issue #3 march 2011 via rail — the skeena

Upcoming
events
MARCH 20
Meet at the
Barber’s
ISSUE #3
MARCH 2011
MARCH 25-26
ECLSTS
York PA
APRIL 17
Meet at the
Barber’s
MAY
Brian Davis work
Party date to be set
MAY 29
Nord Open House
June 12
Amsler Open House
JUNE 18 & 19
Huntsville Model
Railway Exposition
VIA RAIL — THE SKEENA
JUNE 21-26
NGRC
Overland Park
Kansas
The Skeena travels between Jasper National Park in the heart
of the superb Canadian Rockies, and Prince Rupert on the Pacific coast, taking a fabulous 1,160 kilometer (725 mile) journey over two days. Thanks to an overnight layover in Prince
George (don’t forget to book a hotel room), you’ll arrive on the
Pacific Coast feeling refreshed.
Read Bruce Nord’s account of their trip on the Skeena inside.
1
A pair of LGB F-3’s on the Grand Shunk Railway September 15, 2010
The February 20th meet was held at the Barber’s. The weather co-operated, unlike the
day before with high winds and blowing snow. We again had a nice turnout with several
members bring trains to run. Bruce Nord had his Bachmann 2-6-0 (seen below) and Brian Davis had his Bachmann Tenth Anniversary “Big Hauler” known commonly as an
“Annie” equipped with AirWire T9000 and Phoenix sound (seen below). Both had a
good run. It was Brian’s first good test with the new battery & sound systems, and it got
a little loud almost like being next to a full size engine. He latter e-mailed to say he found
the volume control. Roger Stevenson brought a couple of his friends to see the trains. We
forgot to take pictures of the meet so I had to use Bachmann photos. It’s hard to remember everything when your chief cook and bottle washer , AND OH YES “OLD”.
All and all it was another nice afternoon with good friends.
Brian Davis’s
Big Hauler 4-6-0
Known as an
“Annie”
Bruce Nord’s
Mogul 2-6-0
As built for the
Yellow Pine Lumber
Co.
2
The SKEENA
On to Prince Rupert by Rail
By Bruce Nord
Our next goal was to travel to Prince
Rupert by Rail. How was this possible? How did there come to be a railway to this remote Pacific port?
Some historical and geographic
background is needed.
The completion of the Canadian Pacific Railway through to the Pacific
Coast was a remarkable achievement. Considering the length of
track to be laid, the remoteness of
the terrain, the scantiness of the Canadian population and the rapidity
with which the construction was accomplished, “remarkable” is not a
strong enough word. Beyond that,
though, four areas presented such
construction difficulties that the effort required was nothing short of
heroic. Those four areas were the
north shore of Lake Superior, the
Kicking Horse Pass through the
Rockies, Rogers Pass through the
Selkirks, and the Fraser Canyon.
Yet did it have to be that way ,
Sandford Fleming had made a preliminary survey and recommended
the Yellowhead Pass, more than
1500 feet lower than the Kicking
Horse and with more gradual approaches.
The Fraser Canyon would still be a
challenge but between it and the
Yellowhead there was nothing to
compare to the height and the snowfalls of Rogers Pass. That leaves the
Superior shore a more direct route
through the Boreal forest, a more
northerly route is possible if we give
up touching the Lakehead and the
3
Cont. from page 3
dramatic scenery of the rocky shore.
Anything else left out? Calgary? Calgary didn’t exist before the CPR created it.
By the turn of the century, the praries were
becoming populated with settlers. They were
not pleased with the monopoly aspect of the
CPR. When crops were good there tended to
be congestion getting the grain started on its
(correct punctuation) way to distant markets.
The inhabitants of Saskatoon and Edmonton
felt with reason, that they ought to be on a
transcontinental rail line. They could see their
strategic position relative to the Yellowhead
Pass and so could an enterprising partnership
known as Mackenzie and Mann. That partnership had started out with small acquisitions
and now were ready to build their Canadian
Northern through the Yellowhead to Vancouver, taking the side of the Fraser Canyon the
CPR left them.
Meanwhile management of the Grand Trunk
Railway, from its base in southern Ontario
and Quebec, could see that things were happening in the West and were feeling left out.
