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engineer would deadhead on the train and then go on duty to
load the train.
When the train was loaded, one engineer would run the train
with three units on the head end and the second engineer
would push the train from the tail end from Winniandy to
Jasper. In 1975, while working on a ballast-dumping gang (cable
gang in CN terminology), our train crew was required to push a
coal train from Winniandy south to Denard because it did not
have sufficient power.
The loadout at this mine can be unpredictable and may take
more than 10 hours, and varies based on loading the train from
the stockpile or direct from trucks and Caterpillar loaders. The
train runs under the loadout on arrival so that the inside of the
cars can be inspected. Except for removing the caboose and
changing ends with the locomotives, operators usually did not
split the train.
Eventually cars supplied to this mine came from the general
coal car pool, which included UNPX and CN cars (all being pro-
duced by North American Railcar Corporation), although the
ex-CNHX cars did not get used until the contract with Ontario
Hydro expired. As discussed further in the section on sulphur,
SULX 2000-2359 series cars ran in solid sets and loaded coal
at any mine in Alberta. Whenever the mine loaded trains des-
tined for Gary, IN, they used cars from the US and those cars
could have been either steel or aluminum.
Cardinal River Coal – Mile 4.8 Luscar
industrial Spur (Lot code LN-001, etc.)
The second mine, located at mile 4.8 on the Luscar Industrial
Spur, is near Leyland/Cadomin on the Mountain Park Sub.
This mine originally loaded coal destined for Japan in brown
CN 199000-series cars in 98-car sets. As with Winniandy, the
CN Coal and Sulphur Operations - 7
index contents
MRH-Apr 2013