The Exposition assembled many original artifacts from the Canadian Pacific Railway Archives,  and it was a combination of 3 events: a public viewing of artifacts, launching of a hardcover book (Trail of Iron: The CPR and the Birth of the West, 1880-1930) and conferences. All three were blockbusters.

The organizers gave particular attention to the origin, construction and operation of the CPR in Western Canada from 1885 to 1930. Spread over 8500 square feet of gallery space, were track laying tools, many dioramas, period photographs and original CPR documents including the original letter of William Van Horne, by which he accepted the CPR presidency, 

Of particular interest were museum-quality artifacts, built by local model railroaders. One group spent thousands of hours recreating prairie landscape; while another group operated a model railway setup and another manned a telegraph station with messages sent back and forth. 

One of the displays was an 85-meter (about 250 ft.) replica of the Stoney Creek Bridge (east of Revelstoke BC), as it looked in 1886. The bridge supports on the display were 130 cm (about 5 ft.) high. Just around the corner from the Stoney Creek Bridge one almost walked into the interior of a mountain snowshed. Built three-quarters of its full size by the Alberta Pioneer Railway Association, it showed two section men aboard a hand car, their lantern providing the only light in the darkness. Other galleries contained full-scale replicas of a country railway station, a sleeping car, and the setting of a table in a railway dining car (with mirrors at either end giving the illusion of several tables).

Only portions of THE GREAT CPR EXPOSITION (mostly photographs and some less-rare artifacts) went on tour afterwards but the event attracted thousands of visitors during its run. Many visited two or even three times. More at: http://journals.hil.unb.ca/index.php/MCR/article/view/17173/22813
 

Mr. D. C. Coleman, Vice-president of the C.P.R., was at the throttle of the engine when she steamed gracefully in; but soon made his appearance on the observation platform of the beautiful new engine (2635) finely decorated and 12 fine coaches not including Coleman's private car.' So wrote the reporter in the August 12, 1926 edition of The Lloydminster Times. (CP 2635 started it's life as CP 1235 and was renumbered before 1926. It was similar to CP 2205 Pacific Class which is shown below (JMD))
The train in the photograph is the first CPR train into Lloyd with a number of Colonist Sleeping Cars at the front with Barr Colonists on board. The train has arrived from Saskatoon by way of Wilkie, Saskatchewan.
The car ASSINIBOINE was assigned to Winnipeg at that time. The grain elevators on the left are on the CNR north line formerly the Canadian Northern main line to Edmonton.
The CPR line from Lloydminster west to Willingdon was completed shortly there afterwards connecting with the line running from Vegraville north to Willingdon and then west to South Edmonton formerly Strathcona. The sister car to the ASSINIBOINE was the RUPERTSLAND. Both business cars were converted from parlors cars that were originally built as dining cars. The RUPERSTLAND survives today at Heritage Park in Calgary as car number 5.
The ASSINIBOINE was bought a number years back and went south to the USA and sits on some rich farmers estate.
The rail line Vegraville-Willingdon-South Edmonton was chartered as the Swift Current Northwesterly branch and was an uncompleted line that was to run between Swift Current, Saskatchewan and Edmonton, Alberta. The rail line Swift Current to Empress, was built under the same charter. Empress, like Lloydminster straddles the Alberta-Saskatchewan border. Portions of the line were completed between Youngstown and Coronation and between Coronation and Alliance with a few miles of grading northwest from Empress. The CPR was to have running rights over the CNR Oyen to Youngstown and the CNR running rights over the CPR Youngstown to Alliance. The CPR lines Youngstown to Alliance were lifted in 1952, with the short section Coronation to Bulwark surviving until 1962...
These lines were apart of the prairie rail networked developed and constructed during the 1920's at the height of the Beatty-Thornton branch-line wars unique to western Canada.
I've not seen a photo of the front of the train, but this full picture is quite common and can be found in the archives of most
museums in the west.

The car ASSINIBOINE was assigned to Winnipeg at that time. The grain elevators on the left are on the CNR north line formerly the Canadian Northern main line to Edmonton. 

The CPR line from Lloydminster west to Willingdon was completed shortly there afterwards connecting with the line running from Vegraville north to Willingdon and then west to South Edmonton formerly Strathcona. The sister car to the ASSINIBOINE was the RUPERTSLAND. Both business cars were converted from parlors cars that were originally built as dining cars. The RUPERSTLAND survives today at Heritage Park in Calgary as car number 5. The ASSINIBOINE was bought a number years back and went south to the USA and sits on some rich farmers estate. 

