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CP Rail news Canadian Pacific Railway Company. Public Relations & Advertising May 23, 1984

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Bulk    En nombre
third   troisieme
class  classe
Return postage guaranteed
Canadian Pacific
Public Relations & Advertising
P.O. Box 6042, Station "A"
Montreal, P.Q.    H3C 3E4
CPRail B
Volume 14
Number 7
May 23, 1984
Employee publications
celebrates 50 years
of spreading the news
"I have long felt that there existed a need for some more or less regular
means of communication between the executive and members of the company's staffs in all branches of the service and in whatever part of the world
they may be employed."
>ed    For   fKe   Sr.for
vnxi>s<m   statu >x ■■  ..•<■..
Press Reflects I
Public Opinion
Editorial Comment on Situation.   Reveals   Lively
Hope   IV   S;'
With those introductory words,
Chairman and President E.W. Beatty
opened a new chapter in Canadian
Pacific's history.
New look: Front cover of first Staff
Bulletin reduced to magazine
Rail places
first orders
MONTREAL — CP Rail has begun
placing orders for track maintenance
machines and other miscellaneous
equipment as part of the planned
$100 million expenditures in addition
to the approximate $350 million 1984
capital works budget.
More than $4 million worth of materials have been ordered, including:
•$130,000 of 1.5 volt batteries
from Union Carbide of Canada,
Toronto, to power flashlights, portable radios and other equipment;
•$145,000 for diesel locomotive
starting batteries from the Canadian
Battery Corp. Ltd. of Richmond, B.C.
The batteries will be delivered to
Weston Shops in Winnipeg and
Ogden Shops in Calgary;
• approximately $200,000 for the
construction of 34 track-side units to
house signal equipment for the centralized traffic control system on 415
miles (668 kilometres) of track between Winnipeg and Thunder Bay,
(see 'Rail's' page 3)
Nothing seems as common at
Canadian Pacific than to have a particular branch or service reach a significant anniversary in its history.
The company itself has celebrated
100 years of incorporation, numerous towns and cities across Canada
that began because of the C.P.R.
have reached their centenaries, the
suggestion plan has been alive 50
years and, in 1985, the railway will
celebrate its 100th year since the
driving of the last spike and the completion of Canada's first transcontinental railway line.
This issue of CP Rail News, number seven, is yet another Canadian
Pacific milestone. It marks the 50th
anniversary of its employee publications.
The first issue of a Canadian Pacific, employee-oriented newspaper
was published June 1, 1934. It was
then known as the Canadian Pacific
Staff Bulletin.
Before the Staff Bulletin, from August, 1909, to June, 1932, the only
publications issued with any regularity were passenger traffic bulletins,
but these were directed only to
agents and sales staffs around the
These bulletins covered new tariffs
and rates, expansion plans, new construction, new equipment purchases,
description of tourist accommodations along the C.P.R., information
on hunting and fishing in Canada, information on immigration to Canada
as well as revised passenger train
(see 'Unconventional' page 2)
This Bulletin
and Its Purpose
Mr. Beatty Tells Why This First Issue Hot Come
into Existence and What He Hopes For It
Bureau Says
Are Numerous
r  of   Personnel
,.    .   ■ <    -,  -   |    en
Pension Plan
Now Protects -
Many Workers!;
V•• * •. >•■> *•••   Mask Thirty
Ago Benefit Over!'
Two Th0usand Ex-.
Employees 11
A Pensioner Reminiscing'
Premier iSSUe: Front page of volume 1, number 1 of first Canadian
Pacific, employee-oriented newspaper.
for long
CALGARY — Two joint-venture
companies have been awarded contracts to construct the longest railway
tunnel in North America under Rogers Pass in British Columbia.
The successful bidders were
Selkirk Tunnel Constructors, of
Golden, B.C., and Manning-Kumagai
Construction Limited, of Vancouver.
The bids were two of 10 bids tendered, representing 26 companies in
joint-venture proposals.
Construction will begin July 1,
About five miles (8 kilometre)
of the 9.11-mile (14.6 kilometre)
Mount Macdonald Tunnel will be constructed by Selkirk Tunnel Constructors, a joint-venture company consisting of Foundation Company of
Canada, Toronto, in partnership with
(see 'Joint-venture' page 2)
Potash moves via new terminal
THUNDER BAY, Ont. — The unloading of a CP Rail hopper car of
potash recently signalled the official
opening of a $5.75 million bulk handling facility financed by CP Rail and
operated by Thunder Bay Terminals
Ltd., (TBTL).
The new plant streamlines the services available at the Thunder Bay
Terminals Ltd. bulk handling operation on McKellar Island, in the Port of
Thunder Bay.
"With the new facility we will be
able to serve our bulk commodity
customers faster, more flexibly, and
B.R.A.C. elections
J. Krystofiak voted general chairman
Elections were held Dec. 3, 1983,
to choose the successor to the
B.R.A.C. general chairman's position, system board 15, formerly held
by the late Ron Welch. M.J. (Matt)
Krystofiak was elected general
Mr. Krystofiak began employment
with CP Rail as an assistant agent in
1947 and qualified as an operator in
1949, relieving various agent and
operator positions on the territory
then known as the Lethbridge Division.
He was awarded permanent positions in agencies at Carseland, Lund-
breck, Warner, Milk River, and
Coronation, Alta. He was elected to
the union position of local chairman
while at Warner, Alta.
In 1970 he was elected general
secretary-treasurer of the Trans
portation Communications Employees' Union with that office located in Winnipeg, Man., and subsequently relocated to Montreal in 1970.
On Jan. 1,1975 he was appointed
vice-general chairman of B.R.A.C. at
Calgary, Alta., and from 1978 until his
present appointment, Mr. Krystofiak
performed the duties of general
secretary-treasurer and vice-general
more effectively than ever before,"
said Prairie Region Vice-President
C.R. Pike.
"The system was conceived to
offer improved service to potash
shippers, but our awareness of future
needs for bulk handling of grains and
a growing number of other commodities was a major consideration."
CP Rail and its operating partner,
Thunder Bay Terminals Ltd., expect
to handle a variety of agricultural products in addition to potash as more
potential users become acquainted
with the new operation.
"Thunder Bay Terminals Ltd. has
always specialized in transshipping
dry bulk products from unit trains on
to ships," said Thunder Bay Terminals Ltd. President Jack Carr.
"Now we will be able to handle a
larger variety of products than ever
before," he said. "We'll be able to
(see 'Designed' page 8)
In 1918, this C.P.R.
bridge was the target for
page 3
Vancouver Division
operations feature both rail
and ships
page 4 Unconventional poll determines new name
(Cont'd from page 1)
schedules and world-wide Canadian
Pacific steamship sailings.
