Canada Calling
August 1998

by Bryce Lee

Canadian National Railway

Canadian National Railways announced in mid-June that up to 360 mechanics at its Transcona shops in Winnipeg will be laid off for four months effective August. Usually the company lays off the workers for the month of July. The area representative for the Canadian Auto Workers union, says it's the second big layoff announcement this week for the plant that once employed 2300. 130 heavy duty mechanics and electricians recently received pink slips, some with no specific return date. A CNR spokesperson said the Prairies didn't produce the harvest the industry expected, throwing CN's grain movement targets out of balance.

Canada's largest railway says negotiations with the Canadian Auto Workers Union have reached an impasse and the company wants to be released from conciliation. Further progress in conciliation talks is impossible, Canadian National Railway Co. said in a statement. released June 25, 1998. If the conciliation officer recommends that the parties be released, Federal Labor Minister Lawrence MacAuley will have up to 15 days to make a decision. If he grants the release, the parties would be in a legal strike/lockout position seven days later. CN said, however, it is confident it can still reach a deal with its largest union without a work stoppage. The CAW represents about 6,400 shopcraft workers, customer service clerks, dispatchers and truck drivers. In March they voted 86 per cent to strike. The disputed issues centre on benefits and contracting-out provisions. The union said it was surprised by the company's withdrawal from the bargaining table.

Canadian National Railway staged a level crossing accident in Regina, Saskatchewan in early June as part of the Operation Lifesaver program. Two units and a short train struck a full sized van configured as a school bus at 25 miles per hour. Units were SD40 5038 and SD40-2 5372. The locomotives had a bent handrail while the van sustained much more severe damage. Three or four years ago, CN staged a similar event in Saskatoon after a rash of level crossing accidents in and around the city over the previous few months. A subcompact car was struck by two brand new GE units. This most recent accident was staged in the city's north end, just off the Warman subdivision at a location formerly known as Loop Junction. In addition to railway police, city police, and RCMP, the boards of education had many of high school students in the driver education program attend the staged accident. There will be an instructional video produced from this accident for use in driver education programs in Saskatoon schools.

Canadian National and two operating subsidiaries of Wisconsin Central Transportation Corporation announced June 15, 1998 they have concluded a long-term agreement under which WC will provide haulage services for CN's carload and bulk commodity trains between Superior, Wisconsin, and Chicago, Illinois. The agreement is for not less than 20 years and is renewable. Financial terms were not disclosed. WC already provides haulage service for CN intermodal trains in the Superior to Chicago corridor. The agreement calls for accelerated running times, includes a performance-based fee structure, and provides for WC to make capacity improvements in the Superior-Chicago corridor.

On July 1, 1998 an executive train hosting American Association of Railroads officials departed the new Edmonton, Alberta VIA station at 9:00 am. The train headed west on the Edson Subdivision to Jasper. The train stayed overnight in Jasper, and continued to Kamloops July 2, 1998 where it spent Thursday night. On Friday, it proceeded to Vancouver. In addition to the AAR executives, there were officials from other railroads. The affair was being hosted by CN Vice-President Jack McBain. The equipment front to rear was CN 15162 Coureur des Bois, CN 15161 David Thompson, UP 114 Feather River, BN 3 Red River, KCS 98 Kansas City, KCS 99 New Orleans, PPCX 800515 Glacier Park (not sure if this was the exact location), CN 100 Pacific Spirit, BN 60 High-Level Lounge, BN 68 Regal Spa, WSOR 800149 Northern Nites, UP 1602 Green River, UP 200 Omaha, KCS 56 Jackson, CN 15165 Tawaw, and CN 15150 Sandford Fleming. All of the CN equipment was painted in the relatively new (old) green, black and gold paint, except for the David Thompson which is still in the blue and yellow. Motive power was SD75I 5712 on the point with Dash 9-44CWL 2570 trailing, back to back.

CANADIAN PACIFIC RAILWAY

A sharp decline in grain sales has forced Canadian Pacific Railway (CPR) to sideline up to 6,500 grain cars by mid-June, with unused hopper cars sitting empty and idle on about 119 kilometres (74 miles) of track space on the Prairies. About 3,400 grain cars are currently sitting idle, while an additional 3,000 cars are expected to join the queue as CPR lines in the Prairies become parking lots this summer. With a sudden decline in grain movement, CPR's fleet of about 14,000 hopper cars in Canadian grain service is about twice as many as are currently required to meet orders for loading at country elevators. At the same time, the space available in the Prairie elevator system is approximately 45% and CPR has been quickly providing cars when called for loading.

The current surplus of grain cars means extra costs not only for the railway, but for the system as a whole, with millions of dollars worth of assets sitting idle rather than being put to the service of farmers. By storing unused grain cars in the heart of grain-producing country, the railway is ensuring these cars will be accessible for quick re-deployment when demand improves. At the same time as cars are being forced into storage, the system's ability to unload CPR grain cars continues to fall short at the ports of Thunder Bay and Vancouver, despite the railway's continued success in providing ample grain cars to meet industry unload guidelines.

