Did Hawthorne to Parkland get done? How about Parkland to Pokegama. Are there large bridges in the way?
Hawthorne north to the Amnicon River bridge was completed as double track in 2018. The Amnicon River runs through a wide and deep “valley” where CN crosses it and the bridge is very substantial. The section of double track is a large part of the “pull” up and over the Niagara Escarpment out of the Lake Superior basin as the railroad heads southeast to Stevens Point, WI. This double track does not yet show up on Google Maps, but it is there.
Single track is in place from the Amnicon River Bridge North through Parkland, then west through Pokegama, and through Oliver and over the Oliver Bridge to the south end of Steelton Yard. There are several substantial single track bridges along the stretch from Parkland to Oliver to Steelton.
After clearing the short stretch west from the Oliver Bridge, double track commences on the south end of Steelton Yard and continues up Steelton Hill - the “pull” out of the St. Louis River valley - to just south of the I-35 bridge. There is a short stretch of single track over the I-35 bridge to Steelton Junction, which is the point where the former DM&IR and DW&P come together. CN operates those two roadbeds as widely-separated double track north of that point.
williamsb Anyone want to start a contest for bragging rights about where CN will Double Track in 2019? Gotrans posted a report with a map under CN's Capital Program, assuming it is accurate here are my guesses. Dude might have an advantage if he takes part. -Swan Landing east to Solomon and the Athabasca River bridge. -Wolf Creek east to Peers (east of Edson) -East from Wainwright AB. (Wainwright Sub) -Unity SK east to Tako (Wainwright Sub) -East from Dufault (current end of 11 miles of 2 tracks) Watrous Sub by Saskatoon SK (Watrous Sub) -Bailey to Fenwood SK (Watrous Sub) -East from current end of 2 tracks completed in 2018 near Waldron SK to Bangor or Atwater SK (Rivers Sub) -West from Portage la Prairie MB Rivers Sub. No idea about the one by Duluth. What do you think? All about 9 or 10 miles.
Anyone want to start a contest for bragging rights about where CN will Double Track in 2019?
Gotrans posted a report with a map under CN's Capital Program, assuming it is accurate here are my guesses. Dude might have an advantage if he takes part.
-Swan Landing east to Solomon and the Athabasca River bridge.
-Wolf Creek east to Peers (east of Edson)
-East from Wainwright AB. (Wainwright Sub)
-Unity SK east to Tako (Wainwright Sub)
-East from Dufault (current end of 11 miles of 2 tracks) Watrous Sub by Saskatoon SK (Watrous Sub)
-Bailey to Fenwood SK (Watrous Sub)
-East from current end of 2 tracks completed in 2018 near Waldron SK to
Bangor or Atwater SK (Rivers Sub)
-West from Portage la Prairie MB Rivers Sub.
No idea about the one by Duluth.
What do you think? All about 9 or 10 miles.
Within the restrictions of that map, my picks would be the smartest choices, from an operational point of view:
Galloway to Hargwen on the Edson Sub's west side. This would connect the existing double track segments from Bickerdike West to Galloway and Hargwen to Dalehurst, use up the short 6500' siding at Medicine Lodge and eliminate the 0.4% Obed Hill as a choke point. 0.4% may not sound like much, but a heavy westbound train will climb that hill at only 10-15 mph, blocking the single track segment for nearly an hour. Obed Summit is also the highest point on CN's mainline, despite being around 100 miles east of the continental divide.
Niton to Leaman on the Edson Sub's east side. This would make use of the short 6400' siding at Niton, and has the added advantage of being in the middle of the bush with only one crossing along this approximately 10 mile segment (Highway 751 at Mackay, where a log truck once drove into the side of VIA No. 2). Peers to Wolf Creek is also a good choice, but has more crossings that will limit the number of trains the RTC could stack up there.
I would also view any segment on the Edson Sub as being steps toward double tracking as much as possible, to end up with continous double track stretches from Edmonton to Gainford, Evansburg to Wolf Creek, Yates to Big Eddy (already done except for minor upgrades in the Edson Yard), Bickerdike to Hinton, and Entrance to Jasper (except for the Athabasca River bridge and Brule tunnel).
