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CP Rail news Canadian Pacific Railway Company. Public Relations & Advertising 1983

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 Enormous slide
hits Laggan Sub.
Tons of rock and silt
block 30-car freight
By LARRY BENNETT
CALGARY — A blinking light on the dispatcher's board in
the Palliser Square central dispatch office was the first indication that something was amiss above the Spiral Tunnels at
about 2100 hours, Wednesday, Sept. 6.
The light warned of a break in the electronic slide fence on
Cathedral Mountain, above Partridge siding at mileage 128 on
the Laggan sub-division, west of Calgary.
The cause of the break Back at the tail-end Conductor
couldn't    be    determined,    but    Roberts and Brakeman Nadasdi
dispatcher K.W. Enzie knew that
"extra 8827 west" was passing
through the area. Normal procedure called for telephone contact to be made with the operator
at Field, B.C., and for that
operator to advise the train crew
of the situation by radio.
Dispatcher Enzie immediately
phoned Maureen Smythe, the
Field operator. Conductor Bob
Roberts didn't receive her radio
call, however, probably because
of poor atmospheric conditions.
"Extra 8827 west"—a 30-car train
consisting mainly of empty
cars—slammed unexpectedly to
a stop, sending the conductor
and tail-end brakeman Dan
Nadasdi sprawling.
Following the impact Conductor Roberts attempted to contact the head-end by radio.—He
got no reply.
Up at the head-end, engineman
Bob Palser and Brian Materi,
head-end brakeman, scrambled
out of the cab of the lead unit.
They both heard the heavy rumbling sound of a slide in progress.
Following a quick inspection
they saw that both diesel units
were buried window-deep in silt
and rock. More loose rock continued to cascade down the
mountain, water was rushing
through the debris and pieces of
ice were visible.
The two men left the slide
scene and made their way to
Field. Brakeman Materi was able
to flag down a car on the Trans-
Canada highway and Engineman
Palser walked down the slope to
Cathedral where he boarded a
cab-hop stopped in the siding
and rode back to Field to report
in.
began to walk to the head-end to
check for the rest of the train
crew. On the way they encountered an extra gang staying
in boarding cars on a back track
in Yoho Yard.
Realizing a slide was in progress Conductor Roberts advised Brakeman Nadasdi to suggest
that the extra gang take shelter in
the mouth of the Spiral Tunnel.
At the head-end of the train
conductor Roberts learned by
radio from Wes Cudney, yard-
master at Field, that the headend crew was safe and clear of
the slide. Following that
message he returned to the tunnel.
The roar of rocks plummeting
down the dark and rain enshrouded mountain continued until midnight.
When Mike Stroick, superintendent for the Calgary Division,
was informed of the situation at
Cathedral Mountain he immediately issued orders that no one
was to venture into the slide path
until it was established it was
safe to do so.
After an examination of the
area by Mr. Stroick and other divisional officers it was determined
entry into the area was safe. The
all clear order was issued at
about 0230 Thursday.
Mr. Stroick, Louis Visocchi,
roadmaster from Banff, and Ber-
nie Zinger, surfacing gang
foremen, walked up to the Spiral
Tunnel to deliver the all clear to
the personnel within.
Track clearing work commenced at sunrise Thursday.
(Additional stories and pictures on
pages 4 and 5)
Charities Donation Fund
sets goal of $110,000
Target for the 1978 Montreal area's eighth Annual Employee
Charities Donation Fund is $110,000.
Once again under the directorship of Lloyd J. MacDonald, the
campaign opened Oct. 2.
F.D. Turner, chairman policy committee, for the fund, expressed the hope that Mr. MacDonald and his co-ordinators and
canvassers will receive enthusiastic support in putting the 1978
campaign over the top.
Mr. MacDonald said he couldn't stress strongly enough the
need to meet this year's objective.
"If we could count on each and every employee to contribute
to the fund, we would certainly do our share," he said. He went
on to stress the fact that by contributing through the payroll
deduction plan, a small amount each pay day throughout the
year would make it easy for the employee to donate painlessly
toward a worthy cause and meet the objective at the same time.
Canvassers will call upon employees, providing them with
forms to fill out for the payroll deduction plan. Anyone wishing
to donate by cash or cheque may do so and obtain receipts for
their 1978 tax returns. Receipts for payroll deductions will be
given for 1979 tax purposes.
(Photo: Nicholas Morant)
Partridge Slide: Shale and silt piled up against two locomotives at the west end of Yoho Yard, just
south of the highway overpass.
Terminal opens...
...at Thunder Bay
Coal trains unloaded
with automatic ease
By FRED DRAPER
THUNDER BAY — A CP Rail
unit train carrying 10,900 tons of
bituminous coal from the Byron
Creek mine in Corbin, B.C. arrived at Thunder Bay, Sept. 14 to
coincide with the official opening of the new $70 million
Thunder Bay terminal.
The 105-car train completes
the 2,600-mile round trip in six
days—with four hours to take on
a load of coal at the mine and six
hours to dump it at Thunder Bay
for trans-shipment by lake carrier
to its final destination at Ontario
Hydro's generating station in
Nanticoke, Ont.
Under its contract with Ontario
Hydro, CP Rail will haul more
than 22.5 million tons of coal
from mines in Western Canada to
Thunder Bay over the next 15
years.
The unit train enters the site
and proceeds around a 2.5 mile
loop track to the positioner
building. The positioner building
houses a large semi-automatic
unit, called an indexer, which
takes over from the train's own
diesel power to move the entire
train and position each car, one
at a time, in the dumper.
The dumper turns each car 160
degrees   to   unload   the   coal.
Rotary couplings eliminate the
need to uncouple the cars and
the entire train proceeds until
each car is unloaded. In winter
the coal cars will be heated in
temperature of 82 degrees C.
(180 degrees F.) in a ten-car long
thaw shed to ensure the frozen
coal will break loose from the
cars.
At speeds of up to 4,000 tons
per hour, the coal moves from
under the dumper on a conveyor
system to a stacker which travels
the length of the site on a fixed
2,500 ft. track to pTfe the coal. On
the same track, another machine
called a reclaimer reverses the
process to "reclaim" the coal,
when required, onto a central
conveyor. The conveyor moves
the coal at a rate of up to 6,000
tons per hour to a surge bin, and,
in turn, to the ship loader which
(See "Terminal" page 4)
Aerial View: The 236-acre McKellar Island site of Thunder Bay
Terminals Ltd., with its marine berthing facility shown in the
foreground. Partially-filled coal beds are seen at top centre.
CP Rail News
wins awards
DURANGO, Colo. - CP Rail
News was named best newspaper at the Association of
Railroad Editors 56th annual
conference held here last
month.
Rail News was also cited for
best use of black and white
photography.
The ARE awards are open to
all railway industry publications in Canada, the United
States and Mexico.
You look much better in safety glasses
 m (Photo: Nanaimo Daily Free Press)
Smile that beguiles: One smile from Shannon Torhjelm would surely have been thanks enough, but
the Georgia Strait Girl Guides decided to add a plaque in showing Capt. Donald McKechnie their appreciation for the ferry ride aboard CP Rail's Princess of Vancouver from Nanaimo to Vancouver. CP Rail's
British Columbia Coastal Steamship Service has for the last three years made special arrangements for
the more than 200 guides who make the yearly trip to attend the Canada-U.S. jamboree. Looking on are
(left to right) International adviser for the Georgia Strait Guide division Margaret Anderson, Katrina Gardiner and Wendy Besson.
Instant TV replays
improve efficiency
TORONTO — Freight-filled rail
cars are about to join professional athletes in videotape instant replay stardom when CP Rail
starts televising freight
movements this fall.
Freight trains aren't exactly
sit-com material, so the Nielsen
ratings won't be disturbed. But
that wasn't the intent. TV
technology is expected to increase the speed and efficiency
of CP Rail freight movement
across Canada.
Such progress will result from
installation of "electronic eye"
closed-circuit television systems
(CCTV) at major rail yards around
the country. Agincourt Yard in
Toronto is scheduled to unveil
CP Rail's first CCTV in
December. Feasibility studies
are underway for St. Luc in Montreal and applications to other
major yards such as Alyth in
Calgary will be looked at in the
coming year.
"The new system, designed,
developed and engineered to CP
Rail's specifications by the Closed Circuit Television Corporation
of Montreal, a subsidiary of ADT
Security Systems, will enable
railwaymen to read car initials
and numbers with better than 95
per cent accuracy at train speeds
up to 60 miles per hour," said
Tom Munford, CP Rail's manager
of Communications. "This is accomplished by making a video
tape recording of the train in a
series of individual frames
similarto motion picture film."
This will eliminate the need for
car checkers to be available to
write down or check off-car
numbers when trains arrive or
depart. The use of a video tape
recorder will allow the yard clerk
to review the train movement
whenever he needs the information.
The playback unit is modified
so that, despite the speed of the
train passing the camera, the
yard clerk can adjust the
playback to a comfortable speed
(6-8 mph) or stop it to look more
closely at a faded or dirty
number.
The system will improve efficiency in yard operations by providing readily available and accurate information about the sequence of cars on arriving and
departing trains.
Terminal detention costs will
be pared because trains will be
able to move in and out of yards
at speeds of up to 20 mph, which
is the maximum permissible yard
speed.
This new application of CCTV
is further evidence of CP Rail's
drive to improve freight transport
efficiency while  upgrading  the
accuracy of car location data
available to its customers.
Installation and the five-year
rent and maintenance contract
will entail an outlay of close to
$900,000 over five years but the
system is expected to offer yearly savings of about $225,000 in
labor and terminal detention
costs.
Mr. Munford said company
tests in Agincourt Yard proved
that the new CCTV with its individual picture allows car
numbers to be read more accurately than either the 14-year-
old three-camera standard TV
system without video tape
recorders or a checking clerk
standing at track-side.
"Of 100 cars going by, the yard
checker missed four numbers,
the clerk reading off our current
TV system missed four numbers,
while a checker using the new
system missed just one number,
and that number was badly worn
away in any case," said Mr. Munford.
CCTV's improved accuracy will
also provide more accurate information for storage in central
data banks. This data is needed
for efficient car management and
accounting, thorough costing
studies, and rapid provision of
shipment information to CP Rail
customers.
Canadian Pacific
family matter
Cardy elected president CP Hotels
TORONTO — A. Gordon Cardy has been elected president
and a director of Canadian Pacific Hotels Limited to succeed
Donald W. Curtis, who has resigned.
Mr. Cardy entered the hotel business in 1945 in Toronto and
joined CP Hotels in 1968 as general manager of the Royal York
Hotel.
He became a vice-president of CP Hotels in February, 1971.
Soo Line expands track upgrading
Soo Line Railroad Company has expanded its planned 1978
track upgrading program by $2,000,000. The money will be spent
on grain gathering branch lines in North and South Dakota this
summer.
The additional outlays for rail and ballast on four branch lines
will increase Soo's total expenditures this year for branch line
improvements in the Dakotas to nearly $3,000,000.
Marathon buys shopping centres
Marathon Realty Co. has purchased two shopping centres—
in Toronto and Calgary—at undisclosed prices, bringing to 33
the number of shopping centres the company now owns
throughout Canada.
The Dufferin Mall Shopping Centre in Toronto has been purchased from a group of investors. In Calgary, Marathon bought a
306,000-square-foot inclosed mall on a 25-acre site in the city's
northwest district.
The company has sold several residential properties in Vancouver, also for undisclosed prices. The properties include a
534-unit apartment building, a 72-unit apartment building and
Marathon's interests in condominium properties.
Marathon Realty Co. is a unit of Canadian Pacific Investments
Ltd.
Soo Line adds 350 covered hoppers to fleet
Soo Line put 350 additional 100-ton capacity covered hoppers
in service last month filling orders for grain loading which were
running at the highest pace since 1974.
Nearly all of the approximately $12 million in new hopper cars
ordered for delivery this year have been distributed to country
elevators in the Dakotas, Minnesota and Montana. The cars,
which had originally been scheduled to go into service earlier
this year, were delayed due to a strike at the manufacturer's
plant.
Study of switching
Updates cost data
WINNIPEG — CP Rail analysts
have begun work on a two-year
study of switching operations to
update switching cost information in response to the requirement of a federal government
commission on grain transportation costs.
Preliminary work has been
completed at some terminals and
is currently underway at Thunder
Bay. Vancouver will be studied
next, followed by other terminals.
GREATER DETAIL
"The aim of the study is to
gather detailed information by
commodity on switching from
the men who perform the switching, as well as the documents
they use," said R.J. Shepp,
general manager, operation and
maintenance for the Prairie
region.
A member of the study team
reviews the record of work performed with the yard foreman
and the yardmaster at the completion of each assignment.
"By working with the yard
crews and referring to their work
assignment sheets, we'll be getting an accurate outline of how
the work is performed from the
people who do it," said Mr.
Shepp.
NEW TECHNIQUE
This technique deviates from
past switching studies, in which
observers rode engines to record
the amount of time involved in
moving each car. An important
element in the success of the
study is the co-operation received from the crews involved.
The study results from a re
quirement of the Canadian
Transport Commission, with
respect to grain handling, that
CP Rail develop current information on the cost of switching.
In testimony before the recent
Snavely Commission, it had been
argued that the railway's cost information did not fully reflect the
extent to which the cost of handling grain differs from that of
other commodities.
"The current study is unprecedented in scope and duration," said Mr. Shepp. Future
plans call for the study to cover
terminals across the entire CP
Rail System where yard engines
are used.
€teimwtm
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Supervising editor,
Ron Grant
Editor,
Len Cocoficchio
Editorial assistant,
Correspondents,
Morrie Zaitlin, Vancouver
Larry Bennett, Calgary
Mickey Potoroka, Winnipeg
Bill Lidstone, Toronto
Stephen Morris, Montreal
CP Rail News is published every
three weeks in both English and
fFrench for the employees and pensioners of CP Rail. Ait fetters and
enquiries should be addressed to:
The Editor, CP- Rail News, Pubiic
Relations and Advertising Dept,
Windsor Station, Montreal, Que.,
H3C3E4.
 Growing workload
keeps center busy
Translation specialists
handle variety of tasks
By SHIRLEY WHITTET
The translation center at Windsor Station headquarters is a
busy place.
The workload includes everything from translating correspondence on a daily basis to
Canadian Pacific publications,
annual and quarterly financial
reports, all printed material
relating to personnel, and pension matters.
"And we are always on the
lookout for qualified translators," said Therese Deschenes,
assistant manager, administrative services. "There is a dire
need for expert translators but,
unfortunately, they are very
scarce."
She explained that the demand
for translators in the Montreal
area is so great that it's almost
impossible to find an experienced one unemployed or willing to
change place of employment.
The center, which is at the service of all departments of Canadian Pacific, has come a long
way since its inception in 1968
with a staff of two translators and
one director. There are now
seven translators, including
Acting Director Chrystiane
Coulombe, whose typing needs
are met by Administrative Services' word processing centre.
"What many people fail to
realize," Mrs. Deschenes told CP
Rail News, "is that there is such
a variety of technical terms to be
mastered and so much time must
be spent in research for the proper terminology in the other
language."
Through experience in the
translation center, some of the
translators have gradually
become specialized in certain
areas, such as mechanical and
financial, among others. Particular aids in translating company material are specialized dictionaries, any prepared or
published material on the subject in French, and other
translators who are familiar with
the subject in hand. Once such
translations have been done, the
translators set up their own terminology files or glossaries for
future reference. To make matters more difficult, French terminology is unavailable in some
fields.
Mrs. Deschenes stressed the
fact that co-operation from
departments using the translation center's services would
greatly facilitate their work.
"They (the departments) need
to identify their needs and to
forecast long and short term projects. This way, we can set
realistic timetables, taking into
consideration the translation
processes. We have to allow
more time for major translations
and these should always be
discussed in advance with Mrs.
Coulombe—never just sent
through the mail at the last
minute," she said.
"Lack of planning that results
in an urgent translation being
done under pressure makes it difficult to turn out perfect work,"
she added.
Departments   can   also   help
make things run more smoothly,
for themselves and the center, by
(See "Increased" page 4)
Commuter courses
MONTREAL — College credit
courses are being conducted
aboard CP Rail commuter trains
again this fall following a highly
popular spring semester.
The courses, elementary and
intermediate French, are being
taught on a specially modified
railway passenger car incorporated into a regularly
scheduled commuter train from
Montreal's West Island.
The commuter classroom car
is open only to registered
students and faculty from John
Abbott College's centre for adult
education. It is soundproofed
and outfitted with special educational equipment.
The school car classroom,
available to commuters boarding
before or at Beaconsfield station,
is the only one operating in
Canada and is based on a concept developed by provincial
governments and the Canadian
Pacific Railway during the 1920s.
During that time and until the
1950s, CP Rail operated school
cars in remote areas of Canada,
particularly in northern Ontario.
The cars provided the only
education to children where no
schools existed.
Teachers lived in the cars and
taught students on a rotation
basis in specific areas.
Program Off the ground: A recent performance appraisal training session at the Hotel Saskatchewan in Regina was led by Bob Decicco (standing). Seated (left to right) are: Jim Cuin, labor relations,
Montreal; Mike Parson, assistant co-ordinator, grain movement, Winnipeg; Ed Champoux, mechanical
department, Montreal; Roy Peters, assistant divisional engineer, Saskatoon; Bob Budd, mechanical
supervisor, Wilkie; and Dan Hill, locomotive foreman, Saskatoon.
Performance appraisal
a successful project
Good ideas pay: Suggestion awards ranging in amounts from
$25 to $1,178 were presented recently to this quintet of Weston
Shops employees. Heading the list was A.J. Perrault, machinist, who
earned $1,178 for modification of the tool holder on wheel lathes. In
the picture, from the left, are: G. Lobb, machinist, $25; R. Larkin,
machinist, $25; G. Nickel, laborer, $210; D. Dueck, electrician, $40,
and Mr. Perrault.
The term "performance appraisal" has an ominous ring for
some people. And no wonder. All
too often appraisal is delayed until the final—and fatal—stage
when the employee suddenly is
told his work has been unsatisfactory and he is no longer
needed.
But there is a positive side to
employee evaluation; a side that
CP Rail is developing this year
after a highly successful pilot
project at Ogden Shops in 1977.
REVIEW OF STRENGTHS
The company is trying to take
the ominous ring out of the term
by turning job appraisal into not
simply an identification of
weaknesses, but a review of
strengths and a tool by which
responsibilities can be clearly
outlined.
CP Rail's performance appraisal system will be tested in the
Prairie region and at Weston
Shops this year after the pilot
project at Ogden Shops proved
the program to be well worth expansion.
Officers throughout the region
and at Weston Shops will meet
with their supervisors face to
face to discuss responsibilities
and performance— including accomplishments.
Organizers are confident the
program will not only encourage
employees to develop to their
fullest capabilities through work
planning and review, but will promote objectivity in judgments
made about performance and
provide management with insight to the aspirations and
potential of employees.
"The major thrust of the program," said W.J. Munford,
manager, personnel development, Montreal, "is to do three
things: Make sure the individual
has a clear understanding of
what his job is—objective of
procedure, responsibility,
authorities and reportability;
identify his strengths so that
they can be put to best use; and
identify his weaknesses so that a
program can be worked out for
their improvement."
To get the program off the
ground, a series of five-day
courses are being conducted for
regional officers at the Hotel
Saskatchewan in Regina, under
the guidance of Bob Decicco of
Industrial Relations, who has
moved to Regina to inaugurate
the system, with Gordon
McMasteras the training officer.
The same type of program is
being conducted at Weston in
Winnipeg under R. Bryant,
manager of main shops, and L.M.
Maines, works manager, with
Bernie Cook as training officer.
Classes are being limited to 10
people to ensure the personal approach which was so effective in
the Ogden pilot project. It also
limits the number of people away
from their jobs at one time.
In introducing the appraisal
system in the region's operation
and maintenance department,
R.J. Shepp, Prairie region general
manager, said he is confident it
"will markedly improve the way
we evaluate, motivate and communicate with other people."
He went on to explain that the
performance appraisal system is,
in essence, designed to ensure
that every officer has an opportunity to sit down with his or
her supervisor at least once a
year to candidly discuss performance.
"This program is a way of
assuring people regular feedback on how they are doing their
jobs," said Mr. Shepp, "and it is
bound to improve morale. In industry it is a well-known axiom
that as morale improves, so does
performance.
"You might argue that every
supervisor conducts some kind
of performance appraisal as part
of his normal routine," said Mr.
Shepp. "But this program makes
the process formal and expands
it into a regular annual examination of the individual's total performance. It's an acknowledgement of his strengths, as well as
his weaknesses."
Valuable Cargo for West: Worth $3 million, a large turbine
manufactured by Westinghouse Co. at Hamilton, Ont. is pictured in
Parkdale Yard, Toronto. The 377,000-pound shipment was enroute to
Pacific Petroleums Ltd. at McNeil, Alta.
 Translating team: Taking a "photo break" in the translation bureau are (I. to r.) Lyliane Launay,
Martine Goyot, Jacques Dermine, Chrystiane Coulombe, Claire Dion, Carolyn Harder and Andr^e Moreau.
Increased demand for translation
creates challenge for section
(cont. from page 3)
having one person assigned to
co-ordinate the work for translation and who could be called
upon for further information or to
discuss needs. The same person
could also set priorities and so
eliminate conflicting deadlines.
This would help keep communication lines between
department and translation center on an even keel.
Mrs. Coulombe added that
source material—documents,
notes, explanation of terminology and booklets concerning
the subject under translation-
would be of tremendous help if
provided   along   with   the   final
copy to be translated. This is particularly true if translation is from
English to French.
With the increased demand for
French translation, one third of
which is done for CP Rail alone,
the center has been faced with a
good many challenges. For instance, the mechanical department has produced a series of
equipment maintenance
manuals on which training and
tests are based. The same is also
being done for maintenance of
way training.
Translation of these is a major
undertaking which is now in progress. And no easy task, either,
with numerous technical terms.
Translation and compilation of
glossaries can take from a year
to 18 months to complete.
Pension Rules and Regulations was one of the first jobs
tackled by Canadian Pacific
translators. Then came a series
of labor agreements, some still in
the process of being translated
into French. All personnel
manuals, including the Code of
Business Conduct, and a good
many operating manuals—such
as the Uniform Code of
Operating Rules—have been
translated. Working timetables
for the Province of Quebec are
now bilingual, thanks to company translators.
Terminal ready for the future
(cont. from page 1)
places the coal in the lake
freighters at a rate up to 8,000
tons per hour.
The company will run one train
per week from the Byron Creek
mine to Thunder Bay until early
1979, when a second unit train
will be added to the service.
As it makes its way across the
steep grades in the mountains of
British Columbia and Alberta, the
unit train serving Byron Creek
mine is powered by four 3,000-
horsepower locomotives on the
head-end and two locomotives
and a robot car in mid-train. The
train makes a brief stop at Dun-
more, Alta., where the mid-train
power is removed before completing its journey across the
prairies and on to Thunder Bay.
Cleanup operations
delayed by weather
Dumper hOUSe: A unit train loaded with western Canadian
bituminous coal in the dumper house at Thunder Bay Terminals. The
semi-automatic indexer unit, which positions the cars in the rotary
dumper, is shown at upper left.
In 1980, the railway will introduce a third unit train for Ontario Hydro. This one will
transport lignite coal from
Luscar mine in Bienfait, Sask., to
the Thunder Bay terminal,
operating twice-a-week with a
turnaround time of three days.
Bienfait is 700 miles west of
Thunder Bay.
To prepare for the heavy unit
train from the Luscar mine CP
Rail has spent millions of dollars
to complete major track, ballast
and tie upgrading programs over
150 miles of railway line at the
Estevan subdivision in Saskatchewan.
There were 368 gondola cars,
16 locomotives, one robot car
and five cabooses purchased for
these unit trains.
The rail cars are 105-ton
capacity steel gondolas built by
National Steel Car Co. Ltd. of
Hamilton, Ont. The locomotives
were made by General Motors of
Canada Ltd. at London, Ont.
Coal unit trains operated by
both CP Rail and CN Rail will
move over CP Rail waterfront
trackage in Thunder Bay en route
to and from the terminal. Recent
expansion of CP Rail's line and
yard capacity in Thunder Bay has
ensured a smooth flow of trains
to and from the terminal located
on McKellar Island.
CATHEDRAL MOUNTAIN —
When nature unleashes its
awesome powers there is little
man can do to prevent the
resulting devastation.
On Wednesday, Sept. 6, at
about 2100 hours a massive ice
wall at the foot of an immense
ice field—about 9,200 feet above
sea level—just below the sum-
met of Cathedral Mountain collapsed, freeing millions of
gallons of water to plummet to
the valley floor below.
Carried by the rushing water
came hundreds of thousands of
cubic yards of rock and silt. As
the water-borne rock and silt
crashed downward it swept away
everything in its path.
Rumbling down the mountain
side the slide crossed the CP
Rail mainline three times and the
Trans-Canada Highway once. Hitting the tracks first at Partridge
siding it gauged out a chasm 40
feet deep and 80 feet wide, leaving only the mainline and siding
rails to precariously span the
gap.
Further down the mountain, at
Yoho Yard, two locomotives of a
30-car extra train were engulfed
in the tumbling and flowing slide.
The two locomotives and the first
three cars of the train were
derailed and partially buried.
Depth of debris covering the yard
for nearly half a mile was 20 feet.
As it crossed the Trans-
Canada Highway below Yoho,
slide depths measured up to
eight feet.
Crossing the tracks for a third
and last time at Cathedral the
mainline was buried to depths of
nearly six feet.
Following first report of the
slide, rail officers of the Calgary
Division worked throughout the
night, first to assess the extent
of damage and then to determine
a plan of action for the clean-up
operation to follow.
