Quotulatiousness

July 28, 2021

Possible relic from the 1917 Halifax explosion discovered by scuba diver

Filed under: Cancon, History, WW1 — Tags: , , , , — Nicholas @ 03:00

If you’re not familiar with the Halifax explosion, I collected some information about it here. One of the lesser-known ships involved in the disaster was the schooner St. Bernard, which was completely destroyed in the explosion of the cargo ship SS Mont Blanc after it collided with the Belgian relief ship Imo in the Narrows:

The schooner St. Bernard, which was destroyed when the Mont Blanc exploded nearby.
Photo from the Nova Scotia Museum.

A Halifax scuba diver has found something that could shed a little new light on one aspect of a dark chapter in Nova Scotian history.

Bob Chaulk has explored Halifax harbour from the Bedford Basin to Chebucto Head with hundreds of scuba dives over the last 30 years. But this spring, a routine dive in a small cove in the Narrows between Halifax’s two bridges led him to a big find.

Amid the usual assortment of scuttling crabs, polished bottles and bits of plastic trash, he came upon a huge, heavy object in Tufts Cove.

“When I first saw the anchor, I thought, OK, there’s a wreck here, some old derelict came in here. But there’s no way a ship that size could have gotten in here,” he said.

He explored until his air just about ran out. He estimated the anchor was about two metres long and weighed 135 kilograms. A ship that needed an anchor that size could not have sailed into shallow, rocky Tufts Cove, he thought.

So how did the old anchor get there?

He looked across the Narrows and found himself staring right at ground zero for the Halifax Explosion, which killed nearly 2,000 people. On Dec. 6, 1917, the vessel Imo and the Mont Blanc, a ship carrying explosive cargo, collided. The Mont Blanc caught fire and drifted into Pier 6, a space occupied today by the giant Halifax Shipyard building. The St. Bernard, a lumber schooner, was also at the dock.

“So now you have two ships side by side with a dock in between them. Here’s the Mont Blanc, here’s the Imo,” Chaulk said, showing the ships’ positions with his hands. “This one blows up, destroys this one, and I contend the anchor [of the St. Bernard] went through the air and landed right here.”

A modern day view of the Narrows, showing Tufts Cove to the north and the huge Halifax Shipyard complex on the south side of the channel.
Google Maps.

I suspect that the paved area to the right of the cove proper is largely landfill and the shoreline of 1917 probably followed much closer to the railway line.

H/T to Colby Cosh for the link.

December 6, 2020

Halifax: Canada’s Great War Casualty

Filed under: Cancon, History, Military, WW1 — Tags: , , , , — Nicholas @ 02:00

Geographics
Published 14 Jul 2020

This video is #sponsored by Squarespace.

Credits:
Host – Simon Whistler
Author – Ben Adelman
Producer – Jennifer Da Silva
Executive Producer – Shell Harris

Business inquiries to admin@toptenz.net

If you found this video interesting, you might also want to read my article on the Halifax Explosion here.

July 29, 2020

Some fascinating and disturbing information on the Nova Scotia murders

Filed under: Cancon, Law — Tags: , , , , — Nicholas @ 05:00

Once again, the Halifax Examiner provides information on the mass murder case in Nova Scotia that seems to be mystifyingly of little to no interest to the mainstream media outlets:

An annotated RCMP map shows the killer’s route from 123 Ventura Drive in Debert to 2328 Hunter Road in Wentworth. Insets of still images taken from different videos show the killer’s replica police car at 5:43am in Debert and passing a driveway on Hunter Road in Wentworth at 6:29am.

The most stunning revelation comes from one person who spoke with Halifax police. That person told police that the murderer, who the Examiner refers to as GW, “builds fires and burns bodies, is a sexual predator, and supplies drugs in Portapique and Economy, Nova Scotia.”

Moreover, the person said that GW “had smuggled guns and drugs from Maine for years and had a stockpile of guns” and GW “had a bag of 10,000 oxy-contin and 15,000 dilaudid from a reservation in New Brunswick.”