For the two segments shown between Edmonton and Saskatoon I will pick Wainwright to Heath and Biggar to Neola. They did the west side of Wainwright last year so it makes sense to do the other side this year, which would help with congestion around the crew change point of Wainwright, and the east side of Biggar is another 0.4% ruling grade choke point, along with Biggar being another crew change location for some trains.
For the two segments shown between Saskatoon and Melville I will pick Dufault to Bradwell and extend the double track on the west side of Melville (Bailey or Fenwood to Goodeve, been a while since I was in that area). Dufault to Clavet was graded decades ago but the track was put in service (just like Redsand to Blue River, BC). Extending that double track will make use of the short 6700' siding at Bradwell and get the Clavet fertilizer plant on double track, making switching it less of an issue.
East of Melville I will also go with Barry's choices of Waldron to Atwater (despite being a station Bangor does not have a siding, perhaps EHH removed it), and Portage La Prairie to Bloom. It would also be great to see a second bridge at Nattress, but I don't see that happening.
I have no idea about anything east or south of Winnipeg. Traisessive1 is from Winnipeg, and would have some better info.
Greetings from Alberta
-an Articulate Malcontent
Bangor and Zeneta were indeed sidings EHH removed.
The portion on the Rivers Sub near Portage La Prairie is apparently supposed to be Exira to Caye or something around there.
Based upon the map, Pinewood is the only short siding on the Fort Frances Sub that close to Fort Frances. I don't know what long sidings they would bother extending.
I agree with the other things around Melville.
10000 feet and no dynamics? Today is going to be a good day ...
Hello there,
I believe the train frequencies are as follows:
1, 2, and 3: around 40-45 daily trains. While frequencies are similar amongst those segments, tonnage is heaviest heading west from Edmonton.
4 and 5: 4-6 daily trains.
6: By Winnipeg, which route do you mean: heading east to Toronto or heading southeast to Chicago.
ADRIAN BALLAM Hello there, I believe the train frequencies are as follows: 1, 2, and 3: around 40-45 daily trains. While frequencies are similar amongst those segments, tonnage is heaviest heading west from Edmonton. 4 and 5: 4-6 daily trains. 6: By Winnipeg, which route do you mean: heading east to Toronto or heading southeast to Chicago.
4 and 5 are correct.
#6: About 70% of the traffic heads into the US via Fort Frances and down through Duluth. The rest stays in Canada heading to Toronto and point east in Canada from Winnipeg.
Hello all,
It looks like CN has released some new data on how much is being double-tracked on certain corridors:http://trn.trains.com/news/news-wire/2019/02/01-canadian-national-details-western-canada-capacity-projects-for-2019. The articles contains an interesting map.
The Edson Subdivision is seeing an additional 18 miles added to the line. Based on the triangles, I believe the stretches will be from Bickerdike West to Hargwen which will integrate the 6540 foot siding at Medicine Lodge and will create around 33 miles of continous double-tracked (although there is still a single track segment between Bickerdike West and Bid Eddy of a measly 4.4 miles). The other section looks like it will connect Peers and Niton, which will integrate another short siding at Niton of 6400 feet. If this is the case, then only four short sidings will remain on the Edson Subdivision: Wabuman (which is close to the big 45 mile stretch of double-track unless they did connect it in 2018), Wildwood, Entwistle, and Entrance.
There is also tnother 49 miles of double-track being added between Edmonton and Winnipeg. Surprisingly again, no siding extensions appear between Winnipeg and Toronto. I am looking forward to this year's Trackside Guide to figure our where more double-track sections will be constructed and confirm what segments are now double-tracked along each corridor.
I think you mean Galloway to Hargwen, Bickerdike West (mile 140) to Galloway (mile 150) is already double track. Bickerdike West to Bickerdike East (mile 138) used to be double track until Hunter ripped it up. Just west of Big Eddy there is a large steel bridge over Sundance Creek so I don't see that being double tracked anytime soon, but would be happy to be proven wrong.
The controlled location at Wabamun (east) is both the west end of double track and the east end of the siding. The siding is on the south side of the main and the second main track is on the north side. From the layout it appears that CN originally intended to keep the siding and lay a second track through there as well. There is a small yard at Wabamun which is accessed from the siding, this was formerly used to help service a bunch of customers in the area but they have almost all disappeared and the remaining one (TransAlta's Sundance Generating Station) has their own interchange yard.