But it wasn't until the Staff Bulletin's first edition in 1934 that a publication was "issued for the information of all engaged in the company's
In those early days, and for years
to come, the publication covered
stories for all of Canadian Pacific's
activities and employees, whether
they worked for the railway, ships,
telegraphs, hotels or express company.
Many of the topics covered in that
first paper can be found in just about
any recent issue of CP Rail News
under: suggestion plan, pension
plan, safety, pensioners as well as
management speaking on matters of
public debate. Issues of concern to
employees 50 years ago are still relevant.
In fact, the subjects written up over
the last half century have covered
everything from apprentices and archives, through Hurricane Hazel in
1954 to zinc.
The Staff Bulletin started out as an
experiment, and for a time it
appeared once every three months.
It met with an encouraging reception
and as it grew in size and in the extent
of topics covered, it began to assume
a place of some importance in the life
of the company.
In four years it had become a
monthly publication, including
periodic instalments in French.
From that first edition in June, 1934
to the December, 1943 issue, the
Canadian Pacific Staff Bulletin was
printed in a tabloid newspaper format, about the same size that CP Rail
News now is.
The first number in 1944 brought in
a new format for the Staff Bulletin,
reducing it to magazine size.
Accident prevention personnel
exchange ideas at seminar
VANCOUVER — CP Rail accident
prevention co-ordinators (APCs) and
officers (APOs) from across Canada
and the Pacific region general manager and superintendents descended
upon Vancouver for a week-long
accident prevention seminar March
The communication of proper
operating procedures for safety and
injury prevention on the railway is key
to keeping the number of lost-time
injuries down. The seminar's goal
was to give first line safety personnel
the opportunity to exchange ideas
and get fresh approaches to promoting accident prevention.
"All regions have shown a marked
improvement in reducing lost-time injuries in 1983 over 1982," said Chris
Lohan, system manager, accident
prevention, on opening the first day
of meetings.
System-wide employee casualty
records for 1983 indicated a total 521
lost time injuries, compared to 953
the previous year — representing a
45 per cent reduction. The overall
injury index, based on a formula
which combines the severity and frequency of lost time injuries, was reduced to 3.3 from 5.0.
And results for January and February of this year are equally encouraging — with 76 lost time injuries reported, compared with 83 for the
same period in 1983.
Not a "Walkman": Accident Prevention Coordinators and Officers
(clockwise from left) Frank Munn, APO, Weston Shops; Keith Harvey, regional
director, accident prevention, Toronto; Dominique lutcione, APO, Angus
Shops; Cam Wilson, regional director, Winnipeg; Andre Bergeron, regional
director, Montreal; Phil Juneau, assistant manager, Montreal; Don Palmer,
APO, Ogden Shops and Chris Lohan, manager, accident prevention, Montreal,
attending a week-long accident prevention seminar at Vancouver examine
various hand-held noise measurement devises for use at shops and in the field.
Noise detection and control are components in the company's overall accident
prevention and safety program.
"Seminars such as this one in Vancouver are important to help keep the
momentum going," Mr. Lohan explained. "Maintaining a high profile
safety program means that our safety
personnel must be trained and equipped to see unsafe conditions and
understand the best ways to give
these immediate attention."
The daily seminar program included slides, flip charts, films and
discussions on safety inspections,
safety meetings, accident investigation, personal protective equipment
and safety instruction.
A highlight of the sessions was a
demonstration of noise measurement and control equipment by Don
Palmer, Ogden Shops accident prevention officer and Andre Bergeron,
director, accident prevention, Atlantic region.
The group also discussed the
latest in personal protective gear
such as hard hats, face shields, ear
protectors, safety belts and other
new safety equipment including air
breathing apparatus, smoke alarms
and fire extinguishers.
They also talked about the 'back-
to-basics' approach to accident prevention, like teaching employees the
proper methods of picking up heavy
articles to prevent back injuries and
safety-oriented shop and worksite
"What it really gets down to
though," said Phil Juneau, assistant
manager of accident prevention, "is
the importance of getting all employees involved in the accident prevention program."
"Both management and labor
should be expected to keep a lookout
for hazardous conditions and operating procedures, and once cited,
these must be acted upon as soon as
possible. Nobody wants to see their
fellow employee injured on the job."
In this first issue in its new look,
Executive Vice-President W.M. Neal
wrote: "It is my opinion that the Staff
Bulletin in its new form will strengthen
a spirit of comradeship and cooperation among our people and will
continue to foster the high standard
of loyalty which has long been the
proud boast of all of us."
In the years following the change in
format, many new features were
added to the publication, widening its
audience to include all family members.
Fashion and food tips were added
for women, stories and general
knowledge from around the world for
all, as well as puzzles for children.
By 1946 it was felt that the publication had outgrown its original name.
A title that was more fitting to the
world-wide activities and organiza-
New name: First cover of the employee magazine 'Spanner', Oct.,
tion of Canadian Pacific had to be
The editors felt that a company-
wide contest to arrive at a new name
would be too cumbersome and too
time consuming. So, a representative cross-section of company staff
was selected and polled for ideas.
The staff selection process was
somewhat different and, as Editor
E.C. MacPherson explained," a
cross-section was found among the
crew of the chairman and president's
special train during his western tour
this summer (1946) with a party of
"To make the poll as complete as
possible, the chairman himself, the
fireman, the porters and the stewards, divisional officers who accompanied the train, the directors and
everyone else who had anything to
do with the train were classed as
crew for the purposes of the search.
"Each individual was invited to
make five suggestions for a new name
for the company's magazine. No
prizes were offered; the winner was
not even to bathe in the light of publicity, because the entries, 300 of them,
were all anonymous when they
reached a panel of impartial judges."
Among the 300 names submitted,
one title appeared on seven individual lists, and "was finally adjudged
the most comprehensive title for the
journal of an organization which
'Spans the World".
In October, 1947, the first edition of
Spanner appeared.
Part two of the history of employee
communications will run in the next
issue and will cover the period between Spanner and today's CP Rail
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New equipment: This new Express delivery truck was one of the
topics covered in number two of the Staff Bulletin, Sept., 1934.
Joint-venture companies share tunnel contracts
(Cont'd from page 1)
Atlas Construction Inc., of Montreal
and S.A. Healy Company, Chicago.
Approximately four miles (6.4
kilometres) of tunnelling will be conducted by Manning-Kumagai Construction Ltd., a Canadian joint-
venture company consisting of Manning Construction Ltd., of Alder-
grove, B.C., and Kumagai-Gumi of
The Mount Macdonald Tunnel,
under Mount Macdonald and Cheops
Mountain in the Selkirk Mountains, is
part of a $600-million project to increase CP Rail's main line capacity
between Calgary and Vancouver.
