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CAPE BRETON & CENTRAL NOVA SCOTIA RWY
CENTRAL MAINE AND QUEBEC RAILWAY The anticipated TIGER grant from the U.S. government to improve track speeds on CM&Q, EMR, and Pan Am Railways from Waterville north to Brownville Junction, and then east to Vanceboro, Maine, has not materialized. Delays in providing the funding means that it will not be available for the height of the summer track maintenance season. It's not a matter of if, it's a matter of when they get the money at this point. All three railways have begun work on their segments of the route on their own dime. CM&Q has been doing extensive trackwork on the Moosehead Sub, particularly around Bodfish and Onawa. This is not track covered by the TIGER grant. That grant only covers work on the contiguous Waterville to Vanceboro, Maine route. However, the goal is the same, i.e., to improve track speeds. Harry Gordon has been busy chasing Central Maine & Quebec this summer, and caught this Searsport local on the Searsport Branch at Lane's Pit on July 28th. Harry Gordon photo.
EASTERN MAINE RWY / MAINE NORTHERN RWY EMR has begun trackwork despite the TIGER grant delay. Track equipment has been staged out of Danforth, Vanceboro and Mattawamkeag. Ever wonder how they get the track machines to where they are needed? Harry Gordon caught this equipment being delivered to Eastern Maine Railway at Mattawamkeag, Maine on July 13th. (Harry Gordon photos)
An all "green team" makes an appearance as Eastern Maine Railway's westbound approaches the siding switch at Bancroft, Maine July 2nd. Paul Donovan photo.
MAINE NORTHERN RAILWAY Utilizing sister road New Brunswick Southern's excursion equipment, Maine Northern Railway operated two benefit excursions north and south of MNR's Oakfield, Maine base, operating from the restored Bangor and Aroostook Railroad Oakfield Station Museum. The morning train operated an hour north to Howe Brook, and the afternoon train operated an hour south of Oakfield to the Sherman area. Both trains were a benefit to help a Maine Northern Railway engineer Marvin Collier, who is stricken with cancer. The morning train was sold out, and the afternoon train was nearly full. NBSR 2319 leads the southbound afternoon excursion up the hill past the old potato house at Dyer Brook, Maine. Paul Donovan photo.
Going away at Dyer Brook, GATX 2644 trails the excursion as it heads south. Paul Donovan photo.
The morning train nears the Route 2 crossing at Dyer Brook en route back to Oakfield. Paul Donovan photo.
Past the Smyrna Mills crossing and headed into Oakfield Yard, the morning special is returning from Howe Brook. Paul Donovan photo.
An interesting mix of power on MNR's Oakfield to Brownville Junction train at Norcross, Maine on July 13. Harry Gordon photo. At Maine Northern's northernmost point, Saint Leonard, NB, the railway serves the large Irving sawmill five days a week out of Van Buren, Maine, across the Saint John River.
Having completed its work at the Irving mill, the local ducks under the Trans Canada highway and heads back to the CN Halifax-Montreal main line on June 26th. This short branch, which rejoins the CN line at a still extant wye, is on the remaining portion of the CN Saint Leonard - Campbellton connector, torn up in the 1970's north of the mill.
NEW BRUNSWICK SOUTHERN RAILWAY Tuesday, July 26th was apparently Union Pacific Railroad heritage day on New Brunswick Southern Railway. The power for the St. Stephen Branch train was being used to switch the McAdam, NB yard, getting the pickup ready for the Brownville Junction - Saint John train arriving later in the day. Although both units are former UP and HLCX, they are now NBSR owned, though not yet repainted. The other two GP38's received from HLCX and eventually purchased have been repainted and paired with slugs. They can often be seen working around Saint John. The ex-UP pair drift past the express end of the station. McAdam Station's landmark pond (for watering steam engines) lies in the background. Paul Donovan photo.
Passing by the canopy of the lovingly restored McAdam station, NBSR 911 and 917 pull a string of cars headed for the west end of McAdam yard. The railway station offers daily tours during the summer, and is well worth the time to visit. This magnificent building contained a hotel (the second floor), lunch room, dining room, jail, customs offices, express offices, a telegraph station, railway offices and a large waiting room, much of which can be seen on the tour. The museum in the former waiting room features lots of memorabilia and black and white photos of McAdam in steam days. Paul Donovan photo.
