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Canadian Rail 527 2008

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Canadian Rail 527 2008

ISSN 000B·4B75
Postal Permit No. 40066621
The Look of CNR Locomotives, Lome Perry ……………………………………………………… 223
Alcos RSC24 on the CNRs Murray Bay Subdivision, Denis Fortier …………………………………….. 229
CNR Steam Photo Gallery, Stan Smaill ………………………………………………………….. 232
ss Car, John Godfrey …………………………………………………………………… 245
FRONT COVER: CNR steam in colour on freight and in 1973! U1 F 6060 performs flawlessly on her first main line run since 1960. Seen
here on Kingston Sub local freight 319 at Valois, Quebec on September
12, 1973, 6060 will uncouple from 319s diesels at Coteau and
return to Montreal as a light engine move. She will then begin a busy career as CNRs last operable steam locomotive until 1978. Stan
BELOW: The CNR look in action -4-8-4 Northern Type operating as Extra
6231 East is passing through Beaconsfield, Quebec on
November 16,1957. Ronald Ritchie
# 3146
PAGE COUVERTURE AVANT: Locomotive a vapeur CNR tirant un train de marchandises en 19731 La U1F no 6060 performe
bien dans son premier parcours sur une ligne principale depuis 1960. On la voit ici a Valois, au Quebec, Ie 12 septembre
1973, !irant
Ie train de marchandises no 319 de la subdivision Kingston. La 6060se detachera des diesels du 319 a Coteau et retournera a
Montreal en solo. Elle commencera bientOt une carriere fort remplie jusquen 1978 en tant que derniere locomotive du CNR utilisee pour
des excursions a vapeur. Stan J. Sma ill.
C/-OESSOUS: Une vue de
la 4-8-4 Northern du CNR en tant quExtra no 6231 Est, en pleine action, traversant Beaconsfield, au Quebec,
Ie 16 novembre 1957. Ronald Ritchie no 3146
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The CNR Look – A family of steam locomotives
By Lorne Perry
Lome Perry has been a member of CRHAsince 1950, holding membership
number 133.
Tho years later he started work atCNR in Public Relations,
and from 1959 onward participated in and presided over the introduction
. and application
of tbe CN logo. . .
Lorne has written a number of articles for Canadian . Rail and its
predecessors, was
on the CRHA Board when th.e museum was firstmQoted,
and helped on tlie work parties
duringthe early days at Delson/St.Constant.
He spent 40 years at CN,retiringiil1992asAssistant VP -Public Affairs and
He is married to Roberta, has two daughters, both married,
and four grandchildren. .
Lorhe resides in Ville
StLaurent, QC,andremainsan aCtive observer of
railway development, a keeil student of Canadian steam locomotive history,
ade~icated participant in thelife of his chosenChristi~nassembly.-
There are CNR locomotives, CPR locomotives,
New York Central locomotives, Pennsylvania
locomotives, and Delaware & Hudson locomotives, to
name a
Each railways locomotives had a distinctive look
made up
of a number of details, both in basic design and
It was an early application of what later came
to be known as Corporate Identity.
The intent of this
is to examine CNR in this respect and sort out:
1. how it came to be that CNR had such a distinctive
looking fleet
of steam locomotives,
2. what elements contributed to what we might call the
This rendering of 6114 sums up the Cr>JR look, at its height.
Headlight above center, overhanging feedwater heater,
illuminated number board, brass number plate and
pilot are a few of the key features.
Voici quelques caracteristiques du devant de la locomotive
du CNR. Phare excentre par Ie haut, rechauffeur deau
da/imentation devant
la cheminee, plaque numerale eclairee,
plaque numerale de laiton et chasse-pierres conventionnel.
3. the variations on a theme that permitted adaptation to
a great variety
of power,
4. some notable exceptions to the standard look, and
5. how the look played out through the locomotives of
subsidiary railways.
I make no claim for this being an exhaustive,
carefully researched analysis
of my premise, but rather a
casual ramble back through the years based upon
impressions from
my 70 years of close association with
CNR steam power and with the general subject of
corporate identity.
Model railroaders may
be intrigued to note that:
(1) the
CNR operated a remarkable range of locomotive
designs coming from
31 builders, providing lots of
opportunity for adaptation of models representing
other railways, and.
(2) the application
of a few distinctive features and
markings went a long
way towards establishing a
CNR steam identity.
1. The Backdrop for the CNR Look
Canadian National Railways came into being
during World War I when the Dominion Government
up the assets of several financially over-extended
railways, among them the Canadian Northern. As
newest transcontinental railway, it would have been
natural for
the managers to seek to put a distinctive stamp
upon the company. However, the exigencies of wartime
made overrode such instincts.
The Canadian Northern
had designed a red-trimmed brass number plate that was
The standard brass number plate, in a more or less standard
location, was adapted from the design initiated by Canadian
Northern. Lorne Perry
La plaque numerale de laiton, dans sa position plus ou moins
conventionnelle, est une adaptation du design cree
par la
Canadian Notthem. Lome Perry
located just below the headlight. The Canadian National
adopted it as their own, merely changing the
legend below the numerals from Northern to
Northern had picked a style for its
numerals that was much later described
by typographers
as almost ideal for transportation graphics. The CNR
continued to use it for numerals on the cab side and other
Some years after
the Grand Trunk system was
absorbed in 1923,
CNR adopted their tilted wafer logo,
changing only the text.
These identifying elements
more or less constant all the way to the end of
the line for steam in 1960. By uniting key features of the
corporate identity of their predecessors, the CNR
maintained continuity with its predecessor railways to
which many of its first employees had
been affiliated and
to which they had strong sentiments.
The other elements
making up
the CNR look can be examined in detail on the
locomotives at Exporail.
2. The Building Blocks
The items mentioned above, inherited from
predecessors, served
as strong identifiers for CNR, even
in the absence of some others added later. Some
locomotives, many
of which came into CNR from
predecessors, served their time with only these identifying
marks. And a
few sub-classes were never up-dated with
brass number plate or preferred headlight position,
leaving very little to set them
apart as CNR locomotives.
CNR got into its stride and major motive
power decisions were made regarding new acquisitions,
shopping programs and application of new appliances,
the distinctive look gradually became more
Features leading to the enhanced look were as follows:
The illuminated number board:
It was a CNR idea to
install a triangular-shaped
number board displaying the
locomotive number on two faces aimed diagonally, one
towards each side of the right of way. It made the job of
tracking trains at meets and when passing stations en
route much easier, especially at night. Since it occupied a
prominent place on the locomotive boiler front, it became
a distinctive CNR identifying feature. Its use continued
until the end of the steam era, but the practice of
illuminated unit numbers at the front end has continued
with diesel locomotives up to the present.
The Elesco Feedwater Heater:
One of the appliances
by CNR to many locomotives, both new and old,
was the Elesco bundle-type feedwater heater.
gadget used steam to pre-heat water on its way from
tender to boiler, thus increasing thermal efficiency. CNR
typically mounted it either at the top front of the
smokebox either set into it a little or hanging on brackets
over the top front
of the boiler and projecting out about as
as the headlight did. Since most of the new
added to the fleet in the twenties and thirties
were thus equipped,
it added to the identity package. The
CNR seemed to favour the overhanging position more
than other railways did.
Smoke gets in your
eyes: As passenger train speeds rose in
the thirties, the constant complaint
of locomotive
engineers was
the tendency for smoke to trail down from
the stack when drifting along, obscuring the view ahead.
The railways of the day, including the CNR,
experimented with a wide variety of homemade
appurtenances. Most turned out to be of very limited
The best results came from the addition of large
flat panels
on either side, and slightly spaced away from,
Upward smoke deflection was the subject of experimentation
in the thirties. This model didnt last long.
Le detlecteur de fumee, style ascendant, etait a /essai dans
les annees
1930. Lutilisation de ce modele fut de coutte
The elephant ear style of smoke lifter was adopted in the
forties as standard
for most of the larger passenger and dual­
service locomotives.
Le detlecteur, style « oreil/e delephant , fut instal/e dans les
annees 1940
sur la plupart des grandes locomotives utilisees
pour Ie service passagers et Ie service mixte.
the smoke box plus closing in the open area below the
boiler front.
The deflectors had the effect of trapping the
air at the front and forcing it swiftly upwards to lift the
lazy, drifting smoke high above the cab.
CNR began applying deflectors to passenger and
dual-service locomotives in the late thirties. They lasted
for ten years
or more, until some bright spark concluded
that a two-inch taller stack worked just as well.
deflectors were sometimes called elephant ears or
smoke lifters. During that period, they added to the
of the CNR look.
TheAll-weather cab: The harsh Canadian winters made it
logical to develop a cab
that provided improved
protection for
the crew. CNR and CPR were on a parallel
course in this objective. At the beginning, in
the 1910s,
there wasnt much to distinguish the styles adopted by
these two railways,
but beginning in the later 1920s CNR
sloped the front edge of the cab on its new locomotives to
match the slope
of the boiler backhead. This set it apart
from CPR and became an element in the CNR look.
The Vanderbilt Tender: This type of tender, with a
tank as its outstanding feature, originated in
the US and was adopted by
CNR in 1925 for the new,
Mountain 4-8-2 U-I class locomotives. Its use
extended to all later U-110comotives and as well as
Northern 4-8-4 U-2, U-3, and U-4 classes, the Hudson 4-
6-4 K-5, the Mikado 2-8-2 S-4s and the 2-10-2 T-2s
and 2-
10-4 T-3 (CV) classes.
Thus it became an additional
feature of main line power.
