Once upon a time there was the Mixed. Lots of them.
They went everywhere, frequently on odd and out of the way lengthy routes. The CNR had quite a myriad of mixed trains. There were plenty as well in the US. Many of these routes they took are on old historic trackage that have now long been lifted and no longer in existence.
Below is an example of what today appears to be quite a strange circuitous crooked route. Fort Erie to Goderich via Paris, Brantford and Stratford. Canadian readers will know but US readers might have to look that up. It's all in Southern Ontario, roughly Buffalo to a point close to Port Huron. Wouldn't it be spiffy to ride in the combine for a great adventure. Too bad these still did not exist, they would become legendary with railfans.
This pic shows a rare RSC 13 in Classic CNR green and gold. Built by MLW/Alco there were ever only 35 of them and all built for the CNR.
1700 with a short mixed train with a combine bringing up the markers. The only mixed that ran through Paris Jct. was the one between Fort Erie and Goderichvia Brantford and Stratford (Buffalo, Brantford & Goderich Railway).
Only thirty five RSC-13's were built — between 1955 and 1957 — and were numbered 1700–1734 by CN. The locomotives were conceived by MLW to meet CN's specification for light weight branch lines.
The RSC-13 was a one-of-a-kind diesel locomotive design and CN used these unique units to replace steam locomotives on light rail branch lines. By the 1960s they were primarily used in eastern Canada and by the early 1970s they were concentrated in the Maritimes.
Interesting, that RSC13, I've never heard of it until now. On casual observation I'd have assume it was an RS3 and thought no more of it.
I'm not a big diesel fan as most of you know, but I do make exceptions, and I like the look of those vintage ALCO's. Don't know why, I just do.
The mixed trains. As Lucius Beebe put it so well, "Gone with the snows of yesteryear."
Flintlock76Interesting, that RSC13, I've never heard of it until now. On casual observation I'd have assume it was an RS3 and thought no more of it.
Shape of the hoods is subtlely different. Of course what you meant was RSD, not RS, as even in the picture provided you can see the three-axle trucks.
The whole history of these A-1-A trucked road-switchers in the Maritimes is fascinating. These had 539Ts, like the RS-1s, but there were others (RSC24s) that were built with the 244s taken out of FPAs being given 251s, with the engines derated to match the weight and number of traction motors. There were also RSC14s, which used the trucks off the -13s and -24s on a bunch of RS18s for the lighter service.
And then, of course, there was this, I think adaptive re-use for heavy switching although I've seen a reference that it was for 'express' service:
http://www.cnrphotos.com/gallery2/main.php?g2_itemId=13113&g2_imageViewsIndex=1
I'll bet some of our resident Canadians have the 'whole skinny' on this little design excursion...
Apparently one problem with the A-1-A trucks in freight service was that the outside wheeltreads would wear preferentially (or require more frequent returning) and become smaller over time, which was said to cause problems loading the outer axles even through the equalization, and this was an attempt to save some of the investment in truck frames and so on. It did not, apparently, succeed, and the trucks were returned to A-1-A configuration, but it certainly has interest! (I am surprised the expedient used on some of the GMD-1s, fitting a smaller (perhaps progressively smaller!) center wheelset, wasn't at least tried... perhaps we shall find out that it was.)
I believe there was a similar conversion in New Zealand that was left as modified, although the DAs had Flexicoil rather than drop-equalizer trucks, so the suspension implications were different.
CNR's Alco RSC13 in original livery:
http://www.cnrphotos.com/gallery2/main.php?g2_itemId=44629
Speaking of mixed trains, I personally define any passenger trains that carried considerable head-end, mail and express cars as a mixed train, PRR's Manhattan Limited was an example. My favorite diesel switcher is MN&S's Baldwin DT-6-6-2000.
Jones 3D Modeling Club https://www.youtube.com/Jones3DModelingClub
Jones-- A Mixed carried freight and passenger, usually just a combine almost always on branch lines. Something like the Manhatten Limited would be called Mail and Express. Thise big Baldwins were Transfer Locomotives. I believe Santa Fe used them in helper service for a time.
Quebec Central
Added lengthy Mixed 35 led by CP 2609.
Thanks, Vince. Yeah, 2000hp was a bit too much for a yard switcher.