The St. Lawrence & Hudson (StL&H) subsidiary of the Canadian Pacific Railway earned National Transportation Week (NTW) honors for its trailer-on-train freight service at an awards ceremony June 3, 1998. The StL&H's Iron Highway won the Ontario NTW Award of Excellence for what the organization calls an outstanding contribution to the betterment of the transportation industry. This award is further proof that Iron Highway is an effective alternative for busy highway carriers in corridors where railway service has not been a serious contender for time-sensitive shipments in the past. Iron Highway gets truck trailers off crowded highways and onto railways with a minimum of time-consuming terminal procedure. Each Iron Highway train, or element, divides to make room for trailers to be driven on and off over self-contained hydraulic ramps. There is no need for large-scale terminals, overhead lifting equipment or expensive reinforcement of the trailers themselves. It was the continuous-platform, drive-on-drive-off concept that led to the choice of the Iron Highway name. Through equipment design unique to the needs of their customers, CP has addressed the phenomenon of slack action; or that push-pull motion between cars which can lead to excessive jostling of freight inside highway trailers.

Clerical workers and employees who maintain railway signal systems at Canadian Pacific Railway have ratified two-year contract extensions through to the end of the year 2000. The contract extensions provide a two per cent wage increase in each year, pension and benefit improvements, and modify the gainsharing provisions for the 485 signal system maintainers represented by the International Brotherhood of Electrical Workers (IBEW), and the 1,450 clerical workers represented by the Transportation Communications International Union (TCU). CPR now has contracts with six of its seven unions, four of which extend to the end of 2000. Negotiations are continuing with the Canadian Auto Workers, representing 3,500 shop employees.

As part of a continuing effort to reduce wildlife mortality in national parks in Alberta and British Columbia, Canadian Pacific Railway (CPR) will soon acquire the first vacuum machine in Canada designed specifically to pick up grain spilled along railway tracks, CPR announced June 24, 1998.

The railway will spend close to C$500,000 for the one-of-a-kind vacuum, which is expected to be delivered in September, when grain traffic to the West Coast begins to increase. The machine will be based in Banff, for use in and around Alberta's Banff National Park and Yoho National Park, just west of the Alberta-B.C. border. The new machine is designed to run along the railway's main line, which is used by trains moving grain from the Prairies to Vancouver. By removing grain that has leaked from railcars, the vacuum truck will reduce the chance that animals will be attracted to the tracks, where they can be struck by trains. While animal mortality rates on the tracks are only a small proportion of the overall wildlife mortality rate in the park, the innovative vacuum truck is expected to reduce that proportion even further.

CPR recently became one of the founding members of a broad-based Transportation and Utilities Advisory Group, working with other stakeholders and companies operating in Banff National Park to find co-ordinated approaches in dealing with negative impacts on wildlife.The group was initiated by Parks Canada, which noted the impending arrival of CPR's grain vacuum. CPR, Parks Canada, other transportation and public utility companies, and several recognized environmental groups are implementing, or considering, a number of additional measures to protect wildlife in Banff National Park. Among the measures implemented or considered by CPR include:

• co-operative efforts with other organizations in the park
• hiring of a full-time environmental biologist by CPR
• targeted fencing
• more accurate wildlife mortality reporting to keep track of "hot-spots"
• improved grain car loading practices

As well, Parks Canada in the past has tested the use of noise deterrents with bears found at railway tracks, but the measure proved ineffective. As part of its co-operative effort with other organizations, CPR recently provided unused railway flatcars to one of the public utility companies to be used as bridges for wildlife to cross depressions resulting from utility construction work. To better understand the habits and requirements of wildlife and to offset, wherever possible, the impact of railway operations on wildlife, CPR has recently hired an environmental biologist as part of its full-time staff. While there have been some questions about the viability of fencing the entire railway line through Banff National Park, that idea runs counter to environmental concerns about obstructing animal migratory patterns, and access to water and foraging areas. As an alternative, the railway has identified several specific areas where mortality rates are unusually high and is examining the feasibility of fencing these areas.

Care has to be taken to ensure that such actions by the railway or other organizations don't create new problems by funnelling wildlife into other high-risk areas. The railway also will be working with grain loaders in the Prairies to encourage loading practices that avoid spillage of grain on to the exterior of rail cars. This grain often subsequently falls off the cars and on to the railway tracks while in transit to the coast. In addition, the railway has replaced the unloading gates on thousands of its own grain cars, but must work with still other hopper car owners to have older unloading gates replaced on their cars. This will take some time as the railway handles some 15,000 cars. However, a program to identify and begin repair work on grain cars that need it most is under way.

In a first for the Canadian railway industry, Canadian Pacific Railway has been awarded a contract to assemble, paint and test 42 of the 61 alternating current (AC) locomotives it is purchasing from the Diesel Division, General Motors of Canada Limited, London, Ontario. The work will be done for GM at CPR's full-service Ogden Shops in southeast Calgary. Ogden Shops, with complete frame-to-finish facilities, will build 23 locomotives in the last half of 1998 and 19 in the first quarter of 1999. The value of the work to be performed by CPR has not been disclosed. Ogden Shops began in late 1997 to market its capabilities as a full-service, heavy-industry manufacturing and maintenance facility for railways and other businesses.

