QUOTE: Originally posted by Sterling1 Did Algoma Central have any local trains or were they all tour trains? Anything special in the way of equipment?
QUOTE: Originally posted by Sterling1 What are the prices for Canadian right now if I wanted to go Vancouver to Toronto? Cheapest please. Sorry haven't been on a VIA train. By the way, did VIA ever think of using Superliners or did they think it more profitable to use the Budd trains?
QUOTE: Originally posted by Junctionfan I wonder if VIA has thought about an Autotrain on the Windsor Corridor?
QUOTE: The groundrules are pretty simple: Share your thoughts about Canadian passenger railroading - past and present. Let's not bash one another because of differences in opinion and of course, nationalities. Above all - keep politics out of our discussions. FOR NEWCOMERS: May I suggest that you browse the pages from start to finish? You may find something that will enhance what you are about to post, plus you'll find out "where we've been."] Ladies and Gentlemen, let's talk Canadian passenger trains!
QUOTE: Sterling1 Posted: 01 April 2005, 14:14:09 I forgot to add this question last night/early this morning: Did Algoma Central have any local trains or were they all tour trains? Anything special in the way of equipment? On that note when did Ontario Northland start operations and what kinds of paseenger equipment have they used?
QUOTE: trolleyboy Posted: 01 April 2005, 16:45:49 [PARTIALLY QUOTED] Hello brief answers to yuor questions. Algoma does hvae some local passenger service between Sault Ste Marie and Hawk Junction possibly still as far north as Hearst. Searchmont and the canyon are stops for these trains as well. For the smallar communities these trains are still a necessity as the roads there are poor to non-existant. I'm sure CN wishes to end these trains but so far can not. Most of the passenger service on the ACR are the tour trains which the round trip from the Sault to the canyon and back is an 8 hour excursion(with dinning car service as well) worth the trip actually. The northlander started out in the early 1900's 06 or 07 I beleave you'll need to do some research for the exact dates. It was originally known as the TN&O ( Temiskaming and Northern Ontario) they ran your basic period wooden heavy weight cars (6 axle) they also owned the Nippissing Central which was an electric intururban line that Ran to Haleybarry,Cobalt& Timmins. This equipment was again your usual turn of the century wooden electric railway equipment. The currant Northland passenger equipment is refurbished single level go commutor cars and coaches. And as well as the Polarbear Express tour trains they maintain regular passenger service Toronto to North Bay and Northbay to the Arctic rim at Moosenee /Moose factory on James bay again these are essential service trains as highways are basically non-existant after Cocheran ontario.There is a good book out on the first hundred years of the ONR. If you go to our museum website we sell it. A very informative book. www.hcry.org Rob
QUOTE: selector Posted: 01 Apr 2005, 17:16:14 Fellas, I am on the fly, still busy with other things. But, is any one else a member of CARP (Cdn Assn of Retired People). I'm the fortunate beneficiary of my deceased mother's lifetime membership, and the latest issue of their magazine included a glossy flier from Reader's Digest offering three videos of training across Canada..all for $30 to members! One had a steamer on the cover, so, natch, it caught MY eye. Really gratified to see this thread is so prolific. Tom, ya done good.
QUOTE: Junctionfan Posted: 01 Apr 2005, 17:20:43 I know the LRCs have a higher speed restriction then the Budd cars; does the Renaissance equipment have a higher speed restriction then the LRC's?
QUOTE: Sterling1 Posted: 01 Apr 2005, 20:56:11[PARTIALLY QUOTED] Thanks for some of the info. We know that Cn is freight, but is it possible for a private company to take over the services of Algoma Central? I know the funding table is almost bare for VIA but could they take over passenger services if CN doesn't want it? Also what's the reason for CN not being able to shut down those services? I'd like to bash CN for being anti passenger but this forum isn't for that . . . !!!
QUOTE: Grinandbearit Posted: 01 Apr 2005, 21:00:10 Speed limits of the different types of VIA equipment are really governed by the motive power up front. The lower number F40s have 95 mph gearing while the rest have only 90mph gearing .The P42s have 110 mph gearing but have been limited to 100mph. So if you have Renaissance equipment with a P42 it can go the 100mph but I don't know if this has happened yet. Most consists have F40s with the stainless cars and P42s with LRC stuff, but mix and match happens all the time so nothing is for sure. If the tilt mechanism on the LRCs goes out ,then the train is limited in speed in the corners to that of regular non tilt equipment. If a LRC consist has a stainless car in the consist, and it does happen,then the whole train is limited to regular speed of non tilt cars. If you have a baggage car in the consist, another speed limit is imposed. Add in track condition, freight traffic and you have a really confusing situation. So there are many factors governing the speed of our VIA trains not just the type of equipment used..
