UPPER CANADA RAILWAY SOCIETY BOX 12 2 STATION "A" , A Detroit People Mover train snakes through the canyons of downtown Detroit, approaching Millender Center Station, during the first week of operation in August, 1987. __J^^^^ Thompson

On Feb. 10, 1989, TTC Way Division crews were busy fastening girder rail to the concrete tunnel floor in Loop on the new Harbourfront LRT Line. This view looks north into the loop, from the where it joins the southbound tunnel beneath the railway viaduct. Note the plate and bolt assemblies at left, awaiting installation beneath the rails. wickson, TTC

: •UNION PACIFIC ,7 6089 1 !

UP SD60M is pictured outside the C-MD plant, London, "nt. on Jan. 15, 1989, awaiting delivery to its owner. These are the first UP units to be built with wide cabs. --John E. Parneii March 1989 UCRS Newsletter 3

White Pass & Yukon Route White Pass & Yukon trains PACIfIC AND ARCTIC RAILWAY Am NAVIGATION COMPANY BRITISH COLUMBIA-YUKON RAILWA Y COMPANY return to Canada THB BRITISH YUKON RAILWAY COMPANY THE BRITISH YUKON NA VIGA TION COMPANY, LIMITED

The revived White Pass and Yukon Route wiil extend its Bridal Veil Falls, and Inspiration Point from the windows passenger operation into Canada in 1989. White Pass trains ot the 3-toot gauge cars. Over 36,000 passengers rode the stopped running in October, 1982 when plunging worid "Scenic Railway ot the World" in 1988. White Pass expects metai prices closed the Cyprus Anvil mine in Yukon traffic to double in 1989. 'For schedules, tares, information, Territory, which was the railroad's principal source of and reservations prospective passengers may contact The . revenue. A limited excursion service operated wholly in WP&Y at P.O. Box 435, Skagway, Alaska 99840. Phone : Alaska (the southerly portion of the line) last summer, but 1-800-343-7373 (U.S.)or (907) 983-2217.

May 23 wiU .mark the first time that WP&Y passenger WP&Y RELEASE, VIA DAVE SCOIT trains have crossed the border in 6-1/2 years. The train win become the only regularly scheduled international rail ' service between the United States and Canada west of Chicago. Daily scheduled passenger trains will operate May 23 through September 22, 1989 from Skagway, Alaska to Fraser, British Columbia, at Mile 28 on the railroad. Here the trains can connect with motor coaches, on the Klondike Highway, and passengers will be able to board a bus for the journey on north to Whitehorse, Yukon Territory. Southbound travellers can board a bus in Whitehorse, ride to Fraser, and transfer to their connecting narrow gauge train on to Skagway. One-way adult tare, Skagway to Whitehorse, is $89.00 (U.S.).

The inauguration ot this rail-bus service once again makes SKAGWAY the WP&Y a major passenger transportation carrier into the Interior. Most ot the large tour operators going through "SCENIC RAILWAY OF THE WORLD" the Yukon will utilize the railroad on the Skagway to Fraser portion ot their trips, connecting with their own 1989 TRAJN SCHEDULE motor coaches to and from Whitehorse. Daily .Skagway to Daily, May 23 —September 22 White Pass Summit three hour round trip excursion trains have proved very popular, especially tor cruise ship Irregular service prior to May 23. Contact agent tor details. passengers, and will be continued in 1989. Adult tare is $67.00 (U.S.). in addition, the White Pass will operate a SUMMIT EXCURSION limited passenger service with a small train or'track motor Leove Skagway Depot 9:00 a.m. & 1:30 p.m. car from Lake Bennett, B.C. tor hikers using the famous Arrive White Pass 10:15 o.m. & 2:45 p.m. Chilkoot Trail. The rail service will pick up hikers at Lake Return Skagway lldSo.m. & 4:10 p.m. Bennett early in the morning, and rrm south to Fraser Round-trip excursion fores: $67.00 adults, $33.50 children 12 and under where passengers can continue aboard the scheduled train SCHEDULED THROUGH-SERVICE on to Skagway. One-way adult tare, Bennett to Skagway, SOUTHBOUND is $67.00 (U.S.) Leave Whitehorse, Y.T. (Yukon time) 8:30 a.m. Leave Fraser, B.C* (Alaska time) 10:20 a.m. This new service effectively re-opens the Chilkoot Trail to Arrive Skagway, AK (Alaska time) 11:59 a.m. regular overland transportation tor the first time since 1982, NORTHBOUND when the WP&Y suspended railroad operations. Renewed Leave Skagway, AK (Alaska time) 1:00 p.m. accessibility will bring more hikers to the popular Arrive Fraser, B.C* (Alaska time) 2:35 p.m. wUderness adventure trail. The 33 mile trail had almost Arrive Y/hitehorse,Y.T. (Yukon time) 6:30 p.m. 3,000 hikers in 1982, but only halt that number in 1988. *Airthrough passengers ride WP&YR Train between Skngwoy and Fraser, This was largely due to the additional miles required to transferring to motor coach from Fraser to Whitehorse. hike back out from Lake Bennett without the railroad One woy fores: $89.00 adults, $44.50 children 12 and under operating. The Chilkoot was the route used by the majority of the Klondike stampeders. to cross the Coast CHILKOOT TRAIL SERVICE Range during the great gold rush ot 1897-98. Today, it is a Mid-iune through Mid-September* 33 mhe long open air museum lined with artifacts Leave Lake Bennett, B.C (end of Chilkoot Trail) 9:15 a.m. discarded by the thousands trying to get to the Yukon. Arrive Fraser, B.C** 10:00 a.m. The trail is part ot the Klondike Gold Rush National 'Contact agent for dotes and conditions Historical Park in the U.S., and ot the Chilkoot Trail ''Connects with southbound train to Skngwoy

National Historic Park in Canada. Chilkoot Trail Servite fores: lie Bennett—Fraser—skngwoy (one way) $67.00 The WP&Y was the first railroad in Alaska (1898), and it is Lk. Bennett-Fraser only 22.00 one ot only two remaining railroads operating in the state today, the Alaska Railroad being the other. Along its route 0 N T H E T R A 1 L 0 F '9 8 travellers view the original Trail ot '98, Dead Horse Gulch, 4 UCRS Newsletter March 1989

upper Canada Railway Society The Newsletter is published monthly by Upper Canada Railway Society P.O. Box 122, Station A, Toronto, Ontario M5W IA2 Pat Scrimgeour, President 778-0912 Newsletter Dave Smith, Vice-President 694-2511 Art Clowes, Treasurer 960-0063 Stuart I. Westland, Editor Gordon C. Shaw, Secretary 889-6972 78 Edenbridge Drive, Etobicoke, Ontario M9A 3G2 George Meek, Director 532-5617 •5? 4I6/239-S254 Al Maitland, Membership Secretary 921-4023 John D. Thompson, Assistant Editor Chris Spinney, Director 752-6997 •5? 416/759-1803 Rick Eastman, Excursion Director 494-3412 Ed Campbell, Activities Editor Al Faber, Director 231-7526 •S? 416/255-1924 Pat Scrimgeour, Railway News Editor Membership dues for the calendar year 1989 are $22.00 for 22 Prust Avenue, Toronto, Ontario M4L 2M8 addresses in Canada, and $24.00 for addresses in the US.A. •5? 416/778-0912 or overseas. Please send inquiries and changes of address to the Membership Secretary at the above address.

Four hostile newspapers-are more to be leared than a thousand bayonets. -Napoleon Bonaparte

End of the line for ? Highways and airports no solution, de Belleval says Indications are growing that federal funding for VIA Rail will be slashed in the next budget, which couid lead to cancellation of many of its trains. Railway and government VIA Rail president Denis de Beiievai has come out sources say the budget might even be the end of the line swinging in defence of subsidized rail travel, against a for the hard-iuck corporation which took over the backdrop of caUs for cuts in government spending. In a money-losing passenger train services of CN Rail and CP sometimes-bitter speech, de Beiievai noted yesterday that RaU in 1977. VIA's subsidies are in the open but airlines and highway travel are heavily subsidized in ways that are not always Finance Minister Michael Wilson is expected to present the apparent. "Ail nations subsidize ail modes of budget in April. He and his officiais have dropped plenty transportation," de BeUevai told a service club in Montreal. of hints that there will be big spending cuts to bring the The question is not whether to subsidize, but deciding federal deficit down from its projected level of more than where to put the money. He said there's no conclusive $30-bimon in 1989. evidence that passenger rail is getting more than its fair VIA now costs the federal treasury about $600-miiiion a share. year to cover losses in running trains and buying and Considering the overcrowding at Toronto's Pearson rebiniding equipment. It covers about 30 percent of its International Airport and highway congestion, simply costs from fares. Transport Minister Benoit Bouchard said building more highways and nmways may not be the before Christmas he was looking at snipping $100 from . solution, he said. 'What we thought was the future is not VIA's budget for use in a highway rebuilding program. working." Now it appears that Wilson might want a lot more of VIA's money as the transport department's contribution to In 1984-85, the federal transport department did not recover deficit-cutting. $678-nuiiion of the $1.2-biUion spent on airport and navigation facilities, de BeUevai said. This subsidy did not Whatever the Tories finally settle on, it's likely that most, if include millions spent on other items such as not ail, of VIA's eastern and western transcontinental trains meteorological services or roads to airports. "But nobody couid disappear. They accotmt for about half of VIA's talks about abolishing air travel." defldt. Regional trains in Ontario and Quebec couid also be axed because they are so lightly used. VIA recorded a As for highways, "gasoline taxes and bus permits do not 10 percent increase in riders and a 13 percent increase in come near to recovering the muiti-bUiion-doUar investment revenue last year over 1987, and appears headed for made aimuaiiy in highway construction and maintenance," another healthy increase in business this year. said de BeUevai, a former Quebec transport minister. PKESS/TORONIO STAR He said a $l-biUion expressway was recently proposed for near Toronto, "and nobody asks what the return wiU be. The automobUe is the most subsidized system in the BUT THEN worid." CANADIAN PRESS/TORONTO STAR

