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TOO HOT!  On what may have been the hottest day ever in eastern Ontario and southwestern Quebec, Ron Visockis shot CP ES44AC 8876 in the 2010 Olympics white band paint scheme heading eastbound through Belleville Ontario  in 100 Degree (38-celcius) heat August 12th!  Myself, I can't recall the thermometer that high ever in Montreal before, and we got fewer shots that week as many railfans in the area chose to stay in their air conditioned homes.

As of August 1st. 2016 the only CP SD40-2's currently in service are the same four 6000-series locomotives: CP 6028, 6063, 6068, and 6073 all based out of the diesel shop in St. Paul, MN, and therefore are rare to catch in Canada!  As well, another SD40-2, CP 5927 was pulled out of storage two months ago and is now on lease to Westmoreland Coal in Coronach, SK, replacing CP SD40-2 5730 that had previously been on lease.  

LOCATIONS OF THE FAB 4 as of August 20th:

CP 6028 A St-Paul, MN July 15
CP 6063 A Wabasha, MN August 20
CP 6068 D St-Paul, MN August 20
CP 6073 D Elmira, MN August 20

Here is one of the survivors in the CP Rail System livery in 2000, Mark Forseille click the SD40-2 at the Diesel facility in Coquitlam, BC.

GOOD NEWS: These SD40-2's (CP 5953, 6000, 6035 6038, 6040 and 6060), are currently receiving mini-overhauls in Marshalltown, Iowa, and will return to service!

 Steve Koop Angelicola snapped D&H GP38-2 7304 scooting across the Saranac River Bridge at Plattsburgh, NY (MP 167) on 8/18/2016 with only a single railcar. This is the last locomotive in original Delaware & Hudson paint that's still running,  as its twin (D&H 7303) remains unserviceable at the CP Montreal Shops. 

 Earlier in the day Steve bagged NS 931 with a nice UP SD70M 3806 leader crosses the Saranac River Bridge in the town of Plattsburgh, NY on 8/18/16.


 

STORED CP LOCOMOTIVES UPDATE:

 Over the last month, CP returned 150 stored AC4400CW locomotives back into service due to the grain train season, which began on August 1st, 2016. As they are not available yet, we will have the numbers returned to service in the next issue.

Ate the major CP Shop locations on CP Modern EMD / Progress Rail Power is the norm.  Dennis Weber shot the CP Roadswitcher with paired GP20C-ECO locomotives (CP 2201-2215), at La Crosse, WI on August 21st.

Foreign Power on CP stateside continues with rainbows of colour (See this month's CP PHOTOS Section by scrolling down).  Here CP train 470 has  CP 5012-6240 and NS 2771-9642 with a train that came off the DM&E at La Crosse, WI on August 21st.

Main Track Derailment June 5th 2009


Canadian Pacific Railway
Freight Train Number 235-04
Mile 174.41, Belleville Subdivision
Oshawa, Ontario
05 June 2009

Summary

At 1415, Eastern Daylight Time, on 05 June 2009, westward Canadian Pacific Railway freight train 235-04 derailed 4 head-end locomotives and 27 cars at Mile 174.41 of the Belleville Subdivision in Oshawa, Ontario. The derailed cars included a dangerous goods tank car loaded with hydrogen peroxide (UN 2015), which was not breached. Locomotive fuel tanks were punctured and about 3000 gallons of diesel fuel were released and ignited. Emergency responders extinguished the fire and contained the spilled diesel fuel. As a precaution, 105 nearby homes were evacuated. There were no injuries.

Other Factual Information

The Accident

In the early morning of 05 June 2009, Canadian Pacific Railway (CP) freight train 235-04 (the train) departed from Montreal, Quebec, destined for Toronto, Ontario. The train consisted of 7 head-endlocomotives (the first 4 online and the trailing 3 isolated) and 111 cars; it was 8137 feet long and weighed 8649 tons. Prior to departure, the train had passed all required inspections and no defects had been noted. The initial portion of the trip to Smiths Falls, Ontario, was without incident.