Keep your eye on this thread, it will most likely have updates on double tracking well before the Trackside Guide.
Are there plans to re-double track that section that Mr. Harrison ripped out? It would seem the easiest to construct.
I have to agree with traisessive 1 about Exira to Caye on the Rivers Sub. I think I am wrong with my choice of west from Portage is wrong but that's what I put down.
I like Dudes idea of a second bridge at Natress but can't see it happening either.
I also like Dudes idea of Galloway to Hargwen and giving a nice section of 2 tracks from Bickerdike West (or east) to Dalehurst of 33 miles.
Going by what is happening now they really need this.
It would not surprise me if the double track extension south of Superior, WI starts just east of the Bluff Creek bridge near Ambridge and ends just north of the Amnicon River bridge near Rockmont.
Double track currently starts just south of the Amnicon River bridge, and the additional double track north of there would allow for one train heading south out of Pokegama Yard to get a run for the climb up the Niagara escarpment while a northbound is able to stay in the clear north of the Amnicon River bridge while heading in for a crew change at Pokegama Yard.
Pokegama Yard is at 686 feet of elevation and Hawthorne is at 1,178 feet of elevation so it is a hefty pull.
CN announced today (March 18) where they are adding double track in Saskatchewan.
10 miles near Atwater east of Melville, might be a continuation of what was done in 2018
10 miles near Fenwood west of Melville, must be from Bailey
8 miles near Biggar, it didn't say which side
7 miles near Clavet east of Saskatoon, probably from Dufault
CN has announced 345 Million Cdn$ capital investment in BC Planned expansion projects that will improve traffic fluidity in the Port of Prince Rupert and Port of Vancouver areas include:
Construction of a new train passing siding in Port Edward;
Construction of 2.5 miles of double track west of Prince George;
and, Multi-year initiatives to increase capacity at the Port of Vancouver in collaboration with the Government of Canada and the Vancouver Fraser Port Authority.
Maintenance program highlights include:
Replacement of approximately 115 miles of rail;
Installation of more than 210,000 new railroad ties;
Rebuilds of 38 road crossing surfaces; and, Other maintenance work on culverts, signal systems and additional track infrastructure.
CN’s B.C. rail network serves the West Coast gateways of Vancouver and Prince Rupert and major inland terminals in Surrey, Prince George, Kamloops, and Fort Nelson.
CN has announced 370 million Cdn$ in capital expenditures in Alberta as follows;
Planned expansion projects include:
Construction of about 12 miles of double track between Leaman and Nilton, west of Edmonton;
Construction of about 5 miles of double track near Entrance, east of the Alberta-British Columbia border;
Construction of about 7 miles of double track near Greenshields, east of Edmonton; and,
Building new tracks at Scotford Yard northeast of Edmonton to increase yard capacity for growing local demands.
Replacement of more than 90 miles of rail; Installation of approximately 210,000 new railroad ties;
Rebuilds of 44 road crossing surfaces; and, Maintenance work on bridges, culverts, signal systems, and other track infrastructure.
This Investor Presentation from March 2019 has a lot of interesting information in it, including the 2019 Capital Program and much, much more.
https://www.cn.ca/-/media/Files/Investors/Presentations/CN-Investor-Presentation-en.pdf?la=en&hash=2DCF26530777F628B9260A728742A92E7430C2CE
CN announced capital spending of 120 million Cdn$ in Manitoba on Mar 25th, 2019 as follows:
Construction of a new train passing siding near Nourse, east of Winnipeg; and,
Construction of 6.3 miles of double track near Exira, west of Portage la Prairie.
Replacement of more than 35 miles of rail;
Installation of approximately 59,000 new railroad ties; Rebuilds of 13 road crossing surfaces; and,
Maintenance work on bridges, culverts, signal systems and other track infrastructure.
Now I wonder if this is related to the Oil contracts that CP is angling for in the same province.
CN has pretty much told us where expansion is taking place in 2019.
BC
2.5 Mi. DT west of Prince George
A new siding at Port Edward
They are spending a lot of money in BC, what else are they doing?