COVER PHOTO: Thirty-five years ago, on the morning of March 3n, 1P54, Bob Sandusky immortalized on film a southbound Witt train on Yonge at College Street. Before the sun set that day Canada's first subway would have opened and North America's last streetcar trailer operation would have passed into history. March 1989 UCRS Newsletter 5

just one minute down, powered by a DB Class 110 electric and T© the larnd consisting of DR (Deutsche Reichsbahn-East German State Part 3 Railway) coaches. So far, this happens every day, but today a By John A. Fleck Russian sleeping car from Moscow completed the train's consist It was enroute to Bern, and it was attached to the Friday, April 15 - My alarm rang at 0515 to catch the same front of my 1200 Intercity train from Basel to Bern. I should 0558 out of that I rode yesterday, but this time I stayed have walked up front and had a look at it. Effective with the with Train 702 right to its final destination, Basel. We Summer 88 Timetable, through USSR sleepers are running on followed the same route towards Zurich that I was on before, two other days per week between Moscow and Geneva for the until just after the Olten station. Here the Zurich line swings first time, via Biel/Bienne and Lausarme between Basel and east, but my train continued straight north over the same Aar Geneva. River that flows through Bern, then Immediately dove into the Arrival at Bern was on time at 1309, This through station, Lower Hauenstein Tunnel-a fuU 8 km (5 miles) longl Even bmit on a sweeping curve of close to 90 degrees, has therefore though this Is not a mountainous region of Switzerland, the a north end and a west end. It was completed in 1966, terrain requires many substantiai tuimels. This one, which replacing a smaller station, and has 11 platform tracks and one equals in length our CP Rail Connaught Tunnel in British through one. Below this level are four tracks for the regional Columbia, was opened in 1916 to eliminate 2.63 percent narrow-gauge commuter lines. gradients to the Upper Hauenstein Tunnel (where there's a The north end has a great deal more action, as aH the Lower, there must also be an Upper)—the first lengthy tunnel reversals take place' here. Very fortunately, there is a pubUc in Switzerland, opened in 1858, 123 metres (375 feet) higher, area outside right above this end, and a bench is placed but about 5.5 km shorter. The older line and tunnel still exist, convenienfly near the railing overlooking the throat tracks and and local trains run on it to Sissach where the two routes join. the engine yard on the left. Here I taped and photographed We continued to Basel, Switzerland's second largest city, several trains arriving and leaving, and engines of both the arriving at its SBB (Swiss) station ahead of the 0800 advertised. SBB and the Bern Lotschberg Simplon Railway running Ught to The main Basel station, which handles around 500 trains a day, take over trains reversing below. It is a superb vantage point. has two parts: the SBB' section with 12 tracks under a steel Another good -vie-wing point is the Lorraine Bridge carrying a arch trainshed at the east end, where internal SBB trains leave street with trolley buses over the Aar River just east of the and arrive and trains between Switzerland and West Germany Lorraine Railway Bridge mentioned in Part Z From here I reverse; and the stub end SNCF (French) section with 6 tracks shot trains crossing the latter. Then I headed for Bern's world- for trains to and firom France. There are through tracks famous clock called the Zeitglocken which has the world's connecting the two sections. Across the famous Rhine River, oldest and biggest horoiogicai, puppSt show consisting of still in Basel, is the Badischer Bahnhof (station) of the German mechanical bears, jesters and emperors doing a dance before Federal Railway (Deutsche Bundesbahn). This is a final stop each hour. This has been going on since the year 1530, and for internal DB trains and is a brief intermediate stop for would you believe they showed this very clock (-without the international trains. dance) in the TV mini-series "War and Remembrance"!

My first activity was to make my way west along the north Then it was back to the Bahnhof to catch the 1616 Intercity to side of the main station to the Margarethenstrasse which , retracing my route to Geneva of yesterday, and then crosses the tracks at the SNCF station. Here was the EuroCity the 1731 at Lausanne over new ground on the SBB Simplon train L'Arbalete bound from Zurich and Basel to Paris which I Line along Lake Geneva to -the western terminal of patronised on May 2 and 5. The French power is 1,500V DC, the Montreux Oberland Bemois Railway. Here, right across unlike the Swiss 15,000V AC 16-2/3 Cycle, so dual voltage from the station, I checked into the Grand Hotel Suisse shunters are used. The train was made up of the new Corail Majestic, and that it is! It is housed in an opulent and classic coaches as described in Part 2. A large main line SNCF i9th century structure and my room was on the seventh floor- electric brought a train in from Franca The street I was on a south-west comer room overlooking Lake Geneva -with also carries Basel's tram lines 2 and 16, and there is quite a mountains in the background, and the railway as weD I had stiff climb for southbound trams onto the bridge. One tram even a small balcony -with a table for two. really spun its wheels and created some smoke in starting! After settling in, I rode the 1928 local to Lausarme to watch After breakfast I purchased a Day Pass for the Basel trams for the action there, which included the on time arrival and five Swiss Francs and rode around, crossing the Rhine River departure at 2011/2020 of the EuroCity MONT-BLANC enroute twice. No one asked to see my Pass, either in Zurich or in from Hamburg to Geneva which reversed here. Many Basel Their trams are mostly green, but some newer ones are European dining cars cany their own pantographs which are yellow with a red stripe and one car was in the new SBB used during slow running and roenginlng. Here it was raised colours Uke the Mark IV Intercity coaches. Near the SBB during the MONT-BLANC's stop, but as it pulled out for station, the trams run on grassed rights-of-way. I stopped off Geneva with DB cars, the pantograph was down. I returned to see the large Munster or Cathedral, and, from the Wettstein to Montreux on the 2031, which included sleeping and Bridge near it, I could see one of three small ferry boat lines couchette cars from Geneva to Rome via the which are tethered to overhead cables and use the stiff river and Milan. Then it was dinner and bed. current to cross either way with the help of rudder-like devices. One other unique attraction at Basel which I didn't Saturday, April 16 - For once I couid really sleep in as my • see is the Three Countries' Comer where a pylon marks the departure on the flagship and pride of the metre gauge MOB, meeting point of France, West Germany and Switzerland. the Superpanoramic Express, was not until 0856. I followed signs in the hotel leading to where breakfast was being served Back to the SBB Station to tape the many train and engine and WOW! I came into a large classic dining room -with a movements from the end of the platform with no hassle from high ceiling, a tremendous chandelier and the waiting staff in anyone! I had my first meeting with one of those classic white jackets. Talk about high li-ving! streamlined DB Class 103 electrics which appear in pictures In 1981, the MOB Inaugurated the Panoramic Express, consisting along the Rhine River in the red and cream livery. Then a of new luxurious coaches with picture side and ceiling baggage car casually coasted past by itself-an example of the windows. It became a great success, so the MOB went ahead European practice of "fly-shunting." Then came the highlight to introduce two new superb front -view observation cars #116 of my visit to Basel-something that happens only twice a and 117, built In 1985 and 1986 jointly by the railway's own week It was no accident that I visited Basel on a Friday! The Chemex workshop and a company in Biel/Bienne, S-witzerland. 1134 train from Berlin came in via Frankfurt, West Germany, They are a raUfan's dream, as they have a high and full width. 6 UCRS Newsletter March 1989

single piece front window in a compartment with two rows of that I wouldn't have to leave my seat for any reason during 3 and 1 seating; the second row being higher than the first. the return trip to Montreux. The driver's cab is behind this compartment and its front window is above the roof. As he cannot see the front at track The train had barely stopped in the station when the (now) level for shimting purposes, a video camera and monitor is front compartment immediately filled with people. Having provided. Two more cameras act as side and rear view purchased two 2-hour batteries for my camcorder in Toronto in mirrors. As well, a new salon bar car #115 was built with addition to the one-hour one that came with it, I prepared to banquette seating. shoot about 95 percent of the return run,- omitting only the long tunnels and a few seconds during changes of batteries These new cars created the first class only Superpanoramic and tapes. I made sure during the whole European trip that I Express which runs only on weekends, but which may be broke off the little tab on each tape cartridge after finishing It rented on weekdays if you win the Lotto 6-49! Its standard so I couid never acddentaliy erase priceless materiaL FeUow consist is the above three cars plus two BDe 4/4 motorcoaches camcorderers take note. (Second class, baggage compartment, electric, all 4 axles powered). The latter are quite common in Switzerland and After only 5 minutes, our return ride began. In front of me they perform the dual function of providing traction and were two push buttons for the large window wipers and seating in the same car. In this case, however, the second washers., I activated the former after passing through some class seating is not used. tunnels. The long and spectacular descent into Montreux overlooking Lake Geneva was a great climax to the ride and Soon after the 0820 Golden Pass pulled out, my train came in we stopped at 1224, 9 minutes down. right opposite the southbound SBB Simplon Line track. Right beside the MOB and owned by it is the rack-and-pinion; Knowing in advance what its consist would be, I gave line to Rochers-de-Naye with a gauge of 80 cm, gradients of considerable thought as to which of the two observation cars I over 22 percent (1), a length of 10.5 km (6.5 rraies) and a climb would ride in each way on my round trip to Zweisimmen. As of 1589 metres or almost 1 fuU mile. It uses the Abt style of the run is basically east-west and as it would all be in the rack which is a single row of gear teeth in the centre of the morning, with a Montreux return at 1215, I decided to ride the • track engaged by a pinion mounted on a horizontal shaft on rear car eastbormd which would become the front car the motorcoaches, wfdch have a blue and cream Hvery. My westbound. That way the sun would always be behind me for 1300 train had two little freight cars loaded with hang-gliders photography purposes, and I would have the single front seat at the front It is cormnon Swiss practice to push these cars ahead of ail the passengers who would get on at Zweisimmen. uphUi to avoid runaways, which would get up a pretty good Upon boarding, I was most surprised to discover that seat speed on a 22 percent gradient. The two motorcoaches were belts were provided. I guess they would come in handy when therefore crowded with hang-gliderers. you are ascending 7.3 percent gradients at the rear or descending at the front. Despite these gradients, the MOB has Ehning the 55-ininute run, it was quite amusing to see these no rack sections. Departure was on time, and it wasn't colourful hang-gliders bouncing along. At the top, it was surprising that I had the whole car to myself. During the fascinating to watch and tape them taking off and swooping eastbound portion of the ride, I took a series of stiU pictures. down with the ground a full rruie below. witlfmy Konica ES-1. That way no one could tell from them After lunch I took the 1500 back down, taping most of the that I was riding backwards. descent, then caught the 1609 SBB train to Lausanne, the 1637 Immediately upon leaving the station we started to climb Intercity to Bern, and the 1828 BLS train to Spiez where I steeply and thus ascended 691 metres (2106 feet) in about 12 returned to the Bellevue Hotel for one full week km (7.5 miles)! Then came a 2.5 km (1.5 mile) tunnel into the Next: to Luzem via Langnau; the Luzem Stans Engleberg Sarine VaUey and superb scenery was on hand during ail of Railway; by cable cars to Klein Titlis; the metre gauge Brunig the 75 km (47 miles) to Zweisimmen. Soon before arrival, a line of the SBB; AND the pinnacle, both literally and German lady came in from the other end and asked me to figuratively, of a raUfan's life: lungfraui'och! Ail of this in the hold seats for her and her husband. I did, and she returned next two days. with him saying "Danke, danke, darike"! I then made sure

mmmmmmmmmmmmmmmmmm CN Danville Subdivision abandonment UTDC to help build Turkish subway The National Transportation Agency on February 8, 1989, Turkey signed a contract recently as part of a Canadian-led granted CN authority to abandon the operation of the consortium for the construction of a $700-miilion subway Danville Subdivision, between Chaudiere and Richmond, system in Ankara. The consortium includes the Turkish Quebec. The Agency concluded that the operation was firm Gama-Guris. Mayor Mehmet Altinsoy said that the uneconomic. CN incurred losses for 1984, 1985 and 1986 of first 14 kilometres (9.7 mUes) of the subway system wUi be respectively, $715,459 (with 1190 carloads), $868,055 (with completed in about four years. Trains wUi run between 832 carloads) and $913,651 (with 547 carloads). The the downtown district of Kizilay and the western suburban decision followed a public hearing held in VictoriaviUe on areas of Batikent. Jime 14 and 15, 1988. There wUi be 12 stations on the line, expected to carry- CN's evidence showed that, to reach the break even point, about 600,000 commuters daily in this city of 3 million the DanviUe Subdivision would have to generate 2476 people. Plans call for the subway to extend to about 50 carloads yearly. The NTA noted in its decision that the kilometres (33 miles) by 2015. The first section wUi carry projected carloads for the line would be at best 800 a year. 600,000 passengers a day on 108 UTDC H-6 type subway Furthermore, there was no indication that economic activity cars similar to the TTC's newest equipment. However, in the area would improve to the point of generating any Ankara's subway trains will be more advanced than further increase in carload traffic. The NTA also found Toronto's-fuiiy automatic and driveriess, with an attendant that many of the shippers already make significant use of on board in case of emergency. The cars wili be built at alternative transportation services. The abandonment wili Thunder Bay, Ontario. take effect in six months to allow regional industries stiii Ankara has 1,000 municipal transit buses, 200 privately being served by CN to make other arrangements. owned buses and 2,000 mini-buses, carrying 3 million NTA RELEASE AND JUUAN R. BERNARD passengers a day. COMBINAIEDN OF PRESS EBPOKrS March 1989 UCRS Newsletter 7