An auxiliary train from Alyth
Yards at Calgary was dispatched
for Stephen Wednesday night
with orders to stand-by for the
clean-up. Arrangements were
also made to have leased heavy-
duty earth movers at the scene of
the slide by dawn. A second auxiliary train from Field arrived early Friday.
At daybreak Thursday, weather
conditions remained poor—the
rain continued and water still
gushed down the slide path.
It took 45 hours from the time
of the slide for a total of nearly
100 men, two auxiliary trains and
18 earthmovers to clear the
tracks, reconstruct the road bed
at Partridge siding and dig out
and re-rail the two locomotives
and three cars.
Throughout the clean-up
operations work was hampered
by bad weather, ranging from
chilly temperatures and rain during the day to light snow at night.
Helping maintain efficiency
during the massive clean-up
operation was CP Rail's communications department radio
equipment. Throughout the day
and night the air was filled with
the constant crackle of radio
signals. One rail official is
reported to have said, "if it
weren't for those radios we had
on hand we might still be there
trying to clear each section—one
at a time. Good communication
was essential to the operation."
The slide area below the summit of Cathedral Mountain is well
known to experienced
railroaders. Many have dubbed it
the three level slide, because it is
uniquely situated in a position
where one slide can cover the
tracks in three places.
LARRY BENNETT
(Photo: Nicholas Morant)
Diesel barriers: Locomotives, showing broken rail, acted as a
barrier against slide which rests on opposite side.
(Photo: Larry Bennett)
Back On track: An auxiliary crane is in action, lifting one of the
slide-stalled locomotives back into position on the rails after the slide
rubble had been cleared away.
 Slide blocks line in three places
100 men take 45 hou rs
to clear away rubble
Once a railroad has been constructed, a constant vigil must be
kept. Men and equipment must
be available to fight a battle with
nature to keep the tracks clear.
At Cathedral Mountain, on the
CP Rail line through the Rocky
Mountains, adjacent to the Spiral
Tunnels, the battles have been
hard fought and the victories
short-lived.
On Sept. 6, at 2100 hours the
bursting of a natural ice dam at
the foot of an immense glacier
beneath the summit of Cathedral
Mountain triggered a slide of
water, rock and silt that blocked
the mainline in three places.
It took nearly 100 men 45 hours
to clear the devastation and reopen the line.
For CP Rail, the battle of keeping the tracks open beneath
Cathedral Mountain is not a new
one. The area at which the slide
occurred is infamous to many experienced railroaders. It has
come to be known as the three
level slide—because one slide
can cover the mainline in three
places.
According to Alec Price, assistant regional engineer for the
Pacific Region, stationed at Vancouver, the three level slide has a
history of causing problems. Major slides occurred at the same
location in 1925, 1927, 1946, 1962
and 1978. Several less severe
slides also occurred during the
same time period.
Mr. Price says that the slides
are a result of the combination of
a period of warm weather and
heavy rains. The major slides at
this location have occurred in
August or September—when
weather conditions seem to be
most conducive.
Irony and a twist of fate,
however, created a unique situation at the most recent three
level slide. Among the nearly 100
men on duty during the clean up
were Bob Younger, divisional
engineer, Calgary Division and
Alec Price, assistant regional
engineer for the Pacific Region...
... In 1946 the counterpart for
Mr. Younger's duties and the
counterpart for Mr. Price each
shared the same last names. In
1946 each man's father was on
duty.
The three level slide site has
also been witness to acts of
heroism involving railway personnel. In 1925 an engineman
named Seth Partridge heard the
rumble of a slide above the roar
of his locomotive. He stopped
the train on the "high level" track
and ran downhill warning the two
occupants of a rest house at
Yoho. The slide buried the
building moments after it was
emptied.
Partridge siding bears the
name of Seth Partridge to commemorate his brave deed.
Story:
LARRY BENNETT
Photos:
NICHOLAS MORANT
Road Closed: Rock forms a formidable barrier on siding at Yoho
Yard.
Partridge  Siding:   View of slide damage looking westward,
towards Upper Tunnel.
■.. ■'
Valley forged: Ground is shown cut
slopes are in background.
''mmm   i:,s <:
underneath track at Partridge Siding. Mount Ogden
Swept away: Scene half-mile east of Upper Portal, UpperTunnel, looking towards Cathedral Mountain
spire—below which slide started.
Rock bottom: Aftermath of slide, which crossed mainline three times, is shown.
 The talking trunk...
...and other cases
Stories from the baggage car
By NICHOLAS MORANT
Like the little conundrums in
Christmas crackers... it goes like this:
Where would you find a man at work surrounded by wicker baskets containing
magazines, nut bars and soft drinks, two
barking dogs, several cylinders of oxygen
rolling about on the floor, suitcases,
trunks and parcels, a chimpanzee, a corpse and maybe 20 huge milk cans fresh off
the farm?
Well, if you're an old railroader, you'd
guess rightly enough — the baggage car,
of course. This was the workhorse of the
passenger trains of yesteryear and still is
to a certain degree.
You just name it, sooner or later you'd
find it there up front next the engine,
regardless of rules and regulations which
might state clearly that it shouldn't be
there at all. This writer recalls vividly the
day they shipped the remains of a well
known Canadian Pacific official, Montreal
to Lethbridge, in an urn and under supplies label!
The baggageman, in his coveralls, standing in the doorway of the car as a local
passenger train rolled into a small town,
was a familiar sight to everyone. He'd be
holding the hand rail in one fist and a
batch of OCS mail in the other and on the
floor beside him would be a variety of
bags, a perambulator and, if he was
unlucky enough, three monstrous trunks
containing the "lines" of the travelling
salesman who was back in the smoker
playing one last hand before reaching for
his coat to get off.
The baggageman didn't rate as highly
as the engineer with small boys, but there
was envy in their eyes just the same. The
train baggageman was also a bit of a
reporter, gathering bits of local news
from agents or operators who would
come up beside his car with their trucks
to exchange loads. So, in a sense, he
became a balladier without a guitar and
these are some of the stories he's told.
NEWS BUTCHER
To some extent sharing the confusion
of life in the baggage car was the news
agent, "news butcher" as he was
sometimes known. For it was he who
kept his wares in the wicker baskets
which he locked dutifully each time he
replenished the basket hung around his
neck.
To make a living on this job one
mustered every possible talent and there
was just no place for trust nohow. The
newsie knew full well that it was an unfortunate train crew that went without
fresh cream in their coffee (if you will
remember all those milk cans mentioned
earlier in this story). These were rarely
locked for the (shall we use the word?)
"loan" was never sufficiently high
enough to affect the dairyman's monthly
earnings.
The news agent was undoubtedly the
originator of re-cycling, so popular with
the younger generation today. He could
sell and resell a single copy of "Elsie's
Adventures in the Belfrey" any number of
times on a round trip. What farmer who
had slyly bought such trash was going to
bring it home? So it would be surrep-
ticiously hidden under the seat of the
daycoach in which he was riding or
among some paper towels. But the nose
of the newsie would search it out inexorably and back it would go on sale.
The business training afforded a good
student of human nature, the knowledge
gained in book-keeping set out by the
railway, plus a little business initiative
made several newsies known to this
writer near millionaires. They played the
markets with the same acumen they
played their customers!
An instance of business initiative
would be a popular custom of loading
several crates of eggs on the pilot of the
locomotive at the country turn-around
point. These would be retrieved quickly at
the terminal before the engine left for the
roundhouse and sold later in the city at
"country prices".
MEETING PLACE
The baggage car was a meeting place
for train crews, wandering roadmasters
and assistant superintendents. Here you
got to read the train orders and it was
where you heard wonderful stories, too!
Like the one about the little man who
turned up at the Calgary baggage room
and shyly checked a chimpanzee. The
animal, a performer in a sideshow at the
Stampede, was moving on to another job
in Winnipeg. It was in a cage but the
owner was concerned because, as he put
it, "She gets lonely and raises hell
sometimes."
Turned out he was right. Shortly after
the train moved out, she reached through
the bars and started tearing off every baggage check within reach. Some of these
she ate, others she simply distributed
generally within the area but leaving the
baggageman in a bit of a quandary as to
where certain pieces of baggage were
destined.
Then the little chimp started to howl
and so they called in the trainer who said
something along the lines of "l-told-you-
so", and resolutely produced an old
garden hammock from a battered suitcase. This he hung across the bars in the
upper part of the baggage car. He then
climbed into the hammock, was joyfully
joined by the chimp who put her arms
round him and slept peacefully all the
way to their destination.
CORPSES
Remains of those who have departed
this world are still carried to their resting
places in baggage cars and are respectfully handled by everybody. Absolutely
nothing is ever placed atop a coffin by
baggagemen.
Going the rounds for many years was a
story about a trainman. He was always
nameless, like so many legends, but he
was said to have a better than average
ability to throw his voice.
He would be seated beside his conductor at the forward end of the
daycoach. Immediately at his back a
small room upon whose door was
emblazoned the word "Women". Staring
innocently straight ahead, he would rap
on the back wall with his fist and startled
passengers would hear the voice of a
man, of all things, crying out for help.
The conductor, in on the gag, of
course,   would   ignore   this.   Finally,   a
passenger would come forward to report
that there seemed to be someone locked
in the room.
The trainman would go through a long,
drawn out routine of knocking timidly at
the door, unlocking it with his key, slowly
opening just a crack — ending with a
dramatic swing to reveal nobody there.
The unfortunate passenger, none the
wiser, would return to his seat with a badly wounded ego.
This same ventriloquist was reputed to
have pulled a similar trick when some
undertaker's assistants were unloading a
coffin from the baggage car in a small
Saskatchewan village one evening. As
they carried their load to a nearby truck
they heard sepulchral groans and cries of
"Let me down easy, boys".
What happened is lost in antiquity but
there is something real and lasting about
the prankster. He has passed this scene
now but his name was Trainman Joe Cunningham and there are three living people
who bear witness to the truth of these
stories.
One is a retired conductor, H.J. Arthur,
presently living at Outlook, Sask. who
knew Joe very well and describes him as
"one of those people whose personality
allowed him to get away with things
we would never have dared to try."
FITS OF LAUGHTER
A.F. Fryers, superintendent, CP Rail at
Moose Jaw, recalls Joe worked the
Regina-Colonsay branch for some years
prior to his passing on in 1967.
"When trunks or large cases were being unloaded from the baggage car,"
recalls Mr. Fryers, "it was his favorite
pastime to throw his voice and make it appear someone was inside shouting Let
me out!"
Retired baggageman A.W. Knisley,
now living in Calgary, remembers how
Joe would keep young passengers in fits
of laughter with his trickery and stories
up in thedaycoach.
Fear of the supernatural lies within all
of us. Picture a group of sturdy Calgary
baggagemen about to open the door of a
baggage car which they know carries no
train baggageman, is "loaded with mail
and a coffin with remains", according to
word they've had in advance from Vancouver. Just as they are about to throw
back the door they hear a scratching
noise, then a number of regularly spaced
thumps.
"Nobody wanted to open the door",
recalls baggageman Cyril Stenson, now a
member of CP Rail baggage room staff.
"Finally someone said, gee whiz, the
guy's dead, open the bloody door."
When it was thrown back, there was
the little dog, wagging his tail, complete
with excess baggage check on his collar,
grinning (so it seemed) at the trick he'd
played on those great big, gullible baggage smashers who'd not been notified
of the extra occupant of the baggage car
out of Vancouver the previous evening.
Show horse shows the way
HANEY, B.C. — In just over a
year and a half, Gary Moorcroft,
senior pricing analyst, Pacific
region, and his wife Julie, have
become a force to be reckoned
with in B.C. horsemanship.
With a love for show horses, a
little capital and much determination, the Moorcrofts have
taken an 11-year-old
thoroughbred gelding named
Transcend to the top rank in
British Columbia's show horse
competitions.
35 RIBBONS
In 1977 the Moorcrofts entered
Transcend in 26 B.C. division
championships. The horse placed in 62 classes — earning 20
first and 15 second place ribbons.
These achievements led to the
couple and their horse being
named the 1977 Canadian Horse
Shows Association's B.C. Champion in the 'hack' division, with
judging based on a series of
manoeuvres for performance,
posture, looks, handling and the
rider's ability to control the
animal.
Training and competing takes
up most of the Moorcrofts' spare
time and they will often travel 100
miles to get to a weekend competition.
While the Moorcrofts believe
Transcend is not of Olympic
calibre, they still harbor hopes to
ride in the 1980 Games. The
owner of a young Trakehner
horse has offered to sponsor the
Moorcrofts — supplying them
with a horse that could be a contender for the Moscow Games.
Julie has been riding since
childhood. Gary purchased
Transcend in 1976 and became
official trainer, manager and
groom for horse and rider.
STRONG-WILLED
Transcend, who previously
was a competition jumper, is an
aggressive and strong-willed
animal. This led to a mismatch
with his former owner, resulting
in handling difficulties and the
eventual sale to the Moorcrofts.
Julie seems to be more com-
patable with Transcend and both
horse and rider have developed a
knack for winning B.C. horse
shows.
Winning team: Transcend, B.C.'s champion hack show horse, its
rider Julie Moorcroft and her husband Gary proudly display some of
their division championship ribbons while Delta alderman E. Burnett
(acting Captain Cook during the municipality's Captain Cook
bicentennial celebrations) holds the reins. Gary acts as official
groom, trainer and manager for horse and rider.
 People and places in the news
Angus thinkers are Winners: Suggestion Awards have been
presented to four Angus Shops employees for their money-saving
and work-improvement ideas. From left they are C Paquette, carman,
who received $75. for improvement to a scissors type lifting device;
A. Soumis, electrician, $85. for safety racks used in auxiliary
department; F. Corriveau, machinist, $35. for a pressure switch
installed on a milling machine; and M. Schryer, assistant foreman,
$385. for modification on cylinder heads sand blasting machine.
Suggestions pay Off: C.R. Pike, chief mechanical officer (centre right), recently presented suggestion award cheques totalling $2,196. to eight Winnipeg employees at Weston Shops. Top money winner was Stanley P. Walker, machinist, whose idea for a modification to rabbits on in-shop pullers in the
paint shop earned him $1,181. From left are: L.M. Maines, works manager; Ray Larkin, machinist; Dezso
Rakonczai, frogfitter; Larry F. Ledarney, machinist helper; R.W. McCreedy, shop engineer; Stanley P.
Walker, machinist; A.G. Vulcano, works manager, Ogden (formerly at Weston); Mr. Pike, Alex Gray, general
locomotive foreman; Alfred Hintz, carman; Peter Michalishyn, pipefitter; Antoni Tomsxak, carman, and
R.C DeVuono, assistant works manager. Missing from photo is Garnet Lobb, machinist.
——
Support for Winter Games: Representatives of four Canadian
Pacific companies recently presented a $10,000 cheque from Canadian Pacific Ltd. to help finance the Canada Winter Games to be held
at Brandon next February. Shown at the presentation at Red Oak Inn,
Brandon, are (I. to r.) Alex Matheson, president of the Games' committee; Mac L. Aberdeen, superintendent, Brandon Division, CP Rail; and
Bill Moore, vice-president of the Friends of the Games. The plaque
held by Mr. Aberdeen bears the Winter Games symbol and was
presented to the company by the Games' committee as a token of appreciation.
tJt^Sm
4*1
(Kamloops News photo)
Final run: Locomotive engineer
Leonard Gardner Smith of
Kamloops waves good-bye to 40
years of railroading as he prepares for his last run on the
Canyon Division.
ouggesxion   awaros   at   ugoen:   Nine   ogden   shops
employees between them won $2,000 in suggestion awards. Attending the ceremony were R.A. Lindblad, general car foreman; K.T.
Drummond, general locomotive foreman, and B.J. Cattani, assistant
works manager, who made the presentations. In photo above are (I. to
r. seated) Alec Low, retired blacksmith; Roelof Roest, machinist; N.S.
Jaswal, carman welder; B.S. Sandhu, carman; (standing I. to r.) Mr.
Lindblad, Albert Schmick, foreman; H.W. Simpson, assistant
foreman; A.E. Mackay, assistant foreman; J.H. Blackstock, assistant
foreman; Mr. Drummond and Mr. Cattani. Not in photo is winner
Victor Bull, assistant foreman.
Golden wedding: Mr. and Mrs.
J. Henri Maurice of Rawdon,
Que., were recently honored by
family and friends after 50 years
of marriage. Mr. Maurice, now 84,
joined the company in 1918 as
switchman at Sort in Yard, Montreal. He moved to St. Luc in 1958
where he remained until retirement after 40 years' service.
Orient Express rides again: This could be a scene from the photographic archives of the famous
Orient Express (Paris to Istanbul) before the turn of the century. But it isn't. The "passengers" are actors
and actresses in a scene from a television feature filmed at the Science and Technology Museum in Ottawa. The show follows a businessman and his family taking their first journey on the world-renowned Express. In the course of the story, the young daughter dreams of future super trains. Stills used were obtained from Omer Lavallee, corporate archivist. Footage showing freight cars in action came from the
company's Multiplicity film while Japan's high-speed Bullet were used in the dream sequence. Not a network show, the film is scheduled for the Ottawa area on Oct. 27 and will appear at intervals in various centres across Canada.
Anniversary: Married in August,
1928, Mr. and Mrs. Jean Dubois,
of Montreal, recently celebrated
their 50th wedding anniversary.
Mr. Dubois worked at Angus
Shops for over 49 years, retiring
as material foreman in 1972. The
couple's daughter, Mrs. Pauline
Gingras, is assistant office
manager at Angus Shops, where
she has been working since 1956.
Mr. and Mrs. Dubois' fathers
were Angus Shops men-
Frederic Dubois, electrician,
1918 to 1943, and Pierre Mouton,
craneman, 1904 to 1935.
At last: Now Mr. and Mrs. Floyd
L. Shantz can enjoy leisure time
together. Mr. Shantz retires after
36 years of service as conductor
at South Edmonton.
 Recent rail retirements
A helping hand: Mary Easton gets some help from J.S. Smith,
deputy chief engineer, Montreal, as she unwraps her retirement gift.
Mary joined the company in 1948 as cashier in Windsor Station
Restaurant. In 1960 she transferred to the chief engineer's office as
register clerk and took full charge of the office files where she faced
the formidable task of successfully revamping the entire filing
system. Mary-Lou, as she is known to the staff, plans on moving to
North Bay to be with her relatives and friends.
Operator retires: Lloyd G. Fairbrother, operator at the 12 Street
Tower, Calgary, retired after 41 years service. Mr. Fairbrother, who
was an operator for the past eight years, spent most of his rail career
as a leverman. He is seen conferring with one of his younger successors, Operator Heather McKinnon, daughter of a CP Rail conductor.
The last board tO Saw: Donald Harvey (r.) carpenter with
Windsor Station's building services, Montreal, saws his last board as
Manager Charles McGaw lends a helping hand. Mr. Harvey began
working for the company at Angus Shops in 1949 and transferred to
Windsor Station in 1962. He has taken early retirement to return to his
birth-place, St. Johns, Newfoundland.
8
John Akey, trackman, Smiths Falls
Div.; Moses Akman, carman, freight
shop, Angus; F.M. Anderson, B&B
foreman, Saskatoon.
E.C. Baker, chargeman, motive
power, Kerrobert; Cyrille Belanger,
trucker, Montreal Wharf; J.C. Boden,
yardman/yard foreman, Alyth; Pierre
Brochu, carman, passenger, Angus;
E.J. Bryant, machinist, air brake,
Angus.
M.K. Caulfield, accounting &
records supervisor, insurance & fire
protection, Montreal; E.L. Chambers,
locomotive engineer, Roberts Bank,
Canyon Div.; H.C. Clark, carman,
Toronto Yard; E.W. Coulter, conductor, Brandon Div.; Antonio
Courtemanche, electrician, Diesel
electric, Angus, W.K. Curtis, statistician, chief engineer's office, Montreal.
Zbigniew Dabrowski, carman,
Toronto Yard; Marcel David,
machinist, Diesel erecting, Angus;
Rosario Desjardins, carman helper,
Glen Yard; Paul Dionne, electric truck
operator, stores department, Angus.
Gerhard Ens, yard foreman,
Calgary.
J.D. Ferguson, chief clerk, CSC,
Toronto Yard; C.W. Fetterley,
locomotive painter, Ogden; Roger
Forget, carman, St. Luc Yard; R.A.
Foulston, conductor, Medicine Hat.
R.L. Gardiner, yardmaster, North
Bay; Alfred Gauthier, senior clerk,
Diesel department, Angus; Maksy-
milian Glen, trackman, Sudbury; D.M.
Guinn, yard foreman, Vancouver.
G.D. Hale, conductor, Kentville,
N.S.; R.J. Hales, mobile supervisor,
Espanola, Ont.; C.V. Harden,
passenger trainman, Medicine Hat;
W.F. Harris, trackman, Regina; P.R.
Henderson, yard foreman, Sudbury;
Roger Huot, assistant storekeeper,
St. Luc Diesel; C.W. Husband, red
cap, Windsor Station, Montreal.
W.T. Kennedy, yardman/yard
foreman, Alyth; J.A. Kirkham,
trackman/truck driver, Smiths Falls;
Adolf Klimuk, carman, Toronto;
William Kucher, maintainer,
maintenance of way shop, Winnipeg.
Robert Lamb, boilermaker,
Revelstoke; Gaston Langdeau, yard
foreman, St. Luc Yard; George
Langdeau, trainman, Farnham, Que.;
Jacques Lariviere, carman, freight,
Angus; J.H. Lavereau, towerman,
Marathon Realty, Port McNicoll, Ont.;
S.O. Lebanon, locomotive engineer,
Brandon; J.A. Lefebvre, sheet metal
worker, Angus; Marcel Lefebvre, car
man helper, St. Luc Yard; Jean
Legault, carman, freight shop, Angus;
Albert Lenoski, craneman, Weston
Shops; Paul Leonard, carman, steel
shop, Angus; H.E. Locke, storekeeper, Saskatoon; D.A. Longtin,
machine operator, maintenance of
way, Montreal Div.; J.A. Longtin, carman, St. Luc Yard; Alexander Low,
blacksmith, Ogden; Alexander Lucak,
locomotive engineer, Sutherland;
W.P. Luttrell, carman, car department, Toronto.
Guiseppe Maffei, trackman, Toronto; F.G. McCafferty, telephone clerk,
Saint John; N.H. McFarlane, conductor, Calgary; Gordon McKay, yard
foreman, Moose Jaw; J.S.
McKechnie, locomotive engineer,
Winnipeg Div.; John McMullan, shed
foreman, Place Viger, Montreal;
August Meider, trackman, Regina;
Harold Meredith, car cleaner, Glen
Yard; E.H. Metcalf, cashier, CSC,
Thunder Bay; G.H. Millette, locomotive engineer, Farnham; A.E. Minotti,
carman, helper reclaim dock, Angus.
Hie Neculica, carman, freight,
Angus.
Emilien Ouimet, carman, freight,
Angus; R.C. Owens, electrician,
BCCSS, Vancouver.
C.R. Painter, enginehouse laborer,
McAdam; Alfred Paolucci, carman
helper, Glen Yard; L.F. Parks,
locomotive engineer, Alyth; F.C.
Pisani, engine handler, Toronto;
Steve Pomeranski, locomotive
engineer, Winnipeg.
Gustave Robicheau, sectionman,
Weymouth, N.S.; Raymond Rosa, carman, Sherbrooke.
Marcel St. Martin, section foreman,
Waterloo; W.J. Silk, assistant
foreman, car dept., Toronto; M.H.
Spurr, lab technician, St. Luc Yard;
N.P. Stewart, machine operator, London Div.
J.A. Theriault, carman, freight,
Angus; Maurice Theroux, mobile
supervisor, CSC, Sherbrooke; CM.
Thompson, deputy regional engineer,
Vancouver; Lucien Thouin, machinist,
Diesel erecting, Angus.
Adrien Valiquette, senior mail
clerk, Windsor Station, Montreal;
Constant Vaillancourt, carman,
Quebec.
J.T. Wiebe, yardman, Winnipeg
Div.; J.L. Williams, locomotive
engineer, Moose Jaw Div.; F.E.
Worthington, trainman, Orangeville,
Ont.
Edward Yoki, carman helper, Toronto.
Recent appointments
People on the move
J.B. Chabot succeeds J.J.F.
Cote as manager—special projects, Atlantic Region marketing
and sales.
Disbursement
Accounting
changes
The manager disbursement accounting for CP Rail at Montreal
recently announced that the
positions of supervisor data centre, Montreal, Toronto, Winnipeg
and Vancouver are now abolished. As a result, the following appointments and changes have
taken place:
J.L. Rochon, formerly supervisor, Pacific Region Data Centre, is now chief accountant,
Atlantic Region, Montreal.
D.A. Donegani, Eastern
Region, Toronto, and R.S. Dixon,
Prairie Region, Winnipeg, remain
at their posts with the new title of
chief accountant.
R.A. Marks, formerly assistant
manager disbursement accounting, Montreal, is now chief accountant, Pacific Region.
H.E. Carter has been appointed    manager   expenditure
control at Montreal headquarters. He will be responsible
for the continued development
of systems to enhance control
over expenditures.
R.J. Nadeau succeeds Mr.
Carter as assistant manager
disbursement accounting.
C.A. Pompizzi was named administrative assistant to the
manager disbursement accounting.
• • •
D.R. Evans is now trainmaster,
Revelstoke Division, with headquarters at Revelstoke, B.C.
• • •
A.T. Stenersen has been named supervisor, accounting, Inter-
modal Services, with offices in
Montreal.
• • •
F.R. Sheenan has been appointed office manager, Vancouver and Canyon Divisions,
Pacific Region.
C.L. Jones succeeds Mr.
Sheenan as assistant office
manager, Canyon Division.
• • •
H.E. Trltes has been appointed
master mechanic. Brandon Division, at Winnipeg headquarters.