Green paint: CNR settled on olive green as its passenger
car colour,
and in 1936 it appeared on the special
centennial series
of streamlined Northern locomotives
The U-4-a Northerns were flag carriers from birth in 1936. The
stripes continuing to a point on the front were later carried
over to the early diesels. Ronald Ritchie
A partir de leur creation en 1936, les locomotives Northern ne
dimpressionner par leurs caracteristiques
visuel/es. Les raies continues
a partir dun pOint situe sur Ie
devant furent utilisees
egalement sur les premieres
locomotives diesels. Ronald Ritchie
numbered 6400 to 6004. To accentuate their sleek lines,
the wide running board skirt was painted green, outlined
in gold, and the lines extended
onto the front in a curving
V-pattern. This design was only
repeated on a companion
series built for the
Grand Trunk Western. But CNR made
this series of locomotive the flag leader in all advertising
promotion from the late thirties through to the mid
fifties. This gave it a
prominence out of all proportion to
the small
number of locomotives.
In assigning one such locomotive to the 1939
Royal Train,
CNR retained the same design scheme but
changed the colours to blue, silver and black. Other
locomotives of different classes were also chosen for
Royal Train duty and two
of them were the next to have
wide running board skirts, which they
kept long after
Royal Train duties.
Then in the forties two additional complete
classes featured the wide skirt
and olive green paint trim;
the famous 5700s designed for the
International Limited
other trains between Montreal and Toronto, and the
6060 series, the so-dubbed Bullet Nose Betties. Again
of the trains they pulled and the use of their
image in publicity and advertising, these series
locomotives became quite prominent and added to the
CNR identification factor.
In fact, this feature of horizontal green bands
coming to a V-point in front, continued
as identifying
features on
the first and some subsequent series of road
road switcher diesels purchased beginning in 1948.
3. Variations on a theme
Illuminated number boxes were variously placed
above the feedwater heater, below the feedwater
suspended from it, at the top of a plain smokebox front, as
Some features, like the giant antique headlight shown here,
were carry-overs from predecessor railways, and often
remained unchanged.
Cettains elements, comme Ie phare ancien que nous voyons
ici, furent souvent transferes tels quels
a pattir dentreprises
via ires precedentes.
An exception to the rule for pilots was the Western special;
made of wood
in honour of the route through the Rockies
where rocks often splintered pilots.
Les « Special Western , de la region des Rocheuses, furent
une exception
a la regie concernant les chasse-pierres. lis
etaient faits
en bois, car ceux en metal avaient tendance a
plier sous Ie choc des pierres qui parfois obstruaient la voie.
a unit riding above the smokebox front, midway between
the top of the smokebox front and the headlight or as two
separate boxes straddling the bell.
Number Plates were normally just below
the headlight,
but on switchers were often flat on the
smokebox door, and in the case
of the 6400 series, were
convex on the rounded front.
The Elesco Feedwater Heater often sat atop the
or set into the top of the smokebox, or on
brackets hung over the top front
of the smokebox.
Headlights varied in
diameter with some of the
older ones being very large.
Another variation was the
Western practice of mounting it on a swivel platform for
directional viewing in the Rockies. Headlights were
normally placed a bit above
the smokebox centerline. A
number of locomotives had them placed well below the
centreline (a US influence)
or high atop the smokebox (a
carry-over from predecessor lines).
The standard CNR Pilot was fabricated from
boiler pipe, but the West favoured a horizontal bar
made of wood (easier to remove when fractured
by a rock on the roadbed). Switchers had footboards
of pilot, and the GTW applied a combination pilot
and footboards to locos used in branch line service.
series of GTW 4-8-4s wore a modern cast pilot, making
them look very American.
4. Exceptions
In a steam loco fleet the size of CNRs, there
were bound to
be a few exceptions; especially when quite
a number
of locos came from predecessor railways. The
The standard CNR pilot was a subtle identifying feature. Lorne
Le chasse-pierres standard du CNR etait un element
didentification subtil.
Boston and Albany 1100 before the CNR look! Library and
Archives Canada
PA 191440
La locomotive de la Boston & Albany avant de revetlr sa livree
aux couleurs du CNR!
BibliotMque et Archives Canada
CNR 4207, class T-1-a, was acquired by CNR from Boston
and Albany
in 1928, along with nine others in the B&A 1100
series. Upon arrival they looked very American (built by
in 1919). But after shopping, they began to
look very much at home
in the CN R fleet, especially when the
overhanging feedwater heater was added. This photo was
taken on September
20, 1950 in Quebec City. Lorne Perry
L une des neuf locomotives de la classe T-1-a, acquises par Ie
CNR de la serie 1100 de la Boston & Albany en 1928. Au
moment de leur arrivee, elles avaient une configuration tres
-Alco (Brooks) de 1919. Cependant, apres leur
achat, elles
afficMrent une configuration typique du pare des
locomotives du
CNR, en particulier avec Jaiout, devant la
cheminee, du rechauffeur deau dalimentation. Cette photo
fut prise
Ie 20 septembre 1950 a Quebec. Lome Perry
pressure to make them conform seemed to be related to
the extent of their public exposure
or to their age. Yard
engines often coasted through their life sporting details
left over from earlier days, and locomotives already
elderly when
CNR took them on, simply remained as they
were. But even these bore standard numerals, standard
decal on the tender and the ubiquitous triangular lit
number board.
There were also multiple exceptions on the US
subsidiaries, where local motive power folk seemed to be
free to exercise their US-influenced preferences. For
example, the Grand Trunk Western preferred a pilot
of fla t steel strapping ra ther than boiler tubing.
Even though there were significant exceptions to
the CNR appearance standards, it was easy to see the
corporate relationship among them resulting from the
few details
that CNR insisted upon, primarily numeral
style, emblem on the tender and triangular lit number
board. So it was that the CNR look, made up in most cases
of many
separate items, became so pervasive that it only
required a
very few to establish the link.
To a certain extent, the products of Canadian
loco builders had a rather Canadian look to them,
markings apart.
But once in awhile locomotives from
other sources showed up. An example was a series of2-10-
2s that
CNR purchased from the Boston & Albany
When they arrived on the property they looked
rather American, but after a trip through the shops they
sported the customary Elesco feedwater heater,
markings and other details. Suddenly they were
unmistakably CNR.
5. The Subsidiary Railways
There was an interesting dichotomy in the way
CNR managed the Grand Trunk Western and the Central
On the one hand they were clearly part of a
corporate empire that crossed over the border.
But on the
other hand,
CNR permitted the subsidiaries to do their
own thing, to a large extent, in order to be accepted
their US customers as indigenous American railroads.
The principal motive power shops were at Battle
Creek, Michigan for the GTW and St. Albans, Vermont
the CV Each had a style of its own, markedly different
in the way it applied details to locomotives from the
Shop standard bearers. These differences in approach
sometimes bothered the folks at head office in Montreal,
not enough to force the issue. One aberration was in
the font chosen for numerals. Even when CV eventually
CNs US subsidiary railways were distinctive, but reflected a
few of the CNR standard features, among them the
illuminated number board gracing Central Vermonts 602.
Malgre les caracteristiques distinctes des chemins de fer des
filiales americaines du
CN, tous avaient certains elements en
commun. Par exemple,
la plaque numerale eclairee quon
peut observer
sur la locomotive du Central Vermont no 602.
Many Grand Trunk Western locomotives like 4-8-4 6324
looked very American,
in deference to the need for the railway
to look home-grown to its shippers.
Plusieurs locomotives comme la 4-8-4 no 6324 possedaient
des caracteristiques typiquement americaines
par deference
envers les clients locaux.
conformed to CNR and adopted a
sans serif style, they fashioned
stencils with a much thinner bar
stroke. Whats interesting about this
trend to separatism is that the
subsidiaries usually recognized a good
idea and when they saw one emulated
the CNR for their own logical
reasons. A good example was the
triangular lit number board. This was
cheerfully adopted
by GTW and Cv,
not because
CNR insisted upon it, but
because they liked the night visibility
it afforded, making the job
of engine
crews and line operators easier.
The tilted square logo was
probably a case
of Wed better fall in
or else theyll order us to use it.
But each railroad displayed it in
ways at times. CVenjoyed
a period in the forties when the tilted
square had a Vermont green
background instead of red. And
GTW used a stencil and silver paint to
apply a one-colour logo, the
background being basic locomotive
and CV locomotives from appearing to be cousins of
The End of the Line
By the time steam was winding down in the late
fifties, one
of the common features of CNR power was the
lack of cleanliness. A layer of road grime muted CNRs
distinctive features that earlier had been part of prideful
spit and polish.
As US railway photographers migrated north to
document the last bastions
of steam on the continent,
their work shows both the accumulated dirt on
the freight
and yard locomotives, and the excellent appearance
much of the power assigned to prime passenger trains.
The roundhouses staff that remained
perpetuated the
pride in appearance that was a hallmark of CNR in earlier
days, even
if the effort were confined to prestige steam
power. Diesels had taken over
as the standard bearers
and their spit and polish condition made them look
I think we all knew there was a distinctive look to
CNR steam power, but this quick scan makes it clear what
were the essential elements
of it, and just how it came to
be that
CNR differentiated itself from the other major
lines in Canada and
the USA.
(This article is a condensed version of a presentation made
by the author at the CRHA / CARM 2006 Conference.)
Although GTW applied the
brass number plate under the
headlights of most of its locomotives,
the CV did not. The CV style was to
retain the builders standard cast
number plate showing the
without reference to the railroad
All this didnt stop the GTW
Diesels finally took over as flag-bearers, displaying their own version of the
Les locomotives diesels arboraient leur propre version des couleurs du CNR.
Alcos RSC24 on
CNRs Murray Bay
Those awkward looking diesels locomotives!
