CN Redditt Sub, Mile-by-Mile

This is a detailed look at the CN Redditt subdivision, mile by mile. Detail items like bridges, crossings and so forth will be discussed, as well as historical notes along the line.

This format is inspired by the Railway Mileposts series of books by Roger Burrows, who approved my use of the format.

Redditt Subdivision History

This railway line was originally built by the Canadian federal government as part of the National Transcontinental Railway between Moncton and Winnipeg.

In 1903, the government of Wilfrid Laurier made an agreement with the Grand Trunk Railway (GTR) to build a third transcontinental railway, to join the Canadian Pacific Railway and the Canadian Northern Railway in spanning the country. The federal government would build the NTR and the GTR would build the portion from Winnipeg west to the Pacific Ocean, which became known as the Grand Trunk Pacific (GTP). The GTR would then operate the NTR on completion.

The federal government did its part, but the construction of the GTP basically bankrupted the company and by 1915 the GTP had asked the Canadian government to take the operation over. In 1920 it was merged into the Canadian National Railways.

Sioux Lookout was originally called Graham in 1910, named after the Minister of Railroads for Sir Wilfred Laurier. The town was incorporated as Sioux Lookout on January 1, 1912 but the railway station continued to be known as Graham for some time. (Source: Sioux Lookout official site)

In the July 11, 1915 Canadian Government Railways employee timetable, there were two subdivisions: “Winnipeg” from downtown to Redditt, and “Graham” from Redditt to Graham [Sioux Lookout]. The mileages started at zero in the west and increased toward the east. This is the reverse of CN’s practice. For example, Dugald is listed as mile 13.8 in the CGR timetable (13.8 miles from downtown Winnipeg), but it’s mile 238.3 today (238.3 miles from Sioux Lookout).

The Redditt used to be two subdivisions in the CN steam era: the Quibell sub from Sioux Lookout to Redditt, and the Minaki subdivision from Redditt to Transcona. These were merged into the Redditt sub around 1960. The Quibell was initially called the Sioux Lookout subdivision and the Minaki sub was initially called the Redditt sub, in the February 27, 1921 CNR timetable.

The Redditt subdivision is still an important part of CN’s network, hosting several trains in each direction as well as VIA Rail’s Canadian passenger train.

Trains on the Redditt Subdivision

The Redditt subdivision hosts several CN freight trains per day in each direction, as well as the VIA Rail Canadian passenger train twice a week in each direction.

Notes on Mileage Sections

Station names in UPPER CASE are listed in the CN employee timetable. Station names or locations in Mixed Case are former station locations or other points of interest. Bolded but smaller headings are points of interest like bridges, not timetable stations.

Mile 0.0 – SIOUX LOOKOUT

The Redditt subdivision starts in Sioux Lookout, Ontario, which is also the end of the CN Allanwater Subdivision.

Sioux Lookout has a large yard. The main subdivision track in front of the former station is 12,450′ long. Track 1 beside that is 12,040′ long and track 2 is 7,350′ long. There are several smaller tracks and a wye.

When it was a division point, it had numerous facilities to support train operation, including a turntable, a wye, a water tower, and coaling facilities.

Sioux Lookout has a large train station.

Mile 1.30 – Bridge over Pelican Lake, 272′

Mile 4.40 and 4.50 – Bridges

There are a pair of bridges – a 173′ bridge over Vermillion Creek #2 at mile 4.50 and a 128′ bridge over Marsh Creek at mile 4.40.

Mile 6.2 – Pelican

There is a 6,425 foot siding at Pelican and a 1,300′ back track. In the May 31, 1925 CN employee timetable, it was listed at mile 6.5 with an 88 car capacity and 6 cars of “other tracks”. In the April 25, 1976 employee timetable it was listed at 3,310′. It was extended to 5,930′ between the October 29, 1978 timetable and the June 17, 1979 timetable.

Mile 6.5 – Formerly Pyrites Mine spur

This spur was listed in the July 11, 1915 Canadian Government Railways timetable as a station at mile 245.8. It was a flag stop for the passenger trains passing by. It disappeared from the timetable by 1923.

Mile 7.5 – North Pines

North Pines was listed in the February 27, 1921 CNR employee timetable with 55 cars of “other tracks”. By the May 31, 1925 timetable it was listed at 67 cars.