Another person who spoke with the RCMP gave information about GW’s properties, relating that it was known that there were secret hiding places at the properties. The person said GW had shown another person (whose name remains redacted) a “hidden compartment in the garage” [presumably in Portapique], which was under a workbench, and GW kept a “high powered rifle” in the space.

The person who spoke with the RCMP said that there was a “false wall” at GW’s Dartmouth residence. That information was echoed by another person who spoke with Halifax police on April 19, who said that “there is a secret room in the clinic in Dartmouth.”

Other information that is newly un-redacted confirms information that was widely known before.

July 20, 2020

The “epic failure” of the RCMP during the Nova Scotia killing spree

Filed under: Cancon, Law — Tags: , , , , , — Nicholas @ 03:00

In the Halifax Examiner, Paul Palango reconstructs the (known) series of events during the April pursuit of the killer at large in Nova Scotia:

The RCMP has claimed it did its best in trying to deal with the Nova Scotia mass killer on the weekend of April 18 and 19, but a reconstruction of events by the Halifax Examiner strongly suggests that the police force made no attempt to save lives by confronting the gunman or stopping his spree at any point.

“Public safety and preservation of life are the primary duties of any peace officer,” said a former high ranking RCMP executive officer who asked for anonymity out of fear of retaliation by current and former law enforcement officials who are vigilant about any criticism of policing by those in the field. “As far as I can tell, the RCMP did nothing in Nova Scotia to save a life. They weren’t ready. It is embarrassing to me. The entire thing was an epic failure.”

Based upon interviews with other current and former police officers, witnesses, and law enforcement, and on emergency services transcripts, it seems clear that there was a collapse of the policing function on that weekend.

At no point in the two-day rampage did the RCMP get in front of the killer, who the Examiner identifies as GW. It also seems apparent that some Mounties, many of whom were called in from distant locales, were stunningly unaware of the geography and landmarks in the general area as the RCMP tried to keep up with GW.

Sources within the RCMP say a major problem was that communications between various RCMP units was never co-ordinated. “Everyone was on their own channels,” the source said. “Nothing was synchronized. They could have gone to a single channel and brought in the municipal cops as well, but for some reason they didn’t. It was like no one was in charge.”

This incident is revealing:

Several RCMP and law enforcement sources say that a corporal from a nearby detachment who was the initial supervisor on the scene froze in place to the distress of other Mounties. The corporal later ran into nearby woods and turned off their flashlight and hid. That officer continues to be off work on stress leave.

Some veteran Mounties say that there were likely a number of factors which caused the first Mounties on the scene to hesitate.

“It could have been inexperience. Maybe there was no backup. And then there’s always that Canada Labour Code thing,” said one long time Mountie.

The “Canada Labour Code thing” is an interesting insight, although it doesn’t excuse the RCMP’s disorganization and lack of effective leadership over the two days.

An annotated RCMP map shows the killer’s route from 123 Ventura Drive in Debert to 2328 Hunter Road in Wentworth. Insets of still images taken from different videos show the killer’s replica police car at 5:43am in Debert and passing a driveway on Hunter Road in Wentworth at 6:29am.

As they say, “read the whole thing“, as the events unfold with what seems like an endless series of missed opportunities on the part of the RCMP to stop the killings.

H/T to Colby Cosh for the link.

July 14, 2020

A previously unpublished photo of the 1917 Halifax explosion

Filed under: Cancon, History, WW1 — Tags: , , , — Nicholas @ 05:00

I’ve posted a few items about the Halifax explosion, so Colby Cosh linking to this CBC News article caught my attention:

Previously unpublished photo of the Halifax explosion in December 1917 taken by Mate Reg Stevens, RCN.
Original image from the Community Archives of Belleville and Hastings County, via CBC News.

“The photo has the look of a very troubling dream,” Dan Conlin says as he studies an old black-and-white image.