QUOTE: chateauricherPosted: 01 Apr 2005, 21:50:02 QUOTE: Originally posted by Sterling1 Did Algoma Central have any local trains or were they all tour trains? Anything special in the way of equipment? ------------------------------------------------ Yes, the ACR does offer passenger service all along its line from Sault-Ste-Marie to Hearst. A friend and I took the ACR's "Tour of the Line" train in early May 2004. It was one of the most memorable trips I have ever taken. The train litterally stops in the middle of nowhere to drop off / pick up passengers at hunting/fishing camps (etc). The scenery was spectacular, even though there were still several patches of snow amongst the leaf-less trees (even some of the lakes had small patches of ice on them still). Once in Hearst, we stayed at a small hotel that was immediately adjacent to the tracks -- only a parking lot stood between the train and our room. As for equipment, there were 2 baggage cars and 2 passenger cars. The passenger cars still bore faint hints of their previous owners -- CN and VIA. The ACR receives government subsidies in order to keep offering their passenger service which is deemed essential as it is the only way to reach some of the remote camps and homesteads. During our trip, at no time was the train anywhere near having one full car, let alone both. Mind you, we were travelling outside the busier winter snowmobiling season, the summer tourist/camping season, and the autumn hunting/fishing season. For more info, check out the web site ... www.agawacanyontourtrain.com
QUOTE: andrewjonathonPosted: 01 Apr 2005, 23:12:58 PARTIAL QUOTE: Originally posted by Sterling1 By the way, did VIA ever think of using Superliners or did they think it more profitable to use the Budd trains? --------------------------------------------- VIA Rail tested Superliners in the 1980's on the transcontinental run but it never went further. Hopefully by the time VIA Rail does have to replace the Budd equipment they will chose something more interesting, more similiar to the present design.
QUOTE: andrewjonathon Posted: 01 Apr 2005, 23:18:35 QUOTE: Originally posted by Junctionfan I wonder if VIA has thought about an Autotrain on the Windsor Corridor? ---------------------------------------------- CN offered an autocarrier service from the east to Edmonton (if I remember correctly) before VIA Rail. I would think if there was a market in Canada for another autotrain service it would be more likely to be on the transcontinental services than in the Windsor Corridor. Aren't the distances between the primary markets (Toronto and Montreal) too short to be competitive with an autotrain service?
QUOTE: passengerfan Posted: 02 April 2005, 07:22:00 Andrewjonathon Absolutely correct it was called Car-Go-Rail and operated between Toronto and Edmonton. The service used the double deck enclosed auto carriers that CN later sold to Auto-Train. A passenger had to surrender their Auto at Toronto or Edmonton four hours before departure time. This gave CN time to load the cars and inspect the cars. If memory serves me correctly two passengers had to be traveling together in First Class and the auto traveled for one and one-half first class fares as well. The auto was delivered at destination to the passengers Hotel within four hours of the trains arrival at destination freshly washed. As memory serves me the service did not last to long maybe a year or just over. The Auto- Carrier was coupled to the rear of the east or westbound Super Continental. If memory serves me correctly I remember seeing one summer consist with two auto-carriers on the rear of a westbound Super Continental. Most days only a single Auto-Carrier was operated and it was rarely full if I remember correctly. It is believed that this is where the idea for the Lorton,VA. - Sanford, FL Auto-Train service came from.
