C.N.Rys. in Ontario—Newspaper and magazine clippings

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First train over new line. For the first month, east.bound traffic only was handled-westbound only the following month to compact the roadbed prior to full-scale operation.

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Victoria bridge span over the lower entrance to the St. Lambert lock will be replaced by elaborate lift spans and traffic diversion bridge.

Progress is defined as movement forward. In the case, however, of the Canadian National and the "progress" of the St. Lawrence Seaway and power projects, lateral movement was involved, i.e., the relocation of some 40 miles of main-line double track. Here's how it all came about.

Hand in hand with the multi-million-dollar Seaway project, the Hydro-Electric Power Commission of Ontario is putting the finishing touches on a $600-million power project in the International Rapids region of the St. Lawrence river west of Montréal. Without this power project there would be no Seaway, since the dam construction involved creates the pool which makes the Seaway feasible. This same pool-formed by the dams and confined by an extensive arrangement of dikes-will, next summer, inundate whole townsites. highways and farms, and the aforementioned 40 miles of track. That is, it would, except for the fact that everything movable in the area—the railroad included—has been moved inland. Within 24 hours after the dam's sluice gates are opened. 10,000 acres of formerly dry land will be flooded.

Relocation of the railroad trackage—a part of the CNR's Cornwall subdivision—was begun early in the Seaway project so as to clear the area for dike construction and other work. New stations, grade crossings, signaling, bridges and other facilities were all part of the move, the expense of which was assumed by the Hydro Commission.

The newly constructed main line, 0.6 miles longer than the old, is representative of the CNR's recently adopted standard for main-line construction. Rail is of 132-lb section, with passing and spur trackage of 100 lb. About 18,300 tons of 132-lb and 1,000 tons of 100-lb rail went into the line. The rail is laid on creosoted hardwood lies. Maximum grade is 0.5 per cent and maximum curvature is 1 deg. Grading of the new roadway presented no unusual problems to the contractors.

The ballast section, 24 in. in depth overall under the ties, represents the road's answer to frost heaving and the formation of the undesirable "W" section of compacted subgrade. A 6-in. layer of gravel was placed directly atop the subgrade and was, in turn, covered by an 8-in. layer of crushed stone. The track was given three raises—two by the contractor and the third by CNR forces after freight traffic had conditioned the track to the desired extent. The total ballast was some 411,000 cu. yd.

Three 60-ft steel girder spans were constructed in conjunction with the new line and necessary steel water tanks were relocated by CNR forces.

The new line. as shown on the accompanying map. Extends from a point east of Cornwall to a connection north of Cardinal—39.5 miles. It incorporates two 100-car sidings—one for each direction—at Morrisburg. Block signal installation and all pole, wire line, interlocking and grade crossing protection work was done by CNR forces. At Cornwall, an automatic approach control interlocking has been installed where the new line crosses a CPR single-track branch line.

Most of the signal construction work was done during the winter. Before the ground froze, signal forces dug trenches for their underground wire and cable. Three-inch diameter fiber duct was installed under the tracks. Relay cases were wired completely in baggage cars fitted to serve as shop and storage cars. Plug-in relays were used exclusively in the cases which, after they were completely assembled, were placed on precast concrete foundations.

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Cornwall station is the largest of the five buildings; constructed along the relocated line. It is located on a 200-ft. by 2,000-ft. site which provides ample parking facilities and driveways.

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Water tank Cornwall was moved to new site by CNR forces and reconstructed adjacent to new station.

Signaling on the new line is for high-speed passenger and freight service and incorporates 8,000-ft blocks. Eight highway crossing protection installations were made. The signals were arranged having in mind the track circuits required for crossing protection so as to minimize the total number of circuits. This arrangement reduced the initial cost and makes signal maintenance easier.

A new pole line was erected with four crossarms-the top three for communication circuits and the lower one for signal circuits and signal power. The power line is a 220-volt a-c circuit commercially fed at seven locations along the line. Searchlight-type signals are used throughout for both block signals and the train order signals at Cornwall, lngleside. Iroquois and Harrisburg.

Look-alike stations

Five new station buildings were constructed on the relocated line. These were built under contract and to the design and specifications of the CNR as prepared by the road's chief architect. A new station at Wales replaces the old stations at Wales and Farran's Point. Long Sault station replaces those at Mille Roches and Moulinette. Two other small stations have been built at Iroquois and Morrisburg and a larger structure has been constructed at Cornwall.

The stations at Wales, Long Sault, Iroquois and Morrisburg are identical except that the latter two have somewhat more express area than the others. All are ranch style in appearance and have flat roofs with wide canopies on four sides. All are constructed on flat slab foundations. continuous except for depressed areas to accommodate the heating plants. Exteriors of the stations are of decorative brick and extensive use has been made of glass from floor to ceiling-in the 20-ft by 26-ft waiting rooms. Windows are all framed in aluminum.

Wide, double-entry doors lead into waiting rooms which in·corporate open ticket counters, parcel lockers and telephone booths. Express areas in the buildings are fully equipped with modern equipment designed to accommodate a continually growing volume of business.

The Wales and Long Sault stations are 72 ft long and 22 ft wide and incorporate 20-ft by 27-ft express and baggage rooms with overhead doors. All stations have toilet facilities adjoining the waiting rooms and incorporate appropriate driveways and parking space.

The new station al Cornwall. 170 ft by 40 ft, is considerably larger than the others. It is situated on a 200-ft by 2,000-ft site which provides ample parking. The entrance drive to the station is divided by an island to separate inbound and outbound vehicle traffic.

The exterior of the Cornwall station is of glass, stone and decorative brick with exceptionally wide canopies extending slightly below roof level on four sides. The only excavation required for the' building was to provide a 30-ft by 40-ft basement level for storage and healing plant. The waiting room encompasses 880 sq ft with two exterior walls practically all glass. The wide-pane windows are separated by aluminum trim.

In addition to the wailing room, the station has a 332-sq ft ticket office, a 15-ft by 38-ft express office, a 2,000-sq ft express and baggage room and a 15-ft by 15-ft roadmaster's office. The platform alongside the tracks extends for 1,600 ft.

On May 2 of this year, eastward freight operation was begun on the new line to compact the subgrade. The following month westward freights were operated. Full scale operation was begun on July 21.

Victoria Bridge: Ups and downs

At Montréal the first of two proposed Seaway locks is under construction right now. Directly above this lock, however, extends Victoria bridge which carries over one hundred trains and thousands of motor vehicles over the St. Lawrence river each day. And Victoria bridge is too low to permit passage of an ocean-going vessel through the lock beneath it.

The obvious solution is installation of a lift span in the bridge over the lock. But traffic can't be stopped for a bridge raising every time a ship passes through the locks. Well then, two lift spans—the second in a separate connecting bridge off to one side at the other end of the lock. Sure, that'll work fine, someone will explain, When the upper lock gate opens to let a ship in, bridge traffic will be diverted over the second bridge. Then, when the ship is about to leave the lock and the lower gates open, the second lift span will raise and traffic will be routed back over the first bridge.

So, there you have it—Victoria bridge going up and down in two parts while Seaway traffic flows through the lock.

But don't forget. there'll be two locks eventually, with more complications. At this point in a discussion, CNR officers are apt to sigh wearily and explain, "Well, we can always put up a second pair of lift spans over the second lock and then when lift-span No. 1 on bridge No, 2 is up and lift-span No. 2 on bridge No. 1 is up we can route railroad traffic over span No. 1 on bridge No. 1 and Span No. 2 on bridge No. 2 and then .. well, you figure it out."