A Tour of the CPR Heron Bay Sub in 1986, Part 2 of 2

Featuring the Photographs of Eric D. Gagnon

My brother went west by train in 1986. One important project of this trip was to drive the backroads and to document the vanishing wooden country grain elevators in Saskatchewan. In addition, on his way around Lake Superior, he photographed the Heron Bay and Nipigon subs in great detail for me. He spent at least five or six hours shooting out the tailend of The Canadian and recording the location particulars for each photo.

Continuing west, we have departed from Marathon - 'Peninsula' on this 1915 map of telegraph stations. We will be travelling through the most rugged section of the Heron Bay Subdivision - much of it built along the shore of the Lake Superior on solid rock.

The westbound Canadian has travelled down the long grade from White River, to near lake level at Marathon (Peninsula). 

As the following 1973 Haulage Capacity data shows, the ruling grade (underlined) Eastbound is considered to be beyond Middleton, and the ruling grade Westbound is considered to be beyond Marathon.

Variables used for the calculation of equivalent tonnage (the mass to be moved) and haulage capacity (the power available to move the mass) over a subdivision include:

• tare - the weight of the cars when empty
• contents - the weight of freight in the cars
• train resistance - curvature and grades - 20% is 'medium'.
• temperature - Very cold temperatures increase rolling resistance.
• for the direction of travel: the lowest grade coefficient on the subdivision, e.g. 1.70
• tonnage rating of the various units in the locomotive consist
• reducing the tonnage rating if locomotives have traction motors cut out.
• state of the rail - dry, wet, frosted, snow-covered - It affects locomotive traction: the power at the rail.

By using the data above, and performing a few calculations using a pencil and paper, yard office staff could balance the haulage capacity of the locomotives (power) with the equivalent tonnage of the train (mass) to ensure that any freight train could be pulled over the subdivision successfully, and without wasting power.

Most of the 'advertised' freights, working on schedules promoted to shippers, used an easier 'horsepower per ton' formula. With the flexibility provided by Centralized Traffic Control (CTC) there was no need to put these schedules in the actual employee timetable.

Looking at the posted train line-up at the Schreiber yard office, Rolly would sometimes view the locomotive numbers and the tonnage listed for a particular train and dismissively state "That's a drag". Most crew members would know when a low priority freight train's power was barely enough to pull the tonnage over the subdivision.

Heron Bay Subdivision from 'west' of Marathon to Red Sucker Tunnel

Near mile 69, Heron Bay Sub

With the morning sun still low on the horizon, The Canadian in 1986 edges along its 100 year old ledge - blasted into the cliffs along Lake Superior.

Near mile 71, Heron Bay Sub.

Rock slide fence 'protects' the track when these wires are broken by rock tumbling down from the cut above. Signals protecting the susceptible zone of track are reset from 'proceed' to an indication warning that the train must be prepared to stop short of an obstruction on the track. In the past, rock watchmen were employed to walk these remote sections of the track on a regular basis, particularly before passenger trains were due.

Red Sucker Tunnel mile 71.6

Heron Bay Subdivision from Mink Tunnel to Neys

Mink Tunnel, Mile 73 Heron Bay Sub

Mink Tunnel in the spring of 1885; from: Van Horne's Road; Omer Lavallee; 1981; Railfare Books

The rock structure containing Mink Tunnel was left as a buttress to the rock formation along which the line had been blasted. This view toward the head of Mink Harbour (and Mink Creek) shows the original type of wooden trestle used to bridge across low areas of new construction. These gaps would eventually be filled by dumping rock from loaded cars positioned on the trestle itself. The idea with Canadian wilderness railways was generally to build a functioning through line first .. then worry about 'improvements' such as 'filling' trestles when more money was available. Trestles might last for a couple of decades before they would need replacement - so they provided a good stop-gap for railway builders during Canada's railway boom.

Mink Tunnel postcard, late 1940s

This gharishly colourized old postcard (I toned it down) shows the results of 60 years of improvements to the line. The trestle has been filled and Mink Creek is no longer naturally emptying into Lake Superior.

