FROM THE THROTTLE - Bruce Lee
I would like to take just a moment this month to thank everyone who helped make our Railshow '98 the success that it was. A tip of the Engineer's cap along with special thanks go to the good folks at Pillsbury for providing food during the show and to folks at Pepsi for the drinks. Special congratulations are due to the winners of our model contest. The top five finisher's are:
1. - Leo Harker - Coaling Tower
2. Jerry Johnson - Coach Works
3. Bob Kennelly - Saw Car
4. Carl Sorensen - 4 UP E Units
5. Carl Wessel - SD 45 RC
As editor, I have the happy task this month of too many articles and
pictures. I can assure you that this does not happen often (mind you, I
am not complaining!). Please continue to give me your ideas, articles, pictures
and I can assure you that you will see them in this newsletter.
M-0-W - Tracy Penman
I would like to invite you to a series of clinics that will be held for
building modules. The first clinic we will discuss NMRA versus our own standards.
The goal for these clinics will be to involve all club members.
We will start from the bare wood to the finished module with scenery,
buildings and people. I welcome all input from the members as we all can
learn from each other, including myself.
The date for the first clinic has not yet been set, but will be in the
near future.
Please contact me at 208-5292853 or via e-mail at the following: tracypen@juno.com.
Please send all e-mail messages as plain text.
Please bring your suggestions and questions to these clinics.
Note: The above phone number is subject to change due to an upcoming
move.
PRESIDENT'S SOAP Box - Leo Harker
We have just completed our annual Railshow with mixed results. While
our overall attendance was lower than in previous years. We were very pleased
with the number and quality of the model contest entries. We were especially
pleased to have an entry from Ogden which made a strong showing with second
place after a late start. We also had an entry from Western Idaho for the
second year in a row. I thought that the overall interest was excellent
and shows that we will have to do even better next year to place in the
top three.
We had the opportunity to address the local TV audience in a short interview
this year and as frequently happens, some of the best questions fail to
get answered. The question which in my opinion, was not adequately answered
was; What brings people into this hobby?
While we may be in it for various reasons such as;
1.We like mechanical things.
2.We like trains and the realism that we try to recreate.
3. It takes us back to a period when the things were good in our lives,
or the personal pleasure of achievement and satisfaction we get from building
a sort of make- believe world.
These are just some of the reasons which I think motivate us individually
to participate in the Model Railroad hobby.1 recently discovered the following
statement while surfing the web and which I think clearly places an accurate
perspective our individual participation in the hobby. Quoted from the Alberta
and NorthWestern Model Railways home page, "This hobby is one
of, if not the most recreational pursuits there is. from basic to advanced,
a model railroader becomes a carpenter, electrician, painter, and develops
many other skills along the way. That's not to say that you have to be an
expert in everything to create a satisfying model".
POINTS OF INTEREST - Leo Harker
Trip to Churchill continued;
Last month we were recalling the ride to Churchill Manitoba on Via rails,
the trip began at The Pas Manitoba. The name "The Pas" is from
the local Native American word for "A PLACE TO CROSS THE RIVER ".
The Saskatchewan River at this point, is about 150 yards wide and placid,
with no rapids nearby. The presence of rapids generally means that the bottom
is solid enough to support a bridge structure but since The Pas was the
only permanent settlement within 200 miles, the Canadian National Railroad
crossed the river here on it's way to new mining operations further North.
The first thing I noticed about the three span railroad bridge during
my first trip through the area 10 years ago, was that the center span was
made to swivel allowing boat traffic to move up or down the river. Hydro
dams both up-river and down-river have now shut off the large boat traffic
and a new highway bridge recently built alongside, precludes the bridge
from ever swinging again.
After the train was fueled, the water tanks filled, baggage and LCL freight
loaded, a new operating crew took over the train. The conductor and dining
car steward stay with the train all the way from Winnipeg to Churchill.
Two waitresses and the cook also stay with the rain enroute the entire distance.
The consist included a baggage car, a combination dormitory-baggage car
(where the traveling crew rests in rotation), two coaches, a dining car,
another coach and two sleepers . It was soon after leaving the station that
the Conductor made the usual safety and general information announcements
over the trains communication system. Then the entire announcement was repeated
in the French language, make no mistake, we were in Canada. Later it became
painfully obvious that all of the crew was not fluent in French, while I
was in the dining car to buy a soft drink, a French speaking traveler from
the rear of the train was in the diner trying to take a seat at an empty
table and the Steward was becoming very exasperated trying to tell her in
English that the table was reserved and she would have to wait. I didn't
wait around to note the outcome.
