The Interchange - Ottawa Valley Associated Railroaders

y Ian Cranstone
photos by the author
Those of us who were fortunate enough
to be able to attend the GOLDEN RAILS
conference in Winnipeg on the May long
weekend got to experience a real treat: riding
the rails of the Assiniboine Valley Railway.
The Interchange
Our 43rd Year
Ottawa Valley Associated Railroaders — OVAR
June 2005 Issue 396
GOLDEN RAILS conference at Winnipeg during the May long weekend featured a visit to Assiniboine Valley Railway as a kickoff
event on the Friday evening. OVAR member Harry Hulvershorn (at far left) watches as excursion trains provide rides to conventioneers.
Charleswood station building at rear functions as train shed/workshop, with two tracks embedded in concrete floor.
Railroading on a grand scale:
1 1 ⁄2" to the foot scale Assiniboine Valley provides a whole new view of model railroading
Nestled on a five-acre lot sandwiched between
the west side of Assiniboine Park and
the Winnipeg district of Charleswood, this
treasure is well-hidden from the road by a
long driveway.
Built to a scale of 11 ⁄2" to the foot (and a
track gauge of 71 ⁄2"), three locomotives took
...continued on page 4
On the inside:
Herb McEwan 2
Turn That Locomotive 3
May Display Report 6
plus much more

HERB McEWAN (1902-1966)
As the first OVAR member to pass on, Herb McEwan’s name lives on in the form of
the annual award given in his memory. (photo courtesy of David McCurdy)
1968 1 Joe Thomas
1969 2 Bob Craig
1970 3 Adrian French
1971 4 G. “Toots” Eggert
1972 5 Bill Williams Sr.
1973 6 Doug MacKenzie
1974 7 Tom Hood
1975 8 Dave Knowles
1976 9 Brian Ludlow
1977 10 Reg Bilodeau
1978 11 Jim Jarrett
1979 12 Al Craig
1980 13 Tony Chinery
TIMETABLE
Upcoming events of particular
interest to OVAR members
June 21: OTTAWA – Bytown Railway Society,
Canada Science and Technology Museum,
1867 St. Laurent Blvd. 7:30 p.m.
Info:
www.bytownrailwaysociety.ca
July 15-17: SMITHS FALLS – Chocolate
& Railway Festival, Smiths Falls Railway
Museum, 90 William St. W., Info: Hugh
Laing (613) 592-9402 or Frank Steele (613)
378-1361
www.magma.ca/~sfrm/event.htm
August 13-14: GANANOQUE – Thousand
Islands Model Railroad Show,
Gananoque Recreation Centre, 600 King
St., Sat. & Sun. 10 a.m.-4 p.m. Info: Bill
Bowman (613) 382-7575, e-mail: timrailroaders@aol.com
July 3-10: CINCINNATI – CINCINNATI
LIMITED NMRA National Convention &
National Train Show, Info:
www.cl2005.com
www.nationaltrainshow.org
September 7: CORNWALL – Moccasin
Model Railroad Club, Nativity Hall, 7:30
p.m. Info: Chris Patrick, e-mail:
cpatrick1@cogeco.ca
Herb McEwan Car Recipients 1968-2005
(Year/Car #/Recipient)
1981 14 Odfried Wendler
1982 15 Bill Scobie
1983 16 Tony Mitchelson
1984 17 Jim Simpson
1985 18 Ross Peever
1986 19 Omér Lavallée
1987 20 Bill Erwin
1988 21 Michel Boucher
1989 22 Bruce Curry
1990 23 David Stremes
1991 24 Brian Earl
1992 25 Dave Venables
1993 26 Ron Shurtliffe
Check out OVAR’s Web Site
www.ovar.ca
1994 27 Carl Swail
1995 28 Ken Healy
1996 29 Jim Nelson
1997 30 Stew Waldron Sr.
1998 31 David Steer
1999 32 Marty Phillips
2000 33 Steve Adamson
2001 34 Angus Palmer
2002 35 Mike Hamer
2003 36 Peter Nesbitt
2004 37 Earl Roberts
2005 38
2 The Interchange

Turn that
locomotive
SFV No. 162, just
off train 515, is being
turned on the
turntable at Sorel
by Colin J. Churcher
photos by the author
“
Dispatcher, why is Sorel taking such a
long time making up 518 today, he only
has one car?”
