Colin Churcher 2020

Raymond Farand picture of PR train 85 leaving Thurso with car 27 and the BRS caboose on the rear 29 March 1988. Bruce Chapman has sent these notes on the power used on that day "I was working in Montreal  in the diesel dispatch that morning.  8242 had just come out of Angus off a rebuild from 8835 on March 15th 1988, It had been working in St. Luc yard for a day or 2 before its dispatch on #85. The 2nd unit of which I cannot read the number was due in Angus the following day for its rebuild.  8242 was the first of 7 units with 26L brakes for road service, a more modern brakestand than the rest of the first generation 4-axle fleet at the time which had the 24RL brake stand. "1839 was also recently off a rebuild from the 8783, outshopped on November 10th,1987." Another item about car 27 that should be mentioned concerns its construction. It was always thought that it had been built in the CPR Farnham, QC., shops in 1907.but there was no documented proof. While working on t

 The pictures on this page are by kind permission of Raymond Farand. They may not be used in any way without Raymond's consent. Canadian Pacific train 85 leaving Thurso with car 27 on 29 March 1988 Leaving Thurso with the BRS van and car 27 just in front of the CP van. This position in the train would tend to minimize the draft gear forces on car 27 which has a wooden frame. Another shot at Thurso CP train 85 at Gatineau, QC the same day 29 March 1988 CP 85 in Hull, QC. The rear of CP 85 in Hull, QC., with the two precious cars in front of the CP van. With CP 85 having arrived at Walkley Yard, Ottawa, ON, the two cars are transferred to this yard job, same day 29 March 1988. The yard job en route to the National Museum of Science and Technology. The yard job delivering the BRS van into the siding at the National Museum of Science and Technology. Car 27 is on the right hand side. Initially car 27 was taken to the National Research Council for storage. View from inside the car. The C

  Flooded track on the last day of operation It was announced in February 1986 that the line would close later that year. A full account of the operations leading up tp closure can be found here: https://churcher.crcml.org/thurso/tnvrhist.htm#Closure We made several trips up the line with car 27 and the BRS van. Gaetan Lafleur, the superintendent of the railway, had given us every assistance to rebuild car 27 and helped us to explore his railway The last day of operation was Friday 26 September, 1986. Locomotive #12, three flatcars and the rail mounted crane with clamshell attached, went as far as Duhamel to pick up salvageable materials. Car 27 and the BRS caboose brought up the rear. Two beaver dams had to be broken out with the clamshell. In one place the track was flooded to two inches above the rail. At Singer they picked up two overturned log cars in the loading area. These had been cut up into pieces as it was easier to this than to bring them back to Thurso on wheels. We stoppe

After the main work on car 27 had been completed there was but a short time to enjoy the line before it closed The three GE 70 tonners obtained from Canadian National were all painted in the full Thurso livery with the yellow stripes on the nose. They would all work in multiple together. However, No. 13, third locomotive shown here, was not fitted with multiple unit connections and had to be operated independent of the others. Distinguished by the broad white stripe, No. 13 would be idling along the flat here and would only be brought into operation for the uphill sections. The fall colours in 1985 were spectacular. We were given the opportunity to enjoy the peace and solitude of Iroquois and to watch 70 tonners climb the hill with a heavy train Iroquois We took some final pictures at Iroquois On of of the later trips our car was left on the main line at Lac de la Ferme Another time we were privileged to enjoy a final sunset at mile 56, the end of the line.   

  For much of its life GE 25 ton #6 worked in the bush but with the later change to longer loads it was brought back to Thurso where it worked in the yard with #10  This is a home made tie treatment tank. Ties were cut in Thurso and dipped in this tank before being sent out to be installed. Despite the strengthening rods the frame has bent but the trucks are relatively modern(for TNVR). The climb out of Thurso was one of the most taxing for the trains of empties returning to the bush. The 79 tonners would be working flat out here. It was regular practice to run the leading locomotive backwards to provide a better view ahead for the crew. This could cause confusion to the uninitiated listening on a scanner to the train radio where "reculer - back up" meant "go ahead" and "avancer -"go ahead" meant "back up.  The big hill from Iroquois had some sharp curves Looking from car 27 towards the locomotive of a train of empties. Evidence of an earlier der

Several years after we had commenced work on car 27the Bytown Railway Society acquired CPR caboose 426426. Car 27 was fully operational although there was still a lot of work to be done. We then approached the railway about the idea of hooking the two cars on the back of an empty train leaving on Friday and putting them in the siding at the top of the hill at Iroquois. The train on Monday afternoon would return us to Thurso. The company readily agreed and so began a few weekend working parties in the Quebec bush at Iroquois. The above picture shows car 27 and van in the siding and the main line in front. This was the weekend that we lettered the car, I am relaxing while the lettering is being prepared. One of our group had acquired a railway emergency kit (hanging on the coupling) which included flags and torpedoes/detonators. On our first trip to Iroquois we protected our equipment by placing three torpedoes on the rail. The brakeman on the returning train nearly fell off the rear car