QUOTE: Originally posted by trolleyboy I thought that I would throw a curve ball at you gentlemen tonight. Instead of a classic juice, I will entertain you with an excerpt of... Classic CNR Steam I will borrow some explinations from Ian Wilson's Steam at Allandale for the technical help. [tup] So Classic CNR Steam #1 The Huntsville Subdivision The Huntsville subdivision ran ( still runs ) through central Ontario in the Muskoka lakes district. It is a 111 mile subdivision running from Huntsville through to it's Northern terminus of North Bay.And down to it's southern terminus of Gravenhurst. The local switching was done three times a week.These originated in North Bay on mon, wed, and fri.laying over in South River, and returning on alternate days.The Southern trains also operated three days a week starting at South River to Gravenhurst same three days a week will the layover at scotia ontario, and returning on alternate days. The Huntsville switcher This served the Acme planning mills,Cities service oil spur,McColl Frontenac coal shed,( train coal and hating coal ) Supertest/sun oils petrolium spur,the stations frieght shed for lcl service,Anglo-Canadian leather's two spurs,Forest basket co( gone in 1957 ) and The Muskoka Wood products spur ( charcol plant ) Usually this train was called at 5:15or 5:45 am and was powered by ten wheelers or consolidation type locomotives. Gravenhurst-South River way frieghts served South falls-team track Bracebridge-Sheir lumber,Anglo_Can leather's coal bin spur,(leather co gone in 1951 ) Imperial oil's spur,Northern planning mill ( two sidings) the Bracebridge station's team track and freight shed ( lcl loading )Muskoka trading feed mill Utterson-team track ( pulp wood & lumberloaded) Falkenburg -team track ( cities service ) ,Lumber and planning loads and pulpwood also loaded at this team track. Martins-team track ( lumber & pulpwood ) North of Huntsville -Muskoka wood products spur ( charcoal ), K>J> Wallace( became international ceramic minning ) Taplins mill ( lumber and pulpwood) Novar-back tracks ( pulpwood , lumber, from novar lumbermill ) Scotia- back track and storage tracks ( logs from Algonquin park ,off spot cars for the park line,) Baldwins ( small ice facility ) Emsdale-team track for Scotia Jct Trading lumber co. ( large volume lumber and pulpwood facility) Katrine- team track spur ( little used ) North Bay - South river trains Burk's Falls-team track( freight shed behind station )lcl friegth, back track coal,and lumber loading.Thompson heydan ( lumber spur ) Sundridge- Pineland timber,Oakville basket company ,team track ( feed , lumber,stock pens and grist mill ) South river - team track ( behind freight shed ) long logs for international shipping,) Coaling tower, stock pens ,( large seasonal cattle and pig auctions here ) Standard chemical ( charcoal out , boxcars of fertilizer and tank cars of alcohol out and in ) Trout Creek-team track (lumber & pulpwood )Glen Robertsons shipped logs to inco in sudbury and telephone poles. Powassin-teamtrack ( for finihed lumber from Powassin Planning supply co,) One shipment of cattle a week from Powassin Farm Supply Hills- team track ( lumber & pulpwood ) Calander-frieght shed ( lcl loading ) J. B. Smith co lumber& charcoal ( several sidings )Citiies service siding. Nipissing-transfer yard,( south bound picked up at ONR yard then lifted local traffic at the transfer yard.All cars were weighed at Huntsville and all southbound trains coaled and waterd here. These trains normally wer called at 6:15 am Typical power was consolidation some heavy mikes. Passenger trains om this subdivision included mixed trains 263/264 for Algonquin park, Trains 41/44 and 46/47 Two day trains runin each direction between North Bay and Toronto. These trains handled considerablr hraad end volume in mail and express picked up and set out along the way. Train 3 The Continental Limited This was the Vancouver bound arm of the Continental limited which passed through allandale ( Barrie ) just ahead of train 47. Motive power was usually a bullet nosed betty of the 6060 series(4-8-2 ) mountain type. Unually 11-17 cars including sleepers and dinning cars. trains 49/50 Joint ONR/CNR trains that ran between Toronto and Timmons typical power was Northerns or Mountains trains 51/52 Summer only trains between Capreol and Toronto power was usually heavy pacific types Trains 55/56 Summer only THe Algonquin ran into Algonquin Park daily except sunday.Thes wer a tourist train from Toronto handled by pacifics and consolidations ( from Gravenhurst to the Park due to bridge restrictions ) Trains 43/156 Summer only trains from Toronto to North Bay usually a heavy passenger pacific or a mountain would handle this train. Trains 45/42/148 night trains operated from Toronto to Midland via Allendale ( Barrie )Thes mail trains conected to the Meaford passenger trains and only operated as far North as Orilla. A short version of the typically busy mid ontario trains on the CNR branch lines. hope you stayed awake. Rob
QUOTE: Originally posted by siberianmo For: rrandb Not a good way to enter a site, my friend. Perhaps you should start at page one - check out what has been said. Then go the last 10 pages or so, read through them to get the gist of the way we operate 'round here. Slowness on the Forums has more to do with the number of photographs and graphics being downloaded at the time one checks in along with whatever the condition of one's computer. Many variables - too many in fact for me to list. At the time you checked in, this bar 'n grill was CLOSED. Sorry. Tom[4:-)] [oX)]