General Manager Charles Melville Hays also
had a plan to use the Yellowhead Pass but
soon after turn northwards and follow the Fraser to Prince George, then the Nechako and
over an easy summit into the drainage of the
Skeena, reaching the Pacific at Prince Rupert.
The last spike on this line was driven in 1914,
so we are very near a one hundred year anniversary. Prince Rupert has an excellent natural harbor (3rd best in the world I was told
there) and facilities for trans-shipment. Ships
can travel a great circle route from the Orient
and save a day’s steaming compared with the
nearest west coast competitor, three or four
days compared to further competitors.
Thanks to the vision of Mr. Hays. Prince Rupert has a bright future. However it has had
such a future for a century and somehow the
future has managed to always move a little
further ahead, not fully grasped.
Things were looking really promising recently, and then we had an economic downturn. I
can at least testify that the line which began as
Grand Trunk Pacific has, in 2010, modern
signaling, remotely-controlled switches, numerous passing sidings and is handling an
4
Cont. .from page 4
an impressive amount of freight
movement. The passenger trip is
presently available. The scenery
is sometimes dramatic, always
interesting and pleasant in my
opinion. If it appeals, it might be
wise not to hesitate too long.
In 1958, I had travelled from Toronto to Vancouver via the CPR
Canadian, then just three years
old, and back by the CNR’s Super Continental. The only part of
the trip I found monotonous was
the endlessly wooded terrain between Jasper and Edmonton. I
didn’t care to repeat that trip.
The full Skeena trip runs between Jasper and Prince Rupert,
with an overnight stopover at
Prince George. We chose to fly
from Edmonton to Prince
George, making our Skeena experience a one day affair. What we
missed was Jasper to Prince
George along the valley of the upper Fraser River, flowing more
or less northwards until it makes
a big turn east of Prince George,
where it heads generally southwards. I have no doubt that there
is excellent scenery between Jasper and Prince George: perhaps
someday we will make that trip.
We both like to travel. We both
find that after about two weeks
we begin to think of the comforts
of home. There is also the
thought. In summer. That our
son is looking after our garden
and there is a limit to the impositions we should place on him. We
packed quite a lot into our Western trip of 2010.
When planning trips, I look after
the history and geography and
Ruth looks after everything else.
You can readily see who is the
indispensable member of the
team. Ruth makes use of the Au-
tomotive Association books and
Travel Advisor to choose our accomodations and reserves far
ahead to achieve value. It appeared that there was not a good
choice of hotels in either of the
Princes, so we decided, much
against our habits, to try the bed
and breakfast route. Victoria has
an abundance of accomodations
of various types but also a superabundance of tourists keeping the
prices high. We decided to try a
bed and breakfast there too.
We are not likely to hurry back
to that experience. I know, there
are potential advantages. Foremost might be the chance to talk
to fellow travellers. There was
some satisfaction in this in Prince
Rupert and Victoria. However
the breakfasts are elaborate and
require considerable attention.
Are you about to give your attention to the food or the conversation or an unsatisfactory halfmeasure to each? Here I am
touching on what many consider
to be an advantage. I don’t want
an elaborate breakfast. All I want
is one simple short dish which
doesn’t upset my digestive system
at the start of the day.
In Prince George we were promised a private bathroom. We didn’t get it. In Prince Rupert , the
price charged was higher than
what had been stated when making the reservation. Rooms and
beds were small in Prince Rupert
and Prince George. We did get
transportation part way from the
airport to the B and B in Prince
George, and all the way from that
B and B to the railway station
and that we appreciated.
The equipment used on our trip
from Prince George to Prince
Rupert in the summer of 2010
first saw service in 1955. Recog-
5
nizing the growing competitive
threat from planes, buses and automobiles, the Canadian Pacific
Railway had placed an order
with the Budd Company of Philadelphia for 173 stainless steel passenger cars of streamlined design.
These were to form transcontinental trains from Montreal and
Toronto to Vancouver, setting
new standards of speed—16
hours faster than the schedule
they replaced—comfort, convenience and beauty. On the aesthetic aspect, it is the writer’s opinion
that these trains have never been
matched. The attention to appearance owes something to forgotten designers, but also to Canada’s best artists, such as A.Y.
