QUOTE: Posted by BudKarr Posted: 29 Oct 2005, 15:20:20 Hello Captain Tom, Perhaps I can help keep this idea of yours going by digging through my extremely limited contributions to the bar ..... ah, here's one some may find interesting: I am not one for the type of story you may be looking for, but here is something I recall from several years ago – too many in fact. It was a dark and stormy night ….. no, actually it was a very clear and star filled night crossing the plains in Saskatchewan Province en route Vancouver. I had boarded the train in Winnipeg, having completed my business there and decided to kill off my free weekend by taking CP Rail’s “The Canadian” to the west coast. The train in those days was in the livery of the CP “Pacman” logo and in that “action red” color. Did not care for either very much, but the cars were what was important to me (and for you too Tom, as I understand it!). My bedroom was in a Chateau series sleeping car and I wound up with a double at no extra fare. I had requested to know what the fare was for a double room for single occupancy and the ticket agent simply booked one and that was that. Nice gesture I thought. During that era it did not seem as if the tourist trade had taken over the route the way it has since VIA Rail entered the picture. Cutting back those trains to 3 departures per week has added to the crowded trains. But I digress. I spent a bit of time back in the Park car (Strathcona seems to ring a bell) and was having a rather spirited conversation with two RCMP officers who were on holiday, having come down from Churchill and also en route Vancouver. Well, by the time the last call was sounded, we had pretty much emptied the inventory of the “spirits” we preferred. That did not dampen the enthusiasm for my new found companions, as they begged their leave, to indicate they would return shortly. And that they did – with each holding an Imperial quart of Canadian Club and VO whiskey. Where did it come from and how? Why from the baggage car, where else? It was a grand time in the lounge until the wee hours, as one of them furnished a guitar and the other a banjo. Before too long a crowd gathered and the “song fest” began with all in attendance joining in. The car attendant and train conductor re-opened the bar, as we were in need of ice and “chasers.” I could go on with this, but I think you get the message. It was a grand time aboard “The Canadian,” one perhaps never to be experienced again anywhere else. Times and people are far, far different these days. BK
QUOTE: Posted by West Coast S Posted: 26 Aug 2005, 17:33:03 Tom... Saturday duty can be pretty dull around here. Command reversed the decision to release me for a new assignment, so the next available oppertunity to apply will be mid next year. So for now, business as usual. I agree with the extinction of the attending aspects associated with diesel and the passenger train. I think the following puts it in presepective. Dieselization permited longer faster, heavier trains, run more frequently, thus requiring new means to keep apart. Farewell to the train order station, written orders the telegraph and the manual block control. farewell to the jobs they created and the communities they supported. Farewell to the coal docks, water towers and roundhouses and turntables and all else associated with steam railroading , your day is done, replaced by the diesel that only requires a few tracks for servicing. Farewell to the thousands of shopworkers, hostlers and millions more behind the scene who gave their all to keep the railroads running in time of peace and war. Farewell to shops with legendary names such as Altoona, Roanoke, Cheyenne and a thousand more, farewell to the communities that once depended on you. Farewell to the American passenger train , even the vaunted diesel could not save you from the technology of improved air and highway alternatives and changes in public preferances. Farewell to the Pullman Porter, your time is done, you have served with honor for over a hundred years by catering to millions of travellers, farewell to the Pullman Company, your daring, innovative approach to rail travel helped bind a restless nation. Now, your time has come as well. You too have served with honor in time of war and peace. Farewell to way of life, never to return and yet not so distant as to be completely forgotten. Dave [tup]
QUOTE: Posted by coalminer3 Posted: 06 Sep 2005, 09:18:30 Good Morning All: Coffee, please. Here's some $ for the "good of the house," aka Boris's Bail Fund, and some quarters for the jukebox. Gas is holding at $3.19 this a.m. and West Virginia fans are happy. Herewith some more from the New Haven memory book. I have been working on some of this stuff forawhile, b4 the memories disappear completely. South Station was the end of the line, but most of our trips began and ended at Back Bay Station. It took five minutes for New Haven trains to travel from South Station to Back Bay. There were four tracks at Back Bay separated by a fence; the two tracks on the north side of the fence belonged to the Boston and Albany railroad and the two tracks to the South were the New Haven’s. The B&A called their side of the station Trinity Place. A trip to Back Bay was exciting as we traveled through streets lined with brownstone houses only to suddenly come upon the station’s parking area. My grandmother said that the streets in this section of Boston reminded her of those in Bristol, England from when she was a young woman. Back Bay was a winter kind of place. It was cold, snowy, and damp as only areas near the ocean can be. Wooden doors, handles polished from countless hands opening them, gave onto the station lobby which was a large, square, room of light colored stone. The ticket counter was on one side of the lobby which was hot, humid and smelled of wet woolen coats, rubber galoshes, steam heat and cigar smoke. On the other side of the lobby stairs and an elevator led down to the tracks. The elevator was closed on three sides and open on the fourth which was a cage-like gate that was closed once the passengers got on. The same elevator handled baggage and passengers. O much preferred to ride with the loaded baggage carts rather than with the passengers. I never thought I would see an elevator like that again until years later when I started going into underground mines and encountered the same thing. The wet, dimly lit, trackside smelled of salt air and decomposing offal from the nearby Fort Point Channel. The station platforms curved westward into the distance and there were dwarf signals in the ground at the ends of the platforms. The tracks emerged from the east (South Station) after exiting a short tunnel that was lined with some sort of tile. I recall no announcements of arriving or departing trains but passengers knew a train was coming because they could hear the locomotives in the tunnel. The train suddenly appeared, its PAs, C-Liners, FL9s or GP9s passing in a thunder of diesel noise accented by the hard hissing of steam from beneath the cars and the “screah” sound of the brakes. The engines were scary but the cars were wonderful. The New Haven had an eclectic collection of passenger equipment that included everything from ancient commuter cars to up-to-date lightweight parlor cars, sleepers, diners, and grill cars. Through cars from the Pennsylvania Railroad operated via the New Haven to Penn Station in New York where they were handed off to the P Company who carried them on from there to cities such as Philadelphia, Baltimore, Washington and Pittsburgh. The New Haven also originated and terminated Pennsy sleepers from Philadelphia and Pittsburgh. I knew about them from studying the maps and consists in the timetable. I remember seeing the stainless cars from the platform. These cars had green or orange window stripes. Some of them were named for on-line counties or cities, while others had the names of famous people. The Pennsy cars were red with gold lettering. The cars that ran on the “Senator” were stainless with red letterboards with gold lettering that spelled out “Pennsylvania” in a dignified style. work safe
