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ghYHZ

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  1. The new passenger & vehicles ferries have arrived and will enter service next spring between Saint-Pierre & Miquelon and Fortune, Newfoundland. http://www.cbc.ca/news/canada/newfoundland-labrador/new-ferries-arrive-st-pierre-miquelon-1.4425096 https://goo.gl/maps/NwbF32FKzUG2
  2. Air Canada

    Did Air Canada's enRoute Magazine let the cat out of the bag before it's announced? Check out the route map on pages 182-183 http://enroute.aircanada.com/en/magazine/the-food-issue-canada-s-best-new-restaurants Besides the usual route between Halifax and Heathrow......there's a new line drawn in between Halifax and Frankfurt. Could this be a new '737 MAX service coming on line next summer? It's a popular route already with Condor doing Frankfurt and Munich to Halifax on a '767.....4 times a week in summer and fall.
  3. VIA Rail Canada

    Here's NCL's 'Norwegian Jade' towering above the Ocean at Halifax on Oct 18/17
  4. Air Canada

    Air Canada will be deploying the 737MAX8 on the YYT-LHR route beginning next May. Previously it was operated with an A319
  5. RDC in Windsor

    The RDCs are in St. Albans now (on New England Central).....so did they stay on CP to Whitehall NY then into Vermont......or were they interchanged to CN/NEC for delivery to St. Albans? https://www.sevendaysvt.com/vermont/david-blittersdorf-bets-on-vermont-commuter-rail/Content?oid=7098903&utm_content=bufferce15b&utm_medium=social&utm_source=facebook.com&utm_campaign=buffer Interesting....in the story above.....Blittersdorf, who beat out VIA in the bid to acquire the cars.....says.....he has a “failsafe option — to sell his Budd cars back to VIA Rail Canada if he doesn't succeed — but he doesn't think that will be necessary, he said”
  6. RDC in Windsor

    What would the routing to Vermont be? South on CP (D&H) to Whitehall then to Rutland and interchange to the Vermont Railway? Or interchange to CN in Montreal then to New England Central?
  7. VIA Rail Canada

    By the early ‘70s the only ‘conventional equipped’ trains left on CP were the ‘Canadian’, the ‘Atlantic Limited’ between Montreal and Saint John NB (across the State of Maine, USA) and some Montreal area commuter trains. Everything else was a self-propelled RDC ‘Dayliner’ But you could still travel coast to coast on a CP ticket: E&N Dayliner on Vancouver Island CP Ferry to Vancouver CP Canadian to Montreal CP Atlantic Limited to Saint John CP Ferry to Digby Dominion Atlantic Dayliner to Halifax CN had a much more extensive network across the country and could get you even farther east: CN Montreal to North Sydney CN Ferry to Port-aux-Basques, Newfoundland CN ‘Caribou’ to St. John’s....the last full-service Narrow-Gauge passenger train in North America with coaches, diner, lounge and sleepers. The Caribou was discontinued in 1969 but CN still operated the ‘Roadcruiser’ bus service in Nfld until 1996. There was even a CN passenger train from Moncton NB that was loaded aboard a ferry to reach Charlottetown, Prince Edward Island until 1969
  8. VIA Rail Canada

