What kind of Switcher is this?

[Anonymous]

I was working on the Kootenay Central Wyft. when CP 14 Arrived at Canal Flats in 1968. The Critter was then moved to the Pulp Mill at Skookumchuck which had just been Steamed Up.


I took Photos of this Machine Derelict at the Pulp Mill c. 1972 at the North End of Track beyond the Chip Dumper. Numbered 003 Painted Green over Orange with Crestbrook Railway on Side. Was on hand when Cut Up Spring 1974.


The CFI 003 was Cut Up next to Track 8, the Chemical Spur or Track 11 the Pulp Shed Spur at the Mill.


There was a Photo in the Cranbrook Paper at the Railway Museum of it when New.


Concrete for Traction was Poured onto the Floor where the Coal Bunker and Water Space was in the Tender and a Bay Window Grafted on to the Side. Door at End. MUST have been Hot in Summer!!


When they Cut the Unit Up, the Frame and Concrete precluded easy Cutting, so they just sliced off what they could, the Diesel Engine already gone, and Crestbrook used their Big Loader from Chip Handling to dig a hole and the Frame Shoved in right next to the Track. Still there?


The Scrap was haulled by Truck to a now-abandoned Scrap Yard on the Right of King Street beyond the Hulk of the Tudor House.


Photos CFI 003 at Skookumchuck and Class Plate ex CP 14 now at Railway Museum in Cranbrook.


The HS 5 Concept was to get rid of the Fireman and provide a Small Unit less Costly to Operate in Low-Useage Jobs. Good Idea, but not feasable to Crews used to Big Heavy Locomotives. Made their job more difficult as Switching Moves could get out of hand on Wet Rail with only Locomotive Brakes in Use.


A Locomotive that cannot Start it's Train is an inconvenience. Just Uncouple a few Cars and move them in chunks.


A Locomotive that cannot STOP it's Train when Switching without Air Brakes on Train is a Disaster waiting to happen! The Train Weight takes control, and Pushes the Locomotive.


I was not aware of CNI/Shell connection, but explains why 15 went to Elko.


On those Units, the CPR Front was the End with the Grey going to Top of Hood and the Three Horizontal Yellow Stripes on Radiator Shutters, Just Like " Front" of other CP Diesel Locomotive prior to their Uglification with the 'Multi Mark' Paint Scheme in 1968.


Asking around the Mill at the Flats, or at Elko, for that matter, might Turn Up Bells and other Plates. Place Ad offering Cash for same in Kootenay Advertiser or Tembec Magazine. Put Ad on Bulletin Boards at Mill. Probably an "Inside Job" as would take Guts to sneak in there off the Street. CP 14 was right next to Big Burner.


Bell probably on someone's Patio at the Flats.


There is a Photo of CP 14 on a 'Train' on the Spur handling Two Flats and a Caboose in 1978 belonging to Adolf Hungry Wolf in the Book 'Rails in the Canadian Rockies' by Adolf Hungry Wolf, copies of which can be found at the Library or the Railway Museum.


CP 14 did not last much longer after this Special Train.


The Logs are on Skeleton Flats modified by Crestbrook c. 1977 from about 20 Ex CP 1929 Flat Cars. These Skeleton Flats were in Captive Service Haulling Logs from Parson to Canal Flats. These Flats were Painted Dark Green, carried Reporting Marks 'CFLX' and the Crestbrook Diamond Crest.


If you are intrerested, a later version of these Crestbrook Skeleton Flats can be seen Without Trucks in Tembec's Log Yard in Cranbrook behind their Truck Scale beyond where they are Scrapping those Freight Cars at Boston Pizza.

[enr2099]

No. 15 was once assigned to the Victoria, BC switch job on the Esquimalt and Nanaimo Railway(which was at the time a division of Canadian Pacific) in the 1960's. The locomotive lacked the power for the larger switch moves and was later replaced by a Baldwin DS4410 and later an MLW S4. These locomotives were a pain to operate, according to one retired E&N engineer he would rather have used one of the Budd Cars instead of the No.15.