HLCX 6304 approaches McAdam through the weeds with the day's westbound on July 26th. A relatively short train by usual standards, only two units were required this day. Paul Donovan photo. Special thanks to Harry Gordon for photos and news this month. I can't be everywhere and see everything going on on the eastern regionals, and would welcome your news, photos and comments at cdonovan32@aol.com.
SYDNEY COAL RAILWAY NEWS
EASTERN VIGNETTES
ALGOMA CENTRAL RAILWAY - (RAILMARK)
BARRIE COLLINGWOOD RAILWAY (BCRY)
CANADA SOUTHER RAILWAY
(CASO)
CANDO RAIL SERVICES
ESSEX TERMINAL RAILWAY
(ETR)
GODERICH - EXETER
RAILWAY (GEXR)
On July 27th Chad Smith clicked RLK GP40 4095 leading a GEXR southbound on the Exeter Sub near Vanastra, Ontario. This locomotive has had a long history! She had been owned by RailAmerica (Ex-RLK MacKenzie Northern 4095 , exx-SOR 4095, exxx-CN 9304 nee-CN 4004
GODERICH -
EXETER RAILWAY VIGNETTE
The fledgling GEXR had only been operating a scant two months when this photo was taken by Arnold Mooney in June 1992 on the Goderich Sub. The start-up power stable consisted of units 177-178-179 and 180. Here we see 179 leading GEXR 180; en route to Stratford from Goderich after working its way along the line. The train is picking up on the Thompson Feed siding. Thompson is renowned for its birdseed among other things.
Here we see GEXR 177 12 years later looking a bit forgotten sitting in the Stratford Ontario yard August 5 2004. (railpast photo)
HURON CENTRAL RAILWAY (HCRY)
Kris Roenigk has been travelling in this area since the early 1980's, but until now, had only once before seen a movement between the Soo and Sudbury, ON, and that was about 10 years ago. However, on July 10th passing through McKerrow, Ontario he was pleased to catch this G&W trio: (HCRY GP40-2W 3010, QGRY GP40-3M 3800 and QGRY RM-1 800).
On July 8th, 2016, Xstrata Copper engine #1684 is an ex-ATSF GP9 built by EMD in 1956, and was seen on Ontario Northland train 113 trailing third, heading back home after some work in North Bay Shops.
Another view of Xstrata Copper ex-ATSF GP9 1684 captured at Englehart, Ontario July 9th.
NATIONAL STEEL CAR - Hamilton Ontario National Steel Car in Hamilton Ontario is busy building hoppers and well car these days as most orders for new tank cars has been filled. Hamilton Ontario July 27 2016
ONTARIO NORTHLAND RAILWAY (ONT) The morning sun rises upon the canary yellow of Ontario Northland's Arrow Paint Scheme units at Cochrane Shops on July 2nd. (All these photos were submitted by Mike Robin),
Northbound train 113, meets southbound 214 at Englehart, Ontario on June 11th.
It'll be a quick wye and fly for train 213's power (ONT SD75I 2101) at Cochrane while GP9's (ONT 1603 and 1601), sit ready on the center lead to begin the 4 pm yard job July 1st.
The morning sun bounces off of the fluted stainless steel sides of the "Otter Rapids" super dome at Cochrane on July 2nd.
Southbound 214 climbs the grade in a roar of 11,600 horses of prime movers at Cobalt located at mile 102 of the Temagami Subdivision on July 23, 2014.
Cochrane Shops Hostlers are prepping to back GP9's 1603 and ONT 1601 into the Shop 4 track, on a very overcast June 26th.
ONTARIO NORTHLAND RAILWAY VIGNETTES
ONTARIO SOUTHLAND RAILWAY (OSR) Ontario Southland's OSRX 102, its latest locomotive has arrived in London Ontario and will seen be delivered to Salford Ontario. It is ex Essex Terminal GP9 102 that has been in storage for 10 years but was kept inside. It does need some traction motor and generator work but will soon be out roaming the rails in revenue service. Here are a couple shots as it was being switched in CN's yard in London Ontario after arriving on CN 438 July 29 2016
Unit is the last GP9 built at GMDL London Ontario in 1963 and became Algoma Central 172. Bob Merriam shot these as it was sitting in Windsor. Used with permission.