by Julien R. Wolfe

Detroit's Downtovm People Mover (DPM) has operated in (UMTA) of the U.S. Department of Transportation, which in regular service since July 31, 1987, and to date has been a the 1970s was promoting downtown people mover systems, success in several ways, though in other respects it has not wanted to test differing DPM modes. lived up to expectations. Using Urban Transportation However, by 1980 the new Reagan administration had Development Corporation (UTDC) technology that is come to power in the United States, and actively opposed virtually the same as Toronto's Scarborough RT line and DPMs as being wasteful and expensive. It was only Vancouver's SkyTrain, the single track, 2.9-miie loop has through adroit poiiticai actions in the U.S. Congress that become the symbol of a very weak, deteriorated downtown funds were "line itemed" into the budget for the Detroit that is attempting to begin an ongoing redevelopment, line, ironically supported by a conservative Republican using the DPM to assist in this effort, against great odds. Congressman. ' Conceived as early as 1971, the concept of a downtown That the DPM was built in Detroit at aU was due to two distribution loop in Detroit initially was looked at as a major factors. First, the approximately $137-million (aU desirable adjunct to a Woodward Avenue rapid transit line, figures are in U.S. doUars) estimated cost for the facility itself initiaiiy looked at as a "heavy rail" system until the was considered reasonable, and unlikely to interfere with mid-1970's, at which time the European concept of light rail the region's other capital needs, inciuding the Woodward came out of the North American closet. For complex light rail line then being planned. Secondly, the estimated sodai, economic and poiiticai reasons, the Southeastern daily ridership of 70,000 fares, later revised down to 40,000 Michigan region couid not agree upon a rail project for daily trips, was considered enough to cover all DPM Woodward Avenue, or any other location, though nuliions operating expenses, thus not threatening existing or of dollars were spent in sincere but naive efforts to planned suburban bus services. engineer such a project up to 1984. Of course, by 1984 it became painfully clear that the total Unfortimateiy, the very real city-suburban split widened cost for the fadiity would reach $210-rruiiion, while DPM during the 1980's, fed by distrust, racial disharmony, and daFy ridership was revised down to as low as 10,000 trips the increasing emergence of the Detroit area suburbs as the true economic driving force of the region. As city-based by a variety of parties, including UMTA consultants. At auto plants closed or were "down-sized" (a few new ones the same time, serious quahty control problems sprang up were built, or planned, but with a net loss of jobs), a during the construction phase, leading to suspension of raging suburban expansion, particularly in Oakland County, construction for over one year, as senior SFMTA officials north of Detroit, let to a band of office and high-tech left and a complex agreement was worked out by UMTA, development stretching almost 50 miles, from Auburn fiilis, the City of Detroit, the State of Michigan and SFMTA. east of Pontiac, through the "post-industrial" growth cities This agreement transferred aF responsibilities for the of Troy, Southfieid and Farmington Hills, along the 1-696, completion and iFtimate operation of the DPM to a new 1-275 and M-14 highway corridors to the New Fngiand-iike City agency, caFed the Detroit Transportation Corporation university city of Ann Arbor. Interestingly, ail of this (DTC). In aF fairness to SFMTA, cosFy last minute development studiously avoided the City of Detroit, and changes to the design were necessary in several cases due virtuaiiy all depended on the automobile for transportation to development plans annovmced without warning by the to and from jobs, to the point where the wide grid-like City of Detroit. Other cost increases resiFted from suburban highway and arterial network is moving ever rmexpected construction difficulties arising in several areas closer to rush hour gridlock, even as major downtown where design engineering had not been completed prior to streets remain lifeless at 5:00 p.m. construction startup. This rush to buFd prior to completion of aF homework was at least in part due to It is against this background that the City of Detroit certain deadlines imposed by UMTA. decided that the DPM was necessary, not so much as a transportation device, but rather as a required ingredient By late 1985 the transfer from SFMTA to DTC was for the overall recipe for downtown growth. At the start complete, and the firm of Turner Construction was brought of the I980's the Southeastern Michigan Transportation in to SLirvey the chaos, and complete the project. By Authority (SFMTA) board traveUed to the UTDC Kingston mid-1986 aF structural weaknesses had been noted and test track to look at the Linear Induction Motor (LIM) rail corrected, and a very efficient construction schedule was based technology being developed there, then flew on to maintained. France to look at LiUe's "VAL" automated rubber tired The faFout from the DPM debacle continued, however, transit technology being promoted by Matra. The SEMTA with the conservative Detroit News using this whole affair board ultimately selected UTDC's system, in part due to to "Fiustrate" how inefficient and bimgling public agencies concerns that the rubber tired Matra technology would were, as typified by SFMTA. The fact that SFMTA ran a require expensive guideway heating systems during most efficient suburban bus operation was hardly noticed, Detroit's snowy winters, and in part because Miami had and plans to "reorganize" SEMTA sprang up from a variety already selected a rubber tired mode for its people mover of poFticai interests. (It is interesting to note that the (tying in with the MetroraF line). The prevailing wisdom News devoted considerably more space to SFMTA's $73- was that the Urban Mass Transportation Administration milFon "overrun" than it did to a multi-bilFon doFar fiasco 8 UCRS Newsletter March 1989 in the private sector, involving a nuclear power project by "relief shuttle bus line was started between Greektown and ' Consumer's Power, that never came on-line.) Cobo HaU. However, it is the DPM that the people want By 1986 and 1987 the national press, such as the Wail to ride, with its constantly changing vistas of downtown Street Journal, also used the DPM as an example of Detroit, from the empty and forlorn areas around • government waste (along with Miami's Metroraii Project), Broadway, grand Circus Park and Bagiey Street, to the new : coining terms Uke "mugger mover" to plant seeds of fear riverfront developments, including the Renaissance Center into an already crime fearing pubUc. It is against this and the Millender Center. background of fear, both of crime and cracked beams, with It is on weekends, especially in the summer, or during the many suburbanites vowing never to ride this contraption, Christmas period, that suburbanites bring their families to that a truly amazing thing has happened. Service has been "ooh and ah" as the cars wind around the serpentine route, virtually flawless since the DPM opened, and it is almost a inciuding two plunges through buildings. Owing to the sign of suburban "yuppie" pride to say "I have ridden the curves, speeds never exceed 30 m.p.h., and the noise People Mover". Indeed, it has become perhaps the most problems plaguing the Vancouver and Toronto lines are successful, and expensive, single tourist ride in the United noticeably absent from Detroit. States, a purpose that, of course, it was not built to serve. One casualty of the DPM's "success" has been the Detroit Current operating hours are 7:00 ajn. to 11:00 p.m., troUey (tour tram) operation, which this winter has Mondays -through Thursdays, 7:00 a.m. to midnight on operated on an erratic 30-35 minute headway, when it Fridays, 8:00 a.m. to midnight on Saturdays, and noon to operates at ail. Only car No. 3 (from Lisbon, Portugal) 8:00 p.m. on Simdays. Nighttime service is extended when seems to work, and not at ail times. Ridership is virtually necessary during major events, and trains can be seen zero, as the slow, bumpy troUey serves little purpose on operating as early as 6:30 a.m., though it is not dear if the cold days, operating to largely-vacant Washington stations are open that early. Headways are every 3 to 4 Boulevard. Sadly, one is led to suggest that the trolley minutes, and the fare is 50 cents. To date, the promised operate only during the April to September period, and change and token machines have not been provided at the then only on Fridays, Saturdays and Sundays. Perhaps 13 stations. Although some single-car trains operated at some troUey ridership couid develop if the City marketed a' the very start of service, aU service is now provided by joint DPM-TroUey ticket, as the trolley comes within a 2-car trains. There is a total of 12 cars on the property (Numbers 001 to 012), and ail are cabiess and driveriess. block of the DPM at both ends of the line. It is unlikely, However, controls are apparently buUt into a front wail however, that this will happen. bulkhead, and manual operation does take place during The current DPM deficit is estimated at $7-miIlion annually, certain non-revenue hours, and possibly during the first made up by the City of Detroit appropriations. The daily loop of the system. primary expense contributing to this has been the creation of a DPM armed police force, which virtually blankets the Bus transfers are not accepted, nor are any issued at DPM DPM stations and cars. It is this perceived safety that has stations. Ridership follows a very variable, ahd for a led to such overwhelming suburban acceptance. Although "transit" line, bizarre, pattern. Virtuaiiy no one rides the TV surveUiance is stUi there, SFMTA's original plan was to system during the 7:00 a.m. to 9:00 a.m. weekday rush rely only on this high-tech display, with guards sent to hour period. Lrmch times generate' some ridership, even certain areas after the fact. standees, during good weather periods. Finally, the momentum set in place to restructure SEMTA Although the Qty claims average daily ridership is aroimd was finally realized in December, 1988, with the Michigan 11,000 trips, it apparently can be as low as 5,000 on cold, Legislature creating a Regional Transportation Coordinating wet Mondays. The heaviest riding comes during special CouncU (RTCC) to oversee the city's bus service (D-DOT) events, such as home shows and boat shows at the newly- and the suburban service, under direct control of the expanded Cobo Hail. One poptilar routine is for people region's four most powerful politicians, including the attending Detroit Red Wings hockey games at the Joe Louis Mayor of Detroit. This has finaUy killed the original dream Arena to eat at Greektown, then board the DPM to the Joe of the 1967 SFMTA legislation for a merged regional bus Louis Arena Station. This station, virtuaiiy empty at most system. The new suburban board imder the RTCC quickly - times, sees Yonge Street-style crush loads before and after elected for change (of sorts) by dropping the SFMTA name games, with over 100 passengers crowding each of the for SMART-Suburban Mobility Authority for Regional bus-sized cars. Unfortunately, during such times, crowd Transportation. Unfortunately more substantive change is backups become normal, limited by 2-car trains and platforms, and uni-directionai operation. unlikely rmtU some regioiwl tax is passed to support public transportation, a most unlikeiy event given that there are The highest daily ridership came on Saturday, January 14, only 30,000 SMART bus trips a day, 40 percent of which 1989, when over 54,000 trips were handled, mainly to and are taken by city residents going to and from the suburbs, from the popular Detroit Auto Show at Cobo Hail. Indeed, out of a 3 million suburban population. ridership was so heavy during the nine day show that a

delayed ms all the way. Unusual sightings: an LRC car on NOTES FROM OTTAWA a siding at BrockvUle and Train 10, the Canadian in Toronto By T. M. Harry Dodsworth with power consisting of an F40 and two F9B's. The Quebec Covemment has agreed to pay $1.4-mUiion I rode Train 44 from Toronto to Ottawa on January 29, towards the restoration of the Wakefield train service, 1989 and am happy to report a perfect trip. It was provided that the Federal Covemment matches that pleasant, comfortable and on time to the minute (the amount. There are stUl many financial and practical running time is 4 hr. 2 min. as this train stops at problems to overcome before the project gets under way. BelievFle). Another excellent journey on Train 45 was had on February 17, 1989; we were seven minutes late, caused After the record cold weather on the Prairies, Train 2 because train 67 was 19 minutes late passing BrockvUle and arrived in Ottawa one day recently 24 hours late. March 1989 UCRS Newsletter 9

