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Canadian Rail 311 1977

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Canadian Rail 311 1977

Canadian Rail
No. 311
An electric suburban train
of the New South Wales
railway system southbound
across the famed Sydney Harbour
bridge, ~eading for
Sydneys main railway
station on January. 7, 1976. The
intermixing of single
and double decker cars is
typical of this operation,
as is the policy of running
with car doors open during
the summer months in order
to provide better ventila­
tion. The harbour bridge
carries extensive rail
traffic bound for Sydneys
northern suburbs.
Three Melbourne trams of
class W2 are depicted in
this view taken January 7,
1976. Car 601 (foreground)
was built in 1930, while
cars 323 (centre) and 418 (
rear) were built in 1925 and
1927 respectively, and were
formerly of class W
before being converted to
W2 about 1930. Since the
1920s cars of this design
have been the mainstay of
the Melbourne fleet, and
many are still in daily
service after more than
half a century of continual
us e.
15511 0006 -4675
Published monthly by The Canadian
Railroad Historical Association
P.O. Box 22, Station B Montreal
Quebec Canada H3B 3J5
EDITOR: M. Peter Murphy
LAYOUT: Michel Paulet
L. M. Unwin, Secretary
1727 23rd Ave. N.W., Calgary Alberta
T2M lV6
D. E. Stoltz, Secretary
P. O. Box 141, Station A, Ottawa, Ontario
K1N 8Vl
R. Keillor, Secretary
P. O. Box 1006, Station A, Vancouver
British Columbia V6C 2Pl
C. K. Hatcher, Secretary
P. O. Box 6102, Station C, Edmonton
Al berta T5B 2NO
J. C. Kyle, Secretary
P. O. Box 5849, Terminal A, Toronto Ontario
M5W lP3
R. Ballard, Sr., Secretary
300 Cabana Road East, Windsor,
Ontario N9G lA2

Mike Riedel
n~emantle shii.on, a
setting., -was the end
,is th.e .port for the 1
g:aug~ tra i 0 sendc-e
Kilometre.away is the
unti l the foas.t of Af
.. – .-.. ~.~.~
. ~~ .•
Where in the world can one: Ride a first class stain­
less steel passenger train sporting individual showers 1n each
bedroom? Ride a subway, connected with a main line railway, where
the car doors are routinely left open when running? Visit a city
with more than six hundred street cars in service, varying in age from one month
to 56 years? Ride a mixed train as one means of
entering this nations capital city? Observe three different
track gauges still in regular use? Travel continuously for 478
Km. (297 miles) without a single curve?
If you
c51~~(s t ion sis , of
,.,it,;t-tje n t 0 r Do~1n
;;.:;1)(6i~ i nteres t i ng
,,.;.-Ji}i§!!1 to ex p lore . have
not guessed by now, the answer to all these
course, Australia, also known as the Fifth Con­
Under, ,and the location tif surely some of the
and diversified railways a rail fan could possibly
.. :~ , >:~~~4;i.
This narrative deals with the explorations of two
Canadian railfans flying in from around the world in opposite
directions and meeting by prearrangement in Sydney as the start
of a fifteen day rail expedition.
In 1975, the Railways of Australia introduced the
Austrail Pass by which a non-resident of that country may obtain
unlimited first class rail travel for a given period of time at a
greatly reduced rate. Accordingly, we each provided ourselves
with a 14-day Austrail Pass (available from Cooks travel agency)
costing $70.00 Australian (about $91.00 Canadian) each, and de­
cided that we would start for Asutralia on January 2, 1976. Hence,
both of us left our respective jobs on that date, Fred flying from
Montreal via Vancouver, Tahiti and Fiji, while Mike flew from Bremen, Germany
via Frankfurt, Bahrain and Singapore. Both of us
arrived in Sydney within four hours of each other in the midst of
the Australian summer, a great contrast to the frigid Northern­
hemisphere winter we had just left.
After suitably adjusting to the ten-hour jet lag, and
depositing our excess baggage with Freds cousin Heather, our
first priority was to attempt to book space on the Indian
Pacific, Australias crack transcontinental train, departing
from Sydney four times weekly for Perth, 3961 Km. (2461 miles)
and 66 hours away. Having heard that one must book at least six
months ahead to be guaranteed space in this peak travel season,
we were highly skeptical as we approached the ticket office in
Sydneys Central station. However, to our surprise we were able
to obtain a Twinette (double bedroom) from Sydney to Perth for
January 8, only three days later!
