 of CP’s Sherbrooke subdivision. Retirement followed in 1993, and finally scrapping at Winnipeg, MB in June 1994. Likewise, it’s probable that the CP van, Amtrak sleeper, and the TH&B heavyweight coach have all likely met the same fate. But at least we have this recollection of another one of those oddities that always seem to happen on cloudy days.

‘Til next time,

Cheers,

Peter.

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Throwback Thursday 31 CN Goes to Kansas City in 1977

We're in Kansas City, KS, on August 4, 1977, and observe a rather unorthodox consist moving around the west end of ATSF's Argentine yard. Former passenger service U30CG is joined by CN "4115" (GP40 #4015 cleverly disguised to avoid a numbering conflict with with its' lessor), and GP39-2 #3626. While the two more interesting units have long faded into history, the old ATSF 3626 survives as BNSF 2791, and even still wears it's proud ATSF colors (as of February 2016). Uncredited Kodachrome, author's collection.

Tonight’s Throwback Thursday takes us to Santa Fe’s Argentine Yard in Kansas City, KS. It’s August 4, 1977, and we’re at the west end of the yard where we find an unorthodox consist that includes ATSF 8002, a rare U30CG, CN “4115”, a GMD-built GP40, and ATSF 3626, a GP39-2. Interestingly, both CN and ATSF were known for their fondness of six-axle cowl units – CN ordering Bombardier HR-616’s, GMDD SD50F’s and SD60F’s, and GE C40-8M’s, and ATSF acquiring a fleet of new F45’s and FP45’s, U30CG’s, and used SDP40-2F’s from Amtrak (traded for a number of switchers and CF7’s). The U30CG is perhaps a bit more special than the other cowls though, one of only six delivered as ATSF 400-405 in November 1967. Looking sharp in their silver and red Warbonnet paint, their passenger train careers were cut short in February 1969 when a U30CG derailed while leading the Grand Canyon Limited at Chillicothe, IL. The derailment, at least partially, was attributed to the design of the U30CG – a fate the SDP40-2F would later share – and the units demoted to freight service. This meant a repaint, and the standard blue and yellow freight colors now cover the fluted stainless side panels. Evidently, the Santa Fe was short of power in 1977, as evidenced by the CN GP40 in the consist. Actually, the middle unit is CN 4015, temporarily renumbered to avoid a number conflict with ATSF’s fleet of SD39’s at the time also numbered in the 4000-series. CN was no stranger to leasing spare units, and throughout the late 1970’s leased locomotives, primarily GP40’s, SD40’s and even some six-axle MLW’s, to Conrail, ATSF, and L&N. Interestingly, the likelihood that this consist could be repeated would be short-lived. The oddball GE would be traded back to its builder three years after this photo on an order of B36-7’s, meanwhile the GP40 was leased to L&N in 1978. It would eventually be retired by CN by 1998 (likely earlier), and presumably scrapped. Today, the former ATSF 3626 soldiers on as BNSF 2791, interestingly still in the classic ATSF blue and yellow paint scheme as of February 2016 (!). 

The photo below was taken the day after the photo above, ironically, near Canadian, TX. We again see the same cowled U-boat and CN visitor, paired this time with U36C #8789 and a GP20. It seems the ATSF was intent on getting the most out of the borrowed GP40 while they could! In any event, it seems that the summer of 1977 was a good time to be a railfan along the Santa Fe and I'm fortunate to have these interesting images to study.

'Til next time,

Peter.

We're somewhere near Canadian, TX, the day after the photo above and again see our unusual duo sandwiched in an enhanced consist with U36C #8789, and an unidentified GP20. Canadian, TX, is almost 450 miles from Kansas City  - the photographer must have been on an epic railfanning trip to cover that distance in less than two days! Photographer unknown, author's collection.

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FPA 4 Friday VIA 6793 at Toronto ON in August 1986

VIA Rail FPA-4 #6793 trails on an equipment move from Toronto Union Station to the VIA servicing facility at Mimico on August 4, 1986. Uncredited slide from my collection, but I believe photographer is either Reg Button or Bill McArthur.