The project, which reduces to one
per cent the existing 2.2 per cent
ascending grade, is necessary to
meet anticipated traffic growth, particularly in bulk commodities such as
grain, coal, potash, fertilizer, sulphur
and lumber.
Construction of the Mount Macdonald Tunnel at Rogers Pass, to be
carried out from both ends, represents about one third of the total estimated cost of the project, or about
$200 million to $225 million during
the four-year construction period.
More than one million cubic yards
of material will be removed during
excavation of the tunnel.
Other major work on the tunnel, to
be conducted after excavation, will
include installation of signals, electrical components, tunnel doors, a
concrete track slab and running rails.
The tunnel will pass 358 feet
(109.1 metres) below the existing
five-mile (8-kilometre) Connaught
Tunnel, and 950 feet (289.6 metres)
below the summit of Rogers Pass.
Later this year, tenders will be
called for the construction of the
1.12-mile (1.8-kilometre) Mount
Shaughnessy Tunnel, and for the excavation of the Mount Macdonald
Tunnel ventilation shaft. Contracts
for these two projects are to be
awarded this fall, with work to start in
the spring of 1985.
Tenders will be called later this
month for the grading of the 10.78-
mile (17.3-kilometre) surface route
and for site preparation of the Mount
Macdonald Tunnel ventilation shaft.
Contracts for these projects are to be
awarded in June, with construction to
begin immediately thereafter.
Construction is nearing completion
on the work camps that will become
the homes for up to 1,100 workers at
the peak of the construction period.
About 800 workers from Western
Canada will be directly involved in the
construction of the Mount Macdonald
Tunnel. They will live in camps located in the Beaver River area near
the east portal and at Flat Creek,
near the west portal. A third camp, at
Rogers siding, is to accommodate
those working on the surface route.
Manager, Employee Publications,
Ron Grant
Michel Spenard
Editorial assistant,
Lise Baillargeon
Jane Mudry, Vancouver
Dennis Lanthier, Calgary
Ken Emmond, Winnipeg
Timothy R. Humphreys, Toronto
CP Rail News is published every three
weeks in both English and French for
the employees and pensioners of CP
Rail. All letters and enquiries should
be addressed to: The Editor, CP Rail
News, Public Relations and Advertising Dept., P.O. Box 6042, Station A,
Montreal, Que., H3C 3E4.
CPRailL4 Railway bridge is target for reluctant saboteur
Most employees of CP Rail have
heard the various stories concerning
the monumental bridges along the
lines of the Canadian Pacific
Some of the tales have assumed
legendary proportions over the
years; General Manager Van Horne
taking the throttle of the first locomotive to cross the Stoney Creek trestle,
Rail's orders
(Cont'd from page 1)
Ont. The signal housing units were
purchased from Dupal Construction
Inc., of Longueuil, Que.;
•$915,000 for 11 track maintenance machines from Kershaw
Manufacturing Canada Ltd., of Cornwall, Ont. The order comprises six
ballast regulators, three tie cranes,
one dual track broom, and one low-
pressure steam boiler;
• about $135,000 will be spent for
19 track maintenance machines from
Modern Track Machinery Canada
Ltd., of Mississauga, Ont., for 11
power track wrenches, four rail grinders, two rail lifters and two hydraulic
spike pullers;
• from the Tamper division of Can-
ron Inc., Lachine, Que., about $1.7
million will be spent on seven production tampers, three spike drivers, one
laser liner attachment and one switch
• $900,000 from Bert Pyke Limited
of Oshawa, Ont., for seven tie spacers, one 18-ton (16 metric ton) rail
mounted crane and one brush cutter.
or the workman on the Lethbridge
viaduct who was blown-off during its
construction and survived the fall to
the valley floor 314 feet (98 metres)
However, it might come as a surprise to know that a relatively insignificant structure, not unlike many
others on the railway, merited the
attention of the German High Command in the early days of the First
World War.
While studying maps of the North
American railway system, Kaiser
Wilhelm's agent, the master spy
Count Felix von Papen, determined
that the Vanceboro bridge, which
crosses the St. Croix River between
Maine and New Brunswick on the
C.P.R.'s Mattawamkeag subdivision
was of great strategic value to the
Allied forces.
Assuming correctly that large
amounts of supplies, as well as many
troop trains, must funnel across this
bridge, von Papen was determined to
destroy it.
To this end, he enlisted the aid of
Oberleutenant Werner Horn, assuring him that no civilian lives would be
placed in jeopardy as a result of the
On Dec. 30, 1914, Horn arrived in
Vanceboro, Maine, a short distance
from the bridge, carrying a nondescript brown suitcase in which was secured 60 pounds (27 kilograms) of
That night, after checking in to the
Vanceboro Exchange Hotel with the
story he was in town to purchase a
farm, he set out in numbing cold
weather to do the deed.
Unfortunately for Horn, German intelligence was somewhat less than
perfect and they failed to account for
the fact that the bridge was often
used for unscheduled movements of
troop trains.
Twice, while setting the explosive
Saboteur's target: The 154 foot (47 metre) Vanceboro bridge, spanning the St. Croix River between Maine
and New Brunswick was the target of Oberleutenant Horn during the First World War. This photograph was taken in
1901 by Joseph W. Heckman.
Fred Haslam Sr. retires
from Saint John facility
SAINT JOHN, N.B. — A fixture at
the Port of Saint John for 50 years,
Brunterm General Manager Fred
Haslam Sr., 69, retired March 31
from the day-to-day operations of the
Rodney container terminal here. He
will however, be staying on with the
terminal as a full-time consultant.
Brunterm Limited is jointly owned
by CP Rail and McLean Kennedy Inc.
of Montreal, with their Saint John
office located in the former C.P.R.
Immigration building.
Mr. Haslam began his long career
with McLean Kennedy in 1934 as a
longshoreman. He was later promoted to foreman and then to walking
boss, a term used to distinguish the
Consultant: Fred Haslam worked
for 50 years at the Port of Saint John,
N.B., rising from longshoreman to
Brunterm's general manager.
supervisor of as many as five
stevedoring gangs. In December
1970, he was named manager of the
new Brunterm facility, and later
promoted to general manager.
"Those early days were hectic for
Brunterm," said Mr. Haslam. "I would
have made a bundle if I would have
had the franchise for the chicken restaurant across the street.
"The idea of a facility of this type
was a whole new concept, we had to
learn from our mistakes, and, I'm
proud to say that Brunterm has been
a real success story."
But learn they did, developing
Brunterm from its modest beginnings
to a world-class facility with three
giant ship-to-shore cranes, 16 container carriers and a throughput
capacity of about 100,000 TEUs
"We've had visitors from nations
around the globe; Australia, China,
Singapore and the U.K.," said Mr.
Haslam. "They came to see how
Brunterm works, and to get a general
idea of the problems of running a
business like this. These groups,
who were planning terminals in their
own countries, were benefitting from
Brunterm's early experience."
