i,----J;r--- ",­I . Canadian Rail ~ .

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CANADIAN Published r.10ntllly by The Canadian Railroad Historical As sociation P.O. Box 22, Station B Montreal,Quebec,Canada H3B 3J5

EDITOR: Fred F. Angus CO-EDITOR: M. Peter Murphy OFFICIAL CARTOGRAPHER: William A.

Germaniuk LAYOUT: Michel Paulet

FRONT COVER

GREAT NORTHERN 1450 northbound on Lake Washington Ship Canal bridge on north side approaching Ballard Station on ~Iay 26 1934.

James A. Turner.

OPPOSITE

Great Northern Railway Neg. 9798 V 2

Picture of a typical streamlined G.N. Parlour­observation car.Note: A G.N. feature: The North American Indian Emphasis in the wall pictures.

Two parlour cars, · Port of Vancouver and Port of Seattle that regularily served in the Vancouver-Seattle corridor, where in many ways similar.

~IL (SSN 0008 - 4875

CALGARY & SOOTH WESTERN DIVISION 60-6100 4th Ave. NE Calgary, Al berta T2A 5Z8

OTTAWA BYTOWN RAILWAY SOCIETY P.O. Box 141, Station A Ottawa, Ontario K1N 8V l

NEW BRUNSW IC K 0 I V I SIOt! P.O. Box 1162 Saint John, New Brunswick E2L 4G7

CROWSNEST AND KETTLE-VALLEY DIVISION P. O. Box 400 Cranbrook, British Columbia V1C 4H9

PACIFIC COAST DIVISION P.O. Box 1006, Station A, Vancouver Briti sh Co 1 umbi a V6C 2Pl

ROCKY MOUNTAIN DIVISION P .0. Box 6102, S ta ti on C, E dmo n ton Alberta T5B 2NO

WINDSOR-ESSEX DIVISION 300 Cabana Road East. Windsor Ontario N9G lA2

TORONTO & YORK DIVISION P.O. Box 5849, Terminal A. Toronto Ontario M5W lP3

NIAGARA DIVISI()I P.O. Box 593 St. Ca thari nes. Ontario L2R 6W8

ST. LAWRENCE VALLEY DIVISION P.O. Box 99 Stet Doroth~e, Quebec H7X 2T4

years rail • sel'VlCe

mthe corridor

By Norris Adams, Vancouver, B.C.

Amtrak's National timetable, effective April 26, 1981, head­lined their cover, "Amtrak's Tenth Anniversary" and also "The Dawn of a new decade". How true these statements were in the Pacific Northwest! Pacific International #794 was scheduled to arrive at Vancouver's Via Station, Main Street at 11:44 P.M. Sept. 30,1981. Regretably, for her last appearance here she was late, despite her crew's herculean efforts to recoup lost time. Apparently, Canadian Customs and Immigration spent extra time checking at the International border. She hustled back to U.S. rails, apparently to avoid extra charges from C.N. that could have been effective after the stroke of midnight. Soon after dawn came the dawn of a "little off track duckling" in the form of a Trailways bus that would make an almost non stop run between Via station and Amtrak King Street Station, Seattle. Hence, Amtrak trains to the East and the South could be fed, and similarily "the Canadian" to and from Eastern Canada points. Amtrak posted a notice in the Corridor stations, simply called, "A Change in Rail Passenger Service". It continued in a terse but final tone, "Due to budgetary limitation~ and statutory obligations, Amtrak is required to modify its nationwide system of Rail Passenger Service, September 30, 1981. Amtrak service will be removed from the following stations along the route of this train, Mount Vernon, Wa. Bellingham, Wa. Blaine Wa. New Westminster, B.C. Vancouver, B.C." So, by "the mere stroke (s) of a pen (s) it was "curtains" for 90 years of a multi-spendoured drama, including tracks, bridges, seascapes, tunnels, motive power, coaches, scenery, passenger and tourist appeal and just about everything a railfan with camera or tape recorder could desire. Two beautiful West Coast cities though 154 miles apart had become enduring and respected friends. Holiday week ends often proved this, when hundreds of eager lower mainland passengers flocked south for a little foreign adventure and buying spree. Always there was an atmosphere of welcome friendliness. Amtrak, offered a giveaway bumper sticker, "NEXT TIME TAKE THE TRAIN". But to-day it is a matter of history, and it's well conceived "punch line" is faded and gone. Let's slip back to 1891. The G.N. Coast line had opened two years before the completion of the U.S. G.N. transcontinental line. First passenger train north, was reported as 10 cars and about 600 people who detrained at South Westminster and crossed the Fraser River by ferry. A testomonial lunch was tendered by the Chamber of