A visit to the Ontario Southland Railway Shop is always an adventure as you never know what is happening or what you will see. I dropped by July 13th with permission and captured some of the sights. OSR's latest locomotive ex CP GP9 1594 is being prepared to shine in its new coat of OSR colours. Bob their paint genius will have it looking like new and a proud addition to the OSR fleet.
OSRX FP9u 6508 was in the shop getting a minor tune up as OSR RS18u 182 waits its turn in the background.
Another of their FP9u's OSRX 1400 is waiting a traction motor replacement and will be completed by the OSR staff. OSR has their own vertical lift jacks so no need to out shop.
Another view with OSRX 6508 on the left and OSRX 1400 and OSR 182 on the right.
Outside on the shop track OSR's RS18's 184 and 183 sit idle as OSR 1620 and OSRX 1401 get ready to head to St Thomas Ontario.
Here we see OSR's trackmobile and OSR S13 501 after getting a wash. OSR takes pride in their equipment and you can see that in the care they give their equipment.
A OSR empoloyee gives ex Chessie GP9 a wash. Hopefully he will not wash off all C&O remains.
OSR also owns some rolling stock and here we see an ex BCRail boxcar and an ex CP boxcar sitting behind the shop. Maybe somebody can model them.
ORANGEVILLE - BRAMPTON
RAILWAY (OBRY)
OTTAWA VALLEY RAILWAY (RLK)
SOUTHERN ONTARIO RAILWAY (SOR)
ONTARIO VIGNETTES
CANADA SOUTHERN (CASO) VIGNETTES
NEW YORK CENTRAL VIGNETTES
PENN CENTRAL VIGNETTES
TORONTO HAMILTON & BUFFALO VIGNETTES
TRILLIUM RAILWAY CO LTD
We received these shots of Trillium Railway RS18u 1859 working in St Catharines Ontario July 15 2016.
CENTRAL MAINE AND QUEBEC (CMQ)
New Locomotive Corporate Paint Scheme (photos by Kevin Burkholder CMQ)
On July 29th, the Central Maine & Quebec Railway (CMQ) took delivery of its first of eight rebuilt Electro-Motive Division (EMD) GP38-3 locomotive, LTEX 3812 in the companies new paint scheme.
The locomotive is a long term lease unit from LTEX, and it still misses the LTEX decal on it as well as a few others. A New electrical cabinet and a new TMV control system are being installed she should be released within 2 weeks to complete testing. As the CRO July Issue went to press, there are four GP35's on their way to AMP-Danville for repairs, intended for CMQ. CADRAIL will convert these GP35's into 38-3's.
The locomotive, originally built as Penn Central GP38 #7791 in 1969, was completely rebuilt and overhauled at the CAD Railway Industries facility, located in Lachine on the periphery of Montreal, Quebec. The new scheme is designed to pay homage to the CMQ's Canadian Pacific Railway heritage and to establish a new identity for the company, which will eventually adorn the remainder of the locomotive fleet. John Giles, President and CEO of CMQ says, "These new GP38-3 locomotives have recently undergone a fundamental rebuild and rehabilitation with new but proven, technological and mechanical upgrades. CMQ and FTIA (Fortress Transportation & Infrastructures Investors) will continue to invest and improve our infrastructure and equipment so that we can serve our shippers and customers more effectively and efficiently. These new GP38-3's will provide dependable, economic service to CMQ and its clients for years to come. And, they look pretty darn sharp too!" CMQ GP38-3 #3812 will be released to general service where the company's four-axle locomotives are typically used and it (or one of the other emerging units in the new scheme) will be on display at the 2016 24th Annual Glory Days of the Railroad Festival in White River Junction, Vermont, on September 10 and 11. CMQ's paint scheme was designed and adapted by Kevin Burkholder of Steel Wheels Productions and Photography. About Central Maine & Quebec Railway. Formed in 2014 CMQ has dedicated themselves to retain existing and developing new business, while partnering with connecting carriers to optimize routes, offer competitive pricing and superior customer service. CMQ's primary cargo includes forest products, construction materials, chemicals, grain and energy products. CMQ serves the State of Maine and Vermont, as well as the Province of Quebec. (CRO would like to thabk Kevin Burkholder, Gaynor Ryan, Cadrail Staff and the QMQ).