This Ross Pugsley photo shows No.15 shoving a cut of cars into the Albion yard down Store St. in downtown Victoria. This was shot in the 1960's. In later years the switching on Store St. was handled by a GM SW8 with the occasional GP9 or GP38 making the trip down the street as well. The Albion yard was removed in 1982 and the space it occupied is now the parking lot for Capital Iron. Service ended on Store St. in 1992 and the rails were removed in 1993.

[Anonymous]

What a LOVELY Photo of CP 15 Switching on In Street Trackage in Victoria.


Until a Photo appeared in Mr. Greg Mc Donnell's recent Book " Stand Fast, Craigellachie ", I was NOT aware the DT2 HS-5 Class had Worked on the Island.


I travelled there in 1968 riding from Cranbrook to Golden on Freight, then thru to Coquitlam on New SDs. Overnighted in Kamloops.


Sailed to the Island on the CP Boat and concentrated my visit around Nanaimo and Stockett Yard, all still Baldwin in the Pre-Uglification Maroon and Grey. CP 8000 had just received the "Script" Paint Scheme, and was "Pulling the Boat." ( CP 7065 was at the Roundhouse in Coquitlam along with A-B CLC with the Now-Preserved CP 4104 Lead in from a Main Line Outing on a West Drag. )


Took the "Dayliner" Budd to Ladysmith to see the Logging and rode around on the BLW VO 1000 No. 7128 on the Log Job to the Saltchuck. The Ugliest Steam Engine on the Coast, No. 1055, appeared briefly.


This dubious 'Honor' is contested by No. 16 now at Kamloops.


Sadly, did not have time to make Victoria, nor view the Large CPR Bridge near Malahat once on the Main Line at Cisco.


Was not aware of the Extensive Terminal Trackage in the Victoria area.


CP's last 'Steam' piece of Equipment, Auxiliary Crane CP 414325 was moved from Nelson, B.C. to Victoria in the Seventies, now too Preserved.


The brief visit to Victoria in 1980 did not allow time for any Railway exploration, but did cross a Bascule Bridge in downtown Victoria shared by CP and a Road. Protected still by Railway Semaphore Signals.


The Island was a great place for Railways Forty Years ago.


The Following Link has more Great Photos from Mr. Pugsley and of the move of the 15 to Fort Steele. Marvellous.


http://forums.railfan.net/forums.cgi?board=Vancouver;action=display;num=1076809206


Thank You All for Sharing!

[enr2099]

QUOTE: Originally posted by cdnlococo


What a LOVELY Photo of CP 15 Switching on In Street Trackage in Victoria.



Took the "Dayliner" Budd to Ladysmith to see the Logging and rode around on the BLW VO 1000 No. 7128 on the Log Job to the Saltchuck. The Ugliest Steam Engine on the Coast, No. 1055, appeared briefly.


This dubious 'Honor' is contested by No. 16 now at Kamloops.

Not quite. 1055 still exists. It's now Alberni Pacific No.7.

QUOTE:
Sadly, did not have time to make Victoria, nor view the Large CPR Bridge near Malahat once on the Main Line at Cisco.


Was not aware of the Extensive Terminal Trackage in the Victoria area.

Both the E&N(CP) and CNR had extensive terminal trackage in Victoria at one time. Down Store Street, the E&N switched the Lucky Lager brewery, B.Wilson(Later Garden City Warehousing), Capital Iron, Kelly Douglas(they moved about a mile up the line in later years), Hafers Meat, Scott and Peden Feeds(later Buckerfields), and another meat packer in the now vacant Janion Building across the tracks from the current station.