A busy day for me yesterday didn’t leave any time for a Throwback Thursday, but to make up for it, here instead is FPA-4 Friday - a look back to the summer of 1986. It’s August 4^th of that year and we are at Bathurst street in Toronto, Ontario, on a bright and sunny morning. Through the viewfinder we observe this rather odd, “everything but the kitchen sink” consist that includes VIA FPA-4 #6793, three RDC’s, and FP9 and even an Ontario Northland coach. The oddball collection of equipment is in fact an equipment move from Toronto Union Station to VIA’s Mimico servicing facility, located a few miles down CN’s Oakville subdivision, west of Toronto. It appears that three separate trains have been combined to ferry the consists to Mimico for servicing before heading out on other trains later in the day. We can guess that the FP9 and three cars on the west end of the move are from a westbound train, perhaps from up north judging by the ONT coach in the consist (perhaps VIA equipment had been used on that day’s Northlander?). The RDC’s are likely off of an eastbound train in from Niagara Falls, as they were common on VIA trains in the area until LRC/HEP-II cars took over and the RDC’s were retired. And the 6793 and two east-end cars are also likely off of an eastbound, perhaps the morning Sarnia train (#84) that came down the Guelph sub by way of Stratford, Kitchener, and Guelph. Any way you slice and dice it, there’s a lot to look at in this photo!

What has happened in the intervening 29 years? A lot, as it turns out. The most obvious change in the photo is the equipment – the “Blueline” coaches, the FPA-4, the FP9, and almost certainly the RDC’s were phased out and replaced by VIA’s current roster of GE P42DC’s, GMD F40PH-2’s, LRC coaches, and Budd-built HEP-II cars. A handful of RDC’s are retained for the Sudbury-White River operation, in a modified paint scheme with silver ends instead of yellow. Another major change is that the tracks in the background diverging to the right, the CN Weston subdivision has been greatly modified to incorporate a major grade-separation project, and the tracks have been lowered significantly in this area. The area in general now is considered the Union Station Rail Corridor, and operated by provincial transit authority Metrolinx (operator of GO Transit as well). In fact, Metrolinx now owns the Oakville subdivision all the way from Union Station to Burlington West, about 32 miles (though CN still serves local customers on the line, primarily at night). Some tracks at left have been removed (as has the freight yard in the distance at right), and the building in the centre has been demolished; high-priced glass-exterior condos now dominate the area. One thing that hasn’t changed? – the signal bridges. All three signal bridges that the train is passing under still stand, though plans to replace them with the modern aluminum structure, LED-lit “Darth Vader” signal bridges probably aren’t far off.

What about VIA 6793? – well, the engine not only dodged the scrapper’s torch, but evidently earned a vacation, now enjoying the Arizona sunshine as Grand Canyon Railway 6793. Painted in a bright silver and gold paint scheme, the engine now hauls trainloads of tourists in and around Williams, AZ. I bet it doesn’t miss the cold Canadian winters! A number of ex-VIA FPA-4’s survive in the US, on shortlines/tourist operations such as Grand Canyon Railway, Napa Valley Wine Train, New York & Lake Erie and Cuyahoga Valley to name a few.

‘Til next time,

Cheers,

Peter.

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Flashback Friday 30 Quiet Sunday on GEXR in 1999

An eclectic mix of geeps enjoys a quiet Sunday morning at Stratford, ON, on August 1, 1999. Six paint schemes on seven units - hard to beat that! Gord Taylor photo.

I started writing this yesterday but the day got away from me, so presto-change-o, it’s now a “Flashback Friday” instead of Throwback Thursday (or as CP would say, running slightly late).

I find shortline railroading interesting – shortlines tend to do more switching and grunt work than Class 1’s, usually with smaller crew to boot. Add to that older power cascaded from Class 1’s and many shortlines have a lot to offer for the railfan. The first shortline in Ontario to be operated by an American company was the Goderich-Exeter Railway, operated initially from Stratford to Goderich (with a branch to Exeter) by Railtex. Established in 1992 the railroad featured an eclectic mix of motive power, initially three green-and-cream GMD-built GP9’s from the Cartier Railway in Quebec (each named for characters in Shakespeare plays), bolstered by a host of leased power, particularly in the winter months. Eventually leasing the CN’s Guelph subdivision from Silver (on the Halton sub) to London Jct in London, ON in 1998, the road required more power.

Initially a four-axle only road, the road’s own locomotives were supplemented by other units from other Railtex/RailAmerica roads (RailAmerica acquired Railtex in 2000). Some units were restencilled to GEXR reporting marks, some not; none were painted in the road’s green-and-cream paint scheme, but several wore Railtex’s pleasant red-and-grey paint scheme (e.g. 3821, 3835, 4019, 4022). Early power was primarily GP9’s but quickly more powerful 645-powered EMD’s showed up as the demands of running the expanded railroad meant longer, heavier freights. Eventually, six-axle power arrived with leased SD40-2’s and even a Florida East Coast SD40-2 and later an ex-SP SD45T-2 which remains on the road today. All this contributed to a rainbow appearance to the roster, with numerous paint schemes.

Today the road is operated by Genesee & Wyoming, after it acquired RailAmerica in 2013. G&W’s corporate orange paint scheme has been applied to several units now operating on the GEXR (as always, the roster is in a perpetual state of flux), but the railroad operates much as it has since it’s inauguration.