A new crew took control of the train at Smiths Falls (Mile 0.0) and at 0900 1 departed for Toronto Agincourt Yard (Mile 197.0) on the Belleville Subdivision (see Figure 1). The operating crew included a locomotive engineer and a conductor, both of whom met fitness and rest standards, were qualified for their respective positions and were familiar with the territory. (FULL REPORT HERE)

Derailment Toronto August 21st 2016

 Two freight trains collided in Toronto early August 21st causing one loco and some double stack cars to derail. The crew with the 2 units light power move ran a red block and side swiped the intermodal train at a cross over on the double track main.  One of the train's engines leaked diesel fuel but crews have contained the leak.  The severely damaged ES44AC (CP 8849 was sent to the Toronto Diesel Shop with front end, trucks, frame, and fuel tank repairs required. The trailing unit was only slightly damaged and CP 9617 will get repaired quickly.  (Photos by David Woodhead with thanks)!

CP Montreal in August:

On August 27th, at the CP St-Luc Yard in Montreal, QC. Peter Ernstsohn clicked the QGRY train arrived passing the Jean Walon/Wilderton crossing at 9:15am on August 

On August 26th at the CP Lachine Yard, Luc Lanthier clicked Train 142 with CP 8876/8578 dropping a few railcars in the Lachine Yard and then returned to the train and left backwards onto the mainline, by zigzagging out of the yard.  This weird routing change was all due to a broken switch!  Note the Olympic paint scheme still survives on this ES44AC!

 

CP Winnipeg in August:

 A SAD SIGHT:  We have not seen these Bad Boys in some time ... CP SD9043MAC 9142, CP 5759, and CP 9134 surrounded by other Stored GMD's at the CP Weston Shops, Winnipeg, MB, on July 18th 2016. These photos were taken by Patrice Carriers off CP property from the adjacent city park.

 CP locomotives retired, declared surplus, stored or sold:

Retirements and Asset Disposal:

The bidding is now closed in July on the recent SD40-2's and GP9u's listed for sale on CP's website.  Dispositions are coming.

 

CP 5583 - Calgary AB

CP 5671 - Calgary AB

CP 5717 - Calgary AB

CP 6608 - Calgary AB

CP 6612 - Calgary AB

CP 5775 - Coquitlam BC

CP 5687 - Moose Jaw SK

CP 5727 - Moose Jaw SK

CP 5741- Moose Jaw SK

CP 5755- Moose Jaw SK

CP 5764- Moose Jaw SK

DME 6095 - Moose Jaw SK

CP 5749 - Moose Jaw SK

DME 6096 - Moose Jaw SK

DME 6076 - Humbolt MN

DME 6092 - Humbolt MN

ICE 6211 - Humbolt MN

CP 5698 - ST Paul MN

DME 6089 - ST Paul MN

DME 6093 - ST Paul MN

DME 6200 - ST Paul MN

DME 6368 - ST Paul MN

CP 5690 - Montreal QC

CP 5677 - Toronto ON

DME 6085 - Toronto ON   

 

Four remaining GP9u's were listed for sale on CP's website with bids closing July 7th.   There is also an unknown fourth unit number. (Photos are by Bill Sanderson and Ron Visockis).

CP 1533 - Toronto ON

CP 1542 - Toronto ON

CP 1559 - Current trace shows London as of Jan 28th but may have changed

CP 8249 - Toronto ON

 

SOLD:

 The following former CP, STL&H and DM&E locomotives were sold in the CP Asset Disposition on-line Auction that ended on April 25th, 2016. The 25 units in the April auction were sold in May, along with CP 5763 which was not in the auction - all have gone to Larry's Truck Electric, except for ICE 6210 which was sold to Independent Locomotive Service.

CP 5420, CP 5612, CP 5642, CP 5697, DME 6073, DME 6083, DME 6091, DME 6201, DME 6359, DME 6360, DME 6362, DME 6363, DME 6364, DME 6365, DME 6366, DME 6367, DME 6370, ICE 6102, ICE 6210, ICE 6213, ICE 6214, ICE 6216, STLH 5560, STLH 5615, and STLH 5651. All 25 units have been moving since May, June, and July. 

Ex-STL&H 5651 and ex-DME 5360 were sent to LTEX in late May via CSX Frontier Yard.

CP 5763 was sold to Larry's Truck Electric and shipped to Lordstown, Ohio in May 2016

In May, CP GP9u 1650 was sold the Landisville RR, where the geep will perform switching duties at their Port Transload facilities. 