We are on Ken Healy’s St. Francis Valley
Railway and that is the yardmaster Drummondville
getting on my case again. 518 is a
local freight train with cars from Sorel to
Drummondville. The train is ready but I
have been waiting a couple of hours for the
power — the unit off inbound 515 from
Drummondville goes back on 518. What
takes the additional time is that the unit has
to be turned.
Why is this? It will go just as well backwards
as forwards. This particular unit is set
up to run short hood forwards. The engineer
faces forward and the controls are within
easy reach. To run the train in the opposite
direction means he has to crane backwards
and his visibility is severely restricted. The
only thing to do is to turn the unit or to provide
a second unit facing the opposite direction
but 515 — 518 is normally a light
working and management will not provide a
before heading
back to Drummondville.
second unit. Some diesels, including some SFV No. 162 has been turned and is waiting at the head of train 518 on the yard lead,
on Canadian National, are fitted out to run
long hood forward and in this case it is diffi-
ready to leave as soon as the Drummondville yardmaster can accept it.
cult for the engineer to run such a unit on a couple of minutes. If we were lucky we the wye (triangle) rather than going on shed
train with the short hood forward. The rea- would get the signal for the up main and and using the turntable as they wanted —
son for running long hood forward seems to then could make 60 mph plus with the had they gone on shed they might have gone
have been to afford some degree of protec- parcels train. Approaching Reading, we for a brew up.
tion, similar to a steam locomotive boiler, to would cross to the down relief and I would And so the instruction went out that a
the crew in the event of a crossing accident play “On Ilkley Moor Bar T’at” on the horn diesel had to be provided for that working
or other obstruction. How do you know as we ran into the parcels platform. Change because a steam locomotive could not ad-
which way the diesel is set up? In most cases ends and run light engine back to Didcot here to the diagram. A tank engine could not
there is a letter “F” signifying “Front”. This where we would change ends again and then be used because the return working from
is pretty hard to make out in N scale and the take a passenger train up to London. London was a heavy commuter train.
only way is to know.
With two cabs this diagram worked pretty Now, I have turned the power for 518 and
While turning the power on the turntable I well. However, a year or so later, I was, by the train is ready to leave. I ask the dispatch-
got to musing about British diesels which that time, Assistant Station Manager at er for the road. He contacts Drummondville
had two cabs, one at each end. This would Reading, I saw the parcels come in late with who cannot accept the train straight away as
certainly solve the problem here and it made a Hall 4-6-0 steam engine. It was late be- he is busy with something else.
for very quick turnarounds. When I was cause they had had to turn the engine at Did- Typical of railway work. Hurry up and
working at Reading locomotive depot we cot. If they needed to turn here and again at wait.
had a turn for a Hymek diesel hydraulic Didcot the passenger would be very late in-
which left the shop track about midday. We deed. I approached the crew, whom I had
would run down the line to Didcot, some 16
miles along the Thames valley and couple
worked with a few months previously, and
asked them if they would be prepared to run Check out OVAR’s Web Site
up to a parcels train waiting in the bay platform.
We would take the reversing lever
(“spoon”) from one cab to the other and
tender first to Didcot, thus saving a lot of
time. They were not happy at being given a
steam engine instead of the diesel and insist-
www.ovar.ca
and bookmark it!
were ready to return to Reading within a ed on turning. I decided to send them round
June 2005 3

Grand scale railroading
continued from page 1
turns hauling conventioneers around the
railway. I opted for a ride behind a beautiful
live steam CPR Pacific. We departed
Charleswood, running around the house to
Amur Glen, then passing through Ghosty
Hollow, Duck Lake, Deer Trails — as deer
wander onto the property and our train
scared two away — and Ashgrove. Returning
to Charleswood, we then swung right
onto the other track to Chapman, through
the tunnel at Tunnel Mound, through Paterson,
Winch, Old Fort, and then all too soon
the ride was over.
I had wondered how the neighbours felt
about the noise the railway generated, until
we discovered that we were right on the approach
path to Winnipeg airport. Low-flying
Airbuses probably mean that the neighbours
can’t even hear the trains.