Notice the wooden 'telltale' to the left of the track and just outside the tunnel - a statutory warning of an approaching restricted clearance to any crew members working on the car roof walkways. A fringe of knotted ropes dangling from the hangman's assembly was designed to strike and warn the rooftop crew member on a moving train so they could flatten themselves on the roof before the obstruction was reached. Particularly in dense fog or at night these devices had the potential to save lives.

In our picture above, the railway management and train crew have detrained and are watching to see if the photographer will break his neck .. the former are standing at the Mink Tunnel sign. Meanwhile, the lake breezes are blowing back the steam from the popped safety valves on the locomotive as it stands with a hot fire.

Before portable radios became common in the 1970s, switching 'commands' had to be relayed by hand or lantern signal to the engine crew. In a screen cap from the safety training film 'Why Risk Your Life?' on YouTube, a Great Northern crew in the 1940s shows how roof walks were often used during switching operations.

East switch Coldwell, with Echo Lake at the left.

Looking at the switch points, you can see that the dispatcher in Schreiber is putting my brother's train into the siding at Coldwell. For a number of reasons this is my favourite station on the line.

Coldwell siding and back track, mile 74.7

Eastbound freight at Coldwell: Locomotives 6013 5001 4743 at 0715hr.

Running its way down the steep hill from Neys, this freight is twisting and turning its way through Coldwell and its descent will continue until it almost reaches lake level near Mink Tunnel. It is a lot easier to stop and start The Canadian than this guy. The engineer's wave indicates no problems spotted with our train.

Heron Bay Sub, Neys to Ripple

Obsolete railway station names are not published in the employee timetable ... but they are sometimes used because of tradition (e.g. use by older employees) or because they identify an important point on the railway. While 'Ripple' has no remarkable features, 'Neys' represents the crest of a significant grade in both directions.

Bridge over the Little Pic River, mile 81

Ever since railway operations began, the Heron Bay Subdivision has been cursed by this bridge located on a 30 mph curve ... and for eastbounds ... an immediate trip up the ruling grade for the subdivision. My brother is starting to fight the morning sun shining directly into his lens. But I have included this photo to show how abruptly the grade starts. Trains can't take a decent run at the ruling grade.

This was once the location for 'great heroics' by some spareboard headend trainmen (the most junior crew members imaginable). A defective diesel unit on an eastbound might shut itself down - thus reducing the haulage capacity of the locomotive consist - we studied 'power' at the beginning of the post. To help deal with this, the engineer would curse, pray ... and then show the lowly trainman how to take the trailing locomotive off 'isolate', how to restart it, etc. What else would he do with his time? Once brought back to life, the revived unit might only work for part of the way up the hill, but that might be all the help the engineer needed to avoid a stall or doubling his train.

Every time I was asked to do this on an eastbound, it was always necessary to travel along the icy locomotive running boards and over the inadequate lurching steps between the locomotives while travelling over this bridge. As always, the final instructions were "Be careful and hold on!".

Little Pic River Bridge mile 81, Heron Bay Sub.

1985 timetable for the Heron Bay Subdivision

Heron Bay Subdivision, Ripple to Steel

East switch at Steel

Bridge at mile 94.8 Heron Bay Sub over the Steel River

Heron Bay Sub from Steel River to Moberley Bay

East switch Jackfish

Jackfish siding, and back track containing boarding cars. "New Yards"

Jack Fish was a major CPR depot for bituminous coal for locomotives. The coal was brought to the Jackfish harbour from Pennsylvania by lake freighter. The coaling dock to unload ships near mile 99.9 was in service from 1895 until 1948.

This open area above (today's Jackfish at mile 98.2) was known as the New Yards where coal was stored in cars or stockpiled for the winter. This yard was expanded during both World Wars and could hold 600,000 tons at its peak capacity. (information from: A History of Jackfish; Jeanne Marcella; 1989; Terrace Bay Public Library)

Jackfish as seen from Tunnel Bay, looking toward Lake Superior, c1890. The coal dock has not yet been built.
from Van Horne's Road; Omer Lavallee; 1981; Railfare Books

Jackfish Tunnel mile 101.8

Jackfish Tunnel c1950, postcard.

Like the previous Mink Tunnel postcard, the train is stopped, and the photographer has scaled the rocks. This time the telltale is made of steel, probably with a dangling fringe of durable aluminum rods.