QUOTE: Originally posted by Sterling1 QUOTE: Originally posted by trolleyboy QUOTE: Originally posted by Sterling1 I forgot to add this question last night/early this morning: Did Algoma Central have any local trains or were they all tour trains? Anything special in the way of equipment? On that note when did Ontario Northland start operations and what kinds of paseenger equipment have they used? Hello brief answers to yuor questions. Algoma does hvae some local passenger service between Sault Ste Marie and Hawk Junction possibly still as far north as Hearst. Searchmont and the canyon are stops for these trains as well. For the smallar communities these trains are still a necessity as the roads there are poor to non-existant. I'm sure CN wishes to end these trains but so far can not. Most of the passenger service on the ACR are the tour trains which the round trip from the Sault to the canyon and back is an 8 hour excursion(with dinning car service as well) worth the trip actually. The northlander started out in the early 1900's 06 or 07 I beleave you'll need to do some research for the exact dates. It was originally known as the TN&O ( Temiskaming and Northern Ontario) they ran your basic period wooden heavy weight cars (6 axle) they also owned the Nippissing Central which was an electric intururban line that Ran to Haleybarry,Cobalt& Timmins. This equipment was again your usual turn of the century wooden electric railway equipment.The currant Northland passenger equipment is refurbished single level go commutor cars and coaches. And as well as the Polarbear Express tour trains they maintain regular passenger service Toronto to North Bay and Northbay to the Arctic rim at Moosenee / Moose factory on James bay again these are essential service trains as highways are basically non-existant after Cocheran ontario.There is a good book out on the first hundred years of the ONR. If you go to our museum website we sell it. A very informative book. www.hcry.org Rob Thanks for some of the info. We know that Cn is freight, but is it possible for a private company to take over the services of Algoma Central? I know the funding table is almost bare for VIA but could they take over passenger services if CN doesn't want it? Also what's the reason for CN not being able to shut down those services? I'd like to bash CN for being anti passenger but this forum isn't for that . . . !!!
QUOTE: Originally posted by trolleyboy QUOTE: Originally posted by Sterling1 I forgot to add this question last night/early this morning: Did Algoma Central have any local trains or were they all tour trains? Anything special in the way of equipment? On that note when did Ontario Northland start operations and what kinds of paseenger equipment have they used? Hello brief answers to yuor questions. Algoma does hvae some local passenger service between Sault Ste Marie and Hawk Junction possibly still as far north as Hearst. Searchmont and the canyon are stops for these trains as well. For the smallar communities these trains are still a necessity as the roads there are poor to non-existant. I'm sure CN wishes to end these trains but so far can not. Most of the passenger service on the ACR are the tour trains which the round trip from the Sault to the canyon and back is an 8 hour excursion(with dinning car service as well) worth the trip actually. The northlander started out in the early 1900's 06 or 07 I beleave you'll need to do some research for the exact dates. It was originally known as the TN&O ( Temiskaming and Northern Ontario) they ran your basic period wooden heavy weight cars (6 axle) they also owned the Nippissing Central which was an electric intururban line that Ran to Haleybarry,Cobalt& Timmins. This equipment was again your usual turn of the century wooden electric railway equipment.The currant Northland passenger equipment is refurbished single level go commutor cars and coaches. And as well as the Polarbear Express tour trains they maintain regular passenger service Toronto to North Bay and Northbay to the Arctic rim at Moosenee / Moose factory on James bay again these are essential service trains as highways are basically non-existant after Cocheran ontario.There is a good book out on the first hundred years of the ONR. If you go to our museum website we sell it. A very informative book. www.hcry.org Rob
QUOTE: Originally posted by Sterling1 I forgot to add this question last night/early this morning: Did Algoma Central have any local trains or were they all tour trains? Anything special in the way of equipment? On that note when did Ontario Northland start operations and what kinds of paseenger equipment have they used?
QUOTE: Originally posted by Sterling1 As partially quoted by Trolleyboy
QUOTE: Originally posted by daveklepper I have been told that Alberta U. has a serious project about light rail between Edmonton and Calgary, tieing the two light rail systems together, as a low-cost alternative to either increasing the number of highway lanes or a true high speed passenger railroad. Apparently, the convenience of using the existing light rail stations in both cities would compensate for the additional travel time as compared with highspeed trains. Does anyone know anything more about this? I would guess they would share the existing freight CP line, which used to have decent passenger service.
QUOTE: trolleyboy Posted: 02 Apr 2005, 14:21:37 [[PARTIALLY QUOTED] I suppose that they could but CN does get gov funding to keep the trains running (cheaper than building the needed highways through muskeeg and other awful terrain ) I doubt very much that CN would want a third party running the trains as the ACR isn't a double track line and they do move allot of frieght through the road so their dispatchers can direct the trains for thier best requirements. Much can be said about the ONR as well it's ONT gov. funded for the regular passenger service for again the same reasons. Much too expensive to build the roads into the more remote areas( read not enough population for the upkeep) It's nice to know that there are places to remote for air and road travel. Rob
QUOTE: Sterling1 Posted: 02 Apr 2005, 15:41:02 [PARTIALLY QUOTED] Flying into a remote area can be expensive in money; drving by paved road destroys the "remoteness" of the region and the destination.
