DECEMBER 1994

Newsletter of the Upper Canada Railway Society THIS MONTH IN RAIL AND TRANSIT 3 SOLD-OUT PASSENGER TRAINS AND OTHER OBSERVATIONS Bob Sandusky's year of railfanning, in Alberta, B.C., Ontario, Michigan, and Manitoba. 8 EUROSTAR ON ITS FIRST DAY Erik Evrard, on a first-day trip through the NUMBER 539 - NOVEMBER 1994 Channel Tunnel from Brussels to London. 9 PUBLISHED BY RESEARCH AND REVIEWS Upper Canada Railway Society RAILWAY ARCHAEOLOGY . . . RO. Box 122, Station A . . . The railways of northern Quebec (Part i) Toronto, Ontario M5W IA2 INFORMATION NETWORK . . . THANKS TO CONTRIBUTORS . . .Toronto transit history All of us who produce Rail and Transit would 13 like to thank everyone who contributed EDITOR TRANSCONTINENTAL articles, photos, news or information, train- Pat Scrimgeour THE RAPiDO CN Murray Bay sale sightings, or even poetry, such as it was, in 250 Queens Quay West #1607 THE PANORAMA Dome car for GCRC 1994. Without you, we'd have nothing to Toronto, Ontario M5J 2N2 IN TRANSIT Vancouver LRT plans share with our readers. E-Mail: 731 [email protected] MOTIVE POWER . . . New, leased, and rebuilt So, our thanks go to Jim Appleby, Dana ROLLING STOCK Trenton Works sold Ashdown, Todd Badour, Michel Belhumeur, CONTRIBUTING EDITORS Wayne Benedict, Julian Bernard, Tom Box, John Carter, Art Clowes, ON THE CALENDAR Doug Brown, Kevin Burkholder, Alex Scott Haskill, Don McQueen, Friday, January 20 - UCRS Toronto meet• Campbell, Richard Carroll, John Carter, Bruce Sean Robitaille, Gray Scrimgeour, ing, 7:30 p.m., at the Metro Archives the• Chapman, Mike Cleary, Tony Clegg, E. Mur• Chris Spinney, Gordon Webster atre, Spadina Road at MacPherson, just ray Cleland, Art Clowes, Bruce Cole, Geoffrey north of Dupont subway station. Dave Cooper, Ray Corley, Normand Cormier, Glenn Spaulding will make a presentation on Courtney, Alan Crompton, Steve Danko, Ken Please send news and short contributions to railway stations. Davis, Dan Dawdy, Ted Deller, Harvey W. the addresses shown with each news section. Douglas, Marc Dufour, George Dutka, Colleen Articles and photos should be sent to the Wednesday, January 25 - The North Toronto Historical Society presents a talk Eastman, Rick Eastman, Erik Evrard, editor at one of the above addresses. If you by Ray Corley, "From horsecars to subway: Jonathan Flanders, Kevin Fletcher, John are using a computer, please use electronic Foster, Hugh Fraser, Eric Cagnon, James rail transit on North Yonge Street." At the mail or send a WordPerfect or text file on an Gamble, Steve Gardner, Scott Garrett, David Northern District Library, 40 Orchard View IBM-compatible (5'A" or 3/2") disk, along with Hales, Phil Hall, John Halpenny, Dave Han• Blvd., north of Eglinton subway station. a printed copy. son, Scott Haskill, Roman Hawryluk, Calvin Friday, January 27 - UCRS Hamilton meet• Henry-Cotnam, Xavier Henry-Cotnam, Patrick ing, 8:00 p.m., at the Hamilton Spectator Hind, Fred Hyde, Rick Jelfs, Eric Johnson, Subscriptions to Rail and Transit are available auditorium, 44 Frid Street, just off Main Jim Johnston, Marshall Karn, B. A. Keay, with membership in the Upper Canada Rail• Street at Highway 403. The programme George Kefford, Jack Knowles, Laurence will be recent news and members' current way Society. Membership dues are $29.00 per Kranich, Eric Kruse, David Kwechansky, John and historical slides. year (12 issues) for addresses In Canada, and Lang, Ken Lanovich, John F. Legg, Dave $35.00 (or $27.00 in U.S. funds) for addresses Friday, February 17 - UCRS Toronto Leibold, Wendell Lemon, Don McCartney, in the U.S. and overseas. Student member• meeting, 7:30 p.m. Reg Button will show Howard McCarry, Don McQueen, Jacques ships, for those 17 years or younger, are photographs of railways around Hamilton Messier, Dave Morgan, Gary Murray, Rick $19.00. Please send inquiries and changes of from the 1950s to the present. Newell, Dean Ogle, David Onodera, David address to the address at the top of the page. Friday, February 24 - UCRS Hamilton Osborne, Helmut Ostermann, David Othen, monthly meeting, 8:00 p.m. Doug Page, the Paterson-Ceorge Collection,

Brian Peters, Rob Pineault, Peter Raschke, UPPER CANADA RAILWAY SOCIETY John Reay, Bill Reddy, Earl Roberts, Sean COVER PHOTO DIRECTORS Robitaille, Detlef Rudolph, Rex Rundle, Bob John Carter, VP - Services 416 690-6651 CP Rail ran a Grey Cup train from Calgary Sandusky, Carl Schnurr, E. C. Schroeder, Pat Semple, VP-Administration 416 923-9123 to Vancouver on November 24, on the Dave Scott, Cray Scrimgeour, Pat Scrim- Scott Haskill, Secretary 416 604-2071 normal schedule of the Rocky Mountaineer. geour, Phyllis Scrimgeour, Rob Scrimgeour, Art Clowes 514 934-5549 The train Is seen here passing Grotto Moun• Michael Shirlaw, Alex Simins, Craig Smith, Rick Eastman 416 494-3412 tain, between Gap and Canmore, Alberta. David Ray Smith, Greg Smith, Ian C. Smith, Al Maitland 416 921-4023 Six Great Canadian Ralltours coaches fol• Paul J. Crozier Smith, Chris Spinney, Dave Ceorge Meek 416 532-5617 lowed GP38-2 3025 and GP38AC 3016, CP Stalford, Dave Stremes, Denis Taylor, John Pat Scrimgeour 416 260-5652 steam generator 400901, an un-numbered Thompson, Al Tuner, Tony Turrittin, Douglas Chris Spinney 416 281-8211 GCRC steam generator, and GCRC baggage Webster, Gordon Webster, Stu Westland, Ted car 9488. -Photo by Bob Sandusky Wickson, Dave Wilkie, and Van Wilkins. Completed December 13, 1994

2 • Rail and Transit • December 1994 Sold-out Passenger Trains and Other Observations

I noted a light but impressive through-truss bridge carry• ing the CN line over the McLeod River. 5m-e enough, in Living in Calgary has its rewards but eventually there the yard just east of that were 5D40s 5127 and 5112 just creeps into one's soul that longing for a relaxing, enjoy• starting the day by knocking a train together. They left able (and affordable) passenger train experience. One of town about 08:45. I knew there were some trestles on my resolutions this year was to satisfy this wish but I had the line, so I pressed on ahead to find the first one. Ap• not yet decided how. The following is an account of com• proaching Mayerthorpe one could be seen just west of promise and fulfilment. town crossing the Little Paddle River. Picking my way through Mayerthorpe I eventually fotmd the east end of a Watching CN 'Hi Western Alberta curved trestle about 40 by 1000 feet. Due to bridge work A tentative opportunity to ride the Skeena on May 4 arose at the south abutment there was a 20-minute wait for the first. I planned on short notice to drive my son Noel and a train to clear. It crossed at about 10 m.p.h. and the struc• college chum to Jasper so they could be in Burns Lake, ture creaked mightily. For a few minutes after the last car B.C. the following morning, in time for a summer job passed the trestle "imcreaked" itself back into shape ... a planting trees. I enquired about sleeping-car space for novel sotmd experience. me, but I was told that roomettes were sold out. After At Rochfort Bridge, Highway 43 ducks under the north reaching Jasper the possibihty of exploring the CN Yel- end of another very long trestle over the Paddle River lowhead Pass route and making sense out of the tangle of itself. This is a tangent structure about 90 by 2000 feet, hues between Redpass Junction and Valemount seemed with a ISO-foot steel trestle section over the river. more interesting. Thus I bade farewell as my son embarked The train was upon me immediately. Another five miles on his trip and I set up for a shot of the departing train. east is 5angudo itself, where the Pembina River is crossed Accelerating into a setting sim was F40PH 6448, with by a bridge perhaps 50 by 800 feet. This structure incor• coach 8124, Skyline dome 8509, and sleeper Butler Manor. porates at least four different construction styles. The west Returning to the station, I took note of an identical con• 300 feet is timber trestle. The next 450 feet appear to be sist from the previous eastbound Skeena parked just east a pair of modified Warren deck trusses separated by a 90- of the station . . . both awfully short, I thought. The long- foot plate-girder span supported by cantilevers off the two exhibited 4-8-2 appeared to have been vandahsed by the deck trusses. The last SO feet or so is timber trestle. A removal of its Elesco feedwater heater . . . surely an un• quick access is from the west side of the river and a slower sightly scar for the eyes of visiting tourists. The yard was one is from the east side through town. Taking the slower never quiet for long. In my motel that night the sound of route I was still there ahead of the train. moving freight was the periodic lullaby. The next day's reward was a double-track procession of trains headed by a variety of SD40, -SO, and -60 types and Dash 8s, punctuated by GP9 4006 with a short, eastbotmd consist of lumber. Number 1 itself passed Moose Lake about two hours late with 6441 and 6404 trailing one baggage car, three coaches, two Skylines, four sleep• ers, one diner, three sleepers, and one Park car. No longer a trail of steam. After 34 years, the technology transition from steam heat was complete. Exploration of the Tete Jaime Cache area showed how out-of-date my maps were, as new railway lines had been added to form a long trian• gle from the Robson, Albreda and Tete Jaune subdivisions (see the map in the October 1993 Rail and Transit). A quick inspection of Valemotmt noted a VIA plastic sauna sitting by the cement platform where the CN station used to be. One block north was the previous frame station, of Canadian Northern design, serving as the Valemount and Area museum, complete with a length of track and speeder. On the front "lavm" was CN caboose 79726 sitting on the sandy earth at a tipsy angle. (Good candidate for a volun• teer levelling effort.) CN SD40S 5127 and 5112 crossing the Pembina River immediately west of Sangudo, Alberta, on May 6,1994, eastbound from Whitecourt to Calder Yard in I decided to rettum home via Edmonton, and so I was Edmonton. The trestle, truss, and girder spans make an interesting combination. in Edson early the next morning and checked out Cen• tennial Park which contained the Edson station, two mine The train ran into Edmonton non-stop and there was cars, and CN wooden caboose 77704. Two eastbound CN one further bridge view at 5t. Albert where a 30-by-300- freights headed into the rising sun, drawn by 2445-5558 foot trestle crosses the Sturgeon River. (Just west of this and 5314-5512 respectively. By 08:00, I reached is a grain elevator restoration project which appeared to Whitecomt, hoping to catch the morning eastbotmd way be well-along.) Sometimes this freight meets a westbound freight on the 5angudo 5ubdivision. Upon entering town one between Whitecourt and Sangudo, but not this day.