In the above photo by Gord Taylor, we see the following units on Sunday August 1, 1999:

• ·        GEXR GP9 #177 (“Titania”); eventually scrapped at Stratford in 2007-2008.
• ·        GEXR GP38M/slug set #3834/4161 (ex-MP, KCS); eventually scrapped at Goderich.
• ·        Georgia Southwestern GP9 #2127 (ex-ATSF); eventually scrapped at Goderich.
• ·    GEXR GP38AC #3856 in NECR colours (ex-NECR 9539, nee GM&O); presently on OVR in G&W orange.
• ·        GEXR GP38AC #3835 in Railtex paint scheme (nee-GM&O); presently on OVR.
• ·     Barely visible behind #3835 is GEXR GP40 #4046 in Virginia Southern RR green/yellow (ex-MKT); scrapped in Goderich.

‘Til Next Time,

Cheers,

Peter.

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Throwback Thursday 9 Passenger Action at Bayview in February 1977

Competitors meet at Bayview on a cold Winter's day in February 1977. Uncredited Kodachrome, author's collection.

Today’s Throwback Thursday takes us back to the winter of 1977, on a cold but sunny day in February of that year. Here we find an interesting scene with a combination of passenger trains from both CN and CP. Westbound CP #181 is heading through the plant (away from photographer, note rear marker lights illuminated) while an eastbound CN Tempo consist holds on the Dundas sub until the CP train clears. We can probably assume that the CP train was delayed for some reason, after all this is CN’s track and they probably wouldn’t intentionally delay one of their own trains to allow a competitor to have priority. Whatever the reason, the result is nonetheless worthy of further consideration.

The equipment on the two trains presents an interesting contrast in Canadian passenger operations – one attempting to economize and shrink passenger train size, and another an attempt to modernize and improve the passenger experience. When the photo was taken, VIA had been formally in existence for about a month, but it would be more than a year (October 29, 1978) that it would officially take over CN and CP passenger operations. Thus, the two trains are still operated at this date by their respective owners and not yet by the crown corporation.

The CP train is the last vestige of the old Toronto-Buffalo connection by way of Hamilton/Fort Erie (over CP/TH&B), a service initiated in 1894 and terminated when the last #181 to Buffalo was run on April 25, 1981. Gone are the days of the torpedo-tube TH&B GP9’s hauling steam-heated passenger cars (with overnight Toronto sleeper connections), and by this date, the train has been reduced to a two-car RDC consist; at least it is sporting the attractive ‘hockey mask’ paint scheme. The trailing RDC (or “Dayliner” to Canadians) is somewhat of an odd duck, being an RDC-4, a baggage-only model with no passenger seating (73’ long, 12’ shorter than other RDC models). The fact that the train only has one car for actually seating passengers probably speaks to its' popularity by this date. The unit was built by Budd in 1955, and subsequently sold to VIA in September 1978. Evidently not fitting into VIA’s operational plans, the unit was sent to CN’s Pointe Ste. Charles shops in Montreal and subsequently stripped of useful parts to keep other RDC’s going. The remains were scrapped at Dominion Metals & Refining Works at St. Constant, Quebec in 1985.

Though we can’t make out the number of the CN Tempo RS18, it was nonetheless representative of a concerted effort to modernize and improve CN’s passenger operations along the Toronto-Windsor corridor. Rebuilt from a standard RS18 in 1967 with a new-for-the-time HEP system, the six converted RS18’s powered Tempo operated with cars from a group of 25 purpose-built aluminum coaches built by Hawker-Siddely in Thunder Bay, ON. CN 3150-3155 (MRE-18g) featured 92 MPH gearing, a unique paint scheme, and a 575-volt HEP system. The coaches featured outboard disk brakes, electric doors, microwaves, and improved snack service. Delivery of the LRC equipment in the mid-1980’s ultimately rendered the Tempo trains obsolete, with the locomotives and cars being retired by 1983/1986 respectively; their unorthodox 575-volt HEP system didn’t jive with the new Amtrak/VIA standard of 480 volts, greatly limiting the equipments’ usefulness in combination with other car types. Interestingly though, like a cat with nine lives, several of the coaches were subsequently resold to the Rio Grande for use on their Colorado Ski Train operation; the cars were then re-sold some of the cars to the CN/ACR Agawa Canyon tourist train operation, returning the cars to Ontario, albeit much farther north than they were initially accustomed to! Approaching their 47^th birthday, it is indeed remarkable that these cars – especially given their aluminum construction – are still polishing the rails!

‘Til next time,

Cheers,

Peter.

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Are You Interested in Slot Cars as a Hobby

We currently carry Scalextric Slot Cars in 1:32 scale.  We do have plans to carry more in the future during Slot Car Season (November to March).