"The experience and contacts
Fred has amassed over the 50 years
are the main reasons he his continuing with us as a consultant," said
G.E. Benoit, president of Brunterm.
"His friends, business acquaintances and his close relationships
with the Port authorities will be of
great benefit to the terminal and its
He is succeeded by Capt. R.J.
Crawford, formerly marine superintendent at Brunterm since 1973.
Driver Safety award: Wendell Clifford (left), Kootenay Division accident prevention co-ordinator receives the B.C. Safety Council (BCSC) defensive drivers course instructor's Silver Achievement Award from Howie
Hicken, BCSC program manager (right), while Wayne Stewart, Kootenay
Division superintendent looks on. The award is made to instructors who lead
more than 250 hours of classroom training in defensive driving techniques.
Since becoming an instructor in 1979, Mr. Clifford has trained more than 700
CP Rail employees — ranging from the regional vice-president and general
manager, through engineers, marketing representatives and clerical staffers, in driver safety and accident prevention.
Elections follow 1984
general meeting
MONTREAL — Frederick S.
Burbidge was re-elected chairman
and chief executive officer of Canadien Pacific Limited May 2 at a meeting of the board of directors held immediately following the annual
general and special meeting of
W.W. Stinson was re-elected president of the company.
Elected directors of the company
were A.S. Kingsmill, Q.C., partner,
Tilley, Carson & Findlay, Toronto,
and Jean Casselman Wadds, O.C.,
Commissioner, Royal Commission
on the Economic Union and Develop
ment Prospects for Canada, Ottawa.
Mr. Kingsmill completes the unexpired term of The Hon. I.D. Sinclair,
O.C., Q.C., who has retired. Mrs.
Wadds succeeds Kenneth A. White
who has also retired.
Directors re-elected at the shareholders' meeting were F.S. Burbidge,
William D. Mulholland, The Hon.
John N. Turner, P.C, Q.C. and Ray
D. Wolfe.
Elected to the executive committee were Mr. Burbidge, Robert W.
Campbell, Paul Desmarais, O.C., W.
Earle McLaughlin, Paul L. Pare,
Claude Pratte, Q.C, Mr. Stinson and
Mr. Wolfe.
charges in place, Horn was forced to
hang off the edge of the bridge to
avoid the passing troop trains, risking
life and limb on the bridge deck or a
chilly bath in the icy waters of the St.
Croix River.
At this point, Horn, being a man of
conscience, decided not to risk blowing up any more trains that came
along, so he shortened the fuse from
50 minutes to a 15-minute one, thereby drastically reducing his escape
Abandoning his overland escape
route, he quickly returned to the
hotel, where he arrived just as a loud
explosion sent the manager rushing
out into the hall.
After a feeble cover-up attempt,
greeting the manager with "Guten
morgen", he broke down and confessed the entire plot, requesting that
the railway be informed so that no
lives would be lost.
After being allowed to sleep
through the rest of the night, Horn
was locked in the U.S. Immigration
detention room and was eventually
taken to Boston for trial. His ultimate
fate is unknown, but presumably he
spent the rest of the war in detention.
The explosion turned out to be
more noise than anything else, as
apparently nitroglycerine becomes
almost inert at temperatures below
minus forty.
By noon the same day trains were
running normally, but for the rest of
the war, guards were on 24-hour duty
at either end of the Vanceboro
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Bravery: This article from the Staff
Bulletin's first issue in 1934 details
an employee's heroic act of bravery.
Railway is principal carrier
to Canada's largest port
VANCOUVER-The Vancouver
Division is the last link in the
chain of CP Rail divisions that stretch
across Canada; the railway is a major
carrier of export and import trade to
and from the Port of Vancouver.
The port itself is the largest port in
Canada and one of the largest on an
international basis. From the earliest
times, lumber products have been a
mainstay of activity; in recent decades, Vancouver has become one
of the world's great bulk cargo handling ports due to the huge increase in
shipments of grain, coal, potash, sulphur and metals.
Total tonnage through the port in
1983 was 57,386,000 tons
(51,648,000 metric tons), a 5.2 per
cent increase from 1982 and an all-
time record for the port.
"We are the principal rail carrier to
the Port of Vancouver; we serve industries along the south shore of
Burrard Inlet and interchange with
CN Rail and B.C. Rail to the north
shore, and Burlington Northern and
B.C. Hydro Railway to other locations
in the lower mainland," says Superintendent Hugh MacAulay.
"Additionally, we are the principal
carrier to Roberts Bank, the coal port
just south of Vancouver operated by
Westshore Terminals, accounting for
better than 90 per cent of the traffic
"Coal and coke dominate the
port's tonnage with 16.6 million tons
(15 million metric tons) shipped in
1983. Of this CP Rail transported better than 12 million tons (11 million
metric tons) of coal through Roberts
Stories and photos
"A second dumper has been put in
service there in the recent expansion
which will accelerate the turnaround
time of coal trains, significantly improving our ability to serve our
Mr. MacAulay goes on to say, "On
Burrard Inlet the railway serves three
grain terminals, namely, Alberta
Wheat Pool Ltd., Pacific Elevators
and United Grain Growers Ltd.
"The other terminals we serve
directly are Pacific Coast Terminals
in Port Moody which handles sulphur, bulk liquids, coal and potash
and Vanterm container terminal
which handles general merchandise."
Pacific Coast Terminals are located in close proximity to CP Rail's
Coquitlam yard and, says Superintendent MacAulay, "We are ideally
located for the fast turnaround of bulk
"There is just about every type of
business on the division — manufacturing, mining, as well as forest products. There's a great deal of coordination with other departments
within CP Rail, especially intermodal,
overseas trade, and marketing.
"And, the Port of Vancouver is the
major import terminal in Canada for
automobiles, iron and steel products,
Aa::>;':d   :T.T..oaaee:a:':; aaa
Waterfront Office: Superintendent Hugh MacAulay stands outside the
yard office. Construction going on in the background is Canada Place, the
Federal government's pavillion for Expo 86.
and general merchandise from
Japan and other far east countries."
"Crucial to our ability to handle all
this traffic is the computerized information retrieval system known as
YARDS," says Mr. MacAulay.
YARDS stands for Yard Activity Reporting and Decision Systems and is
designed to improve the efficiency of
railway terminal operations".
"YARDS has had a tremendous
impact on the way we handle traffic
through Coquitlam Yard. Vancouver
pioneered the system which has expanded to Toronto, Thunder Bay and
Calgary. We've managed to improve
the turnaround time of railcars, resulting in better utilization, availability
and customer service," he says.
The Vancouver Division is one of
the largest in terms of mileage within
the system and special geographical
features such as the Fraser Canyon
have posed unique railroading challenges through the years.
