June - Ottawa Valley Associated Railroaders

The Interchange
Ottawa Valley Associated Railroaders ­ OVAR
June 2013 Issue 476
MANAGING TRAFFIC ON OUR MODEL RAILROADS
Car Cards Revisited
Tom Patterson
During the past 50 years or so, methods of
managing traffic on our model railroads have
evolved rapidly and with great diversity. Some,
such as the Car Card and Bill of Lading system
described by Doug Smith in the December
1961 edition of Model Railroader, have stood
the test of time and are still in use. Other
methods have been developed which are
variants of this insightful article. Currently,
methods of organizing and directing our freight
traffic vary from manually prepared switch lists
to printed switch lists prepared through the use
of sophisticated computer programs.
All of these various methods have one
essential objective in mind – to provide the train operator with
the information required to properly switch cars in and out of a
train consist. However, they vary in the following key
characteristics:
1. The degree to which they emulate prototype operations;
2. The effort (and cost) to set up and maintain the system;
3. The ease of learning and use by train operators;
4. The facility of regulating the flow of traffic by the layout owner;
5. Capacity in terms of trains, cars and varying traffic patterns;
6. The accommodation of varying numbers of operators;
and, first and foremost;
7. The degree of enjoyment experienced by operators.
My journey on this subject started with the tried and true Car
Card and Bill of Lading method. It is easy to implement and
directly emulates the prototype. And, this system has many
practical advantages, such as ease of understand at the train
operations level, once the layout topology is understood.
However, I found the inherent and subtle difficulties in managing
peaks and valleys in traffic demand too time consuming to
resolve. I developed a similar but simpler system, which is the
subject of this article.
To provide background, I'll give a summary of my
interpretation of the Car Card / Bill of Lading method, along with
a description of the difficulties that I encountered. Next, I'll
describe my “lite” version of this system, along with the pros and
cons associated with it. Finally, We will follow a typical run on
my layout to better illustrate this method.
Train 471 departs its origin at Pacific. The first set­out for Captain Concrete
(NJ 311 and CN 529153) is marshalled directly behind Mikado 3540.
Car Cards and Bills of Lading
This traditional system is based upon a car card having a “foldup”
pocket, which identifies the Road Code and Car Number of a
railway car, along with other information which helps to match a
Bill of Lading, and emulate the prototype (e.g., AAR Car Type,
length, description, commodities). This card is typically inserted
in a plastic sleeve.
To route a car, a Bill of Lading is inserted in this sleeve, which
typically contains 4 entries, each having:
AAR Car Type code
Commodity Description;
Origin Location;
Origin traders siding (spot);
Destination Location; and
Destination traders siding (spot).
Continued on page 8
On the Inside
From the Private Car 2
Tonight's Speaker 2
Bolivia, Pantagonia and Paris 3
Display 4, 5, 6, and 7
Managing Traffic on our model railroads, cont'd 8
Interchange Yard 11
Refurbishing the Display Stand 11
and much more
The Interchange Page 1

FROM THE PRIVATE CAR
June 2013
I read recently that the big
automobile companies are worried
that young people are not bothering
to learn how to drive. Today’s teens
are thirty percent less likely to learn
to drive. If you are trying to sell
cars, a one third drop in new drivers might be quite disconcerting.
When I grew up, learning to drive was a rite of passage. Having
access to a car gave you greater freedom and more ability for
social interaction. Today’s teens are thriving socially on their
smart phones and are better connected than I ever was. There is a
lot less need to access a car especially when there is greater
access to public transportation.
I was reading Classic Trains summer issue on Interurbans and
thought that trolleys would have been the smart phone of the
1920’s. That is, in urban areas, trolleys were the way you had the
freedom as a teen to get around and interconnect socially. I
remember when I was working in the hobby business years ago
that I learned that interest in many crafts and hobbies was
cyclical and would regain popularity after some period of hiatus.
It would seem that trolleys and interurbans are in a bit of a
revival as new light and heavy rail mass transit lines are being
reintroduced to North American cities.
