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: 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 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 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: Originally posted by trolleyboy Okay so up next in continuation of today's classic passenger train scheme of things.... Classic CNR Steam #4 Passenger and Mixed Trains to Niagara Falls These are the passenger and mixed trains that called on Niagara Falls Ontario in the mid to late 50's. As layed out by Ian Wilson's Steam to The Niagara Frontier. Number 86 Hamilton to Niagara Falls section of number 83. Modified schedule on sunday's. Cars off number 83 in Hamilton formed consist of train 86. Engine came off of number 95 from Niagara Falls. Usually a stream lined 6400 or a 6200 class northern. Number 87 and 84 Fastnight mail train Toronto to Niagara Falls . Did not officially handle passengers: not listed in the public timetable.Most express to Hamilton came in on 87, by the caar load. About 90% , if not all express to Niagara Falls came in on 84. Circa december 1957, carried storage car of box baggage or refridgerator type for Hamilton and Hamilton transfer mail, set off in Hamilton and returned on No. 108. circa may 17 1956 at least one (each) Toronto-St Catharines and Toronto-Niagara Falls express reefers, carried mail in authorized space in baggage car between Hamilton and Niagara Falls. At Merriton , the switcher removed at least one express car from 84 and set it behind the station for unloading and transfer to NS&T Red Onion. The consist of train 84 at Niagara falls wa used to make up numbers 95 and 91. Usually powered by a Bullet Nosed betty until mid 1954. After which older mountains or 6400 class streamilined mountain or older Northerns became the norm. Engine would return on afternoon local 91-92 Number 89-90 Toronto to Niagara Falls leg of over night Maple Leaf CN-LV train to New York city. Normal consist was a LV baggage/smoker two LV pullman cars ( for Philadelphia and New York),CN coaches and parlour cars to Niagara Falls,and LV coach to New York.carried mail in authorized space in baggage car between Toronto and Suspension bridge . Normal power was any variety of Northern or Mountain, with the occastional Hudson. Engine returned to Toronto next morning on 93-94 Number 91-92 Daily afternoon local passenger train,Niagara falls to Toronto. Normal power was a bullet nose betty ( mountain type 6060 series ) , occastionally a northern.Return movement for engine on night train 87/187 - 84/184. Cirac may 17 1956 carried Hamilton/ Toronto express reefer. Did not carry mail,except in baggage during Christmas season. Number 93-94 Niagara Falls to Toronto leg of overnight Maple Leaf from New York city.Engine was off train 89-90. RPO worked between Toronto and Niagara Falls on 83-86 & 93-94. Discharged mail on the fly at Beamsville. Normal consist out of Niagara Falls was RPO LV baggage/smoker , two LV sleepers(pullmans) , CN coaches and parlour car from Niagara Falls and LV coach.Extra express cars on some days. Power was off of 89-90. Number 95 Niagara Falls to Hamilton section of number 6. Carried mail in authorized space in baggage car between Niagara Falls and Hamilton. normallt powered by a Pacific assigned to Niagara Falls ( until april or may 1956 )After that time ,powered by engine off train 102. Number 101-102 Daily passenger train, Toronto to Niagara Falls. Heavy with head end cars. Carried RPO ( not on Sundays ) . Also carried mail in authorized space in baggage car between Toronto and suspension bridge. discharged mail on the fly at Grimsby Beach and Vineland. Circa may 17 1956,carried Toronto - Hamilton express reefer. Consist included parlour car amd Montreal sleeper ( pff number 17 at Toronto ); this equiment returned on train 107-108. normal power was bullet nosed betty untill mid 1955,then streamlined northern ( 6400's ). Engine returned to Toronto on 107/108 Mixed Train 218 Originally Stratford- Fort Erie mixed trains aperating as M218-M219,engine making two-day round trip out from Stratford. Express cars were lifted by M218 at places such as Caledonia,Dunnville,St Thomas. On most days , there was a CN reefer behind the tender on arrival at Fort Erie. On the trip home M219 lifted an express reefer of fish at Dunnville,which was handed to M238 at Caledonia for furtherance to New york city via train 90 from Hamilton. On the trip home M219 luifted express casr at Brantford. Effective april 27 1958 , trains operated between Stratford and Brantford as M218/M219 while former London-Fort Erie way freights 510/511 were modified to run between London and Brantford as 510/511 and between Brantford and Fort Erie as M220/M217.Until early 1957.regular power was a light pacific assigned to Stratford, after which Stratford assigned Mikado's took over. From april 1958 onward,Stratford assigned Mikados handled trains between Stratford and Brantford and Mimico assigned Northerns handled trains between London and Fort Erie.Steam last used on this train in april 1959. Fort Erie Race Trains Passenger extras Toronto to Fort Erie and return during the racing season ( spring and summer ). Consist made up of buffer ( non passenegr carriing car ), parlour car and sufficient best available coaches. No stops on Oakville subdivision west of sunnyside. Stopped briefly at Welland in both directions.Returned immediatly following last race. any suitable passenger power was used including Northerns mountains hudsons or heavy pacifics. Picnic Trains Anual picnic trains for big industries in the Hamilton area, went to Crystal Beach. Passengers were dropped at the beach,then engine went to Fort Erie to turn. Picnoc trains used commuter coaches laying over. again any suitable passenger power was used. Enjoy Rob