Jones1945CNR's Alco RSC13 in original livery: http://www.cnrphotos.com/gallery2/main.php?g2_itemId=44629 Speaking of mixed trains, I personally define any passenger trains that carried considerable head-end, mail and express cars as a mixed train, PRR's Manhattan Limited was an example. My favorite diesel switcher is MN&S's Baldwin DT-6-6-2000.
GENUINE Mixed trains handled car load and less than car load freight as well as a 'rider' passenger car of most any kind, normally either a full coach or a combine baggage/coach. If there was any heat on the passenger car it would come from some form of independent stove in the car - no steam heat and no air conditioning.
Mail and Express cars were equipped with steam lines as they could be used in 'regular' passenger trains in addition to specific Mail & Express trains. Mail & Express only trains would have some form of a rider car for the train crew - PRR used their regular Cabin Cars - B&O and a number of other roads use passenger cars of a 'unimproved' nature - walk over straight back seats, no A/C.
Georgia Railroad Mixed Train
Never too old to have a happy childhood!
If you ever have a chance to go to Goderich and Stratford, go. They are very Victorian English looking. Stratford still has an active yard and the abandoned CN backshop, their largest I believe. Goderich is an active lakeport with a large underground salt mine that extends out under the lake. Stratford is also known for their Shakespeare Festival. Both are fascinating places.
Just as a note, I believe NDG means '751 motors' (as in traction motors). I don't want anyone to confuse this with '251' diesel engines in this specific context.
BaltACD Jones1945 CNR's Alco RSC13 in original livery: http://www.cnrphotos.com/gallery2/main.php?g2_itemId=44629 Speaking of mixed trains, I personally define any passenger trains that carried considerable head-end, mail and express cars as a mixed train, PRR's Manhattan Limited was an example. My favorite diesel switcher is MN&S's Baldwin DT-6-6-2000. GENUINE Mixed trains handled car load and less than car load freight as well as a 'rider' passenger car of most any kind, normally either a full coach or a combine baggage/coach. If there was any heat on the passenger car it would come from some form of independent stove in the car - no steam heat and no air conditioning. Mail and Express cars were equipped with steam lines as they could be used in 'regular' passenger trains in addition to specific Mail & Express trains. Mail & Express only trains would have some form of a rider car for the train crew - PRR used their regular Cabin Cars - B&O and a number of other roads use passenger cars of a 'unimproved' nature - walk over straight back seats, no A/C. Georgia Railroad Mixed Train
Jones1945 CNR's Alco RSC13 in original livery: http://www.cnrphotos.com/gallery2/main.php?g2_itemId=44629 Speaking of mixed trains, I personally define any passenger trains that carried considerable head-end, mail and express cars as a mixed train, PRR's Manhattan Limited was an example. My favorite diesel switcher is MN&S's Baldwin DT-6-6-2000.
Thanks a lot, Balt. In the photo you posted, I note that little smokestack on the rider car of the Georgia Railroad Mixed Train. Reminds me of PRR's P54 trailer cars attached to Doodlebugs with independent stove installed.
A vintage passenger cars of Tsugaru Railway, Japan. Who wants some bacon and sausages?
In July of 1951, I rode in a car with walkover sets on Southern's #43 from Birmingham to New Orleans (7 in the morning to 7 in the evening). It seems that the car was air-coditioned because I was quite comfortable, wearing a dress coat, for the 12 hour trip. I do remember a fan near the ceiling at at least one end of the car I was in the previous night between Atlanta and Birmingham on #11. I do not recall how it was overnight on #136 overnight from Atlanta to Charlotte--all three cars had walkover seats. I also do not recall discomfort two years later when I rode in another such car overnight from Atlanta to Charlotte on #36.
I do not remember anything about the car I rode in January of 1938 as we rode from Rock Hill, S.C. to the town where I grew up--I was only two years old. I do not doubt that it had walkover seats. I expect it did have steam heat since the train was still a passenger train then--a few years later, it became a mixed train, and about 1952 the caoch was taken off.
As to the picture of the Canadian mixed train, I hope no new official rode in the winter with the stove at the rear of car--he may have directed that stoves be at the front of such cars.
Johnny
That Baldwin transfer diesel's a real battleship, isn't it? Formidable!