The GM contract brings increased employment stability to the Ogden Locomotive Shop, where periodic downturns in workload can cause temporary layoffs. CPR placed orders in 1997 for 262 AC traction locomotives, including the 61 from GM, at a total cost of about C$670 million. Of these, 90 were delivered in 1997. Another 91 will be delivered in 1998, followed by 81 in 1999. The orders will boost CPR's AC locomotive fleet to 345 units, with equivalency to about 570 conventional direct current (DC) road locomotives. The new locomotives will improve service across all areas of the railway. They use alternating current traction motors, which produce higher wheel-to-rail adhesion. The AC traction motors, together with self-steering wheel assemblies, yield a hauling capacity almost twice that of CPR's DC road locomotives. By 1999, the average age of CPR's locomotive fleet will be just under 16 years, compared with 23 years at the beginning of 1997. CPR will have effectively renewed fully 40 per cent of its high-horsepower road fleet.

Canadian Pacific's St. Lawrence & Hudson division suffered major washouts and floods June 24 1998. Subsequently train 552-25 CP SD40-2 5664, NYSW 4002 and 4006 at mileboard 150 of the Delaware & Hudson derailed and then dropped into the chasm created by a huge washout a place known as Rockland. This location is about 4.5 rail miles south of Port Kent, New York. The first two locomotives made it over the washout without problems, however 4006 is over the embankment 450 feet from the track and 150 feet down. The washout at mile 150 was 250 feet long and at least 100 feet deep, the second at mile 149 (Corelear Bay) was 35 feet deep and 35 feet in length, the third at mile 154.5 was 80 feet in length and 45 feet deep. Recovery crews from Hulcher attended the washout at mile 150 along with units from local and state fire and rescue departments. As of Tuesday June 30, 1998, more problems with culverts and other washouts were being identified on the St.L&H/D&H line south of mile 155. At least 15 major or minor washouts have been found. It is expected it will be at least two weeks before the north-south main line is reopened. The Susquehanna 4006 was paying back horsepower hours owned to Canadian Pacific/St.L&H and as such CP is ultimately responsible for repairing or replacing said locomotive. The three times a week D&H/CN oil train #8851 which originates in Albany, to Montreal then west to an Ontario Hydro oil-fired generating plant at Bath, Ontario is now being detoured west. The first train on the detour route had CN SD40-2 5320, CPRS SD40-2 5616 and 56 loads. The train is being rerouted through Buffalo, then on to the CPR's Hamilton Subdivision then east on the Galt Subdivision through to Toronto and beyond. In addition numerous other trains normally sent to the D&H are being rerouted through Hamilton and on to the United States and Buffalo. This operation is expected to continue until the line is reopened. When 556 and 552 are consolidated to go via Toronto, they're calling it train 919.

VIA RAIL

Via Rail has settled one more of the law suits arising from the major accident which happened in the fall of 1997 near Biggar Saskatchewan. Jenny Tappen was one of the 65 people hurt when the passenger train derailed just west of Biggar. Her lawyer issued a statement June 17, 1998 that Tappen and Via have reached an out of court settlement. The agreement includes a "gag" order that stops either side from talking about the details of the settlement. Tappen spent almost a month in hospital after the accident and has been left with permanent damage to one of her knees. Last winter the widower of the only person to die in the crash agreed to a settlement with Via rail for part of his C$20 million dollar law suit. Seymour Kaplan is still seeking punitive damages against Via. That case has been put on hold until the National Transportation Agency releases its report on the crash which is late in July of this year. The third law suit launched after the crash was settled a number of months ago.

VIA Rail conductors disappeared from the national passenger service as of midnight June 30, 1998. The role of a conductor will be supplemented by the engineer in the cab of the locomotive and by specially trained service staff in the passenger coaches. Montreal based VIA will save about C$17.5 million a year by eliminating the 241 conductors. About 204 conductors may have the right to move to CNR, while the balance may have the option of early retirement. CN has indicated there is no place for the now jobless VIA conductors. The Crown-owned passenger railway also has signed a three-year contract with its 267 locomotive engineers, giving them a two percent increase in each year with a premium for additional duties, and improvements to their benefit and pension plans. Locomotive engineers currently earn between C$80,000 and C$100,000 per annum. Traditionally, the conductor has been in charge of the train. He would tell the engineer when to leave the station, and would alsocheck for overheated wheel bearings, dragging chains, and malfunctioning air brakes or heating systems. The conductor also collected tickets and helped passengers during their journeys. Now VIA's locomotive engineers will in theory handle some of these problems from the locomotive cab. The service part of the conductor's job will be taken over by members of the Canadian Auto Workers union who have traditionally served meals, helped passengers with their baggage and looked after sleeping cars.