Jackson and A.J. Casson, who
contributed elements highly appropriate in that they were inspired by the country through
which the train passed. There
have been other trains which
purported to be luxurious, and
may have achieved some element
of that but tended to be ostentatious.
Besides competing with other
modes of transportation, the CPR
was in competition with the CNR
which responded with the Super
Continental, inaugurating the
same day, April 24, with a similar
schedule but it lacked domes and
the interiors were not so attractive. It is ironic that the equipment carries on today, under the
name “The Canadian” as well as
the lesser Skeena. The Canadian
travels on CN track, more sensible but less scenic in the trouble
spots except for the Fraser Canyon.
There has been rebuilding, notably air conditioning no longer depends on chunks of ice.
Cont. page 6
Cont. From page 5
We had use of a coach and a Park class dome/
observation car. It is my opinion (and only opinion) that the furniture of the dome car was original. It seemed that the most artistic elements had
been removed. I had particularly liked the
etched glass in 1958: I couldn’t find any. It was
quite nostalgic to find quite little change after 52
years. It was at the same time sad that the art
which gave the train its real edge was not to be
found. Of course I only saw two types of cars.
I have a book which reminds us that “In the intimate Mural Lounge under the dome, were ten
foot by four foot paintings reproducing the unspoiled beauty of each park...created by Canada’s leading artists”.
These were gone and the room was used by two
teen-aged boys to play some electronic game
while the scenery of the Skeena slipped by unnoticed.
Truly youth can be wasted on the young.
Additional info:
The Yellowhead Pass is more than 1700 feet lower than the kicking Horse.
Between 1883 and 1891 stagecoach service left
Edmonton on alternate Mondays and reached
Calgary the following Friday.
Editors note: There are still etched glass panels
in the dining cars.
The preceding photos were taken by the Nord’s on their trip on the Skeena
from Prince George to Prince Rupert British Columbia, summer 2010.
6
AWAITING ORDERS?
A railroad employee in India was
reprimanded for taking an initiaON VACATION
tive not provided for in the reguThere was a switchman from the lations. Two days later he sent
Toronto yard that went down to this telegram to the management
Mexico for vacation. When he
in Bombay; “Tiger jumped onto
was there, he just had to go see a engine. Devoured driver and mebull fight. Everyone down there chanic. Then went into carriage
was telling him how exciting and and ate six passengers. Awaiting
dangerous it was, so, he went.
instructions.”
As he was sitting in the stands
——————————————
watching the Matador, he was
To err is human, to forgive is not
very unimpressed. He started
Amtrak policy.
booing and hissing at the Mata- Anonymous Amtrak employee
dor. Finally the Matador stopped
and said, “If you think this is so
easy Gringo, why don’t you come
down here and do it!”
With that, the switchman took
IF YOU HAVEN’T
him up on it, and went down into
the Arena. He grab the red cape
SENT IN YOUR
and said, “come on Bull!” So, the
2011 DUES
Bull pawed the ground and came
TO EARL
charging at the switchman.
When the Bull got close, the
YET
switchman just stepped up on his
THERE’S
horns and walked over his back
STILL
and stepped off. The crowd was
amazed and cheered him.
TIME
Well, this really made the bull
thanks
mad, so he charged back at him
and the switchman did the same
thing, NOW the Bull is really
MAD, and he’s pawing at the
ground kicking up dirt and dust XXXXXXXXXXXXXXXXXXX
and just then he lifted up his tail
and made a huge pile. The
RECIPE of the MONTH
switchman turned to the crowd
From York Central RR
and said, “Sorry folks the shows
over, the engineer just fell out of Dining car
the cab and I am going off duty. ASPARAGUS & MIXED
—————————————— GREENS SALAD
Quote of the day
A tender green salad showcases
RELIABLE TRAIN ON
fresh asparagus beautifully.
FAULTY TRACK WITH
Paired with a tangy vinaigrette,
UNINTERESTED STAFF
this no fuss appetizer is simply
DOESN’T WORK.
elegant.