This article is to help the beginners in this fun hobby, learn more to increase their enjoyment of Slot Cars. Let us know if you have any questions regarding Slot Cars. valhobbywest@shaw.ca
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Standard vs Digital

What is the difference between standard Scalextric and Scalextric Digital from a racing experience point of view?

Scalextric Digital racing more about racing as a whole - e.g. you have to get to the finish line despite the following randoms thrown in to the mix: get past other cars on the same lane as you, take pit stops, refuel, take penalty 10sec 'stop-and-go' if you've transgressed, other cars will be in the way and stuff happens that ruins your strategy and you have to think your way out.

Standard Scalextric racing is more about car preparation and driving technique - simple. However, these two skills are also as important in Digital racing.

The key difference, in a word, is Interaction. It is about what happens between you and the other teams/cars/drivers. Comparatively, Digital gets 10/10 for Interaction (and I don't mean crashing in to each other - that would be sorted with a 10 second Pit Lane Stop&Go penalty for such bad driving!) whereas standard Scalextric (1/10 for interaction) is more of a time trial or sprint. Some standard Scalextric clubs have more than two lanes so that more people, at the start of the race, can leave the grid at the same time - but from there on the drivers are on their own until they complete the number of laps or race time.

Scalextric Digital racing offers the most complete racing experience.

Getting Started

Guide lines

• There is no age barrier.
• There are no hard and fast rules about what cars race together, what shape circuits should be and what race rules should be used.
• Most owners make up their own rules, design their own circuits and choose which cars to use.
• We encourage fans to be as creative as possible.

Buying the first Scalextric set

• The best way to get up and running is to buy a set.
• This gives all the equipment you need to race right out of the box.
• Use the 'Choose a Set' feature on the Home Page.

Flexibility and Compatibility

• Increase your car stable by buying individual cars
• Grow the layout by purchasing separate track pieces.
• Scalextric layouts do NOT have to be laid out as per the suggested circuit on the box lid.
• Be creative, design different circuits!
• Download the FREE Track Designer programme and design a layout. The software gives an inventory of the parts required.
• Most Scalextric cars can be used on any track layout without any problems.
• Track from  previous Scalextric sets can be used with current Scalextric layouts.

Who races Scalextric?

• Our Scalextric Enthusiasts Club shows we have members from around 7 years old to +70 years old, of both sexes!
• There are Scalextric clubs around the world.
• Most Scalextric owners race at home with friends and family.
• Organised racing takes place in Scalextric clubs around the world.
• Our own Scalextric roadshows and exhibitions also provide organised racing.
• There are national and international racing championships held annually.
• How involved you want to get is entirely up to you!
• Scalextric is a pastime, a hobby and a sport.

Access to Scalextric Track Designer

Scalextric Track Designer is the ultimate track building tool! This excellent 3D software includes the full Scalextric track inventory and comes complete with a built-in room designer. It offers Scalextric fans the chance to plan workable tracks, including multi-lane layouts, before getting down to actually building them!

Budding track designers can create the ultimate racing challenge by incorporating elevations and gradients, pit lanes, barriers and other exciting extras. Fully backward compatible with all classic track pieces, the designer is suited to both analogue and digital Scalextric formats.

Once created the designs can be saved, printed or even sent directly to our online shop were the extras you need are added automatically to your shopping basket, making it even easier to purchase the parts you need to build your epic track. Scalextric Track Designer installs in English, French, Spanish or German.

You can download the software FREE here: Download Scalextric Track Designer now!

You can also download the bumper pack of extra pre-made layouts completely free!

Some Neat Features of Scalextric Starter Sets

Accelerate into the new world of 1:32 scale slot racing.  Available in three alternative ready-to-race sets, Scalextric Start provides everything for the rookie racer:

• 1:32 scale slot racing action
• Easy-to-connect/disconnect track
• Multiple circuit options
• Large track pieces for speedy set up
• Skill level control hand throttles
• Super tough cars

Add to your slot car collection!

Race any Scalextric car on your new Scalextric Start circuit.

Expand your Scalextric Start circuit!

Option 1: Increase the track length of your Start circuit by over one metre, simply by adding C8527 Scalextric Start Straight Track Extension Pack.

Option 2: Alternatively, incorporate the C8525 Scalextric Start Converter Track Packand add any track piece from the full Scalextric range to enhance your new Scalextric Start set.

Make sure to check out our next blog post on Basic Slot Car Maintenance. 

Source

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Batteries in Boxcars

A proof of concept trial has started to see if the batteries and CNVRTR chips can be tucked away in trailing cars. A small path had to be cut in the chassis of each boxcar for the two wires from the locomotive. The trick is to test the ease of accessibility of popping off the body to load the battery and connect it to the locomotives each session. It's not real convenient with these boxcars, but doable for the near future until the more permanent plan is in place.