And I didn't notice those three-axle trucks under the ALCO. It's a bit dark under the running boards, don't ya know?
Overmod Flintlock76 Interesting, that RSC13, I've never heard of it until now. On casual observation I'd have assume it was an RS3 and thought no more of it. Shape of the hoods is subtlely different. Of course what you meant was RSD, not RS, as even in the picture provided you can see the three-axle trucks. The whole history of these A-1-A trucked road-switchers in the Maritimes is fascinating. These had 539Ts, like the RS-1s, but there were others (RSC24s) that were built with the 244s taken out of FPAs being given 251s, with the engines derated to match the weight and number of traction motors. There were also RSC14s, which used the trucks off the -13s and -24s on a bunch of RS18s for the lighter service. And then, of course, there was this, I think adaptive re-use for heavy switching although I've seen a reference that it was for 'express' service: http://www.cnrphotos.com/gallery2/main.php?g2_itemId=13113&g2_imageViewsIndex=1 I'll bet some of our resident Canadians have the 'whole skinny' on this little design excursion... Apparently one problem with the A-1-A trucks in freight service was that the outside wheeltreads would wear preferentially (or require more frequent returning) and become smaller over time, which was said to cause problems loading the outer axles even through the equalization, and this was an attempt to save some of the investment in truck frames and so on. It did not, apparently, succeed, and the trucks were returned to A-1-A configuration, but it certainly has interest! (I am surprised the expedient used on some of the GMD-1s, fitting a smaller (perhaps progressively smaller!) center wheelset, wasn't at least tried... perhaps we shall find out that it was.) I believe there was a similar conversion in New Zealand that was left as modified, although the DAs had Flexicoil rather than drop-equalizer trucks, so the suspension implications were different.
Flintlock76 Interesting, that RSC13, I've never heard of it until now. On casual observation I'd have assume it was an RS3 and thought no more of it.
Uneven wheel wear has always been a problem with rigid three axle trucks. EMD's radial truck designs have proven to be the only real good solution to this problem.
While very few of CN's roadswitcher units had steam generators many had the controls and specialized MU connections to work with a separate steam generator car, of which CN had many.
Greetings from Alberta
-an Articulate Malcontent
I've been around my share of Mixed Trains. That top photo reminds me of what our Mixeds looked like the last summer we were at Irricana. I was too young to realize the economic implications of that, mixed service ended two years later, 1967.
I never knew the exact legal wording, but if a train hauled one or more full carloads of freight along with passengers, it was a Mixed Train. LCL carloads of freight, express, or mail in a passenger train still meant it was a passenger train.
One intersting thing the CNR did with their combines was build wood doors to cover the end opening on the vestibule to provide an enclosed porch for winter service. You can see one on the video "Canadian Steam 1957", by Greg Scholl Video. I have no idea how to get a still from that video into this post. The CPR had canvas sheets they secured to the diaphram with a large rope looped around and tucked into the folds. I guess you wouldn't need that in Georgia. And Johnny, there are many harrowing stories written about trying to stay warm in combines heated with only a coal stove.
Paul North Jr. once raised an interesting question many years ago on the TRAINS forum, branchlines seemed to be able to survive if they hauled two major seasonal commodities, but could they survive with only one? From what I saw, no. No one new it the day it happened, but either in the fall of '63 or '64, an extra coal drag passed the station SB from East Coulee, AB, and there were no more. Grain alone couldn't cut it, the Langdon Sub. was done by 1970.
One other thing to point out about Mixed Trains in Canada, each Province had their own regulation as to whether a caboose was required behind the combine. You notice this even in this thread, the Ontario train has no caboose, the Quebec one does. Alberta required a caboose.
The story often featured on the Classic Trains homepage about the Northern Alberta Railway tells of how the NAR built bay windows on the combine to be able to see the freight cars ahead in the consist. When I first rode on the Alberta Prairie tourist train at Stettler, AB I wondered why it had a caboose on a seemingly all passenger car consist. After I got home I realized they used a standard tank car as an auxillary tender. And there you go.
This is the first post I have made on the first new computer I've had in 12 years. I'm still finding my way around.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
Great story Bruce. ..and congrats on the new 'puter.
Now that's the spirit I was hoping for with a thread on Mixed Trains and their locomotives. There must be a ton of stories about Mixed trains.