QUOTE: Posted by siberianmo Posted: 06 Sep 2005, 19:38:43 Good Evening Guys! Seems like a slow enough night for me to contribute a story of my rail travels. This was Posted some time ago on another thread that I created, before "Our Place - only Rob, Al and *** may recall this one ........ A TRIP TO REMEMBER Okay - time for MY story about a VIA Rail trip with a and a not-so-happy conclusion. In December of 2002, my wife and I departed Toronto aboard VIA Rail's "Canadian" bound for Vancovuer. Having made the round trip once before, but in May, we were exicited about the prospects of a winter voyage across most of Canada. We were able to book the drawing room suite in the Park Car (Glacier Park) and settled into our seats in the dome as the train pulled out of Toronto's Union Station. The day was rather gloomy, a bit of light rain and sleet hitting the windows as we wound our way through and out of the city. The further north we got, the clearer the skies and by the time we started see evidence of that magnificant Canadian Shield, the skies were blue with some white puffy clouds. Great picture taking with some memorable sights indeed. Now I could continue this dialogue in the style aforementioned - but then it would just drone on and one - for really, the trip WAS fantastic. The snow amounts were far, far less than what we had hoped for - but then again, those of you living in Canada - especially the mountainous regions, know full well what the drought conditions have been like for quite some time. Nevertheless, we were undaunted in our optimism that the trip would hold true to our high expectations - and for the most part it did. On Friday, January 3rd, our train was struck by a rock slide just north of Boston Bar in the Fraser Canyon. Fortunately, this event did not seriously damage the train or harm any people within it. The delay of six hours wound up being a PLUS in that once we resumed our voyage, we got to view some sights that would have otherwise been "voids" to us. For had the train kept to its schedule, we would have passed through that area in darkness. (Same for the eastbound - darkness..........). Saw things that were all new to me (and have been alluded to in my previous posts) - for example, the rock slide 'sheds' that deflect the slides OVER the tracks rather than on to them. Interesting and effective concept indeed. Also the tunnel carved out of the rock - no portals - pretty rugged and functional. Can just imagine the work those people put into building that railroad! Wow. Now - fast forward to the day of departure from Vancouver, Sunday, January 5th. Talk had been heard in the "Silver & Blue" waiting area set aside for bedroom passengers at Pacific Central Station, that the "Cruise Ship Virus" had been detected on the train that had arrived from Toronto that morning. The train, was "quarantined" - not the passengers - and another had to be assembled rather quickly for the eastbound "Canadian" that evening (our triain). Now for those of you who don't know - this particular virus is a real doozy. Once it hits you - expect to be "out of it" for 48 hours, working very well from all 'ends' I might add. It probably is better known as the "Norwalk Virus" to most people who follow these things. It was said that 15 passengers in the coach portion of the morning train had come down with the virus and they were in very poor shape as some were carried from the train. All of this talk didn't bode well for what we had expected to unfold. We board the "new" train - deposited our belongings in the drawing room of the Stathcona Park Car and headed up to the dome to take in the sights of the train departing Vancouver. Just a marvelous way to travel - my wife had a complimentary glass of champagne and I had a local brew - and all was well with the world as we left Vancouver behind us. The next day was a picture taking day indeed. Just to give you one example, check out this photo of Mt. Robson - the tallest mounain in the Canadian Rockies at 12,972 ft/3,953 m. (click to enlarge ......) That should give you an idea of the great sky very conducive to picture taking (and keeping!). Fast forward to the next day as the train pulled into Winnipeg. We noticed all kinds of activity alongside the south side of the tracks as we neared the station. TV cameras, reporters, microphones, et al. When we asked our car attendant what was going on - he indicated that he had no idea, so we let it go at that. We arrived at the station to an announcement that if anyone wanted to stretch their legs now would be the time, but that they would NOT be permitted to reboard until further notice. Hmmmmm - we stayed on board. After about 2 hours of sitting up in the dome,and the train already late for the scheduled departure, we began to ask of the "new" attendant, what was going on. She said there was a "work issue" and that several new crew members refused to board the train. No further elaboration was given. About 2 hours after that - we heard an announcement that the train would be delayed further pending arrival of Health Canada officials. Hmmmmmmm. Fast forward to the bottom line: The virus had stricken a half dozen passengers, one in the bedroom compartment adjacent to ours. We had noticed that all during the trip, the handrails were being constantly wiped by attendants wearing latex gloves and spraying a solution wherever one might be expected to touch ....... That was the only overt indication of preventative measures being taken to safeguard us from this virus. The replacement crew refused to board at Winnipeg until assurances were given that they would not be adversely impacted. That evening - after the train finally left, a total of 6 hours in delay - we had dinner. Within a half hour of that event, I got sick - and did I ever get sick! I'm an "old guy" and have experienced feeling bad in my life - but I assure you, NEVER quite like this. The remainder of the trip to Toronto was spent in the toilet - got to know that rascal "up close and personal" or comatose in bed. Awful experience to say the least. We were met at the station by VIA Rail and Health Canada officials. The latter wanted to take "samples" and the former wanted me to sign something similar to a "release." I provided the sample - but refused the release. We remined on the train for about 45 minutes after everyone else had departed and then we were "cleared" to go. The VIA Rail official arranged for our baggage to be taken to a taxi - put us in it - picked up the tab (for the cab, that is) and sent us on our way to the hotel we had made reservations with. Stayed at the Renaissance in the Sky Dome. Fast forward to today: Haven't heard a word about the incident since and the replies to my inquiries regarding exactly what was done with my "samples" and confirmation from VIA and Helath Canada that this was the "Cruise Ship Virus" have NEVER been addressed. I even provided photo copies of the newspaper accounts of the virus aboard the trains (that earlier train I alluded to, and ours) - but it was if the recipients closed their minds to the facts ......[tdn][tdn][tdn]) Case closed. P.S. Am I angry with VIA Rail over this? NO - absolutely NOT. I love those trains and I enjoy the experience. However, I think ineptitude and rudeness on the part of ANY indiviudal can NEVER be excused. So, I will probably always harbor a feeling of ill will directed toward those who should have: (1) Informed the passengers on the train of the situation when it became apparent that the virus was indeed detected. (2) Permitted those of us who were not yet effect, to get off the train in Winnipeg in order to make other travel plans. (3) Been a bit more helpful to those of us stricken with the illness to include arranging for a doctor to check us out either on the train or at our hotel. (4) etc. ......
