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Canadian Rail 519 2007

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Canadian Rail 519 2007

130
ISSN 0008·4875
Poslal
Perml! No. 40066621
CANADIAN RAIL
PUBLISHED BI-MONTHLY
BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION
TABLE OF CONTENTS
How the Interurbans Came Home to British Columbia, Robert D. Turner ………………………………… 131
Montreals Laval Metro Extension, Denis Vallieres …………………………………………………. 139
The London & Port Stanley Railway Rembemered, Robert J. Sanduski ………………………………….. 143
Business Car,
John Godfrey …………………………………………………………………… 158
FRONT COVER: On the second to last day of electric operation, London & Port Stanley car No. 10 heads north between the two
(typically Ontario) wooden over
bridges of Pond Mills Road (almost 4 miles south of London, Ont.). L&PS No. 10 is preseJved at
Exporail, Saint Constant,
Quebec.
BELOW Now back in Richmond, ex B. C. Electric intelUrban car 1220 is seen in an undated photograph at the Tidleyland ElectJic Railway
near Chehalis, Washington. Photo RobeJt D. TLlIner collection.
For your membership in the CRHA, which
includes a subscription to Canadian
Rail,
write to:
CRHA, 110
Rue St-Pierre, St. Constant,
Que. J5A 1G7
Membership Dues for 2007:
In Canada: $45.00 (including all taxes)
United States: $43.00
in U.S. funds.
Other Countries: $80.00 Canadian funds. Canadian
Rail is continually in need of news, stories,
historical data, photos, maps and other material.
Please send all contributions to the editor: Fred
F.
Angus, 3021 Trafalgar Avenue, Montreal, PQ.
H3Y 1 H3, e-mail angus82@aei.ca . No payment can
be made for contributions, but the contributer will be
given credit for material submitted. Material will be
returned to the contributer
if requested. Remember
Knowledge
is of little value unless it is shared with
others.
EDITOR: Fred F. Angus
CO-EDITORS: Douglas N.W. Smith,
Peter Murphy
ASSOCIATE EDITOR (Motive Power):
Hugues
W. Bonin
LAYOUT: Gary McMinn
PRINTING: Impression Paragraph
DISTRIBUTION: Joncas Postexperts
Inc.
The CRHA may be reached at its web site: www.exporail.org or by telephone at (450) 638-1522
,.
JULY -AUGUST 2007 131 CANADIAN RAIL • 519
How
the Interurbans Came Home to
British Columbia
By Robert D. Turner
The British Columbia Electric Railway retired
the last
of its fleet of interurban cars after the closure of its
lines
in the Fraser Valley in 1958. Most of its red and
cream cars were eventually scrapped, but a few were sold
off for
other uses.
Only one, car 1223, was preserved in B.C., and it
was saved to go on display in Burnaby.
Another car, 1311,
was purchased
by Ernie Plan t and John Wood in 1954, and
then sold to the
CRHA for movement to Montreal, but
sadly it was badly damaged
by vandals while being stored
not farfrom Squamish, B.C., and was scrapped.
Fortunately, six others were sold to interested
parties
in the United States. Of these, No. 1225 went to
California, the 1304, once temporarily named Connaught
and remembered for its special service during the 1912
visit of the
Duke of Connaught, who was Governor
General of Canada, went to the trolley museum in
Glenwood, Ore., the 1207 went south to become
part of
the large collection
of railway equipment at Snoqualmie
Falls, Wash., and three others -Nos. 1220, 1231 and 1235 –
-were sold to Dick Hansen of Seattle, who dreamed of
setting up a small trolley park where the cars could be
operated.
Dick moved
the cars, all built by St. Louis Car
Co. in 1913, to property he acquired south of Olympia,
Wash., to the west
of Interstate Highway 5, and laid an
oval of track, strung overhead wire and developed an
attractive little interurban line, called the Trolleyland
Electric Railway. Unfortunately, funding limitations
precluded getting into full operation and turning it into
the heritage attraction
he envisioned.
By the mid-1970s, Dick was ready to sell the cars,
having reached a point where looking after the equipment
was more than he could manage. Moreover, the cars were
showing the effects
of 15 years of outside storage
following their retirement
by B.C. Electric. At that time,
Dave Parker and I were working at the
B.c. Provincial
Museum developing the steam operated Museum Train
using locomotives 3716 and 1077 (which was a being
managed
by Curator of History Dan Gallagher).
Early word
of the cars pending sale, and strong
support for their acquisition, came from Brian Kelly, who
visited the cars at Dick Hansens, bringing photos and
information to
Dan Gallagher, and Patrick Hind, a good
friend and member
of the B.c. Railroad Historical
Association, who phoned
Dan and Dave to tell them the
news and urge the cars purchase. Among others who
urged acquiring the cars were Dave Wilkie and Gordie Hatch, who would later volunteer on the restoration of
the 1231.
Several parties in the U.S. were expressing
serious interest in the cars and it
seemed that if ever they
were going to come
home to B.C., the time had come, and
there was little time to spare. Being young, optimistic and
probably foolish, Dave and I agreed, and said wed see
what we could do, and got the ok to look into the situation.
There were only a few details to work out -paying for the
cars, shipping them, storing them, and persuading
our
bosses and senior ministry officials that these old
interurbans were worth all the expense and trouble,
especially when no
one had any serious long-term plans
for them.
It was like a large jigsaw puzzle, but one by one,
the pieces came together, even if some
of them were just
over
50 feet long and weighed 35 tons. The phone calls
were many and the memos flew, the headaches were
frequent, the details and the hours were consuming, but
how often doyou get to bring three interurbans home?
Three cars were hard to justify because there
were no obvious
or immediate uses for them. In the end,
we contacted
John Corby at the National Museum of
Science and Technology in Ottawa. John agreed with
us
that these were important cars and arranged for one car to
go to Ottawa as
part of the national collection. Ottawa
would pay the shipping for all three, if we took care of all
the arrangements, and could find money for the other
two.
We made a visit to see the cars, inspected them
inside and out, and documented their history, noting that
they were used on the companys extensive Lower
Mainland and Fraser Valley system, and that similar cars
also operated from Victoria on the Saanich Peninsula
interurban service. Beyond question they had played an
important part in early regional transit services. They
were not like new, but they were certainly very complete
and restorable.
Fortunately, there were receptive ears in the
ministry, and after asking the right tough questions about
the cars and their importance, the officials agreed. Yorke
Edwards, the Provincial Museums Director, and
Dan
Gallagher, Curator of Modern History (Dan had also
been instrumental in finding and restoring B.C. Electrics
Birney streetcar No. 400 for display at the Museum),
supported the move, as did George Geddes in the
Provincial Secretarys office, who accessed funds reserved
for occasional unexpected special purchases like this.
RAIL CANADIEN • 519
Laurie Wallace, who had a keen interest in history, was
Deputy Provincial Secretary
at that time.
It must be remembered, too, that this was a time
when the provincial government
of Dave Barrett was
sponsoring the restoration
and development of the Royal
Hudson steam train service between North Vancouver
and Squamish, and
the Museums steam powered
Museum Train,
but funds were still tight.
Arguing that the
important thing was to preserve
them for the future, and
that restoration could wait, we
got the okay to proceed and told Dick
that he had a deal.
Then as arrangements were being finalized,
there was a hesitation. Ministry funds were short and
other unanticipated demands
had developed, including
higher costs than expected for
the steam restorations for
the Museum Train.
Was it really necessary to buy these
cars? Could the purchase be delayed
or cancelled? After a
stressful and thoughtful meeting, and
our explaining that
it was really too late to change the arrangements, senior
management agreed; they would find funds somewhere
else, and we were back on track.
Meanwhile,
Dave had contacted Walter Murray
at Canadian Pacific, and Walt helped work out the details
for shipping the cars on flatcars from Maytown siding,
not
far from Chehalis, Wash., on the Milwaukee Road, to
Vancouver.
You are going to move a what to where?
When? Walt asked. Well, okay.
The cars had to be moved by truck from Dicks
property to Maytown, which took
the efforts of a house­
moving company.
We also arranged for the cars to be
boarded up and secured for
the trip to Vancouver (for
1220 and 1231), and for 1235 to travel to Ottawa
by rail.
Dave spent a good week pulling all this together and
getting a lot offorms completed.
132 JUILLET -AOOT 2007
We then travelled south in a government van to
make sure
the loading went well and also to pick up a full
load
of parts, including some overhead hardware and
extra seats, all inventoried. Things went well,
the cranes
loaded the interurbans onto the flatcars, the
cars were
secured, and
the windows were boarded up.
As depicted in the photograph on
page 10, the
Excessive Dimension Load cards stapled to the timbers
supporting the interurbans on the flatcars noted, Do
not
switch cars uncoupled from Engine. Handle with Extreme
Care. The date was July 25, 1975.
We loaded the van to the roof and
headed home.
When we reached the border and stopped for customs,
the officer looked at us and asked what we had to declare.
We pointed into
the back and said, a load of old trolley
parts. We
had the list and explained that they were
antiques for a government agency, and pointed
at the
government egg on the door.
He looked back inside the van, rolled his eyes,
got a couple
of other customs officers to look, they
glanced at the paper, and then waved us through.
The
slight look of panic in his eyes faded as we drove away;
relief probably setting in
at the thought of the forms that
might have
been needed. We didnt complain for a
minute,
and left before he changed his mind, lumbering
north to the ferry.
Interurban 1235 went on its way to Ottawa, and
arrived in generally good shape, minus a few sheets
of
protective plywood and with a broken window or two; not
perfect but intact and ready for restoration some day in
the future as
part of the national collection. It was the
longest trip any of those cars had made since they were
shipped to Vancouver from the St. Louis Car Company
backin 1913.
B. C. Electric car 1235 is
presently stored in the
reserve of the National
Museum of Science and
Technology in Ottawa. Paul
Bown photographed the car
under difficult conditions
on July 14,2007.
JULY -AUGUST 2007
The third
car, 1235 is presently
owned by the National Museum
of
Science and Technology in Ottawa,
Ontario. It has
not been restored but
is housed in a secure heated reserve
at the museum. Photo taken at
Trolleyland in
1973 by Robert D.
TumeJ:
133 CANADIAN RAIL • 519
This is how the 1231 looked at
nolleyland in this
1973 view, the car
has been fully restored
and is
operating on the Downtown Historic
railway in Vancouver. Photo Robelt
D. Tumer.
Homeward bound, the three
ex­
BCER interurbans are being
prepared for shipment to Canada
aboard railway flatcars, in this scene
at the Milwaukee Road at
Maywood, Washington in July,
1975. Photo Royal Museum of
British Columbia, by Robot D.
Tumer / Dave Parker.
RAIL CANADIEN • 519
Our two cars, 1220 and 1231, soon arrived at the
CPRs False Creek roundhouse and yards in Vancouver,
where the Museum Trains locomotive 3716 and Royal
Hudson 2860 were restored. However, hopes to put them
inside
the roundhouse didnt work out and the outside
storage available there was not a long-term solution.
We
watched anxiously as efforts to find a safe place for the
cars dragged on, and they were exposed
to rain and other
hazards.
We lobbied hard for a better place for the cars, as
did concerned railway enthusiasts. Bob Swanson, restorer
of 2860 and 3716, a consummate wheeler-dealer, knower
of all things about railways in the Lower Mainland, and
with connections high in government circles, had worked
out a tentative agreement with BC Hydros chairman, J.
H. Rhodes, to take on the restora tion of the cars and their
storage. But after a change in the chairmanship
of the
corporation, delays continued, and Bob resumed his
Two of the three cars, loaded, blocked
and secure for the trip back to their
original home in Vancouver,
B. C.
Photo Royal Museum of British
Columbia, by Robert
D. Turner / Dave
Parke!:
134 JUILLET -AOOT 2007
efforts. Brain Kelly was also concerned about the cars
and, after speaking to
Dan Gallagher, took Bill Duncan of
BC Hydro Transportation down to
the CPRs False Creek
yards to see the interurbans. Hydro had recently
purchased the Dominion Bridge property in nearby
Burnaby for a possible transit centre. Bill was impressed
by the cars and their importance, and agreed to have them
stored at Dominion Bridge,
and that was just the safe
haven needed
as they awaited restoration.
Later, we wondered if Expo 86 might bring them
out, but that was premature, and it was not until some
years afterward that much-deserved restorations started
on the two interurban cars.
The tempo of interest in the old cars slowly grew.
In 1990, Vancouver-built car 1207 was returned to its
birthplace from Snoqualmie Falls, Wash., and restored
by
BC Transit at its Port Coquitlam bus depot. The next year,
1231 was transferred
by the Royal B.C. Museum to BC
This Milwaukee Road Excessive
Dimension
Load card on flatcar MTTX
95086 carrying one of the interurbans
back to Vancouver notes the routing as
Milw Seattle Foss
Tug Lines BCR-CN.
Note the handle with extreme care.
Photo Royal Museum of British
Columbia, by Robert D. Turner / Dave
Parke!:
JULY -AUGUST 2007
Transit, to begin what was to be a velY long restoration.
Unfortunately, the next year funds were withdrawn, but in
1997 the City
of Vancouver became involved and
r~storation resumed at BC Transits bus depot in Victoria,
with plans to operate the cars on track
near Granville
Island in Vancouver. Bill Bailey, who oversaw the
restoration with the help
of a talented team of people,
received the CRHAs Preservation Award in 1997 for the
rebirth of123
1.
Now, both 1207 and 1231 are part of the
wonderful Downtown Historic Railway between
Vancouvers Science World and Granville Island ,
operated by the Transit Museum Society.