By Denis Fortier
Several types of locomotives have operated over
the Quebec –
La Malbaie line since the start of operations
by the Quebec, Montmorency & Charlevoix Railway in
1881. Initially, there were the 4-4-0 American steam type
locomotives, followed
by 2-6-0s and different types of
electric locomotives belonging to the Quebec Railway,
Light & Power, and
by smaU4-6-0s of Canadian National.
With the end
of steam and electric operations,
CNR began using lightweight diesels engines because
of the 85 pound rails on the branch. It is then that a very
special fleet of four RSC24 locomotives appeared
on the
line. Resembling a cross between the GMD-1 built
General Motors and the RSC24 built by Montreal
Locomotive Works appeared, the four were built
by the
Montreal Locomotive Works in 1959. In deference to the
85 pound rail, they weighted only 238,000.
Equipped with three axle
A-1-A type trucks, they
carried only 39,666 pounds of weight
per axle. Theywere
equipped with 244 prime movers from FPA-2
6751 and
6755 and FPB-2 6851 and 6855 that were used on CNs
passenger trains. The 244 engine was considered a liability
for main line passenger service. These FPA and FPB
locomotives were repowered in 1958 with
251 engines that
were better suited for passenger service and they emerged
as CN 6758,6759,6858 and 6859 respectively.
The four RSC24 locomotives were equipped
with the 244 engines which were derated from 1,600 to
1400 horsepower and were turbocharged.
The units were
assigned the numbers 1800 to 1803.
There was very little
space between the trucks for a modest 950 Imperial gallon
fuel tank.
At the beginning, they pulled freights between
Quebec and La Malbaie. When I was younger and
travelling with friends
by bike to Sainte-Anne-de­
Beaupre, these awkward diesel locomotives really
intrigued me.
In the mid 1960s, they were reassigned to the
service in Montreal and Ottawa. Around 1968, they ran
between Campbellton and
Gaspe. Their final
assignments were to Bridgewater, Nova Scotia where they
worked the branch lines to Middleton and Caledonia
running over sections of
56 pound rail. The 1802,
however, never made it to Nova Scotia. On May 21,1969,
it had an accident at Pointe-a-Ia-Garde on the Gaspe
coast and was retired in August
of the same year. The 1800
was retired
in September 1975, followed by the 1803 in
November 1975 and the
1801 in 1976.
Les Alcos RSC24
sur la subdivision
« Murray Bay »du CNR
Ces locomotives diesels avaieot uoe drole dappareoce!
Par Denis Fortier
Plusieurs types de locomotives ont circuIe sur Ie
reseau du chemin de fer Quebec -La Malbaie depuis la
mise sur pied de la compagnie de chemin
de fer Quebec,
Montmorency & Charlevoix en 1881.
II y a eu des
locomotives a vapeur 4-4-0 type
~erican et differents
types de locomotives electriques avec la compagnie
chemin de fer Quebec Railway, Light & Power.
Ces unites a vapeur
« lightweight» ont fait leur
apparition tels que les types ten-wheelers 4-6-0, moguls 2-
6-0 et pacific4-6-2 sur Ie Quebec Railway, Light & Power
et Ie Canadien National. A partir de 1960, il fallait bien
remplacer ces types de vapeurs avec des locomotives type
diesel ega1ement a faible poids, compte tenu du rail
de 85
livres. Cest ainsi que les locomotives diesel bien speciales
ont vu Ie jour, dont les GMD-1 de la General Motors et les
RSC24 de la Montreal Locomotive Works.
Ces dernieres unites
ont ete achetees en 1959 et
equipees de moteurs 244 provenant des locomotives
diesel FPA-2 (6706-6711)
et des locomotives FPB-2
(6806-6811) du Canadien National deja en service dans
les trains voyageurs.
Ce moteur 244 ne repondait pas bien
aux exigences du service voyageur. Les locomotives FPA
ont ete equipees par la suite de moteurs 251, plus
pour Ie service voyageur et renumerotees
et 6859.
Donc les quatre locomotives RSC24 se sont vu
octroyer les moteurs 244, dont
Ie nombre de chevaux
vapeur est passe de 1600 a 1400,
etant turbochargees et les
locomotives numerotees de 1800 a
1803. II y avait tres peu
de place
entre les bogies afin dinserer Ie reservoir pour Ie
fuel de 950 gallons imperial.
Au debut, elles
ont circule sur Ie chemin de fer
Quebec –
La Malbaie (voir photos) , tirant des trains de
marchandises. Plus jeune, lorsque je faisais de la
byciclette avec des copains jusqua Sainte-Anne-de­
Beaupre, la
« drole dapparence » de ces locomotives
mavait toujours intriguee!
La 1802 a subi un accident a Pointe-a-la-Garde
en Gaspesie
Ie 21 mai 1969 et a ete retiree en aout de la
meme annee.
La 1800 a aussi ete mise hors circulation en
septembre 1975 et la 1803 en novembre 1975 et la 1801 en
1976. Ces locomotives pesaient 238 000 livres
et Ie poids
etait reparti sur des bogies
AlA-AlA, so it environ 160
000 livres
par bogie.
ref. : Revue dhistoire de Charlevoix, Numero 52 -mars
On August 26,1964,
CNs westbound
freight No. 523
passes the station
at Chateau Richer,
en route to
Quebec City.
Le train de fret du
CN NO.523 se
dirigeant vers
Iouest, passe
devant la gare de
Chateau Richer,
vers la
On August 26, 1964, CNs eastbound freight No. 522
passes the impressive stone station
at Sainte-Anne­
de-Beaupre, Quebec. Four photos, Jim
Le train de fret No. 522 se dirigeant vers Iest, passe
la gare de Sainte-Anne-de-Beaupre, Quebec
Ie 26 aoOt 1964. Les quatre photos, Jim Shaughnessy
On August 26, 1964, CNs westbound freight No. 523 passes the
basilica and the station at Sainte-Anne-de-Beaupre, on the Murray
Bay Subdivision.
Le train de fret No. 523 se dirigeant vers rouest, passe devant la
basi/ique et la gare de Sainte-Anne-de-Beaupre, sur la subdivision
du Murray
On August 26, 1964 Jim caught CN freight crossing the bridge
at Montmorency Falls, Que
., heading west from Sainte-Anne­
de-Beaupre as train No. 523 (see schedule). The 1802
is a rare
RSC24 1400 h.
p. diesel unit (one of four 1800-1803) designed
for light rail branches.
26 aout 1964, nous apercevons Ie train de fret du CN No. 523
en direction ouest (voir horaire), traversant
Ie pont aux chutes
Montmorencey, en provenance de Sainte-Anne-de-Beaupre.
La locomotive
1 B02 est une des quatre locomotives legeres du
CN (1BOO-1B03),utilisee pour les embranchements et
possedant 1400 c.p.
12 TIME TABLE No. 7, JUNE 14th, 1964
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This is the the first CN RSC-24, the 1800, executing a run past
on the west side of the Richelieu River at Fort Chambly on
Saturday, May 28, 1967 during a CRHA fantrip from Montreal
to Waterloo, Quebec and return. The trips main feature was a
run over the full 52.3 miles of the freight-service only Granby
Sub from Castle Gardens on the Rouses Point Sub, southeast
of Montreal. The Granby Sub hosted the electrified service of
the Montreal
& southern Counties interurbans west of Granby
until November 24,
1951 and west of Marieville until October
13, 1956. Bill Linley
1 BOO du CN, la premiere dune serie de locomotives de type
RCS-24, passe devant
la gare de Fort-Chambly, au Quebec,
lors dune excursion
pour amateurs du rail organisee par
JACHF, Ie 2B mai 1967. Le trajet : de Montreal a Waterloo et
retour, une distance de
52,3 mJJles de la subdivision Granby
entre Castle Garden,
sur la rive sud, et Waterloo. II ny avait
a/ors quun service de marchandises sur cette ligne, qui avait
auparavant ete utilisee
par Ie service des trains e/ectriques de
la Montreal & Southern Counties entre Granby et Montreal
jusquen novembre
1951, et a partir de Marieville jusquen
1956. Photo: Bill Linley.
~ 88 !JjMj!f;11
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Anothertrio of Northerns. This time at Montreals Turcot roundhouse and this time three of the famous war baby U2g 4-8-4s built
by Montreal Locomotive Works in the summer of 1942. Judging by the sheen on the boiler jackets of the engines, they must be
almost new. No less than fifteen 15 cars of Pennsylvania locomotive coal are seen
in this very clear view probably taken in August
1942. Three U2gs survive: 6200
at Ottawa, 6213 at Toronto and 6218 at Fort Erie. CN / Smaill Collection
Un trio de type Northern. Photo prise pres de la rotonde de la cour Turcot de Montreal. II sagit de trois des fameuses locomotives
du temps
de guerre, des U2G 4-8-4, construites par la Montreal Locomotive Works durant Iete de 1942. A en iuger par leur
apparence, elles semblent pratiquement neuves.
A leurs cotes, on aperc;oit au moins 15 wagons de charbon destine aux
locomotives en provenance de
la Pennsylvanie. Cette belle photo date probablement du mois daout 1942. Trois locomotives de
ce genre surviventtouiours, soit
la 6200 a Ottawa, la 6213 a Toronto et la 6218 a Fort Erie, en Ontario. Photo CN: collection Smai/l.
Central Vermont 708, one of the famous T3a
2-1 0-4s, rides the turntable at Montreals Turcot roundhouse probably in the early
nineteen-forties. The 708 was built
in 1928 by Alco and retired in 1954. Sister 707 was held for preservation along with 4-8-2 602,
but both were scrapped
in November 1959. CN 43544/ Smaill Collection
La 708 du Central Vermont, une enorme locomotive de type T3A/2-10-4, est sur la plaque tournante de la rotonde de la cour Turcot
de Montreal.