Superintendent MacAulay says,
"Through the Fraser Canyon, our rail
line is enveloped by mountains and
often we're running on ledges. This
makes us very vulnerable to washouts and to rockslides.
"Our people have to be constantly
vigilant. A recent example of the kind
of havoc nature can wreak was the
Ashcroft slide in November 1982.
"Approximately 4.5 million cubic
yards of material slid from a step
above our right-of-way and took out
1,500 feet (457 metres) of track. The
line was out for eight days and our
crews worked non-stop to bring it
back to service.
"The flooding we had in the lower
mainland in January of this year is
another example of the kind of situation we can be up against. Situations
like these are challenging and bring
out the best in our employees.
"The division has already completed a work program on the mainline this year, including a steel gang,
two tie gangs, track undercutter,
switch undercutter, and a thermit-
welding gang. The work was completed without a lost time injury and
ahead of schedule.
"The railway has never been in
better shape," says Mr. MacAulay.
"A continuous program on the division is the realigning of curvature on
the Thompson and Cascade subdivisions; we're endeavoring to straighten the track, where possible, by reducing curvature and increasing tangent track."
Coastal Marine is rail's water link
for freight to Vancouver Island
To the elevators: CP Rail grain train enters the yard outside the Alberta Wheat Pool elevators on Burrard Inlet.
he CP Rail network of rail lines
does not end when it reaches
the Port of Vancouver, although the
city is the westernmost point on the
mainland. Instead, the railway that
crosses Canada continues on Vancouver Island as the E & N Railway.
The link between the two points is
made by a water service that is unique within CP Rail; Coastal Marine
Operations run regular railcar and
truck trailer service to Swartz Bay
and Nanaimo on Vancouver Island.
"We're the largest carrier in the private sector that services Vancouver
Island," says Coastal Marine's
General Manager Ed Moule. "In
1983, for example, we carried 9,400
railcars between Vancouver and
Nanaimo alone.
"Additionally, we run regular ferry
services for truck trailers to Swartz
Bay near Victoria and Nanaimo; in
Coastal Marine: Ed Moule,
CMO's general manager has been
with the service since 1981. He began with CP Rail in 1946.
1983, this amounted to approximately 65,000. We use the 'drop-trailer'
system whereby the trailer is transported without the tractor and driver,"
says Mr. Moule.
Coastal Marine now runs freight-
only service from Vancouver. The
last passenger vessel was withdrawn
from service in 1981.
"We own two ferries, the Carrier
Princess and the Trailer Princess,
and have three other self-propelled
vessels on term charter. Our regular
schedules are three trips a day to
Nanaimo and two trips a day to
Swartz Bay."
Other traffic is handled by chartered vessels for CP Rail, as required, to waterlocked points on the
B.C. coast such as Harmac, Port
Mellon, Elk Falls, Utah Mines and
Woodfibre. About 6,900 railcars
moved in these services in 1983.
Vancouver Island has a number of
pulp and paper mills and other
forest-related industry; thus, water is
an essential link for both the raw
materials to the mills and the finished
products back.
"We also transport the full range of
consumer products to Vancouver Island including its LPG requirements," says Mr. Moule.
Ed Moule has been general manager, Coastal Marine Operations
since 1981, and has been with the
railway since 1946, serving in Toronto, Winnipeg and Montreal before
moving to Vancouver.
A total of 75 people work for Coastal Marine, including 65 operating
Capital works: A tamper machine waits on a siding outside Spuzzum,
B.C., for a solid grain train to pass. The tamper is being used on the curvature
realignment program on the Thompson and Cascade subdivisions.
Office Staff: Vancouver Division employees at work, from left; Judy Seigel,
superintendent's secretary; Dave Dawes, assistant office manager and Mary
Giampa, maintenance of way clerk.
personnel. One of these is Captain
Herb McAnerin, who has been in
coastal service for 44 years and has
been a captain since 1950.
"I've been on many ships in those
years," says Capt. McAnerin. "Some
are the various Princess vessels; the
Nora, Charlotte, Adelaide, Louise
and Marguerite. They used to travel
up and down the B.C. coast regularly,
carrying a mixture of freight and passengers. We ran 14 ships in the area
and crews were shifted around to
familiarize us with the whole coast.
"We made regular passenger runs
to points between Seattle and Skagway, Alaska. The round trip to Skagway, which took ten days, was my
"One vessel I really enjoyed was
the Princess Louise, a 180-person
passenger ferry," says Mr.
McAnerin. "In 1958, things changed
considerably and emphasis was
shifted more to freight services."
Two years later, the provincial government's B.C. Ferries system was
established and they took over passenger service to and from Vancouver Island.
He served as captain on the Princess Patricia passenger vessel to
Alaska between 1969 and 1972,
making a total of 55 trips. "There's a
tremendous difference between passenger/freight service and freight
service. I found I enjoyed the mixture
of the two, freight and passenger.
Capt. McAnerin has served as one
of the captains of the Carrier Princess since 1973, and is responsible
for the vessel and its crew of fourteen.
Mixed freight: Near Hell's Gate in the Fre
lil mixed freight train heads east with a consist of trailers, containers and auton
:. afiseTTei
Water link: Capt. Herb McAnerin on the bridge of the Carrier Princess, transporting railcars and trailers to
Vancouver Island.
Vancouver Division's vital statistics can match
just about any other division on rail system
Copper Concentrate: Railcars at Ashcroft, B.C., loaded with copper
concentrate from the Lornex Mine. The concentrate is moved from the mine by
truck and is loaded directly into the gondola cars.
CP Rail's Vancouver Division
begins at Kamloops and extends through the Thompson and
Cascade subdivisions down to Vancouver, it includes the E & N Railway
on Vancouver Island, and the Princeton subdivision extending to Pen-
The railway runs through terrain
that is characterized by many
bridges, tunnels, and rock sheds as
well as steep grades and sharp curvatures.
There are many bridges and tunnels on the main line through the
Fraser Canyon; the Pitt River Bridge
at mileage 109.7 in the Cascade subdivision is the longest on the main
line in B.C., at 1,750 feet (533
metres). The longest tunnel on the
Cascade subdivision is at mileage
12.8 — the 1,500 foot (457 metre)
Dutchman Bar Tunnel. Principal
grades are 1.2 percent descending
between North Bend and Haig and
1.35 per cent descending between
Haig and Ruby Creek.
The E & N railway runs parallel to
the Island Highway for 137 miles
(220 kilometres); the railway has 100
level crossings and 100 bridges.
Says Superintendent MacAulay,
"The many crossings and bridges
create a considerable amount of
work for our maintenance of way
forces. Traffic on the Island now is at
a lower level than in previous years."