%
Honored: Alex McDermott, terminal supervisor, CP Intermodal
Services, Calgary, for the past 13
years, retired recently. He joined
the sleeping and dining car services in Winnipeg 44 years ago
and became assistant terminal
supervisor, Piggyback Services,
at Fort William in 1959. He was
presented with a parting gift by
J.B. Allen, region manager, Intermodal Service.
Good Luck: Nick Geigerfr.), section foreman, Lethbridge,
receives best wishes and a retirement gift from Roadmaster P.M.
Dzioba. Mr. Geiger has worked
for the company for the past 39
years.
Alf Ferguson has been appointed general manager, marketing
and sales, Eastern Region,
Toronto. Formerly general manager, pricing, Montreal, he is
shown thanking his associates
and friends who honored him
with a gift and reception at Went-
worth Curling Club prior to departure for Toronto. Presentation
was made by D'Alton Coleman,
assistant vice-president, marketing and sales.
 Interim arrangement
Pass privileges
are unchanged
MONTREAL — VIA Rail Canada will honor CP Rail passes and
reduced rate orders under an interim arrangement reached last
month.
Under the arrangement, which remains in effect until a final accord
is worked out, former pass and reduced rate privileges remain un-
Nine-month
income up
$9 million
MONTREAL — CP Rail's income for the first nine months of
1978 reached $51.5 million, an increase of close to $9 million over
the same period last year.
Most of the increase came in
the second quarter, when freight
volume was on the rise. In the
third quarter, the growth of
revenues was barely more than
enough to match the rise in
operating expenses, according
to the Canadian Pacific Ltd.'s
third quarter financial report.
CP Ltd. consolidated net income for the first nine months of
1978 also rose sharply over income for the same period last
year, from $187.6 million in 1977
to $233.5 this year.
Earnings of every group except
CP Ships were up. The most
dramatic increase came from CP
Air whose nine-month income
was $23.4 million, up from
$5,257,000.
changed.
With the integration of Canadian National Railways' Super
Continental and CP Rail's The
Canadian, however, VIA Rail has
altered routes and schedules.
The Canadian now operates
out of Toronto, connecting Sudbury, Thunder Bay, Winnipeg,
Regina, Calgary, Banff and Vancouver along CP Rail lines, but
no longer serves Montreal or Ottawa. CP Rail pass or reduced
rate ticket holders in the Montreal area will board the Super
Continental at CN's Central Station. Those from Ottawa will
board the former CN train at
Union Station.
The Super Continental travels
between Montreal, Ottawa,
Capreol, Sioux Lookout, Winnipeg, Saskatoon, Edmonton,
Jasper and Vancouver along CN
lines.
The two trains meet at Winnipeg, both eastbound and westbound, to allow passengers to
make connections. Sleeping cars
will be exchanged between the
two trains without disturbing
passengers, while coach and
Dayniter passengers will have to
switch trains in some cases.
(See "Route"page 2)
■^^mmm^^mr^mmw^^
Easy does it: A 125-ton capacity mobile crane gently lowers a
new 47-foot railway span over Coleman Road near Shawnigan on the
Esquima/t and Nanaimo Railway's Victoria subdivision.
Rail, Dominion Bridge crew
installs span in seven hours
SHAWNIGAN, B.C. — A new
47-foot railway span is in place
over Coleman Road near Shawnigan, installed in just seven
hours by a 16-man crew from CP
Rail and Dominion Bridge.
Located two miles north of
Shawnigan, the bridge replaces a
temporary tressle built to handle
rail traffic after the original struc
ture was damaged in a road accident in August 1977.
The 60-ton atmospheric
corrosion-resistant steel span
was assembled by Dominion
Bridge at its Annacis Island
plant, complete with concrete
deck, and transported by flatcar
to the Vancouver waterfront
(See "Ferry"page 2)
wmmmmmm
Last hurrah: Engineman R.A. Rourke uses conductor J.J. McNeil's hat to wave goodbye as The Canadian leaves Vancouver station for the last time. Trainman V.J. D'Andrea looks on. More stories and photos
on pages 4 and 5.
Double tracking underway
on Lake Louise project
- -LAKE LOUISE, AKa. — Work is
now well underway on CP Rail's
double tracking project between
Lake Louise and Stephen, B.C.
The project involves construction of 5.5 miles of new westbound main line track and relocation  of the 'Wye'  and  storage
Transferred employees
offered Rail News
Home delivery of CP Rail
News is being made available
to former employees  of  CP j
Rail  transferred  to  VIA  Rail
Canada.
Sparked by a growing list of
requests, CP Rail News is inviting transferred employees
who would like to continue
receiving the paper to notify
the editor, in writing, at: Windsor Station, Room 117, Montreal, Quebec, H3C 3E4. Home
mailing address must be clearly printed.
tracks from Lake Louise to
Eldon.
When completed in 1980, the
$13.9 million project will conclude the first phase of a
program to increase main line
capacity by reducing grades and
by double tracking at key locations between Calgary and Vancouver.
Included with Lake Louise in
the first phase of the main line
improvement program are two
projects scheduled for 1979 completion in British Columbia—4.5
miles near Revelstoke and 11
miles near Salmon Arm. Total
value of all three projects is over
$40 million.
A second phase would include
a 19-mile construction project in
the Beaver River Valley where
technical studies are continuing
on a possible eight-mile tunnel.
The contract for clearing and
grading of the main line right of
way between Lake Louise and
Stephen, and for the new Wye
and storage tracks at Eldon, 10
miles east of Lake Louise was
awarded to Loram International
Ltd. of Calgary.
Loram crews began at Eldon in
mid-October, and work was completed up to sub-grade by the
first week in November.
Ballasting and track laying will
be done in the spring of 1979.
Meanwhile, Loram crews have
moved to the main line portion of
the project where clearing and
grading work will continue
throughout the winter. Grading
for a revision of the existing main
line to accommodate construction of a new bridge across the
Bow River is to be completed
this month and clearing and drilling related to blasting operations
is also underway.
Blasting and rock work will be
done during the winter season
when traffic on the Trans-Canada
Highway is light. Construction of
bridge abutments is scheduled
to take place during low water
periods.
'Hands off is better than hands off
 55****'
■
(Photo: Portage la Prairie Daily Graphic)
Changing hands: The Homestead Village being developed at the Manitoba Agricultural Museum
recently had a 65-year-old CP Rail boxcar and some tracks added to the station, grain elevator, livery
stable, electric power plant and other features of early Prairie life on display. A railway waybill representing the transfer of ownership was presented by R.J. Shepp (right), general manager of operation and
maintenance for CP Rail's Prairie region, to Bill Early, the museum's vice-chairman. Also taking part in the
presentation were (from the left) M.L. Aberdeen, superintendent of CP Rail's Brandon division and David
McKeand, a director of the museum and one of its founders.
Route and schedule changes
with integration of services
(Cont. from page 1)
A VIA chartered bus operates
between Sudbury and Capreol to
permit transfers between the two
lines before Winnipeg.
CP Rail passes and reduced
rates are being honored on VIA
chartered buses, as well as on
VIA Transcontinental trains 3 and
4   operating   between   Montreal
and Winnipeg via Capreol and
VIA Transcontinental trains 1 and
2 between Toronto and Winnipeg
via Sudbury.
CP Rail passes and reduced
rate privileges are honored only
on trains 1 and 2 between Winnipeg and Vancouver.
On all trains other than the VIA
Letting off
STEAM
Sir, — CP Rail News, No. 9,
Vol. 8, July 12, carries a picture of
a rail inspection car taken in
1913.
I knew Mr. Cotterell and Mr.
Price but what makes it particularly interesting is the picture
of Herb Vollans.
A number of years ago, I was
cleaning out an office desk either
at Grand Forks or Salmon Arm
and I found a "Maintenance of
Way" rule book. It is leather
bound, dated "revised in 1907",
inside the front cover is written
"H. Vollans, Roadmaster, Vancouver."
This book has a wealth of information, apparently blueprints
were not in general use and were
not as essential as now because
the measurements, diagrams and
names are shown of switches,
CWtH^IWlt
News
Supervising editor,
Ron Grant
Editor,
Len Cocolicchio
Editorial assistant,
Shirley Whittet
Correspondents,
MorrieZaitiin, Vancouver
Larry Bennett, Calgary
Mickey Potoroka, Winnipeg
Bill Lidstone, Toronto
Stephen Morris, Montreal
CP Rail News is published every
three weeks in both English and
French for the employees and pen-
sioners of CP Rail. AH letters and
enquiries should be addressed to:
The Editor, CP Rail News, Public
Windsor Static
crossings,    grade,    rails    and
fastenings and signs.
I wonder if there are any more
of these books in existence.
S.B. Harrison
Cranbrook, B.C.
Ed.  note:   Mr.   Harrison
retired CP Rail roadmaster.
is  a
transcontinentals, CP Rail
passes and reduced rate
privileges will be honored, as
before, for travel over existing CP
Rail lines in accordance with current company pass regulations.
The arrangement also applies
to pass holders on the Dominion
Atlantic and the Esquimalt and
Nanaimo railways.
Ferry transports
sixty-ton span
(Cont. from page 1)
where it was loaded aboard the
CP Rail freight ferry Trailer
Princess. The flatcar, with its
extra-wide load, was rolled
ashore at Nanaimo and dispatched to the worksite at mile 29.8 on
the Victoria subdivision.
Two heavy-lift mobile cranes
from Victoria — one 125-ton
capacity and the other 30 tons —
were used on the job.
Accident prevention takes
new direction with contest
CP Rail ranks among the top
five safest railways in North
America. That enviable record is
a result of the company's hard-
driving accident prevention program.
But success can breed complacency. In order to keep
employees safety-conscious, not
only on the job but in the home,
CP Rail News will kick off 1979
with a safety slogan contest.
The contest, which will end in
June, is open to employees of CP
Rail and their families. Author of
the best slogan will receive a
Canadian Pacific silver coffee
service, including a silver tray,
coffee pot, cream and sugar
bowls. The set, from Canadian
Pacific Corporate Archives,
comes complete with a chronicle
of its history.
Meanwhile, in order to do justice to the outstanding slogans
that will no doubt cross the
editor's desk in the interim, a
selected slogan will appear in
color on the front page of each
issue of CP Rail News up to
June.
Entries should be addressed
to: The Editor, safety slogan contest, CP Rail News, Room 117,
Windsor Station, Montreal,
Quebec, H3C 3E4. Slogans
should be brief.
nadian Pacific
family matter
CNCP Telecommunications wants rates hike
OTTAWA — CNCP Telecommunications has applied to the
Canadian Radio-television and Telecommunications Commission for an order permitting increases in rates of certain
message, data, private voice and broadcast services as well as
public telegram service.
In requesting various increases for Telex/Data Telex, Broadband, private wire, broadcast, special assembly, Infoswitch and
public telegram service to become effective by April 1,1979, the
application estimates that approval by the CRTC would yield
$7.2 million toCNCPTelecommunications in 1979.
CP Air defers DC-10s
VANCOUVER — CP Air plans to defer introducing into its carrier fleet two new McDonnell Douglas wide-bodied DC-10s
scheduled for delivery next summer. Instead, the two planes
will be leased to other airlines.
Racine leases Montreal terminal site
MONTREAL — A 17-acre site at the east end of Montreal's
harbour area has been leased for three years from the National
Harbours Board by Racine Terminal (Montreal) Limited, a newly
created subsidiary of Canadian Pacific Steamships Limited, for j
the operation of a new, multi-million dollar common user con-
tainerterminal.
Financial terms of the lease were not disclosed.
Next stop, Frankfurt!
And conductors think they have passenger problems... try
this one on for mileage: "It shouldn't happen, but it does... and
not always on TV: A passenger asked a flight attendant how
many more stops were to be made before arrival at Prince
Rupert. He was found to have a Montreal-Vancouver-Prince
Rupert ticket. This happened shortly before the charter aircraft
landed at Frankfurt." (Last CP Air heard, he had been returned
via Winnipeg to be re-directed to his desired destination). From
CP Air News.
Safety always: CP Rail Constable Mike Witkowski shows interested children and parents part of a box-car lock at the Investigations department's recent display in a west end Toronto mall.
Investigations discovers
a new recipe for safety
TORONTO — Kids and trains
can be a formula for tragedy, or,
in the right environment, a recipe
for safety.
CP Investigations put the
recipe to the test recently in a
safety display at Sherway
Gardens, a mall in the west end
of the city. And the kids ate it up
with enthusiasm.
Complete with movies, a
display of tools and mock-up of a
railway crossing featuring
flashing  lights and  operational
|       Safety Standings Jan/Sept 1978       \
Injury Index
I   Regions  1978 1977
Injury Index
Divisions      1978  1977
Main     Injury Index
Shops     1978 1977
Diesel       Injury Index    I
Shops         1978 1977    1
I   1 Atlantic 2.4    6.8
1  Kootenay     .9   12.8       8 Saskatoon 2.2    3.6      15 Brandon      4.1     2.5
1 Ogden 1.24 2.5
1 St.Luc(MtL) 0   2.5
|   2 Pacific   4.3    7.1
2 Canyon      1.3    8.3       9 Montreal     2.8    9.9      16 Revelstoke  5.2    4.4
2 Weston 1.24    .9
2 Winnipeg    .7   2.5
I  3 Prairie    4.5    5.0
3 Smith Falls 1.4    8.5     10 Sudbury     2.9    6.2      17 Vancouver   6.5    8.8
3 Angus  5.5    6.8
3 Toronto     3.1   2.2
1  4 Eastern 5.1    6.7
4 Calgary      1.5    5.7      11 Lakehead   3.3    8.5      18 Alberta S.    8.8    3.9
5 Quebec     1.6    1.4      12 London       3.5    8.4      19 Toronto        9.4    7.2
6 AlbertaN. 2.1     5.4      13 Saint John 3.6    7.5     20 Moose Jaw 9.8   4.8
7 Winnipeg   2.2    3.9      14 Schreiber   3.8    2.9
* Figures Jan/Sept 1977and Jan/Sept 1978 based on injury index
ot frequency and severity
bell, the display entranced both
kids and their parents while constables Phil Strachan and Mike
Witkowski got across the
message that railways aren't
playgrounds.
"We're very happy with the
results of the mall display," summed up Investigator Gerry
Moody, the man in charge of the
safety program. "The west end of
the city has a fair amount of rail
traffic and by placing the show
here we are reaching the children
most likely to come in contact
with the trains."
Both the West Toronto
Building and Bridges department
and Toronto Yard in Agincourt
share part of the success for
their cooperation with the safety
program, said Mr. Moody. The
Building and Bridges department
put together a train mock-up
while Toronto Yard personnel
moved in 1,000 pounds of track
for part of the display's
snowmobile safety dramatization.
 B&B foreman demolishes highrise dwelling
Drastic action was strictly for the birds
but only way to evict pesky tenants
Tenant eviction is never a pleasant business. And so it was
when John Targett, regional
supervisor, CP Rail Communications at Calgary, decided some
unwelcome residents would
have until fall to raise their
families and vacate.
Then, just to make sure the
unpleasant action would not
have to be repeated, Mr. Targett
decreed that the high-rise
residence with its 18 'apartment'
units would be razed to the
ground.
Now, if that type of drastic action sounds like it's strictly for
the birds... well, it is.
It all started in the earlier days
of the rail radio communications
(point to trains) network when
this 80-foot cedar pole with a
!\
(Photo: Nicholas Morant)
Bird's eye View: In an odd switch of roles, some men-watching
birds look on with regret as these rather large predators with spiked
feet get set to demolish their highrise birdhouse.
relay antenna at the top, was
erected at Albert Canyon, B.C. It
appears that 1972 was a difficult
year for woodpeckers to find
nesting space, so it was that
holes began appearing.
Helpful linemen and radio men
then commenced a game of
noughts and crosses with their
long-billed tenants. As soon as a
hole appeared, someone would
don climbing irons, and go up to
nail a bit of tin across the en-
tranceway.
After some years, 18 holes appeared, many patched up with
tin. It began to look like a band-
aid advertisement.
For some time, John Targett
and his crew had been worrying
about the physical condition of
the post, because woodpeckers,
especially the Pileated (yup, he
of Woody the Woodpecker fame
on kids' TV) create huge holes
within a pole which can rot invisibly.
Finally, a self-supporting steel
tower was erected and wired into
service. Then, with the help of
B&B Revelstoke Foreman Pete
Gaetz and his chainsaw the
wooden structure came crashing
to earth.
Cross sections taken of the
nesting areas proved the concerns about safety of the post
were well founded. One 'apartment' was 28 inches deep and
bordered the outside edge by
about five inches on one side. It
was separated from another by
about half an inch (it is not only
the modern apartment dweller
who suffers from noise through
paper thin walls).
One of the nests revealed an
interesting natural history oddity. Surviving the thunderous
crash and murderous impact of
the fall, protected by the grasses
of its cradle, lay an unhatched
robin's egg—the delicate blue
shell uncracked.
Everything is coming up roses
everywhere Tom Watson goes
Delicate as a rose? Don't
believe it.
A Canadian rose bush has
been blooming in England for
more than 52 years after travel
ling   aboard   ship   across   the
Atlantic—as a cut flower.
_lnJ\lovember 1925, a consignment of cut roses grown in
Brampton, Ont. was shipped by
Windfall: Ron Lemky, (left), distributor in the Winnipeg Freight
Tariff Bureau, accepts a suggestion award cheque in the amount of
$765 (less taxes) from G.F. Mcintosh, manager. Mr. Lemky's windfall
resulted from his suggestion to discontinue purchasing specific
freight tariffs. Dollar savings from his suggestion are estimated at
$5,000 per annum.
Dominion Express (forerunner of
CP Express) to London, England.
According to a news dispatch of
the day, their appearance and
condition created a stir when exhibited in the Canadian Pacific
display window at Trafalgar
Square.
When the display was over, the
best of the roses was made
available to the staff.
Tom Weston, then a young
clerk, proudly took a bunch of the
roses home. They were admired
by his father, a well known hor-
ticulturalist, who established a
rooted bush from one of the rose
stems, which he planted in his
garden.
When Tom married in 1942, he
moved the rose bush to his own
garden. Then, 16 years later when
he changed residence, the bush
went along, too. After 50 years'
service, Tom retired on pension
with a Gold Pass in 1970 and
moved to Sundbury on Thames
to be near the river—where he
still lives. Again, the rose bush
went along.
Each year from June onwards,
the rosebush continues to give a
lovely display of red flowers.
Tom wonders if this is not
some sort of bloomin' record.
(Photo: Nicholas Morant)
Home Sweet home: Fears that an 80-foot communications pole
may have been weakened by birds seeking living quarters proved
well-founded. Here, regional supervisor CP Rail Communications at
Calgary, John Targett (center) and radio technicians Tex Tychon (left)
and Ron Homan pose with a rather airy cross-section from the pole.
and
inswers
id for it...
Sir, — Are Canadian Pacific employees permitted to use the
CP Police firing range for target practice? If yes — what are the
days and times it is available; if no — why not?
J. Kosican
J.C. Machan, Department of Investigation chief, reports that
there are only two company-owned ranges used for revolver instruction and practice—one at Montreal and the other at Winnipeg. These ranges are used only by on-duty members of the
Investigation department. They are closed to the public
because of the added safety hazard the expanded use would
pose.
At other points on the system where the company does not
have its own ranges, the facilities of the local police are used.
Sir, — / noticed some heated service box cars painted yellow
have a raised roof. Can you tell me what service and type of
commodity they are hauling?
J.C. Burns
There are 25 of these high cube cars hauling canned food products, mostly for Libby-McNeill Co. Ltd., out of Chatham, Ont.
The cars feature thermostatically controlled, underslung
alcohol heaters. They were originally built for transporting beer
in Ontario, which required a high-volume car (hence the raised
roof to increase capacity). The service was discontinued after it
proved uneconomical, however, the high cube cars proved
suitable for hauling canned food products.
Sir, — What did it cost the company for The Canadian? I had
the privilege to work on the first Canadian out of Toronto Union
Station. A very proud day for all railroaders. Now it is put in
mothballs.
F.C. Powell,
Toronto, Ont.
Canadian Pacific's 173 stainless steel passenger cars were
manufactured by the Budd Co. of Philadelphia, the only company equipped to turn out the then revolutionary new cars, at a
cost of $40 million. To enable Canadians to have as large a share
of the order as possible, 24 Canadian firms supplied $7,000,000
worth of components for the cars, ranging from roller bearings
to lavatory fixtures.
It should be noted that The Canadian is not destined to lie in
mothballs. Canadian National Railways' passenger train, the
Super Continental and The Canadian have been integrated
under VIA Rail Canada. The streamliner will connect Toronto,
Sudbury, Thunder Bay, Winnipeg, Regina, Calgary, Banff and
Vancouver along CP Rail lines, but will no longer serve Montreal
or Ottawa.
Questions? Write the Editor, CP Rail News (You Asked for It),
Rm. 117, Windsor Station, Montreal, Que. H3C3E4.
 Days Of Old: The first transcontinental passenger train arrives on July 4, 1886 at
Canadian Pacific's western terminal, Port Moody, B.C. It ushered in an era of rail
passenger service that was to last more than 92 years. In photo to the right, The Canadian gets its last goodbye as it starts out across the country on its final run.
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Through the Rockies: The streamliner winds its way across
the Stoney Creek Bridge on the eastern slope of the Selkirk Range in
British Columbia.
Family effort: The Collins brothers, selected to work The Canadian as porters from Winnipeg to Vancouver as part of the promotional activity for the transcontinental^ inaugural run in 1955, are
greeted by N.R. Crump, then vice-president of the company. Left to
right are Dave, Dick, Fred and Frank Collins.
'We were on our toes'
recalls Dick Collins
VANCOUVER — When The
Canadian pulled into Vancouver
on its inaugural run in 1955, aside
from carrying company officials,
numerous dignitaries, the press
and passengers, the streamliner
carried a crew of 35.
Four brothers, all natives of
Vancouver — Dick, Dave, Fred
and Frank Collins — were aboard
working as porters when the
transcontinental arrived in the
city.
"We were all based at Vancouver and between us had 75-
plus years of seniority and good
service records," Dick Collins
recalls. "While we normally
made different runs,] as part of
the promotional activity for the
inauguration, we were selected
to work the train in from Winnipeg.
"It was a hectic trip because of
the day and night activities.
Throngs of people would be at
each station, all eager to look at
the new train. Dignitaries and the
press would come aboard and we
were constantly on our toes making sure that everything was up
to standard."
A revolution in rail travel
ushered in by streamliner
Amid the pageantry and the
fanfare a new chapter in Canadian railway history was being
written.
It was a paradox no one could
have foreseen on that day 23
years ago when The Canadian,
shimmering in its polished stainless steel coat, rolled smoothly
out of Windsor Station in Montreal for its inaugural run across
the country.
As the streamliner on April 24,
1955 ushered in a new era for
Canadian Pacific and "a revolution in Canadian rail passenger
travel" for the public, on Oct. 28,
1978 it signalled yet another
"revolution" — the beginning of
the consolidation of all rail
passenger services in Canada
under VIA, and the end of an era
for Canadian Pacific.
The Canadian came on the
scene during the post-war
economic boom when lifestyles,
and styles, were changing quickly. The railway was no exception.
This excerpt from a 1954 press
release told the story of the
latest vogue in rail passenger
services: "Canada's iron-horse-
age passenger coaches are being converted into rolling resort
hotels — minus the swimming
pool — in a major face-lifting
that's putting millions of dollars
worth of glamour onto Canadian
tracks."
It    was    glamour    on    the
outside—scenic dome cars, a
travelling art exhibit in the mural
lounge, observation sections
—and under all those attractions, as never before seen on
Canadian rails, some formidable
advances in technology that
made it all work.
Swing hangers were specially
designed to bolster suspension,
providing a smoother ride by
reducing the car body roll and improving safety.
The tight-lock coupler, the
Standard H Type, was introduced
to Canada. It eliminated slack in
the coupler contour, which
minimized jerks and vibration
between cars, also cutting out
noise caused by slack.
Draft gears were introduced
for sound-deadening, and the
trains were outfitted with CF
type disc brakes, invented by the
manufacturer of The Canadian's
173 passenger coaches, the
Budd Company of Philadelphia.
But in the public's eye, The
Canadian was, as then company
Vice-president N.R. Crump said,
"An entirely new concept of
railway travel."
Among the attractions of this
new concept:
• Designed to add to the relaxing atmosphere of The Canadian
was a hidden-speaker public address system, the first of its kind
to be used aboard a train in
Canada. The system offered soft
At the helm: Montreal Mayor Jean Drapeau and N.R. Crump, at
the time vice-president of the company, enjoy a few laughs at the
controls of The Canadian during inaugural celebrations on April 24,
1955.
music and was used for commentary on Canada's countryside.
• Tail-piece of the trains was
their most spectacular
characteristic, a 24-seat, upper
level dome, enclosed in heat-
resistant, glare-proof glass giving passengers full, 360 degree
vision. Forward end of the dome
car were three double bedrooms
and a drawing room with a
passageway leading under the
dome and past a glass-enclosed
beverage room. Each of these
lounges featured an original portrait of a provincial park by a
renowned Canadian painter, the
18 murals forming a permanent,
travelling art exhibit.
• Past the mural lounge,
behind the raised dome, lay a
streamlined observation section
and a curved staircase leading to
the dome.
• Gyralites, mounted on the
leading diesel unit of each train
directed white beams skyward
continuously from dusk to dawn
in an oscillating pattern resembling a figure 8.
• Plastic interior wall lining
was the latest in design. It made
cleaning easy, and eliminated
the necessity of periodic repairs.
It was luxury fit for a king, or as
circumstance would have it, a
queen. The royal family has on
numerous occasions taken in the
Canadian countryside aboard the
streamliner.