The Last Spike Monument at mile 102.7 in 1935 and the crew which built it.
from: A History of Jackfish; Jeanne Marcella; 1989; Terrace Bay Public Library

The cairn reads - all upper case: 

Driving the Last Spike 

between 

Montreal & Winnipeg 

May 16th 1885 

was re-enacted here 

by veterans and some 

original participants 

May 16th 1935.

Lavallee goes into greater detail if you are interested.

Mile 103.7 Heron Bay Sub

As we follow along, the headend of the Canadian is starting its way around Moberley Bay. At Moberley Bay in the late 1970s - even on the coldest winter day - the cab became full of the choking sulphurous stench from the waste being poured into the Lake Superior from the Terrace Bay plant. 

The bay provided an attractive view of long freight trains during the era of vans (cabooses) as the headend and tailend crews could usually see each other across the bay ... moving in opposite directions. I remember an engineer of the PAT train walking across the cab to admire his train early on a beautiful sunny morning. The salutation "OK around the bay, Extra xxxx west!" was usually made at this point by the headend. 

Heron Bay Sub, Moberley Bay to Terrace Bay.

Terrace Bay station and yard.

The sun is causing my brother grief, but you can see the raised TERRACE BAY lettering on the lower level of the station building.

Black River bridge mile 110.5

The Terrace Bay station is still in sight beyond the extra-tall absolute signal.

East switch Schreiber. Home again.

In 1939, King George VI and Queen Elizabeth (later the 'Queen Mother') crossed Canada by rail and also visited the US and Newfoundland to rally support for the coming conflict in Europe. This ring-bound book contained standard CPR and CNR public relations photos and descriptions for souvenir presentation to key participants and also for press use.

While the Heron Bay subdivision sees intermodal, crude oil and grain traffic today, it has played many different roles in its past history.

For the record, the Royal Train was scheduled to be in Schreiber 1325-1335hr Tuesday, May 23 - just enough time for a crew change and a brake test. You can find photos showing that there were royal walkabouts at both White River and Schreiber.

A Tour of the CPR Heron Bay Sub in 1986, Part 1 of 2

Featuring the Photographs of Eric D. Gagnon

My brother went west by train in 1986. One important project of this trip was to drive the backroads and to document the vanishing wooden country grain elevators in Saskatchewan. In addition, on his way around Lake Superior, he photographed the Heron Bay and Nipigon subs in great detail for me. He spent at least five or six hours shooting out the tailend of The Canadian and recording the location particulars for each photo.

Now that I'm working with a blogging platform which can handle large images, I'm finally able to give these photos the attention they deserve.

The Heron Bay Subdivision was also referred to by Schreiber-based crews as the 'East End'.  

It encompasses the track between White River and Schreiber. 

Locations on the railway are identified by mileage from a given point, and sometimes by a designated station name. Officially if a place name is listed in the employee timetable, it is a 'station' . 

While early railway 'stations' generally had their own staffed station buildings, modern railway 'stations' usually identify important locations on the railway line. On the Heron Bay Sub station names are given to locations where trains may meet or pass each other.

At the time the following photos were taken, these were the stations on the Heron Bay Sub.

CPR employee timetable, Heron Bay Subdivision, 1985

Because the subdivision uses the Centralized Traffic Control system, most trains are guided over the subdivision on an ad hoc basis by electrically interlocked 'traffic lights'. The 'interlocking' design is intended to automatically display signals which will prevent collisions under all normal operating conditions. At the time the photos were taken, the CTC system was operated by the train dispatcher in Schreiber.

Map: Canadian Pacific Railway mainline White River to Schreiber 1915, showing telegraph stations

The map above comes from Atlas of Canada 1915, Department of the Interior, Government of Canada. The traditional black railway track symbol has been over-printed with a red line to represent the telegraph line - with the individual points of telegraph stations also shown. At this point the CPR had been connecting eastern Canada with western Canada through this railway line for only 30 years. 

This was the era of staffed railway station buildings - as telegraph stations were needed to provide written movement orders to train crews from the distant train dispatcher. Each telegraph operator also communicated the location of trains to the dispatcher - as each train passed the operator's station. 