The rail line Vegraville-Willingdon-South Edmonton was chartered as the Swift Current Northwesterly branch and was an uncompleted line that was to run between Swift Current, Saskatchewan and Edmonton, Alberta. The rail line Swift Current to Empress, was built under the same charter. Empress, like Lloydminster straddles the Alberta-Saskatchewan border. Portions of the line were completed between Youngstown and Coronation and between Coronation and Alliance with a few miles of grading northwest from Empress. The CPR was to have running rights over the CNR Oyen to Youngstown and the CNR running rights over the CPR Youngstown to Alliance. The CPR lines Youngstown to Alliance were lifted in 1952, with the short section Coronation to Bulwark surviving until 1962..

These lines were apart of the prairie rail networked developed and constructed during the 1920's at the height of the Beatty-Thornton branch-line wars unique to western Canada.

 Doug Phillips

This could have been a special train to celebrate the opening of the line, or it could have been the first scheduled train with business cars at the rear as well as extra coaches for the celebration. Business car Assiniboine shown I believe was then the car assigned to vice president 
of Western Lines at Winnipeg. The present car Assiniboine was built in 1929 to replace it in that role, and this car was then renamed Metapedia and sent east. It was later assigned to Atlantic Region and ultimately sold to someone in Oklahoma. The identical car Rupertsland was then also assigned to Winnipeg (to the General Manager or to other senior officials) and was later the British Columbia
and Pacific on the Pacific Region at Vancouver, then car 5 at Edmonton, and is now at Heritage Park in Calgary. Both cars were built as wooden dining cars, Assiniboine in 1903 and Rupertsland in 1902, with ten dining tables. The four 10-table cars of 1902-03 became obsolete because the next year CP started building 12-table cars and built or bought over 90 of them in the next ten years. So in 1917 CP converted them to high capacity parlor cars and in 1919 two were again converted to business cars. During the 1920s they got steel underframes and side sheathing.

You can see aspects of their history clearly. The first side window at the rear was probably added during the conversion to business car, 
when the washroom, bar, equipment locker etc were stripped out and the open platform added. The next five windows were part of the dining room. Today the first two are for the lounge and the next four are for the corridor beside the bedrooms. Opposite the third window is a standard Pullman-type compartment (with some additions), which has two small berth windows taking up the same space as the big picture window. Opposite the fourth and sixth windows are bedrooms for the senior employees. Opposite the fifth window adjacent to the corridor 
is a public toilet and shower, while beyond this are two toilets, one for each of the two bedrooms. Each of these has a single berth window, which together look the same as the berth windows for the compartment. 

The seventh and eighth windows on this side are for the present dining room, the next two small windows are for the staff bedroom, and the two at the front are for the kitchen. All of these are in the space originally used for the much larger dining car kitchen. The kitchen itself 
was on the near side and had the usual jumble of small windows. On the opposite side were originally four picture windows along the corridor, same size as those in the dining room. When the car became a parlor car it seems likely similar windows were installed on the near side where the kitchen had been. (There are no known photos or drawings of these cars.) Then when the car was changed again to a business 
car, the seventh and eighth windows on each side were retained for the new dining room. The ninth window on this side was changed to a
pair of berth windows for the crew's room. The two new kitchen windows were either installed at that time, or may already have existed 
as a service area for the parlor car. On the opposite side the ninth window is the same as the other picture windows, and the tenth was shortened at the front to accommodate a Baker heater. (Possibly this window had been modified earlier for parlor service. 
We may never know.)

The third to last car looks like a wooden business car, which I would guess was the Saskatchewan District General Superintendent's or the Saskatoon Division Superintendent's car. Likely the former, as superintendent's cars were generally smaller in those days. It should be possible to work out what the "Saskatchewan" of that day looked like. It would have lost that name and been moved to another assignment in 1930 when the present "Saskatchewan" was built. The second-last car could be a 10-compartment sleeping car, because I can't figure out what else it could be. All the cars ahead as far as I can make out appear to be coaches.

Don Thomas

For CP to get to Lloydminster The line goes West from Saskatoon through Wilkie Sask. and on to Lloydminster.
The portion of the line from Wilkie to Lloydminster was built in 1926. The tracks from Saskatoon to Lloydminster are still in use today.