Tours of Canada over the rails
by the British monarchy date
back to Queen Elizabeth H's
grandparents, but few have ridden in the luxury afforded the
reigning monarchy aboard The
Canadian. Indeed, during a 1901
tour by the Duke and Duchess of
York (later to be King George V
and Queen Mary) a picture taking
session had the royal party perched above the cow catcher on
the front of the locomotive.
The Canadian had become an
institution in Canada, a status it
earned almost as it rolled off the
assembly line. As one veteran
reporter wrote in 1955 as he viewed the train during its inaugural
run, "Still only a few hours old,
The Canadian is already an institution. This train has elegance.
It has beauty. It has an air..."
 Some good memories: Montreal-based employees wave certificates presented in appreciation of
their service aboard The Canadian as they prepare to take the streamliner on its last run across the country as a CP Rail train.
'Canadian
the best,'
O'Connell
MONTREAL — Conductor,
Thomas O'Connell, has been
with CP Rail over 35 years. Few
changes have meant more to him
than the end of The Canadian as
it was known.
"I've been on many Canadian
Pacific passenger trains and met
many prominent people over my
career but few compare to my
time on The Canadian," he recalled.
Mr. O'Connell has spent most
of his career on the Montreal-
Ottawa service with his home terminal being Ottawa.
"Growing with the company in
the old days was a challenge and
a responsibility. It was hard being a trainman or conductor and
bringing up a family."
Mr. O'Connell, like many
dedicated employees, did
manage to do just that despite
the many nights away from
home.
"The Canadian started in 1955
and up until now was the pride of
the Taitwayr^Tfre^aintes^ ~^teeH
train was new to Canada back
then but even today many people
remark of its fine condition."
Mr. O'Connell remains with CP
Rail and will work aboard VIA
Rail's new transcontinental train
which originates from CN Rail's
Central Station.
A job well done: Just prior to the Toronto departure of the last
CP Rail transcontinental, the crew of The Canadian gathered in the
dining car for the presentation of commemorative certificates by R.S.
Allison, Eastern region vice-president, CP Rail. Shown left to right
are: (standing) Brian Drainville, Mr. Allison, John Bryk, Thomas Pat-
sula, Joe Formenton and Bernard Burke, (seated) Len Spencer, Bill
Rankin, Tom Brown, Aldo DeNicolini and Charles Arnold.
Ticketing team: Employees at the Calgary ticket office display
certificates marking their efforts on behalf of the company in serving
the travelling public. Left to right are Kim Evans, Connie Frouws,
Sheryl Keith, Alberta South division Superintendent D.G. Stewart,
Cinday Joevenazzo (seated), Dolaine Beau champ, Bill Adam, Ruby
Kaminski, Warren Bobier, Brian Dickson, Mike Boberg and Calgary
division Assistant Superintendent CE. Minto.
Rail enthusiasts
turn out to say
adieu Canadian
MONTREAL — Some people
claimed it was almost a day of
mourning as CP Rail's The Canadian left Windsor Station for the
last time.
Rail enthusiasts and the
curious came Oct. 28 to see the
stainless steel train close
another chapter in railroading
history.
On hand for a brief ceremony
was Louis Fortin, superintendent, Montreal Division.
Mr. Fortin praised the
employees who had devoted
many years with CP Rail
passenger services. Afterwards,
special     certificates    were
presented to the onboard personnel as a tribute to their years of
loyal service.
A large number of passengers
boarded the train to travel only a
few stations, determined to ride
the last Canadian.
At 12:05 the stationmaster
gave the engineman the green
light and then, with bell ringing
and two short blasts of the horn,
the train slowly pulled away.
As the familiar tail sign "CP
Rail, The Canadian", slowly
disappeared, some people mingled around the platforms realizing
that after 23 years The Canadian,
as it was known, would be no
more.
Special day: The last inbound run of The Canadian at Toronto had
special significance for Engineer Norm Schroeder. For (Stormin'
Norm', shown in front of Locomotive 4066 with trainman John Standing, it was the last run for the No. 2 — and for himself, as he entered
retirement with the last CP Rail Canadian arrival into his home terminal.
End Of the line: Vancouver crew members pose with The Canadian as they prepare to take the streamliner on her last trip east as a
CP Rail train. Left to right are day coach attendant Jim Gaines, sleeping car attendant Ed Purins and park car attendant J.M. Tulloch, who
was with one of the first crews to work The Canadian.
Proud moment: Winnipeg passenger services personnel display
certificates commending their dedication in serving the public over
the years. Left to right are: Gordon Stenhouse, supervisor passenger
operations; Victor Maryk, supervisor passenger services and Howard
Beam an, baggage agent.
Last Canadian OUt Of Winnipeg: It was a day of ceremony and special attention for the on-train
passenger crew that manned the last Canadian to leave Winnipeg's CP Rail station for Vancouver, Saturday, Oct. 28. J.W. Malcolm (far left), Prairie region vice-president, was on hand to present certificates to
commemorate Rail's passenger operations.
 The train jacknifed...and Murray chuckled
A day in the train dynamics simulator
teaches old hoggers some new tricks
ByBILLLIDSTONE
CHAPLEAU, Ont. — Engine-
man trainee Pat Connelly set his
throttle on six as his train, all 35
cars and 5,700 tons of it, came
past the mile 101 marker in the
Nemegos subdivision, south of
this Ontario town.
"You had better watch yourself going through the rock cut
up ahead," advised his road
foreman, Murray Hazen. "You've
got 45 mile an hour track there,
and if you take this train through
there over 50, you've got real
trouble."
Balancing his power against
the weight of his train, Pat tries
to hedge his speed, not wanting
to sacrifice too much momentum
— momentum he'll need a few
miles farther on.
"You had better set your
brakes, Pat," advised Murray,
"let's see what will happen." The
train starts losing acceleration as
Pat touches the brake, activating
the air brake system back down
the train; he knows it will take a
minute or two for the full effect
of his braking to be felt.
Suddenly he realizes, too late,
what is going to happen.
Magnified by the composition of
the train, between full and empty
cars, the braking effect works
down through the train, building
on itself until the buff force exceeds 250,000 lbs. and throws
the train off the track like so
many kiddies'toys.
"You've got them lined up
sidewise for sure now, Pat,"
chuckles Murray, his hands vividly miming 30 jacknifed cars.
Chuckles?
Yes, chuckles, while the other
four men, witnesses to this major
derailment, sit back and chuckle
too. Pat's train beeps at him and
keeps going.
CP Rail's newest teaching
tool, a train dynamics simulator,
has just finished its first day,
showing Pat Connelly and other
enginemen in Chapleau ways of
being better and safer at their
jobs.
Brake at the ready: Engineman Keith Scott, a 31-year CP Rail
veteran from Chapleau, Ont., readies the brake switch while the TV
monitor (background) displays a train simulation. The mobile train
dynamics simulator he's operating recently made its debut in this
town.
Some of the simulator's equipment may be familiar to many
enginemen in CP Rail. To the left
is a standard, SD-40-2 control
stand, to the front a television
monitor. On the right is the two-
tape mini-computer, the heart of
the system. Still on the right but
behind the engineman is a telex
keyboard used for programming
train type and make-up for the
analyser, and a command consol
where the operator controls the
display.
CLASSROOM ON WHEELS
All this equipment used to
make its home in Montreal's
Windsor Station in the office of
Dow Alexander, manager, Track/
Train Dynamics. The situation is
reversed now, though, as on its
first trip Mr. Alexander is piloting
the analyser's new home; a 32-
foot GMC TransMode classroom
on wheels.
And that's what is new, and
most beneficial, about the train
dynamics analyzer. It's mobile
experience-on-wheels that can
and will reach enginemen
throughout the Eastern and
Atlantic regions in the coming
months. Both Dow Alexander
and Frank Smith, supervisor,
Engineman Training Eastern
region, travelled with the
machine on its first trip from
Toronto to Chapleau and both
have words of praise for the concept.
"The TransMode vehicle
itself," says Mr. Smith, "is
perfect for the job with seating
for 10 and a rear air bag suspension that cradles the delicate
computer parts. The system can
work at any of our enginemen
home points."
The system's mini-computer is
the heart of the new teaching
concept with taped programs
simulating track conditions
anywhere in the rail system, according to Dow Alexander.
"Five years ago the railways in
North America began paying a
great deal of attention to the
phenomenon known as train and
track dynamics; the play of
forces through a train and how
car placement and handling affect a train's stability. Our own
study at CP Rail brought to light
a great deal on this subject.
"From this work," continued
Eleven Congolese railway trainees
head into home stretch of program
MONTREAL - Eleven
French-speaking Congolese
railway management trainees are
heading into the home stretch of
an eight-month training program
which has featured practical and
theoretical courses on railway
operations.
The program, sponsored by
the Canadian International
Development Agency and the
Agence Transcongolaise des
Communications, is being conducted by Canadian Pacific Consulting Services Ltd. (CPCS) of
Montreal.
"This program is an alternative
to sending consultants
overseas," said Denis Belisle,
vice-president, business
development, CPCS. "It is largely
experimental, but we believe by
bringing the trainees here they
can gain a basic understanding
of our methods, tools and skills.
This will give them the confidence to make effective plans
and managerial decisions when
they return to their country in
December."
The major areas of the programs include telecommunications and radio systems; modern
port management; building, track
and bridge maintenance and
diesel machinery maintenance.
The Congolese trainees arrived in Montreal in May and immediately began five weeks of introductory courses on CP Rail
and Canadian society in general.
This was followed by a 12-week
period where each student was
placed in various areas of the
railway and other organizations
for on-the-job training.
The students are now completing several months of
classroom training at the University of Sherbrooke and at a
French language CEGEP in Montreal.
Railway specialists serving on
this project have been drawn
from CP Rail and other corporate
staff groups within Canadian
Pacific.
"The overall objective of these
programs is to develop human
resources and to upgrade the
abilities of middle management
people in the emerging countries
so that they will be able to
operate railways safely, efficiently and productively," said Mr.
Belisle.
There's the link: Manager, Track/Train Dynamics, Dow Alexander (left) points out the connection between the computer and the
control mock-up in CP Rail's new train dynamics simulator to Frank
Smith, supervisor, Engineman Training, Eastern region.
Mr. Alexander, "we have been
able to program the train and
track profiles recorded in the
computer. When an engineman
or trainee sits down at the control stand in our mobile
classroom, he can visualize both
the landscape, track conditions,
mileage points and the problems
coming up."
TV MONITOR
The TV monitor facing the
operator is divided into sections.
Across the top of the screen is
shown a white-line-on-green-
background simulation of the
track being used in a test marked
off in miles and showing both
grade variations and curves. On
the left upper screen is simulation of the train type (looking like
a line drawing of boxes) being used.
Tonnage and number of cars
and whether they are empty or
loaded appears on screen before
the start of a simulation. To the
right and center of the screen the
computer shows the acceleration being applied in terms of
miles-per-hour per minute gained
or lost.
Beneath the upper left hand
corner train simulation are the
two electronic graphs that show
the drag force (pulling force of
the engine on the train) and the
buff force (the force generated
by the rear of the train pushing
on the engines). Below this graph
is the brake power display which
portrays the effects of brake applications on the train.
Balancing these forces and the
power needs of a train are the
signs of good railroading.
It's not only trainees that
benefit from the analyzer.
Engineman Keith Scott, with 31
years experience at the throttle,
put it this way: "I've always
thought you should never let a
train run ragged, with too much
slack, and this machine has
shown me why. I've also tried a
couple of different manoeuvers
here at the trickier sections of
track on my run that have shown
me some new ways I can handle
my trains."
Although there are no
statistics ready yet, this kind of
learning and experience is paying off. "Since we've started
passing on what we now know
about track and train dynamics,"
explains Mr. Alexander, "there
has been a sizeable reduction in
the number of 'unknown cause'
derailments as well as a lowering
of major accidents to minor accidents.
"Now we'll be able to spread
this training across the whole
system. Between the new
TransMode vehicle and the
earlier mobile system that's now
operating in the Prairie region,
we should be able to reach all our
enginemen and trainees."
QCR man is honor grad: Adrien Vachon (r.), of Daaquam, Que.,
section foreman for Quebec Central Railway, receives his
maintenance of way training certificate from G.W. Partridge, assistant regional engineer, Atlantic Region, after graduating with honors
from the training school at St. Luc Yard. Looking on at centre is J.A.
Gagn6, supervisor, maintenance of way training.
 On the move across the system
"/ remember When...": Centenarian Jim McCombs recounts
the good old days of railroading before he retired from the company
35 years ago. His eager listeners are D.G. Stewart (I.), superintendent,
Alberta South, and J.M. Patterson (r.), general manager operation and
maintenance, Vancouver, who brought a birthday greeting from F.S.
Burbidge, company president.
Didn't want Royal Train
Centenarian recalls the days
when West was jumping—
MEDICINE HAT — This
September, J.A. "Jim" McCombs
reached an important milestone
in his life—his 100th birthday.
Still in good health and high
spirits, Mr. McCombs was born
in Ontario and when still a youth
came west with his two brothers
and joined the railway.
"We beat it out West. We were
told it was really jumping here-
started as a brakeman and after
only three months I got on as
relief conductor for a fella who
was on four months sick leave,"
he said. "I was only a sprout in
seniority but I hit it lucky."
He was a conductor out of
Medicine Hat for virtually all of
his 40 years with the company
and accumulated close to 300
merit marks. He was known as
someone to rely on for handling
bad order cars, making on-the-
spot repairs to avoid delays, and
general watch-dogging the company's interests.
"I just did what had to be
done," he recalls. "I always got
on with the superintendents.
Well, except maybe one—we had
a few clashes!"
However, he didn't always like
the tasks set forth by his
superintendents.    In    1939,    he
ment that others would have
jumped at—the chance to work
the Royal Train tour.
"I gained some notoriety that
time," he chuckles. "I didn't
want the job and told the super
so. I was on my last 10 years and
looking for pension dollars, not
honors. Branch line paid a little
A celebration: Fred Oliver and
his wife Olive recently marked
their 50th wedding anniversary at
Seal Beach, Calif., where they
have been living since 1970. Mr.
Oliver worked for CP Rail from
1919 until his retirement from the
pattern shop at Montreal in 1969.
more than main line.
"But the super said 'Mac,
you've been checked out by
everyone from Scotland Yard to
our own police for this train and
you're going to be on it. So I moved to the main line a few months
before the Royal train came
through. No one wanted it said
that the railway took a conductor
off a branch line to ride the Royal
Train!"
Just the year before, in 1938,
Mr. McCombs earned the title
Doc McCombs, the travelling
obstetrician, when he helped
deliver a boy child on board near
Empress, Alta.
"No one else seemed to want
to help so I had to pitch in," he
said. A couple of years ago I met
the lad with his two children
downtown here and he came up
to me and thanked me for giving
him a start."
Today a spry 100, Mr. McCombs lives with his daughter
Mrs. A.L. McDougall and until
last winter did much of the
gardening and even shoveled
snow.
"I'm slowing down this year.
That hard winter last year—so
much snow and ice I just didn't
get enough exercise," he said.
thy—olcL birdT -J~ve
smoked for 83 years. Haven't
touched liquor, though, since I
was around 20—felt so bad after
a bender I said to myself 'that's
it' and haven't touched a drop
since.
"You know, I don't feel any different now than I did 30 years
ago. I've been pretty lucky."
K. Audrain recently became
acting trainmaster, South Branches, with headquarters at Brandon, Man.
• • •
Frank DeCarlo has been promoted to the position of senior
marketing representative, at
Toronto, reporting to D.M.
Thompson, marketing director —
steel.
Mr. DeCarlo brings to this position extensive experience ranging from railway operations to
sales and marketing. He will be
responsible for marketing CP
Rail's services in the transportation of steel and related commodities.
• • •
F.A. "Fred" Louks was recently promoted to senior industrial
development officer, Eastern
Region, reporting to C.J. Timms,
director, industrial development.
Mr. Louks brings a great deal
of experience in industrial
development and engineering to
his new position. He is now
responsible for CP Rail's industrial development activities in
Metropolitan Toronto, the
Municipal Region of Durham,
Hamilton and the Niagara Peninsula of the Toronto, Hamilton
and Buffalo Railway.
• • •
Mrs.    Chrystiane    Coulombe
was appointed director, translation centre, Montreal, effective
Sept. 20.
E.A. LACOSTE
E. BARLOW
E.GEMMELL
New system car management centre
MONTREAL — Coincident
with the implementation of the
system car management centre
at headquarters, the following
appointments became effective
Oct. 1,1978.
E.A. LaCoste was appointed
manager equipment planning
and utilization. He is responsible
for car service matters; planning
car distribution associated with
the Weekly Car Forecasting and
Empty Car Routing programs;
planning freight car repairs and
the development of performance
indicators for use in measuring
fleet productivity.
E. Barlow was named manager
equipment control with responsibility at System for day to day
car control activities including
the application and monitoring of
weekly distribution plans in conjunction with the distribution
centres.
E. Gemmell became director
car management programs with
responsibility for the development, planning and implementation of programs to improve
freight car management administration and equipment control.
MARKET PLANNING
Gene M. Peretz has been appointed manager market planning, Montreal.
Mr. Peretz brings considerable
CP Rail marketing know-how to
this appointment, his last position being manager freight sales
on the Atlantic Region.
As manager market planning,
Mr. Peretz is responsible for
revenue planning, market
analysis, and service and equipment planning in support of CP
Rail's marketing activities
designed to ensure optimum profit and service from railway
operations system wide.
An early run into retirement: The six passenger services
employees above are congratulated on their combined service of 204
years by L.L. Coates-(rj, supervisor passenger-services, Montreal.
From left are J. Girdauskas, J.H. Silcott, C. McNeil, W. Baran, L. Pepin
and H. Paquette. Representing another 74 years' service are F.
Daoust and R. Wedge who were unable to be present. The men, who
are all taking early retirement, are shown beside The Canadian only a
few days before the crack train was turned over to VIA Rail.
Pensioner recalls "Hungry 30s;"
now has days of double gold
#
Honored: Mr. and Mrs. Harvey T.
Potter of Calgary were honored
at a Golden Wedding dinner
dance recently. The Potters were
married in 1928 and in 1930 Mr.
Harvey joined the company's
district irrigation department at
Strathmore, later working at
numerous points in the western
provinces. He retired in 1971.
LONDON, Ont. — Ernest
Malton has two 50th anniversaries to his credit. One was 50
years with CP Rail—for which he
received a Gold Pass—and the
other his 50th wedding anniversary which he celebrated this
fall.
Mr. Malton and his wife Doris
were married in Toronto where
Mr. Malton started work in the
West Toronto boiler shop in
1920, under Allan Dixon. He completed his apprenticeship at
Lambton Shops under R. Miller
and was then promoted to boiler
foreman at London in 1943.
He transferred to St. Luc,
Montreal, in 1954 and retired,
back at London, in 1971 after
more than 50 years of service.
"During the horrendous period
of the so-called 'Hungry Thirties'
I retubed both water tube boilers
in the basement of the Canadian
Pacific building at the corner of
King and Yonge streets, working
under Mr. Jack Storey, then chief
engineer," he told CP Rail News.
Happy day: Ernest and Doris
Malton at their home in London,
Ont., on their 50th wedding anniversary this September.
Kennedy joins CPCS
to spend two years
in Costa Rica^
VANCOUVER — T.V. (Vern)
Kennedy has joined Canadian
Pacific Consulting Services as
project manager on a two year
railway rehabilitation program in
Costa Rica.
Formerly deputy regional engineer, Pacific region, Mr. Kennedy
will be in charge of coordinating
and managing the renovation of
110 kilometres of track for the
Costa Rican Railway.
Mr. Kennedy joined the company 34 years ago at Saskatoon
as a building inspector. In 1946
he moved to Nelson, B.C. as a
transit man. Transferred to Victoria in 1953, he held the jobs of
division engineer, B&B master
and assistant superintendent of
the Esquimalt and Nanaimo
Railway simultaneously.
Making a full circle, Kennedy
returned to Saskatoon as division engineer in 1964 and
became assistant superintendent in 1966.
He also served as assistant
superintendent, Brandon and
assistant regional engineer out
of Winnipeg, moving to Vancouver as assistant regional
engineer in 1968.
 Recent rail retirements
A.C. Bain, laborer, locomotive
dept., Ogden Shops; W.J. Barry,
checker, shed operations, Lambton
freight terminal, Toronto; Florian
Belanger, boilermaker helper, St. Luc;
M.J. Belanger, ass't roadmaster,
North Bay; Romeo Belanger,
machinist helper, St. Luc; Max Bilan,
locomotive engineer, North Bay; A.D.
Bingham, track maintenance
foreman, Revelstoke; Rodolphe
Blouin, carman, Trois Rivieres;
William Bonner, locomotive engineer,
Winnipeg; Metro Burdynuik, engine
attendant/ass't foreman, Ignace,
Ont.
W.A. Cadieux, locomotive
engineer, London; R.J. Clipperton,
supervisor, CSC, Thunder Bay;
Tomasso Coletta, car cleaner, Co-
quitlam, B.C.; Frank Coulterman,
trainman, Smiths Falls Div.; D.G.
Crombie, grain handler, Saint John
West, N.B.
R.C. Dagg, locomotive engineer,
Penticton; Emile Demers, helper
machinist, Angus; Jacques Demon-
tigny, car cleaner, Glen Yard; Hector
Desjardins, laborer, reclaim dock,
Angus Shops; H.E. Dewey, conductor, Smiths Falls Div.; CE. Doyle,
investigator, Vancouver; Hermas
Dupuis, baggagemaster, Sudbury;
Robert Durrant, track maintenance
foreman, Moose Jaw Div.
Paul English, trucker, Montreal
Wharf; R.J. Evans, electrician, motive
power, Calgary.
George Farray, SC porter, Montreal; Jean Favreau, conductor,
Quebec Div., St. Luc; Alexander
Feniuk, carman, St. Luc Yard; A.W.
Fenn, carman, Weston Shops, Winnipeg; D.P. Forbes, head clerk,
transportation, Winnipeg; Gerard Fortin, carman helper, St. Luc Yard.
F.C. Gable, carman, Weston Shops,
Winnipeg; Norbert Gallant, carman,
freight car shop, Angus; W.A. Geddie,
janitor, baggage, Winnipeg; N.S.
Geiger, track maintenance foreman,
Lethbridge; Rene Gelinas, helper
pipefitter, passenger, Angus Shops;
H.W. Gildart, yard foreman, London;
David Girard, section head, stores,
Feels good: Lucien Guilbault,
foreman at Outremont-Tormon
freight terminal, takes it easy in
his retirement gift after 38 years'
service. He began working as a
handler at Place Viger (Montreal)
in 1940 and has been shed
foreman at the Outremont-
Tormon terminal since 1967.
Angus Shops; Mary F. Gold, clerk, car
service, CSC, Victoria; Henri Grenier,
assistant chief clerk, CSC, Montreal.
J.S. Hagan, foreman, boiler shop,
Ogden Shops; E.M. Hampshire,
supervisor of advertising, Montreal;
E.W. Hawkes, locomotive engineer,
Vancouver; William Hayer, blacksmith, Weston Shops, Winnipeg; R.H.
Heggie, manager, planning &
analysis, Atlantic Region; R.H.
Henderson, locomotive engineer,
Brownville, Me.; R.W. Henson, conductor, Orangeville, Ont.; William
Hnatiuk, boilermaker, Angus Shops;
J.M. Hodgdon, signal maintainer,
Winnipeg.
John Jankowski, track maintenance foreman, Bassano, Alta.; A.E.
A gift from the artist: Chuck Gardner accepts a painting
of a steam locomotive from artist Arthur L'Abb6, who is also carman at Glen Yard. The painting was one of several gifts Mr.
Gardner received from his company associates.
Tour of Europe and the UK
is in retirement plans
for Chuck Gardner
MONTREAL — James S. "Chuck" Gardner, assistant to
general foreman, Glen Yard, was recently on the receiving end
of a retirement presentation at Glen Yard here.
In addition to a painting presented to him by the artist, Mr.
Gardner received a travelling bag, a cheque, a scale model of a
passenger car truck, a telescopic wheel jack complete with a
pair of wheels, and a model of a stainless steel dome passenger
coach.
Mr. Gardner's entire railway career has been at Glen Yard
where he started as a car cleaner with the car department in
1951. He was promoted to carman helper that same year and
after working in various capacities from 1955 to 1965, he
became assistant foreman and temporary car foreman until
1969 when he was promoted to permanent car foreman. In 1970
his title was changed to assistant to general foreman.
During his retirement, he plans to tour Europe and the United
Kingdom where he had served in World War II.
Jenner, general manager, Intermodal
Services, Montreal; Maurice Jodoin,
helper machinist, air brake, Angus
Shops; Ernest Johnson, yardman,
Vancouver; W.E. Johnson,
locomotive engineer, Moose Jaw;
L.G. Jones, machine operator,
maintenance of way, Virden, Man.
John Kabatoff, carman helper,
Nelson; Fred Kasarzew, carman,
Ogden Shops; W.W. Krawchuk, carman, Weston Shops; Mike Kuzina,
carman, Weston Shops.
OH. Labreque, sales liaison
manager, marketing & sales, Ottawa;
George Lachapelle, machinist, wheel
& truck, Angus Shops; E.L. Landry,
machine clerk, Cartier; Lucien La-
pointe, helper, cement worker, B&B,
Angus Shops; T.L. Law, ice & heater
foreman, Revelstoke; Graham
Lawson, purchasing agent, Montreal;
J.A. Lawson, assistant foreman,
Weston Shops; J.L. Leblanc,
operator, Sherbrooke, Que.; Leon
Leger, trucker, Place Viger; David
Loewen, laborer, Alyth, Calgary.