Last Mixed I rode was on the NAR fron top to bottom. Boarded me in a yard. Slept like a baby in my seat.
Wish I could have rode on that Fort Erie to Goderich Mixed via Paris. Must have gone thru Jarvis and Simcoe then North to Brantford. All rural. That whole segment is gone. Just ghosts now. So historic too and important! If only we could go.
Backshop is spot on. If you go to Stratford get yourself there. It's outstanding. Paris is quite a rustic and historic town, small but charming. Big railway presence and big railway bridge. Goderich is a jewel, " Canada's prettiest small town" said the Queen. Remarkable sunsets on Lake Huron and everyone but everyone has magnificient flower gardens.
CPR and CNR presence, CPR was the bigger dog but no more for either. Shortline operator Goderich-Exeter keeps the rails alive and polished.
They even have a preserved CPR U-3 Class 0-6-0 indoors in beautiful shape that worked the yards and carfloats all its life.
6295 with smokebox door open.
D-10 892 on shop track for Mixed train in foreground. 6275 in background. July 1955 Harry Otterbein/Randy Masales Collection
6275 switching the combine for the Mixed train. Note the hand car! July 1955 Harry Otterbein/Randy Masales Collection
6275 is preserved inside the Huron County Pioneer Museum in Goderich. July 31, 2013 James A. Brown
Get yourself there!
Certainly the differential wear was a problem with the Queensland G12s with Flexicoil trucks. These were intended to put 15 tons on each driving axle and nine tons on the idler axle. Fifteen tons was the maximum allowable on main lines, having been raised from 12.5 tons on the basis that the diesels lacked the "hammer blow" of reciprocating steam locomotives.
I recall being told that on one G12 weighed at Ipswich they found 17 tons on the idler and 11 tons on each of the worn driving axles. The problem with using a smaller axle to start with was that with the same springs, more than the magic 15 tons would appear on the driving axles. If you relied on periodic weighing, you might as well fit new driving axles rather than smaller idler axles once the unit was in the shops.
I'm told that the NZR intended to convert the first five Da class to four axle for use as hump shunters at Te Rapa yard near Hamilton on the North Island Main Trunk. Te Rapa ended up being the northern end of the electrication, and in 2000, only a few signs of the hump yard were visible in the weeds.
I was told that the hump locomotives kept their idler axles. Certainly 1400 in the Auckland museum has them now.
There was a Japanese solution used on some locomotives which used air suspension on an additional single axle or truck depending on the locomotive. On light track the airbag was inflated and the axle load on the driving axles reduced.
The New South Wales Railways had twenty RSC-3s built by Montreal (since they could be purchased with Sterling). These were said to be slippery in their later years. Two went to Cape Lambert as switchers and these were modified like the RS13m ilustrated above. I always thought that they should have a keeper bar bolted up on the empty central axle guides. One was later restored for preservation as an A1A-A1A by taking the equalising beams off two C-628s. The shorter axle spacing on a Trimount was the same as the RSC trucks.
Peter
Soo Line retrucked their RSC2s to B-B in the 1960s by putting them on trucks from retired Baldwin DRS4-4-1500s or AS-16s.
Seaboard took out the idler and put a long equalizer on at least some of theirs.
AgentKid The story often featured on the Classic Trains homepage about the Northern Alberta Railway tells of how the NAR built bay windows on the combine to be able to see the freight cars ahead in the consist. When I first rode on the Alberta Prairie tourist train at Stettler, AB I wondered why it had a caboose on a seemingly all passenger car consist. After I got home I realized they used a standard tank car as an auxillary tender. And there you go.
I can't find it right now, but there is a regulation (Provincial?) requiring a buffer car between a pressurized steam locomotive boiler and occupied passenger equipment. Alberta Prairie does not have any wyes or turntables so the engine must run backward in one direction, putting the boiler directly next to the train.
We used to run with a actual auxiliary tender and/or baggage car behind CN 1392 for the same reason:
https://www.youtube.com/watch?v=bcMG5DVytSM
Today the tender is considered as meeting the buffer car requirement, but this was not the case in years past, so an additional buffer car was required. The tank car fulfilled this requirement, and was equipped with a headlight for the backup portion of the run:
http://www.trainweb.org/oldtimetrains/tourist/APXX_80946.jpg
From here:
http://www.trainweb.org/oldtimetrains/tourist/alberta_prairie.htm
The caboose would shift from one end of the train to the other as 41 faces south, and CN 6060 faces north.