Heading up the line now towards the Victoria yard, Immediately over the bridge was the CNR interchange, The Slades building(later a Thrifty Foods warehouse), Seaspan Intermodal barge slip connection with the Milwaukee Road, Victoria Van and Storage at the north end of the yard, Standard Furniture near mileage 1.5, Kelly Douglas(after they moved from downtown Victoria, their Vic West location is now a Real Canadian Wholesale store), Superior Propane at mile 3.3(Superior Propane was the last freight customer in Victoria and received shipments of propane twice a week until late 2001), Victoria Plywood at the Esquimalt siding, mile 3.7, BC Forest Products sawmill in Langford at mile 8.3, and a bulk Food store at mile 9.0. Today, the E&N has no freight customers in Victoria.

The CNR had quite a few customers on their Victoria terminal trackage as well. CN's tracks ran out to the wye near the Trans Canada hiway crossing, the mainline swung west towards the Western Communities, and eventually Lake Cowichan.In the yard there was the Sidney Roofing Co. Superior Propane, Revelstoke Hardware, Johnston Terminals, across the Selkirk trestle was the BC Forest Products sawmill, further up the line was McDonald's Bakery, North Douglas Distributors, Budget Rent-a-car at the wye, and Borden Mercantile up the Saanich Spur, there was also the R.Antrobus Poleyard in Langford, however after 1965 when CN decided not to replace two bridges just outside of Victoria on the mainline, the R.Antrobus Poleyard was served from the yard at Deerholme near Duncan.

CN shot themselves in the proverbial foot by not rebuilding the two bridges north of Victoria in 1965. Now any shipment to Victoria's Western Communities had to be barged to Cowichan Bay, hauled to the yard at Deerholme, and then brought south. For example, a load at Courtenay on the E&N was destined for Sooke on the CNR, the E&N would have to bring it down to Victoria, interchange it onto the CNR, then the CNR would have to barge it to Cowichan Bay haul it to Deerholme and then down the island again to Sooke. No wonder trucks were more appealing, instead of hauling it directly from Victoria to Sooke, about 26 miles, and having it in Sooke the same day that the E&N put it on the interchange, they had to barge it to Cowichan Bay and haul it about 35 miles from Cowichan Bay to Sooke. When the bridges were still in use CN could have the load in Sooke within 3 hours, after the bridges were taken out of service, it took two days.

QUOTE:
The brief visit to Victoria in 1980 did not allow time for any Railway exploration, but did cross a Bascule Bridge in downtown Victoria shared by CP and a Road. Protected still by Railway Semaphore Signals.

The bridge is still used by the E&N Railway, however the tracks end just past the railway station, they can fit about 3 Budd Cars on the remaining trackage and still be clear of the bridge. The current station was built in 1985. While the Semaphores are gone, the Johnson St. Bridge is still protected by signals.

[Anonymous]

Dear ENR 2099,


So much has changed in the last Three Decades. Travel has become Expensive and out to serve Yuppies and their SUVs and To Hell with everyone else.. It seems it all has been a Conspiracy to abandon a Functional mode of Transportation for Public and Freight resulting in the Overloading of the Road System for which the Tax Payer will Pay, and Pay, and Pay. Fast Ferries, Anyone??? Anyway, lets not go there.


What IS very interesting in the Vintage Photos of CP 15 are the Details. Love the Small-Window Volkswagen which makes it a Pre 1959, I think. VWs came in only two or three earthy colours then.


There are TWO 2 different Types of CP Reefers in the Various Shots in the Pre Mechanical Reefer Days.


The Reefer in the 1962 View talking about the "Mystery Spur" is a Plug Door Reefer, with the Door in One Piece which Pulls Out, then Slides to Right like a Box Car Door.


The other Reefer in the Spur to Left with VW waiting is a Split Door Reefer with both halves of Door on Hinges. The latter Type were WAY easier to open from the Ground. Means the CP must have had an Ice House there.


Leads to where did they get the Ice? Probably a Mechanical Ice Plant somewhere to also Ice the Fishing Boats.