Dorothy Martin, financial security
program administrator, Montreal;
Gabriel Mathias, yardman, Outre-
mont; A.S. McArthur, conductor,
Smiths Falls; D.D. McBay,
upholsterer, Vancouver; Thomas
McFarlane, ass't perishable inspector, Winnipeg; H.J. McGaughey, sec-
tionman, Newburg, N.B.; L.G. Mearon,
passenger conductor, Winnipeg; G.A.
Mersereau, signal helper, Saint John;
C.K. Meyers, conductor/trainman,
Kenora, Ont.; Antimo Mignacca,
engine cleaner, Glen Yard; C.G. Mills,
yard foreman, Moose Jaw; J.J.
Mulligan, locomotive engineer, North
Bay.
Frank Naud, laborer, B&B, Angus
Shops.
J.J. O'Connor, locomotive
engineer, Toronto.
J.L. Paquette, helper machinist,
Diesel erecting; Gerard Pelchat,
blacksmith, Angus Shops; Guy Piche,
operator, Montreal Division; Yvon
Pimpare, machinist, air brake, Angus
Shops; Theophile Piquette, chauffeur, Angus Shops; John Podolsky,
electrician, Winnipeg Yard; Arthur
Poirier, car cleaner, Glen Yard.
W.H. Roman, pipefitter, Ogden
Shops, Calgary; Doris M. Rourke, billing cler, operating, West Saint John.
P.E. St. Antoine, carman, St. Luc
Yard; J.A. St. Pierre, sheet metal
worker, Angus Shops; J.N. Saucier,
laborer, sheet metal shop, Angus;
E.H. Schindel, swing operator, Red
Deer, Alta.; Joseph Slobodian, carman, Weston Shops; O.E. Spencer,
locomotive engineer, Winnipeg Div.;
Arnold Staehr, sectionman, Bassano,
Alta.; R.H. Steinbart, industrial clerk,
Winnipeg, Div.; Opilio Stopponi,
laborer, passenger, Angus Shops;
W.B. Strait, mobile checker, CSC,
Toronto.
J.A. Tarte, conductor, Winnipeg;
G.E. Theriault, conductor, Aroostook,
N.B.; Helene C. Trippel, rate clerk,
Trail, B.C.
T.L. Verge, garage mechanic, car
dept., Toronto Yard.
Tony prepared his last meal
aboard The Canadian
MONTREAL — DC Chef Anthony "Tony" Chorny was wished
"bon voyage" by his friends and colleagues when he made his
last trip to Sudbury aboard The Canadian last month.
Tony started with the old SD&PC Department in 1943 and
from 1950 until 1962 he was in charge of the lunch counter at
the CP Rail station in Sherbrooke, Que. During that time his wife
worked along with him and both became well known to Sherbrooke citizens and train passengers alike. When the lunch
counter was closed, the Chornys returned to Montreal, leaving
behind many friends.
Since 1962, Tony worked as chef on various trains and completed his service, after some 35 years, as dining car chef on
The Canadian between Montreal and Sudbury. Before his last
trip L.L. Coates, supervisor, passenger operations, presented
Tony with a gift on behalf of his colleagues.
Safety-minded foreman: B&B Foreman Jack Stadel^of^
Medicine Hat retires after 43 years of service. Above, he receives aT
souvenir plaque from B&B Master Jim McLeman. Jack began as a
laborer in 1935 and has since worked as sectionman, welder's helper,
B&B laborer, bridgeman, relieving B&B foreman, bridge crew foreman
and yard foreman. He is well known by the men who worked for him
as a person interested in the safety of his crews.
"~"W
Reefer inspector: Cecil J.H.
Hodson, senior perishable inspector, checks reefer car heater
one last time before calling it a
day after 48 years with CP Rail.
He began in 1930 as a telegraph
messenger in Regina and has
been at Vancouver since 1945.
Compiles last tariff: W.A. "Bill" Porcher(c) freight tariff compiler, marketing and sales, Winnipeg, accepts a gold special and joint
tariff, CP Rail W.A.P. No. 65, and best wishes from I.S. Ramsay (r.)
general manager, marketing and sales, and G.F. Mcintosh, manager,
freight tariff bureau. The special gold tariff was compiled by
marketing and sales personnel to mark Mr. Porcher's retirement after
more than 49 years with the company. His future plans include travel,
starting with a winter in sunny Mexico.
 I*
Postage paid    Pod D*
Third Troisfcme
B-11
Montreal, P.Q.
Return postage guaranteed
Canadian Pacific
Public Relations & Advertising
P.O. Box 6042, Station "A"
Montreal, P.Q.    H3C 3E4
Fastway hits $1 billion mark
By LEN COCOLICCHIO
MONTREAL - Almost two
years to the day after kicking off a
computerized waybilling system,
the $1 billion mark has been
reached, along with the millionth
waybill.
The system, called Fastway,
uses minimal information to prepare a waybill in seconds from details stored in a computer bank.
Fastway has reduced invoicing
time by up to seven days for certain customers.
"The speed and efficiency of
computerized waybilling has proved itself to be a major boon not
only to the railway but also to its
customers," said Ron Gnam, project manager, Fastway development. "The shipper who needs
the freight charges before he can
bill his own customer stands to
benefit greatly from the speed
and efficiency of Fastway."
More than 400 shippers are
now participating in the system.
Some 4,000 freight movements
are waybilled and invoiced daily.
Fastway has replaced almost
completely the former billing system for repetitive shipments that
required a new waybill for each
movement as if it had never happened before.
With Fastway, CP Rail analyzes
the regular rail movements of its
The inventor of the Fastway system leads quite a varied
lifestyle. In his off-hours, Larry Leach is a part-time
lay minister. Mr. Leach is profiled in a special CP Rail
News feature on page 3.
customers, identifies the repeating information in those movements, and uses it to prepare indi-
vidual shipping patterns for
shipments, which are stored in a
computer at the railway's Montreal
headquarters. Participating customers are asked to approve their
prepared patterns.
When a customer has a shipment to make, he calls one of the
21 CP Rail customer services cen
tres (CSC) at key areas throughout the country, giving his pattern
number, car number and weight
of the shipment.
The computer refers this information to the already stored pattern, determines the rate, calculates the freight charges, and
sends the complete waybill to a
printer located in the CSC. The
shipper's car is then ready to
move.
I
Ifr"*?!
mX^
\
,
-
^%
m:
Rapid transit: The first consignment of German-built electric transit cars for Calgary's new 7.7-mile light rail transit line are unloaded at
Vancouver's Centennial Pier recently. Five pairs of aluminum-bodied cars, each capable of carrying 136 passengers at speeds of up to 120 km I
hr., were moved to Calgary by CP Rail.
Store Trophy and cash
highlight safety win
in Montreal contest
MONTREAL — The Main Store Safety Trophy and a $500 cash
prize went to employees of Angus Stores for having the lowest
number of lost-time injuries in 1979 among the three main stores
in the department — Angus, Weston and Ogden.
The competition was initiated in early 1978 by G.H. Cockburn,
manager of materials in Montreal, to recognize employees'
achievement in reducing the annual number of lost-time injuries.
Angus Stores had only four accidents resulting in lost-time injuries last year.
Safety trophy: Shown at Angus Stores displaying the Main "The success of a safetV Pro9ram dePends on management
Store Safety Trophy are (from left, front row): J.M. Bentham, J.P. participation, dedication of the members of the safety committee
Deighan, G.H. Cockburn, Rene Descormiers, and L Bourassa. and fuN co-operation of all employees," Mr. Cockburn said. "At
Standing at the back are Serge Duval, Michel Tremblay and Angus Stores, all elements are in evidence as they achieved a 60
Claude Pinard. per cent reduction of injuries in 1979."
Meanwhile, the waybill information stored in the computer creates records for shipment tracing
systems and is available for immediate updating of accounts receivable. A copy of the waybill for train
movement can be transmitted to
any of the more than 100 terminals
on the railway system.
"Fastway eliminates for the
shipper the costly, time-consuming task of having to prepare
individual bills of lading for every
(See "Some" page 2)
Safety pays
at Transcona
WINNIPEG - Working 728 days
with no lost-time injuries pays off.
So the employees at Transcona
yard found out recently when
they established a new safety
record for their work unit.
They topped the old record by
336 days, and celebrated with
their spouses at the International
Inn.
"They've done it," said welding
plant supervisor Mike Petrynko.
Attendance has been high at
safety meetings and there has
been a strong interest in the
railway's safety program, he
noted.
Mr. Petrynko, along with assistant supervisors Charlie McFarlane
and Walter Pollick and Prairie region officials began a program of
safety awareness and backed it
with gifts of pens and pushbutton
measuring tapes.
FREE DINNER
More than a year ago, they made
the promise of a free dinner in return for a continued safe record.
The welding plant is a busy
place where two shifts a day work
to produce continuous welded
rail for all points west of Thunder
Bay: Total sfaltTn trie"p'lanT'ancT
the Transcona yard, with which it
shares land and track in the northeast corner of Winnipeg, numbers
about 70.
Prior to the renewed safety
drive, injuries were far more common, with nine lost-time mishaps
recorded in 1975. Eye injuries
were frequent.
As for a repeat performance of
the dinner next year, Mike
Petrynko says it's a safe bet.
I
you
thother
guys..,
other guy
 Some large companies changed
just to opt into the Fastway system
Billion-dollar baby: The customer service centre at Winnipeg
was the site of a milestone this month as the two-year-old Fastway
reached the $1 billion mark in computerized waybilling. Reviewing a
computer readout of the millionth waybill just processed by biller Cindy
Saxon are Claude Closs, CSC supervisor, and Ron Gnam, project manager, Fastway development
(Cont. from page 1)
repetitive shipment," said Mr.
Gnam. "The advantages of this
system have led some large
corporations to change their accounting system to take advantage of Fastway."
Fastway began as a pilot project
in the Ottawa area in September
1977, and was later gradually expanded to full implementation in
all CSC's by October 1979. The
millionth waybill was processed at
the Winnipeg facility.
Computerized waybilling for
shipments has become a railway
trend in North America. In the
United States, a central computer
in Washington, D.C. is the exchange point of standardized
waybill information for shipments
of all participating roads.
Participating roads requiring
waybill information on a shipment
before it comes on line simply
request the data from the central
computer.
CP Rail expects to tap its Fast-
way system into the Washington
exchange some time this year.
Easy insulation of water heater
can mean energy, money savings
By DON HOLLM
Reducing the amount of your
hot water consumption is one
way to conserve energy and save
money. Another way is to insulate
your hot water tank and pipes.
All exposed hot water pipes
should be insulated. There are
generally two types of hot water
pipe insulation available. The
most expensive type is a tube of
foam with a slit cut lengthwise.
This tube is slipped on over the
pipe and taped. The least expensive type is a plastic or foil
backed strip of fiberglass which
comes in rolls. One end of the
strip is taped to the pipe to hold it
in place.
Then you wrap the strip around
the pipe, overlapping each layer
as you move along the pipe. According to the government you
will save about $3.70 for every 10
feet of pipe wrapped, giving a payback in a few months. Additionally you will find that you won't
have to let the water run as long
to get hot.
Both types of insulation are
Manager, Employee Publications
Ron Grant
Fred Dafoe
Editorial assistant,
Shirley Whittet
Correspondents,
Morrte Zaittin, Vancouver
Larry Bennet, Calgary
Mickey Potoroka, Winnipeg
Stephen Morris, Toronto
OP Rait News is published every
three weeks in both English and
French for the employees and pen*
sioners of CP Rait. All letters and
enquiries should be addressed to:
The Editor, CP Rait News, Public
Relations and Advertising Dept.,
Windsor Station, Montreal, Que.,
available in most hardware or
building supply stores.
Another item that should be insulated is your electric hot water
heater. While most heaters already have one inch of fiberglass
under the outer sheet metal shell,
addition of another three-and-a-
half inches will save you about
$30 per year (at 3.0 cents/KwHr)
for a 40 gallon tank and more if
your tank is uninsulated or larger.
Saskatchewan Power sells insulation kits to their customers
for about $10. In other provinces
you can buy the pieces and make
and apply the kit yourself.
The following information from
the Tennessee Valley Authority
shows you how.
Before you add the insulation,
you may want to adjust the thermostat down to 140 to 150°F, after you have shut off the power to
the heater at the fuse box. This reduction will also help to save
energy in addition to extending
the life of your heater.
—
C- Place around heater.
B. Cut a sample piece
Safety Precaution:
Don't cover the temperature pressure relief valve with insulation.
Instructions:
1. Measure water heater's circumference (distance around) and
height. Add 20 inches to the
circumference measurement.
(Fig. A)
2. Buy the amount of insulation
needed. (Actually, you'll probably have to buy a roll and this
will likely be far more than you
need. So you might like to
share a roll and its cost with a
neighbor.)
3. Cut a sample piece. Be sure
you've cut the correct length.
It should go completely around
the water heater without lapping or being compressed.
Now cut enough pieces of this
length to fully cover the unit,
all around and from top to bottom. (Fig. B)
D. Cut piece for top
4. After cutting the required number of pieces, you're ready to
put them around the water
heater one at a time. (Fig. C)
5. With the paper or foil on the
outside, stack one piece on
top of the other and tape until
the heater is enclosed.
6. Cut a round piece for the top.
Cut as necessary to fit around
pipes, then tape in place. (Fig.
D)
7. To aid future service, mark location of access doors to the elements, drain valve, and electrical connections.
CAUTION: For safety reasons, do
not apply the above instructions
to a gas-fired water heater. Contact your gas company.
Materials Needed:
1. 31/2" R-11 blanket type
2. Duct tape
3. Scissors or knife
4. Tape measure
Lonely traveller makes tracks
in apparent search for love
Each working day, scores of travellers save wear and tear on
their cars and nerves by riding commuter trains. But it is rare
when a passenger rides the train not for business reasons, but in
an apparent search for love.
Recently, CP Police in Montreal took into custody one such
traveller who did not have any visible means of support and who
refused to buy a ticket.
Meet Shakespeare, an adventurous canine who would almost
become human to find love.
Well, so says his owner, Louis Cyr, who was flabbergasted
when he learned Shakespeare had abandoned all four-footed
tradition and hopped a commuter train from the suburbs.
"Incredible," he said. "She's about eight months old and I'd
guess it's that time of her life when she's beginning to feel the
call of love. That's probably why she ran off — she's never been
out of the back yard before."
Shakespeare not only went out of the back yard, but she
scuttled her way through a five-day, 50-mile exploration of
Montreal and into the hearts of at least two temporary guardians.
The first one apparently was a commuter, whom Shakespeare followed onto the train unnoticed.
When she was apprehended by Constable Ludwig Barck —yes,
that's right — the two-tone snuffler was delivered to Canadian Pacific's public relations department. Officials there rustled some
bones, biscuits and balls and took the part-Dalmatian, part-Sa-
moyed for frequent sojourns to fire hydrants.
Local radio and television stations found out about the happy-
go-lucky traveller, and soon were digging for a story.
Two days later, Shakespeare's owner appeared, listening with
disbelief to accounts of his pet's big-city flirtations.
Mr. Cyr's five-year-old daughter, Joy, who had lost the sight in
both eyes due to cancer, was "heartbroken when Shakespeare
left, but was really excited when she heard she was found
again."
It is not known whether Shakespeare met any attractive males
in her adventure, but says Mr. Cyr: "We'll soon find out."
Should Shakespeare have pups, one has been promised to a
public relations employee   as a gesture of thanks.
Thus ends another CP Rail "tail of love."
FRED DAFOE
Collared Canine: Constable Ludwig Barck keeps a smiling
vigil over Shakespeare.
 Larry's Sunday sermons save
a small suburban church
LARRY LEACH
Day chief dispatchers meet
for first time at seminar
MONTREAL - A bit of CP Rail
history was made recently with
the winding up of three two-week
management seminars for chief
train dispatchers. The first seminar saw all 14 day chief dispatchers together at head office
here for what is believed to be the
first time in the history of the company.
From November until the second week of December, all 49
chief dispatchers met to discuss
problems and exchange ideas under the leadership of Les Marlin, a
former chief dispatcher now on
special duty with the transportation department.
J.C. Gaw, manager, rules, training and time services, also had a
hand in the overall organization
of the seminars.
"They are designed to improve
the management capabilities of
those attending, as well as to
broaden their outlook on the company's overall objectives," he told
CP Rail News.
The daily sessions ran under
Mr. Marlin's direction, and some
of the presentations included the
position of chief train dispatcher,
transportation services, engineering, grain handling, dangerous
commodities, marketing and
sales, handling dimensional traffic, car management, profit analysis, collective agreements and
safety as well as several sessions
on the Uniform Code of Operating
Rules.
"Reports received so far indicate that these seminars have
been highly beneficial," Mr.
Marlin said.
By SHARON DOHERTY
Every Saturday night, Larry
Leach, supervisor of operation development, writes a church sermon usually inspired by current
events or the pressure of a stalking deadline.
Larry, an employee for 37 years
and a part-time United Church lay
minister, is up early Sundays practicing the sermon, adding emphasis — and sometimes a little fire
and brimstone.
Just before 11 a.m. he drives to
Maple Hill United Church, a tiny
one-story building standing
strong on a lofty suburban street
in Montreal North. He talks quietly with friends as the congregation of 50 assembles and at 11
sharp he takes his place at the
pulpit.
"They asked me to fill in for a
while until they found a new minister," Larry says, showing a modest grin that lights up his face.
"That was 13 years ago. I'm still
here. Guess they liked me."
Liked him, they did.
Without him in fact, say some
church elders, there would be no
little Maple Hill United Church.
Months after Larry gave his first
part-time sermon, he and several
church organizers rolled up their
sleeves and got down to the
nasty business of getting a debt-
plagued church back on its feet
and away from the encroaching
threat of amalgamation into
larger parishes.
Maple Hill had a long history of
money problems and a
succession of ministers. For the
congregation, mainly old folk not
fond of change, getting accustomed to new ministers every
year or so was difficult.
With Larry's help the congregation paid off the church debt. The
church community became more
organized. Outings and bazaars
were held to help the church and
the needy.
"Last year, after a long haul,"
Larry says, "church organizers
burned the mortgage."
And Larry can be proud.
Maple Hill United Church will
not close or be consumed by
neighboring parishes. Old and
young folk can stay where they
"There have been
some special moments and sometimes a little miracle."
say they belong in the modest
church hall, sipping coffee with
friends, making plans for one activity or another and worshipping
together.
Larry didn't think much of religion when he was a boy growing
up in Chalk River. His preoccupation was more with trains.
"Both my dad and my grandfather were CPR men. It was natural for me to work for the railway.
"I don't know why I stayed with
the church at the beginning. I
guess as much as I like my work, I
needed more to sustain my interest. Like everyone, I guess I
needed an outlet.
"It became almost like a vocation after a time. I guess it has to
be a calling of sorts or a special
reason, otherwise it would be difficult getting over the awkward and
tough times."
Working for the railway comes
first though, Larry adds. "I can't
always be at the church and the
parishoners understand that.
1
They're very good about it." He
doesn't miss many Sunday sermons, but if he must two or three
times a year there is always someone to fill in for him.
After inheriting Maple Hill, Larry
studied theology, scripture and
psychology at McGill University's
Lay School of Theology. As a lay
minister, he performs most church
functions but is not ordained and
therefore can not conduct marriage ceremonies, christenings or
funeral services.
"I'm not a holy man," says Larry,
designer of CP Fastway, CP Rail's
computerized waybilling system. I
don't go around preaching out of
the church. I just live what I believe. I care about people."
In his plush Montreal office, dotted with plants and rich with the
smell of perked coffee, Larry
looks like a preacher man, tall
and poised in a three-piece suit
complete with a treasured CPR
timepiece winding its way in and
out of his vest pockets.
"There've been some rewards to
my work with the church. I don't
want to recall all the details," he
says. "But there have been some
very special moments and sometimes a little miracle."
The trend to traditional value
systems has already begun, Larry
says. People will come back to
the church in larger numbers
seeking the lost gift of life and a
special reason for living.
"The pendulum always swings
back."
Larry fiddles with the round
glass face of the timepiece. He
has plenty of energy, more than
enough patience and an important message to get across.
He'll wait.
Deep diSCUSSion: The 14 day chief dispatchers of CP Rail at one
of the study sessions in Montreal.
.:m ■■"':'.■■■-■ ■
At the pulpit: Larry Leach gives one of his sermons at Maple Hill United Church.
 Letters
Eleven is enough: For the Cleary family, eight children were certainly not enough.
Things changed with the diesels;
a turn-of-the-century glance
Sir, - After reading CP Rail
News dated July 11, 1979, and
finding an article by Nicholas Morant with reference to Field, B.C.
and the Field Hill, the man mentioned (Mr. Ed McCombs) I must
admit I never met but I thought I
would say the following:
My father was a shipwright,
working in the River Clyde, and
emigrated to B.C. to work in Vancouver at his trade. He eventually
ended up building ships for the
CPR at Nakusp. From there he
joined the B&B gang at Revelstoke. He was caught in the big
slide at Rogers Pass.
I was hired as a callboy at Field
B.C., and was laid off each fall
and rehired each following spring
until 1914 when the war broke
out.
I then worked for Foley, Welch
and Stewart building the Con-
naught tunnel. I was a flunky in
the dining room first, then a
plumber's helper, then I became
an engineman on the engine that
unloaded the rock from the tunnel. The engineer's name was Ed
Kitelinger and the brakeman was
Jim Garvin.
This was December, 1916
when I started as a wiper at
Rogers Pass and my mate was
Curly McLeod.
The men I remember from
those days were Dan McLeod,
What say you?
If you have something to say
about CP Rail or the railroad
life, why not drop us a line?
We'd like to hear from you.
Write The Editor, CP Rail
News, Room 135, Windsor Station, Montreal, Quebec.
H3C 3E4.
Frank Cranston and Jim Warnock
and several others whose names
escape me. I eventually married a
Gait, Ont. girl and spent five years
at Field. In 1926 I moved to Revelstoke and in 1929, the Depression
hit and most of our generation
were hit hard.
Things began to pick up in
1939 and I was promoted to fire-
Launches pose
small mystery
Sir, — Can anyone please
shed any light on two or more
motor launches which it is believed were used by the company on Lake of the Woods to
ferry passengers and their baggage from Kenora to Devil's
Gap lodge?
The name Nipigonian has
been traced, but no other details except that she was replaced by Misty Maid, a 26-foot
launch built at Vancouver in
1953.
Any scraps of information as
to when the service began or
ended, or details of the
launches would be most welcome in order to set the company record straight.
GEORGE MUSK
Mr. Musk is retired from our
London, Eng., offices where he
was formerly with Canadian Pacific Steamships. He requires
the above information to include in historical files he is
compiling for the company. Replies may be addressed to him
do CP Rail News, Room 135,
Windsor Station, Montreal,
Que., H3C 3E4. - Ed.
man and engineer during the war
period.
I will deviate a little and mention Roxy Hamilton. In 1912 I was
recalled as callboy at Field. I got
room and board with Mrs. Hamilton. Her sister, Mrs. Gove, also
lived there. I got to know Roxy
and his frequent visits to the Monarch Hotel.
One thing I must emphasize is
that the men working during this
period were mostly boomers; the
operators and switchmen were
good railway men.
I must mention the Hill train
crew that was used exclusively for
hill work. The first hill I can remember was Sam Goalby's. At
this time there was another run
on oil shares in the Turner valley.
When the slump came, Sam used
the shares to paper the walls of
the caboose. The next name I can
remember was Rorie McLennan,
a Hill con; then the last one, Jack
McComb. He later left for Calgary
to go on a passenger run.
MACHINES
There were mallet machines
used on the Hill during this period
(1950-1955). When they were
working they couldn't be seen for
steam leaks. As one engineer who
worked on this power said, you
could pick huckleberries off the
running boards when in motion.
I could mention lots of things
that happened during the period
1911-1961 when I retired. The
changed conditions along with
the arrival of the diesels are unbelievable. I met many friends at
the pensioners club in Toronto,
many of them running trades who
I enjoyed meeting.
I would like to hear from any of
them who want to keep in touch.
A. McKENZIE
Cambridge, Ont.
Eight was
not enough
for Clearys
Sir, — I am enclosing a photo of
the family of pensioner James
Cleary, his wife and their 11
daughters.
As secretary of the Canadian
Pacific Pensioners Toronto Club,
I was able to persuade Mr. Cleary
to let me have the photo in order
to send it to you so you could
publish it in the CP Rail News if
you so desired.
Mr. Cleary started with the CPR
on Sept. 8, 1948.
He was promoted to assistant
car foreman Jan. 1, 1956. He retired on Jan. 1, 1977.
A family such as his is certainly
unique. They are all married but
three, and these three are still living at home.
I am sure your readers would
be pleased to see this unusual
photo.
The Canadian Pacific Pensioners Toronto Club holds meetings
on the second and fourth
Wednesdays of each month at
the headquarters of the Canadian
Corps Association, King and
Niagara Streets in Toronto and all
visitors from out of town are
assured of a hearty and warm welcome at our meetings.
HERBERT STITT
Secretary
Wallets, babies and cakes
Sir, —With reference to your Dec. 12 issue of CP Rail News, "Returned Wallet Saves Life of York University Student/'Trainman
BobMacleodand his wife are to be highly commended for their action in finding the owner of the wallet and returning it to him.
It was a highly virtuous action.
The incident brought to my mind the account some months
ago about a mother placing her baby on the cartop before putting things in the trunk, then driving away with the baby still on
the c
iped off to the ground which was noticed
iwing car. He picked it up, attracted the
and handed the baby to her. Fortunately,
led up and was unharmed,
it but only with a large cake. We were go-
icnic site down the lake. We had a basket
s, which was put safely inside the launch.
Shortly, the bab^
by the driver of a
attention of the mo
the baby was well t
I had a similar inc
ing in my launch to
to hold most of the
But the cake was
about it, until whei
plop.
Special cars no better
Sir, — I have just read "Specially Designed Containers Will Aid Door-
to-Door Service," and to me it does not provide any better service
than the standard 20- or 40-foot container.