While 1231 was in limbo after 1990, car 1220 was
transferred to the Steveston Interurban Restoration
Society, which was incorporated in 1992 to restore and
operate heritage electric railway equipment, and it was
moved to a new restoration shed in 1993. Now both were
in good hands.
More good news followed in 2002 with an
announcement of the planned repatriation of car 1304
from the Oregon Electric Railway Museum, now at
Brooks, Ore.,
by the Fraser Valley Heritage Railway
based in Surrey. Negotiations
are still ongoing, but it is
hoped the car will be back home soon. Adding more icing
on
the cake was FVHRs purchase
of the 1225, another St.
Louis Car Co. interurban and a sister to the three we
brought home from Trolleyland. Car 1225 was purchased
from the Orange Empire Railway Museum in Perris,
Calif
., where it had resided for nearly 50 years, and
returned home to
B.C in August 2005. Restoration is
ongoing.
What
of the third car from Trolleyland, 1235? It
is still in Ottawa at the Canada Science and Technology
Museum, far from its original home
in Vancouver, but an
important
part of our national collection of electric
railway equipment. Who knows,
one day it too might
return to Vancouver and run again with its old friends. At
least it
is safe and in good hands.
The restoration of all of these cars reflects
thousands
of hours of hard work and craftsmanship by
many dedicated people to bring each one back to
operating or display condition, but all that
is another
story.
Dave and I always felt a debt
of gratitude to Dick
Hansen for saving the cars so long ago and for helping
us
to bring those three interurbans back home, when the
time
was right. It took strong pubic support, and some
sympathetic folks at the Museum and in the Provincial
~ecretarys office and senior government circles, who
lIstened to a couple
of neophyte curators, to make it
happen, too, and of course finding the funds was critical.
We never regretted the time we
put in on that project,
even though we waited nearly 30 years for the cars to be
restored.
The lesson was a clear one, I think: you have to
135 CANADIAN RAIL • 519
Interior shot of one of the cars taken at Iiolleyland in 1973.
Photo Royal Museum
of British Columbia, by Robot D.
TIlIner / Dave Parke/:
save things when you have the chance, invest in the future,
and trust in it. Good people will come aloncrwhen
the time
is right. We were not disappointed. b
It is interesting to consider that of all the B.C
Electric interurbans, only one was saved successfully in
Canada, the others were all purchased
by people in the
United States, like Dick Hansen, who valued
them and
gave
t~em a safe home for many years. We are all lucky
they did, and I hope we will
be more insightful in the
future. However, now we can say that all
of the
interurbans that went south
of the border after the
closure
of B.C Electrics system have returned, or will
soon we
hope in the case of the 1304, and its good to have
them back borne!
For more on the operational history of these
cars, refer to Henry Ewerts comprehensive
book The
Story of the B.C Electric Railway Company (1986), which
details many
of the last runs on which these particular cars
were used, and Brian Kelly and Daniel Francis
book
Transit in British Columbia: The First Hundred Years
(1990).
This article, in slightly shorter form, was first
published in the Winter 2006/07 edition
of The
Sandhouse, the Pacific Coast Divisions journal, edited by
Ian Smith. My thanks to Dave Parker for his memories to
Brian Kelly for sharing his contributions, to Patrick
Hind
for his recollections and correspondence with Premier
Dave Barrett, Bob Swanson, and ministry officials, and to
Ian Smith and Henry Ewert for their help with the article.
RAIL CANADIEN • 519 136
–~-
t .. , .•.• no. ……… .,. ~~;…&,~ .. ~,-
JUILLET -AOOT 2007
Plan of car No. 1304
from The Story
of the
B. C. Electric Railway
Company by HenlY
Ewert.
Eleven B.C. Electric streetcars and interurbans destined for preservation –
one didnt make it!
Car 53, was built by the B.C. Electric Railway in 1904, it is now on
display at the Old Spaghetti factory in Vancouver, B. C. Photo by
Peter
Cox, Peter Murphy Collection. Car
153 was built by the J. G. Brill Company in 1908,
it has been restored
and is presently in storage under
the seats
of the Mahon Stadium in North Vancouvel:
It
is pictured here rumbling along route 1 at the north
end of the line at Lonsdale avenue in N0I1h
Vancouver in
July, 1947. Photo Stan Styles, GTC
Collectibles.
Bimey car No. 400 was built by Preston Car and Coach in
1922, in this
photo it is working route 2, Cloverdale in July
of 1945, exact location unknown. It is presently in service
on the Nelson Electric Tramway Societys line in Nelson,
B.
C. Photo Stan Styles, GTC Collectibles.
JULY -AUGUST 2007
Car 1220 was built by St. Louis Car Co. in 1913, it is 51
long and weights 70,800 Lbs. This photo was taken by
Peter Cox at Kitsilano in December
of 1956. Car 1220 was
on display in S teveston but has recently been purchased by
the City
of Burnaby and moved to the Fraser Valley
Heritage Railway Society. The
FVHRS has a car barn on
the Southern Railroad of BC (fOlmer BC Electric line to
Chilliwack)
and is hoping to operate a heritage electric
railway
on 17 miles of track between the Fraser River and
Cloverdale, Photo Peter Mwphy Collection.
Car 1225 another
St. Louis car was brought back from the
Orange Empire Railway Museum in Penis, California in
August 2005, the car is presently at the Fraser Valley
Heritage Railway Society, restoration is ongoing.
Photo
of 1225 was taken by Stan Styles at Steveston on
September
4, 1952. Photo GTCCollectibles.
137 CANADIAN RAIL • 519
Car 1207 is a 1905 product of the British Columbia
Railways own shops, it
is 50 4 long and weights 71,550
Lbs. It
is pictured here crossing the old Granville Street
bridge
bound for Marpole, the Hotel Vancouver is in the
background. Car 1207 was restored by
BC Transit at its
POIt Coquitlam bus depot and is presently in operation on
the Downtown Historic Railway in Vancouver where it
initiated selvice in 1998. Photo Stan Styles,
GTC
Collectibles
Car 1223, yet another
St. Louis car was the only
interurban originally preselved for display in the
vancouver
area, it has been lovingly restored and is on
display at the Burnaby Museum. This photo of 1223 was
taken in Vancouver
on August 7, 1952. Photo Stan Styles,
GTC Collectibles.
RAIL CANADIEN • 519
Car 1235, another 1913 St. Louis product is
presently stored at the National Museum of Science
and Technology in Ottawa and is awaiting
restoration. Photo
by Peter Cox, CRHA Archives,
Fond Corley
and was taken at Kitsilano on
August 17, 1957.
Unfortunately car 1311, a 1914 BCER product
never made it to the CRHA in
Montrea~ the car was
badly vandalized while in storage near Squamish,
B. C. and had to be scrapped. In this Stan Styles
photo, car
1311 is competing for attention with
CPR class M4A 2-8-0 No. 3401 at New
Westminster. The 3401 is a 1904 product of
Montreal Locomotive Works, it was scrapped in
1955, Photo
GTC Collectibles.
138 JUILLET -AOOT 2007
Car 1231 caught at Burnaby B.C. in May of 1952, exact
location unknown.
After repatriation from Trolleyland,
car
1231 was moved to the Victoria B.c. bus garage in
1997
and underwent a thorough re-building under the
direction
of the late William (Bill) and Shirley Bailey and
their talented team. When restoration
was completed, the
car
was brought back to Vancouver and placed into
selvice on the Downtown Historic Railway. Photo
GTC
Collectibles.
Car 1304
is the last Chilliwack inte/Urban car in
existance, it was built by the
BCER in 1911 and is owned
by the New England Electric Railway Historical Society at
Kennebunkport, Maine. It
is presently stored at a museum
in Brooks, Oregon. The NEERHS have accepted an offer
from the Fraser
Valley Heritage Railway Society to
purchase the car and move it to the societys calbarn in
SUiTey, B. C.for restoration and future operation. This
photo was taken in Vancouver in
1952, CRHAArchives,
Fond Corley.
JULY -AUGUST 2007
The Saga of
the Laval Metro
By Denis Vallieres
Translated
by Diana Bouchard
On April 26, 2007, the Agence metropolitaine de
transport (AMT) finally handed over the three new metro
stations
in Laval to the Montreal transit commission
(STM).
The AMT had been given the mandate in March
2002
by the Ministry of Transport of Quebec to carry out
this project in collaboration with the Laval Transit
Commission (STL) and
the STM as well as the
two municipalities.
The
political upper crust of
the metropolitan
region, together with
several provincial
elected representatives,
gathered together at
the new Montmorency
station.
Among the
dignitaries present:
139 CANADIAt1 RAIL • 519
La saga du
metro
a Laval
Par Denis Vallieres
Le 26 avril 2007, lAgence metropolitaine de
transport (AMT) livrait enfin les trois nouvelles stations
de metro situees
a Laval a la Societe de transport de
Montreal (STM). I.:AMT avait
ete mandatee en mars
2002 par
Ie ministere des Transports du Quebec afin de
realiser ce projet
en collaboration avec la Societe de
Jean Charest, prime
minister of Quebec;
Julie Boulet, minister
of transport,
responsible for the
Mauricie region;
Michelle Courchesne,
minister of family
Workers installing a switch on the new Laval Metro extension in 2005.
All photos cOUitesy AMT
transport de Laval
(STL), la STM ainsi que
les deux municipalites
concernees. Le gratin
politique de la region
metropolitaine ainsi
que des elus du
gouvernement
quebecois setaient
donne rendez-vous a la
nouvelle station
Montmorency.
Faisaient partie du
groupe Jean Charest,
premier ministre du
Quebec, accompagne
de Julie Boulet,
ministre des Transports
et ministre responsable
de la region de la
Des ouvriers installent un aiguillage sur le nouveau prolongement vels
Laval, en 2005. Photographies foumies par lAMT
services, responsible for the Laval region; and Raymond
Bachand, minister of tourism, responsible for the
Montreal region.
In addition, the group included the
mayor
of Montreal, Gerald Tremblay, the mayor of Laval,
Gilles Vaillancourt, the chairman of the board
of the
STM, Claude Trudel, and the president and
CEO of the
AMT, Joel Gauthier.
With the opening of these three new stations
(Cartier, Concorde, and Montmorency), the various
levels of government are hoping to see an
8% increase in
public transit ridership
in the metropolitan region
between now and 2012. They also expect to see a
significant reduction
in the number of motor vehicles on
the roads and bridges
of the north shore of Montreal. This
decrease
is expected to amount to more than 3,000
vehicles per day, thus reducing traffic congestion and
greenhouse gas emissions.
The Laval metro extension project has been the
object
of a long political discussion in Quebec. Claude
Trudel, president
of the STM, asserted: The extension of
Mauricie, Michelle
Courchesne, ministre de la Famille et ministre
responsable de la region de Laval, Raymond Bachand,
ministre du Tourisme
et ministre responsable de la region
de Montreal.
Etaient aussi presents lors de cette
ceremonie dinauguration
Ie maire de Montreal, Gerald
Tremblay,
et Ie maire de Laval, Gilles Vaillancourt, ainsi
que
Ie president du conseil dadministration de la STM,
Claude Trudel, sans oublier Joel Gauthier, president­
directeur general de
I AMT
Avec Iouverture de ces trois nouvelles stations,
soit Cartier, Concorde
et Montmorency, les autorites
gouvernementales
esperent voir augmenter dau moins 8
% Iachalandage du transport en commun dans la region
metropolitaine dici 2012. Elles prevoient aussi une
reduction significative de vehicules sur les routes
et les
ponts de la rive nord de Montreal.
On estime cette
diminution
a plus de 3000 vehicules routiers par jour, ce
qui reduirait par
Ie fait meme les congestions et surtout
lemission
de gaz a effet de serre.
RAIL CANADIEN • 519
the orange line to serve Laval is a new chapter in the
history of Quebec. This project has been at the heart of
political debate over the past 30years and has led to lively
and impassioned discussions.
If this issue has from time to
time divided us, today it brings
us together and
140 JUILLET -AOUT 2007
Le projet du prolongement du metro vers Laval
fut lobjet dune longue polemique. Claude Trudel,
president de
la STM, affirmait a loccasion de louverture
des nouvelles
stations: « Le prolongement de la ligne
orange
pour desservir Laval fait partie de lhistoire du
contributes to the
,….,.–=–.,…..~–=~–,,..,….–=-…….—=~—=…………… Quebec. Ce projet a ete au
dynamism of our
metropolitan region.
cceur des debats
electoraux des 30
dernieres annees et a fait
lobjet de discussions vives
et animees. Sil a pu
parfois nous diviser,
aujourdhui, it nous
rassemble et renforce
notre dynamisme
metropolitain. »
During the 1990s,
Transport 2000 Quebec
frequently expressed
opposition to the Laval
metro extension.
According to them, the
badly-needed upgrading of
the existing Montreal
metro system would
require much greater
financial resources than its
extension to Laval. Now,
however, they say that we
must turn
the page and
express
our best wishes for
Installation of a double cross-over in the new tunnel to Laval.
Au cou rs des
annees 1990, Transport
2000 Quebec avait
manifeste son desaccord
avec Ie prolongement
du
metro vers Laval. Selon
Installation dune double croisee dans le nouveau tunnel de
Laval.
the future of public transit in the region. In fact, estimated
costs tripled in the space of five years, going from $178
million in 1998 to more than $650 million in 2003 for 5.2
km
of route. However, proponents say that this amount is
not extraordinary if one compares the $125 million per
km cost of the Laval extension to the $145 million per km
cost
of the recent expansion of the Toronto subway
system.
But the problem can be looked at
another way.
This project did not form
part of the AMTs strategic
development plan.
The AMT needed this public money to
update its existing facilities and equipment, for example
to replace its original
MR 63 cars which are more than 40
years old.
