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Canadian Rail 376 1983

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Canadian Rail 376 1983

Canadian Rail
No. 376
September-October 1983

Published bi-monthly by the Canadian Railroad
Historical Association P.O Box 148 St. Constant P.Q.
JOL IXO. Subscription rates $21.20
(US funds
if outside Canada)
EDITOR: Fred F Angus
M. Peter Murphy
LAYOUT: Michel Paulet
hauling train No. 11, nine cars,
ne ar Cranbrook B. C . on Se ptembe r 17 1951 .
Photo: W.R. McGee.
LOCAL EXTRA 3677 NORTH seen at
High River Alberta on September 19
Photo: W.R. McGee.
C.P.R. EXTRA 5242 South with 35
cars of wheat travelling over
Albertas vast prairie land
abounding with grain. Penhold
Alberta, September 11 1951.
Photo: W.R. McGee.
ISSN 0008-4875
P.O. Box 1162
Saint John,
New Brunswick E2L 4G7
P.O. Box
22 Station B
Montreal, Que. H3B 3J5
P.O. Box 141, Station A
Ottawa, Ontario
K1 N 8V1
O. Box 5849, Terminal A,
Toronto Ontario M5W 1 P3
300 Cabana Road East,
Wi ndsor Ontario N9G 1
P.O. Box
Cambridge, Ontario N1 R 5W1
P.O. Box 593
St. Catharines,
L2R 6W8
P.O. Box 6102, Station C,
Edmonton Alberta T5B 2NO
60 -6100, 4th Ave. NE
Calgary, Alberta T2A 5Z8
P.O. Box 400
Cranbrook, British Columbia
V1C 4H9
O. Box 1006, Station A,
Vancouver British Columbia V6C 2P1

The Second Turkey Track
By Patrick Webb
The depression of the late 1880s struck the Galt
familys Lethbridge based coal company almost as
soon as it went into production necessitating new
markets immediately if it were to survive. Simulta­
neously the economic downturn shattered investor
confidence forcing Sir Alexander through two years
of tenacious negotiations in order to underwrite the
new railway to Helena, Montana. Patience, a
tempermental outburst in London, and friends in
Ottawa, enabled the first train to head south on
October 22, 1980. The reorganized Alberta Railway
and Coal
company constructed the Canadian
portion, while the U.S. chartered Great Falls and
Canada Railway built the Montana section terminating
instead at Great Falls.
But like earlier expectations,
too failed to materialize and the profits
evaporated in red ink.
Both segments were soon to be
swallowed by expansion-minded corporate giants,
the Alberta
trackage in 1912, the Montana line in
However despite the railway failures Sir
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The international station at Coutts seen from the U.S. side, with the Sweet Grass station board propped up on
the platform. A narrow gauge engine takes on coal from a bucket loader, the water tank is in the
immediate right foreground as evidenced by the ladder.
Photo courtesy of Galt Archives
Alexander would be gratified to see his efforts 90
years later as the ghost of the little road today carries
tonnage undreamed
of then with coal once again
promising a bright future. For a more complete
corporate picture see Canadian Rail, June 1974,
October 1974, July 1980 editions.
It is called the Coutts Turn by its crews and gets out
of Lethbridge quietly each morning before the city
has really come to life. Within minutes of departure
its cleared the
city and rumbles south-eastward
toward the distant Milk River ridge and a rendezvous
with a
Burlington Northern-Shelby-based-crew who
with less distance to go havent yet been called. The
under the units could be any other branch
line in western Canada-however, in September
-1980, it passed its 90th anniversary, the same
birthday as the only surviving hogger who ran
Baldwins over it when it was
only three feet wide.
As unremarkable
as the line appears, so are the
communities it serves, many of which are named after employees
of the company that laid the track. The 66
miles on the Employees Timetable lists Stirling.
Warner and Coutts on the Canadian side. Immediately
across the border and reflecting some imagination at
is Sweetgrass, Sunburst, Shelby, (Fort) Conrad,
and Great Falls, on the Missouri, 126.5 miles of track.
is the Burlington Northerns Montana. 4th Sub.,
in Alberta, CP Rails Stirling and Coutts Subdivisions.
On both roads G.P.9s
do the grain gathering but here
branchline similarity ends because Action Red
CP Rail three unit SD40 lashups daily drag an Irish
stew of
jumbo tankers, C.P., B.N., U.P., private owner,
hundred-car consists to the rendezvous at Coutts.
Cascade Green B.N.
counters with up to five GP 30s
which, on better roadbed, will storm southward with
the exchange to Shelby.
This line
is in fact the second Turkey Track, or
Turkey Trail -it was called both -the wandering
three footer that gave a second outside
to the fledgling cities of Great Falls and Lethbridge. If
Number 1 Shaft. These workings displaced the original horizontal shaft at the foot of the valley wall.
The valley itself can be seen immediately beyond end of track. The new shaft was opened in anticipation of the
Great Falls tonnage moving south, the new roundhouse being under
construction at the left.
courtesy of Glenbow Foundation
The ties -posts -were laid almost casually and the light rail spiked directly without tie plates. The crew
shown here was tidying up roadbed southeast of Lethbridge in 1890. Note the undulating track which was
described by a Shelby settler as like being at sea. Ph
oto courtesy of Galt Archives
The Lethbridge roundhouse not yet finished, probably in 1890 about the time trains began running
over the new tracks. The last three stalls at the right are still incomplete.
the birthdate passes unremarked today it didnt then.
In October, 1890, both communities held tumultuous
celebrations sending goodwill delegations to each
other soon after operations began. The Lethbridge
News ran a special edition predicting the new railway
would bring a glowing future to both towns while
the citizens of Great Falls attempted to recapture the
of July in October. Coal -black gold –
immediately began to move south, the rolling stock
gradually mirroring the changing economy as the
former all-coal trains were punctuated by box and
stock cars. The varnish
of course, held down its
traditional position before the caboose as the 29th or
30th car.
Almost from its inception excursions were popular
on the Turkey Trail. The first was to run almost before
Photo courtesy of Galt Archives
the new roadbed had settled on May 25, 1891,
carrying Colonel Searles, editor of the Great Falls
Tribune and 59 others northward to Lethbridge. His
account of the journey was written from the ample
comforts of Roadmaster H. L. Laughlins private car
suggesting that the official served something
stronger than Missouri River water.
The train was
under the immediate supervision
of that prince of conductors, Harry OBrien,
while cool-headed watchful Joe Carroll
the seat of honor and responsibility at the lever
and throttle valve.
It is not claimed that the Great Falls and Canada
narrow gauge is the great scenic route to
British Columbia. The road does not run
through deep cavernous canyons, where the
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.:Jc:olt 100 (t Jv:~ :~ fi3
J … r •. M … u1o;: fro/llpnnt incorr(>spcrldeuCL. senf ,utE I? M~Neil
Cove, Skelch
Especially desl~ned
101 Shelby BackRlounds
by Paul Oube
Shelby 3111501 and businessman
The sketch depicts the narrow gauge station at
Shelby Junction in 1891 and is taken from the front
cover of Shelby Backgrounds.
A map of Shelby in 1904. The Great Falls and Canada
right of way is indicated by a broken line running
diagonally to the Great Northern tracks.
Photo courtesy of Shelby Backgrounds
possibility of a land or snow slide under which a
train might be crushed to pieces, adds just
enough of the spice of danger to the tourist to
make the passage through
it intensely interesting,
nor does it run over the brow of precipices from
whose dizzy heights the trembling passenger
may be dashed to eternity. Upon every hand
broad plains extend as far as the eye can reach,
broken only here and there by streams of pure
mountain water, or–on clear days–by the grand
old Rockies in the far distance and the Sweet
Hills in the near. Not a tree is to be seen
between Great Falls
and Lethbridge, and
indeed, as far as the question of fuel is
none are needed.
Since the fifty miles into Shelby was almost entirely
by the way of two hundred foot deep coulees and
river valleys one has
to assume that the car had drawn
blinds! His description of the trip consumed one
quarter of the four page News of that week indicating
not only an affinity for cigars and Gilbert and
Sullivans ~ ikad prose.
In a case
of classic understatement newspapers
called the startup of operation routine. They
werent to stay that way long if indeed they ever were.
While the equipment itself was for the most part new,
in an
effort at economy, the roadbed wc;lsnearly
nonexistent. It was even then desc.ribed as more like a
wagon road, the ties being laid almost directly on
the turf, cuts and fills being constructed only when
there was no alternative. Like its predecessor to
Dunmore it skirted what it could but used every
hollow, coulee, and sidebank despite the lessons of
the North West Coal and Navigation Company
operations. Unlike the Dunmore line it traversed
ougher country straggling up and over the Milk River
into Coutts, across the dry alkali lake beds and
down into the bowl by way of Shelby Coulee to Virden
Shelby Junction. Medicine Rock Coulee gave it
an outlet thence by coulees and creeks it made its
way to the Marias River Valley, and by the Teton and
Sun Rivers to Great Falls, the engineers plan of the
right of way looking more like a crossing of the
Rockies. His
economies quickly showed themselves
with washouts, sun kinks, and heaving track. To
compound the problems rattlesnakes warming on the
roadbed were a hazard to crews as were the antelope
and cattle driven onto the right of way be winter
storms. Empty trains were occasionally stopped by
the dangerous high winds roaring out of the
southwest, which fanned engine sparks into con­
flagrations that more than once set fire to company
and adjacent property.