La photo date probablementdu debut des annees 1940. La 708 a ete construite en 1928 parla societeAlco aux E.-u.
Elle fut mise a la ferrai/le en 1954. Une autre, la 707, avait ete gardee en vue detre preservee dans un musee avec une autre
la 602, une 4-8-2, mais finalement toutes deux furent demolies en novembre 1959. Photo CN 43544 : collection Smaill.

The CNRs first Hudson -the 5700 -is resplendent after her last overhaul at Stratford Shops about 1954. Special features of this
engine were her Boxpox drivers and the circular passenger service herald on her unique Vanderbilt tender. The 5700 was
in November 1961. However, sister engine 5703 was restored and renumbered as second 5700 when the National
Museum of Science and Technology
in Ottawa sought a CNR K5 for its collection. Second 5700 is now at the Elgin County
Railway Museum
in St. Thomas, Ontario. Trains and Trolleys / Smaill Collection
La toute premiere des locomotives Hudson du CN, la 5700. On la voit fraichement sortie de sa derniere remise en etat aux ateliers
de Stratford en Ontario vers
1954. On peut facilement observer ses roues motrices de type Boxpox ainsi que Ie logo circulaire sur
son ravitailleur (tender) de type Vanderbilt, indiquant quelle etait affectee
au service des passagers. Cette 5700 fut mise a la
ferraille en novembre 1961, mais une locomotive de la meme serie, la 5703, fut remise a neuf. On lui a donne Ie 5700 afin de
Iexposer au Musee de
la science et de la technologie dOttawa, qui voulait une telle locomotive pour sa collection. Elle est
maintenant au Elgin County Railway Museum de Saint-Thomas, en Ontario.
Pinch-hitter! Substituting for diesels that
failed between Capreol and Hornepayne,
CNR U2h 4-8-4 6259 heads up the Super
Continental at Armstrong, Ontario
1955. Alemite is being administered to the
rods while the Super
: does her station
work. Soon, she will
be off and running for
Sioux Lookout and points west. The 6259
was retired
in 1961. No U2hs were saved.
Paterson-George Collection
Remplagante durgenceJ La 6259, une
Northern 4-8-4/U2H, est
ici en tete du train
Super Continental a Armstrong, en
OntariO, apres avoir remplace
au pied leve
une locomotive diesel
tomMe en panne
entre les gares de Capreol et
dHornpayne, en Ontario, en 1955. On en
Ie service avant son depart pour
/ouest, vers Sioux Lookout. Cette
locomotive fut mise
a la ferraille en 1961 et
aucune autre de
la meme serie ne fut
conservee. Photo : collection Patterson
Polar bears are not evident in this view of CNR J4b 4-6-2 5088 at Churchill, Manitoba in this 1951 scene. The 5088 was built by CLC
in 1916 as Canadian Government Railways 466. After her assignment to Winnipeg, she received the distinctive Lines West CNR
front-mounted bell and number box arrangement particular to engines based in the CNR Prairie West. CN 47556-1 / Smaill
On peut cons tater que les ours polaires ne rodent pas autour de la gare de Churchill, au Manitoba, en cette journee de 1951. On
peut voir la 5088 du CN, une Pacific 4-6-2/J4B, avec un train de passagers. Elle a ete construite en 1916 pour Ie Canadian
Government Railway
par la Canadian Locomotive Company. Elle portait Ie 46610rs de son transfert au CN. On /envoya a Winnipeg.
Son apparence est caracteristique des locomotives des lignes de
la region ouest du CN avec sa cloche a Iavant au-dessus du
phare ainsi que son boftierdu numero lumineux devant
la cheminee. Photo CN 47556-1: collection Sma ill.
CNR 2-6-0674 is the power for a plow
extra seen here under the wire at
Royal, Quebec on December 24, 1950.
Mogul 674 enjoyed notoriety
as the
original motive power for the famous
CNR Museum Train in the early 1950s.
Sister Mogul 713 from the Grand Trunk
New England Lines replaced 674 and
that engine
is now on display in the
Angus Pavilion at Exporail. Ronald
# 898
La locomotive Mogul 2-6-0 674 du CN
pousse un chasse-neige sous les fils de
a Val-Royal, pres de Montreal,
Ie 24 decembre 1950. Cette locomotive
eut son heure de gloire lorsquelle fut
pour tracter Ie train Musee du
CN au debut de
la decennie 1950. Une
locomotive du meme genre, la 713, en
provenance du Grand Tronc de la
Nouvelfe-Angleterre, la remplagait. Elle
est main tenant exposee au pavilion
du musee Exporail de Saint­
Constant, au Quebec. Photo : Ronald
Ritchie 898.
November -December, 2008
By John Godfrey
by David Gawley
The Restoration of the
Annapolis Royal Train Station
You dont decide one day that youre going to
restore a train station. It just happens to you. This
is the
of how it happened to me.
My husband grew up in Annapolis Royal, Nova
Scotia, and for years he traveled
by train -as a small boy
entrusted to the care
of a porter until picked up by his
grandfather in Cape Breton, and as a young man taking
himself off to Dalhousie University in Halifax.
The Annapolis Royal station of his youth had
been built in the Arts and Crafts style over the winter of
1913-1914 to replace an earlier wooden stat jon that had
It was designed by the chief architect of the CPR
and featured brick construction with a slate roof and
decorative granite trim.
The station operated until 1990
when VIA Rail lost its funding and the trains were
discontinued. It was then boarded up and left to rot.
FOlyears after that I would walk past and ask why
nobody did anything to help this
poor dignified little
building, gradually sinking into disrepair
in the middle of
town. It was designated as a heritage railway station, after
all. Well, you know what happens to people who ask
… sometirnes they get an answer they dont
expect. The answer I received was Well, why dont you
buy it and
fix it up yourself if you like itso much?
Its not rational to buy and restore a flooded,
abandoned and rotting commercial structure that nobody
wants, but the idea had a certain charm! I had to form a
company to own it, find a construction team whod help
me save it, and locate a tenant who would be willing to
rent a heritage-designated building. But three years of
legal machinations later, I owned the train station and a
of land and the Town of Annapolis Royal
owned the rest of the original station property. It was a
perfect partnership.
I started the
restoration in June of2005. The first
thing we had to do was dig
out the foundation, break a
hole in the side and shovel
out years of accumulated
We then installed $30,000 worth of French drains
to solve the water problem, and tore out the floors, joists
and sills, all
of which were rotten. It took us a year to
restore the building, but in
June of 2006 more than 200
came to the open house, and there was many a tear
as visitors told their own stories of what the station had
meant to them.
Today, the station you see
is essentially the
station that was completed in 1914. At that time, it
comprised two waiting rooms –
one for men and one for
ladies -each with its accompanying washroom. Between
the two were a hall and the stationmasters office, facing
the main tracks. A large luggage room, accessible from
the outside only, was located next to the ladies waiting
The only structural changes I made to the original
design were the transformation of the gentlemens
washroom into a small kitchen and the insertion
of an
interior door into the original luggage room.
is a tribute to the workmanship of 1914 that so
much could
be saved by todays craftsmen. The hardware
on the sliding doors
of the luggage room, the ticket
windows brass grille, the radiators in the two waiting
rooms, the beautiful oak woodwork, the stationmasters
office desk, the lovely old windows … all are original.
Today the Annapolis Royal Train Station is the
home of CARP, the Clean Annapolis River Project, an
ideal tenant. Its vintage railway garden is lovely all year
round, and full of daffodils in the spring.
The station is a
municipally and provincially designated heritage building
and in 2006 won the Town of Annapolis Royal Building
Award for adaptive reuse
of a commercial structure. This
past month, the project won the 2008 Heritage Trust
Nova Scotia Built Heritage Award in the commercial
If youd like to read the complete story of the
Annapolis Royal Train Station restoration, with lots
Before and After pictures, please go to my website, and click on Train Station. You
see what is possible when you talk too much!
(Jane Nicholson)
CPRs Windsor Station in Montreal to receive
Quebec heritage protection
For Michael Fish, now 75, it started more than
half a lifetime ago. In 1970, at the age
of 37, the young
architect was appalled that Canadian Pacific Railway
proposed to tear down Windsor Station on Peel Street.
Its taken
38 years and unrelenting dedication by
heritage activists, notably Fish, but now the neo­
romanesque building
is about to receive Quebecs
permanent seal of protection from the wrecking ball.
Quebec Minister of Culture Christine St. Pierre has sent a
of intent to classify the train station as a cultural
site and hence
out of reach of bulldozers.
As a result of pressure by heritage
conservationists, the 119 year old building was already 246
safe from destruction
under the federal Heritage Railway
Station Protection Act.
But CPR put the station up for
sale last year, and Dinu Bumbaru, policy director for
Heritage Montreal, said that when a rail company divests
of such a building, that protection becomes null and
This notice of intent
by Quebec ensures a
seamless regime
of protection. Provinces are the real
of heritage, and the nanosecond that federal
protection runs out, it will
be reinstated by the province,
and this time on a
permanent basis. Bumbaru credited
Fish with getting the ball rolling 38 years ago and staying
on the issue unswervingly for many years.
But informed
of the ministers notice of intent,
Fish himself was modest in his reaction.
Im delighted
and I congratulate them for it,
he said. But he
emphasized that
he was helped by others, including
former mayor
Jean Drapeau, who exerted considerable
influence with
CPR at the time. (Montreal Gazette)
Province asks Regional District to outline plans for
When the CPR abandoned the southern
subdivision of the Kettle Valley Railway in the Okanagan
in the early 1990s, the Corporation retained a number of
sections of the line through Kaleden. In the intervening
CPR has slowly been divesting itself of the lands
These included a portion of the line south of
Pioneer Park to Ponderosa Point, and a section
paralleling Alder Avenue which was once designated as a
railway siding.