All it does is create problems.
Twenty- and 40-foot is, as far as I know, a world standard which
means you can ship any container anywhere. Now you have 44'3" containers, which means nobody else has the right equipment to move
them. Besides, I can see now that CP will have problems keeping the
special cars where they should be and also the highway chassis.
Mr. Scott states that a smoother ride is provided through the use of
cushioned railcar couplers. Cushioned couplers can be installed on
cars which are now running and if somebody would have thought of it
they could have been standard when the standard rail container
chassis were built.
The standard 40-foot containers are not that often loaded to full volume capacity. To me, I think the extra 4'3" is not worth the effort and
money spent.
Please accept this as my own view. Maybe we can hear more about
the containers as to understand the gain.
PETER LAUMER
Toronto, Ont.
 Car management.
.around the clock
Old-fashioned know-how aids system nerve centre
MONTREAL — Space-age technology is being combined with
old-fashioned railway know-how
to create a centralized car control
system that substantially improves freight car utilization and
distribution to customers.
From an operations nerve
centre called system car management in the railway's Montreal
headquarters,   the  information
storage and quick access capabilities of the computer world help
CP Rail's transportation department to monitor thousands of
cars around the clock, forecast
demand and prepare weekly car
distribution plans.
"The system car management
centre is designed around the theory that the empty car in demand
is just as important as the loaded
car," said J.H. Geddis, chief of
transportation. "Today the
empty freight car enjoys the
status of a corporate asset because that's the car available to
meet customer demand."
The new system has been responsible for a steady improvement in car utilization. This year,
Daily Snapshot: The car management team gets a quick, overall picture of the fleet situation across the
system on this board in the equipment control centre. The board is updated daily.
Governor-General Schreyer
hosts investiture ceremony
OTTAWA - Georges H. Legault,
chief of investigation, W. "Wes"
Mummery, chief mechanical officer, and Joseph M. Pelletier, electrician, Angus Shops, were admitted to the Order of Saint John of
Jerusalem as Serving Brothers in
the 1079 investiture ceremony
held here recently.
Ten other Canadian Pacific
people-were recognized with Priory Votes of Thanks — five from CP
Rail, two from the investigation department, two from CP Air and one
from CP Transport. Officiating at
the ceremony was His Excellency
Governor General Ed Schreyer,
Prior of the Priory of Canada.
Admission to the Order of St.
John is granted in recognition of
the support and encouragement
given by worthy individuals to the
works of the order — both in the
field of first aid and in other
' areas.
The Priory Vote of Thanks goes
to a list of people who are being
the first full year of operation for
the car management centre, overall car utilization is expected to
improve by five per cent based on
performance figures for the first
six months of 1979.
To get the nearest available car
to a shipper, the 69,000 freight
car fleet is monitored around the
clock, along with the 10,000 foreign cars on the railway's system
at any given time. Monitoring is
done from the more than dozen
computer terminals in the car
management centre.
The computer terminals, linked
with customer service centres
throughout the country and with
car distribution centres in key locations, keep car management
staff up-to-date on supply and demand at the touch of a button.
The distribution centres provide a destination for every empty
car in the fleet, sending cars from
areas where they are in surplus to
where they are in demand. The
car movements follow a weekly
distribution plan based on a de-
mand-and-supply forecast from
the car management centre in
Montreal.
Recently the railway took the
empty car distribution system a
step further with the introduction
of XT trains, high-priority empty
freight trains. The XT, the first of
its kind in Canada, is designed for
the quick retrieval of empty cars
from Western Canada.
Averaging 90 cars in length and
leaving five times weekly from the
Vancouver terminal bound for Toronto, the XT trains, in only a few
months of full operation, have reduced critical transit time of
empty equipment by up to 25 per
cent.
Welcomed to Order: Wes Mummery, the company's chief mechanical officer (r.) is congratulated by Commissioner L.H. Nicholson,
Bailiff Grand Cross of the Order of St. John, on his admission to the
Order as Serving Brother. Looking on from left are Chief Georges
Legault, Investigation, Montreal, also admitted as Serving Brother, and
Dr. W.L. May, chief of medical services, in his capacity as chairman of
Canadian Pacific Special Centre of St. John Ambulance.
Meanwhile, the empty freight
car fleet is tracked on a 36-foot-
wide, color-coded, magnetic
board in the equipment control
section of the car management
centre. The board is a scale
model of the railway network and
is divided into four regions with
their corresponding time zones.
It is updated by staff at regional
control desks who co-ordinate
movement of cars between regions to meet demand for the
fleet.
As well, separate monitoring
sections for specialized equipment such as covered hoppers
and automotive cars are responsible for ensuring top utilization
of high-demand equipment.
While computer technology has
improved day-to-day car utilization, its information storage capability has also enabled the railway
to perform accurate analysis of
long-term performance by car
type.
"It's important to know how
many trips you managed to get
from a car type. But, just as important is to establish the productivity we expect down the road,"
said Mr. Geddis.
The car maintenance program
has also contributed to the improved fleet utilization. A systematic monthly maintenance program reduces unexpected bad
orders by scheduling regular repairs in main shops for car types.
"The result of the tight fleet
control and planning procedures
under the system car management centre approach is we get
more done with fewer cars. And it
means we are better prepared to
meet shipper demand," said Mr.
Geddis.
honored in appreciation of their
contributions to the first aid training program. In this case, it was
for their work in the Canadian
Pacific Special Centre of St. John
Ambulance, which came in for
special mention itself at a Priory
Council meeting preceding the investiture.
"We were singled out as having
a 50 per cent increase in training
over the past year," said Dr. W.L.
May, chairman of Canadian Pacific Special Centre and chief of
the company's medical services.
"We were congratulated for having the best increase on record
for Canada."
CERTIFICATES
Receiving the Priory Vote of
Thanks certificates for CP Rail
were Edward W. Bay, assistant superintendent, Kootenay Division;
Henry Burns, electrician, Weston
Shops; J.A. Gagne, supervisor,
maintenance of way training, St.
Luc Yard (now retired); George
Harwood, supervisor, shed operations, Lambton; R. Keith Leavitt,
sub-inspector, Investigation,
Saint John; Edward J. Merriam,
general car foreman, Thunder
Bay; and Frank Rusling, staff sergeant, Investigation, Montreal.
Certificates also went to J.C.
Alexander, foreman, shops, and
Mrs. Yvonne Marie Wiley, flight
attendant, both of CP Air, Vancouver, as well as to Ray H.
Norman, driver, CP Transport,
Vancouver.
Serving Brother: Joseph M. Pelletier (I), of Montreal, is invested
in the Order of St. John by His Excellency Governor General Ed
Schreyer. The ceremony took place at Notre Dame Basilica in Ottawa.
Mr. Pelletier has been with the company since 1963 and is an electrician at Angus Shops.
 I  1 lip
! Ill
Continuous Search: Using special infrared light-detecting meters, members of the energy conservation committee carry out spot checks on pipe joints. Above, Al McFayden is looking for both leaks and heat
losses caused by broken insulation.
Ogden tackles energy crunch
with three-phase program
By LARRY BENNET
Heat and lighting are two essentials to the operation of any facility, from the smallest corner
business to a major railway shop. As the energy required to provide these essentials becomes
more scarce, its conservation becomes extremely important.
At CP Rail's Ogden Shops in Calgary, several
energy conservation measures have been adopted
as part of a system-wide program.
"The steps to save energy taken here at Ogden
Shops are part of a three-phase program set out in
Montreal two years ago," said B.J. Cattani, assistant
works manager.
The program is intended to make CP Rail more
energy-efficient in its operations. The three phases
represent graduated stages in the overall improved
utilization of energy. Phase one includes identifying
and correcting the most obvious energy wasters
such as poorly closing windows and doors and
badly placed or needless electrical lighting.
Phase two involves some research and planning
to isolate and correct less obvious energy wasters,
such as checking heating pipes and leaks and the
improved utilization of machinery.
Phase three covers major conservation projects,
such as the replacement of ordinary incandescent
lighting with florescent or sodium vapor lights.
Projects under all three phases of the program
have been carried out or are in process at Ogden
Shops.
Energy-saving projects have included the installation of photo cells on many lighting fixtures. The
cells automatically turn off lights once the intensity
of natural lighting is great enough to provide safe
working conditions. When light intensity drops, the
lights are automatically turned back on. Such devices are used both in shop interiors and at several
external points throughout the shop grounds.
NEW LIGHT METER
Lighting studies have been carried out with the
aid of a newly purchased light meter. All unnecessary lights have been turned off. Studies have also
been conducted to determine working patterns and
employees have been instructed to turn off lights in
areas where no one is working. Where necessary, ex-
isting lighting has been up-graded and incandescent bulbs have been replaced with florescent. high-pressure sodium or mercury vapor
fixtures.
In some areas, overhead light has been eliminated
or reduced and light fixtures have been placed on or
near individual work benches or machines.
Windows not providing lighting essential for safe
working conditions and determined to be sources of
heat loss have been blocked up and insulated. A skylight running the length of the main locomotive shop
has been blocked up and insulated to reduce a major heat loss. Alternate lighting, where necessary,
has been provided through installation of new light
fixtures.
An infra-red light detecting meter has been purchased to aid in the search for heat loss and leaks
from the shops heating system.
Energy losses detected with the new meter
caused by poorly insulated pipes and leaking joints
have been corrected by addition of insulation and
appropriate repairs.
Electric motors have been installed in the heating
system to replace aging and inefficient steam
driven engines used to maintain the system's circulation. Shop heater fans and filters are cleaned more
frequently than in the past to ensure maximum efficiency and thermostats have been placed in locked
covers to minimize unnecessary heating changes
caused by unapproved re-adjustment.
An electrically powered materials-handling vehicle
has been in use for a year and has established an impressive record of maintenance-free service.
Long a leader in the use of informational signs for
safety, Ogden Shops has embarked on a massive
campaign of in-plant signage to encourage all employees to save energy by shutting off lights not in
use and turning off machines when a job has been
completed.
'LOT MORE WE CAN DO'
"We believe we have been very successful in our
measures to conserve energy, but there is a lot
more we can and will be doing. This Earth has only
so many natural power sources that can be harnessed and used. It is important than none of those
sources be needlessly exploited," says Al McFa-
dyen, powerhouse engineer and chairman of the
shop's nine-man energy conservation committee.
The energy conservation committee meets
monthly to discuss ways to help save energy. Often
a seemingly simple suggestion can have far reaching effects.
"In the air brake shop we were able to achieve a
35 per cent reduction in the consumption of electricity needed to light the facility simply by reducing
the number of lighting fixtures used," says George
Morrice, electrical foreman and energy conservation
committee member.
Following a suggestion to the committee and a
subsequent lighting study, it was determined that 35
of a total of 100 lighting fixtures (each 400 watts)
could be turned off without adversely affecting the
overall lighting pattern," he adds.
"In many instances by converting to fluorescent or
sodium vapor lights we have been able to not only
reduce the watts of our light fixtures, but also to increase the intensity of light as well," he concluded.
During the past year the shop's energy conservation measures have contributed to a three per cent
overall saving in electrical consumption and a 10 per
cent reduction in the amount of natural gas used for
heating.
As part of a pilot project, special slow-moving fans
have been ordered for installation in the paint shop.
The purpose of the fan installations will be to recirculate warm air from near the ceiling back down
to the shop floor.
STUDY TO BE DONE
If the fan installations function as hoped, a study
will be conducted to determine where else such
units might be used.
During the warm months of the year, additional
energy savings have been realized by shutting down
non-essential portions of the heating system, including some boilers in the power house.
On weekends, during the rest of year, boiler pressure is reduced and kept only high enough to provide steam power for essential services such as the
steam operated emergency water pumps used in
case of a fire.
In addition to the numerous energy-saving measures carried out at the shop, each employee has
been encouraged to learn about energy conservation in his home. Last year, everyone working at the
shops was provided with copies of all the literature
printed by the federal government concerning home
energy conservation.
Pressure Check: Al McFayden, chairman of Ogden Shops' energy
conservation committee, checks boiler pressure in the power house.
Part of the energy-saving program involves reducing boiler pressure on
the weekends.
Loading: An energy conservation billboard is loaded onto Ogden's
special electric materials-handling vehicle.
Save, Save: The message of "Save Energy" hangs over the head of
Al McFayden as he scoots by in the new vehicle.
 Radio systems manager signs off
after communications career
MONTREAL - Carl S. Major is
CP Rail Communications' first retiree since the department was
established 10 years ago.
With the company since 1952,
Mr. Major began his service as a
gas engine maintainer in Vancouver and the following year he
was promoted to engineering assistant with CP Telecommunications at Montreal. In 1970, he transferred to Rail Communications as
radio systems supervisor and he has
been senior radio systems manager since Jan. 1, 1978.
Mr. Major's 17-year career with
Telecommunications involved a
wide range of activities in microwave and radio as well as being
instrumental in doing the path
profile for their trans-Canada microwave system. Before joining
CP Rail in 1970, he was involved
in the railway's mobile radio sys-
Retirement SOUVenir: Carl Major, senior radio systems manager,
is delighted with one of his gifts from fellow employees and associates
who gathered at Le Chateau Champlain recently to bid him farewell.
Founder member of CUT
terns. During his nine years with
Rail Communications, he played a
major part in planning, designing,
installing and commissioning
point to train systems, providing
communications in the Con-
naught Tunnel and licensing the
growth in the company's radio
population to some 8,000 -10,000.
An outstanding event in Mr.
Major's career was recalled by
T.E. Munford, manager of communications:
"1953 was in the early days of
television and it seems that CP
Telecommunications had been
given a contract by the CBC to
provide coverage of a football
game on very short notice. To do
it, they had to mount an antenna
on top of the very high CBC tower
in Toronto. Dominion Bridge Co.
was unable to design and build
the bracket to hold the microwave antenna in time.
DID IT HIMSELF
"Carl decided he could do it
himself and proceeded to collect
the materials he needed and in no
time installed the bracket anchan-
tenna in time to save the contract. He was so confident of his
design that he walked out on one
of the boom arrangements at the
top to tune the antenna himself."
Scoff retires after career in raii economics
MONTREAL - W.G. Scott, general manager, pricing economics,
for marketing and sales here, recently joined the company's retirement ranks.
Frank Steingart
calls it a day
after 34 years
WINNIPEG - Frank H. Steingart, assistant maintainer in the
maintenance of way repair shop,
Weston Shops, retires after 34
years with the company.
He was honored on his last day
at work by a retirement party
where he was presented with a
gift on behalf of fellow employees.
He also received mementos from
his sons — an engraving of a
train and a wristwatch.
Mr. and Mrs. Steingart hope-4o
do some travelling in their spare
time. Mr. Steingart expects to
continue doing his woodcraft
work along with enjoying his
other hobbies.
When he joined CP Rail in 1960
he was no stranger to railway economics. After receiving the degree of Master of Arts in economics from the University of Toronto
in 1938, he engaged in transportation studies at the University of
Cambridge in 1939. After com
pleting military service with the
Royal Air Force Bomber Command in 1945, he served as an
economist with the Bureau of
Transportation Economics at Ottawa from 1946 through 1948;
and from 1949 through 1950, he
was director, traffic analysis for
Air Canada at Montreal.
He became economist for the
Railway Association of Canada in
1951 to 1959. During 1955 he was
on loan to the Royal Commission
of Canada's Economic Prospects
in the capacity of transportation
economist. He was a founder
member of the Canadian Institute
of Traffic and Transportation in
1957 and was chairman of its
Scholarship Committe until 1959.
With CP Rail, he began as manager, traffic research, until 1967
when he was appointed assistant
general freight traffic manager,
rates. He became assistant general manager, pricing in 1969 and,
in 1972, he was appointed general manager, pricing. With the reorganization of the pricing department in 1975, he was appointed
general manager, pricing economics.
On the move across the system
Keith Seeney, former superintendent at Sudbury, is now located at Saskatoon. He succeeds
S.P. Josefchak who died suddenly in December, 1979, after
some 37 years' service. He had
been superintendent at Saskatoon since 1977.
John P. Kelsall succeeds Mr.
Seeney as superintendent at Sudbury, Ont.
M.S. "Bud" Andrews takes over
as superintendent at Schreiber,
Ont.
G.H. Geddis' appointment to assistant superintendent Transportation, Winnipeg, became effective Feb. 1.
F.S. Baker succeeded Mr.
Geddis as administrative assistant
to vice-president, Prairie Region,
Winnipeg.
N.J. Laliberte replaced Mr.
Baker as assistant superintendent,Winnipeg Division, with headquarters at Winnipeg.
K.W. Edwards succeeds Mr.
Laliberte as superintendent at
Brandon, Man., while T.F. Waver
replaces Mr. Edwards at Min-
nedosa, Man.
Paul D. Gilmore is now administrative assistant to the vice-president, Eastern Region, Toronto.
He joined the company in 1970
and has had extensive experience
on Eastern Region, working as
roadmaster, trainmaster, assistant superintendent and deputy superintendent. Before his appointment he was assigned to special
duties for the vice-president.
W.A. Wright has been named director, market development, at
Montreal headquarters of Inter-
modal Services.
Mr. Wright's previous position
was that of marketing representative, CP Rail pool car traffic, Eastern Region, Toronto.
Basil Huxham was recently appointed internal audit manager,
Vancouver, with offices in Granville Square.
D. Walker has been appointed
manager profit planning in the office of the director disbursements
and general accounting, Montreal.
He was previously senior project
analyst for manager profit analysis.
Celebrate 60th anniversary: Charles and Sadie Hi/lyard are
shown at a family supper in Calgary. Mr. Hillyard, who worked for CP
Rail for more than 50 years, retired from Ogden Shops as a layout man
in 1961. He and his wife, the former Sadie Seright were married in Calgary in 1919.
Wed 50 years: Mr. and Mrs.
Rene Perreault of Montreal are
shown on their 50th wedding anniversary which they recently celebrated. Mr. Perrault retired in
1968 after working at Angus
Shops since 1942.
60 years: John Davison of Victoria, B.C., and his wife Agnes
pose with their youngest son,
Ron, at their 60th wedding anniversary party. Mr. Davison formerly worked as boilermaker in
Alyth Shops, Calgary.
Former agent receives telegraph key
on diamond wedding anniversary
MOOSE JAW - The key to happiness" was evidently discovered
more than 60 years ago by Mr.
and Mrs. Joseph W. Krause of
this city. To commemorate their
diamond wedding anniversary,
Mr. Krause was presented with a
different kind of key — a telegraph key mounted on a plaque.
Mr. Krause's familiarity with a
telegraph key began in 1915
when he entered CP Rail service
as assistant agent at Balgonie, 15
miles east of Regina. The 79-year-
old Mr. Krause retired as station
agent in 1961.
At a recent ceremony in honor
of the couple, Stan Harris, supers
intendent, Moose Jaw Division,
presented the gift and a congratulatory message on behalf of
Prairie Region Vice-President
J.W. Malcolme. Also on hand was
the Krause's son Glenn, a railway
operator at Wilkie, Sask.
THREE GENERATIONS
Six Krauses, covering three
generations, have given the company a total of 198 years of service. This includes Glenn who is
now the only member of the family still with CP Rail.
Presented With key: Mr. and Mrs. Joseph W. Krause are shown
with their 60th wedding anniversary gift which was presented by Superintendent Stan Harris (I.). At far right is the couple's son, Glenn.
 People in the news
(Photo: Lee Burkitt, C ran brook Daily Townsman)
Last run: Herb J. Conroy, conductor on the Kootenay Division,
boards the train for his last run out of Cranbrook before retiring after
38 years on the move. He signed on as trainman in 1941, after spending five years as a teacher. Mr. Conroy became a conductor in 1946
and has worked out of Cranbrook throughout his railway career. His
retirement plans include some travelling with his wife, Betty, and devoting time to working with Cranbrook's senior citizens.
Prevost: Yard foreman at Cote
St. Paul, Que., P.O. Prevost calls it
a day after joining the company at
Calgary in 1952. He transferred to
Cote St. Paul in 1959 as assistant
superintendent.
Purcell: Donald F. Purcell's career as an electrician began at
Glen Yard in 1948 and ended
there in January this year. In 1967
he worked for a short time in the
St. Luc Yard car department.
A model gift: Victor T. Main (r.), record clerk, CSC, Calgary,
receives one of his retirement gifts from M. M. Stroick, superintendent,
Calgary Division. It is a model railway constructed by Brenda Gold,
Calgary Stockyard biller clerk, and her husband Don. Victor joined the
company in 1939 at Calgary where he spent his entire career, beginning with the freight office and later moving to CSC.
8
;|l||lll|:a;.
TlVO On One last run: When 8806 pulled into Red Deer terminal
on Dec. 13, 1979, Conductor Lloyd Davies (I.) came up to the head-end
to join Engineman Norman Sinclair in the cab window for this "last
run" photo. Mr. Sinclair, who spent 39 years with CP Rail, plans to do
some gardening, hunting, fishing and travelling. Mr. Davies, with 32
years' service, is a "hobby farmer."
(Photo: Lee Burkitt)
Steps down: Conductor Frank D.
Seely of Cranbrook is ready to descend from a caboose for the last
time after 32 years with CP Rail,
which he joined as trainman at
Lethbridge. From 1954 to 1968,
he divided his time between Leth-
bridge and Cranbrook, but since
then the latter has been his permanent home.
40 Years: J.J. Pi Ion (I.), agent,
Gatineau, Que., receives retirement congratulations from D.M.
Drouin, transportation officer,
Montreal Division. Mr. Pilon began service in 1940 as relieving
station helper at Smiths Falls. He
transferred to Laurentian Division
in 1942 and was assistant agent,
Mont Laurier, before moving to
Gatineau.
Migneault: Lucien Migneault
calls it a day after some 34 years
at Glen Yard, Montreal, where he
got his start as car cleaner in
1946. He was promoted to carman helper in 1947 and has been
carman since 1951.
Honored: A retired locomotive
engineer, Jim E. Jones of Richmond, B.C., and his wife Myrtle
were honored on their 50th wedding anniversary, Jan. 5, by relatives and friends. Formerly of Leth -
bridge, Mr. Jones worked for CP
Rail for 47 years before retiring in
1967, when he moved to Richmond.
*v
Morganti: J.T. Morganti (I.),
bunkhouse attendant, Glen Yard,
Montreal, shares a parting laugh
with General Foreman G. Belanger. Mr. Morganti retires after
working at The Glen since 1951
when he began service as engine
cleaner.
Kraft: William "Billy" Kraft retiring car inspector in the traffic
yard at Winnipeg, was presented
with a plaque commemorating his
37 years of service.
50 years Of Service: Albert Deans, Montreal, was presented with
a silver tray by C.R. Pike (r.), vice-president, operation and maintenance, to mark the 50 years he has served the company. His wife
Edythe and several CP Rail officials attended the ceremony at Windsor
Station headquarters. Mr. Deans started his career as office boy at
Angus Shops in 1930. In 1934 he began his apprenticeship as an electrician; saw military service from 1942 to 1945, and is now working as
an electrician in the governor room at Angus Shops.
 1+
Third Trotsieme
class classe
B-11
Montreal, P.Q.
Return postage guaranteed
Canadian Pacific
Public Relations & Advertising
P.O. Box 6042, Station "A"
Montreal, P.Q.    H3C 3E4
CP Rail up $30 million
Canadian Pacific
declares income
of $508 million
MONTREAL — Canadian Pacific Limited has reported final
consolidated net income for 1979 of $508.1 million, or $7.06 per
ordinary share, compared with restated income of $349.8 million, or $4.85 per share, in 1978.
Records were set with earnings
of rail operations in Canada and
the United States, of ocean shipping, telecommunications and
many of the resource and manufacturing activities of Canadian
Pacific Investments Limited.
CP Rail had net income of
$93.7 million, an increase of $30.2
million. Revenues rose $190.6 million, or 13 per cent, primarily because of a record volume of
freight and improved prices.
Revenue growth was particularly significant for coal, piggyback, potash, iron and steel and
sulphur. Rail expenses rose
$160.4 million, or 12 per cent, reflecting mainly continued escalation of wage rates, pension costs
and material and fuel prices.
CP Trucks lost $1.9 million,
compared with a profit of $2.2 million in 1978, due largely to labor
disruptions. Results of the Express division were severely affected by a strike which shut
down operations for six weeks
and by a slow return of business
after the strike.
CanPac International Freight
Services Limited had an improvement in earnings that was largely
attributable to its customs brokerage and freight forwarding division.
Net income from CP Telecommunications amounted to $6 million, compared with $3 million in
1978. Revenues increased $11.8
million, primarily as a result of volume growth in Telex and leased
services but also because of improved rates.
Higher costs for wages and benefits and for leased facilities accounted for the major portion of
an $8.8 million increase in expenses.
Net income from CP Air, after
the deduction of dividends of $3.2
million on the outstanding preference shares, was $13.1 million,
(See "Ships" page 3)
Calgary safety award
sparks scholarship
(Photo: Nicholas Morant)
Tight ZOIIS: Photographed at work in the Laurie tunnel and snowsheds west of Revelstoke, B.C., the
Clearance Measuring Device mounted on a flatcar is part of a new survey of track clearances throughout the
Mountain and Canyon divisions. Forty-five symmetrical "feelers" provide a series of individual records of
trackside projections, which will eventually be used to set standards for system high-wide loads.
Sperry car searches for track faults
CALGARY - A cheque for
$3,000, part of a major system
safety award, will be used to create
a scholarship fund for the children
of railway employees working for
the Calgary division.
The safety award for the second best overall safety record for
1979 was presented to Mike M.
NANAIMO, B.C.- The Sperry
car, a yellow, self-propelled rail-
testing car, has been making its
way across Vancouver Island trackage.
The car, equipped with sophisticated electronic equipment, is
used annually by the railway to
test for flaws and faults in the rail.
