Wednesday, September 19, 2007
Chasin' the Vapor
Canadian Pacific, in partnership with North Star Rail of Minnesota, chartered a number of excursions with the CP 2816 Empress-class Hudson steam engine in August and September. Among those trips, on September 1-3 the train ran from Bensenville, IL to Sturtevant, WI and return, by way of Tower A-5 in Chicago, IL. In the midst of other occasions that weekend and the next, I decided to follow the trip on Labor Day, 9/3.
Given its routing, and thoughts of catching it at least twice, I decided to use the restored Milwaukee Road depot at Deerfield, IL as my first photo backdrop. At about 10:50, I heard the distinctive whistle sound for the nearby crossing to the south, and the excursion appear running wrong-main.
The 2816 was accompanied by a CP GP38-2 for the week, as protection should mechanical difficulties arise.
The Skytop Lounge 'Cedar Rapids,' used for first-class accomodations, added a classy touch, as always.
I then set out to get ahead again. Originally, I had thoughts of stopping next in Bain, but construction on the TriState and good pacing by the excursion meant I didn't get ahead again until they'd stopped in Sturtevant to detrain passengers for lunch and turning the train. When the passengers were all off, CP C&M Dispatcher let train 198 through, with instructions to whistle freely.
After 198 was by, Steve Sandberg and the rest of the crew prepared for the photo run-by. The train was backed to the next crossing south (Braun Road), to provide a good distance to gain speed.
While they were reversing direction, I captured a part of the day's scene, the GP38-2 from the local patrol, laying over for the weekend.
After using the diesel to help start the trainset, the Empress took over the task, and roared by near track speed.
After a fine display of prowess, the task of truning the train on the Sturtevant wye was at hand, with the diesel providing the tractive effort.
Recently, the cab-side herald had been restored to original appearance, as it was before 1930.
A bicycle railfan was in the crowd; a very strange apellation used for their logo, for sure.
After the reverse move, they gingerly proceeded through the southwest-quadrant connection.
After a stop at Somers to investigate its possibilities as a next capture location, I decided to press further south for better angles. Meanwhile, one of the passengers had been so taken by the locale and lunch that they missed the boarding at Sturtevant, and the CP policeman had to bring them to the then-stopped train a mile south, delaying the excursion (and Amtrak Hiawatha service that was no very far behind).
I set up just south of Bain, at the CTH H crossing, after considering the STH 165 overpass (good s-curve just north, but it's marked no parking, and I didn't know how long the wait would be, with law enforcement-attractive license plates). At 13:40, the southbound steam train approached.
Traffic and construction conspired to slow my return south, meaning I was within a half-mile at Lake-Cook Road in Northbrook, before getting back onto 294 and heading for the Des Plaines River bridge. Setting up there, while the excursion was headed for Tower A5, the Metra dispatcher ran a scoot through to keep its schedule.
Then, the scoot's block at 15:03, the excursion rounded the curve, crossing the river and approaching B12 interlocking.
I gambled for one more session, trying first at a grade-crossing in Franklin Park (which I realized would be blocked by 198), then parking at the north end of the Mannheim road overpass, and briskly walking out along the sidewalk to the sunlit side of the yard bypass tracks.
The engineer put on a show for us, sanding the flues of the diesel-burner as it approached the end of its days run, (and what I found out later was a date with a water pumper along York Road).
As the 'Cedar Rapids' went under the bridge, it was time to go homeward, and contemplate the balance of what would end up being 4000 miles' drive in September.
Given its routing, and thoughts of catching it at least twice, I decided to use the restored Milwaukee Road depot at Deerfield, IL as my first photo backdrop. At about 10:50, I heard the distinctive whistle sound for the nearby crossing to the south, and the excursion appear running wrong-main.
The 2816 was accompanied by a CP GP38-2 for the week, as protection should mechanical difficulties arise.
The Skytop Lounge 'Cedar Rapids,' used for first-class accomodations, added a classy touch, as always.