The set of equipment off the June 25, 1998 Adirondack was still in Montreal as of June 30, and Amtrak wanted the train returned from Montreal to Albany. Amtrak had to deadhead a crew to Montreal to handle the train, and CN supplied one pilot. This was different, in that it was the first time for a NorthEast Direct P42 to operate over the Kingston Subdivision. Amtrak P32 dual mode 707 with five deadhead cars operated from Montreal to Toronto July 1, and on July 2, deadheaded on train 97 to Niagara Falls with the following equipment: AMTK 300-707 (F40/P32DM); regular cars: 44694, 21608, 20011, 44672, 21626; and deadhead equipment: 7005, 7602, 3126, 7603, 7609.

INDUSTRY NEWS

Western grain farmers will be in the midst another harvest before they get an explanation for why a railway company couldn't get one of their best crops in years to market. In the winter of 1996-97, tonnes of grain from a bumper crop remained in farmers' bins while empty freighters destined for Asia lined up for it in Vancouver. But Canada's two major railway companies couldn't get it there on time; costing farmers millions of dollars and, according to the Canadian Wheat Board, hurting Canada's image on the international grain market. The wheat board went to the Canadian Transportation Agency for an explanation. That was about a year ago. As hearings wrapped up, farmers learned they are going to have to wait for an answer. The three-member tribunal that will rule on the complaint said it will need the entire summer to go through thousands of pages of transcripts and documents that have piled up over 34 days of hearings. It requested an extension to September 30, which the wheat board and CP Rail accepted. The deadline for a decision was originally June 30. Originally, CN Rail was also a defendant in the complaint, but settled with the board out of court for an undisclosed sum. The Saskatchewan government is party to the dispute and has sided with the board, which acts as the agent for Western grain growers who lost about C$65 million in penalties and cancelled sales. Federal railways are obliged under the Canada Transportation Act to provide a certain level of service to shippers, such as transporting goods without delay.

In final arguments, the wheat board argued CP Rail failed to meet its obligations. Board lawyers said CP Rail discriminated against grain shipments in favour of coal and that the railway didn't provide enough rail cars and locomotives to get a bumper crop of grain to port during the 1996-97 winter. CP Rail says bad weather was to blame for delays in getting grain to Vancouver, the only major port to handle grain that doesn't freeze in winter. At earlier hearings in Saskatoon, the railway said avalanches, rock slides, mud slides, the Manitoba floods and extreme cold created chaos on congested rail lines in Western Canada in 1996-97 and prevented trains from reaching Vancouver on schedule. In its closing arguments, CPR said it did everything it could to meet its commitments, including acquiring 1,800 covered hopper cars and leasing an additional 60 locomotives to handle the record grain crop. CP Rail said its expenses were more than C$50 million higher in the winter of 1996-97 than a normal winter and that it spent C$3 million replacing locomotive engines that had frozen solid. The agency has no power to order monetary awards, but the wheat board could use a victory to pursue civil action. Any ruling can be appealed in Federal Court or to the Federal cabinet.

Canadian Pacific Railway wants grain handlers to sign contracts with penalties and rewards so that both parties can be held accountable if grain deliveries get dealyaed. CP Rail wants all parties to share responsibility for a smooth grain transportation system so that railways aren't held solely to blame for future shipment backlogs. Grain can be and should be treated just like any other kind of commodity, and the CPR thinks it should be done in a commercially-oriented way as opposed to a regulated regime. The railway was reacting to former Supreme Court judge Willard Estey's interim report of the Federal Grain Review. The report, released June 9, 1998, deals with 15 issues of Canada's troubled grain transportation network.

In the report, Estey makes several general points and asks dozens of questions, which are to be answered by recommendations in his final report due December 31, 1998. The federal government appointed Estey to review the grain transportation network after Prairie farmers lost about C$65 million last winter in penalties and cancelled sales because the railways couldn't handle the flow of grain. The problem continued through the summer as railways caught up and ports became backlogged.

While his interim report avoids conclusions, Estey pointed out that rail line abandonment and extra costs associated with trucking grain were the most common complaints in a series of meetings with farmers, politicians and railway officials. Farmers are also concerned they don't have a voice in freight rate negotiations between the railways and the Canadian Wheat Board, the report said. Most producers consider it wasteful to ship uncleaned grain to ports or the United States, Estey pointed out.

GO Transit was honoured June 3, 1998 today with National Transportation Week's Ontario Transportation Program of the Year award for its innovative "train-bus" service. The award was presented this morning at the National Transportation Week awards breakfast in Toronto. Train-bus service is GO Transit's nickname for its off-peak service connecting Union Station with other train stations. It is provided using buses instead of trains. During off-peak hours, the train loses its competitive advantage over congested roads, so on most corridors, the number of customers is not sufficient to justify train service. The use of buses allows GO Transit to offer off-peak service that is equal to or better than train service but at a much lower cost. Because of its popularity with customers, the train-bus service is GO Transit's fastest-growing market. When it was introduced in 1989, only a handful of buses served Union Station. On a typical weekday, 115 buses carry 2,800 passengers to and from Union.