Windsor Station turns 100 PACIFIC The following text, by Walter Budhignani of the Montr&d Gazette, accompanied a "photo essay" of CPR Windsor Station as presented in the February 5, 1989 edition of that newspaper. RAILWAY In 1909, it was the site of a spectacular crash. In 1939, it LINES greeted King George VI and Queen Elizabeth. And in the early 1970s, it narrowly escaped the wrecker's bail. The majestic Windsor Station enters a new era in its history this weekend—it turns 100 years old. It was a century ago that the first steam engines left the station, at the comer of La Gauchetiere and Peei Streets, for Windsor, Toronto, Detroit, and the Eastem Townships. The solid limestone structure has undergone several expansions and renovations since that early February day in 1889, but Gate WINDSOR Station it continues to stand as a glorious Montreal landmark. Exccfii where olherwise indteaud) — LSeuf irtdicalmt eonlrairej 'This building has a lot of character," says railway historian Drparturv* — Depart* Omer Lavallee, who worked at the station for 44 years AtTlvaU — Arriv6e« before retiring as corporate historian and archivist in 1986. Erom —De Destination Vancouver 697 5 7.50 Smiths FaEa • A resident of Lachine and recipient of the Order of Quebec 577 t 8.10 Vaudreoa VallerOdd CN-Y.C.) 503 • 8,30 Ottawa Canada, Lavallee, 63, reminisced with the Sunday Gazette Rigaud 202 * 8.40 Sherbrooke Chicago 453 t 8.45 LabeUe during a tour of the station the other day. The bright and Saint John 232 9.00 New York CN.Y.C.) Boston - 421 9.05 Ottawa VaudreuII 354 9.10 Quebec airy concourse was virtuaiiy empty on this mid-aftemoon. Malone (N.T.C.) 35 t 9.16 Toronto New York (D.iH.) • 5 • 9.15 Toronto-Detroit The station now serves solely the Montreai-Rigaud 236 a 9.25 VaUeyfleid CN.Y.C) Rigaud 212 Albany (D.&H.) 220 * 9.30 Boston commuter train, which carries an estimated 12,000 Point Fortune 10.00 New York (D.* EL) Vancouver Pll passengers each day. New York (N.Y.C.l 617 •12.15 Point Fortune Megantlc 427 t 1.10 Ottawa Saint John 613 t 1.15 Rigaud LavaUee said the busiest period in the history of Windsor Ottawa 673 t 1.20 VaudreuE Newport 362 k 1.25 Quebec Station was during the Second World. War. "I started 204 t 1.30 Megantlc Perth 238 t 1.35,Vslleyfidd (N.Y.C) working here in 1942," he said, "and • I can teU you the Vandreull 15 3.00 Chicago VaDeyield (N.Y-C.) 40 3.45 Saint John concourse was always full of people in uniforms, as well as VaudreuE 605 4.00 Ottawa VaUeyfleld CN-Y.G.) 29 4.15 Perth Point Fortune 240 a 4.25 Malone (N.Y.C.) civilians travelling on business." It was just before the war, Sherbrooke 519 a 6.16 Point Fortune 679 6.2otVandreu£ in 1939, that King George VI and Queen Elizabeth toured Ottawa 242 Chicago-Toronto 214 5.25 VaEeybeid (N.Y.C.) Quebec 675 5.30 Newport Canada, departing from Windsor Station. Sherbrooke 616 5.50 Vaudreoa Ottawa 521 5.50!Blgapd Toronto 533 n 6.20 Rigaud Construction of the building, owned by the Canadian New York CD-tH.) 244 t 6.20lPoint Fortune • Boston 6.2S|New York (N.Y.C.) Pacific Railway, began in 1887 at a cost of $300,000. The VaudreuE 366 t S.SOiQuebec LabeUe 42 * 7.00:Saint John structure underwent several expansion phases, the latest in Smltha Falla 7 • 7.50'VancoarfT _ Malone (N.Y.C.l 224 « S.lSLAlhany (D.iK.) the mid-1950's. LabeUe 507 I 8.20lOttawa Rigaud 210 * O.OOiBoston New York (N.Y'.C.) 1*10.15 Vanconrer „ . „, The only disaster in the station's history stmck on St. 222 "lO.SOlNew Y-ork (D.* H.) Ottawa 21 •ll.lSiChlcago Quebec 623 111 .25'Rlgaud Patrick's Day, 1909, when a runaway Boston express Toronto 549;ill.25iPolnt Fortune . Ottawa 35S-11.30iQuebf>c plowed through the wails into the waiting room and killed Sherbrooke 246jtll.35jVaUcy(idd (N.Y.C.) three children and a woman. The train's engineer also died. "The most pathetic feature of the wreck," according •Oare BONAVENTDRE Station to The Gazette at the time, "was the homecoming of W.J. : tlmea not Biuirant«»

DONISCARBOROUGH/MLMICO (Toronto) District 00:01 Don DaUy 05:00 Scarboro Mo-Fr 0^ m Yard Assignments 06:00 Mimico Mo-Fr I rV I Road Switchers 06:00 Don Harbour Mo-Fr 10:00 Don Harbour Sa \t r \0 Wayfreights 13:00 Scarboro Mo-Fr 14:00 Mimico Mo-Fr December 16, 1988 15:00 West Toronto Mo-Fr cnr 16:00 Lower Don Su-Fr 21:00 Mimico Su-Fr TRAIN Time Designation/route Days (Parentheses: as required) POWER: 7 CR12, 1 CS12 RADIO: Channel 4 for Mimico BELLEVILLE Channel 5 for Don Yard/Scarborough 01:00 Fast Yard Mo-Fr FORT ERIE 08:00 RaU Saw Mo-Fr 16:00 Commercial Mo-Fr 00:01 Roustabout FxTu 518 08:00 Picton-Oshawa Mo-Fr(Sa) 07:00 Utmty DaUy 519 07:30 Kingston-Cananoque Mo-Fr(Sa) 08:00 Roustabout DaUy 15:00 UtUity DaUy POWER: 3 CR12/CR17/MR18 16:00 Roustabout DaUy RADIO: Channel 4 23:00 UtUity Mo-Sa 569 15:30 Port Coibome-WeUand Mo-Sa BROCKVILLE POWER: 2 CS412, 1 CR17 15:00 Yard Mo-Fr RADIO: Chaimei 4 590 09:00 30-mUe radius Mo-Fr(Sa) POWER: 2 CR17/MR18 GODERICH RADIO: Channel 4 08:30 CoderichYard Mo-Fr COmVlALL POWER: 1 CR17 RADIO: Channel 4 08:00 ComwaU Street Ry. Mo-Sa 591 10:00 Roustabout Mo-Fr GUELPH ROWER: 2 CR12 580 07:30 Road Switcher Mo-Fr(Sa) RADIO: Channels 4 and 5 POWER: 1 CR17 DALN CITY (Welland) RADIO: Channel 4 07:00 DainYard Mo-Fr HAMILTON 15:00 DainYard Mo-Fr 23:00 DainYard Mo-Fr 06:30 Parkdaie DaUy 07:00 Middle DaUy POWER: 1 CS412 07:30 Far Fast Mo-Fr RADIO: Chaimei 4 07:30 Ottawa Mo-Fr 08:00 Roustabout Mo-Sa BRANTFORD 16:00 Parkdaie Su-Fr 08:00 Brant Mo-Fr 16:00 North Mo-Fr 442 22:00 MacMUIan Yard Mo-Fr 15:30 Shed Mo-Fr 560 09:00 Paris-Dundas-Caiedonia Mo-Fr(Sa) 23:00 Beach Line DaUy 561 10:00 Simcoe-Cayuga-Nanticoke Mo-Fr(Sa) 23:59 Yard Mo-Sa 23:59 North Sa-Th ROWER: 1 CS12, 3 CR17, 2 CF430 557 07:30 Mimico RjWIO: Channels 4 and 5 555 08:30 Tansiey-Burlington March 1989 UCRS Newsletter II

562 09:30 Aldershot-Stoney Creek 548 08:00 Ajax (Su)Mo-Fr 556 18:45 Oakville-Mimico 546 11:00 Cuiidwood (Su)Mo-Fr POWER- 7 CR12, 4 CR17, 4 CF430 POWER: 2 CR17/MR18, 2 CS12, 2 CR12 RADIO: Channel 5 RADIO: Channel 4

KITCHENER . PORT ROBINSON 07:30 Yard Mo-Fr 07:00 30-miie radius Mo-Fr 15:30 Yard Mo-Fr 564 09:00 30-miie radius Sa 23:30 Yard Mo-Fr 564 567 15:00 30-miie radius Su-Fr POWER- 1 CS12 POWER: 1 CR17 RADIO: Channel 4 RADIO: Channel 4 LEAMINGTON SARNA 577 13:00 Comber Mo-Fr(Sa) 00:01 Tower Utility Fx Su, We POWER- 1 CR17 00:01 Boat We-Su RADIO: Channel 4 00:01 Front Lead DaUy 00:01 B/H Utmty Fx Su LONDON 00:01 Industrial Tu-Sa 01:00 Tunnel Motors DaUy Mo-Fr 00:01 Race Course 06:30 Eastbound DaUy Mo-Fr 08:00 Race Course 07:00 Roustabout Mo-Fr Mo-Fr 16:00 Race Course 08:00 Front Lead DaUy Tu Th 511 10:30 Samia-Ilderton spur 08:00 Boat UtUity Daily Su 511 09:00 Samia-Ilderton spur 08:00 Bvmkhouse DaUy Mo We Fr 511 10:30 Samia-Petroiia spur 08:00 LO.X. Mo-Fr Mo-Fr(Sa) 583 11:30 Woodstock-(Paris) 08:00: UtUity Mo-Fr Mo-Fr(Sa) 585 22:30 Woodstock-CParis) 10:00 Bunkhouse We-Fr POWER; 3 CS12, 4 CR17 12:00 Roustabout Mo-Fr RADIO: Channel 8 13:30 C-I-L DaUy 14:30 Eastbound DaUy Transfers from MACMILLAN YARD (Toronto) 15:00 Plank Road Tu-Sa 16:00 Tower UtiUty Mo-Fr K017 22:00 Don-Mimico-Maiport Mo-Fr 16:00 Front Lead DaUy R027 22:00 (May go via Bala sub) (Sa) 15:00 Tunnel Motors DaUy K037 17:30 Don-Scarborough Mo-Fr 16:00 Bunkhouse DaUy 16:00 Industrial Mo-Fr MERKLTTON (St. Catharines) 16:00 Boat DaUy 17:00 Commercial Su-Th 549 08:00 30-miie radius Mo-Fr 22:30 Fastbouiid DaUy Sa 549 09:00 30-miie radius 23:00 Flank Road Tu-Sa 550 11:00 30-miie radius Su-Fr 22:30 Tunnel Motors DaUy 551 16:00 30-miie radius Mo-Fr 551 07:30 30-miie radius Su RADIO: Channel 4 POWER: 2 CS12 ST. THOMASIST. THOMAS SOUTH RADIO: Channel 4 08:00 Yard Mo-Fr NIAGARA FALLS 582 09:30 TiUsonhmg-(Simcoe-Cayuga) Mo-Fr(Sa) 584 19:30 Ciencoe-London Mo-Fr(Sa) 07:30 Fast End Mo-Fr 513 13:00 Hewitt-Fargo (As req/d) 10:00 West End Mo-Fr 15:30 Switcher Su-Th POWER: 3 CR17 566 12:00 Road Switcher Mo-Fr(Sa) RADIO: Channel 4 for yard Channel 1 for main line POWER: 4 CR17 RADIO: Channels 1 and 4 STRATFORD OAKVILLE 516 07:00 Newton, Kincardine, Owen Mo-Fr(Sa) Sound, Southampton, 08:00 CN Mo-Fr Cuelph subdivisions 09:00 CN Mo-Fr 581 09:00 Coderich, Exeter, Forest, Mo-Fr(Sa) 15:00 CN Mo-Fr Cuelph subdivisions 22:30 CN Su-Th POWER: 4 CR17 23:59 CN Mo-Fr RADIO: Channel 4 POWER: 3 CS12 RADIO: Channel 5 TALBOTVILLE (St. Thomas) OSHAWA 572 07:00 Road Switcher (Su)Mo-Fr 573 08:30 Road Switcher Mo-Fr(Sa) Mo-Fr 01:00 Yard 574 15:00 Road Switcher Mo-Br(Sa) 07:30 Yard Mo-Fr 571 16:30 Road Switcher Fx Sa Mo-Fr 08:00 Yard 575 23:00 Road Switcher Fx Sa 09:00 Yard Mo-Fr 576 00:01 Road Switcher Mo-Fr(Sa) 11:00 Yard Sa-We 14:30 Yard Mo-Fr POWER: 3 CR12 17:00 Yard Mo-Fr RADIO: Channel 4 or 33 12 UCRS Newsletter March 1989

