CNR 6167

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     On the last weekend of September 1963, CNR 6167 pulled two different excursions, both sponsored by the Upper Canada Railway Society. The first trip was on Saturday September 28, 1963 and saw 6167 pull an excursion from Toronto to Haliburton and Return. Dave Spiegelman tells me that upon arrival at Lindsay, 6167 was cut off and the train continued on to Haliburton and back to Lindsay by Diesel. According to Don McQueen, the diesels used were GMD-1 1914 and 1915. He also states that the diesels were in the consist from Toronto to Lindsay and took over once 6167 was cut-off, as the route to Haliburton could not handle the 6167's weight.

     The second trip took place on Sunday September 29, 1963 and was advertised as being a  "Mystery Trip", as the riders were not informed of the destination. Dave Spiegelman tells me that the train ran from Toronto to Midland and Return, and described to me seeing the train at Udney on the Northbound leg of the trip. While at his uncles house on a farm near the line, he "heard a train approaching then the whistle blew. You never saw a kid move so fast. The track pass thru the farm about 1/2 mile east of the house. There is a level crossing there. Lots of trains passed each day north and south but this one sounded different. It was a rainy cool day... The exhaust hung in the air for a long time after she passed."

     Don McQueen has provided me with a brochure for both trips while Robert Burnet has provided me with the program for the Haliburton trip.

     Fall is nearly with us once again! To mark the arrival of this colourful season, the Upper Canada Railway Society invites you to take a break from your normal routine and ride with us on these two memorable Fall Foliage excursions.

     Of course, CN's famous 6167 will be at the head-end to provide a nostalgic link with the past. Air-conditioned coaches will ensure your comfort, but if you prefer the open-air approach, an open baggage car and open-window coach all be along, too. (By the way, we supply 110 volt power in the baggage car for your tape recorder.) Famous CN cuisine in the Cafeteria Car will keep you from going hungry. And outside your window will pass in review some of the most picturesque scenery in Southern Ontario. Interested?

     Read on.....

     Only the crew will know where we're going on Sunday, Sept. 29th, as our special chuffs into the great unknown. 6167 will be in charge again, hailing our "Mystery Tour" over 250 miles of main and not-so-main CNR trackage. Once again there will be photo opportunities galore, but no one will be too certain of our destination until we get there. You may think you know where we're going; why not come along with us and see if your theory is correct?

STEAM EXCURSION

HALIBURTON, IN THE FALL!

All Aboard

     From Toronto to Scarboro Junction, our train follows the C.N.R. main line, which was constructed for the Grand Trunk in 1856. As originally built, this trackage was broad gauge (5' 6"), but operating difficulties subsequently forced its conversion to the present standard gauge (4' 8½").

     For the remainder of our journey, we travel over lines of what was long known as the "Midland System", by virture of the assembly of a number of smaller railways by the Midland Railway of Canada; the Midland Railway was in turn leased to the Grand Trunk in 1884.

     The trackage from Scarboro Junction to Lorneville Jct. (and thence north to Coboconk) was originally built by the Toronto and Nipissing Railway. The T. & N., once narrow gauge (3' 6"), operated its trains to a terminal at Berkeley Street in Toronto via a third rail on the Grand Trunk's broad gauge. It was built in 1871-2, and was converted to standard gauge and consolidated with the Midland in 1882. The roadbed of a T.& N. branch to Jackson's point, on Lake Simcoe, abandoned around 1930, may be seen diverging to the west at Stouffville.

     From Manilla Junction (Which, unfortunately, is no longer a junction) to Lindsay, we follow the roadbed of the Whitby, Port Perry and Lindsay Railway, built in 1877 and shortly thereafter added to the Midland's Empire. From Manilla to Blackwater lies the "Wick Extension", built by the Midland to avoid running via Lorneville.

     The portion of the trip from Lindsay to Haliburton is over trackage which began life in 1870 as the Victoria Railway, and absorbed in 1882 into the Midland Railway. As such, it was leased to the Grand Trunk two years later, with ownership being transferred to the later system in 1893. Finally, in 1923, the Haliburton line, in company with the rest of the Grand Trunk System, became part of the Canadian National Railways.

     As we pass Howland Junction, you may see the remains of the now-abandoned line to York River curving away to the east. This trackage (whose Sheffield steel rails were lifted some three years ago and sold to a razor-blade firm) was originally the Irondale, Bancroft and Ottawa Railway, and later became part of the Canadian Northern Railway.

      At Lindsay, we experience a change of motive power. Track and bridge restrictions prevent the use of our steam locomotive to Haliburton, and thus we find two 1900-series diesel units waiting to propel our special beyond Lindsay. There locomotives are a Canadian design, designated as model GMD-1; essentially, they are 1200 h.p. road switchers equipped with steam generators, but their unusual appearance generates considerable interest among enthusiasts, especially those from south of the border where no such machines can be found.

     We hope to be able to provide a pleasant interlude during our brief visit to Haliburton in the form of a bus tour of that town's Skyline Park, for a most impressive panoramic view of the region. The public address system will keep you informed of developments in this regard. While you are in Haliburton, don't forget to visit C.N 2-8-0 no. 2616, on display at the south end of town.

     At Lindsay, we surrender our diesels in favour of 6167 once again, for the return trip to Toronto.

Safety

     2) Those remaining on the train are requested not to lean out of vestibule doors during runpasts. This unnecessary practice can also frustrate the serious photographer on the ground. During runpasts the baggage car doors will be closed, again in an effort to make the train look more natural.