Going West from Lloydminster the portion between Lloydminster & Clandonald was built  in 1927. The portion between Clandonald & willingdon was built in 1928. The portion between Willingdon & Edmonton was built in 1929

At one time one could ride from Saskatoon to Edmonton without changing trains. At this time the tracks between Lloydminster 
and a location just north of Edmonton are no longer in place. They were removed a few years ago. The CP still has a well used 
line between Calgary & Edmonton.

As a side note there was a branch line from Willingdon South to Vegreville. This line was abandoned in 1978/79

And just for information overload there is A CP line through Camrose AB. It probably starts in Moose Jaw Sask. & goes through
Hardisty AB to Wetaskiwin AB. At Wetaskiwin the line would join the North/South CP line between Edmonton & Calgary.

Jim Booth

Looking through my CPR employee timetable collection, the earliest I have is from January 1925, and the line had not been built yet, 
I did have one from 1946 that shows the passenger trains No. 63 & No. 64 running daily except Sundays between Edmonton, South Edmonton, to Lloydminister a distance of 176.7 miles. I will keep digging around to see what else I can find out. When I get more mobile.
I will have to make a trip sometimes to Calgary to visit the Glenbow Museum Archives, and maybe 
I can find some more information there.

Larry Buchan
 

Manitoba joined confederation in 1870. Then British Columbia, on the west coast, was enticed to join the new confederation in 1871, but it too was promised a rail link to the rest of Canada to be built within 10 years.
The railway's early construction was filled with controversy, so much so that it was responsible for toppling the Conservative government of John A. Macdonald in 1873. By the time Macdonald was returned to power in 1878, the massive project was seriously behind schedule and in danger of never being completed.
To try and save the project Macdonald had a group of Scottish Canadian businessmen formed in October 21, 1880 to build a transcontinental railway.

The Canadian Pacific Railway Company was incorporated February 16, 1881, with George Stephen as its first president. 
The 1881 construction season did not go well and the railway's chief engineer and general superintendent was fired after building only 131 miles of track. Syndicate member and director James Jerome Hill suggested William Cornelius Van Horne was the man who could get the job done and as things turned out he was.
Van Horne was lured from the United States to become CPR's general manager and to oversee construction of the transcontinental railway over the Prairies and through the mountains.
Van Horne boasted he would build 500 miles of main line railway in his first year. 
He came close to that but considering the floods that delayed the start of the 1882 construction season, 418 miles of main line and 110 miles of branch line track-laying was quite the feat. This made the vision of a transcontinental railway much more of a reality. 

On Nov. 7, 1885, the eastern and western portions of the Canadian Pacific Railway met at Craigellachie, B.C., where Donald A. Smith drove the last spike. The cost of construction almost broke the syndicate, but within three years of the first of the transcontinental trains leaving Montreal and Toronto for Port Moody started to put the railway's financial house in order and it allowed the CPR to start paying dividends again.

By 1889, the railway extended from coast to coast. The railway had expanded to include a wide range of related and unrelated businesses. A trend that continued for many years.
CPR had been involved in land settlement as early as 1881. 
They also erected telegraph lines right alongside the main transcontinental line, transmitting its first commercial telegram in 1882.
In that same year the CPR went into the express shipment business by the acquisition of the Dominion Express Company.
CPR started building some of its own steam locomotives as early as 1883.
It would later build its own passenger cars, making it second only on the continent to the Pullman Company of Chicago, Illinois. 
By 1883 the CPR had steamships on the Great Lakes and expanded into chartered ships on the Pacific Ocean in 1886.
In 1891 it launched its own Pacific fleet. By 1893 it was in the paddle wheelers in British Columbia's interior and moved out to the coast in 1901. A move to the Atlantic Ocean only seemed natural. This happened in 1903.

The famous CP Hotels had started in 1886 because Van Horne thought it would make good business sense to have a tourist trade set up in The Canadian Rockies and elsewhere.
These tourists of course would travel on his railway.

The CPR discovered natural gas on the Prairies in 1886. Quite by accident, while digging a well to get water for its steam locomotives, the CPR crews stumbled across natural gas. 
This location became Alderson, Alberta. 