I was then able to tour the station and the
shop building, where Peter Abel’s caboose
and reefer were on display. Curious, I asked
about the origin of the slogan “Route of the
Hazelnuts”, expecting to hear a story about
a tree. Instead, I was told that the group that
started this little operation all have hazel
eyes, and that “You'd have to be nuts to do
this!” Perhaps, but it is impressive — if you
see me out grading rights of way on my 7 1 ⁄2
acres this summer, you’ll know why!
AVL signpost near Charleswood station.
Steam trip approaches tunnel
at Tunnel Mound after occupying
Nature Trail level crossing.
Steam excursion trip departs Charleswood
as diesel 6109 clatters across diamonds
upon return.
Track plan for the Assiniboine Valley Railway is posted inside Charleswood station (above and right of the word Charleswood).
4 The Interchange
Star attra
BBQ pro
houses a
diesels h
Gondola
lettering
load limit
AVL elect
battery-p

ction is this CPR Pacific 2365. A true live-steamer, fuel is provided by two
pane bottles stored inside the tender. A gondola behind the tender also
n automotive battery used to provide lighting for the locomotive. The
ave a sound system installed, the steamer doesn’t need one!
110 is representative of the standard passenger car on the AVL. Note the
on the side denoting a capacity of 4.375 cu. ft., weight capacity of 500 lbs.,
of 560 lbs., light weight of 100 lbs. and a built date of 3/02.
ric 25 with passenger flat AVL 250. Electric locomotive, like the diesels, is
owered and took a turn later in the evening providing tours.
AVL member
Peter Abel constructed
this caboose
for the
AVL, based on
one that he once
worked in. Caboose
is complete
with interior
detail and
lighting, right
down to the AVL
timetables on
the desk (reduced
from CN
time tables with
slight modifications.
Car number
is his street
address.
Peter Abel’s next project, nearing completion, is this reefer. It
too will be functional, with a piano hinge allowing the roof to
be opened. Its function? A large beer cooler!
AVL twin
hopper 225
rounds out
the equipment
types found
on the AVL.
June 2005 5

Cabooses
featured in
May display
by Paul Norton
Ian Cranstone photos
Ken Baines painted and lettered CN
flanger 56452, CN single-track snowplow
55374 and a CNPZ freight and express,
tractor-trailer.
John Chambers displayed Ontario &
Western bay window van W8396. The van
was detailed with jeweled lenses by former
OVAR member, the late Ross Peever.
Stanley Conley brought four pieces of
CNR rolling stock: single-deck stockcar
800198, a Proto 2000 decorated kit, was
weathered with Gouache water based paint
and Bragdon chalks to represent a well-used
car with decayed paint, built up grime and
fresh lime wash spilling out. Double door
boxcar 590281, a Sylvan kit, was painted
with ModelFlex, lettered with Sylvan decals,
and weathered with an airbrush and
chalks to represent a car in service shortly
after being built in 1949. Tank car 990857, a
Tichy Train Group kit, was painted with
Tamiya flat black, lettered with CN Lines
SIG/Black Cat decal set number 300-
014ms, and then moderately weathered with
chalks to represent a late 1920s USRA-
ARA Class III 10,000 gallon tank car in
C&S baggage car constructed by Grant
Knowles rests on NFR award it won.
Ken Baines’ railroad is ready for snow with CN flanger/plow set.
Tichy tank car was built into CNR tank
car by Stan Conley.
company service. Flatcar number 659641, a
Red Caboose decorated kit, was airbrushed
with Gouache water based paint and weathered
with Bragdon chalks. To see Stan’s
work in living colour, visit the St. Lawrence
Division’s web site:
members.fortunecity.com/gknowles/
conv/nfr_05/nfr_05.htm
Peter Cunningham presented an O-scale
L.M.S. brake van.
Mike Hamer displayed a Funaro &
Camerlengo long cupola “buggy” that had
been painted by friend Mike Mueller.
Barry Innes brought two Bourget Cornwall
wooden vans. Caboose 2473 was built
by painting and lettering a brass Van Hobbies
CNR van. Caboose 2481 was built
from a wooden Juneco CNR van kit sold by
Walthers. Barry added trucks and marker
lights by Roundhouse.
