Old Time Trains

CPR Algoma District

Sudbury Division

High bridge 115 feet high and 1,695 feet long over the Seguin River at Parry Sound Mile 22.6 Parry Sound Subdivision.
August 1986 Wolf Kirchmeir

8159_1271 before and after (rebuilt) versions of SW1200RS. 1271 was one of only nine upgraded units to retain transition and therefore still able to operate at normal top road speed of 65 mph compared to 35 mph for yard version. Soo 7/1986.

8171 last SW1200RS GMD A1917 9/1960 Sault Ste Marie 5/15/1974 Bruce Chapman

Two views of 8109 switching in Espanola. SW1200RS GMD A1489 7/1958 August 1979. Wolf Kirchimeir

When the engine gets out of the way it reveals what it is switching. None other than the "famous" E.B.Eddy pulp mill.

7094 second to last MLW S-2 ordered #75869 3/1949 sitting at Sault Ste Marie station. June 1978
Paul H. Oliver Jr.

CP 6576,6594 m.u. MLW S-3's have 29 cars as they depart the CPR yard heading to the ACR yard with a transfer.
The pair of Alcos on the switch job was not a normal situation. Normal power for this job was either CP 7099 or 8171.
Sault Ste. Marie June 19, 1982 Chuck Schwesinger

7099 has just been started up for the afternoon shift yard job and the still-cold engine is smoking on this cool day.
Sault Ste. Marie October 30, 1982 Chuck Schwesinger

Note: This was the first CPR MLW S-4 a 20 unit order (7099-7118) and the last for CPR. #76469 6/1949

6703 long a London Division yard engine is shown in Sudbury. September 24, 1989 Marty Bernard

Passenger service

9021 westbound at Blind River in March 1976. Wolf Kirchmeir
A single RDC-3 was all that was needed for these daily runs.

No.428 9024 at Blind River eastbound from Sault Ste. Marie to Sudbury shortly before discontinuance. Wolf Kirchmeir
Note: Originally shown in public time table as last run May 23, 1977 it was ordered by CTC continued until June 14th.

Steam Gallery

Extra 1266 backing into a siding in Sturgeon Falls. August 1955 Dr. Richard Leonard

G2 Class 2601 sits on the shop track at Chalk River, Ontario eastern limit of Algoma District.
Addy Schwalm/Bruce Chapman Collection

H1 class 2809 on the shop track Chalk River August 1955. Dr. Richard Leonard

Although a little dirty for a passenger engine 2809 may well have been a protect engine for The Canadian and The Dominion.

M4 Class 3528 hides 2813 and 2805 on the shop track at Chalk River. 8/31/57
Addy Schwalm/Bruce Chapman Collection

P1 5168 on the shop track. North Bay 8/28/1959 A.B.Crompton

P2 class 5361 on the shop track Chalk River August 1955 when it was just another P2. Dr. Richard Leonard

Note the steam supply pipe along the running board towards the front of the engine. This was used in work train service to power a Lidgerwood machine. This engine was a tourist. It finished up on the Algoma Division after having been on the New Brunswick District and in the mountains of BC. Seems it had a problem with breaking staybolts and even after coming out of Angus this problem remained unsolved. Whenever instructions were issued to transfer power to another point the Locomotive Foreman (or, Master Mechanic perhaps) would make the actual selection of an engine within the desired class. Get rid of that #%&* engine! It has been privately preserved in the U.S.

Bruce Chapman Collection

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CPR Algoma District

Sudbury Division

High bridge 115 feet high and 1,695 feet long over the Seguin River at Parry Sound Mile 22.6 Parry Sound Subdivision.
August 1986 Wolf Kirchmeir

8159_1271 before and after (rebuilt) versions of SW1200RS. 1271 was one of only nine upgraded units to retain transition and therefore still able to operate at normal top road speed of 65 mph compared to 35 mph for yard version. Soo 7/1986.

8171 last SW1200RS GMD A1917 9/1960 Sault Ste Marie 5/15/1974 Bruce Chapman

Two views of 8109 switching in Espanola. SW1200RS GMD A1489 7/1958 August 1979. Wolf Kirchimeir

When the engine gets out of the way it reveals what it is switching. None other than the "famous" E.B.Eddy pulp mill.

7094 second to last MLW S-2 ordered #75869 3/1949 sitting at Sault Ste Marie station. June 1978
Paul H. Oliver Jr.

CP 6576,6594 m.u. MLW S-3's have 29 cars as they depart the CPR yard heading to the ACR yard with a transfer.
The pair of Alcos on the switch job was not a normal situation. Normal power for this job was either CP 7099 or 8171.
Sault Ste. Marie June 19, 1982 Chuck Schwesinger

7099 has just been started up for the afternoon shift yard job and the still-cold engine is smoking on this cool day.
Sault Ste. Marie October 30, 1982 Chuck Schwesinger

Note: This was the first CPR MLW S-4 a 20 unit order (7099-7118) and the last for CPR. #76469 6/1949

6703 long a London Division yard engine is shown in Sudbury. September 24, 1989 Marty Bernard

Passenger service

9021 westbound at Blind River in March 1976. Wolf Kirchmeir
A single RDC-3 was all that was needed for these daily runs.

No.428 9024 at Blind River eastbound from Sault Ste. Marie to Sudbury shortly before discontinuance. Wolf Kirchmeir
Note: Originally shown in public time table as last run May 23, 1977 it was ordered by CTC continued until June 14th.

Steam Gallery

Extra 1266 backing into a siding in Sturgeon Falls. August 1955 Dr. Richard Leonard

G2 Class 2601 sits on the shop track at Chalk River, Ontario eastern limit of Algoma District.
Addy Schwalm/Bruce Chapman Collection

H1 class 2809 on the shop track Chalk River August 1955. Dr. Richard Leonard

Although a little dirty for a passenger engine 2809 may well have been a protect engine for The Canadian and The Dominion.

M4 Class 3528 hides 2813 and 2805 on the shop track at Chalk River. 8/31/57
Addy Schwalm/Bruce Chapman Collection

P1 5168 on the shop track. North Bay 8/28/1959 A.B.Crompton

P2 class 5361 on the shop track Chalk River August 1955 when it was just another P2. Dr. Richard Leonard

Note the steam supply pipe along the running board towards the front of the engine. This was used in work train service to power a Lidgerwood machine. This engine was a tourist. It finished up on the Algoma Division after having been on the New Brunswick District and in the mountains of BC. Seems it had a problem with breaking staybolts and even after coming out of Angus this problem remained unsolved. Whenever instructions were issued to transfer power to another point the Locomotive Foreman (or, Master Mechanic perhaps) would make the actual selection of an engine within the desired class. Get rid of that #%&* engine! It has been privately preserved in the U.S.

Bruce Chapman Collection