As did most newspapers of that time, the
Lethbridge News slavishly reported every railway
accident that came to its attention and while none of
the narrow gauge lines approached the disaster of
1891 at Aspen, Colorado, the News dutifully reported
each and every misfortune, including those of the
I ittle road. For exam pie, in the fi rst
six months of 1891,
Teton River Bridge was twice reported burned out
as well as the Stirling Bridge -actually a small
trestle. A
plough was reported derailed at a curve 40
miles from Great Falls, a six car derailment shortly
after when the rails split! Even the papers notices
reflected the routine operations -an organ was to
be raffled to aid an employee whose legs had been
badly frozen while working on a snow blackade and if
trouble wasnt making life difficult on the line to Great
Falls, it seemed to be on the Lethbridge-Dunmore
track. At times it even appeared that the few people
along the line were as adverse as the weather
because in May 91 a rancher charged that a train had
fire to his field killing a COWl And it was all news to
Teton County, Montana, taxed the crews even
fyrther. Cattle drives following the track north and
:smoking it up -riding beside the train an-d firing
their Colts into the air -was a favorite pastime of the
cowboys, In the treeless country coal WgS ne.cessary
for survival. Frequently shadowy figures assaulted a
stopped trairiand at least one thief in Great Falls was
In 1892 The Sun River washout accurred nine miles
west of Willard, the Great Falls terminal. The crew,
engineer Joe Carol and fireman Thomas Nolan,
jumped and were unhurt. However, engine No, 12
was extensively damaged but was rebuilt,
Photo courtesy of Galt Archives
The Lethbridge water tank and machine shed sometime after 1892 as three rail tracks in place,
indicate that the Canadian Pacific takeover had already occurred. Photo
courtesy of Galt Archives
In 1902 a number of engines became surplus with the Canadian Pacific takeover of the original line,
Lethbridge to Dunmore. These were consequently sold to various companies as maintenance costs had
started to climb on the little teakettles, some approaching their 17th birthdays. Here, one of the
original N. W. C. and N. Co. engines is seen in Alaska after its sale.
courtesy of Galt Archives
brought to trial and severely fined. And then there
were the blizzards! All of which were routine to the
crews. Amazingly, though fingers fell prey to the link
and pin couplings, there were few fatalities in the 12
years under coal company management.
Today a crew can do Coutts and return in eight
hours, however, in 1890 the Canadian worked their
new C. L. C. engines to Virden, Montana, the last 34
over G. F. & C. track. Virden was about half way
to Great Falls, had water, and was sited in the general
vicinity of where Jim Hills SP., M. & M. line was to
pass through. Oldtimers recall a small roundhouse,
servicing facilities and a wye with a small yard and, of
course, Mrs. Pardees boarding house. After paying a
quarter for the room and 50 cents for breakfast, the
crews exchanged trains and headed back to their
respective terminals with the same engines. Traffic,
of course, was imbalanced with the coal going to
Great Falls, a statistic which changed only slightly
when the Great Northern went through.
In Rattlesnake coulee at the point where the two
tracks crossed, a tent town immediately blossomed,
Shelby Junction (named after Peter Shelby, Montana
Superintendent of the G.N. He didnt appreciate the
honor). The press at Fort Benton -not the most
gentle of towns itself -called Shelby the toughest
station in the state. It took one to recognize one The
story was told that young station agents were sent out
from the East but didnt last because cowboys loved
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to circle the station on their horses firing in every
direction. One agent quietly laid his rifle across the
counter facing the window. At that, the cowboys
feeling a little uncertain with a green horn tenderfoot
handling a gun, decided to see what was over in the
next coulee.
It wasnt until 1900 that it began to tame
down a bit,
meanwhile, it did
everything to live up to the Benton
press expectations.
Growth came quickly to the
fledgling town with bars, a hotel, a store, the first
homes, and the box car
known as the union station to
some, dropped on the ground at the angular
crossing. Seven years later that location would stage
event that would rate even more press attention
than the Worlds
Heavyweight Championship Prize­
fight between Dempsey and Gibbons in 1923. Narrow
gauge crews, lying over at Mrs. Pardees would on
occasion run an engine the three miles over to Shelby
two whiskeys could be had for a quarter and
fifty cents was the price for a nights entertainment.
Rarely was
anyone disappointed.
All the wildest and
romantic notions of the West
confirmed to readers of the Police Gazette,
Time Magazines equivalent, when in 1897 the
publication carried a headline article on Shelby
Junction, THE WILD OUTLAW TOWN. The story
grew with the telling, but the consequent investiga­
tion if
nothing else illuminated life along the Turkey
Track, the following account being taken from the
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Engine 675, class 010C was one of the ten whelers assigned to Lethbridge which frequently worked the
Coutts Mixed. The engine
is seen at Lethbridge on October 24, 1945.
Photo courtesy of Warren McGee Collection
prosecuting attorneys report consequent to his
investigation. The Columbia Opera Company had
just arrived from Lethbridge and awaited the Great
Northern passenger train at the joint station.
A dance was given at the Sullivan House at
Shelby Junction the evening of February 5th,
which was attended by a lot of cowboys, who
drank more Shelby whiskey than was at all good
for their health. The train came in about 11
oclock that evening, being somewhat late and
the Columbia Opera Company, comprising
quite a number of ladies and gentlemen, who
were waiting for the delayed train, occupied the
waiting room. Some of the cowboys who had
been at the dance, went into the waiting room,
and were strutting around with revolvers in their
belts probably to show the wild and wooly style
of the cowboy in Montana for the benefit of the
lady members of the community.
No insult was offered anyone until a couple of
men got into an argument when some hard
words were exchanged, accompanied by some
talk about shooting.
The report goes on to say that because of the
language one of the ladies complained, whereupon
the station agent threw the offenders out. After more
refreshment the cowboys returned and kicked down
the station door, brandishing their weapons. The
waiting room light was shot out and the cowboys
paraded up and down the platform firing their
revolvers into the starless night. The reaction of the
Company can be imagined! When the dust
settled, each of the offenders was fined $100.00 with
the threat that a further offence would bring a $500.00
fine, however, the exagerated tales made
for more
interesting reading suggesting an incident in the best
Hollywood tradition. Nevertheless, Shelby was not
without its problem. A murder did occur in the
House about the same period. A shocked A.
R. & C. Co. conductor witnessed the body, still where
it fell, the following morning.
Thirty-eight bleak miles separate Shelby from
SweetGrass-Coutts. Then as now the location
overlooked a desolate alkali lake bed but in 1902 a
solitary construction delineated the border. The
landmark offered a depot, U.S. Customs, restaurant
and the
Canadian Customs and Immigration office,
the only. evidence of the boundary marked by a
line on the platform. Sitting Bull was not the
only fugitive to seek the northward sanctity of that
mythical line as the whiskey traders had often fled for
safety south across it. That white line beside the track
was to provide still another sanctuary. Apparently
U.S. law officers chased a fugitive northward who
beat them across the line at the depot. Since there
nowhere else to go, the officials decided to hang
around and starve him out. Taunting the lawmen, he had
food carried to him over from the U.S. side and
ate it
sitting on the depot bench on the Canadian side
with the lawmen a few feet away, fuming I
When a
correspondent for the Winnipeg Free Press
made the
lunch stop at Coutts in March, 1891, his
mpre~sions described anything but the Harvey Gi rls,
as a not nearly occurred.
The table (in the restaurant) bore a strong
resemblance to Mother Hubbards cupboard
and the waiter did not appear to be in any great
hurry. The bill of fare consisted of ham and
eggs, and when the waiter made his appearance
with the first consignment it was plain to be seen
that he was sad and lonesome there by himself
and had been drowning his grief in montana
forty rod. He brought in one piece of ham and
two eggs to satisfy twenty hungry individuals.
Ap.parently the passengers devoured the only
nourlshm.ent available, a portion of a barrel of pickles
and Its brine,
Sl nce the only other food avai lable in the
kitchen was a small blackened piece of ham presided
by a brooding cook and a boy whose shirt had
been used to supply dish cloths when its owner was
short taken. The cook let the howling mob board
the train
without paying but insisted the corres­
P?ndent pay four bits since he was the only one to
dine. Four months later following a change of
management, a Great Falls bound excursion train
was treated to as royal a repast
as the writers meal
had been frugal.
Ex A
.. R. & C. Co. fireman, Andy Staysko, an Alberta
In the summer of 1980, still vividly recalled the
fun at Shelby, a colorful character named Steamboat
Bill, and the
Sunburst sun kink near-accident.
Steamboat Bill used to
work the Missouri paddle­
wheelers to Fort Benton until bullwhacking the
Whoop-Up-Trail seemed more profitable. At the time
of Andys encounter with him, he and his dog were
dnfters and one day turned up penniless on the
Coutts platform during the 30 minute stop. Shouting
up to the cab where Andy was alone, Bill inquired
after Bob Hagan, the engineer, wanting to borrow
$2.00. for the fare south. Andy paid no further
attentl?n and with Hagans return, they were
preparing t.o.pull out until they noticed the platform
lOiterers giving humorous attention to the loco­
motives pilot. Hagan unloaded and much to his
chagrin found Steamboat and the dog comfortably
ensconced there nor would he move until he
borrowed the fare from Hagan. As the right of way
was unfunced, the engineer dared not move the train
for fear of collision with sheep and cattle. With no
choice, Hagan reluctantly handed over the fare only
to be turned on by Steamboat much to the enjoyment
of the loiterers.
Why the hell didnt you give me the $2.00 when
there wasnf no passengers around? Hagan had
been had publicly and knew it and climbed back into
the cab muttering all the way to Sunburst.
The Sunburst sun kind must have been one of the
few times equipment stayed on the light rails. Any
related it as follows:
One dark night when the train was in the
vicinity of Sunburst, the train began reeling from
side to side so violently the crew were forced to
hang on not knowing at what moment the train
might tip over. The headlight was not strong
enough to show up the tracks very far. When the
train was brought to a stop, it was discovered an
S curve had formed in the rails. The steel used in
the rails was
not as heavy as that of modern rails
and would expand from sun heat, causing
creeping track.