"In terms of total number of employees, the Vancouver Division is
one of the largest within the CP Rail
system, with 1,700," says Mr.
MacAulay. "This breaks down to about 600 running trades employees,
460 in the car and diesel shops at
Coquitlam, 300 maintenance of way,
200 clerical and 140 others in various
"The union representatives make
a meaningful contribution and
through their cooperative efforts we
have managed to establish a good
working relationship between management and employees.
"This has resulted in a number of
benefits, the most dramatic of which
is the personal safety and train accident improvement that has happened in the last few years. Lost time
personal injuries have dropped better than 50 per cent."
"The key to a good Division operation is good people and we feel we
have an excellent group on the Division," says Mr. MacAulay.
Vancouver bound: Grain train above the Fraser River approaching Yale,
B.C., 100 miles (161 kilometres) northeast of Vancouver.
On the phone: B& B Master Morris Zakaluk takes care of business in
his office in Vancouver. Railroading is in the blood of Legare family
Working for CP Rail is frequently a
family affair, but more than 40
Legares in all have worked for the
company since the 1880s.
June 1, 1984, is an important date
in the family's history, Gerard, one of
the last Legares still with CP Rail will
We had to go back to the May,
1946 issue of the Canadian Pacific
Staff Bulletin, forerunner of CP Rail
News, to unravel the genealogy of
these railway enthusiasts.
It all started at the end of the last
century when the late Michel Legare,
a farmer from Ste. Therese-de-
Blainville, Que., wed Catherine King,
daughter of a railway construction
contractor. The couple had 17 children: 9 girls and 8 boys.
Apparently, the boys inherited their
love of trains from their mother, who
grew up near railways and all eight
sons worked for Canadian Pacific.
Rodrigue, the first-born, started
working for the company in 1885. He
was a bridge and building foreman
and died in 1907. He had 13 children,
and one of his sons, Charlemagne,
was a CP Rail locomotive engineer
for close to 50 years. Another son,
Roland, worked for the company during school vacations until he was
ordained into the priesthood.
Grandmother: Catherine King,
wife of Michel Legare had 17 children, her eight sons all worked for
Canadian Pacific.
>/   -
Ships OUt: Josie Brandner, former stewardess for CP Rail's Coastal
Marine Operations vessels (CMO), gets set to cut into a cake as part of
send-off celebrations at her retirement at Vancouver recently. Since first
joining the company in 1951 Josie has become a well-known personality up
and down the B.C. and Alaska coastline through her role as hostess aboard
many of CP Rail's ships, including: the Princess Patricia; Princess of Vancouver; Princess Marguerite, Princess Elaine and Princess Elizabeth. Prior
to retirement, Josie was CMO's storekeeper.
Retirement days: Regional Mechanical Officer A. R. Kruk (left) wishes
Jack Chambers the best in his retirement after 47 years with CP Rail. Jack
hired on as a boilermaker apprentice in 1937 at Ogden Shops, and worked in
Calgary and Medicine Hat before moving to Vancouver in 1976 as supervisor
boiler equipment.
Michel, the second Legare son,
was also a bridge and building foreman, he retired after 39 years of service. He had 17 children and five of
his sons worked for Canadian Pacific: Bernard was a clerk at Place Viger, Lucien was a mechanic, and the
three others worked for the railway
during their school vacations.
Joseph, another bridge and building foreman, retired after 41 years of
service. Two of his sons joined the
Canadian Pacific family: Arthur was a
machinist at Trois-Rivieres, Que.,
and Leo was a car inspector in the
Hochelaga Yard in Montreal.
Next came Willie and Patrick. Willie, a bachelor, worked for the bridge
and building department and died in
a work accident in 1905. Patrick was
a foreman in the Hochelaga Yard and
he stayed wih the company for 42
years. One of his six children, Paul,
was a foreman at the Glen Yard.
Ernest, Michel Legare's sixth son,
was locomotive engineer on the
Laurentian Division. He had 10 children: three daughters and seven
sons. All seven sons worked for the
Laurentian Division: Romeo, Roger
and Marcel were locomotive engineers, Roland and Edouard were
brakemen, and Gerard and Fernand
were firemen.
Sons seven and eight were James,
a locomotive engineer who had three
children, and, Henry, who worked as
a yardman for a number of years before going in to private business. He
had 20 children.
And, we have not even mentioned
the numerous brothers-in-law and
nephews who have also worked for
the railway.
On June 1, Gerard, Ernest's son,
will retire after 43 years of service. He
started as a laborer in the Hochelaga
Yard in 1941 and became a fireman
on June 13,1943. He is now at Outre-
Mr. Legare has many fond memories of his years with the company,
particularly the days when he worked
on the Royal Train in 1951.
When Gerard retires, only one of
Ernest's eight sons, Fernand, will still
be working for CP Rail. He currently
works on the yard engines at Ste.
But there are still several nephews
around to carry on the family's railroading traditions: Daniel, Marcel's
son, is a brakeman at Ste. Therese
and Raymond, Romeo's son, is a
brakeman at Trois-Rivieres.
Second generation: Pictured here in a photograph dating back to
the 1880s are the eight Legare sons who worked for the C. P. R. They are (left
to right, front row): Rodrigue, bridge and building foreman; Henry, yardman;
James, locomotive engineer; Michel, bridge and building foreman; (back
row, left to right): Joseph, bridge and building foreman; Willie, carpenter;
Patrick, yardman and Ernest, locomotive engineer.
Grandson: Gerard Legare,
locomotive engineer at Outremont, is
one of Catherine's grandchildren,
and will retire June 1 after 43 years
service. He began with CP Rail in
1941 as a laborer at Hochelaga
Third generation: Ernest, son of Michel Legare had seven sons who
worked for the C.P.R. From left to right in the front row are: Edouard,
brakeman; Fernand, fireman; Gerard, fireman; Marcel, locomotive engineer
and Roland, brakeman. In the back row are Romeo (left) and Roger, both
locomotive engineers.
Appointments on the system
B.B. Wilds has been appointed
acting damage prevention services
representative, operation and maintenance, Atlantic Region, at Montreal.
D.E. Welsh has been appointed
works manager, Ogden Shops.
Luigi Armano has been appointed director, financial and systems
planning, mechanical dept, at Montreal.
William D. McEwen has been appointed general manager — international, marketing and sales, at Montreal. Mr. McEwen will assume the
responsibility for developing marketing and sales objectives and strategies for container and liner-
breakbulk traffic in North America,
the Orient, Australia, the U.K. and
J.R. Fallis has been appointed senior coordinator, planning and analysis, at Calgary.
C.T. Webster has been appointed
deputy chief construction engineer,
at Calgary.
O.A. Peterson has been appointed temporary acting trainmaster on
the Brandon Division.
J A. Wood has been appointed
assistant engineer of bridges, office
of the chief engineer, at Montreal.