We still had to Get Ice ( and Briquettes for the Stove and Water in Pails ) for the Cabooses, ( Whats a Caboose?? ) when I Hired On. The Head End Trainman would get a Small Chunk from the Ice House Passing by with the Power to Cool the Galvanised Drinking Water Pail on the Engine.


There was a small Ice Chest under the Step down into the Nose on GM? A Units for the Water Pail.


Spent the Summer of 1969 amongst the Mosquitoes living in a Caboose at Canal Flats getting OUR Ice from a Wooden Sheathed Passenger Reefer ex "The Dominion." Also known back then as Anal Flats.


The Bar there still had Sawdust on the Floor to soak up Blood and Snoose Juice. Sawdust Free from the HS-5 Mill, no doubt. Red Neck as Hell. The Columbia River Hotel I think it was Called, as Columbia Lake just Outside. Also Named 'Rannys Slough.'


The Box Car beyond the NYC Green Box in BOTH Shots is a " Double-Door Auto " which, when Built was to Haul New Automobiles, usually Four, Two on the Floor, One at each End, and Two on angle from Centre on Ramps.


Some "Auto" Boxes had Hinged Doors on ONE END above the Draw Bar, and wound up being used to Haul Lumber that was too Long to be loaded thru Box Car Side Doors. Lumber now moves 90 Tons at a Time on those Centre Wall Flats.


Those Old Photos are Wonderful. Poor old New York Central long gone, too. They had Engines and Cabooses painted that Jade Green. Looked Awful, just like Action Red, and the Multi Mark of the CP Rail-to-come did.


The Multi Mark Scheme was an Insult to a Once-Fine Railway, and to Canada.


Visualise CP 2816, or 2860, or even humble 3716 done up CP Rail.


Never did get to see CN on the Island. Have seen Images of CN 1000 in it's little Compound at Slide Fests over the Years. CN 2141 at Kamloops served it's last days on the Island.


Ah Yes, Many Changes, from Elko, to Canal Flats and Victoria.

[Anonymous]

QUOTE: On those Units, the CPR Front was the End with the Grey going to Top of Hood and the Three Horizontal Yellow Stripes on Radiator Shutters, Just Like " Front" of other CP Diesel Locomotive prior to their Uglification with the 'Multi Mark' Paint Scheme in 1968.

I actually like the "Multimark".

QUOTE: ]Asking around the Mill at the Flats, or at Elko, for that matter, might Turn Up Bells and other Plates. Place Ad offering Cash for same in Kootenay Advertiser or Tembec Magazine. Put Ad on Bulletin Boards at Mill. Probably an "Inside Job" as would take Guts to sneak in there off the Street. CP 14 was right next to Big Burner.

Actually, it is (or WAS) at the far end of the lumber yard, not far from the metal waste site for the mill (Also called the "Boneyard"). #15 was near the edge of the mill property.

I Guess I could suggest that to Fort Steele.

while on the subject of moving, I was there to see #15 being moved. I took those photos on the one forum you posted the link to.

QUOTE: Bell probably on someone's Patio at the Flats.

There is a Photo of CP 14 on a 'Train' on the Spur handling Two Flats and a Caboose in 1978 belonging to Adolf Hungry Wolf in the Book 'Rails in the Canadian Rockies' by Adolf Hungry Wolf, copies of which can be found at the Library or the Railway Museum.

Did #14 work in the kootenays?

While I'm on it, it sort of sound like you work for the Cranbrook Railway museum!

QUOTE: CP 14 did not last much longer after this Special Train.

The Logs are on Skeleton Flats modified by Crestbrook c. 1977 from about 20 Ex CP 1929 Flat Cars. These Skeleton Flats were in Captive Service Haulling Logs from Parson to Canal Flats. These Flats were Painted Dark Green, carried Reporting Marks 'CFLX' and the Crestbrook Diamond Crest.