QUOTE: Originally posted by trolleyboy Okay now for the next installment of ... Classic Juice... The Peter Witt Story As previously disscussed . Mr Mitten's nearside car improved the continents ( NA) street railway system,by instituting the PAYE or pay enter way of collecting fares. This improved rider safety by where the cars would stop and improved the street railways bottom lines by #1 getting fares ( in the daysof the conductor walking up an down the side running boards with the "coffee canb" fare box was not only inefficient but many a rider could and would jump on or off woth out paying. And #2 by having a fixed farebox the conductor could conduct there by giving better service to the riders, transfers stop information etc etc. In 1912 a young man by the name of Peter Witt was elcted to the possition of Traction Commissioner for the Cleveland Railways. He was always seeking ways to improve ridership and ruder satisfaction. The one major drawback of the PAYE cars was that they tended to have very long dwell times at stops. With passengers entering amd exiting the cars via the same doors paying the conductor etc. Some people were still amaging to not pay and the exsessive wait times slowed down the flow of traffic and the shcedules of the transit system. So he devised a car design which modifed the cars in that the rear doors were moved to the center of the car. Passengers would enter the front move back to the conductors position just in front of the centre doors where he collected the fares. The conductor controlled the center doors which were the exit. Thus pay as you pass came to be. It sped up the dwell times, and ensured that all fares were collected and transfers meeted out. Peter Witt supervised the first cars construction at the Cleveland railways Lakeview shops in 1914. The first of these new cars came into service on Dec 1 1914. As built they had longitudinal seats in the front section , followed by cross seats in the rear. Thes cars were also built as single ended controls with two man crew operator and conductor. As more and more of these cars enterd service officials from the other street railway systems came to look at them and quickly began producing simialr cars for their own systems. These cars came to be known as "Witt" cars on the major systems of North America. In Cleveland they were known simply as the "Car Riders Car " Many street railways built there own cars to this design and Brill , Can Car Ottawa car Company , Preston Car and Coach, Kuhlman and others began producing this type of car under license. Peter Witt recieved a royalty of $10 per car built outside of the Cleveland shops. Thes cars served all the Major and some of the minor systems. Including Detroit ,Chicago,Kansas City,Providense, Toronto ( 375 cars 75 trailers ),Baltimore,Cleveland, Buffalo , Rochester NY ,Toledo,Birmingham,Kitchener waterloo (ex Cleveland Cars) Regina ( EX KW cars ! ),aand likley several others. Witts came in two sizes. The Large or standard Witt were 53'0" long 8'5" wide and 12' tall ( rail to trolleyboards ) these cars were lower geared and had strait pipping for trailer hauling. They could and did run solo as well. Few street railways used the trailer cars. The small Witt was 47'0" same height and width but were geared for higher speeds. Single service cars( hauled no trailers) used for rush hour and lighter use lines. From what I can gather Toronto was the only company to have the two types of Witts ( as an aside our museum has 4 toronto witt's two large and two small ) The Witt cars ran for years in Cleveland from 1914 to the early 50's in Toronto from 1921 to 1966. Similar life spans were enjoyed else where. Not untill the PCC car came about in 1936 was there such a universal streetcar design. The PCC continued the Pay as you pass method of fair collecting which is still in use today. Most Witts were converted to single man operations in the 30's and 40's with the farebox moubted bus style beside the operator. Rear tredle doors were installed as well as operator control of the rear doors once they were converted to single crew. As with Birney safety cars the tredles or operator center or front door controls could not be operated while the car was moving. Deadman switch controllers were also part of the safety package as well. So there you have it the Peter Witt, the car and the man. If you got to my railimages account you can see several pictures of our museums Peter witt's. Large witt 2424 ( lovingly refered to as Bertha or the beer car ) and small Witt's 2786 and 2894. Rob
QUOTE: Originally posted by trolleyboy Classic Juice #8 The PCC The PCC car. The final of what I think were the major three tactics / car designs brought out to keep the riding public on the street railways, as opposed to busses or cars. The PCC or Presidents Conference Committee cars were designed by a committee of the 21largest streetcar companies of North America { Toronto , Philly . Clebveland , KC , St Louis , Chicago , and Detroit being amoung the designing presidents ) The company presidents got together in St Louis in 1934 to brainstorm and come up with a car design to compete with burgeoining compition from cars and busses also to modernize and maintain passenger levels in the final stages of the great depression. They wated to go with a car that could operate as a one man vehicle( coast saving) most older designs had been so converted at this point) utilizing the revolutionary Pay as you pass ( the farebox ) idea started by Peter Witt in the late teens. They also wanted a lighter weight, faster car ( the older wood and steel cars Witt's nearside's etc had heavy framing and were slow and in some designs rough riding ) which would be comfortable and warm and appealing to modern people. The cars ended up with a light weight unibidy design which as was envogue at the time streamlined with leather,padded upolstry in single an double seat sets the length of the car. Efficient electric in floor heating and a very quick 0 to 50 mph start up which would leave auto's and cars weighting in a dead start. These were the frist stret cars that could actually maintain a constant quick speed with which they could keep up with traffic. The cars were first put into production at the St Louis car company with the first units rolling off the assembly line in 1936. Pullman standard annd CC&F ( Canadain Car & Foundry of Montreal ) soon had licence to build the design as well. The first CC&F units rolled off the assembly line for the TTC in 1938. Our museum has air electric # 4000 the TTC'S original Candain prototype car. ( still operable as well ) The first batches of the cars had a definate art deco design very curvy and gracefull. They are also known as the airelectric PCC's meaning that the doors and brakes were air powered with the traction power and heaters being electric. In 1944 PS and St Louis car began building the all electric version's which featured as the name suggests all door brake and traction power being electric ( thus simplifying maintenance ) The later all electrics could be mu'd for train service on busy routes. Shaker heights in Cleveland Bloor and St clair in Toronto are two that come imediatly to mind. The PCC's certainly had staying power they were manufactured from 1936 straight through to 1951. many external changes ocured to the designs over the production spans. A few double ended cars, larger bus type windows, ommision of standee windows, and roof ventilation options, etc etc. Close to 6000 units were produce for the major Us and Canadian cities as well as several European city systems, in France , Belgium and Holland. The TTC even sold older airelectric cars to Alexandria and Cairo i Egypt. Several Us cities also sold off theiir cars to Turkey or other cities as they discontinued service or replaced with newer LRV's. At one point in 1965 the TTC webt all PCC sysrem wide with 400 cars they purchased new and the additional cars they bought used a refurbised from US cities finally topping out at 775 cars on the system. Today most PCC's are in musuems however San Fransisco's street railway runs several lines with just PCC cars bought mostly from Toronto & other cities as well. One thing with theirs are that they maintain the cars with their classic donner paintjobs so on San Fran you can see Baltimore,detroit ,Cleveland . PE just about everyone's liveries plying the streets still doing what they do best. Quick efficient point "A" to point "B" oublic transit. Rob