A cut-away model of a roomette car used on the Southern Aurora.
the all-sleeper train between Sydney and Melbourne. Of special
interest is the zig-zag corridor arrangement which allows more
efficient utilization of space and makes the roomette more com­
fortable. However. the shape of the corridor necessitates a lit­
tle more care when walking through the train.
The Southern Aurora at Melbournes Spencer Street Station on
January 7, 1976, ready to depart on the overnight run to Sydney.
The train has been preceded by tIle Spirit of Progress which
leaves from the same track one hour before. Victorian Railways
locomotive S309 will take the Aurora as far as the New South
Wales border, where a locomotive of the N.S.W. railway will take
over for the rest of the trip.
A train of electric suburban cars running at full speed through
the outskirts of Melbourne on the morning of January 7, 1976. As
in Sydney, summer operation with doors open is usual. The Red
rattlers which, despite their age, appear in excellent condition,
show a curious blend of North American and British construction.
The buffers give a somewhat European look to the train, so dif­
ferent from modern long-distance trains such as the Southern
Aurora .
What could be done during these intervening three days?
First, of course, was a ride on Sydneys underground railway sys­
tem (subway) which is operated by the Hew South Wales Railways.
This system connects with and is compatible with the main-line
railways serving Sydneys outlying districts. Here, the custom
is for tickets to be collected upon exiting, however a little
fast talking permitted us to keep these as souvenirs. During the
remainder of the day we inspected the terminals and part of the
railway yards, and then sought locations for photographing a few
of the numerous passenger trains in motion. Unquestionably, one
of the best vantage points was from the sidewalk of the world­
famous Sydney Harbour Bridge, where an almost continual flow of
suburban passenger trains affords many opportunities to photograph
the varied types of equipment. This ranges all the way from half­
century-old wooden cars (since retired following a bad wreck) to
modern stainless-steel by-levels.
Having seen a portion of what Sydney had to offer, we
then boarded the Southern Aurora bound for Melbourne. This all­
stainless-steel sleeping car train was introduced in 1962 when a
standard-gauge 1435 mm. (48,) line was built into Melbourne to
allow a through run from Sydney, eliminating the change of gauge
at Albury which had required passengers to change trains in the
middle of the night ever since the lines of New South Wales and
Victoria first met in June, l8H3. The state of Victoria, of which Melbourne
is the capital, uses a gauge of 1600 mm. (53), which
of course is incompatable with the standard gauge used in New
South Wales. Overnight service between Sydney and Melbourne is
provided by the Southern Aurora and the Spirit of Progress,
the latter carrying coaches as well as sleepers and departing an
hour before the Aurora.
Upon arrival in Melbournes Spencer Street station, we
set out to see the city. Melbourne is the only city in the South­
ern hemisphere to have retained its extensive tram network vir­
tually intact, and, of course, a ride on some of these cars was
an obvious must. Melbournes electric tram system dates only
from 1906, as previously service was provided by cable cars which ran
on a 73 Km. (46 mile) system. However, the early electric
cars supplimented but did not replace cable cars, and cable cars
were built as late as 1924: Some cable car operation survived
until 1940, when the last line was replaced by buses. Surpris­
fngly enough, however, 15 years later, this bus line was itself
replaced by electric street cars: One grip car and trailer car
No.1 (the latter built by John Stephenson Co. of New York in
1885) have b~en preserved and are on display in downtown Mel­
bourne, as reminders of the almost 1200 cable cars that once ran
through that citys streets.
Despite the fact that the main-line Victorian railways
are broad gauge, the Melbourne trams are standard gauge. There
are more than 600 trams in service, all double-ended two-man cars.
The oldest date back to 1921, while the newest were still being
delivered in 1976. All but the most recent lot are painted green
with cream trim, and carry numbers between 101 and 1041. The new
cars are orange and cream, and numbered from 1 upwards. At the
time of our visit the numbers had reached the 20s, but eventual­
ly there will be 100 of this new design which will replace the
oldest trams now in service.