WINDSOR 16:00 Boat DaFy 07:30 Van de Water Daily 16:00 Van de Water Mo-Fr 07:00 Compound Mo-Fr 23:30 Van de Water DaFy 07:30 Boat Yard Daily 23:59 Boat Yard Mo-Fr 08:00 Eastbound Boat Daily 514 07:45 Giencoe-(Komoka) Mo-Fr 08:00 Van de Water Mo 570 11:00 30-mFe radius. Flat Rock Fx Mo 15:30 Boat Yard Ex Su 15:30 Van de Water Daily POWER: 9 GR12/GS8/GR17, 2 GF430 15:30 Little Yard Ex Su RADIO: Channel 4, FRA Channel 3

MAGAZINE REVIEW - "THE NEW ELECTRIC A column by Associate Publisher WFFam S. Lind entitled RAILWAY JOURNAL" "Back to the Future" compares apples with oranges, Le. he Reviewed by John D. Thompson condemns the generaFy sterile, technicaFy complex and sometimes unreUabie LRV's of today unfavourably with the During the last 20 years the electric rail transit industry in Witts, and other standard cars of yesteryear. He urges the Canada and the United States has enjoyed a tremendous construction of such 'Traditional' cars for presumably, line revival. New systems have been opened in Caigaiy, haiF transit usage - a totaUy impractical idea. Edmonton, Vancouver, Portland, San lose, Sacramento, San To compete with the automobFe, today's LRV must be fast, Diego, Miami, Atlanta, Washington, Baltimore and Buffalo; smooth riding, reUabie and present a modem image. WhFe construction is underway or close to commencing in Los agreeing that much could be done to make them more Angeles and St. Louis, with Minneapolis-St. Paul in the estheticaFy pleasing, inside and out (although the average wings. Existing systems have constructed extensions, rider couid probably care less), a return to 1920s rebuilt stations, and purchased new rolling stock. technology is not the answer. Rather, a relatively simple, Ironically, while aU of this encouraging activity has been reliable vehicle such as the DuWag LRV used in Caigaiy, taking place, there has been no suitable raUfan publication Fdmonton,Sacramento, San Diego and Pittsburgh represents to chronicle it. The most obvious journal would have been a more acceptable solution. WhFe raiifans may rejoice over HFADLICHTS, the newsletter of the New York based the character of standard cars, their use must be limited to Electric Railroaders' Association. However, this publication what areessentiaUy tourist attractions, inciuding New has for many years been plagued by chronic lateness (over Oriean's famed St. Charles line. two years behind schedule), resulting from a lack of The content of Volume 1, No. 1 includes a lengthy volunteers to do the necessary research and writing to the interview by Kunz with raiifan George Krambies, retired standard earlier set by the publication. CTA Executive Director; a 1988 directory of North Two of the main monthly raFroad magazines, RAILFAN & American electric transit operations; and a histoiy and RAILROAD and PASSENGER TRAIN lOURNAL, have progress report of the San Diego LRT. The issue concludes attempted to fili the void with news columns. Those with a blunt "Rating the RaFs"; Toronto (TTC) is classified efforts help to keep us informed of what is happening, but as "Good, but resting too long on its laurels; a flawed space limitations prevent much in-depth reporting. jewel" (See November 1988 Newsletter). Industry pubHcations such as PASSENGER TRANSPORT, The Krambies interview is fesinating covering his 43 year published by the American Public Transit Association, are career at the Chicago Rapid Transit Company and CTA, as not generally known to the average traction fan and in any weF as six months at the legendary interurban, the Indiana case also contain substantiai non-raF material. RaFroad. Enter 'THE NEW FLFCIRIC RAILWAY JOURNAL", a Although Krambies rambles (sorry) considerabiy,particuiariy 56-page sUck paper quarterly magazine, the &st issue of concerning various people with whom he worked, he does which (Autumn 1988) recently made its debut. Pubhshed provide a considerable insight into his employers' by the Free Congress Research and Education Foimdation operations over the years, and he is not reluctant about (whatever that may be) in Washington, D.C., the journal is voicing his views on other systems and conditions in the edited by Chicago raiifen Richard Kunz, Editor of the Rush U.S. transit industry. However, there are two questions, Hour column in PASSENGER TRAIN JOURNAL, and the answers which are glaring by their omission: why did pubhshed by Paul Weyick, an enthusiast with industry the CTA scrap its streetcar system (in 1958); and its troUey invoiment (the Urban Mass Transportation administration coach operation (in 1973)? Krambies certainly would be and Amtrak). able to shed Fght on these decisions (particularly in respect Their avowed intention is to report news of the electric of the streetcars; CTA had a fleet of 683 PCCs by 1948gnost raFway industry, presumably in North America. In doing of which coiFd have lasted at least into the 1970s). so, they promise to be more than strictly reporters, or The Systems Directory provides brief statistics of each cheerleaders for the industry, but to criticize where system, together with an operational synopsis and critique. necessary. These tend to be thorough and reasonably up-to-date; Kunz In this vein, Kunz's opening editorial consists of a iengthiy has done his homework. Most of the Directory is evaluation of his hometown Chicago Transit Authority, the unFiustrated, however. rapid transit operations of which have in, his view, The most significant piece - and hopefuFy this is the sort deteriorated greatly since 1980. WhFe this reviewer is not of in-depth system coverage the NEW ELECTRIC in a position to weigh the accuracy of Kunz's points - apart RAILWAY JOURNAL wFl specialize in - is a 13-page from the sad exterior condition of CTA cars, and of stations treatment on the tremendously successful San Diego LRT - in fairness he should have stressed to a greater degree operation, which is pointed to by many as "the way to go". that this problem may be at least partly due to inadequate The articie, which is actuaUy a compendium of several of local, state and federal funding. Nevertheless, the column Kunz's previous PTJ articles, describes in considerable is written in a literate and informative manner. detaF the planning, financing and construction of the first (South) leg of the system,opened in 1981 (at the March 1989 UCRS Newsletter 13

ceremonies,San Diego Mayor Pete Wilson waved proudly at Reproduction, both colour and black and white, is quite the gleaming crimson DuWag behind him, exclaiming 'This good, and the layout is dean, albeit with an excess of i is the day the Big Red Cars retmn to Southern California!") white space around the photos. This, of course couid be construed as a 'dig' at Los The type face for the main artides is a trifle small and , Angeles, home of the Pacific Hectric's Big Red Cars until light; Kunz would do better to stick with slightly heavier 1961, but which San Diego beat to the punch in reviving. type face used in the Systems Directory. The articie discusses the planned extensions and includes a In summary, the NEW ELECTRIC RAILWAY JOURNAL is 'photo album' of the Ei Cajon extension due to open this overaU,a well written and produced magazine that gives August. Unfortunately, the accompanying captions are promise of providing some much needed coverage of the unnecessarily brief; much information about construction electric transit scene for raiifans. details couid have been included in them. The maps might have been better executed, but are adequate. The New Electric Railway Journal published quarterly by Throughout the magazine, nine colour photos are The Free Congress Research and Education Formdation interspersed among the black and white pictures, ranging 721 2nd Street, Nffi. from San Diego to New Orleans - although I don't know Washington, D.C., U.S.A. 20002 why we need a colour view of Ceorge Krambies. Annual subscription: $20.00 U.S. Motive power and operations Edited by Pat Scrimgeoiir • not in the blue and red inks used previously to distingmsh Contributors the two languages. Bruce Acheson, Burlington CORD WEBSTER Art Qowes, Toronto Cregoiy Danko, Port Union CN Toronto High Line finaiiv dosed Steve Danko, Canada Finally, after a number of rumoured dosings, CN's High Dave Howard, Burlington Line, which connects its Oakviiie and Kingston subdivisions Rick Jeifs, Toronto around the south side of Union Station, has been dosed. Mike Lindsay, Burlington Simday, March 5th saw the last move over the south track Chris Martin, London of this two-track freight route. The north track had been Bruce McCarveU, Cuelph taken out of service last year to facilitate the construction David Onodera, Toronto of Toronto's new sport stadium. With the final inspection Doug Page, Hamilton of the new freight service track along the north side of the William L. Reddy, Varysburg, New York CN Tower, south of the Union Station trackage, the spike Pat Scrimgeour, Toronto was pulled on it readjdng it for its first train. Service on Rob Scrimgeour, Toronto the new freight service line began on Monday, March 6th, Alex Simins, Weston thus permitting the immediate start on the removal of the Cord Webster, Toronto old High Line. JUST FKRFONUT Bytown Railway Society "Branchiine" A. Canadian National CN closing Fort Erie operations Canadian National wiU eliminate vlrtiiaUy ail of its Track reconstruction in Cuelph operations in the Fort Erie, Ontario yard no later than August 15, 1989. This wiU eUmmate some 124 jobs, but In the spring of 1988, CN began to rebuild the main wUi create 52 other jobs, at Clifton, Hamilton, and WeUand. (north) track of the Cuelph subdivision from Allan's bridge, Currently the interchange agreement between CN and just east of the station, to (CN's) Cuelph Jet., about 2.5 Conrail caUs for Conrail to bring interchange traffic into kilometres to the west. While the work was in progress, Fort Erie via the old New York Central belt line in Buffalo the south track, which has been a passing siding for several and the Niagara branch. Conrail also receives cars at Fort years, was used for main-line movements. Erie for Frontier yard. Under the new agreement, freight The ballast was completely removed from the north track bound for Canada wili be switched at Frontier and CN and was trucked away, as there was no place beside the crews will pick up the cars for Toronto (MacMiiian yard), tracks to dump it. After a long interval, the track was probably no less than twice a day. Customs work wiii be completely rebaiiasted with slag. The ribbon rail was performed at Frontier yard and trains wfii operate through delivered and sat beside the tracks for a few more weeks without stopping at the International Bridge at Black Rock before it was instaiied and made ready for traffic. There or Fort Erie. It is also imderstood that CN has closed the were five signalled level crossings and six switches shop facilities in Fort Erie. (I haven't been there for some involved, so the ribbon rail was in many short pieces. By time; as since my retirement from Conrail as a locomotive October, the salvage crews arrived and removed ail the engineer, I no longer get to Fort Erie as much as I used associated scrap. The operation began in May and was not to.) completed until October. WnxiAM L. REDDY • BRUCE MCCARVBLL