Rail and Transit • December 1994 • 3 Riding and chasing the Esqulmait and Nanaimo already a large crowd gathered, consisting of equal parts A second chance to ride the rails came in June when my of yotmgsters and adults. Given that it was a Friday, the wife and I decided to travel to Victoria and back. Given former appeared to be on an organised school outing. A this year's Supreme Court decision on Vancouver Island nearby lunch track was drawing children like a Pied Piper passenger service, the E&N Dayliner run was definitely and I bought a snack for later. Upon entering the station an endangered species in my mind. I purchased a ticket the woman behind the counter said that the train was before leaving Calgary. This would be my fourth visit to sold out. How forttmate I'd purchased my ticket a week the island, but only the first time riding the E8cN. before. When 1 admired a photo on the wall she quickly identified it as Moranf s Curve and said she knew its name• On June 23 we arrived at Nanaimo and immediately sake. The building is of the VIA era and architecturally went over to WeUcox Yard, having spotted the Seaspan interesting with its high, iron-decorated roof, coloured- railway-car ferry entering the harbour at the same time glass murals, and ornamental support columns. as our Queen ofALbemi. There were five CP GP38ACs in the yard, Nos. 3001, 3002, 3004, 3005, and 3008, and The blast of a hora announced the arrival of RDC-ls soon 3005 with its 10 idler flats began to draw the strings 6135 and 6148 and effectively cleared the track of chil• of assorted, box, tank, hopper, and lumber cars from the dren. The conductor, sporting an impressive array of sou• ship. Cabooses 434532 and 434575 in the yard were pre• venir buttons on his vest (he said he had htmdreds at sumably the only ones on the island. There is no engine home) placed the yormgsters in the trailing car while the house here, only open tracks, three with oil drip contain• rest of us boarded the lead one, 6135. The interior was ment for locomotives and an inspection pit. Inquiry about quite clean with orange carpeting and maroon, aircraft- freight service suggested that a typical week could see a style seats with fold-up tables. Not having been in an RDC train to Victoria on Monday and back Thesday; a switcher since commuting days in Montreal 22 years before, the working the ferry on Thursday; a train to Port Albemi on motor sounds brought back old memories but 1 was happy Friday and other days as required. No specific schedule to have modern seats. The crowd was a cheerful mixture was mentioned for Courtenay. of white hair and dark, from an 80-year-old lady out on her birthday ride (with balloons) to yotmger hikers. South of the yard I saw chopped-nose RS3 8427, ex- CP, ex-Crown ZeUerbach, now stored for the Ladysmith We left on time and got a brief view of fishing boats Railway Historical Society. As it was near time for the and seaplanes before stopping at the roundhouse and shop RDC, we left to chase the train from Nanaimo. Heavy to drop off a couple of carmen. A third and spare RDC, traffic made it touch-and-go so we called off the pursuit No. 6133, sat by the shop. I noted that it was marked as at ParksviHe and dropped over to Qualicum Beach to see wheelchair-accessible whereas our two were not. Winle the 2-8-2T preserved beside the station as Bloedel, Stewart the train was theoretically sold out, there were several and Welch No. 4. Luckily, it sits under a pole bam, suit• empty seats, whose need became apparent as we made able for the climate. The station had aH windows boarded- several stops at wayside shelters where suburban resi• over but was in good condition and open for waiting pas• dents boarded. The structures themselves were VIA-era sengers. with a prominent roof supported on cross-beams on ver• tical posts, aU sheltering a wooden bench and deck. We From there we drove to Port Albemi, following the passed Esquimalt naval shipyard and an abtmdance of branch completed in 1911 and viewing the spectacular vessels. At Langford, a work crew waited with their road- wooden trestles on the north side of Cameron Lake. The railer. Then the 1.7 percent climb through Coldstream weather closed in and rain began. Macmillan Bloedel Provincial Park to Malahat summit began as we navigated SW900 No. 16 could be seen switching the large miU which the Niagara and Arbutus Creek bridges. The former is dominates the port. The former railway station at really one of the hidden delights of the island and after a Kingsway and Argyle streets is the terminus of a tourist- rain there is another Niagara Falls. About one Mlometre train operation and, while it was closed, it showed signs past Arbutus is the island's only tunnel, perhaps 30 to 50 of ongoing refurbishing. Beside it were two short steel metres long. Proceeding up to Malahat summit gave some CN cabooses and an aging coach (former CP 2238). At good views of 5aanich Inlet far below. the north end of town is a wooden engine house for the heritage rail collection and inside were two steam locos Coining down from Malahat, Car 6148 was almost under repair. Interestingly, the shed also contained a yet- emptied at Shawnigan Lake, where children, backpacks, to-be restored 1882 Jackson and 5harpe business car which and teachers unloaded and filed on up the road. We passed began life on the Credit VaUey Railway in Ontario. The an E&N-style shelter at Cobble Hill, and also a Burro crane number of freight cars in Port Albemi makes this the main• with work crew in one of the periodic short sidings. An• stay of railway operation on the island. other quaint old shelter with windows appeared at Cowichan and flowers abounded, including wild lupins. Retuming south and on to Victoria, a quick check of The wooded sections of line were lush with tall grass and the CN ghosts showed only the trestle over Selkirk Water, ivy waving in the wake of the passiag train. Staring at a its bascule span pointing skyward. The only CN activity moving point in the passing greenery suddenly gave the had been an intermodal track, at Qualicum. Even the lit• impression that the firont of the RD C was like a ship plough• tle CP yard off Store Street in Victoria had disappeared ing through a green sea. and all tracks removed to the VIA station. 1 recalled a scene from 1986 of CP SW8 6701 working this area, work• We entered Duncan and drew up beside a large sta• ing cars around Lionel-tight curves between factory walls. tion, now a museum set back 10 metres from the line and surrounded by gardens and totem poles. The latter were The next morning, June 24, we arrived at 07:45 at recent, one depicting a man in a wheelchair supporting the VIA station at Pandora and Store. The property is quite an eagle. The peak of the station roof bore a weather small and waiting space was at a premium. There was vane resembling an E8cN D-4 witli a Danish nose cone.

4 • Rail and Transit • December 1994 As Chemainus approached we passed the M&B 2-6-2T ParksviHe came soon and the children got off. Most of with its logging car in a park and drew up at the stop the station windows were boarded up. There was time to which consisted of a rather ornate VIA shelter on each take a photo and note the derehct water tank and small side of the track. The larger one on the northeast side maintenance yard just southeast of the station. Past here, partly covered the end platform of an ex-CP caboose serv• we crossed French Creek on the controversial trestle which ing as a visitors' centre. The impression of the tovm was closed the upper portion of the line for two years from striking. Wall murals and shops were numerous. The 1975. As we traversed it at the top permitted 40 m.p.h., mmals covered many subjects, but logging, railway, and the engineer's radio indicated that 3008 was in the area. shipping themes were frequent. As the mill industry At Quahcum Beach many of the adults in 6135 got off. slowed down, tourism and theatre were promoted. The From here to Courtenay there were many trestles and rest of the children got off here. Moving north to Ladysmith bridges, all of which were largely hemmed in by trees. there was no stop but there was a glimpse of the railway At Courtenay was a clean, grey and white, shingled vehicle collection on the sptu' tracks across from the sta• station with a short brick platform. The arrival and de• tion. The former Comox Railway and Logging Co. ended parture board was headed up with the title "Esquimalt here. Some of their equipment appeared to be still on and Nanaimo Railway." The yard contained a passing sid• site, including the well-known log unloader converted ing and two spurs with only a couple of tank cars in sight. from a Shay loco, as well as the interlocking tower from A "Bims on the Rim" track was nearby, attending again to the former E&N level crossing. Other equipment once here hungry travellers. 5ome passengers remained for the re• has been moved to Port Albemi or Nanaimo. The logging turn trip and we took on a few new ones. hne seemed to have been removed locally but north at On the return journey we passed three GP38ACs at Brenton it appeared as though some remained. ParksviHe, where they were switching box cars at the wye. North of Cassidy the train slowed for the Nanaimo I assumed they had returned from a morning run to Port River bridge, particularly to let passengers have a good Alberni. At Chemainus we took on the returning school look at the spectacular bungee jump over the gorge. At outing, but generally there were a few less patrons Nanaimo's large stucco station we had a 20-minute stop throughout the return journey. The lady with balloons (with the ever-present snack truck at hand). Here an• got off in suburban Victoria and we returned to Pandora other school group boarded 6148. Not a single siding here. 5treet just after 17:45, more or less on schedule. This Leaving, we passed a very long wall mural depicting an was a pleasant surprise after having read a few stories E&N train. The exit from town was slow with many level about legendary late arrivals. (In 1991 I had waited here crossings and lots of hom. for an evening arrival which, due to a breakdown on the Malahat, never came.) This trip is to be recommended and I hope it may be able to survive an uncertain future. The population of the island is increasing and construction of new sections of highway may further harm the railway business. Cer- tamly a lot of freight traffic has gone to trucks and there was not much on-hne revenue seen, with the exception of the Port Alberni line. Could one visualise the island with only a WeUcox- Port Albemi hne? (I was getting the same uncomfortable impression that I had when touring Newfoundland in 1984.) Here's the picture. On the E&N were roughly 27 sidings or spurs between Victoria and Courtenay (ignor• ing Victoria yard and the WeUcox spur). Of that, only 12 appeared revenue-related and of those, seven contained a total of oiHy 16 cars. That was 14 spotted between Es- qtumalt and the south end of Nanaimo and the other two at Courtenay. Not exactly a picture of health. Early the next morning we drove north ahead of train time for a mountain scramble to locate the tunnel. Luck• ily the first stab through the forest was not far off the mark. The distant RDC hora blast from arotmd Arbutus Creek soon echoed around the mountains hauntingly. A few minutes later, 6135 and 6148 eased their way once more through the curved hole and resumed speed north• ward in what appeared to be another sold-out trip.

Toronto to Calgary on tiie Algoma Central and Prairie Dog Central In August, after an tmexpectedly hectic summer, I found myself in Toronto attending to a number of famHy mat• ters and faced with the prospect of driving back to Cal• gary alone. But I quickly formulated a plan to break the VIA RDC-ls 6135 and 6148 on northbound Train 199, emerging journey with a trip on the Algoma Central. Recent re- from the Esquimalt and Nanaimo's only tunnel on June 25, 1994.

Rail and Transit • December 1994 • ports about the ACR sale to Wisconsin Central filled me 5610, 5483, 5468, 5519, 3243, 3236, 3228, and 9301 with imease. Could this be another endangered species? were there; an impressive count of 24 cars. Every one On September 13,1 passed through Samia, taking time except the steam generator had been repainted in the to visit the new CN tunnel excavation. An observation tasteful new scheme of silver-grey with yellow, dark grey, deck overlooks the portal but a better view is obtained and maroon stripes. Lettering was maroon and beside each from the pedestrian bridge over the CN line. The con• side door was painted a black bear silhouetted against a struction site seemed quiet for a working day. I didn't yellow sun. I noticed that all recently-acquired coaches realise at the time that Excalibore had been hors de com- had been fitted with rain gutters above the side windows bac for several months. Oh, well; its namesake wasn't to match earUer stock. A yoimg lady with a squeegee and meant to be pulled backwards by ordinary people either. bucket was making sure all coach windows were clean. A westbound freight passed under and some time later The call to board came before the motive power. the International with three Amfleet cars behind VIA F40 As we departed at a dark 08:00, a series of public- 6445. address announcements made passengers both welcome An hour later I came upon the very modem Amtrak and informed about the train and the passing scene. The station in Flint, Michigan, and turned in just as 6445 rolled Canadian and U.5. shipping locks were pointed out, then up again. Upon its departure another headlight appeared we were told that the Canadian lock suffered a stractural from the west and the eastbotmd counterpart arrived be• faHiue in 1987 and was now an historical site. That's one hind VIA 6447 and three more Amtrak cars. Driving up solution. Next we were told about 5t. Mary's Paper Co. U.S. 75 a httle later I had a hunch about the Algoma Cen• and how most of its pulpwood was hatded from 150 miles tral, and from a rest stop phoned the ACR's reservation north of here by the Algoma Central. (I read in the Globe office. The agent said that the next day's Agawa Canyon and Mail that evening that the mill's receivers were about tour was almost sold out, so I made a booking then and one week from closing it down.) Then we got a rtmdown there. Phoning a few hotels for a room proved futile, but on Algoma 5teel, its 60 percent employee ownership, and eventually I got something on the U.S. side. its products. Finally the ACR shops at 5teelton got a men• The next morning required an early start to catch the tion. 5ome interesting equipment greeted the passing eye, 08:00 departure. It was dark and cloudy as I came over such as two sets of articulated former 5outhern Pacific the International Bridge and looked over to see the St. coaches, an ex-D&RGW coach, one or two wooden ca• Mary's Paper Co. GE switcher below. At Station Mall the booses (surplus?), the sole 5W8, No. 140, and GP7L-M crowds were gathering and a very long jDassenger train 100. Looking ahead on curves I concluded that we were stretched from the end of track at the centre of the mall, being hauled by newly-acquired GP40s 190 and 191. westward arotmd the curve at Gore Street. I joined the Once climbing clear of suburbia and past Odena, our long ticket hne at the station which, surprisingly, moved speed picked up and the ride was smooth. Fall colours along quite rapidly. When my turn came the agent quickly became more prominent and the cloud cover lightened. located my ticket and coach reservation in a box and An announcement called for full breakfast in the diner handed it to me with wishes for a good trip. She said it for Coach 11. Well, seven more to go. Near Glendale we was a sell-out and they were now issuing tickets for the drew to an abrupt stop. The crew wasn't sure why. Did next day. That took all of about 20 seconds and I was out someone pull the air? The passengers around me were of there. oblivious of the cause and could only assume we stopped The motive power hadn't arrived yet, so there was to admire the beautiful foliage which by now was truly time to find my seat in Car 18 (Coach 3243), fourth from breathtaking. After the air was up we proceeded on oiu the rear, then stroll up the platform. The coffee and snack way. The spectacle was not the brilliant orange one asso• vendors were busy as the crowds rolled in. Several tour ciates with autumn, rather it was the total combination buses had made their contribution. This was mostly a of the first four of the seven visible colours of the spec- retiree crowd from what I could see. Reaching the end of tmm and a generous portion of reds. The passengers could the train I was astounded at its length and set out to docu• not get enough of it and the videos rolled. That trip will ment the consist. Steam Generator car 76, coaches 5441, be relived in many households in the future. 5442, 5514, 5474, 5571, 5494, 5512, 3210, 9302, and At 5earchmont, grade-school children were let out to 3230, diners 505 and 504, then coaches 3239,3228,5545, wave at the passing train. Obviously an important occa• sion. 5omewhere past Achigan, Car 18 was finally called for breakfast. Both diners were working full out and the pancake mix was flowing in the galleys. I was seated across from a British man who worked in Lansing, Michigan, and had flown himself and his visiting sister in his own airplane to the 5ault for the trip. They were enjoying them• selves. Our breakfast was served almost immediately and we were soon carrying our second coffee back to our coaches. We arrived at Canyon, Mile 114, on schedule and the sun was trying its best as 190 and 191 ran arotmd the train, leaving Car 76 on the north end. The two-hour stop allowed just enough time to see everything. There was time to climb the stairs at the north end of the yard to the observation platform, then retum via souvenir car 502 Algoma Central's newly-acquired GP40s 191 and 190 on the Agawa Canyon tour, (ex-D&RGW) and explore the well-tended park, winding Train 3, at 08:15 on September 15, 1994, approaching Second Line West.