In acquiring the rest
of the right of way for use as
a recreational corridor, the Province believed that
existing roads could be used in these areas, so did
pursue their purchase. Recently, the former siding
property in Kaleden was posted for sale
by Collier
The asking price is between $2 million and
$2.5 million. At the time
of abandonment the Province
negotiated two
25 foot easements at the north and south
ends of the siding property to allow trail access to Alder
Avenue. However,
CPR has not yet registered these
agreements and the Province wishes
to ensure that these
are registered before the property changes
The Province recently queried the Regional
District to find
out what might be considered in terms of a
development approval that might guarantee a
recreational corridor.
The Regional Districts response
stated that it was their wish to encourage the preservation
of the CPR right of way as much as possible. The Regional
District would ra ther see the trail stay on the right of way
as opposed to detouring along local roads. They
expressed an interest in protecting agricultural viability
along the trail
as well.
(Okanagan Falls Review 080909)
Funding announced for Rail-with-Trail study on
The city of Courtenay, BC, has received a
$10,000 grant from the provincial Ministry
of Community
Development to complete a rail with trail feasibility study.
The study will look at the feasibility of constructing a rail
with trail -a trail
that runs along an active rail corridor –
within the
E&N Railway corridor, which extends from the
railway terminus at the Puntledge River to the
regional district boundary, and associated community
connector routes.
The town of Comox has also received
$10,000 for the same study. (ComoxValley Record)
Governments to help get Wakefield steam train
back on track
A popular century-old tourist train that stopped
chugging up to Wakefield, Que., last spring will get
funding from the province to help get it running again.
The Quebec government will provide $200,000
for an assessment
of railroad repairs needed to get the
Hull-Chelsea-Wakefield steam train back on track,
announced Benoit Pelletier, the Quebec minister
responsible for the Outaouais.
Once that is complete, the Quebec and federal
governments could cover up to two-thirds
of the cost of
the next step -the repairs themselves, confirmed
Pelletier and Pontiac MP Lawrence Cannon.
third would be expected to come from within the region.
Private and municipal funding of
$3 million had
been committed earlier to help with the project.
If all goes according to plan, elected officials
hope the train could be running again in 2009.
The steam train ceased operations in May after a
near its tracks, which are owned by La
compagnie de chemin de fer de lOutaouais (CCFO) run
by local municipalities.
The trains owner, who was
responsible for repairs to the tracks under an agreement
with the
CCFO, subsequently put the train up for sale.
Andre Groulx, the manager of the steam train
company, said
he was very, very happy with the
government announcement Monday and made it known
that he no longer plans to part with the train, at least in the
short term.
247 CANADIAr—1 RAIL • 527
The CCFO estimated in August that the track
needs $4 million in infrastructure work before the
century-old locomotive could safely
run again.
According to the
Outaouais Tourism Board, the
train used to bring 50,000 to 60,000 tourists into
Wakefield each year, generating close to $10 million in
(CBC News via David Gawley)
An update: Massive $65 Million for Calgarys
Park expansion
A massive, $65-million Heritage Park expansion
includes the new Heritage Town
Square entryway,
revamped educational programs
and restorative work to
the existing park, including excavation
of 60,000 cubic
of soil, and eveling the once arduous hill leading to
the old entrance.
Officials say the massive overhaul will
be a
breathtaking facelift. But also, it will be a retelling
of a
culturally significant, national history,
one that is more
user-friendly, reaching all demographics.
The new
expansion project will completely remove the hill,
bringing the new town square
and three new buildings
replicating a 1930s urban streetscape, now visible from
StreetSW at Heritage Drive, level with the rest of the
Heritage Parks new look, an ongoing project
since 2006,
is coming together, thanks to $35.6M in
government grants, $12M from the city, $19.8M from the
province and $3M from the federal government.
Up to
$17.6M has come from fundraising, corporate sponsors,
charitable foundations
and a long list of individual
donors. Along with the Haskayne family, which has
$lM to the Heritage Town Square, is a long
of major financial contributors, including CPR, Husky
Energy, Engineered Air, Trimac, the McCaig and Bissett
families, and Sam and Betty Switzer.
But the park is still
looking to raise some $6.5M, says Alida Visbach, Chief
Executive and park president,
some of which could still
come from the federal government and possibly
corporate donors.
The expansion includes a CPR station that is
modelled after downtown Calgarys original Palliser
Station, built in 1893.
It will include a self-directed
orientation program
in a sitting room for visitors awaiting
the new, relocated trolley to take them into the main
village. Multimedia and informational wall panels will
provide context and background on whats inside
Heritage Park. Alongside a formal English garden, the
station will also house a cafe designed in the traditional
CPR theme, to be open 360 days a year for breakfast and
lunch with a view
of the reservoir and Rocky Mountains.
The historical display of Engine 5931 will also be moved
from 14th Street to take up residence beside the station.
(Calgary Herald)
Provincial plaque commemorates CPR in
Mattawa, Ontario area
The Ontario Heritage Trust and the Mattawa
Economic Development Corporation will
unveil a provincial
plaque commemorating the French­
Settlement and CPR in the Mattawa Area.
Situated at
the confluence of the Mattawa and Ottawa
rivers, the small town
of Mattawa saw its first permanent
settlers when the Hudsons Bay Company opened a fur
trading post
there in 1837. It was not until the arrival of
the CPR, however, that the regions population grew. By
1880, there were 4,000 men working on the railway line.
The CPR also benefited several towns to the
west, including: Eau Claire, Bonfield, Astorville and
Corbeil. Although living conditions were harsh, half
the workers and their families remained in Mattawa
following completion
of the railway in 1881. Of the men
who stayed, 1,000 were French-Canadian. Population
growth due to the booming lumber industry eventually led
to the construction of churches and hospitals.
The introduction of the CPR contributed greatly
to the development and prosperity
of Mattawa and other
towns in the area. Opportunities presented by the
of the railway also attracted many French­
Canadian settlers who left a lasting imprint on the regions
culture and heritage.
The Ontario Heritage Trusts
Provincial Plaque Program commemorates significant
people, places and events
in Ontarios history. Since 1953,
over 1,200 provincial plaques have been unveiled.
(Canada Newswire)
New TTC TR subway trains
The traditional utilitarian appearance of TIC
subway cars will change dramatically when the new
subway trains
enter service in late 2009. And, the new
aerodynamic appearance
will not be the only difference
featured on the new Toronto subways.
The new subway
rolling stock mark a radical departure in the traditional
of TICs subway trains in that they will be
permanently connected
as built up trains.
To date, all Toronto subway trains have consisted
of individual cars coupled into married pairs. Such an
arrangement allowed for two
separate cars to share some
common mechanical equipment, keeping weight and
costs down. As well, each car had a control cab which
allowed for each pair to
be operated in either direction as
the cabs were always facing outward. In earlier times,
subway train lengths could be varied as service levels
dictated, with trains being assembled in multiples
of two.
This practice
is no longer done as subway
passenger levels require full length trains at all times.
(One exception is the Sheppard Subway which operates
four-car trains
as opposed to the now standard six-car
The new TR train sets will have control cabs on
the two end cars only. Further, all cars will be wide open to
each other car (as in articulated buses or streetcars)
allowing for free passenger flow along the entire length
the train. This configuration will apparently increase
overall train capacity
by 10%. The exterior skin will be
welded with
the familiar riveted appearance replaced
with smooth sides.
other regards, the TR trains will be similar to
the T-l cars which feature a wider passenger door and flip
up seats for wheelchair access.
The seating configuration
will be essentially the same with an earlier idea to have
only wall hung
perimeter seats rejected. Cameras and
stop announcement equipment
will be included.
order is for 39 six-car train sets which works
out to 234 cars. Presumably 78 will be cab-cars and 156
will be open ended passenger cars.
Edmonton takes wraps offnew light-rail vehicle
The city of Edmonton, Alberta, unveiled its new
light-rail vehicle recently at the MacDonald Maintenance
The day marked the 30th anniversary of the
of Edmontons first light-rail vehicles.
by Siemens Transportation Systems Inc.,
the vehicles will run on the South LRT extension, which
will open to South Campus in April 2009 and Century
Park in 2010.
The city also will operate the cars on the
Health Sciences line to north Edmonton.
Siemens has shipped the first
of 37 LRVs to
The first trains are scheduled to enter
revenue service in la te 2008.
(Progressive Railroading)
Trains could be chugging in two years on E&N
The E&N railway between Langford and
Victoria can be turned into a commuter route for as little
as $16-million, according to a report released recently.
The 33-page report, commissioned by several proponents
of the revitalized line, calls for $6M in rail upgrades, $2M
in station-related work and the purchase of two modern
train cars for $6.5M.
The upgrades would allow the new
cars to travel at speeds
of up to 80 kilometres an hour and
make the 36-kilometre round trip in less than an hour,
said the reports author, David Colledge
of Colledge
Transportation Consulting.
The rail service would cost about $2M a year to
That would be offset by fare revenues ranging
from $950,000 to $1.7M annually,
depending on
ridership, with a round-trip ticket selling for $4-$5, the
report said. The idea
is to get somethin~ going in ~he
short-term at a modest cost, Colledge sald, comparmg
the proposed service to Ottawas successful O-Train
commuter line.
The reports release came two weeks after
the BC government announced plans to spend $14-billion
on transportation infrastructure over the next 12 years.