Using a modern analogy, the telegraph operators were the 'radar' - locating the position of trains, as they passed, to the rail traffic controller [dispatcher]. When the dispatcher issued movement commands, the telegraph line and the telegraph operator worked like a radio to communicate the dispatcher's 'voice' through written train orders.

Considering the map above, there was very little other evidence of 'European-style civilization' in this wild country in the early 1900s. 

Canadian Pacific Railway, gradient profile, 1915

This diagram is from Altitudes in Canada; James White; 1915; Commission of Conservation, Government of Canada. During the Canadian railway building boom (roughly 1880-1914) railways were key producers and users of topographical data - in part, because railways generally avoided grades which exceeded 2.2 percent.

In fact, the ideal, most economical railway to operate would be perfectly level and straight.

Most of this topographical data was generated in the middle of the Canadian wilderness employing analogue survey instruments: measuring chains used with optical instruments such as transits and levels.

The profile above shows distance in miles from Montreal and altitude in feet above sea level.

The surface of Lake Superior fluctuates around 600 feet above sea level. The railway was built along its shore between Heron Bay and Jackfish.

Beginning Our Trip

White River, Ontario railway station, circa 1990

For both passenger and freight trains travelling west to Schreiber, a fresh engine crew would book on for work at White River.

This photo was taken a couple of years after The Canadian was cancelled on the CPR route along Lake Superior. The VIA rail diesel car serving remote locations between Sudbury and White River is shown at its western terminal.

I marked the mileages on the following 1977 topographical maps in a rough fashion so I could 'reverse engineer' the Heron Bay Sub and enter elevation/mileage into a Simmons-Boardman train dynamics program I purchased for use on the first generation of PCs in the early 1990s. I'm supplying the maps in a large format as we go, so you can see how the drainage pattern and other topography was used by 19th Century engineers to locate wilderness railways such as the CPR north of Superior.

Map: Heron Bay Sub mile 0 to mile 8

White River, Ontario, rail yard 1984

Because my brother travelled through White River in the pre-dawn darkness, the first photos in this section are from a 1984 trip we took. Here we are departing White River, looking back at the station platform at the left and the White River, itself, at the right. 

Around mile 5, Heron Bay Sub

The hill to the right was probably burned over in recent years.

Map: Heron Bay Sub mile 9 to mile 15

Bremner Mile 13.1

The first siding west of White River is Bremner at mile 13.1.

Map: Heron Bay Sub mile 22 to mile 29

Mobert mile 22.5

At mile 22.5 is Mobert, where we met an eastbound freight. The distinctive storefront of a closed Hudson's Bay Company store can be seen at the left margin.

Map: Heron Bay Sub mile 33 to mile 39

Struthers mile 33.5

A wave from the tailend of a freight at Struthers. Traditionally, when one railroader waves to another on a passing train, it is a signal that no defects were observed on the latter's train.

Cigar Lake around mile 38.

The Trans-Canada Highway can be seen at the left.

Map: Heron Bay Sub mile 43 to mile 51

Pringle mile 44.0 - the west switch

This is the last of the afternoon photos from 1984. The following photos were taken in the early morning in 1986 by Eric Gagnon.

Meet at Pringle mile 44.0

4709 and 4705 lead an eastbound by Number 1 at Pringle. While passenger train observers will suggest that 'freight has priority', reviewing the railway profile at the top of this post will make it clear that freights have a long drag uphill from Heron Bay to White River. With more horsepower per ton, and generally travelling downhill, it makes more sense to duck Number 1 into the passing track than to stop a freight.

Mile 48 Heron Bay Sub

Mile 50.5 Heron Bay Sub

 Here the speed limit for passenger trains was 75 mph, 65 on curves.

Map: Heron Bay Sub mile 52 to mile 61

Notice the feature named 'CPR Island' south of mile 57. Originally, coal for locomotives (and other railway uses) was landed at the island and a spur connected the port with the mainline

This bay is also the point at which Lake Superior can be seen from the railway for the first time on the westbound trip.

Bridge at mile 54.4 Heron Bay Sub, Big Pic River

Heron Bay siding mile 55.2 at Highway 627

A pair of SD40-2 locomotives are pulling on the Heron Bay passing track toward a medium clear signal. When I worked in the late 1970s, there were only three road crossings requiring a standard grade crossing whistle on the entire Heron Bay Sub - this was one of them.