QUOTE: trolleyboy Posted: 03 Apr 2005, 01:25:45[PARTIALLY QUOTED] Couldn't agree more. Plus building airports for big planes is also expensive. junctionfan or anyone else. Do the self levelling equipment on the LRC's still work? I thought that they had been designed to function with the similarly firred equipment on the LRC locomotives and since the Loco's are long gone are these not just normal coaches now? Rob
QUOTE: daveklepper Posted: 03 Apr 2005, 04:30:33 I have been told that Alberta U. has a serious project about light rail between Edmonton and Calgary, tieing the two light rail systems together, as a low-cost alternative to either increasing the number of highway lanes or a true high speed passenger railroad. Apparently, the convenience of using the existing light rail stations in both cities would compensate for the additional travel time as compared with highspeed trains. Does anyone know anything more about this? I would guess they would share the existing freight CP line, which used to have decent passenger service.
QUOTE: Junctionfan Posted: 03 Apr 2005, 20:03:12 I have just heard rumours that the Niagara Falls to Toronto morning VIA train that would normally run on Saturdays and Sundays, have been cancelled.
QUOTE: trolleyboyPosted: Today, 00:50:15[PARTIALLY QUOTED] Hi Dave i've read two or three articles on this (all from Branchline )from what I understand this is still in the planning stages.Pending funding from provincial municiple,possibly federal sorces. My understanding was that this was going to be a completely separate right of way jointly owned by the two transit authorities.I'm not sure if they were going to use cateney like in both cities or go with a third rail system. I'll post more if I find any other information. Rob
QUOTE: chateauricher Posted: Today, 03:15:42 Has anyone here taken the Quebec Central tourist train recently ? Their web site is ... http://www.beaucerail.ca/
QUOTE: daveklepper Posted: 04 Apr 2005, 03:34:18 One thing this intercity connection can do is reduce the amount of standby equipment both cities have to handle special events. They will be able to borrow each other's cars. Perhaps some day both cities together can host the Olympics!
QUOTE: My initial post on this subject, posted on March 2nd: There are lots of pleasures in life, some we can speak about in public and some better saved for another time and place! I love passenger trains. For me, talking about passenger trains and the railroading that goes with it, captivates my interests. Of course, riding them is the next best thing to ....... well, use your imagination. For the past 15 years, I have become a fan of Canadian railroading, and in particular VIA Rail and the now defunct, BC Rail passenger operations. Are there sufficient numbers of "us" out there who can make this topic an ongoing thing? Hope so .......... Just a bit over one month of spontaneous and very interesting posts from so many ...... and now for my final "ride." ======================================================= A trip that I take at least once a year is aboard VIA Rail's "Ocean" between Montreal, QC and Sackville, NB. This all began a little over 4 years ago, when I had a personal tragedy within my family that required me to find a place to reflect on what had just occurred. (My oldest son had been killed in an auto accident .......) Some background: About 8 years ago, I met a fellow on the "Ocean" who boarded the westbound train at Sackville. I initiated that particular trip in Halifax, NS and was celebrating a birthday gift to myself by taking a "solo" round trip to Montreal. It turned out that this man was recently employed by VIA Rail and was off to his first meeting with his superiors. This was also his first overnight train trip. As a result of that relatively brief time together, a friendship developed that has remained to this day. Back to my story: I wanted a weekend away - just a couple of nights and thought immediately of a train trip. Nothing gives me more pleasure and is more relaxing than riding trains - most especially, VIA Rail. Checking time tables I found that one could take the overnight train from Montreal to Sackville and be able to catch the westbound on the same day. There was (and is) a four hour period between trains. This was ideal and precisely what I was looking for, which also enabled me to visit with my Sackville friend. How convenient! I could fly to Montreal on Friday, with sufficient time to take the airport bus to the train station in order to make my evening departure. Two nights on the train and back home Sunday night. Go for it! Arriving at Montreal's Central Station (April 27th) from the airport always gives me a great feeling as I pass through the doorway into the large expansive waiting room. The first thing that always greets me are the sounds - those terrific sounds of a vibrant and energetic rail center, with people moving quickly between "places to go and things to see." Others occupy the seating, while still others walk about taking pictures or simply gazing at the sights. The large train board suspended in the center of the waiting room is a great sight to see as well. All those postings - trains arriving - trains departing ...... The bi-lingual train annoucements along with the "attention" chimes ...... a wonderful experience indeed. The station is really a great place to see and perhaps one of the finest left in North America in terms of everyday usefulness. A tip of the cap to Montreal! Love that city ........ (was home to my Godfather from my childhood days ........). At 6 PM, the first check-in call for Easterly Class passengers (translated: those with bedrooms) was made. The kiosk became the focal point for passengers checking in for the "Ocean" or "Chaleur" (the train to Gaspe, QC, which begins its journey as part of the "Ocean" but separates at Matapedia, QC). Once checked in, there was a short wait until the announcement was made for Easterly Class boarding. The ride down the escalator to the awaiting train, always brings a smile to my face. For me, it's really like the feeling one recalls on Christmas Eve - anticipation abounds - it's just that thrilling for me. Whenever I can, my bedroom accommodations are made for the Park Car (the observation dome and lounge car at the rear of the train) or the adjacent bedroom car. On this trip, "Chateau Varennes" was adjacent to the "Waterton Park" car. Proximity to the dome is important for my travel considerations ...... Once aboard the train and having stowed my belongings, it's back to the platform for picture taking. I must have a few hundred photo's of the Budd stainless steel "beauties" in my albums - but for me, each and every one represents a trip - a memory - and something to reflect positively on. The train platform is level with the doors to the cars almost giving the impression that they are one. The stainless steel "beauty" is alive with lights and the "hum" of the platform provided power, and of course the passengers and crew. On that particular trip, Amtrak's "Adirondack" was sitting at a platform two or three away from mine. (Looked like an AMD-103 in the NE corridor livery or Phase IV - with a 1700 series, Phase III baggage car immediately behind.) On an opposite platform form my train were frequent arrivals and departures of commuter trains, chock full of people heading home after a day's work in Montreal. A "corridor" train occupied the other side of our platform. The hustle and bustle was all around ........ Making my way up to the empty dome in Park Car, I sat in one of the front seats. The dome was not fully illuminated - just the emergency dim lighting and so the views of the train were awesome. The 17 cars sitting at the platform with had a glow from the lights within the station and the signal lights along the tracks. The reflections of red - green and white all added to the anticipating and ambiance of it all. Then the power shut off with a "thud." Shortly thereafter the train woke up again, this time under its own power and we started moving out of the station and into the evening dusk. F40PH's 6451 and 6431 powered the "Ocean" that night (don't know what number the "Chaleur" loco was ... ). Crossing the St. Lawrence Seaway is always a treat, for each time it seems that I see something "different" - as in new or missed it the first dozen times. Lots of history in that part of the continent and the Seaway was a major part of it all. On this particular evening, I paid particular attention to the running lights of the vessels making their way to whatever destinations they had before them. Fascinating to watch and think about ...... First stop, Saint-Lambert, where we took on some passengers, followed by Saint-Hyacinthe, where the evolution was repeated - first load the baggage, then move the train forward for the boarding passengers, etc. All part of the experience, and all very much appreciated. Dinner that evening was in the "Emerald" dining car and as always, was excellent. Over the years my wife and I have come to know many of the crew, and this night one of my favorites took care of me - "Ed," quite a character with a great sense of humor, who lives in Yarmouth, NS. Many of these guys have long careers with VIA Rail and the stories they tell are absolutely fascinating - that evening was no different. The next morning, we arrived in Moncton, NB, for about a half-hour's stay. Loco's got refueled, along with a change of engineers. This was a great opportunity to take advantage of the bright sunny day for some picture taking. The Moncton platform is long enough to easily accommodate trains much longer than the "Ocean," now down to 12 cars after the uncoupling of the "Chaleur" during the early morning hours. So, each car and both loco's were made part of my photo archives - walking toward the loco's on one side and returning to the Park Car on the other. Arrival in Sackville was about an hour after we left Moncton, where my friend and his son awaited. The four hours in Sackville passed by so quickly, that before I realized it, we were back at the Sackville Station (a manned and ready station) waiting for the westbound. Boarding the "Ocean" and settling in to the "Yoho Park" dome, after stowing my belongings in the "Chateau Bienville" bedroom car, I bid farewell to Sackville and the first leg of my weekend on rails. First stop, Moncton - same "drill" - one half hour to kill and some more photos. This time, F40PH's 6410 and 6414 powered the "Ocean" and its 12 cars. Dinner in the "Louise" dining car, this time with only one familiar face (sorry, I didn't record her name .....) was equally enjoyable to the evening before. Back to the Park dome for the remainder of the evening ....... stayed up there until the "Chaleur" from Gaspe connected with us at Matapedia, which took about 30 minutes to accomplish, most without power to our train. However, when in the dome - taking in the sights - who cares? Plus, I had my final Alexander Keith's Pale Ale (Nova Scotia's finest brew - in my humble opinion!), all was beginning to get right with the world. The arrival back in Montreal was all too quick as the familiar "Place Bonaventure" loomed ahead. Into the "innards" glided the train as we came to our final stop. My car was still outside of the station, so after a few more photo's of the cars, off I went to catch the airport bus. I had one more rendezvous to make - that with a friend who was going to met me at the airport in Toronto. We had lunch at a place called, "The Bistro." I seriously doubt whether I could ever find it on my own! But, Jack did and we enjoyed our afternoon .... So, that's it, my "final" railroad journey for this thread. Hope you enjoyed it.