The plan is to model and 3D print the maintenance of way cars the HBS actually used on a regular basis. There was a flat car/transfer caboose looking thing and street sweepers that were regularly run to keep the flangeways clear of debris at street trackage.

Edit: I should have mentioned that there is no problem with radio communications to the receiver in a plastic box car. 

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Remotored Roundhouse Boxcab breaking in on New Test Track

A re-motored Roundhouse boxcab

A comparison of the out-of-the-box configuration (lower) and remotored and weighted chassis from Ron LaFever (upper).

Activity on the New Test Track

Last week I created a test track loop to break-in locomotives. I used some code 83 weathered Micro Engineering flex track on top of a door/worktable. I quickly made a note at how difficult it was to work with the rail joiners straight out of the pouch, so I started to pry the openings up a little with the tip of a file so that they would go on the rail more easily. I then soldered the joints between the four pieces and set my re-motored GE-IR boxcab off in circles. I sent this little guy off to Ron LaFever to be remotored (exchanged, actually, for another rebuilt chassis), and the results were very good. Very nice work. The only problem that remains is the noise of the gearing, which is a result of the design, but hopefully the break-in will help with that. In the meantime, I have the radio turned up pretty high to cover up (some) of the noise.

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Guide to Get Ho scale model trains for sale in south africa

Try Ho scale model trains for sale in south africa

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Throwback Thursday 7 CNR 6218 at Hamilton ON Ferguson Ave in January 1966

CNR 6218 leads a railfan excursion southbound through downtown Hamilton, ON on a snowy day back in January 1966, with a good-sized crowd in attendance. Uncredited slide, author's collection.

Since we’re still in the grip of winter here in southern Ontario, today’s Throwback Thursday takes us back to another snowy day in January 1966. In the above photo we see CNR 4-8-4 #6218 southbound on a railfan excursion over the CN’s Hagersville sub, on the infamous portion of street running through downtown Hamilton, ON.

Running from a connection to the CN Grimsby sub near Elgin street in north Hamilton, the line extended southward through the city and up the escarpment (“the mountain” to Hamiltonians), and from there through its’ namesake town to Jarvis, where it met the “Canada Air Line” (CN Cayuga sub). Aside from running north-south in an otherwise east-west dominated area of trackage, the line was also noteworthy for its’ street running portion, the steep grade up the mountain, and in later years, it gained additional fame when the Hamilton-Nanticoke steel train ran over the line with an A-B-A set of F7’s.

Long before the F’s became a fixture on the line, however, CN was known to run railfan excursions over the line with their popular Northern engines 6218 and, at least on one occasion, CNR 6167. Not generally a through line, there was little traffic to interfere with the railfan excursions; moreover, it provided a convenient way to turn a train without wyeing it (i.e. Windsor-Caledonia, Caledonia-Hamilton, Hamilton-Windsor; this particular arrangement likely never actually took place but is used to demonstrate logic of turning the train without a reversing move). Interestingly, the big CNR Northerns were not native to the line in the days of steam – quite the opposite in fact. Due to weight restrictions over the antiquated Grand River bridge at Caledonia, the line was restricted to the use of lighter engines, particularly CNR’s E-10 moguls. The light engines were insufficient for the steep climb up the mountain however, thus doubleheading (or even tripleheading) was common, with the helper(s) cutting off at Rymal, Glanford, or sometimes Caledonia if tonnage was heavy enough. A new bridge installed in 1953 eliminated the weight restrictions, and allowed heavier power such as the J-4 Pacifics, N-5 Consolidations, or H-6 Ten-wheelers, though the E-10’s were still common on the line. Undoubtedly the largest steam ever operated on the Hagersville sub, the CN Northerns on occasion did require helpers if traversing the line southward (up the grade), particularly in winter.

Which makes this photo that much more interesting. Indeed, the train is southbound on the Hagersville sub, heading for the climb up the mountain. Since helpers on the excursions were usually placed in front of the steam locomotive to simplify their removal at the top of the grade, it would appear that this excursion will climb the grade without helpers (the steam obscures the view of part of the train behind the engine, but it does not appear that helpers were added on this trip). This is even more interesting considering that the city appeared to have got a pretty decent snowstorm shortly before this excursion – note that Ferguson Avenue isn’t plowed! It would appear that the train is perhaps 8-9 cars long, likely well within the capability of the big Northern to pull up the grade – though I wonder if there was ever a calculation done to see what the tonnage rating would be for a U-2 Northern southbound up the grade?  The train is about to make the sharp left turn, cross the TH&B tracks and begin the climb up the grade to Rymal - I bet the sound would have been fantastic!