New St. Lawrence region timetable Canadian Pacific On February 12, 1989 CN issued employee timetable 60 for the St. Lawrence region, taking effect at 01:00 Eastem TH&B to lease Cuelph Junction Rafiwav Standard Time. The timetable is printed in only black ink. The Cuelph Junction Railway has applied to the National 14 UCRS Newsletter March "I9'89

Transportation Agency for authorisation to lease its line to the Toronto, Hamilton and Buffalo Railway, which is wholly owned by Canadian Pacific and is operated as part GO Transit of CP Rail The CJR is owned by the City of Cuelph (which receives 40 percent of the line's revenue), and owns Burlington extension to open in 1992 the line from Cuelph Jet. on the CP Calf subdivision to CO Transit has set June 1992 as the date for the opening of Cuelph. The CJR was leased to the CPR for 99 years in the extension of full CO train service from Oakvflie to 1888, and the lease expired in 1987. Operations for the last Burlington. Trains will run every 20 minutes in rush two years have continued rmder the terms of this lease. hours, and, because of congestion at key points on the Oakviiie sub, at first only every two hours at off-peak A notice placed in the Cuelph MHRCUKY in February read in times. error that the TH&B would lease the line between rmle 31Z7 and rmle 31.60 of the Coderich subdivision. HAMCLTON SPECTATOR VIA DP According to a representative of the City of Cuelph, the TH&B wili in fact lease the whole line with the exception Extended Appleby CO service of a siding between those limits. MFe 31.60 is the northern In what has to be one of the area's best-kept secrets, CO Transit inaugurated a connecting bus service ft'om Appleby end of the CJR, where the former CP station was located. station to Oakvfiie on Monday, March 6th. Buses run An old arena, which CP had been using as a freight shed, Monday to Friday only, with eastbound hourly service is now used by the city as a performing arts centre, and commencing at 08:05 untii 16:05, and westbound service the adjacent siding wOl be added to the centre's property. from 08:30 to 16:30. Buses are signed "Special via CO Two tracks to the north of the arena were built by CP Station" as Appleby does not appear on any roll sighs. itself, and so are not included in the lease. Besides the morning and evening Hamilton rail service, the BRUCE MCCARVHIX, CORD WEBSTER buses ft'om Oakviiie bound for Hamilton at 19:30, 20:30, and 21:30 stop at Appleby on request. CP garbage train proposal A subsidiary company of Canadian Pacific, calling itself The quickly-conceived shuttle service appears to be a result Fnvacc Resources, is proposing a $150- to $200-miliion of the badly overcrowded conditions at the main project to ship garbage from the Toronto region to another Burlington CO station, which worsened last fell when VIA area of the province, not yet specified. Trains would move moved in as a tenant. Appleby's opening last fall didn't about 12 000 tonnes of garbage a day (that's a lot of appear to help noticeably. It appears to have attracted trains), about 60 percent of the area's garbage. The passengers from eastem Burlington who previously drove garbage would be separated at large processing stations to OakviUe. and then re-used, recycled, or processed in some way to MiKB LINDSAY extract usable materials and energy. The rest would then be duinped as landfill. The proposal has gone before the CO notes provincial Ministry of the Environment, and will soon be CO is testing the operation of 12-car trains on the second outlined for the metropoKtan and regional governments. Hamilton train, eastbound in the morning and Westbound The success of the proposal would mean a huge increase in in the afternoon. Since the station platforms away from traffic on at least one CP line. It would also introduce a Union Station are only long enough for 10 cars, the two profit-oriented, expansion-minded private interest in a cars at each end are used only for passengers for certain business that should, for the public good, be in decline. stations. ... Computer failures in a new CN signal system have delayed CO trains (and all other trains) on the Red Bam update Oakviiie subdivision a couple of times, most recently on All of the 9000-series SD40-2Fs have again been removed March 2nd. ... CO introduced a new one-day pass on from service. Some are in London, inciuding three that March 1st. The pass costs the same as two fares, and were never delivered to CP; some are at La Crange; and allows unlimited travel that day between two points. some remain scattered over the CP system. ... Last month ITEMS EROM CO COMMUXBR BUIIBTINS we printed a rumour about a purchase of more SD40-2Ps by CP; apparently CP.requires no new locomotives for the present. To avoid some controversy, we are refraining this VIA Ran Canada month from printing the rumour about how CM and CP might rectify the problems with the 9000s. Newly purchased passenger cars VIA has purchased the following Budd stainiess-steei cars, Miscellaneous notes apparently from the Roaring Creek Railroad of Colorado: CP opened its new $2Z-miiiion engine repair shop in Coach 130 - BuUt in 1946; originally Atlantic Coast Line Thunder Bay's east end on January 20th. The new shop is 224, then Seaboard Coast Line 5413, and most recently responsible for the regular maintenance of the 31 Amtrak 5413. locomotives based in Thunder Bay. ... CP may soon apply to abandon the Stanstead spur and about 50 kilometres of Coach 131 - Built in 1946; originally ACL 227, then SCL the Beebe subdivision in southern Quebec. 5416, and most recently Amtrak 5416. Skyline 522 - Built in 1948; originally Western Pacific 817 High-rail commuter buses in Montrfai? • Silver Thistle and most recently Autotrain 464. The Quebec Ministere de Transport is studying the use of buses to move commuters to Montreal from Laval and the Skyline 523 - Built in 1952; originally Chicago, Burlington South Shore. The buses would pick passengers up on and Quincy 321 Silver Patio; recently Amtrak 9801. regular road routes and then travel downtown on CP (and Skyline 524 - Built in 1947; originaUy CB&Q 4726 Silver perhaps CN). The ministry has also expressed an interest River; recently Amtrak 9541. in taking over branch lines for this purpose as they are abandoned. SkyUne 5?? - Built in 1948; originaUy CB&Q 4719 SUver LB DEVom, LA PRESSE VIA CW Ranch; recently Amtrak 9453. rep. March 1989 UCRS Newsletter 15

Baggage car 619 - 'Built in 1947; originaiiy CB&Q 800 Silver dining car Annapolis, Rogers Manor, Lome Manor, and Buffet, then Amtrak 1720, 1601, and finaiiy 10601. Fraser Manor. This train had no lOO-series coach, no Skyline car, and no Park car. This brings to 42 the number of dome cars (Skyiine and Park cars) owned by VIA, to 30 the number of silver-sided At Don. February 26th: coaches, and to 16 the number of silver baggage cars. The 12:42 - VIA #9 with 6409, FP9 6540, 15474, 613, 120, 510, numbers in the original CPR Canadian fleet were 36, 30, Cabot Manor, Stewart Manor, and Tweedsmuir Park. and 18, respectively. Note that four of these cars were on the Canadian on TOM HIGGINS VIA CHRIS MARUN, BRS "BRANCHLINB" February I8th, indicating that there is an eight-day cycle for the equipment, and thus that eight trainsets New number series for rebuilt cars plus spares are needed. • The stainiess-steei Canadian cars now being rebuilt at Pointe St-Charies to use electrical heating and lighting supplied by London, St. Thomas, Woodstock (PAT SCRIMGEOUR) the locomotive wiU be renumbered into seven new series as On February 19th, I saw about 10 of the new CN 5500- they are completed. series SD60s, two CP 9000-series Red Bams, and one blue former Conrail CP38-2 at the CM plant in London. At the Present Type Qty New series CP Quebec Street yard, nine 9000s were coupled together, 100 Coach 30 8100 dead. ... At the CN station in St. Thomas there were two 14200 Chateau Sleeper 29 8200 sets of Norfolk and Western power (one set was N&W 14300 Manor Sleeper 42 8300 C30-7 8038 and a Southern high-nose SD40-2 in Norfolk 16500 Dining car 15 8400 Southern paint, and the other was NS/N&W low-nose 500 Skyline dome 23 8500 SD40-2 6178 and NS/N&W "big ugly" 8582) and two CN 600 Baggage-Cafe 16 8600 CP9s, 4114 and 4520. Another CN CP9, another 4100- 15500 Park Dome-observation 18 8700 series, was on the north side of the Caso sub east of the Named cars will retain their present names. The newest Michigan Central station. ... With the diamonds removed at Park car, number 15519, wtil be named fasper Park. The the CN station and at BX, the section of the L&PS in first rebuilt cars should be in service in the summer of between is unconnected to any other track. 1989. (Note that the total number of dome cars does not The Chesapeake and Ohio roundhouse was about half agree with the number in the previous item, because of the gone. The front doors and the sides were stiU there, but unknown status of Silver Ranch. -PS) the roof and the back waU had been taken down. The BRS "BRANCHUNB" turntable was stUi there, with the pit remaining enclosed by a snowfence. The car shops and transfer table were still intact, but did not look at aU healthy. The western end of Tourist Railways and Museums the viaduct over Kettle Creek had been removed, and the remaining part was not connected to land at the east. Halton Region and Halton County Many switch points and switch stalids have been removed According to the February I8th issue of the Hamilton at the yard on the west side of the vaUey, and the tracks Spectator, Halton Region has made a proposal to its were weed-covered. The rails have been removed from member municipalities to combine the small local museums both approaches to the viaduct, to make way for the cranes in a new "Super Museum," to be biult either at Bronte and bulldozers. Creek Provincial Park in west OakviUe or at Crawford Lake On the way back to Toronto, I stopped in Ayimer, where Conservation Area in northern Burlington. Of special raUfan interest is the proposal to move the Halton County the coaling tower on the Cajniga subdivision is stiU Radial Railway museum to the new site. standing, but looking a bit sparse, at Norwich, where bundles of thousands. of used ties are stacked where the MKB LINDSAY Norwich spur used to be, and in BurgessviUe, where aU that I could see of the former OtterviUe sub in the fading light was a feed miU at an angle other than perpendicular • THE TRAIN SPOTTERS to the roads. ... In Woodstock, the CP switcher, which used Recent sightings by UCRS members to be a SW1200, was a CP38-2, and the road switcher, which was usually an 1800-series RS18, was two CP38-2s ' The Canadian and some freight trains on this day. Traffic on the St. Thomas sub has increased substantiaUy because of the CAMI (Suzuki/CM) auto plant (STEVH DANKO AND CREGORY DANKO) At Don, February 18th: in IngersoU. 12:33 - CN 416 to Oshawa with 3 CP40-2s and 55 cars. CP grain trains to Port McNicoU (CORD WEBSTER) 12:43 - VIA #9, the Canadian, with F40PH-2 6404, F9B 6607, January 10th: Train 611 from Toronto Yard to Port steam generator 15450, baggage car 613, coach 105, McNicoU with CP 3094, 1827, 1821, 4245, 3107, and 83 daynighter 5745, Skyline 510, Heam Manor, Stewart hoppers (29 to Midland, 54 to Port McNicoU). Manor, and Tweedsmuir Park. This train had no dining January I2th: Train 611 with CP 3127, 8765, 4205, 8734, car and had a daynighter car, which is unusual Is 3031, and 60 empty hoppers, aU for Port McNicoU. this because the 100-series coaches are being rebuilt? January 13th: Train 611 with CP 4230, 8782, 1809, 1821, At Leaside, February 25th: 3107, and empty hoppers, aU for Port McNicoU. 12:20 - Fxtra 3073 North for the MacTier sub, with 3073- 1822-1809-8209 and van 434013. Numbers 9 and 10 on the MacTier sub (CORD WEBSTER) The Toronto section of the Canadian traveUed in both 13:04 - CP train 409 with 5904-5750-3104 and an older-style directions on the CP MacTier subdivision after a deraUment van, number 434578. on the CN Bala subdivision between Washago and Boyne, At Don, February 25th: where the trains cross to the CP. The northbound, train 9, 12:40 - "VIA #9 held for ONR #120 with EP7 1984. left Toronto two hours late (with VTA 6424, 6604, a steam 12:45 - -VIA #9 with 6427, 6627, 15490, 602, coach 3223, generator, and six cars) and left MacTier at 17:16. Train 10 16 UCRS Newsletter March 1989