Passenger equipment was spartan, predating
1980s commuter-economy-style seating, benches
being in a
two-one arrangement, with a stove, box of
and water tank for the comfort of passengers.
Coal oil
lamps of course provided illumination. If a
train was
without a passenger car, locals could with
permission ride the equally austere caboose. On at
one occasion, it was inauspiciously left behind
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with its passengers for the night just north of
Sunburst where they spent the long hours accom­
panied by howling coyotes!
With its completion the three footer opened up a
large region of
Whoop-Up country to settlement. It
breathed life
into the two little towns of Lethbridge
and Great Falls but at a stroke killed Fort Benton on
the Missouris headwaters and
wiped out the
commercial artery, the Whoop-Up Trail, its oxen and
mule trains, forever passing into dusty history. And
had there been a
celebration at the 49th Parallel in
no doubt the only surviving hogger would have
presided over it all,
bringing the three footer back to
with his recollections as if it were yesterday.
In addition to previously mentioned sources I am
indebted to Mr. Bas Webb, retired Superintendent of
Canadian Nationals Fort Rouge (Winnipeg) Shops,
to Mr.
A. A. den Otter of Memorial University for his
to the Canadian Historical Association at
Kingston in 1973, to Mr. J. F. Hilton of Brookfield,
Wisconsin, and particularly to the Shelby History
Group, Montana Institute of the Arts for their
publication, Shelby Backgrounds.
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B. N. s Sweetgrass turn from Shelby uses units based at Havre, Montana. Grews prefer to lie over at Coutts,
Alberta rather than Sweetgrass, Montana. Consequently with a random selection from the
pool either U-boots or as many as five GP 30s may be found idliQg at the little border town in
southern Alberta as seen here on a miserable, overcast evening in August 1980. ;::
By Lon Marsh
:;: .•.• ~ ~ J
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An Atlas Coal Mine Train heads a full load down towards the tipple in this 1956 photo. Notice the Plymouth lettering
on the second diesel engine. The Atlas Coal Mine is located 10 miles east of Drumheller along highway 10 in east Coulee.
PA 1980/3 Century Coals Dec. 1956 Drumheller Coal Train.
This is the story of coal in the Drumheller Valley.
It would have been interesting to have seen the
fireman shovelling his coal
into the firebox; with­
out thinking of its origins and where it came from.
We will be looking at one of the largest coal
fields in Alberta,
that of the Drumheller Valley;
will then look at what it was like to work out of
the Drumheller railyards … in the days of steam
as told by an early pioneer.
First a
little family history. My Great Great
Grandfather John Marsh owned the White Ash
mine near Taber, Alberta,
in 1906. He and his
family moved later to the Drumheller region where
they settled down for many years. The writers
Great Grandfather, Mr. John Henry Marsh, was
employed as a Pit boss at the Midland mine at
Midland near Drumheller
from December 1925 to
September 3rd, 1941. He also was mine overman
during the mine managers frequent
out of town
trips. During the mid thirties, my Grandfather,
Mr. Cyril Marsh,
who now resides in Edmonton,
was chief engineer of the A.B.C. (Alberta Block
Coal Co.) mines
power house and related mach­
The Newcastle Coal Miners Museum
is located
on the original site where the A.B.C. mine once
stood, and
is well worth a visit on your next trip
through the region.
The earliest recorded discovery
of coal in the
area was related by Peter Fidler in
In this 7948 view, an employee of the Atlas Coal Mine prepares to load the waiting cars in the background with this
mechanical boxcar loader.
P975 Atlas Coal Mine East Coulee, Alta 1948.
1793, when he reported coal near the junction
of Rosebud and the Red Deer River. Some 118
years later in 1911-1912, the first mine (Newcastle
Co.) was started in the Valley and the Drum­
heller coal
industry was born. The early settler
prior to this, had scratched their coal requirements
from the outcroppings of the seams along the
Valley walls.
The C.N. Railway from Strettler had reached
Munson in
1910, and railway construction was
being rushed
to the Valley. The Newcastle mine
had a
spur track ready for use just as soon as the
Midland bridge over the Red Deer River was com­
The first carload containing approx. 4068
tons, were sent by the C.N. R. in 1912. It should
noted that Drumheller coal is classed as Sub­
Bituminous B. With the different sized coals being
shiny, low in ash, soot, and smoke plus high
heat value, it made the ideal coals for stoves in the
stations, passenger cars, and household use. As
recent as 1971, some farms still had coal fired
furnaces. As
the advertising slogan for the lJew­
castle Coal Co. read Always Suits, Never Soots.
Mr. Sam Drumheller, whom the city of Drum­
heller was named after,
opened his coal mine in
1912, south of the railway and east of the station.
The mine was able to operate at only two thirds
of its capacity as labor was scarce but it did pro­
duce approx. 200 -300 tons a day.
In 1914, the C.N. Railway was pushing its line
Rockyford and along the Rosebud Creek, past
Rosebud, Beynon, Wayne,
to Rosedale. Timbers
which floated down the Red Deer River, were used
to build the numerous wooden bridges across the
Rosebud Creek. The estimate was as many as 67.
However, most of these were replaced as the railway
curves were straightehed
out later on.
From 1912 -1959, it is interesting to know that
approx. 124 mi les were operating in the Drumheller
vicinity; some employing
hundreds of men, and the
smaller ones, perhaps a handful. To th is day, on Iy
the Atlas mine in East Coulee, operated by Century
Coals Ltd., remains active. The Atlas mine has
underground tours during the summer m~:>nths.
It is a must visit especially for school children,
of course adults. For further information one
could write the Century Coals Ltd., c/o. Atlas
mine, East Coulee, Alberta,
TOJ I BO, or phone 1-822-3844.
Government statistics give a good idea of the
activity of the mines from 1912-1966. The total
tonnage was between 56,964,808 to over 59,000,
000 tons, and the approx value was $237,860,
777 .00. There were 50 car trains leaving the Valley
in the mid thirties with each car having a capacity
of 60,000 Ibs. Drumheller obtained the status of
the fastest growing town in Canada. It was
incorporated as a City by 1930. Coal from Drum­
heller has been
shipped to Ontario and Quebec in
the East, to Vancouver Island on the West coast.
we will read the story of Mr. W.J. Patterson
who knew what it was like working out of the
Drumheller railway yards from 1919-1954. Here
is the story!
…… The fall of 1913, I arrived at Rainy
River, Ontario, from Sherbrooke, Quebec, to work
on the C.N.R. as a trainman. There was a lot of
wheat being shipped through this part of the coun­
try from Winnipeg to Port Arthur.
Large locomotives were used from from Winni­
to Rainy River, hauling about sixty cars of
wheat, but smaller engines were used east of Rainy
River, hauling about fifteen cars of wheat. This
was on account of the railway crossing over the
Rainy Lakes. The railway had to build trestles from
one island to another, which meant we had to
travel at reduced speed of about five miles per
hour over these trestles of piling.
watchman was on duty to check on this move­
ment, which for a mile or more. In 1914, the
C.N.R. constructed a new road by.filling it in with
the large rocks, a part of the lakes. After the wheat
shipments decreased, reduction in crews was nec­
essary. I n
the fall of 1917, I moved up on the
homestead and decided to resume work on the
railroad at Rainy River, Onto until the fall of 1919,
when I was sent to Drumheller. The trainmen
that came with me were L. Whistler, F. Beauchamp,
J. Anderson, E. Sletten and C. Dunn. We arrived
at nine oclock October 29, 1919. There was about
a foot of snow on the ground. We proceeded to the
yard office (which was a converted box car) to
book on, or register for work. The yardmaster at
that time was George Thomas, and the trainmaster
was Mr. Donlevy. There were about forty five men
on the I ist then.
The railway yard consisted of a scale track for
weighing cars, also six tracks for marshalling cars,
and eleven
other tracks under construction, which
were soon completed and put into service–making
total of seventeen tracks!
A five stall
roundhouse was built on the south
side of the tracks; also a turntable for turning
locomotives, and a water tank nearby for supplying
water for all the engines. A machine shop and
boiler room were on the east side of the round­
A coal
dock was located on the north side of the
main line; coal from Brazeau and Luscar (steam
coal) was used
for the locomotives. At this time,
there were four passenger trains going through
In 1944 the Commander Mine at Nacmine had just opened, we had placed a large demand for Canadian Coal. On Nov.
29/44 a CPR locomotive, hustles a train of boxcars west towards Carbon and Alta. wheatfields. Hes got a good head of
steam up as he races towards the climb out of the steep valley. The town of Nacmine can be seen just ahead of the train.
PBBl Commander Mine Nov. 29/44 Drumheller area.
There were even compressed air locomotives used in some of the mines. I ran on the same principal as that of the fireless
steam loco. The compressed air was kept in the large tank on the center of the engine. This view was taken at the Bank­
head Mine near Banff in the Rockies. An excellent example of one of these locos can be seen in the Fort Steele National
Museum near Cranbrook. B.C.
Drumheller daily, to and from Edmonton and to
and from Saskatoon.
In the spring
of 1920 as the work in Drumheller
slackened off due to lack of coal orders, there was
a reduction in staff.
(During the spring and summer
the mines would close down for routine
maintenance and overhaul of eqipment, and reopen
in the fall
for the busy winter business which lay
In the fall
of 1920, I returned to Drumheller to
resume work on the railway. During the summer
while I was away, the C.N.R. double tracked the
main line from Drumheller to Wayne, thereby
facilitating the movement of trains, also creating
working limit for yard engines of twelve miles.
At peak of coal output, there were two hundred
and fifty cars loaded in a 24 hour period! This
required fourteen yard crews
to do this work.
Occasionally, loaded cars got away at the mine due
to steep grades, resulting in derailment; this re­
quired heavy
equipment to res_tore traffic again.