But the decision was more a political one. A
string of election promises
were made on this topic,
starting with
the Liberals in
1989, continued by the Parti
Quebecois in 1994 and 1998
and
more recently by the
Liberals again in 2003.
The
strategic mistake was the
failure to do this work at the
same time as
the extensions
of
the green and orange
lines
or the addition of the
blue line during the 1970s
and 1980s.
Had this been
done, the cost would have
been less.
cet organisme.
Maintenant, dit-on, il faut tourner la page et souhaiter la
meilleure des chances au transport en commun dans cette
region.
En fait, lestimation des couts a triple en lespace
de cinq ans, passant de 178 millions
en 1998 a plus de 650
millions en 2003 pour
un parcours de 5,2 km. On affirme,
cependant, que ce montant est tout a fait dans la norme
si
on compare ces 125 millions/km a Laval aux 145
millions/km pour
Ie recent prolongement du metro de
Toronto. Mais
Ie probleme se pose autrement. En effet,
Ie projet ne faisait pas partie du plan strategique de
developpement de IAMT, qui avait besoin de ces fonds
publics
pour renover les installations existantes et, entre
autres, remplacer des voitures dorigine
MR 63 agees de
plus de
40 ans.
Moreover, the city
of Montreal had been in
negotiations since 1963 with
The Cartier station underconstnlction in 2005.
Mais la decision fut
de nature politique, faisant
Iobjet de promesses
electorales dabord par les
liberaux en 1989, puis
par
les pequistes aux elections
de 1994
et 1998 et, plus
recemment,
par les Iiberaux
en 2003. Lerreur
strategique fut de ne pas
proceder
aces travaux a
Ioccasion des autres
prolongements des !ignes
verte et orange ou au
moment de la creation de la
ligne bleue dans les annees
70-80.
Le caut aurait ete
La station Cartier en constlUction, en 2005.
moindre. Dailleurs, des
RAIL CAIJADIEN • 519 141 JUILLET -AOOT 2007
1963, la Ville de Montreal
avait entrepris des
negociations avec la
municipalite de Pont-Viau,
sur lue Jesus. Toutefois, on
dut y mettre un terme a la
suite de la fusion de toutes
les villes de lile Jesus, fusion
dou naquit Ja Ville de
Laval. the city
of Pont Viau, on lIe
Jesus.
These discussions
should have been brought to
fruition when all the
municipalities on lIe Jesus
were merged to create the
city
of Laval. Eight years
later, a major fire at the
Henri-Bourassa metro
station brought the debate
to the forefront again: why
not build a safer station on
the other side of the Riviere
des Prairies? However,
Lavals demand for a loop
connecting the two ends of
the orange line was a little
too extravagant.
The project
had to wait until 1989, when
the province
of Quebec and
the cities of Laval and
Montreal finally agreed on
the plan just completed,
Dignitaries (Mayor Gerald Tremblay of Montreal, Premier
Jean Charest
and Mayor Gilles Vaillancourt of Laval) bring in
the first train to Montmorency station.
Huit ans plus tard,
un grave ·incendie a la
station Henri-Bourassa
reJan<;;a tout Ie debat :
pourquoi
ne pas amenager
une station plus securitaire
de
lautre cote de la riviere
des Prairies? Mais Laval se
Des dignitaires (Gilles Vaillancourt, maire de Laval, Jean
Charest, premier ministre
du Quebec et Gerald Tremblay,
maire de Montreal) conduisent Ie premier train
vels la station
Montmorency.
montra un peu trop
extravagante en exigeant
une boucle reliant les deux
branches de la ligne orange.
with three stations in Laval.
The public can now travel
from one island to the
other without using a motor
vehicle. For this privilege, Quebec taxpayers are left with
a fat bill
of about $745 million.
The three stations in Laval
Cartier Station
Located in the block bounded by Cartier and des
Laurentides Boulevards, Labelle Street, and
Montee
Major, this station includes a metro entrance, a bus
terminal with 10 covered stalls, a building with shops, a
pickup and drop-off area, short-term parking, a long-term
parking lot for transit users with 525 spaces, a taxi stand,
and a bicycle parking area.
The station is buil t on top of an
old tributary
of the Riviere des Prairies. This fact inspired
the architects to give the station its sloping triangular
roof
that looks like the upended hull of a ship.
De la Concorde Station
This station is set back from the intersection of
de la Concorde and Ampere Streets, beside the de la
Concorde viaduct.
It includes a metro entrance with two
access levels, a pickup and drop-off area, short-term
parking, a bicycle parking area, a taxi stand, and a railway
station. This intermodal facility provides a connection
with the Montreal-B1ainville-St. Jerome suburban train.
The main architectural feature of this station is the
emphasis on light, which enters through a stained-glass
window spanning the metro entrance and through
skyJigh
ts placed around the walkway of the terraced roof.
The effect is that of an underground cathedral, peaceful
and serene.
II fallut attendre 1989 pour
que Ie gouvernement du Quebec, la Ville de Laval et la
Ville de Montreal
sentendent finalement pour la
realisation du prolongement actuel avec les trois stations
situees sur
Ie territoire de Laval. Les citoyens peuvent
maintenant passer
dune lIe a lautre sans avoir a utiliser
un vehicule routier.
II reste cependant une facture salee
de quelque 745 millions
a assumer par les Quebecois.
Les trois stations de Laval
Station Cartier
Elle est situee dans Ie quadrilatere des
boulevards Cartier
et des Laurentides entre les rues
Labelle
et Montee Major. Elle comprend un edicule, un
terminus dautobus avec
10 postes dembarquement
couverts, un ba timen t abritant des concessions
commerciales, un debarcadere, un stationnement courte
duree, un stationnement incitatif de
525 places, un poste
de taxis
et un parc de velos. Elle est construite sur un
ancien bras deau de la riviere des Prairies. Cest ce qui a
inspire aux architectes
Ie toit triangulaire incline
evoq uant la coque renversee
dun navire.
Station de la Concorde
Elle est situee en retrait du carrefour de la
Concorde
et Ampere, en bordure du viaduc de la
Concorde. Elle comprend un edicule
a deux niveaux
dacces, un debarcadere, un stationnement de courte
duree, un parc de veJos, un poste de taxis ainsi
quune
gare. Cette station intermodale sharmonise avec Ie train
de banlieue Montreal-Blainville-Saint-Urome.
I..;element architectural principal met laccent sur la
lumiere qui penetre
par une verriere jouxtant ledicule et
par des lanterneaux situes au pourtour du toit-terrasse, ce
JULY AUGUST 2007
Montmorency Station
This station is the new terminus of the eastern
branch of the orange line.
It is located opposite College
Montmorency, in the block surrounded
by Concorde, Le
Corbusier, du Souvenir, and de lAvenir Boulevards. The
complex includes the metro station, two auxiliary
structures, a bus terminal, and a work area. A garage
capable
of accommodating five metro trains ~nd a
maintenance shop
are located underneath a multI-story
parking garage with 1500 spaces, of which 800
are
underground. The station also includes short-term
parking, a pickup and drop-off area, a bicycle parking
area, and a taxi stand.
The architecture of the metro
station is designed to allow for integration with future
buildings.
Sources:

En transit, Volume 1,No. 2 (Winter 2004).

En transit (Summer-Fall 2006).

En transit (J anuary-February-March 2007).
-Metro, Info STM, May
1, 2007.

Government of Quebec, Press Release
CNWcodeOl.
-AMT information document, METRO
EXTENSION TO LAVAL
Dramatic view of the new Montmorency station.
Vue generale de la station Montmorency.
142 CANADIAN RAIL • 519
qui cree lambiance dune cathedrale souterraine,
paisible
et sereine.
Station Montmorency
Nouveau terminus du bras Est de la ligne orange,
elle est situee en face du College Montmorency, dans
Ie
quadrilatere forme des boulevards de la Concorde, Le
Corbusier, du Souvenir et de lAvenir. Ce complexe
regroupe la station, deux structures auxiliaires, un
terminus dautobus
et une arriere-gare. Un garage
pouvant accueillir cinq rames de
metro et un ateli~r
dentretien sont localises sous un stationnement multJ­
etage de 1500 places, dont 800 souterraines.
La station
comprend aussi un stationnement
de courte duree, ~n
debarcadere, un parc de velos et un poste de taXIS.
~architecture de ledicule, quant a elle, sintegrera a la
connexion eventuelle des batiments futurs.
Sources:

En transit, vol. 1, no 2, hiver 2004

En transit, ete-automne 2006

En transit,janvier-fevrier-mars 2007
-Metro, Info STM, 1er mai 2007
-Gouvernement
du Quebec, communique de presse
CNW code
01
-AMT, document dinformation, Prolongement du
metro
a Laval
A train pulling out of de la Concorde
station after the official opening.
Un train quitte
la station Concorde apres
louvetture officielle.
A completed section
of double track tunnel.
Une section terminee du tunnel
a double voie.
RAIL CANADIEN • 519 143 JUILLET -AOUT 2007
The London & Port Stanley Railway Rembemered
By Robert J. Sanduski
All photos
by the Author unless credited otherwise.
Fifty years ago, on February 18, 1957, the
London and Port Stanley Railway closed down its electric
passenger operation. This service was introduced
as late
as 1915 and while its 42 years was a relatively brief episode
in electric railway history it had prominence as a model
for a much larger
interurban dream which never quite
came to pass. Its very existence was
due to the vision and
efforts of Sir
Adam Beck (whose own life has been well
documented elsewhere).
The L&PS story is like a play of
many acts. Let us follow that to appreciate more fully the
context in which the electric operation rose and fell.
As a railway the L&PS was one of the oldest
in
Canada. It was chartered on May 23,1852, with the City of
London as the main shareholder. London wanted this 25-
mile link to
Port Stanley for protection against the
monopolistic rates of the recently arrived Great Western
Railway.
It was built to 5 6 gauge (to match its Great
Western connection) and opened October 2, 1856.
Unfortunately the construction cost greatly exceeded the
estimate and
the line ran at a loss. By 1874 both the Great
Western and Grand Trunk railways had standard-gauged
but the L&PS could not afford to do so. The GWR finally
performed the task
in return for a 20-year opera ting lease.
By 1882 the Grand Trunk Railway became the L&PS new
operator by absorbing the GWR. However, by 1892 the
GTR had a more direct link to St. Thomas via Glencoe
and
no longer needed the L&PS. When they tried to
renegotiate
the operating lease the City of London
demurred so the GTR walked away taking its equipment
and assets with it.
Carl Riff, well known railway researcher has taken up residence in Ottawa and has been busy researching the Andrew M errillees
Collection at the National Archives
of Canada. Carl discovered these three historic photographs taken circa 1915 on the
London & Port Stanley Railway. In the first photo a Pere Marquette work train headed up by a 4-4-0 accommodates workers
who appear to be working
on the erection of the overhead trolley suppO/t poles on the L&PS. Librmy andArchives Canada No.
e008222748.
JULY -AUGUST 2007 144 CANADIAN RAIL • 519
In this second photo, the Pere Marquette 4-4-0 is hauling a wire train consisting of a flat car (with reels of trolley and catenmy
support
wire), two boxcars with an elevated workingplatform and a caboose. This photo was taken circa 1915 as the L&PS was
being electrified. Librmy andArchives Canada No. e008222750.
In this third photo we see one of the new Jewitt passenger cars along side a Pere Marquette passenger train. The line has now been
electrified and pefhaps the new Jewett Interurban is undergoing tests? LibraJY andArchives Canada No. e008222749.
RAIL CANADIEN • 519
A Cleveland syndicate, along with the Michigan
Central,
attempted to operate the L&PS but soon failed.
A second syndicate also failed, leaving the
MC as sole
operator. Finally
the expanding Lake Erie and Detroit
River Railway Company agreed to lease it for 20 years
from
December 1893. Business blossomed and on one
occasion in 1903 no less than 119 coaches visited Port
Stanley for a Travellers picnic. By 1906 the LE&DR was
absorbed by the
Pere Marquette Railroad who then
became L&PS 7th operator.
By now the railway was important to both the
Pere Marquette and Michigan Central for access to
London. Coal shipments moved from Port Stanley to
London and by 1910 were accounting for 86 percent of the
L&PS freight business. Excursion traffic to Port Stanley
was also good but the infrastructure was wearing
out and
the railway was earning its nickname of Late and Poor
Service. Regular passenger traffic was being lost to a
competing,
upstart trolley line, the South Western
Traction Company.
SWT was incorporated in 1902 (after a two-year
delay caused by opposition from the City
of London). It
struck out in a southwesterly direction to include
Talbotville and Lambeth,
then veered east to St. Thomas
and reached Port Stanley by 1907. Its hourly trains ran a
longer day over its
28 miles than did the L&PS. Its own
passenger count
of 170,199 in 1907 had increased to
441,659
in 1908. Growing pains and a disastrous fire in
1908 drove the Company into receivership from which it
re-emerged
under new ownership as the London & Lake
Erie Railway and Transportation Company. In spite of
having a meandering side-of-the-road route which had to
crawl through St.
Thomas over the tracks of the St.
Thomas Municipal Railway, the L&LE gained business
and was even known to
run multiple-unit trains to handle
summer beach traffic. Unfortunately their freight
business was only 10
percent of their total traffic.
145 JUILLET -AOOT 2007
All the dignitaries were on board for the London
& POIt Stanley electric operation trial trip to St.
Thomas, June
20, 1915. Ontario Hydro photo,
collection Peter Mwphy. .
When the London and Port StanleyS 1914 lease
expiration loomed,
the Pere Marquette offered to
upgrade the line in return for a 30-year lease extension.
