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Canadian Rail 516 2007

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Canadian Rail 516 2007

2
ISSN 0008-4875
Postal Permit No. 40066621
CANADIAN RAIL
PUBLISHED BI-MONTHLY
BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION
TABLE OF CONTENTS
As Trains Go By, Marco and Robert Marrone ….. __ . _ .. _ . _ . _ . _ ………………………………….. __ . _ .. 3
Churchill
at Charny Station / Churchill a la gare de Charny, Pierre Lemieux ……………….. _ ……………… 6
A Night in the Snow,
Fred Angus __ …… ____ …… : ………… _ … _ ……………………………….. 13
Parliament Recommends Exporail Receive National Museum Status/Le Parlement du Canada recommande au
gouvernement de reconnaltre Exporail
comme etant Ie musee national des chemins de fer, Press Release. _ ……….. 14
Business Car, John Godfrey ………… _ .. __ ……………. __ . _ ……. _ …………. _ …………… _ …. 16
FRONT COVER: With CPR 9726 in the lead position, a freight approaches West Toronto function The function . Unit 9726 an
A
C4400CW was built by General Electric and delivered to CPR in 2003. Photo foe Tool.
BELOW A GO train lead by GMDF59PH No. 546 built in 1990nllnbles into The function , onab,ightsunnyday. Photo foe Tool.
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JANUARY -FEBRUARY 2007 3 CANADIAN RAIL • 516
As Trains Go By
By Marco and Robert Marrone
On a bright winter day you can catch a steel rail
gleam in
the sun. In this part of Toronto the tracks queue
out in every direction. They mingle and weave like threads
of twine upon itself, where the surrounding
neighbourhood of aging buildings, roads, and people,
react like even fabric. Its
sheathed with character yet this
is a place that lost its identity a century ago.
The Junction is a small town fossilized within
the big city. In a pub,
near its main intersection, at Keele
and Dundas streets, we meet two friends in one of the
warmest days in January, when the smoke of car exhausts
and trains should billow angrily in frigid air.
Here we
were,
temperately clad, talking to Margaret and Joe, a
couple in
their early-forties, about people and trains, and
this
neighbourhood where they live. They too, are small
town fragments
incorporated into the big city. The
wooden tables were sitting at are heavily varnished with
initials
engraved here and there, and the lights above us
are soft.
Margaret, with her easy smile, says The main
reason why
me and Joe are together is because he can see
the trains go by right from the upstairs windows. Hes a
train freak!
Joe, tall and thin, looks at his girlfriend and
by his. grin, concedes the fact that the lyrical train
photographs he takes put him into a state of grace. I
equate it to fishing. It doesnt matter if you catch
something
or not. Youre sitting there relaxing, waiting for
a train to
come by, and all of a sudden youll be excited! Ill
sit for five
hours and take one picture … But its the right
picture.
Joe Tool and M mgaref Mmissen
He credits his hometown of Saint Johns, New
Brunswick, his old
neighbourhood, for instilling him with
that certain kind of love. With Irish roots, he is a musician
and
often brings his banjoby his camera while he waits for
the ground to rumble and shake. Yet, it is Margaret who
comes from a railway family. She is an artisan who was
born and raised in Saskatoon, Saskatchewan, and her
father-a Dutch immigrant-worked for the building and
bridges division
of the Canadian National Railway. She
says, Growing up my dad was away a lot due to work. He
was a foreman on a CNR gang … He retired with the
railway and died soon after.
At first, they didnt speak
English-most immigrants only talked to other immigrants
and they could relate to everybodys hardships. I was
fascinated with
my dads stories and constantly quizzed
him
on what it was like … Im glad I did because hes no
longer around to tell his story.
When Margaret talks about her son, the junction
is inescapably sewn into the narrative. Ive been living in
the Junction for the past seven years. My son Gabriel is a
Junction baby. Hes lived his whole life facing the trains.
Our house sounds like the childs house in the movie
Polar Express -when hes sleeping and
the big train
comes. Trains
are always going by. Even in the pub, the
trains are heard rumbling in the distance.
West Toronto Junction owned its creation to the
Canadian Pacific Railway. The CPR had acquired two
existing railways [The
Credit Valley, and The Toronto,
Grey and Bruce], which
shared the same right-of-way
from this point to
Union Station. Its spot in York
Township was
one of the companys important junction
points in
the late nineteenth century. In the first ten years
of the communitys existence the town was supported by
money which
came in the form of a CPR pay car every
17th
of the month. Between 1884 and 1909, this small
town challenged
the city of Toronto for industrial
development by offering rail sidings, and cheap water for
steam driven machinery. Furthermore, tax free status and
excellent transportation linkages helped it
become a
shopping
centre for the farming area west of the city.
By acquiring
the two branch lines, the CPR
obtained a western entrance to the city core. Yet, what was
lacking was a direct
eastern right-of-way for its Ontario
and Quebec divisions [O&Q], paralleling that of its rival,
The Grand Trunk, as well as the lakeshore. Although the
population of Toronto was 125,000, it was all important
that the traffic on the O&Q had to have a way in and out of
Union Station without wait. It was apparent to the
engineering staff that the many difficulties had to be
overcome in order to effect the lakefront route. So, it was
decided to skirt the
northern fringe of the city with the
RAIL CANADIEN· 515
O&Q, to a point in York Township, to connect with the
Bruce and Credit Valley branches.
West Toronto Station circa 1955. Photo John Barton
The CPR named its station -West Toronto
Junction.
The town of West Toronto Junction was
annexed by
the city of Toronto in 1909. In 1911, the
railway erected its famous Tudor-style station, which was
infamously
torn down by the company in 1982. The
community outcry from the demolition led to the Railway
Heritage Preservation Act. Though there was great
publicity and legal action, the CPR was not held
accountable.
The station had functioned as a passenger
stop until
the railway got out of the passenger service
business
in the late 1970s, and then sat as a derelict
building, which
the Junction community wanted to
maintain as a farmers
market and museum. Ironically,
the CNR West Toronto station, built in 1907 by the Grand
Trunk, was virtually ignored for years until the Canadian
National demolished it in 1997, following a lengthy
abandonment, and fires.
Freight trains are mainly what trundle the
ground nowadays. And they are what Joe Toole captures.
I like to photograph freight trains-theyre the biggest
thing on land. Its a spectacle. Yet, when he muses over a
postcard
of the station that no longer stands in this
neighbourhood he says, When you see an image like this
you think
of all the people who stopped, passed through,
and waited for a train,
or a loved one. And so you
romanticize. His voice
is calm and reflective. I think that
someones life is completing or starting all over again. You
can get a similar feeling at an airport but its not the same
as a railway station … The journey metaphor is more
apparent in a station. In his photos there are train
overtures
about this particular community. His pictures
evoke movement, divergences, mechanical row, and
myriad destinations-implied
are his sensitivities to it all,
his insights. It
is his peace, Margaret adds affectionately.
Railwa
ys are like baseball, Joe continues. They carry
over a time and place.
In baseball, they say that comparing
statistics you can theoretically judge players from
different eras because the game has
not changed much.
4 JANVIER -FEVRIER 2007
Railroading is
the same-you can see where it has come
from … who knows where its going?
At one point during the
late afternoon, Margaret takes out
her laptop and shows us Joes
photographs on her computer. The
bright screen enlivens the Objects on
the table. She tells us that her son
Gabriel goes out with Joe to take
pictures, and sometimes Joes
father, Merle, goes too, each with a
camera. We had first
met Margaret
at a Daniel Lanois concert. She
works as the singer/songwriters
publicist. Back
on a June night, we
had broached
the topic of the
Hamilton Station with the famous musician. We had
surmised
by Lanoiss expression that few, if any, of his
legions
offans throughout the world had every asked him
something so banal, about the CNR station in the city he
grew up. We understood that the place hed spent time
playing his guitar, writing music,
and making a little
mischief, clearly
mattered to him still. And it was he who
introduced us to
Margaret-How curious, wed thought,
that she had train stories, too.
Everybodys connected
to trains, Joe utters. It is
a
statement that seems so true at this place, at this time.
There are lighted ornaments in the shape of
steam locomotives lining the traffic lights along Dundas­
ornamental veneration to a particular past. Yet, it is the
regular thud of trains that are the metronome even now
although
none have stopped here in years. People migh~
stop and look, and count the number of train-cars rolling
along.
And if by chance someone has a camera, its sure to
be
Joe. About stations, trains, and people, Joe says,
There are feelings and there are words .. , and sometimes
words cannot express what we feel.
The sun is low in the winter sky as CPRs SD40-2 5791, (a
1978 product of GMD) and train approaches West Toronto
Junction. Photo Joe
Tool.
JANUARY -FEBRUARY 2007 5 CANADIAN RAIL· 516
Lead unit 5928 another SD40-2 fouls the crossing at The Junction . Photo Joe Tool.
Typical winter scene at The Junction . Photo Joe Tool.
RAILCANADIEIJ· 515
Churchill at Charny Station:
Just a Stopover,
but a Great Moment in History
By Pierre Lemieux
On August 8, 1943 at 11:30 PM, at the Ottawa
station, the Prime Minister
of Canada, William Lyon
Mackenzie King, climbed into his private
car no. 100 on a
train leaving for Quebec, in
preparation for a summit
meeting which would
be crucial for the outcome of the
Second World War -the
Quebec Conference.
At the
same moment, somewhere in the North
Atlantic, the ocean liner Queen Mary, converted into a
troop transport for the occasion, was
on its way to Halifax,
carrying a certain
Colonel Warden, a pseudonym for
none
other than the British Prime Minister, Sir Winston
Churchill, who was traveling to
Quebec for the same
summit meeting, the sixth held
by the Allies since the start
of the war.
Churchills trip was
surrounded by the greatest
secrecy imaginable, especially since barely two months
earlier, the publicity
surrounding his trip to Algiers to
prepare for the Allied landing in Sicily had resulted in
tragedy. Several days afterwards, tipped off by the press
regarding the movements
of this sworn enemy of Nazi
Germany,
some German spies in Lisbon noticed a portly,
6 JANVIER -FEVRIER 2007
Churchill it la gare de Charny :
Un simple passage mais un
grand moment dans IHistoire
Par Pierre Lemieux
Le 8 aout 1943, a 23h30, a la gare dOttawa, Ie
Premier ministre du Canada, William Lyon Mackenzie
King,
monte a bord de son wagon prive, Ie no 100, sur un
train
en partance pour Quebec, en preparation dun
sommet crucial pour Iissue de la Seconde guerre
mondiale : «La conference de Quebec».
Au meme moment, dans lAtlantique Nord, Ie
paquebot RMS Queen Mary, transforme pour loccasion
en transporteur de troupes, fait route vers Halifax, avec a
son bord un certain « colonel Warden », nom de code de
celui qui est nul autre que Ie Premier ministre
britannique, Sir Winston Churchill, qui se rend
justement
a Quebec pour cette conference, la sixieme que les Allies
tiennent depuis Ie debut de la guerre.
Le plus grand secret entoure Ie voyage de
Churchill,
dautant quil y a deux mois a peine, la publicite
entourant son deplacement a Alger, pour preparer Ie
debarquement allie en Sicile, avait entraine une tragedie.
En effet, quelques jours plus tard, informe par la presse
de ce deplacement de Iennemijure de I Allemagne nazie,
des agents dHitler, en poste
a Lisbonne, avait rep ere un

RMS Queen Mary was built in Scotland and launched in September 1934. When the second world war started, it was decided to
use it as a troopship, it often camed as many as 15,000 men in a single voyage. Eventually joined by the Queen Elizabeth, they
were the latest and fastest troopships involved in the war. Their high speed meant that it was virtually impossible for enemy
U-Boats
to catch them.
Le RMS Queen Mmy, constntit en Ecosse et lance en septembre 1934, au declenchement de la seconde guerre mondiale, il est
converti
en navire de transports de troupe. II pouvait empOiterjusqua 15,000 hommes dans une seule traversee. II est avec Ie
Queen Elisabeth les plus grands et les plus rapides imp/iques dans la gum·e. Leur grande vitesse leur pelmettait de voyager sans
escorte, puisqu il eta it impossible pour les U-Bootes de les rattraper.
JANUARY -FEBRUARY 2007
elderly gentleman smoking a cigar and boarding an
airplane bound for Ireland. Believing they had spotted
Churchill himself, the Luftwaffe fired on the plane and
brought it down. However, the mystery passenger was
not Churchill, but the American actor Leslie Howard,
who had the misfortune to look like the British Prime
Minister.
In spite
of all efforts at secrecy, a large crowd had
gathered on the pier at Halifax to await Churchills
arrival.
Here he was officially welcomed by the Minister
of National Defense in charge of the navy, Angus Lewis
Macdonald. As for Mackenzie King, he remained at
Quebec,
in the citadel, for security reasons. On August 9,
Mackenzie King phoned the American President,
Franklin Delano Roosevelt, to inform him of the safe
arrival
of Churchill in Halifax.
Meanwhile, Churchill immediately
boarded a
special train bound for
Quebec. This CNR train
consisted
of a 6200
series locomotive and
six cars.
On the trip,
Churchill was
accompanied by his
wife, Clemen tine
Hozier, and his
youngest daughter
Mary, who served also
as his assistant.
The
entourage also
included members of
the British General
Staff, Churchills
personal physician,
special agents in
charge of security and
war correspondents,
as well as his personal
photographer.
7 CANADIAN RAIL • 516
homme age, corpulent et fumant Ie cigare, au moment
meme ou il montait dans un avion a destination de
IIriande. Croyant quil sagissait de Churchill en
personne, la Luftwaffe avait ouvert Ie feu et abattu
Iavion, dans lequel prenait plut6t place Iacteur
americain Leslie Howard, malheureux sosie du Premier
ministre britannique.
Quoi quil en soit, a Halifax, une foule
importante est massee sur les quais pour larrivee de
Churchill, qui est officiellement accueilli par Ie ministre
de la
Defense nationale pour Ie service naval, Angus
Lewis Macdonald.
Quant a Mackenzie King, il reste a Quebec, a la
citadelle,
pour des raisons de securite.
Le 9 aout, Mackenzie King telephone au
president americain Franklin Delano Roosevelt pour
Iinformer de Iarrivee sans encombres a Halifax de
Churchill.
The Royal
Canadian Mounted
Police were
responsible for
maintaining the
security of the train,
but they found
themselves unable to
prevent
people from
approaching
Churchill, since the
British Prime
Minister himself, at
every station stop,
came out onto the
platform of his car to
meet the crowds, sign
Members of the British Prime Ministers party keenly interested in the big «
6200» locomotive of the Canadian National Railways special train which
brought the Right Hon. Winston Churchill
and his staff of officers and
advisers to Quebec. Here
some of the staff members are shown inspecting
the giant
of the rails during a brief operating stop. Shown on photo from
right to left. Bligadiers
Portel; Kirkman and Jacob, Major Bucley, Miss
Bright,
of the secretariat staff, NB. Walton, Executive Vice-president,
CNR.,J.F Pringle, General Manager of the Atlantic Region, and Oscar
Masse, General Superintendent, Quebec district.