Thunder Bay, Ontario Bombardier employees don't have to worry about British Columbia's awarding of a rapid-transit contract to Bombardier. The B.C. government is negotiating with Bombardier to build an elevated rapid-transit system, but wants the company to build a plant in the province before it commits to the deal, said B.C. Premier Glen Clark. The C$1.5 billion SkyTrain deal, including the cars and rights of way, is not yet final. A Bombardier Transportation spokesperson woman said the deal won't have an effect on the 689 managers and staff in Thunder Bay because the plant has never produced SkyTrain technology. The Thunder Bay plant will have plenty of work with two production lines building subway cars for Toronto and rail cars for the US and, ironically, the BC market. A SkyTrain contract for BC, which the company says is only at the discussion stage, will have a greater effect on Bombardier's plant in Kingston, Ontario which does produce SkyTrain technology.

Facts on the C$1-billion expansion to Vancouver's SkyTrain system announced June 24, 1998: cost estimated at C$1.08-billion; a 21-kilometre line east from central Vancouver; 14 stations; Bombardier Inc. will build up to 80 cars and systems for the line; which will be constructed in a plant to be built in the Vancouver area; Construction begins August 1, 1998; revenue service begins fall 2000. The current 29 kilometre long SkyTrain was opened in 1985 with 20 stations between central Vancouver and suburban Surrey, it presently carries 115,000 passengers daily.

Four of North America's major railroads said Friday June 19, 1998 they are beginning to feel a pinch from the closed General Motors Corporation plants as the effect of two strikes spreads. It has begun to affect Canadian National, but it's too early yet to quantify the full impact, a spokesman for Canadian National Railway Co. said, explaining that seven of the nine GM plants the railroad serves are closed. He said Montreal-based Canadian National serves eight GM assembly plants and one parts plant. The railroad's Illinois Central unit, which it bought earlier this year, does not have a material automotive business, he said. "At the moment, the company is not changing its year-end outlook for revenue from automotive, which accounts for approximately 10 percent of overall revenue," he said. He did not provide further details. Union Pacific Corp. serves four GM plants, which are all shut down. The railroad hauls parts into those plants and finished autos out. Norfolk Southern Corp. directly serves three GM plants that are shut down as a result of the strikes, a spokesman there said. Overall, including other automakers, Norfolk Southern serves a total of 18 vehicle assembly plants.

An Edmonton Alberta firm has been charged with four counts under the BC's Workers' Compensation Act in a fatal bridge collapse last fall near Terrace, British Columbia. The October 27, 1997 accident killed a crane operator and a construction worker and crippled a third worker. Their families contended they had raised concerns that the worksite was unsafe. Scott Steel and company owner Ron Scott are identified in the charges. Scott Steel was renovating the bridge on behalf of CN Rail at the time of the collapse. The Crown alleges the bridge was not properly braced, was being renovated with improper materials and was incapable of withstanding a crane's weight. It also alleges iron workers on the project were improperly supervised. Scott McCloy, of the BC compensation board, says if found guilty, the company and its owner could be fined as much as C$38,000 for each conviction or be sentenced to three months in jail. The case is scheduled for trail in Prince George BC starting July 16, 1998.

A broken rail is being blamed for a freight train derailment near Blind River, Ontario on June 18, 1998. Twelve empty cars on a Huron Central freight train derailed, about one kilometre from Blind River. The line was expected to be closed for two or three days. The Huron Central operates the former Canadian Pacific Railway's Webbwood Subdivision between Sudbury and Sault Ste Marie Ontario.

Eight years after a car-train crash left a Sudbury woman with severe head injuries, a judge has decided who will pay the damages. Cindy Coulter sued Canadian National Railways, the provincial Ministry of Natural Resources and Robert Hart, owner of Pine Falls Lodge. On February 25th, 1990, the car she was driving slid down a hill into a CN train at a level crossing near the lodge. Coulter and Judy Paquette, then both 29, were badly hurt. Provincial Justice Michael Meehan ordered the ministry to pay 55 per cent of the C$2.3 million award, because it knew the crossing was unsafe but took no steps to improve it. The railway has to pay 35 per cent of the award because it also failed to make the crossing safer. Robert Hart has to pay 10 per cent because he failed to warn Coulter of the potential danger at the crossing. The actual amount of damages was decided at a trial in February 1998, but was not disclosed until now.

Newcourt Credit Group Inc. expanded its rail-car leasing business in a big way Thursday, forming a C$500-million company that bears its name to lease freight cars. The new venture; called Newcourt Rail LLC; will be managed by Newcourt Capital, a division of Newcourt Credit. So far, the company has lined up four investors: lead equity partner Chrysler Capital Corp., Newcourt Credit, rail-car maker Trinity Industries Inc. and Credit Anstalt Properties Corp. This deal turns Newcourt Capital into a serious player in the rail-car leasing business. Previously, the company provided long-term debt and equity financing for rail cars. Newcourt Capital, which has a minority equity interest in the rail project and is underwriting and syndicating the debt, started leasing rail cars in 1997 when it bought 3,000 of them from Trinity. It will now purchase approximately 10,000 new cars from Trinity over the next three years for a total of US$500 million.