Until recently, the newest Melbourne trams were those of class
W7. Here we see No. 1029 which was built in 1955. These cars
are fitted with resiliant wheels, helical gears, sound-proofed
bodies and upholstered seats.
Certainly no trip to Melbourne could be considered com­
plete without a ride from Flinders Street station (one of the
busiest in the hemisphere) to Port Melbourne. This line, built
in 1854, was the first railway in Australia to be completed.
Service is provided by ancient electric suburban trains, some
dating back as far as 1906, and popularly kno~1n as the red
rattlers. Upon arrival at Port Melbourne, the most southerly
point reached on the trip, the return to Melbourne was made on
the tram line whose terminus is about 1 Km. from the railway
The return trip to Sydney was also made on the Southern
Aurora. This train and the Spirit of Progress both leave from
the same track, the Aurora backing into the station right after
the Spirit leaves. The dining car on the Aurora is opened an
hour before departure for the use of people seeing off passengers
on the train.
Upon arrival in Sydney next morning, preparation was
made for the 10ng-al-laited trip to Perth 011 the Indian Pacific.
This train, named for the two oceans between which it travels, is
all sleeping car accomodation, and the cost of meals is included
in the price of the berth, the latter cost not being covered by
the Austrail Pass. The rail journey from Sydney to Perth had been
possible since the completion of the Trans Australian rail­
way in 1917. However, it was only in 1970 that the last non­
standard-gauge 1 inks in the transcontinental 1 ine were replaced
by standard gauge, thus permitting an unbroken train trip from Sydney
to Perth, at which time the Indian Pacific was inaugur­
ated. The consist of the Indian Pacific is usually about twelve
cars, of stainless-steel construction, placed in service at the
time of the inauguration of the train. Motive power is provided
by the state railways of New South Wales and South Australia
during the trip through these respective states. However, between
Port Augusta (South Austral ia) and Kalgoorl ie (Western
Australia) locomotives of the Australian National Railways (for­
merly Commonwealth Railways) are used. At Kalgoorlie, the train
passes unto the Western Australian Railways for the run into
Perth on standard-gauge tracks throuyh a predominantly narrow­
gauge system.
The latest generation of trams in Melbourne is exemplified by 110.
11. This car, built in 1975, is one of one hundred which will
eventually go into service to replace the older units. These cars
have many features developed with the P.C.C. cars, but it is in~
teresting that the car layout is of the Peter Witt design, and
they still require a two~man crew.
At 3:15 P.M. on the afternoon of Thursday, January 8,
we departed on the transcontinental journey. Upon leaving
Sydney, the train climbs into the Blue Mountains, and little more
than two hours, and 138 Km. (86 miles), later reaches the highest
point on the entire line, 1092 M. (3583 ft.) above sea level.
After crossing the continental divide there was a brief stop at
Bathurst, a divisional point. Here we saw a steam locomotive
which had formerly been driven by J.B. Chiefley, a locomotive
engineer who later became Prime Minister of Australia. During
the night the train passed into the Outback country of New South
Wales, and the next morning reached the mining city of Broken
Hill, a divisional point, where the timepieces are set back half
an hour. Four hours later, at P~terborough, South Australia, a
broad gauge track provides a connection to Adelaide, the capital
of this state. The next highlight of the trip proved to be the
crossing of Crystal Brook. The train made use of the old bridge
which had been condemned upon completion of a new reinforced
concrete span. However, the collapse of the new bridge compelled
the railway to revert to the former span which fortunately had
not yet been demolished!
A major stop was made at Port Pirie, 1522 Km. (946 miles)
~from Sydney. Here our train is consolidated with the daily Trans
~Australian which runs between Port Pirie and Perth. Here also,
::.;;p:lf;ssengers board from the broad-gauge connection from Adelaide • ..
Wh~ nth e com bin e d I n d ian Pac if i c and T ran s A u s t r ali an d epa r ted
from Port Pirie it was twenty-four cars long! 92 Km. (57 miles)
beyond Port Pirie is Port Augusta where the Australian Nati,onal
Railways line begins. Port Augusta is the point from which the
twice-weekly train named The Ghan heads north to Alice Springs
in the remote interior of the continent. Time, unfortunately,
did not permit us to take this fascinating ride which is on
standard-gauge track as far as Marree, and narrow-gauge between Marree and
Alice Springs.