Ce dernier
prend aussit6t un
train special a
destination de
Quebec. Ce train du
CNR etait compose
dune locomotive de
type 6200 et de six
wagons. A bord,
Churchill est
accompagne de sa
femme, Clementine
Hozier, et de leur fille
cadette Mary, qui
est
aussi son aide de
camp. On y retrouve
aussi les membres
de
Ietat-major
britannique, son
medecin, des agents
specia ux charges
de sa
securite, des
correspondants de
guerre, sans oublier
son photographe
personnel.
La securite
du convoi est assuree
par des policiers de la
GRC, mais ces
derniers saverent
impuissants a
empecher les gens de
sapprocher de
Churchill, car cest
lui-meme qui, a
chaque arret dans les
gares, decide daller
Voici des gens accompagnant Churchill photographies devant la
locomotive de type 6200 tirant Ie convoi special du CNR . Dans lordre
habituel
. Oscar Masse superintendant general du CNR pour Ie district de
Quebe
c, J.F Pringle gerant general du CNR pour la region de
lAtlantique,
NB. Walton vice-president executif du CNR., Ie major
Bucley,
Ie bligadier Jacob, mademoiselle Bright secreta ire du personnel et
les brigadiers Kirkman et Porte!:
RAIL CANADIEN • 515
Locomotive 6200
autographs, shake hands and wave many Vs for Victory
in anticipation
of the coming triumph.
On August 10, the train finally arrived at Charny
station at about 3 PM. Churchill and his retinue were
welcomed by Mackenzie King, by the Prime Minister of
Quebec, Adelard Godbout, by the Lieutenant-Governor,
Eugene Fiset, and by the mayor of Quebec, Lucien Borne.
After this welcoming ceremony, the plan was for
Churchill
to get into a car right away and be driven to the
Citadel.
But once again, he took matters into his own
hands and plunged into the crowd of some hundred
people who had spontaneously gathered in the small
street in front of the station to get a look at the VIP who
must be the ca use of the obvious police presence.
Ironically, no journalists
or photographers were
present to record this event, since it had been agreed
beforehand that the media would be advised of
Churchills arrival only
when he was safely
ensconced in the
Quebec Citadel. The
once exception was, of
course, Churchills
official
photographer,
to whom we owe the
photos of Churchills
trip
that exist today.
8 JANVIER -FEVRIER 2007
au-devant de la foule en sortant sur la passerelle de son
wagon, dou il signe les autographes, serre des mains et
multiplie les salutations en forme de V de la victoire a
vemr.
Le 10 aout, Ie convoi arrive finalement a la gare
de Charny. II est autour de 3 heures de Iapres-midi.
Churchill
et sa sui te sont accueillis par Mackenzie King, Ie
premier ministre du Quebec, Adelard Godbout, Ie
lieutenant-gouverneur Eugene Fiset et par Ie maire de
Quebec, Lucien Borne.
Apres Iaccueil, il est prevu que Churchill
prendra place immediatement dans une voiture qui Ie
conduira a la citadelle. Mais encore une fois, il nen fait
qua sa tete, optant plut6t pour un bref bain de foule
parmi la
centaine de petsonnes qui se sont spontanement
reunies dans la petite rue derriere la gare pour au moins
apercevoir
« la personne importante » vers laquelle Ie
dispositif policier mis
en place a attire leur
attention.
Only late in
the afternoon did the
Canadian government
press release appear,
announcing that, the
Prime Minister of
Great Britain has
arrived in Canada in
the company of Lord
Leather, Minister of
War Transport for the
United Kingdom, and
Staff members of the dining-cmfor the special train.
Ironiquemen,
aucun journaliste ou
photographe nest sur
place pour capter la
scene,
car il avait ete
convenu davance que
les medias ne seraient
prevenus de larrivee
de Churchill quune
fois quil se trouverait
en lieu sur a la citadelle
de Quebec. Aucun,
sauf, bien sur, Ie
photographe attitre de
Churchill, a qui Ion
doit aujourdhui les
photos de son passage.
Ce nest quen
fin dapres-midi que
Membres du personnel du wagon salle it diner du train special.
JANUARY -FEBRUARY 2007
the British chiefs of staff. Mr. Churchill has been received
by Mr. Mackenzie King and during his stay in Canada, he
will
be the guest of the Canadian government. Mr.
Churchill will confer with Mr. Mackenzie King
and will
later
attend a meeting with President Roosevelt and the
combined General Staffs of the United Kingdom and the
United States.
The press release goes on to name the high­
ranking political and military officials who are
accompanying Churchill, as well as the members of his
personal
entourage, but, due to wartime secrecy, says
nothing abou t
the objectives of the conference.
As for Roosevelt,
he arrived in Quebec only a
week later, disembarking
at Anse-Aux-Foulons from a
special convoy from Washington on August 17, 1943, at
5:30PM.
With
the arrival of this third famous personage,
the
Quebec Conference officially got underway, involving
fundamental strategic discussions which
were of crucial
importance to
the outcome of the war. At this very
moment,
the Allies were setting foot on the western edge
of the European continent for the first time, with the
successful landing of their troops in Sicily. For the first
time since
the beginning of the war, the tide was starting
to turn.
During the conference, Churchill and Roosevelt
stayed
at the Citadel, the official residence of the
Governor General of Canada, Lord Athlone, who was
also
the uncle of King George VI. Even thousands of
miles from the battlefield, no one could let down their
guard:
the Citadel was surrounded by anti-aircraft
batteries and the
airport at Ancienne­
Lorette was a sea of
British and American
fighter planes.
Before it
became known as the
Quebec Conference,
this
summit meeting
of the two most
powerful Allied
leaders was
designated by the
code name,
Quadrant. The
results of this
conference, which
continued until
August 24, would
prove to be much
more significant than
this
somewhat banal
9
name would suggest. Churchill debarquant du train a Charny.
Premier Churchill at Chamy station.
CANADIAN RAIL • 516
tomba Ie communique du gouvernement du Canada
annonc;ant que « Le premier ministre de la Grande­
Bretagne est arrive au Canada en compagnie de Lord
Leather, ministre du transport de guerre pour Ie
Royaume-Uni, et des chefs detat-major anglais. M.
Churchill a
ete rec;u par M. Mackenzie King et durant son
sejour au Canada,
il sera Ihote du gouvernement
canadien. M. Churchill
aura des conferences avec M.
Mackenzie King et plus tard assistera a une conference
avec
Ie president Roosevelt et avec les etats-majors reunis
du Royaume-Uni
et des Etats-Unis.»
Le communique enumere ensuite les
responsables politiques et militaires de haut rang qui
accompagnent Churchill, ainsi
que les membres de sa
suite personnelle, mais,
secret de guerre oblige, ne dit rien
sur les objectifs memes
de la conference.
Puisquil est question
de Roosevelt, celui-ci
narriva
a Quebec quune semaine plus tard, descendant
precisement
Ie 17 aoGt 1943 a 17h30 a lAnse-Aux­
Foulons dun convoi special parti
de Washington.
I..:arrivee
de cet autre illustre personnage marqua
Ie coup denvoi officiel de la conference de Quebec, qui
donna lieu a des discussions strategiques de fond dune
importance cruciale pour Iissue de la guerre, au moment
meme ou les Allies venaient, pour la premiere fois, de
prendre pied sur la fac;ade occidentale du continent
europeen, avec Ie debarquement reussi de leurs troupes
en Sicile.
Le vent venait de tourner pour la premiere fois
depuis
Ie debut du conflit.
Pendant la conference, Churchill et Roosevelt
logent
a la citadelle, residence officielle du gouverneur
general du Canada,
Ie comte dAthlone,
qui est aussi loncle
du roi George VI.
Mais
meme aussi loin
du champ de bataille,
pas question de
baisser la garde : la
citadelle est
entouree de canons
antiaerien et
laeroport de
l Ancienne-Lorette
nest qUune mer
recouverte davions
de chasse anglais
et
americain.
Avant
detre
connue comme « La
conference de
Quebec », cette
reunion au sommet
des deux plus
puissants chefs allies
RAIL CANADIEN • 515
What Churchill and
Roosevelt worked out in Quebec
was nothing less than the broad
outline
of the largest air and sea
operation in history: Operation
Overlord, whose name suggests an
effort
beyond the will of God or if
you
prefer, a philosophy of do what
you must and let fate decide.
The
date had not yet been fixed, but the
strategy was henceforth very clear.
The bombardment of Nazi
10 JANVIER -FEVRIER 2007
fut dabord designee sous Ie nom de
code « Quadrant ». Les resultats de
cette conference, qui se poursuivit
jusquau 24 aout, allaient saverer
tout Ie contra ire de ce que laissait
entendre cette appellation banale.
industrial and military targets, Churchill signing an autograph during a brief
especially of Luftwaffe air bases, operating stop.
had to be intensified to allow the A Quebec, cest rien de
moins
que les grandes lignes de la
plus
grande operation aeronavale de
IHistoire que Churchill et
Roosevelt mirent au point : «
lOperation Overlord »,
litteralement « par-dela la volonte
de
Dieu » ou, si lon prefere, «fais ce
que doit et advienne que pourra ».
La
date navait pas encore ete
decictee, mais la strategie etait
dorenavant tres claire. Le
accumulation in England of Churchill autographiant un livre lars dun
American reinforcements in an-etdansunegare.
unimaginable numbers.
Immediately and in parallel, a decisive attack was needed
in the south, with the goal of overrunning Italy and
depriving
Hitler of his closest ally, in order to relieve
pressure
on the Russian army on the eastern front. Only
when these conditions had
been satisfied could Churchill,
Roosevelt, and Mackenzie King begin to envision the
great event
of D-day, which would finally become a reality
on
the beaches of Normandy on June 6, 1944, with the
unforgettable Allied landing which
sealed the fate of
Hitlers murderous and insane regime in Europe.
Toda
y, few people remember or even know
about the Quebec Conference. Even fewer people in
Charny –
at that time a small village clustered around the
railroad -know
that on a day long ago, their fellow
citizens had the
honour of welcoming among them, if only
for a few minutes, the first head
of state who decisively
stood up to Hitler.
It happened on August 10,1943 …
Pierre Lemieux, Charny
SOURCES:

Photos 1,8 & 10, Canadian National Library and
Archives; 2 to 7
& 9, Canadian Museum of Science and
Technology (CN collection);
-Text: various newspaper pieces
of the time (Le Soleil,
LAction Catholique,
La Patrie) as well as the personal
diaries
of Sir William Lyon Mackenzie King (Canadian
National Library and Archives), 1943:Action this day
(The Churchill Center), and the Wikipedia Free
Encyclopedia.
bombardement des cibles industrielles et militaires
nazies,
surtout des bases aeriennes de la Luftwaffe, devait
etre intensifie pour pouvoir permettre laccumulation en
Angleterre de renforts americains inimaginables.
Parallelement
et dans Iimmediat, iI fallait egalement
frapper un grand coup en envahissant completement
lItalie pour priver Hitler de son meilleur allie afin de
soulager Iarmee russe sur
Ie front est. Ce netait qua ses
conditions que Churchill, Roosevelt, mais aussi
Mackenzie King, pouvaient envisager ce fameux
jour J,
qui allait enfin devenir realite sur Ies
pI ages de
Normandie un certain 6 juin 1944, jour de cet inoubliable
debarquement allie qui sonna Ie glas de la folie
meurtriere du furher en Europe.
Bien
peu de gens aujourdhui se souviennent ou
connaissent
meme lexistence de cette conference de
Quebec. Encore moins nombreux sont ceux qui, a Charny
–a lepoque un simple village ou toute la vie etait tournee
vers « la track» –savent quil eut un jour lhonneur
daccueillir parmi lui, meme brievement, Ie premier chef
de gouvernement a avoir tenu tete decisivement a Hitler.
Cetait un certain 10 aotit 1943 …
Pierre Lemieux, Charny
SOURCES:
-Photographies 1,8 & 10 Bibliotheque et Archives
Canada, 2 a 7
& 9 Societe du Musee National des
Sciences
et de la Technologie (collection du CN);
-Texte : lecture des
journaux de Iepoque (Le Soleil,
LAction Catholique et La Patrie), du
journal personnel
de Sir William Lyon Mackenzie King (Bibliotheque et
Archives Canada) et de « 1943 : Action this day» (The
Churchill Center).
-Wikipedia lEncyclopedie libre.
JANUARY -FEBRUARY 2007
Churchill debarquant du train a Chamy.
Premier Churchill
at Chamy station.
11 CANADIAN RAIL • 516
Churchill and Mackenzie King at Chamy station. Behind Churchill, we see Mr Omer
Rob
erge Chamys chiefconstabLe from 1936 to 1976.
Churchill et Mackenzie King a La gare de Chamy. De111ere Churchill, on remarque M.
Omer Roberge chef
de poLice de Charny de 1936 it 1976.
RAIL CAIJADIEIJ • 515
Mackenzie King greeting Churchill, his wife and their
daughter at the Citadel.
Mackenzie King accueille Churchill, son epouse et leur
fllle
a la citadelle.
12 JANVIER -FEVRIER 2007
Roosevelt, King and Churchill with the British and American chiefs
of staff during the Quadrant Conference.
Roosevelt, King et Churchill avec les chefs detats majors anglais et
americains durant
la conference de Quebec.
Roosevelt, King
and Churchill
with a reporters group covering
the conference.
Roosevelt, King et Churchill
avec
un groupe de joumalistes
couvrant
la conference.
RAIL CANADIEN • 515 13 JANVIER -FEVRIER 2007
A Night In The Snow
Researched by Fred Angus
On Saturday [January 5, 1856] at 6 P.M. the
[Great Western] Railway train left Hamilton with a large
load
of passengers, in the full expectation that at 7.40
they would
be landed in Toronto, but alas the best
concocted schemes
of mice and men gang aft aglee. The
snow had been falling for some hours before the train
started, and continued to fall heavily;
the locomotive (the
Brant), not having a snow plough attached, had hard work
to push through;
and shortly after leaving Oakville the
water fell short, the cars were detached, and the engine
proceeded to
Port Credit, some six miles off, to take in a
fresh supply.
The snow continued to fall heavily, so that it was
six hours before
the locomotive returned, and after
several efforts to carry on
the train, it was found
impossible
to move it, and the attempt was given up.
Meanwhile,
the passengers had been snowed up in the
cars, and were passing
the time as they best could. The
neighbouring fences furnished an ample supply of
firewood, and some adventurous individuals having
undertaken to free a passage to Oakville,
the obliging
station-master at that place, Mr. McMurray,
in the course
of the morning came to the relief of the famished
passengers with an
ample supply of viands.
