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The three intercity metropolitan services, Regina to Saskatoon, Winnipeg to Regina and Saskatoon to Winnipeg, would operate under the GO banner and livery.

12411 - GO/Regina ACPU/APU HEP P * REG - SKT * 12587 - GO/Winnipeg ACPU/APU HEP P * WPG - REG * 12690 - GO/Saskatoon ACPU/APU HEP P * WPG - SKT *

INTERMISSION

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Thank you,

The management

/lights dimming - curtain opening

Chapter 6 - Maintenance

While the Project's purchasing group was busy securing the new passenger equipment, several freight engines came due for replacement. Rostering covered the situation by leasing engines from other services. Once the passenger services were seen to be operating as intended, attention could be focused on the freight system.

The first to come up were the four ONR farm services trains, 4586, 4686, 4986 and 5086. These used to be 2-8-2 Mikados. It was time to replace them with diesels. Rostering had located some GMD SD40-2s which were too costly for a shortline farm service. Four GMD GP38-2s were ordered with the first unit delivered on November 6, 1987 and put into service as ONR 4511. The other three units followed shortly after and entered service as 4611, 4911 and 5011 respectively. At the same time service levels were reviewed and it was found the livestock cars could be increased from four to six with the grain cars reduced to three. This would allow the trains to travel at closer to full capacity thus increasing revenues. The last delivery was completed on December 22, 1987 and all four were in service by January 8, 1988.
Next up was CPR 12086 autohauler. It's lead engine was indeed a GMD GP38-2 in CPR livery, but the slave had to be borrowed from ONR. The slave unit was replaced with a new CPR liveried engine and the train renumbered to 12011.
The focus then shifted to the Cartier 9188 iron ore train. The specified MLW M636 engines in Cartier livery finally arrived to replace the borrowed CNR and CPR GMD/EMD SD60 units and were put into service as Cartier 9107.

Rostering just received a very nasty call from VIA Rail management. It seems that during the upgrades, CPR 5287 MLW RS18 Winnipeg > Edmonton had been overlooked. VIA Rail management took it upon themselves to bypass procedure and arranged for an upgrade to BBD LRC-3 stainless. As it turns out, Purchasing had just negotiated for delivery of a pair of new GMD F40PH-2 engines. Rostering offered them to VIA Rail management as compensation for the oversight who graciously accepted them, little realizing that they would have gotten these passenger engines anyways. The train was put into service as VIA 5212.

WPY then called. It seems their 2-8-2 Mikado coal trains had fallen into disrepair due to a lack of parts and they had replaced them with GMD G8 engines. They were concerned about the lack of power. Purchasing offered to replace them with the more powerful GMD NF 210 engines as well as adding a hopper to each consist, except for the Whitehorse Power Plant train which, due to the grade, would get a double head instead of the extra hopper. WPY was satisfied with this arrangement and rostering was contacted to put in the changes. The trains entered service as WPY 0323, 0423, 0623, 0723, 0923, 1023 and 1223.

The next overhauls weren't due until 1992. This gave Engineering time to address a serious and costly congestion problem near Vancouver Station. Vancouver Junction was at the center of trains accessing Vancouver Station, Vancouver Freight Terminal, Abbotsford Station and Abbotford Depot 10. The signals at Vancouver Junction were restricted as well as being PBS'd.
An obvious solution would be to relocate the depot, but this was deemed impossible due to a lack of space which could only be addressed by considerable and expensive property acquisition. 6 trains serviced Vancouver Station, 6 serviced Vancouver Freight Terminal, one serviced Abbotsford Sawmill and one serviced Abbotsford Station as well as most of these trains, plus the two Abbotsford Forest trains and the four Prince Rupert Forest Trains, relying upon Abbotsford Depot. The Pacific Metro had its own depot at Vancouver Station.

Vancouver Station had four platforms for six trains. Platform 4 was dedicated to the 1595 Pacific Metro. Platform 1 was dedicated to the 14909 and 15010 Mail/Valuables trains. That left Platforms 2 and 3 to service trains 0210, 1309 and 1409. Signals were pre-signaled and restricted but they were not PBS'd.

Train 1595 used Vancouver Junction to access Abbottsford Station.

Trains 5105, 8592 and 15308 used Vancouver Freight Terminal, passing Abottsford Depot. 8592 also serviced Abbotsford Sawmill.

Trains 5309, 5409, 5501 and 5601 used Vancouver Junction to access Abbottsford Depot.

Although trains 8304 and 8504 used Abbottsford Depot, they did not pass through Vancouver Junction.

Engineering submitted the following recommendations:
1. PBS the Vancouver Station signals.
2. Add a second inbound track to Vancouver Station.
3. Add a second inbound track via Vancouver Division * South.
4. Monitor traffic for a period of at least one year.