QUOTE: Posted by West Coast S Posted: 18 Aug 2005, 14:03:02 Morning Tom and the gang...Spot of the Juan Valdez please Ah, yes those silk trains of yore , actually a misnomer as they did not transport the finished silk, but the silk worm itself in specially built 30 foot wooden high speed express cars (Built by Pullman) with a rider coach or two and diner for the machine gun toating armed escorts responsible for cargo security, to satisfy insurance requirements, one armed escort was mandatory in the cab as well (One train of silk worms could be valued in the millons of dollars). The heyday of the silk trains occured between 1900 to the late 1920s. SP typically ran consits of a dozen cars, specific motive power was assigned, always P4 class Pacifics in later years and earlier A class Alantics, sometimes a UP engine would run through, replacing the usual SP power , it had absouloute authority over every movement, including first class passenger trains. The operating and train crews were hand picked for these assignments, the motive power was inspected and selected personally by a division Roadmaster and a member of Sr. management from the SF headquarters building. Typical operating speed was 85mph with higher speed numbers being common were permissable. Operation in the off hours was the usual means to avoiding conflicting movements. Ensuring smooth operation of these trains was well thought out, select division points maintained emergency backup power ready to go on a moments notice to provide any aid necessary. Routes of operation included the Donner Pass line for a UP connection and also the Golden State Route. Per contract, they were alloted as little 42 hours to deliver to the mills in the east or the south, dealing with valuable live cargo, it is logical to assume a certain percentage would be lost in transit, there were specific contract guidelines to aid the customer and insurance carrier should it be necessary to file any claims against the railroads. Dave [tup]
QUOTE: Posted by coalminer3 Posted: 17 Jun 2005, 12:58:37 Since we are talking abt. subways, herewith a few memories of the old MTA (Pre Charlie, yet!) Riding the subway was always an adventure. The Boston subway was old when I was growing up. There were not as many stations then (sit and read the stations marked on the glass map in the holder beside the car door; Harvard, Central, Kendall, Charles, Park St., Washington, South Station, Broadway, Andrew Columbia, Fields Corner, Shawmut, and Ashmont - that was it), and the trains only ran as far as Harvard Square, although the streetcars ran out to Arlington, but that’s another story for another time. The subway station was in the middle of Harvard Square. It was a low gray stone structure with a metal roof and some ornamental iron work. In red letters above the doors was a sign which said “Rapid Transit to All Points - Eight Minutes to Park Street.” People were always in a hurry there and it was hard to get a chance to take in all of the activity. You had a choice of walking down the stairs or riding a narrow wooden escalator to get to the station’s “lobby.” Here was a change booth and turnstiles. The process was quite simple - shove a dollar bill through the slot in the glass window and get some subway token and some change pushed back to you by the bored looking man sitting inside. Then take a token, put it in the slot in the turnstile and push your way through. Little kids rode for a nickel and had to reach up to drop their nickels into a change counter which was pretty similar to the one on the bus. That done, we went down the stairs to the platform and waited for the train. Harvard Square Station was on two levels. The upper level, which allowed passengers quick access to buses and trackless trolleys without going outside, was for trains coming from Boston. Inbound (to Boston) passnegers boarded their trains on the lower level. There was a single track on each level. The upper level went to the car barn (actually an open area for car storage) which was occupied a space near the Charles River between the Harvard University campus and Memorial Drive. I always liked going by the yard when driving into Boston. Row on row of subway cars sat parked on the tracks waiting for their next trip. Sometimes, trains ran past the Harvard Square station to the yard to discharge passengers going to a football game at Harvard Stadium which was just across the Charles River. I remember walking by the yard a few times when going to the stadium with my father or uncle to see a football game. There was a cement and brick wall around the yard which had a few gaps in it and I wished I was taller so I could see more of the trains behind the wall. I could hear trains approaching the station from Boston as they pulled in above me and the entire station rumbled and shook with a deep, menacing, growl which was almost deafening because of the confined space in the station. Just about all of the old Harvard Square station was ripped out in the late 60s and early 70s when the subway was extended from Harvard Square to Alewife, so what I’m about to describe no longer exists. As I mentioned, the subway line was single track with a high level platform to let people board and leave the trains quickly. The track resembled that of a regular railroad, except that a third rail was mounted outside the right rail. The third rail carried the electricity which powered the subway car’s traction motors. Every so often on the third rail was some white lettering which said “DANGER - THIRD RAIL DO NOT TOUCH!” I was concerned most of the time that I might fall off the platform, touch the third rail and be instantly fried, so I never got too close to the edge of the platform. Everyone knew of somebody that had been fried because they weren’t paying attention - never mind that there was no hard evidence of anyone ever being fried, except for a drunk in South Boston or some despondent person who threw themselves onto the tracks ans the train pulled into the station, the thought of being electrocuted frying, swelling up and bursting into a million fragments was enough. The track was not really ballasted but sat in what appeared to be deep layers of grime, oily dirt, dust, candy wrappers and old newspapers; I suppose there were ties underneath that mess somewhere. The walls were dingy white porcelain tile and there were brightly colored advertising signs attached to them at intervals. Most of the signs I remember advertised Wrigley’s gum. Behind me was a brightly lighted newstand which sold Boston papers, candy bars cigarettes and cigars (in those more innocent days), and magazines. The station itself was not well lighted. Rather there were a few bulbs that tried ineffectually to pierce the darkness. I found that I could see pretty well once I got used to it. I tried to get close enough to the edge of the platform so I could see up the track to where the tunnel coming from the car barn curved away, but not close enough so that I might fall off, wind up against the dreaded third rail and be fried - INSTANTLY!!! After awhile I could hear a train coming. It sounded differently than did the ones on the upper level as the noise was not as deep. I could hear the wheels squealing around the curve from the yard and hear the hollow whistling sound of the brakes being applied as the motorman brought it closer to the station. Then, there it was - four red lights marking the corners of the lead car, the blue-uniformed motorman sitting in the cab with one hand on the controller. The train of dirty, green painted, steel cars clomped into the station and screeched to a stop. The wooden doors banged open and the passengers began boarding the train. These cars were not luxurious, they were utilitarian in the best sense of the word since they had been built to last through years and years of hard service. The windows would be open if the weather was warm and I could smell the pungent sweet scent of oil and warm traction motors. A compressor cut in under one of the cars with an urgent “lunga, lunga, lunga” sound, and then cut off with a harsh snap of air under pressure. It would be time to leave pretty soon and I made sure to try and get a seat near an open window so I could see everything. One feature of these cars I remember was a map of the MTA system in a glass panel by the door. I wonder now and then how much one of those would bring if offered at a memorabilia auction. Enough of that, though, it was time to go. The doors banged shut, “snuuffaaa,” went the air brakes, the traction motors groaned into action and the train began moving forward slowly at first, then much faster. I don’t think we were really went all that fast, but the fact that the windows were open and we were in a tunnel gave the illusion of really moving rapidly. Central was the next stop, just a short distance from Harvard Square. The section of the line from Central to Kendall was about the longest stretch between stops and the train really moved along here. The noise was thrilling, palpable, and altogether wonderful. You truly could not as my mother always said, “hear yourself think.” The racket was redoubled whenever we met a train. The other train roared past us in a blur of lights. This was what it was all about - going some place fast. Years later I read a passage in a novel by Thomas Wolfe in which the hero, tormented by a desire to be everywhere, see everything, and absorb all of life’s experience in the process, would ride the subway from Cambridge to Boston and see if he could hold his breath between stops - I did this when I was five years old and enthralled by Little Golden Books rather than the Sage of Asheville. The run from Central to Kendall was a long one, whether I held my breath or not. I mentioned that I tried to sit by the window. Deciding which side to sit on was a tough decision. Inbound the left side was the track side which would allow me a closeup view of the trains we met. The right hand side of the train would give me a good