MiningmanThey even have a preserved CPR U-3 Class 0-6-0 indoors in beautiful shape that worked the yards and carfloats all its life.
Where did the carfloats go?
MiningmanWish I could have rode on that Fort Erie to Goderich Mixed via Paris. Must have gone thru Jarvis and Simcoe then North to Brantford. All rural. That whole segment is gone. Just ghosts now. So historic too and important! If only we could go.
I thought I would re-post something I wrote ten years ago about how the Mixeds through Irricana worked with a couple of revisions:
If we all turn to our July 2006 TRAINS Magazine pp 62-63, or purchase the downloadable pdf, Grains and Railroads, from the TRAINS store, I will explain the working of a typical CPR mixed train. It left Calgary on Monday EB on the Strathmore Sub. to Langdon, then went north to Irricana and on to East Coulee (not shown, just southeast of Drunheller). Tuesday, it went from East Coulee, south on the Rosemary Sub. to Rosemary, with a side trip to Gem, then west on the Bassano Sub. to Bassano. Wednesday, it made a round trip to Scandia via the Brooks and Cassils Sub's. And on Thursday, it left Bassano going north, then west on the Irricana Sub. to Irricana, and then back south to Langdon and west to Calgary. This was all done with one crew, the conductor and trainmen sleeping in the caboose, the baggageman slept in the combine, and the engineer and fireman sleeping in bunkhouses. The only trackage of this journey that still exists is the Brooks Sub. from Bassano to Cassils and 36 miles of the Irricana Sub. from Bassano to Standard. Once they left Calgary the only two places they pssed through with a population greater than 500 people were Drumheller and Bassano.
This schedule was set up after the big Canadian railway strike of 1955. Prior to that schedules were set up so crews were away from home six days a week. I read somewhere that because of the strike Mixed Trains were doomed, they only lasted another dozen years or so.
Midland Mike-- I don't know where ferry and car float equipment went. Like everything else of the era it just ceased to be. The station is still there, been sold a few times, it's a beauty. Trackage on that beach area where the roundhouse and services were is all gone.
Agent Kid--Thanks for that great information. How things have changed! These Mixed trains served a valuable purpose, they existed for very good reasons. A truly romantic era of railroading lost now.
Goderich July 1984 Jeff Henricks
Following abandonment of the line into Goderich December 31, 1998 it was acquired by Goderich,and preserved on site. It had little use until bought by business people who relocated it in 2013 closer to the beach and in 2015 opened it as a restaurant. Currently known as Beach Street Station.
Moving the station. Short video
AgentKid Miningman Wish I could have rode on that Fort Erie to Goderich Mixed via Paris. Must have gone thru Jarvis and Simcoe then North to Brantford. All rural. That whole segment is gone. Just ghosts now. So historic too and important! If only we could go. I thought I would re-post something I wrote ten years ago about how the Mixeds through Irricana worked with a couple of revisions: If we all turn to our July 2006 TRAINS Magazine pp 62-63, or purchase the downloadable pdf, Grains and Railroads, from the TRAINS store, I will explain the working of a typical CPR mixed train. It left Calgary on Monday EB on the Strathmore Sub. to Langdon, then went north to Irricana and on to East Coulee (not shown, just southeast of Drunheller). Tuesday, it went from East Coulee, south on the Rosemary Sub. to Rosemary, with a side trip to Gem, then west on the Bassano Sub. to Bassano. Wednesday, it made a round trip to Scandia via the Brooks and Cassils Sub's. And on Thursday, it left Bassano going north, then west on the Irricana Sub. to Irricana, and then back south to Langdon and west to Calgary. This was all done with one crew, the conductor and trainmen sleeping in the caboose, the baggageman slept in the combine, and the engineer and fireman sleeping in bunkhouses. The only trackage of this journey that still exists is the Brooks Sub. from Bassano to Cassils and 36 miles of the Irricana Sub. from Bassano to Standard. Once they left Calgary the only two places they pssed through with a population greater than 500 people were Drumheller and Bassano. This schedule was set up after the big Canadian railway strike of 1955. Prior to that schedules were set up so crews were away from home six days a week. I read somewhere that because of the strike Mixed Trains were doomed, they only lasted another dozen years or so. Bruce
Miningman Wish I could have rode on that Fort Erie to Goderich Mixed via Paris. Must have gone thru Jarvis and Simcoe then North to Brantford. All rural. That whole segment is gone. Just ghosts now. So historic too and important! If only we could go.