In April Former CP SD40M-2 5490 and SD40-2 5573 were sold to National Railway Equipment.  

In April, Ontario Southland Railway acquired CP GP9u 1594

CP GP9u 1624 was acquired by the Aspen Crossing Railway in Mossleigh, AB, and is now operating on the tourist train there. 

CP GP9u 1605 was sold to Respondek in September 2015, and is in service on the Port Harbor Railroad, in Indiana.

CP 8218 was sold to the Pennsylvania Northeastern RR on August 18, 2015, and is in service at her new Keystone State home.

Fifteen GP9u's were sold to LTEX on June 26, 2015:  1532, 1547, 1555, 1560, 1585, 1590, 1597, 1604, 1633, 1634, 8200, 8220, 8231, 8239 and 8250, all at location.

The last GP9u on the CP roster CP 8249, was last leased to Gardner Dam Terminal Railway which ended in September 2015.  She is still stored in Toronto declared Surplus, and remains for sale. 

The remaining seven CP's Red Barn's remain on the roster, but have been stored since Oct. 31st, 2015.  The numbers are:  CP 9001, 9003, 9006, 9007, 9008, 9009 and 9015.  The class unit CP SD40-2F 9000 was retired back in December 2012, and has been scrapped.  All the other CP SD40-2F's are retired and sold, and a pair used in the SD30C-ECO program.  CP SD40-2F 9004, 9010, 9011, 9014, 9017 and 9020-9024 were sold to Central Maine & Quebec (CMQ), in September 2015, with the CP road numbers retained.

CP LOCOMOTIVE REBUILD PROGRAMS

CP FP7A 1401 is being completed at the RELCO Shop in Albia, IA.  It is still unknown what the paint Scheme will look like, as it is apparently a "Special Request" CP livery. So it could be anything at all, including the CP Business train paint scheme.   The locomotive has been completely rebuilt.  The refurbishment includes an EM2000 computer, and its own HEP equipment making it an F38A-3 of sorts!  

 Canadian Pacific Script-painted CP GP38-2 3084 was released from repairs in Winnipeg, MB and has returned to service currently working north of Calgary in the Edmonton area.  Back on October 2015, she was working in Scotford, Alberta (North east of Edmonton), when on AC05-30, CP 3084 was pulling into the spur at the SUNCOR oil facility with light engines as lead unit when she derailed and punctured her fuel tank. 

CP GP38-2 RCL and Overhaul program:  

CP is continuing installations of Remote Control (R/C) equipment on their GP38AC/GP38-2 units at both CADRAIL in Montreal, and at NRE in Silvis, IL  According to our contacts, at NRE, an RCL install takes approximately 7 to 10 days to complete.   The program can sometimes include overhauling the locomotive to Tier 0+ compliance, and upgrading with AESS (Automatic Engine Start/Stop), and full CP repaint.   

NATIONAL RAILWAY EQUIPMENT - Silvis, IL:

 NRE has finished up the cab and control stand wiring on CP 4608 and CP 2066 and as of mid-August, both units were being tested.   CP 3094 has had its warped under frame straightened inside the shop. Electrical inspections are being done on CP 3036, 3049, 3094, and prepping for ZTR Installation.   CP 3037 and CP 3039 are awaiting their micro rebuild. CP 3080 has the ZTR installation just about completed.  CP GP38-2 4445 is the latest to arrive in the shop on July 21st and is waiting the rebuild process,   She has major wreck damage on the pilot, lower part of the nose,  the sanders, underbelly and coupler box area,  after a hard 17-MPH Yard Collision two months ago. She had been NRE's very first GP38-2 Rebuild for CP! 

UNITS RELEASED back to CP:   

 

CP GP38AC 3016 - (Released in August 2016 painted)

CP GP38AC 3000 - (Released in June 2016 with NO repaint)

CP GP38AC 3002 - (Released in June 2016 with NO repaint)

CP GP38-2 4417 (Released in June 2016 painted)

CP GP38-2 3023 (Released in May 2016 painted)

IN PROGRESS at NRE:

 

CP GP38-2 3037 - For Micro Overhaul 

CP GP38-2 3039 - For Micro Overhaul 

CP GP38-2 3049 - For Engineering Overhaul

CP GP38-23 3080 - For Engineering Overhaul

CP GP38-2 3094 - For Engineering Overhaul

CP GP38-2 4445 - Repairs to front end wreck damage.