The incumbent mayor of London at that time was Adam
Beck who had other ideas. He was obsessed with the
promotion of hydro electric power and strongly
advocated its distribution as a utility rather than a private
operation. He awoke to its advantages when applied to
railway
operations such as the nearby Preston and Berlin.
By 1913
he was focusing on the L&PS and saw an
opportunity for it to become a model of how efficient and
profitable electric trains (radials) could be. As
chairman of the Hydro Electric Power Commission his
influence with governments
at the municipal and
provincial levels was strong. Between 1912
and 1922 the
Commission sponsored plans for a system of modern,
high-speed electric radial railways centering on Toronto;
a
program first suggested by Beck in 1912.
The London municipal election of January 1913
returned a new mayor and aldermen, most of whom were
sympathetic to Becks objectives (and many
of whom
wound up on the L&PS board). The provincial
governments mood was also favourable. In October a
municipal vote approved the decision to electrify
the
L&PS. The London Railway Commission was
established for its construction and maintenance. Work
progressed during the fall and winter
of 1914 and 1915
and
regular service began on July 1, 1915. Shortly, the
L&PS was forwarding Pere Marquettes freight from St.
Thomas to the latters London yard. A new connecting
track into their St. Thomas passenger depot also allowed
L&PS to
meet and convey through MC passengers to and
from London.
What did Londoners get for their money? For
the passenger service, five all-steel, 56-60 passenger,
powered cars built (to last) by the Jewett Car Company in
Ohio and three wooden, 60-passenger, non-powered
JULY -AUGUST 2007
The velY westerly extremity of L&PS electrified
trackage in
London was the coal yard at Bathurst
Street west
of the station. Here are three of the 50
ton,
2 bay coal hoppers owned by the L&PS, Nos.
110, 104
and 103. These were acquired in 1955
and used until 1966, the photo was taken on
December30, 1956.
trailer
coaches from the Preston Car & Coach Company.
(Two years later these were supplemented by three more
Preston trailers plus another two Jewetts, this time of
68-
72 passenger capacity. The latter Jewetts were the largest
interurban cars ever built for Canada.)
The well­
appointed
vehicles were intended to show what could be
done
on an expanded and well-run radial network. The
J ewetts were electrically fitted by Preston while the
trailers were all equipped with controls and headlights for
operating a train when marshalled in the lead position.
Not forgetting the freight and express business,
three 60-ton, box cab locomotives were purchased from
General Electric and
one 61-foot, powered express car
146 CANADIAN RAIL • 519
One delightful relic still in use in 1955 was
wooden
boxcar No. 300, one of three (300-302)
purchased second hand and added to the roster in
1939.
It looks very much like a Canadian Pacific
car
and was 39 feet in length. The L&PS adapted
itforexpresscaruse (note the flag brackets). The 3
cars, which were not identical, were replaced in
1955 by
4 steel, 40 foot boxcars (300 -303) which
were used in the
same se!vice to 1966.
The Port Stanley Beach terminal was only used in
the
summer time, car 14 was calling there on July
13, 1952. Photo
by John Mills.
from Preston. Power was distributed at 1500V DC
through catenary-style overhead wire suspended from
steel-frame poles and collected
by pantographs. The line
itself was upgraded with renewed switches, fresh ballast,
some
80 lb. rail and a car shop at Philip Street in London.
The rejuvenated L&PS was now a success again.
The Railway Commission upgraded the railways
amusement park, bath house, cafeteria and dance
pavilion facilities in Port Stanley to create a
more
desirable destination. They purchased and operated the
existing 1870 funicular railway which linked the beach
trolley terminal and the upper picnic area.
The year 1916
netted
the L&PS 896,508 riders compared to 105,559 in

RAIL CANADIEN • 519
the last previous operating year. After 1917 four more
regular wooden coaches were acquired (being ex-New
York Central via
the Wabash). During World War 1 there
is a report of a single electric locomotive hauling 14-car
troop trains on several occasions. Of course the L&PS
own
motor and trailer sets created some rather
interesting configurations in making two to five-car
trains, sometimes with express box cars in tow.
The rising fortune of the L&PS now added to the
misfortunes
of the London and Lake Erie who, up to now,
had enjoyed a brief comeback. The L&LE access to Port
Stanley was poor and they had never been able to
compete effectively for freight traffic. The largely
roadside section northwest from St.
Thomas became
susceptible to automotive competition and by October
1918 operations ceased and the assets were liquidated.
Times
were good for a while for the L&PS.
Freight volume doubled from 1916 to 1929. Passenger
loadings increased
and between 1920 and 1922 numbered
The Thames River bridge just behind the
Philip Street shop building in
London
bears the weight of both 1915 and longer
1917 Jewett cars, beginning their
southbound run on April 20, 1952.
151 JUILLET -AOOT 2007
just over 1 million each year! Meanwhile other events
were
portending the end of an era. The provincial
government of the day had become cautious about Becks
proposed radial scheme. The overbuilding of mainline
railways (already leading up to the
eventual formation of
the Canadian National Railways) suggested that the time
might not
be right to begin what could become a 2500 mile
trolley network. Besides, the public
had discovered the
automobile and pressure was increasing to
make public
roads
more accessible. Becks external momentum had
been lost (even though he continued to advocate his
radial
dream long past the point where any support
existed). Automobiles began to proliferate. By 1930 the
L&PS loadings had
reduced to 559,138 and even farther
to 349,789
by 1933.
World War 2 brought a
brief respite. The aU-time
peak of 1,705,233 loadings occurred in 1943. During this
period
the wartime Transportation Controller allotted 4
cars to the L&PS from
the Milwaukee Electric Railway
The London & Port Stanley incline railway
at the Beach terminal on May
16, 1954. It
was built in the Great Westem Railway
era
(to standard gauge) and officially closed in
1966. The two cars
are preserved at the Elgin
County Museum in
St. Thomas.
JULY -AUGUST 2007 152 CANADIAN RAIL • 519
A USAfan club chalter on May 16, 1954 saw cars 12 and 8 executing many run pasts such as this one at Zavits Creek bridge near
stop
22. Note the safety conscious passenger on the bottom step of the lead car!
On this charter run of April 20,1952, ex­
Milwaukee cars 18, 23 and 16 were run onto the
Michigan Central (NYC) station spur (the
station can be seen in the distance). Because the
I overhead wires had yet had their slack taken up
for
summer weathel; the pantograph of car 18
slipped
off the wire which became hooked under
the collecting shoe and caused demolition
of the
pantograph at the first bracket
aim. The
remnants
were tied down with rope and the
return trip to
London was made using the
leadingpantograph.
RAIL CANADIEN • 519
and Transport. While these were lovely as parlour cars
they had less capacity
than the Jewetts. The L&PS shop
rebuilt two of them into control trailers and converted
them to 1500V DC operation. However they were unable
to
run multiple unit with other L&PS cars and became
little used after the war.
From 1947 onward patronage dropped linearly
until it reached 162,171 in 1956, the last
fuJI year of
passenger service. Various attempts were made to
increase ridership (such as greatly
reduced fares) but the
results were not encouraging. By 1957 the timetable
showed only 14 runs each way
per week day; down from 37
per day in 1951.
As
the L&PS lost popularity with the travelling
public it gained in fame
among railway clubs and charter
runs became more common when it became evident that
the passenger service could not survive for long. Clubs
from Detroit, Toronto, Buffalo,
Rochester and Akron
became frequent visitors. It was only on such trips that
one could experience a few long, non-stop runs where the
original cars could show
that they were still comfortable
with 70 mph.
The solid and stylish Jewetts were
showpieces
of their day and a fast run over the L&PS in
the 1950s was a last chance to
savour a tiny slice of how
Adam Becks dream might have played out.
A
major decision point on passenger service
finally occurred in 1956
when Ontario Hydro began its
conversion of the St.
Thomas power grid from 25 cycles to
60. The London Railway Commission had dissolved in
153 JUILLET -AOOT 2007
1955 and the railway was being run by the City of London
who would not pay the substantial cost of converting the
substation there. Without that substation there would be
insufficient electricity to run the entire railway. So it was
that the passenger service between St. Thomas and Port
Stanley quit on February 1st, 1957. In the face of this
situation the Board of Transport Commissioners allowed
the
remaining passenger service to end on February 18th.
On February 17, 1957, the Michigan Railroad
Club chartered a two-car train for a last run. With line
power maintained from London a chartered train was still
feasible.
Most railway clubs were represented in that
passenger consist. When the train arrived atSt. Thomas it
was
decided to attempt another final trip to Port Stanley
using whatever power the London substation could
provide. The downhill run was easily made at a sedate
pace but when the time came to depart the Port
northbound there were some very anxious moments.
Luckily nothing else was moving on the line so the slow,
very last
run was successfully executed that day with 93
passengers.
On Monday, February 18, the final scheduled
run from St. Thomas arrived in London at 9:05 p.m.
Now
the L&PS was a freight-only road. In its
steam years its local freight traffic was mainly US coal,
loaded at
Port Stanley from car ferries originating in
Conneaut. After 1915 the three electric locomotives
handled this and the forwarded freight from busy St.
Thomas as well as occasional passenger specials. The
L&PS also owned its own fleet of L&PS coal hoppers.
Wooden baggage motor car E1 was built by St. Louis in 1915, it was scrapped in 1953 following a collision.
Photo PeterMUIphycollection.
JULY -AUGUST 2007 154 CANADIAN RAIL • 519
The L&PSs first diesel, a G12 export model purchased new from GMD London. The unit was delivered in August 1955,
buildersNo.A831,
itbecameCNRNo. 991 onJanumy1, 1966.PhotocoUitesyGMD.
They served heating plants and coal yards on the line
throughout the life of the railway.
Other general freight
included cattle from selected on line points.
The car ferry
ceased operation around 1931 but
coal continued to be
delivered to the port
by self-unloaders. The use of
petroleum products increased after the war and from
1952 to around 1970 a fleet
of Sterling Fuels Champion
Oils cars became a common sight on the L&PS.
Diesel operation was first introduced
in 1955
when a G
12 export model locomotive was purchased from
GMD in London. This was followed by a second G12 in
1957. Both diesels and electrics coexisted, with the
electrics being confined to
London switching. Meanwhile
the express business was still handled
by rail. Since the
sole express motor had
been wrecked in 1954, one or two
of the regular passenger cars were used in this service and
could be seen for a number
of years after 1957 hauling
L&PS express box cars between London and St. Thomas.
That was a unique operation for a small railway.
In November 1958 talks began between London
and the Canadian National Railways regarding the sale
of
the L&PS to the CNR. Eventually London traded off the
L&PS for the property occupied
by CNRs local shops and
on December 31,1965, after 113 Ihyears, the London and
Port Stanley Railway ceased to exist. Electric locomotive
L1 was the last one to be under power and around 14:00
hours that day overhead
current was finally turned off. Six
of the interurban cars, two of the GE
locomotives and other assorted service vehicles survive
to-day in various Canadian and US museums (or, in
one
case a restaurant). The two G12 diesel locomotives
entered
the CNR roster. After some further service on
the former L&PS they wound up in British Columbia.
Being light and having cramped, export-style cabs they
were retired
by 1976. Not to forget the lowly Port Stanley
beach funicular, it was closed
in 1966 (still charging only 5
cents
per ride) and its 2 cars are preserved to-day in St.
Thomas.
What happened to the former L&PS railway?
The section from London to St. Thomas became the
Canadian Nationals 14.8 mile Talbot Subdivision which
in 1973 had its old rails upgraded from 80 lb. to 100 lb.
The
remainder south from St. Thomas was abandoned by CN
in 1982 after a washou t near Union.
It was then leased to
(and
later purchased by) the Port Stanley Terminal
Railway who currently operates it
as a dieselized tourist
line which carries up to 25,000 passengers
per year. The
PSTR connects with the Elgin County Railway Museum
(at the former MCRR shops) in St. Thomas. However
further connection
to outside lines via the Canadian
Pacific Railway branch from Ingersoll is currently
threatened by the ongoing dismantling of the CASO
Subdivision through St. Thomas.
The Talbot Subdivision saw modest freight
RAIL CANADIEN • 519
traffic until a new era opened for it in 1994. A Ford
automotive plant in Talbotville
(on the northwest
outskirts
of St. Thomas) was receiving parts from the
USA in Norfolk & Western (later Norfolk Southern)
trains operating from and to Fort Erie via CNRs Cayuga
Subdivision.
Other rail lines leading into St. Thomas had
been gradually disappearing and when CNRs turn came
to abandon theirs they offered
NS an alternate route via
the Grimsby, Dundas, Talbot and Paynes Subdivisions
and this took effect inJuly 1994.
For 12 years a wide variety
of heavy foreign
power such as C40-8 and SD70M types could be found
most days threading their way from
London over the
original
London and Port Stanley route into St. Thomas,
then west
on the Paynes Sub to the Southwold Spur. This
visual feast lasted until the end of 2006. A reduction of
operations at Ford that year eliminated the need for a
special train.
The NS run now terminates at Fort Erie
whence any automotive freight cars are handed off to
regular
CNR mainline and wayfreight trains for the same,
circuitous routing.
In retrospect the London and
Port Stanleys last
passenger run in 1957 was
by no means a final blow for the
line. In the electric
era it was intended to be a bellwether
for
the radial scheme which never fully happened and
that in itself
is a lesson in history. But beyond that there
may be the simpler destiny of being a useful connector for
most
of the railway companies that came and went in
Southwestern Ontario. Whilst the L&PS
name is
gradually fading from memory, most of the line itself still
exists.