I then set out to get ahead again. Originally, I had thoughts of stopping next in Bain, but construction on the TriState and good pacing by the excursion meant I didn't get ahead again until they'd stopped in Sturtevant to detrain passengers for lunch and turning the train. When the passengers were all off, CP C&M Dispatcher let train 198 through, with instructions to whistle freely.
After 198 was by, Steve Sandberg and the rest of the crew prepared for the photo run-by. The train was backed to the next crossing south (Braun Road), to provide a good distance to gain speed.
While they were reversing direction, I captured a part of the day's scene, the GP38-2 from the local patrol, laying over for the weekend.
After using the diesel to help start the trainset, the Empress took over the task, and roared by near track speed.
After a fine display of prowess, the task of truning the train on the Sturtevant wye was at hand, with the diesel providing the tractive effort.
Recently, the cab-side herald had been restored to original appearance, as it was before 1930.
A bicycle railfan was in the crowd; a very strange apellation used for their logo, for sure.
After the reverse move, they gingerly proceeded through the southwest-quadrant connection.
After a stop at Somers to investigate its possibilities as a next capture location, I decided to press further south for better angles. Meanwhile, one of the passengers had been so taken by the locale and lunch that they missed the boarding at Sturtevant, and the CP policeman had to bring them to the then-stopped train a mile south, delaying the excursion (and Amtrak Hiawatha service that was no very far behind).
I set up just south of Bain, at the CTH H crossing, after considering the STH 165 overpass (good s-curve just north, but it's marked no parking, and I didn't know how long the wait would be, with law enforcement-attractive license plates). At 13:40, the southbound steam train approached.
Traffic and construction conspired to slow my return south, meaning I was within a half-mile at Lake-Cook Road in Northbrook, before getting back onto 294 and heading for the Des Plaines River bridge. Setting up there, while the excursion was headed for Tower A5, the Metra dispatcher ran a scoot through to keep its schedule.
Then, the scoot's block at 15:03, the excursion rounded the curve, crossing the river and approaching B12 interlocking.
I gambled for one more session, trying first at a grade-crossing in Franklin Park (which I realized would be blocked by 198), then parking at the north end of the Mannheim road overpass, and briskly walking out along the sidewalk to the sunlit side of the yard bypass tracks.
The engineer put on a show for us, sanding the flues of the diesel-burner as it approached the end of its days run, (and what I found out later was a date with a water pumper along York Road).
As the 'Cedar Rapids' went under the bridge, it was time to go homeward, and contemplate the balance of what would end up being 4000 miles' drive in September.
Labels: canadian pacific, steam locomotive
Friday, June 29, 2007
Broken Loco...
I was called for train 330-990 on May 29th at 1430. This train had been on the lineup for about 12 hours earlier the night before, but it is not unusual for trains to be staged at Portage, so I didn't think anything of it.
When my conductor and I got out to the train, we saw the damage, and asked the Road Manager if it was okay to take it like this; he said that it was, and that it was being forwarded to Bensenville for preliminary repairs. I wasn't really thrilled about it, but as long as it had been blessed, I took it. Initially, neither of the ditch lights worked, meaning we had to cross every grade crossing at a reduced speed. About 10 miles out of Portage, however, the one unbroken ditch light lit up, allowing us to go track speed all the way to Bensenville. You might also notice that one of the headlights was burnt out, as well.
The train had hit a truckload of appliances in Mauston at about 0600 that morning. Apparently there were no serious injuries, at least not that I'm aware of.
Photos are courtesy of Bob Gallegos, taken near KK Bridge in Milwaukee.
Labels: canadian pacific, trains
Wednesday, June 27, 2007
Another Twin Towns Trip, June 3, 2007
On June 4-6, 2007, I attended industry standards committee meetings on behalf of my employer in Bloomington, MN. Since I had the time on the 3rd, I offered to drive the round trip for mileage rather than incur the cost of a plane ticket, and my bosses took me up. After a social outing on the 2nd, I left Belgium, WI about 10:45 of the 3rd.