The hobby of model railroading has changed significantly in
recent years and has done a good job of keeping up with and
taking advantage of the new technology of the day. So why when
this feels like the good old days of model railroading that I sense
a decline in the hobby? On a trip to Milwaukee I was appalled to
learn that Model Railroader was not the highest circulating
magazine at Kalmbach publishing. Would you believe that
Astronomy had eclipsed my favorite railroad magazine?
So what does this all mean? I’m not sure, but I hope it means
that there are a lot of changes happening that will continue to
improve the appeal of model railroading and that new people will
discover and participate in the great hobby that we all enjoy.
Railroading is not how I make my living; it is how I live.
Robert Peck
Whether it was taking the streetcar to and from school or,
insisting to his dad that they must take one of the new PCCs to
visit the ships at the waterfront, or bugging his mom every
Sunday afternoon in the summer for a quarter so he could take a
solo trip on the open observation streetcar around the mountain,
Tom’s love for the street railway systems never dwindled in spite
of abandonment of many systems throughout North America over
the years.
As an avid railfan, Tom has over the years had his photos
published in all of the major North American railway magazines.
He has also written a number of articles pertaining to streetcar
systems and railway stations which appeared in Branchline and
Canadian Rail. Tom has authored eight books on Streetcar and
Interurban properties in Quebec. Two of his books, Montreal
Streetcars Volume 2 and Volume 4 won the Canadian Railroad
Historical Association, Book of the Year Award for 2006 and
2011.
Page 2
Tonight's Speaker is Tom Grumley
Tom Grumley was born and educated in Montreal. As the
youngest son of a 44 year service employee of Canadian National
Railways’ Dining Car Department, Tom became addicted to the
“Train Bug” at an early age. Tom has fond memories of train trips
to White River Jct. Vermont and Ottawa in the cabs of
locomotives or in baggage cars while his dad worked as a Chef in
the dining car. Tom’s mother forbade him from riding in steam
locomotive cabs thanks to his older brother always coming home
after a trip with dad completely black from head to toe! Tom had
to settle for RS3s, FP9s and FPA4s. However, Tom’s real passion
was first and foremost streetcars.
Tom has been a member of OVAR since 1986 and has presented
to the group on numerous occasions. He is also a member of the
Bytown Railway Society (BRS), the CRHA and the C. Robert
Craig Memorial Library.
The Interchange

Answering the Call of Nature
By Colin J. Churcher
The other day I was watching a program on the railways of
Bolivia showing shots of the vast, wide, completely flat altiplano
with little or no vegetation. No bushes from horizon to horizon.
I was in an inspection car on the altiplano. It was after a lunch at
which we had consumed (non­alcoholic) liquid. Six people
needing to answer the call of nature and not a bush in sight. We
stopped the car but how to preserve our privacy? After some
discussion, we stood round in a circle, facing outwards. This way
we could relieve ourselves with an unimpeded view right to the
horizon and a reasonable amount of privacy.
Possibly the first tram on line T3b arriving at Porte de
Vincennes
Paris new streetcars
Colin Churcher
Another time I was on a railfan trip on the Old Patagonian
Express narrow gauge line to Esquel in Argentina. It was the last
run­past of the day and a member of the group desperately
needed to answer the other call of nature. He stood with his feet
on the 2 foot gauge rails, dropped his pants and proceeded to do
his business. He was interrupted by a whistle as the train began
to move off. Up came his pants in a hurry, he chased the train
and managed to climb aboard the last car. Arriving at Esquel for
the night the hapless traveler found he had lost his wallet which
had probably dropped out of his pants at the last run­past.
We retraced the same route the next day and the crew received
a very strange train order. It was in Spanish but went something
along the lines of:
Watch out for a pile of human excrement between the rails near
kilometre post xx. Stop and search for a wallet in this vicinity.
They found the wallet.
A new tramway line opened in Paris last December. The line
runs mostly in the middle of wide streets with much use of grass
between the rails and well laid stone at many of the stations. The
line features some severe gradients. When I rode this tram on
opening day, one wheel had a flat spot, possibly because of
braking problems on the severe grades. One station is built on a
hill and passengers are warned about this.