Management approved the plan and put it into action. The work was completed by July, 1989.
Vancouver Junction was monitored until January 1991 with no problems observed.
The next train renewals were not due until 1992.
The following year, 1991, would be used to monitor the system and rebuild working capital.

INTERMISSION

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Excellent screens Wally Nice to see what you're doing with the set. Looks like the NF210's are running the wrong way however they should be running hood forward, not cab forward

DanMacK wrote:Excellent screens Wally Nice to see what you're doing with the set. Looks like the NF210's are running the wrong way however they should be running hood forward, not cab forward

Thanks Dan. The engineers asked us to reverse the engines so that they could have a better view of the track ahead. Apparently Jasper Coal Mines are located in a swampy area with lots of moose who think challenging an oncoming train is a great way to impress the cows. Sometimes they won and not only would we lose an engine and a valuable load of coal but we would have to pay a headhunter to find us another engineer to replace the dead one.

Please return to your seats!

The commissary is closed and we are about to continue with our presentation.
In consideration of the other viewers and the guy in the projector room, please observe the NO_SMOKING sign and please REFRAIN_FROM _POSTING_NEW_MESSAGES until the next intermission.

Thank you,

The management

/lights dimming - curtain opening

Chapter 7 - Monitoring

All but one of the following issues were observed and resolved immediately.

CPR * goods * 15308 needed Vancouver Division * North added to orders
CNR * goods * 10408 needed Edmonton Division * South added to orders
CPR * goods * 11092 needed track added to Edmonton Oil Refinery Junction
CPR * goods * 8592 needed track added to Vancouver Junction
CNR * Mail/Val * 14909 could not access either of two Calgary platforms that allow valuables - Calgary may need an extra platform
VIA * WPG - VAN * 1309 needed signal added to Kamloops/Banff Division * North block

The accumulation of increased working capital had to be delayed as the following purchase orders were submitted to Purchasing.

CPR * steel * 9292 MLW C630M 70/393/3000/351348/95 2/6000/$702696
- wanted GMD/EMD SD60 70/525/3800/469738/89% 2/7600/939476
- DENIED too expensive
- MLW C630M still very reliable
- RENEWED as 9215
- Replace two gondolas with two coil cars CPR * coal * 0592 MLW C630M 70/393/3000/353088/95 2/6000/$706176
- wanted EMD SD60 70/525/3800/472064/89% 2/7600/944128
- APPROVED as 0515
- Replace 3 bay hoppers with larger faster unit train hoppers CPR * coal * 0892 MLW C630M 70/393/3000/353088/95 2/6000/$706176
- wanted GMD/EMD SD60 70/525/3800/476748/89% 2/7600/953498
- APPROVED as 0816
- Replace 3 bay hoppers with larger faster unit train hoppers

CPR * goods * 11092 GMD SD40-2 75/377/3000/412452/96 2/6000/824904
- wanted GMD/EMD SD60 70/525/3800/476748/89% 2/7600/953498
- DENIED too expensive
- GMD GP38-2 80/260/2000/240906/99 3/6000/722718 faster cheaper
- APPROVED as 11016
- Replace early tank cars with larger faster modern tank cars and 1 box car with container car

CPR * coal * 11493 MLW C630M 70/393/3000/359244/95 2/6000/$718488
- wanted GMD/EMD SD60 70/525/3800/480292/89% 2/7600/960586
- APPROVED as 01416
- Replace 3 bay hoppers with larger faster unit train hoppers

CPR * coal * 1193 MLW C630M 70/393/3000/361914/95 3/9000/$1085742
- wanted GMD/EMD SD60 70/525/3800/483864/89% 3/11400/1451594
- DENIED too expensive
- GMD SD40-2 75/377/3000/424856/96 3/9000/1274570
- APPROVED as 1116
- Replace 3 bay hoppers with larger faster unit train hoppers CPR * goods * 8592 GMD SD40-2 75/377/3000/426958/96 2/6000/853916
- wanted GMD/EMD SD60 70/525/3800/486258/89 2/7600/972518
- DENIED too expensive
- GMD SD40-2 still very reliable
- RENEWED as 8516
- Single head plus reduced consist due to short distances. CPR * coal * 11393 MLW C630M 70/393/3000/364604/95 2/6000/$729208
- wanted GMD/EMD SD60 70/525/3800/487460/89% 2/7600/974922
- APPROVED as 01316
- Replace 3 bay hoppers with larger faster unit train hoppers

TH&B * farm * 7293 GMD GP9 75/278/1750/217970/75
- wanted GMD/EMD SD60 70/525/3800/487460/89
- DENIED too expensive
- MLW RS18 75/336/1800/182302/96
- APPROVED as 7226
- Contract given to CNR - TH&B was not competitive TH&B * farm * 7393 GMD GP9 75/278/1750/220132/75
- wanted GMD/EMD SD60 70/525/3800/492298/89
- DENIED too expensive
- MLW RS18 75/336/1800/184110/96
- APPROVED as 7327
- Contract given to CNR - TH&B was not competitive