The southern 6.7 miles is the active Port Stanley
Terminal Railway and the northern
part is the 14.5 mile
155 JUILLET -AOOT 2007
Talbot Subdivision which continues to honour this
destiny
by being one of the only two direct rail accesses to
St. Thomas.
(A third indirect connection is the St.
Thomas and Eastern Railway which links in turn to the
Ontario Southland Railway line from Ingersoll.)
Do we dare to hope that these remnants will
thrive and survive to
see the bicentenary of the London
and Port Stanley Railway in 2056?
References
Douglas
N.W Smith. Canadian Rail Passenger Review; By
Rail to London. Ottawa: Trackside Canada, 1997
James Sturgis.
Adam Beck. Don Mills: Fitzhenry &
Whiteside, 1978
John F. Due. The Intercity Electric Railway IndustlY in
Canada.
Toronto: University of Toronto Press, 1966
Leslie
J. Torrens. The London and Port Stanley Railway,
vols 1-3. London: Les. Torrens, 1984-7
W Glen
Curnoe. The London and POIt Stanley Railway
1915-1965. Ontario: W Glen Curnoe, 1976
CanadianRailwayandMarine World January 1915
Upper Canada Railway Society. Newsletter Number 425.
Toronto: 1985
Canadian Railroad Historical Associa tion.
Canadian Rail
Number
197. Montreal: 1968
Personal observations
I
J
.-
l.ondrJl1 .. ~ P()11 Situtc> Ho!IIIQ)
(1M r;,~CT(i.
———–)
, .

JULY -AUGUST 2007
….OS( or r::.lecrnnCduon ana r::.gUIpluenl
June 30th, 191 9
ACCT.
No. N..u.m.
501. Engineering and Superinttndcncc.
S02. Righ~ of WilY …
503. Other Land used in Elec. Ry. Operations
504. Grading ..
505. Ballast …
500.
507.
50S.
;
10.
511.
;12.
515.
51b.
5
17.
518.
519.
Ties.
Rails, Rail Fastenings and Joints.
Special
Work.
Track and Roadwa), Labor. . ………. .
Pm-ing. .
……… .
Roadway.
Machinery and Tools ..
Bridges.
Trestles and Cul-·erts.
Crossings. Fences and Sign.c; …..
Sienals and I nterlocking Apparatus.
Telephone and Telegraph Lines.
Poles
and FiXtures …
521. Distribution Syem ….
522. General Office Buildings.
523.
Shop, and Corho,., ….. .
524. Stations,
~1isc. Buildings and Structures ..
S25. \fhalYes and Docks.. . …………. .
526.
Park and R 527.
.ost of Rood Purchased .
528, Reconstruction
of Road Purchased.
52<). Other Expenditures. Way and Structures ................. ,
530. Passenger
and Combinatkln ears … , ..
531. Freight. Express and :Vlail ears ..
532. Scrvic.c Equipment .. , .
533. Elcctric Equipment of Cars.
534. Locomoti(;s.
536. Shop Equipment …. .
537. Furniture ……….. .
538. 1v1iscellanco,s Equipment.
543. Subst..1tlon Equipment ..
5~&. Law Expenditures.
547.
54S.
550. Int¢rcst …
Injuries and Damages …………•.
lvfis¢cllancol-Is ..
.$
1~f01F.IT.
27.303 7;
~.8)0 09
8.31831
42.687
<)4
21.378 39
39.74S
21
108.083 90
15.303
19
3S.9N 29
507 89
3.866 <)3
24.99} 75
22.215 oW
6588 45
9.078 22
i2. }9S 76
116.8
0261
80<) 37
69.810 81
47.674
8<)
n 07
116.790
25
10.000 00
46 66
IS; 93
207.473
09
8.500 74
5.751 20
6S.22~ 26
87.763 65
13.943 21
1.8iJ 04
2)4 16
1.188 17
2.2;7 85
10.R{I; 05
US7 87
5.16-1 15
51.234,866 50
156 CANADIAN RAIL • 519
Comparative Statistical Statement for Years Ended June 30th, 1916, 1917, 1918 and 1919
Passengers Carric·d …
1914-132.669 ,.l.r P.~LR.
191.)-105,559 II,,<.I.r P.M.R.
1916
548.320
Towl P(l.sscnge:r RcYtnuc …… SlI4,S09. 62
A er Passenger Car M ilca~(!… 320,435
Freight and Expr<:ss C,r
i(jJltage … 220.170
Towl Car Revenue (Pass.
all<.l Frt.) ...... $267.791.97
Towl ~Iisc. Revenue ………… S 13.2GG.35
CM Revenue per ellr i.1ile … S .4873
Misc. Rev. per Cor Milc ……. S .0241
Total Operating Expensc •…. .s180.019.SS
Operating EXPC:llSCS pcr Car
~Iilc……. . …….. S
E.~pcns l.lainlcnancc of Vay nnd
Structures …. S
l(ninl<:nl1nce of Equip·
ment… . ……. 53
Transportatiun.. . …….. $
Traffic……….. . ……
$
Gencm! anti Misc ……….. _.S
Oper. Exptll5CS :md Taxes
per Car Mik.. . …………… $
Electrification
Cost per Mile
.:1287
.0228
.025;
.1994
.0080
.0728
.3-113
of Road….. . …. S
20.898.02
Pay. Rolls … $)02.033.33
Employees (Avgc. Numbcr)
Gencral.;dmillistration …..
ilintenilnce .. , … , ..
T rat~Sporlation ….. .
Revenue
PonStanlcr Con·
cessions ……… , ……
Expenses Pon Stanley Con.
cessions ……… , ……. ..
Net Revenue …. , ……
12
71
107
190
1917
726.799
$147.
4iO.11
.2033
140.315
403.747
$301.139.67
S 15.545.54
S .3;;G7
S .0184
$207
.35G. 08
$
.245;
$
.0232
S .0311
S .1270
S .0050
S
.0582
S .2·191
S
25.055.06
S142.984.67
17
00
80
163
1918
842.641
S170.861.75
.2027
~80.130
347.437
S321,207.24
S 18.080.02
8 .3853
S .0223
$232.389.13
8
.2787
S .0226
.0276
S
.IJ53
S .oosa
S .0849
$ .2SB
S 20.904.01
8147.709.88
21
77
72
170
S 29.020.79
S 22.270.72
1919
958.5S7
$225.286.12
.2350
525,120
335.015
$420.797.85
S 20.54132
S .4902
S .0230
SJ07.SI5.04
S
.3578
$ .0578
S .03n
8 .1529
S .0148
$ .0030
$ .3637
S 27.875.09
SI99.097.01
21
77
71
109
S ,52,:317.02
:;: ·12.925.57
S
6.750.07 S 9.301.45
NOTl::-Port Stanley figures are shown separately and are not included jn tot.al
revenues. expenses,
etc.
Plan and Elevation of All Steel Motor and Trailer Care for London and Port Stanley iI .. llway.
RAIL CANADIEN • 519 157 JUILLET -AOUT 2007
MUes
From
Loudon
o
1.8
2. 4.0
5.0
5,,3
6.1
UJ
7.9
8,
9,7
10.3 10.7 11.6
12.4
13.0
14.1
15.6 17.1 17.4 18.0 18.4 19.7 20.7 21.6 22.9
23.8 24.5
LOCATIONS AND MILEAGE
Slalion 10 Station Parcel Service THI
STATIONS LOCATION
LONDON ………………………… Rlchmond Street
1 , ………………………………….. Thomp.on Road
2 ……………….. .. ……. ……. ISI Can, Westminster
3 Pond MU1s …………………. 2nd ..
3~ Buchanan…………………. Con, We8tmlnaler
For speed, economy and .safety use
L. 6 P. S. Express Parcel Service betw~en
London, St. Thomas and Port Sianley.
Deliver parcels to
l. (:, P. S. stotions at
any of the above points and consignee will
be notified by telephone of arrival on. next
passenger train.
London & Pt. Stanley
Railway
4 VVestmlnster ……………….. 3rd .. ..
5 …………………………………. Alh .. FLAT CHARGE:
25c up 10 10 Ibs.
Provides Rapid Qnd !fflc:iont PaS3cngor
Serviu between
6 …………………………………… 51h· ..
7 ………………………………….. 6th ..
35c over 10 Ibs. up to 50 Ibs.
LONDON ST, THOMAS
8 ………………………… ……. ,7Ih ..
9 Glanworth ……… ……….. 8Ih ..
Frequenr sDrvlce. PORT STANLEY
10 …………………………………… 9Ib .. Qnd Intotmadlo,o P~lnh
I …………………………………. 13U:.. Yarm~~th
12 ………………………… …….. 12111 ..
13 …………………………………. lItl1 ..
14 Yarmouth ………… · ………. 10th
15 … Edgeware Road ..
The Lond::ln & Port Stanley Railway
Tickets
and Eastern Conadlan Greyhound Lines Tickets
Ofe gcod on Eastrn Conadion Greyhound Lines, or
nle LOIdon &-Port Stanley
Ry. between London, Sf. Thomas and
Part Stanley ond Intermediate points sorv· Iced
by Eastern CanadIan Greyhound Ccoches
ond The london (;, Pari Stanley
Railway.
TIME TABLE
ST. THOMAS …………………. Talbot Street Depot
17 So, Pinafure ……………….. 1th Con, Yarmouth
18 ………………………………………. 6th .. ..
101 •• 85
EffECTIVE APRIL 29, 1951
Craft …………………………. .
19 …….. , ………………… ,,,,,,, .. ,,5tb
20 Wh.ites ………… …. …… 4th ..
21 …………………………………… 3rd ..
22 …………… : …………………. 2nd ..
23 ……………. …… … .l9t ..
PORT STANLEY.: …….. .. Brldge Street Depot
.Beach TerrnlnaL.. ….. . …. ,Port Stanley
EXCEPT -Childrens Special Summer
Ti
ckets, good dolly, from Landon and St.
Thomas to Parr Stanley,
and Special Porty
Tickets
arc good only on The Landon &
Port Stanluy Railway.
CALL ANY AGENT
Close connections out of St. Thomos ond
Lonclon to all points east cnd wast on
Canadian Notional. New York Central
and Canadian Pacific, and passengers
lickeled through to all poinh on these
lines.
LONDON , , OioI4-1121;4-4844
ST. THOMAS
PORT STANLEY
140
3466-R-3
fOR INFORMATION TSEPHONEi
ltlndon: Dio14 .. 1121 St. Thomo.s: 140
NOna 1D tHE PUBLIC
Port 510nloy: 3466-R-3
TM tIme sch.dulu glvln hu~ln show tho lIma
of whhh lrains oro oxpocleJ to QNO of and
doport frem tho uvoral atallens ,hoWn, bill h
Is nor gJo.antood, no. d~s thll Roilwoy ~old
illDIf r~r.0n~lblo for any delay IU Intontefi·
:~c:ch~du;~11~~~ :!~ ~Irl~:r:, i~V,t:~:t:~J
E. V, BUCHANAN,
Gonoral Managor
Ichodvltn. LONDON Otll ·lltl
~ 60}f.,c·r.t-S.X.P.Co.Lw.
Read Down SOUTHBOUND-LONDON TO PORT STANLEY FIRS) CLASS DAILY EXCEPT AS NOTED Read Down
TmlnNo, B~. 10 14 16 18 22 24 26 28 30 32 34 36 BUA Bu:e
——-I.-,..AM-. -AM–AM–AM–AM–AM-AM–AM-PM -PM-PM -Pl-{ -PM–PM-PM PM -PM–PM–PM- -AM–AM-
-L-on-d-o-n——–S:25 670 Uo 9.00 10.30 1 U7 ii:3O 12.22 Us 2:35 3:35 Us SAO Us 1.3s 8.35 9.3s 10 .40~ 1..55
—–f-+..,.——-·—–.. —————
We.tmlnoter ~.38 6.55 8.04 9.1510.4511.0211.4512.36 1.50 2.50 3.50 4.50 5.55 6.53 7.50 8.50 9.5010.55
—–1·———————
Glanworth 5.46 7.04 8.13 9.24 10.5411.0811.54 12.45 1.59 2.59 3.59 4.59 6.04 7.02 7.59 8.59 9.5911.04 t t
—————————– ——————–
Yormouth ~.53 7.12 8.20 9.3U1.01 11.1412.01 12.S4 2.07 3.07 4.07 5.07 6.12 7.10 8.07 9.0710.0711.12 t t
—————————————_._——_.
St. Thomns 5.106.00 7.IS 8.27 9.4011.0811.1812.08 1.10 2.1~ 3.16 4.15 5.156.20 7.IS 8.15 9.1510.1511.2012.352.30
—_._——————————————–
N.Y,C, Depot t 11.22
-w-h-I-t-e.—–]–t-W7.27 S.~ W 11.20-::::::-12.20 U2 2.ZiU7 4:27U7 6-:32 7:30 8.279-:27 10,27~ -=:–::::::-
—————————–1——————
Port Stanley 5.35 6.21 7.36 6.4710.0011.29 ….. 12.29 1.31 2.36 3.36 4.l{, 5.l{, 6.41 7.39 8.36 9.3610.3611.41 ………. ..
—————–.-.———.———————1—
Beoch ~.37 6.26 7.40 8.~IIO.0411.33 …… 12.33 1.35 2.40 3.40 4.40 5.40 6.45 7.43 8.40 9.4.0 10.40 11.4~ ………. ..