For nearly four hours the train was snowed up,
but at last relief came in the shape of two locomotives (the
Woodstock and the Noifolk) which had been dispatched
from Toronto
in search of the missing train. Mr. Dunn, the
active station-master at Toronto, accompanied the
engines. The conductor of the train and the other officers
of the company did their utmost to accommodate the
passengers during
the night, and the long hours passed
away in very good humor, considering.
Among the
passengers were Dr.
Connor Q.c., Mr. Gwynne Q.c., Mr.
Judah and Mr. McKay barristers of Montreal, Mr. Weller
of Cobourg -who delighted in pointing out the great
rapidity of the stage-travelling of other days in
comparison with
modern railway speed! Also on board
were Mr. Ridout of London, Mr. Larrat Smith, Mr.
Dennis, Mr. Boulton, Mr. Playfair, Mr.
Thomas, Mr.
Switzer,
and many other citizens of Toronto.
The British JiVhig, Kingston CW, January 10,1856.
Editors note: According to the Keefer report of 1859, the
three Great Western locomotives mentioned in this
article were as follows:
Brant was GWR No. 19, built by Lowell in 1853 and
delivered in
January 1854.
Woodstock was GWR 14, built by Schenectady and
delivered
in December 1853.
NO/folk was GWR 18, built by Lowel.l in 1853 and
delivered
in January 1854.
All
were inside connected 4-4-0 locomotives with 5 Y2 foot
driving wheels.
Brant and NO/folk were scrapped about 1868, however
Woodstock was later renamed Dakin and finished its
career as Col. McGivern on the Hamilton & North
Western, and was scrapped about 1881.
Great Western locomotive Dakin was, before 1864, named Woodstock. It was built by Schenectady in
1853,
and is one of the two engines that came from Toronto to rescue the passenger train stranded near
Oakville
iniamtalY 1856. R.F Corley Collection.
JANUARY -FEBRUARY 2007
Parliament Recommends Exporail
Receive National Museum Status
Exporail Press Release
Further to our article in the November –
December Canadian Rail
Canadas railway Heritage at a
Crossroads, we
are extremely pleased to report that the
House of Commons has approved a motion in support of
national museum status for Exporail, the President
of the
Canadian Railroad Historical Association said Tuesday,
February 27, 2007. We wish to
thank over 100 CRHA
members who took the time to write to their member of
Parliament in
support of this motion, you did make a
difference!
This motion recognizes the significant
achievement of literally thousands of volunteers who
have built this museum, rail
by rail, into the world class
exhibit it
is today, said C. Stephen Cheasley. Exporail, or
the Canadian Railway Museum,
is located in suburban
Saint-ConstantiDelson, was founded in 1961
by CHRA.
A study
by Toronto based museums consultant Lord
Cultural Resources classified Exporail as being among
the leading railway collections in
the world.
This
support recognizes the fundamental role
the railway industry played in developing and sustaining
our country, Cheasley said. The volunteer members of
the
CRHA who built Exporail with their own hands and
hearts, have taken this museum as far as they can. This
status
is necessary to continue to maintain this museum as
one of the top railway museums in the world.
Cheasley credited
the co-operative work of the
Heritage Committee, an all-party parliamentary
committee, for this visionary decision. Following a
report last
June by the Auditor General commenting on
the condition
of Canadian heritage facilities, the House
of Commons Standing Committee for Heritage set up
public hearings.
CRHA submitted a proposal calling for a
public private partnership (PPP).
The committee agreed
and Francis Scarpaleggia,
Member of Parliament for Lac­
Saint-Louis, introduced a motion in the House of
Commons calling for Exporail to receive national
museum status.
14 CANADIAN RAIL • 516
Le Parlement du Canada recommande
au gouvernement de reconnaitre
Exporail comme etant Ie musee
national des chemins de fer
Communique de presse
Pour faire suite a notre article «Canadas railway
Heritage at a Crossroads» paru dans Iedition Novembre­
decembre 2006 du Canadian Rail, nous desirons vous
informer
que la Chambre des communes a adopte Ie 27
fevrier dernier,
Ie 13e rapport du Comite permanent du
patrimoine canadien qui recommande au gouvernement
federal de reconnaitre officiellement Exporail comme
etant Ie musee national des chemins de fer. Plus dune
centaine de membres de lAssociation canadienne
dhistoire ferroviaire ont repondu a notre appel en
ecrivant a leur
depute federal pour que celui-ci appuie
Exporail,
Ie Musee ferroviaire canadien dans sa
demarche. Votre geste a fait toute
une difference!
«Nos partenaires sont aussi heureux
que nous de
cette excellente nouvelle, a declare la directrice genera Ie
dExporail, madame Marie-Claude Reid. Au nom du
president de IAssociation canadienne dhistoire
ferroviaire, monsieur Stephen Cheasley et du conseil
dadministration, nous tenons a remercier toutes les
personnes qui ont appuye Iinstitution dans cette
demarche. Les enjeux relies au developpement
dExporail et la necessite dassurer la perennite de sa
superbe collection ont motive cette collaboration aussi
enthousiaste qUefficace.»
Madame Reid ajoute : «Nous desirons remercier
tout particulierement Madame Carole Freeman, deputee
de Chateauguay -Saint-Constant pour Ie Bloc Quebecois
pour son appui dans cette demarche. Nous voulons aussi
temoigner notre gratitude a Monsieur Francis
Scarpaleggia, depute du Lac-Saint-Louis pour Ie Parti
Liberal, qui a reconnu la contribution exceptionnelle
dExporail,
Ie Musee ferroviaire canadien, a notre
patrimoine et qui sest implique dans lavancement de ce
dossier ainsi qUa Monsieur Maka Kotto, critique officiel
en matiere de patrimoine pour Ie Bloc Quebecois et
depute de Saint-Lambert.
«En plus de nous aider
pour nos activites de
recherche, de preservation et de diffusion, cette
reconnaissance, comme musee national des chemins de
fer, nous
permettrait de collaborer avec dautres
organisations dediees au patrimoine ferroviaire a travers
Ie Canada et de pouvoir assurer la restauration, la
conservation et lexposition dequipements ferroviaires
ayant une signification nationale. Cette motion
recommandant Exporail, Ie Musee ferroviaire canadien,
com
me musee national, represente une avancee majeure
pour tout Ie patrimoine ferroviaire au Canada.»
RAIL CANADIEN • 515
Cheasley said. We are very grateful for the
commitment of Mr. Scarpaleggia, who, recognising the
important contribution of Exporail, took responsibility to
move this file forward.
Exporail also thanks Bloc
Quebecois Heritage Critic, Maka Kotto (MP for Saint­
Lambert) and Carole Freeman, (MP for Chateauguay –
Saint-Constant).
While
the motion shows parliamentary support
for Exporail, Cheasley calls this a major step forward for
railway heritage across
Canada. People often fail to
recognize the critically important contribution of
Canadian railways to confederation and the development
of our country into one of the leading economic nations in
the world, he said. Scattered across this country are
towns and cities built because of the railway. From Smiths
Falls,
Ontario to Revelstoke, British Columbia and
beyond in
both directions, are monuments and exhibits
testifying
to the important contribution railways have
made to Canadian life. Exporail has pieces of rolling stock
from its collection
on loan in many parts of Canada.
Recognition as the national railway museum
will enable us to work with other railway historical groups
across Canada to ensure the restoration, conservation
and display
of historically significant railway equipment
continues.
Founded in 1932, CRHA members have been
dedicated to preserving railway heritage across Canada.
Since its establishment, CRHA has amassed, restored
and built Exporail into one of the leading railway exhibits
in the world. Over the last seven years, they have raised
more than $12 million to house the exhibit in new facilities
located
on their original site in Saint-Constant, a south
shore suburb of Montreal. The collection includes more
than 160 pieces of rolling stock and over 250,000 unique
artefacts including a working replica of The John
Molson, an 1849 steam engine.
Source, Exporail
Press Agent:
Heather Bisset, RPPR Public Relations
Inc. 514-426-7137
15 JANVIER -FEVRIER 2007
Le maire de Saint-Constant et instigateur du
Comite daction dExporail, monsieur Gilles Pepin, se
rejouit de voir comment les actions menees par les
membres du Comite daction ont sensibilise des elus qui, a
leur tour, ont sensibilise leurs collegues jusqua ce que la
Chambre des communes adopte, a la majorite, cette
resolu tion. II ajoute : «La mobilisation a Iorigine du
Comite daction est dassurer la perennite dExporail, Ie
Musee ferroviaire canadien et sa collection reconnue
comme Iune des meilleures de sa categorie au monde.
Cette reconnaissance viendra donc repondre a cet
objectif rna is egalement accroitre la notoriete de cette
institution et engendrer les retombees sur tous les plans.»
«Cette reconnaissance temoigne de
Iimportance de la collection dExporail et du role
fondamental que Iindustrie ferroviaire a joue dans Ie
developpement et leconomie de notre pays.» a souligne
Ie maire suppleant de Delson, monsieur Gilles Meloche.
De plus, il a souligne la contribution exemplaire des
membres benevoles de I ACHF qui ont bati Ie Musee
ferroviaire canadien et participe a son developpement
avec tant de passion, quaujourdhui celui-ci compte
parmi les m usees ferroviaires les plus significa tifs.»
Pour sa part, Ie prefet suppleant de la MRC de
Roussillon, monsieur Georges Gagne, a declare: «Cette
locomotive culturelle et touristique participe aussi au
developpement economique de Roussillon, de meme
qua Iimage internationale de la region metropolitaine.
Aujourdhui, la volonte du Parlement Canadien de
reconnaltre Exporail comme un Musee national marque
dune pierre blanche la riche histoire de ce pilier regional.
Au nom de Ja MRC de Roussillon, jaccueille donc cette
nouvelle avec fierte. Et jinvite maintenant Ie
gouvernement federal a participer a ce succes en donnant
suite a la recommandation de son parlement. »
Rappelons quExporail, Ie Musee ferroviaire
canadien est devenu au fil des ans un des musees
ferroviaires les plus importants au monde. Depuis les sept
dernieres annees, Ie musee a amasse des fonds qui lui ont
permis de biltir un nouveau pavilion au coOt de 12 millions
de dollars pour abriter une partie import ante de sa
collection. Celle-ci inclut plus
de 160 pieces de materiel
roulant et plus de 250000 artefacts uniques incluant une
replique en etat de marche de la John Molson, une
locomotive Ii vapeur datant de 1849.
Source: Exporail, Ie Musee ferroviaire canadien
Contact de presse : Monique Tairraz & cie -Annick
VanCraenen au (514) 393-3404
JANUARY -FEBRUARY 2007
CN
CN, BLET agree on tentative five-year pact for GTW
engineers
The Brotherhood of Locomotive Engineers and
Trainmens (BLET)
Grand Trunk Western (GTW)
General Committee
of Adjustment recently reached a
tentative five-year
agreement with Canadian National
Railway Co. covering locomotive engineers in the Class
1s GTW territory.
The contract calls for a 16 percent wage increase
and $1,000 bonus/claim
settlement for all active
engineers.
The pact would amend a 2003 hourly rate
agreement, the
BLET said.
Union officials mailed ratification ballots to
members on Dec.
6. The BLET announced that the
contract was accepted
by 91 % of the voting membership.
(Progressive Railroading Daily News)
La vitesse des
trains du CN sera reduite a Montmagny.
Le CN a finalement accepte la demande du
maire Jean-Guy Desrosiers de
reduire la vitesse des trains
qui circulent dans
Ie centre-ville de Montmagny. Mais
cette initiative de reduire la vitesse
a 64 kilometres/heure
nest effective,
pour Iinstant, que pour la duree de
Ienquete interne qui est effectuee sur
Ie deraillement
survenu recentmen
t.
La ville et Ie CN doivent reevaluer la situation
dans 3 mois. Seion
Ie CN, Ienquete preliminaire
revelerait que cest un rail defectueux qui serait
a lorigine
du deraillement.
Le CN a aussi annonce quil va faire
passer de 8
a 10 Ie nombre dinspections annuelles par
ultrason. Notes additionnelles : Des inspections a pied
seront aussi faites par des employes dans Ie secteur du
pont. (TQS
et Le Solei!
CN reaches 3 deals with
CAW
Canadian National Railway Co. (TSX: CNR) said
it has negotiated three tentative collective agreements
covering 4,000 members of the Canadian Auto Workers.
16 CANADIAN RAIL • 516
BUSINESS CAR
January -February, 2007
Compiled by
John Godfrey
CN disclosed no details of the settlements, reached without
work disruption, beyond saying the contracts run for four
years, retroactive to Jan.
1. The agreements, covering
shopcraft, clerical, intermodal and owner-operator CAW
members,
will advance the interests of both parties and
develop a better foundation for our future relationship,
stated CN
president and CEO Hunter Harrison.
(Canadian Press January 15 th, 2007)
CNs
industry-best operating ratio drops to a record 60.7
in2006
Despite blocked mainlines and service
disruptions in western Canada caused by severe weather
late last year, Canadian National Railway Co. had a
banner fourth quarter. And the Class 1s industry-best
operating ratio continued to drop.
Fourth-quarter revenue increased 3 percent to
$1.6 billion, operating income rose 5 percent to $640
million,
net income went up 16 percent to $422 million,
diluted earnings
per share jumped 22 percent to 80 cents
and
the railroads operating ratio improved 0.7 points to
61.1 compared with fourth-quarter 2005 data.
Revenue
was driven by gains in coal, grain, fertilizers, petroleum,
chemical and intermodal traffic volumes.
In addition, revenue ton-miles increased 1
percent, freight revenue
per revenue ton-mile rose 2
percent and operating expenses increased only 2 percent
to $1 billion compared with fourth-quarter 2005 figures.
However, the stronger Canadian dollar
vs. the
U.S. dollar reduced fourth-quarter revenue by $30
million and
net income by $8.5 million, CN said.
The Class I had a strong year, as well. Annual
revenue increased 7 percent to a record $6.5 billion,
operating income rose
15 percent to $2.6 billion, net
income jumped 34 percent to $1.8 billion and operating
expenses went up only 2 percent to $4 billion compared
with 2005 data. In addition, CN set an annual operating
ratio record at 60.7 – a 3.1-point improvement compared
with 2005s ratio.
The strength of 2006 positions CN well for
2007, said President and Chief Executive Officer
E.
RAIL CANADIEN • 515
Hunter Harrison in a prepared statement. The year
ahead is one of opportunity for the company, and well
have the people, network capacity, locomotives and
freight cars
in place to take advantage of new traffic.
(Progressive Railroading Daily News 1/24/2007)
Halifax, N.S. Metro rail dream off track: Councillors
An old, unfulfilled dream several of Halifaxs
municipal politicians have
of getting commuter rail going
in
metro was conjured up at a recent regional council
meeting,
but not all councillors are on board with the idea.
I know we try to be all things to all people,
but I dont
think
thatwe should start operating a railway, said Coun.
Linda Mosher (PurceJls Cove-Armdale).