Some of the mines closed down in Drumheller
and located at East Coulee,
(Murray mine and Atlas
After some years, these two mines moved
to the south side of the river. The C.P.R. built a
bridge across the river in
order to service these
…… (the C.P. R. rached Drumheller from
the west on the Langdon subdivision–The Marker,
In 1928, a
joint track (C.P. & C.N.) was built
between East Coulee and Rosedale, creating more
work for C.N. employees. In 1929, the C.P.R.,
bui It a spur
track from Eladesor (Rosedale spelled
backwards, and
was the name of the junction on
the northside
of the Red Deer River) to the Rose­
dale mine.
During these times, thousands
of tons of coal
were moved
daily by rail to nearly all parts of
Canada; keeping the home fires burning during the
long cold winters. The winter of 194748, was one
of much snow, which resulted in may floods that
spring throughout the Drumheller Valley. The
{here were many underground battery locomotives such as this one in use throughout the mines in the Drumheller Valley.
This one is being used in the Commander Coal Mine at Nacmine on Nov. 29/44. Nacmine is approx. 5 miles west of
P889 Commander Mine Drumheller area Nov. 29, 1944.
A demonstration carload of Alberta coal moves through Edmonton on its way to Ottawa during the mid thirties (?)
Notice the capacity limit of the car just below the sign.
A 3972 Drumheller -Ottawa Train Bucn Alberta Coal.
A train of coal moves through the Ideal Coal Co. yard at Wayne on its way toward Drumhelfe.r, hauled by a vintage steam
loco. Wayne was approx. 8 miles east of Drumheller. A modern washroom of the day can be seen in the forground.
A 1341 Drumheller Railway Yards N.D.
Rosebud creek rose to record levels, and washed
out parts of the tracks between Wayne and Rose­
This made a lot of extra work for the railroad
to repair.
The following are a few experiences connected
with railroad work during the busy season in· the
Drumheller Valley. When double heading into the
yard at Drumheller, one of the loaded box cars
jumped the track at NO.3 switch, and stripped all
the switch stands off, up to No.8. We were soon
stopped, and found out the reason. Fortunately
the big hook (crane) which was near the end of the
train, was left on the track when the train became
uncoupled. These accidents caused alot of work
to repair and to get things rolling again. Like that
fatal one, just at the west of the yard, when an
engine left the rails and rolled into a deep gully.
Our work was to spot the mines with empty
box cars in the evening, (it was not uncommon
to see Canadian Govt Railway or Duluth, Winnipeg,
and Pacific lettered box cars on the mine trackage
during the early years) after we had pulled the
loads out and weighed them.
Sometimes on account of miscount or weather
conditions, we shoved a car over the end of the
track, and then it had to be rerailed, if not too
Once we were putting empties up to the Rosedale
mine, which was a very heavy grade, and after
going through the bridge, it was necessary to take
a run up the hill. But, while going over a switch
at a good speed, one truck on the car we were
riding went off the track, and two of us had a
very rough ride
for a few car lengths before get­
ting stopped.
While spotting the Jewel mine at Wayne one
night, we left some cars on the main line while we
took some in for a short spot first. Unfortunately
when coming out, our locomotive went off the
track, thereby having to flag the passenger train
from Calgary, and have the passenger train shove
our cars down the main line to the Wayne yard
about a mile. That was some ride! We had already
sent a helper to Wayne to line up for us, we cut
off the cars, and rode them into the side track,
without too much delay to the passenger train.
(Ready for some more … 0 I< here it comes!)
Then there was the time the old wooden water
tank (there were two of them, identical to the
one at Gibbons) required some badly needed repairs.
This was done by the B&B department. When the
work was finished, the steel bands around the tank
were tightened up, and soon the tank was back
in working order. When the water was turned on,
the dry wood. expanded until the steel bands broke,
causing quite an explosion, and away went the
water; what a mess! A new steel tank was built
nearby and remained there until it was taken down,
after the railroad converted to diesel locomotives.
(Harry just loves that last sentence.)
After the destruction by flood to the Westward
track, between Rosedale and Wayne, the C.N.R.
took up the West track, making it a single track
again west of Rosedale.
Steam engines were converted from coal burning
to oil burners as coal mines diminished. Oil and gas
were drilled throughout the country. This
was the end of the busy railroading era in the
Drumheller Valley. (The last steam locomotive to
work in the Drumheller yard was C.N. R. engine
No. 7413, a 0-6-0 six wheel switch engine.) Most
of the employees have been transferred to other
terminals, leaving a small number in Drumheller.
In 1962-3 passenger service between Calgary and
Saskatoon was discontinued, and Rail-liner service
between Drumheller and Edmonton was established,
making daily service. (Later to be discontinued
completely by V IA in the early 1980s.)
In 1971, the original C.IJ. station was demoli­
shed in order to make a place for a new shopping
center. Times and things have changed, but old
timers can still recall the noise and thunder of those
old steam engines. ……. This is the end of Mr.
Pattersons reminiscence –he had alot of memories
and nostalgia that will be remembered for a long
A.P. R.A.
members may recall that retired ex
C. N. R. steam locomotive 6060 made a brief visit
to the Drumheller region in the fall of 1980 with
the Jubilee Express to celebrate the 75th Anniver­
of Alberta becoming a province.
And so we
come to a close; the interesting and
true story of coal mines and railroads in the Drum­heller Valley. I
hope you have found it interesting
and enjoyable!
1. A very grateful thanks to my Grandparents,
Mr. and Mrs. Cyril Marsh of Edmonton, for
their interesting stories and experiences while
living in the Drumheller Valley.
2. The Hills of Home, a history of the Drum­
heller Valley,
published in 1973 by the Drum­
heller Valley History Association.
The Midland Messenger, an employee news­
letter from the Midland Coal Co., 1912-1959.
4. The Drumheller Mail, their weekly News­
paper, for many interesting and informative
R. Marsh.
A partial view of the Drumheller Railway Yards can be seen in this June, 1918 photo. The Drumheller train station can
just be seen behind the string of boxcars. This original station was torn down in 1971 to make way for a shopping center.
The view is looking North.
P833 Drumheller Town June 1918
The Canadian Northern Railways Midland Bridge is seen looking northwards in this view. It provided a vital link to the
mines located on the south bank of the Red Deer River. The old Midland Mine No. 1 can be seen in the background.
Taken in 1912.
P855 Midland Mine West of Drumheller Alta. 1912.
By Sandy Worthen,
THE WITTS: An Affectionate Look
at Torontos Original Red Rockets.
By Larry Partridge ISBN 0-919822-74-6
Boston Mills Press 1982
98 Main Street
Ontario NOB no $19.95
Altogether too much time has been wasted before
telling the street railway enthusiasts that 1982 was a
good year for publications about their favourite
There were three accounts, in particular, which
were of interest. The first was the history of the
construction, operation and development of
the streetcar type known as the Peter Witt in
Ohio and Toronto, Ontario, by Mr. Larry
Partridge, Editor of the Canadian Railroad Historical
Association Toronto and York Divisions TURNOUT,
appropriately titled THE WITTS: An Affectionate
Look at Torontos Original Red Rockets.
Partridge has compiled a most entertaining
history of these famous cars, famous in both of their
principal locations, as well as in other North
American cities. The uninformed reader (read
reviewer) undoubtedly will be fascinated by the
origin of this species, the product of the genius of
Thomas L. Johnson, once of New York City, in part,
and Peter
Witt of Cleveland, once a worker in a steel
Together, these two men rein,vigorated
Clevelands Cleveland Railway (1912) /
Transit System (1942), providing in the process a
of a new design, destined to have a
profound effect in other cities such as Toronto,
Rochester, New York and Detroit, Michigan. In time,
Torontos Peter Witts, large and small, were
superceded (net replaced) by streetcars designed by
the Presidents Conference Comittee (PCC) in the
United States.
story of Torontos Peter Witts is embellished
by many fascinating accounts of employee
experiences and personal recollections. There are
many good illustrations which help to explain the
period and location of introduction and withdrawal
of the Large and Small Witts and the reason for
th is classificati on.
And last,
but by no means least, Mr. Partridge has
scrupulous to identify and locate the Peter Witt
cars that have been preserved for restoration and
operation. Noteworthy among these are the two
Large and two Small Witts at the Halton County
Radial Railway of the Ontario Electric Railway
Historical Association (OERHA) at Rockwood,
Ontario; two Witts retained by the Toronto Transit
Comission for its summer Tour Tram service and
llumber 2300, the original car of this impressive
series, ordered
by the Toronto Transportation
Commission in 1921. And there are others.
Mr. Partridge, being a man of stern conviction, not
only has immortalized Torontos Peter Witt cars in
text and pictures,
but is also profoundly involved in
Project 2300, which is the restoration of this unique
car Number 2300, today owned by the Canadian
Historical Association and exhibited at the
Canadian Railway Museum at Harbourfront –
Toronto, to its original condition, for exhibition, if not
for operation.
It may be a disappointment to some that there is no
index included in Mr. Partridges book. But any
necessary searches
for items of information will be of
added benefit
to the reader, inasmuch as he is
thereby sequential opportunities to peruse
the text and
re-examine the remarkable and
interesting pictures which embellish the work.
The Story of Winnipegs
Streetcars and Trolley Busses.
By John E. Baker ISBN 0-919130-31-3
Railfare Enterprises
Li mited 1982
Box 33
West Hill,
Ontario M1 E 4R4 $24.95
The second of last years books about street
railways is
Story of Winnipegs Streetcars and
Trolley Busses. It is apparent at once from the title
that there is a variation on the streetcar theme. What
not so readily apparent is that Winnipegs streetcar
once included interurban lines to (then)
neighbouring Stonewall and Selkirk, distant 12 miles
21 miles respectively from the metropolis.
other accounts of transportation in
Winnipeg have been published through the years, a
great deal of
additional material has been included in
Mr. Bakers book.