Being that the photo was taken in downtown Hamilton, we are fortunate to have an exact location for the photo, even though there was no information on the slide mount. The street sign in the photo reveals that the photographer was standing at the corner of Ferguson Ave and Hunter Street. Another slide I have shows that he took a photo of the street sign up close, perhaps to remind himself where he was on this particular day. It also appears that the photographer was in good company this day – note how many other people are out on a snowy day to observe this special run. I doubt that if CN still ran excursions today, that many people would stop to watch – or even care about – the magnificent Northern leading a passenger train. The crowd in the photo is probably heavily biased towards railfans I would guess. A Google Streetview image of the same location today reveals that the area has been entirely reconfigured. What was once a mostly-residential neighbourhood has been somewhat commercialized, and many of the houses have been demolished and replaced with apartment buildings. One would be hard-pressed to even recognize that a rail line ever ran down the street! (Which interestingly, has been paved with bricks, as if to make it easy to replace the line if CN ever chose to do so – but will never happen). Though I bet if they did, the view from some of those apartment buildings would be awesome...

A snapshot from Google Streetview of approximately the same angle as the above photo, taken almost fifty years later. Photo credit: Google.

But at least the subject photo reminds us that not all grey winter days are dull – often the best action seems to happen on grey gloomy days!

‘Til next time,

Cheers,

Peter.

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A post in May for me is rare

Well, I am just about done with school and coaching this year.  Only have 24 days left, but in all it's been quite busy the last few months.  I've been really trying to make time in the layout room but it has not happened lately.  I rewarded myself last Sunday with a trainshow over in the Shenandoah Valley.  I believe these small shows are the jewels of trainshows.  You can find a bunch of junk at them, but on the other hand, you can find some real bargains, if you look.  Talking down prices always seems to work also.  Last year at this show, I bought an Atlas Trainman RS32 that's now the yellow VC #106 for $30.  This year was no different.  Got a Proto 2000 SW900/1200 for $30, and 3 of the Micromark "Switch Tenders" for $24.  I've never tried the Switch Tenders but at that price, I had too.  These are under the table machines for turnouts.  They are brand new and sell for $16 each.

I also did some railfanning on the way back.  First stop was the Shenandoah Valley Railroad in nearby Staunton, VA.  Heard they had a Alco they were restoring and wanted to get some pics of their locomotives.  The SVRR is a small railroad paralleling I-81 and running north from Staunton.  It serves several industries along the way.  They are owned by Durbin and Greenbriar Valley RR, the same company that owns the tourist railroads in West Virginia.  I was in for a treat!

The SVRR #40 has been there work horse for years.  GP-9 I believe.

Believe this is there newest loco. Ex-KTR GP-9

The Alco I was looking for.  Lots of rebuilt stuff on this including trucks, fuel tanks, and pilots.  This RS-11 was Ex-Maine Central.

SVRR #8701 Whitcomb

the other end of #367

Closeup of the nose

Some sun on the #6512

Roster shot

The other side of the Alco

Cab view

Most shortlines have cabooses and the SVRR is no different.  This is an old faded blue "For Progress" C&O caboose.  

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Throwback Thursday 8 Amtrak E8A 284 at St Thomas ON in August 1975

Amtrak E8A #284 pauses at St. Thomas, Ontario with eastbound train #64, the Empire State Express. Three locomotives for five cars seems a bit excessive! Date is approximately August 20, 1975. Uncredited Ektachrome, author's collection. 

Our Throwback Thursday today takes us back to August 1975 on a sunny morning at St. Thomas, Ontario. Amtrak E8A #284 is piloting train #64, the eastbound Empire State Express, and has stopped in front of the massive Michigan Central (or CASO to die-hard fans) station to entrain passengers heading to the Big Apple. Today’s train is unusual for a couple of reasons: first, the second E8A (the train typically ran with only one locomotive), but far more interestingly, the Delaware & Hudson PA1 sandwiched between the two Amtrak engines. What was the classy ALCo doing in southern Ontario? Delaware & Hudson, long a proponent of Schenectady-built locomotives, had contracted with Boise, Idaho-located Morrison-Knudsen to rebuild a number of 244-powered locomotives with 251 engines. Included in the program were the four ex-Santa Fe “blue-bonnet” painted PA1’s. Somehow, after their overhaul, the PA1’s took the scenic route back to home rails, part of which included a stretch across southern Ontario by way of the CASO. As the PA1's were completed one at a time, the locomotives were sent back east in the consist of various Amtrak trains, though I believe one PA actually lead #64 from Detroit to Buffalo. Naturally, it was in the dead of winter, in a snow storm, though there are a few shots of the train out there. Suspiciously, a number of railfans were purported to call in "sick" to work that day, or perhaps blamed the snowstorm instead...