The massive spending plan includes funding for a
rapid bus service from Victoria to the
Communities but makes no mention of the E&N rall
an omission that angered commuter rail
on the Island. Cowichan Mayor Jack Peake,
of the Island Corridor Foundation, which owns the
historic rail line, urged the province to re-think its
priorities. Had the senior levels of government looked at
all the transportation options
out there, they would have
realized some
of that money should have gone to the
E&N, Peake said. Its unfortunate, but Minister [Kevin]
Falcons focus seems to be pretty much on asphalt
Langford Councillor Denise Blackwell, ,:h~se
community has been pushing for the commuter raillmk
for more than a decade, expressed hope that the report
will spark renewed interest from the Transportation
Minister. (Victoria Times-Colonist)
Proposed Calgary commuter trains
The Calgary Sun reported that the business plan
for a $l.5-billion commuter train service operating on
heavy rail track between Calgary and neighbourhood
communities would
be presented to Premier Ed
Stelmach, the man who has the final say over the
provincial governments cheque-writing machine.
The blueprint from the Calgary Regional
Partnership, representing the communities in the Calgary
area includes detailed work now being done on
eve~thing you need to run a train system, including the
of stations, any issues over land, the actual
routes, and what
is needed to upgrade the existing rail.
Im still very amazed weve been fast-tracked
as much as
we have, says Truper McBride, mayor of Cochrane and
lead hand on this file. Hes going to see a complete
business plan. Its going to be very strong.
There is some
pretty sophisticated modelling involved.
And I think
is defini tely su pport.
Truper says the first
commuter rail line would
probably be a 30-minute run between Cochrane and
downtown Calgary with rush-hour service, followed
possible midday service and weekend runs to Banff. The
other lines will take a little more work, but they would be
scheduled between High River and Okotoks and Calgary
with another train from Airdrie to Calgary, with yet-to­
be-determined stops along the rou tes.
Truper and others working
on the rail plan have
met with the Premiers transportation people, whose idea
of utopia usually involves 16-lane highways everywhere.
The Cochrane mayor says they had a very open attitude
and realize huge road projects to solve all the
transportation troubles is not the wave of the future. He
also says CPR is on board, working in close
collaboration. A public consultation on the nuts and
bolts of
the trains is planned early in 2009. (Calgary Sun)
GO eyeing Union Station as site for head office
GO Transit, a major user of Union Station, is
considering a move of its head office into the historic city­
owned building slated for an overdue facelift. The board
believes we should be downtown, and obviously Union
is an important part of downtown and part of the
transit network,
GO board chairman Peter Smith has
He and others refused to say whether GO is the
prospective tenant identified only as a third party
expressing interest in a long-term lease
of 87,300 square
of the vacant west wing of the station. GO currently
has 91,000 square feet of space at its headquarters at
Bay St., with a lease that runs until 2013. In 2007, council
gave a green light to efforts
by city officials to work out a
$388-million, private and publicly financed renovation
Union Station, Canadas busiest transportation hub.
A move
by GO into the station, Mr. Morse
added, would be a sign of confidence in the site, as city
officials continue talks with pension funds and others as
possible investors
in new commercial and retail shops, including a
new underground concourse.
The committee report says
the city would make $16.6M in building improvements
Jan. 1,2012, with the costs recovered from rent payments
by the tenant, which in turn would complete renovations
at its own expense
by Dec. 31, 2013. (Globe and Mail)
Montreals Off-islanders get transit relief with big
increase in
train frequency
An infusion of $155 million by the Quebec
government into Montreal-area public transit -much of it
poured into suburban
commuter train service -is good
news for those off-island residents tired
of watching their
gas gauges
head south while their cars go nowhere in
traffic, the
spokesperson for a provincial public
transportation lobby group says. But Normand Parisien of
Transport 2000
Quebec says hes less enthusiastic about
what the province did -and didnt do -for public
transportation in Quebecs largest city.
Our reaction
is more restrained when it comes
to the island
of Montreal, he said. For us, the (lack of) a
reserved bus lane
on Pie IX Blvd. is of the utmost urgency
and our president will
be seeking a meeting with the
Minister (of Transport).
In the present context, neither
the Metropolitan Transportation Agency nor the
Montreal Transportation Corp. seem capable of settling
the issue, so the next step
is to speak to the Minister. II The
reserved bus lane on Pie IX carried 40,000 passengers
daily until it was shut down in the wake
of two fatal
accidents involving buses and pedestrians.
Parisiens comments follow an announcement
Quebec Transportation Minister Julie Boulet that money
would be spent to
beef up commuter rail service into
Montreal from the West Island and North and South
Shores, and to
create reserved bus lanes on a stretch of
Highway 15 in Laval. and along St. Michel Blvd. in
Montreal between
Henri Bourassa and Rachel Sts. The
of commuter trains is such that over the past 10
years, weve seen our ridership increase
by 125 per cent,
Metropolitan Transit Agency chairperson Joel Gauthier
told reporters.
What we can say today
is that beginning in
January, well
be able to offer 80 extra departures on our
lines, which represents an additional 60,000 extra places
for commuters
on our trains. The Mont St. Hilaire line
will offer 30 extra departures, the Delson-Candiac line 20
more departures, as will the Dorion-Rigaud line, while
TWo Mountains line will offer 10 additional
Gauthier said.
That increase in service will be made possible in
part by a deal between the MTA and the New Jersey
Transit Authority that allows the former to rent
35 Comet
1 commuter rail cars and five locomotives.
The MTA has
also negotiated the increased use
of tracks operated by
CN and CPo Commuters will also benefit from an
additional 2,000 parking spots made available at stations
alongMTAcommuter lines. (Montreal Gazette)
Vancouvers 2010 Olympic Games Offer Showcase
Opportunity for Streetcars
The City of Vancouver is reviewing tenders for a
project that will bring the streetcar back to Vancouver for
the 2010 Winter Olympic Games. However, there
is no
guarantee that the service will continue once the games
are over.
We are just getting in the tenders for the track
work, which means putting the rails and the ties
together, said
Dale Bracewell, director of Olympic
transportation with the city of Vancouver.
There is
another tender for the overhead catenary systems and for
all the power systems, which includes a couple
substations. Prior to these tenders, we did all the material
tendering for the rails, ties and turnouts (switches). And,
is one at-grade crossing along the Olympic line.
Four tenders have been received and are being
finalized with the citys purchasing
department and
The streetcar demonstration project is a big part
of getting closer to a modern accessible European
transportation system, said Bracewell.
The system will fill the gap between the regular
bus system and the regional railway.
It will also help get
out of their cars. Its time again for Vancouver to
get into the regional streetcar business.
The City of Vancouver announced recently that
it has signed an agreement with Bombardier
Transportation to showcase a modern streetcar during the
Vancouver 2010 Winter Games.
Under the agreement,
will bring two streetcars from Brussels,
Belgium, in order to connect Granville Island to the
Canada Line Olympic Village Station.
It will replace the single-track line between
Granville Island and the 2nd Avenue Canada Line
Station, to allow the continued
operation of the
Downtown Heritage Railway. Earlier this year Vancouver
city council threw their support behind the project,
estimated to cost $8.5 million. Council also requested that
the planning include integration with a possible future
streetcar rou te along the Arbutus corridor.
Council approved awarding a contract to Hatch
Mott Macdonald (HMM) to provide professional
engineering services for preliminary engineering and
design. We have a consultant helping us with Phase
of the project and we have retained them to get the
demonstration project completed, explained Bracewell.
They have done the detailed design and will help to the
of the project, which includes construction and
project management.
According to a report
presented to Council in
HMM has been completing professional services
related to both the Phase
Zero preliminary engineering
for the Downtown Streetcar and the reinstatement
of the
Downtown Historic Railway service on 1st Avenue in
Southeast False Creek.
The work to date has focused on
minimizing construction costs, addressing design issues
and safeguarding the streetcar alignment for modern
and track infrastructure. .
order to ensure that design and constructIOn
of the infrastructure is ready for the Olympics, staff
recommended extending
and amending the existing
professional engineering services contract to
completion of detailed design and constructIOn
of the track infrastructure upgrades. After
Photo Ian Smith
the Olympics, the streetcar system could be expanded to
run from False
Creek to Stanley Park, as well as along
Pacific Boulevard
or even along the Arbutus corridor.
dont know when this might happen, but
ultimately the city would realize a project with a cost
about $100 million, said Bracewell. TransLink would
own and
operate the system and they would need to be
involved in
pu tting together a funding package. We would
also need federal government funding. Bombardier will
operate and maintain the vehicles between January 21
and March 21, 2010. (Daily Commercial News)
Airport train link nears for Montreal
A dedicated train link in Montreal between the
airport and downtown has been talked about for years,
but concern about the environment
is whats going to
make the project finally happen, airport boss James
Cherry has predicted. All the agencies involved agree a
shuttle train
is needed to serve Pierre Elliott TIudeau
In terna tional Airport,
but its really the need to provide more efficient
mass transit, so West Island commuters will leave their
cars at home, that probably will seal the deal, said Cherry,
president and
CEO of Aeroports de Montreal.
Although it
is premature to talk of any dates,
Cherry says, it couldnt happen soon enough. CN and
CPR tracks are already in almost constant use, mostly for
so there must be a new passenger train corridor to
be shared
by Aeroports de Montreal, the Metropolitan
Transportation Agency, which runs commuter trains, and
Via Rail.
Building such a line would cost $250 million to
$400M, but would be a viable investment if it
is shared by
all three agencies, Cherry said. The good news is that,
though the funding
is not committed, all agree its a good
idea. Studies on the traffic potential, cost and a financial
structure for the dedicated line
are under way and are
expected to be made public in the fall, Cherry said.
Cherry said hed like to see a light train to shuttle
passengers to and from the airport every 20
or 30 minutes.
Such a shuttle would consist
of two to four cars, he said.
His preference
is for it to depart from Central Station.