6 • Rail and Transit • December 1994 up at the south end of the yard to have a closer look at the newly-painted GP40s. Algoma Central is a unique railway that still paints its locomotives in the original 1951 garb, and it looks good. When the book is written on diesel presentation, the ACR should get a special mention. After the last boarding call we had to await the arrival of the northboimd through passenger train, which arrived on time at 13:25. GP38-2 205 trailed steam generator 75, baggage cars 308 and 300, coaches 425 and 428, and snack-coach 511. With our seats reversed for the retum trip, I now had companions, a retired couple from lUinois. It seemed like one of their few trips into Canada and they were very pleased that they had come. We passed no other trains Prairie Dog Central's 102-year-old 4-4-0 No. 2 wyeing Combine 103 on the stub of this day and retumed to Sault Ste. Marie on schedule at the former CN Inwood Subdivision at Grosse Isle, on September 18, 1994. 17:00. The train was emptied and moved off to Steelton by about 17:40. At 18:00, No. 2 rolled in, looking some• That Sunday morning in downtown Winnipeg was so what hke No. 1. GP38-2 204 with steam generator 77, quiet that the sound of No. 2's whistle could be heard baggage cars 301 and 309, coaches 421 and 422, and periodically as it came from Transcona, wound its way snack-coach 511 again (which presumably had been past the VIA station, down to Portage Jet., over to St. dropped off No. 1 after we left Canyon). Adding up the James Jet., and up the Oak Point Subdivision to St. James day's notes it seemed that 35 of the ACR's 43 passenger- station. 1 got there as the train arrived, ticket sales opened related pieces of rolling stock had been in use that day. up, and soon there was a long line-up. The engine imcou- The next morning was heavily overcast and the Can• pled and disappeared for a half-hour, then retumed. By yon tour seemed to be about three cars short of the day departure time the trip had been sold out. The 4-4-0 with before. I took a brief look at the CP yard north of Welling• its combine and four coaches looked spic-and-span. A tel• ton Street. SW1200RSs 1213 and 8153 were switching in evision crew from Grand Forks, North Dakota, was along the vicinity of a fresh patch of gravel indicating where to do a story on it, too. the recently-demoUshed station had been. A Wisconsin Departing on schedule at 11:00, we passed Polo Park Central transfer nm was down the yard and tumed out to MaU, a wye, then a lot of light industry. There are many be one of their imusual SDL39s. It left town trailing a cross streets to contend with, so the bell was going con• yellow bay-windowed caboose, still lettered GB&W but tinually, as was the very mellow whistle. All this for about with the WC's shield added. I wondered if the ACR would five kilometres, so the VCR people were smiling. Upon look this sad after a period of WC ownership. curving about 70 degrees left we followed the CP Carberry Crossing back into Michigan, 1 headed west, stopping Subdivision for another four kilometres, hitting open coun• off at Soo Jimction (no longer a Junction) to inspect a try with a view of the airport to the south. Then we curved two-foot gauge tourist hne which mns home-made pas• across the CP and headed due northwest all the way to senger coaches six miles to Hunter's Mill and a river tour Grosse Isle, a total distance of 17.8 miles in a running to Taquamenon Falls. This unusual operation uses Ply• time of one hour. mouth 0-4-0 gas locos and has been here for many years. The crowd on this train was a total commimity cross- Further on, at Munising Jimction, I found two more WC section with lots of youngsters. The Vintage Locomotive SDL39S navigating the unusual switchback junction with Society crew was well in control as there was no mnning the Munising Branch. between coaches and a public-address system let every• Now, even down in this country, the Algoma Central one know what was happening. Before officially arriving link persisted. As 1 paralleled the Wisconsin Central at Grosse Isle the engine and Combine 103 wyed on the Bessemer branch I spotted some ACR coaches off in a stub of the former Inwood Subdivision. The wye property marsh. Walking down the line, I found Siemens siding, is owned by the province. Having never been cultivated, which contained all the ACR passenger equipment sold it contains over 140 varieties of plant life and is a herit• to the Wisconsin and Michigan (June 1993 Rail and Tran• age site. Perhaps that's why no one disembarked during sit, p. 16), along with an RSI, plus an ex-LS&I RS3 and the wyeing. caboose. Presently a dingy, unlettered westbound U23C The 30-minute layover just allows time for a quick (ex-LS&I 2304) came by with a short train. 1 followed it cab tour, some photos, and a chance to check out the food into Ironwood and there found three ACR wooden ca• and craft display tables at trackside. My daughter bought booses, 9503, 9514, and 9517. A trainman said that the two pies to top off our evening dinner and to leave a passenger "operation" had been halted by high insurance smile on face and stomach. There is no station remaining costs. and no grain elevators so the Prairie Dog Central arrival With time running short it was on to Winnipeg via appears to be the main event in this community. The re• Proctor, International Falls (S2s there), and Baudette. A turn trip was on schedule. Near the airport we passed weekend in Winnipeg with a daughter and son-in-law pro• under the north-south fhght path and watched as jet tech• vided an opportunity for a family outing on the Prairie nology flew over 1882 steam technology. We arrived on Dog Central. This did not seem like an endangered spe• time and the departing crowd looked quite pleased. This cies but suspecting another full train I decided to buy is a fun trip making any visit to Winnipeg worthwhile, tickets early just in case. but buy your tickets early to avoid the sell-out. •

Rail and Transit • December 1994 • 7 eurostar on ITS FIRST DAY

By Erik Evrard (Internet e-mail: [email protected]) In the meantime, the train reached the speed of 300 km/h, which is hardly noticeable, as experienced TGV USENET Via rec.railroad passengers already know. Eurostar high-speed traiu service began on November 14, At 10:10, the train entered the Channel Itanel. Apart 1994 from Brussels and Paris, through the Channel frm- from your own mirror image in the window, there's noth• nel to London. On that Monday morning, I arrived at the ing to see. The whole trip in the tunnel takes exactly 20 Brussels South station around 07:40, and headed for the minutes at the speed of 160 km/h. There is hardly any brand-new Eurostar terminal. There were already a lot of noise, and you certainly can't compare this to a trip on people, but there weren't any queues. I had bought my the London Underground! From then on, announcements ticket on October 24, the first day possible. To enter the were made first in English, then in French and Dutch. terminal, I had to put my ticket into the automatic check- At 09:30 local time - Britain follows GMT, the conti• in gates (very high-tech, with colour video screens), after nent GMT-f 1 - we emerged from the tuimel into Kent, which I passed through the quick passport and security and the first incident happened. Just before the jmiction control. They use x-ray machines similar to the ones in with the classical Dover-Folkestone-Tonbridge line, the airports. The whole procedure took less than two min• Eurostar stopped unexpectedly. It was armormced that this utes, and because it was the first official trip, every pas• was an unforeseen stop, and that they were investigating senger was offered a white rose. the cause of it. There is a little bar at the terminal, but not enough At that time I tried to use the telephones on board. tables, unfortunately. Coffee, tea, hot chocolate, and many The first one I tried was out of order, but the other three other beverages are rather cheap: only 50 Belgian francs. were fine. You can use aH major credit cards, or a special From the terminal manager, I learned that there were Eurostar phone card, available at the bars. The instruc• 416 second-class passengers (584 seats available) and 70 tions are in half a dozen languages. I made two phone first-class (210 seats available). Everybody waited qui• calls to Belgium, and the connection was excellent. etly, while Frank Sinatra was singing in the background. Five minutes after the unexpected stop (a man said There was a lot of Eurostar staff around, ready to assist "This must be Britain," and continued to read the Guard• the passengers. ian) the train started to move again. A faulty signal was At 08:12, fifteen minutes before departure, the glass the problem (a common problem in the U.K., I was told). doors which give access to Platform 1 were opened. Eve• The train drove at speeds between 95 and 145 km/h, rybody boarded the train, assisted by the ubiquitous and but sometimes, mainly near stations, below that. The Brit• friendly staff. On the platfonn, large and clearly-readable ish high-speed line is foreseen to be ready eight years signs showed the car numbers. from now, but this is the optimistic view. We passed At 08:23 they announced that the "FuroStar will leave through Tonbridge, Sevenoaks, Bromley South, West in five minutes," and so it did. At 08:28, precisely accord• Dulwich, and finally arrived at the London Waterloo In• ing to schedule, the train left the station. Outside, it was ternational terminal, where a brass band awaited us. The dull and rainy, and gusts of wind blew raindrops against train was two minutes late (10:45 instead of 10:43), but the windows. I later heard that the jetfoH, which con• nobody complained. Before leaving the terminal there was nects the ports of Ostend, Belgium, and Rams gate, Eng• a passport control again. Again, there was a lot of Eurostar land, was cancelled that day because of the strong winds. staff in the absolutely beautiful terminal. All of the train announcements were made in Dutch, Some people watched the arrival of our train, but most French, German, and English. There were two bars on were apparently more interested in the lottery booth, as board, and a minibar trolley provided snacks and bever• this was the first day of the official U.K. lottery. ages. First-class passengers get a full meal, which is in• On the next day, I retumed on the 10:23 Eurostar to cluded in the price of the ticket. The catering is in the Bmssels. Because of a signal problem on the Bakerloo hands of the Cross-Channel Catering Company. underground line, I nearly missed my train. I arrived The trip in Belgium was smooth but rather slow, be• around 10:19 at the terminal, and the Eurostar staff was cause the old Brussels-Toumai line is used. It is expected very helpful in getting me through the check-in and secu• that the high-speed line to the French border will be ready rity in a big msh. At 10:22 I jumped into the waiting in 1997, and it wiU. reduce the travel time to lille from train, which left shortly after. There were many fewer 1 h 10 min to only 25 minutes. passengers on board on this trip; I estimate less than 200. At 09:39 the train arrived at Lille, where a three- This train didn't call at Lille (it made a technical stop minute stop was made. Twenty-five passengers joined the though), and there wasn't anything special to report. We train, and I think that nobody got off (although techni• arrived at Bmssels South right on time at 14:38, and cally you can buy tickets from Brussels to LHle). From there was only a brief passport control (four officers of that point on, the announcements were made in French, the Gendarmerie/Rijkswacht at provisional tables). English, and Dutch. I immediately fell in love with this train, and I don't It was aimounced that British immigration officers plan to take a ferry or a plane anymore to get to London. would start to make their checks on board the train. All I It is comfortable, not too expensive, and fast. In the near saw was that two French border police officers quickly future there will be a lot more trains, and further in the walked through my car. They didn't ask to see any pass• future it wiU be faster - perhaps as low as two hours once port or identity card. the Belgian and British high-speed lines are buHt. •

8 • Rail and Transit • December 1994 Research and Reviews

Just A. Ferronut's need for more transcontinental railways to related to animal grazing. These clay belts, Railway Archaeology ensure competition with the Canadian formed of sedimentary material, exist in. Pacific. That should no doubt read "greed!" numerous wide river valleys and former areas Art Clowes since various politicians and railway promo• of the larger and older lakes. It was the clay 1625 ouest, boul. de Maisonneuve, Suite 1600 ters were more interested in filling personal belt arotmd Lac Saint-Jean that fed the first Montreal (Quebec) H3H 2N4 coffers from the government subsidies than wave of railway constmction, but the best E-Mail: 71 [email protected] any real concem about shippers getting a known of these clay belts is the large crescent good service or low freight rates. one that extends from the north end of Lake Last month I mentioned that I was working The National Transcontinental Railway Timiskaming on the Quebec-Ontario border on an article about the railway lines of north- resulted from the Crand Trunk Railway north to Lake Abitibi and eastward towards em Quebec. Well, I am getting there, but convincing the federal government to play Senneterre. An article in the October 1927 there is enough material for at least two one-upmanship with the Canadian Pacific and issue of the Canadian National Magazine months. This month, I will concentrate on the Canadian Northem. Quebec, feeling left states: the lines that extended into the Lac Saint- out of early plans, insisted that the eastem The peculiar thing about this country is that Jean area and the independents of that area. terminal for any Grand Trunk expansion its advantages hold it back. The market for