The author acknowledges the
continuing contributions of researchers like Mr.
Brian West and
Mr. Herbert Blake, making particular
mentin of the latters three volumes on Winnipegs
transit history,
published at his own expense in
1971/1974 and now long out of print.
Mr. Baker has arranged his material to tell the
of transit systems in Winnipeg first, followed by the
suburban and trolley coach operations. There are
extensive and
interesting portions on system rosters,
maps and
two delightful sections of IF day … and
How to Build a Streetcar, the latter just in case you
ever want to do so!

170 RA i.L.
The jacket blurb says that Mr. Baker has spent
some 20 years in researching and writing the
Winnipeg transit story; the large number and
judicious selection of illustrating photographs
certainly attest to this statement.
It is an
altogether readable work. Those readers
not interested particularly in rosters and work
equipment and so on, can stop reading at page 171
and resu me perusal at page 180 -if they can
constrain themselves. But everyone will be
interested in inspecting the maps, tickets, transfers
annual passes disseminated throughout the
A History of the Street Railways
and Public Utilities
in Victoria,
British Columbia, before 1897.
By Douglas V. Parker ISBN 0-920620-29-9
Railfare Enterprises Limited and
Box 33
Hill Ontario
M1 E 4R4
Whitecap Books Limited
1615 Venables Street
Vancouver, British
V5L 2H1
1981 $14.95
There must be a good reason why Professor
Douglas Parker titled his new book No Horsecars in
Paradise. Perhaps it is because Victoria,
Columbia, could be said to be one city which never
enjoyed this type of urban passenger service,
although this is not strictly true. Ideally, the title or
the subtitle should have made some reference to lack
of capital (No Cash in the Till) or municipal
intervention (A Capital Regulation), for these were
the strongest influences in the organization and
development of the gas, lighting and urban
transportation, systems in the early years of British
ColumbiaS capital city.
The individual histories which make up Professor
Parkers story are easy enough to handle, since they
are every bit as discrete and individual as the locale
which they occurred. It is most unlikely that the
sequence of events described could have occurred
anywhere else on the Island, nay, anywhere else in
the Province.
The time-frame considered by the author -1859
to 1897 -seems strange, but one
must realize that in
latter year, control of the electric railway portion
of the trinity become duality (the gas company
disappeared at the bitter end of 1893) emigrated to
the mainland, when the British Columbia Railway
Company Limited (BCER) of Vancouver purchased
the various Victoria properties. Control thus passed
from the hands of the Island capitalists who couldnt
hack it any longer. They tried their best. They were
by the intricacies of a relatively new and
little understood technology. At the time, no help
could be found to sustain their enterprise. Professor
Parker, quoting Patricia Roys unpublished
University of British Columbia PhD thesis (1970)

The British Columbia Electric Railway Company-
1897-1928: A
British Company in British Columbia,
that the Victoria property was sold on 03
December 1896 for $139,000 to the Colonial Railway
Investment Company (this price being
questionable), and subsequently resold to the British
Columbia Electric Railway Company for 462,000
pounds sterling.
Ending the
story of the Victoria operation at this
point makes one think that the further history of the
company, 1897 to the cessation of streetcar service
on 05 July 1948, ideally would form part of the larger
history of the British Columbia Electric Railway
Professor Parker, who has published histories of
the streetcar systems in Nelson, British Columbia,
and Brandon, Manitoba,the latter for CRHAs
by Douglas V. Parker .
Canadian Rail, has chosen to base his account of
the National Electric Tramway and Lighting
Company / Victoria Electric Railway and Lighting
Company / Consolidated Railways: Victoria Branch
on various copy books of these comapnies,
newspaper reports from the Daily British Colonist /
Victoria Colonist and
Dr. Patricia Roys unpublished
thesis, referred to above, among other sources.
Material from the copy books of the companies may
be accepted without reserve, but newspaper reports
require more profound consideration. Colonel G.R.
in his history of the Canadian National
Railway Company (Canadian National Railways;
Clarke, Irwin and Company Limited 1962) had some
strong reservations about newspaper accounts and
inferred that it was prudent to fi nd confi rm i ng reports
elsewhere before accepting single-source items as
whole truth.
While it is just barely possible that the
Consolidated Electric Railway Company of April
1896 might have survived to successful operation,
the Point Ellice bridge disaster of 26 May 1896
terminated any such possibility. Fifty-five people
were killed and the claims arising from the accident,
additional governmental regulations imposed
and the public outcry combined to demolish the
company and to force it into bankruptcy and sale to
off-Island interests.
While it could be argued that Professor Parkers
book is not for street railway enthusiasts -it
provides little detail of technical and operational
features -the illustrations presented are
remarkable as much for their age as for their
excellent quality. There are 31 black-and-white
pictures, two maps and three interesting append ices.
further supporting evidence is required, it is said
that traces of Victorias urban and suburban
streetcar system survive to the present day and may
be discovered by enterprising railway archeologists
visiting British Columbias capital city.
Each year, the City of Toronto disburses the City of
Toronto Book Awards, amounting to $5,000, to
authors of books of literary excellence that are
evocative of Canadas Queen City. When
candidates for the 1983 Toronto Book Awards were
announced early in the year, Larry Partridges book,
The Witts was on the list. To the best of this
reviewers knowledge, this is the first time that a book
of this nature has been proposed for this award.
The finalists, announced at the end of February,
included The Witts by Larry Partridge, William
Arthur Deacon: A Canadian Literary Life by Clara
Thomas and John Lennox and The Klot by Tim
Wynne-Jones. The winners were The Discovery of
Insulin by Michael Bliss and The Face of Early
Toronto by Lucy Booth Martyn.
The first printing of The Witts is nearly sold out
and a reprinting is anticipated.
e. uSlne
were struggling to make a living, British
Columbia Railway made a heathy profit in 1982
should match the result again this year, says
Gordon Ritchie, vice-president of the provincially
owned system.
Official figures for the year have yet to be released,
but the 1982
profit is understood to be four times the
$3-million of the previous year.
Movements of forest products -by far the most
important commodity handled by the railway,
accounting for 80 per cent of revenue -were up in
first six months of last year, dropped off in the
third quarter and then picked up again in the final
months, Mr. Ritchie said in Vancouver.
upward trend increased in momentum early
this year, largely as a result of sh ipper fears -mostly
laid to rest last week -that the U.S. Government
would impose a duty on softwood lumber imported
from Canada.
drive to build up inventories south of the
border increased utilization of the 6,800-car B.C. Rail
products fleet to levels not seen since 1980 and
early 1981, Mr.
Ritchie said.
the first time in some years, we had to short
some customers as far as car supply was concerned,
though we were meeting 80 to 90 per cent of car
The threat of U.S. countervailing duties, prompted
by charges that Canadian producers were being
subsidized, caused some anxious moments at the
new $15-million B.C. Rail headquarters in
Vancouver. About one-third of the lumber handled
by the railway moves into the United States.
preliminary ruling by the U.S. Commerce
Department in favor of the Canadian lumber industry
was greeted with elation by B.C. Rail officials, even
though the immediate result was likely to be a
slowdown in lumber exports.
Its hard to preduct, but people (lumber
producers) contacted in Prince George say they do
not have too many orders ahead of them.
With 1983 U.S. housing starts expected to be up
about 30 per cent from last year, any marked dip in
lumber exports resulting from high nventories could
be overcome within a month, Mr. Ritchie said.
While lumber performed well, 1982 was not
uniformly rosy for the railway. Sulphur movements
held the line, but copper concentrates were down. A
vigorous cost-cutting program has reduced the work
force to 2,300 from about 3,000 before layoffs started
in the
summer of 1981.
As part
of a startegy to reduce its dependence on
forest products, the railway is currently building a
$450-million branch line, linking its main line at
Anzac to coal mines in
north-eastern British
The 130-kilometre track, financed by the
provincial Government, is now about 80 per cent
complete. The first coal train is expected to rollover
the line on schedule, in December.
The proposed revision of the Crows Nest Pass
freight rates for grain is also expected to open some
doors for B.C. Rail.
would have the opportunity to bridge grain
from northern Alberta through our system to (new)
grain elevators in Prince Rupert. From Alberta,
National (Railways) could take it to
Dawson Creek. We would take it from there to Prince
George where we would hand it back to CN.
S. Globe and Mail
VIA Rail Canadas International passenger
train service between Toronto and Chicago.
This service restores a
link that started between
two cities on June 24, 1900. CNs origi nal prestige
known as the International Limited,lasted until
it was replaced by the Rapido concept on October
30, 1965. The I nternational was to have passed into
history when through service ended in 1971.
However, the new train which extends the existing
Toronto-Sarnia link was launched into service last
fall. Its
inaugural run from Torontos Union Station
coincided with the application of the Great Lakes
timetable 46.
International represents the second co­
operative venture of its kind between VIA and
Amtrak, the
American national passenger agency,
provincial and state governments on both sides
of the border. The first such venture was the Maple
Leaf service
which started between Toronto and New
City on Apri I 26, 1981.
The new train is operated by CN crews in Canada
and by
Amtrak in the United States. VIAs on-board
personnel work through to either destination.
The Canadian passenger rail
company is using
Tempo cars pulled by LRC locomotives while Amtrak
utilizes its
modern Amfleet. The equipment travels
through to destination points and rotates on
alternate days.
CN passholders can use
their travel cards for the
Toronto-Sarnia portion only. Fares from Sarnia to
Chicago are $57 (Canadian) one way and $85
for the round trip excursion rate.
S. Keeping Track
;; .. , •• 1
Westbound Train No. 85
near Woodstock Ontario
Fe b. 13 1983.
Gordon Taylor.