Many travellers complain about long delays in reaching or
leaving the airport. (Montreal
Ottawa proposes light-rail plan for downtown
transit network
The city of Ottawa, Ontarios transit and
transportation committees obtained a staff
recommendation for a new downtown rapid-transit
network -the first step toward converting the citys
transit system into light rail as the population grows,
transit ridership increases and funding becomes
The recommendation calls for constructing a
tunnel through the downtown core and converting an
existing bus rapid-transit system to a double-tracked,
electrified light-rail corridor between the Baseline and
Blair stations. In addition, the O-Train rail bed would be
upgraded to accommodate a double-tracked light-rail
system and extended south to Bowesville, with a link to
Ottawa Macdonald-Cartier International Airport.
The remainder of the network would involve the
of the East/West Transitway to provide
passengers access to rail and bus transfers at
six stations.
(Progressive Railroading On-line)
GO to improve Milton service
It will be three years before the Milton GO line
sees all-day, two-way service. Ditto on an east-end service
expansion from Oshawa to Bowmanville.
But the
improvements are a giant step forward for the Milton line,
which carried about 6.3 million people last year, said
Bob Delaney (Mississauga-Streetsville), who rides the
service from the Streetsville station to Queens Park.
The line had two tracks way back when these
railway carriages were made
of hand-rubbed wood and
by steam-run locomotives, he told reporters at a
trackside news conference at his home station recently.
The expansion that is likely to add 1.2 million trips
annually cant come soon enough for commuters, but at
least the
GO projects wont be held up by red tape, thanks
to a shortened six-month environmental assessment
process for new transit projects, said municipal and
provincial politicians. Touting the new rules as long
overdue, Mississauga Mayor Hazel McCallion said
residents are fed up with waiting for
better transit. Its
time we shortened the procedure, cut
out the red tape and
got on with the job.
People want the job to happen. They want the
service to be improved, she said.
The GO improvements
are among 52 projects covered by the provinces $11.5
billion MoveOntario 2020 plan.
The federal government
still has not committed to paying an extra $6B
share of
that plan. The transit projects are expected to generate
800 million new trips a year and reduce car trips in the
by about 300 million, according to Queens Park.
(Toron to Star)
Alberta Government Green program to provide $2
billion for public transit
The Alberta government recently announced a
$4 billion climate change action plan designed to cut
greenhouse gas emissions in half
by 2050. The plan
includes $2 billion to fund public transit improvements
and expansions.
Under the Green Transit Incentives Program, or
Green TRIP, the government will provide $2 billion to
municipalities, regional entities, non-profit organizations
and private-sector groups for various initiatives, such as
purchasing transit vehicles, extending existing or adding
new transit service, acquiring transit corridors, planning
transit-oriented development projects, and constructing
regional transit terminals and facilities.
Funds will be allocated on a project-specific
basis, with no per-capita formula.
The programs aim is to
generate creativity and innovation, and to fund projects
that will significantly reduce
the number of vehicles on
roads, according to the government.
Green TRIP is separate from the Public Transit
Trust Fund established earlier this year.
(Progressive Railroading)
Canadian Government grants $100 million to
Toronto Transit Commission
The Toronto Transit Commission (TTC)
recently received a $100 million grant from the Canadian
government –
one of the largest one-time federal
reimbursements of public transit funding, according to a
prepared statement.
TIC will use the proceeds to purchase 78 subway
cars and 212 hybrid buses.
The installment is part of an overall $350 million
federal funding
commitment to the agency through the
Canada Strategic Infrastructure Fund.
The funds will
TIC improve subway tracks and tunnels, escalators,
elevators, fire ventilation
and radio systems, as well as
repair or replace streetcar infrastructure (Progressive
eN adds track geometry vehicle to rail inspection
equipment arsenal
A new track geometry vehicle is moving across
CNs lines to electronically inspect track curvature and
alignment. CN recently took delivery of the self-propelled
vehicle, which was produced
by Gateway Rail Services
and features a geometry system developed by
Part of CNs 1bck Evaluation System, or TEST,
thats designed to gather continuous, real-time track
condition reports, the vehicle uses high-speed cameras
and optical recognition software to detect possible flaws
in joint bars that connect rail sections.
Last year,
CN conducted geometric testing of
about 65,000 miles of track, up 35 percent compared with
track miles. This year, CN plans to boost testing
15 percent to 75,000 track miles. The acquisition of the
new vehicle will permit us to increase the
amount of in­
house mainline track-geometry testing across our
network, said CN Chief Safety and Transportation
Officer Paul Miller in a prepared statement.
CN also employs contractors who operate
vehicles with ultrasonic technology to detect internal rail
defects that normally
cant be found visually during
routine track inspections. This year,
CN plans to perform
ultrasonic tests on about 145,000 track miles -double
the track miles from five years ago. (Progressive
Railroading On-line)
CN taps Wi-Tronix for Distributed Braking Car
Wi-Tronix®, LLC said Tuesday that CN is
deploying Wi-Tronixs remote monitoring equipment on
CNs fleet
of Distributed Braking Cars. CN hopes to use
the upgrade to run longer trains in the winter months
from Winnipeg to Edmonton.
The Distributed Braking
Cars are placed at the end
of trains to maintain airbrake
pipe pressure at a certain operational level.
The Wi­
Ttonix system provides CN with GPS asset tracking, as
well as information
on fuel levels, refuel alerts, engine
monitoring, main reservoir pressure reporting, battery
voltage, and alarm reporting. (Railway Age)
CN launches Eastern Quebec-to-Western Canada
intermodal service
CN is rolling out a new intermodal service
tailored for forest products producers serving key
markets in Ontario and western Canada.
CN will provide the service between the Eastern
Quebec region, Toronto and Western Canada, with daily
service to Toronto; Winnipeg, Manitoba;
Edmonton and
Calgary, Alberta; and Vancouver, British Columbia.
selvice will appeal to shippers of heavy products that can
load 60,000 pounds
offreight into a 40-foot container, CN
We believe
there is strong interest in this
intermodal option in
the Quebec City area and beyond,
said CN Senior Vice President
of Sales Stan Jablonski in a
prepared statement. The selvice will reduce wear and
tear on long-distance truck fleets and extend the
environmental benefits
of rail to a new group of shippers.
(Progressive Railroading On-line)
CN notes intermodal business boost from ongoing
container train service, new Chicago grain terminal
After six months in operation, CNs container
train service between Prince Rupert, British Columbia,
and the U.S. Midwest
is meeting expectations.
CN is providing fifth-morning container
availability in Chicago and sixth-morning availability in
Memphis, Tenn. In addition, the railroad recently opened
a new $6 million grain distribution center in Chicago that
enables CN to containerize export grain for overseas
in what otherwise would be empty containers,
said Executive Vice President
of Sales and Marketing
James Foote in a
prepared statement. The terminal can
handle grain, corn, soybeans, distillers dried grains and
other dry grain products.
The railroad offers intermodal service from the
Chicago facility to
the ports of Prince Rupert; Vancouver,
B.C.; Montreal; Halifax, Nova Scotia; and New Orleans.
This new Chicago facility will add critical mass
our backhaul traffic capabilities for export markets in
Asia, said Foote. (Progressive Railroading On-line)
Projet de terminal intermodal it Levis (Charny)
Le CN est pret a aller de Iavant avec ce projet qui
necessiterait des investissements mineurs a ses
installations de Levis pour permettre Iintermodalite
entre Ie camion, Ie train et Ie bateau pour les destinations
Un terminal intermodal desservant les
entreprises des regions de la Chaudiere-Appalaches, de la
Capitale-N a tionale
et du Bas-Saint -La uren t pourrai t voir
jour a la gare Joffre du CN dans larrondissement
Charnya Levis.
Pour que Ie projet se realise,
Ie CN doit esperer
realiser au moins 10 000 mouvements de reception
dexpedition par annee. Une cible atteignable, soutient
PME Chaudiere-Appalaches. A partir
de donnees initiales recueillies aupres dentreprises
exportatrices de son territoire, Iagence de
developpement economique a deja identifie un potentiel
de 6 000 mouvements
par an nee.
Pour avoir une bonne idee du bassin
dutilisateurs et du nombre de mouvements de reception
et dexpedition estimes, Developpement PME
entreprendra, ces prochains jours, une enquete au pres de
300 entreprises des regions de la Chaudiere-Appalaches
de la Capitale-Nationale (100) et du Bas-Saint­
Laurent (30). Bon pour les entreprises Directrice
par interim de Developpement PME, Helene
Latulippe indique quil y a deja plus de six mois que
Iorganisme planche
sur Ie projet en collaboration avec Ie
Gerer une entreprise, aujourdhui, <;a coGte
Dans la foulee de Iaugmentation du prix du petrole,
nous avons decide de nous attaquer a la reduction des
couts de transport
en misant sur lintermodalite entre les
moyens de transport», explique-t-elle.
Pour les distances
depassant plus de 700 kilometres,
Ie transport intermodal
(camion-train-camion) est plus avantageux
que Ie
camionnage, estime Iagence de developpement
economique. «Pour une tonne-kilometre transportee, Ie
cout de transport ferroviaire est deux fois moins cher que
pour les entreprises, <;a peut representer
une reduction de couts non negligeable entre 50 $ a 100 $
par voyage pour aller a Toronto; de 600 $ a 800 $ pour se
rendre dans la region de Chicago et jusqua 2000 $ de
pour transporter ses produits dans IOuest
canadien et en Californie.
De lavis de Developpement PME, lavenement
dun terminal intermodal pourrait permettre a la zone
economique des regions de la Capitale-N ationale
et de la
Chaudiere-Appalaches de redevenir un point dorigine et
de destination maritime -titre
echappe depuis que
Quebec a perdu les selvices du CP Navigation -et de
benMicier des memes taux offerts a
Montreal et a Toronto
par les compagnies maritimes pour Ie transport de
II pourrait sensuivre un accroissement des
activites au
port de Quebec», fait remarquer Helene
Latulippe. Bon pour Ienvironnement en utilisant
davantage Ie train et Ie bateau, les entreprises
donneraient un coup de pouce a lenvironnement grace a
une reduction des emissions des gaz a effet de serre.