Conlin is a transportation historian who’s spent a lifetime studying images of ships, trains and aircraft. He’s also a former curator of Halifax’s Maritime Museum of the Atlantic, which houses a large collection of materials from the 1917 Halifax Explosion.

The image he’s studying surfaced recently on Reddit with a user from Halifax, England, wondering if it was a “new” image of the 1917 disaster.

“You have these tranquil little wavelets in the foreground and some stately, anchored vessels — including a sailing ship,” Conlin said. “But in the background there are these awful, nightmarish clouds, including a horrible column that is rising into the sky. It looks like a surreal nightmare.”

When Conlin first looked at it, the crisp details of the foreground and the blurry background raised his skeptical eyebrows. “There was quite a tradition in the World War I era of faking photos by doing composite photos, where you layer one image on top of another,” he said.

One well-known photo of the explosion taken from McNabs Island was later suspected to have been doctored by a company. They seem to have added clouds for dramatic effect — and to sell more postcards.

But Conlin thinks in the nightmarish photo, it’s more likely that the clouds are moving from the force of the explosion, while the ships were untroubled by any winds. The disaster killed nearly 2,000 people and badly hurt thousands more. It levelled the Richmond district in the north end.

“It’s carnage and destruction out of Dante at the base of that cloud. People are dying and fires are starting and this awful event has hit Halifax in the distance,” he said.

“That angry cloud gives you an idea of the violence and tragedy that is unfolding even as the shutter clicks. It’s really rare and that photo, as far as I can tell, has never been published.”

June 21, 2020

Paul Wells – “Everyone agrees!” [on the need to fully investigate the Nova Scotia massacre] … “But so far there is no inquiry”

Filed under: Cancon, Law — Tags: , , , , , , — Nicholas @ 05:00

Paul Wells in Maclean’s:

We are faced, perhaps only temporarily, with a familiar Canadian paradox: everyone says they want something to happen, but it isn’t happening.

The “something” is a rigorous public inquiry into a horrible shooting spree that spanned two days and killed 22 people in Nova Scotia in mid-April. It was the worst mass murder in Canadian history. It was lurid in its weirdness. The gunman, Gabriel Wortman, spent two days driving around in a convincing replica RCMP vehicle, shooting at whim, while the force he was imitating and dodging failed to send out a more comprehensive emergency alert than their Twitter warnings, one that might have saved more lives. In the midst of the carnage, two actual RCMP officers apparently fired their weapons into the walls of a firehall in Onslow for reasons that remain unknown.

New reporting for Maclean’s by Shannon Gormley, Stephen Maher and Paul Palango raises troubling new questions about Wortman’s possible ties to organized crime and, especially, to the RCMP itself. This reporting is attracting a lot of attention and, here and there, vigorous online debate. This Twitter thread, for instance, asks hard questions about our latest story.

The questions raised by our investigative team including Paul Palango, author of three best-selling books (here, here and here) about the troubling history of the RCMP, are backed by a solid and growing network of well-informed sources. But past a certain point, even superb reporting can’t provide authoritative answers. That work is properly left to duly mandated public authorities, usually wearing judges’ robes. Some people, reading the most recent Maclean’s reporting, have said the RCMP has a lot of questions to answer. Unfortunately there is no reason to take any answer from the RCMP on faith. It’s time for a full judicial inquiry.

Everyone agrees! From Nova Scotia premier Stephen McNeil to the latest embattled RCMP commissioner to three Trudeau-appointed Nova Scotia senators to anguished families of the murdered to, I mean sort of, the Prime Minister. But so far there is no inquiry.

June 30, 2016

More tales from Garnet Rogers’ Night Drive

Filed under: Books, Cancon, Media — Tags: , , , — Nicholas @ 03:00

While I’m eagerly awaiting the delivery of my copy of Garnet’s book, here is a report from the Local Xpress on Garnet’s upcoming appearance at the Canso Stan Rogers Folk Festival this Canada Day weekend:

The length of the journey to Canso, home of the Stan Rogers Folk Festival, is no deterrent to the hardy hundreds who’ve packed the event every July long weekend for the past two decades.