0 Toronto, Onto
21 Oakville
0 Hamilton
7 Burlington West
32 Burlington West
39 Hamilton
41 Dundas
60 Brantford
87 Woodstock
96 Ingersoll
115 London,Ont.
146 Glencoe
180 Chatham
223 Windsor, Ont.
135 Strathroy
148 Watford
180 Wyoming
174 Samia,Ont.
177 Port Huron, Mich.
495 Chicago, III.
m •
® .. …. ET/HE Dp
………. 0849
……….. 0926
……….. ,. 0956
………. {~~
••••• 00 , •••••
….. {~~
……. ET/HE Dp
…. CT/HC Ar
. 1145
,gr 50
5 1245
Sl 1802
WESTBOUND VIA No. 85 at Woodstock Ontario May 1 1983.
Note the Tempo car at the end of the train which is
otherwise all Amtrak equipment.
Photo by Gordon Taylor.
fa •
13 15
. 1630
c E 1730
~o 2247
per Avenue by car
or on foot, youve no doubt
noticed the above ground construction neces­
to build the Jasper Avenue extension of the
S. L. R.T. line. The new south extension travels west­
ward under Jasper Avenue, from Central Station
(101 and Jasper)
to Corona Station (109) and Jas­
per). The
$109.63 million extension is almost 90
percent funded by Alberta Transportation, Person­
nel from Alberta Transportations Urban Transport­
ation Branch recently gained a different per­
spective on the progress
of the operation, when they
toured the underground construction from Corona
(107 Street)
to Bay Stations and the Cromdale
shops. Their
tour guides were Dave Thurston,
of the L.R.T. Division and Dave Geake,
of Technical Administration for the L. R.T. project.
Major traffic distruptions are over,
but small
lane closures are still part of life on Jasper. Some
to keep in mind during the next six months
of progress: by the end of April 1983 both
Station, the First Edmonton place entrance at 107
Street south and the 107 Street north entrance
be complete. Also in April, the Safe co entrance and
108 Street south entrance
to Corona station will be
complete. The station
will be ready in June 1983.
Tunneling operations are complete and the
signal system will
be installed by May 1983. The
traction power system
will be ready in April 1983
all of the 20 cars will be in service by the end of
August. System testing and comissioning
will be
carried out in May and June 1983 and by the end of
June, the SLRT extension will then be open for
service. Alberta Transportation.
Above: More L R T cars in final assembly in Edmonton
Transits shop.
Photo courtesy Edmonton Transit.
this year, Canadian Pacific Ltd.
wont start
the bulk of its massive expansion program
western Canada until the Crowsnest Pass grain­
hauling rate
is replaced, president William Stinson
says. The transcontinental railway
is spending $315
million on capital projects this year in exchange for
federal payments
of almost $160 million made in
lieu of a higher rate for the current grain crop year.
However, these are one-shot sUJsidies and Stinson
CP Rail wont commit itself to another $3.1
in planned capital spending without a re­
vised rate being in place, because the financial risk
of doing otherwise would be
too great. Legislation establishing a new grain-hauling
is to be tabled in the House of Commons
shortly. Some observers wonder, however, whether
will receive speedy passage or be put on the back
Jurner while Ottawa tries to win over opponents
of a higher rate. The Crowsnest rate of 1897 froze the -grain­
hauling charge at a
level that now prevents the rail­
ways from recovering their
Toronto Star.
doubled its capacity
to serve Alaska.
Through its northern line terminating at Prince
Rupert, B.C.,
CN is the intermediary connecting
the 525-mile Alaska Railroad with the North Amer­
rail system.
It has had a rail car barge service between Prince
Rupert and the southern end of the Alaska rail­
way, at the coastal community of Whittier, Alaska,
since the early 1960s.
Now it has introduced a new barge capable of
carrying 32 rail cars in the leased service operated
by Knappton Corp. of Portland, Ore. The freq­
is every 10 days.
The freight
is predominantly northbound -cons­
truction materials, appliances, chemicals, lumber
and some military cargo. The railway, which connects Whittier, Anchorage
and Fairbanks,
is also used to move resources such
as coal and gravel within Alaska. The system, which
U.S. Government wants the state to run, has
65 locomotives and 1,800 freight cars.
S. Globe And Mail
176 R A I L
ventes de General Motors du Canada, fait savoir que
la compagnie British Columbia Railway sest portee acquereur de sept locomotives
electriques, fabriquees
a London, Ontario. La
livraison de Iequipement debutera vers la fin de
1983, et
les locomotives de 178 tonnes seront affectees
au gigantesque projet de mines de charbon
Ie nord-est dela Colombie-Britannique. II
sagit du plus important projet industriel de Ihis­
toire du Canada.
La division des produits diesels, a London,
fabrique des locomotives diesels depuis 1950. Toutefois,
les locomotives destinees a B.C. Rail,
modeles G
F6C seront electriq ues. Elles produir­ont une puissance uniforme de 6000 chevaux
repartis sur
les six essieux. Dune longueur de 20,7
metres, elles fonctionneront grace
a une tension
~e 50 000 volts (50 kV), courant alternatif, haute
Ce courant sera transforme et redresse afin de pouvoir actionner
les moteurs de traction
a courant continu et faire fonctionner Iequipe­
ment auxiliaire.
Un moteur sera installe sur chaque
Les locomotives fabriquees a Iusine de London
mu nies de transformateurs, de convertisseurs
et de dispositifs de commande et de regulation, lesquels seront fournis par
la societe suedoise
ASEA, important fabricant dequipement electrique de renommee mondiale.
Les societes General Motors
et ASEA entretiennent des relations daffaires depuis 10 ans,
et, au cours de cette periode, elles
ont elabore ·un systeme de traction pour Iindustrie· ferroviaire.
Les locomotives seront affectees a des trains de
transport comprenant des wagons-tremies de 98-118 tonnes qui circuleront sur une nouvelle voie de service reliant
les mines de Quintette et de Bull­
a la voie principale de B.C. Rail a Anzac.
Cette ligne,
en voie de construction comprendra deux tunnels.
II sagit du premier projet du genre
au Canada, delectrification de vehicules ferrovi­
aires selon une conception moderne. Northern
B.C. Mines a conclu une entente avec Ie Japon,
pays auquel elle fournira 7,6 millions de tonnes
de charbon par annee au cours des 15 prochaines annees.
S. Le Monde de Lelectricitie
time -and for a long
time after.
In 1897 the Canadian Pacific Railway agreed
to build a 300-mile line through the Crows Nest
Pass in the Rocky Mountains, if the federal govern­
ment would help pay for it.
In return, the company
to a fixed rate for moving grain from the
to Thunder Bay. That rate, half a cent per
ton-mile, was legislated for both Canadian National
and Canadian Pacific railways
in 1925, and extended
to all Prairie del ivery points and to West Coast ports.
The Crow rate served
the West and the railways
well for many years, helping make Canada
important grain producer and exporter.
But times have changed.
To meet
the realities of today and the challenges
of tommorow,
the Crow rate needs to be reformed.
Here are four reasons. They
all relate to the
need for a healthier national economy.
ST the losses suffered by the railways have
to be st~pped. In 1897, the Crow rate paid full
cost of transporting grain. Today,
as a result of
inflation, it covers only 18 percent of
the real cost.
By 1990, it will cover less than 10 percent.
Railway losses mean
that new rail cars are not
that the Prairie branch line net~ork
is not properly maintained and that there IS no incentive for the railways
to move more grain,
since higher volumes only bring
higher. losses.
Grain now represents 20 percent of the railways
but only 3 112 percent of their revenues:
I n
the 1970s, the federal government stepped In
to help bridge the gap. Close to $2 billion has been
spent on various measures, including upgrading
Prairie branch lines and buying grain hopper cars.
that was piecemeal and not a very effective
way of maintaining
the grain handling system.
The new federal initiative will ensure its long-run
health, and
that of grain farmers.
SECOIID, the railways must increase their cap­
so that, with recovery, more goods can be
to markets. With the present losses of over
$350 million, estimated
to go to a billion by the end
of the decade, railway earnings are not enough
to finance that added capacity.
Under the Crow, grain farmers also lose out.
The Canadian Wheat Board estimated
that close
to $1 billion was lost in deffered grain sales in 1978
and 1979 because of the railways inability
deliver. Record grain movements last year were
possible only because traffic
in other goods like
forest products, sulphur, potash and coal declined
to the recession.
as the economy recovers, foreign orders of
these goods
wi II resume and increase. Without
a reliable transportation system, Canada will
forced to turn down buyers again, damaging its
marketing position. . .
TH I R D, change is needed to help diversify and
add value
to Canadas agricultural economy. The
fixed rate favours
the export of grain and discour­
ages its local use. Reform will encourage
the gr?wing
of more specialty crops and more local processing.
FOURTH, the western
rail initiative will help
reinforce economic recovery across the
The railway work alone, generating 375,000 person
years of
employment over the decade, is one of the
best job-creation programs the government can
support. Railway spending will trigger
o~her econo­
mic activity, bringing more jobs and spin-off bene­
th roughout Canada. S. The Crow Rate
LUC PEPIN announced three major changes to a plan he
outlined just three months ago
to eliminate
the special Crowsnest Pass rate for Prairie grain
Pepin told a news conference the government
will pay all of its $651 million annual transport­
ation subsidy
to the railways, link freight rates to
the price of grain and add extra crops to those
eligible for shipment
at below commerci~1 rates:
Legislation covering the changes
will be intro­
in the Commons, but there will be no re­
duction in the $3.7 billion Ottawa is prepared to
spend during the next four years on western rail
transportati on. Meanwhile a $175-million agriculture devel­
opment prog~am has been withdrawn, Pepi~ said.
But Agriculture Minister Eugene Whelan will
to have it restored, Pepin added.