Running from Detroit, Michigan, to New York City, the Empire State Express was initiated in 1974 (renamed the Niagara Rainbow in 1976) and provided a connection between two major business centers in the American northeast, via a shortcut through the southern Ontario countryside. Prior to Amtrak’s formation in 1971, the route had previously been served by New York Central/Penn Central trains The Wolverineand the Motor City Special; under Amtrak operations, the former train had been truncated to Detroit and the latter abolished altogether. The train ran seven days a week and featured a snack car as well as baggage car. Despite the name, until 1978, the train did not actually go through Niagara Falls but instead crossed the border at Fort Erie/Buffalo. In 1979, however, both Michigan and New York states withdrew their funding contribution to the operation of the train and the route was truncated from New York City to Niagara Falls, New York.

What about the lead unit, Amtrak 284? It began life as Pennsylvania #4276 in September 1952. No doubt enjoying its’ share of time in the lead of the railroad’s premier passenger trains, the engine eventually became the property of Amtrak upon formation of the American national passenger carrier in 1971. After surviving the early Amtrak years as engine #284, it was renumbered to Amtrak #495 and subsequently rebuilt with an HEP system, a move that likely extended its’ life considerably. Following its’ stint on Amtrak – apparently, primarily in the US northeast – the engine began a new life as BMRG (Blue Mountain & Reading)/“PRR” 5706 – no, not the original Pennsy 5706, but a reasonably-convincing throwback to its’ former appearance. Not only in its’ former colors, the engine continued to operate in and around Pennsylvania, hauling excursions under ownership by Andy Muller. The details of the engine’s next few years are a little fuzzy, but somehow the engine came to live in Sumiton, Alabama, functioning – of all things – as a wedding chapel! Current photos show the locomotive (with most mechanical components removed) on a small piece of track in front of a shopping complex in Irondale, Alabama, wearing a shiny new coat of Southern green and white paint. Like a cat with nine lives, it’s incredible that the unit somehow managed to dodge the scrapper’s torch! A long, long way from the southern Ontario rails it once frequented, hopefully the engine will enjoy its’ retirement in the Alabama sunshine for many years to come!

Incredibly, the trailing unit D&H #18 is also still around and in fact is probably much more famous than poor old 284 ever was; the engine survives today as “NKP” 190, the PA-1 that Doyle McCormack is lovingly restoring back to operating condition. Acquired from Santa Fe in 1967, the engine served D&H’s passenger needs until it was sold in 1979 to a broker; a resale to Mexican interests took the engine south of the border where it evidently ran for a number of years before being parted out. One of only two semi-complete (cosmetically, anyhow) PA-1’s in existence, the locomotive is indeed a rare bird. In the summer of 2014, the engine moved for the first time in 14 years (not yet under its’ own power) to the large gathering of carbody units at the North Carolina Transportation Museum, in Spencer, NC. It’s original 244 engine and the 251 that was used to repower it are long gone, and instead a 12-251 salvaged from a BC Rail M420B has been installed. Though the engine has been started, much of the electrical gear to power the traction motors still needs to be repaired or replaced. Though neither unit is likely to ever visit Canada again, we can look at the above photo and think of what it must have sounded and felt like to stand next to this rather unusual train…

‘Til next time,

Cheers,

Peter.

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Throwback Friday 4 CN 1349 at Thorold in July 1995

CN 1349 heads southward down Pine Street on the Fonthill Spur on July 17, 1995. Reg Button photo, author's collection.

Today’s Throwback Thursday (or as it turns out, now Throwback Friday) features one of the more interesting aspects of railroading: street running. Often mutually unpopular to the local municipality and the railroad, street running is increasingly hard to find. I find that to be a shame, since street running often yields details not otherwise captured in our day-to-day photography, such as the latest model year of a car in the photo, a popular local establishment’s sign, or even fashion trends of people captured in the frame. With that in mind, let’s get to our subject photo.

It’s July 17, 1995, and we find CN SW1200RS #1349 leading two cars up the middle of Pine Street in Thorold, ON. It appears that train #549 has been sent to lift two boxcars from the industry in the background – the Fraser Inc paper mill (now Book Depot). The short train is now heading south down the Fonthill Spur, riding up the small hills that pose little challenge to automobiles and trucks but an interesting challenge to the train. Fraser Inc’s facility was featured in Trevor Marshall’s post (here) on his Achievable Layouts blog and provides many more interesting photos of the plant. At one time it appeared to be quite the industry, handling both outgoing paper loads as well as tank cars of chemicals and hopper cars of additives used in the paper making process. Today, however, the business as well as the street running required to serve the industry are gone, and Pine street is a bit less interesting (to me at least). Street running is not gone altogether from the area though, as CN successor Trillium Railway still uses a small piece of track down the middle of Townline Road to serve Interlake Paper. They even have a CN-painted MLW S-13, required due to sharp curvature on the line. Interestingly, CN 1349 must have liked paper mills as it would go on to be CANX (Canac) 1349, one of the plant switchers at Marathon Pulp in Marathon, ON until the plant closed in 2008. One other interesting aspect of the photo is that it appears Pine Street is in the middle of getting a makeover, judging by the cement truck and dump truck – as the small time capsule of an image has recorded for posterity. 