Mile 8.0 – Formerly G.E. Farlinger spur, 25 cars (1925, 1926)

Mile 8.9 – Bridge over Lily Creek, 101′

Mile 9.1 – Formerly Ontario Paper Company spur, 40 cars (1952)

Mile 10.x – Detectors

Mile 10.8 has a W.I.L.D. (Wheel Impact Load Detector) while mile 10.9 has a hotbox detector, the first west of Sioux Lookout.

Mile 11.9 – Formerly C.W. Cox customer spur, 37 cars (1952)

Mile 12.6 – HUDSON

Hudson has a 6,150 foot siding and a 2,000′ team track.

The Lac Seul Land and Lumber company had some tracks in Hudson. In 1968 there was a 12 car spur at mile 12.5 and a double-ended 74 car spur at mile 13.8.

This facility was almost destroyed in the summer of 1961 as fires raged across northern Ontario.

At some point the mill became known as MacKenzie Forest Products. It closed in August 2010 after running for 3 months following a lengthy closure. In 2021 it was listed as “indefinitely closed” on this page.

Mile 13.8 – Formerly Abitibi Lumber (Hudson) Ltd. spur, 3694′ (1976/04/25 timetable). Listed as MacKenzie Forest Products in 1986/12/14 timetable.

Mile 20.7 – Webster

Webster had a siding but as of 2022 it is not listed in the employee timetable. In 1925 it had a water tower for steam locomotives. In the April 25, 1976 employee timetable the siding was listed at 4,540′; it was extended to 6,080′ sometime between the April 30, 1978 timetable and the October 29, 1978 timetable. It was still in the December 14, 1986 timetable.

Mile 23.5 – Hotbox detector

Mile 27.5 – Taggart

The February 27, 1921 CNR employee timetable showed Taggart with a 77 car siding. In 1952 Taggart’s siding could hold 83 cars, and the “other” tracks could hold 12 cars. It was missing from the April 25, 1976 employee timetable.

Mile 28.7 – Former Spur

From 1923 to at least January 1926, this location was listed as “National Tie and Timber Co.”, with a capacity of 13 cars. By 1952 it was listed as a ballast pit with a “capacity” of 34 cars. It was absent from the timetable by 1976.

Mile 31.8 – SUNSTRUM

Sunstrum has a 6,410 foot siding and a 622′ back track. In the April 25, 1976 employee timetable it was listed at 4,540′; it was extended to 6,040′ sometime between April 1977 and the April 30, 1978 timetable. In the December 14, 1986 timetable it was slightly longer at 6,110′.

Mile 32.1 – Formerly G.E. Farlinger siding, 37 cars (1925, 1926)

Mile 34.5 – Former Spur

This former spur had several different designations over the years in CN employee timetables.

• In 1923 it was known as “Bawlf’s” with a capacity of 24 cars, connected to the main at the west end.
• In 1925 and 1926, this was listed as “Municipal” at mile 34.6 with a capacity of 12 cars, connected to the main line at the west end.
• By 1952 it was listed as Dryden Paper Co., 12 cars capacity, connected at both ends to the main line.

Mile 36.3 – Formerly Canadian Forest Products spur, 12 cars (1952)

Mile 37.3 – Hotbox detector

Mile 39.4 – Millidge

Millidge had a siding (94 cars in 1952) but it was removed a long time ago. In the April 25, 1976 employee timetable it was listed at 3,820′; it was extended to 6,200′ sometime between April 1977 and the April 30, 1978 timetable. It was still in the December 14, 1986 timetable.

In 1925, Millidge had a water tower for steam locomotives.

Mile 41.3 – Tunnel, 325′

Mile 45.5 – RICHAN

Richan boasts a 7,160′ siding and a 1,361′ back track. In the April 25, 1976 employee timetable it was listed at 4,350′. It was extended to 6,840′ between the June 17, 1979 timetable and the October 28, 1979 timetable.