Railways of northern Quebec venture should be in Quebec, not North Bay, pulp-wood, the ease with which the settler Back in July 1994, I covered some of the as first considered. In addition, there was also can get work for his team [of horses], tends Unes along the north shore of the St. Law• the on-going struggle between the business to draw him away from the farm and check rence River between Quebec City and Mont• communities of Montreal and Toronto. This the process of clearing the land. Still, year real. It is now time to take a peek at the was particularly tme in the struggle for the by year, the crop area grows and gradually railways north of this narrow strip of agri• mineral and forest traffic, as the officers of conditions improve. Between Bell River, 15 cultural land along the river. In looking at the govemment-owned federal railway in miles east of Senneterre, and the Ontario- this vast northern 'territory, we will travel Montreal pressured and promised the Quebec Quebec boundary, a distance of approxi• mately 135 miles, 6000 setders have gone from the foothills of the Laurentians as far govemment to support their endeavour within the last few years - that represents west as Cochrane, Ontario, 72 miles west of against the efforts of the govemment of over 600 000 acres of land, a not unsub• the Quebec-Ontario border. Ontario and those of the Canadian Pacific stantial element in the increase of the pro• We will look at the lines that cross the Railway. This influence probably helped to ductive area of the province. Laurentian Mountains and transverse the pre- cause the rerouting of the NTR from its This article also points out two advan• Cambrian shield areas north of them. This projected eastem terminal at tidewater on the tages these pioneers had: rocky area, consisting of 50 percent lakes and Saguenay River to a route through Quebec The clay belt is pioneer country, but it's not muskegs, is best known for its raw materials, City and on to Moncton. The results of this the same as the stubbom forests out of mainly forest products and mineral resources. conflict continued to shape northem Quebec which our forefathers hewed the homes of The constmction of many of the railways in railway construction in the third group of the Province of Ontario. Here the settler railways until about the start of the second the northwestern part of Quebec (west of the starts with a railroad. world war. This infighting caused many extra Lac Saint-Jean basin) and the adjoining areas Armed with this backgrotmd, let's look at route miles that in more recent times have of Ontario was driven by the strikes of gold, the various railway endeavours as they were contributed to some of the area's railway silver; copper; and other minerals about the constmcted to open and exploit this vast abandonments. turn of this century. northem domain. Having served their role in The railways of northem Quebec and The final type of railway constmction the mining industry, their number is now in eastern Ontario can be grouped by three extended over a much longer period of time decline as the mines have been depleted or quite separate reasons for construction. In than the first ones. While the early railway their current needs are better served by air Quebec, the early pressures to open these constmction to the Lac Saint-Jean area was and motor transport. northem lands resulted from the limited encouraged by the provincial govemment and Quebec and Lake St. John Railway (Q&LSJ) lands for farming in the St. Lawrence River the church to spread settlement, the latter Riviere-a-Pierre to Roberval and Chicoutimi — valley and the province's growing rural popu• two groups were entwined in national politics CN Lac Saint-Jean and Roberval subdivisions lation. The rich farming land arotmd Lac and corporate power-scheming woven arotmd The Quebec and Lake St. John Railway Saint-Jean was one of these targets. In pre- the expanding mining and forest endeavours Company, backed by the established "old railway days, this area was reached by of this northem land. The political influences families" of Qudbec City saw their railway travelling up the Saguenay River. It was soon arotmd the National Transcontinental defi• line reach Riviere-a-Pierre from Quebec City realised that a railway would eliminate the nitely influenced much of the constmction in on November 2, 1885. Constmction con• problems of seasonal water transport and the the final or mining development stage of tinued northward; the line to the north of deep mtted roads of land travel resulting northem Quebec railway constmction. Linton was opened in 1886, and the last 7.6 from the narrow-tired heavy wagons. This northem land is a land of anomalies. miles into Lac-Edouard, about 112 miles from A similar transportation story was devel• Beside the 50 percent water and muskeg, Quebec City, was opened about January 9, oping at the same time in the rich clay-belt there are miles of rock, and of large, rich 1888. The next 69 miles to Chambord was areas of northeastem Ontario around Lake agricultural clay belts. These clay belts are opened on June 18, 1888. This provided a Timiskaming, north of North Bay. the home to many of the major forests and northem terminal on Lac Saint-Jean, but The second reason for railway constmc• form hundreds of thousands of acres suitable almost bankmpted the company. tion was the "national issue" of envisaged for prosperous farming, especially those

Rail and Transit • December 1994 • 9 Research and Reviews

The Q&LSJ, however; showed its true last 5.31 rrdles into downtown Chicoutimi. Chicoutimi and Bagotville were discussing the pioneer spirit and added a few more cards to This short section of track with its steep possibflity of building a railway over the its house. The Saguenay and Lake St. John grades was abandoned effective May 1,1988, rough terrain between the two communities. Railway Company had been incorporated to as a follow-up to earlier agreements with the This remained a dream and topic of discus• brdld a line from Chicoutimi to Lac Saint- Compagnie du chemin de far Roberval- sion for about 25 years. Jean and was granted a federal subsidy. The Saguenay that permitted joint access to the This dream started to become reaHty in Q&LSJ made a deal to acquire the privileges total terminal area. While 5.31 nules of track 1908, when the Quebec legislature passed of this charte:; complete with its subsidies, in was legally abandoned, the western 2.1 miles and act incorporating the Hal Hal Bay Rail• exchange for $6000 and permission for the in the Arvida. area was kept as industrial way Company (Compagnie du chemin de fer Bishop of Chicoutimi to name a Chicoutimi track and is stiU operated as the Alcan Spur. de la Bale des Hal Hal). This provincial resident as a director of the Q&LSJ. CN had started its program to reduce duplica• legislation permitted the construction of a With this extra source of money, the tion of trackage in July 1985 when it relo• line from a point on the Q&LSJ between company was able to manage a 13.32-mile cated its team track from downtown Chicou• Jonquiere and Chicoutimi to Bagotvflle on westward extension from Chambord to Ro• timi to an industrial park located on the the Baie des Hal Hal Construction didn't berval, which opened in December 1890. This Roberval-Saguenay south of Chicoutimi. begin until 1910, but on December 10 that line permitted the railway to make better VIA still operates tri-weekly passenger year; the first passenger train made a trip steamboat connections to the communities service on this Hne, although the CN aban• between Chicoutimi and Bagotville. bordering on Lac Saint-Jean. Again using the donment did cause VIA to move its terminus The Hal Hal Bay Railway Company was new-found subsidy the Q&LSJ completed a to Jonquiere, about 10 miles west (railway known locally as "Le chemin de fer a Dubuc," line east from Chambord to Chicoutimi, and south) of the old station in Chicoutimi. after its promoter and president, J. E. Alfred that line opened to traffic on July 17, 1893. Dubuc. Roberval and Saguenay Railway . On November 15, 1906, Mackenzie, It was during 1911 that the Roberval and Chemin de fer Roberval-Saguenay (RS) Marm and Company purchased a large block Saguenay Railway Company was incorpor• Port Alfred (l_a Bale) to Jonquiere; spurs to of capital stock of the Q&LSJ and gained ated by an act of the Quebec legislature. This Laterriere, Bagotville, and Grande Bale — RS controlling interest in 1907. This stock was act authorised the construction of a Hne from Saguenay Subdivision — 19 miles (30.5 km) tumed over to the Canadian Northem Rail• a point near Jonquiere on the Q&LSJ, cross• between Port Alfred and Jonquiere way Company in 1914 and with the financial ing the Saguenay River and passing around As previously mentioned, the second half of collapse of the Canadian Northem, this prop• the north side of Lac Saint-Jean to rejoin the the 1800s saw the influx of settlers to the erty became part of the initial group of rail• Q&LSJ at Roberval. The goal was to reach area around Lac Saint-Jean and the adjacent ways folded into the Canadian National the boimtiful forests along the Mistassini Saguenay River valley. So, about 1883, while Railways. River; and the line would enable pulpwood the "old families" of Quebec were pushing CN still operates all of this Q&LSJ track• and lumber to be brought out from the coun• their Quebec and Lake St. John Railway age north of Riviere-a-Pierre except for the try north of Lac Saint-Jean to deep-water north to Lac Saint-Jean, the businessmen of

Railways in the Saguenay Valley

Laterriere Bagotville MapbyArtaawts

10 • Rail and Transit • December 1994 Research and Reviews navigation on the Baie des Ha! Ha! While structed a new branch south from their line Information Network there were generous subsidies for this line, between Port-Alfred and Jonquiere, and the most of it didn't get off the drawing board. branch opened in 1989. Item 48 In 1912, another act was passed, and this Toronto transit history Alma and Jonquieres Railway (A&J) one authorised the Roberval and Saguenay Questions from: Rob Pineault Saguenay Power to Alma (Isle-Maligne) — RS Railway Company to connect with and pur• Replies from: Scott Haskill Lac-Saint-Jean Subdivision — 10 miles (16 km) chase the Ha! Ha! Bay Railway Company. Information from: TTC route records between Saguenay Power and Isle-Maligne Control was taken during 1913 and the WIten did the Asquith Loop, on Church north The Alma and Jonquieres Railway was incor• complete Ha! Ha! Bay Railway was trans• ofBloor, close? porated by the Quebec legislature to build a ferred to the Roberval and Saguenay Railway Asqtdth Loop was last used for scheduled railway from Hebertville on the Quebec and on January 1, 1914. service on May 15, 1954, on the last day of Lake St. John Railway northerly to Lac Saint- This small, isolated railway continued to CHURCH streetcar service. The next day, the Jean between Grande-Decharge and Petite- serve the area until the creation of the Cana• service was by buses. The loop was first used Decharge, 20 miles, and from Saint-Joseph dian National Railways, when efforts were for scheduled service on April 13, 1931. d'Alma easterly to Jonquiere, 30 nules. made by its owners to have that new crown What was the routing of the Avenue Road bus Indications are that service on the line corporation take them over; but without luck. from Otter Loop to Wilson Avenue, when it was from the Q&LSJ near Hebertville Station The Roberval and Saguena/s saviour on a trial basis before 1954? (Saguenay Power) 10.25 miles to the dock arrived in 1925 when the Aluminium Com• Danforth Bus Lines amalgamated some of on Isle-Maligne (Grande-Decharge), near pany of Canada (Alcan) purchased the com• their routes, beginning January 2, 1948. Alma, was started on March 19, 1923. pany. This was the start of the heavy indus• From this date, a route operated from Yonge Canadian Railway and Marine World in trialisation of the Saguenay valley between Street via Yonge Boulevard, Wilson Avenue, 1927 stated that the Alma and Jonquieres the Baie des Hal Hal and Lac Saint-Jean. Avenue Road, Melrose Avenue, Ledbury Railway asked the govemment fo:; and Alcan built hydroelectric generating stations Avenue, Clengarry Avenue, and Avenue Road received, a five-year time extension for the on the Saguenay Rivei; a port on the Baie des to Otter Loop. Between 6:45 a.m. and 10:00 completion of its 10.5-mile extension to Hal Hal at Port-Alfred to receive bauxite and a.m., trips from Otter Loop were extended via Jonquiere. This line was never built. to ship refined aluminum, and refining plants Melrose, Bathurst, and Wilson. Between Also in 1927, Canadian National was east of Jonquiere and at Alma. 10:00 a.m. and 4:00 p.m. trips from Otter negotiating with the A&J to get mnning Alcan's first President was Arthur Virung Loop were extended via Melrose to Bathurst rights over their line to Isle-Mahgne in order Davis, and the new town aroxmd their new and retum. Between 4:00 p.m. and 7:45 p.m. that CN could build a line northward to plant east of Jonquiere was named "Arvida" trips from Yonge Street were extended via supply new hydro projects and reach more in his honour. This name uses the first two Wilson, Bathurst, and Melrose. Friday and forest lands. This also never got off the letters of each of his three names. Saturday service continued to 11:00 p.m. ground, so the Alma and Jonquieres, like the RaRway service was suspended for much There was no service on Sundays or holidays. Roberval and Saguenay, squeaked by until of the depression, beginning in 1930, Buses ran on a headway of 30 minutes. the coming of Alcan that provided the need between the Baie des Hal Hal (Grande-Baie The TTC built and opened the new Glen- for industrial switching around its Isle- and Port-Alfred) and Jonquiere (Arvida). view-Avenue Road Loop, later renamed Otter Maligne plant and to the CNR. The establishment of a Commonwealth Loop, on November 14, 1936. The loop was As indicated above, the Roberval and Air Training facility near Bagotville resulted used by EGUNTON buses (from Otter Loop to Saguenay purchased the A&J on December in a branch being constructed to serve it in Mt. Pleasant and St. Leonards, via Avenue 26, 1967, and took over its operation and 1943. This airfield is now Canadian Forces Road, Eglinton, and Mt. Pleasant) and HlLL merged their services and charters. Base Bagotville. COACHES (extra-fare express operation to and The merged version of the Roberval- The growing need for more railway ser• from downtown, operated by Gray Coach Saguenay has 11 locomotives in operation, vice resulted in consideration being given in Lines). EGUNTON buses had been extended to and with the current agreements with CN, 1945 to study electrification to overcome the Clenview Avenue on October 21, 1931, and enjoys access between the two parts of its problems steam engines were having on some HILL COACHES from December 3, 1931, and company over GN's Lac Saint-Jean Subdivi• of the grades near Chicoutimi. This problem both routes wyed in the Glenview-Avenue sion between Saguenay Power (CN Mile was overcome instead with the pirrchase of Road intersection until Otter Loop was built. 183.2) and Arvida (CN Mile 201.1). In addi• diesel-powered locomotives. tion to the earlier mentioned benefits for CN, The NORTOWN trolley coach route began The Roberval and Saguenay Railway these changes permit the Roberval-Saguenay on March 7,1954, replacing EGUNTON buses, Company purchased the Alma and Jonquieres to access 50 miles (80 km) of trackage from with service between Roe Loop and Donchffe Railway (Compagnie du chemin de fer Alma the Baie des Hal Hal to Isle-Maligne. Loop via Avenue Road, Eglinton, and Mount et Jonquieres) on December 26, 1967, and Pleasant. Extra short-turn service in the rush took over its operation. The charter of the Concluding remarks for this month hours operated between the imopened bus Alma and Jonquieres was transferred to the While we jumped from the settler-driven terminal at Eglinton Station and Otter Loop. Roberval and Saguenay in September 1968 railway to the industrial roads, 1 hope it All NORTOWN trolley coaches operated and an amalgamated railway service for •made sense to cover all the railways in the through the Eglinton Station bus terminal Alcan was commenced on July 1, 1971. The Lac Saint-Jean area. With these private ven• beginning on March 30,1954. The scheduled two lines are connected by the CN Lac Saint- tures out of the way and the area aroimd Lac rush-hour short-tum to Otter Loop was dis• Jean Subdivision, the former Q&LSJ. Saint-Jean covered, it is probably a good continued on January 4, 1971. The Roberval and Saguenay Railway point to end for this month. This will mean Wliat was the route of the York Mills bus in Company is now called the Compagnie du that next month we can have a look at how October 1948? chemin de fer Roberval-Saguenay. the federal govemment built its railways and The York Mills bus began operation on Octo• With the construction of a new Alcan the railway squabbles for gold in western ber 18, 1948, from the North Toronto Ter• plant at Laterriere, south of Chicoutimi, in Quebec. We'll also have next month a railway minal (Clen Echo Loop) via Yonge Street, the late 1980s, the Roberval-Saguenay con• map of all of northem Quebec.