On July 12th, Francois Jolin caught a pair of ex-CP SD40-2F's (CMQ 9004 leading) and shunting cars at Farnham Yard.
MONTREAL, MAINE and QUEBEC (MMA) The Legacy Of the Lac-Megantic Disaster is ZERO! In the early hours of July 16th 2013, a runaway oil train exploded in the then-idyllic lakeside town of Lac-Megantic, Quebec, killing 47 people.
The investigation and ensuing cascade of regulatory measures severely disrupted the nascent crude-by-rail industry, caused federal authorities in Canada and the U.S. to condemn most of the continental tank car fleet, and turned the chattering classes against the railroads, amid a ruthless tarring by the petroleum lobby, for not "keeping the damn trains on the track." After all that, crude oil trains continue to derail and blow up; and the official blaming continues to target the railroads. The Federal Railroad Administration's preliminary report on the July 3 explosion of four cars in Mosier, Ore., blames Union Pacific, citing sheared lag bolts and loose tieplates as the cause of the derailment. As a trivial, background factoid, the FRA noted that the Mosier crude originated at Dakota Plains' New Town terminal in North Dakota. The FRA did not mention that the doomed Lac-Megantic train was loaded at that very same terminal, with crude oil fracked from the same Bakken oil formation. Despite all of the regulatory agonizing, oil train explosions remain a clear and present danger, and not because of tieplates or tank cars. The FRA reported that the four breached and burned cars were modern CPC-1232s, upgraded with full-height head shields and insulated metal jackets. Such upgraded cars are approved for use by the FRA, which remarked in its report: "The tank cars involved in the derailment performed as expected in the incident based on tank car performance metrics." In other words, the new tank cars are expected to breach in a 25 mph derailment. In more other words, the entire mandated fleet renewal was a monster red herring that distracted attention from fixing the root cause of exploding oil trains: contaminated crude oil containing dangerous and entirely unnecessary concentrations of explosive gases. The solution, by now, is achingly obvious. Volatile crude should be heat-treated to remove explosive and corrosive gases (as is done routinely in Texas). Alberta bitumen should neither be diluted with naptha to ease its flow into and out of tank cars, nor juiced with hydrogen to boost its otherwise dismal energy value. None of those measures has been implemented by Canada or the U.S. Instead, the obvious factor of crude oil volatility in oil train explosions has been shunted off to the U.S. Department of Energy for years of study that will eventually prove the validity of high school chemistry. The unnecessary presence of propane, butane, naptha and hydrogen converts barely flammable crude oil into a volatile explosive. Losers: - The honor of rail and hazmat regulators and elected politicians in Canada and the U.S., for their utter failure to address the known root cause of oil train explosions. - The railroads, for allowing themselves to be painted as perpetrators of oil train explosions, instead of victims, forced by law, to haul demonstrably unsafe cargo in inadequate conveyances. - Three lowly railroad operating employees facing criminal charges for the consequences of following company rules against setting automatic train brakes on a train, left unattended, with the engine running on a downhill grade. - The sanctity of human life, for losing out to profit margin in the cost-benefit analysis of shipping incidentally (or in the case of bitumen, intentionally) contaminated crude. Winners: - The American Petroleum Institute, for convincing its well-paid legion of political hacks to blame tank cars and track bolts, instead of weaponized crude oil. - Current and former Transport Canada executives, who escaped public identification and accountability for the still-unexplained exemption of a decrepit railroad from crewing requirements that apply to other railroads. - Canada's Transportation Safety Board, for continuing to survive as an investigative body, while defending its continuing failure to recommend that automatic train brakes be set when parking an unattended hazmat consist on a downhill grade even when its Lac-Megantic investigation concluded that setting such brakes would, very probably, have prevented the catastrophe. Lac-Megantic's 47 victims died in the cause of maximized oil industry profit. Their deaths are unavenged. Those responsible go unpunished. The probability of future, entirely avoidable oil train calamities approaches the inevitable. And that, three years later, what is the legacy of Lac-Megantic.? ZERO! (Railway Age - July 2016).