At my first opportunity while the brakeman was passing through the car,
I asked him what the motive power was. I had noted the consist list printed
from the internet schedule, stated that engines rebuilt to GP-38-2 specifications
were used on the train. The engines were clearly F-type carbody locos. The
"Brakey" was
hesitant to say positively but did say, "38-2s"? My 1993 book
on North American locos show EMD F-9 s rebuilt to GP 38-2 standards on the
VIA roster and apparently these were the standard power on this train.
About 6 miles north of The Pas, we stopped while the head brakeman hit
the ground to throw the switch for the Churchill line. After the train had
cleared the lead, the switch was realigned for the main, and the brakey
boarded the rear and walked through the cars and engine back into the cab.
We were finally headed for Hudson Bay. The scheduled stops on the line were,
Cranberry Portage, Thicket Portage, Wabowden, Thompson, Gillam and Churchill.
Since this train serves a vast roadless area, stops are also made almost
anywhere along the route to accommodate the public. It should also be noted
that the Canadian Government subsidizes VIA for the operation of this train.
The prospect of a railroad began in the late 19th century by promoters who
were looking for a short route between Europe and the Orient.
The railroad was initially built to Gillam in 1929 and construction stopped
while the destination point on Hudson Bay was being debated. The delaying
issue was, whether to go east along the Nelson River to York Factory or
North to Churchill. While York Factory was 200 miles closer, Churchill had
deeper water and clearly would provide a better seaport. The debate continued
until 1927 when the destination was determined to be Churchill and the line
was completed in 1929. The Depression of the thirties put the future of
the line into jeopardy and then almost abandoned before interest in Churchill
was spurred by the US and Canadian Governments after their involvement in
WWII.
Thompson came into existence due to the opening of a large mine after
the line to Gillam was built and is located about thirty miles off the main
line. A wye is provided at the junction and another wye is located at Thompson
so trains always go into Thompson, change direction, and return to the mainline.
Truck trailers (TOFC) are loaded at Thompson (the end of good road),
taken to Churchill where they are unloaded and returned to Thompson on the
returning train.
I learned from the brakeman that there would be three different engine
crews during the 700 mile trip. The first crew would take the train to Wabowden,
be replaced by a crew who would go to Gillam and a new crew would travel
to Churchill, wait for the mandatory rest period, return the train to Gillam.
Gillam is accessible by road and would be a better "jumping off place",
but since the TOFCs are loaded at Thompson, it makes one wonder how well
the highway is maintained.
At the time we were in Churchill, there were at least 300 covered grain
hoppers there presenting a very colorful variety since most were of the
Canadian Rail systems. The grain facility is by far, the largest grain loading
structure I have seen. A small amount of crude oil is moved through the
port also however since North America is importing the largest portion of
its crude consumption, the oil factor is minimal.
There are always things to observe along a railroad right of way, one
of the more significant and traditional items is the telegraph lines. Here
because bogs and marsh cover so much of the area, the traditional method
of standing poles in holes was impossible. Instead a three legged tripod
was built with one leg being long enough to raise the crossbar level to
a practical height. At most though, they were seldom more than 10-12 feet
off the surface level. Along the areas which were on the tundra portion
(the last 125 mile before reaching the Bay), the structures were the tallest
things on the horizon, even taller than the scrub arctic fir. The lines
have now been replaced by a Microwave system but the lines remain although
in a state of deterioration.
I was also alert for relics of the steam era and was rewarded by seeing
a single hexagonal foundation along a remote siding which no doubt was the
location of a water tank and station. One other holdover from earlier days
I couldn't help but noticing, was a good old fashioned Hobo camp. It caught
my attention as a blazing fire at night through the opposite window and
next to a large river bridge. At first I thought it may be a hunters camp
but on the return trip, we passed the spot during daylight and could tell
that it was regularly occupied by one or more persons.
This particular trip was a far cry from the smooth quiet high speed travel
as enjoyed in the forties through the fifties on the mainlines of Montana
and other transcontinental railroads. I was reminded of the report related
in the Colorado Rail Annual #15, written by a traveler on the Utah Northern
in 1870 when he described the railroad by saying, "This is better than
walking even now; or for that matter than stageriding". He also made
the comparison that "it is as good as the best (speaking of the Eastern
roads) thirty years ago". By contrast, the Hudson Bay road is not as
good as the best thirty years ago, but it is definitely better than walking
or canoeing the same route.
Recently this railroad has been sold to the Hudson Bay Mining Company
which operates it independently as the Hudson Bay Railroad. Many of the
vehicles and supporting units are still marked Canadian National Railroad
but it's identity is unique in bright green and yellow.
Hope you enjoyed the ride
.
Los Angeles used to have the largest interurban street car system in
the world. When did the last of the Pacific Electric "Red Cars"
run?
A. 1948
B. 1961
C. 1975
D. 1952
Answer to last months Quiz - C. Mallet locomotives were articulated but
not geared.