And to think that crews now complain about 30 hour round trips with a 12 hour layover at the away from home terminal!
Most of those branchlines probably had low speed limits, in the 15 to 25 mph range. Under today's rates of pay the crew would probably each be making about $20-25/hr for their time on duty, and nothing for the off-duty time in between. Wages (adjusted for inflation) would have been significatly less back then.
SD70DudeMost of those branchlines probably had low speed limits, in the 15 to 25 mph range.
All of the Subs. I mentioned with the exception of the Strathmore and Brooks Subs. had 25 MPH speed limits. Strathmore and Brooks Subs. were mainline, with higher speeds.
Some branchlines had 30 MPH limits, due more to the natural base they were built on, as opposed to any improved trackwork.
As amazing as it sounds, the Mixed jobs were bid on by senior Engineers and Conductors, because after years working their way up the seniority lists, they finally had a fixed work schedule.
Such a different world.
AgentKid As amazing as it sounds, the Mixed jobs were bid on by senior Engineers and Conductors, because after years working their way up the seniority lists, they finally had a fixed work schedule. Such a different world. Bruce
Yes indeed.
I can see the desirability of the fixed schedule, especially when they probably wouldn't be making a huge amount more in unassigned freight service.
The shorter mixed trains would be easier to handle and switch as well, and quiet branchlines are much less stressful to operate on, especially in train order days.
SD70Dude AgentKid As amazing as it sounds, the Mixed jobs were bid on by senior Engineers and Conductors, because after years working their way up the seniority lists, they finally had a fixed work schedule. Such a different world. Bruce Yes indeed. I can see the desirability of the fixed schedule, especially when they probably wouldn't be making a huge amount more in unassigned freight service. The shorter mixed trains would be easier to handle and switch as well, and quiet branchlines are much less stressful to operate on, especially in train order days.
Reminds me of something "TRP" magazine contributor Mike Bednar said.
When he was a young man starting his career on the Lehigh Valley the "old hands" advised him to take the local jobs. Why?
"Well, you won't make the money you would on the long hauls, but at least you'll have regular hours and a regular home life."
So that's what he did.
Mixed Trains : Newfoundland
For some years after the main passenger service was discontinued (July 2-3,1969) mixed trains continued to operate on three branch lines; Carbonear, Bonavista and Argentia. One-by-one they stopped running; the Carbonear Mixed ran for about another year and the Argentia made its last run on September 19, 1984. The last mixed service ran between Bishops Falls and Corner Brook and its last scheduled run was on September 30, 1988, train 203 operating as Extra 917 West. At the end of that day the employee timetable expired and with it all operating authority. This was on a weekend and to accommodate cottagers along an isolated stretch wanting to get their belongings out at the end of summer, a semi-official very last train ran on October 2, 1988, after which only work trains dismantling the line were left beginning October 12th. when a ceremonial first spike was removed at Gaff Topsails.
800-805 Carbonear Mixed, north of Brigus Junction (above and below) August 5, 1982 John P. Carter
Quebec
This is the now gone Temiscaming Subdivision which went from Mattawa, Ont to Angliers, Quebec, through Temicaming and Ville Marie. All of it incredibly beautiful along the shores of Lake Temiskaming and very very old ( (different spelling in French) and very rural Quebec farm country. There was treasure everywhere. Very familiar to me as the Mining School in Haileybury ( Provincial Institute of Mining) that I attended was directly across from Ville Marie Quebec. Now you see the bars close at 1:00 am in Ontario but not in Quebec, 4am! So of course all the Mining students were well oiled by 1 and off we go to Ville Marie to continue the festivities., not to overlook the fact that Quebec rural folks produced stunning daughters. We were all young once! Those were good times. Why this has all vanished is beyond me.