One of the final major ventures undertaken by the CPR was forming Canadian Pacific Airlines by amalgamating 10 northern bush plane companies.

The CPR has had a hand in many other ventures. Some of these are abattoirs, bus transportation, containers and pallets, forestry, foundries, insurance, irrigation, mines and minerals, newsreels, oil, pulp and paper, radio broadcasts, supply farms, trucking, waste management, even bottled spring water.
Yes they were and still are a varied company.
 

Later in the 1880s the millers needed additional financing for both construction and operational purposes. They were able to get it from financiers associated with the Canadian Pacific Railway Company, Montreal, who thereby gained controlling interest in the four small lines. They demanded as a condition the consolidation of the four lines into the Minneapolis, St. Paul & Sault Ste Marie Railway Company (M.St.P.&S.S.M.). Thomas Lowry was the first president of the new 781-mile line, and the Canadian Pacific owned more than half of the stock. The Canadian Pacific also purchased the Duluth, South Shore & Atlantic Railway Company in 1888, giving them an entry into Duluth."

CPR 3001 Chinook

This picture was taken by J. Norman Lowe, date unknown
The semi-streamlined Jubilee locomotive 3001, a unique 4-4-4 wheel arrangement, served the
CPR Calgary to Edmonton passenger route from 1936 to 1955 except for a few years during the 
Second World War when heavier locomotives were required to haul longer trains carrying troops
to training centres across the country and to ocean ports.
For more information on this locomotive see this site http://www.forthjunction.com/3001.htm

Canadian Pacific introduced 'The Chinook' in 1936 on the Calgary-Edmonton line through Red Deer as a new 'high speed' passenger train. It was headed by 4-4-4 semi-streamlined Jubilee F2a class locomotive no. 3001, 
one of only five of this class ever built, designed specifically for fast inter-city passenger service. The train was one hour faster between the two cities than conventional passenger trains at the time, including the daily 'Eskimo/Stampeder' trains and two other intercity trains, one of which was an over-nighter. Except during the war years when heavier locomotives were required,
'The Chinook' ran until 1955 when it was replaced by the Budd Dayliner. 

Unfortunately, none of the F2a class survived the scrap yard but two of 20 F1a class of Jubilees (similar but significantly different) survived -- one currently at the Canadian Railway Museum in Quebec and one at Steamtown in Pennsylvania. F1a Jubilees were occasionally seen in Red Deer on their way to Edmonton where they ran the passenger line to Lloydminster.
Source: http://www.forthjunction.com/locomotives.htm
 

The locomotive was named "Jubilee" to commemorate
the 50th anniversary of CPR passenger service.
Only 5 were ever built.

Starting in 1954, the Jubilees were replaced by RDC
Budd cars between Calgary and Edmonton, covered
in these pages. Notice the ball on top of the water
tank in the background. It indicates the water level
inside the tank.

CP was still assigning random steam to push assignmentsand the occasional passenger relief job fifty years ago. But even those events werebecoming few and far between.  Here's 2856 (in full reverse gear), waiting at Leaside for another assist job east to Agincourt, quite a come-down
from the passenger assignments that were routine just five years earlier.

This photo shows the locomotive displayed in  what is now Shaw Millennium Park in downtown Calgary, before it got moved to the Heritage Park

This photo shows the locomotive displayed in  what is now Shaw Millennium Park in downtown Calgary, before it got moved to the Heritage Park 

2860 is now an operating museum piece in Squamish B.C
and operated in excursion service through the tunnel 
until 1999.

Other CPR equipment include MLW S-3 diesel
6553, Combine 3321 and M-499 a 1936 Buick
inspection car as well as a replica of a typical 
CPR prairie station front. See some excellent 
views of the loco and others at the
WDM Moose Jaw http://trainweb.org/oldtimetrains/photos/cpr_
steam/WDM.htm

The display was eventually fenced. http://trainweb.org/oldtimetrains/photos/cpr
_steam/2634Pc.jpg

These three picture of S&H 1009 (CPR 29) were taken before 1994 when a disastrous fire occurred as a result of 
an arson attack on the railway's engine shop in Hillsborough NB.

On  August 2, 1975 (following the visit advertised on the poster and proceeding further north), ex-CPR Consolidation
No. 3716 hauled the British Columbia Provincial Museum train from Chetwynd to Dawson Creek. 
The train included two flatcars with live steam equipment, 
a power car, three display coaches, and the BCR official
car Northern Summit which was renamed Peace River for
the occasion. The train remained on display at
Dawson Creek until August 4, whereupon it returned to Chetwynd. 