CANADIAN 103 R A I L

Commerce. There were a small number of charter identifi~d railroads which G.N. financed in the Lower Mainland. One was the New West­minster Southern, it headed along the Fraser River east through Brownsville and Port Kells, turning south to the International border near Douglas to connect with Great Northern in Washington State. Enroute it passed through Cloverdale, where there was a junction with another G.N. line that ran west 171 miles to Port Guichon with a mixed daily train.

Port Guichon was near the mouth of the South Fork of the Fraser River. G.N. operated a ferry to Sydney, and then a train to Victoria. Part of the mainland East-West tracks, mentioned, continued to Abbot­sford and have been rebuilt and carry unit coal trains to Roberts Bank where their cargos are transferred to ships. In 1909, because of the hilly section north of the border to Cloverdale, a new line was built that hugged to coast line from Blaine, Wa. at the border through White Rock and Crescent Beach and turned slightly inland following the old Kennedy trail to the bridge at New Westminster which was opened in 1904. Please note the photocopy of the Great Northern timetable dated July 7,1892. Around that time the Seattle train terminated at South Westminster, where there was a ferry crossing of the Fraser River required for the connection, quote "with the Electric Railway for Vancouver - 14 miles. This was the West­minster and Vancouver Tramway Company which as of October 3, 1891, were making 2 trips a day. This line contended with numerous curves and grades, some as much as 11%. Running time seems good - 45 min­utes. The company bought 6 35 foot Brill passenger cars in 1893, which at "Fair Time" carried as many as 110 passengers each. On Saturday, July 23, 1904, the combined railway, highway, double decked swing type toll bridge at New Westminster was opened by the Government of B.C. The bridge was not without official restraints, quote, "No steam or electric locomotive or train, operated by steam, electricity or other power, no hand or push car or speeder shall cross the bridge in either direction at speeds greater than 10 m.p.h. On approaching the hom e s i g n a 1 sat s pee d not ex c e e din g 6 m. p. h • " I not her sec t io n s of the corridor, moximum permissoble speeds for possenger troins varied, 40,55,65,70 -& 79 m.p.h. This bridge was not exempt from the wiles of the weother, nor from the foibles of humon nature. On December 26, 1975, the fixed 390 foot span was destroyed when the log barge "Swiftshure Prince" 4,411 tons, slipped its moorings ond was carried upstream by a high wind. Also in 1978 -- 12 operators who open the seing span, walked off the job, locking the bridge in the

. "open" position. This forced trains to use the C.P. rail bridge at Mission, 30 miles east. The corridor is interesting for the variety of engineered types of bridges--also several tunnels, including the one mile tunnel under downtown Seattle. Pictures, herewith, show the long Nicomekl River trestle, the South Bellingham High Steel Girder bridge, Golden Gardens overpass, and the Lake Washington Ship Canal Bridge with its counterpoised weighted bascule. Stations, uoo, are worthy of a railfans attention. Turning to Vancouver its first station was at Pender and Columbia Streets. G.N.' s chartered name applying to its right-of-way to New Westminster was the Vancouver, Westminster & Yukon Railway. When some of the cement render covering the West wall of the Marco Polo restaurant came loose the initials, V.W. & Y. Ry. and a pointed finger "To Trains" were apparent. It was a spartan station, built of corrugated iron, and a planked deck the height of a flat car. Before the False Creek flats were filled and the cut dug, The G.N. meandered into Vancouver by a diverse route, crossing False Creek on a trestle and ended at this station. G.N.'s second station at 900 Station Street (near Main St.) was more like a plush hotel.