Alberta
12 Mi. DT Leamon to Niton
5 Mi. DT near Entrance
7 Mi. DT Greenshields to Wainwright
Saskatchewan
10 Mi. DT near Atwater (from Waldron?)
10 Mi. DT Bailey to Fenwood
8 Mi. DT near Biggar (probably to the east)
& Mi. DT near Clavet
Manitoba
6.3 Mi. DT near Exira
New siding at Nourse
So now we have to get and get some pictures of them this year.
It would be wonderful if CN would do something about the very rough single track line from Chicago south it acquired from IC. Mr. Harrison had already done his track removal by the time it became CN. Is it not sad that passenger travel on this line is slower than in the last days of steam. Of course the roadbed in general and the diamonds in particular were better maintained.
CN announced today April 8 Capital Spending in 4 states.
$120 M in Wisconsin, most notable 8 mi. of DT near Hawthorne.
$100 M in Tennessee.
$95 M in Louisiana, start rebuilding 2 mi long Lake Pontchartrain bridge
$190 M in Illinois.
All figures in $US.
Looks like there is a gap between Hawthorne WI and Solon Springs WI that might make sense in terms of ease of construction and few small bridges.
Hawthorne is at 1,178 ft of elevation and Solon Springs is at 1,122 ft of elevation.
I am not familiar at all with Superior and area. I appreciate the posts by kgbw49 and the detail he puts in it.
I bought a 2019 CTG (Canadian Trackside Guide) and the only DT listed on the Superior Sub is from Mission Creek to South Steelton. Kgbw49 said it was definitely done from Hawthorne north of the Amnicon River bridge in 2018. Are there any milepost mileages for this? How long is this stretch?
I have looked at Google maps, it is a very rugged area with a lot of bridges and rail lines and hard for me to figure out.
williamsb CN has pretty much told us where expansion is taking place in 2019. BC 2.5 Mi. DT west of Prince George A new siding at Port Edward They are spending a lot of money in BC, what else are they doing?
They rather ambiguously mentioned "capacity improvements" in and around Vancouver and the ports there.
Materials have started to arrive for the construction projects, sometimes well in advance of when they are really needed. As an example, the brand new prefabricated 45 mph turnouts for Entrance, Niton and Leaman, AB showed up riding flatcars and gondolas a couple weeks ago. A nice sight and smell, there's nothing quite like fresh creosote!
The double-tracking at Entrance is extending the 6,500 foot siding west to towards the bridge over the Athabasca River, correct, to almost Solomon?
ADRIAN BALLAM The double-tracking at Entrance is extending the 6,500 foot siding west to towards the bridge over the Athabasca River, correct, to almost Solomon?
Yes. I was told this segment will be "bridge to bridge", so the siding may be extended eastward as well, to the west end of the Prairie Creek bridge.
I love the smell of creosote in the morning! Keeps the bugs away (sort of).
(with apologies to Lt. Col. Bill Kilgore (Robert Duvall) in Apocalypse Now)
- PDN.
That's great. Thank you. I am very surprised about that double-track section as I thought that was a siding which was difficult to be extended, especially by another five miles. Upon looking on Google Earth, it didn't actually look so bad. Do you also know if the sidings at Niton and Leaman will be integrated into the 12 mile double-track section?
CN's practice is to convert existing sidings into parts of the double track section, may as well use up as much pre-built grade and track as possible. The vast majority of our sidings are already laid with heavy, welded rail, and many have already been upgraded for 25 mph instead of 15. Many of the double track sections that have been constructed over the past 10 years have connected two sidings.
As it exists right now, the siding at Entrance is about 6500' long, which makes it almost useless in today's world of long trains. Between the ends of double track at Dalehurst and Park Gate the only places for long trains to meet are Hinton and Swan Landing, both of which are regularly clogged by trains stopping to switch. Extending Entrance to 5 miles would allow two long trains to be brought over there instead of waiting farther back.
One graphic has showed a siding extention near Fort Frances, Ontario. That is said to be connecting Fort Fracnes to the first siding west of it, Devlin.
The Manitoba and Ontario releases both say nothing about this. I doubt it's going to actually happen.
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