Rail and Transit • December 1994 • I I Research and Reviews

Mill Street, Campbell Crescent, York Mills, • Six engines were built by William Fairbaim Toronto and Perth (3 h 45 min, eastbound). Old Yonge Street, and back south on Yonge and Sons, of Manchester in 1861, presumab• Canadian Pacific was not offering much Street to the North Toronto Terminal. This ly tmder sub-contract to Peto and Company cheer to passengers in early 1966. Along with route was not named because it operated on to the Crewe-type plan, with 17 x 24-inch the discontinuance of the Toronto—Montreal York Mills Road, but because it ran to village cylinders and 60-mch drivers, thereby and Toronto-Ottawa trains, January also of York Mills. The route was introduced bringing the total of all Birkenheads on the saw the termination of the transcontinental because the NORTH YONGE buses that GTR to 60. Dominion, which had operated since 1930. replaced streetcars that day were routed via • Thirty Grand Trunk Birkenheads were But CN was accomplishing good things Yonge Boulevard, rather than on Yonge rebuilt to standard gauge, not the 27 around that time. First, the Toronto—Ottawa Street through Hogg's HoRow. indicated. service that CN began on January 24 was On January 26, 1949, the NORTH YONGE better in most respects than the CPR service Item 50 buses were routed via Hogg's Hollow, and the it replaced. Then, the general timetable Historical notes on passenger trains YORK MILLS bus was discontinued. change of April 24, 1966, saw the insertion Message from: Richard Carroll The next YORK MILLS bus route began on of a stop at Trenton for the RDC-equipped Jim Appleby's photos in the February-March September 4, 1962, operating from Glen Brockville-Toronto Ontarian. This caUed for Rail and Hansit and David Kwechansky's Echo Loop via Yonge, York Mills, Victoria a 23-minute run for the westbound run to article in the Jime issue drew my attention Park, and Parkwoods Village Drive. This Cobourg — 31.4 miles at a start-to-stop back to the CPR's streamlined Royal York and route, operating from York Mills Station since average of 81 m.p.h. This was the first time ChSteau Champlaln. As these trains ran it opened in 1972, still operates, as the the 80-m.p.h. line had been crossed in between Montreal and Toronto for less than 95A-YORK MILLS rush-hour branch. Canada. three months, it has been said that these may Item 49 have been the shortest-lived named trains in Item 28

Birkenheads: The Crewe-type in Canada history. Does anyone know of a train with a Do-it-yourself VIA reservations Message from: Dana Ashdown briefer life? Further comments from: Pat Scrimgeour I am grateful to Ray Corley for pointing-out The other CPR service which lasted also My item in April 1994 outlined the availabil• the following amendments to my article in for the same short time from October 31, ity of VIA reservations for trains in the Que• the October Rail and Transit: 1965, to January 23, 1966, is now almost bec-Ontario corridor through the U.S. airHne ' The four locomotives identified in Grand forgotten. But at least the operation of RDC reservation system Sabre. A news item in the Trunk records as having been received in trains Nos. 33 and 34 on the Toronto- November Rail and TTansit noted that VIA 1864 appear to actually have been built in Ottawa route can lay claim to a couple of had joined another U.S. sj^tem, Worldspan. 1861 and delivered in that year to the rail• speed records. They provided the best times Both Sabre and Worldspan are available to way imder lease from Peto and Company, ever between Toronto and Havelock home users through CompuServe, and I according to an extant contract. (1 h 50 min, in both directions) and between recently spent some time poking through the VIA files on both. The map on this page shows the stations to which VIA reservations can now be made. VIA Stations - "Airport" codes for airline reservation systems In fact, until this month, reservations could also be made to YSC-Sherbrooke and YSJ- Saint John on the route of the. Atlantic. There seem to be several "airport" codes that have been added expressly for VIA, three-letter codes all starting with the letters "XL." YYY There remain some imusual aspects to Mont-Ml the reservation systems, which must be an indication of the difficulties that the program• mers are finding in squeezing train service XLJ Quib'ec into an airline system. For instance, XLK— Gare du Palais Levis is available on Worldspan but not on YHZ Sabre. And some cities along these VIA lines, Halifax XFY such as XCA-Campbellton, YOO-Oshawa, YTR-Trenton, and XLZ-Truro, do not have Salnte-Foy VIA times in the systems. Sleeping-car reser• vations are in the system on the Ocean and Chaleur for dates after December 17, but YMY, YMY there are no details on fares. MontrSal Moatrial Gare Contralo Gare Centrale YSH Item 37 Smiths Falls YUL YKF YBZ _ Sculpture at Allandale Dor/at Kitchener Toronto -A-UM YCC Reply from: Dana Ashdown \ Station Suildwood t5>mwall In the July issue of Rail and Transit, E. Mur• XFD ^^K/^ifflSi:OiO* YGK to^/^ Kingston ray Cleland asked what became of the bust of Fred Cumberland at Allandale station. It is YZR now apparently on the manicured groxmds of Samia YXU YCM the Allandale Lawn Bowling Club, located on St Catharines YQG London the south side of Highway 27 (Essa Road) in Windsor XCM Diagram by Pat Scrimgeour Barrie, not far from Allandale station. Chatham

12 • Rail and Transit • December 1994 Transcontinental Railway and transit news from coast to coast

CN to transfer at least $1.3-billion in non• failed to agree to upon such a deal. capital losses that the document states do not • CN could retain its line from Winnipeg to currently exist within CN. Non-capital losses Montreal and Toronto, and a terminal rail• are operating losses that can be used to offset way could be established to provide yard and regular business income in future years. In its terminal services to both CN and CP in Mont• offei; CP values the non-capital losses at 25 real and Toronto. —Financial Post cents on the dollar. CN would have to struc• TUNNEL BREAKTHROUGH ture a series of transactions to create tax ^STERNCANADA Excalibore broke through the crust of U.S. losses and then transfer them to CP, which soil at 10:04 on Thursday, December 8, in Gordon Webster would require CN to obtain an acceptable tax Port Huron, Michigan. The mole chewed 78 Scarboro Beach Boulevard ruling from Revenue Canada. CN said the through a four-foot-thick concrete waU at the Toronto, Ontario M4E 2X1 structure of CP's tax proposal appears to be tunnel portal less than three millimetres off E-Mail: [email protected] similar to that used by Olympia and York to of the target. CN expects the 6130-foot-long facilitate their acquisition of Gulf Canada in tunnel to be handling revenue trains by the CN NORTH AMERICA 1985. The use of such a tax subsidy to facili• end of March 1995. The tunnel boring MURRAY BAY SALE tate the transaction led to a negative- public machine will now be dismantled and moved CN's Mtirray Bay Subdivision was tumed over reaction. The potential for a negative mling back to Toronto to await a buyer. There is to the Societe des chemins de fer du Quebec on the CP proposal means the $325-milIion interest in the machine from around the at the begiiming of December. The SCFQ is contained in the purchase price in respect of world, including for projects in Portugal, using two former CN SW1200RSs fitted-out these tax losses would appear to be signifi• Argentina, and England. The S200-million at AMF and leased from Canac, Nos. 1303 cantly at risk. project took 406 days to dig, finishing about and 1323. • Traffic losses suffered by CN's westem eight months behind schedule. The original The new short-line operator of the 87- operations after a sale of eastem assets to CP St. Clair tunnel took 421 days to complete mUe-long line held a press conference in would reduce the value of the westem assets over 100 years ago. Clermont, Quebec, the eastem end of the by $300-million to $1.4-biUion. Changes were also made to the CTC railway to annoimce its plans to build an • The impact of the operating cash flow control in the Samia area on November 27 intermodal terminal there next spring. The target CP has stipulated for CN's eastem after a 12-hour shutdown. The control of the railway has been meeting with tmcking operations. CP would require CN East to have CTC in the area of the Samia yard was trans• companies and offering to them the line's cash flow from operations of at least $260- ferred to the RTC office in Toronto. It former• services between Limoilou and Clermont. milKon for the year ending December 31, ly was controlled by a TMD (train movement A tourist train will once again operate 1995. If the target is not met, CP would directoi; equivalent to an operator) in Samia. between Quebec City and the Charlevoix reduce the purchase price offer by $4.23 for When the tunnel opens, the track through region. Tourist trains operated over the Mur• every $1.00 of shortfall. Three factors, includ• Samia to Port Huron will also be dispatched ray Bay Subdivision in 1984 and 1985, under ing potential CN revenue erosion in advance from Toronto. —Toronto Star via Rex Rundle the nameLe Tortillard du Saint-Laurent, using of a deal and GN's belief it will fall short of GO Transit bi-level coaches. Toitrist train CP's cash-flow target by $20- to $30-million NS&T STREET TRACKAGE REMOVED organisers say they have signed an agreement in 1995, would reduce the.purchase price by Railway access to the General Motors prem• with the SCFQ to operate the train starting $300-million. ises on Ontario Street in St. Catharines, next spring. The train would make one • CP's offer would stick CN with transition Ontario, was dismantled in the summer. round-trip daily imtil autumn and then on costs to a smaller company, as weU as obliga• While isolated street track on Ontario Street weekends through the winter. -Le SofeiV tions and liabilities, associated with its for• still remains, the street trackage on Louisa mer eastem network, of $415-rmllion. CN Street and Welland Avenue, plus the grade MORE MERGER REACTION said CP's proposed eastem access agreement, crossing of Niagara Street, have been A private investment dealer's conclusion that under which CP would haul CN freight to the removed and repaved, and the short connect• the CP offer to purchase CN in the east is east for a fee, would chop its overall traffic ing sections of open track have been lifted. worth zero or a negative amount is contained share and eliminate the leverage shippers This CN line was the former Port Dalhousie in an intemal report prepared by CN. The have over railway rates in a competitive Subdivision of the electrified Niagara, St. same document states that the CN board of environment. Certain commodities are vir• Catharines and Toronto Railway. Connected directors is strongly opposed to the proposal. tually captive to railways, and shippers of fin• trackage now ends just east of Niagara The conditions that reduce the value of the ished motor vehicles, mixed traffic, and forest Street, at the old NS&T brick freight shed, offer include: products, as well as freight forwarders, could which still stands but looks very disused. The • A discount of $300-miUion stemming from face severe impacts. former passenger terminal site is now cash equivalents CN would have to transfer occupied by the Geneva Square development. The CN document suggests two altema- to CP. CP asks that the operations be trans• tives to the CP proposal: -j. D. Knowles, Bob Sandusky ferred with working capital of $300-million, • A third railway company could be estab• that the book value of accounts receivable NEW TIMETABLES lished to operate yards and terminals in must be at least $200-million, and that Both CN and CP issued new operating time• Montreal and Toronto, and to perform line- inventories and supplies be $100-imllion. tables for their entire Canadian systems this haul services between those points and Win• • A tax break worth $325-million. CP asks fall, along with new operating manuals. The nipeg. Negotiations between CN and CP