After passing through some vigorous thundershowers in western Ozaukee county, I topped off the Magnum's fuel in Fond du Lac, and recorded the clouds' imposing presence while driving on Scott Street.
Waiting next to the mostly-vacant south yard office at Shops Yard, the south end switch set blocked Lakeshore Drive.
The class engine of a group of rebuilt first-generation EMDs, CN 4000, also was awaiting its next assignment there.
A typical assortment of road power laid over by the fuel rack that morning.
At Subway Road (Shops North CTC), a northbound manifest was preparing to depart when I passed at 12:06, led by a pair of ex-GCFX "SD45 killer" SD40-3s.
Up the road, after passing a southbound manifest at Winnebago whose power I didn't see, I found a meet between T119 (dropping off a block of auto racks for T357 to forward) and a yard engine, WC 3000.
After leaving 3000 at Cecil Street, whose overpass was well on its way to completion, I first found rain showers near the US10 CN overpass west of town. They would be my companion for much of the next few hours, including my visit to the roundhouse and yard in Stevens Point.
The Plover turn was approaching from the south, and waited as an eastbound manifest pulled through on the yard bypass.
Not much of note was seen after that, save for taking note of the full set of CTC signals at Junction City on the new connections, as I encountered rain coming down "axes and hammer handles" soon after I turned west at Abbottsford. CN RTC West broke the silence as I went west from Chippewa Falls, giving permission to someone to tie up on the siding at Colfax. Having not been there for a few years, I drove the few miles north from Elk Mound. Didn't see any trains, but I recorded the state of the museum there, and the pair of WC Railway-era passenger depots.
After dinner and fuel (24 mpg) in Woodbury, MN, I swung over to Pigs Eye to see what was around.
The switch/local power was also tied up at the UP Hoffman yard, just to the west.
Paired up still, the CP's ex-Kennecott Copper GP39-2s (4598-4599) were tied up near the fuel rack.
In fact, a notable amount of the SOO GP38s were collected at Pigs Eye, hopefully not for final disposition.
A second-order SD60 was staged next to a repainted MP15AC, as well.
Checking into my hotel near MSP airport, the departing showers provided a double full-arc rainbow, only portions of which I could catch with the camera as I went to Minneapolis.
I guess the pot o' gold was in the IDS center that evening. :>)
Finally, as the last day's light faded, I visited the Milwaukee Road depot in Minneapolis, which has been refurbished as a Courtyard by Marriott hotel, offices, and a skating rink in the trainshed.
Details of my return journey on the 6th to follow in part 2.
After passing through some vigorous thundershowers in western Ozaukee county, I topped off the Magnum's fuel in Fond du Lac, and recorded the clouds' imposing presence while driving on Scott Street.
Waiting next to the mostly-vacant south yard office at Shops Yard, the south end switch set blocked Lakeshore Drive.
The class engine of a group of rebuilt first-generation EMDs, CN 4000, also was awaiting its next assignment there.
A typical assortment of road power laid over by the fuel rack that morning.
At Subway Road (Shops North CTC), a northbound manifest was preparing to depart when I passed at 12:06, led by a pair of ex-GCFX "SD45 killer" SD40-3s.
Up the road, after passing a southbound manifest at Winnebago whose power I didn't see, I found a meet between T119 (dropping off a block of auto racks for T357 to forward) and a yard engine, WC 3000.
After leaving 3000 at Cecil Street, whose overpass was well on its way to completion, I first found rain showers near the US10 CN overpass west of town. They would be my companion for much of the next few hours, including my visit to the roundhouse and yard in Stevens Point.
The Plover turn was approaching from the south, and waited as an eastbound manifest pulled through on the yard bypass.
Not much of note was seen after that, save for taking note of the full set of CTC signals at Junction City on the new connections, as I encountered rain coming down "axes and hammer handles" soon after I turned west at Abbottsford. CN RTC West broke the silence as I went west from Chippewa Falls, giving permission to someone to tie up on the siding at Colfax. Having not been there for a few years, I drove the few miles north from Elk Mound. Didn't see any trains, but I recorded the state of the museum there, and the pair of WC Railway-era passenger depots.