     3) Be as prompt as possible in boarding the train following a photo stop. Repeated slow loading operations can delay the train to the point where one or more runpasts must be deleted from the schedule, and it should also be borne in mind that some of our passengers have train connections to make at Toronto.

SAFETY TIPS
     Continued railway excursions in this area, be they steam, electric or diesel powered, depend on the maintenance of the excellent safety record chalked up on such excursions held to date. We urge all passengers to be mindful of the following rules designed for your protection:

     1) Please observe requests made by members of the U.C.R.S Safety Committee, identified by red arm bands; this Committe will exercise a general supervision of operations during the day, and will assist at loading and unloading points.

     2) Do not cross tracks when absolutely necessary; when such is the case, do so well away from the ends of standing rolling stock, after looking both ways, and avoiding stepping on the heads of rails.

     3) Do not open the lower portions of car doors at any time, and above all, do not board or alight from the train while it is moving, no matter how slowly.

     4) Stay off the locomotives at all times - the crew has been instructed that excursionists are not to be in the cab, and posing for photographs on the locomotive only ruins the chances of many other people to get the kind of photographs of the engine that they have in many instances come a long distance to obtain.

BAGGAGE CAR
     Directly behind the locomotive is a baggage car provided specifically for the use of those excursionists who may have brought along tape recorders for the purpose of placing on permanent record the cadences of wheel on rail and the sounds of the locomotive. The car is fitted with 110 volts for this purpose.

     Those who regard seats and air-conditioning as unnecessary frills in railway passenger travel may also ride in the baggage car and imbibe the sights, sounds, and aromas of railroading in their fullness. Those making recordings would appreciate your co-operation by remaining fairly quiet, especially when the train is just starting up.

     Please note that children will not be permitted in the baggage car unless under the supervision of an adult at all times.

CAFETERIA CAR
      Marshalled into the centre of the train is a Cafeteria Car serving hot meals, sandwiches and drinks throughout the day, and at the most reasonable prices, too. There are no sittings or set times for meals; drop in any time, the service is quick and courteous.

ABOUT THE LOCOMOTIVE
     The steam locomotive on the head-end of our train will be familiar to most of you, but for those who are making their first excursion, the following comments may be of interest.

     In June, 1927, the Northern, or 4-8-4 type locomotive, was introduced to Canada in the form of Canadian National's famed no. 6100. Initial orders of this type totaled sixty, nos. 6100 to 6159. During the depression, these engines served the C.N.R. well in both passenger and heavy freight services. However, as business increased and older locomotives were retired towards the end of the 1930's, the need for additional heavy-duty locomotives became apparent. The obvious choice was the 4-8-4 type, and in 1936, the first of the redesigned 6100,s, no. 6160, appeared. Physically, it was somewhat different from its older sisters. The internal piping was altered to improve the flow of steam, thus improving engine efficiency. It sported a Delta trailing truck and Boxpok drivers, and carried the feedwater heater high on the smokebox front. the The U-2-d's, as nos. 6160 to 6164 were classified, were immediately followed by two further orders for similar engines, fifteen from Montreal Locomotive Works (nos. 6165 to 6179), and ten from Canadian Locomotive Company (nos. 6180 - 6189). These units were delivered in 1940.

     Fresh from the builders, 6167 was assigned to Mimico (Toronto) Yard for heavy freight service. Shortly thereafter, it was transferred to Montreal and then to Moncton, where it served for years in passenger and freight services. Locomotives of this class often made the Halifax-Montreal run without change. Dieselization finally ousted 6167 from the Atlantic Region causing its transfer back to Mimico, where it operated in freight service until the diesels usurped it once more.

     After lying dead, and apparently doomed, for many months, 6167 was given a new lease on life in July, 1960, when it was polished up for a U.C.R.S. excursion to Niagara Falls. After successful excursion seasons in 1961, 1962 and to date in 1963, the engine seems assured of further use on fantrips following the extension of its boiler certification by the Board of Transport Commissioners.

     For the mechanically-minded, here are 6167's vital statistics:

Built by Montreal Locomotive Works, 1940.
Class U-2-e.
Cylinders - Diameter 25½", Stroke 30".
Driving Wheel Diameter - 73".
Length - 94' 1". width - 10' 10"
Height - 15' 3". Tractive Effort - 56, 800 lbs.
Total Weight (inc. tender) - 340 tons.
Tender Capacity - 18 tons of coal, and 11, 600
		  Imperial gallons of water.
Boiler Pressure - 250 lbs. per square inch.

ABOUT THE SOCIETY
     The Upper Canada Railway Society was first organized, rather informally, in 1932. Since 1941 it has held regular meetings and published a monthly Newsletter of Canadian railway and street railway happenings and histories. The Society was incorporated in 1952. It provides a common meeting ground for both steam and electric railway enthusiasts from all walks of life, who are interested in the many facets of railroading. Membership is open to anyone with a genuine interest in Canada's railways. Copies of the Society's prospectus, giving full information about the organization and its activities are available without obligation from the Publications Committee on today's train.

SOCIETY PUBLICATIONS
     Back issues of the U.C.R.S Bulletins are available on the train from the Publications Committee. These Bulletins are printed and illustrated treatises and informative data sheets on Canadian steam and electric railways and their equipment past and present.

COMMENTS
     The Excursion Committee of the Society welcomes any comments or suggestions you may have about this or any future excursions you would like to see.

     There is a photo of 6167 pulling the September 29 excursion in the February 2011 issue of Branchline Magazine. The photo, taken by Peter Cox, shows 6167 at the exact moment she hit a torpedo along Mile 70 of the Bala Sub.