1 cup pecan pieces
1 bunch asparagus (1 lb/450 g)
This Months attempt at
Humour
2011 dues
7
Trimmed
2 tsp. olive oil
Pinch each salt & pepper
4 cups torn frisee
4 cups baby arugula
4 cups trimmed watercress
1 head Boston lettuce, torn
LEMON FENNEL VINAIGRETTE;
1/4 cup olive oil
3 tbsp. minced shallot
3 tbsp. lemon juice
2 tsp. each liquid honey & Dijon
mustard
1 1/2 tsp. crushed fennel seeds
1/2 tsp. each salt & pepper
On baking sheet, bake pecans in
350F oven until lightly toasted,
about 8 minutes. Let cool.
LEMON FENNEL VINAIGRETTE:
Meanwhile, in a small bowl,
whisk together oil, shallot, lemon
juice, honey, mustard, fennel
seeds, salt and pepper Set aside.
Toss asparagus with oil, salt and
pepper. Bake on rimmed baking
sheet in 350F oven until tender
crisp, 6 to 8 minutes. Let cool;
cover and refrigerate.
Arrange asparagus on salad
plates. In large bowl, toss together pecans, frisee, arugula, watercress, Boston lettuce and vinaigrette. Divide over asparagus.
Serve immediately.
Makes 8 servings
Enjoy
THE END
DID YOU KNOW???
RAILWAY HISTORY &
FACTS
CANADA’S Casey Jones’
By R.L. Kennedy
Famous people are sometimes made famous more
through the actions of others
than by their own efforts.
Locomotive Engineer Casey
Jones was famous, but it
wasn’t the wreck alone that
gave him such notoriety. It
was a roundhouse labourer
who sang a little ditty about
Casey and his wreck that led
to the Engineer’s fame.
Songwriters picked up the
little ditty and made Casey
famous, while reaping the
cash rewards themselves. Indeed, neither Casey’s family
nor the original composer
get fair compensation. Neither was the wreck that
killed Casey Jones unusual;
in fact, it was quite common
in that wrecks were frequent
on the early railroads. Railroading was very dangerous
in those days; 5,000 men
were killed on duty in that
year alone! It wasn’t even
spectacular, as only Casey
was killed.
How many people know the
name of Canada’s “Casey
Jones”? How many know
that he existed? Hands up, I
thought so…
If you were on the September 16, 1990 Bytown steam
excursion to Brockville, you
were closer than you knew to
a hero. Buried in a cemetery
there is a man who can be
described as Canada’s Casey
Jones—for he, too, lost his
life in a train wreck by staying with his engine, hopelessly trying to stop it. That he
might be considered a hero
is evidenced by the monument on his grave which was
paid for by the passengers
on his train, in recognition of
his sacrifice.
Frank W. Blaine was the engineer of Grand Trunk Railway Train No. 2, “The Montreal Express.” Born in Ireland on December 20 1853,
he entered service in 1874
and was promoted to engineer in 1881.
Running through heavy fog
at 02:20, approximately one
mile west of Napanee, Ontario, on September 21,
1906, he confronted a westbound freight train which
had just come out of a siding. Aware that there would
be a head-on collision, he
told his fireman to jump, but
he stayed with his engine in
an attempt to reduce the
speed of his train as much as
possible. The crew of the
freight engine jumped and
survived. Why they had
come out of the siding after
having been in the clear isn’t
known, since it was later revealed that they had room
8
for their 53 car train plus
150 feet to spare at each end.
Perhaps they simply ran out
the other end, unable to stop
due to the lack of visibility.
Many people were injured in
the collision, but Frank W.
Blaine, “The Brave Engineer”, was the single fatality.
When searched for in the
wreckage, his severed arm
was found with his hand still
gripping the handle of the
brake valve.
The Brockville Recorder reported, “He looked squarely
into the face of death, instant
and violent, reversed his engine and kept his hand on
the brake.”
The newspaper said it all in
its final tribute to Blaine:
“Yet it cannot be said truly
that he lost his life, for he
gave it, and gave it knowingly—he paid it to purchase
safety for others, and he got
what he bought in that awful
market.”
Rest in peace.
A CP telegraph to a railway official
in Winnipeg read as follows;
Please notify Frank Blaine his father killed at Napanee early this
morning. Number two express east
ran into pickup train shunting on
main line, fireman escaped by
jumping but father stuck to engine
to apply brakes and was the only
one killed, passengers all saved,
none injured. Please express my
sincere sympathy and if I can do
anything advise.