She said the
municipality should instead press ahead with its proposed
high-speed
feny service for her district and Bedford, in
order to help ease traffic woes. The commuter rail issue
was raised during a
debate about spending $20,000 for a
property appraisal of a
Canadian National Railway
freight line that CN intends to
abandon due to decreasing
railcar traffic.
Council agreed to
the expense, which has been
earmarked for a land assessment of an 8.5-kilometre spur
line that extends from CNs rail yard
in Fairview to
Lakeside Industrial Park.
The railway indicated about a
year ago it plans to
drop the line, a Halifax Regional
Municipality staff
report says.
CN officials have stated that their position is
based
on insufficient customer volume and no indication
offuture additional business, the report says.
Municipal staff arent
keen on converting the
money-losing freight line to a commuter rail service and
have suggested other uses for the land. The property
could be used as a trail to serve as a critical link in the
(citys) active transportation network, the staff report
says, or be used as a buffer for the Chain Lake watershed.
It says it could also provide additional approach lanes at
the busy intersection of Joseph Howe Drive and the ramp
for Highway 102. Much of councils discussion wasnt
about the cost of the appraisal but the potential use of the
rail line
once its abandoned by CN.
Some long-term benefits would
be that we
would have a viable commuter
route to assist with traffic
access to downtown,
or for work or special events, said
Coun. Mary Wile (Clayton
Park West). Coun. Dawn
Sloane (Halifax Downtown) said
she too supports the
concept and the glimmer of hope of commuter rail in
metro,
an idea Mayor Peter Kelly has campaigned on in
the past. The city hall staff report shouldnt have
dismissed
the continued operation of the spur line, Coun.
Andrew Younger (East
Dartmouth-The Lakes) told his
colleagues.
He said the closure of the line could result in
increased truck traffic through metro.
I do think that we
have to make
sure that this process very clearly includes
the possibility of keeping that rail corridor there, hesaid.
But Ms. Mosher said taking over an
17 JANVIER -FEVRIER 2007
economically unviable line would be folly.
If (CN) cant operate it at a profit, she said, I
dont see the reason why we would. (The Chronicle­
Herald)
CN to invest $12 MILLION in major capacity
improvements at the Brampton Intermodal Terminal
CN has announced a $12-million program to
increase
the container-handling capacity of its Brampton
Intermodal Terminal (BIT) by one-quarter. BIT –
Canadas largest intermodal terminal -handled almost
660,000
intermodal units in 2006. Planned improvements
for
the Toronto, Ont.-area facility will include additional
pad capacity for loading
and unloading intermodal trains
within
the terminal, and steps to improve truck
throughput. Work should be completed by late summer of
2007.
James Foote, CN executive vice-president, Sales
and Marketing, said: Intermodal -rail
transportation of
containers and truck trailers -is CNs fastest growing
business segment.
Our investments in new terminal
capacity at BIT will allow CN to capture more of this
business
and deliver better service to our customers
tluough more timely availability of loads at the terminal.
This project reflects CNs intense focus on asset
utilization. Were targeting capital on key capacity
and
process improvements that will allow us to take an
existing asset and boost its capacity by one-quarter. Thats
smart railroading.
CNs
IMX (Intermodal Excellence) program,
launched in 2003, has significantly improved the
efficiency of CNs intermodal product and throughput at
BIT IMX includes gate and train slot reservations for
containers and trailers at BIT, along with alternative
storage locations for import/export containers. In
another CN productivity initiative, BITs chassis pool for
local delivery and pick up of containers has benefited
from improved cycle times as a result of the installation
last
year of radio frequency identification tags on the
2,000-unitfleet. (CNR)
Distributed power introduced on the Kingston
Subdivision
In January 2007 CN began using distributed
power
on some trains in the Kingston Subdivision. The
first trains reported usin this system were 420/431 and
362/363. We are used to 100 car plus through Kingston
with some frequently
in the 150 car range, some trains
breaking
in the consist. Now on the designated freight
trains we can expect 180 to 200 cars. Distributed
power is
putting a specially equipped locomotive mid train radio
controlled from
the lead unit.
On January 13,2007 one such train was observed
with 2529 and 5436 leading, followed
by 100 cars, then
2205 mid train, followed by
another 90 cars!
(Kingston Rail, Kingston Division
CRHA)

JANUARY -FEBRUARY 2007
from the railways, bridge company and the Detroit River
Tunnel Partnership.
The mayor called it one of the most
important choices council made when it initiated the
fight to stop non-railway use
of railway corridors because
of the potential long-term implications for the city. It
took a significant
amount of time and our resources
because we were being challenged
by everybody, Francis
said.
People were calling us up saying, Why
are you
doing this?
But had we not, there would be a much
different story in
our community already. Private
corporate interests or upper levels of government would
have carved
our community apart to solve their
objectives
by using rail corridors through the heart of
Windsor to resolve the border traffic problems with little
consideration
ofthe impact on residents, he said.
People would
then say to us after the fact, Why
didnt you do anything about it? We
are doing our best to
try and
protect the community on this. At the end of the
day, we
are the only ones who will still be here. Private
interests
or the government (officials) are not going to be
here. (Windsor Star)
Rail operation marginal on Vancouver
Island
Lack of freight and direct link to
the mainland threatens Island
Corridor
Foundation. Six months into Southern
Railway of British Columbias operation of
the E&N rail line things are much as they
began. Now
–as on July 1 when SRVI took
over freight and passenger service on the
Island Corridor Foundation-owned track
between Victoria and Courtenay
–the
problems
are much the same. A lack of
freight, and the increasing likelihood that
herbicides will be used along the rail for
weed control despite near uniform
objection along the line, remain among the
big issues facing the railway.
John van der Burch, SRVIs
president says hes committed to the
railway but issued a blunt assessment of its
current fortunes via an e-mail to Parksville Qualicum
News. With no increase to freight the
operation is
marginal and can not generate enough revenue to replace
the needed infrastructure, he says.
The freight problems,
van
der Burch says, stem from difficulties obtaining right
of way on CN-owned tracks to Tilbury –the access point
on the mainland where rail cars are loaded for passage to
the Island.
We are still unable to have a direct connection
to
the Island, he says. We are still negotiating with CN in
an effort to gain the much-needed direct access. This is
key to develop freight business.
van
der Burch also addressed the contentious
issue
of weed control along the lines length, defending
20 CANADIAN RAIL • 516
the likely use of chemicals. The future viability of the
railway has become largely dependent of vegetation
control
on the line, van der Burch continues, adding
track stability, ease
of inspection, the potential for fires
and the
attendant safety hazard are all among the reasons
for getting the uncontrolled growth
of weeds under
control. Regional District of Nanaimo chairperson Joe
Stanhope sits on the ICFs board and remains adamant
that the use of chemical herbicides should not be
considered as
an alternative. There are other ways of
doing it.
Weve engaged a company
that is looking at all
the angles, says
Stanhope. One light at the end of the
tunnel for the
E&Ns future viability may be the
establishment of some form of commuter rail, most likely
to occur between Langford and Victoria.
We believe it is
very workable, however it will require some form of
government subsidy, says van der Burch. Despite the
problems, van der Burch said, We still feel very positive
about the railway but it will take time to rebuild the
business. (Parksville Qualicum News 070102)
J l
Southern Railway delivering a VL4 Budd car in November
2006. Photo
Mark Hugues.
Quebec Central sous la protection de la Loi sur les
arrangements
La Compagnie du chemin de fer de Quebec
Central, propriete de M. Jean-Marc Giguere, a obtenu Ie
18 decembre dernier de la Cour superieure du Quebec
une ordonnance initiale, qui prevoit une periode de
suspension des procedures envers elle de la part de ses
creanciers.
Cette ordonnance est valide jusquau 18
janvier 2007 inclusivement.
Lentreprise profitera
de ce moment de grace
RAIL CAIJADIEIJ • 515
pour se preparer a presenter un plan darrangements
financiers a ses creanciers. Une telle procedure est
habituellement utilisee par une entre prise qui ne veut pas
declarer faillite. «Le but du de M. Giguere est de trouver
une solution pour que to us les creanciers soient payes
integralement et une des solutions est Ie demantelement
du Quebec Central.
Cette fa<;on dagir est pas mal plus payante que
de trouver un operateur pour operer Ie chemin de fer au
complet» a explique
Me Claude Marchand dOgilvy
Renault,
procureurs du Quebec Central, qui souligne
cependant que les procedures nen sont qua leur debut et
quil faut dabord regarder si Ie processus de
demantelement va donner Ie resultat escompte. En effet,
selon la
Loi sur la securite du transport terrestre guide,
«Iexploitant
dun systeme de transport terrestre guide ne
peut abandonner de fa<;on permanente lexploitation de
tout ou en partie dune voie de guidage, sans avoir fourni
au ministre
un pre avis de trois mois».
Quebec Central a publie un tel avis Ie samedi 16
decembre dernier dans Ie quotidien Le Devoir. Le
ministere des TranspOits a done trois mois pour repondre
a cet avis de la compagnie. Cette derniere pourrait done
demander une prolongation de lordonnance initiale
apres
Ie 18 janvier, si une reponse du ministere se fait
toujours
attendre.
«Si Ie ministere des Transports dit non a
Iabandon, IEtat doit Iacheter, sil dit oui, on vend et on
paie ce quon doit. Sil y a des bouts de voie
ferree qui sont
rentables, on peut demander de les soustraire de la
demande, mais on doit presenter lavis dabandon pour
tout Ie tron<;on», a fait valoir Jean-Marc Giguere par
rapport aux consequences de la decision du ministere des
Transports.
Selon ce quil a ete possible dapprendre de la
part du ministere, Ientente qui a perm is en 1999 a M.
Giguere dobtenir 6 millions de $ de subvention pour
Iacquisition du Quebec Central prevoit Iobligation pour
ce dernier doffrir au ministere, pour la somme nominale
dun (1) $, les parties demprise du Quebec Central, quil
souhaite demanteler avant de proceder.
M.
Giguere dement cette information et son
avocat,
Me Claude Marchand affirme: «Quebec Central
doit offrir au ministere des Transports de Ie racheter, mais
a quel prix? <;;a va faire Iobjet des discussions». «La
compagnie Quebec Central a paye ces terrains a coups de
millions et rien au monde ne mempechera de les vendre a
la valeur de Ievaluation municipale. Je les ai payes au­
dela
de leur evaluation», a tern pete M. Giguere.
Par ailleurs, Iordonnance initiale declare que
seule la Cour superieure du district judiciaire de Quebec
a la competence a entendre toute demande de
contestation ou dannulation de reglements de controle
interimaires de differentes MRC ou municipalites
traversees
par Ie reseau ferroviaire de Quebec Central.
«II est trop tot pour dire quon va contester, mais on sest
21 JANVIER -FEVRIER 2007
reserve la possibilite de Ie faire sille faut», a indique Me
Marchand. «Peut-etre quun acheteur eventuel voudra
faire
une proposition», a ajoute Me Marchand. (La voix
du
Sud -Bellechasse -Etchemins)
Infrastructure issue in Fort McMurray AB for
Athabaska Northern
This article looks at how transportation stress is
being addressed in Fort McMurray, AB. The city is
growing so fast that its transportation infrastructure cant
keep up.
In 1996, Fort McMurrayS population was about
34,000 -today it has grown to about 60,000 and could
conceivably reach 100,000
by 2010. The only railway that
services the region is the Athabasca Northern Railway, a
323-kilometre
short line tha t runs from Fort McMurray to
Boyle
where it interchanges with CN. When Cando
purchased the about-to-be-abandoned line in 2000, it was
in
the advanced stages of disrepair. The company has
invested almost $16 million in
upgrades and has
constructed several yards along
the line as well as a
13,OOO-square-foot locomotive and railcar
shop in Lac La
Biche. Grant Kirkup, Cando cfo, says the railway moves
an estimated 11,500 railcars annually
but in the next four
to five years sees traffic volumes increasing to 26,000 to
28,000 railcars
per year. This article also looks at highways
and
the regions airport. (Oilsands Review 0612)
PASSENGER

VIA Rail Canada
The War Brides Train, November 2006
The year 2006 marked the sixtieth anniversary of
the arrival in Canada of substantial numbers of women
who became known as War Brides. These ladies were
the wives of servicemen who had served overseas in World
War II, and who had married over
there, either during or
just after the conflict. Many of these brides came from
Britain,
but some were from other countries as well. To
many, it must have been quite a change, leaving the old
world and settling down to a new life in Canada.
Once the war was over, in 1945, there began the
huge task of returning the troops to Canada, and the
seaports, and the railways were extremely busy, much as
they had been during the war
when the troops were being
shipped in
the opposite direction. As we have seen, a
considerable
number of these soldiers had married and
of course, they were accompanied on their return jo~rne;
by their brides.
For the sixtieth anniversary, a special ceremony
was held in Halifax on November 8, followed by another
ceremony in Ottawa on November 11. As had been done
for the veterans in 2005, a large group traveled to Halifax
and back
by train. VIAs train Nos. 14 and 15, the
Ocean, had many additional cars added to its consist, so
JANUARY -FEBRUARY 2007
when No. 14 departed Montreal in the evening of
Monday, November 6, it consisted of three locomotives
and twenty cars, all stainless steel. This was
not as long as
the thirty-car Veterans train
of the previous year, but it
was still very impressive.
It also marked the first time an
all-stainless-steel
Ocean had run for more than six
months; since May 3 to
be exact, since which date the
consist had
been all Renaissance cars except for the
Park dome car on the rear. Since November, one of the
three consists
of the Ocean has been stainless-steel, and
this situation is expected to continue until the spring of
2007.
For
the record, the consist of the War Brides
train, which
departed Montreal as train No. 14 on
Monday,
November 6, 2006, was as follows: Locomotives
6406,6415,6403. Cars 8623,
Chateau Maisonneuve, 8139,
8138,8108,8110,8501, York,
Chateau Cadillac, Chateau
LaSalle, Chateau Salaberry, Chateau Jolliet, Chateau
LeMoyne, Acadian, Chateau Denonville, Chateau Laval,
Chateau Richelieu, Chateau Papineau, Chateau
Rouville, Revelstoke Park.
On November 6 and 7, I was privileged to travel
with David Morris, Bill Linley and Steve Dickie on a
photo expedition. After driving to Gaspe and back, taking
many pictures
of the Chaleur, we spent the night at
Campbellton New Brunswick, and early on the morning
of the 7th we went to the station to watch train 14, the
War Brides train, arrive.
The weather was ideal for
picture-taking, and we all got a large
number of photos at
various places along the line, as we followed the train all
the way to Halifax.
At every station along the line there
were crowds
of people out to greet the war brides and
their husbands. Hundreds of small flags were waved in
greeting, speeches were made, bands played, and a
general air
of festivity and happiness prevailed. The
whole event was very emotional as one recalled the efforts
and sacrifices
made more than sixty years ago in the
greatest conflict the world has so far seen.