CNR * food * 7993 MLW C424 70/295/2400/272164/92 2/4800/544328
- wanted GMD/EMD SD60 70/525/3800/492298/89 2/7600/984596
- DENIED too expensive
- GMD GP38-2 80/260/2000/248150/99 2/4000/496300
- APPROVED as 7917 ONR * iron * 8794 GMD SD40-2 75/377/3000/438712/96
- wanted GMD/EMD SD60 70/525/3800/499646/89
- DENIED too expensive
- GMD GP38-2 80/260/2000/251854/99
- APPROVED as 8717 ONR * iron * 8894 GMD SD40-2 75/377/3000/444162/96
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- GMD GP38-2 80/260/2000/254982/99
- APPROVED as 8818

ONR * iron * 8994 GMD SD40-2 75/377/3000/444162/96
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- GMD GP38-2 80/260/2000/254982/99
- APPROVED as 8918

ONR * iron * 9094 GMD SD40-2 75/377/3000/444162/96
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- GMD GP38-2 80/260/2000/254982/99
- APPROVED as 9018

TH&B * oil * 10895 GMD GP9 75/278/1750/228438/75
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- MLW RS18 75/336/1800/191056/96
- APPROVED as 10828
- Contract given to CPR - TH&B was not competitive
- 9 old style tank cars replaced with 5 modern tank cars TH&B * oil * 10595 GMD GP9 75/278/1750/228438/75
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- MLW RS18 75/336/1800/191056/96
- APPROVED as 10528
- Contract given to CPR - TH&B was not competitive
- 9 old style tank cars replaced with 5 modern tank cars

TH&B * oil * 10695 GMD GP9 75/278/1750/228438/75
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- MLW RS18 75/336/1800/191056/96
- APPROVED as 10628
- Contract given to CPR - TH&B was not competitive
- 9 old style tank cars replaced with 5 modern tank cars

TH&B * oil * 10995 GMD GP9 75/278/1750/228438/75
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- MLW RS18 75/336/1800/191056/96
- APPROVED as 10928
- Contract given to CPR - TH&B was not competitive
- 9 old style tank cars replaced with 5 modern tank cars

TH&B * oil * 11295 GMD GP9 75/278/1750/228438/75
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- MLW RS18 75/336/1800/191056/96
- APPROVED as 11229
- Contract given to CPR - TH&B was not competitive
- 9 old style tank cars replaced with 5 modern tank cars

TH&B * oil * 10795 GMD GP9 75/278/1750/228438/75
- wanted GMD/EMD SD60 70/525/3800/505850/89
- DENIED too expensive
- MLW RS18 75/336/1800/191056/96
- APPROVED as 10729
- Contract given to CPR - TH&B was not competitive
- 9 old style tank cars replaced with 5 modern tank cars

CNR * Mail/Val * 14909 could not access either of two Calgary platforms that allow valuables - Calgary Postal Facility was constructed across from Calgary Depot 11 and CNR trains 14809 and 14909 had their orders changed. This brought us to the beginning of 1995.

INTERMISSION

[subliminal messages]I am hungry and thirsty I am hungry and thirsty I am hungry and thirsty[/subliminal messages]

Why not visit our commissary conveniently located in your refrigerator?

Our feature will continue shortly.

Please return to your seats!

The commissary is closed and we are about to continue with our presentation.
In consideration of the other viewers and the guy in the projector room, please observe the NO_SMOKING sign and please REFRAIN_FROM _POSTING_NEW_MESSAGES until the next intermission.

Thank you,

The management

/lights dimming - curtain opening

Chapter 8 - Financial Considerations

With no major renewal work anticipated before 2001, it was decided that the time was right to monitor finances more closely with a view to restoring and increasing working capital. The current report as of February 2,1995 is published below.
The 11 months from February 2,1995 to January 1,1996 saw a drop in profits. Expenses included an engine replacement for the Pacific Metro 1514 as well as new streetcars for some of the cities. The later part of the year also saw a major bottleneck reappear at Kamloops, which is shown in the background of the January 1,1996 financial report published below. This situation would be addressed immediately as it severely impacted train revenues.

The new Kamloops Station was completed by September 1996. The photo below shows the new twin platforms, now covered in consideration of the long winters prevalent in the area. One can also see the new station building now housing regional offices to provide local employment as promised to the local authorities as compensation for the disruptions. VIA 0210 makes the first arrival at the new station as CPR 5601 returns to Prince Rupert for another load of wood for the paper mill and CPR 5716 leaves with a load of paper for Calgary Printing.
The January 1,1997 financial report is published below. It shows the construction costs for Kamloops Station as well as the contributions made to the local authorities for their capable assistance in securing the necessary building permits. Train revenues were down as expected due to the construction disruptions at Kamloops. It is expected that the 1998 report will reflect better financial performance.