Dave Knowles brought three versions of
his Cacouna Portage vans: a standard version,
a bay-window version and a drovers’
caboose. He also brought an Overland Brass
CN transfer van 76573 and CPR short caboose
437128 used for an ore train on the
Trail, B.C. switchback.
Grant Knowles won a BEST IN SHOW
award at the NFR Convention in Belleville
for his SWeep. CNR GS413 7102 was built
Barry Innes constructed this Bourget
Cornwall caboose from Juneco kit.
from an Athearn SW7 which was re-motored
and had NWSL wheels added. A GP9
hood was spliced in, the cab was detailed
and a new cab rear wall scratch built. Grant
also won first place for passenger car kits
with his beautifully detailed Colorado &
Southern baggage car number 1. To view
colour pictures of Grant’s models visit the
St. Lawrence Division’s web site at:
members.fortunecity.com/gknowles/
conv/nfr_05/nfr_05.htm
Doug Lake displayed a CN 50’ Express
Reefer, a CP 50’ Express Reefer, a A&NB
50’ Express Reefer, a brass CN RPO and an
interurban combine scratchbuilt out of
wood by Howard Scodras.
John LeBlanc brought two CN vans:
brass van 77365, a gift from Bill Williams
and van 78420, kitbashed from a wooden
Silver Streak kit by deleting two windows
from each side.
Bill Meredith showed pre-production
samples of a Cimarron Works Sn3 drop-bottom
gondola. This resin kit will feature brass
etchings and should be available in July.
J. François Milotte displayed a fifty-yearold
EO&NS Ambroid caboose that ran on
Bob Craig’s and Adrian French’s railroads.
David Moat kitbashed a Juneco kit into
CPR van 437534 by modifying the cupola
and weathering with Bragdon chalks.
Ronald Newby scratchbuilt an N scale
logging caboose using Northeastern Lumber
and plans from SHORT LINE AND NAR-
ROW GAUGE GAZETTE.
Bud Nelson displayed the evolution of
the CPR van. The wooden, three-window
van, with a 10-window cupola, was a special
run from Central hobbies in Vancouver.
John LeBlanc showed brass CN van along with kitbashed Silver Streak model.
6 The Interchange

François Milotte displayed
EO&NS caboose C2,
which has seen service
on Bob Craig’s and Adrian
French’s railroads (left)
David Strong had Herb
McEwan’s South Shore
side door caboose 124.
Starting in the early 1900s, CPR began Eric Smith brought five different guard’s booses. The first a Revell model. The last a
building a caboose with only two side win- (conductor’s) van. The first was a Lima Bowser model based on a Pennsy design.
dows that became the classic CPR wooden model of a South African Railways guard’s Not to be outdone, David Strong also
van. The number of windows in the cupola van, with passenger accommodation, used brought out eight vans built from kits by
was also reduced to four, making it warmer on branch line goods trains. The second, a Mantua, MEW, Silver Streak, Roundhouse,
in the winter and cooler in the summer. The Joueff model of a late 1800s French fourgon Athearn, Juneco. He also displayed a
vans ran into the mid-80s. Bud painted his (caboose) of the Chemin de fer d’etat. Eric scratchbuilt van and drover’s van from Herb
Van Hobbies brass model and lettered it quips, “a French train is a fourgon conclu- McEwan’s South Shore Railway.
with C-D-S.
sion”. The last three were a Wagon-lits four- Greg Stubbings displayed three pieces of
As most railway equipment evolved, gon by Jouef, Deutsche Bundesbahn by Li- Maintenance of way equipment. The first,
wood was replaced by steel and the caboose ma and a British brake van by Lima. CNR Jordan spreader 51095, with adjusta-
was no exception. In 1948 CPR stayed with Carl Swail displayed an Ambroid comble bank slopers, which he built from a
the two window offset cupola design, but bine work caboose.