Mile 48.5 – Hotbox detector (today); formerly Scott Lumber Co. spur, 5 cars, 1926/1/3

Mile 49.68 – Bridge over unnamed creek, 220′

Mile 50.5 – Bruce Lake / Caroll Junction

In the April 25, 1976 employee timetable, Bruce Lake Junction was called out separately from Amesdale as the connection to the Bruce Lake subdivision. Starting in the April 24, 1977 timetable, this location was called CARROLL JCT.

Mile 50.9 – Amesdale

The CN Bruce Lake subdivision branched off from the Redditt subdivision at Amesdale.

Amesdale was originally named Freda, and is listed as such in the May 31, 1925 CN employee timetable. An enterprising gentleman, Samuel George Ames, purchased 240 acres of land at Freda. He moved his family there in 1925 and opened a store, and soon applied for a post office. Since there was already a Freda, Ontario, the town was renamed to Amesdale. (Source: The Amesdale Historical Society)

In 1952, when trains still carried mail, CN trains #1 and #4 would stop to exchange mail.

In 1968 Amesdale had “other tracks” with a capacity of 87 cars, presumably for ore car storage.

There was a double-ended customer siding at mile 50.8 for Jan Timber in 1952, with a capacity of 7 cars. In the December 14, 1986 timetable there is a siding at mile 50.9 with a length of 3,980′.

Mile 55.1 – Former Canadian Forest Products spur, 12 cars (1952)

Mile 57.8 – NIDDRIE

Niddrie features a 6,880′ siding and a 329′ back track. In the April 25, 1976 employee timetable it was listed at 4,560′; it was extended to 6,550′ sometime between April 1977 and the April 30, 1978 timetable.

It appears that this location was known as HUNTER in the past. In the May 31, 1925 CN employee timetable, Hunter was at mile 57.9 with a 75 car siding, 16 cars of “other tracks”, and had coal and water to top up steam locomotives.

Mile 63.7 – Hotbox detector

Mile 65.5 – MORGAN

Morgan has a 6,400′ siding and a 1,200′ back track. In the April 25, 1976 employee timetable it was listed at 4,500′. It was extended to 5,980′ between the June 17, 1979 timetable and the October 28, 1979 timetable. It was revised to 6,000′ sometime between the October 28, 1979 timetable and the September 29, 1980 timetables.

Mile 66.95 – Bridge over unnamed creek, 220′

Mile 69.5 – Lash

In 1954 the Lash siding could hold 78 cars. It was not in the employee timetable by 1976.

Mile 71.3 – RED LAKE ROAD

There are two back tracks at Red Lake Road, 2,180′ and 1,702′. It has a small toolhouse. Red Lake Road is a VIA Rail conditional stop.

In 1952 there was a O. and M. Pulp spur at mile 71.2 with a capacity of 17 cars.

In the April 25, 1976 timetable, Imperial Oil Ltd. was listed at mile 71.4 with a 505′ spur; still present in April 24, 1977 timetable.

Mile 73.60 – Bridge over Wabigoon River, 174′

Mile 74.9 – QUIBELL

Quibell has a very long 13,200′ siding, and a 400′ back track.

CN’s flagship passenger train, the Super Continental, struck a car at a level crossing in Quibell on March 24, 1956, killing the three occupants. The driver was section foreman Harold Soderstrom (age 53), and the other two occupants were his wife Fanny (54) and a visiting friend Olie John Antilla (40). The article doesn’t say when the accident occurred; CN #1 would have passed through at about 6:30 PM and CN #2 would have passed through just after noon. Source: Ottawa Citizen newspaper, March 26, page 3.

Mile 77.5 – Formerly Wood’s spur, 5 cars (1923)

Mile 80.0 – Formerly Wood’s spur, 11 cars (1923)

Mile 80.5 – Hotbox detector

Mile 82.5 – Formerly O. and M. Pulp spur, 14 cars (1952)

Mile 83.5 – MCINTOSH

McIntosh has a 6,325′ siding and a 882′ back track. In 1925 it had a water tower for steam locomotives. McIntosh was listed in the April 25, 1976 employee timetable (and the April 24, 1977 ETT) as a station with no siding capacity. In the April 30, 1978 timetable, McIntosh is shown with a 5,930′ siding, which was adjusted slightly to 5,960′ in the October 29, 1978 timetable.

The track crosses the Canyon Lake Road at mile 82.10.