If you are intrerested, a later version of these Crestbrook Skeleton Flats can be seen Without Trucks in Tembec's Log Yard in Cranbrook behind their Truck Scale beyond where they are Scrapping those Freight Cars at Boston Pizza.

So that explains those flat cars! [8D] Cool!

[Grinandbearit]

Wow, I can't believe that a product of CLC (Canadian Locomotive Company Kingston ON) could generate so much talk and interesting information. A former neighbor of mine who worked at CLC was involved in the design of the transmissions of these " critters" .

[Anonymous]

Dear Sirs,


Regarding the Multi Mark and CP Rail. As I said before, envision that Scheme applied to CP Steam Power, and you might get the Drift of what I mean. Would Look Horrid. Envision the Multi Mark Scheme applied to CP 15 Switching in Victoria in those Vintage Views. Would be as Jarring at that NYC Box in the Jade Green. The Stogy Tea Drinkers of Victoria would NOT be amused, especially in 1962.


The First CP Rail Car I saw was CP 352200, an Experimental Bathtub NON Rotary Drawbar Coal Car Lettered for 'Coleman-Port Moody' Coal Service. This Car WAS bigger than the Standard Bottom Dump Hopper Cars then in use, now Extinct, and was the Prototype for the Legions of Bathtub Coal Cars we see on the Kootenay Division.


This Glaring Red Car was like a Scream when positioned at Coleman for Loading. It could be seen on the Moon! Always drew a Crowd. A Coal Mine is Dark and Dirty.


Then they Received the New Big CP 343400 Chip Service Cars from Napanee Industries for the Pulp Mill at Skookumchuck. THEY were huge by the Standards of the Day and stood out like the proverbial Sore Thumb. These Chip Cars, New Covered Hoppers and the Unit Coal train Cars had the Hand Brake on only one end, Four Wheels, and would Slide the Wheels on that end instantly even Loaded, making all sorts of Flat Wheels which Damaged the Track.


( When the Unit Trains first came out, they always operated Loaded West, Empty East. This Set Up uneven Wheel and Brake Wear due to Curves and Brakes being used in a wear pattern in one direction only.


This caused the Brakes to Grab on Empty Trains, Skidding the Wheels. Whole Trains being affected. Bang, Bang, Bang on the Rails.


The CP Solution was to Turn Coal Train Sets at Fort Steele every Six Months or so to equalize the Wear.. Worked well if only One Train on hand and Crew not Copulating the Canine.


They had to reposition the Units and Caboose to Opposite ends and requalify the Slave Unit to recognize the new Front End. A Crappy Crew could make this last ALL Day. This Turning now takes place at Golden, and, presently, the Units are on each end of the Train, and they just Taxi the Engineer around. This Applies at Sparwood for Coal Trains from the East.


CP finally realized they cannot PUSH 8000 Tons Upgrade with a Rear Slave GE without Damaging the Track on Curves. The Track Moves Over and Spike Heads on Outside Breaking Off.


Apparently the Heavy Dynamic and Traction Cycles have Moved the Bridge at Elko on it's Heat Expansion Bearings for Sun and Cold. They should have known better, as there were ALWAYS Special Instructions regarding Backing Up Trains on Grades, and these Slaves at the Rear are, in effect, BACKING their Portion of Tonnage. )


Then the ultimate Insult!!! CLC H-16-44 CP 8548 Arrived in CP Rail in 1969. Looked Awful, as an H-Line is Ugly all the time. It immediately caught the eye from the Caboose 80 Cars back.


CP RAIL Goofed with the CP Rail Scheme on Box Cars. For Harmony, or Something, they moved the Car Number to the Right of the Door on Box Cars so the Multi Mark could go on Left. SURPRISE!!! The Door Hid the Number when OPEN!!! It also put the Numbers on Two Cars Coupled too Close together on a Moving Train if Copying Numbers by Hand for a List.