Rail and Transit • December 1994 • 13 Transcontinental Railway and transit news from coast to coast

manuals include the timetable, the Canadian DERAILMENT TIRE SHREDDER GONE Rail Operating Rules, and each railway's The last two cars on a CN freight train The CN Belleville tire shredder (see December general operating instructions. CN's book is derailed in Port-Daniel, Quebec (Mile 22.5, 1993 Rail and Thansit) has ceased operation in a small three-ringed binder format with all Chandler Subdivision), on November 30. One and may be subject to a clean-up order. CN pages loose-leaf. Passenger train times are no freight train a day runs on the Gaspe Penin• and the Town of Napanee said they will dean longer shown in the subdivision tables, but sula, between Matapedia and Chandle:; with up storage sites in Belleville and Napanee are in a separate section. an overnight layover at New-Carlisle. The before the order is issued. The tire-shredding Changes, other than physical appearance, derailed cars were placed in a siding so the operations ceased this year after the provin• to the Great Lakes Region timetable. Number minor track repairs could be carried out and cial govemment did not reissue approval 51, effective October 1, 1994, include; VIA's Chaleur could pass. -Le Sole/1 permits. There are 5000 old tires and 11 • New station name added: MacGrego^ Mile railway cars full of shredded tires at the HAMILTON STATION 57.9, Strathroy Subdivision. Belleville site, and another 5000 tires in CN expects to sign a deal for its station on • Siding at Courtland, Mile 89.7, Cayuga Napanee. —Canadian Press James Street in Hamilton, to be redeveloped Subdivision, has been shortened from 3260 as a Chinatown complex. CN and Splendid TORONTO DEVELOPMENT PLANS . feet to 2750 feet. Cathay Corporation have a few details to After a ten-month hearing, the Ontario Muni• • Station name Washago South has been iron-out before the deal is signed. There was cipal Board has approved planning and zon• relocated from Mile 98.7 to 98.6 on the a conflict over who would get the use of a ing guidelines for an area known as "railway Newmarket Subdivision. maintenance shed east of the station. Now lands central," owned by CN Real Estate. A • Station name Midland Junction has been the parties are focusing on "overbuilding" massive commercial and residential develop• relocated from Mile 42.7 to 42.6 on the rights to the tracks adjacent to the station. ment is planned on the 111 -acre tract of land Midland Subdivision. The concourse of the station will be used as to the southwest of the SkyDome. The des• • The following station names have been an Asian shopping mail. tiny of this property, once home to the Spadi• moved on the Bala Subdivision: Woodward, Hamilton's local architectural conserva• na roundhouse and coach yard, has been from Mile 106.9 to 107.0; Medora, 118.2 to tion advisory committee has recommended debated for over a decade. 117.6; Ardbeg, 171.9 to 171.8; Drocourt, that the city designate the station as a heri• —Toronto Star, Rex Pundle 189.8 to 190.1; Key Junction, 214.0 to tage property once CN sells it off. The build• 213.9; Bayswatei; 222.1 to 221.4; and Bur- TORONTO TRAIN CHANGE ing is currently protected as a heritage rail• wash, 236.1 to 235.4. CN Train 547 has been replaced by Train way station, but that ends once the station is • The following station names have been 542. Both of these trains performed switching sold by the railway. Splendid Cathay must moved on the Ruel Subdivision: Bethnal, duties in the Toronto area, 542 originally win approval for its project before Ottawa from Mile 95.5 to 95.4; Oatland, 176.5 to working mainly the Uxbridge Subdivision, will approve the sale. The federal public 176.4; Agate, 186.4 to 186.2; Fire Rive^ while 547 worked the Halton Subdivision. works department will review final plans for 223.6 to 223.5; Minnipuka, 239.4 to 239.3; Now, Train 542 operates east from MacMH- the building and expansion and consult with .Albany Forks, 263.2 to 263.4; Macduff, lan Yard on certain days and west on others. the station subcommittee and city before 271.2 to 271.3; Penhurst, 279.2 to 278.9; making its decision. —Hamilton Speaator and Shekak, 284.9 to 285.0. VIA RAIL CANADA

• The following station names have been SAINT-JEAN STATION SAINT JOHN BUS moved on the Caramat Subdivision: Lennon, The former . Grand Trunk Railway station in The bus service replacing service protdded by from Mile 5.8 to 5.9; Leigh, 25.3 to 25.2; Saint-Jean-sur-Richelieu, Quebec, has been the Atlantic between Saint John and Monc• Otterdale, 51.4 to 51.3; Isis, 108.3 to 108.2; officially designated as an historic station by ton, New Brunswick, begins on December 17. Bawk, 115.4 to 115.3; Penequani, 182.3 to the Historic Sites and Monument Board. The The service is being pro-vided by SMT, New station was built in 1890, and it "typifies the 182.1; and Green, 225.5 to 226.0. Brunswick's largest bus company, and is architecture of small railway stations of the • RTC standby charmel on the Newmarket scheduled to keep connecting waiting times Subdivision from Trout Creek to Capreol has period and deserves to be preserved," accord• with the Ocean at Moncton to 30 minutes or ing to the board. been changed to Channel 4 (160.665 MHz) -Montreal Gazette less. SMT is also providing a connection from from Channel 3. Fredericton with the at Newcastle GRAHAM SUBDVISION UPDATE Ocean three days a week. QUEBEC BRIDGE J. U. Calonego Construction Ltd., a Thunder CN has agreed to pay half of the annual Bay construction company, is attempting to BRIGHTON FOLLOW-UP maintenance costs for the Pont de Quebec purchase CN's Graham Subdivision from The LRC coaches and locomotive involved in Thunder Bay to Sioux Lookout. CN was going (Quebec Bridge) across the St. Lawrence the fire at Brighton, Ontario, on November to abandon the hne on September 1, 1994, River between Sainte-Foy and Chamy. The 20 were not immediately moved to Montreal but agreed to wait until March 31, 1995, to cost amounts to $3-miIlion annually. The as reported last month. The equipment was province of Quebec said it will not pay the permit any potential buyers to acquire it. moved to a siding at Brighton, where it sat full cost of maintenance for the bridge, which —Thunder Bay Chronicle until December 5, when the coaches were is currently owned by the federal govem• removed from the rails. The coaches that ment. —Le Sole/'/ FARMER PROTEST Farmers in Prince Edward Island are fighting were damaged in the fire were Nos. 3349 and CAPREOL SHOP SAVED against the conversion of abandoned CN 3457. CN's Capreol work equipment shop has been rights-of-way into a trail system. They claim saved. CN declared it surplus last February, that they are the rightful o'wners tmder an CP RAIL SYSTEM

along with one in Prince George. Employees 1872 act that stated the property would be FATE OF OWEN SOUND LINE were given lay-off notices effective January retumed to the adjacent landowners in the CP -will make a decision by the end of 1994 31, 1995, in case a buyer had not been event of abandonment. The fight has con• on whether it will end railway service to found. An Ontario engineering firm. Marsh tinued for ten years, and the farmers now are Owen Soimd. The railway is considering Industries, has purc'nased the shop. -CP Wire planning court action. —CP Wire several options: abandonment, sale to a

14 • Rail and Transit • December 1994 Transcontinental Railway and transit news from coast to coast short-line operatoi; or changing the service tive shop. Angus has also been used as a set Unions are now planning an organising provided. CN received permission to abandon for fUms and for large agricultural and auto• drive at RaUTex's other Canadian operation, its Owen Sound Subdivision last year and the mobile exhibitions. -Montreol Gazette the Cape Breton and Central Nova Scotia CP line is losing $l-million a year. Railway. -Traffic World SHORTS —Owen Sound Times and Finandai Post Members of the United Transportation Union UNION SHORT-LINE AGREEMENT MORE CAST OBJECTIONS on the HH-US division of CP voted to accept The Brotherhood of Locomotive Engineers CN has joined the fight against CP's attempt a new contract by a 4-1 margin. • CP has and the United Transportation Union have to acquire the contamer business of Cast begun to dismantle the ferry slip at Windsor agreed to renegotiate necessary contracts, Group Ltd. A notice of objection was filed imused since May 1. making the creation of a short-hne railway in with the NTA by CN, arguing that the CP- Ontario more feasible. A change in Ontario Cast combination would gain "a dominant OTHER RAILWAYS labour laws has hindered the creation of new position in the Montreal-North Atlantic over• short-lines in the province because of suc• CO BACK TO BARRIE? seas contamer route" and have an unfair cessor rights. GO Transit may operate trains to Barrie again competitive edge. Other objections have come within the next couple of years. An Ontario Under the new arrangement, successor from a former Cast company officer and govemment plan calls for the province to rights will still apply to any short-line oper• Vitran, a trucking line that made a competing purchase the CN Newmarket Subdivision ator taking over unionised railway lines, but takeover offer. CP's takeover of Cast would from Toronto to Barrie, which CN has applied the new operator will only have to deal with bring about 80 percent of aU contamer traffic to abandon. The only problem with the plan one union. The workers on a new short-line through the Port of Montreal under single is that the govemment does not know yet will select which union they wish to repre• ownership. where it will get the $20-million required for sent them. Besides the UTU and BLE, the The NTA began public hearings on Dec• the purchase. Once the line is purchased, it Brotherhood of Maintenance of Way ember 5, which were expected to last about would be leased to a short-line operator Employees and the Canadian Auto Workers a week. CP responded to the objections by can also bid to represent workers. The suc• —Barrie Examiner saying that there is a lot of competition cessful union will then negotiate a contract against Montreal from other ports, such as CARTER DERAILMENT with the new owner. -Traffic World Halifax and U.S. east-coast ports. The NTA Five cars on a 27-car freight train derailed on ONTARIO ABANDONED R-O-Ws can stop the purchase if it is against the the Carrier Railway on November 30, spilling The Ontario govemment has set aside $2- public interest and must reach its decision by nearly 60 000 Htres of oil. Officials had not million to keep abandoned railway fines in January 20. The Port of Montreal supports released the cause of the derailment and public hands. The announcement was made the acquisition by CP. there were no injuries in the early-morning incident. Some of the spilled oil ran into a in Goderich on November 4. The province —Journal of Commerce, Finandai Post, and Hamilton lake 75 metres away from the derailment. A wfll make $2-mfllion in capital funding avail• Spectator via Doug Page and Rex Pundle clean-up began almost inunediately after the able in the Jobs Ontario program over the CP ACQUIRES UP BUSINESS derailment. Some cars carrying heavy oil may next two years to acquire, develop, and Union Pacific has signed a letter of intent to stay in place until spring, as the oU has protect railway rights-of-way that have been sell its United States Pollution Control Inc. solidified in the cold, making it hard to abandoned. It is hoped partnerships wfll be hazardous waste subsidiary to Canadian formed with municipalities, conservation move. -Le Soieii Pacific subsidiary Laidlaw Inc. The sale is for authorities, and public and private $225-million (U.S.) in cash plus the assump• ONR LOCKOUT organisations that want to buy, manage, and tion of certain financial and environmental On the Ontario Northland, 250 Associated maintain the railway corridors. liabilities. USPC runs landfills; distillation, Shop Craft Union workers, represented by In Septembei; the govemment concluded solvent-recovery and fuel-blending centres; seven unions, were locked out of their jobs at a deal with CP to buy the abandoned Goder• PCB management facilities; and an inciner• 00:01 on November 28 at North Bay, Tim- ich Subdivision between Goderich and ator-ash and mineral-byproduct recycling mins, Cochrane, Englehart, Hearst, Mooso- Guelph. It will be used as a utility or pipeline operation. This purchase wfll make Laidlaw nee, and Rouyn-Noranda. This has resulted in corridor. —London Free Press the largest manager of hazardous waste in Nor-thlander passenger service being cancelled and Hamilton Spectator via Doug Page North America. -Finandai Post between Toronto and Cochrane for the dur• ACR RESULTS ation of the lockout. It has not affected CIRCUS AT ANCUS The Algoma Central Railway reported a net freight service or the Little Bear mixed train The circus is returning to a portion of CP's mcome-Q£$4.3-mflfion in the third quarter of between Cochrane and Moosonee. These Angus Shops in Montreal. The Cirque du this year; upTfom $2.7-miUion last year. The same workers went on strike for six days in Solefl is setting up stages and seating ar• railway said the large increase was mostly in April 1992, and their contract expired on rangements for an upcoming presentation of its marine group. Revenues rose to $61.6- Jime 30, 1994. At press time, there were no its show, "Saltimbanco." The Cirque is invest• mfllion from $48.4-mflfion. For the year to talks taking place and none were scheduled, ing $400 000 in the show area, which can date, net income was $5.66-mflfion, which is with wages being the main issue. The seat 2000. The show will run almost three almost the same as last year Northlander is not expected to resume oper• weeks this month. -Toronto Stor Rex ation until next year. via Pundle The Angus Shops closed in January 1992, and have been used by the Cirque du Soleil's CEXR UNIONISED TOURIST RAILWAYS artists for approximately two years. They The Brotherhood of Locomotive Engineers have used the former freight car repair facil• began to represent the 12 employees at the AND MUSEUMS ity for adrninistratiorL, to manufacture sets Godeiich-Exeter Railway the first short-line YORK-DURHAM EQUIPMENT UPDATE and costumes, store specialised vehicles, and bought by RailTex in Canada, effective Nov• Since the article on the York-Durham Heri• practice their routines. The public perform• ember 7. Workers approached the union tage Railway appeared in the August Rail and ances are taking place in the former locomo• because of problems with management of the Jfansit, the following developments have railway. occurred in the matter of equipment.