Walthers kit. The second was an unmodified
built a fleet of vans that ran into the ‘90s. Graham Stremes brought eight caboos- Walthers Russell snow plow that which he
Bud’s van is an Overland brass model that is es. The first was a Trix NYC model, painted brought to compare with his final display
factory paint except for the black roof. and lettered for Rutland. The second, a Man- item. His last piece was CNR steel plow
In 1948 CPR also built three steel bay tua 4-wheel bobber with a pair of Central 55396 built by National Steel Car in 1935.
window cabooses. They were not consid- Valley arch bar trucks added. It will proba- This Walthers kit was modified based on arered
successful although they lasted into the bly be lettered for Graham’s road, the Green ticle by Bob Boudreau in the Nov. 1996 is-
late ’70s. Bud’s model is a Walthers’ kit that Mountain Lines. The next three were all sue of MODEL RAILROADING. The body
he painted and lettered with C-D-S. Tenshodo brass models that originally sold and frame had 8'9" removed, new plow
In the early ’50s CPR moved to all-steel for $12. They represent the three CNR paint wings added, along with a new front coupler
centre cupola cabooses, that they continued schemes used before the wet noodle. Next, a mounting, handrails and smokestack. These
to make until the late ’60s, which were later CNR kit from Walthers that Graham lettered “shortie” plows were far more common on
modified by removing the roofwalks. These for GTW as it was based on a GTW proto- the CNR that the Russell plow sold by
were seen on the road into the late ’80s.
Bud’s Overland brass models were painted
and lettered with C-D-S.
CPR experienced difficulties with their
centre cupola cabooses in the tunnels north
of Lake Superior so in ’53 they modified
fifty of their vans with a sloped cupola.
Bud’s Overland brass model is headed back
to the paint shop.
From 1968 to 1981 CPR built approximately
500 extended vision vans. These ran
type. The last two are Boston & Maine ca- Walthers.
until they stopped using cabooses in ’81.
This Sylvan resin kit was assembled and
painted by Charls Gendron.
The last vans to run on the CPR were the
extended vision type, painted white and
used in Maintenance of Way service. The
model is an Athearn factory painted model
Ambroid combine work caboose was displayed by Carl Swail.
owned by Gord Bellamy.
Greg Stubbings
CNR wooden van 78569 was kitbashed
kitbashed CN
by Paul Norton from USA Trains’ Gauge 1
snowplow from
Burlington Route caboose. For a complete
Walthers Russell
description, visit the OVGRS web site at:
design plow ac-
www.ovgrs.org
cording to Bob
and look under projects.
Boudreau article.
June 2005 7

Next Meeting
Shifting
Gears
presented by
Trevor Marshall
A new layout in a new scale: On2
Display
Your summer projects
Tuesday, September 13
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: $20.00
Includes dinner, facilities, program expense, taxes and gratuities.
Free parking.
Please note:
If you cannot attend the meeting after saying you would, please call
Peter Joyce at 841-1950. Thank you.
2004-2005
THE INTERCHANGE
June 2005 — Issue 396
Editorial Staff
Features, Story Ideas,
Comments and Complaints
Paul Norton
e-mail: pnorton@sympatico.ca
OVAR
Directory
Chairman: Bud Nelson 819-837-3350
Vice-Chairman: Fern Leroux 613-830-9979
Secretary: Mike Shore 613-829-8867
Treasurer: Gord Bellamy 613-725-6979
Membership: Bill Meek 613-521-3234
Program: Norm Levert 613-834-6798
Dinner: Peter Joyce 613-841-1950
Archives: Dave Knowles 613-722-4473
Webmaster: Steve Watson 613-592-3609
Video Library: Bernie Goodman 613-834-7431
Web Site: www.ovar.ca
Prototype Railroading, Photographs,
Regular Departments:
Ian Cranstone
3715 Campbellcroft Rd.
Box 634, Osgoode, ON K0A 2W0
Phone: 613-821-7423
e-mail: lamontc@nakina.net
Distribution and Mailing:
Mike Shore
25 Bainbridge Ave., Ottawa, ON K2G 3T1
Phone: 613-829-8867
e-mail: mshore1@rogers.com
Submission of Articles:
THE INTERCHANGE welcomes your submissions
that may be of interest to club members. Please
send them to one of the departments listed above.
Material submitted can be handwritten, typewritten,
on floppy diskette, or sent via e-mail.
Copy Deadline:
September August 20
Printing and Copying:
Impression Printing, Smiths Falls
THE INTERCHANGE is published eleven times a year,
September through June and Summer, by the Ottawa
Valley Associated Railroaders. Opinions expressed
in THE INTERCHANGE are those of the Editors
or individual authors, and are not necessarily
those of OVAR. © 2005