The Sperry car and its crew of
technicians are hired by CP Rail
from Automatic Industries Inc. of
Connecticut as part of the
railway's annual works program.
The 1980 works program on
Vancouver Island is expected to
top $2 million, an increase of
$300,000 over 1979 spending.
Work includes the repair, replacement and upgrading of bridges,
retaining walls, culverts and
track.
Two bridge projects in Victoria
are scheduled for completion this
year and will see CP Rail spend
approximately $125,000.
Annual maintenance of culverts
and retaining walls will cost almost $100,000. As a result of
heavy rains and flooding last December, an additional $125,000
will be spent to repair and replace
retaining walls and culverts just
south of Malahat.
Track maintenance activities on
Vancouver Island include the installation of almost 30,000 feet of
rail at various locations, most of it
100-pound rail to replace 85-
pound rail on curves.
Almost 45,000 tons of ballast
will be applied to 30 miles of line
and 40,000 rail ties are to be replaced this year across the territory.
Track inspection: The 'Sperry' car - a yellow, self-propelled rail
car and its crew of technicians makes its way to Vancouver Island.
Stroick, superintendent, and the
employees of the Calgary division
by W.W. Stinson, executive vice-
president and J.M. Patterson,
Pacific region general manager.
Two major system safety
awards are presented annually to
railway divisions which have the
fewest number of injuries during
the previous year.
The awards consist of trophies,
plaques and cash awards to be
used in a way decided by the employees of the winning divisions.
In the past, the cash awards have
been used for employee and family picnics or parties.
FOR CHILDREN
This year the employees of the
Calgary division decided to use
the cash award in a manner that
would benefit their children. The
scholarship will be available to
dependents of Calgary division
employees and will be based on
academic achievement. One
award will be made yearly.
Nearly 2,000 people are employed in the division, which includes Alyth Yards, Alyth Diesel
Shop, the Calgary Terminal and
mainline track running from Alyth
Yard in the east to Field, B.C.
(See photo page 3)
 VDU's aid accuracy
of daily fleet count
ByLEN COCOLICCHIO
A new computerized reporting system that immediately transmits information on bad order and repaired cars over visual display units (VDU's) has been installed at all key repair facilities
across the system.
The new system enables repair
shops to report details on bad order cars as they are detected by
inspectors and as the cars are released for service following repair.
Bad order reporting over VDU's
is 97 per cent accurate, an improvement of 10 per cent over the
previous manual systems.
"Bad order reporting over
VDU's gives all segments of the
railway immediate access to the
fleet situation and eliminates
what used to be a lot of confusing
and sometimes conflicting paperwork," said Alf Chasse, head of
an interdepartmental task force
that developed the system.
Approximately 10 per cent of
the 68,000-car fleet annually requires repairs classified as general or heavy. These repairs cost
the railway $54 million in 1979.
There are three classifications
of bad order — light, general and
heavy — based on the number of
man-hours required for repair.
BAD ORDER CARS
Car inspectors regularly examine the fleet for bad order cars.
When damage is detected, extent
is assessed and cars are categorized in one of the three bad order classifications and forwarded
to the appropriate repair facility.
The information is immediately
fed to the nearest bad order reporting facility where it is entered
by VDU into Canadian Pacific Lim-
ited's teleprocessing network.
Once entered into the network,
the information is automatically
available to any other section of
the railway where a VDU screen is
located.
Detailed car information already stored in the teleprocessing
network is used to verify and automatically correct bad order data
entered on the VDU.
The bad order reporting system
has been linked to the railway's
car type quota program designed
to keep main shops supplied with
a steady flow of cars requiring repair. Cars designated for repair
under the quota program are
automatically entered into the
reporting system.
ELIMINATES DELAYS
The new system also reports a
car's release to service immediately following repair. This eliminates possible delays between
the car's actual time of release
and when it is reported ready for
service.
Details of its release are available on VDU screens in customer
service centres where cars are
assigned to shippers.
"The computerized system
hands the job of reporting bad orders and repairs directly to the
source of the information — the repair shops," said Mr. Chasse.
VDU's have been installed in 16
repair facilities across CP Rail's
system.
The VDU's replace reporting
systems requiring manual completion and forwarding of forms
when the damage is initially discovered and later updating of the
information. Working with Mr.
Chasse are John McKenna, project manager, Info Systems; Ray
Beirnes, car co-ordinator, mechanical department; and Gerry
Hughes, assistant manager, data
capture and procedures — rail.
S. BERGERON B. DESGROSEILLER
Angus Winners: From a group of 230 apprentices training at
Angus Shops under the direction of J. P. Savard, supervisor of training,
16 have won prizes for their excellence in technical training and shop
work during the 1978-79 period. The four highest marks went to Alphee
Rossignol, carman, with 92.3 per cent; Frangois Thibault, machinist,
90.3 per cent; Serge Bergeron, blacksmith, 89.7 per cent, and Benoit
Desgroseiller, pipefitter from St. Luc, 88.7 per cent. Presentation of certificates and prizes took place at Angus Shops.
Instant info: VDU's like this one at Angus Shops in Montreal have been installed in repair facilities
across the system, ending the time-consuming task of completing forms on each repair.
Price controls drive costs higher
By DON HOLLM
Why should the price of Canadian oil increase, and how would
that make more available? This is
often asked these days.
In the past, when the government held down the price of any
product, a shortage usually resulted, which got worse until the
price controls were lifted. Then
the price shot up.
This justified spending more
money to produce more of the
product or to convert to other
products. As more was produced
or less consumed, the shortage
disappeared.
The government holds prices to
please voters, but we pay in the
end with shortages and a final
price which is higher than it
would have been without controls.
Canada has many sources of
energy and many opportunities to
use it with little change to lifestyles. But many of these projects
can not be justified at today's artificially low oil prices.
Most people will only insulate
their house to the thickness
which saves them as much as
that money would have earned
them in the bank. If the price of
heating oil was double what it is
now, they would add twice as
much insulation and save twice
the energy.
If oil cost twice as much, we
would also not have to borrow
money to subsidize imported oil.
This money and the extra money
spent for Canadian oil could be
Manager, Bmployee Publications
Editor,
Fred Dafoe
Editorial assistant,
Shirley Whittet
Correspondents,
Morrie Zaitlin, Vancouver
Larry Bennett, Calgary
Mickey Potoroka, Winnipeg
Stephen Morris, Toronto
CP Rait 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.,
\, Montreal, Que.,
H3C 3E4.
used to make our homes and industry more energy-efficient as
well as to develop new sources of
energy.
After we consume the oil that
Canada borrowed money to subsidize, all we have left is a loan to
pay back. If we had used this
money to insulate our houses, we
would have yearly savings that
could be used to pay back the
loan.
After that, we could pocket the
savings. While it would cost us a
little more in the short term, we
would be much better off in the
long run.
Higher prices alone won't solve
our problems. The extra money
/
from increased oil prices must be
used to improve our energy self-
sufficiency.
The following numbers show
who got what share of the 97.9
cents that a gallon of regular gas
cost in Toronto in Sept., 1978. I
wonder how much of the government's share was used to reduce
our gasoline and oil consumption.
Some 16.5 cents went to the oil
companies for refining, marketing, operations, distribution and
profits. Then, 20 cents were
crude oil costs for exploration,
production and transportation.
The federal and provincial governments claimed 52.8 cents,
which left 8.6 cents for dealers for
salaries, overhead and profits.
Canadian Pacific
family matter
Telecommunications agreement signed
MONTREAL - Canadian National and Canadian Pacific Limited have signed a formal
partnership agreement in relation to CNCP
Telecommunications.
The agreement, which is subject to statutory and regulatory approval, will replace existing arrangements which have provided for
the pooling of telecommunications revenues
from the two companies for a number of
years.
Canadian National and Canadian Pacific
have equal interests in the CNCP partership.
J.G. Sutherland has been named president
and chief executive officer of CNCP Telecommunications. J.G. SUTHERLAND
CP Ships gets new vessel, port of call
Container shipping operations have been expanded with the chartering of a fourth vessel and the addition of Hamburg as an additional European port-of-call.
The addition of the 19,863 dwt. CP Hunter, which has a carrying
capacity of 700 TEU's, will increase CP Ships container carrying
capacity by 25 per cent.
Beckley becomes Soo chief
Thomas M. Beckley has become the chief
executive officer with the title of president of
the Soo Line Railroad Company. He su-
ceeded Leonard H. Murray, chairman and
chief executive officer, who retired after 35
years of railroad service.
Mr. Beckley's career with railroads began
in 1952, when he was appointed assistant
general solicitor of the Duluth, South Shore
& Atlantic Railroad Company, a predecessor
of the Soo Line.
A 1948 graduate of the Harvard Law
School, Mr. Beckley earned his under-
CKLEY        graduate degree from Yale in 1943.
 People hope J. Mann
will overspend budget
John Mann would dearly love to give a $25,000 award to a Canadian
Pacific employee with a worthy suggestion.
"Each time I open an envelope containing a suggestion, I say to myself: 'I hope this is the one," said the head of Suggestion Plan for the
last 14 years.
Mr. Mann is probably the only department head encouraged to overspend his budget. Money seems to burn a hole in his pocket.
"After receiving, there is nothing better than giving. It's a nice feeling," he said.
"But really, we are not giving money away but paying for good
ideas."
The maximum award for a suggestion has been more than doubled
from last year to $25,000.
And once again, Mr. Mann has organized a suggestion blitz for the
month of May.
As an incentive, employees submitting valid suggestions during May
will receive a smart-looking coffee mug bearing the words "Canadian
Pacific Suggestion Plan."
Mr. Mann is also striving to improve the quality of suggestions.
"We wish to encourage employees to discuss their suggestion with
their supervisor prior to submitting it," he explained.
"Besides the possibility of improving the suggestion, experience has
shown that the likelihood of it being adopted is substantially increased
when this is done."
Last year more than 500 suggestions were received during May —
double the number received during May the previous year.
Mr. Mann hopes the trend continues.
For the Scholarship: The system divisional safety plaque and a cheque for $3,000
resentatives of the Calgary division recently at a ceremony at Alyth Yards. In the center,
ident W.W. Stinson hands the awards to Superintendent Mike M. Stroick.
were handed to rep-
Executive Vice-Pres-
These men want to retire with 10 fingers each
To a PR man whose worst injury was a case of writer's
cramp, I've always thought of
safety as a routine aspect of
any railway training program.
So to gain a better insight
into why safety is important to
the award-winning Kootenay
Division, I recently spent two
days at Cranbrook, B.C. for a
first-hand look.
Their recent accomplishments are impressive -
first in the system (for the second consecutive year) for best
accident prevention achievement; first in the Pacific region
for both maintenance of way
and maintenance of equipment safety performance, and
a close second on the region
for running trades' safety record.
"Are you going to come out
and watch us work today?" asks
Cranbrook Roadmaster John Sun-
dby. I'd been waiting for the offer.
Walking along the track, I
talked safety with one section-
man. He has the deadpan, experienced look of someone who
takes his work most seriously. For
some reason, he reminds me of a
sectionman I met several years
ago near Trois Rivieres, Que. who
told me emphatically: "I have 10
fingers and I plan to take them all
with me into retirement."
Later, about 15 miles up track, I
join up with a B&B force installing
a new bridge span over the Elko
River. Scolded for being improperly dressed, I count six men who
Safety sticker: Cranbrook roadmaster John Sundby uses his
hard hat to publicize the safety
formula in the Kootenay Division,
which finished 1979 first in the
system in accident prevention
achievement.
remind me I need a hardhat. Another chastises me for taking photographs too close to a freshly
heated rail.
And a third fellow, eyeing me
suspiciously from the start, seems
anxious for the moment I step on
a rail so he can holler "foul."
Humiliated somewhat, I conclude rather quickly that these
guys really care, and come hell or
high water, no PR man from Vancouver was going to be a blot on
their precious safety record.
Back in Cranbrook (without incident), I join the head table for
the much-awaited safety luncheon hosted by Superintendent
Martin A. Lypka.
W.W. Stinson, executive vice-
president from Montreal, is the
featured speaker. I'm reminded
by a couple of veteran railroaders
that years ago, such a senior company officer would never have
travelled such a distance merely
because of safety. Mr. Stinson
tells them: "If I could bottle the
success formula for safety in the
Kootenays, I'd travel to all the
other divisions to spread it
around."
During the course of lunch, I
spot roadmasters Sundby, Veirs
(Windermere), Melon (Sparwood),
Jankowic (Golden), Coschizza
(Nelson) and Wenzel (Castlegar)
all sitting together. Seems strange
to see them without overalls, hard-
hats and safety boots.
Cranbrook Locomotive Foreman W.S. McCormack presents
Superintendent Lypka with a surprise gift. Speeches of praise and
appreciation abound.
Someone kibbitzes: "If we can
get that PR man to stop eating
for a moment, I think we can get
him to agree that safety is a
serious business." I swallow
quickly and nod my head convincingly.
For 848 employees of this
southern B.C. territory stretching
from Crowsnest west to the Village of Midway, I conclude that
safety is indeed more than a rou-
Talking Safety: W.W. Stinson (I), executive vice-president, stops
by the Cranbrook locomotive shop to talk about the Kootenay Division's safety accomplishments with Foreman W.S. McCormack (center), Superintendent M.A. Lypka and Gerry Wolfe, regional director of
accident prevention.
New CODStdhleS: Seven constables recently finished an intensive three-week training course in Montreal. Above, from left: Sub/Inspector L. Lecavalier (instructor); Constables R. Eburne, D. Scouten and R. Bailey; Sub/Inspector H. Boucher (instructor); Constables D. De-
raiche, L. Malo, L. ivanski and J. Donovan; and Sub/Inspector J.D. Robitaille (instructor).
tine matter. In fact, it is the single
most evident source of pride and
comradeship among a fiercely
loyal group of people who consider themselves a family.
If one gets hurt, they all seem
to suffer.
I come away thinking I'd been
sold a pretty good bill of goods.
Safety is something we live with
every moment of every day. Not a
revolutionary thought perhaps,
but a serious one.
At the airport, Martin Lypka
thanks me for coming. "See you
next time, Charles."
Seemingly as an afterthought,
but actually well-calculated, he
adds: "But don't forget your hard-
CHARLES GORDON
Ships show
1979 profit
(Cont. from page 1)
down $6.9 million from 1978. Revenues increased $80.6 million or
17 per cent, reflecting mostly
greater passenger traffic.
There was only a minor increase in passenger yields. Expenses rose $85.2 million or 19
per cent. Contributing factors
were increased flying operations
and escalation of labor and fuel
costs.
CP Ships earned $26.3 million,
compared with a loss of $8.7 million in 1978. This was attributable
mainly to Canadian Pacific (Bermuda) Limited which had earnings of $25.2 million after a loss of
$8.2 million in 1978.
Markets continued to improve
throughout 1979, particularly for
product tankers, after five years
of record depressed conditions.
CP Steamships Limited had net income of $1.2 million compared
with a loss of $486,000 in 1978.
Canadian Pacific's share of
earnings of the Soo Line Railroad
in the U.S. was $17.8 million, compared with $14.8 million in 1978.
Miscellaneous income amounted to $18.6 million, a reduction of
$1.9 million as a result of decreased gains on sales of properties.
Net income from CP Investments amounted to $334.5
million, up $100 million from restated 1978 income of $234.5 million.
 <erta South to get
CALGARY — The communications department here has
designed a new dispatcher's console to be used as part of a
point-to-train communications system being installed in the Alberta South Division.
"Human engineering is an important part of any new system,"
says Tex Tychon, Calgary-based senior radio technician. "As we
studied placement of the new point-to-train components it
became obvious the current dispatcher's console simply wasn't
adequate."
With Harry Vince, Alberta South day dispatcher, Mr. Tychon
conceived the design. Once completed, the plans were taken to
Ray Luft, carpenter at Ogden Shops, who carried out the actual
con~;
"Our main concern in designing the new console was to meet
the needs of the dispatcher for ease of operation of the new
communications system while allowing for sensible placement of
component parts," says Mr. Tychon.
When completed, the point-to-train system will provide a communications network for the railway on its line running from
Crowsnest, B.C., to Medicine Hat, Alta.
The system will provide a link between operators of company
radios and Alberta Government Telephones for ground line transmission to the dispatcher in Calgary who can then switch the
caller to a direct phone link with divisional officers, such as
divisional engineers and the superintendent.
The newly designed console has been well-received. Two more
are in the final planning stages, and are intended for the Alberta
Norti
Checking design: j
Shops ahd Tex Tychon*
consoles. The three mm
The graduates: Five employees graduated from the company's
apprenticeship training program at Toronto Yard recently. Above,
company and union officers present certificates. From left: R. Whibley,
supervisor of training, K. Brown, supervisor of manpower development,
F. Jones, master mechanic, G. Wareham, assistant general car foreman, J. Alexander, apprentice, M. Cassidy, apprentice, M. Thompson,
apprentice, C. Simons, apprentice, A. Vialva, apprentice, J. Ademo,
carmen union representative, K. Kreplin, supervisor of training.
New trains introduced
for fruits, vegetables
TORONTO— With the co-operation of the Chesapeake & Ohio
and the Norfolk and Western railways, CP Rail has introduced
three "high-priority" trains aimed at getting fruit and vegetables
to market from the western United States in as little as six days
to Toronto, seven days to Montreal.
"Our objective is to meet ship- Since this is a closely co-ordi-
pers' needs with an aggressive at-    nated run-through train, C&O and
titude," said R.S. Allison, vice-
president Eastern region. "The
new priority trains must move as
quickly as possible with no interchange or related delays."
To make the system work also
requires a great deal of co-operation and planning between the
company's operating department
and marketing and sales.
This includes a constant monitoring of the train's progress and
making up-to-date reports available to shippers.
A key portion of the new service involves connections between Chicago, Canada and the
New England states via the C&O
and CP Rail.
Trains with perishable goods arrive from the South Western U.S.
into the Chicago area where the
C&O assemble them into high priority train 942. The train leaves
daily at 7 p.m. and moves over
C&O lines in Michigan to Detroit
where CP Rail takes over.
4
CP Rail are able to provide second morning delivery at Toronto
and third morning delivery to
Montreal.
Cars from this train destined for
New England are routed from
Montreal to Portland, Maine over
CP Rail track, into Vermont where
they are turned over to the Maine
Central and Boston and Maine
Railroads for the remainder of
their journey.
Another portion of the new service — "The St. Louis Connection" — has CP Rail and the
Norfolk and Western moving perishable goods from the South
Western United States to Eastern
Canada on CP Rail trains 906 and
916. The Canadian segment of
the trip begins in Windsor, Ont.
"The success of these trains
relies heavily on teamwork," said
Allison. "We maintain a close
working relationship with connecting railways as well as our
own people."
Four-month CPCS program
Pakistan railwaymen
take home expertise
By LEN COCOUCCHIO
MONTREAL - Five officers of
the Pakistan Railways have returned home with some newly
acquired North American railway
expertise, following a four-month
training program conducted by
Canadian Pacific Consulting Services Ltd. (CPCS).
The program sponsored by the
World Bank, included training in
management practices and
courses on railway operations,
locomotive maintenance, signals
and telecommunications.
The five officers are part of an
eight-man team of trainees. The
remaining trainees will complete
the program in March and April.
"The CPCS training program is
the result of a new thrust by international development agencies to
aid developing nations in the acquisition of new technology, and
to ensure they have the knowledge to operate and advance that
technology," said Ed Oram, senior training officer for CPCS.
The program took the trainees
to most major railway and telecommunications centres in Canada and the U.S., including CP
Telecommunications and CP Rail.
It involved theoretical sessions
The Canadian way: Two Pakistan Railways officers are shown
the gutted insides of a locomotive while on a tour of Angus Shops.
From left are Mohammed Yussuf Khattak, deputy financial adviser,
planning and projects, and Qazi Khalil-Ur-Rehman, assistant telecommunications engineer. Pointing is J.R. St. Pierre, assistant general
foreman at Angus Shops' locomotive department.
with experts in general railway operations, microwave systems and
locomotive maintenance.
A trip through the Rocky Mountains aboard a 108-car coal unit
train was designed to demonstrate how CP Rail has successfully adapted railway technology
to the rugged interior of British
Columbia. It dramatized the
railway's important role in enabling Canada to profitably export its abundant natural resources.
Upon arrival in Canada in October, the trainees were given an intensive introduction to Canadian
society with guided tours of Montreal and Toronto, films on lifestyles and customs and general
discussions with CPCS training
officers.
Planning of the training program began in Pakistan where
the senior training officer conducted a preliminary needs study
to determine the specific requirements of the Pakistan Railways.
Lifestyles and customs were also
noted in order to better accommodate the trainees during their
stay in Canada.
METHODS, SKILLS
"By bringing the trainees here,
they got to see first-hand our
methods and skills," said Mr.
Oram. "We believe that instruction in a foreign environment will
successfully be extended to other
groups of railway employees in
Pakistan and in other countries."
Other major projects CPCS has
underway include feasibility studies for a major coal mine, supporting transportation systems in Indonesia and the construction of a
1,500-kilometre railway to move
iron ore in Algeria.
The company is also conducting
technical studies in railway management and operations in the
Ivory Coast, and is co-ordinator
and project manager for the renovation of a portion of the Costa
Rica railway to facilite the export
of bananas.
 Energy bill down 17 per cent
in Eastern region's project
TORONTO — The energy crisis        The last phase involves a total    other areas show
is a world-wide phenomenon, like     re-evaluation of every structure in    wastes.
TORONTO — The energy crisis
is a world-wide phenomenon, like
Bert Parks and Mom's apple pie,
so it's only reasonable that the
Eastern region is teaching its employees to deal with the situation
on the job and in the home.
Turning off lights, fueling engines more efficiently and insulating buildings has reduced
the region's energy costs over 17
per cent in the last two years.
Paul Bell, manager of planning
and analysis, the monitoring
agency for the Eastern region
energy project, says the energy
program is "an educational process that shows all employees how
they can help save energy and
money off the job as well."
FREE BOOKLETS
Employees can get a hold of
free booklets, with such eyecatching titles as "100 Ways to
Save Energy and Money in the
Home" to "The Garbage Book"
which offers tips on how to buy
and throw away items constructively.
The program is divided into
three phases; employee awareness, energy responsibility analysis and facility management and
planning.
In the first phase, employees,
supervisors and officers are made
aware of what they can do to elim-
inate energy eaters. This can
even mean tackling the sometimes not-so-simple task of fixing
a leaky water tap.
In phase two, each division is
assigned responsibility for energy
projects in their area. This step
attempts to demonstrate energy
usage from lighting in a maintenance of way station to grade
crossing signals.
%
X    X
The last phase involves a total
re-evaluation of every structure in
the Eastern region from the
standpoint of usage, energy efficiency and necessity.
This part of the program has already prompted a detailed inspection of more than 60 major
structures on the region.
Each building is measured for
size, checked for insulation and
estimated for heating cost. The
buildings are then listed on a priority basis so that in the event of
an energy shortage, the company
would have a good idea which
building it should spend money
on first.
Statistics reveal that although
electricity consumption accounted for between 18 and 21
per cent of the energy costs,
other areas show "fuelish'
wastes.
For instance, fuels, which include gasoline, bunker C and diesel fuel accounted for 48 per cent
of the energy usage.
"One way we can save fuel is
by using smaller cars," says Mr.
Bell. "Realistically, it is hard to
justify using a gas-guzzling eight-
cylinder car in city traffic when a
more economical four-cylinder
will do the job."
Joe Thompson, regional supervisor of auto equipment, projects
that by 1981 the 114-vehicle fleet
on the Eastern region will have
only four- and six-cylinder cars.
This is a radical departure from
1977, when the region had 104
eight-cylinder and 10 six-cylinder
cars.
Employees, buffs saddened
as ol' 71 wrecked in accident
By STEPHEN MORRIS
HAMILTON - For ol' 71, it's the end of the line.
For rail enthusiasts here and employees on the Toronto, Hamilton and Buffalo Railway it's the death of an old friend.
The only remains of the engine
are burnt, twisted metal, the aftermath of an accident with a truck.
Engine 71 was one of the earliest
diesels to appear on Canadian
rails and the first from General Motors, London locomotive plant.
The engine was one of seven GP
7's ordered by the TH&B to be
used in both freight and passenger
service. All were rated at 1500 hp.
Engine 71 was the first road
unit to displace steam engines on
the Toronto-Buffalo passenger
run. Ironically, 71 was displaced
by rail diesel cars on passenger
runs and relegated to freight service only a few years later.
Like her sister units, the engine
saw service only in southern Ontario around the Hamilton area.
Employees who operated and
maintained the first-generation
diesel engine for 30 years feel a
degree of sadness, along with rail
enthusiasts.
With the co-operation of the
TH&B, the company's corporate
archives will place the bell, horn
and number plates in its collection.
Winner flagged: Ray Walker, pipefitter at the one spot facilities at
Port Coquitlam, B.C. recently received a suggestion plan award cheque
for designing a bar-folding tool used in the fabrication of tubing to hold
blue safety flags onto flag staffs.
,ii
Signal honors go to two employees
for work in records managers group
Sticky problem: Glue was Jerry Nemetchek's award-winning solution to a sticky problem. Wiring of portable radios used to require
frequent repair because antenna connectors kept working loose — or
so everyone thought. Jerry, a radio technician in Saskatoon, found that
the problem really stemmed from a loose component inside the connector. The solution? A small quantity of epoxy glue. For this idea,
Jerry won $4,661.
By SHIRLEY WHITTET
MONTREAL — Two employees
of Canadian Pacific's Administrative Services, Margaret L. Beth-
une, records management co-or-
dinator, and her assistant, Jim
Harocopos, have received signal
honors.
A member of the Montreal
Chapter of the Association of Records Managers and Administrators (ARMA), Margaret was given
the Chapter Member of the Year
Award for significant contributions to the work of the chapter
during 1979. Jim received a certificate marking his successful completion of a records management
course sponsored by ARMA — a
difficult correspondence course.