CP GP40 4608 - (ex-SOO) Engineering Overhaul

CP GP38-2 7311 - (ex-D&H) For Engineering Overhaul

SOO GP40N 2066 - (nee-MILW GP40) For Engineering Overhaul

CP GP40 4608 in fresh paint on July 27th.

 

 

CADRAIL Lachine, QC:

 The only CP Remote Control GP38-2 currently being completed at Cadrail is

(Former SOO) CP 4404. The last GP38-2's released from CAD with the RCL system, ZTR, cab modifications and repaint were CP 4404, 4442, 4508, and 4433 which were completed in January 2016.  No others are waiting for work on the property at present.

SOO SD60 overhaul -UPDATE:

While the Cadrail contract was completed three years ago, it now appears that NRE may overhaul and repaint several SOO SD60's for CP. 

 In July and August NRE Silvis Shop repaired and has now repainted SOO SD60 6033 into CP colours, which has come as a surprise as she is the first done in over three years, and the first to be done at a US repair Shop!

As well many of you will have notice the SOO number series was retained which may have been done in error.  I have pointed this out to my contacts at NRE, and they will advise me later.  Here is CP 6033 is in fresh Candy Apple Red at NRE, in Silvis IL on August 17th!   NRE will likely have to renumber her to CP 6233 as there already is a CP 6033 (an SD40-2).

 

Adding speculation a new NRE contract may be forthcoming, another SOO SD60 arrived at NRE in August (SOO 6037).  However the scope of work had not yet been confirmed to CRO by press time.

CAD Railway Industries (Lachine, QC), completed the former SOO LINE SD60 and SD60M overhaul and repaint contract for the Canadian Pacific Railway in August 2013. The overhauls included Tier 0+ compliance, installation of AESS (Locomotive Automatic Engine Start/Stop) to conserve fuel.  All are in Candy Apple Red and renumbered into the CP 6200-series, and each received (PTC) Positive Train Control modifications at the CP St-Luc Diesel Shop. They did not get any cab upgrades however. 

 CP SD60's and SD60M's released from CAD during 2012 and 2013: CP 6221, 6222, 6223, 6225, 6228, 6229, 6230, 6231, 6232, 6234, 6236, 6238, 6239, 6240, 6241, 6242, 6245, 6243, 6246, 6247, 6248, 6249, 6250, 6251, 6252, 6254, 6255, 6256, 6257, 6258, 6259, 6260, and 6262.  All are in service, and equipped as leaders.

 CP SD30C-ECO  latest order Completed:

CP 5009 is currently sidelined after suffering a sideswipe collision on the fireman's side of the cab in BC in August.  It was spotted DIT at Moose Jaw, SK on August 18th, likely heading back to the USA for repairs.

All CP SD30C-ECO units from the second order have been delivered, and are in service:  The final pair (CP 5048 and 5049), were released from the plant in Mexico on March 20th, 2016.  

The first 20 unit order of SD30C-ECO units built at EMD/Progress Rail in Mayfield, KY, was completed back in January 2014. CP 5000-5019, are all in service and since April 2015 were reassigned from Shorham Shop in St-Paul, Minnesota, to Golden, BC  

CP GP20C-ECO all three orders completed:

CP's third order for 60 CP GP20C-ECO units (2270-2329) was completed last year, with the delivery of the final units CP 2316, 2321, 2328 and 2329 arriving on January 26th, 2015, and CP 2287, on January 31st.  2015. These EMD Muncie, IN-built locomotives are brand new, with only the Blomberg trucks, and air compressor salvaged from the retired GP9u's.

The first order of 30 GP20C-ECO units

CP 2200-2229 are assigned to St. Paul, MN.    

 The second order has the following Canadian assigned units;  

CP 2230-2249 are assigned to Alyth Yard, in Calgary, AB.

CP 2250-2269 are assigned to Toronto Yard.