After dinner and fuel (24 mpg) in Woodbury, MN, I swung over to Pigs Eye to see what was around.
The switch/local power was also tied up at the UP Hoffman yard, just to the west.
Paired up still, the CP's ex-Kennecott Copper GP39-2s (4598-4599) were tied up near the fuel rack.
In fact, a notable amount of the SOO GP38s were collected at Pigs Eye, hopefully not for final disposition.
A second-order SD60 was staged next to a repainted MP15AC, as well.
Checking into my hotel near MSP airport, the departing showers provided a double full-arc rainbow, only portions of which I could catch with the camera as I went to Minneapolis.
I guess the pot o' gold was in the IDS center that evening. :>)
Finally, as the last day's light faded, I visited the Milwaukee Road depot in Minneapolis, which has been refurbished as a Courtyard by Marriott hotel, offices, and a skating rink in the trainshed.
Details of my return journey on the 6th to follow in part 2.
Labels: canadian national, canadian pacific, depots, soo line, UP, weather, wisconsin central
Wednesday, June 13, 2007
Duplainville, May 28, 2007
Taking advantage of a full day of rest on Memorial Day before traveling for work, I made my way up to Duplainville to capture some images.
Leading off after I arrived at 11:15, the Canadian Pacific provided a westbound sulfur empty (611) led by 9650.
After impatiently waiting, the CN then took over, first running a southbound heavy at 14:00 with company motors 2237-5419-5555.
This, in turn, met a northbound 331 at Waukesha, which passed at 14:19 with a pair of GEs in the lead.
After a pause long enough to get more water from Kwik Trip, the parade resumed, with the CP starting the show at 15:29 with an eastbound.
Then, a southbound CN approached, with enough lead time for me to get to the curve south of the diamonds before its appearance at 15:38.
The closing acts of my afternoon there started with the appearance of the CN's Milwaukee turn (L510) at 16:09. Featuring the SD35R 2500, its diminished size foreshadows the imminent cancellation of this service, to be replaced by interchange with the WSOR at Ackerville.
However, before it could make its way onto the CP connection, the westbound 'Builder appeared at 16:17.
With Amtrak out of the way, CP Wisconsin Dispatcher cleared the signals and lined the connection, and the 2500 was on its way.
All in all, a good day. The week would see me traveling to Oakland and back, and returning to Milwaukee, but down time before that was much appreciated.
Leading off after I arrived at 11:15, the Canadian Pacific provided a westbound sulfur empty (611) led by 9650.
After some Sudoku time, the Canadian National obliged with a southbound manifest (336) through the "crossroads of Canada" at 11:53.
CP provided the high-priority 295 train next, at 12:48, featuring a SOO SD60 trailing.
CP took another turn at 13:27, with the 852 coal loads rolling by. Included in the 304-axle trainset were new hoppers with MILW reporting marks, notably.
The CN followed in short order at 13:34, with a 402-axle hopper train led by the mixed combo of a GE, a wide-nose SD40, and an Illinois Central 6000-series SD40 variant.
The 'Empire Builder' then dropped the CN signals to red, passing near the advertised at 13:51 with 64 axles led by motors 56-40.
CP took another turn then at 13:53, with a westbound led by GEs 8552-8574.
After impatiently waiting, the CN then took over, first running a southbound heavy at 14:00 with company motors 2237-5419-5555.
This, in turn, met a northbound 331 at Waukesha, which passed at 14:19 with a pair of GEs in the lead.
After a pause long enough to get more water from Kwik Trip, the parade resumed, with the CP starting the show at 15:29 with an eastbound.
Then, a southbound CN approached, with enough lead time for me to get to the curve south of the diamonds before its appearance at 15:38.
The closing acts of my afternoon there started with the appearance of the CN's Milwaukee turn (L510) at 16:09. Featuring the SD35R 2500, its diminished size foreshadows the imminent cancellation of this service, to be replaced by interchange with the WSOR at Ackerville.