Cheers,

Peter.

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2016 Mid Atlantic RPM Meet is in the books!

We just finished up the annual Mid Atlantic RPM Meet this past Friday and Saturday.  It was a great time with great models, vendors, friends, speakers, layouts and food.  I want to thanks our fearless Norm Wolf for put on a top notch meet.  Also thanks to Bob Sprague, Butch Eyler, and Daylene Wolf for their dedicated work.  These guys and gal are wonderful to work with!  Looking forward to the next one on September 22/23 2017.

Here are all my pics:2016 MARPM meet pictures

Butch Eyler's incredible weathering 

Butch Eyler's

Peter Koehler-Pfotenhauer

My RF&P stuff

Some more of my stuff

and more of my stuff

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Throwback Thursday 16 Union Pacific C630 2905 in July 1971

UP 2905 leads an unlikely consist on a sunny day in July 1971 (location unknown). Bob Gottier photo, author's collection.

Today’s Throwback Thursday takes us back 44 years to July 1971. We’re trackside on the UP, in the middle of the road’s “bigger is better” motive power era. We observe an unwieldy consist of UP 2905-632-43 (C630, U25B, U50B), moving about a yard. Though there is no location given on this slide, we can still imagine what it must have been like to be trackside and watch this consist go by – what a jaw-dropper this must have been!  

 

Throughout the 1960’s (and earlier) Union Pacific experimented in its’ quest for the best motive power with several locomotive models unique to the road (or that saw limited application elsewhere) such as the DD35A, U50C, Alco C-855, and ultimately the DDA40X’s (“Centennials”). In this search for superior motive power, the road tested products from each of the three major builders (EMD, GE, and ALCo), in a head-to-head evaluation. Knowing that large-scale replacement of first-generation motive power was not far off, this would be a critical step in wisely selecting future locomotives – not only important (and expensive) assets from an accounting perspective, but crucial to ensuring the high quality of service the road is known for. Ten ALCo C630’s were purchased in October 1966, UP 2900-2909. These would ultimately be the last ALCo’s purchased by the road, and evidently were not held in high regard by mechanical forces, departing the active roster in November 1973 after nine years of service. A sale to DMIR February 1974 sent the 2905 northward, and even further so after a resale to Canadian Ore hauler Cartier in April 1974. Extant until at least 1986, the unit’s demise is likely lost to history. The trailing unit, UP 43, represents the most apparent example of the “bigger is better” mentality - inspired by Motive Power and Machinery director David S. Neuhart - in this image. Built using the trucks and span bolsters from traded-in General Electric jet turbine power locomotives (another uniquely UP design) the unit was effectively two U25B’s on one very large frame. Built in August 1964 the unit survived just ten years, retired in January 1974 and traded to GE. By this time, the usefulness of medium-horsepower six-axle locomotives was becoming clear, as well as the virtues of an easy-to-maintain locomotive. Comparatively high maintenance, many of the distinct double-diesels were soon vanquished from UP’s roster; the last, the DDA40X’s, surviving until 1983. Perhaps the most interesting unit, in my opinion anyhow, is UP 632, the middle unit in the consist. Build by GE in May 1962, it is in fact the oldest unit of the group. Though UP had a penchant for purchasing used demonstrator locomotives from the various builders, this was indeed a production-built hi-nose U25B, the only ones so constructed except for the demo units. One of 16 U25B’s on the roster, the 632 was actually somewhat more unique than the others: in April 1969, the locomotive was rebuilt with a 12-cylinder engine and new alternator, and used as a testbed for the upcoming U50C’s. Eventually repowered with a 16-cylinder engine, the locomotive was wrecked and retired in 1972. A 1974 sale to Rock Island took the unit to Silvis, IL, where it sat while being used as a parts donor to another wrecked U25B. In 1978 the remains were rebuilt into a slug and numbered to Rock Island 283. Following the demise of the Rock in 1981, the slug was sold to Chrome Locomotive in that year and presumably scrapped.

 

In addition to the locomotives, there is also plenty other to see in this photo, including the yard speaker (remember those?), the old Ford pickup, the UP aircraft wing car in the background, and some other high/wide loads. I think it’s pretty safe to assume the photographer had a pretty good day trackside!

 

‘Til next time,

Peter.

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