Upon arrival at Halifax it was time to settle down
after a long
but memorable day. The next day was spentin
seeing some of the sights of this interesting port city, and
preparing for
the return trip. It was on this day that the
special ceremony honouring the war brides was held
at
Halifaxs historic pier 21.
Thursday, November 9 the train departed
on its
return trip to Montreal. Unfortunately the weather,
which had
been so good on the 7th, turned very bad, and it
poured rain the entire day! Nevertheless we did get some
photos, but nothing to compare with those of two days
before.
At Moncton I left the others and took the bus
(which
now connects with the
Ocean since the demise,
in 1994 of the late lamented Atlantic) to Saint John. On
this two hour trip I had the pleasant experience of
conversing with one of the war brides. She had originally
come from Crewe
England where she had worked on
22 CANADIAN RAIL • 516
building aircraft engines during the war. While there she
had met her future husband who had
been a locomotive
engineer
on the CNR in New Brunswick. They were
married in England,
and after the war had come to
Canada where he had re-joined the CNR and was
promoted to passenger trains where he often drove the
Ocean Limited and other famous trains both in the
steam and diesel era.
Altogether a most interesting
conversation.
Meanwhile, train 15,
the Ocean continued on
to
Montreal where the passengers transferred to another
train for the two-hour trip to Ottawa. There, as honoured
guests, they attended the Remembrance Day ceremonies
on November 11, and so
ended a notable incident in
Canadian railway history. (Fred Angus)
A pipel; a veteran of World War II, plays lively Scottish airs on
the station platform at Miramichi (formerly Newcastle) New
Bnznswick as the crowd awaits the ani val of the War Brides
train
on November 7, 2006. By the time the train anived, ten
minutes
latel; the platform was so crowded that one could
hardly move,
and the cheering and flag-waving were
unfOigettable. Photo by
FredAngus
RAIL CANADIEN • 515 23 JANVIER -FEVRIER 2007
Flags wave and people shout as the crowds of,people on the station platfOlm at Campbelton New Brunswick salute the war
brides train en route to Halifax. It is only 7:30 A,.M. Atlantic time November 7, 2006, but the crowds had already begun to arrive
well in advance of the train. The sign on the platform reads Welcome War Brides. Note the veteran with at least six medals
showing that he had been through many campaigns
of the Second World WaI: Photo by FredAngus
Appointments To VIA Rail Canada
The Honourable Lawrence Cannon, Minister of
Transport, Infrastructure and Communities, today
announced the
appointments of Mr. David Hoff and Mr.
Eric Stefanson to the board
of directors of VIA Rail
Canada Inc.
I am pleased that Mr. Hoff and Mr. Stefanson
have agreed to serve on the board
of VIA Rail Canada
Inc., said Minister Cannon. In 2005, VIA Rail carried
more than four million passengers across the country, and
continues to provide a vital service to link our
communities. These new appointees will contribute their
experience
in business management, finance and law.
Mr. David
Hoff is a senior corporate affairs
director who has 20 years
of experience in public, media
and government affairs. He holds a bachelor of science
degree from the University of Calgary and currently
serves as senior director, provincial government relations,
Western
Canada for Bell Canada. From 1996 to 2002, Mr.
Hoff served as CIBCs regional director, corporate
communications and public affairs for British Columbia,
then Western Canada. As senior consultant for GPC
Government Policy Consultants in Victoria, British
Columbia, Mr.
Hoff provided strategic communications
and
government relations advice to corporations such as
CN Rail, IBM, Sprint and the Red Cross. He has also held
the post of executive assistant to the President of the
Treasury Board, from May 1993 until March 1994, and
worked in the
Department of Foreign Affairs from 1987
to 1993.
He has been appointed for three years.
Mr.
Eric Stefanson FCA is the managing partner
for the Central Canada Region for BDO Dunwoody LLP
Chartered Accountants and Advisors. He received a
bachelor
of arts degree from the University of Manitoba
in 1971 and earned the designation of chartered
accountant in 1975. He also received his Fellow of the
Chartered Accountants in 1991. From 1978 to 1990, Mr.
Stefanson was a
partner in Stefanson and Lee, a
Manitoba-based chartered accountancy firm. In 1982,
Mr. Sefanson began a very successful
career
JANUARY -FEBRUARY 2007
representing the Manitoba community by serving as a
Winnipeg city councillor (1982 to 1989) as well as serving
as deputy Mayor (1986 to 1988).
From 1990 to 2000, he
served as a
Member of the Legislative Assembly for the
province
of Manitoba. During that time, Mr. Stefanson
served in many capacities including the Minister of
Health and Deputy Premier. He also selved as the
Minister of Finance, Minister charged with the
administration of the Crown corporations Public Review
and Accountability Act,
chair of Treasury Board, and the
Minister of Industry, Trade and Tourism. In 1999, Mr.
Stefanson joined
the Assante family of companies,
serving initially as the chief operating officer of Assante
Asset
Management and subsequently as the chief
financial officer
and managing director, finance and
planning, of
Assante Canada. In August 2000, Mr.
Stefanson received the Icelandic
Order of the Falcon
from the President
of Iceland. Mr. Stefanson has been
appointed for a
period offouryears.
VIA Rail Canada Inc., a Crown corporation
created in 1977,
operates Canadas national passenger
rail service.
The board of directors is responsible for
overseeing the business activities and
other affairs of the
corporation
(VIA press release)
VIAs locomotive 6400
rebuilt with new technology
VIA F40PH 2, No. 6400 has been rebuilt with
updated technology and repainted into the classy green
paint scheme
that the P42s have had. It was sent to
Ottawa
in early January for testing on the Alexandria Sub
and returned to
Montreal on January 18, 2007. If funding
is approved the remainder of the fleet will be modernized.
(Kingston Rail, Kingston Division,
CRHA)
RocKY MOUNTAINEER
Rocky Mountaineer head has a continental dream
Peter Armstrongs Armstrong Hospitality
Group
should end the year with about $180 million in revenues.
Most of that
will come from the 140,000 passengers -­
guests, Armstrong calls them –wholl have paid an
average
of$l,OOO each to ride aboard the deluxe trains his
Rocky Mountaineer Vacations firm runs to Whistler and
beyond, and along the Yellow head
and Kicking Horse
route to Banffand Jasper.
Ever the
promoter, Armstrong said recently: If
youre going to say how much we earn, say we have a
holiday-season
return to Whistler for $99. With former
Conservative
MP Jim Gouks urging, hes planning a
2008-2009 route south from Calgary via the Crows Nest
Pass to Nelson. Entry costs for
that would be $35M to
$40M
for
10 new cars, and $2M for a pair of refurbished
locomotives. Beyond that, Armstrongs dream for some
years has been some kind
of transcon tinental service.
Unlike
the other Rocky Mountaineer itineraries,
which
put travellers into hotels overnight, this one could
24 CANADIAN RAIL· 516
be sleeping-car service; I have to be somewhat vague.
Thats because others have considered doing the same.
It
would also put Armstrong into another business
relationship, and doubtless
another fight, with the routes
present monopoly operator, Via Rail Canada.
There was no such vagueness in late-1992, when
Armstrongs three-season outfit
–then called Great
Canadian Railtour –had lost $6.3M, owed $800,000
(much
of it to hoteliers in overnight-stop Kamloops), and
basically had nothing for a week-away payroll.
Further,
GRC was about as popular as a burning trestle with Via,
from which Armstrong had pried the all-daylight train
service in
an early example of federal-government
privatization policy.
The story of that brinkmanship period is
recounted in author Paul Grescoes 344-page Trip of a
Lifetime:
The Making of the Rocky Mountaineer. Rare
for an authorized book, it includes then Via VP. Jim
Roches assessment of Armstrong as smarmy and
unctuous. In the relevant chapter, Grescoe
reports how a
tough deal saw Calgarians Sandy Slay tor and Mike
Phillips add
$l.1M to their $2.5M investment, thereby
saving the fledgling company.
Then-Deputy Prime Minister Don
Mazankowskis executive assistant, Dave Allin, also
recalls Via boss
Ron Lawless or another official saying of
GCR: They are not going to make it. You cannot run a
profitable private-sector rail line
in Canada –you cannot
do it. Bad call. Today, sole-owner
Armstrong figures
someone like British mega-entrepreneur Sir Richard
Branson could
–and should –run a very profitable
private rail operation on Vias eastern
corridor routes: I
dont have the capital to do that, but the opportunities are
immense, as we see from the 50 countries that have
privatized passenger rail. (Vancouver Sun)
Talks to improve Agawa
tour train experience continue
The lobbying to improve the Agawa Canyon tour
train experience, and increase ridership, remains on
track. Discussions between the Ontario
government and
CN,
parent company of Algoma Central Railway,
continue
in earnest, according to David Orazietti, Sault
Ste. Marie MPP. City council agreed recently
that
councillor James Caicco would chair a city committee to
put forward recommendations on how to improve the
tour train and assist the province in any way possible.
The tour train attracted 38,000 passengers for
the nearly 370-kilometre round trip to scenic Agawa
Canyon this past season, fewer than half
the 80,000
passengers who rode the rails six years ago. Tourism Sault
Ste.
Marie has been lobbying both CN and the province,
which leases the passenger rail cars to
the railway for a
nominal fee, for
at least a couple of years for
revitalization. Its urging new marketing, new technology­
a new experience –
but it all starts with the rolling stock.
Ridership decline has been attributed to post
9/11
RAIL CANADIEN • 515
concerns, added border requirements, a higher Canadian
dollar and the aging
tour train fleet.
CN acknowledges the train fleet needs
revitalization and has even scouted out possible
replacement cars in the US,
but is also continuing to look
for creative solutions to financing the revitalization.
(Sault Star)
Northern railway at risk of reduction, unions rep says
After CNs recent reduction in passenger rail
service from Sault Ste. Marie, an
area group is trying to
make sure the same doesnt happen with Ontario
Northland.
An announcement was made by MP Tony Martin
(NDP -Sault Ste. Marie), stating CN had cut passenger
rail service between
Sault Ste. Marie and Hearst by one
round trip per week for this coming summer. That move
prompted the Ontario Northland General Chairpersons
Association, representing several unions
at the Crown
corporation, to raise concerns over
Ontario Northlands
passenger service.
Ontario Northland offers four passenger rail
services, including the
Northlander, travelling from
Cochrane to Toronto, the Little Bear from Cochrane to
Moosonee, the Polar
Bear Express, a summer excursion
train from
Cochrane to Moosonee and the Dream
Catcher, a six-day excursion train in the fall that brings
passengers from
North Bay to Temagami.
We feel
the railway is an important part of
infrastructure in Northern Ontario, said association
president
Ron Marleau. A recent release by the
association said the federal
government is responsible for
remote rail access for Canadians, but over the past decade
has
not contributed to a capital plan necessary in ensuring
continued access. We dont want to continue
at the level
were at, said Marleau.
We think it should be an enhanced service.
Ontario Northland public relations manager Beverly
Martin said
Ontario Northland has no intention to cut the
service, but said they too are concerned about the future
of passenger rail service. In all honesty, were very lucky
to have the
support we have from both the provincial and
federal governments, said Martin. But we need a
continued
commitment from both levels of government
to ensure its future.
Currently
the provincial government provides
Ontario Northland with funding for operational costs, but
Martin said the money doesnt necessarily total the
operational costs and capital investment costs. In the
end, Ontario Northland uses money from its
commercially funded operations, such as motorcoach,
Ontera and rail freight to cover those costs, he said.
The company
is doing what they can with what
they have, said Marleau. But they can only
do so much.
In addition to maintain passenger rail services, Marleau
25 JANVIER -FEVRIER 2007
said railways between Hearst and Cochrane could use
some investment to be used as passenger rails instead of
just for freight trains. There is also a concern over delay
times
on the southern part of the rou te when traveling to
Toronto,
Marleau said.
Because
there is only one set of tracks between
North Bay and Toronto, the Northlander, Via Rail and
CN freight all use the same tracks, and Marleau said
freight has taken
precedence over passenger rail service.
Martin said since the Northlander schedule was changed
in May 2005, passenger usage has increased
15 per cent
and Ontario Northland hopes to continue in a positive
direction. Our
equipment is aging and we see a need for
more support in the future, said Martin. We dont want
to find ourselves in the same situation as the Sault.
(The
Daily Press Local News)
Improved Amtrak train service to Vancouver
It has been announced that the Province of BC
has reached an agreement with the State of Washington,
Amtrak and The BNSF Railway to expand daily Amtrak
service to Vancouver Be.
A second daily train will serve Vancouver with a
morning
departure southbound and an evening arrival
northbound. This will allow much better travel options for
Canadians wishing to travel to the US along the Cascadia
corridor. (Its likely the expanded service will see the
extension
of existing trains 513 and 516 that currently
operate between Seattle and Bellingham on a similar
schedule.)
The agreement calls for investment by the
Province
of BC up to $4.5 million dollars. The work
necessary includes the installation
of a new passing siding
in
the area of Colebrook in Surrey. The time line
estimates the work will start this spring with a completion
da te
of the summer of 2008. Once the siding is in place the
expanded service will start. (British Columbia
Transportation Ministry)
Locomotive on AmtrakMaple Leaf catches fire
Passengers on Amtraks Toronto-New York
Maple Leaf got an unexpected surprise Christmas Eve
when a fire started in the engine
compartment of P42DC
locomotive 105 around 2:45 p.m. The train stopped in
Rochester, blocking the intersection of University
Avenue
and Blossom Road, which was closed to traffic
while
the fire was put out. Investigators are trying to
determine the cause. Amtrak said it provided buses for
the 131 passengers to Albany, N.Y., where they caught a
connecting train to New York. (Trains Newswire
December 27, 2006)
JANUARY -FEBRUARY 2007
TRANSIT
Toronto Air-rail link study flawed
The Weston Community Coalition has
approached the province to reject the current
environmental assessment for a proposed airport air-rail
link through Weston,
ON, claiming the study is flawed
because it doesnt
consider impacts to the environment
and their community.
Were trying to put pressure back
on the
provincial government, said
Mike Sullivan, chair of the
coalition, which was formed in response to the potential
devastation they saw in Weston if the proposed Blue-22 air­
rail link had gone forward.
The Blue-22 proposal would
have seen about 150 diesel trains cutting through Weston
per day, potentially shutting down as many as four local
roads to make room for the extra rail tracks necessary.
More than 2,000 residents voiced their concerns
at a public consultation meeting last year and successfully
fought for a full environmental assessment
to take place,
which would consider alternative routes connecting
Union Station to Pearson airport. But members of the
Weston Community Coalition said in a
press conference
that the current draft submitted by the Union-Pearson
Airlink Group to the provincial Liberal government
seems to favour the route through Weston, primarily
based on financial cost
of the project. Provincial NDP
leader Howard Hampton asked the Liberal government
at Queens Park on behalf of Weston residents whether a
full
and meaningful environmental assessment would be
conducted, and if the draft that is before it would be
rejected.