However, before it could make its way onto the CP connection, the westbound 'Builder appeared at 16:17.
With Amtrak out of the way, CP Wisconsin Dispatcher cleared the signals and lined the connection, and the 2500 was on its way.
All in all, a good day. The week would see me traveling to Oakland and back, and returning to Milwaukee, but down time before that was much appreciated.
Labels: amtrak, canadian national, canadian pacific, soo line, trains, wisconsin central
Friday, May 25, 2007
Weekend Excursion to Twin Towns (part 3)
(Click Here to go back to part two of this series)
Ray: Arriving in St. Paul, our first catch was a BNSF intermodal at Hoffman Avenue interlocking.
We then look a gander at what was around the Pigs Eye diesel shop.
Galen: Though unseen, a UP road-switcher set was working the adjacent former CGW yard while we were there, as well.
After our visit, we began to run out of daylight and therefore brought the photography for Saturday to a close.
Click Here to go to part four
Ray: Arriving in St. Paul, our first catch was a BNSF intermodal at Hoffman Avenue interlocking.
We then look a gander at what was around the Pigs Eye diesel shop.
Galen: Though unseen, a UP road-switcher set was working the adjacent former CGW yard while we were there, as well.
After our visit, we began to run out of daylight and therefore brought the photography for Saturday to a close.
Click Here to go to part four
Labels: bnsf, canadian pacific, soo line, trains
Weekend Excursion to Twin Towns (part 2)
(Click here to go back to part one of this series)
Ray: Picking up from where we were in the last post, we were heading up the on the Minnesota side of the river. We came across a mixed freight in the hole awaiting crew change. Before reaching the head end, a sulfur train (616) came east.
Upon reaching the head end of the mixed freight, we discovered the hodge podge of power, which Galen termed the "Dog's breakfast." In some respect, it was a glimpse into the history of this railroad, with several GP40 ex-Milwaukee Road units, an ex-Milwaukee MP15AC, a SOO GP38-2, and a CP SD40-2.
Further up the way, we came through Red Wing, MN. Where the depot is in good condition, serving as an art gallery. Several post-modern pieces of art were out front, having the appearance of some discarded piece of industrial ductwork, were clashing nicely with the architecture of the building. One could of only hoped that the truck with the oxyacetylene bottles in the pictures would soon cut them up and haul them away for recycling.
Galen: The other depot in Red Wing was formerly used by the Chicago Great Western, before a succession of fast food restaurants. When I first came through, in 1994, it was a Hardees, with the drive-through orders being filled in the operator's bay.
At Hastings, MN, all was quiet. A lone CP Rail GP38-2 sat quietly just south of the lift bridge. Despite the appearance of the bridge, the signmaker that the Milwaukee Road hire must have used a very good grade of paint, as the herald on the lift tower continues to appear to be in good health.
Nearby, in Prescott, WI the BNSF (ex-BN, nee-CBQ) lift bridge spans the mouth of the St. Croix River. With this weekend offering a glimpse of summer-like weather, the boating season appears to be in full swing here.
We headed into town next...
Click Here to go to part three
Ray: Picking up from where we were in the last post, we were heading up the on the Minnesota side of the river. We came across a mixed freight in the hole awaiting crew change. Before reaching the head end, a sulfur train (616) came east.
Upon reaching the head end of the mixed freight, we discovered the hodge podge of power, which Galen termed the "Dog's breakfast." In some respect, it was a glimpse into the history of this railroad, with several GP40 ex-Milwaukee Road units, an ex-Milwaukee MP15AC, a SOO GP38-2, and a CP SD40-2.
Further up the way, we came through Red Wing, MN. Where the depot is in good condition, serving as an art gallery. Several post-modern pieces of art were out front, having the appearance of some discarded piece of industrial ductwork, were clashing nicely with the architecture of the building. One could of only hoped that the truck with the oxyacetylene bottles in the pictures would soon cut them up and haul them away for recycling.