Mile 88.20 – Tunnel, 525′

Mile 89.70 – Tunnel, 525′

Mile 90.2 – CANYON

Canyon has a 6,480′ siding and a 574′ back track.

A short history of Canyon siding lengths:

• April 25, 1976 employee timetable: 4,750′
• October 29, 1978 employee timetable: 4,750′
• June 17, 1979 employee timetable: 5,930′
• October 28, 1979 employee timetable: 4,710′
• September 29, 1980 employee timetable: 6,210′
• December 14, 1986 employee timetable: 6,140′

Mile 92.9 – Hotbox detector

Mile 95.2 – Hazard Detector

Mile 99.3 – FAVEL

Favel used to have a 6,320′ siding but only 2,500′ of the west end is usable. It also has a 1,360′ back track. In the April 25, 1976 employee timetable it was listed at 2,860′. It was extended to 5,040′ between the April 30, 1978 timetable and the October 29, 1978 timetables. It was extended again to 5,930′ between the October 29, 1978 timetable and the June 17, 1979 timetable.

Mile 102.9 – Hotbox detector

Mile 106.0 – JONES

Jones has a 6,320′ siding and a 1,600′ back track. In 1925 it had a water tower for steam locomotives. In the April 25, 1976 employee timetable it was listed at 4,530′; it was extended to 5,930′ sometime between April 1977 and the April 30, 1978 timetable, and revised slightly to 5,940′ in the October 29, 1978 timetable.

Mile 113.4 – FARLANE

Farlane has a 6,180′ siding. It is a conditional VIA Rail stop. It was listed at 3,550′ in the October 17, 1976 employee timetable. It was extended to 5,940′ between the April 30, 1978 timetable and the October 29, 1978 timetable.

Mile 114.2 – Formerly New Ontario Granite Co. spur, 2 cars (1925, 1926)

Mile 116.0 – Formerly ballast pit spur, 200 cars (1923)

Mile 118.3 – Brinka

In 1925 Brinka had 75 cars of “other tracks”. Later, Brinka had a 71 car siding and 9 spots in “other” tracks in a 1952 timetable. It was absent from the April 25, 1976 employee timetable.

Mile 118.7 – Hotbox detector

Mile 123.1 – REDDITT

Redditt used to have a significant railway presence as a division point in the steam age. It was the dividing point between the Quibell and Minaki subdivisions, being roughly halfway between Sioux Lookout and Winnipeg.

Redditt had a 12 stall engine house, an 86′ turntable, a wye, and water and coal to feed steam locomotives. It featured an 11 track yard plus numerous auxiliary tracks like shop tracks, house tracks and a caboose track. In 1954 a diesel refueling facility was installed

Redditt’s first station was built in 1910 but was soon superseded by a larger Grand Trunk Pacific type D station in 1912. The station was demolished in 1978.

CN Lines Magazine, Volume 13 Number 1, has a great article by Frank J. Smith about Redditt in the 1940s and 1950s.

Today it has a small CN maintenance facility, a 6,380′ siding and some back tracks. In the April 25, 1976 employee timetable it was listed at 5,840′.

Redditt is a conditional VIA Rail stop.

There is a CN caboose on display in Redditt, ex CN 79312.

Mile 129.7 – ENA LAKE

Ena Lake has a 6,850′ siding and a 300′ back track. In 1925 it had a water tower for steam locomotives. In the April 25, 1976 employee timetable it was listed at 4,540′; it was extended to 6,470′ between the April 30, 1978 timetable and the October 29, 1978 timetable.

Mile 130.4 – Tunnel, 556 feet

Mile 131.6 – Bridge over MacFarlane River, 104′

Mile 133.9 – Hotbox detector

Mile 135.3 – Tunnel, 613 feet

Mile 137.0 – Bridge over the Winnipeg River, 407′

Mile 137.5 – MINAKI

Minaki is no longer listed as a station in the CN employee timetable. It hosts a bustling cottage community and still has its old train station.

