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This is the text of some of the magazine articles in ../magarts.htm.
["Freight service has returned to a 12.9-kilometre (8-mile) section of the long-dormant Canada Southern (CASO) rail line west of Welland, Ontario. Six trains per week will be rerouted to the CASO line via Welland as a result of the CPR's decision to discontinue the 15.4-kilometre (9.5-mile) northern half of its route from Smithville to Port Maitland (ex-TH&B line). A new connecting track has been installed between the east-west CASO line and the southern portion of the CPR line to Port Maitland, known as the Dunnville Spur. The CPR and Canadian National jointly own CASO, but the eastern end is under the operational management of the CPR."]
["The CPR will add 50 Expressway-car platforms to its current 260 car fleet and add a full-length yard track at its terminal in Milton, Ontario. The additional cars are needed because of growth on Expressway's Toronto-Detroit route. Meanwhile, CN is interested in acquiring Expressway-style equipment similar to that being used by the CPR."]
["By the end of the year CPR trains will no longer roll through downtown Niagara Falls, Ontario or across the railway's massive steel-arch bridge that spans the Niagara Gorge. The change is due to that city's purchase of a seven-mile section of the railway's line that ran through a portion of the tourist district. CPR traffic between Buffalo, N. Y. and Hamilton, Ontario that formerly used the line will be shifted to a portion of the CN's Stamford Subdivision. The CPR operates eight trains per day between Buffalo and Hamilton."]
["The CPR has taken over a portion of the CN-owned CASO Subdivision from Hewitt, Ontario (mile 19.5) to E&O Junction (mile 31.01) where the CASO crossed CP's Dunnville Subdivision. A new curved connecting track has been installed to connect the two subdivisions."]
["CSX has reached a trackage rights deal for use of CN's St. Clair River Tunnel linking Port Huron, Michigan and Sarnia, Ontario, but doesn't expect to run trains through it anytime soon. CSX currently reaches its isolated trackage in southwestern Ontario via the CPR."]
["A newspaper report suggests that the end may be near for Ontario's former Canada Southern (ex NYC/Conrail) Railway, which stretches from Welland to St. Thomas to Windsor just north of lake Erie. Efforts are being made to sell the line, which is jointly owned by CPR and CNR; however, CN is doubtful that will happen. The current plan is to retain a 20-kilometre (12.5 mile) section between Welland and Attercliffe Station to tie in with A CP Rail line between Attercliffe and Port Maitland. The line west of St. Thomas still sees some service. There is no substantial on-line industry which would contribute to the maintenance of the line; the railway is basically a shortcut between New York State on the east and Michigan on the west. Without income, the line is most likely to be scrapped. The rail is Dudley flatbottom 127-pound rail, a type exclusive to the New York Central and unlikely to be reusable."]
["A 131-kilometre (82-mile) section of the Canada Southern Railway, once the shortest route between Buffalo and Detroit as part of the New York Central System, was ripped up last fall between Dunnville and St. Thomas, Ontario. The line, inherited by Penn Central, was sold by successor Conrail to the CPR and CNR to operate jointly, but the two railways decided againstr using it."]
["The Detroit-based Ontario Michigan Rail Corp. is in negotiations with the CPR over a plan that would see the current Windsor-Detroit tunnel, which the CPR shares with the CN, replaced by a new tunnel. CP would operate the tunnel, which would be used by several railways. CN already owns a tunnel at Sarnia, Ontario, that can accomodate current double-stacks."]
["The CPR has confirmed that it will build a new tunnel under the Detroit River between Windsor, Ontario and Detroit, Michigan and then convert its existing Detroit River Tunnel for truck use. The tunnel will be completed in 2007; it will be built to handle 20'6" double-stacks; the present tunnel can only handle double-stacks that are 19'6" high."]
["About 1,100 covered hoppers built by National Steel Car with Nova Chemical reporting marks are being stored on various portions of the unused CASO Subdivision east of Tilsonburg, Ontario. The cars have faulty internal linings; they will be stored on the CASO until they are able to be repaired."]
["Triple Crown's Detroit-Toronto RoadRailer train has shifted its routing from the CPR to CN. Prior to this Triple Crown had to move its trailers by road between the CP and CN terminals in Toronto, before adding them to CN's RoadRailer train for Montreal. This added cost and time; now Triple Crown will use CN's St. Clair Tunnel and travel to CN's MacMillan Yard near Toronto, and then on to Montreal."]
[Caption:
"AMTRAK train 353 departs Detroit's Michigan Central
Terminal January 5, 1988, ending service in 75-year-old
landmark. Amtrak now uses temporary building west of
terminal. Developer hopes to convert station to
retail/office center."]
[Photo
(reprinted from
"Photo Section"
in Trains
September 1957 page 33)
of New York - Detroit - Chicago
North Shore Limited at Schodack Landing, NY,
and extended caption:
"THIS splendid action shot from the Castleton Bridge at
Schodack Landing, N. Y., of New York Central 39,
the New York - Detroit - Chicago North Shore
Limited, occupied most of page 33 in September 1957
TRAINS' "Photo Section." Beyond the photographer's basic
caption material on the undated 8x10 print - but ignored by
TRAINS' caption-writer, alas - was a second sentence, one
with some significance for diesel historians:
"Note the Alco B unit, which has been converted with GM
motors in it."
Sure enough. The twin exhaust ports on the roof are a
giveaway - NYC's Collinwood Shop applied on V-16 567
to PB1 4301 in November 1955, a re-engining so unnoticed
that it was not in the comprehensive repowering table in
the SECOND DIESEL SPOTTER'S GUIDE. - J.D.I."]
["But this delay, however chilling to both bone and spirit, made the warm brightness of single room 8 in Heritage Fleet Slumbercoach 2050 all the more welcome when I finally settled into it. This car, built by Budd in 1949 as 22-roomette sleeper Monroe Harbour for New York Central, was converted in 1961 to the present configuration of 16 single and ten double economy rooms. As New York Central 10814, it was one of ten such "Sleepercoaches" rebuilt from Harbor-series cars to operate on the New York-Chicago 20th Century Limited, New York-Cleveland Cleveland Limited and New York-Detroit Wolverine."]
["the Boat Yard ... is in the shadow of the Detroit-Windsor
Ambassador Bridge on the bank of the Detroit River, in a
rundown commercial district weaved with wobbly, weed-grown
indstrial sidings, crisscrossed by potholed streets, and
dotted with ramshackle warehouses, factories, and seedy
bars. A Wabash legacy, the Boat Yard is where carfloats to
and from CN and CP Rail slips in Windsor, Ont., are loaded
and unloaded. Until not too many years ago, all of N&W's
Detroit-Windsor traffic was barged across the river, but a
recent agreement allows N&W to move any shipments that will
fit, through the Detroit River Tunnel, the old Michigan
Central twin bores now owned and operated by the two big
Canadian systems ["As the Canada Southern Turns," page 22,
March 1985 Trains].
Norfolk Southern Marine Division tugs R. G. Cassidy
and F. A. Johnson, along with car barges
Detroit, Windsor, Manitowoc, and
Roanoke (all but Roanoke cut down from Wabash
carferries of the same names) still keep busy floating cars
- everything from hi-cube box cars and auto-racks to
high-and-wide loads - that exceed the restrictive
clearances of the tunnel, as well as cars bypassing the
tunnel for other reasons."
... "During peak traffic periods, a freight car can wait 30
or more hours to gain passage across the Detroit River on
one of N&W's four barges"]
[I have this.]
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