Heron Bay Station, mile 55.2

The rail you see lying beside the track is part of the heavy track overhaul work which railways perform during the summer. Old continuous welded rail ('ribbon rail') is removed and new rail is threaded into its place and spiked down by trains of special equipment. Between the start and end of the season, things can look a little 'untidy'.

Because 1/4 mile sections of rail can be expected to expand and contract longitudinally, kinks (in hot weather) and breaking (in cold weather) are minimized by careful control of the temperature of the new rail as it is installed. Properly secured, very long sections of rail actually expand and contract in cross-section through the year's temperature extremes.

Vans of eastbound at Heron Bay

The open van door is for the inspection and 'OK' wave to the passing train. 

Another reason for stepping outside was to scrutinize the freight's own trail over the first siding switch - to check for fresh evidence of dragging equipment damage to the ties and switch. With no problems detected, the radio call 'OK at Heron Bay Extra 59xx East' would then be made to the headend and repeated back by them - a practice performed at each siding to ensure the whole crew was OK and alert.

West switch Heron Bay

Near mile 58 Heron Bay Sub

The sealed kegs or pails littering the right of way are there on purpose. They contain spikes and rail anchors which will be used to feed the machines performing the rail change-out operation.

The 'talker' hot box detector at mile 60.4, Heron Bay Sub.

The white light indicates the detector is operating. Soon it will broadcast a 'no alarm' message or it will indicate the train has dragging equipment or evidence of excess heat at a particular wheel location ... and at which axle number in the train the problem(s) is located. If there is an alarm here, and an inspection reveals a problem, a westbound freight would set off the defective car at Marathon.

Approaching Marathon at 0645hr, sectionmen are coming on duty as the sunrise floods the Park car with light.

Map: Heron Bay Sub mile 61 to mile 65

Marathon, Ontario, CPR station

This 'new' station was put into service in 1946 as the Marathon Paper Mills Company of Wisconsin began building a company town at the former railway station named Peninsula(r Harbour). In 1935, Peninsula had had a population of 28.

Marathon near mile 63.5. At the left: maintenance of way equipment. At the right: tracks leading to the pulp mill

Marathon at mile 64 Heron Bay Sub

In the foreground, a solitary pulp log has just missed its calling to become napkins or paper towels.

An excellent reference on Marathon's history is Pic, Pulp and People - A History of the Marathon District; Jean Boultbee, 1967; Revised: Jesse Embree, 1981; Township of Marathon,

Marathon, late 1950s

Above is a postcard created during the years when pulp logs were still driven down the (Big) Pic and Black Rivers. 

The Marathon Corporation's cutting rights to the north on the Pic, were granted in the early 1940s with the expectation that a pulp mill would be built locally. 

Older rights from 1937, held by the Ontario Paper Company (a subsidiary of the Chicago Tribune), were located on the Black River to the north-east. 

The Black flows into the Pic, shortly before the latter reaches Lake Superior. To keep their logs separate, the Tribune's company built a log flume to carry their logs from the Black River to Lake Superior. The Marathon logs were then able to flow directly to Lake Superior along the Pic, with the Marathon Company compensating the Tribune for the cost of the latter's flume.

I checked my 1977 maps and no trace of the flume's location can be found on them.

The simple efficiency of log drives was obvious to early industrialists: almost free transportation, and free mobile storage of the logs in booms until they were needed at a mill or were taken away by ship. 

The effects on fish spawning areas or First Nations' traditional ways of life weren't as obvious back then. 

The log drives ended around 1960 with sawmill waste starting to provide some of the Marathon mill's feedstock. Then the CPR started shipping wood chips in roofless 40 foot boxcars. Now large semi-trucks transport the chips where operations remain.

Shortly after the turn of this century, the most recent owners of the mill declared it bankrupt, leaving unpaid bills and a job for government to sequester the toxins around Jellicoe Cove.

'Marathon, Home of Marathon Corporation of Canada'

This Harry Oakman postcard shows Marathon during its heyday. The CPR station can be seen near the right margin. This postcard was mailed to Wabash, Indiana in 1966 from Nipigon.