——]———————————-
AM AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM PM AM AM
A-Dully except Sunday
Tmln. 4-5·6-7-8-9-24-20-28 aDd 30 Stop at Besale St Port Stanley, on reque4t
Read Down
I. A
Train No. Bus 3
ALL TIMES OUOTED ARB DAYLIGHT SA VING TIME
NORTHBOUND-PORT STANLEY TO LONDON
A
13 11 15 17 19 21 23 25 27
Read Down
29 31 33 35 37 Due Bus
—–]———————— ————–+–f–]–
AM AM AM AM AM AM AM AM PM PM PM PM PM PM PM PM PM PM PM AM AM AM
Boacb 5.37 6.40 …. 7.48 9.0010.15 ….. 11.4512.58 2.00 3.00 4.00 5.00 6.00 7.00 8.00 9.0010.0011.1012.15 ……
—–]———————- ———-_.———-~—
Port Stanley 5.40 6.44 7.52 9.0410.19 ….. 11.49 1.02 2.04 3.04 4.04 5.04 6.04 7.04 S.04 9.0410.0411.1412.19 …..
—–]————————————–~—-
~~ : _~:~~:~~~.~I ~~3~~Sli.~0~:~~~I.II-~.13!.~r13 ~.13 ~ .. I~~~.: ~ .. I:~~I:~_I.:~I~~ :::: :::
St. Thom.. 6.05 7.057.40 8.13 9.2510.4011.5512.10 1.25 2.25 3.25 4.25 5.30 6.25 7.25 8.25 ).1610.3011.3512.45 1.15 2.40
Yarmouth 7.12 7.46 8.20 9.3310.46 12.0112.17 1.32 2.32 3.32 4.32 5.37 6.34 7.32 8.32 9.3210.3711.4212.51 t t
_G_Ia_Q_w_o_rt_h_I___ .].-_7_._20
1
_7_. 5_4 _8_. 28_ -_9_-:4_1-_1(_. 5_4\_12_.0_9 -_12_-:-20_- -_1_. 4_1 -_2_.4_1 _3_.4_1_4_4_1 _6_4_6 -_6_. 4_3 _7_. 4_1 _8_.4_1 _9_.4_1110.46 _11_.5_1 _12_. 5_9 ==t= ==1 =
We.tmlnstcr …… 7.29 8.04 8.37 9.50 11.02112.1S12.36 1.50 2.50 3.50 4.50 5.55 6.5317.50 8.50 9.50110.5512.00 1.07 t t
London 6.4~ 7.45, S.20 8.~ 100~ 1J.l~ 12.3412.51 2.05 3 05 4.05,~ 6.10 7.06 ~05 _9.!:~0511.10 12.15 1.21 1.50 3.15
—–·I-A-M AM 1 AM AM AM AM PM PM PM PM PM PM PM PM I PM PM PM PM AM AM AM AM
A-DnUy e.l(cept Sunday
t GreyhouDd Bu. Linea
ONTARIO
JULY -AUGUST 2007
CN
CN exceeds 2nd-quarter predictions
Canadian National Railway Co. reported strong
auto, petroleum, chemicals, grain and fertilizer traffic
made up for floods in the West, a slump in forest products
and blockades of its Toronto-Montreal line in the East in
the second quarter.
CEO Hunter Harrison said the quarter was up
slightly from a year earlier, with net profit before special
items
of $486 million or 95 cents a share, vs. $479 million
or 89 cents a share a year earlier -above most analysts
estimates.
Revenue rose one per cent to $2.03 billion.
But efficiency slipped slightly in the latest
quarter and management guidance for CNs full 2007 per­
share earnings growth was reduced to five per cent from
the previous 10 per cent-plus forecast.
In after-hours trading in New York, CN shares
dipped $2.21 or 3.8 per cent to $55.50. Rail shares have
been riding near their 52-week highs because investors
believe booming world
trade will ensure steady growth in
commodity and container traffic.
Despite the lower guidance, Harrison
confidently promised a solid comeback in the second
half, with a buoyant final quarter,
due to favorable pricing
and strong demand. This should put CN back on the
great run it has enjoyed since going public in 1995.
Autos, petroleum, chemicals, fertilizers, grain
and corn traffic will continue strong, he said. Lumber and
pulp and paper will remain weak with the prolonged U.S.
housing slump, and the high Canadian dollar and high
fuel prices pose uncertainties.
But CN sees North
American growth picking up in the second half.
CN reported first-half net profit (before special
items) was $810 million
or $1.57 a share, against $841
million
or $1.55 a share a year earlier. Revenue was up
one per cent to $3.9 billon. Operating expense rose 4 per
cent.
158 CANADIAN RAIL • 519
BUSINESS CAR
July -August, 2007
Compiled by
John Godfrey
Harrison announced a step-up in the pace of
share-buybacks. In the second quarter, under a 28-
million-share
repurchase program, CN bought back 6
million shares for $344 million.
He said the new program
will allow a 33-million buyback over
the coming year.
The full buyback would cost $2 billion and,
together with
the dividend, shareholders stand to get back
about $2.5 billion, he told analysts. Thats not bad, but
weve still got the muscle to develop the network and we
plan to raise debt by $3 billion over the next few years.
He said CN has carefully considered dividing the
company in two – a property unit and the railroad -as was
suggested for
Canadian Pacific by a potential buyer group
led by Brookfield Asset
Management. Weve gone over it
carefully, just as we did with conversion to
an income
trust, but theres no compelling case;
no proof there would
be any economic advantage
to shareholders, he said.
Harrison
saidhe is confident CN will have its new
Prince Rupert, B.C.,
container port fully booked by
yearend with its initial capacity of 500,000 containers. CN
is working to ensure there is at least 50-per-cent backhaul
traffic when
the containers return to Asia.
The Halifax, N.S., container terminal is
operating at
about 50 per cent of capacity because one
shipping line consolidated its operations and moved to
the Port
of Montreal, he said. But this is just a blip,
because surging
container traffic from Asia -from India
especially -will
create massive movements into East
Coast U.S. and Canadian ports. (Montreal Gazette)
CN appoints Miller to newly created chief safety officer
post; promotes Creel to EVP
of operations
Canadian National Railway Co. has its first-ever
chief safety officer.
The Class I recently promoted Paul
Miller from vice
president of transportation to VP and
chief safety officer, effective May
1.
In the newly created position, Miller will be
responsible for overseeing all safety functions, including
operating practices, regulatory affairs, risk management,
environment and
hazardous materials.
RAIL CANADIEN • 519
Miller has served CN for more than 28 years in
various operations and marketing capacities.
All of our leaders in operations have significant
safety responsibilities embedded
in their roles, but having
an officer whose job
is focused exclusively on safety will
bring an added dimension
of discipline and vision to our
precision railroading model, said CN President and
Chief Executive Officer E.
Hunter Harrison in a prepared
statement.
Meanwhile, CN also promoted Keith Creel from
senior VP-Eastern Region to executive
VP of operations,
effective May
1. He will be responsible for rail operations
in Canada and the United States.
Since joining
CN as part of the Illinois Central
Railroad merger in 1999, Creel has served as general
manager-Michigan
Zone in the Midwest Division, VP of
the Prairie Division and SVP of the Western Region.
(Progressive Railroading On-line)
CN signs up COSCO steamship line for new British
Columbia
port container terminal
Canadian National Railway Co. hasnt opened
its new Port
of Prince Rupert container terminal yet, but
the Class I already has lined up the first steamship
customer.
The railroad has announced it obtained a
contract from COSCO Container Lines Americas Inc. to
route Asian export container freight to the British
Columbia terminal, which
is scheduled to open in fall.
COSCO will begin shipping freight to the $17 million
facility in the fourth quarter.
Featuring a transload center, the terminal will
have an initial capacity to handle 500,000 20-foot
equivalent units (TEUs).
CN plans to expand the
terminal to handle 2 million TEUs.
The facility will inject meaningful port-rail­
terminal capacity into the global supply chain, and offer
shippers the fastest, most efficient and most cost-effective
routing for Asian traffic destined to and from the interior
of North America, said CN Executive Vice President of
Sales and Marketing James Foote in a prepared
statement. (Progressive Railroading On-line)
CN preps network, plans transload facility to seize oil
sands and other opportunities in western Canada
Recently, Canadian Pacific Railway sought
Canadian Transportation Agency approval to build
16
miles of lines northeast of Edmonton, Alberta, to serve
the booming oils sands region. Now, Canadian National
Railway Co. also
is positioning itself to seize growing
business opportunities in the northern Alberta area,
which sports oil sand reserves second only to Saudi
Arabia.
CNs northern Alberta network, coupled with a
continental reach and access to three coasts, make the
railroad an attractive transportation services provider for
159 JUILLET -AOOT 2007
oil sands and other industrial developments in the region,
said CN President and Chief Executive Officer
E. Hunter
Harrison during a recent speech before the Edmonton
Chamber of Commerce.
CN also plans to build a $1.5 million transload
facility at one of its main
Edmonton yards part of a $328
million infrastructure spending plan this year to expand
capacity in western
Canada for several burgeoning traffic
segments.
The Edmonton Bissell CargoFlo facility will
be operated
by CN WorldWide North America and
handle rail-to-truck transfers
of various products,
including methanol, sodium hydroxide, drilling mud,
ethanol and biodiesel. (Progressive Railroading On-line)
Alberta university bestows honorary law degree to CNs
Harrison
Canadian National Railway Co. President and
Chief Executive Officer E.
Hunter Harrison recently
received an honorary doctor
of laws degree from the
U niversi
ty of Alberta.
CNs top executive since 2003, Harrison began
his railroading career in 1963 as a carman-oiler for the
Frisco Railroad. While working his way up the corporate
ladder at the Frisco, Burlington Northern and Illinois
Central (IC) railroads -including a stint as president
and
CEO of Illinois Central Corp. -Harrison initiated
the concept of scheduled railroad service at the
Ie.
This honor is due recognition of Hunter as a
pre-eminent innovator
and leader in the North American
rail industry, said
CN Chairman David McLean in a
prepared statement. (Progressive Railroading On-line)
CN orders 65 new locomotives, doubling 2007-2008 total
to 130 new uni ts.
CN has announced it will acquire
65 new fuel­
efficient, high-horsepower locomotives
in 2007 and 2008,
in addition to 65 locomotives already on order for delivery
this year.
CNs
latest orders are for 40 ES44DC
locomotives from GE Transportation Rail a unit of
General Electric Company, and 25 SD70M-210comotives
from Electro-Motive Diesel, Inc.
The GE units will be
delivered between December 2007 and February 2008,
with the EMDs arriving
in August 2008.
CN previously ordered 50 SD70M-2s for delivery
between August and October 2007, and
15 ES44DC units
to come in November of this year.
The SD70M-2s
produce 4,300 horsepower, the ES44DCs 4,400
horsepower. E.
Hunter Harrison, president and chief
execu tive officer, said:
liThe new locomotives will help CN
to improve the efficiency and reliability of its fleet, reduce
fuel consumption significantly
and lower exhaust
emissions.
Rail
is the environmentally friendly mode, and
our new locomotives will further enhance our
JULY -AUGUST 2007
environmental performance. The new units are about 15
per cent
more fuel efficient than the locomotives they will
replace, and will comply fully with the latest regulatory
requirements for reduced locomotive emissions.
The
latest locomotive orders announced will permit CN to
retire 145
older locomotives.
The new locomotive orders are part of a major
fuel conservation program
by CN, which spent almost
C$900 million on fuel in 2006.
The 65 locomotives CN
previously ordered for this year will be largely used to
160 CAIlADIAN RAIL • 519
accommodate growth in traffic from the new Port of
Prince
Rupert container terminal, scheduled to start
operations in October
of this year.
All of the 130 new locomotives
CN has ordered
for 2007 and 2008 will be
equipped with distributed power
capability, which allows them to be placed in the middle
of
a freight train and to be remotely controlled from the lead
locomotive. Distributed power technology improves fuel
efficiency and train handling, and permits CN to
maximize the productivity gains associated with its
extended siding program.
(Market Wire)
CN No. 2254 an ES 44DC and No. 8006 a SD 70M-2, both photographed at MacMillan Yard in
Toronto. Joe Zikaphoto.
RAIL CANADIEN • 519
Former CN CEO Lawless becomes Order of Canada
member
The former head of Canadian National Railway
Co. has received Canadas highest civilian honor.
Governor-General Michaelle Jean recently appointed
Ron Lawless a member
of the Order of Canada for public
service.
Created
in 1967, the Order recognizes citizens
for their lifetime contributions that made a difference to
Canada.
Lawless previously served as president and chief
executive officer
of CN, president of VIA Rail Canada
Inc., president
of Bishops University and governor
emeritus of Concordia University.
In 2004, he was inducted into the Canadian
Railway Hall
of Fame as an industry leader, gaining
recognition for helping introduce domestic and
international containerization to CN and its customers,
and prepare the railroad for privatization in the mid-
1990s. (Progressive Railroading On-line)
TSB releases final report on Cheakamus derailment on
formerBCR
The Transportation Safety Board of Canada
released its final investigation report into the CN train
derailment
near Squamish, BC, on August 5, 2005. Nine
cars derailed, including one tank car that ruptured,
spilling approximately
40 000 litres of sodium hydroxide,
also known as caustic soda, into the Cheakamus River.
The spill killed over 500 000 fish from 10 different species
and caused extensive environmental damage.
The Board investigation revealed that a number
of causes and contributing factors led to the derailment,
and uncovered safety deficiencies
in the Canadian railway
transportation system, some of which stilI need to be
addressed. The Squamish Subdivision
is one of the most
challenging railway lines
in Canada, said Wendy Tadros,
chair
of the Board. It is not like operating between
Edmonton and Winnipeg, or even between Vancouver
and Jasper. This
is an extreme mountain environment
with curves
that are twice as sharp and grades more than
twice as steep as on
other CN main lines. There is no room
for error.
The Board found that, the day before the
accident, when the seven locomotives in the distributed
power train were readied for the trip, a locomotive
equipped with older technology was set up
in the front.