view of the Boston skyline when the train exited the tunnel and climbed over the bridge from Cambridge to Boston. Most of the time I chose the left side because from there I could see a lot of industrial buildings and in the distance the smokestack of the Boston and Maine’s roundhouse at Mystic. Peering ahead I could see it was getting lighter as we got closer to the tunnel portal. A rush and a clank and we were out of the tunnel for a little while and back into the daylight. Up we went across the bridge to the Charles Street station. A brief stop there and then back into the tunnel underneath the storied streets of Beacon Hill. The train swung around a right hand curve before plunging back into the darkness. On the left was the frowning hulk of the infamous Charles Street jail; an ancient facility even when I was young. A roast beef sandwich stand was on the street right beside the prison walls. Legend had it that their sandwiches were so bad that the inmates would throw them back over the wall when kind hearted folks tossed a bag of them into the prison yard. A quick glance out the window allowed me to sort of see into the jail before the train plunged back into the tunnel. Park Street Under was the next station and we often got off there to transfer to another train, but sometimes we rode to Washington Street which is where the big department stores were. Still other times, we rode to South Station when we were going to ride the New Haven Railroad; always a great adventure. Beyond South Station lay unknown territory. I explored that later when I was older and started riding the subway by myself. Park Street was about the biggest station on the MTA system. It had two levels. The subway was on the lower level and streetcars ran on the upper level. Historically, the oldest section of the entire MTA system was the one that ran into the upper level at Park Street. Some of the old Type 5 cars were still around when I was small, but mostly I remember riding on PCC’s. The PCCs were painted traction orange with a stripe separating the orange-colored lower half of the car from the cream-colored upper part of the car. The PCC’s ran from overhead wire so there was no danger of getting fried on the third rail. The PCC cars also did not run from a high level platform as did the subway cars. Park Street was a little better lighted than some of the other subway stops. The PCCs ran underground and on the surface and would take you virtually anywhere you wanted to go in the city. Have a good weekend. work safe
QUOTE: Posted by siberianmo Posted: 16 May 2005, 13:07:37 Canadian Rail Journey, Part I (initially Posted on page 12) The first leg of my Canadian rail journey began on May 5th aboard VIA Rail’s “Ocean” bound for Halifax, Nova Scotia. Departing Montreal’s Central Station at 6:30 PM, the 12 car consist of Budd stainless steel cars slowly made its way across the St. Lawrence Seaway by way of the Victoria Jubilee Bridge (a unique rail and highway structure with a turnout and separate span over part of the Seaway). Train #14 was powered by two F40PH’s, 6419 leading and 6418 trailing. NOTE: Discussions regarding the existence catenaries at the Montreal Central Station have taken place over on "Canadian Passenger Railroads - Let's Talk!". There ARE catenaries to the left when approaching Place Bonaventure. Montreal's commuter trains - "AMT" - run their F40PH's to the right and the electrics to the left. The train consist included a baggage car, three coaches, a Skyline dome car, a dining car, five Chateau series bedroom cars and a Park car (Revelstoke Park). Over the years, prior to getting underway, my wife and I have made a habit of sitting in the dome of the Park car, simply to take in the sights and sounds of the lower level of Montreal’s Central Station. Montreal’s commuter trains, some electrified and others not, made frequent departures along with VIA Rail’s corridor trains (LRC and Renaissance). Before we realized it, the train effortlessly began to move forward. Soon, the daylight enveloped the train and our long awaited journey “home” began. As has been our practice, we booked a double bedroom – “D” – in the Park car, which for those who may not know, is the double with the most floor space. Our attendant, Claude, is an old timer and very much into ensuring that his passenger’s needs are attended to promptly and courteously. I should add that he stocked an adequate supply of Mr. Alexander Keith’s fine Pale Ale from Halifax, thereby putting my mind at ease regarding that aspect of my rail pleasures. With a fair sky and receding sun, our train picked up speed and before too long, Montreal’s skyline was but a series of bumps on the rear horizon. One more pale ale, then off to the dining car. Generally we begin our evening meal at the Drummondville station stop – about an hour and one half from Montreal. This evening was no different. We noticed straight away that the menu had been trimmed quite a bit, with only two entrees offered and NO chowder listed. This was quite a surprise and we wondered aloud what had happened. The reply was along the lines that VIA Rail had decided to make several changes to Easterly Class and the dining car service, all designed to save them dollars. While that strategy makes no sense to me, apparently the “bean counters” think otherwise. I should note that the dining car was very crowded and we had about a 15 minute wait for a table. I don’t think that a trip with VIA Rail has ever resulted in our not meeting someone new and this particular journey was no different. There’s just that little something – no – big something that fosters the atmosphere for conversations to begin. A couple of more train travelers have been added to the “list” of people with whom communications will be maintained. That’s just the way it is. Try that out on an airplane! One of the treats to take advantage of aboard the “Ocean” is sitting in the Park Car’s dome. These domes accommodate 24 people and at times the seats are all full. I particularly like it when there’s no one else there, especially at night, as the sights of signal lights, illuminated structures and the loco’s headlight play games with the shadows of the night. If you have never experienced this, it may be a bit difficult to envision. Daylight affords the opportunity of viewing the full train from the rear along the roof lines. Night time gives yet another perspective. It’s all part of the ‘wonder’ of train travel and something that will be sorely missed once the Budd stainless steel cars give way to “Renaissance” and the “Euro” cars. After breakfast in the dining car, we returned to the Park Car dome and remained there until our long stop at Moncton, NB. This is where the loco’s get refueled and other matters get attended to. Scheduled for a 20 minute stop, we were off and running in 10. The train was a bit behind in schedule. The track along the route between Campbellton, NB and Moncton, NB was a bit on the rough side – square wheel effect. This is attributable to the New Brunswick East Coast railroad’s inability to maintain the track in the condition that CN had done over the years they owned it. A rough ride for those in the diner, for sure. CN routes their freights along a different right of way, thereby giving VIA Rail almost exclusive access to that length of track. We didn’t see one moving NBEC freight during the trip. Many of the cars and loco’s we did see still had CP or CP Rail markings showing beneath the freshly painted NBEC livery. Perhaps the most scenic portion of the trip is between Amherst, NS and Truro, NS where the track is pretty much located on the ridge line of the mountains (hills to those of you from the west coast!). Just wonderful scenery and good track most of the way. The westbound “Ocean," Train #15 from Halifax, passed us on the left side as we approached Truro. Those “Renaissance” cars just don’t look “right” to me and it’s going to take some time to get used to seeing them. Anyway, my guess is that they were waiting for us in a passing siding, as we were running about 20 minutes behind schedule. The run from Truro into Halifax takes about 90 minutes and on this particular Friday, it was true to form. Some very pretty countryside and lots of lakes to enjoy as the “Ocean” sped onward to our final stop. Approaching the town of Bedford (now part of the “new” greater Halifax) I snapped yet another photo of “Mom’s” house – situated between the tracks and the water of Bedford Basin. Each time we make this round trip, two more photo’s get added to the collection. One day, I’ll assemble them, put them into a collage arrangement, and ship ‘em off to “Mom.” It’s only been 15 years worth …….. Hugging the shoreline of the Basin and Halifax Harbor (Harbour) the “Ocean” wound its way past container freights and assorted cars waiting for assembly into outbound trains. We arrived at the station about 20 minutes late – which as far as I’m concerned is on time. Off to the platform and picture taking, while my bride patiently waited, wondering, “Why does he do this every time?” VIA Rail did it again – delivered us safe and happy to the beginning of what would turn out to be a wonderful week of trains, ships and a War Museum. To be continued ……….