In response,
Transportation Minister Donna
Cansfield said the province is committed to hearing all
sides
of the issue and reiterated that the scope of the
study, also known as the terms of reference, would
consider
aU the alternatives. (York Guardian)
~ Transpo
$400M in Ottawa light-rail funds injeopardy
Ottawas new mass transit plan was recently
eviscerated when the provincial and federal governments
said they couldnt approve $400 million in funding by the
imposed deadline.
After being informed of this, Ottawa
mayor Larry OBrien said the new
plan to build a light-rail
line from
LeBreton Flats to Barrhaven and begin work on
getting a subway across downtown
is now too risky.
One week after championing the tunnel idea and
casting the deciding vote for
the new plan, OBrien said he
will
be asking city council to vote it down at a council
meeting.
He said without commitments from upper levels
of government, the city would be required to sign a
binding contract this week while still
not knowing our
financial obligations or the full availability of funding.
OBrien added, I cannot support risking taxpayer money.
26 CANADIAN RAI L • 516
I personally do not believe that would be a prudent course
of action and plan to vote accordingly.

Heading into the meeting, city council faces
difficult options.
It can approve the old $880M plan
brokered by former mayor Bob Chiarelli, or council can
reject it and risk a sizable lawsuit from a group of
companies the city signed a contract with to design, build,
provide cars for
and maintain the line for 15 years. It
could also delay the decision, which also risks a law suit
from
the companies. The companies only guarantee the
price until Friday and have said the price will rise
dramatically if
the deadline isnt met. So for the third time
in five months, the
fate of light rail in Ottawa is again
hanging in the balance.
. Councillors who oppose the project say that
light-rail doesnt present value for money, there are
cheaper ways of providing the same service, trains on
downtown streets would make congestion worse and it
wouldnt really provide rapid transit.
Meanwhile, experts say that Ottawa
is too small
for a subway system. Public transit experts say
spending
money on commuter trains is a wise investment for
taxpayers,
when there are enough riders to make the
service worthwhile. But going underground takes the
project to a whole new level–one that could move it from
the hundreds of millions to the billions of dollars.
To
do that, you need a big city. David Hanna, a
professor
of urban studies at the Universite du Quebec a
Montreal, said Canada urgently needs to spend on its
transit systems.
But he said going underground only
makes
sense for cities that have at least three million
population. Ottawas
is about 870,000. Hanna said subway
projects can
become financial albatrosses. The trend in
public transit
is toward light-rail at road level, often on its
own right
of way. Its the right way to go. Subway systems
are extraordinarily expensive, said Hanna. He said
alternatives such as Ottawas buses-only transitway
system
are impressive, infinitely more cost-effective
than a subway.
The subway should be Ottawas last
resort,
he said. (Ottawa Citizen)
Train riders from west wont face service cut in Montreal
MTA the agency that oversees the five
commuter-train lines in Greater Montreal says it will not
cut commuter rail service on the route serving the West
Island
and western off-island suburbs. The Metropolitan
Transit Agency says it wants to continue the current level
of service on the MontreallDorion-Rigaud line, even
though fares pay for only
25% of the lines costs. Thats far
below the 52% self-financing rate for the MTA rail
network as a whole. We dont want
to look at pricing from
astrictlyprivate-sector point of view, MTA official Marie
Gendron said recently.
RAIL CANADIEN • 515
She said, however, future prices and service
levels
will depend on negotiations between Montreal and
the suburbs
on a new subsidization formula for regional
public transit.
Montreal is upset because it says it is
subsidizing 40% of the cost of commuter trains even
though only 17%
of users are Montreal residents. The
suburbs argue that without the workers that commuter
trains bring into the city, Montreal businesses would be
unable to function and pay taxes.
Gendrons comments came one day after the
MTA announced
it will raise the price of its monthly
TRAM train pass (which allows transfers to Montreal
buses and the metro)
by an average of 3% for 2007 -bu t as
much as 4.95 in
some cases. The higher-than-average rate
increases will apply mainly to commuters on the island of
Montreal. Gendron said they were made necessary by
Montreal Transits recent bus and metro fare hikes.
Under a regulation introduced in 2004, Gendron
said, the provincially controlled MTA is obliged to keep
the price of a TRAM pass at least 15% higher than the
price
of the MTCs standard CAM monthly pass, which is
to cost $65 in the new year. In effect, that means TRAM
prices for most on-island train commuters must always go
up when
CAM prices go up. But there is no automatic
correlation for off-island commuters, whose monthly
passes always cost much
more than 15% above the CAM
rate. On the other hand, most off-island commuters use
train lines with much higher self-financing ratios than the
Dorion-Rigaud line. (Montreal Gazette)
Interurban Rail revival dream wont die in Be
It appears technically possible to run a rapid
transit rail service from Surreys Scott
Road SkyTrain
Station all the way to downtown Langley, Be. But itwould
be tricky and expensive.
Those are the key findings of
consultants hired by TransLink to take a first look at the
feasibility
of reopening passenger rail service on the old
electric interurban rail route, which linked Vancouver to
Chilliwack until itwas shut down in the 1950s.
Rough cost estimates range from $350 million
for a diesel-powered heavy rail system with nine stations
to $700M for an electric light rail system that would be
more frequent and allow 16 stations along the 27-
kilometre route. Reviving the historic interurban
route
has captivated rail fans and gained momentum. The
consultants tabled a long list of challenges: Railway
operators may oppose the passenger rail idea, fearing it
will
hinder freight runs; The route through Surrey is
flanked by two lines of BC Hydro transmission poles,
which would be costly and complex to move if the line
must
be double-tracked; and Heavy and growing
congestion on the segment
of the CPR line that would be
used from Cloverdale to Langley.
We did not see anything that was a show
stopper, said former Surrey
and Langley Township
planner Terry Lyster, who is a member of VALTAC
27 JANVIER -FEVRIER 2007
(Valley Transportation Advisory Committee). Those are
large numbers, he said of the estimates. But the
numbers to build new crossings
of the Fraser River are
much larger. Peter Holt, executive director of the Surrey
Board
of Trade, and others suspect the transportation
authority has engineered the study to inflate the costs and
squash the
interurban rail route aspirations. Lyster also
believes a
community passenger rail service along the line
can
be started at less cost than projected.
tao GO Transit
GO nansit to add third track on Lakeshore West
corridor, improve two
stations
Torontos GO Transit continues to expand its
Lakeshore West corridor. The agency is in the midst of a
$72 million project to add a third track
between
Burlington and Bayview Junction. Scheduled to be
complete in
September 2007, the track will enable GO
Transit to operate more trains.
In addition, GO Transit is improving its Aldershot
and Burlington stations along the Lakeshore West
corridor.
The agency will construct pedestrian tunnels and
new elevators, and expand platforms to accommodate 12-
car trains.
The projects are part of GO Ttansits billion­
dollar expansion plan, which
is being funded by local
municipalities, and provincial and federal governments
through the
Canada Strategic Infrastructure Fund.
(Progressive Railroading Daily News)
TORONTO TRANSIT COMMISSION
Toronto streetcar contract in limbo for Bombardier plan t
A
streetcar refurbishing contract which Thunder
Bays Bombardier plant appeared to have won is being
sent back to the budget table by the Toronto Transit
Commission. Last summer, the plant was the lone
bidder
on a $llO-million contract to refurbish 96 older streetcars
and then-TIC chairman Howard Moscoe predicted the
contract would
be awarded by the fall. However, new TIC
chairman Adam Giambrone says the commission is now
looking
at replacing the entire 195-streetcar fleet, rather
than refurbishing half of it.
Torontos
streetcar fleet is nearing the end of its
reliable lifespan and the estimated cost of refurbishing all
195 cars is $245 million. Replacing them would cost more
than double that, at the going rate of $3 million per car.
Torontos
current streetcars were built in Thunder Bay in
the 1970s.
(Canadian Press)
Subway
train drivers could be an endangered species in
Toronto
A
computer driving our subway trains? Driving
them
closer together and sometimes in opposite
directions on the same track? TIC chair Howard Moscoe
JANUARY -FEBRUARY 2007 28 CANADIAN RAIL • 516
How time flies, the first CLRV (no road number yet) being delivered on board a CPR flat car to the TTC on December 29, 1977.
Photo CRHAArchives, Fond Corley.
thinks so. He calls it automated train control and the only
thing separating the city from his driverless subway idea
is
$750 million. Thats also the cost of building only three
kilometres of subway with three stations, Moscoe said,
adding
that his plan would immediately boost rider
capacity without sinking a shovel.
The money would cover retrofitting the entire
subway with a computer system that telJs the train how far
it
is behind the train in front, when to slow down and when
to speed up. It would allow running trains closer together.
Moscoe says
automation would increase rider capacity on
the Yonge line by at least 40%. And there are other
interesting possible benefits too, including all-night
service and something
he calls the democratization of
subway station management.
Moscoe suggested its a
more economical way to
immediately boost ridership than building
more subway
lines and stations. It costs $242 million to build
one
kilometre (of subway), including the station. Automated
train control will allow us to reorganize the way we think
about the subway system. Automated train control is
already part of the TICs subway spending plans, but
Moscoe says its not at the moment a budget priority. He
told the Star he wants to make it one at the commissions
next meeting. (Toronto Star) Feds invest $37 million to improve
transit security
Lawrence Cannon, Minister of Transport,
Infrastructure and Communities, has announced up to
$37 million in funding for the six highest-volume urban
transit systems, Montreal, the National Capital Region,
Toronto,
Edmonton, Calgary and Vancouver, for high
priority security projects including risk assessments;
security plans;
employee training programs; public
awareness; and
the upgrade of security equipment such as
access
control technology and lighting.
This two-year contribution program, called
Transit-Secure, was
announced to assist passenger rail
and urban transit
operators to further enhance their
security
measures to address potential threats of
terrorism. Canadas New Government is committed to
investing in projects that improve security for all who use
urban transit in Canada, said Minister Cannon.
Canada
is not immune to the threat of terrorism. We must remain
vigilant and continue to work with our partners in
government and industry to address transit security
issues.
This first
round of Transit-Secure funding will
provide urban transit
operators in Montreal with up to
$11,411,657; in
the National Capital Region with up to
RAIL CANADIEN • 515
$1,178,288; in Toronto with up to $11,033,765; in
Edmonton with up to $2,250,000; in Calgary with up to
$811,875; and in Vancouver with up to $9,859,590.
Operators in other communities will be eligible for
assistance to carry
Ollt risk assessments and to develop
security plans
in fu ture rounds of funding.
Funding
is provided on a cost-shared basis, with
75% from the federal government and 25% from the
recipient. This funding
is part of the $1.4 billion in
national security funding committed in Budget 2006 for a
variety
of security initiatives that will help protect
Canadians and their communities, including $254M for
transportation security.These initial measures are
designed to address security priorities that have been
identified by the Government of Canada, in colla bora tion
with its partners, to
enhance security for passenger rail,
public transit and ferry operations through five
complementary components.
These measures are as follows: Transit-Secure,
enhanced Transport
Canada leadership, expertise and
coordination, eligibility of domestic ferries under
Transport Canadas Marine Security Contribution
Program, urban transit emergency preparedness
exercises, and a Public Safety Portfolio Task Force
(Canada News Wire)
Montreal Airport authority seeks private partners to
build rail link
Aeroports de Montreal is considering a public­
private
partnership to build a rail shuttle between
Trudeau airport and downtown. ADM president James
Cherry said a significant portion of the $550 million
estimated cost could be financed privately. The project
would include laying a new rail line between Dorval and
downtown, as well as building stations and integrating
service with
both intercity and suburban trains. The rail
issue surfaced after a recent report
by Moodys Investors
Service noted that
Montreal is running behind airports in
Vancouver and Toronto in building passenger rail links.
Were doing everything we can to facilitate and
make the
access easier, Cherry said. But I dont have
the
wherewithal to invest and make these things happen on
our own.
Cherry said while governments have
been
Sll pportive of the project, there are no funding
commitments in place. The airport authority is looking at
negotiating with private operators
and has already met
with some potential financiers. It wants a dedicated line
that would deliver passengers to and from downtown in 20
minutes -with three frequencies per hour in both
directions.
ADM has seen more than 25% growth in
passenger traffic since 2002 -largely the result
of higher
load factors on aircraft rather than more flight
frequencies. As passenger traffic climbs, many airports
around the world are looking at the rail issue. From the
29 JANVIER -FEVRIER 2007
stats that weve looked at, there are something like 70
airport rail shuttles in place already, Cherry said. Across
the world,
there are something like 230 projects that are in
various stages
of completion.
Last
December, ADM reached agreement with
both Via Rail
and the Agence Metropolitaine de
Transport on a strategy to link a shuttle service with
intercity and
suburban trains. Cherry says a private
operator could earn revenue from passenger fees and
payments from Via and
AMT As a first step, ADM has
made plans for a train station to be built under the 275-
room
Marriott Hotel now under construction at the main
terminal. Its also reserved real
estate between that site
and the
CN-CPR rail corridor. (Montreal Gazette)
INDUSTRY
EPA certifies Railpowers three-engine diesel Gen-Set
switcher
Railpower Technologies Corp. recently obtained
U.S. Environmental Protection Agency (EPA)
certification for the RP20-BD three-engine diesel road
switcher.
The company is the first locomotive builder to
obtain EPA certification for a three-engine
Generator­
Set or Gen-Set locomotive, Railpower said. RP-Series
road switchers
are designed to cut fuel usage up to 35
percent and reduce engine emissions about 80 percent.
In November, Railpower reached an
agreement
with an undisclosed customer to accelerate contract
payment terms on a locomotive order.
The deal included
certain conditions, such as obtaining EPA certification for
the RP20-BD switcher by Jan. 15, 2007. (Progressive
Railroading Daily News)
CN and CPR exceed grain revenue caps in latest crop
year, Canadian Transportation Agency says
The Canadian Transportation Agency
announced Canadian National Railway Co.s and
Canadian Pacific Railways grain revenue exceeded caps
for
crop year 2005-2006 -the first time both Class Is
surpassed
their caps during the same crop year.
CNs grain
revenue totaled $398 million, more
than $2.7 million above its cap; CPRs grain revenue
totaled $396.5 million, nearly $1.5 million above its cap.
In 2000,
the Canadian government established
revenue caps for moving grain via rail from prairie origins
to terminals
in Vancouver and Prince Rupert, British
Columbia;
Thunder Bay, Ontario; and Churchill,
Manitoba.
Under federal regulations, CN and CPR must
pay their respective excess amounts, plus a 5
percent
penalty, to the Western Grains Research Foundation by
Januarys end. (Progressive Railroading Daily News)
Railways
on a roll
The Canadian railway industry is rolling into
2007 with a lot
of momentum behind it. Its traffic levels
JANUARY -FEBRUARY 2007
and profits rose during 2006 and the carriers plan to spend
more than $2 billion in the year ahead to upgrade their
network capacity and fluidity and to acquire new
locomotives and rolling stock. Cliff Mackay,
president
and ceo of the 56-member Railway Association of
Canada, says not only was it a good year financially, it was
also rewarding because governments began dealing with
transportation infrastructure issues and started to
su
pport the development of trade gateways and corridors.