Ontario's transportation minister is pleading with the federal government to help save the CPR line which runs from Streetsville Ontario north to Orangeville, Ontario. Tony Clement says more than 720 jobs depend on the link to provide materials for small, yet expanding, manufacturers. But Canadian Pacific plans to abandon the line after losing C$500,000 on it last year. The Orangeville business community is looking at purchasing the track, but wants a loan guarantee from the province for C$2.5-million dollars. Clement says the province doesn't have "an endless pot of money," but hopes to find a solution with the community. He says Ottawa must also be involved. Clement notes it is the federal government that has always regulated rail, and it's federal legislation that's allowing CP to abandon the line.

PRESERVATION and MUSEUMS

During the evening of May 29, 1998, MLW FPA-4 6765 was set-off at the Canadian Railroad Historical Association's Canadian Railway Museum in Delson-St. Constant, Quebec by the St. Lawrence & Hudson Railway. The 1800 horsepower 92 mile per hour rated locomotive is the only such unit to be preserved in Canada. The CRM intends to return the 6765 to its historic Canadian National colours as soon as time and finances permit. While the FPA-4 is a locomotive design unique to Canadian National, the unit and its transportation were donated to the CRHA by the Canadian Pacific Railway, whose on-going generosity and support is gratefully acknowledged. Built in 1958, this locomotive was originally intended to become a parts' source for CPR subsidiary St. Lawrence & Hudson some years ago in a locomotive exchange with the Windsor & Hantsport in the Maritimes. WHRC had acquired a number of FPA and FPB-4's for parts from Via in the early 1990's. The 6765 was retired by Via in 1990, after having been operated by them in eastern Canada since its transfer from Canadian National in the late 1970's. The Canadian Railway Museum in Delson/St. Constant, Quebec, is an ongoing project of the Canadian Railroad Historical Association.

The museum is located thirty minutes from downtown Montreal at 120 St. Pierre Street, St. Constant, Quebec J5A 2G9. There is an admission charge. Open to the public from 0900 - 1700 daily between the first Sunday in May and Labour Day, weekends thereafter until the third Sunday in October, it offers streetcar service seven days a week; a demonstration passenger train service operates on Sunday and holiday afternoons. The John Molson steam replica operates on specific dates. For more information, contact the CRM at (514) 638-1522 or at mfcd@globetrotter.qc.ca during normal business hours.

The Alberni Pacific Railway starts its operation July 4, 1998 and running every weekend till the Labour Day Weekend. The train leaves the Port Alberni Station on the hour starting at 11:00 a.m. Locomotive will be 8427 a former CPR RS3 MLW (bld 3/53, sn 80992) as BLW built (bld 5/29 sn 60942) 2-8-2ST #7 steam locomotive is still in shops getting wheels and journals turned. Fares are adults C$3.00 children C$2.00 for the three mile roundtrip on MacMillan Blodel Mill trackage along Port Alberni's waterfront.

On August 15 and 16 its E&N Days being hosted in Port Alberni, celebrating the 113th anniversary of E&ampN Railway. August 16th will be parade of trains and main celebration with birthday cake and clowns,model trains and CP Railway equipment on display and CP Police. Port Alberni British Columbia is located 215 kilometres north-west of Victoria on Vancouver Island. The equipment is part of the Alberni Valley Museum, Western Vancouver Island Industrial Heritage Society Collection.

The last week of June 1998 saw an unusual piece of railway equipment move slowly towards Canada. Thomas Payne, founder of Central Western Railway in Alberta, the first true short line in Canada, had purchased ex-Reading T1, 4-8-4 #2100. The locomotive was in good condition and was on the Ohio Central Railway at Coshocton, Ohio where it had operated recently. Ohio Central is the home to a number of other Canadian built and operated locomotives. The locomotive and tool car were towed, dead by a Conrail diesel from Ohio to Conrail's Niagara Yard in Niagara Falls, New York. Niagara Yard is the former interchange point between the electrically operated Niagara Junction Railway and the New York Central, later Penn-Central Railway. The yard is just over the international border from Canada.

The initial plan was to operate locomotive and crew car under their own power, ie under steam however this was not to happen. The destination for 2100 was St. Thomas, Ontario where the former Canada Southern shops, still owned jointly by CN and CP was to be the base for upgrades to the 2100. However, due to various reasons, 2100 eventually was pulled, dead by a Canadian National Railway diesel to St. Thomas.