QUOTE: Posted by siberianmo Posted: 18 May 2005, 14:25:29 Canadian Rail Journey, Part II (initially Posted on page 13) On Sunday, May 8th (Mother’s Day and VE Day) I set out on my solo round trip from Halifax, Nova Scotia to Ottawa, Ontario via Montreal, Quebec. Arriving at VIA Rail’s Halifax Station in a torrential downpour, the line up for Easterly Class sleepers had just begun. I noticed a rather large group of people all wearing name tags and my first thought was, “Oh no, a tourist group!” Experiences from past journeys have not all been that pleasant when encountering some of these organized rail trips and I hope this would be different. It was. It didn’t take long for me to discern the pronunciation of certain words that only people who reside in the St. Louis, MO, USA area can appreciate. The group turned out to be comprised of people from my community and those adjacent to it. The tour director had been my three children’s math teacher in high school and before I realized it, it was “old home week” at the Halifax Station. This particular fellow and I have traveled aboard the same trains, but never as part of his group. He does a good job at ensuring that all goes well, without the intrusiveness experienced with other groups. On this day, Train #15, the all BUDD consist of 11 cars (1 baggage car, 2 coaches, one Skyline dome car, one dining car, 5 Chateau series sleepers and the Evangeline Park Car (observation dome with 2 lounges and 4 bedrooms) awaited us. Heading up the train were two F40PH’s, numbered 6441 and 6405 respectively. The train was booked full, including the coaches. There was talk of adding another coach at Moncton, NB, however, that didn’t occur as one wasn’t available. The rain had been falling since Saturday morning and this was monsoon-like. Heading northward towards Truro, the water on either side of the right-of-way was running fast and at times appeared to be very, very close to the roadbed. Sitting in the Park Car dome, the vantage point was sufficient enough to determine the impact of the storm on the country side. Several crossings had police cars blocking them, lights flashing, probably because of roadways under water. By the time the train wound its way through the great scenery between Truro and Amherst (last stop in Nova Scotia) the rain began to let up. Our arrival in Moncton was only long enough for me to dash out into the rain, take some photo’s and get back aboard for the continuation of the journey. One of my new-found friends from a community not far from where I live, accompanied me and we got more than a few chuckles from the employees all huddled beneath this or that wondering who these “Yay hoos” were with their cameras! Been there, done that before and will undoubtedly do it again! With a refueled train at the ready, the remainder of the trip was enjoyable – as always. The dining car was jammed for the evening meal – at least a 15 minute wait for a table. Good to see, in that many of my previous trips witnessed near empty situations, even though the trains were rather full. Somehow this all didn’t equate – fewer menu selections, higher prices equals greater demand? Huh? Another delightful meal, some great dinner table chit chat over a couple of Keith’s Pale Ale, then back to the dome. Ahhhhhhh. Couldn’t handle much more beyond Campbellton, so it was time to hit the sack. I had a single (Roomette) on this journey in the Chateau Brule bedroom car adjacent to the Evangeline Park observation dome car. This single was an “upper,” in that the step down could be a ‘killer’ if one forgot it was there! Happens …. Amazing how every bit of space is wisely planned for ……… a good night’s sleep interrupted only by my curiousness to take a look through the wide window now and then. Some snow on the ground between western New Brunswick and eastern Quebec. Morning on the “Ocean” began very early for me. I arose at 4 AM – and decided to sit in the Evangeline Park’s dome until our stop at Charny station. While this stop has existed for decades, the feature stop for the “Ocean” was at a place on the south bank of the St. Lawrence Seaway, directly across from Quebec City called Levis. When on the eastbound, the train sat for about 20 minutes, which gave the passengers an incredible view of the ramparts and lights of Quebec City – just wonderful. The westbound got in a bit early (as with Charny), so most times I slept through that ….. About five years ago, the tracks were sold and removed for Condominiums (or so the story goes) and the Levis station faded into history. The ferry connection between Levis and Quebec City lost much of its charm insofar as passenger train travelers were concerned. At Charny on the westbound, the train backs in, whereas it is the opposite heading east. Took a few minutes to breath in the chilly morning air – chat a bit with crew and just enjoy the beginning of yet another great morning with VIA Rail. I must say that those continental breakfasts in the Bullet Lounge of the Park Car was sorely missed on this day. I’m a “pill taker” in my advancing age and without something of substance to go with them, the experience can be rather unpleasant. Fortunately, “Joanne,” our attendant, noticed my discomfort and immediately provided me with a few packages of cookies to go with the complimentary juices, coffee, tea and hot chocolate in the Park Car. She’s a “sweetheart” for sure – an “old timer” from our traveling days aboard the “Atlantic,” which used to run between Montreal and Halifax, but took a more southerly route through Maine. A story for another day ……. We arrived in Montreal about 15 minutes early – 8 AM – and I quickly located a place for breakfast within Montreal’s Central Station. Two eggs, sausages, toast and coffee all for $5 (Cdn) – not bad. What a shame that VIA Rail’s decision makers have no clue regarding breakfast aboard the westbound “Ocean.” The Chef is there – the food is there – the attendants are there and the only thing served is the continental breakfast. Pity. My Ottawa train departed at 10 AM as I settled into my window seat aboard a VIA Rail LRC coach. For such a short journey, I decided against VIA1 service – much more costly. The train makeup consisted of 4 LRC cars – 1 VIA1 and 3 coaches powered by a single Genesis P42 locomotive. Just love the color scheme (livery). The hour and 35 minutes flew by and before I realized it – there we were, pulling into the station. Ottawa’s VIA Rail station is a beautifully appointed structure – very modern, airy and clean. Bus and taxi service to downtown is readily available and frequent. I took bus #95 to downtown and off I trudged to the newly opened and dedicated War Museum. The War Museum is located rather far from where the bus driver left me off. Hmmmmmmm, was there a message there? Anyway, I enjoyed the exercise – snapped a bunch of photo’s along the way of the Parliament buildings, Supreme Court and so on. The weather was outstanding – blue skies and temperatures in the mid-70’s (F). Lots of joggers – lots of jiggles and lots to look at! Ahhhhhhhh, young man on the lose in Ottawa! Well, at least mentally! Arriving at the War Museum about 45 minutes after my bus departure – really – I was taken in by the new structure and those entering and departing it. The day before, VE Day, Ottawa hosted a terrific remembrance for the veterans and many were still around. I made a point of introducing myself to several and I’ll tell you, many misty eyes all ‘round for sure. I digress a bit: During WWII my father was a U.S. Merchant Marine mate and several of his convoys used to make up at Halifax. There was a special bond between those embarked on those voyages – some only made it one way – some didn’t complete the trips – and the lucky ones are still around to talk about it. Yes, a very significant experience for me.……. To be continued ……….