The locomotive was originally built in 1912 Montreal Locomotive Works as a coal-burning locomotive #3916,
Class N2c. 3916 was rebuilt in 1929 and given a new class and number, N2b #3716.
Her home for many years was the Kootenays, and  she ran many miles in the Crowsnest area of southern British Columbia / Alberta. 
Later in her career 3716 was converted from coal to oil. Having been saved by the scrapper's torch, she went to 
the City of Port Coquitlam in 1966 for display. 

Purchased by the BC Government, 3716 was restored back to operating condition by 1975 at CPR's Drake Street 
shops and worked on the Provincial Museum train touring the entire province (photo) 
The also locomotive starred in many movies and commericals
over the years including "The Grey Fox", a movie
about Bill Miner, and "The Journey of Natty Gann", a Walt Disney Production. 
3716 also operated as a backup to the "Royal Hudson" 2860
for awhile on excursion service Vancouver-Squamish,
until its operating career on BC Rail ended in April 2001.

Presently, 3716 operates as "The Spirit of Summerland"on
the The Kettle Valley Steam Railway, near 
Summerlanc BC. http://www.kettlevalleyrail.org/ 

Numerous clips of the 3716 can be viewes on YouTube:
http://www.youtube.com/watch?v=tKc389_RRZM
http://www.youtube.com/watch?v=GZlltH43K64&feature
=related
http://www.youtube.com/watch?v=9q4Ve6b7LVE&feature
=related  (cab ride + wheel level movie)

While CPR 1201 was preserved for excursion service 
after the demise of steam on the CPR, research 
indicates that locomotive CPR 1213 was scrapped in
1963, at the same time and place as sisters 1207, 
1209, 1279 and 1296.

In this view, the Arlington St. Bridge in the background is already 50 years old and now slated to be closed in 2020.

Heritage Park roperates either 2023 or 2024 daily and at very frequent intervals around a  circular the property.
A  train ride consists of 2 laps with several stops at various stations to pick up passengers. All Heritage Park staff
wears period costume. 
Once a year in late summer on "Railway Days", a two-day event, Heritage Park doubleheads 2023 and 2024 
and runs a mixed consist of freight and passenger.
Either 2023 or  2024 is then brought to the roundhouse, placed on a turntable and the practice is demonstated
http://www.heritagepark.ca/specialevents.htm

For what was called  "The Great Steam Circle tour of 1988" permission was granted  The Rocky Mountain Rail Society to operate CN 4-8-2 6060 and BC 4-6-4 2860 over the CN from Vancouver east to Jasper, some time after the 6060 
had taken over from the 2860 on the Vancouver-Squamish runs during the Royal Hudson's overhaul  in 
North Vancouver. 
One of these trips through a BCR tunnel  at Mile 32 of
the Squamish Sub  is documented on my Tunnels page. http://yourrailwaypictures.com/Tunnels/ 

A grand party had been planned for the occasion at Jasper for the Grand Homecoming but the pair arrived at 2 am on October 22, 1988 and everything was fairly well scrubbed. Those who remained assembled around the locomotives, which were subsequently watered and fueled. 

This picture shows both locomotives later on a Jasper yard track that morning, giving one last salute in front of about 400 railfans. The 6060 was then uncoupled and wyed onto another track, staying at Jasper until towed within CN
freight consist to the Cominco plant in southeast Calgary, before operating in Stettler Alberta,  with the Alberta
Prairie Railway Excursions on special occasions, such as Canada Day.
 
 

Railfans wave at the 2860 just west of the station later
that afternoon, as shown in the bottom picture as she continued over the CN to Prince George BC and  met 
up with BC 3716 (also shown in these pages) which accompanied it for a trip south over BC Rail to North Vancouver. 

2860 now belongs to the West Coast Railway Association
and still in operational condition from Squamish BC for excursions. 

The following two pictures were taken at what was 
Sutherland Saskatchewan, what is now part of Saskatoon.  The wooden scale model was built by Dave.
Dave had the following to say about these pictures
"CPR 2370 was my grandfather WilmurJohn Wilsons
last locomotive. He was with CP for 44 years retiring 
the year I was born. CPR 1234 was either his or 
my fathers. No one to ask. Mighty not have been either.  3001 is just a picture."