Jan Dunin-Borkowski has been
appointed engineer of bridges, office of the chief engineer, at Montreal.
J.L. Moisan has been appointed
senior system supervisor, pool car,
office of chief of transportation, at
Denis Chartier has been appointed system supervisor, general merchandise, office of chief of transportation, at Montreal.
W.N. Marak has been appointed
assistant general yardmaster, at
Michael Sheehan has been appointed temporary gang trainmaster
on the Windsor subdivision.
Nelson S. Ehnes has been appointed assistant signals supervisor,
at Brandon, Man.
D.T. Ball has been appointed system supervisor, equipment control,
office of chief of transportation, at
CM. King has been appointed assistant office manager, office of chief
of transportation, at Montreal.
R.G. Smeltzer has been appointed supervisor, statistical analysis,
office of chief of transportation, at
J.L. Bitcon has been appointed
material distributor, office of chief of
transportation, at Montreal.
R.T. Bennett has been appointed
purchasing agent, at Toronto.
H.B. McCulloch has been appointed assistant purchasing agent,
at Winnipeg.
G.C. Lowe has been appointed
assistant purchasing agent, at Toronto.
Frank Wallace has been appointed vice-president, purchases and
materials, at Montreal. Mr. Wallace
will be responsible for purchases of
equipment, materials and supplies
required by CP Rail. Retiring from company service
J.R. Beaudoin, area foreman, mechanical, Alyth Diesel Shop; J.M. Bentham,
vice-president, purchasing & materials,
Montreal; G.H. Bentley, locomotive en-
gineer, operating, Winnipeg;
J.C. Blazina, program co-ordinator, motive power, Ogden Shops; E.B. Bodnarc-
zuk, carman, car, Toronto; K.A. Brown,
conductor, operating, Calgary.
W.G. Clark, mechanical supervisor,
motive power, St. Johnsbury, Vt.; R.Y.
Cyr, agent, operating, Delson.
R. Delisle, machinist, car, Glen Yard.
D. Faucher, stationary engineer, motive power, St. Luc Diesel Shop; L.E.
Frank, carman, car, Coquitlam.
R.W. Graham, yardman, operating,
Lambton Yard; J.R. Grouette, maintainer, M of W dept., Winnipeg.
D.K. Hall, machinist, mechanical, Weston Shops; J.R. Heddleston, train order
operator, operating, Smiths Falls; J.R.
Hodgkins, assistant supervisor, CSC,
Winnipeg; J.G. Hollowell, locomotive engineer, operating, Kenora.
A.G. Ivey, purchasing agent, purchasing, Toronto.
F. Jacques, checker, operating, St.
Luc Yard; CE. Johnson, conductor/
trainman, operating, Calgary; W.T.
Jones, locomotive engineer, operating,
J.D. Keel, track maintenance foreman,
operating, Moose Jaw; M. Kuryliak, track
maintainer, M of W dept., Merrickville,
J.C. Lang, senior internal auditor, internal audit, Vancouver; G.J. Lavallee,
assistant terminal manager, intermodal
services, Winnipeg; A. Lefebvre, machin-
Honored: Antonio Dolce, a sheet
metal helper at Angus Shops, retires
with 43 years of service.
ist, diesel electric, Angus Shops; W.J.
Luce, locomotive engineer, operating,
Thunder Bay; F. Lysak, claims supervisor, CSC, Calgary.
H. Mackintosh, supervisor, P & D dispatch, intermodal services, Vancouver;
I.L. MacLean, road foreman/trainmaster,
motive power & rolling stock, Kamloops;
E. Marquis, driver, stores, Angus Shops;
E.W. Masik, carman, car, Weston Shops;
W. Maslaniec, deputy roadmaster, operating, Cranbrook; R. Matula, engine
attendant, operating, Vancouver; K.S.
McElrea, locomotive engineer, operating,
Winnipeg; D.H. McElroy, locomotive engineer, operating, Ottawa; R. Migue,
laborer, reclaim dock, Angus Shops; A.W.
Signing OUt: Conductor Edward John McAuliffe retires with 44 years of
service. Mr. McAuliffe began his railway career as a call boy at North Bay in
1940. He became a trainman in 1946 and was promoted to conductor in
^1952. Mr. McAuliffe will keep busy doing woodwork and also plans to do
some travelling.
Farewell gathering: Warren S. Schader and his wife, Doris, attend a
farewell reception to mark Mr. Schader's retirement. Mr. Schader, whose
career with CP Rail, marketing & sales — U.S., spanned41 years, began as a
clerk in the old freight traffic department in Chicago, and carried him up
through the ranks as travelling freight agent — Kansas City and Cincinnati;
district manager — Cleveland; manager freight sales — Detroit; and finally as
region manager — marketing and sales, Chicago from 1971 to the present.
Looking forward to their retirement, the Schaders will split their time between
winters in Florida and summers at their home in Pentwater, Michigan.
Moisey, engine attendant, mechanical,
Edmonton; J.T. Monk, assistant foreman,
car, Toronto Yard; J.J. Mooney, senior
systems supervisor, damage prevention
services, transportation, Montreal; J.P.
Morency, bricklayer, B & B dept., Angus
Shops; G. Munro, assistant supervisor,
CSC, Agincourt.
C.J. Nesseth, leading track maintainer,
Mattawa, Ont.
D.J. O'Driscoll, locomotive engineer,
operating, Schreiber; W. Osterag, assistant foreman, car trainer, rolling stock,
F.G. Packer, sheet metal worker, motive power, Ogden Shops; W.A. Parker,
supervisor, car handling methods, Winnipeg; N. Pemberton, machinist, garage,
Angus Shops; L.A. Perron, sales representative, marketing & sales, Montreal; J.
Porfiri, carman, freight, Angus Shops.
T.A. Radcliffe, conductor, operating,
Moose Jaw; W.T. Reid, industrial clerk,
CSC, Winnipeg; L.J. Richard, freight
handler, operating, West Saint John.
V.L. Saigeon, locomotive engineer,
operating, Toronto; O.M. Sauve, mileage
car accounting clerk, chief of transportation, Montreal; R. Sevigny, carman,
freight, Angus Shops; A.A. Small, manager, material distribution, chief of transportation, Montreal; R.A. Stephens,
constable, investigation, Toronto.
A. Tessier, track maintenance foreman, M of W dept., Delson.
M.H. White, carman, car, Toronto; L.H.
Wilcox, assistant supervisor, CSC, Winnipeg; J.G. Wills, locomotive engineer,
locomotive, Moose Jaw; B.R. Wyrozub,
yard foreman, operating, Thunder Bay.