Pepin said
he dosent feel ashamed or emb­
arrassed (by
the changes).
is the art of the possible. The previous
program was better
but we couldnt see it. Maybe
some future minister of transport
will be able to.
Pepin said the changes reflect the deeply held
views of farm groups
in the Prairies as well as In
Central and Eastern Canada.
Details of
the linking of grain prices to freight
rates and
what other products will be eligible for
at lower rates will be in the legislation.
The addition of extra products
is to help en­courage agricultural diversification
in the West.
In February, Pepin unveiled a $3.7-billion plan to
end the Crow rate, set in 1897 and passed into law
in 1926. Ending the Crow rate, which amounted
to about one-fifth of the actual cost of moving the
grain, is the start of a $16.5-billion railway expan­
in the next decade.
~MI. Gazette
freight rate
solution is enacted, it will break a
logjam preventing improvements in the grain
transportation system, says Ross Walker, vice­
of Canadian National Railways mountain
only will it allow the two major railways to
increase their planned capital spending on improve­
ments and expansion, he said, it will also promote a
change in the
attitude of grain shippers who have
balked at
rationalizing the country grain delivery
Under the plan announced by federal Transport
Jean-Luc Pepin, farmers, who currently pay
20 per cent of the cost of transporting grain for
export, will be called on to gradually pay more -30
per cent
of the total by July 31, 1986, the end of the
crop year, and 60 per cent by the end of the
decade. In return,
they will receive a gradually increasing
amount of the federal subsidy -50 per cent of it by
1985-86 when a review
of the whole plan is to be held.
When farmers start paying more
for transporting
grain, their priorities will change, Mr. Walker believes.
They will actively press for improvements in the
efficiency of the system.
The controversial Crow rate kept the railways and
the shippers apart; after
it is killed, they will start
talking and dealing in a more normal commercial
way, he said.
Mr Walker feels the switch to a commercial
approach will bring demands for so many improve­
ments that a call will go out for a review of the new
much sooner than the proposed year of 1986.
Some large-scale and efficient farmers, or other
shippers, may demand lower rates if they are willing
to truck grain longer distances to big, main line
loading terminals rather than to the nearest branch
line elevator.
The Crow solution proposal says the railways will
be judged on their efficiency by the new Grain
Transportation Agency, which supersedes the Office
of the Grain Transportation Co-ordinator in Winnipeg.
Efficiency means turnaround time for the grain cars.
CN is
making changes to its computerized car­
monitoring system that will help it judge how it is
doing; CN will make these readouts available to the
new agency. But the information will also help isolate
and Mr. Walker seems confident that, for
the most part, these will not be found in the rail
operations segment.
The federal
Government says it will pay 80 per cent
of the cost of moving grain for the next four years. It
will spend $5.7-billion on grain transportation in the
next six crop years.
Ottawa says
the Crow relief will enable the railways
to spend
$16.5-billion on system expansion and
improvements in the next decade.
But the railways say the actual amounts will
depend on traffic and need. However, with interim
payments of $313-million already authorized for the
two railways for the 1982-83 crop year, they are able
to make
preliminary plans. CN is slated to spend
$491.6-million in 1983 system-wide.
Before Mr. Pepins
announcement, CN planned to
nothing at all on the Alberta-British Columbia
section of its main line this year, Mr. Walker said.
Now it plans to spend $87-million, including $84-
million on the Edmonton to Vancouver section, which
is its main capacity bottleneck. CN will bring into
service 125 more miles of double track in this section
this year. . The
railway is upgrading its northern line from Red
Junction in the Rockies to Prince Rupert, B.C.,
handle major increases expected in coal and grain
CN had
planned to spend $65-million this year, but
now it will raise that to $105-million. So the Crow
announcement has added a total of $125-million to its
mountain region spending plans.
Following the passage of the .Iegislation, ~N
estimates that it could increase Its total capital
spending for the five years 1983-87 by $1.6-;billion, or
73 per cent, to $3.7-billion. About 60 per cent of the
would be spent in the West.
Almost $1.1-billion would be spent on the south
to Vancouver, including $700-million for
double-tracking and $75-million for signal systems.
Close to $500-million would be spent on the north
line to Prince Rupert.
By 1990, 50 to 60 per cent of the Edmonton to
Vancouver route could be double-tracked, Mr.
Walker said. That could increase capacity by as much
as 100 per cent, since double tracks for the whole
distance would quadruple capacity.
Rail of Montreal plans capital spending of $315-
million this year, $135-million more than before the
Crow announcement, said J.D. Bromley, vice­
president of the Pacific region.
the fall, after the legislation is passed, CP Rail
could call tenders for its major $600-million grade
improvement plan in the Rockies near Revelstoke,
the effect of the recession on revenue and the
lack of the expected pressure from traffic growth will
defer a start on the main tunnelling contracts by at
least a year.
work will continue on minor extension
support projects connected with the main
project. For example, about $20-million will be spent
to lay double track.
The railways main five-year program calls for
spending $3-billion by the end of 1987.
Completion of the Rogers Pass grade improvement
would remove the leading bottleneck and increase
capacity by 40 per cent. After that, it would be a
matter of chipping away at other bottlenecks to
capacity further, Mr. Bromley said.
The next major project is a section of track in the
Canyon, between China Bar and Spuzzum, he
enabling legislation must be in place by Aug. 1
for the plan to take effect at the start of the 1983-84
crop year. Mr. Pepin said the bill will be introduced in
House of Commons right after the throne speech,
which is expected some time after mid-February.
Parliament must prorogue by June 30 for the
summer recess, according to the new rules of the
but that leaves four months to get the
measure enacted.
Mr. Pepin
thinks a special committee will be formed
to ride herd on it. He said its content has been so
broadly discussed and embodies so many com­
promises and phase-ins, plus provision for review,
the opposition parties will be hard pressed to find
solid reasons for delay.
Phase One
of Vancouver Rapid Transit are
downtown Vancouver -two of them
underground, at Burrard and at Granville under
Dunsm ui r, as part of the Dunsmui r Tunnel upgrading
that will enable movement of 100,000 people daily
through the citys core in 86.
Construction of underground stations will begin
early in the new year – a key stage of a system that
will see trains
of two, four and six cars arrive as often
as every 75 seconds, cruising at an average 72 km/h
and covering the 22 kilometres from Waterfront
Station in Vancouver to downtown NewWestm.inster
just over 28 minutes. And that includes stops.
What will Rapid
Transit mean to commuters –
office workers and store owners, consumers and
symphony buffs? Lets start at Waterfront Station,
gateway to the sights and sounds of Gastown.
Waterfront Station, near the heart of the citys
district, is also stepping off point for
Canada Place, Pier B.C., Harbor Centre, and the
connecting to North Vancouver. It will also
with Commuter Rail service planned for the
shore of Burrard Inlet to Port Coquitlam.
Technically, Waterfront Station remains at grade
with a
single centre platform -raised slightly for
better interconnection with Commuter Rail. Access
the platform is provided from the secondary
concourse of the Sea Bus Terminal and includes two
interconnections with the Commuter Rail platform
and flexibility for a future Rapid Transit extension
East to Gastown.
Burrard Station, a stacked side platform
configuration with an upper level concourse is added
allow flexibility for linkage to adjacent
development. You will surface at Discovery Park in
midst of major shopping and office complexes­
Bentall Centre, Park Place, Royal Centre. Here, you
have the
world at your doorstep -airline and
consular offices, international baking, convention­
class hotels. The YMCA is a short hop across Burrard
and if you travel through reading, you can book
your trip at the Main Branch of the Vancouver Public
Library less than two blocks west.
Next, Granville Station -hub of
shopping, dining and cultural action. Theatre Row
Granville Mall -including the Orpheum Theatre,
of the Vancouver Symphony Orchestra.
Centre and a constellation of shops and fine
restaurants are immediately nearby –
as is Robson
Square and the new home of the Vancouver
Graville Station, similar to Burrard with its stacked
platform, sits slightly east of Granville. An upper
level concourse again provides flexibility for
connection to adjacent development, although
Start of project:
Start of
Completion of line:
May, 1981
Mid 1985. Pre-Build complete and in
operation mid 1983.
Start of revenue service: Early
Delivery of last vehicle: Mid 1986
Length of system phase one: 21.4 km
AI grade 6 km; elevated 13 km; underground 2 km.
Total cost: Estimated at $718 million In 1986
At grade:
Continuous reinlorced concrete slab
20 cm (8 in.) thick
Trapezoidal beam cross-section,
and pre-stressed concrete.
Double·track guideway beam 6.5
metres (21.3 feet)
Single guideway beam 1.9 metres
(6.2 feet)
Nominal span length:
Approximately 30 metres (100 feet).
Continuous-welded standard gauge (1.435 melres/4 feet, 8V,
inches) 115 lb. steel track. Siandard railway switches and switch
wilh moveable frog points on the main line.
Cruise speed:
Vehicles: 114 Initially
12.7 metres (41.7 feet)
met res (8.0 feet)
13 metres (10.3 feet)
13.900 kg (29,500 Ibs.)
maximum -75 (40 seated,
35 standing)
70-75 kmh (43-47 mph)
Welded aluminum frame and skin,
end caps. Honeycomb
aluminum roof and honeycomb bimetal
600 volts direct current collected from
two aluminum rails wilh stainless steel
Power is converted on each car to
variable voltage and variable frequency
AC for Ihe linear motors.
Two 4
wheel trucks wilh steerable
Dynamic and regenerative electric
brake via the linear motor plus magnetic
brakes (4) and hydraulic disc
brakes. w
hich also serve as parking
Tral n Control
Based on the SEL TRAC moving block concepl of SEL Canada, an
In Company, as developed and used in West Germany by
Standard Electrik Lorenz
AG, the system consisls of three
computer systems.