I'

It was opened in 1916, and intended to be a Union Station with C.N. as a partner. It was of steel construction, red rustic brick exter­ior trimmed with marble. There was a marble floor and high marble pillars. Everything was immaculate-- there were porters, station masters, shoe shine boys, matrons in the ladies' rest room -- the works! Outside, was a 574 foot umbrella shed that sheltered pass­engers the full length of 2 trains side by side. In 1965 the G.N. station was carefully torn down. G.N. trains transferred to the C.N. station next door. The New Westminster station was comparatively new, a white frame single storey building. The waiting room walls were lined with knotty pine boards. For many years this station served C.N. & Via when the late-lamented Super Continental used the Fraser River Bridge and made its way through Port Mann, Fort Langley Matsqui, Chilliwack and beyond. A commemorative plaque (see picture~ attests to 67 years service of B.N. both to the Province and to New Westminster. Also honoured is the 100th birthday of B.C. C.T.C. operators are located here. Blaine, Wa. station at the border is an "oldie", white board trimmed in B.N. green. It serves U.S. Customs & Immigration well for their on board inspections of U.S. bound pass­engers, while the train waits patiently. Bellingham station, claimed as heritage is a single storey yellow buff brick building. Truly, it

V.W&Yry. ****TO TRAINS ****

These letters were revealed when some of the cement render was removed from the brick on the west side of the Marco Polo Rest­aurant on Pender Street at Columbia St. A vancant lot now adjoins.

The charter name for G.N.' s first entry into Vancouver and valid as far as New Westminster was the Vancouver, Westminster & Yukon R.R. It was chartered in 1897 & financed by G.N. The late city archivist, Major Matthews said "the Pender Street Station was a ramshackle corrugated iron building with planked decks the height of a flat car". Access to the station was by means of a pile driven trestle across False Creek.

This was G.N.' s first station in Vancouver.

CANADIAN 105 R A I L

reflects G.N. & B.N. pride and maintenance. Mount-Vernon Burlington, makes one new small neat station take the place of two former stations. Edmonds is certainly an interesting and functional update. also neat and attractive. In January 1957 G.N. dedicated and placed in service this their first suburban station north of Seattle. It provides paved, lighted and fenced parking for 175 automobiles. Passengers baarding trains may leave their cars pending their return. KING STREET STATION SEATTLE bears some notes of Italian design and was built in 1906. The last mile of the trip from Vancouver is through a mile long tunnel under downtown Seattle from the waterfront. A prominent landmark has always been its high clock tower. The station has a large downstairs concourse reached by escalators from the street. Here on holiday weekends, was the last rendezvous for re­turning Canadians with evidence of their many foreign purchases. Here they would get customs declaration forms ta fillout and Canadian officers boarding at Burlington would check these and purchases as the train moved an.

In steam days,. in this corridor G.N. used H. 5 Pacifics (4-6-2' s) in the 1300, 1400 & 1700 series. These were originally' E - 14' s (4-6-0' s) built by Baldwin in 1909 and rebuilt in 1926/27. They were modified to permit extended runs by use of Vanderbuilt-type tenders of 12,000 gallon water capacity and 5,800 gallon oil capacity. G.N. reached its all time peak of steam locos in 1920 with 1428 units in service, but phased out steam in 1958 after 96 years and using 19 major classes. In the 40' s a corridor train's consist could be a mail car, 3 baggage & express cars, a full dining car with linen table cloths and even finger bowls.