QUOTE: Posted by siberianmo Posted: 20 May 2005, 14:21:48 Canadian Rail Journey, Part III (initially Posed on page 15) The trip back to Montreal on Monday, May 9th, was aboard a similar VIA Rail consist to the one that brought me to Ottawa (4 LRC coaches powered by a Genesis P42 loco). The car was only 1/3rd full, whereas the morning train was packed. My only gripe with the outbound train to Montreal is that there was no opportunity to snap off a few pix …. Boarding call, followed by a “march” to the cars, very structured and organized to say the least. Departing the Ottawa station at 3:10 PM, Train #34 began the scheduled nearly 2 hour trip to Montreal. The ride was smooth and comfortable. Before I knew it, we were approaching Place Bonaventure and Montreal’s Central Station. Our early arrival (10 minutes) provided me with a little over an hour before boarding call for the “Ocean” and my return trip to Halifax. One thing of note on the way back from Ottawa was my observance of a N. de M. electrified locomotive sitting at one of the shops near downtown, on the south side of the mainline. This loco didn’t look “well” and my guess (since corroborated) is that it was there for maintenance. I didn’t have the time to snap off a photo, for before I knew it, there it was – and there it went! I still have to look twice when I see the N. de M. markings on rail cars – seeing more of ‘em these days as CP’s and CN’s empires expand. Once again, sitting within Montreal’s Central Station, listening to the sounds of the train announcements – chimes – bilingual announcements – the hustle and bustle of a real live train station all around me. Yes – this was and remains a special place for me and those of us who appreciate all aspects of passenger rail travel. The boarding for the Ocean took place precisely at 6 PM for those holding Easterly Class tickets (bedrooms). Proceeding down the escalator to the awaiting train, gleaming in the station lights, I found myself mesmerized once again with just how great those Budd stainless steel cars look and how well VIA Rail has maintained them. (Sure, some may find fault here and there, but my take on that is these very same people probably have “issues” with most things in life – perhaps even Santa Claus!) My single bedroom (Roomette) this time was at floor level and once getting my gear stowed, I proceeded to the next car, the Evangeline Park observation dome. The 11 car train was the same that brought me to Montreal in the morning – 2 FP40’s (#6441 & 6405) – one baggage, two coaches, one Skyline dome car, one dining car, five Chateau series bedroom cars and the Evangeline Park observation dome car. Car attendants were the same as well, “Joanne” in the Park car and “Al” in the Chateau Brule bedroom car adjacent to the Park car. Sitting up in the dome – front seat on the right side, I engaged in my familiar “routine” of watching the procession of commuter trains leaving with their cars full, heading off to their suburban destinations. On the right side were the electrified loco’s (out of sight as they had backed in) and on the far left were the trains powered by F40PH’s of Montreal commuter rail system, “AMT” – translated: Montreal Agency of Transportation. During my time in the dome, I did see on LRC consist arrive, powered by a Genesis P42 in that great VIA Rail livery. 6:30 PM arrived and the Ocean slowly left the station behind as once again daylight enveloped the train, giving new perspective to it all. Crossing the St. Lawrence on the Victoria Jubilee Bridge is always special. The Seaway below, with the ships heading off to their destinations, the automobiles, trucks and buses on the bridge, a passing commuter train to the left and of course the structure itself with a turnout to the right, over the water no less. Really is interesting to take it all in. On this evening, I decided to forgo the dining car experience for two reasons. First, the menu was the same as our Thursday, May 5th trip to Halifax and my Sunday, May 8th trip to Montreal. Enough! Second, I just wasn’t all that hungry – so a sandwich in the Park car dome, with a couple of Alexander Keith’s pale ales “worked” well for me. VIA Rail is about to undergo several changes to what many of their regular passengers have taken for granted. I posted a separate thread regarding these changes on two forums, and provided Email’s to several people who requested this insight. So, for anyone interested in what these changes are all about – check the previous posts on this thread, and you’ll find them.] Remaining in the Park car’s dome until about 10:30 PM, I finally gave in to the urge to sleep, and called it a day – a long, enjoyable day. I had accomplished that which was to be done – once again enjoyed the “light show” of the loco’s headlight playing games with the shadows of the night along with the assorted reflections of color bouncing off the rooflines of the cars before me. The signal lights changing, the illumination within the structures within view of the tracks and the occasional highway vehicle racing along in the night. Always captivates my interests ……. Tuesday morning, May 10th and the last leg of my “solo” rail trip would be coming to and end this day. The day began a bit on the overcast side, no rain, just somewhat gloomy. Up at 6:30 AM Atlantic Daylight Savings Time, and directly to the Park car dome. A couple of “shots” of juice, coffee and cookies (purchased at one of the shops within Montreal’s Central Station), provided me with the “start” I needed. “Joanne” was provided with her remuneration in the form of a new cookie supply for being so kind to me the day before.] More than one passenger asked about the “Continental breakfast,” only to be told it no longer is offered (as explained in one of my previous trip reports.) Unfortunately, it appears VIA Rail didn’t do a good job in keeping the passengers informed, especially those accustomed to this particular feature. Breakfast in the dining car was enjoyable, as always. Several people were commenting aloud with regard to the “missing” continental breakfast in the Park Car’s bullet lounge. It appears that good public relations was not enhanced by this move. At Campbellton, New Brunswick – about a 15 minute stop - two VIA Rail engineers boarded the train as passenger. They were operating Train #15 on Monday night heading towards Montreal when, according to the senior Engineer, a woman apparently committed suicide right in front of their locomotive. A 42 year old woman stopped her vehicle on the tracks at Nigadoo, NB and waited for the train to hit her. The Engineers were taken off the train for return to Moncton on our train, somewhat somber to say the least.. Needless to say, she died at the scene. If you’ve never witnessed the scenery in that part of New Brunswick, I find it to be worth the view. Lots of water – the Bay of Chaleur, rivers, inlets and lots of wooded areas, punctuated by a building or three now and then. Stopping at Miramichi, at Miramichi Bay, always perks my interests too. Formerly, Newcastle, the name change apparently was attributable to the mergers of several communities into what it is today. Anyway, for the duration of the stop, there always seems to be lots to look at. Arriving at Moncton, NB at 11:45 AM, it was time to stretch the aging legs, take some photo’s (again!) and just enjoy what looked like would be turning into a blue skies day after all. The best part of the trip, insofar as my choice in scenery was yet to come. Passing through Sackville, NB with the Bay of Fundy to the right, the prison to the left and then the historic Sackville Station to the right brought back many fond memories. Sackville happens to be the home of a good friend of mine and at least annually, I try to visit with him on a “turn around’ VIA Rail trip from Montreal. There’s about a 4 hour opportunity for a get together, then the westbound pulls in – thereby giving me a “two nighter” on the train, coupled with a brief reunion with my friend. Works well every time! Next stop was Amherst, NB – first station stop in Nova Scotia. That is followed by Springhill Junction (flag stop) and I always look for Anne Murray – but somehow our schedules just don’t ever coincide! Traveling eastward to Truro, the scenery is simply beautiful as the train takes to the ridge line of the mountains (“hills” to those of you in western provinces and states!). On this day, Train #15 passed us on the right, an all Renaissance consist heading to Montreal. From Truro to Halifax, nothing but blue skies and signs of lots of flooding from the torrential rains of recent days past. Passing by “Mom’s” house at Bedford Basin, my wife and mother-in-law were on the front porch, waving as the Park car zoomed by. Another picture taken and another “signal” given to fire up the Buick for the trip to the station in order to pick me up. Works every time! So, that’s about it. Leg #3 of my 4 part VIA Rail adventure came to an end at 4:45 PM ADST – 25 minutes late – but once again, as far as I’m concerned – on time! To be continued ……….