Galen: The other depot in Red Wing was formerly used by the Chicago Great Western, before a succession of fast food restaurants. When I first came through, in 1994, it was a Hardees, with the drive-through orders being filled in the operator's bay.
At Hastings, MN, all was quiet. A lone CP Rail GP38-2 sat quietly just south of the lift bridge. Despite the appearance of the bridge, the signmaker that the Milwaukee Road hire must have used a very good grade of paint, as the herald on the lift tower continues to appear to be in good health.
Nearby, in Prescott, WI the BNSF (ex-BN, nee-CBQ) lift bridge spans the mouth of the St. Croix River. With this weekend offering a glimpse of summer-like weather, the boating season appears to be in full swing here.
We headed into town next...
Click Here to go to part three
Labels: canadian pacific, milwaukee road, trains
Saturday, August 12, 2006
Canadian Rockies, Banff and Calgary 8/9-10/6
After Leaving Lake Louise, I headed down to Banff. Knowing that the eastbound stacker was in the pattern, I hustled east, with thoughts of getting the cliche'd but required "train at the depot" picture by the oft-shown Banff station.
Along the way, I passed another impressive ridge and peak. The TransCanada Highway is limited to 90 kph in Banff National Park (C$8.90 per person per day), and 70 kph over the Continental Divide, before opening up to 90 again when you get to the BC provincial border.
These bridges are across the road about every 40 km in the park, to allow the elk and other wildlife to safely cross the road (there are 2-meter fences along the sides of the four-lane road).
Once I got to Banff, I turned off the main highway, with thoughts of navigating through town along the tracks. However, it was easier than that, as the station and tracks were within a km of the highway, and when I got to the tracks, the best scene of the trip was presented to me.
As I took detail pictures around the perimeter, I found that the locals kept some original character on the outside.
Talking with a British foamer who was there, I would have been right on time for the Rocky Mountain Railtours' arrival from the west, had they been on time, which they weren't. However, as I was finishing the walkaround, my friend the eastbound stacker that had been at Lake Louise came through, with 2 GEs on the head end, and a DPU GE on the rear.
Before I left Banff, I took a scenic route through town (forgetting to look for the famous Canadian Pacific Hotel; the whole chain was sold to Fairmont Hotels some time ago, but it's by the falls of the Bow River in scenic surround), and over "Tunnel Mountain Road," which had an historical marker close to its summit.
On the way back at the hotel, after coming out of a hellacious rainstorm, I swung up to Cochrane, AB, depot hunting. The depot there and all traces are long gone, but I found a westbound in the siding, apparently waiting for a new crew to take it over the mountains.
After a good dinner and night's rest, I picked up my morning Starbucks from the location in the hotel on Thursday, and went for a walkabout, with a particular destination in mind.
While walking through the street tunnel underneath the tracks to get a look at the train side of the CPR station, I found some public art inspired by the railroad.
The south side of the station, a little less grand than the downtown side in its current form, but you can see the remnants of what once was.
At this point, I was three hours away from having to be at the airport, so I checked out of the hotel, retrieved my car, and went on a quest to get a good look at the infamous CP locomotive shops, guided by some Google Maps(.ca) research beforehand. On the way southeast to the shops, I came across the CNRs line.
Filing the alignment for reference in my mind, I followed the eponymous Ogden Road down to the shops, and drove a lap on the city streets, pausing a couple times to take pictures, but mindful of not attracting too much attention.
The latter frame seems to have one of the recently-acquired F-Units for business train service, in freshly-applied vintage paint.
With the time advancing, I came across the CNR yard on the southest side of town and drove its length on the parallel street, finding a couple notable things.
After a couple more stops (my requisite microbrewery souvenir shirt, and PapaBurger lunch at A&W), I was on my way to return the rental car, and home. Given that Calgary is feeling the full effects of the oil boom right now (housing having doubled in price in the last 12 months, 80 percent of downtown office space being occupied by oil companies and banks), I wouldn't expect to be back any time soon, with inflation pricing the conference out. But it was generally an enjoyable trip, and I hope to work west of Field at some point, given additional knowledge of the area.