After the train departure was announced at 6:00 P.M., I found it wise to hustle aboard and make for the diner quicty. Not only would I get a good hot dinner, served in elegant style, but also a good seat with a good view. After passing through the tunnel and along Seattle's busy waterfront, soon would appear the Salmon Bay drawbridge over the Lake Washington Ship Canal. In the good weather months one could see an almost endless procession of small sporting marine ~ssels, and then would come the roundhouse and storage yards at Inter­bay. This was the principal facility for all of G.N. west of the cascades. G.N. at this time was providing 2 convenient departures from each end terminal, but in Sep't. 1955 withdrew dining car service on its morning trips. In war years following Pearl Harbour, the old types of coaches would be blacked out, except for a solitary vestibule ceiling light at each end. An open platform observation car carried the rear marker lights and an extra fare charged to ride in this car. There were bar facilities and 2 compartments often used by Hollywood stars or other notables. Brent Pravitz, a second generation G.N. employee speaks of an era when the rail passenger business was so good that busses at White Rock bus terminal would turn away empty. Yet, a despairing shadow was forming over this rail link. G.N.' s January 1, 1954 timetable showed 4 departures from each end terminal but patronage was steadily declining and on board services, too. The freeways offered a short cut to and from Vancouver, bypassing New Westminster with its slow crossing of the Fraser River and its fast but nonetheless circuitous route into downtown Vancouver's C.N./Via station. Time was saved by motor transport who could now use the Deas tunnel under the south arm of the Fraser and the high bridge over the North arm. It was not so much the highway bus, but rather the private automobile that was fast eroding rail passenger service. Also mail contracts were being lost to motor carriers. On June 18, 1950 G.N. placed 2 Streamlined Internationals on daily schedule between the term-

CANADIAN 106 R A I L

inals. The train consisted of 5 cars, Mail-baggage, 2 coaches, cafe coach & parlour lounge. Interior decor was a Pacific Northwest motif. Exterior was olive green and deep orange and the builder was American Car & Foundry. Sunday, May 1, 1971 at 1:03 P.M. the last G.N. passenger train left Vancouver, made up of 2 diesel units, one baggage car, 3 coaches, one dome car and one parlour car.

There was a relapse for a year during which the line was without passenger trains 1971/2. International service was re-introduced under Amtrak sponsorship in July 1972. The Vancouver Daily Province for Sep't. 15,1972 carried this notice, "Amtrak getting trains back

This picture from the Vancouver Public Library, Historical Photo Collection #19671 Vancouver Public Library

8 x 10 Black & White Photo of Rear View G.N. Passenger Train, Vancou ver

Typical open platform observation parlour car of a G. N. "Puget Sounder" #359 or #360 at Vancouver in May 1931 at the G.N. station--originally planned as a Union Station., for joint use with Canadian National; .

The G.N. in 1965.

./

station was brick trimmed with marble. It was demolished In 1962 G.N. moved into the C.N. station, next door •

The heavy-weight parlour car shown here is reported to have been originally wood-sheathed. But later it was covered with steel plate which was secured by slotted wood screws. The slots were filled with putty to resemble conventional rivets. G.N. employed many p07ters of Phillipino heritage.

r

This picture from Vancouver Public Library, Historical Photo Collection #36756 A VANCOUVER PUBLIC LIBRARY

( G.N.R.Engine 3580 June 2, 1960 Black & White Photo 8 x 10

Sporting "Rockey" G.N.' s Mountain Goat Insignia beneath the front head light, 358-C arrives noon, June 2, 1960 from Seattle 154 miles distant. Schedule for the "Streamline" is 4 hours. Customs & Immigration inspection is made on the trains prior to arrival at the International Boundary.

Vancouver ha~ 2 "Streamliner" arrivals & departures. They were comfortably appointed trains. Parlour car had 29 seats and bed­room, a dining car, and reclining seat coaches*** all air­conditioned.

A B

A Last B.N. International #194--lead engine 9736 leaves B.N. tracks and comes the last 7/10 of a mile on C.N. tracks to the Vancouver C.N. depot. Note: the G.N. colours on the coaches, some predomin­antly orange, some blue. And for this occasion a small dome coach.

G.N. in its June 1968 T.T. had 2 departures daily to and from Seattle. Train numbers 357, 358, 359 & 360.

In 1970 B.N. G.N.'s successor dropped one train to save money. Sometimes as few as 15 passengers were aboard these trains.

BLooking from the rear of a G.N. "port" parlour car. Small dome on car ahead was added for this last run Vancouver-Seattle-Vancouver.