QUOTE: Originally posted by trolleyboy The Berlin & Waterloo Street Railway later The Kitchener- Waterloo Railways The first public transit in the towns of Waterloo and Berlin ( now Kitchener ) was provided bu the B&WSR which incorproated in 1886 This was a 2 and a half mile line in downtown Berlin from the Berlin town hall on Scott street down to Ceadr street in waterloo ( the towns now cities are built on top of each other ) This line carried passengers and mail and was a "horse car line " In march of 1893 the company secured permission to electrify it's mainline.Due to a small bas e of capitol it took two years to complete the electrification. Power was purchased from the Berlin gas company which installed a new edison generator for this purpose. The first cars to run were three of the former enclosed horsecars which had new vestibules added and a Pekham electric truck with one 25hp westinghouse motor. The old 30lbs T rail was replaced by lite 56lbs rail and the line was extended to Ontario and young streets in Berlin. In 1899 new management purcahsed two purpose built open cars from Ottawa car and coach as well as Two more closed ex-horse cars were purchased from an unknown sorce. Another change in management in 1901 resulted in the purchase of more cars one new ( the first double trucker } from Ottawa car and coach., and two more second hand from Buffalo.Thes cars were bought for the new just completed bridgeport line. In 1902 a further extention of the Scott street line in Berlin and was extended to madison street in waterloo where a new larger car barn was constructed.In 1905 a steam powered powerplant was built into the carbarn which allowed them to stop buying power from the city owned power company. At this point the town of Berlin sought to purchase the whole street railway but certain settlement s had to be made as half the ROW was in the town of Waterloo. In 1907 the town of Berlin assumed control of the entire system. Once there was a stable ownership the trackage was upgraded and double tracked eliminating the slowdowns of passing sidings. The town also replaced the inefficieant steam power plant with cheaper hydropowere purchased from Niagara Falls. They also purcahsed several more cars second hand from saint John NB which were too large for the NB system so these Double truckers were essentially brand new. In 1912 they instituted a pay as you enter service on all cars and as such purchased two new large "praire" type cars from preston car and coach. These cars were already equiped for PAYE service and a new 10 minute service started in 1913. In 1914 the company changed names To the Kitchener & Waterloo as the name of "Berlin" was chabged to Kitchener on the outbreak of the war( and still stands today ) In 1919 the interchange with the GRR railway wasdouble tracked to speed up service and more Prairie type cars were purchased from Preston.In 1921 further routes were built along Albert and Sterling streers and turning wyes and ultimatley a turning loop ws constructed to speed up service. By this time all the routes were double tracked. The bridgeport line was extended deeper into the now city to margaret street where it crossed over on a vaiduct the Grand River Railway. a proposed line extention ( an interurban district to Guelph ) ws floated at this time but the finaces wer not there ( nor would be ) The imidiate post war years were interesting in that a huge new barn was built at kitchener JCT ( larger than a railway this size needed ) 5 large Peter Witt's were bought from the Cleveland railway these were intended to carry the swelled wartime passenger load but did not arrive untill 1924 ! The arrival of the witt's did allow all of the old horse cars to be scrapped and 5 single truck birney's were purchased in 1921 to replace the old Ottawa double truck cars on the Bridgeport line. The last "new" eddition to the roster a birney was purchased from Peterborough in 1928interestingly the peterborough cars troute linen had a stop for a "CN Depot" which was useable in kitchener so the ever frugal line left it in place ! In may 1939 the transit system bought a small fleet of busses for cross town operations. Finding they liked them they abandioned the bridgeprt line to busses in 1940. The CN depot line was abandoned in 1941 carving the railway from 10 and a half miles to 6 and a half miles of track. The sudden end occured in 1947 when a severe sleet storm took down the remaining trolley wire. A new trolley bus service was installed in 1953 to replace teh streetcars and this ran until 1973. The little used witt's were sold to regina and that was it. Interestingly the cities of Kitchener and waterloo now a population of 500,000 are pursuing the construction of a new ligt rail sysrem to ease up on their traffic conjestion. The first phase is do to open in 2012 when it's expected the poulation will be close to 700,000. Funny how things come full circle. Rob