 The third order of GP20C-ECO units is complete, with CP 2270-2329 assigned as follows:

St. Paul, MN: 2270, 2271, 2272, 2273, 2274, 2277, 2278, 2302, 2306, 2324, 2325;

Moose Jaw, SK: 2275, 2276, 2285, 2289, 2294, 2296, 2297, 2298, 2301, 2305, 2309, 2318, 2322, 2326;

Toronto, ON: 2279, 2280, 2281, 2282, 2286, 2288, 2290, 2292, 2307, 2319;

Winnipeg, MB : 2283, 2284, 2291, 2299, 2304, 2308, 2312, 2313, 2315, 2317;

Calgary, AB: 2287, 2293, 2295, 2300, 2303, 2310, 2311, 2314, 2316, 2320, 2321, 2323, 2327.

Golden, BC: 2234, 2245, 2328 and 2329.

CP leased locomotives roundup:

(By Bruce Chapman and Earl Roberts)

 

CEFX AC4400CW: 1002, 1006, 1007, 1014, 1018-1020, 1023, 1024, and 1026-1059, are all reported to be in service.

  

    

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QI REPORT:

The Canadian Pacific Railway stored about 600 units in Q1 and the Class I now is in "extremely good shape" on the locomotive side, said President and Chief Operating Officer Keith Creel during an April 20 earnings conference. The railroad likely will "take a capital holiday" well into 2018, or 2019 before it returns to the locomotive-purchase market, he said.

CLASS ONE LOCOMOTIVE'S STORED ACROSS THE BOARD:
(By Jeff Stagal - Progressive Rail)

When it comes to rolling stock, a lot less of it was rolling on Class I's networks in the second quarter. The large roads stored more locomotives and rail cars than they had at the same point in 2015, mostly because their traffic is down considerably.

Through 2016's first 24 weeks, U.S. carloads were down 13.3 percent to 5.8 million units and Canadian carloads were down 11.2 percent to 1.7 million units compared with figures from the same 2015 period, according to Association of American Railroads data.

A double-digit carload decline prompted CSX to store 300 locomotives by April 30 versus none at the same point last year. The fleet adjustment is nearly in line with the railroad's reduction in gross ton miles, said CSX Executive Vice President of Operations Cindy Sanborn during a first-quarter earnings conference held April 13.

Comparing first-quarter figures in 2015 and 2016, CSX had about 400 fewer locomotives active in this year's quarter, "which is about 10 percent in line with the volume reductions," she said.

Canadian Pacific stored about 600 units in Q1 and the Class I now is in "extremely good shape" on the locomotive side, said President and Chief Operating Officer Keith Creel during an April 20 earnings conference. The railroad likely will "take a capital holiday" well into 2018 or 2019 before it returns to the locomotive-purchase market, he said.

Meanwhile, Union Pacific Railroad had stored about 1,400 locomotives by Q1's end compared with 475 a year earlier, and Norfolk Southern had stored 200 road units.

"We [also] have right-sized our yard and local fleet. A total of a 150 units have been removed from this fleet, representing a 12 percent reduction," said NS EVP and COO Michael Wheeler during an April 21 earnings conference.  By April 30, CN had stored 520 locomotives versus 136 a year earlier, while Kansas City Southern stored 158 compared with 84 at the same point in 2015. In terms of stored rail cars, here are some of the Class Is' counts as of April 30: CSX, about 13,000 cars, or nearly double the figure from a year earlier; CN, 14,151 cars versus 6,904 a year earlier; and KCS, 378 cars versus 68 at the same 2015 juncture.

Suffice it to say that some of the following locomotive and car charts in Progressive Railroading's Fleet Stats '16 coverage reflect the Class Is' shrunken fleets. The section also includes an analysis of the box-car market by AllTranstek LLC Senior Vice President and Chief Commercial Officer Richard Kloster.

Some of the stored units on the Union Pacific Railroad in August:  (Hogg Laww).  

Ackman sells his Canadian Pacific shares worth $1.9B

Canadian Pacific stock value dropped 2.2% after word in an SEC filing that Bill Ackman and Pershing Square sold his 9.8M shares -- about $1.5B worth. The two announced a public offering of just over 9.84M common shares held by Pershing Square funds. Ackman intends to continue to serve on the board until the next annual meeting. "Canadian Pacific has completed an incredible transformation since our initial investment in 2011," Ackman said in a statement. "E. Hunter Harrison and Keith Creel have restored to greatness one of North America's top railroads and have set the company on the path to continued success."