Port of Vancouver capacity expansion continued.
The new container terminal at the Port of Prince Rupert
will open in the fall of 2007 bringing more intermodal
business between Asia, central Canada and the US
Midwest. Meanwhile new owners
of marine terminals in
Vancouver and Halifax also bode well for
continued
expansion of those facilities that depend on rail transport
to move containers and
other goods to customers.
Mackay says action on infrastructure
and gateways is
crucial. In 2006, the decision by industry and government
to invest in transportation-related infrastructure was
most welcome.
The continuing rapid growth in Asian
Pacific trade
is fueling the need for major investments in
the Pacific Gateway. The new investment is very
necessary
butwe need to do more, and quickly.
Other key markets require a similar
approach.One area that has been overlooked to date has
been modernization of the infrastructure of the countrys
short line railways, Mackay added.
Canadian short lines now originate
some 25 per
cent of rail freight traffic in Canada, and feed business to
and from long-haul, high-volume Class 1 railways. A
proposed initiative by the federal and Quebec
governments and the private sector to reinvigorate short
line railways serving regional and
remote communities
and industries, such as the forestry and mining sectors,
is a
good start,
he noted. We are optimistic the concept can
be expanded to
other provinces. Another important
financial issue for the railways going forward is
government tax, fleet renewal and related fiscal policies,
Mackay explained. We want governments to take a hard
look at what they do, and dont do, in terms
of taxes and
asset depreciation.
In total, Canadian railways have a
40% greater tax burden than their American rivals.
Security
is also an important item for the
railways.
Announcement of federal funds in the fall of
2006 to start upgrading the security of passenger rail and
transit operations was a good start, Mackay said. Finally,
as always safety remains a priority. As the year ended,
CPR was leading North Americas major railroads with
the best safety record
of all. Their personal injury rates
improved 20% and the frequency
of US Federal Railroad
Administration train accidents were reduced
by 49% year
over year.
CN was a strong No.2 contender. (Canada
NewsWire)
30 CANADIAN RAIL • 516
BOMBARDIER
Bombardier braces for safety
Building safer and stronger commuter rail cars to
lessen the collision forces on passengers is the basis of a
proposed research
project between Bombardier and
Thunder Bays Lakehead University and Confederation
College.
Bombardier is exploring what innovative safety
modifications can be
added in the re-design of its Bi-Level
commu ter cars
produced in Thunder Bay.
Though the project is still very much in the grass
roots stage,
Bombardier has spent more than a year
working with
government and transportation industry
regulatory bodies like the American Public
Transportation Associa tion.
Crash
Energy Management (CEM) is the latest
buzzword
in rail safety these days. Similar to the crumple
zones designed
by the auto industry, the idea behind
CEM is to have the structure of a rail car absorb the
energy and shock
of a crash rather than the bodies inside
it.
A deadly 2005
commuter rail crash in Glendale,
Calif. that killed
11 passengers and injured nearly 200
others has caused a fundamental shift in thinking by
North American rail agencies and transportation experts
from collision prevention to passenger survivability.
An
important element of CEM involves setting up crush
zones at certain impact points to absorb the
brunt of a
crash.
Bombardiers
Ron Dysievick, general manager
at the Thunder Bay plant, says such a train would include
features
such as shock absorbing bumpers similar to that
of an automobile. A CEM-equipped train would include
stronger end frames, which act as bumpers, to
better
distribute crash energy.
The light rail sector in Europe and Asia boast
some of the worlds leading edge safety features. But
Dysievick says
North American standards are far
stronger since
Bombardiers cars are submitted to more
rigorous collision testing and require more bulked-up car
framing. Bombardier
is already acknowledged as a world
standard bearer in safety design elements.
Their high speed Acela Express cars built for
Amtrak were the first train to comply with the U.S.
Federal Railroad Administrations Tier II crush­
worthiness standards,
touted to be the best in the world.
But installing such features in all
Bombardier cars must
be driven by customer demand, Dysievick says. At this
point we dont have specific customers,
but were
preparing for it.
Simultaneously, the U.S. and Canadian
government agencies including the U.S. Department of
Transportation are currently devising new passenger
safety and light rail industry regulations.
Thunder Bay
RAIL CANADIEN· 515
Mayor Lynn Peterson says she would like to build upon
Bombardiers recent success in landing a $710-million
Toronto Transit Commission (TTC) subway
refurbishment contract, while expanding the citys
research and innovation capacity with an eventual
Transportation Centre of Excellence.
Lakehead University has submitted a proposal
to Bombardier to perform the R&D modeling on crash
management systems. The project specifics havent been
worked out, says Dr. Henri Saliba, Lakeheads dean of
engineering faculty, since Bombardier had been involved
in
the TIC contract process. Now that theyve been
sllccessful, I expect that we will come aboard as soon as
things
are in place. The university is searching to fill post­
doctoral positions to
conduct the research. The positions
are subject to budgetary approval.
Their other potential project partner,
Confederation College already assists Bombardier in
training
their employees on Catia three-dimensional
computer aided drawing software. That design element
will be used on the commuter car shop floor by
Bombardier assemblers. (Bombardier)
FRA to revise rail safety rules to include ECP
Calling it the most significant development in
railroad
brake technology since the 1870s, US Federal
Railroad Administrator
Joseph Boardman announced his
intention to propose revised federal rail safety regulations
to facilitate
the installation of Electronically Controlled
Pneumatic brake systems capable of preventing
derailments and shortening train stopping distances.
ECP brakes are to trains what anti-lock brakes
are to automobiles -they provide better control,
Boardman said. It offers a quantum improvement in rail
safety,
he added. ECP brakes are applied uniformly and
virtually instantaneously on every rail car throughout the
train, rather than sequentially from one rail car to the next
as
is done with current air brake technology, Boardman
explained. The system provides improved train control
when braking and can reduce stopping distances up to
60%, he said.
Boardman said the Federal Railroad
Administration intends to issue a notice of proposed
rulemaking next year to revise the federal brake system
safety standards to encourage railroads to invest in and
deploy ECP brake technology. In order to achieve the
safety benefits as soon as possible, FRA is open to
considering plans from railroads interested in using ECP
brakes before the proposed rule changes are completed,
he said. A new report on the benefits of ECP brakes can
be found at www.fra.dot.gov. (FRA 060817)
HERITAGE
World War 1 locomotive being restored
A World War I locomotive which worked in India
for 50 years now being restored in the UK. The Lion is set
31 JANVIER -FEVRIER 2007
to roar again. A narrow gauge steam locomotive used
during the First World War and extensively used in India
for
more than 50 years, is now ready to steamed again in
the UK -this time for heritage rides for enthusiasts. It has
been restored at a cost of more than 50,000 pounds.
This is one of the last living links of the
momentous First World War and we are trying to get it
restored to its working order and save it for a very long,
long time. We
took trial runs on August 1 and it is doing
fine, Mervyn
Leah, Chairman of the Leighton Buzzard
Railway.
Historic business car has a new home
Alexandra, the historic railcar built in Amherst
N.S. more than a century ago, has a new owner and a new
home. The Nova Scotia Heritage Society has agreed to
purchase the 101-year-old passenger car from the town
for $100 and move it to
the Train Station Inn in
Tatamagouche.
There it will open to the public as part of
the inns collection of 13 railcars.
Were very pleased
that weve managed to keep
this important piece of Nova Scotian history in Nova
Scotia, society
president (and CRHA member) Jay
Underwood of Elmsdale said. It was the society that
earlier last spring warned that the historic railcar could be
lost to the province because Amherst no longer wanted it.
In railway terms losing it would
be akin to the province
losing
the Bluenose. Its that important to our railway
history, Mr.
Underwood said at the time.
He was particularly concerned that the railcar
could
end up going to the United States to one of several
major collectors of railway equipment. The car was built
in 1905
by the Rhodes Curry Company for the exclusive
use
of Lord Earl Grey, the Governor General of Canada
at the time, and the man who donated the Grey Cup,
presented to the Canadian Football Leagues champion.
After Lord Grey, it became the personal railcar
of several prime ministers, including Sir Wilfrid Laurier,
Robert Borden, Arthur Meighen and William Lyon
Mackenzie King
between the years 1906 and 1929.
It was
then taken over by the Canadian National
Railway and used as a business car by senior officials.It
was
retired in 1977, but was quickly put back into service
when it was
purchased by the Discovery Train Project and
became part of a train that brought Canadian history to
people across the country. The car was retired again in
1979 and acquired
by the National Museum of Science
and Technology in Ottawa.
The museum turned it over to
Amherst where it was officially unveiled in 1991 and
renamed the Centennial Coach Car in celebration of the
towns 100th birthday.
For several years it was used as the towns tourist
bureau. That changed two years ago when the town
decided to
amalgamate its bmeau with the provincial
tourism
bureau at the Nova Scotia-New Brunswick
border. Since
then the car has sat empty on its siding,
JANUARY -FEBRUARY 2007
suffering wind and water damage and the attacks of
vandals. The town decided to dispose of it in April
because it could no longer afford the upkeep. Except for a
smaller, all-wooden car in Montreal, (Sydney &
Louisburg No.4), Alexandra is the last remaining
passenger car produced by the Rhodes Curry Company
and only example of an open-ended official car in the
Maritimes.
Moving the car was a formidable task. Your eyes
wont
be deceiving you if you happen to see a railway
passenger car heading down the highway Nova Scotia
Heritage Society past president Jimmie LeFrense said.
Its
quite a process to move a railcar of this type, Mr.
LeFrense said. This one here weighs about 92 tonnes and
well be using two cranes to move it. To move it, the cranes
will lift the century-old, Amherst-built car off of its
wheels.
Those wheels, plus the rail lines that it has sat on
since returning to Amherst in 1991, will be placed on a
flat-bed truck
and driven to Tatamagouche.
The railcar itself will be loaded onto wheeled
dollies, which will be hooked to a transport truck cab that
will take it to its new home at the Train Station Inn. There
it will be added to the colJection of 12 other railcars
currently on location there. It will be quite the sight, Mr.
32 CANADIAN RAIL • 516
LeFrense said.
The former train station in Tatamagouche was
also built by
Rhodes Curry and is only one of two such
stations in
the province that remains standing. The other
is in Pugwash. We are going to develop a display for the
Alexandra that will highlight the contributions of Rhodes
Curry (to) the development of railways in Nova Scotia.
The role the town had in making her available to us will
also
be highlighted in the display, Mr. Underwood said.
Town officials
were happy the historic railcar had found a
new
home and as Councillor Robert Angel said, Its
particularly
great that it will be put on display with other
railway cars in a manner that will help preserve our
provinces railway heritage. (The Chronicle-Herald)
IHS called on to clear the track on Vancouver Island
The Industrial Heritage Society has taken
another step forward in its quest to establish tourist rail
service to
the East Coast of Vancouver Island, tentatively
dubbed the Arrowsmith Explorer. Last month, IHS took
on the task of clearing storm damage along the 38-mile
right-of way from
Port Alberni to Parksville, under a
maintenance agreement with the Island Corridor
Phil Leil gives the lift signal as the sun sets behind the Alexandra as it is transferred to a special moving float to begin its
overnight
move to the Train Station Inn in Tatamagouche. 1617, December 18) 2006.
RAIL CAIlADIEN • 515 33 JANVIER -FEVRIER 2007
The Alexandra is aniving at its new home at the TIain Station Inn in Tatamagouche, Nova Scotia at 1512 on Wednesday,
December 20th, 2006. Phil Leil EnteJprises
Ltd. ofTl7lrG handled the move and prepared a specially fabricated, hydraulically­
actuated dolly capable
of making right angle turns inAmherst and Tatamagouche. Both photos courtesy Bill Linley.
Foundation, which now owns the rail line.
Members accessed the tracks at various points,
using their vintage
speeder and a utility car to carry
equipment. IHS member (and photographer) David
Hooper said the experience was a trip back in history, to
the railway building boom just prior to the First World
War.
The rail line features the steepest grades on
Vancouver Island. Hooper said much of the work was
straightforward, but with limited
equipment available,
some of the bigger logs posed real challenges.
IHS president Kevin Hunter said the
maintenance contract provides a chance for members to
become familiar with the Parksville rail line and to build
up key skills which will be needed when the Arrowsmith
Explorer takes to the rails this fall. Were really excited
about all this, It shows that were extremely serious about
this, Hunter said. Under the terms of the maintenance
contract, ICF will deduct a specified fee from the yearly
lease paid by Alberni Pacific Railway for the use of the
track. (Alberni ValleyTimes)
La gare de Tring decroche un gros lot de 392 000 $
Le projet de revitalisation de la gare de Tring
vient de franchir
un pas de geant. Le ministere de la
Culture et des Communications a octorye 392 000 $ pour
redonner vie a cet edifice. Temoin important du
developpement de la municipalite, la vieille gare
construite en 1914, est abandonnee depuis belle lurette.
Mais grace au comite de revitalisation
forme en 2004 et a
ses principaux partenaires, la batisse trouvera une toute
nouvelle vocation.
Dans ce batiment de deux etages couvrant une
superficie de 5 184 pieds carres ( 510 metres carres) sur
deux etages, la municipalite y amenagera ses bureaux
municipaux. Aussi, une bibliotheque affiliee au Reseau
central des biblios prendra place a Jinterieur du batiment.
Une section permettra de recreer Iambiance des activites
ayant
entoure Ie chemin de fer. Enfin, une salle
polyvalente
pourra accueiJlir des expos dartistes et
dartisans ou dautres activites telles que des conferences.
Si on inclut les
392 000 $ accordes par Ie
gouvernement du Quebec, Ie projet beneficie
presentement dune enveloppe de 640 000 $. La
municipalite y injectera 150 000 $; Ie Fonds rural du CLD
Robert-Cliche 40 000 $ et les Caisses populaires de la
region
36 000 $. Le milieu a aussi contribue pour 25 000 $.
Dans ]ensemble, la restauration de la gare est evaluee a
795 000 $. Le comite, dit son president Marco Roy,
JANUARY -FEBRUARY 2007
compte sur Ie gouvernement canadien pour financer Ie
reste. «On nous a promis une reponse dici a trois
semaines», dit-il.
La contribution du federal, ajoute-t-il, donnerait
Ie coup denvoi aux travaux. Dabord et avant tout, il faut
refaire
la toiture et si tout deroulait rondement,
linauguration aurait lieu au printemps 2007. Propriete de
Quebec Central, la gare a fait Iobjet dun bail de 40 ans
avec la municipalite.
Par la suite, ce bail sera renouvelable
pour un autre 40 ans. Apres ce laps de temps, lentente
pourra etre renouvelee pour dix ans.