    >
  9. VIA Rail Canada

    The end of the ‘Pool Trains’ and CP’s ‘Last Hurrah’ between Toronto & Montreal and Toronto & Ottawa From the mid 1930s until it ended on October 31, 1965.....Passenger train schedules and equipment had been ‘Pooled’ between Toronto & Montreal, Toronto & Ottawa and Montreal & Quebec City and jointly operated by CN and CP. Tickets were interchangeable and honoured by either railway on the ‘Pool Trains” (Note Montreal – Ottawa trains had not been part of the pool agreement) Now the railways were free to pursue their own objectives. By the mid '60s......CN wanted to pursue passenger trains to their full potential. CP didn't and would gradually exit the intercity market. The very pro-passenger CN launched their new 'Rapido' on October 31, 1965 : 4 hr/59 min for the 335 miles between Toronto and Montreal. CP took on this competition with their new Stainless Steel and Dome equipped......'The Royal York' w/b to Toronto and 'Le Chateau Champlain' e/b to Montreal….named for the CP Hotels in the respective cities. Consists of the new CP trains included Budd Stainless Steel Coaches, Dining Car, Skyline Dome Coffee Shop and Park Car Dome Observation. There were also Parlour Cars converted from the Stainless Steel Coaches. The coach seats were removed and replaced with 40 Parlour Chairs; Large loose chairs facing into the centre of the car rather than the fixed swivel type. The trains ran on CP’s Belleville and Winchester Subdivisions via Trenton and Smiths Falls…..taking 5 hrs/45 min for the 340 miles. But the faster CN Rapidos and lower fares were just too much……so after less than 3 months the new Royal York and Chateau Champlain were discontinued ……ending all CP passenger service between Toronto and Montreal. At that time CN did not operate any passenger trains between Toronto and Ottawa. This was exclusive CP territory and with the end of the pool agreement....the CP service was drastically reduced to a single RDC ‘Dayliner’ run each way between Toronto and Ottawa (via Peterborough) and an RDC from Ottawa connecting with the Royal York/Chateau Champlain at Smiths Falls. Particularly missed were the CP overnight trains between Toronto and Ottawa. So now with the Royal York and Chateau Champlain gone…..CP also ended all passenger services between Ottawa and Toronto. With the Board of Transport Commissioners approval....CN now had to somehow hammer together an Ottawa to Toronto route. They had an old freight only former Canadian Northern Railway route between Ottawa – Smiths Falls – Napanee and the new CN daytime trains started using the Ottawa – Smiths Falls segment of this route in mid January 1966. At Smiths Falls....CP granted running-rights to CN so they could continue on down to Brockville to connect with their Montreal - Toronto corridor trains. This is essentially the same route VIA’s Ottawa – Toronto trains still use today. CN’s new Ottawa – Toronto overnight train started in mid February 1966 but it didn’t run via Brockville. Upon reaching Smiths Falls ….it stayed on the old Canadian Northern route to a junction with the Kingston Sub at Napanee... then continued onto Toronto. CN and CP also went their separate ways between Montreal and Quebec City. CP basically maintained their previous schedules on the route via Trois-Rivieres....but CN now had their recently launched (1964) 'Champlain' (using the ex Reading Railroad Crusader equipment) on a fast 3hr/10min schedule via Drummondville. Until 1964, CN had not operated any through trains between Montreal and Quebec City on the route via Drumondville and Sainte-Foy which is the VIA route today. Until then, passengers changed at Levis and took the ferry across to Quebec City. So beginning in October 1965 and up until the launch of VIA....you had: CN: Toronto - Montreal CN: Toronto - Ottawa CN: Montreal - Ottawa CP: Montreal - Ottawa via Rigaud CP: Montreal - Ottawa via Montebello CN: Montreal - Quebec City via Drummondville CP: Montreal - Quebec City via Trois Rivieres On corridor routes west of Toronto that had never been Pooled....you had: CN: Toronto-London-Windsor CN: Toronto-London-Sarnia (Chicago) (above trains via either Brantford or Guelph) CP: Toronto-London-Windsor CN: Toronto-Hamilton-Niagara Falls CP: Toronto-Hamilton (Buffalo) (above on CN through Oakville)
  10. Air Canada

    Air Canada is making some changes for winter 2017-18 to the YYT (St. John’s Newfoundland) – London Heathrow route that currently see a daily transatlantic A319. http://www.routesonline.com/news/38/airlineroute/273442/air-canada-w17-london-service-changes-from-atlantic-canada/ Service usually reduces to 3 weekly in the off-season but for winter 2017-18 it’s going twice weekly with the 767-300 that normally operates non-stop between YHZ (Halifax) and Heathrow ….now stopping in YYT on two days. (It will continue to operate non-stop YHZ-LHR the other days) This is the way the route operated until 2006 when Air Canada introduced the transatlantic A319 and now returns a scheduled widebody to YYT for the first time in about a dozen years So I wonder what the plans are beyond winter 2017-18? Will the A319 be back daily next summer?....or will it go '737 MAX? And what about the ‘767 YHZ-LHR service? I suppose it could also go '737 MAX but I'm guessing it will eventually be a '787 as they do need the Cargo capacity a MAX cannot provide. >>> In summer, besides the daily A319 across the pond…..St. John’s has a daily Westjet 737-700 to Gatwick and also a 737-700 to Dublin. Not bad for a city of 200,000 !!
  11. VIA Rail Canada

    But probably only one-way: Moosonee-Cochrane-North Bay-TMC!
  12. VIA Rail Canada

    I've always found this portion of the route was where we would make up the time. Once the train is beyond Ashcroft....it's in directional running territory: all westbounds (VIA CN & CP) are on CN and all eastbounds are on CP so there's little opposing traffic.
  13. Westjet

    I see that Westjet will be back again this summer with those short hops across the pond on the Transatlantic ‘737s. With a strong tailwind....the St. John’s-Dublin flight can do it in just under 4 hrs. YYT-DUB YYT-LGW YHZ-GLA (Halifax will also Has a ‘737 flight to Dublin and Paris on ASL French Airlines)
  14. Rocky Mountaineer Railtours.

    Doesn't the southbound Rocky Mountaineer to Seattle already pre-clear US Immigration in Vancouver the same as Amtrak's Cascades? Or is Immigration for Rocky done in Blaine WA? The only thing I note that's changing for the Cascades ......is the US Customs will now also be done in Vancouver instead of Blaine WA so I imagine this is the same for the Rocky Mountaineer.. For the Rocky Mountaineer to be 'pre-cleared' to enter Canada.....Canada would have to establish a CBSA facility in Seattle. Wouldn't it just clear CBSA in Vancouver the same as Amtrak's Cascades? There is no need for pre-clearance on the Rocky Mountaineer between Vancouver and Banff-Jasper or Quesnel as these are puerly domestic trains.
  15. VIA Rail Canada

    Please elaborate.......where are they going?
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