The two mid-train locomotives were also set up to pull in
the opposite direction from the head end. Non-specific
alarms briefly sounded to indicate a fault, and the mid­
train locomotives automatically shut down.
The crew had no indication
of the inoperative
state
of the mid-train locomotives, which had serious
implications for the operation
of the train north of
Squamish. With the mid-train locomotives unavailable,
161 JUILLET -AOOT 2007
all pulling power came from the locomotives at the front
of the train. Nearing the bridge over the Cheakamus
River, the two-mile-long train was losing speed
in an area
of sharp curves and steep grades. When another
locomotive at the head end was powered up to prevent a
stall, the light, empty cars behind stringlined to the inside
rail
ofthe curve, resulting in a derailment.
Lack
of training and proper supervision also
contributed to this derailment. According to the Board,
CN resumed operations
of long trains in the extreme
mountain environment
of the Squamish Subdivision,
without a formal risk assessment and without adequate
consideration
of the value of retaining and using local
knowledge and experience in the operation
of long
distributed power trains.
While significant safety actions have been taken
as a result
of this investigation to improve the safety of
railways, the Board is concerned about remaining risks to
persons, property and the environment.
The first area of
concern is with respect to the priority given to marshalling
the locomotives with the safest technology
in the lead
position.
The second area of concern relates to the need
for human performance assessment
of alarms to ensure
that crews understand the priority
that should be given to
the many alarms
in the cab.
Tadros said that while the purpose
of the report
was not to apportion blame, she was pleased with the
initial response from CN and the federal Department
of
Transportation, which immediately cut the length of
freight trains travelling the Squamish Subdivision. When
action
is taken early on, this is the best-case scenario, she
said. Thdros said CNs subsequent safety efforts made it
unnecessary for the safety board to set
out a detailed set of
recommendations. But she said the board remains
concerned about the absence
of improved alarm and
communications technology to give
better information to
engineers about the nature of a specific alarm. Some 582
different faults can trigger alarms and
not all are serious,
she said.
CN spokesman Jim Feeney said the rail
company could
not comment on the specifics of the report
because
of current or potential legal action due to the
incident. Were still reviewing the
report and at this point
we are fairly circumscribed
in what we can say. We believe
CN had, and continues to have, appropriate train­
handling policies and operating procedures
in place, he
said.
Fiona MacLeod
of Transport Canada said the
Railway Safety Act was currently
under review and added
that investigators had visited the accident site. BC
Environment Minister Barry
Penner said his department
was still investigating the accident and the environmental
fallout,
in conjunction with Environment Canada, and
would release a report at a future date. (National Post,
Globe and Mail, Vancouver Sun, Canadian Press)
JULY -AUGUST 2007
(I).
CHEMIN DE FER CANADIAN
. CANADIEN FlACI~IC
:I.: PACIFUQUE RAILWAY
CPR wins Canadian railway associations environmental
award
Canadian Pacific Railway recently received the
Railway Association
of Canadas (RAC) Environment
Award for controlling vegetation around more than 1,000
grade crossings.
The award recognizes railroads that adopt
environmentally friendly practices and operational
techniques.
CPR seeks to limit vegetation to low-growing
plants at crossings by controlling herbicide
treatments
and conducting selective brush cutting, RAC officials said
in a prepared statement. The railroad uses herbicides that
dont affect grasses and other desirable plants; employs
chemical injection technology to target specific areas and
minimize herbicide use; tries to protect fisheries and
residential areas when cutting and treating stumps; and
times cutting
operations to avoid interfering with nesting
birds.
The Class I plans to employ the same approach at
1,300 crossings this year.
The railways primary goal … is to improve
safety
by applying ecological principles which will lead to
a more sustainable control
of vegetation at their
crossings, said Cliff Mackay president and chief
executive officer
of RAC, which represents the interests
of 60 freight and passenger railroads. (Progressive
Railroading
On -line)
CPR to maintain, refurbish federally owned hoppers
under opera ting agreemen t
Canadian Pacific Railway recently reached an
operating
agreement with Transport Canada covering
6,300 federally owned
hopper cars.
During the next five years, CPR will maintain the
hoppers and implement a car inspection and
refurbishment program. The railroad will replace,
refurbish
and upgrade discharge gates as needed.
The operating agreement will ensure a secure
hopper car supply for farmers and enhance operational
fluidity, said
CPR President and Chief Executive Officer
Fred
Green in a prepared statement.
The Canadian government purchased 13,000
hopper cars in the 1970s and 1980s to
support western
grain export markets. Last year, government officials
decided to retain ownership
ofthe cars, but negotiate new
operating and car refurbishment agreements with
CPR
and Canadian National Railway Co. (Progressive
Railroading On-line)
CPR wins two of Toyotas performance awards
Toyota Logistics Services recently
honored
Canadian Pacific Railway with two performance awards.
The Class I received a 2006 Presidents Award for Rail
Carriers and
an Excellence Award for Customer Service.
162 CANADIAN RAIL • 519
The Presidents Award recognizes a carrier that
provided the best overall performance in each
transportation mode; the Excellence Award recognizes
top performing carriers in
three categories: on-time
performance, customer service and quality.
CPR has transported Toyotas finished vehicles
for
more than 40 years. (Progressive Railroading On­
Line)
CPR to provide rail access, transload services for Alberta
oil
sands shippers
Canadian Pacific Railway is seeking Canadian
Transportation Agency (CTA) approval to build
16 miles
of lines to serve existing and planned bitumen upgrader
facilities
in the oil sands northeast of Edmonton, Alberta.
The Class I recently acquired land for the
necessary rights
of way and soon will file a project
description -the first step in the federal regulatory
process –
wi th the CTA.
Our objective will be to build in tandem with the
oil sands upgraders and related businesses to
create a new
network
of rail access and strengthen the industryS
supply chain competitiveness in world markets, said
CPR President and Chief Executive Officer Fred Green
in a prepared statement.
CPR plans to spend $15 million to add
distribution and logistics capacity in the oil sands,
one of
the worlds largest oil reserves. The railroad initially will
offer trans load services for
inbound construction
materials, including bitumen upgraders dimensional
shipments.
Our vision is to create a rail network focused on
the movement of byproducts created from upgraders in
the Industrial Heartland, which include sulphur,
petroleum coke, asphaltene, and various liquids and
gases, said
CPR Vice President of Marketing and Sales­
Merchandise Ray Foot. (Progressive Railroading On­
line)
SHORTLINES & REGIONALS
Exporters looking to ride rails in New Brunswick
Growing interest in
the use of freight trains to
move goods to and from the US
market is prompting a call
for New Brunswick to examine how it can renew its rail
services. While the trend in
recent years has been
towards trucking, the rising cost
of fuel is making rail
more attractive, says David Plante, Vice President for
New Brunswick for the Canadian Manufacturers
&
Exporters. With changing global trading patterns, our
members are increasingly expressing concerns about the
state
of rail service in New Brunswick.
Infrastructure investments are
needed in order
for New Brunswicks rail system to meet future needs, he
adds. Some
of our short-run rail lines that are operating
on the old beds will have to meet safety criteria and thats
why
upgrading those particular assets would be
RAIL CANADIEN • 519
important. New Brunswicks resource and industrial
sectors are increasingly turning to
intermodal or multi­
modal transportation to reach new markets efficiently,
says Plante.
For New Brunswick, the increased interest in
being able to move goods quickly back and forth from
ships to trains to boats comes
at a time when rail service
has greatly diminished in the province. The
eastern rail
bed is deteriorating. Given the increasing importance of
rail as an option, CME has made representation to
government to do
an evaluation of the provincial rail
system.
Ian Simpson, General Manager of New
Brunswick Southern Railway, one of two short-line
services in the province, says the biggest challenge in
growing its services lies in the difference in weight
classifications between the
major rail services such as CN
and short-line operators. While its possible for NB
Southern to upgrade to the higher standard, its going to
take time and money. We can get ourselves up to a 286
rating but it means we need to invest
more money into our
rail programs and we would have several bridges that
would need upgrades.
Simpson said his company, which
is part of the
Irving Transportation
Group, would be interested in a
public-private partnership with
government to upgrade
the service. Mary Brooks, a professor at Dalhousie
Universitys School
of Business and a transportation
expert, says a renewed interest in rail faces a
number of
challenges. First, the existing network is still orientated
for east-west trade. The network doesnt really help us
in
Atlantic Canada because its an east-west network and we
have
one of our major trading regions is south. Secondly,
theres a lack of government data on whether there is
163 JUILLET -AOOT 2007
sufficient trade volume to support renewed investment in
rail service. (New Brunswick Telegraph-Journal)
First weeds, now ties targeted on E&N
Advocates of a renewed rail service for
Vancouver Island are looking forward with enthusiasm
now that a controversial weed spray
program along the
E&N line is complete. It took place under almost perfect
conditions, said Jack Peake, co-chair of the rails
ownership group, Island
Corridor Foundation. It worked
well on the
three-quarters of the line that was sprayed.
The other one-quarter will have to be dealt with manually.
That will be done by the Southern Rail crews.
Its a big relief. Now we can continue with efforts to
replace ties.
Peake said funding application have been
made to various levels of government for assistance in
replacing approximately 150,000 ties. Its a safety issue as
well,
he said. Particularly on corners, the track can
spread.
That is our primary issue right now.
As
infrastructure renewal on the neglected line
takes place,
hopes are pinned on efforts to increase the
railways viability whether through increased freight
operations or some form of commuter service. To those
ends a special
run of the Green train was made recently
along whats known as
the Colwood Crawl, from Langford
to Victoria. Representatives of the ICF, Southern Rail of
Vancouver Island, political leaders from the area and
community members boarded a VIA Rail train supplied
to showcase
environmental benefits and convenience for
commuters and to galvanize support from government.
VIA caters to tourists and we wanted to broaden
their view on it a little bit, said Peake. Theres potential
for an inter-city passenger service. We wanted to start
simply and show what can be done. Two Budd cars
New Brunswick Southern train headed up by
2319, a GP38-2 built in June 1979 by GMD. Caught at McAdam, NB. station.
Photo Pat and David Othen
© 2007.
JULY -AUGUST 2007
carrying 140 passengers uses around 60 litres of fuel
between Langford and Victoria
and a single occupant
vehicle on the same trip burns
about 2.1 litres. Once
multiplied
by the number of cars on the road the
environmental benefits are clear says the ICF.
Peake said, though the railway may require
concessions from
government in the short term,
everything we talk about will create jobs and economic
benefits that will far outweigh any tax loss. (Parksville
QualicumNews)
Le dossier du pont a lever est en train davancer
Apres plus de
dix ans de pressions de toutes
sortes
pour faire lever une section du pont des
Adirondacks sur son territoire, la Ville de Chateauguay
semble avoir fait mouche en sadressant aux tribunaux
pour forcer la compagnie proprietaire de la structure,
CSX,
a bouger.
Desaffecte depuis belle lurette, Ie pont
ferroviaire en question empeche Iaeroglisseur utilise
comme brise-glace au printemps de savancer dans la
riviere Chateauguay pour faire son boulot
et reduire ainsi
les risques dinondations.
Invoquant des motifs de securite publique, la
Ville a demande
a la Cour, il y a quelques mois,
dordonner
a CSX dautoriser Ie levage de son pont. Le
dossier a fait un pas de geant avec Iarrivee dun nouveau
joueur dans Ie decor.
Vne compagnie ferroviaire, Montreal Maine
and Atlantic Rai Iway (MMAR), serait en voie dacquerir
de CSX Ie chemin de fer qui passe par Chateauguay. CSX
semble vouloir regler son contentieux avec la
municipalite avant de vendre, selon Paul G. Brunet,
164 CANADIAN RAIL • 519
VIA Rails RDC 6148
c
aught arriving at
Duncan, B. C. on
Thursday, May 17 just
prior
to the CRHA /
CARM Convention.
Peter MUlphy photo.
directeur general de la Ville de Chateauguay.
Une
entente est donc sur la table.
Bile propose
a Iacheteuse de permettre la levee
du
pont une fois par annee pour laisser passer
Iaeroglisseur. Ce, bien sur, aux frais de la municipalite.
Le
jour ou Ie rail rep rend du service, il y aurait un
systeme permanent, a precise Me Brunet, lors
de
Iassemblee du conseil des elus chateauguois du 19 juin
dernier.
Ce systeme permanent consisterait a lever tout le
pont dune soixantaine de centimetres, ce qui est
beaucoup moindre que prevu. La Montreal Maine and
Atlantic dit qUelle ne pense pas quil soit necessaire de
lever
Ie pont de trois metres comme Iindiquait la Garde
cotiere (proprietaire de Iaeroglisseur). Un ou deux pieds
seraient suffisants, dit Paul G. Brunet.
Moins importante, Ioperation couterait moins
cher que les 300 000 $ estimes
il y a plusieurs annees pour
Ie simple levage dune section du pont. Actuellement, rien
nest coule dans
Ie beton mais les choses ne devraient pas
trainer.
ilLes rumeurs veulent que Montreal Main veut
signer Ie contrat dachat avec CSX Ie 28 juin, a indique
Me Brunet.
(Le Solei!)
Un
acheteur pour Ie tron~on ferroviaire Matapedia –
Chandler
La Corporation du chemin de fer de la Gaspesie
depose une lettre dintention afin dacquerir
Ie tronr;on
ferroviaire Matapedia-Chandler, propriete
de la Societe
des chemins de fer du Quebec, qui avait lance
une
invitation aux acheteurs potentiels Ie 20 avril, avec
ecMancele 19j1lin.