CN GP9 4105, as Train 402 west, crossed into Niagara Falls, Canada at about 19:00 on Wednesday June 24, 1998 with the Reading 2100 and tool car in tow. They stopped at the center of the CN Suspension Bridge and uncoupled the Geep. An awaiting helicopter arranged by owner Tom Payne then proceeded to take pictures, ten minutes later the entourage was underway at 25 mph. They were to stop at Mile 20, and Mile 40 on the Grimsby Subdivision, and again at Mile 20 on the Dundas Subdivision for inspections. Clearances were given at 0100 June 25, 1998 to Paris West. She was cleared through London about 05:26 June 25, enroute to St. Thomas, Ontario. The Subdivision routing was Grimsby Subdivision from mile 0.0 to 43.7 at Hamilton, then the Oakville Subdivision from mile 39.3 to 37.3 and up the connecting track (known locally as the Cowpath) to the Dundas Subdivision. On the Dundas Subdivision from mile 0.4 to 78.2 at London. From London mile 0.0 on the Strathroy Subdivision to Komoka 9.8 and then on to the Chatham Sub mile 0.0 to Glencoe East 27.5 and junction with the Paynes Subdivision. From Glencoe East mile 27.7 to St. Thomas mile 0.0. Total mileage for the trip was 188.5 miles.

Reading 2100 was sitting in the north yard at St. Thomas along with the crew coach and CN GP9 4105 the afternoon of June 25, 1998. The entourage was to be moved to the south yard (ex-Canada Southern) Friday June 26, 1998. The CASO shop, which is still an active shop as far as CN and CP are concerned is home to the Elgin County Railway Museum. The Museum is home to a number of pieces of unusual equipment. CPR RSD 17, CP 8921, was to be moved from bay 10 to 9. Then the New York Central sleeper, Cascade Lane, was to be moved from bay 11 to 10. All this was done with the transfer table located on the east side of the shop complex. Although Cascade Lane was longer than the transfer table, the ECRM was still able to move it by jacking up one end of the sleeper. Once these moves were completed the 2100 wwas to be separated from her tender and brought in on the lead track, which is bay 10, and remain there. The engine will not be placed on the transfer table. It is expected that the contractors responsible for the work to be performed on the 2100 will move the engine proper into Bay 10. As for work on the 2100, it will be converted to an oil burner and the boiler will be inspected. There is also an auxiliary tender in St. Thomas Tom Payne purchased from BC Rail. It needs some work. The work is expected to take three months, so 2100 will be there for the August 1998 Railway Days.

The Elgin Country Railway Museum will be celebrating its 10th anniversary on August 22 and 23, 1998. St. Thomas is located in southwestern Ontario, a short distance south of the MacDonald Cartier Freeway (Highway 401), about an hour's drive from the Windsor-Detroit area; an hour and a half from the Toronto area. Further information may be obtained by calling (519) 631-0936.

MOTIVE POWER

Canadian National Railways:

The following locomotives have been sold to GEC Alsthom in Montreal for refurbishment and eventual use on the New Brunswick East Coast numbered in the 3000 number series: CN SD40 5095 April 29; GTW SD40 5926 May 4; CN SD40 5006 May 11; CN SD40 5010 May 18; CN SD40 5040 May 25; CN SD40 5080 June 6; CN SD40 5021 April 30; CN SD40 5088 June 15; CN SD40 5057 June 27; CN SD40 5065 June 29. NBEC is getting 11, not 10 SD40's. The eleventh one hasn't been chosen.

In a massive garage sale held by CANAC in the spring of 1998 specific retired Montreal Locomotive Works and Bombardier (BBD) locomotives were sold. The following were successful bidders: National Railway Equipment at Silvis, Illinois purchased M-420(W)s 3522, 3566, 3572, 3574 and BBD HR616 2103, 2106, 2107, 2108, 2112, 2118 all delivered June 12, 1998; Lake State Railway (former Detroit-Mackinac) M-420(W) 3577 and BBD HR412(W) 3583; M-420(W)3567 and BBD HR412 3588 were sold to the Ohio Central; M-420(W) 3560 was sold to TenKenn, of Dyersburg Tennessee.

CN is entering into a lease agreement with CSXT for up to 55 units. SD40's 5022 and 5129 have been delivered to CSXT at Toledo, Ohio. At press time SD40 5003, 5121, 5052, 5162, and GP40-2 9504 were enroute.

CN GMD1u 1609 has been converted to four wheel trucks and renumbered to 1439 April 9. Also sister 1612 was renumbered to 1442 for the same reason June 5, 1998. GMD1u 1433, 1438 and 1442 are expected before the summer shutdown at CN's Transcona shops in Winnipeg, Manitoba. CN GMD1m 1134 retired April 20; SW1200RS retired 1338 May 13; as was 1353 on May 14. Also retired were SD40s 5057, 5065, 5191 on May 25; SW1200RS 1361, SD40 5089, 5090, 5147, 5214, GP 40 9309 on May 27; GMD1m 1169 on May 28; GP40s 9304, 9306 on June 1, SD40s 5085, 5087 5091 June 19; GP40-2L(W) 9538, 9556, 9582 June 23; SD40 5005 GTW SD40 5929 June 26, 1998.