A tram ready to depart Porte de la Chapelles for Porte de
Vincennes. The line of buses on the right provides good
connections
The Interchange Page 3

May Display ­ Non Canadian
The display was a great collection of sleek, colourful, exotic trains, or familiar North American rolling stock. We had great
structures as well. Photos by Larry Lanctot.
Burnell Cox, Southern Pacific "Golden State" ­ GS­4 4­8­4
HO Locomotive by Broadway Limited. Used on Coast Daylight
between Los Angeles and San Francisco
Mike Hind, TGV Thalys, N scale model by Kato.
Prototype built by Alstrom, first ran in 1996,
Paris ­ Bruxelle ­ Köln ­ Amsterdam.
Bob Smith, OO scale (?) Irish Rail "A" class diesel, built in
1956 by Metropolitan Vickers ­ EMD, 1325 HP double end cab.
rebuilt in 1968, still 20 in service in 1989.
Model by Lima
Lloyd Stresman, HO, Riverossi, VIRM (Vellengd InterRegio
Materiel) of the Nederland Spoor (Netherlands Railways).
VIRM was initially developed in the 90s by Bombardier and
NS for intercity service. It is an increased capacity double
deck EMU using energy saving three phase propulsion.
Mike Hind, N, model by Bachmann British Railway 45596,
Jubilee Class "Bahamas" If anyone can tell Mike how to
remove the top of the tender, he will be most grateful.
David Taylor, OO scale, Class 66 model by Bachmann
Built by GMD London ON. David bought the model on a trip
to London UK. Model has DCC and sound by Loksound
Grant Bruner, N scale, Caledonian Railway 4P Class Tender
Locomotive and BR Dutchess Class "Queen Elizabeth"
Pacific. 1980's Grahamfarish N­scale models
Robert Peck, HO, CNR D­5 2­6­0 purchased at Ottawa Train
Expo. The engine will be rebuilt and painted for CNR on
Vancouver Island. Rob reports the engine needs TLC, but
has a can motor and the correct oil tender. She will get a
western pilot and sound.
Page 4
The Interchange

May Display ­ Non Canadian
Continued from page 4.
Grant Knowles, HOn3,
scratchbuilt Colorado & Southern
RB­1.
Based on the Hall­Scott railbus
design, scratchbuilt of styrene,
brass and misc castings.
Utilises NWSL gear boxes.
The rail car has a detailed interior,
working lights and"runs like a
charm"
Paul Anderson, O tinplate,
Louis Marx, 1950.
Engine was packed away in 1980
and rediscovered while cleaning
out a relative house. It is said to
be the last tinplate train made
before Marx went to plastic.
Eric Smith, HO models by Jouef
of France.
"L'ORIENT EXPRESS" ­
Paris ­ Istanbul ­ with
connections to Cairo, Baghdad
and Tehran; all first class
sleepers, undoubtedly the world's
most romantic train,
or "LE TRAIN BLEU" ­
Calais ­ Paris ­ Nice, of the
Wagon­Lits company.
The train ran war and politics
permitting, before and after World
War II.
All sleeping cars, the actual train
carried a few more cars.
The locomotive is an ex Paris­
Lyon­Méditerranée (PLM) Pacific,
rebuilt by André Chapelon of the
SNCF.
More Display photos on page 6
The Interchange Page 5

May Display ­ Non Canadian
Continued from page 5.
(Card missing) An impressive train set of lithographed
cars. Most of the details are printed on the cars, for a
rather effective presentation of colourful prototypes
Chris Lyon, HO, Fleishmann. 1962 vintage locomotive and
rolling stock. The company started using plastics for the
first time along with their zinc alloy frames.
Andrew Chisholm, HO, "Could have been" prototype. This
boxcar celebrates the 101st anniversary of when the
construction started on what has become known as "The
Titanic Railroad". The line was to connect Central Vermont
at Palmer with Port of Providence, RI. When GT president
Hayes went down with the Titanic, so did the funding.