[:D] ===================================================== I believe this thread has run its course and for me, time to go. For those of you who were nice enough to respond to what I've tried to communicate - thanx! See y'all now and then - but somewhere else![tup][;)] Tom in Chesterfield, MO, USA (Siberianmo) Happy Railroading! Siberianmo Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Wednesday, April 6, 2005 1:09 AM QUOTE: Originally posted by daveklepper One thing this intercity connection can do is reduce the amount of standby equipment both cities have to handle special events. They will be able to borrow each other's cars. Perhaps some day both cities together can host the Olympics! Hi Dave I haven't been able to come up with any more info on the expansion.Equipment doesn't seem to be a problem for either system they both have purchased some new car sets recently. Ridership is steady and / or up on both systems. Another olympics would be nice. Calgary of coarse still has the full olympis park which the CDN team still uses as a practice center. On another happy note the Kitchener/ Waterloo lite rail project noe seems to be a go (yes) Looks as though the first line should be up and running by fall of 2008. They may well take over the former St jacob's and waterloo tourist line as part of their system. As I had mentioned earlier they have made sure that the underpasses on highway 7 / 8 are big enough (shoulder of road.) And height clearanced enough to allow the literail to pass underneath.Fiends of ours that live there seem to think that the cars and power transmition systems will be the same type as what Calgary and Edmonton are using. Rob Reply andrewjonathon Member sinceJanuary 2001 From: US 304 posts Posted by andrewjonathon on Wednesday, April 6, 2005 9:52 PM I saw the rail system in Calgary last summer but I am curious how would extending it to Edmonton work? How fast would it go? Is it capable the speeds necessary to attract long distance riders? Wouldn't they need to upgrade the cars for the trip between the two cities? Light rail cars are usually okay for suburban travel but I can't imagine spend several hours on them. Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Thursday, April 7, 2005 12:19 AM QUOTE: Originally posted by andrewjonathon I saw the rail system in Calgary last summer but I am curious how would extending it to Edmonton work? How fast would it go? Is it capable the speeds necessary to attract long distance riders? Wouldn't they need to upgrade the cars for the trip between the two cities? Light rail cars are usually okay for suburban travel but I can't imagine spend several hours on them. They would have to purchase some of the newer German mu cars. Likely from duwag or seimens. These cars are capable of fairly hi speed 70-100 km. The use of the higher speed equipment will certainly require a dedicated well built piece of track.I'm guessing that not all of the bugs have been worked out of the plan yet.They would need to make sure that they have restroom facilities on board with holding tanks as well.It should be a good system if it's completed but we will have to wait and see. Rob Reply daveklepper Member sinceJune 2002 20,096 posts Posted by daveklepper on Thursday, April 7, 2005 2:22 AM Many European systems interurban networks through routed with urban tram and subway systems. Some have been around for a long time, like the interubans between Colone (Koln) and Badden, and between Manheim and Heidelburg (narrow gauge but quite modern), and others are new, some using dual current equipment with through operation of main line railroad tracks as well as operation on the street in certain of the towns. The latter was pioneered by Karlsruhe, but was old hat in heydey of the trolley and interurban lines in the USA. Connecticut Company regular streetcars used to operate under trolley wire on certain NYNH&H branchlines. In one case, Saaurbruken, Germany, a narrow gauge town tram system (streetcars) has a third rail on one line so a regional standard-gauge diesel hourly suburban service can operate past the Hochbanhoff (main railway station) to the center of the business district. I believe this regional diesel rail service has been extended across the border into Czokoslovakia. Certain of the light rail car manufacturers, the Swiss Stadler Company for one, have catalogued options that include retention toilets and food facilities, so a system can standardize on one kind of car with different interiors for local and intercity service. Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Thursday, April 7, 2005 11:01 PM Hi Dave not entirly sure mind you I supose that Bombardier could very well come up with a made in Canada mu set to run intercity as well. I often wondered what is easier to maintain overhead or third rail. I'm guessing that third rail is likely easier and possibly cheaper to build but Praire winters might play havoc with them.I know that alot of the Canadian interurban systems would mix street and radial equipment on the same system as well. NS&T for one and the early versions of the TTC when they first formed in the twenties they had the North York Radial and Toronto suburban districts which were interurban by nature.I do hope the system is built. I know that some of the public in Calgary complain about their existing system as costing too much to run as it is, but the added revenues of moving people between the two cities may well become a cash cow. Time i suppose will tell. Rob Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Saturday, April 9, 2005 12:10 AM QUOTE: Originally posted by chateauricher Has anyone here taken the Quebec Central tourist train recently ? Their web site is ... http://www.beaucerail.ca/ Is this the same outfit that used to run the "timber train" excursions from just out side of North bay to the Temiskaming paper plants in nor. Quebec?Also on a bad note it looks like the TTC is going through with a strike come Sunday midnight.Hopefully it will resolve quickley as Toronto without the TTC running can be an absoloute nightmare to navigate.I remember the last strike and the few days they were off were nasty.I hope however for the operators sake that they just don't get legislated back to work like the last time.They ended up being forced to take a fairly bad contract. Rob Reply andrewjonathon Member sinceJanuary 2001 From: US 304 posts Posted by andrewjonathon on Saturday, April 9, 2005 1:53 AM It is hard not to legislate them back to work when such an essential service is involved and it can negatively affect the rest of the economy. In these situations there has to be a better way to solve the problem. Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Sunday, April 10, 2005 1:50 AM QUOTE: Originally posted by andrewjonathon It is hard not to legislate them back to work when such an essential service is involved and it can negatively affect the rest of the economy. In these situations there has to be a better way to solve the problem. While I agree that a forced return to work is likely inevitable due to theimportance of the system.It seems that it's not the most fair and equitable way to go about it.However there may be light at the end of the tunnel yet as they have agreed to sit down and talk again tomorrow,here's hoping that it can still be avoided. What I'm hearing is that they are close but have a few major hurdles to still overcome.The retirees and the serving members are concered about the solvency of their pention plan and the possibility of some mainntenance jobs being farmed out.As it stands subway track/car work and streetcar manitenance ans well as track maintenance arestill performed by the employees. They lost the bus maintenance in the last contract.Unfortunatly like alot of transportaion systems the budget keeps getting smaller even though rudership is getting heavier and more route and more numerous runs are required(with a lessor workforce).Heres to keeping the old fingers crossed that this is resolved before the strike happens monday morning.Dave i haven't been able to come up with anymore info on the calgary / Edmonton transit plans. Perhaps onr of our west coast submitters has some first hand closer tto the soarce info. Junctionfan have you heard anymore mention of more and more numerous VIA service to the penninsula? I'm wondering if you will get another train each way with Amtrak'c likely demise on the close horrizon? Rob Reply earledward Member sinceJanuary 2001 From: CA 24 posts Posted by earledward on Sunday, April 10, 2005 3:36 AM I rode turbo class (coach) on the Turbo from Montreal to Toronto (on the day that the late Pope was arrving behind us ffrom Mtl to T.O) I asked the Conductor If i could walk through the train,he said yes.When I got to the domed power car I stoofd behind the engineers compartment for a minute( thats a no.no ),a gentleman who had a seat (right behind the glass that seperated the domed psgr area from the engineers)said he was going for some refreshments and invited me to use his seat...which I gladly did and rode up there for a couple hours.What a ride is was,we reached a speed of 118 mph..several mph's over what was authorized.When we met an opposing Turbo around Kingston we reduced speed to 70 mph because I was told meeting at full speed could cause problems...like blowing each other off the track..??????... Want a leisurely trip take ? The Hudson Bay from Winnipeg to Churchill..sights along the way are different,as is life along the way and you will never forget the friendly NORTH.I was born in a railway station,lived in my brithplace for 16 years,then went to work for CN for 40 years and have model railroad of HO 3,000 feet of track and G of 150 feet of track ( just building)I can tell you lot of stories about psgr trains from the FOOTBALL SPECIALS to Emporer Hallie Salasie' (spelling) special I see the world through the spoke of the driving wheels of a steam engine...it is a lovely sight..when steam ended you know what else ended!The world was so different then....what we have now is a need for speed society. Reply daveklepper Member sinceJune 2002 20,096 posts Posted by daveklepper on Sunday, April 10, 2005 8:09 AM earxledward: You ought to write a book. If you cannot get anybody else to edit it, I will. I had over 40 technical papers excepted for publication and edited two books still being sold by the Audio Engineering Society, and I'd love to read your stories and make them available for others to enjoy. Have you ever read "From the Cab" by Doug Riddell? It was availabe as a paperback and was not every expensive and easy to read. It would give you an idea of how to organize your life on the railroads to be interesting to readers. Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Monday, April 11, 2005 11:34 AM earle thanks for sharing that story. Like Dave I'd love to read of or at least hear some more of your rring stories.When you were working for the CN were you in passenger or frieght service?I remember hearing about the grey cup game speacials,and of coarse teh NHL teams used to always travel by train for their away games,it indeed was a different time.Hope to hear more from you soon. Rob Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Tuesday, April 12, 2005 11:38 PM Well everyone it looks as though this train has finally made it's last staion stop. Myself I'm sad to see it go. There has been a lot of fine information passed on between us. I was rather hoping that we could keep this going as we all seem to have been enjoying ourselves here sharing our train riding experiences. I hope to hear from and corespond with all of you still out there on the forum(s) Thank-you all for the good the bad and the ugly tails of riding the rails. Rob Reply daveklepper Member sinceJune 2002 20,096 posts Posted by daveklepper on Wednesday, April 13, 2005 1:54 AM I am certain there is still a lot more to be said, especially from our ex-CN friend. How did the ex-Chunnel equipment make it through this past winter? Did all the modifications work so there were no stuck doors, etc? Does VIA plan on keeping at least one set of the Ocean in classic Budd equipment? We have heard how budget problems are effecting TTC, but how about GO? What are TTC's current plans regarding their light rail (streetcar) equipment? Has any consideration been given to making the ALRV's (the articulated streetcars) handicapped compliant by installing low-floor center sections and making them some 25 feet longer with eight axles instead of six? (A lot of European systems are doing this, including the Coastal tramway in Belgium. It preserves the value of otherwise modern cars and increases capacity at low cost.) Can TTC install wheel-chair lifts, like San Francisco's MUNI uses, in the four-axle CLRV's? Where can the classic straight-side CC&F Canadian National lightweight cars still be found? Were any of these converted to head-end power? How do Newfoundland and PEI people feel today about their complete loss of all rail service? What is the latest with passenger revival on CN's PGE? Reply trolleyboy Member sinceMay 2014 3,727 posts Posted by trolleyboy on Friday, April 15, 2005 12:15 AM All good questions Dave. I know that go has had some funding increases not to mention some physical plant improvements. More third track through the busy lakeshore line and new express service from Brampton and georgetown to Toronto Union. TTC's union from what i unnderstand has accepted the last offer so no strike(really good news) No funds for CLRV or ALRV improvements thopugh the shepard subway line really put them behind a fiancial 8 ball.TTC has now officially closed the old Wychwood car barn(They were only using it for storage) The overheads been removed from it (last month)Hopefully someone will save the building as it's an old Toronto railway caompany building dating from before WW1. Rob Reply « First«567891011»Last » Join our Community! Our community is FREE to join. To participate you must either login or register for an account. 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There are lots of pleasures in life, some we can speak about in public and some better saved for another time and place! I love passenger trains. For me, talking about passenger trains and the railroading that goes with it, captivates my interests. Of course, riding them is the next best thing to ....... well, use your imagination. For the past 15 years, I have become a fan of Canadian railroading, and in particular VIA Rail and the now defunct, BC Rail passenger operations. Are there sufficient numbers of "us" out there who can make this topic an ongoing thing? Hope so ..........
QUOTE: Originally posted by daveklepper One thing this intercity connection can do is reduce the amount of standby equipment both cities have to handle special events. They will be able to borrow each other's cars. Perhaps some day both cities together can host the Olympics!
QUOTE: Originally posted by andrewjonathon I saw the rail system in Calgary last summer but I am curious how would extending it to Edmonton work? How fast would it go? Is it capable the speeds necessary to attract long distance riders? Wouldn't they need to upgrade the cars for the trip between the two cities? Light rail cars are usually okay for suburban travel but I can't imagine spend several hours on them.
QUOTE: Originally posted by chateauricher Has anyone here taken the Quebec Central tourist train recently ? Their web site is ... http://www.beaucerail.ca/
QUOTE: Originally posted by andrewjonathon It is hard not to legislate them back to work when such an essential service is involved and it can negatively affect the rest of the economy. In these situations there has to be a better way to solve the problem.
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