CANAC sold SW1200RS 1327 to Ohio Central; GTW 4518 was sold to Newburgh and South Shore and is now in Cleveland. In addition to GTW Western Railroad Dismantlers, of Bliss, Idaho, purchased 4517, sold which moved directly from Battle Creek to them, the same firm has bought 4438, 4444, 4446, which are now at CLN Industries, Capreol, Ontario and 4432, 4530, 4702, and 4707, which are now at CLN, Charney, Quebec. CLN has advised that the units are receiving very minor work only.

The only GTW hi-nose GP9's left now are stored 4138 and 4520, and three retired units: 4519 at Battle Creek, retired 4439 and 4509, both leased by Canac to Rouge Steel, Detroit, Michigan. GMD1's 1101, 1121, 1129, 1141, 1149, 1911 were moved, all together, to Mandak Scrappers at Selkirk, Manitoba to be scrapped. None of those 1100's had been used for the retrucking program. Helm Leasing has purchased retired CN SD40 5128 and 5187 that were in Winnipeg and they're now at VMV, in Kentucky.

Canadian Pacific Railway:

The Montreal Locomotive Works built Alco-powered locomotive era on Canadian Pacific Railways is down to three working examples. As locomotives became due for either their regular three month inspection, or for various reasons died in one way or another the locomotives were then stored unserviceable. Some could be made operational with a few hours work, however with considerably reduced manpower at Montreal's St. Luc shop as well as CP's desire to rid themselves of the locomotives, this will not happen. 1822 was due for annual airbrake test and was stored June 13; 4237 failed with electrical problems and was stored June 16; 1839 was throwing oil at the stack and had skidded wheels, and was stored June 17, 1998. Presently the only remaining MLW-Alco units remaining are C424 4210, 4230 and RS18u 1837. These are in daily use on the "Port" job which runs daily from St. Luc Yard to the Montreal Docks.

Retired unit Caterpillar powered 4711 is presently inside the St. Luc diesel shop. The removal and sale of some of her innards has not been completely finalized, so nothing has yet been done. There are no engines inside the old St. Luc roundhouse now.

Those two GP-30s and 18 GP-35s that were offered by CPR for sale initally to OmniTrax then to Helm have been withdrawn from sale. The two GP-30s will now be preserved and although some of the GP35s required work, it is expected all may in due course return to service. CP is extremely short of low horsepower four-axle motive power with the demise of most of the MLWs and these locomotives would fit the bill extremely well.

GEC ALSTHOM:

GO Transit, F59PHs 520, 521, 526 , 530 and 535 to GEC for mid-life overhauls and new paint. All were built in the 3rd quarter of 1988. CalTrain F40-PH-2 910 is in for mid-life overhaul as well as the addition of dynamic brakes. Locomotive Leasing Partners (LLP) a joint consortium of General Motors and Electro-Motive Diesel is have GEC Alsthom rebuild locomotives. The current batch consists of ten locomotives to be eventually leased to the Union Pacific and numbered in the 2300 series. The following locomotives have been acquired for this program: NS 2733, 2763,2772, 2816, EMDX 198, T&ampNE 3082, IORY 3083, CN 9305, 9317. A tenth locomotive is yet to arrive. All locomotives will become GP38-2s with chopped noses, no turbo-charging, and no micro-processor.

ShortLines:

RaiLink is buying more Geeps the former Northern Alberta Railways which they have recently acquired. RaiLink purchased June 29, 1998 three recently retired CN GP40's all from the class of 1966 ie 9304, 9306, and 9309 all enroute to MacKenzie Northern at Smith Alberta.

GP18 1807 arrived in Edmonton and is ex-GTW 4703, via ILS, Bethel, Minnesota. She's hi-nose, is repainted, but has no ditchlights or cab features, so will be a trail-only unit. RLK 1701 is enroute from the Georgia Central, she's former DT&ampI 952, GTW 6052. They may also be getting some ex-Conrail GP9's in the 7500-series. The cement plant in Exshaw, Alberta will have GP7 12, ex-ACR 166, for sale later this summer, having received from Western Railroad Dismantlers, a Geep numbered 1749, which may be an ex BN, or perhaps an ex CXST GP16. Central Western GP9 3708, ex SP, is to become RLK (RaiLink) 4001. RLK TOR (Trans-Ontario Railway) 4203 is being rebuilt to RLK 4000. HLCX 3605 is now enroute from the NECR to the IORY. The ex NS U23B 3944, which moved to CLN, Charney, as EXMX 1 some time back has now moved from Charney to Sherbrooke, Quebec as JMG 1. This is the unit owned by Express Marco (a trucking firm specializing in haulage of logs) who are going to attempt to reopen the old Quebec Central.

Thank you to the following for contributions this Canada Calling: Bill Baird, Will Baird, Bruce Chapman, Jim Brock, Mike Collins, Wally Day, John Godfrey, Joe Kazmar, Randy Kotuby, Eric Lee, Roland Legault, Mark Liddell, Robin Lowrie, Bill Miller, Carl Perleman, Ian Platt, Earl Roberts, Jim Sandilands, Rob Sterne, Mick Swick, Al Tuner.

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