The system
management centre is a single computer which, under
the direction of a human operator, carries out supervisory
functions such as scheduling, rerouting, system startup and
emergency procedures. and so on.
vehicle control centre consists of three linked computers with
responsibility for safe train movement. II communicates with each
Irain and receives
instructions Irom the system management
third element is the vehicle on-board computer, which
receives and verifies commands from the vehicle control
computer and issues safe instructions lor propulsion and braking,
door operation and coupling. Thecomputer also monitors on-board
equipment to detect problems before they create delays.
The SEL TRAC train
control system is in operation on parts of the
German Federal Railways and
on line 4 01 the Berlin subway. It
meets the very conservative
safety standardS mandated by the
German railway and transit
principal point of entry remains on the southeast
corner of Graville and Dunsmuir. Provision will be
for a second entrance in future at the eastern
of the station at about Richards Street.
As a result of negotiations with B.C, Place,
Stadium Station will be
built to the north of the
Dunsmuir Street Viaduct. Access to the station is
from a concourse level at its western end, with a
connection to the main entry on the northeast corner
of Beatty Street. There will be a pedestrian walkway
to the Stadium under the viaduct and under Beatty.
Stadium Station will feature three platforms to
handle special trains for sports and other events at
the stadium. The station will serve the site
of Expo 86
provide access to scores of offices, stores and
hotels as well as the surrounding light industrial
area. From the station it is also only a short walk to
the Queen Elizabeth Theatre complex, the
Greyhound and Pacific Coach Lines bus depot and
Vancouver Vocational Institute.
All Rapid
Transit facilities will be fully-equipped to
transport the handicapped. Information and security
personnel will circulate on trains and through
stations at all times.
S. UTOC Kingston Ont.
The OunsmulrTunnel will carry
ALRr beneath the streets of
1——-+-1 downtown Vancouver. Built In
1931 toallowrallwayfrelghtand
passenger trains to travel
between Vancouver harbour and
False Creek, the tunnel will find
1——1—-1 ~o~~:. U8e as 8 b).level ALRT
~ __________ ~~U-____ ~L-________ ~~~~
First phase, ALRT
At Grade
./ •• __ .__ Planned Extensions
••••• Possible Future Routes
Stations: (Ul == underground· 2
(EI.:;: elevated 9
(0) ::: at grade· 4
This system will be aecaslble
handicapped with escalators and
at underground and elevated stations.
the C.T.C. more than a year ago, Consolidated
Rail Corporation has been pondering its con­
tinued operation of and controlling interest in the
Canada Southern Railway and related or associated
railways. The C.T.C. decision was an ultimatum to
Conrail either to operate its Canadian properties
properly or sell them to someone who would.
For sometime it has been rumoured that Conrail
been holding negotiations with Canadian Nat­
and Canadain Pacific, a point Ill return
shortly. It is known that in 1979 discussions were
held with VIA Rail Canada, and it was thought
that the St. Thomas Shops would have potential
for V I A locomotive and/or car repairing and ser­
VICing. Discussions have more recently been held
with Grand Trunk. Although it is not certain that
there have been discussions with the Chesapeake &
Ohio Railway, that railway has maintained an in­
terest in CSR affairs, and was an intervenor at the
public hearings. There certainly would be logic in
Chessies acquisition of certain CSR property. It
been rumoured that Guilford Transportation
Industries could be interested, since acquisition of
the Canada Southern and Detroit River Tunnel
would be a logical extension of D&H running rights
(over Conrail)
to Buffalo. There is also at least the
theoretical possibility that minority CSR stock­
holders and/or Canadian Conrail employees may yet
make a bid to purchase the CSR.
In a letter dated 24 August 1982 and sent to
shareholder with mid-year report of the Canada
Southern, the companys president Mr. Robert V.
Wadden, indicated that discussions concerning the
disposition of the companys railway properties
were continuing, but they had not yet reached a
point where it could be predicted whether an
agreement would be reached. The mid-year report
was postmarked in Philadelphia on 27th August and
it was received on 9 September. The Toronto Star
for 15 September reported that a deal had been
reached the previous day whereby Conrail would
sell both the Canada Southern and the Detroit
River Tunnel jointly to Canadian National and Canadian Pacific.
Included in the deal was the Nia­
gara River Bridge
Company. The transaction is sub­
ject, the Star report says, to a mutually satisfac­
tory agreement between Conrail and Canada South­
ern for the acquisition of the rail line. In its issue for
6 October CP Rail News carries much the same
report but notes that Conrail and Canada Southern
had not yet reached an agreement in principle. It
noted futher that the sale would be subject to CSR
and D RT shareholder approval (D RTCo has on Iy
one stockholder, Conrail), and is conditional upon
the approval of American and Canadian regula­
tory authorities.
In order for CN, CP and Conrail to announce the
sale at the time they did, negotiations would have
to have been considerably more advanced than
Waddens letter to shareholders would have one
Southern in its mid-year report stated
that a non-Conrail directors committee had been
and that the firm McLeod, Young
& Weir Limited had been engaged to assist. Through
other channels it has been reported that CSR has
A. E. LePage Limited to conduct an app­
of Canada Southern property, preparatory to
a sale. CSR property ajoins certain real estate and
the former could be quite valuable when viewed in
these terms. What is not clear is whether the ann­
ounced conditional sale is for the CSRs railway
proper or whether it includes the CSR company
with all assets intact.
In mid-November Conrail announced the laying
off of 120 employees, roughly one-third of its
Canada Division
labour force. It is not clear whether
this is another unfortunate layoff in Canadaa
railway industry or whether it foreshadows some­
thing even worse.
S. Bob
Tennant and SRS News.
Amhtrstbu .
_ -_ – -obondod
~ trockog. fl9hh over C ao
optro1ed by
HoI to Scal. f dl 4.12

across the river
vaHey In an Aerobus hanging
from a cable, if city council buys a system that
ght be cheaper than LAT.
The Mueller Aerobus, built in Switzerland by the
worlds oldest ski-lifl manufacturer, is being studied
as a vehicle
to move people downtown from Mill
Woods, Southgate and the university area.
Each car would carry 100 to 125 passengers.
RUbber-tired wheels. mounted on lhe rOOf. would
roU on overhead tracks laid on a cable stretched
between l
owers and supported by a heavier
suspension c
The suspension cable would be held by steel
towers every 200 or 300 metres. Jim Shipka, the
Edmonton engineer who recently proposed the
Aerobus to
city council. envisions one tower on the
north bank of the river yalley. another rising from
Kinsmen Park and
one more on the south bank.
Then a string
of towers would carry the tracks
through the university. past Southgate to Kaskitayo.
The cars would ride about six metres above ground.
traffic tie~ups and collisions with slreet
would trayel at speeds up to 70 kmh. with
far more comfort than 8 ski-11ft. Shipka said. because
cable never moves.
It eliminates that bump, when you go by a pylon,
so you maintain a relatively high speed without
slowing down at every support.
But the Aerobus may be too small lor mainline
ice, said Ken DmytryShyn. director of LRT
design. The capacity of the Aerobus, we feel. is
ower than the LRT because the Aerobus cannot be
joined up into trains.
Shipka. however. said capacity could be increased
and service improved, by running a second
across the valley from near the convention centre 10
top 01 Connors HIli, then south to Mill Woods.
People fn Mill Woods do nOI want to ta<:e a route
through the southwest to gel downtown.
He Ihinks a
southeast route could take passengers
downtown Irom Mill Woods in 15 minutes while the
LAT, passing
through the university. might take 25to
30 minutes,
Shlpka said both Aerobus routes could be built for
aboul one-fourth to one-third the capital cost of a
single LRT line, expected to cost $500 million.
The Aerobus ran as part of an exhibition In
Mannheim. West Germany, for six months in 1979. It
has never been used in a permanent, mass transit
system – a lac
lor which may work against its
adoption here.
Dmytryshyn thinks its more likely use is as a
eeder into the university or as a separate tine
requiring tower capacities,
But he wonders about its performance in high
winds or ley rain. Passenger safety is 01 great
concern. We have to eyaluate that carefully. Anyone
whO has been caught on a ski-lift during a power
failure can attest 10 the anxiety.
Omytryshyn said his staff will complete a
preliminary assessment of Aerobus by the end 01
Edmonton Journal
Calgary is in the works to speed passengers
between the cities at
up to 300 kmh.
VIA Rajl and Alberta government experts are to
come up with proposals for the superlink in a year,
determine the cost and suggest a starting date.
And Calgarys dream monorail could end up being
used as the Calgary-Edmonton supertrain with a
monorail line built spanning the 480 km between
the cities,
VIA and provincial officials said yester­
The alternative is to have a normal track designed
for high speed –
without level crossings -thereby
eliminating the danger of train-foad traffic collisions
at crossings.
V I A and the provinces
economic development
department have had their feasibility study of a
highspeed rail
passenger line under way for a year.
The ra
ilway company now runs a Dayliner car
which makes the Calgary-Edmonton trip in just
3114 hours.
Murray, vice-president in charge of VIAs
Western Canada division, said that exactly when
he supertrain link is to be built depends on econo­
mic conditions, the recovery of Albertas energy
industry, population growth in Calgary and Edmon·
ton and future plans for the city-owned downtown
airport in Edmonton, where the airbus now lands.
S. E
dmonton Journal
be of interest to our readers please clip them
and mail along with a black and white crisp
photo if available to The Business Car clo Perer
urphy, 75 Sevigny Ave., Dorval, P.Q. H9S 3V8.
Please indicate the source of the item so it may be
orrectly credited.
Canadian Rail
P.o. Box 282 St. Eustache, Que., Canada
J7R 4K6
Postmaster: il undelivered within
10 days return to sender, postage guaranteed. second deuxieme
class classe
St-(.I:,.O … _
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