For nearly twenty-seven hours after the Indian Pacific
leaves Port Augusta it traverses a 1690 Km. (1050 mile) stretch of
track through some of the most desolate scenery imaginable. In
this entire distance, not one permanent stream is crossed, and one
section, 478 Km. (297 miles) long, is the longest straight stretch
of track in the world! In fact, the few railway hamlets are so
isolated that all supplies must be brought in by the weekly tea
and sugar train. The monotony was relieved only by a brief stop
at Cook, sometimes known as the queen city of the Nullarbor, a
tiny railway settlement and divisional point in the midst of the
Long Straight. Here the train is serviced, and we set our
watches back another one-and-a-half hours. During most of the
day we continue crossing the Nullarbor Plain (from the Latin
meaning no tree), an almost perfectly level limestone plain
extending 676 Km. (420 miles). Late in the afternoon, trees
begin to appear in ever-increasing numbers, and soon we cross
the first bridge since leaving Port Augusta, the previous day.
This was, however, a temporary span built to cross the raging
torrent caused by the southward flow of the rainwater left in

Locomotive eL15 of the Australian National Railways has just
coupled on to the Indian Pacific at Port Pirie on January 9,
1976. For the next 27 hours this single locomotive will haul the
twenty-four car train across the Australian desert including the
Nullarbor plain. In the entire distance there are no significant
grades which accounts for the great hauling capacity of the

At Killgoorlie ~n Wes,tE)rn Aostral ja, the t:hre.e car PrQspecto,r
waits to,begin ,its, run to Perth. This streamlined train, the
fastest in Austrana:. prc;>vides daily .service, between these two·, in. addi~ion to· the overnigh.t Trans Aus.tral.ian,.
the wake of the same cyclone which devastated the city of Darwin
on Christmas, 1974. This flow of water had now disappeared frorn
view, but had still not reached the ocean, and the erosion of the
land will be visable for many years. At 7:55 P.M. on January 10,
only ten minutes late, the Indian Pacific reached the rails
of the Western Australian system at the gold mining town of Kal­
Kalgoorlie, now a city of 22,000, sprung up following
the discovery of gold in the region (now called the Golden Mile)
in 1893. It still sports a definite frontier character, and the
numerous, well built, stone structures of the 1890s attest to
the fortunes made here. While the Indian Pacific makes the run
between Kalgoor1ie and Perth by night, there is also a train,
appropriately called The Prospector, which runs by day between
these cities, and is the fastest train in Australia. The following
mornning found us running through the outskirts of Perth, and at
7:00 A.M., exactly on time, the train arrived at the modern Perth
Terminal. This terminal, a standard-gauge station, is situated
some distance from the city centre, and is not to be confused with
the nineteenth century downtown Perth station which serves narrow­
gauge, 1067 mm. (36) trains exclusively. It was from the latter
that we took the suburban train to Fremant1e, Perths harbour on
the Indian Ocean, and the most westerly point on our trip. We
then returned to Perth, proceded to the Indian Pacific terminal,
and then, one hour before the train departed, had the incredible
good fortune to secure a double bedroom on the Eastbound I.P.
for that very night~
Returning, we retraced our steps as far as Port Pirie,
and then transferred to the broad-gauge train to Adelaide, the ca­
pital of South Australia. Upon arriving in Adelaide, we noticed
a ~onvenient highway overpass, and from this rail fans vantage
point we observed not only a main-line railway operation, but also
the very extensive suburban service. Among the latter were still
in service a number of ancient open-platform wooden coaches of late
nineteenth century vintage, which have since been retired from reg­
ular service. Having observed the railway operation, we then pro­
ceded to Victoria Square, the terminus of the Glenelg tram, Ade­
laides only remaining street car line. This standard-gauge line,
considered to be Australias only interurban, runs for 10.9 Km.
(6 3/4 miles) to the town of Glenelg, situated on the shore of the
Great Australian Bight. The most prominent feature of this line
is a railway overpass which Montreal readers would find very fami­
liar as it is similar to the old Decarie overpass on the Cartier­
ville line.