Page 6
Bill Crago, HO, Car by C&BT Shops, collector series. B &
O 467010 is a 1944 40ft AAR boxcar in LCL "Timesaver"
paint scheme.
The Interchange

Bill Crago, HO, Gramp's Gas & Buddy's Auto Body
The building is scratch built, mostly from
wood, to Bill's own design, incorporating a
couple of ideas from commercial kits. The
variety of materials reflect changes over
time. Board and batten for the original 1914
structure, tonge and grove for the first
addition, clapboard for the second and steel
for the final bay. It was finished using a
combination of stains and paint to reflect the
nature of the construction. Lighting is 3 volt
LED with a battery pack in the leftmost bay.
Gramps sells enough gas to pay the bills.
Grandson buddy is the "best body man in
these here parts"
Greg Stubbings, HO, HH Goode Company
Feed Mill
R. Pezze, HO, 1958 Road Scene
Streetcar scene with a wrecking crew coming to
tear down the old building
This Bar Mills Majestic Feed and Hardware Kit features laser cut walls and a myriad of details, overhead pipes, different
additions and towers. Greg still had to install the roof flashing and weather the tin on the roof and tower. The signs
come from a photo of the mill in Uxbridge, Ontario. The model captures the look of this small town feed mill and will
serve as a long term stand­in.
The Interchange Page 7

Car Cards Revisited ­ cont'd
The four Bill of Lading entries are arranged so that only one
shows when inserted in the Car Card.
For my implementation, I used unique card stock colours for
eight different car type groupings (e.g., blue for box shaped
(house) cars, tan for tank cars, green for gondola or open top cars,
etc.), for both Car Cards and Bills of Lading. I also colour coded
all locations, and added a coloured dot adjacent to each
destination location, except off­line locations.
Examples of these cards are illustrated below. The centre item
is a standard car card inserted in a plastic sleeve. To the left is an
example of the traditional “4 element” Bill of Lading, 2 elements
of which are shown. To the right is my highly simplified use of
the car card principle to direct traffic. Note – on my layout,
reefers and insulted boxcars share a common purpose
In very simplistic terms, the combined Car Card and Bill of
Lading (Waybill) directed yard masters and train crews as they
built trains and spotted cars. Once spotted, the Bill of Lading was
advanced to the next of the four entries. Once again, train crews
and yard masters would use the next Bill of Lading data to
determine switching tasks and fulfill train service design plans.
Setting up this scheme is no more onerous than others – a
facility with computer tools helps in the creation of stick­on tabs
containing car and bill data. The colour­coding applied to
Iroquois Falls (Red) is illustrated on the sample Bill of Lading.
No switch lists result. Operations do require a space to sort out
cards, which is a requirement that switch list systems do not
have.
Nevertheless, the major issue that I encountered with this
system was the adjustment of Bills of Lading in use so as to
smooth out traffic peaks and valleys, and thereby provide a
reasonably consistent amount of traffic “fodder” for the train
service plan. Many times, I had to pick and choose Bill of Lading
cards to generate a satisfactory traffic mix. Or, I had to create
more Bills of Lading to suit my layouts’ traffic patterns. I
understand that this problem arises with some computer­based
systems as well. So, what to do??
Card System “Lite”
applying destinations for 50 cars would probably last for about
three 2 hour operating sessions.
Why?? Because, for most of my operating sessions, not all
planned trains run. My layout features a lot of switching, and
trading of traffic blocks. I really did not require a lot of cars with
defined destinations, only enough for a 2 to 3 hour operating
session.
I also realized that modelling traffic to and from “off layout”
locations (e.g., Eastern Canada, USA) could not easily be
accommodated within my modest real estate.