QUOTE: Originally posted by trolleyboy The Berlin & Waterloo Street Railway later The Kitchener- Waterloo Railways The first public transit in the towns of Waterloo and Berlin ( now Kitchener ) was provided bu the B&WSR which incorproated in 1886 This was a 2 and a half mile line in downtown Berlin from the Berlin town hall on Scott street down to Ceadr street in waterloo ( the towns now cities are built on top of each other ) This line carried passengers and mail and was a "horse car line " In march of 1893 the company secured permission to electrify it's mainline.Due to a small bas e of capitol it took two years to complete the electrification. Power was purchased from the Berlin gas company which installed a new edison generator for this purpose. The first cars to run were three of the former enclosed horsecars which had new vestibules added and a Pekham electric truck with one 25hp westinghouse motor. The old 30lbs T rail was replaced by lite 56lbs rail and the line was extended to Ontario and young streets in Berlin. In 1899 new management purcahsed two purpose built open cars from Ottawa car and coach as well as Two more closed ex-horse cars were purchased from an unknown sorce. Another change in management in 1901 resulted in the purchase of more cars one new ( the first double trucker } from Ottawa car and coach., and two more second hand from Buffalo.Thes cars were bought for the new just completed bridgeport line. In 1902 a further extention of the Scott street line in Berlin and was extended to madison street in waterloo where a new larger car barn was constructed.In 1905 a steam powered powerplant was built into the carbarn which allowed them to stop buying power from the city owned power company. At this point the town of Berlin sought to purchase the whole street railway but certain settlement s had to be made as half the ROW was in the town of Waterloo. In 1907 the town of Berlin assumed control of the entire system. Once there was a stable ownership the trackage was upgraded and double tracked eliminating the slowdowns of passing sidings. The town also replaced the inefficieant steam power plant with cheaper hydropowere purchased from Niagara Falls. They also purcahsed several more cars second hand from saint John NB which were too large for the NB system so these Double truckers were essentially brand new. In 1912 they instituted a pay as you enter service on all cars and as such purchased two new large "praire" type cars from preston car and coach. These cars were already equiped for PAYE service and a new 10 minute service started in 1913. In 1914 the company changed names To the Kitchener & Waterloo as the name of "Berlin" was chabged to Kitchener on the outbreak of the war( and still stands today ) In 1919 the interchange with the GRR railway wasdouble tracked to speed up service and more Prairie type cars were purchased from Preston.In 1921 further routes were built along Albert and Sterling streers and turning wyes and ultimatley a turning loop ws constructed to speed up service. By this time all the routes were double tracked. The bridgeport line was extended deeper into the now city to margaret street where it crossed over on a vaiduct the Grand River Railway. a proposed line extention ( an interurban district to Guelph ) ws floated at this time but the finaces wer not there ( nor would be ) The imidiate post war years were interesting in that a huge new barn was built at kitchener JCT ( larger than a railway this size needed ) 5 large Peter Witt's were bought from the Cleveland railway these were intended to carry the swelled wartime passenger load but did not arrive untill 1924 ! The arrival of the witt's did allow all of the old horse cars to be scrapped and 5 single truck birney's were purchased in 1921 to replace the old Ottawa double truck cars on the Bridgeport line. The last "new" eddition to the roster a birney was purchased from Peterborough in 1928interestingly the peterborough cars troute linen had a stop for a "CN Depot" which was useable in kitchener so the ever frugal line left it in place ! In may 1939 the transit system bought a small fleet of busses for cross town operations. Finding they liked them they abandioned the bridgeprt line to busses in 1940. The CN depot line was abandoned in 1941 carving the railway from 10 and a half miles to 6 and a half miles of track. The sudden end occured in 1947 when a severe sleet storm took down the remaining trolley wire. A new trolley bus service was installed in 1953 to replace teh streetcars and this ran until 1973. The little used witt's were sold to regina and that was it. Interestingly the cities of Kitchener and waterloo now a population of 500,000 are pursuing the construction of a new ligt rail sysrem to ease up on their traffic conjestion. The first phase is do to open in 2012 when it's expected the poulation will be close to 700,000. Funny how things come full circle. Rob
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