Rail and Transit • December 1994 • 15 Transcontinental Railway and transit news from coast to coast

Although the intention had been to move even cost for the harbour. Less than half the CP Rail C630M 4500 from Oakville to MA volume needed to cover costs was shipped in Uxbridge, as reported in the article, the 1994. The port has not reached a break-even private individual who owns it has decided volume since 1987. The current cost to instead to donate the unit to the lUinois taxpayers of operating the port of Churchill is Railway Museum at Union, Illinois. The same about $21-million a year. Keeping the port mdividual has acquired a 1950-vintage CN operating as a grain port for the next 10 flat ca^ No. 662339, and a 1973 CN steel V?tSTERN CANADA years would cost at least $380-million. Nov• caboose. No. 79613, both of which have been Gray Scrimgeour elties for 1994 were the first ship going to moved to the Co-op siding at Stouffville, #570-188 Douglas Street Mexico with grain, and the continued testing opposite the GO Transit station. The units Victoria, B.C. V8V 2PI of an articulated hopper car (it worfld carry carry the reporting marks CRXX but retain E-Mail: [email protected] more grain and shoifld be less prone to de• their original CN numbers. The flat wfll be railment). Currently, only boxcars are used sold to the YDHR, while the caboose wfll be CN NORTH AMERICA on the Churchill line. retained in private ownership at Uxbridge. -Globe and Mail, Western Producer TRAIN KILLS SHEEP Former Reading RS3 4485, which is now A northbound CN freight train hit and killed under its sixth ownership with its acquisition 53 sheep that wandered onto tracks close to VIA RAIL CANADA by YDHR, arrived at the Stouffville siding on their farm near Oakbank, Manitoba, 10 km CANADIAN SIDESWIPED IN KAMLOOPS November 14 from Red Rock, Ontario. The east of Winnipeg. "I just got back from a trip VIA Train 1, already running a couple of 1952-built unit, which was handled through to Cimli when I noticed someone had hours late, was in a minor collision in the CN CP Leaside and CN MacMillan Yard (in that unplugged the electric fence," said Dave yard at Kamloops at about 05:00 on Decem• order) was most recently Domtar 68. Halldorsorm. "When I saw that, I just said, ber 4. The stationary passenger train was It is not yet known when the unit, the 'Oh, no; my sheep are gone.' " It wasn't until struck when some cars from an adjacent flat car; and the caboose will be moved up• CN police showed up at his door that Hall- freight train derailed. Passengers were taken line to Uxbridge, this presumably being dorsson learned his sheep had been walking by bus to Vancouver and the train carried on dependent upon the conclusion of on the tracks a short distance from his farm empty after the cars were rerafled, arriving arrangements between GO Transit and York- early in the evening of Thursday, November Vancouver around 04:00 on December 5. Ditrham (through the municipalities) relative 10. Fifty pregnant ewes and three breeding -Dean Ogle, Canadian Press to occupancy of the line by YDHR. The rams were killed. To make matters worse, his Stouffvflle storage location is south of the VANCOUVER STATION SIGN REMOVED sheep-herding dog, a border collie named southerly limit of the section of the Uxbridge The large "CANADIAN NATIONAL" letters atop Shep, was kflled when he leaped at a train — Subdivision now owned by the province. the Pacific Central Station in Vancouver were on the same tracks where the sheep died - removed on December 6 and 7. In May 1993, Nelson Aggregates CLC 50-tonner 07040, Saturday morning. The sheep, worth Vancouver City Council voted to allow VIA to now at Uxbridge, had, as of the end of Octo• $10 000, were more than half of the flock. replace the large neon sign, a designated ber; had its rmderframe repainted and the The scene of the accident was grisly, police heritage structure, with a sign of a similar body primed by YDHR forces. The windows said. -Toronto Sun style reading "PACIFIC CENTRAL." City heritage had been reglazed, and the batteries were planner Marco D'Agostini said that the sign being recharged. The body wfll be finished in BRIDGE WORK MAY BE DEFERRED must be replaced with a new sign in a style a yellow and green livery with red pinstrip- Tests done at an advanced testing centre at reminiscent of the old one. Two of the letters ing, these rqrresenting the YDHR colours. Lehigh University in Bethlehem, Pennsylva• from the old sign are to be used in the new -S. /. nia, indicate that CN can cut bridge replace• Westland one, for continuity, and the rest are being ment costs on its westem Unes by more than MONTREAL TOURIST TRAIN moved to the West Coast Railway Associa• half. The tests found that CN can delay A student group from the Urriversite du Que• tion's museum in Squamish. replacing many of the 312 bridges between bec a Montreal and McGfll University have Thunder Bay and Vancouver for another 20 —Deon Ogle, Canadian Press, Victoria Times- proposed a tourist train to operate on track to 25 years. In one yeai; the testing labora• Colonist, BPS Branchiine owned by Ports Canada at the Port of Mont• tory subjected pieces from the riveted bridges real. The proposed operation would take one to the stress they would have in 90 years of TOURIST RAILWAYS hour for the 3.7-mfle retum trip and the fare railway traffic. CN is concemed about west• worfld be comparable with other port attrac• em bridges because of greater traffic and AND MUSEUMS NEW CAR FOR tions. It is estimated that it would cost $3- heavier loads there. ROCKY MOUNTAINEER Great Canadian Rafltours has annoimced that miUion to set up the operation and that it —Knight-PidderfTribune Business and Market News worfld attract 150 000 passengers a year it is adding a luxury, bi-level, glass-topped —journal de Montreal HUDSON BAY RAILWAY dome car to the Rocky Mountaineer for the In an effort to increase traffic through the 1995 season, to operate between Calgary and QUEBEC PROMOTION TRAIN port of Churchill, Manitoba, federal human Vancouver. The 74-seat cap costing $2.8- A train will play a role in an irmovative plan • resources minister Lloyd Axworthy has million, is being buflt by Rader Raflcar Inc., to raise Quebec's profile in France. An exhibit directed a task force to search for alternative of Denvep Colorado. GCRC presently provides traiti, the wfll visit several Qudbec Express, industries for Churchill. Studies conducted in cold meals to people on its train, but the new regions of France between now and the 1992 suggest that it woifld cost CN a great dome car wiU have a full kitchen providing spring of 1996. The train wfll cost $400 000 deal (estimates are between $46- and $94- hot meals to 36 diners on the lower level. in the first year of operation, and wfll be mflUon) to rebuild the roadbed and repair the Additional features of the dome car are an financed by Toirrism Quebec, Industry tracks on the line to Ghurchfll. The track open-air observation platform and an elevator Canada, regional tourist associations, and upgrading is needed if sufficent grain is to be to allow people in wheelchairs to reach the various private interests. —io Presse shipped through Churchill to reach a break• upper deck. A premium fare wfll be charged;

16 • Rail and Transit • December 1994 Transcontinental Railway and transit news from coast to coast the one-way fare between Vancouver and Francis, a spokeswoman for the Canadian Banff in the dome car will be $945, com• Parks and Wilderness Society said there's too pared with $425 to $525 for travel in the rest much development in the parks already. "We IN T of the train. If the service proves successful, want a permanent moratorimn on the devel• GCRC will order a second cap for service in opment right now starting with CP's propo• 1995. Ridership on the Rocky Mountaineer sals," she said. She said the effect of golf was 26 000 passengers in 1994, compared to courses in the montane region simply can't be 21 000 in 1993. -Victoria Tmes-Coionist, mitigated because it means a loss of winter Scott Haskill Vancouver Province, Vancouver Sun grazing areas for wildlife. Ashford Hall, 2520 Bloor Street West #15 6060 TO STAY IN CANADA Toronto, Ontario M6S IR8 There were plans for the Rocky Mountain OTHER NEWS E-Mail: 72154; 133 I ©compuserve.com Rail Society to lease former CNR 4-8-2 steam BCR TO USE LIGHTER RAIL locomotive 6060 to the Grand Canyon Rail• BC Rail has found that it will be able to save INDUSTRY NEWS way in Arizona. Howevep the Grand Canyon miUions of dollars in track upgrade costs by LOW FLOOR BUS LEGISLATION cancelled a tentative lease when it found it using a new lighter-weight hybrid rail. The Ever since the Ontario Govemment decreed would have trouble transporting 6060 from rail has a weight of 124 pounds to the yard. that aU new transit buses ordered or leased the Alberta Pioneer Railway Association It is about $2.00 a foot less expensive than after July 1, 1993, must be low-floor and museum in Edmonton to its railway. RMRS the 136-pound rail used on nine percent of fully-accessible, the ministry of transportation had decided to lease the steam engine to the BCR main line, and about $1.50 a foot has been conducting an extensive technical make enough money for maintencance of more than the 115-pound rail used on about review in order to determine an appropriate 6060 when it retumed. Many railfans in the one third of the main line. The new rail vehicle specification for large, low-floor; west were upset that Alberta govemment promises 50 percent longer life than the urban transit buses. The ministry has been money had been spent on a locomotive that lighter rail in the mountain track sections. carrying out the review in consultation with might have wound up operating outside -Vancouver Province the transit industry including individual Canada. -Edmonton Journal, BCPHA RELICS transit system managers, vehicle manufac• A scrap yard on BCR is located about 50 turers, and representatives from trairsit user miles north of Prince George near McEwan CP RAIL SYSTEM groups. siding. There are 50 to 75 freight cars (in• TRUCK HITS E&N TRESTLE Work on specifying equipment and stan• cluding some 40-foot box cars) located there On December 7, a truck skidded into the dards is still ongoing. In the interim, a low- as well as the remains of RS3s 569 and 578 trestle over Dumont Road at North Welling• floor transit bus in Ontario must meet the and C425S 800 and 812. ton, damaging the trestle on CP's Esquimalt following specifications: and Nanaimo Railway. The VIA Malahat -Eric Kruse in Northwest Paitfan • A minimum length of 9.144 metres; passenger train was replaced north of GRAIN EXPORTS UP • At least two passenger doors on the right side, Nanaimo by a bus for one day. The accident Grain exports for 1994 are about 40 percent with the front door being at least 762 mm wide happened about 20 minutes before a freight ahead of 1993, and west coast ports are and the other door being at least 813 mm wide; train was to cross the trestle; the train was setting new records every month. More cars • A mostly level floor that, either by design or by able to stop safely. -Victoria Times-Coionist are available this yea^ there was an earlier the use of a "kneeling" feature, is approximately at harvest, the good quality crop, this year the level of an urban curb-side or bus passenger RESORT EXPANSION needed less segregation at the terminals, and platform during loading or unloading of passengers; Canadian Pacific's proposed hotel develop• fewer cars were allocated to U.S. shipments. • A ramp having a slope of no more than four to ments will be the last the company ever asks one, to allow passengers to bridge the gap between for in Alberta national parks, says a company —The Western Producer the bus and the curb-side or platform; spokesman. If the developments are MRL-BN COKE TRAIN REROUTED • At least two readily-accessible spaces designated approved, the company would agree in writ• The coke train from Billings, Montana, to for personal mobility devices; and ing to a permanent cap on new developments Roberts Bank is now running via Pasco and • A system for securing personal mobility devices within the parks. Among CP's proposals are Vancouver; Washington, because of the elim• consisting of devices anchored to the bus or of an additional nine holes of golf at the Banff ination of helper locomotives on Stevens compartments, or a combination of both, that limit Springs Hotel, and possibly 200 additional Pass. The size of the train has been doubled the forward, backward, rotational, lateral, and guest rooms and associated staff housing; a to about 112 cars and it apparently runs only vertical motion of every personal mobility device In convention centre at the Chateau Lake Louise every two weeks now. This petroleum coke the bus at their points of contact with the bus and perhaps construction of an outdoor train originates at Billings and usually oper• while it is in normal operation, including full tennis court; and new housing at the Jasper ates with all Montana Rail Link power; throttle acceleration and maximum braking. Park Lodge for staff, development of 400 except north of Everett, where a Canadian- In addition, all buses ordered or leased additional hotel rooms, and expansion of the approved BN SD40-2 is added to the point. after July 1, 1993, must be fully-accessible, golf course. —Northwest Paiifan, Dean Ogle low-floor buses, with the following "Easier A CP spokesman said such improvements Access" features, in order to receive ministry SRY TO DO MRL WORK are needed if Canadian Pacific is to compete transit subsidy: Dennis Washington, the man who has pur• in a global marketplace. He said the projects chased the Southern Railway of British Col• • A "kneeling" feature; would result in a net environmental gain for umbia from Itel Rail Corp., is also the owner • Enlarged lettering, high-contrast destination signs, the mountain parks, with Canadian Pacific with yellow lettering on a black background; of Montana Rail Link. MRL indicates that swapping 148 hectares (366 acres) of lease • Lights over entrance and exit doors; they may use the SRY shop facilities to pro• land for 30 hectares (74 acres) of new lease • Lights to illuminate the vehicle floor at entrances vide services not only to its own equipment land adjacent to its golf course. Most of the and exits; but to the railway industry in Canada and the 148 hectares are in the montane region, • A minimum of two seats designated as priority U.S. regarded as crucial for wildlife. Wendy —Northwest Paiifan seating;

Rail and Transit • December 1994 • 17 Transcontinental Railway and transit news from coast to coast