Le rna Marire Christian Jacques estime que la
sauvegarde
de la gare eta it primordiale. «Quand on va
ailleurs, on
remarque des endroits comme les Cantons de
lEst qui affichent
un fort taux de restauration», dit-il.
Selon lui, la region devrait avoir un sentiment
dappartenance plus fort envers la preservation de son
patrimoine bati.
(Hebdo Quebecor)
Budd car parts acquired for Exporail
A cool, misty overcast
greeted a small group of
CRHA members and CRM staff and volunteers slowly
assembling
on the platform of the former QCR station in
East Angus, Quebec early on the morning of November
14th, 2006.
Once everyone was on-hand, the site foreman
was approached
and after a brief exchange, work began in
34 CANADIAN RAIL· 516
earnest.
Through the proverbial grape-vine, we had
learned of the sale of 4 former QNSL / VIA / CN / B&M /
DW &P RDCs by the town of East Angus to a scra pper for
disposal. Acquired with two
others by the Trains
touristique du
Haut St Fran~ois / Chemins de fer de
Cantons de lest some years previously with an eye to
providing excursion service
on the re-born Quebec
Central Railway, these quadruplets had somehow
become unwanted municipal property. Despite the best
efforts
of a small handful of individuals, these near­
operable cars were being cut-up on the spot!
A previous visit was
made to the site on
November 9th in an effort to come to some sort of
agreement with the scrapper whereby parts needed for
the two cars owned by the CRHA could be acquired
netted little tangible results. Then, days later, we were
accorded site access for a day. Obviously, the
sooner the
better for our purposes. Still, it was necessary to take
some time to adjust personal schedules and arrange
transportation for our acquisitions.
Methodically, this small army worked
through
the 2.5 remaining cars. Over the next several hours, door
hardware, wipers, brake pads, marker lamps, brake
stands, grab irons, control stand
components, sand box
covers, safety appliances,
some glazing, stainless fluting,
Another railway heritage heartbreaker as four near operational Budd cars are consigned to the scrapper by the City of East
Angus and scrapped on the spot. All efforts to negotiate with the city to obtain parts prior to scrappingproved fruitless.
Photolohn Godfrey
RAIL CANADIEN • 515
and much more migrated from RDC-1 6101 and 6115,
and
RDC-2 6218 to the waiting cube van for the trip to St
Constant. Exterior work alternated with interior work
between rain-drops. As the the clock neared 1600, work
came to a halt. The scrapper came by to check on the
work
of his employees and our crew. Perhaps surprised at
the rate of our success, he decreed that our day of work
was over.
While
there remained many more desirable and
important pieces to be had for our pair of ex-CP cars, we
thanked him for his generosity and gathered our tools for
the trip back to greater Montreal. After our day of labour
we are much further along in the restoration of ex-CP
9069 and 9250
than we thought we would be at this point.
(J ohn Godfrey)
CN turntable plaza takes shape in BC
Construction of CN Turntable Plaza at the West
Coast Railway Heritage Park in Squamish, BC is now well
along with the pit itself
completed and ready for the
installation of the vintage turntable bridge. Constructing
a new turntable in
2006/2007 is an interesting project, but
one that is crucial to the Heritage Parks interpretation
and operations. Thanks to a number of supporters, the
workis moving ahead quickly.
35 JANVIER -FEVRIER 2007
The development of a railway maintenance base
with a
turntable and roundhouse is the third phase of the
West
Coast Railway Heritage Park. The project started
way back in 1995, when
CN donated the turntable from
Thunder Bay, Ontario to the Association. Particularly
helpful was
that CN allowed WCRA people to be present
when the turntable was removed from its original location
to assist with drawings and disassembly.
The turntable
bridge and mechanics were then transported by rail from
Thunder Bay to Squamish, BC
Dominion Bridge Co. built the Turntable, in
1923.
The girder assembly has an overall length of 856
and weighs 58 tons with track in place.
The weight is borne
by a centre pivot and four 33 wheels at each end. A 550-
volt electrical motor, through a series
of reduction gears,
drives
one wheel at each end. The wheels in turn, ride on a
ring rail at
the perimeter of the turntable pit. A tower
assembly located
at the centre of the turntable bridge
mounts an electrical collector. Electrical power is then
conducted to the motors via the control cab. Walkways
and guardrails flank each side of the track deck. This
design
is particularly good for the new installation site, as
it is on a flood plain and the electric drive and three pivot
support structure allow the pit to be shallower.
In late
summer 2006, work commenced to
JANUARY -FEBRUARY 2007
construct the new turntable pit and structure, and
operational elements were
sent out for refurbishment.
Watching the pit take
shape was an exciting project, as the
contractor worked to drawings dating back to the 1920s
to
create the exact replica of what was in place in Thunder
Bay. The construction was completed in December 2006.
The photos included show this work underway.
Next up
is to start the installation of the turntable
in early 2007.
The original bridge is now being
sandblasted and will
then be painted. The ring rail will be
installed in the pit, the refurbished mechanical parts
reinstalled, and the completed assembly should
be in
place
by March 2007. The turntable will be lettered
Canadian National and
the plaza developed around it,
with plans to
open the new area by June of 2007. The
turntable will then serve the new seven-stall roundhouse
that is being built at the site and set for a 2008 opening.
(Don Evans, WCRA)
ANNIVERSARIES
The best new railroad in Canada
It was exactly a century ago that rail service was
opened up along the South Shore from Halifax to
Yarmouth.
The missing link was the route from Liverpool
36 CANADIAN RAIL • 516
to Barrington, since rail service already existed from
Halifax to Liverpool and Barrington to Yarmouth.
On
December 19, Nova Scotia Premier George H. Murray
received
a telegram from the superintendent of
construction on the Halifax and South-Western Railway
that the last rail had been laid at Barrington Passage.
That same day, he and the provinces Lieutenant
Governor, Duncan Cameron Fraser, joined a party of
dignitaries to ride the first through train from Halifax to
Yarmouth.
The newspapers were full of the significance
of the occasion. The Advance noted with excitement that
this completes the system, and a railroad now traverses
the South Shore from Yarmouth to Halifax.
The Bridgewater Bulletin said that it had been
just four years since the first sod had been turned at
Hubbards for this railway. It is difficult to realize, the
paper said, that this portion of Nova Scotia, so hard of
success, is now bound by bands of steel to the rest of the
world and modern means of communication are afforded
the people ofthe southwestern shore.
This first train was an inspection
train which
arrived in Bridgewater at noon from Halifax
and left at
12:30 for Liverpool.
It was a magnificent day and the
scenery was described as even more beautiful due to the
ice and snow. Reports said the train reached Liverpool in
RAIL CANADIEN • 515
record time, and that after a few minutes delay it left for
Shelburne. Crossing
the temporary bridge over the
Mersey
, the reports said, all on board were struck with
the panoramic view presented; and thus it was all along
the line -new scenery and new delights.
When Shelburne burst into view, those on board
took note of the first class railway station that had been
built. There was a festive air as the train made its way
along the shore. At every station, as
the handsome train
passed, crowds
cheered and welcomed the opening of the
new
steam highway. It was a glad sight to these people and
set them thinking about the prosperity which must now
come to them, the Bulletin said.
It was dark by the time that the train reached
Barrington Passage. Since it was an inspection train, the
passengers being Halifax and South-Western officials,
political leaders, businessmen and journalists, the train
did not try for speed -although,
the papers said, at some
points
it reached the astonishing speeds of 40 or 50 miles
an hour.
The federal railway inspector had passed over
the line a couple of days before and had pronounced the
railway the best new road he had ever seen. The railways
general manager,
c.w. Spencer, who was responsible for
37 JANVIER -FEVRIER 2007
railroads as far west as Port Arthur, said he had never seen
a better piece of road.
The train pushed on to Yarmouth, where a crowd
was waiting to
greet it. Those on board got off and went to
a special meeting
of the Yarmouth Board of Trade, where
local officials made speeches imploring the company to
consider Yarmouth as the headquarters for the railway.
However,
the decision had already been made to locate
the headquarters in Bridgewater. The party stayed
overnight,
toured the town the next morning, and at noon
got on the train to head back along the shore.
Between Shelburne and Liverpool, all on board
gathered in the palace car to talk about the trip. The
palace car was new to the company, and was an elegantly­
upholstered car that served as a dining car, sleeping car
and parlour car all rolled into one. It had a kitchen,
bathrooms and observation areas, with wide windows to
allow viewing
of the scenery. The easy chairs were
converted to tables at meal times, with cupboards next to
the chairs providing the silvelware and table settings. At
night, the porters turned a few screws and brought up
from
the floor a set of sleeping berths. The easy chairs
were
put into the space where the berths had been
Canadian National Railways locomotives 1162 and 2593 pull a troop train over the fOlmer Halifax & Southwestern Railway
line at Shelburne,
NS in March of 1942. (Photographer unknown/Jay Underwood collection.)
JANUARY -FEBRUARY 2007
located, and curtains were arranged around the sides of
the berths for privacy. A palace car would be on every
train from Halifax to Yarmouth. By 7:20 in
the evening the
train had reached
headquarters in Bridgewater, and left
immediately for Halifax,
where the next day those on
board were entertained by the Halifax Board of Trade.
The route was now ready for regular passenger traffic.
(The Advance, Liverpool, NS)
The Opening ofthe London and Port Stanley Railroad
This road was opened on Thursday last with
great eclat. Invitations to take part in the festivities were
sent to all the adjacent municipalities; and Toronto, being
a
sort of nucleus of all the railroads west of Montreal, was
favoured with a pleasant supply
of them. Most of our
corporation were present on the occasion, and the Mayor
replied to
the toasts of our invited guests at London
with much spirit. We observed a more than ordinary
number of Americans present, there being no less than
three fire companies from Detroit, Cleveland and
Buffalo. The Mayors of these cities were also guests of
London and Port Stanley, and replied to the toasts
referring to their particular cities, and to
the United
States generally, with great humour and good spirit.
There were no less than two separate luncheons given on
the occasion, one at Port Stanley at about half-past 1, and
the other at London at half-past 3. The former was an
exceedingly pleasant and cheerful affair,
and was given at
38 CANADIAN RAIL· 516
E.W. Thomson, Col. Whitehead, the Reverend Mr.
Grassett, the Reverend Mr. Cronyn, and several other
clergymen, together with the Mayors of Detroit, Toronto,
and Cleveland, and Messrs. Southwick, M.P.P., and
MacBeth, M.P.P., were on the platforms with the
respective Chairmen at London and Port Stanley. And,
without being in the least degree invidious, we may take
the opportunity of stating, that Mr. Lawrason discharged
the duties of Chairman at London with a felicity and
ability which contributed largely to the enjoyment of the
very large party present. We should not omit to mention,
that each of the fire companies present -and there were
some four or five of them -had its own band; and that
rivalry, together with the ordinary love of displaying very
average musical abilities, secured to the good
people of
London and their visitors, any quantity of tunes and kettle
drum accompaniments. The whole was wound up by a
pleasant ball, which lasted, we need hardly say, till day
light yesterday morning. Two
hundred and fifty couples
were
about as happy as we ever saw similarly situated
people before; and though London is famed for its
handsome women, we question much if the Forest City
ever saw so much beauty collected together. We really felt
for
the condition of the Yankees; for annexation
became a serious question with many of them.
On the road from London to Port Stanley -and
which is intended for local traffic chiefly -we can but say
the Town Hall, a pretty brick building on the
terrace overlooking the lake at Port Stanley.
Mr. Price,
Esquire, a merchant of Port Stanley,
presided, and acquitted himself with so much
good
humour and spirit, that the whole
company were in
one continuous roar of
laughter, or were pleasantly giving vent to their
enthusiasm
in shouts of applause. The lunch at
Port Stanley, without the slightest pretension,
or display, was, without exception, one of the
most enjoyable little things of the kind we were
ever present at.
It was got up, we are told, by the
lady
of the worthy chairman in a few hours, and
reflected the highest credit
upon the good taste
of the Port Stanley people. The speeches here
and at London were all of the railroad order,
short, spicy, and to the point. But the luncheon
at
London was, without any exception, the
finest thing
of the kind we ever saw. At Toronto,
on
the occasion of the opening of the South
Ontario branch of the Great Western road, we
thought we had left little to improve upon; but
London far exceeded us, both in the number of
persons who could be seated, the luncheon
itself, and the drinkables. -It was emphatically
s glorious affair. We observed,
at these two
luncheons, a
more than ordinary number of
distinguished persons from a distance. -Col. The
London and Port Stanley is one of the oldest railways in Canada,
originally built to
5 Ih foot gauge by a consortium of London, Ontario
businessmen. it was standard gauged in 1872
and leased to the Great
Westem Railway for twenty years.
It went on to be upgraded and electrified
to the highest standards in 1914-15 under Sir
Adam Becks Hydro
sponsorship. This Ontario Hydro
photo shows the first electric car loading
for Port Stanley on July
4, 1915. The last pantograph dropped on FebnlalY
18, 1957 and passenger selvice on the L&PS ended foreva Photo CRHA
Archives, Fond Corley.
RAIL CANADIEN • 515
that it seemed exceedingly well constructed. But half of it
is as yet ballasted; and whilst fifteen miles, being
something like half the entire road, is run literally on the
surface
of the ground, the remainder presents some
39 JANVIER -FEVRIER 2007
serious engineering difficulties. The structures are of
wood, and are very substantial. The country through
which it passes, the prospects of the road, and its cost, we
shall take occasion
to allude to again.
The Colonist, Toronto, October 18, 1856
London & Port Stanley No. 10, a 1914 product of the Jewitt Car Company was caught in line car seIVice on December 30,1956.
This car
is now in the CRHA collection at Exporail and is awaiting restoration. Collection Peter Mwphy
BACK COVER TOP: Phil Leils 1984 Freightliner rests at a Shell station at the westem edge of Tatamagouche at 0633
Wednesday, December
20, 2006 following a successful ovemight move of the obselVation caJAlexandra. The car was enroute
from Amherst, Nova Scotia via Route 6 to its new home at the Train Station Inn in Tatamagouche. The Alexandra had been
built by Rhodes
Cuny in Amherst in 1905 and had selved various Govemors General and Prime Ministers plior to seIVing CN
officials. It completed its active seIVice as a VIP car for the DiscovelY Train on its cross-Canada tours in the late 1970s prior to
its use
as a visitor centre at two locations in Amherst. The car was acquired in late 2006 by the Nova Scotia Railway Heritage
Society
and will be open to the public in Tatamagouche.
BA CK COVER BOTTOM: VIA Ii-ain 14, the Ocean passes Breault Creek, New Brunswick, just west of Upper Dorchestel; with
the consist
of the War Brides train at 1325 on the aftemoon of November 7, 2006. The Ocean would leave Halifax westbound on
November 9 with many War Blides on board. These women had anived from Europe immediately after World War 11, having
married or become engaged to Canadians seIVing overseas during the conflict. Photo by Bill Linley
This issue of Canadian Rail was delivered to the printer on March 20, 2007

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