"Where most students complete the course in one year, Jim
finished it in eight months, working on his own time," Margaret
said. "Jim is making this the first
The Certified
course is so tough
only two people in
Canada have passed'
step toward the Certified Record
Manager's course, which is so
difficult that only two people in
Canada have so far passed the
exams."
Besides having a busy schedule
in Windsor Station, Margaret
filled the secretarial vacancy at
ARMA's request. She said it involved handling minutes and cor
respondence and contributing to
the club's monthly newsletter. In
addition, she was active in publicizing the educational aspect of
ARMA, including teaching three
one-day courses at Dawson College.
Margaret and Jim have been familiar figures around Windsor
Station Headquarters over the
past two years, working with various offices to improve records
systems. "We present several recommendations and through discussions with management, the
system best suited to their needs
is chosen and then implemented," Margaret said.
"In Canadian  Pacific we have
been educated to the fact that
records management is a whole
new science to systematically coordinate records."
Margaret told CP Rail News
that very few business schools offer formal training in records management or filing systems.
However, in order to familiarize
Canadian Pacific personnel with
up-to-date developments, she
teaches courses, upon request,
anywhere on the system. Conducted with the co-operation of
administrative services as well as
personnel development, each
class accommodates 10 persons
for the three-day course.
Honors: Jim Harocopos holds the certificate marking the successful
completion of ARMA's records management course, while Margaret
Bethune displays her Chapter Member of the Yard Award.
 Pensioner
remembers   p
$22 a pay
Sir, — Can anyone match this
record?
My father was the section foreman at Albert Canyon B.C. in
1888. I was the first boy born in
Albert Canyon after the railway
was constructed, being born in
March, 1891.
I went to work as a call boy calling train crews in Revelstoke B.C.
at an early age. We got $22 a
month, worked 12 hours a day,
seven days a week. We worked
one week days and one week
nights. When coming off night
shift, we worked a straight 24
hours.
We had two passenger trains a
day each way, and most of the
time running in sections, as well
as the mixed, which ran to Arrowhead to connect with the Arrow
Lakes boats.
Not many homes had telephones or electric lights in those
days. Most of the work was on
foot.
Later on, I went to work on the
Extra Gang. We got 17.5 cents an
hour, a 10-hour day, six days a
week. From there I went on the
Section. We got 22.5 cents an
hour, a 10-hour day and six days
a week.
I later became a section foreman. I was the first section foreman in B.C. to own a motor car.
It was as much an advantage to
the company to have a motor car
as it was to me. Yard changes
were taking place at that time and
my tool house had to be moved. It
was taken to its new location on
two push cars.
To go further, I was appointed
acting roadmaster in 1930, promoted to roadmaster in 1931, and
retired in 1956 on pension. I am
still on payroll and continuing my
association with the company as
a pensioner.
Albert L. ANDERSON
Strathmore, Alta.
The right Way: Working with computerized mannequins to learn the proper procedure for CPR, are from left: Constables W.P. Mulvaney,
Winnipeg; L.J. Wagner, Regina; Instructor Holly Campbell, Weston Shops; Constable A.J. Powell, Brandon; Instructor Dan Zaroda, Weston
Shops, and Constable L.A. Wragg, Thunder Bay. (Photo Hugh Allan)
Weston CPR course
Special heart attack rescue technique
mastered by Prairie region constables
By MICKEY POTOROKA
WINNIPEG - Sixteen members
of the Prairie region investigation
department were the first on the
system to be taught how to administer cardio-pulmonary resuscitation (CPR) at a certificate course
of training held here recently.
Saving lives is what CPR is all
about.
The course, given in two four-
hour sessions by regional first aid
supervisor Gerry Hamata with the
assistance of first aid administrator Holly Campbell, a registered
nurse, and first aid attendant Dan
Zaroda, provided information on
how to recognize the signals of
cardiac and respiratory arrest,
and the proper steps to take to
handle the situation.
"Proper training is vital," said
Mr. Hamata. "Anyone attempting
CPR who is not well-trained, can
do more harm than good. Incorrect application of CPR could
break bones in the heart attack
victim's chest and perhaps cause
lung punctures or other complications."
The resuscitation technique involves mouth-to-mouth breathing
First gold hat: Pictured above is the presentation of the first gold hard hat ever awarded to an employee
at Ogden Shops. From left are R.A. Lindblad, general car foreman; Cy Luxton, labor affairs officer with
Labor Canada; Z.J. Hirji, laborer; Allan Baker, sales representative, Safety Supply Canada and Don Palmer,
accident prevention officer.
and external heart massage. It is
taught with the aid of a computerized mannequin that people
have named Resusci Anne.
Through a panel of three lights
hooked up to the mannequin,
breath and hand pressure of
would-be rescuers is measured. If
a yellow light comes on, adequate
compression is being applied in
the heart massage technique.
If a red light comes on, an incorrect pressure is being used on
the chest. A green light indicates
that air is flowing to the right
place.
Falling block
gets laborer
gold hard hat
Z.J. Hirgi was hit on the head
by a plummeting 10-pound piece
of wood and he hardly felt it.
The Ogden Shops laborer now
has been awarded with a gold
hard hat, an official indication
that a serious injury or death was
avoided by the use of protective
head gear.
It was the first time the award
was given at Ogden Shops.
BLOCKING
Mr. Harji had been working
when a 10-pound piece of wood
blocking fell from the top of a
door, striking him on the head.
Fortunately, he escaped injury —
and his safety cap same through
unscathed, too.
After the incident, an investigation showed Mr. Hirji
would likely have received serious
head injuries had he not been
wearing his safety cap.
The first aid technique keeps
oxygen in the blood flowing long
enough to get a victim to a hospital. It increases survival chances
for heart attack victims by warding off brain damage which begins from four to six minutes after
the victim collapses.
Immediate assistance from an
individual trained in CPR increases a victim's survival
chances from five to 25 per cent.
The course of training is to be
extended across the system in
the near future.
First aid: George Hardwood,
left, was presented with the St.
John Priory Vote of Thanks for
1979, for exceptional interest
shown in the field of first aid. Joe
Brown was presented with the
Meritorious Certificate from the
Ottawa Priory of St. John for life-
saving, due to his efficient and immediate application of mouth-to-
mouth resuscitation which was instrumental in saving the life of a
fellow employee.
 Recent rail retirements
End Of line for Prince: Rudolph Prince (c), general car foreman, Toronto, Hamilton and Buffalo Railway since 1976, has retired
after 39 years' service. He is shown above at his farewell party with J.G.
Belham (I.) superintendent, and J.A. Hill, general manager. Mr. Prince
began as a carman helper at Hamilton in 1941 and saw military service
from later that year until 1945.
Hut
$35
Bom
A si
plo
COQ
%adian Rockies
Medicine Books
Canadian Pacific em-
dresses with postal
Rail history in 500 photos
OMER LAVALLEE
Some 500 photographs and
four full-color plates adorn the
most recent contribution to photographic documentation of one
of the most spectacular places of
the world.
The Canadian Rockies.
"Rails in the Canadian Rockies," by Adolf Hungry Wolf is a
368-page volume attractively
bound in fabric, and is almost entirely devoted to Canadian Pacific
and CP Rail operations in the
Rocky Mountains and the foothills.
Photographs from early practitioners of the art are featured,
as well as more recent ones like
Nicholas Morant, a legend and a
contemporary — like Pooh-Bah:
"Both acting and elect, all rolled
into one."
Will Wood: W.L. "Wilf" Wood (I.)
retires as tinship foreman at
Ogden Shops after working for
the company for 46 years. Presenting Wilf with a tankard is
W.W. Peterman, president of Ogden Shops Supervisors Club,
while Mrs. Marj Wood looks on.
The author also contributes his
own camera work. Born in Germany of Swiss and Hungarian parents, Hungry Wolf has adopted
the customs of his wife's people
— the Blood Tribe of the Black-
foot Nation.
While some captions of illustrations form a text in themselves,
the photographs are arranged to
follow a geographical pattern
through the territory bounded by
the Kootenay and Columbia Rivers, Kicking Horse and Crow's
Nest Passes and the prairie.
The book contains a number of
essays written by veterans for the
book or selected from earlier records and publications.
"Rails in the Canadian Rockies" instills an impression of the
magnitude of railway operations
in that region.
A Diamond Day
is celebrated
bytheRenauds
LASALLE, Que. - J.H. Emile
Renaud and his wife Helene recently celebrated their 60th
wedding anniversary at a family
dinner held at Val David in the
Laurentians, north of Montreal.
The couple received congratulations from H.R.H. Queen Elizabeth
II, former Prime Minister Joe Clark
and other prominent figures.
Mr. Renaud retired from the
company in 1959 after 46 years of
service. He worked as a Morse
telegrapher, Montreal Terminals
and the Laurentian Division.
H.J. Allen, conductor/trainman, Toronto; Fernand Archambault, machinist helper, Angus Shops; J.G. Audette,
machinist helper, RDC, Angus Shops.
Frank Bachinski, yardman/yard foreman, Winnipeg Div.; L.W. Baker, machine clerk, CSC, Aroostook, N.B.; Na-
zaire Basque, car cleaner, Glen Yard,
Montreal; E.J. Bauer, trainman, Saskatoon Div.; S.P. Baxter, carman, Winnipeg Div.; M.J. Berry, conductor, North
Bay; William Bilokrely, inspector, car,
Toronto Div; H.H. Blair, trackman,
Souris, Man.; Roger Blanchette, supervisor training, Angus Shops; Adrien
Boulanger, carman, mechanical, North
Bay; A.J. Bowyer, storekeeper, Windsor, Ont,; Joseph Brazill, upholsterer,
car department, Glen Yard.
D.P. Cameron, conductor, Kenora,
Ont,; Pellogrini Capozzi, freight carman, Angus Shops; Donatien Chap-
deleine, carman, freight, Angus
Shops; Rolland Chapdelaine, carman,
freight, Angus Shops' T.G. Chapman,
signal maintainer, Smiths Falls Div.;
D.L. Christenson, pipefitter, B&B, Revelstoke Div.; Bernard Collette, car
cleaner, Glen Yard; A.J. Coughlin,
yard foreman, Swift Current; Lionel
Cote, machinist, car department, Glen
Yard; M.S. Cruickshank, locomotive
engineer, Sherbrooke, Que.
Lloyd Damon, carman, mechanical
dept., Kamloops; L.G. Davies, conductor/trainman, Red Deer; J.P. Daze,
laborer, planning mill, Angus Shops;
AlbertDeans, electrician, steam generator, Angus Shops; Francesco Deluca,
carman helper, Toronto Yard; J.G.
Dow, administrative assistant, operating, Toronto; Mrs. Catherine Dow-
ling, accountant's clerk, CSC, Winnipeg Div.; E.E. Durrant, B&B carpenter,
Calgary Div.
H.O.M. Edwards, locomotive engineer, Calgary Div.
A.H. Felske, craneman, Weston
Shops, Winnipeg; J.A. Filion, carman,
Glen Yard; Arthur Foster, triple repair
& assembler, car dept., Toronto Yard;
H.E. Foulkes, conductor, St. Luc Yard;
F.L. Fraser, carman, Alyth; H.W. Fraser, locomotive engineer, Medicine
Hat Div.
Roman: Mike Roman of Montreal
thanks the Investigation Department staff for his retirement gifts.
He goes on pension after almost
40 years' service which began
with CP Air at St. Hubert Airport in
1941. During the war years he
served as constable with 45
Group RAF at Dorval, Que., and
later with the government's
Department of Transport. He
returned to the company's Investigation Department as constable in 1946, working at Saint
John, N.B., and latterly at Montreal.
At Gatineau: Real Desmarais
(r.) accepts his retirement gift
from J.T. Pilon, recently retired
agent, at Gatineau, Que. Mr.
Desmarais joined CP Rail in 1941
as trainman on the old Laurentian
Division where he spent his entire
career as conductor/trainman —
the past 10 years of it in the
Gatineau area.
J.P. Gosselin, carman, St. Luc Yard;
E.A. Goudeau, freight handler, West
Saint John; A.W. Gray, B&B foreman,
Brandon.
Joseph Harris, locomotive engineer,
Chapleau, Ont.; John Hunchuk, conductor, Moose Jaw Div.
K.A. James, division clerk, chief accountant, Vancouver; L.C. Joyce, senior buyer, purchasing, Winnipeg; J.E.
Jones, locomotive engineer, London.
Steve Kaasher, yardman/yard foreman, Brandon; Paul Kornek, pipefitter,
car, Weston Shops; Michael Kuby, carman, Weston Shops' W.F. Kugelman,
storeman, materials, Angus Shops.
Albert Ladouceur, assistant B&B
master, Park Avenue, Montreal; Gre-
goire Latella, car cleaner, Glen Yard;
E.J. Lavallee, locomotive engineer,
Sherbrooke; G.O. Leahy, locomotive
engineer, Moose Jaw; Theophile Le-
myre, sheet metal worker, Angus
Shops; F.R. Lynch, yardman, Saint
John; Steve Lypski, locomotive machinist, Ogden Shops.
Carl S. Major, senior radio system
manager, Montreal; Henry Mascitelli,
freight carman, Angus Shops; R.K.
Mackie, carman, St. Luc Yard; J.E.
Martel, trackman, Quebec Div.; B.L.
Martin, yard foreman, Windsor, Ont.;
Frangois Martin, yard foreman, Farnham, Que.; Mike Matkaluk, yardman/
yard foreman, Winnipeg Div.; T.P.
McDonagh, yard foreman, switching,
Coquitlam; CP. McGarvey, conductor,
Toronto Div.; K.M. McLennan, conductor, London Div.; W.C. McQueen,
chief clerk, operating, Sault Ste. Marie,
Ont.; O.J. McVey, car foreman, St. Luc
Yard; A.S. Millership, carman, mechanical, Kamloops; P.G.J. Millette, foreman, diesel electric, Angus Shops;
J.T. Morganti, bunkroom attendant,
Glen Yard; W.L. Morris, track maintenance foreman, Bienfait, Sask.
Ignacy Napierala, keyman, grain
door, Thunder Bay, Ont.; Kazimierz
Nasciszewski, freight carman, Angus
Shops.
Vincenzo Olandese, laborer, motive
power, St. Luc; L.W. O'Sullivan, senior
checker, operating, Lambton; Simon
Ouellette, laborer, mechanical, Quebec Div.
W.T. Paradis, conductor, Schreiber
Div.; J.H. Peters, locomotive engineer,
Winnipeg Div.; John Petrucha, machinist helper, Saskatoon; Gerard Pilotte,
car cleaner, Glen Yard; Alfred Pont-
briand, electrician, car dept., Glen
Yard; John Prokaski, yard foreman,
Brandon.
Lucien Rheaume, locomotive engineer, St. Luc Yard; J.A. Riddle, terminal supervisor, MacTier, Ont.; A.H.
Riley, yardmaster, CSC, Regina; Emile
Rouleau, freight carman, Angus
Shops; Aurel Rouleau, carman, steel
shop, Montreal; Frank Rudkoski, machinist, locomotive machine, Angus
Shops.
E.K. Salter, conductor, Smiths Falls;
W.G. Scott, general manager, marketing and sales, Montreal; J.G. Shave,
advertising representative, Vancouver;
Melvin Shermerhorn, rate & bill clerk,
CSC, Winnipeg Div.; Mike Shipanock,
clerk, materials dept., Angus Shops;
David Signer, sheet metal worker, car
dept., Toronto Div.; N.J. Sinclair, locomotive engineer, Red Deer; Gia-
cinto Solitiero, electric truck operator,
materials, Angus Shops; Albert Solomon, yard foreman, Thunder Bay;
Luigi Spirito, trackman, Kamloops;
A.E. Stanley, conductor, Quebec Div.;
L.G. Stephenson, mechanical supervisor, Souris, Man.; W.T. Stevens, ass't
car foreman, North Bay; W.M. Stevens,
mobile supervisor, Carman, Man.; L.P.
St. Germain, carman, planning mill,
Angus Shops; Norman Strokes, yardman, Winnipeg Div.; Henryk Szcze-
panski, trackman, Forrest, Man.
T.V. Tait, system supervisor, transportation, Montreal.
Joseph Valka, yard foreman, Winnipeg Div.
H.H. Wallin, supervisor, scrap & reclaim, car, Weston Shops; W.M. Warren,
laborer/machinist/rel. ass't foreman,
Brandon; Joseph Waruk, locomotive
engineer, Moose Jaw Div.; W.R.
Weaver, terminal supervisor, Schreiber Div.; T.K. Winder, ass't foreman,
diesel wheel, Angus Shops; Stanley
Wojceichowski, machinist helper,
Weston Shops.
People on the move
ATLANTIC REGION
Andre Bergeron has been appointed director, accident prevention,  Atlantic  Region,  with
headquarters at Montreal.
INFORMATION SYSTEMS
R.G. Dunstall recently joined
Canadian Pacific as manager
hardware and system software, reporting to P.H. Bedoukian, technical director, Montreal.
Mr. Dunstall's duties encompass the evaluation, selection,
installation and support of large-
scale computer equipment and
associated software.
MECHANICAL
Miss M. Parker has been
named financial analyst in financial and systems planning section
of the mechanical department,
Montreal.
J.A. Harney takes on the position of mechanical supervisor, motive power section, Montreal.
David Lepper, was recently appointed project supervisor, mechanical department, succeeding
F.N. Collins who retired on pension. He is posted at Montreal
headquarters.
OPERATING
W.J. McNamee is now signal supervisor, Smiths Falls Division,
with headquarters at Smiths Falls.
He succeeds H.E. Worrell who retired.
G.R. Deeley has been
appointed roadmaster, Estevan
Subdivision, with headquarters at
Brandon.
RESEARCH
Real Bergeron has been appointed office manager, Canadian
Pacific Research department.
Miss Maryse Lussier replaces
Mr. Bergeron as assistant office
manager. She is a graduate of the
University of Ottawa, with a
General BA in French and English
literature. Before joining the
research department, she was assistant supervisor, project coordination, with CPCS.
Mr. Bergeron and Miss Lussier
are located at Windsor station
headquarters.
 Pensioner wins trophy
for best vegetables
By FRANCINE LECLERC
The City of Montreal recently
presented trophies to 52 residents for the outstanding quality
of maintenance and variety of
vegetables cultivated in their community gardens last summer —
and CP Rail Pensioner Charles
Emile Delage was one of the
happy winners.
The community gardens were
started in 1976 when the Montreal Beautification Office decided
to make lots available to people
who would be responsible for cultivating vegetable plots measuring 10 by 20 feet each.
Botanical Gardens experts
each year select the winners who
receive their prizes from a City of
Montreal official.
A member of the organization
committee for Jardins Dupere,
Mr. Delage won the trophy for the
second time. He also won it in
1976.
Retired since December, 1972,
Mr. Delage began his railway career as assistant agent in April,
1927, and became relieving telegrapher-agent the following year.
Promoted to regular agent, he
was assigned to the Laurentian di-
vision for 12 years. He then
moved to the old St. Luc Yard
and later to the yard office at
Hochelaga. He was also station
agent at Windsor Station and
freight agent at Mile End. In his
last six years with the company,
Mr. Delage served as freight
agent at the Montreal Central
Market, the post he held before
retiring.
Award for a green thumb: The vice-president of the executive
committee of the City of Montreal, Pierre Lorange (I.), presents Mr. and
Mrs. CE. Delage with a trophy for the best quality and variety of vegetables grown in their community garden last summer.
Lalumiere twice honored
on recent retirement
MONTREAL — A large number of friends and associates from
Windsor Station building services and other corporate premises
personnel were on hand recently to say good-bye to a favorite
personality, Lucien Lalumiere, who was leaving to join the
company's ranks of retirees.
The following day, another farewell scene took place when
President F.S. Burbidge presented Mr. Lalumiere with a gift on
behalf of head office executives and their staffs.
Mr. Lalumiere began working on the Windsor Station maintenance staff after being five years in the Royal Canadian Navy, a
service of which he is justly proud. About 12 years ago he was
assigned to the duty of attending to the executive offices and
served in that capacity under two chairmen and chief executive
officers and four presidents.
Janitor par excellence: Lucien Lalumiere accepts a farewell gift of a well filled purse from C. McGaw, manager of building
services, Windsor Station.
(Medicine Hat News photo: Ian Scott)
Memorabilia for sale: Jess Nowicki, recently retired after 38 years, is surrounded by railway history books,
railway hats, insignia pen sets and other items he plans to market "to keep out of trouble."
Jess hopes to keep selling railway,
switches from dome to home office
By GORDON WRIGHT,
The MEDICINE HAT NEWS
As a conductor for CP Rail/VIA
Rail Canada, Jess Nowicki has
been selling his passengers on
the railway for more than 30
years.
When he stepped down from
his eastbound passenger train recently, he retired as an employee
but he will continue to sell the
railway. Combining years of experience and a life-long hobby of
collecting historical material on
Canada's railways, he plans to
market rail memorabilia.
But Nowicki will be doing more
than just selling. He will be carrying on an interest in trains and
railroading that began in his boyhood years ago in Suffield when
he and friends used to sneak
rides on passing freights.
In his office, surrounded by
books, photographs, old uniforms
and about 5,000 letters from rail
passengers, Norwicki said:
"There is a lot of history behind
the Canadian Pacific Railway . . .
after all, it was the railway that
made this country."
A member of 14 railway historical clubs and societies, he said
there is much of the railroad's
history he wants to get across to
the people.
His collection includes a copy
of the telegram sent to John A.
Macdonald from William C. Van
Home advising him that the
railway was completed at Craigel-
lachie, B.C. on Nov. 7, 1885. In
his office he has photos of the
first engine to operate in Canada
and most of the modern units
which ply the rails today. There is
also a photo of Mrs. Van Home
riding the cowcatcher of a locomotive through the Rockies in
1891.
Somewhere he has a $10 ticket
for a return trip down the old
Turkey Trail rail line from Dun-
more to Lethbridge and over to
Great Falls. He couldn't quite put
his finger on it in the piles of papers and letters his desk harbors.
Nowicki produced photos of
the old station at Dunmore and
said it was the same size as the
one in Medicine Hat. Some shots
show the chutes where coal was
dumped into the standard size CP
Rail cars from the narrow-gauge
cars that came from the Leth-
bridge-area coal mines. In 1893
the CPR took over the Lethbridge
run and converted the line to
standard gauge. He also has
photos of Medicine Hat and the
first rail trestle built over the
South Saskatchewan River. It was
wiped out by ice after the spring
breakup.
Nowicki said he is trying to
keep the railway alive in peoples'
minds. He added the railway is
what has kept him alive.
On April 2, 1932, he continued
a family tradition by starting as a
section man in the Medicine Hat
area for 25 cents an hour.
JOBS SCARCE
"Jobs were pretty scarce then
and 25 cents looked pretty good.
Most fellows worked for ranchers
for room and board and they received some money from the government. I was lucky, because at
that time if you weren't connected with the railway you couldn't get a job."
Nowicki was well connected.
Both of his grandfathers worked
for trhe railway starting in 1895.
His father started work as a section man in 1903.
He could only manage part-
time work during the Depression
and worked elsewhere during
those years. In 1942, he hired on
as a trainman and worked from
the spareboard until he acquired
enough seniority to get permanent work.
In 1950, he started with the
passenger services where he remained.
In the dome car, which Nowicki
feels is much like a classroom, he
educated and entertained thousands of travellers, selling them
on the railway and informing them
about much of Canada's history.
He has met movie stars and entertainers on the run between
Medicine Hat and Field. "I once
had Jonny Cash on my run and
Eddie Cantor was there about 30
years ago," he said.
George Hamilton IV sent him a
thank-you card and tape of his
music.
Nowicki has been mentioned in
newspaper articles from the Vancouver Sun to the Boston Globe,
and he is in a photo on the cover
of Trains magazine.
He said his involvement in
railways will continue after retirement because he wants to keep
up his interest.
"I got a letter from an engineer
in Broadview who wants some information," he said. "It keeps me
busy trying to find out the
answers ... I don't know everything," he said.
What he does know is that he
has had railroading in his blood
all his life and he always enjoyed
the fellowship of working with a
team of other railroaders.
"This is what I will be doing "to—
keep out of trouble," he said,
leaning back in his desk chair and
contemplating the thousands of
railway-related articles in the
small basement office.
Celebration: Believed to be the oldest reader of CP Rail News, Mrs.
Margaret Burkholder has a lot to celebrate - 106 birthdays. Mrs. Bur-
kholder is the widow of George Burkholder, who was a company agent
and telegrapher for 45 years.
 I*
Canada     Poataa
Third  Trotefcme
B-11
Montreal, P.Q.
Return postage guaranteed
Canadian Pacific
Public Relations & Advertising
P.O. Box 6042, Station "A"
Montreal, P.Q.    H3C 3E4
Mississauga Claims Centre pays out $8.7million
After processing some $8.7 million in claims from the public, the
Mississauga Emergency Claims
Centre has closed.
Opened in November to reimburse out-of-pocket expenses resulting from the evacuation of
about 250,000 local residents following the Mississauga derailment, the centre processed
47,000 claims covering 138,000
people.
"This was the first time we or
anyone else ever attempted anything of this nature," said D.C.
Lord, general claims agent. "It
was a new experience for our
claims people and has become a
guideline for ourselves and other
companies, should anything like it
ever happen again."
"I think the operation was a
great success," Mr. Lord said,
"because of the efforts of our employees.
"The setting up and operation
of the claims centre could only be
accomplished through teamwork," said Mr. Lord.
They had less than a week to
spirit in claims officials from
across Canada, find a location, establish a claims procedure, install
equipment and open the doors to
the public.
"For two days before the
centre opened, we reviewed how
we were going to handle these
claims,"