Next stop on the agenda was to be Canberra, which trip
involved an overnight journey on the broad-gauge Overland to
Melbourne, and thence to Canberra, Australias capital city. How­
ever, due to a wreck on the line, the train was delayed six hours,
with the result that we missed the connection at Melbourne and had
The combined Indian Pacific -Trans Australian at the city
of Ka1goorlie in the gold mining region of Western Australia.
The front twelve cars are those of the Indian Pacific while
the rear twelve (starting with the baggage car ahead of the two
painted cars) belong to the Trans Australian. The train de­
picted is eastbound on the morning of January 12, 1976. The
stainless-steel cars are built by Commonwealth Engineering in
Australia under licence from the Budd company.
y old wooden suburban cars is seen at Adelaide on
176. These cars, sporting such nineteenth-century
len platforms, spoked wheels, small windows, board­
ies, and clerestory roofs, were still in use in 1976!
have now been retired except for occasional excur-
The Glenelg tram, the last in the city, is about to depart from
Adelaide for the suburban town of Glenelg. No. 374 is one of a number
of identical cars which are the last survivors of Ade­
laides tram system. The Glenelg line, which is almost an in­
terurban, offers a variety of running from city streets to high
speed private right-of-way.
A large Bayer-Garrett steam locomotive preserved at the city of
Canberra, the capital of Australia. In the background are several
old coaches which are sometimes used for historical train excur­
sions using vintage steam locomotives.
376 R A I L
to wait for the departure of the Spirit of Progress that night.
The following morning we disembarked at Goulburn and waited for
the train for Canberra. However, we soon discovered to our amaze­ment
that a mixed train, consisting of about 20 open freight cars
and one old FORMER first class coach, was about to leave. Total
passenger compliment was four, including ourselves, and after a
three hour, 64 Km. (40 mile) trip we finaly arrived at tile nations
Since Canberra is a relatively new city which has deve­
loped during the era of the automobile, it is hardly surprising
that it offers little of interest from the point of view of rail­
way operation. However, in close proximity to the station is dis­
played a 4-4-0 steam locomotive built by Bayer-Peacook in 1878,
and preserved in excellent condition. Nearby, in storage are
located a number of other preserved steam engines, including a
Bayer Garrett, as well as several early passenger cars. From
Canberra we returned to Sydney on the Canberra Monaro Express, a
self-propelled train set built in 1950, which offers a comfort­
able, albeit somewhat bouncy, ride. These units are soon due for
replacement by new up-to-date equipment.
Tile final leg of our Austral ian journey consisted of a
northward trip of about 965 Km. (600 miles) on the standard-gauge
line to Brisbane, the capital of Queensland. Apart from this
line, the Queensland railways are exclusively of the 1067 mm.
(36) gauge. Time did not permit extensive travel on this system
which extends north to Cairns in the semi-tropical region, a
thirty-nine hour run from Brisbane. However, we did observe the
activity of the bustling terminal of Brisbane which also serves a number
of suburban lines. Our plans then called for a return of
the night train to Sydney and, as our Austrail Passes expired
that night, we had to buy a ticket from Yennora, the station that
the train was scheduled to pass at midnight, even though it did
not stop there!
Upon our arrival in Sydney the next morning, our Austra­
lian railway adventure had come to an end. We had travelled about
12400 Km. (7705 miles) by rail in fifteen days at an average cost
of seven-eighths of a cent (Canadian) per kilometre (1 .4¢ per
mile), excluding sleeping car and meal charges. At one point we
had actually travelled seven consecutive nights in sleeping cars!
Our railway travels, however, had not completely ended yet. After
the long flight from Sydney to Vancouver, we accumulated some
extra railway mileage by riding C.P. Rails Canadian all the way
to Toronto in the dead of winter. But that is another story!
I( ).

I, I


o :t> 2 :t> o :t> 2
.)oJ ~ III ;u :t> r
The Canberra Monaro Express, shown at Canberra on January 16,
1976 provides a fast comfortable run between Canberra and Sydney,
and offers such amenities as all-inclusive meals served at the
pass~ngers seat. These streamlined. units of 1950 vintage will
soon be replaced by a new generation of self-propelled trains.