So, instead of a “perpetual motion” traffic scheme incorporated
in the Car Card and the 4 Bill of Lading system, I opted to a
“melt down”, but “regenerative” scheme. I used the same Car
Cards as before, but simply substituted one destination for the 4
Bills of Lading entries. Once the car arrived at the destination
spot, this “one destination” card would be removed from the car
card by the crew and returned to the “destination cards” rack for
re­assignment. Eventually, all Card Cars would be devoid of
“destination cards”. Before this happened, of course, yard
masters would be building trains by stuffing new “destination
cards” in empty Car Cards to fulfill train consist requirements.
Not an onerous task compared to finding the right destination on
the right Bill of Lading card for the right train.
Road Switcher 471
Confusing?? Yes, of course it is. So, let’s follow the
marshalling and running of a road switcher under this “lite”
scheme to further illustrate this method. Road switcher 471 runs
Westbound out of Pacific. (Pacific was originally conceptualized
as a staging area, but it quickly “morphed” into a respectable
terminal!). Train 471 operations feature the setting out a traffic
block for spotting by another assignment (e.g., industrial switcher
or local “turn”) as well as the direct exchange of traffic from
within its consist and particular spots.
First question ­ how do we build 471’s consist and assign
“destination cards”?? Well, each of my train specification cards
has a matrix which relates cars which could be handled, to the
available spots, as illustrated below:
Well, I stepped back and realized that a full operating plan on
my modest layout includes 2 road switchers, 2 mixed trains and 2 On the obverse is a sort of service design specification, which
“turns”, as well as 2 yard assignments and 2 industrial switching defines the train’s marshalling, route, work requirements, etc.
jobs. An average of 5 cars per train/assignment meant that about (The diligent reader will discover that this “service design” card
50 cars would require destination definition for one operating still contains instructions designed for the “4 element” Bill of
“run”. My layout car capacity is around 100 freight cars, and Lading method!) (See next page)
Page 8
The Interchange

ultimately removed by the assigned industry crew when they
have completed spotting the cars.
Train 471 arriving Captain Concrete
Train 471 approaches Captain Concrete. The two cars to be picked (DM 6101
and CN 331025) up are on the set­out/pick­up (service) track. A similar
operation occurs at Iroquois Falls, in which Train 471 switches a set­out/
pick­up track, but does not directly spot or pull cars.
Using these two items, a yard master may select cars which
match the train’s requirements, then stuff the destination card into
the car card. A very flexible rule of thumb is used for train length
– 5 cars, more or less. Once the yard master has switched the
cars into a departure track in properly blocking order, the train
crew may append a van and depart. No dispatching is required –
my whole layout runs on a simple version of “joint work
authority”, (UCOR Rule 266, modified by CN Time Table
Special Instructions, if you’re really into this rules stuff!), which
is devoid of dispatchers and paper. It is vaguely similar to the
“smoke” meets fabled to have existed on the Canadian Prairies
during the steam days.
Further on the subject of flexible rules, it is generally expected
that the train crew will switch cars “one­for­one” on a per spot
basis. However, this will not always be possible. So, the even
more general rule is “you can pick up whatever cars you want,
within reason”.
Today’s 471 has a consist as follows:
Spotting set­out, showing car cards
Our train has completed its work at Captain Concrete, and is set
to depart. The waybills for the two cars set­out still contain their
bills of lading. They will be removed by the industry crew, which
is currently running the 44 Tonner.
The operation of train 471 at Ste. Rosalie is different, but
similar to that at Fraser Mills, in that 471 directly spots and pulls
cars. In these instances, traffic cards are removed and returned to
the “destination card rack” at the end of the train run.
Train 471 departs its origin at Pacific. The first set­out for
Captain Concrete (NJ 311 and CN 529153) is marshalled directly
behind Mikado 3540.
So, train 471’s first work location is Captain Concrete, a line
point location at which this train is required to set out and/or lift
traffic, but not pull or spot individual cars – the detailed Train 471 observes a slow order on the wood trestle crossing
switching will be done by an assigned industry crew at the plant. Marsh La Mousse. They will switch CB&Q 183914.