B.N. "International" #194 Comes into Vancouver in May 1971. Canadian National station lies ahead. B.N. freight yards are on the riQht.

Amtrak #793 "The Pacific International" is poised at the C.N./Via Station in Vancouver for its 6.05 A.M. departure. The train offer­ed the Amfleet Service--Sandwich, snack & beverage in the Am­dinette. Coaches offered unreserved seats--no baggage was checked. Passengers may carry their own. Many people considered the small aircraft type windows a minus factor--particularily with the spect­acular beauty and other features of this seacoast corridor route.

Train announcement board in C.N.jVia Station, Main Street, Van­couver, heralds the late-lamented "Super Continental" and Amtrak's Pacific International, to and from Seattle.

The '''Canadian'' arrives and leaves from its tradional home station on Cordova Street. For years Great Northern Seattle trains used their own station next door -- now demolished.

Last B.N. en route to Seattle, train #193 B.N. International threads a 90 degree turn on to the mile long singl~ track cross­ing of the 1904 New Westminster railroad bridge. This bridge has a swing span to open for ships and is shared with B.C. Hydro, C.N. The high bridge is the Pattulo Highway. Before it was completed in 1937 the railroad bridge supported an upper level deck for highway traffic. This picture was taken from the dome car.

1916

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The Pullman Company

pnlinouncn lhc equipment OIl

The New Oriental Limited THE FINEST

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CANADIAN 114 R A I L

Last B.N. en route to Seattle #193 has completed the restricted to 10 m.p.h. crossing of the Fraser River at New Westminster. It is shown swinging into another right hand turn under the Pattulo Bridge. It will "high ball" from here to the Internat­ional Boundary at Blaine, Washington.

The picture shows a Seattle LV. crel')apparently bot"h ready & Happy •

. Three tracks aivurge at the South end of the bridge, C.N. heading to the Fraser Valley & Edmonton etc. the B.'~ Hydro hondling Fraser Valley points, including interchange at Hunting­dom--Sumas, Washington, with B.N. The C.P. at Abbotsford and C.N. at Chilliwack.

The other tangent,is of course, B.N. to Seattle servin9 Amtrak till Sep' t 30, 1981.

Station Board in Seattle King Street, Station Shows Burlington Northern, to and from Chicago and also Portland, Oregon.

Connections with the one train a day to and from Vancouver in 1971 •

A B

A Trains 793 & 794 New parent company is Amtrak & the train sports the new name of "Pacific International". However, its only one train a day in each direction, but Amtrak has good intentions to "woo" the travelling public to constantly better equipped trains.

B TRAIN BULLETIN BOARD, New Westminster Station

This board proclaimed no good news. Via Super Continental no longer came this way, but at least it was still in operation. It had switched over to C.P. lines to Port Coquitlam and to Mission where it crossed the Fraser River to rejoin C.N. lines. Amtrak's notice said, Sep't 30, 1981 would be the last day of operation for their trains #793/794. Accordingly, Amtrak service would be removed from the following stations: Mount Vernon, Wash. Bellingham, Wash, New Westminster, B.C. & Vancouver, B.C. And all of this, d0e, quote: "budgetary limitations and statutory obligations" •

1892

CREAT NORTHERN RAILWAY LINE. aR.TTLI AHD MONT .... ,. RAILWAl'.

"AUtHAVllJiII AND SOUTH."" ""'LIitOAD. NIIW WIEJTM ••• '." AND BOUTHIIIt'" ItAILIltOAD

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• . -Connecll In Evelet( with E411bound "Empire Builder," to Spoktnl', Mlnnupoll" St. Polul. Chlc~go 4nd Eliit Sec lolbll' 9.

Amtrak train #793 "The Pacific International" Saturday, Sep't 26, 1981 tabled for arrival New Westminster at 7:24 A.M., has now left with hundreds of rail enthusiasts and mourners. Hundreds more will join the train south of the border.

Station clock reads 7.54 (a.m.) as the station operator looks over hi s C. T. C. board.