But that winding Guysborough road is just a fraction of the journey that the festival’s namesake made with his brother and bandmate Garnet Rogers prior to Stan’s death in 1983. Many of those miles are chronicled in Garnet’s new book Night Drive: Travels With My Brother, which he’s launched in time for Stanfest’s 20th anniversary. The book stretches from their parents’ roots in Canso and Pictou County to the brothers’ final conversation at the Kerrville Folk Festival in Texas. In between lies a rough and tumble tale of a furtive search for folk music glory, where it took more than talent to get ahead, and dreams seemed to get dashed on a daily basis.

    “Somebody made the comment that parents should buy the book and give it to any of their kids who decide they want to become a musician or a folksinger […] It really is kind of a cautionary tale.”

[…]

Decades later, much of it has been romanticized, and writing Night Drive was an opportunity for Garnet to strip away the rose-coloured glasses, and also tell his side of the story.

    “I got invited to this thing recently where the City of Hamilton is honouring Stan with a lifetime achievement award, making him a citizen of the city or something like that, sponsored by the Hamilton Spectator […] On the face of it, God bless them, but I felt like a bystander. There was no mention of the fact that I was there, or as far as Stan was concerned, 50 per cent of the equation.

    “Stan handed over 49 per cent of his publishing to me, half ownership of the songs, that should mean something in terms of how he at least perceived my contribution, but the average person doesn’t know any of that. So part of writing this was simply to say I was there. I don’t want someone coming up to me and giving me some blather about how seeing Stan changed their life and they’ll never forget that concert, but they don’t remember that I was there, because I bloody was.

    “So a lot of it was setting the record straight, but more importantly I wanted it to be funny.”

And much of the book is laugh-out-loud hilarious, as Rogers describes how he and his brother were performing the musical equivalent of “scrawling your name on a cave wall” while playing for distracted pit miners at a disco in Labrador City. Or in a pressure cooker of a bar in Jasper, Alta., where the audience was split down the middle between railway and oil rig workers who hated each other, which eventually erupted in a melee that nearly saw Stan charged with assault with a deadly weapon, in this case a mike stand.

    “There was something in that ‘three young guys in a van together’ thing […] Whether the gig was good, bad or indifferent, you could always find something to laugh about. Like the opening chapter about the non-existent gig in Baltimore and that young woman sitting on the couch with no underwear, every damn detail of that story is absolutely true, not even remotely exaggerated.

    “It was just as squalid as it sounds, and you come out of something like that, the worst disaster ever, but you’re laughing and laughing, and a few hours later you realize you’re miles from home and completely broke. But in the meantime you’ve got three young guys who are just dying with laughter because of the insanity of the situation.”

December 27, 2015

The refit and modernization program for the RCN’s Halifax class frigates

Filed under: Cancon, Military, Technology — Tags: , , , , — Nicholas @ 02:00

In the Chronicle Herald, Andrea Gunn reports on the Royal Canadian Navy’s refit program for the twelve ships in the HMCS Halifax class, being done in Victoria and Halifax:

A $4.3-billion, decade-long life extension and modernization of Canada’s Halifax-class frigates has now been completed on more than half the fleet.

Work started in 2010 on the mid-life refit and modernization process, which has been concluded on HMCS Halifax, Fredericton, Montreal and Charlottetown at the Irving-owned Halifax Shipyard, and on HMCS Calgary, Winnipeg and Vancouver at Seaspan in Victoria.

The other five vessels, HMCS St. John’s, Ottawa, Ville de Quebec and Toronto, have all entered refit and are at various stages of completion and testing. All major work for the program, which is on schedule and on budget, is set to be finished by 2019.

The project’s aim is to extend the lifespan of the fleet to sustain Canada’s naval operations during the design and construction phase of the new fleet of Canadian surface combatants, set to be delivered by 2033. The Halifax-class frigates have been in operation since 1992, and planning and preparation for the modernization project began in 2002.