Minaki was originally known as Winnipeg River Crossing – for the bridge over the Winnipeg River – and was renamed in 1914 to Minaki, an Ojibwa name. Minaki well known as the site of a Grand Trunk hotel, the Minaki Lodge. The last incarnation of the lodge was built in 1927, and was eventually sold by the railway in 1955. After it passed through several owners, the lodge burned on September 18, 2003 during renovations. (Sources: Minaki & Northwest Ontario History, Branchline Magazine, December 2003, page 18)

The old Minaki siding exists at mile 137.97 as a 983′ back track, connected on the west end, with a 628′ team track off it. In the April 25, 1976 employee timetable it was listed at 3,180′.

Mile 137.1 is a conditional VIA stop.

Mile 139.3 – Formerly Simpson & Shortt spur, 26 cars (1925, 1926)

Mile 140.4 – MCNULTY

Mile 143.7 – WADE

Mile 149.8 – HARDY

There are two tracks between McNulty and Hardy, for just over 9 miles. Before the April 30, 1978 timetable, there was a siding at WADE only. The double track was installed starting in late fall 1976 (source: John Sorenson).

At mile 143.9, there is a 976′ back track on the north track, connected on the west end.

In 1952, there was a siding at mile 146.8, TEBO, with a capacity of 74 cars.

Mile 149.9 – Hotbox detector

Mile 150.4 – Formerly J. Gibson spur, 8 cars (1926)

Mile 150.9 – Ottermere

There is a small “station” here to serve the resorts and cabins at Ottermere. The VIA Rail Canadian will stop here on demand.

Mile 153.2 – Malachi

There was a 4,540′ siding at Malachi in the 1976/04/25 employee timetable, but it is not listed in modern CN timetables (still in the 1986/12/14 timetable). It was removed around 1994 or 1995. The ex CN station is still on site.

Malachi has a 930′ back track. In 1925 it had a water tower for steam locomotives.

It is a conditional stop for VIA Rail.

Mile 155.0 – Rice Lake

Rice Lake is a conditional stop for VIA Rail. It was listed at mile 160.6 in the April 28, 1968 employee timetable.

Mile 159.2 – WHITE

CN White is a 6,173′ siding. There is also a 2,793′ back track that is cut in the middle; the east end is 795′ long and the west end is 770′ long.

In the April 25, 1976 employee timetable, WHITE was shown but had no siding listed. It received a 5,930′ siding sometime between the October 28, 1979 timetable and the September 29, 1980 timetables.

Mile 160.9 – Former Canadian Forest Products spur, 8 cars (1952)

Mile 162.2 – Hotbox detector

Mile 162.3 – Provincial Border Between Manitoba and Ontario

Mile 164.2 – Winnitoba

Winnitoba is a small resort area. In 1952 it was listed in the employee timetable as a “Lake Resort” and presumably the passenger trains would stop on demand there.

In 1925 and 1926, Winnitoba had a 26 car spur.

Mile 167.0 – OPHIR

Ophir hosts a 7,235′ siding and a 1,410′ back track. In the April 25, 1976 employee timetable it was listed at 4,520′; it was extended to 6,640′ sometime between April 1977 and the April 30, 1978 timetable. In the December 14, 1986 timetable it was listed at 6,910′.

Mile 173* – Dott

Dott was listed as a station in the July 11, 1915 Canadian Government Railways timetable and had a water tank and a telegraph office. Its mileage is listed with an asterisk because it is not clear where exactly it was between Ophir and Brereton due to the difference in mileage numbering between the CGR and CN.

Dott was not in the CN employee timetable in 1923, other than a mention of a speed restriction passing through the “yard” at Dott: “Trains must approach and pass through yards at Transcona, Vivian, Elma, Dott and Redditt, prepared to stop unless the track is seen or known to be clear.”

Mile 175.0 – DECIMAL

Decimal has a 6,203′ siding and a 2,820′ back track. In the April 25, 1976 employee timetable it was listed at 4,520′. It was extended to 5,930′ between the April 30, 1978 timetable and the October 29, 1978 timetable.

In 1925, Decimal had a water tower and a coaling facility.

Mile 177.3 – Hotbox detector

Mile 179.7 – Brereton Lake

Brereton Lake is a “flag” stop for the VIA Rail Canadian, meaning the train will stop if passengers are due to get on or off. In 1952 there was a 4 car spur labeled “Devlin Spur”; in a 1968 timetable it was listed as a 5 car spur (still in April 26 1970 timetable, and in the April 25 1976 timetable it was listed at 235′).