The narrow-gauge yard of the Queensland Railways at Brisbane is
depicted in this view from a railfans special overpass on
January 19, 1976. The rapidly-changing skyline of Brisbane forms a
backdrop to the almost-continuous activity of this busy terminal
which is the start of the extensive rail network of Queensland.
The .. ~.
business car
present some views taken this past summer by our longtime member Mr.
N.M.Hilliard of St. Lambert, Quebec. Mr. Hilliard visited that
other paradise known as New Zealand and was kind enough to forward
the following five photographs for presentation. Firstly we see New
Zealand Railways switcher # 413 working the docks at Quay St.
Aukland. Front view of the main railway station at Aukland, note
the trolley bus behind the palm tree. Local passenger with 1454 on
the point upon arrival at Aukland. Freight about to leave the Auk­
land N.Z. yard hauled by 1487. And finally the newest e~uipment on
the N.Z.Government Railways used for inter city travel. This line
up includes sleepers, diners, and coaches. Our thanks to Norman
Hilliard for thinking of Canadian Rail.

port coal and timber from the East Kootenay to coastal
markets is a dead issue, according to the B.C. Minister
of Mines. He cited the extensive program of CP Rail to upgrade
its coal hauling capacity in the west. He also said that Peace
River coal reserves would likely be developed during the next
few decades when transportation systems are constructed.
-Lethbridge Herald
that CN has discarded the idea of electrification for
all its main lines and will not expand the electrified
system beyond the existing commuter lines in the east. The
over-all energy efficiency of the two (diesel and electric trac­
tion) systems are similar. There is no clear impetus for either
investment or further interest to pursue electrification objec­
tives, according to the Globe and Mails report (Oct. 1/77). In
fact, any decision to switch CNs motive power from one energy
source to another would have to be a national decision because
of the high initial capital outlay. CN has concluded that at
present the direct and indirect costs of electrification (of its
mainline operations) seem to outweigh the benefits offered by
electric traction.
Division, Railroad Enthusiasts Inc.) to visit Fort
Worths Tower 55, downtown, past which run trains of
MoPac, Santa Fe, Rock Island, Katy, Southern Pacific plus visitors
from Frisco, Conrail, N&W and Chessie System.
Superman movie being made by Dovemead Productions of
London, England with assistance from CP Rail. Patrick
Webb of Lethbridge first reported the appearance of a strange
train comprised of a box express car, a baggage-express car and a
coach, hauled by a newly painted F unit; CP Rail markings re­
placed by a small yellow K and a peculiar-looking star. Cana­
dian Pacific headquarters confirmed the action which involved
running the train to Barons, Alta. on the A1dersyde Sub, about
27 miles northwest of Lethbridge. Barons, for filming purposes,
became Smalville, the town where Superman went to school.
Train cars bought for service with the steam-hauled
provincial museum train and for use on special excur­
sions behind Royal Hudson 2860. Four of the five cars are coaches
built in 1925 for commuter service on the Reading. For the Free­
dom Train they were stripped of seats and refurbished with imita­
tion plasterwork, gold-colored light fixtures and fake curtains.
Decor has been termed by one reporter as gold rush bordello.
Restored to service, (probably in B.C. Railway shops at Squamish)
the cars will be used to entertain mayors, state governors and
other dignitaries in the drive to promote tourism. According to
Mark Wilson of the Vancouver Province, the next big promotion
being planned is a trip behind 2860 to mark the bicentenary of
Captain Cooks landing at Friendly Cove on Nootka Island off the
west coat of Vancouver Island. Two routes are being studied.
One would circle the Great Lakes and the other would involve a
tour of the U.S. Pacific Northwest. Thanks to Mike Green and
Ron Meyer, Pacific Coast Branch, CRHA, for the foregoing.
powered and modernized units for use in inter-city rail
passenger service, according to a Globe and Mail re­
port, Oct. 4/77. These cars are being acquired from CN and CP,
foreshadowing a new look on the many services where they have been a
familiar sight.