• Bright yellow hand rails, grab rails, and stan• would use light-rail cars similar to those in Of the three potential corridors, only the chions; Calgary and Edmonton, and would not be Vancouver-Coquitlam line satisfies the • Yellow stanchions at each priority seat, with built with Bombardier's ICTS technology, as provincial govemment on all levels. Existing "stop request" buttons; used for the SkyTrain. ridership of bus and troUey-coach routes • Lowered "stop request" cords in bright yellow, While officially still neutral on three along the Broadway-Lougheed corridor is or yellow "stop request" strips; potential Lower Mainland transit corridors, already as high as predicted best-case rider• • Bright yellow nosing on flooring edge at the provincial govemment has already ship levels on a Vancouver-Richmond rapid- entrances and exits, ramps, and interior steps; decided on the general route and system, transit line. Thus, a Broadway corridor is • Grab rails at vehicle entrances and exits; according to sources. The choice of a Broad• guaranteed to yield high ridership. Construc• • "Stop request" signs; and way-Lougheed corridor and the light-rail tion of the line would presumably draw new • A floor heater at the front entrance of the system satisfies existing and future transit riders, plus it would have a dramatic effect vehicle. ridership demands in the northeast of the on municipal zoning and subsequent high- Other recommended Easier Access fea• Lower Mainland. It also allows municipal density residential and commercial develop• tures include angled priority seating, under- governments along the route to achieve ment along the route. Bumaby for example, floor lighting at priority seats, yellow higher-density zoning at a time when resi• is reluctant to allow new high-density zoning "padded" stanchions at each priority seat, dents are wary of continued growth. on certain of its lands unless provision is interior and exterior public address systems, "It is," said one elected municipal official made for upgraded transit to service such and a floor heater at rear doors. involved in transit planning, "the only logical high-density zones. Coquitlam has already The Ministry has stated that the Easier choice for the current provincial govemment, made it clear it will not agree to the kind of Access logo is to be displayed inside the bus, and the/ve already decided to do it. Whether high-density zoning the GVRD is currently in order to identify the Easier Access features, they actually build it, as opposed to just seeking to accommodate increasing popula• and that all fully-accessible, low-floor urban annormcing they're going to build it, is tion, unless rapid transit is first guaranteed. transit buses should display the international another matter." An announcement on the A recent municipal study indicated that 75 symbol of accessibility on the outside of the corridor can be expected any time between per cent of Coquitlam residents oppose fur• bus. Easier Access training is also to be pro• this month and Febmary, to be tied-in with a ther municipal growth, and the city council is vided to all transit operators. —CUTA Forum possible election call. not Willing to allow new high-density areas NOVA BUS REORGANISES The provincial govemment has said it is without a firm provincial commitment to Nova BUS Corporation has emerged as a investigating three potential Hues: Vancou• service any such areas with rapid transit. larger force in the bus-building industry, and ver-Richmond; Vancouver-Coquitlam; and Meanwhile, in Richmond, efforts to is now also a potential subsidiary of Bombar• Coquitlam-New Westminster. Each one of promote a new high-density town centre have dier Inc. Nova BUS, based in Saint-Eustache, the three potential transit corridors would not worked out as planned; indeed, the entire Quebec, has purchased Transportation Manu• cost about $l-billion, according to the prov• town-centre project seems to have come to a facturing Corporation (TMG), with plants in incial minister of employment and invest• halt. Also, BC Ferries has announced it will Roswell, New Mexico, and Schenectady, New ment. The province is waiting for the Greater not build a new fast-ferry terminal near the York. TMC is the remains of the U.S. bus- Vancouver Regional District to endorse a airport in Richmond, a facility that would building operation of General Motors, and its route, and the province has stated that is require rapid-transit service to be successful. purchase by Nova BUS re-unites the former doesn't want to impose its own decision on In terms of existing vehicle traffic patterns, Canadian and U.S. CM bus plants. Nova BUS the Lower Mainland. However said the the northeast corridor is plagued by greater will re-open the closed Roswell plant, and minister; Tm not optimistic because they congestion than the north-south corridor will use all three plants to assemble the RTS [the GVRD] generally support all of them, Although traffic continues to increase model buses formerly produced by TMC, and and they don't make the tough priorities. between Vancouver and Richmond, it is the Nova BUS Classic and Nova LPS low-floor They want someone else to do that." increasing faster along the northeast corridor. designs. The company expects the acquisition Sources inside municipal govemment and Folitically, the NDP provincial govemment of TMC to allow it to compete in the U.S. BC Transit say the provincial govemment has would be announcing a $l-bilIion transit market, which requires final assembly of already decided on the northeastem Coquit• system along a route that is largely NDF in buses in the U.S. lam corridor and is prepared to officially representation. Richmond, on the other hand, has largely divested itself of New Democrats The same day as the TMC purchase. announce its decision within the next few at all levels of govemment. Nova BUS also sold 25 percent of itself to months. The precise route has not been Bombardier Inc. for $7.2-milhon. Bombardier determined. It will extend into Vancouver at Light-rail technology offers the govem• had been eyeing the bus business for some least as far as the SkyTrain station at ment certain engineering advantages as well. time, and saw an opportunity to enter the Broadway and Commercial, and could mn It can run at grade, in a tunnel, or elevated. market at a time of restructuring and change. further west towards the University of British Some combination of all three would be The deal includes an option for Bombardier Columbia. The eastem terminus of the light- likely on a Broadway-Lougheed route, to become 100-percent owner of Nova BUS in rail line could be the subject of negotiations although it would have to be a dedicated 1998, and the option is Ukely to be exer• between the province and Coquitlam. line. Unlike SkyTrain, light-rail service cised. -Globe and Mail The govemment, for example, may requires drivers and a generally high level of announce it is prepared to build a transit line staffing. BRITISH COLUMBIA from Vancouver to Lougheed Mall, then If the project goes ahead, there would be bargain for zoning concessions in Coquitlam three different rail transit systems (the Sky• POSSIBLE LRT IN VANCOUVER in retum for extending the hne to Coquitlam Train, the proposed BC Transit CommuterRail Newspaper reports say that the British Col• Centre. The govemment has received a report heavy-rail system, and this new LRT propo• umbia govemment is about to announce a on the Broadway-Lougheed route that it sal) in the lower mainland, all developed $1-billion project to build a light rail transit recently hurriedly commissioned from a within the last decade. line between Vancouver and Coquitlam, in private engineering firm, but it has not made the Broadway-Lougheed corridor. The system —Voncouver Sun and Finandai Post via John Reay the results public.

18 • Rail and Transit • December 1994 Transcontinental Railway and transit news from coast to coast

KAMLOOPS CONTRACT MOTIVE POWER ROLLING STOCK Laidlaw Transportation will be the new contract operator of BC Transit bus service in John Carter Don McQueen Kamloops, beginning in January. The city 2400 Queen Street East #204 38 Uoyd Manor Crescent council vote in favour of Laidlaw, the lowest Scarborough, Ontario MIN IA2 London, Ontario N6H 3Z3 of two bidders, surprised the transit workers' 'E-Mail: [email protected] union after at least five councillors earlier TRENTON WORKS SOLD indicated they would vote against a EG Tran• CP's NEW GE AC4400CWS The Greenbrier Companies, the fourth-largest sit recommendation to accept Laidlaw over A CP press release indicates that the 40 new railway car leasing company in the U.S., has the current contractoi; FarWest Coach Inc. units now on order wiU be 4400-horsepower agreed to acquire Trenton Works Inc. in Laidlaw was the low bidder in the original AC4400CWS. (Earlier information had indi• Trenton, Nova Scotia. The proposal calls for tendering process last yea:; but those bids cated that the units would be 4000-horse- Greenbrier to control a new company called were tossed out after the union representing power.) The locomotives wiU be assembled at Trenton Works Ltd., which will operate the bus drivers and support staff successfully GE's plant in Erie, Pennsylvania, but some Nova Scotia plant. lobbied against Laidlaw. That company had components will come from Canadian supp• In the orders department, Trenton Works indicated it would cut wages, benefits, and liers. The traction motors are to be manufac• has signed an agreement with Tolko Indus• jobs to allow it to make money on the con• tured at the GE plant in Peterborough, tries to manufacture 200 boxcars for $18- tract. This year's new bids were subject to Ontario. CP said that $20-mLllion of the order miUion. Tolko, of Vernon, B.C., wfll use the conditions reconunended by a BC Transit task will be spent in Canada and that CE wotild cars to serve a new lumber plant in High force that looked into the contracts in Kam• spend another $20-million in Canada. Prairie, Alberta. Other contracts in progress loops and Kelowna. The task force recom• include 150 boxcars for CN, and 150 boxcars mended continuity of employment, seniority, CP LOCOMOTF/E NOTES and 150 centre-beam flatcars for BC Rail. wages, and benefits. The conditions were Two of CP's ex-Kansas City Southern SD40-2s accepted by both bidders, and will form part are at Ogden Shops in Calgary for overhaul CN HOPPER LEASE of the contract. Laidlaw's final bid was and painting: 573 and 674 arrived at Ogden CN is leasing 1000 covered hopper cars for $153 000 lower than FarWesfs. in mid-Novembep and are currently sched• seven years, to bring CN's fleet up to a mini•

—Canadian Press uled for release as 5418 and 5419 on Jan• mum of 11 ODD cars, which can be expanded uary 17 and February 3, respectively. to 16 000 when required, and to reduce CN's TORONTO Former GATX leased SD40-2 2009 has dependence on short-term lease cars during peak grain shipping periods. CN will take cars NEW CHIEF SELECTED been renumbered as CP 5431. • D&H GF38 that are either newly constmcted or used, Al Leach, chief general manager of the TTC 7311 has once again had its scheduled and wants them by September 1995. since 1987, is leaving his $150 000-a-year release date bumped, now to December 15. Twelve Conrail SD40s, CRL 600-611, post at the end of 1994. Replacing him will PRIVATE CAR SOLD have been leased; six arrived on Train 523 on be David Gunn, a U.S. native (but of Cana• ThsNorthem Lights business car (FLRX1915) December 12, and four more on 523-13. dian ancestry) who has led Philadelphia's was sold this month to Kenneth Bitten of SEPTA, New York City's NYCTA and WMATA CN MOTIVE POWER NOTES Classic Rail Cars Inc. The car was at Cooper in Washington, D.C. The search had been CN's leased LMS units (now known by rail- Street on Toronto Harbour Commissioners narrowed down to seven likely candidates, fans as "Llamas") 715-739 have arrived and track and was available for hire for stationary and Gunn was selected for his transit man• are mainly seeing service in eastem Canada, functions. The company that owned the car agement experience, and pro-transit outlook. and on international trains to Buffalo and fell into financial difficulty and the car was —Toronto Star Chicago. LMS units 700-714 and 740-759 auctioned off last month. It left downtown SHORTS have also emigrated from Conrail for service Toronto late in the evening of December 8 to Scarborough RT ICTS car 3000 was brought on Union Pacific. • The following former CN's MacMillan Yard, and arrived in Buffalo, by truck to the TTC's Harvey Shops for work. Union Pacific SD40s have been released from New York, on December 11. It is destined for This is a rare visit to the Toronto-gauge overhaul and painting at AMF and are on the Fair Lawn, New Jersey. The car was a former (4' 10-7/8") Hillcrest complex for the stan• road: CN 5364, 5365, 5367, 5368, and 5370 CN business car and was originally a Spo• dard-gauge C4' 8-1/2") RT cars, which are (these were UP 4095, 4100, 4108, 4091, and kane, Portland and Seattle lounge-solarium normally maintained at McCowan Carhouse 4092, and carried temporary CN numbers observation ca:; built in i915. -Phi! Hall on the RT line. In what must be a first, 3000 2000 highet in the 6000- and 6100-series.) was in the shops at the same time as Peter ONR REBUILT F-UNIT IN SERVICE Witt car 2766, which is being cosmetically BACK COVER Ontario Northland's rebuilt FF7, No. 2000, restored for January's centenary celebrations GODERICH-EXETER RAILWAY made its first trip to Toronto on Train 698 on at Roncesvalles Carhouse. On November 28, AT SEAFORTH, ONTARIO November 21 and was in regular service on 3000 was trucked back to Scarborough, and TOP - GEXR GP9s 179, 178, and 177 on Car 3005 was brought to the shop, and Trains 697 and 698, the Nortlilander, November 25, 1994. Al four of GEXR's GP9s moved inside the next day. • The TTC's . between Toronto and Cochrane, until the (180 is the other one) were originally built by InfoBus, recently acquired by the Canadian train was suspended during the lockout of GM for Quebec Cartier Mining (Chemin de fer Transit Heritage Foundation, wiU stored for shopcraft workers. • The ONR has received Cartier), in 1960. the time being at Ajax Transit's garage. • The funding to upgrade 18 locomotives to accom• four TTC trolley coaches sold to a private modate a full train crew for cabooseless BOTTOM — A westbound train in the distance mdividual in Etobicoke (9221, 9335, 9339, operation. They anticipate the start of ca• approaches the London Agricultural Commod• and 9348) are now at a farm in Troy booseless train operation in 1995. ities grain elevator at Seaforth in July 1994. The Ontario, in a field on the north side of High• elevator is one of the GEXR's most important Motive power news sources: BRS Branchiine, customers, and has its own trackmoblle to move way 5, east of Highway 24. -Dove Morgan Kevin Burkholder via CompuServe, CP Rail, Phil cars on its siding. by Steve Hall, Gary Murray via FidoNet, Gordon Webster. -Photos Gardner

Rail and Transit • December 1994 • 19