QUOTE: Posted by siberianmo Posted: 23 May 2005, 13:53:11 Canadian Rail Journey, Part IV and final (initially Posted on page 16) Wednesday, May 11th, a glorious morning in Bedford (Halifax) Nova Scotia and the time has come to bid adieu to family and friends. Arriving at the VIA Rail station in Halifax, we checked in at the Easterly Class kiosk with plenty of time to spare for our 12:40 PM (ADST) departure for Montreal. The familiar sight of Train #15 and its all Budd consist once again rekindled that feeling of anticipation as we checked our luggage into Bedroom D of the Revelstoke Park car (observation dome). “Claude,” our attendant greeted us with his typically warm and friendly manner and we settled in to our seats up in the dome – front right. Our train was made up of 13 cars and 2 F40PH locos (#6419 & 6418). The consist: one baggage, three coaches, one Skyline dome car – one dining car – six Chateau series bedroom cars and the Revelstoke Park observation dome car. After snapping off a few more photos, we began our journey along the winding trackage from the station to the shoreline of Halifax Harbor and Bedford Basin. Before to long, the dome filled with travelers as we left Halifax behind and headed up to Truro. The countryside is a pretty sight, replete with large farms, lakes, and lots of new construction. Makes one wonder just where are all the people moving from? Since there are no departures from Montreal (or Halifax) on Tuesdays, there was no passing train to view as we cleared Truro on the way to Amherst, the last station stop in Nova Scotia. {Back at the Halifax there was another Budd consist sitting across the platform that would become Train #15 on Thursday. This is the same train I came in on Monday late afternoon with the Evangeline Park observation dome car.) A thought occurred to me as we wound our way through some really great looking scenery, that this may very well be the last time my wife and I travel the “Ocean” in Budd cars, if at all. As I’ve indicated in previous “reports,” VIA Rail will be shifting all the Budd equipment to western service by January 1st thereby making the “Ocean” an all Renaissance equipment train. Having experienced Renaissance in October of 2004, I doubt that I’ll be spending any of my retirement dollars for a repeat performance. As always seems to be the case, we arrived in Moncton, New Brunswick rather quickly, although “Claude” told us we were running about 10 minutes late. With the elegant depots of Amherst and Sackville behind us, the idea that we were heading home settled in. Another 15 minute stop at New Brunswick so we stretched our legs, took some pix, and checked out the dining car menu. Oh no! Not again – same menu as every trip thus far since leaving home! With just two entrees on the menu, the selection does become rather limited when one has been traveling the route for 4 evenings since May 5th. “Claude” told us that the Chaleur, VIA Rail’s train to Gaspe, Quebec, may have a schedule change to permit it to make the trip in daylight. Operating on a three day per week departure in each direction, the “Chaleur” is part of the “Ocean’s” makeup at Montreal, with the separation occurring at Matapedia. That same stop is where “Chaleur” meets the Montreal bound “Ocean” as well. For the first time in many, many trips, we did not have the “Chaleur” with us, nor did I on my “solo” round trips earlier in the week. Anyway, they say the scenery along the route to Gaspe is really something. Perhaps some day, unless someone decides to put Renaissance on the line for that as well. Rogersville – Miramichi – Bathurst (with some snow still visible) – Petit Rocher – Jacquet River – Charlo and Campbellton (last stop in New Brunswick) all were stops where it appeared more passengers boarded than departed. The Campbellton stop also was our signal to call it a day …. Which we did. Thursday morning found me sitting in the dome at about 5 AM (EDST) as the train backed into the station at Charny, Quebec. I guess I’ll never get used to this backing in, backing out business – and yes, it is railroading – but somewhere in my “socialization” regarding railroads, trains are supposed to pull in and pull out. As I thought about this quirk of mine, it occurred to me that even my model railroad “empire” requires backing in or out amongst the 8 consists of passenger cars accommodated at my Can-Am Union Station. Oh well ….. In a perfect world, it surely would be different! With no full breakfast to look forward to in the dining car nor a continental breakfast in the Park car (both discontinued by VIA Rail as cost cutting measures (?)) the day began a bit differently than we were accustomed to. The Park car does offer juices, coffee, tea and hot chocolate along with apples and oranges for the Easterly Class folks. Fortunately, I still had some cookies left from my “solo” trip, so we survived on those until reaching Montreal’s Central Station at 8:05 AM (10 minutes early). Once we reached Saint-Lambert, it was time to get our things together as the journey was about to come to an end. This was a bittersweet conclusion for us in that 15 years of travel along the Montreal-Halifax-Montreal round trip route may very well have ended. Once inside the station, we had breakfast at our favorite “sidewalk café” table. Again, each breakfast of two eggs, sausages/bacon/ham with toast and coffee/tea cost $5 (Cdn) each. Had VIA Rail offered the full breakfast, it would have cost us $9 apiece and we would have gladly paid it if for no other reason than to have the ambiance of the dining car along with the views along the way. Alas, change is all about ……. So, that concludes my “report” of our rail experiences in Canada 2005. The intention of these “reports” has been to share my experiences with those of you who appreciate trains – and the “Ocean,” with over 100 years of operation, is a “Classic” in every definition of the word.
Login, or register today to interact in our online community, comment on articles, receive our newsletter, manage your account online and more!
Get the Classic Trains twice-monthly newsletter