1st talk at the Second National Rail Passenger Confer­
ence in Ottawa, under such headlines as Icebox age is
over, says VIA, VIA Rail runs into trouble and Ottawas rail
idea cant be marketed. Mr. Roberts, outlining his plans for
passenger train improvements, said that a federal proposal for a
new Montreal/Toronto-Vancouver service must be modified because
we believe it cant be properly marketed. He noted that the
Canadian Transport Commissions proposed plan would increase tra­
vel time on one rail line by 14 hours. You end up with freight
trains moving faster than passenger trains on the CP line in the
West. The VIA Rail president also said:
VIA will be participating in a study with the three
prairie provinces on air, bus and rail service in the
VIA wants to talk with the provinces about regional
train service to develop a rail network that satisfies
the needs of the community.
VIA would like to join the Air Canada reservations sys­
tem so that travellers could easily book air, rail and
hotel service through the same system.
He hopes VIA can develop a rail netvlOrk in central
Canada using lines that would be used exclusively for
passenger trains.
t1r. Roberts said that he would like to see the Canadian­
built LRC train chosen for the busy central Canadian routes. This
has been the VIA recommendation to the government, according to
the Canadian Press report.
the right to set its own terms for accepting CP Rail
traffic moving to shiploading facilities on the North Shore
of ~urrard Inlet over CHs lift bridge at the Second Nar­rows. A
three-man arbitration panel ruled that CN had no right to
quadruple charges on grain cars moving off the CP Rail system and
using CNs bridge to get to the 5.5 million bushel North Shore
elevator of Saskatchewan Wheat Pool. CN had demanded a payment
of $42.98 a car instead of the $10.44 rate set in 1969. CN con­
trol s the sol e ra ill ink betweell Vancouver and the North Shore
and the railway appeared certain to enforce higher rates 011 other
categories of traffic if the arbitrators had supported its rate
action on grain traffic.
-Vancouver Province
R A f L
should interest you. Its 1n the Summer 1976-77
issue of Tile Hew Zealand Railway Observer; eight pages w
ith photos and line drawings sllowing various forms of the truss
and Its predecessors (such as Longs Multiple King Post and Towns
Lattice) ,
kllo~etres on a line near Lausanne, Switzerland, ac­
cording to the Toronto Globe & .Ia11 (Oct. 11)/77). The
Urban Transportation Development Corp •• an agency of the Ontario
Government, hopes to have two of the six Swiss-uuilt prototypes
In Toronto by Chrlst~as. First of the 190 production models is
to start rol1il,g off the Tllun~er Hay assembly line of Ilawker
Siddeley Canada Ltd. next October. Prototype One has been In
Austria, being heated, chilled and rained on ;n an environmental
chamber operated by the International Union of Railways.
Improvement program includes several new long-distance
routes. One of these is Grand Forks, N.D.-Winnipeg.
with connections to Chicago. The plan is expected to undergo cri­
tical scrutiny and oppOSition In a Congress already balking at the
growing cost of Amtrak service. Amtrak says, however, that Its
ridership will Increase by 36 percent to 26.4 million In 19B2 as
the current $1.7~-btl110n upgrading of the Northeast corridor is
co~pleted and as modernization of the passenger fleet continues. Hain
features of the new five-year plan, announced Oct. 10/77,
are a) equipment i~provements: 353 new passenger coaches, diners
and sleepers, and upgrading 77 Santa Fe bllevel cars, other old
coaches and sleepters; b) Iligh-speed equipment: tn 19b1 Amtrak
proposes to award contracts for the first 50 coaches of a Hetro­
liner Mark II train, to be operational by 1984 between Washington and
~oston, and very 111gh-speed French or Japanese trains may be
built under license; c) nell corridors: a doubling of Chicago­
Oetroit service, with travel time cut by 45 minutes, Los Angeles­San Oiego
runs cut by 18 minutes and serv1ce 1ncreased to seven round
trips daily, and other routes such as Detroit-PittSburgh.
Pittsburgh-Cleveland, Cleveland-Cincinnati; d) new long-distance­
routes: Kansas City-I)enver, tlew York-Boston via New Haven, Hart­
ford and Springfield, and others.
sections of sleeping cars are designated no-smoking
areas. One-third of club car space and two-thirds of
coach space were already 50 designated. SmOking will be allowed
in enclosed sleeping cars, such as roomettes and bedrooms, and in
lounges and refreshment cars. Passengers in dining cars will be
requested to ask others at the same table if they have any objec­t
ions to smoking.

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