 

The Services to be provided at the request of the Company's management, will include,


         analysis of operating economics on specific lanes of traffic;

         analysis and advice regarding locomotive fleet sizing;

         review of yard operations and staffing;

         review of new, strategic opportunities selected by management;

         recommendations with respect to new labor agreements relating to operating practices;

         analysis and advise with respect to cost control opportunities and new customer contracts and pricing.

CP's GRAIN SEASON BEGINS!

Canadian Pacific Railway is touting its preparation for moving this year's western Canadian grain crop, which is forecast to beat the five-year average. The Class I is calling on supply chain partners to ensure grain is adequately moved and distributed. The rail supply chain has returned to normal since the extraordinary crop and winter 2013-14, and CP "has continued to move record amounts of grain," CP officials said in a press release.

There is excess capacity in the supply chain, including thousands of rail cars in storage ready to move the latest crop. In order for the system to move record volumes of grain, it's essential that port terminals such as Vancouver operate on a 24/7 basis, said CP officials.  "To ensure success during this crop-year, the broader supply chain must work together to collectively harness our energy so that the entire Canadian economy can reap the maximum benefit," said CP Chief Executive Officer E. Hunter Harrison. "We have been preparing for this crop year for months and we are ready."  Grain is CP's largest line of business. Grain movement for the 2015-16 crop year was flat relative to 2014-15, 4.7 percent higher than the railroad's three-year average and 11.6 percent above its five-year average, according to CP. The Class I continues to make significant investments in its infrastructure to move grain more efficiently, CP officials said.  (Progressive Railroading August 2016)

CP Mangers Skill (Or, perhaps Lack of?):

On July 21, 2016 the Transportation Safety Board of Canada (TSB) found that a lack of familiarity with the territory and the misinterpretation of a communication contributed to a Canadian Pacific Railway (CP) train exceeding its limits of authority near Cranbrook, British Columbia, in March 2015, according to its investigation report (R15V0046) released today. No injuries were reported and no dangerous goods were involved.

On March 11th 2015, a CP traffic controller stopped a train, consisting of two locomotives and 130 empty cars near Mile 102 on the Cranbrook Subdivision, after the train had departed Cranbrook and travelled east for five miles without authorization. There were no conflicting movements.

The investigation determined that the train had been operated past the east cautionary limits sign at Cranbrook without the required clearance. During the train's approach to Cranbrook, the train crew had contacted the assistant trainmaster at Fort Steele by radio. The crew members misinterpreted information from the assistant trainmaster, understanding it to be confirmation that the cautionary limits at Cranbrook extended all the way to Fort Steele. As a result, they believed that no additional authority was required and that they could proceed past Cranbrook without requesting a clearance from the rail traffic controller.

These events occurred at about 0120, a time of day that is close to a known circadian rhythm low point when alertness can be compromised. During periods of reduced alertness, there is an increased risk of inadvertent errors such as the misinterpretation of communications.

Although they were qualified for their respective positions, the train crew of three CP management (non-unionized) employees were not familiar with the territory. The investigation identified that if railway management employees who operate trains are not sufficiently familiar with the territory. The limits of operating authority may not be consistently observed, increasing the number of these occurrences and associated risks. It also observed that if the regulations do not adequately address the requirements for training, certification, and territory familiarization for railway management employees who operate trains, trains may be crewed with management employees who are not sufficiently experienced, increasing the risk of unsafe train operations.

Following this occurrence, CP re-designated their Cranbrook Yard as a siding. The cautionary limits at the yard were removed, and an adjacent subdivision was combined to operate as one. In addition, CP formalized a requirement for territory familiarization for management crews.

See their investigation page for more information. The TSB is an independent agency that investigates marine, pipeline, railway and aviation transportation occurrences. Its sole aim is the advancement of transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.  SOURCE (The Transportation Safety Board of Canada).