The Canadian Transportation Safety Board MM&A Accident Report: http://tinyurl.com/znqlbxx MONTREAL MAINE & ATLANTIC VIGNETTE With a pure Burlington Northern green and black painted consist, MMA train #2 led by C30-7 5021.was shot by Michael Berry at Farnham, Quebec back in 2009. (Micheal Berry Photo) https://www.flickr.com/photos/mtlwestrailfan/27667315765/in/dateposted-public/
NEW ENGLAND CENTRAL (NECR)
ORFORD EXPRESS
PORT OF MONTREAL (POM) POM RP20BD 1004 was delivered to the Port of Montreal in 2012 as RPRX 1004. Richard Marchi shot Genset RBRX 1004 in Montreal CP Cote St-Luc yard July 2012 awaiting delivery to the Port of Montreal the next day.
Compare the New nose above with POM 1002! As you can see the nose has been changed from the first genset order seen here. Port of Montreal switcher. RP20BD POM 1002 is participating in the Old Port Symphony, an annual event which involves boats, trains and church bells making a lot of noise in the Port of Montreal. The people on top of the locomotive are involved in the event. CN Wharf Spur in Montreal Quebec in February 22, 2015. (Michael Berry Photo). QUEBEC CENTRAL RAILWAY On July 8th, 2016 Luc Lanthier shot a QGRY train (Eastbound) at Calumet, QC with QGRY GP38 2007 and QGRY GP35 2501 with 12 cars in tow.
QGRY GP38 2004 was shot (facing westbound), tied down in the siding at Thurso, QC on July 8th, with 18 railcars behind her.
QUEBEC - GATINEAU (QGRY)
QUEBEC NORTH SHORE & LABADOR (QNS&L)
ROBERVAL & SAGUENAY
TSHIUETIN RAILWAY (TSH)
INDUSTRIALS
QUEBEC VIGNETTES
ARNAUD RAILWAY VIGNETTE
QUEBEC CARTIER MINING (QCM)
(By Mark Forsielle)
ARCHER DANIELS
MIDLAND (ADMX)
AMDX MP15DC 1356 is now working the ADM Mill in Alberta. Archer Daniels Midland MP15DC 1356 (ex-UPY 1356, nee-MP) was shot just out of the paint shop at MEI on January 29th, 2016. ADMX 1356 is currently in Lloydminster, Alberta. https://www.flickr.com/photos/respondekrailroad/24081506803 BC RAIL VIGNETTE
Far from Home in 1992, a pair of former-British Columbia Railway MLW locomotives still wearing the BC RAIL Pepsi color scheme are shown workingfor Ferrocarriles Nacionales de Mexico! This photo was submitted to CRO from the album of Enrique Garcia Vega.
BIG SKY RAIL
BNSF - MANITOBA LTD
(BNML)
On the evening of July 21st, Taylor Woolston shot CN 5291 and CN 5268 (Both SD40-2W's) led CN 532 south on the CN Letellier Subdivision. After a few rail cars, BNSF 1523 (GP28-2) was seen being dragged along, dead-in-tow. It used to work on the BNSF Manitoba, but was recently replaced by BNSF GP38-2 1519. So BNSF 1523 is now being returned to BNSF in the USA.
In the River Heights area of Winnipeg, the BNSF Manitoba and CP La Riviere Sub rail lines run parallel to each other. Previously on July 15th, Taylor shot BNSF 1523 waiting to enter CN's Fort Rouge Yard to pick up some cars to bring to CP, just as a CP freight comes southbound on the La Riviere Subdivision and passing BNSF locomotive. (Taylor Woolston Photo) BNSF NORTHERN MANITOBA
VIGNETTE
Built by GMD London in 1957 as Midland Railway of Manitoba 2, she traded in her orange for green and black when BN took over the line, and survived into the BNSF era as 1685. Upon retirement, she was donated by BNSF to the Prairie Dog Central in 2010 (John Eull photo, March 1983):
Alec Holmes shot BNSF 1685 just prior to her donation to the Prairie Dog Central, being fixed up at the BNSF shop in Minneapolis, MN in 2009.
GREAT SHOT! Taylor Woolston's photo from May 30th, 2015, shows former BNSF PDC GP9 1685 sitting in the sunshine outside the shop on the Prairie Dog Central in Winnipeg Manitoba.
BNSF - BRITISH
COLUMBIA
CANADIAN RAILSERVE
(CRLX)
CANDO RAIL SERVICES
In Edmonton, Alberta at the Imperial Oil Refinery, J.D. Winkler clicked CCGX GP9u 4018.