The rides on the mixed trains were a wonderful experience that cannot be repeated today. The leisurely ride and friendly CPR crews provided memories that we shall never forget.
Combine 3326 and van 436819
Backed in to a deadend at Ville Marie.
Crew inside van
Tee Lake still in old CPR 1940's paint scheme!
4-4-0 136
CPR A2 class 4-4-0 136 in Renfrew waiting to leave with (likely Eganville) Mixed train back when it was just another CPR steam locomotive. CS&TM/Mattingly Collection
Interior of the combine.
Note stove pipe for heat ... no steam lines! Bocar in view ahead.
Lots of mixed trains in Southern Ontario... you can trace routes from this map. Everything North of Stratford is gone, nearly all the branch lines and connecting lines are gone. Only mainline conveyor belts left.. and that's just CN! Many CPR lines and most branches gone .Wabash, Pere Marquette, ( C&O, CSX, Penn Central, Conrail, N&W, NS and the CASO all gone.
Note: For more photos and history of this mixed train and others refer to Ian Wilson's excellent book Steam Echoes of Hamilton by Canadian Branchline Miniatures. All of his many books are outstanding!
Map of southwestern Ontario CNR lines 1954.
Hamilton-Caledonia-Hagersville-Jarvis-Simcoe-Port Rowan-Port Dover.
Now this Mixed I know very very well. This is the train that my Grandma took me, and only me, for our annual 2 week holiday in Port Dover. It was amazing. I'm so darn lucky to have been around to experience this. By the time my (now deceased) brother was born the train was gone for a year already. It was buses after that, terrible.
E-10-a class Mogul 80 (ex 902 nee GTR 1000 CLC 913 1910) sits with its short train (Mixed 233) in James Street station in Hamilton. This Daily Except Sunday Mixed train would continue running until Saturday, October 26, 1957 when Ten-Wheeler 1541 would make the last run. One of seven 2-6-0's assigned to the old Great Western roundhouse nearbyfor use on branchlines to the southwest ending at Lake Erie.
After street running on Ferguson Avenue a stiff grade up the Niagara Escarpment (a.k.a. Hamilton mountain) will challengethe tiny Mogul with its small train. The Simcoe wayfreight and other freights each with a sister engine will get a big Mikado to assist it up grade on the Hagersville Subdivision 12 miles to Glanford or 17 miles to Caledonia.
Switching freight at Caledonia the fireman relaxes to watch the photographer!
A couple of more items.
SD70DudeUnder today's rates of pay the crew would probably each be making about $20-25/hr for their time on duty, and nothing for the off-duty time in between.
I looked up the mileage for this four day run, and it came to 432.2. Then there would be the usual extra's, meals, division point dwell time, and whatever else applied in the immediate post steam era.
On Fridays the mixed, with a differnt crew went north through Irricana to the Acme Sub. and then north to Wimbourne, returning to Calgary on Saturday. This was interesting because it served Torrington. Torrington was a local service centre, but the road situation meant that trucks were not competitive. There used to be a joke asking how come you never see guys wearing suits and ties holding picket signs? Well that happened when the local merchants protested when the CPR announced the discontinuation of lcl freight service. The service ended even though on its face Torrington was vialble, but not when you considered the distance from Calgary. It was several more years before a new paved road served the community.
There was a mixed past our station at Hatton, SK,, running from Medicine Hat, AB, on the Maple Creek Sub. and up the Hatton Sub. to Golden Prairie, SK every Thursday. It ran as a carded train EB and NB from "The Hat" up to Golden Prairie, but only SB as far as Hatton. It ran as an Extra WB back to "The Hat".
Dad maintained that the combine on this service was the oldest piece of passenger equipment he ever saw in all his time on the CPR. This was the only mixed supplied out of "The Hat", and it only ran about sixty miles one way and back once a week. A year or so after we left there, they finally put on a newer one. This is the combine now on display at Medicine Hat.
What a beautiful old station that Goderich depot is! They sure don't build 'em like that anymore!
Reminds me a bit of the Warwick NY station on the old Lehigh and Hudson River RR. The L&HR's gone but the station's still there. The tracks are owned by the Susquehanna now. And here it is, it still looks that that.
https://en.wikipedia.org/wiki/File:Warwick_NY.png
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