Le maire de Gaspe, Franr;ois Roussy, precise que
RAIL CANADIEN • 519
Ie conseil dadministration de la Corporation du chemin
de fer de la Gaspesie a recemment enterine une
proposition pour respecter lecheance. Deja proprietaire
du tron<;on Chandler-Gaspe, la Corporation du chemin
de fer de la Gaspesie, controlee par les villes de Grande­
Riviere, Perce et Gaspe, aura besoin de fonds publics
pour acquerir les 146 milles de voie entre Matapedia et
Chandler.
Depuis
Ie debut de 2007, les ministres Jean­
Pierre Blackburn, responsable de Developpement
economique Canada, et la vice-premiere ministre du
Quebec, Nathalie Normandeau, ont souvent indique que
les deux gouvernements ne laisseraient pas tomber Ie
chemin de fer gaspesien. Positionnement « Nous avons
decide de nous positionner
pour acheter Ie tron<;on. Nous
obtenons les memes echos rassurants de la
part des
politiciens.
Je sais quil a fallu plusieurs mois pour
negocier une entente », signale Ie maire Roussy, qui avait
demande en debut dannee aux gouvernements
daccelerer la cadence, de crainte de perdre des industries
pour lesquelles Ie rail est primordial.
Techniquement, la Corporation du chemin de fer
de la Gaspesie et la Societe des chemins de fer du Quebec
disposent de six mois pour sentendre a compter du 19
juin. Si elles echouent, Ie proprietaire est
tenu doffrir Ie
tron<;on aux gouvernements federal, provincial
et
municipal. Annonce imminente Dans les faits, lannonce
du sauvetage du reseau ferroviaire gaspesien serait
imminente. Au cours des derniers mois, des informations
ont filtre. La Societe des chemins de fer du Quebec
continuerait de jouer un role entre Matapedia et Gaspe,
en exploitant Ie train de marchandises, en entretenant
lassise ferroviaire et en participant aux efforts de mise en
marche de cet axe.
En tant que proprietaire ou co-proprietaire du
reseau,
« la Corporation du chemin de fer de la Gaspesie
participera aussi aux activites de marketing
», insiste
Fran<;ois Roussy.
Le prix de Iaxe Chandler-Matapedia est
inconnu. La Societe des chemins de fer du Quebec lavait
acquis
pour environ 6 millions $ en 1996. La Corporation
du chemin de fer de la Gaspesie avait re<;u une subvention
de 3 millions $ pour acheter laxe Chandler-Gaspe, long
de 56 milles.
La fermeture de la papeterie Gaspesia
de
Chandler, de la fonderie de cuivre de Murdochville et de
la cartonnerie de Smurfit-Stone de New Richmond ont
fait disparaltre 85 % du trafic entre Matapedia et Gaspe
depuis 1999. Via Rail continue dassurer un service
passagersjusqua Gaspe.
(Le Soleil)
La voie ferree pourra etre demantelee
La
Cour superieure autorise Ie demantelement
des voies ferrees du Quebec-Central. Le proprietaire du
chemin de fer
entre la Beauce et lEstrie sest place, en
decembre, sous la protection de la Loi sur les
165 JUILLET -AOOT 2007
arrangements avec les creanciers. A detaut de pouvoir
vendre Ientreprise
en bloc, Ie proprietaire, Jean-Marc
Giguere, veut
demanteler les rails et vendre lacier pour
couvrir ses creances.
Devant Ieventualite dun demantelement,
Ie
ministere des Transports du Quebec a depose, en mars,
une offre dachat surtout pour eviter Ie demantelement
dun tron<;on quil estime essentiel,
entre Levis et
Sherbrooke. Or,
Quebec-Central conteste cette offre,
estimant quelle a
ete presentee hors delai. Le tribunal
rejette les arguments de la compagnie, mais clarifie les
conditions de vente. Ainsi, Ie ministere devra acquerir la
voie ferree
en fonction de sa valeur marchande et acheter
aussi
Ie materiel roulant et les batiments.
Le jugement permet a Quebec-Central
damorcer la liquidation de ses actifs, comme la vente des
rails de tron<;ons second aires.
Le ministere poursuit ses
discussions avec
Ie Quebec-Central pour eviter la
disparition du tron<;on ferroviaire
entre Levis et
Sherbrooke. (Radio-Canada)
Government grant wont aid Quebec Central Railway in
bankruptcy protection
While a
recent $75 million announcement to
help Quebec short track railways was good news for some,
just what it means for
Quebec Central is anybodys guess.
I spoke to the owner of Quebec Central, Mr. Jean-Marc
Giguere, and it was I who gave him the news, said
Compton-Stanstead
MP France Bonsant in a press
release. He said he
had no idea how the governments
came up with the amount, or how much was expected of
him.
Quebec Transport Minister Julie Boulet and
Megantic-Erable
MP Christian Paradis announced a five­
year, multi-million-dollar project to help Quebecs short­
track railways. Included
on that list was Quebec Central,
with $800,000 being offered to
fix up a 16 km line between
Charny and St-Lambert-de-Lauzon,
near Quebec City.
The federal government will pay $320,000, the province
$213,000 and
Quebec Central would kick in another
$267,000.
But there are apparently a few problems with
that plan:
Quebec Central, which owns the line between
Sherbrooke and
Quebec City, is under bankruptcy
protection, and hasnt
operated on that track for over a
year.
That makes it very unlikely that it could afford to
invest the money required for the upgrade.
Even then, fixing up a
short portion of the line is
one thing, but that leaves 476 kilometres –running from
Sherbrooke through
East Angus, Bishopton, Thetford
Mines and Vallee Jonction
–untouched. And on that
historic line, trains cant exceed 10 miles an hour, making
it impractical for hauling freight.
We had hoped they
would announce something
more substantial for Quebec
Central, Etienne Vezina, the spokesman for the Bloc
Quebecois France Bonsant, told
the Record. But that
was
not the case.
JULY -AUGUST 2007
Giguere, who also owns Marco Express
Transport in East Broughton, bought the railway in 1999.
At the time most of the line was abandoned, and Giguere
purchased it with government aid and the intention of
using it as a tool to develop a number of regional projects.
However the track never managed to turn a profit.
Giguere has said publicly the line is worth $50M, but that
he could let it go for half that amount. In his search for
ways to
payoff his creditors, Giguere has threatened to
tear up the line and sell off the rails and the rolling stock
for scrap metal.
The Quebec Ministry of Transport took him to
court to block the move, but a judge sided with Giguere
this spring. He can tear it up any time. Meanwhile the
ministry is still in talks with Giguere to buy the company.
In the efforts to save Quebec Central, MP Bonsant met
with federal transport minister Lawrence Cannon last
year.
She said Cannon seemed to be supportive of the
idea, but the recent announcement showed otherwise.
We
put pressure on the federal side, but now theres no
other money left for that particular issue, Vezina said.
The ba
ll is really in the court of the Quebec
government. Vezina said that means either the province
buys
the line to protect it, or a local consortium buys the
company. That would likely require government help to
renovate the lines; according to Bonsant, about $12M
would
be needed to meet North American speed and
weight
standards. (Sherbrooke Record)
Passenger Heading
VIA RailOmacill
VIA Rail gets back on track to success
Its
not easy to turn a train around, let alone an
entire railway, but thats exactly what Via Rail Canada has
done in the past few years. Vias president and ceo, Paul
Cote, was in Moncton, NB, recently to share the story of
overcoming everything from al-Qaeda to SARS to get
Canadas national passenger rail service back on track
after the troubles of earlier in the decade.
Speaking
at a joint meeting of the Rotary Club of
Moncton and the Greater Moncton Chamber of
Commerce, Cote told how Via had been enjoying several
good years when events beyond the companys control
undid all that progress and more. Cote said Via overcame
the obstacles by focusing on one core thing -customer
satisfaction. It seems to have worked.
Via now boasts 98% customer satisfaction rating,
according to a
recent consumer survey. Revenues, at close
to $300 million, are up for the third straight year. They
were the highest ever in 2005, as Via carried a record
number of passengers. That was maintained in 2006.
From being the first railroad in North America to offer
WiFi service to customers (along the
Quebec City to
166 CANADIAN RAIL • 519
Windsor corridor) to serving only fair trade coffee to
offering special trains
devoted to everything from wine to
war brides,
Via
is trying innovations the ceo said are no
accident. Saying
the future looked bright for both rail
travel and Via,
Cote was also happy with what the
companys success meant to all Canadians. A major part
of our mandate is to reduce the costs to taxpayers of
Canadas passenger rail service, he said. (Moncton Times
& Transcript)
Woman leaps from VIA Rail
train
VIA Rail made an unscheduled stop in Birch
Island
at 8:20 p.m. on May 12, according to this report by
June Webb published by the North Thompson Times.
Like a scene
out of a Hollywood movie, Pat Miner, a
resident
of Birch Island watched, dumbstruck as a
woman, hanging
out of a window on the passing train
flung herself off.
I never
thought I would witness this ever
happening, said Miner.
One minute he was waving at the
train, the next minute he was running inside to hail his
wife, Cheryl.
The pair looked towards where the woman
lay, convinced
she must be dead, only to see her rise, walk
down
the bank to a neighbors driveway and lay back
down. Thats when we called 911, recalled
Miner.
The woman, an unidentified 24-year-old, then
wandered over to the Miners yard, asking for help, I just
need to lay down for a bit and Ill be fine. Suffering from
minor injuries, including a goose egg on her forehead, a
gash across
her eyebrow and a badly scraped leg, the
woman could only answer, No to questions asked of her.
VIA Rail spokesperson, Seychelle Harding
reported The Canadian, was carrying 156 passengers
from Thronto to Vancouver, with
the next scheduled stop
in Kamloops. The woman broke open an emergency
window in
the skyline portion of the train, and an
employee, eating his
dinner spotted her at the side of the
tracks and flagged the engineer to stop the train. Crew
members scouring the tracks in search of her were
directed to the Miners yard.
Shortly
after that Clearwater RCMP and
ambulance arrived on the scene. The woman was
transported to Dr.
Helmcken Memorial Hospital and
later to Royal
Inland Hospital in Kamloops. Miner
reported after looking at the spot where the woman
jumped, she miraculously chose the one section of track
with
no CN debris laying on the side. This is a rare
incident for VIA Rail, commented Harding. We wish
the lady in question a speedy recovery. (North
Thorn pson Times)
New high
speed rail discussions for the Corridor
and Calgary -Edmonton
Via RaiJ is taking part in a feasibility study for a
bullet train between Calgary
and Edmonton but expects
funding will have to
come from the Alberta government,
RAILCANADIEIJ· 519
the federal Crown corporations top executive said
recently.
Via Rail, Canadas national passenger rail
service, brought its 30 years
of expertise to the feasiblity
study, and nothing more, president and chief executive
Paul
Cote said. This is not a Via Rail decision, he said,
about the project. But we dont want to disassociate
ourselves from development
of research and design of
this project.
Cote said the provincial government would likely
take the lead on building a bullet train between the two
cities.
In
the meantime, Via is discussing options for the
passenger service in
Eastern Canada with Transport
Minister Lawrence Cannon,Cote said.
We are looking
at different scenarios, and are encouraged there
is a
dialogue.
Cote would not divulge details of the
discussions, which focused on the Quebec City -Windsor,
Ontario corridor, but said Via Rail would act accordingly
167 JUILLET -AOOT 2007
once the minister went public with the governments plans
for the passenger service.
In the West, Via Rail would enjoy resuming the
spectacular Rocky
Mountain run, but havent been
successful negotiating track usage with
Canadian Pacific
Railway Limited.
Since we stopped servicing Calgary in 1990,
weve always
made it clear that if there was a possibility for
us to come back
here and offer to Calgary through Lake
Louise to Vancouver, wed like to do that,
he said.
However, CP Rail has argued
that car and bus
travel
on improved highways through the mountains have
made such an option obsolete. We dont see that it would
be a viable service, CP Rail spokesman
Mark Seland said,
adding the company hasnt been
approached by Via Rail
in two years. Via Rail Canadian passenger trains havent
operated on the CP Rail route since the early 1970s,
Seland said. (Canadian Press)
+TII:, sn .. t~ Sl~!.:~11~~: ;::r1~Ilml:I! (.OIIIp-!y .;!-(o.-.~i~. :0
(QU.,.MIHf-W ~j ~~t~p;~(I/~~t~?t~,:jr~!:!.~: D.D.R.. (;.I~ 1M Edll>Yllol.
S1.~pt C~I)I1 ,.06 Edm: If ever the Calgmy -Edmonton conidor selvice gets up-and-running we wonder how it will stack up against the fOlmer
Chinook express selvice offered by the CPR. Jubilee class F2A,
one of 5 built by MLWin 1936 sports Chinook nameplates as
she
is being selviced near Calgmy (date unknown). CPR archives photo No. ns18535. CPR timetable dated September 27, 1942
courtesy FredAngus.
BA CK CO VER TOP: Thanks to the efforts and foresight of Dick Hansen, Bob ILliner and Dave Parker B. C. Electric car 1231
was brought
back to Canada. Bill and Shirley Bailey and their qualified team restored the car to operating condition. It is seen
here
on Vancouvers Downtown Historic Railway on May 31, 2003. Photo courtesy Ian Smith.
BACK COVER BOTTOM: London & Port Stanley car No.6 calls at the Michigan Central station in St. Thomas where
connections were
made with the NYC passenger and mixed trains (to the right). Cars called here whenever advised of connecting
passengers. This
photo was taken on September 30,1956, the MC station sUivives into 2007 and local attempts are being made
to preserve it. Photo by Roberl J Sanduski.
This issue of Canadian Rail was delivered to the printer August 6, 2007

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