Leisure days ahead: G.J. (Jerry) Askwith, manager, sales administration, marketing and sales at Montreal is seen here with his wife Mary at a
reception honoring him on the occasion of his retirement after 45 years of
service. His retirement plans include golf, travel and volunteer work.
Good luck: Ted Graves, supervisor of costing studies in Winnipeg's planning and analysis office,
retires with 41 years of service. Mr.
Graves, who started in Winnipeg as
an office boy in 1942, spent several
years with CPCS in the Far East, Australia, Malaysia and Indonesia.
Silver plate affair: A.H. Ivey, purchasing agent for the Eastern Region
at Toronto, has retired. He is seen here with his wife Audrey displaying one of
many gifts presented to him on the occasion. Mr. Ivey's association with the
company dates back to 1945 when he worked as a summer student with CP
Rail. He held many positions during his railway career — statistician, chief
clerk and fuel purchasing agent among them. He was also past president of
the Canadian Railway Club, Montreal, and director of the Toronto Railway
Congratulations: Alfred Mig-
nacca, senior mechanical systems
analyst, mechanical department at Good wishes: Thomas Jarvis, a Special day: Marcel Goyer, engine
Windsor Station, retires with 42 carpenter at Angus Shops, retires cleaner at St. Luc Yard retires with
years of service. with 35 years of service. 43 years of service.
a '*-•    ~ -. . -i
be-   :
Angus Shops: Seven Angus Shops employees retired recently with a combined service of 279 years. They are
(from left): Georges Hebert, carman helper, 41 years; Roger Migue, laborer, 41 years; Aurele Lefebvre, machinist, 43
years; Raymond Sevigny, carman, 36 years; Jean-Paul Morency, bricklayer, 35 years; Walter K. Redhead, electrician, 43 years, became general chairman of the International Brotherhood of Electrical workers in 1968; and Joseph
Porfiri, carman, with 40 years of service. Quebec Division
Safety Awareness Week
Scoop and Sift: A track undercutter, moving at a speed of 1,050 feet (320 metres) per hour is at work here
scooping out and cleaning ballast along CP Rail's main line near Mission, B. C. The undercutter and its 18-man crew
is scheduled to clean 41 miles (66 kilometres) of ballast on the Vancouver Division over the next few months.
MONTREAL —The St. Luc Diesel
shop, radio shop and maintenance of
way department, normally classified
as regional facilities will, for the week
of May 26 to June 3, come under the
jurisdiction of the Quebec Division in
order to participate in the division's
third annual Safety Awareness
In addition to a series of lectures
and demonstrations to be presented
to employees to help increase their
awareness of safe practices at work
and at home, a variety of functions
and sporting events will also be held.
The functions will include a blood
donor clinic on June 1, to be held in
the yard's roundhouse, and on June
2, the division will host the second
annual Rain Dance Marathon Run.
Two marathon races will be held
concurrently, one of two miles (3.2
kilometres) and one of five miles (8
Starting at the employee's parking
lot near the bunkhouse, the runners
will proceed to the St. Luc departure
yard and return. The runners who entered the short race will end there,
while the long distance runners will
continue to the Car shop and return
to the finish line.
Additionally, each shop will hold its
own drawing and safety slogan writing contests, with prizes to be
awarded to the winners.
Other sports activities during that
week will also be held, these include
a horseshoe pitch at the Glen Yard
and a softball tournament to be played in a nearby municipal park.
[i   ""
I 7
11    y
13   i     i
116       i
I23  i
1. Train tempo tabulation.
8. Almost, but not quite, silent (anagram).
9. Be a conservationist — prevent
forest fires (hidden word).
An offhand remark could have a
casual effect on the outcome
Dazed and stupefied state.
12. A brief time followed by a hesitation in speech gains impetus.
Sounds like the usual condition of
the sea.
A duller of senses.
Harbor was silted in, so the ship
grounded and laid on her side
Major administrative areas of CP
22. Often called "excuse" but actually
means "elsewhere".
23. Prison inmate acknowledged receipt of delivery in writing.
next issue
2. One should only inter material
that is chemically inactive (anagram).
3. The ringleader uses capers by inmates to cover a prison break
(hidden word).
4. There's something quite unusual
about this.
5. To consider to be equivalent.
6. Brief times to change for the
7. Impasse brought about by a partner lacking in freshness.
Locomotive engineers disobey
this man's instructions at their
Her worship the chief magistrate.
Former kingdom of northern
16. The feature showing at the local
cinema lacks vigor (anagram).
Short diversion from the main
My mother's French sister whose
pen always seems to be on the
Shareholders authorize
bid for continuance
MONTREAL—At a special general meeting May 2, the shareholders
of Canadian Pacific Limited unanimously authorized the Board of
Directors to apply for a certificate of
continuance under the Canada Business Corporations Act (CBCA).
A certificate of continuance was
issued following the meeting and the
Corporation is continued now under
the CBCA, but otherwise Canadian
Pacific retains the franchises, privileges and powers conferred on it by
its existing corporate charter, and
continues to be subject to the Railway Act.
Designed for the best product handling
(Cont'd from page 1)
move trains through the new plant
twice as fast as before."
Coal will continue to be handled
through a separate unloading system
which was constructed in 1978 by
Federal Industries Ltd., of Winnipeg
for the purpose of transshipping
Western Canadian coal.
The new facility was designed to
achieve the best possible product
handling — that is, to minimize product degradation, separation or contamination.
Thunder Bay: Operations at the new potash facility coincided with the
1984 Great Lakes shipping season.
Last issue's
To accomplish this, the designers
have minimized transfer points and
provided variable speed controls on
the conveyor system.
The system will be capable of
handling close to 4,000 tons (3,600
metric tons) of product per hour. It will
be able to unload a 100-car train in
less than three hours, nearly double
the speed of the original system.
The dumping area can accommodate three 100-ton (90-metric ton)
hopper cars at a time. Fully automatic
openers will undo the slide gates on
the bottoms of the hopper cars.
At the far end of the conveyor system is a traversing shiploader with a
360-degree rotary spout, mechanical
sampling and weighing equipment,
and modern dust control equipment.
Most of the potash handled by
TBTL is bound for midwestern United
States ports, but the operation has a
proven capability of accommodating
ocean-going vessels.
In 1981 TBTL unloaded its first unit
train of potash. In each year since
then the facility has handled about
one million tons (.9 million metric
tons) of this product, in addition to
more than double this amount of
...and a gift:
with your suggestion:
Reduced shavings increases savings: coquitlam mechanical
department Machinist Robert Hayes was the happy recipient recently of a
cheque for more than $6,300, proof positive that Canadian Pacific's suggestion plan can reap dividends. Robert's idea was that when recontouring
freight wheels, a wide-flange profile be used in some cases instead of a
narrow-flange profile. This results in less metal being removed, thus increasing the wheel's overall life expectancy.


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