Along the way, I passed another impressive ridge and peak. The TransCanada Highway is limited to 90 kph in Banff National Park (C$8.90 per person per day), and 70 kph over the Continental Divide, before opening up to 90 again when you get to the BC provincial border.
These bridges are across the road about every 40 km in the park, to allow the elk and other wildlife to safely cross the road (there are 2-meter fences along the sides of the four-lane road).
Once I got to Banff, I turned off the main highway, with thoughts of navigating through town along the tracks. However, it was easier than that, as the station and tracks were within a km of the highway, and when I got to the tracks, the best scene of the trip was presented to me.
As I took detail pictures around the perimeter, I found that the locals kept some original character on the outside.
Talking with a British foamer who was there, I would have been right on time for the Rocky Mountain Railtours' arrival from the west, had they been on time, which they weren't. However, as I was finishing the walkaround, my friend the eastbound stacker that had been at Lake Louise came through, with 2 GEs on the head end, and a DPU GE on the rear.
Before I left Banff, I took a scenic route through town (forgetting to look for the famous Canadian Pacific Hotel; the whole chain was sold to Fairmont Hotels some time ago, but it's by the falls of the Bow River in scenic surround), and over "Tunnel Mountain Road," which had an historical marker close to its summit.
On the way back at the hotel, after coming out of a hellacious rainstorm, I swung up to Cochrane, AB, depot hunting. The depot there and all traces are long gone, but I found a westbound in the siding, apparently waiting for a new crew to take it over the mountains.
After a good dinner and night's rest, I picked up my morning Starbucks from the location in the hotel on Thursday, and went for a walkabout, with a particular destination in mind.
While walking through the street tunnel underneath the tracks to get a look at the train side of the CPR station, I found some public art inspired by the railroad.
The south side of the station, a little less grand than the downtown side in its current form, but you can see the remnants of what once was.
At this point, I was three hours away from having to be at the airport, so I checked out of the hotel, retrieved my car, and went on a quest to get a good look at the infamous CP locomotive shops, guided by some Google Maps(.ca) research beforehand. On the way southeast to the shops, I came across the CNRs line.
Filing the alignment for reference in my mind, I followed the eponymous Ogden Road down to the shops, and drove a lap on the city streets, pausing a couple times to take pictures, but mindful of not attracting too much attention.
The latter frame seems to have one of the recently-acquired F-Units for business train service, in freshly-applied vintage paint.
With the time advancing, I came across the CNR yard on the southest side of town and drove its length on the parallel street, finding a couple notable things.
After a couple more stops (my requisite microbrewery souvenir shirt, and PapaBurger lunch at A&W), I was on my way to return the rental car, and home. Given that Calgary is feeling the full effects of the oil boom right now (housing having doubled in price in the last 12 months, 80 percent of downtown office space being occupied by oil companies and banks), I wouldn't expect to be back any time soon, with inflation pricing the conference out. But it was generally an enjoyable trip, and I hope to work west of Field at some point, given additional knowledge of the area.
Labels: canada, canadian pacific
Canadian Rockies and Kicking Horse Pass, 8/9/6
I flew to Calgary on August 7 for the every-other-month Fibrechannel standards committee meeting, that previously this year had taken me to Santa Fe, NM and Anchorage (those guys know where to hold meetings! They're making up for that the next time in October, we're in Oklahoma City). After spending all day Tuesday and Wednesday morning in presentations at the hotel, I decided over Wednesday lunch to move my trip to the Rockies up from Thursday (when I was flying back) to Wednesday afternoon, so I'd have more time to work with.
First, the "out the hotel room window" picture:
Apparently, CNR was presenting sponsor for an equestrian meet in town that week; these flags were all around downtown, and at the airport.
Driving west on the TransCanada highway (110 kph posted speed limit until you enter Banff National Park), about 45 minutes from town the scenery started getting interesting.