«Faire 250 kilometres
jusqua Montreal par
camion genere autant de pollution que daller jusqua
par train», note Developpement PME, en
soulignant que
Ie transport intermodal representait des
economies au chapitre de lentretien des routes
Iensemble de la collectivite. «II est bien documente que Ie
passage dun cam ion semi-remorque a pleine charge sur
une portion dautoroute equivaut au passage de 40 000
automobiles.» (Le Soleil Quebec)
CPR steam crew restoring F-unit to service
Canadian Pacific Railways steam excursion crew
is restoring a stored FP9A to service to operate with 4-6-4
The unit was part of an A-B-A set of Fs CPR
acquired from the Nebkota Railway and was used for
several years on the Royal
Canadian Pacific and business
trains. After a few years
of operation FP7 1400 was
withdrawn from service and used for parts, while F9B
1900 and FP9A
1401 were stored as they needed
Rather than repair the units CPR acquired a
of ex-VIA / CN FP9As from Ohio Central that are
now used on specials.
When Empress 2816 hits the road it often takes a
diesel along
as backup power. Rather than use a unit from
the freight pool, the steam crew decided to use an existing
unit and restore 1401 to service at minimal expense.
locomotive was built for CN in July 1958 as 6541 and was
transferred to
VIA with the same number. After VIA
retired its F-unit fleet, the engine was sold to Nebraskas
Nebkota Railway, which
renumbered it 54 along with ex­
CN F9B 6612 (Nebkota 66) and ex-CPR FP7A 1400
(Nebkota 55).
CPR purchased the three units in 1998 for
the Royal Canadian Pacific luxury train and renumbered
the units 1401-1900-1400 respectively. (Trains Newswire)
CPR to test two GenSet locomotives
Canadian Pacific Railway has ordered two
National Railway Equipment Company GenSet
locomotives and will test the two environmentally friendly
locomotives in southern Ontario. Instead
of one 2,100
horsepower diesel engine the GenSets utilize three
independent diesel engines to achieve the same amount
of total horsepower. Overall, the technology aims to
achieve significant fuel savings, low emissions and longer
engine life.
The purchase was made possible through
Transport Canadas
ecoFREIGHT Program, CPR
Executive Vice-President and Chief Operating Officer
Kathryn McQuade said in a news release.
We commend
Minister Cannon and his colleagues for helping
improve the environment in the communities we serve,
McQuade says. The Government of Canadas
ecoFREIGHT program helps us test and prove
innovative products sooner. (Trains Newswire)
Southern Railway ofBC
has big shipping ideas
If the Southern Railway of British Columbia,
which hauls freight throughout the Lower Mainland and
Fraser Valley, has its way all communities south
of the
Fraser River
will breathe cleaner air and will enjoy
reduced traffic congestion. Southern Railways new
president, 41-year-old Frank Butzelaar, outlined his
vision recently at a transportation forum sponsored
by the
Surrey Board
of Trade.
Southern Railway is a short line operator and has
about 200 kilometres
of track locally, including about 100
of mainline rail running from Annacis Island
to Chilliwack.
It also connects with the major carriers,
CPR and CN. Because of his railways access to
the rail corridor at Roberts Bank, Butzelaar sees an
opportunity to change the way many bulk commodities
such as lumber, sulphur
or potash are exported through
Deltaport. Many
of these containerized commodities are
now transported to Deltaport on diesel trucks. Butzelaar
envisions a shuttle rail service through which bulk
commodities from
other parts of BC and the rest of
Canada are collected at a container-stuffing transfer
terminal located somewhere up the Fraser Valley, then
by Southern Railway to Deltaport for export
In these days of $117 per barrel oil, a railway is
34 times more fuel efficient as a truck and generates
significantly less greenhouse gases,
he says. No, he says,
his plan wont eliminate trucks at DeJtaport
but it will
reduce their trips significantly. Theres already enough
shipping business to justify Southern carrying 100
containers per day in one unit train five days a week.
since a truck carries just one container, the Southern
shuttle would effectively eliminate 26,000 truck trips
annually at Deltaport.
The local benefits are clear, he told the forum.
There will be less traffic congestion, less wear on the
roads, fewer traffic accidents and decreased emissions.
And while rail crossings are a significant problem in the
region, grade separation projects are already
under way.
Southern Railway is actively looking for investment
partners to make the shuttle service
happen and the
is also talking to municipalities throughout the
region about acquiring industrial land for a transfer
terminal. (Vancouver Province)
Torch River Rail becomes Canadas newest short
Last week, a new short line launched operations
in Saskatchewan, Canada. Torch River Rail Inc. began to
move trains between Nipawin and Choiceland.
The Nipawin Region Economic Development
Department formed the short line earlier this year
through a cooperative effort with the cities
of Nipawin,
Choiceland and White Fox, and a number of
Torch River Rail purchased a 30-mile line from
Canadian Pacific Railway in December 2007.
(Progressive Railroading On-line)
BACK COVER TOP: Canadian National Railways first colour schemes for post-war diesels were differentiated between freight and
passenger units (see bottom photo on page 242). The passenger paint scheme was introduced
in 1955 for diesels purchased to
power the new Super Continental and other name trains. The black band on the side was to match the colour scheme chosen for
the order of new lightweight passenger equipment ordered (359 cars from Canadian Car and Pullman). The logo on the nose of
the passenger units was positioned lower, permitting more of a V-shape on the upper stripes.
By 1955 (when this photo was taken)
the maple leaf logo had become standard, other logos fell into disuse.
On September 7,1957, the 6530 headed up the Montreal
to Toronto afternoon Pool Train
# 15. Having left Canadian Pacifics Windsor Station, the train is on the interchange crossover track
to the CNR at Dorval, Quebec and
it will complete its run to Toronto on CNR rails. Ronald Ritchie # 2837, caption information
Lorne Perry
BACK COVER BOTTOM: Extra 1800 North switching at Middleton, Nova Scotia around noon on Friday, June
1, 1973. The
Middleton Subdivision was 66.9 miles long with Middleton at mile 53.2.
It was a further 1 .2 miles from Bridgewater Junction into the
yard at Bridgewater. The switching set out some empty chip-hoppers that were being returned empty to pOints on the Dominion
Atlantic after having made the trip to the Bowater Mersey
Millon CNs Chester Subdivision in Liverpool. The train was enroute from
its home terminal
in Bridgewater to Bridgetown home of Acadian Distillers, another significant source of revenue. The light-rail of
the Middleton Sub mandated the use of A 1 A-trucked units including the 1700 series RSC-13s and the RSC-24s. These latter
units weighted just over 119 Tons when loaded. At this time the three remaining RSC-24s were often found
in Bridgewater and
were regularly used on the line to Bridgetown. Prior to 1968 diesels on this line featured the 1600-29 series of
CN H-12-64s built to
FM designs at the Canadian Locomotive Company in Kingston, Ontario. Bill Linley
COUVERTURE ARRIERE-HAUT : La livree peinte par Ie CN sur ses locomotives diesel dapres-guerre etait differente pour les
services du fret et des passagers (page
242, photo du bas). Celie du service des passagers commenqa en 1955 sur les loco­
motives diesel utilisees sur
Ie nouveau train Super Continental ainsi que sur dautres convois de prestige, la rayure noire sur Ie
flanc devait ete semblable a celie peinte sur les nouveaux wagons legers qui avaient ete commandes (359 wagons chez Cana­
dian Car et Pullman). Le logo applique
a iavant de la locomotive etait situe plus bas afin daccentuer la forme du V des rayures
En 1955, seulle logo avec une feuille derable etait utilise, les autres logos ne ietaient plus.Le 7 septembre 1957, la
6530 etait en tete du train commun CN/CP no 15 entre Montreal et Toronto. Ce train venait de quitter la Gare Windsor a Montreal
a laisser les voies du CP a iechangeur de Dorval, au Quebec, pour continuer vers Toronto sur les voies du CN.
Photo: Ronald Ritchie no 2837, information foumie par Lome Perry.
COUVERTURE ARRIERE, BAS DE LA PAGE: LExtra 1800 Nord manceuvrant a Middleton, en Nouvelle-Ecosse, vers midi, Ie
vendredi 1er juin 1973. La subdivision Middleton avait 66,9 milles (107,6 km) de long, Middleton etant a la borne 53,2 (85,6 km).
a une distance de 1,2 mille (1,9 km) de lajonction Bridgewater dans la cour de Bridgewater. Des wagons tremies vides de
leurs chargements de copeaux etaient achemines vers
la Dominion Atlantic apres avoir fait Ie parcours jusquau moulin Bowater
a Liverpool, sur la subdivision Chester du CN. Le train en provenance du terminal Bridgewater etait en route vers
Bridgetown, ou se trouvait IAcadian Distillers, un autre client important. Le rail leger de
la subdivision Middleton imposait
iutilisation des locomotives RSC-13 et RSC-24 de
la serie 1700 avec leurs bogies a configuration A 1 A. Ces trains, lorsque
charges, avaient
un poids dun peu plus de 119 tonnes (120,9 tonnes metriques). A cette epoque, les trois RSC-24 subsistantes
etaient souvent vues
a Bridgewater, sur la ligne de Bridgetown. Avant iarrivee des diesels de 1968 sur cette ligne, on utilisait des
locomotives H-12-64, des
FM de la serie 1600-1629 du CN, construites par la Canadian Locomotive Company de Kingston, en
Ontario. Bill Linley

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