CP's 1968 Demo Multi Mark Train Headed by Two Multi Mark MLW 4200s and a Car of Each Colour with YELLOW Caboose was called "The Trainbow". Hmmmmm.


I called it CP 14, as I do not know what Crestbrook Numbered it. It was set up by Adolf Hungry Wolf ( Lupus Ravenous ) to pull his Caboose from the Wye at Canal Flats to the Mill where the Caboose was put on a Truck and moved to his Property about Ten Miles South of the Mill between the Highway and the Kootenay River opposite the CP Siding at Torrent.


Crestbrook got involved and handled the Two Cars of Logs from the CP to make it look like a Train. I don't think CP 14 normally was allowed West of the Highway Crossing as Track there is CPR, not Crestbrook. I was there that day, too.


That whole Caboose move from Calgary is covered in the Book.


Years ago CFI had a Big Bee Hive Burner at the Flats right near the End of Track where 14 was when we took the HS-5 Plate in 1990. Have not been back since. Those Burners are now passe, and they apparently use the Waste in the Value Added Mill.


I thought those DT2s looked sort of Ridiculous, and they do look Pathetic Paddling along especially when Handling Bulk Head Flats Four Times their size, or those Auto Racks that look like Mail Boxes, etc.


I saw my first one in Montreal a week after they Tied Up the Last Steam Engines and was not impressed. There was a CP MLW 8000 RS 23 just up from MLW Plant. Steam was DEAD.


Ugly Rumors indicate Canada Post used DT2s on the Mail Trains to Expidite the Mail before that too went to the Trucks. Might not look too bad with the 'Swoosh' Logo. Some Modeller can do one up Painted Canada Post. Look Great along side an AC 4400 or 90 MAC Handling RPOs in Canada Post Scheme. Wouldn't Miss the Mail Bags with an HS-5!


If you want to hear a bunch of Foaming about the Products of the Canadian Locomotive Company, lets talk C-Lines. They Lived here too for most of their Service Life, and were Maintained in Nelson, B.C. Good Engines for the Mountains and made General Motors look like Crap when it came to REAL Work.


The Train Master, another Cult Diesel, was Built by CLC also. Thank Christ neither a C-Line nor a Train Master got the Multi Mark.


Apparenty CP 352200 still exists in Coal Service. Renumbered, and Fitted with Rotary Drawbar. Very Noticeable when compared with newer versions as way Cruder in appearance.

[Anonymous]

QUOTE: A former neighbor of mine who worked at CLC was involved in the design of the transmissions of these " critters" .

A correct term for a switcher like the DT-2 would be a "Centercab" [;)]

I would be interested in how the trasmissions were designed.

QUOTE: I called it CP 14, as I do not know what Crestbrook Numbered it.

I think it had no number. It had "Crestbrook Forest Industries ltd." on the entire side of the switcher. Nothing much. When I looked at #14 before it was moved, you could actually see the Canadian Pacific decals, and on the other side of the switcher, you could see the 14 where it was painted over. I wish I could have seen it when it was brand new in the paint job!

QUOTE: Regarding the Multi Mark and CP Rail. As I said before, envision that Scheme applied to CP Steam Power, and you might get the Drift of what I mean. Would Look Horrid. Envision the Multi Mark Scheme applied to CP 15 Switching in Victoria in those Vintage Views. Would be as Jarring at that NYC Box in the Jade Green.

*shudder* Yeah, I agree with that. I just think the SD40's looked good with that.[;)]

QUOTE: Those Burners are now passe, and they apparently use the Waste in the Value Added Mill.

Also there's all the enviromental regulations on the burning of stuff. If they wanted to burn somthing, they would also ship it over to Skookumchuck so it would at least get turned into something useful by the Co-gen plant.

QUOTE: The Train Master, another Cult Diesel, was Built by CLC also.

Cool! I should look at the model that Atlas of selling!

Chris

[Anonymous]

Dear Sirs,


In all fairness, the CP Rail Scheme did not look too bad on the SDs once they figured it out.