left MacTier for Toronto at 23:55, about nine hours late, not by Sydney Steel Corporation, which is owned by the ail of which would have been because of the diversion. Province of Nova Scotia. The duty is now in effect, but the preliminary finding is subject to a final ruling and a Other reports: ALEX SMNS saw Lorain rail grinder RG-9 review by the U.S. International Trade Commission. The working southward on the MacTier sub in Weston on department claims that the production of steel rails by February 18th. ... MKB LINDSAY, BRUCE ACHESON, and DOUG Sysco is subsidised by the federal and provincial PAGE saw CP Red Barn 9023 on the Starlight every day governments, and is thus harmful to U.S. industry. from February 9th until February 16rd, when it derailed at (Sysco's shipments constitute less than 1 percent of the rails Chatham Street on the TH&B. It returned to Toronto on sold in the U.S.) the Starlight the next day, and DAVE HOWARD saw it stored in London on the 23rd. ... On March 9th, four Santa Fe The duty on, for example, a shipment of rails worth $1000 CP39s passed east through London on CN train 392- would be $1035.50, bringing the total cost to the importer destination unknown at press time. to $2035.50. This would, of course, gravely harm Sysco's ability to sell its product in the U.S. On February 11, VIA 6634 was trailing three CP units on train 446 from Winnipeg to Toronto. David Onodera heard The U.S. has for many years alleged that investment in on the scaimer that the train, including the VIA unit, companies owned by the people is a form of subsidy. A derailed while backing up on the North Toronto ruling such as this means that the investments made by the people of Nova Scotia in the steel plant that they own subdivision. disqualify the company from selling its products in the U.S. Fven after the recent free-trade agreement, the U.S. is clearly still prepared to direct the citizens of Canada in The Manufacturers how to conduct our business. PAT SCRIMGEOUR Bombardier The Massachusetts Bay Transportation Authority of Boston, Cenerai Motors brief notes Massachusetts, wUl exercise an option to purchase 51 The first of the Soo Line SD60s have been out testing in commuter coaches from Bombardier. The option is an preparation for delivery to begin after March 15th; these extension of an earlier order for 56 cars. ... Investment do, of course, have the standard narrow-nose cab. ... The Canada has approved the sale of the former Montreal first of the new VIA F4DPH-2s should be out this week Locomotive Works to Cenerai Fiectric. (March I4th) and will be sent to La Crange for fitting. ... THE CLOBB AND MAIL VU PS, RJ All of the first 20 of the CN SD60s should have been delivered by now. ... CP SD40-2F 9024 has never left the Svsco hit by U.S. countervailing duty CM plant. The U.S. Commerce department has placed a steep duty of CHRIS MARTIN VIA ROB SCRIMGEOUR 103.55 percent on steel rails exported to the United States

Notes

in service. A similar train stands by to run northbound during the evening rush hour. The task force will Commission to be made up of counciliors only experiment with innovative ways to improve reliability and One of the first acts of the new Metropolitan Council to reduce crowding and travel times. The task force will elected in November was to terminate the three citizen also look for ways to work more closely with outside members of the TTC, with their replacements to come from agencies that affect the quality of TTC service. the ranks of Coundi itself. The Commission wili thus be comprised 100 percent of politicians for the first time since Audit of fire safety in the subway the original TTC, the Toronto Transportation Commission, The CCM's letter further advises that in January the was established in 1920-21. The Metropolitan government Commission expected to launch the most comprehensive suppKes 16 percent of the TTC's $495-iniiiion operating audit of fire safety ever carried out in the TTC system. budget. There is some discussion to the effect that the Working closely with Metro Toronto's fire departments, Commission could be expanded to seven members. Much TTC staff will spend six months studying the TTC's 65 win depend on a decision by the Province and the outcome subway and RT stations for compliance with the Ontario of a future Metro report on its boards and commissions. Fire Code and the Commission's own fire prevention procedures. The audit team wiii take a close look at Task Force on Service Quality platforms, emergency exits, and other station areas before Chief Cenerai Manager Allan Leach's latest general letter to making recommendations in the summer. TTC supervisory personnel teUs of the setting-up of a staff task force to find quick and inexpensive ways to improve Last regular charter operation of Peter Witt cars the quality of service. As its first project, starting in (Operated from Russell Carhouse) January, the task force has been co-ordinating the use of a spare subway train on the Yonge-University-Spadina line. Mileage, 'Tourtram" In the morning rush hour, the train is used to relieve Car Date and charter service congestion at the Bioor-Yonge station. The train is held 2424 October 30, 1988 58063 rmies north of Bioor station and stands by to accommodate (Combined societies charter; (since July 4, 1975) southbound passengers at peak times, or to fill a large gap out 22:00, in 11:50) March 1989 UCRS Newsletter 17

2766 November 26, 1988 38823 mhes despite Network 2011) as simply in the "right of way (Toronto by Trolley; (since May 29, 1973) protection" stage. The downtown "Relief line of out 9:30, in 16:45) Network 2011 is not shown at ail.

November 27, 1988 A survey of the 501-Queen route by Bob McMann on (CRHA charter; March 9, 1989 revealed that ten 4200s were in service on out 11:30, in 16:30) the line, with four of the same assigned to base service November 29, 1988 runs. His observations also indicate that the practice (Toronto by Trolley; appears to be to "run in" the most recently received cars out 9:30, in 16:45) on 511-Bathurst. The highest numbered car seen in service to March 9th was 4239. The time for transitfan 2894 FaU 1985 27532 miles photographers to concentrate their efforts on the Queen (into Hillcrest Shops (since July 20, 1973) route is this spring, vdth ALRVs, CLRVs and PCCs (four September 17, 1985) classes, two paint schemes) providing a rich diversity R.F. CORLHY between Neville and Humber Loops. Two more FCC cars have left TTC property, but they did not leave from the streetcar system. Subway grinding cars RT-14 and RT-15 (former A-7 class MU passenger TroJJey coadies continue to be up against it cars 4410 and 4446) were recently sold for scrap to a Sutton, Ontario firm. The cars were rendered surplus by TTte following is a verbatim series of remarks made recently by the 1988 conversion of Gloucester aluminum subway cars TTC Chief General Manager Allan Leach as extracted from the 5102 and 5103 plus the insertion between them of new Commision's employee magazine. The Coupler: grinding "trucks" to form a grinding train (see photo. Page 2, Newsletter 469). It is much to be regretted that The trolley coach equipment we have is well past its at no time was a definitive photo session (both exterior prime. It has to be replaced. And the trolley bus and interior) on RT-14 and RT-15 ever arranged for technology from my standpoint is not efficient We had UCRS members. the Ministry of Transportation do iifecycle costing on the various models of bus—the diesel, natural gas and electric trolley-and the trolley came out a poor third. A trolley The extension of the Spadina Subway north to Sheppard bus is only a 40-foot box on wheels and it has a lot of Avenue moved one step closer on February 23, 1989, operational problems. There are two things I don't like when the Metropolitan Transportation Committee voted about it. I don't like the visual pollution. Co over to to endorse the $159-miliion project, the impetus for which the corner of Annette and Keeie and just try to see the comes from the Provincial Government as a first phase of sky through the maze of wires. • My second major the eventual extension of the line to York University or concern has to do with service. Because of construction beyond. However, the full Metropolitan Council has yet on Bay Street we've had to take ail the trolleys off and to deal with the matter, and there wiii be some unhappy replace them with dieseis. (This actually refers to the campers there from North York and Scarborough who section south of Front Street -SIW) When Weston Road want the Sheppard line (and not the portion thereof west was imder construction and Lansdowne was imder of Yonge Street) first. The Province has been taking a go construction it was the same thing. If you have a sewer slow attitude on Sheppard because of the high cost ($700- construction on Mount Pleasant, there goes your trolley miiiion from Yonge to Victoria Park). It would be service. There are two things to consider—not only do interesting to see a cost estimate for a mostly above you have to put the troUey buses in the bam, you have grade LRT line over the same stretch. to find enough dieseis to replace them.

The Ministry of Transportation's most recently released We also have to consider the cost of electricity. Ontario plan for transportation spending priorities in the Greater Hydro has been very upfront telling us that hydro is Toronto Area shows the Spadina extension to York going to be in short supply and they are going to start University, a Bloor-Danforth Subway extension charging big users big premiums for using power in peak south-westerly from Kipling Station to the Sherway Plaza periods. And who is the biggest user of hydro during shopping centre, and an extension of the Scarborough RT peak periods? We are. About half our fleet runs on to Malvern neighbourhood (and a "gateway" at or near electricity, and trolley buses represent five percent of our Highway 401 for multi-mode transferring) as projects in a fleet Even that reduction would go a long way to "planning" stage. The Sheppard Subway and the saving hydro. Egiinton West rapid transit line (not labelled as a busway

SVV9?kVVVi4SSS'-**^^^^

CP Jifts tracJc in tJie face of Project ReraiJ line is important to the projected short line, and this is the section now being ripped up. Bowers said. His CP Rail is ripping up track between Cuelph and group thought that granting of the appeal automatically Coderich even though an appeal against the closure of meant that the rail couid not be removed. However, he the line has been granted by the National Transportation Agency. "It's contempt of the appeal process," said Peter learned in mid-February that an order to stop removal of Bowers, Director of Project Reraii, which has been rail is needed in addition to the granting of fiie appeal. working for ten years to create the Ontario Midwestern "It's like being granted an appeal to an execution, but Railroad to serve the portion of westem Ontario being executed while waiting for the appeal to be heard," generally between Stratford and Owen Sound. The Bowers said. 'We never realized we needed more than Gueiph-to-Miiverton portion of the 150-knometre (90-miie) the appeal. We thought a stay (of track removal) would 18 UCRS Newsletter March 1989

be automatic." The appeal was granted on December 28, CN and CP pending a decision by the federal and 1988, but CP Rail indicated in a letter to Bowers in provincial governments on the feasibility of regional January that the steel rail is needed elsewhere, and that railroads. removal would "commence shortly." Project Reraii is Durham Deputy Reeve Ross Taylor said federal and appealing directly to the Minister of Transport, Benoit provincial politicians promised such a halt to area Bouchard, to stop the track removal until the appeal can councils at a meeting in Hanover last fail. "I feel we be heard. haven't had these promises fulfilled," he said, dting Bowers, said that he is "very close" to seeing his dream instances where rail companies tear up track before being come true, and that the system couid be operating later offidaiiy permitted to abandon a line. this year. An Austrian Bank has apparently agreed to (Note: At the end of February, press reports indicated finance the project with up to $100 million. that Peter Bowers had been told by offidais within Meanwhile, Durham Town council decided on February Transport Canada that CP Rail had stopped removing the 20 to support a resolution from the Town of Fergus track. At that time, Project Reraii was given five weeks calling for a halt to track removal and rail sales by both to begin negotiations to purchase the abandoned line. -PS) KITCHENER-WATERLOO RECORD, VIA CEORGE W. HORNER CORRECTION: The photograph of CN 4-64 number "5700" at Bayview, in the December Newsletter, was by Alex Simins.