I decided to work west-to-east, back towards town, starting at Field, BC, about 130 miles west of Calgary. Field was built as a railroad town for the CPR to stage helpers and re-fuel the steam engines before crossing Kicking Horse Pass, and the Continental Divide. Today, it's the west end of the Laggan Sub, which starts in downtown Calgary.
About 5 miles east of Field lays Kicking Horse Pass and the famous Spiral Tunnels of the Canadian Pacific, astride the Continental Divide. The TransCanada Highway lays on the former railroad grade, 4%+, and has informational plaques at an overlook by the lower tunnel.
Luckily for me, the RTC had set up a meet between a couple trains at the siding just west of the pass. First, the westbound came through, going directionally east between the tunnels, before reversing direction (see the diagram above).
Then, the westbound was routed through, to good result (more zoom than 8x is needed there, though).
Driving east, I next went to Lake Louise, AB. The glacial-fed lake of the same name is about 5 miles away, and had a full parking lot of tourists at 5 PM local, so I stopped at the CPR station for a look around, with good results. A stack train on the older (eastbound) alignment was parked, waiting for a westbound to clear the single-track stretch to the east.
Also there are some passenger coaches on display, just to the west of the station (which is now an Italian restaurant).
The westbound showed then, after I'd shot the extent of what was on display. The westbound alignment is grade-separated to ease the climb to the Pass, part of the C$500 million track construction undertaken by CPR in 1989 across Kicking Horse Pass and through Mount MacDonald (which I found out after I got home was another 70 miles west of Field; I wondered where the 10 miles of railroad inside a mountain was I'd not found).
For what it's worth, I also found Morant's Curve after I was home. It's on the east side of Lake Louise, looking west (meaning any pictures I'd have got would have been looking back at the sun when I was there). Filed for future reference.
Part 2, including the best pictures from the trip, coming soon....
First, the "out the hotel room window" picture:
Apparently, CNR was presenting sponsor for an equestrian meet in town that week; these flags were all around downtown, and at the airport.
Driving west on the TransCanada highway (110 kph posted speed limit until you enter Banff National Park), about 45 minutes from town the scenery started getting interesting.
I decided to work west-to-east, back towards town, starting at Field, BC, about 130 miles west of Calgary. Field was built as a railroad town for the CPR to stage helpers and re-fuel the steam engines before crossing Kicking Horse Pass, and the Continental Divide. Today, it's the west end of the Laggan Sub, which starts in downtown Calgary.
About 5 miles east of Field lays Kicking Horse Pass and the famous Spiral Tunnels of the Canadian Pacific, astride the Continental Divide. The TransCanada Highway lays on the former railroad grade, 4%+, and has informational plaques at an overlook by the lower tunnel.
Luckily for me, the RTC had set up a meet between a couple trains at the siding just west of the pass. First, the westbound came through, going directionally east between the tunnels, before reversing direction (see the diagram above).
Then, the westbound was routed through, to good result (more zoom than 8x is needed there, though).
Driving east, I next went to Lake Louise, AB. The glacial-fed lake of the same name is about 5 miles away, and had a full parking lot of tourists at 5 PM local, so I stopped at the CPR station for a look around, with good results. A stack train on the older (eastbound) alignment was parked, waiting for a westbound to clear the single-track stretch to the east.
Also there are some passenger coaches on display, just to the west of the station (which is now an Italian restaurant).
The westbound showed then, after I'd shot the extent of what was on display. The westbound alignment is grade-separated to ease the climb to the Pass, part of the C$500 million track construction undertaken by CPR in 1989 across Kicking Horse Pass and through Mount MacDonald (which I found out after I got home was another 70 miles west of Field; I wondered where the 10 miles of railroad inside a mountain was I'd not found).
For what it's worth, I also found Morant's Curve after I was home. It's on the east side of Lake Louise, looking west (meaning any pictures I'd have got would have been looking back at the sun when I was there). Filed for future reference.
Part 2, including the best pictures from the trip, coming soon....
Labels: canada, canadian national, canadian pacific
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