So, the traffic cards are left in the car sleeves for set­outs, and
Continued on page 10
The Interchange Page 9

Crossing Marsh La Mousse, the next piece of work for 471 is
clear sight. The empty covered hopper (CN 113020) in 471’s
consist must be switched directly by the 471 crew for CB&Q
183914 at Ste. Rosalie in the back ground.
The last photo illustrates the retention of destination cards for
set­outs until they are finally placed on spot.
Added Confusion
You may have noticed that the service design for train 471
allows for the set­out of Iroquois Falls traffic “overflow” at Glen
Sanford. How come?? Well, the Pacific yardmaster may well
discover that his yard is plugged, and that he has to sluff off some
of the cars. Why not send them to Iroquois Falls by way of Glen
Sanford, which is a second yard on my layout? So, train 471 may
have too many cars for the three car back track at Iroquois Falls.
Solution?? Set the excess cars out at Glen Sanford for the Turn
that services Iroquois Falls.
Just to make the point, CN 113020 is shown on spot with the
destination card and car card dissociated.
Then next stop on 471’s route is Iroquois Falls. Like the
operation at Captain Concrete, 471 does not spot or pull specific
sidings. Rather, this train lifts traffic from a service track, and
replaces it with traffic destined to specific spots within Iroquois
Falls.
Train 471 departs Iroquois Falls en route to Glen Sanford
Further, if Glen Sanford is plugged, then 471 could be
persuaded to pick up excess cars and return them to Pacific.
Switching Iroquois Falls
Arriving at Iroquois Falls, the crew notices that two cars on the
service track are to be lifted by 471.
The service track at Iroquois Falls contains two cars which have
been placed there by another assignment, the Iroquois Turn from
Glen Sanford. The next Turn will spot cars set out by today’s
edition of 471.
Running through Glen Sanford
Our 471 crew is happy today as it runs through Glen Sanford.
No extra work to do!
For other assignment within my operating plan, substantial local
switching is required. Up to 7 spots must be switched. It this
case, manual fiddling with cards is not efficient, so card sorting
racks have been established where required.
Page 10
Train 471 runs past the Bulkley Valley Paper Mill
The Interchange

Moving on to its next work location, train 471 runs past the
Bulkley Valley Paper Mill near Fraser Mills. Bulkley Valley has
a card sorting rack and also the track diagram which helps
operators determine the exact spot for their traffic.
Conclusion
All to say, this method of traffic management is highly flexible
and open to the imagination of the operating crews. As we gain
experience, I expect that the collaboration between layout
operators will open up a new vista of operating enjoyment.
Interchange Yard
HO SCALE MODULES FOR SALE
It’s been 10 years since I built my first set of modules. There are
many other aspects of modular railroading that I wish to
explore. Not having a large enough home, van or enough time, I
have decided to liquidate certain assets in my collection. I have
received many compliments on the fine craftsmanship over the
years. Lots of photos of the models have been taken as they
have appealed to many model railroading fans. The following
modules can be yours to enjoy! Sale is by email auction.
Modules to be sold:
1. FALLOWFIELD and VESTA (4 module set)
2. COLONNADE (2 module set)
3. HEAVY METALS, BONEYARD and MUSKRAT
RIVER (set of 3 modules).
Please contact Gilbert Lacroix for full details on placing a bid
and complete descriptions of the lots. Email:
g.lacroix701@rogers.com .
Auction closes July 22, 2013 at 12 noon.
For Sale
Railfan/Railroad Magazines
Vol.1 No.1 (Winter 1974) to date (Nov. 2012), 375 magazines
all in mint condition, Aug. 1999 issue missing/misplaced
Make a reasonable offer. Thomas.grumley@sympatico.ca.
Wanted.
Two Juneco K­27 Canadian Pacific 45' Express Reefer Car kits.
Contact John Moore at 613­584­2128.
FROM THE
EDITOR'S DESK
We had 15 contributors this season, many with
more than one article. Thank you every one. I am looking
forward to every articles you send me. I don't count members of
the executive as contributors when the write about OVAR
business, but thank you as well gentlemen for your material.