Commemorative plaque in the New Westminster Amtrak Station

G.N. B.N. C.N. & Amtrak had all shared this comparatively new, New Westminster station. This plaque proclaims the dual glory of both, B.C.' s 100 th birthday and G.N.' s 67th year in service to New Westminster and the Province of British Columbia. The year is 1958.

The station is closed to all rail passenger service. A sign on the door tells of the proximity of the bus terminal one block away.

Approach to the New Westminster Fraser River rail bridge.

Date, Wednesday, Sep't 30, 1981. Last train from Voncouver to Seattle, Amtrak's new BiLevel Superliner cars, make the slow crossing of the old Fraser Riverroil bridge at New Westminster. The bridge tender's control room, to operate the swing spon can be seen in the middle distance.

The bridge entrance and exit for Amtrak troins requires 90 degree curves. On the right ond above this bridge is the Pottulo Highwoy bridge bu~lt in 1937 when road troffic ended on the upper deck above the r01lway tracks.

A fixed span on the railway bridge was knocked out by a run-away barge, causing considerable inconvenience to C.N. B.N. Hydro & Amtrak, just a few years ago. New Westminster rail bridge is limited to 10 M.P.H. and approaches controlled by absolute stop signals.

Amtrak #793 Engine 215 New Westminster Station.

Date is Soturday, Sep' t. 26, 1981 and Train 793 Amtrak Pacific Internotional, Engine 215 an F. 40 PH has arrived at 7.30 A.M. a dull day but nevertheless many people's "day offll and their last opportunity to enjoy rail passenger service in this corridor. Some 600 were aboard and the train filled to standing room only south of the border. Extra coaches were put on for the return trip to Vancouver.

A 8

A Amtrak rail passenger station outside sign, New Westminster.

"All good things must come to an end" Even if the end seems untimely. This sign will soon to be taken down. Notices on the entrance door to the station speaks of the discontinuance of rail passenger service here and directs attention to the bus terminal recently built across the road and a block away.

8 Rail Bddge & Pattulo Bridge, New Westminster.

On December 26, 1975 the fixed 390 foot span of the 76 year old New Westminster Fraser River railway bridge was destroyed when the log barge, "Swiftshure Prince" 4,411 tons slipped its moorings & was carried upstream by a high wind. This bridge serves B.C. Hydro, C.N. B.N. & Amtrak. The swing span is open in this picture as a tug pulls a barge downstream. An another incident put the bridge out of service in January 1978, when 12 operators who open the span to allow boats to pass, walked off the job, locking the bridge in the "open" posi tion.

This forced trains to use the C.P. rail bridge at Mission 30 miles east. Rivers, rain and ocean often cause disruptions to rail service in this corridor.

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CANADIAN R A I L

Amtrak train #793 crosses Nicomekl River Trestle

Date is Sep't 29,1981 and time is 7.45 A.M. second last day of passenger train service in the corridor. This picture was taken from the boat launching tower in the Marina at the mouth of the Nicomekl River near Crescent Beach. Engine 216 pulls bi-level Superliner cars at a fast clip to the International border nearby.

Amtrak train 793 at Bbine, Washington, Tues. Sep't 29, '81.

Amtrak train #793 is at Blaine, Washington, passengers are being "processed" for U.S. Customs & Immigration, while the train waits. This is a duty that was once performed while the train was in motion.

The Peace Arch can be seen in the background to the left, proclaiming, our Canada-U.S. long standing friendship, in words, "Children of a Common Mother". Once 793 is cleared she'll maintain a lively gait along the shores of Puget Sound.

A B

Credit Frank Dingman

A Amtrak Train 793 On Nicomekl River Trestle, Tues. Sept 29 '81

This picture was taken from the boat launching tower on a cloudy day, at 7.45 A.M. second last day of operation in this corridor. "Pacific International" hustles to the International border at Blaine, Wash.

B Amtrak #793 Engine 216 & 2 Superliner Coaches on Nicomekl River Trestle Tuesday, Sep't. 21 1981.