Royal Canadian Navy Commodore Craig Baines, commander of the Atlantic fleet, recently returned from two months of major multinational exercises that utilized three of the modernized vessels. HMCS Halifax, Montreal and Winnipeg participated in Joint Warrior, and Winnipeg and Halifax participated in Trident Juncture, the largest NATO military exercise since the Cold War.

“From where we were previously to where we are now, it’s like you have a brand new ship,” Baines told The Chronicle Herald.

The modernized vessels are equipped with a new radar suite and have had major upgrades to the communications and warfare systems. But it’s the $2-billion upgrade to the fleet’s combat management systems — a completely redesigned command and control centre with plenty of new features — that is largely responsible for that new ship feel.

Click image to see full-sized. H/T to @RUSI_NS for the link.

Click image to see full-sized. H/T to @RUSI_NS for the link.

August 12, 2015

Better hops through science

Filed under: Science — Tags: , , — Nicholas @ 04:00

At Wired, Katie M. Palmer discusses an interesting (if only to brewers and beer fans) development in the quest for better beer:

For craft breweries, originality is everything. Your favorite microbrew prides itself on the particular combination of grains, yeast, and hops that go into its fermented nectar. Regardless of the magic that goes into the recipe, though, a lot of those ingredients come from the same big suppliers — bulk barley, high-yield yeast. So when agricultural geneticist Sean Myles was visiting his brewing buddies over at Tatamagouche Brewing Company in Nova Scotia, the conversation turned quickly to the one place where microbreweries can really distinguish themselves: hop varieties.

“I’m a craft beer fanatic…a little bit,” says Myles, who researches at Dalhousie University. “I ended up hanging around the hop yard, and we were taking a look at the vines.” In Nova Scotia, brewers grow the same varieties of hops you’d see elsewhere — Cascade, Willamette, Fuggle — which add aroma, flavor, and bitterness to a beer while helping to preserve it. But the vines don’t thrive like they do on the dryer, warmer west coast. The region’s high humidity makes the plants vulnerable to mildew. Myles looked at the hops growing in the brewers’ backyard, stunted and suffering from fungus, and had an idea: “I said, well, let’s go get some pollen.”

So Myles and Hans Christian Jost from Tatamagouche traveled from Nova Scotia to Corvallis, Oregon, where the USDA has one of the biggest hop collections in the world. “In order to get new varieties you need to let these plants have sex and generate some offspring,” says Myles. The National Clonal Germplasm Repository — which includes a gene bank in addition to physical collections of berries, mint, and nuts — is one of the only places where hopheads have access to pollen from male plants. (The pine cone-shaped hops that go into your beer are the flower of female plants, so most growers don’t bother keeping any males around.)

At the USDA hop library, which has dozens of varieties bred for different taste profiles, disease resistance, and viability in different climates, Myles worked with hop expert John Henning to find four different male mildew-resistant hops. But he couldn’t take the plant material across the border to Canada — so he stuck baggies over the top of the plants, collected their pollen, and brought it back to sprinkle on top of the female flowers grown by the brewery.

That’s the beginning of what will be a multiple-year process of growing, seed collection, and growing again to select the most mildew-resistant plants that still keep their floral hop character. When the brewers are done, they’ll have a unique variety of hops that they can call their own — and hopefully grow more of, thanks to its improved mildew protection.

May 23, 2015

The rise of the Donair

Filed under: Business, Cancon, Food, Middle East — Tags: , , — Nicholas @ 04:00

I first experienced a donair in Halifax in the summer of 1982. I won’t claim it was a life-changing experience, but it was a revelation that “street meat” didn’t have to be awful. At The Walrus, Omar Mouallem explains how the humble donair is on the verge of conquering the streets of Alberta:

Like shawarma and gyros, donairs are a meaty delicacy shaved from a rotisserie spit and wrapped in pitas — only spicier and sweeter. If you require further explanation, then you’re from neither the Maritimes (where they were invented, in the 1970s) nor Alberta (where they’re most consumed). Topped with a sweet, creamy sauce, they are a Canadian take on tzatziki-coated beef and lamb gyros, which themselves are a Greco-American take on centuries-old Turkish rotisserie lamb (a dish that also spawned a blander German variant called döner kebab). Adding to the cultural confusion, most donair operations are run by Lebanese immigrants such as Tawachi — or my father, Ahmed Mouallem, who introduced Athena’s product to my hometown of High Prairie, Alberta, in 1995. The town of 2,666 now supports four different restaurants that serve the food, but only three traffic lights.