The FIRST Version with the Small Stripes and HUGE Multi Mark was visually overpowering. Looked Dumb on First Generation Power, ESPECIALLY A Units!, but the RS2-3s AND H-Lines were right in there for UGLY, too.


The final version with the Wide Stripes on the Nose and NO Multi Mark was much more appealing. A CP 9000 was not that bad, either. One of the 9000s should be Painted Up in Maroon and Grey like a Big A Unit. These Engines are Rare, and had their day as Premiere Power on the Coal Trains c. 1990. Looked good Back to Back. The Multi Mark is what Sucked.


Years ago I worked at the Pulp Mill on the Old Power Recovery Boiler and they were talking about installing a Huge Saw Mill there and Blowing all the Waste to a "Hog" Boiler Fired on Wood like Castlegar and at the Coast.. That was in 1982 or so. Watching a Chemical Mill Boiler Fired on 'Liquor' is Scary. Gallons per Minute Gunning in from those Spouts. Not a nice place.


It will be nice to see CP 15 Restored at Fort Steele, the ideal Setting for a Small Locomotive like that. They WERE a good little Engine when Operated within their Paramaters. Glad they are there.


Hope it gets the Mint Version of CP Maroon and Grey like on those Great Photos at Victoria. The HS-5 Plate is Cast Iron and one is Visible on the Photos of 15 in B&W.


There are several Models of the CP Train Master out. I see a Recent offering of the Passenger version with the Full-Width Short Hood that contained Two 2 Steam Generators. These Units are interesting as they were Purchased Specifically to Operate on Passenger Trains Medicine Hat-Vancouver which passed thru Cranbrook-the-Wonderful.


These Locomotives proved to be too Heavy and had a too-rigid 6 Wheel Truck for the Lighter Rail in use in the Fifties, and had many Derailments. Don't think they lasted Three Months in this area on Passenger Service.


In the Sixties Three Train Masters were sent to the Smelter at Trail/Tadanac for use on the Heavy Grades. Maintained, for the most Part, at Nelson, B.C. with the 1600 H.P. Opposed Piston Fleet.


Yes, good old times, when CLC Locomotives Operated from Charlottetown to Victoria via Canal Flats and Elko.

[enr2099]

QUOTE: Originally posted by cdnlococo



The Train Master, another Cult Diesel, was Built by CLC also. Thank Christ neither a C-Line nor a Train Master got the Multi Mark.

Fairbanks Morse designed and built the Trainmasters, H-Liners, and C-Liners. CLC built them under contract for CP. CLC also built the Baldwin DRS4410's and DS4410's under contract with Baldwin Locomotive Works for CP.

[enr2099]

QUOTE: Originally posted by cdnlococo



Never did get to see CN on the Island. Have seen Images of CN 1000 in it's little Compound at Slide Fests over the Years. CN 2141 at Kamloops served it's last days on the Island.


Ah Yes, Many Changes, from Elko, to Canal Flats and Victoria.

CN had, at one time, a fairly lugrative operation, and was major competition for the E&N Railway, especially in the Lake Cowichan area. For a while in the 1960's CN had four GE Centrecabs here at the same time CP was using the No.15 to handle the switching around Victoria. CN had three in Victoria and one at Cowichan Bay to work the barge slip. 44-tonner No.3 was located at Cowichan Bay, 44-tonners 4 and 5 and 80-tonner 74 were based out of CN's Point Ellice yard in Victoria West, CN also used no.5 or no.74 out at Ogden Point. From 1965 to 1990 traffic on the CNR line declined harshly.

Check out my website on the CNR on Vancouver Island, at http://www.geocities.com/enrailway

[Anonymous]

Dear Sirs,


As I recall, there was a Photo in Adolf Hungry Wolf's 1979 Book 'Rails in the Canadian Rockies' of the Ex-CP DT2 Switching at Coleman Collieries back in the Seventies.