EXETK5 fce™. WCAI uamY •• AS

EWSTIMS f»OCF TO West Elevation of Union Station

New bridge over York Street from Toronto Union Station The accompanying drawings portray a 27 foot wide pedestrian bridge which is to be constructed across York Street, adjacent to the present track structure, connecting Toronto Union Station with the CN Express Building on the west side of the street. This high capacity link, with seven doorways to each building, is intended primarily to accommodate transit passengers walking between the CO Transit concourse and the TTC Union Subway Station in the east and events at the Skydome in the west. The walkway wiil pass through the Express Building and then southerly over the Toronto Terminals Railway tracks by way of another bridge at Simcoe Street. Wiii single trip combination CO Transit/TTC (Harbourfront LRT line) tickets, to say nothing of Twin Pass, in the future make the

ffWDNlSMCO bridge/walkway system a largely redundant facility? MtTAL noor

York Street Pedestrian Bridge (North Elevation) March 1989 UCRS Newsletter 19

UCRS and other events and activities Edited by Ed Campbell

Friday, March 17 - UCRS regular Toronto meeting, at the Saturday, April 15 - Niagara Frontier Chapter, NRHS, Toronto Board of Education, 6th floor auditorium, on armuai banquet, at 6:30 in the Marine Midland Center in College Street at McCaul, at 7:30 p.m. Take the subway to Buffalo. Call 716/689-8971 or 716/836-0872 for information. Queen's Park station and walk west, or park nearby. Peter Saturday, April IS and Sunday, April 16 - Montreal Model Jobe wiii speak on the railways of Mexico. Bring your Train Exposition, at 4251 St-Urbain, Montreal. slides for the newscast. Saturday, May 20 to Monday, May 22 - UCRS Saturday, March 18 and Sunday, March 19 Pennsylvania Raiifan Weekend, visiting Cumberland, Toronto Model Railway Show, at the International Centre Maryland and Aitoona, Pennsylvania, location of the Horse on Airport Road in Maiton. Hours are 11:00 a.m. to 6:00 Shoe Curve. See CSX (Baltimore and Chio) and Conrail p.m. each day, and the admission is $6.00 for adults, $3.00 (Pennsylvania RaUroad) at these popiUar raiifan for children, and $4.00 for seniors. UCRS wiii have a sales destinations. The fare of $160.00 includes transportation table at the show, if you can help to staff the table, please and accommodation. The trip leaves from Toronto and call Art Clowes at 416/960-0063. Burlington on Saturday morning, and returns Monday Friday, March 24 - UCRS regular Hamilton meeting, 8:00 evening. For information, caU Rick Eastman in Toronto at p.m. at the Hamilton Spectator auditorium, 44 Frid Street, 416/494-3412. To order your tickets, please send cheque or just off Main Street at Highway 403. CC buses from money order to UCRS, 5 Vradenburg Drive, Scarborough, Cakville and Toronto stop nearby. The programme begins Cntario MlT 1M5. at 8:00 p.m., and consists of a discussion of railway news Sunday, June 18 - UCRS day trip to New York State, to items, and slide presentations by members and visitors. ride the Buffalo Metroraii streetcar line, the Arcade and Sunday, April 2 - Lakeshore Model Railroaders' flea Attica, and the New York and Lake Erie dinner train. market at Queensway Lions Bingo Hall, Kipling Avenue Saturday, August 5 to Monday, August 7 - UCRS/TTS and The Queensway in Toronto. Hours are 10:00 AM to Montreal Raiifan Weekend. Travel with our group by VIA 3:00 PM, and admission is $2.00. from Toronto, or join us in Montreal. This promises to be Saturday, April 8 - Forest City Railway Society's 16th an exciting weekend. annual Slide Trade Day, from T:00 to 5:00 p.m., at Ail Sunday, September 24 - UCRS/TTS day trip from Toronto Saints' Church, on Hamilton at Inkerman in London. to the Halton County Radial Railway museum in Admission is $2.00; dealers are welcome. For further Rockwood for their Fall Extravaganza. The trip wiU also information, contact Ian Piatt, R.R. #3, IngersoU, stop at locations along the way for railway photography. Cntario NSC 3J6, 519/485-2817. Saturday, October 7 - UCRS day trip to ride the R.M.S. Saturday, April 8 and Sunday, April 9 - Lindsay Model Segwun. This wiii be a repeat of the popular and RaUway Show at Victoria Park Armomy in Lindsay. successful excursion on the Thanksgiving weekend in 1988. Saturday, April IS - Toronto Transportation Society spring Saturday, October 21 - Toronto Transportation Society excursion, to the Niagara Peninsula. The eight-hour trip Annual Slide Sale and Swap Day. From 12:00 noon to 5:00 wUl leave from the CakvUle CC station at 10:00 AM (with p.m. at the Toronto Press Club, 5 WeUesley Street West. an earlier pickup in HamUton), and wiU travel on a Canada Admission is $Z00. Dealers are welcome. Coach Lines suburban Classic bus, one of only 10 in Canada. The tour wiii include train watching in the Saturday, December 2 - UCRS/TTS Toronto Suburban HamUton area and the Niagara Peninsula, • the WeUand Christmas Tour. In 1989, we wiii tour the outskirts of Canal, and a possible transit tour. The fare wiii be $20.00. Toronto: railway yards, CC Transit operations, and transit Write to the ITS at P.C. Box 5187, Station A, Toronto, fadiities. If you enjoyed the 1988 trip, you'll love this one; Cntario M5W 1N5, or caU Pat Semple at 416/923-9123. if you missed the trip in 1988, join us for 1989.

Presidenfs report for 1988 Toronto Sportsmens' Show and at the Toronto Model Railway Show. In addition, the Toronto Marine Museum In 1988, our most visible activity was a programme to agreed to sell our publications at their gift shop during improve the appearance of the Newsletter. In the the Canadian National Exhibition. Bill Hood continued summer, we purchased a word processing computer to co-ordinate mail-order sales of our Toronto Civic program to provide typeset-quaiity text through a laser Railway book, and we are now over half-way to printer, and this year we wiil buy our own printer. The recovering our investment in its publication. For 1989, cost of production of the Newsletter was reduced when the directors hope to increase sales of our publications, to we received exemption from federal and provincial sales reduce the cost of maintaining our inventory, and to taxes. In 1989, we are examining a change to reduced allow for future publications to be possible. mailing rates, and a change of format to a stapled The directors adopted a formal policy on publications, magazine style. This will allow for more photographs which stated that the Society is in favour of publishing and a slightly larger Newsletter. The costs of these good material, in appropriate forms. First, we wiU improvements will be paid for primarily by cost encourage serialisation of pieces in the Newsletter. reductions in other areas, and also by the increase in the When considering separate publications, we wiii as a first membership fee. choice aim for a co-operative publication with commercial In 1988, we operated display and sales booths at the firms with experience in publishing and distribution. If 20 UCRS Newsletter March 1989 these options are unsuitable, then the directors will will cover the cost of producing and mailing the consider whether the Society can print and distribute the Newsletter. Excursion operations and publication sales item. In this case, a plan will be developed to show that will return all of their costs to the Society, so that there the investment will be recovered in an appropriate length is no net subsidy from the members, and the additional of time. costs of operating the Society should be covered by our various other sources of funds. The directors also began Our passenger car. Cape Race, remains stored in the tighter control over expeditures by the Society. former CPR John Street roundhouse in downtown Toronto, and was in 1988 moved to a new stall. During Looking ahead into 1989, we are beginning to the year, CP Rail removed the tracks leading to the decentralise the operations of the Society. In all cases, roundhouse and transferred the building to CFs real policy and financial decisions will continue to be made estate arm, Marathon Realty, as part of the only by the Board of Directors, but all other work will be redevelopment of the former railway facilities. Late in co-ordinated by committees which report to the Board. the year, the car was broken into, and will require some This will allow for more work to be done outside the repair; since the break-in, Marathon has increased Toronto area, where only a minority of our members live. security and fire prevention. The City of Toronto is More excursions are being operated in 1989 than in studying proposals to turn the roundhouse into a recent years, and these will continue, as long as members museum, and a decision will likely be made in 1989. show continued interest. Our chief plan for the year is Then, we will be faced with a decision: If the car is to improve the Newsletter in all ways possible. With desired as part of a museum, should the UCRS donate this improved product we will have reason to hope for it? And if the car is not wanted, where will we move it? increasing membership. The directors will be considering in detail all options for Cape Race, and will consult with the members before In conclusion, I would like to thank the many, many reaching a decision. volunteers (I count over 100) who have made the operation of the UCRS possible in 1988. In contributing Our storage space at the Earlscourt Legion Hall was lost to the Newsletter, producing the Newsletter, speaking at when the building was sold in the summer. We have meetings, working at shows, or participating in the moved our library, publications inventory, and other organisation and administration of the Society, you have equipment temporarily to a large storage locker. Here, allowed all of us to enjoy the results. The UCRS we have reduced rent, but cannot use the space for depends on your enthusiastic assistance. meetings. We paid rent for our meeting space at the Toronto Board of Education auditorium from September At the UCRS Annual General Meeting in Toronto on 1988 to January 1989, but rent is once again not being February 17, Al Faber, Al Maitland, and Dave Smith charged. The Hamilton Spectator auditorium continued were elected to serve as directors of the Society for a to be used without charge, and our use of that room has . term of three years. Continuing as directors are Art been confirmed for the future. Clowes, Rick Eastman, George Meek, Pat Scrimgeour, We approved an operating budget for 1989, which called Gordon C. Shaw, and Chris Spinney. The Society for in increase in fees to $22.00 in Canada and $24.00 for extends its thanks to John Fleck and John D. Thompson, addresses in the U.S. and overseas. The membership fees who retired as directors this year. r, . c • Pat Scnmgeour

Maintenance exhibition in Toronto For the first time, the Railway Engineering and Centre. There will also be outdoor on-track displays at Maintenance-of-Way Services will be holding their Keating Yard (the Toronto Harbour Commission yard at exhibition in Canada. The event, which is held every four Lakeshore Boulevard and the East Don Roadway) with a years, will be from August 27th to 30th with 20 000 square shuttle bus transporting people back and forth. feet of indoor exhibits in the Metro Toronto Convention CORD WEBSTER

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