We had three contributors to "Off the Mainline" That would be
a good starting point for a short article, actually, all you need is
an email with a few lines about the happenings on your railway.
It need not be serious or complex. If you have a new siding and
a new customer, send us a "press release" and add a photo taken
with your cell phone.
Can you refurbish the Display Stand
Our Display stand has served faithfully for many
years already, and shows wear and tear. It is
also rather heavy when setting up and tearing
down.
The OVAR executive is searching for someone
who can take the project of refurbishing the
Display Stand. One concept is to divide the
Display in two separate cases, and add space in
each to store the lights that must be set up with
the stand. Having the two halves as separate
stands would let us set a display for rolling stock
bracketting one or two tables to display structures
and artefacts.
OVAR will of course come to a compensation
agreement with the person or persons who would
take this project.
If you are interested by this project, talk to Rob
Peck or Peter Jackson.
Railfanning CP Westminster Sub
August 8th at Mile 6.76 on the CP Westminster Sub at
Cumberland. CP 5905­6011 (Both GMD SD40­2’s), lead a
moderate length train over the Cumberland Crossing and
pass the Crossover Switch at Mile 7 on the CP sub and Mile
Summer is here, I wish every one a safe and pleasant summer
and enough time to get around to progress on your projects.
144 on the CN sub. Of course Skytrain can be seen racing
Don't forget to tell us the story!
past on the overhead guide­way. Andy Cassidy
Normand Levert
The Interchange Page 11

Coming in September
After Dinner Presentation
Chris Lyon
Every Day is Train Day:
Convention Railfanning
in the Eastern United States
The Display
YOUR SUMMER PROJECTS
The Display is anything you wish to bring and show to OVAR
members. Works in progress are welcome, as are ready­to­roll out
of the box, as are new or old modelling efforts. Each month has a
suggested theme. The suggested theme is to inspire you to bring
something.
completelty different.
Everything is welcome, whether it is in the theme or
It can be models, structures, photos or
artefacts. If it interests you, it will interest most OVAR members.
St.Anthony Soccer Club Hall
523 St. Anthony Street,
Ottawa
(just off Preston Street at the Queensway)
Doors open at 5:30 p.m.
Dinner served at 6:30 p.m.
Admission: $25.00
Includes dinner, facilities, program, expense, taxes and
gratuities.
Parking
Free parking available at St. Anthony SC or across Preston
Street at the Adult High School, near the school.
Please note.
If you cannot attend the dinner after saying you would,
please call Fred Mills, the Dinner Chair, at 613­723­1911.
Thank you.
Page 12
Chair: Robert Peck 613­269­4193
Vice Chair: Peter Jackson 819­778­2737
Secretary: Mike Shore 613­829­8867
Treasurer: David Copeland 613­825­5027
Membership: John Howard 613­722­3155
Program: Andy Chisholm 613 258­0089
Dinner: Fred Mills 613­723­1911
Archives: Dave Knowles 613­722­4473
Webmaster: Steve Watson 613­592­3609
Video Library: Bill Scobie 819 684­6212
Interchange: Normand Levert 613­867­7904
Web Site: www.ovar.ca
The Interchange
June 2013 – Issue 476
Staff
Features, story ideas, comments.
Email to the Editor: ovar.interchange@gmail.com
Distribution and mailing.
Mike Shore
25 Bainbridge Ave
Ottawa ON K2G 3T1
613­829­8867
Submission of articles.
The Interchange welcomes your submissions that
may be of interest to club members. Material can
be submitted to the Editor via email, memory stick,
CD, DVD, typewritten, or even handwritten.
Copy Deadline.
September Issue, August 24th.
Printing and copying.
Impression Printing, Smiths Falls.
OVAR
Directory
2012­2013
May Dinner Attendance
119
Next OVAR Meeting:
Tuesday, Sept 10, 2013.
The Interchange is published ten times a year,
September through June, by the Ottawa Valley
Associated Railroaders. Opinions expressed are
those of the Editors or individual authors, and are
not necessarily those of OVAR.
©2013.
The Interchange