[…]

No one, including John Kamoulakos, who with his brother Peter invented the street food in Halifax, is quite sure how donairs migrated from east to west. Aaron Tingley of Tony’s Meats (based in Antigonish, Nova Scotia), a supplier that purchased the Mr. Donair trademark and recipe from Kamoulakos in 2005, thinks Maritime labourers might have driven Alberta’s demand: “They want to experience a taste of home.”

That’s what Chawki El-Homeira was thinking in 1978, when he left Halifax to chase the Alberta oil patch. Only he was going to feed the workforce. The sixty-seven-year-old remembers his first encounter with the donair, in March 1976, as if it were yesterday. He’d arrived in Nova Scotia from Lebanon with neither family nor English and got a job washing dishes in a restaurant that served the delicacy. “Something attracted me to it,” he tells me. “It was close to our food: it’s pita bread and spicy, quality beef, like shawarma. I thought, someday I’m going to open my own donair shop.”

After watching Maritimers migrate to Fort McMurray, he packed his bags and followed. The timing was terrible. The oil patch dried up in 1980, before he could secure a lease (like a true Albertan, he blames Pierre Trudeau’s National Energy Program). So he drove a cab instead, first in Fort Mac, then in Edmonton, looking for commercial vacancies while the meter ran.

On a fellow cabbie’s tip, he purchased a submarine-sandwich shop on Whyte Avenue in 1982 (the same year Tawachi opened his) and introduced his Dartmouth recipe to Albertans one slice at a time, offering customers free samples. Word spread of “Charles Smart Donair” (his anglicized name and a poorly translated Arabic adjective), and soon he had a monopoly as a supplier to other Lebanese shop owners. Then his best customer tried to copy his technique and, he claims, sabotage his business by spreading rumours to his predominantly Muslim clientele that he, a Christian, spiked his product with pork.

If anyone knows of a good donair place in Toronto’s financial district, feel free to drop a hint in the comments…

April 23, 2015

HMCS Iroquois to pay off on May 1st

Filed under: Cancon, Military — Tags: , , — Nicholas @ 04:00

The Royal Canadian Navy is shrinking again:

Maritime Forces Atlantic is encouraging all serving and retired members who have sailed aboard Her Majesty’s Canadian Ship (HMCS) Iroquois to RSVP to the paying off ceremony on May 1st in Halifax, Maritime Forces Atlantic states in a news release.

More from the Maritime Forces Atlantic news release.

Her Majesty’s Canadian Ships are a unique workplace in the Canadian Armed Forces. Crew members develop a connection to their ship as it can become their home for weeks and months at a time. HMCS Iroquois’ achievements over more than four decades symbolise the excellent workmanship and special comradery of her crews and is why we honour the Ship, her crew, and HMCS Iroquois’ valued service to Canadians.

HMCS Iroquois (DDG 280) at Port of Hamburg, near Övelgönne (via Wikipedia)

HMCS Iroquois (DDG 280) at Port of Hamburg, near Övelgönne (via Wikipedia)

March 19, 2015

The latest snowstorm in the Maritimes may have been the proverbial straw

Filed under: Cancon — Tags: , , — Nicholas @ 06:52

If the reports from Nova Scotia are typical, the new ice age may have already started in the Maritime provinces:

March 7, 2015

22 Minutes: Halifax Tourism Ad

Filed under: Cancon, Humour — Tags: , , , — Nicholas @ 03:00

Published on 3 Mar 2015

The capital of Nova Scotia attempts to attract tourism by embracing winter’s reality.