Mile 181.8 – INDIGO

Indogo hosts a 6,244′ siding and a 1,547′ back track. In the April 25, 1976 employee timetable it was listed at 3,360′. It was extended to 5,930′ between the October 29, 1978 timetable and the June 17, 1979 timetable.

Mile 183.40 – CP Overpass

The CN Redditt subdivision crosses over the CP Keewatin subdivision at mile 183.40 (CN). This is only one of two places in Manitoba where CN and CP cross but not at grade. The other is in St. Boniface in Winnipeg, also on the CN Redditt Subdivision.

Mile 187.1 – HOCTOR

Hoctor had a siding and a back track. In the April 25, 1976 employee timetable it was listed at 4,520′. It was extended to 5,930′ between the June 17, 1979 timetable and the October 28, 1979 timetable. (still in December 14, 1986 timetable). No siding is listed in the current CN employee timetable.

Mile 190.5 – Former J. Salk customer spur, 4 cars

Mile 191.9 – Alcock

In 1952 Alcock had a siding with a capacity for 102 cars. It was not listed in the April 25, 1976 timetable.

Mile 193.0 – Hotbox detector

Mile 194.0 – FAHMY

The CN Fahmy siding is east of the Whitemouth River and is 12,228′ long. It was built in 2013. The west end of Fahmy siding is visible from Juno Road.

Mile 196.2 – Bridge over Whitemouth River, 240′

Mile 196.8 – ELMA

Elma hosts a CN maintenance facility and has a 6,559′ siding, a 2,376′ back track and a short track off the back track labeled “Sungro”.

History of Elma siding lengths:

• April 25, 1976 ETT: 4,890′
• April 24, 1977 ETT: 6,160′
• April 30, 1978 ETT: 5,940′
• October 29, 1978 ETT: 5,950′
• December 14, 1986 ETT: 5,940′
• May 1, 1988 ETT: 6,330′

Elma is a conditional VIA Rail stop. In 1925 it had a water tower for steam locomotives.

There is no station building remaining at Elma. The station master at Elma between 1937 and 1961 was Archie McKinnon, who has the record for the longest serving CNR station agent at one station. (Source: “Elma – A Record Town”, Frank Smith, CN Lines Volume 11 Number 4)

Elma’s bridge was the scene of a disastrous head-on collision between two trains on June 8, 1926 which killed six people.

Mile 204.3 – LEWIS

Lewis has a 6,252 foot siding and a 1083′ back track. In the April 25, 1976 employee timetable it was listed at 4,520′. It was extended to 5,930′ between the October 29, 1978 timetable and the June 17, 1979 timetable.

Mile 205.9 – Hotbox detector

Mile 206.4 – Former Other Track

In the May 31, 1925 and January 3, 1926 employee timetables, this was listed as “Williams Spur” with a capacity of 18 cars, connecting to the main line on the west end. In 1952 it was listed as “Contour” with a capacity of 29 cars.

Mile 213.7 – Craigs

The January 3, 1926 employee timetable shows “Craig Siding” at this mileage with a capacity of 29 cars. By the April 28, 1968 employee timetable, it was listed as a 26 car “other track” at this mileage, connected to the main line at both ends. Still present in April 26, 1970 timetable but not in the April 25, 1976 timetable.

Mile 211.7 – Hazel

Hazel is no longer listed as a station in the CN employee timetable.

A short history of Hazel siding lengths!

• April 25, 1976 employee timetable: 4,520′
• April 30, 1978 employee timetable: 6,010′
• October 29, 1978 employee timetable: 6,030′ – same in June 17, 1979
• October 28, 1979 employee timetable: 6,010′
• December 14, 1986 employee timetable: 6,030′
• May 1, 1988 employee timetable: 6,010′

There is a 91′ steel bridge spanning the Brokenhead River.

Mile 217.3 – NOURSE

Nourse has a 6,174′ siding and a short 847′ back track. In the April 25, 1976 employee timetable it was listed at 4,540′. It was extended to 5,930′ between the October 29, 1978 timetable and the June 17, 1979 timetable.