CENTRAL MANITOBA
RAILWAY (CEMR)
CENTREPORT CANADA INC
ESQUIMALT and NANAIMO VIGNETTE
This photo by Rick Morgan shows the old CP RAIL-era E&N in the 1970 and 1980 period.
HUDSON BAY RAILWAY
(HBRY)
GREAT WESTERN RAILWAY (GWRS)
The Great Western Railways has listed all 5 of their MLW M-420ws, numbered GWRS 2000-2004, for sale through Sterling Rail, http://tinyurl.com/jpnl7d7
GREATER WINNIPEG
WATER DISTRICT (GWWD)
INDUSTRIALS
J&L CONSULTING (JLCX)
JLCX 136 is still working at WILDCAT MINERALS in ND JLCX 383 is at MIDWEST LOCOMOTIVE SERVICES in Kansas City, MO JLCX 713 is at MIDWEST LOCO JLCX 888 is at MIDWEST LOCO JLCX 908 (J&L Consulting) purchased Southern Railway of BC SRY 908 in February 2016. JLCX 1202 remains on lease to VITERRA. JLCX 1344 was moved in 2016 from UNITED GRAIN in Vancouver, WA to a brand new customer. JLCX 200o is at MIDamerica car and locomotive JLCX 2001 is at MIDamerica car and locomotive JLCX 2049 is at MIDWEST LOCOMOTIVE JLCX 2509 is at MIDWEST LOCOMOTIVE JLCX 2886 is working at the LONG CREEK RAILWAY JLCX 3510 is at MIDWEST LOCO
Matt Petersen shot JLCX GP9u 713 in 2015 when she was working Minneapolis, Minnesota wearing her previous Central Kansas Railway Piant scheme. She was built ny EMD as ATSF GP7 278w.
RICHARDSON GRAIN
TERMINAL
SATURDAY LOCO
SERVICES / SOUTHERN PRARIE RWY
SOUTHERN RAILWAY of
BC (SRY)
SRY/E&N RAILFREIGHT
NEWS
Rail service could return to the capital region by the end of this year, depending on results of a fact-finding mission launched by a group of local mayors. Barb Desjardins, Capital Regional District chair and mayor of Esquimalt, said municipal officials and other stakeholders are exploring the feasibility of commuter rail service during construction of the McKenzie interchange. She said the idea that commuter rail service could alleviate traffic issues was raised during an offhand conversation with other mayors at a meeting. "It could be possible to do something as a pilot-project [for potential future commuter rail services]," said Desjardins, who later met with Graham Bruce, CEO of the Island Corridor Foundation, View Royal Mayor David Screech and Southern Railway of B.C. president Frank Butzelaar to discuss the issue. The Island Corridor Foundation, which owns the Island rail line, hopes to restore passenger service on Vancouver Island. Service was suspended five years ago because of concerns about track safety. The mayors and their counterparts on either end of E&N Rail Trail's local corridor - Victoria's Lisa Helps and Langford's Stew Young - then wrote an official letter to ICF a month ago seeking more information. "We were asking them for their best guess on what it would cost in capital and operating terms to have some sort of [commuter] rail service," said Helps. She said she raised the issue again informally after bumping into Bruce at B.C. Transportation Minister Todd Stone's July 20 announcement that $1 million of a total of $2.7 million in Bike B.C. grants would complete a one-kilometre section of the E&N Rail Trail between Hallowell and Maplebank roads. "Graham said they'd have some information to us soon. It's a work-in-progress," said Helps. Desjardins said since construction on the interchange was scheduled to start in September, it's a time-sensitive issue, one that requires community input from more than just the mayors on the corridor. "Once we get that information we want to be able to have a full discussion with the Songhees and Esquimalt First Nations [whose land is in the rail corridor]," she said. "There will have to be many dialogues." If the two-year project is feasible and funding is required to first improve the tracks between Langford and Victoria, she said it would be a compelling argument to have the federal government release funding. The Roundhouse development in Vic West and Westhills in Langford have been touted as potential terminuses for a commuter rail experiment. Officials from the Island Corridor Foundation were not available for comment. (Times Colonist July 2016)
WESTERN VIGNETTES
SOUTHERN
RAILWAY of BC (SRY) VIGNETTE
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