March 2, 2015

Food naming oddities

Filed under: Cancon, Food, India, Randomness — Tags: , , — Nicholas @ 04:00

David Warren on the oddly named “Digby Chicken” and “Bombay Duck” along with a paean to the joys of food shopping in Parkdale:

Parkdale, which is to say, the inner core of the Greater Parkdale Area, in which the High Doganate is located, is a melting pot of innumerable overlapping ethnications. Among our most exotic immigrants are those from the far east: Nova Scotia, for instance, and Newfoundland. Shopping, at least for food in Parkdale, is a treat. We have every sort of specialist grocery, and in effect, groceries within groceries. One gets one’s Tibetan yak sausage, for instance, from a Serbian butcher whose store is cowboy-themed; ingredients for one’s Somali maraq from the Sinhalese grocery (via their Maldivian connexion); but the exhilarating, cardamom-infused gashaato instead via the Sikh Punjabis, as supplement to their Bengali sweets. Note, this culinary cross-dressing is the opposite of multiculturalism. Rather I would call it, “downmarket fusion.”

This being Lent, I try to avoid fish on Fridays. There’s enough of that for the other days, beans on rice will do, or perhaps sinfully on the last two Fridays, I indulged a craving for sweet potato in a Siamese red sauce. I woke this morning with a craving for salt, as well as protein, and as God is merciful, recalled to mind a little platter of Digby chicks in my fridge — obtained some days before from the Maritime ethnic section of a cheap local supermarket.

Digby Chicken has long been Nova Scotia’s answer to Bombay Duck. The latter, also salty, and so powerful in flavour and scent that it requires careful packaging, is actually a fish, the bummalo. Gentle reader may already be trying to construct an etymology from that, but there is no hope for him. The fish is actually harvested from the waters off Bombay. It was transported from there by rail, in the good old days of British Imperialism, aboard the Bombay Dhak (i.e. the Bombay Mail), which gave rise to such expressions as, e.g. “You smell like the Bombay Dhak.” Surely, that will be enough to go on.

January 19, 2015

The Cape Breton & Central Nova Scotia Railway shuts down operations

Filed under: Business, Cancon, Railways — Tags: , , — Nicholas @ 02:00

In the Globe and Mail, Eric Atkins tells the tale of another shortline railway shutting down operations:

The railway, which did not reapply for a $3-million yearly government subsidy, has been granted permission by a Nova Scotia regulator to abandon the 100 miles of track between Port Hawkesbury and Sydney by October.

The move leaves some factories facing soaring shipping costs and scrambling to find new ways to bring in raw materials.

Beverage container maker Trans-Atlantic used to rely on the railway for 70 or 80 railcars a year carrying plastic pellets from Quebec and South Carolina. John MacLean, vice-president of the manufacturer that employs 40 people, said the railway raised the $600-per-car rate by $5,500 in the fall, and last week notified customers each car would cost $18,000.

“They obviously don’t want to do business here,” Mr. MacLean said by phone from Sydney. “They opted not to take the subsidy but they cited a decrease in traffic as the reason they had to increase the rate.”

The loss of rail service means Trans-Atlantic has been saddled with the expense of trucking its raw material from Moncton, and has lost the flexibility and storage the rail cars offered.

“We have to be very vigilant on the way we operate. It has a huge effect on our competitiveness,” he said.

[…]

Railway executives said at December hearings they did not renew the subsidy application because the future costs of maintaining and repairing the line outweighed the scrap and market value of the steel and other materials.

The railroad’s bridges and culverts would need repairs that cost at least $30-million, while the company figures it can get $15-million to $20-million scrapping and selling the rails and other material.

“As a company we feel that’s a much better use of our assets than simply operating on a subsidy that allows us to break even for 500 carloads a year. That’s why we did not renew,” said Josée Danis, assistant vice-president of Cape Breton & Central Nova Scotia Railway.

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