Mile 221.6 – VIVIAN

Vivian is a small community along highway 15. It is no longer listed in the CN employee timetable. No siding was listed in the April 25, 1976 timetable but it was still shown as a station at that time. It disappeared from the timetable in or before the December 14, 1986 timetable.

There was a gravel pit here:

• In the April 28, 1968 employee timetable, a gravel pit is listed at mile 221.9 with a “capacity” of 120 cars.
• In the April 26, 1970 timetable the pit track “extends 23 car lengths south of track”.
• In the April 25, 1976 timetable, the pit track had a capacity of 1,132′.

In 1925 Vivian had a water tower for steam locomotives.

Vivian hosts inspection equipment for passing trains, including:

• Hotbox detector at mile 221.3
• W.I.L.D. (Wheel Impact Load Detector) at mile 221.5
• Automated Train Inspection Portal at mile 221.8 or so

Mile 223.1 – Wye (last seen in May 13, 1923 timetable)

Mile 229.8 – ANOLA

There is a 6,458′ siding at Anola, along with a short back track (478′) off the siding.

A short history of Anola siding lengths:

• April 25, 1976 timetable: 4,670′
• April 24, 1977 timetable: 5,990′
• April 30, 1978 timetable: 5,930′
• October 29, 1978 timetable: 5,950′
• December 14, 1986 timetable: 5,940′
• May 1, 1988 timetable: 6,130′

Mile 232.3 – Hotbox detector

Mile 234.8 – GLASS

There was a Scottish Co-Operative Wholesale Society Ltd. grain elevator at Glass at mile 233.1. In 1925 it was just listed as “Siding” with a capacity of 36 cars, but by 1952 it was called Glass as a 32 car siding. The elevator was moved in the 1970s to a nearby farm after it was closed. The elevator was demolished in the summer of 2015.

In the April 28, 1968 employee timetable, Glass had a 32 car elevator siding. The April 25, 1976 timetable shows the siding as 1,423′. There is no siding there now.

Mile 234.5 – Parrish and Heimbecker Grain Elevator

A new grain elevator was constructed just east of the town of Dugald, Manitoba. This elevator has a large loop track connected to the Redditt subdivision at two points. The connection is signaled and powered so trains can roll in and out of the loop track without stopping.

Mile 238.3 DUGALD

Dugald hosts the only remaining wooden grain elevator on the subdivision. There is a 6,437 foot siding as well as a 2,644 foot double-ended elevator track. In the April 25, 1976 employee timetable it was listed at 4,700′. It was extended to 5,930′ between the October 29, 1978 timetable and the June 17, 1979 timetable.

Dugald was the scene of a disastrous train wreck on September 1, 1947, when Passenger Extra 6001 West crashed into the waiting Continental Limited (#4) at Dugald. The wreckage of the locomotives and gas-lit wooden cars caught on fire and 31 people died. Sources: Manitoba Historical Society, and CN Lines Volume 7 Number 4.

Mile 240.4 – Hotbox detector

Mile 242.3 – Former spur, 40 cars (1952)

Mile 242.7 – Former wye with 2 mile spur (1952)

Mile 243.4 – Bridge spanning the Red River Floodway, 903′

Mile 243.77 – Perimeter Highway

The Perimeter Highway that encircles Winnipeg crosses the Redditt subdivision at mile 243.77 at a level crossing.

Mile 243.9 – TRANSCONA EAST

The Redditt subdivision is two tracks from Transcona East west to Union Station downtown (the end of the subdivision).

Mile 244.07 – Ravenhurst Road

This two lane road crosses the east end of the Transcona Yard. It is often blocked by trains for several minutes.

Mile 245.7 – TRANSCONA Yard

Mile 246.7 – PLESSIS ROAD

There was a level crossing at Plessis Road for many years, but Winnipeg undertook a major underpass project to route road traffic under the CN main line. The four lanes under the line were opened on September 30, 2016.

Mile 248.5 – BEACH JUNCTION

Junction with CN Pine Falls / CEMR Pine Falls subdivision

Connection to Symington Yard and on to CN Sprague subdivision.

Mile 249.04 – Derailment detector

Mile 251.3 – TERMINALS CUTOFF

Mile 251.x – Bridge over Red River

Mile 252.1 – WINNIPEG

(VIA station downtown). Start of CN Rivers subdivision