QUOTE: Originally posted by trolleyboy Okay so up next in continuation of today's classic passenger train scheme of things.... Classic CNR Steam #4 Passenger and Mixed Trains to Niagara Falls These are the passenger and mixed trains that called on Niagara Falls Ontario in the mid to late 50's. As layed out by Ian Wilson's Steam to The Niagara Frontier. Number 86 Hamilton to Niagara Falls section of number 83. Modified schedule on sunday's. Cars off number 83 in Hamilton formed consist of train 86. Engine came off of number 95 from Niagara Falls. Usually a stream lined 6400 or a 6200 class northern. Number 87 and 84 Fastnight mail train Toronto to Niagara Falls . Did not officially handle passengers: not listed in the public timetable.Most express to Hamilton came in on 87, by the caar load. About 90% , if not all express to Niagara Falls came in on 84. Circa december 1957, carried storage car of box baggage or refridgerator type for Hamilton and Hamilton transfer mail, set off in Hamilton and returned on No. 108. circa may 17 1956 at least one (each) Toronto-St Catharines and Toronto-Niagara Falls express reefers, carried mail in authorized space in baggage car between Hamilton and Niagara Falls. At Merriton , the switcher removed at least one express car from 84 and set it behind the station for unloading and transfer to NS&T Red Onion. The consist of train 84 at Niagara falls wa used to make up numbers 95 and 91. Usually powered by a Bullet Nosed betty until mid 1954. After which older mountains or 6400 class streamilined mountain or older Northerns became the norm. Engine would return on afternoon local 91-92 Number 89-90 Toronto to Niagara Falls leg of over night Maple Leaf CN-LV train to New York city. Normal consist was a LV baggage/smoker two LV pullman cars ( for Philadelphia and New York),CN coaches and parlour cars to Niagara Falls,and LV coach to New York.carried mail in authorized space in baggage car between Toronto and Suspension bridge . Normal power was any variety of Northern or Mountain, with the occastional Hudson. Engine returned to Toronto next morning on 93-94 Number 91-92 Daily afternoon local passenger train,Niagara falls to Toronto. Normal power was a bullet nose betty ( mountain type 6060 series ) , occastionally a northern.Return movement for engine on night train 87/187 - 84/184. Cirac may 17 1956 carried Hamilton/ Toronto express reefer. Did not carry mail,except in baggage during Christmas season. Number 93-94 Niagara Falls to Toronto leg of overnight Maple Leaf from New York city.Engine was off train 89-90. RPO worked between Toronto and Niagara Falls on 83-86 & 93-94. Discharged mail on the fly at Beamsville. Normal consist out of Niagara Falls was RPO LV baggage/smoker , two LV sleepers(pullmans) , CN coaches and parlour car from Niagara Falls and LV coach.Extra express cars on some days. Power was off of 89-90. Number 95 Niagara Falls to Hamilton section of number 6. Carried mail in authorized space in baggage car between Niagara Falls and Hamilton. normallt powered by a Pacific assigned to Niagara Falls ( until april or may 1956 )After that time ,powered by engine off train 102. Number 101-102 Daily passenger train, Toronto to Niagara Falls. Heavy with head end cars. Carried RPO ( not on Sundays ) . Also carried mail in authorized space in baggage car between Toronto and suspension bridge. discharged mail on the fly at Grimsby Beach and Vineland. Circa may 17 1956,carried Toronto - Hamilton express reefer. Consist included parlour car amd Montreal sleeper ( pff number 17 at Toronto ); this equiment returned on train 107-108. normal power was bullet nosed betty untill mid 1955,then streamlined northern ( 6400's ). Engine returned to Toronto on 107/108 Mixed Train 218 Originally Stratford- Fort Erie mixed trains aperating as M218-M219,engine making two-day round trip out from Stratford. Express cars were lifted by M218 at places such as Caledonia,Dunnville,St Thomas. On most days , there was a CN reefer behind the tender on arrival at Fort Erie. On the trip home M219 lifted an express reefer of fish at Dunnville,which was handed to M238 at Caledonia for furtherance to New york city via train 90 from Hamilton. On the trip home M219 luifted express casr at Brantford. Effective april 27 1958 , trains operated between Stratford and Brantford as M218/M219 while former London-Fort Erie way freights 510/511 were modified to run between London and Brantford as 510/511 and between Brantford and Fort Erie as M220/M217.Until early 1957.regular power was a light pacific assigned to Stratford, after which Stratford assigned Mikado's took over. From april 1958 onward,Stratford assigned Mikados handled trains between Stratford and Brantford and Mimico assigned Northerns handled trains between London and Fort Erie.Steam last used on this train in april 1959. Fort Erie Race Trains Passenger extras Toronto to Fort Erie and return during the racing season ( spring and summer ). Consist made up of buffer ( non passenegr carriing car ), parlour car and sufficient best available coaches. No stops on Oakville subdivision west of sunnyside. Stopped briefly at Welland in both directions.Returned immediatly following last race. any suitable passenger power was used including Northerns mountains hudsons or heavy pacifics. Picnic Trains Anual picnic trains for big industries in the Hamilton area, went to Crystal Beach. Passengers were dropped at the beach,then engine went to Fort Erie to turn. Picnoc trains used commuter coaches laying over. again any suitable passenger power was used. Enjoy Rob
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