Forty Mile Rail

The province of Alberta gained a new short line railway on June 1 when Forty Mile Rail was expected to begin operations. The company will be operating about 40 miles of Canadian Pacific's Stirling Spur between Foremost and Stirling AB, southeast of Lethbridge. This is one of the lines CP identified in its 2015 Three Year Network Plan as a route to be discontinued within three years.  Operations will be centered around the grain terminal in Foremost. The primary commodities shipped will be grains and pulse crops. (A crop harvested solely for its dry seed.). Although the line is about 40 miles long, it is not named for that - rather, for the County of Forty Mile through which it runs. Somewhat ironically, the county is so named because there is a coulee in the district which is forty miles in length.

CP considers moving Cote St-Luc Yard off the Island of Montreal

C0te St. Luc mayor Mitchell Brownstein met very recently met with Canadian Pacific vice-president Mark Wallace to discuss the possibility of the railway moving the St. Luc yards, located in C0te St. Luc, off the island. Brownstein was responding to council regular Irving Itman, who asked for information on his "favourite subject," the long-awaited Cavendish Blvd. extension between C0te St. Luc and St. Laurent. Brownstein met with Wallace, who is based in Ottawa, on July 8. "Wallace came to see me, because he read in the media what was going on with respect to discussions between me and others about moving the yards," the mayor said at the July 11 council meeting. "And he reiterated the fact that they're willing to move the yards. They're waiting for a project to come forward and there's no need, in his opinion, for there to be an outcry from the public, because that's not what is going to make it happen. What's going to make it happen is the proper development proposal, and they're completely ready and willing at this time, because they have land in Vaudreuil, to consider moving the yards."

"What's required to move the yards is a serious development plan that's very financially interesting for CP Rail."  Brownstein said Wallace asked him to "speak out, and let it be known that they're willing and interested" to move the yards.  "He doesn't need to know how many people in C0te St. Luc would want it, because he knows 34,000 people in C0te St. Luc would want it. It's just a matter of the proper plan being presented."  Brownstein and Wallace also discussed the Cavendish extension per se.

"He said that CP is in discussions with Montreal about [the city] purchasing CP land, and he will present his offer back to the Montreal agglomeration."  Brownstein said he then spoke to Montreal executive committee chairman Pierre Desrochers about his meeting with Wallace.  "Desrochers assured me he's looking forward to hearing back from CP, and that he will always be available to update me on the progress between CP and the City of Montreal. Desrochers told me he's working with the provincial government on the other issues of funding."  Brownstein vowed to ensure that all the parties involved in the extension issue keep talking to each other.  Photo of St-Luc in the good old days. 

THE DERAILED TAVERN:

Police say a freight train car that derailed in northern Iowa rolled into and damaged a trackside tavern called DeRailed Police Chief Hugh Anderson says the accident occurred around 4 a.m. Tuesday as crews moved rail cars and changed connections in Charles City.

He says it appears that the track separated and the grain car tipped about 45 degrees into the back of the bar.  Anderson says a patrol officer called him to say a train car had derailed into Derailed, adding that "it's not every day you get to say that."  No one was injured. The bar owner estimates damage at $10,000.  Charles City is about 140 miles northeast of Des Moines. 

CP FINED 1.2 MILLION

Federal Communications Commission (FCC) on August 16th imposed $1.21 million penalty on Canadian Pacific Railway Company for utilizing more than 100 wireless radio facilities without FCC approval.  FCC said Canadian Pacific Railway Company failed to obtain FCC authorizations for the transfer of control of thirty wireless radio licenses. "Wireless facilities are critical to the safe and efficient operation of our nation's railways," said Travis LeBlanc, chief of the Enforcement Bureau. "We take seriously our responsibility to ensure that the ownership and operation of all such facilities comply with the FCC's licensing processes." 

In 2015, Canadian Pacific's internal audit revealed non-compliance with FCC licensing regulations, and the company subsequently disclosed its violations to the commission.  In addition to paying a monetary civil penalty, the company will implement a 3-year plan to ensure compliance with FCC requirements. Alberta-based Canadian Pacific Railway Corporation provides rail, passenger and distribution services throughout Canada and parts of the United States. In 2008, the company acquired several railroad companies in the United States holding FCC authorizations in the wireless radio services. The company's 2015 internal audit of its FCC authorizations uncovered unauthorized transactions dating back to 2008, and it revealed that Soo Line and its predecessors had constructed, relocated, modified, or operated more than a hundred wireless facilities without FCC approval, beginning as far back as 1979. (via Telecomelead).