Amtrak train 793 Engine 216 leads the Superliner coaches across the Nicomekl River near Crescent Beach. Taken from platform on a boat launching tower in the Marina nearby. Second last day of operation in this corridor.

Photo Credit is: to Frank Ding~an.

Amtrak train #793 enroute Vancouver to Seattle, Tuesday, Sep't. 29 '81 second last of operation in this corridor. Train awaits U.S. customs & immigration inspection in front of the Blaine, Wash. station at the U.S. Canada border. Engine 216 & 4 Super­liner cars form the trains consist.

CANADIAN 121 R A I L

Amtrak train #793 en route Vancouver to Seattle, Tuesday, Sep't 29, 1961 second last day of service in this corridor--stops at the Blaine, Wash. station for U.S. Customs & Immigration Inspection. Engine 216 & 4 Superliner coaches form the train's consist.

Amtrak Train 793 at Blaine, Wash. station Tues. Sep' t 29 1981

Enroute to Seattle --second last day of operotion in this corridor, stops for U.S. customs & immigration inspection. Engine 216 and 4 Superliner coaches form the train's consist.

Amtrak passenger train #793 at Blaine,Wash. Station.

Amtrak 216 and Superliner coaches, Tuesday, Sept 29, 1981 enroute Vancouver to Seattle. This point is 36 rail miles from Via station in Vancouver. Train is stopped for U.S. customs & immigr­ation inspection, a service that was once performed with the trains on the move.

18 minutes is shown on the time card for U.S. inspection, circ­umstances can sometimes make it longer. (photo credit: Norris Adams)

B.N. Bellingham, Washington Station

Burlington-Northern era. Bellingham station is 58 rail miles from Vancouver. Time allotted is 1 3/4 hours. Bellingham is a convenient, small city, very popular with lower mainland B.C. shoppers.

CANADIAN 123 R A I L

A B

A Mount Vernon - Burlington (Washington) Station

Taken from an Amtrak Superliner car, iast train Vancouver to Seattle, Wed. Sep't 30, 1981. This station is 84 rail miles from Vancouver. Schedule allots 2 hours & 26 minutes for this segment.

B Edmonds Amtrak Suburban Station, Edmonds, Washington

Edmonds station is 138 rail miles from Vancouver and the travel­ling time is listed as 3 hours 7.45 minutes.

In January 1957 G.N. dedicated and placed in service their first suburban station north of Seattle, which makes it 17 miles to the King St. Station in Seattle.

It provides paved, lighted ond fenced parking for 175 automobiles. Passengers boarding G.N. trains may leave their cars pending their return.

The date of this picture is Wed. Sep't 30, 1981 and last train from Vancouver is pulling in. School children and teachers eagerly anticipate a short rail jouney to Seattle.

CANADIAN 124 R A I L

Please Credit: James A. Turner

G.N. Engine 1459 Crossing overpass at Golden Gardens Park in Seattle, Northbound. Most of James A. Turner's pictures were taken in the 1920 and '30's.

CANADIAN 125 R A I L

Engine 240 & train of Superliner cars at Seattle, Wash. station

Engine 240 is a F 40 PH with 4 of Amtrak's 284 new Superliner BiLevel cars tied up at Seattle, King Street station, before being turned for the return to Vancouver. Note the prominent & historic city landmark--the station tower & clock. The Super­liner coaches are built by Pullman Standard, seat 77 62 Of which are on the upper level, 15 are on the lower level.

Amtrak Superliner Coaches at Seattle King St. Station

Amtrak train from Vancouver arrives with four Superliner Bi Level cars, next to the Kingdome Stadium. Built on land once covered by a myriad of rail tracks. A somewhat similar fate appears inevitable on the False Creek flats in Vancouver where a new stadium is being built for Transpo '86. Many tracks have been lifted in the area.

First Amtrak Pacific International heads towards Vancouver.

TAken near Bellingham, Washington. Daylight was fast running out as I waited on a long pier to "catch" this "firstie" in April 1975.

Please Credit: James A. Turner

G.N. #1452 Crossing Lake Washington Ship Canal Bridge, North Bound.

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