The Toronto, Hamilton and Buffalo Railway
(reporting mark THB) was a railway based in Hamilton 
that ran in Southern Ontario from 1894 to 1987. It never
reached the other two cities in its name, although it did
have branch lines extending to Dunnville and 
Port Maitland.

Historical Note: CPR 1057 Arrives at Tottenham
Further to the first part of this posting where we shared 
John Mellow's pictures of #1057 in the 1970's with you as well as Derek Boles' posting of the anniversary of her 
first steaming up again at the South Simcoe Railway,
we are bringing you a picture of #1057 as part of a triple header. 

The first "Mikado" type locomotives on the
Canadian Pacific Railway arrived in 1909 and were
built by the Montreal Locomotive Works. These
locomotives designated as Class P1n were given road numbers in the 5200 series. Between 1909 and 1914 the Montreal Locomotive Works, the Canadian Locomotives Company and the Canadian Foundry Company built 
sixty-five "Mikados" for the Canadian Pacific. 
They were designated as Class P1n and carried road numbers 5200 through 5264. They had 63" diameter
drivers, 22" x 32" cylinders, a 215 psi boiler pressure,
they exerted 44,927 pounds of tractive effort and each weighed 271,000 pounds. The firebox was 214 square 
feet and included 25 square feet of arch tubes . The evaporative heating surface was 3,116 square feet and 
with the superheater the combined heating surface 
was 3,976 square feet.
http://www.steamlocomotive.com/mikado/?page=cp

When King George visited Canada in 1939 he traveled on CPR and CNR trains. 
When he traveled on CP track his train was headed by CP Hudson class engines. 
When his train traveled on CN tracks it was headed by a streamlined Northern class.There is a photo on my CNR web site of one of them. It's trimmed with a lovely
blue color with a crown on the front. # 6400. The Hudsons where sort of a wimpy engine compared to the Northerns, but they where a bit faster. The Northerns where restricted
to a speed of 85 MPH, where as the Hudsons where allowed to travel at 90 MPH. CP in the days of steam always had sort of small power compared to other North American 
railways. The Hudsons got there name because the where designed for the New York Central RR.The Hudson river you know. I don't know why the CNs Northerns aren't
named Royal Notherns? 

These pictures were taken a little over ½ a mile east of the elevator
and road crossing in Tyndall, Manitoba.
CPR 927 is heading west through Tyndall  towards East Selkirk. 
The track to the left is a mile long passing siding and the loco is 
beside the switch allowing access to the siding.
The Tyndall elevator was built in 1920 with an annex added to 
the west side of the structure in 1960. A siding comes off the 
passing track to service the elevator.
  I don't know if you are aware of the history of this stretch of track. 
It was part of the CPR main line until 1907 when the 
CPR built a track east of Winnipeg
To Molson, Manitoba. ( Twelve miles east from where this
photo was taken.) The newly built track cut out eight miles to 
Winnipeg from Molson.
The track was laid from East Selkirk, Man. going east to
Fort William/Port Arthur. At Port Arthur the track was working
its way west. The track was laid starting In 1874 as a public works
project by the Mackenzie government following the defeat of
MacDonald in 1873 from the Pacific Scandal. This track is mentioned 
in   Either "The National Dream" or "The Great Railway"
written by Pierre Berton. I believe the Chapter was called
"A Railroad to Nowhere". The rail was to cross the 
Red River at Selkirk and run in a Northwest direction to 
Dauphin, Manitoba and on to the Yellowhead Pass. It was the 
preferred route of Fleming, who wanted to avoid Winnipeg because
of springtime flooding. Long story short, the track 
did not cross to Selkirk and went south from East Selkirk to
cross the Red via the Louise Bridge in Winnipeg. The sub was 
abandoned in 1982 and the rails were ripped up in 1987. 
This was a particularly sad moment in Tyndall's history for me.
My father lived two miles east of Tyndall and walked down the
tracks to school every day starting in 1935. The school was a 
couple of hundred feet north of the grade crossing. He had to
walk four miles a day there and back but said it was easy in
comparison to other kids. He said that he never had to walk in
the mud and the track was always clear of snow from passing
trains in the winter time. 

Kevin C. Dawson

Tyndall, Manitoba. 

Jan 21 2012

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