Number Correction to last month's issue

(The unit was 5027 and not 5037):

An empty CP ballast train from the Belleville Subdivision was entering the yard at Smiths Falls from the west end, and taking a crossover from the south track to the north track and into the yard when new SD30C-ECO 5027 split a switch and went on the ground.  There were 4 units on the train, CP 5027 was the 2nd unit.   They were able to use a leading unit to head out the next crossover and pull the tail end back, but the CP 5027 prevented any movements until moved.

 

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Lots of colourful foreign run-through motive power on CP trains again during July, often leading as well!  CP 380 had UP 5516, CSXT 698, and CP-6242 at the Amtrak Station in La Crosse, WI, on August 16.  (Dennis Weber) 2016.

2 CP 484 NS 9261, CSXT 3411 and CP 4613 are shown at La Crosse, WI, at 09:50 on July 20th.

CP 813, UP-8141 at La Crosse, WI at 08:20 on August 19th.

CP 470 had NS 7290 and NS 9163 passing the Amtrak Station in La Crosse, WI, on July 26th.

CP 687 had CSX 7681 and CSX 5455 at La Crosse, WI on July 27th, 2016.

CP 813 had UP 8013 and UP 6656 at La Crosse August 18th, with a coal load for the Columbia Power Plant.

CP 686 had UP 4281 and 8803 at La Crosse on August 12th.

CP 471 had CSX 266, CSX 477, and RCP&E 3421, departing La Crosse at 17:30 on August 16th.

CP H-19's Power was CP 6225 and CP 4406, and departed sometime after 20:00 on August 9th, at La Crosse, WI.

Chad Smith was in your CRO Editor's neck of the woods on July 24th, and shot CP Train 651 on the Vaudreuil Sub at Beaconsfield, Quebec, with CP 8900 and 9766 on July 24th, 2016. 

 

     

 

CP VIGNETTES

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CP 1278 Gettysburg Update

Shortly after 7 p.m., Friday, June 16, 1995, an explosion in the firebox of CPR 1278 burned three members of its crew. One man, James Cornell, the son of the owner of the engine, was critically injured.[2] The train that the locomotive was pulling had 310 passengers on board.[3] None of the passengers, who were taking the "Summer Eve Dinner Excursion" to Mount Holly Springs, were hurt.[2] An investigation done by the National Transportation Safety Board determined that the accident was caused by poor maintenance and operator training. The board also pointed out that the Canadian design of the firebox may have prevented further injuries and perhaps deaths.[3] Jerry Jacobson bought the engine at an auction in 1998, and it sat in an Ohio Central Railroad storage facility, still awaiting restoration as of 2009. 1278 currently (2016) resides inside the Age of Steam Roundhouse in Sugarcreek Ohio safely out of the weather. CP 1278 is now being restored at Jerry Jacobson's Age of Steam Roundhouse. Copied from Wikipedia

NTSB Report of the explosion

 


At the Toronto Diesel Shop in Toronto Agincourt Yard in 1965, under the watchful eye of the water tower, Doug Hately shot GMD-built GP35 (CP 5023), paired with an MLW-built C424 as they rested between assignments.

Doug also shot CP GP30 8200 paired with an FB in Toronto back on December 3rd, 1964.

During the early days of the CP owned D&H in 1982, Jeremy Plant shot CP train 5606 Southbound at East Worchester, NY with CP 4730 leading an ex-NS hi nosed CP SD40-2, and a standard CP Rail SD40-2.  

CP GP9u 8240 and C424 have an easy time with only two containers and Train 553 northbound at Saratoga, NY, in 1992.

Dennis Weber shot this great looking pair of GP38-2's (CPRS 4440 and CP 4407), on a CP Transfer at Dayton's Bluff, MN back in November 2001. Both are now in repainted Candy Apple red dip, and CP 4440 has RCL equipment.

Here a CP Eastbound passes through picturesque Dakota, MN in July 2001.

Dennis also submitted his shot of a CP Westbound at LaCrosse, WI back in 2000 led by white and red painted SOO SD40-2 77o.

 

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