Why do trains only run west through Chilliwack? A Fraser Valley train Q&A

Why do trains only run west through Chilliwack? Why do trains whistle at crossings with gates? What qualifications do you need to become a conductor?

We asked for your questions about trains in the Fraser Valley, and you delivered. We got so many questions that we had to divide them into three separate stories.

Today, we answer your questions about the nitty gritty of train transport in the Fraser Valley.

In future editions, we will answer your questions about passenger rail—including inquiries about the West Coast Express and the old Interurban line—and about the history of railways in the Fraser Valley.

Which companies run trains through the Fraser Valley?

There are three main rail companies that work in the Fraser Valley: Canadian Pacific (CPKC), Canadian National (CN), and Southern Railway of British Columbia (SRY).

Canadian Pacific was the first railway built through the Fraser Valley, with construction finished in 1886. CP’s rail line, which runs on the north side of the Fraser River and the west side of the Fraser Canyon, was the reason British Columbia joined confederation in 1871. Last year, CP merged with the American railway Kansas City Southern in 2023, changing its official name to CPKC. The railway now extends from Canada to Mexico—and is why trainspotters can see orange and black Kansas City Southern engines on the Canada line. CPKC owns the Mission train bridge, and one of the two tracks that run through central Abbotsford to Huntingdon.

CN is the second major railway in the Fraser Valley, with its tracks located on the south side of the river. The line was originally built by the Canadian Northern Railway, which finished construction through the Fraser Valley in 1915. (CNoR built the Hope Station House in 1916 and Fort Langley’s station in 1915.) The federal government created the nationalized CN Rail in 1919. After eighty years of federal ownership, the company was privatized in 1995. Today, CN has track across Canada, and its rails extend into the United States.

The Southern Railway of British Columbia runs on the former BC Electric Railway line through the south of the Fraser Valley, with its tracks stretching from New Westminster to Chilliwack. The provincial government took over the BCER in 1961, and operated it as the BC Hydro Railway. It was sold in 1988 to private interests, and became SRY.

Via Rail also runs trains through the Fraser Valley, using the CN track in Langley and both sets of track through the rest of the valley. We will have a future article explaining how to catch the passenger train.

I noticed that the tracks that pass through Chilliwack are always westbound. How does that work?

Originally, CP trains ran on tracks north of the Fraser River, while CN trains ran to the south. However, in 1999, the two companies began sharing their tracks with each other. Doing so made transportation more efficient without needing to build a second set of tracks on each side of the river. The Fraser Canyon Directional Running Agreement was finalized in 2000, and remains in place to this day.

Directional running is in effect between Ashcroft and the Mission Bridge. Westbound trains run on the CN tracks to the south of the river. In Chilliwack, they run straight through town, parallel Highway 1 until Sumas Mountain, the tracks follow the contour of the mountain’s northern base along the Fraser. where the highway veers to the south and the rail tracks hug the mountain’s northern base along the Fraser. At the Mission Bridge, westbound trains are diverted to their final destination—often a port. (They can use either the CN tracks to the south or the CPKC tracks to the north at this time.)

(You can see a map of those rail lines here.)

Eastbound trains coming from Vancouver, north of the Fraser, arrive on the CPKC line in Mission and carry on through the city. Westbound trains that arrive from Delta, Richmond, or the United States must cross the Mission bridge to continue their journey into the BC Interior. All travel through Agassiz, and then north through the canyon.

In addition to the Fraser Canyon Directional Running agreement, CN and CPKC also signed a co-production agreement in 2006 to increase crewing efficiency. Under that agreement, westbound trains bound for a CN yard or customer will have a CN crew—regardless of who owns the train. Trains destined for a CPKC yard or customer will have a CPKC crew. This crew change happens in Boston Bar, rather than in Vancouver, which had been the case before the agreement. The change reduced the number of crew changes, and helped “ensure fluidity and efficiencies of the networks,” a CN spokesperson said.

What content goes in each direction on the two main tracks?

Now that we know both companies use both tracks, let’s talk about what they are carrying.

Both CPKC and CN carry a variety of products in a variety of different specialized cars. One of the most common types of cars are intermodal cars. These cars are designed to carry containers, which can be taken off by crane and put onto either ships or trucks. Containers can hold anything from toys to recycling. “Reefer” containers have diesel-powered heating or cooling equipment, and typically hold produce or other things that need to be temperature controlled.

Other types of freight include grain, coal, potash, and crude oil. Vehicles are moved by train in autoracks, lumber is transported by centrebeam cars, grain is moved in hopper cars, oil is hauled in tank cars, and coal is transported in open-top hoppers. (Tank cars are also used for other kinds of liquids, including canola oil and corn syrup.)

In Western Canada, coal, wheat, potash, oil, canola, grains, and gas are the most commonly transported goods, by tonnage and in that order, according to Statistics Canada.

Which products are on which side of the tracks depends on if they are being exported or imported. Products heading towards Vancouver’s many ports will be on the south side of the tracks.

Canadian products for export include coal (which goes to Delta or North Vancouver), grain (which can go to a variety of grain terminals in Surrey and Vancouver), potash (which can go to a number of terminals in Vancouver), and lumber (which goes to Lynnterm in North Vancouver).

Imported products—and empty cars from previous exports—will be heading back into the rest of Canada on the north side of the tracks.

Imported products typically include vehicles (brought from Asia to either Delta or Richmond), sugar products (created from raw sugar at the Lantic refinery in Vancouver), overseas consumer goods (brought in containers on ships through various ports), and refrigerated produce like bananas (which come in special refrigerated containers through Vancouver ports).

What areas does the SRY serve? What cargo do they move and for who? I’ve seen them in Surrey but where do they go in Langley and further east?

As we briefly mentioned above, the Southern Railway of British Columbia runs on the old BC Electric Railway tracks. (You can see a map of those tracks here.) On the south side of the Fraser River, that means SRY operates from Surrey to downtown Chilliwack, skirting around the former edge of Sumas Lake on a dike.

(You can read our story about how SRY was affected by the Sumas Prairie flooding in 2021 here.)

SRY is a short-line freight railway that moves freight locally within the Fraser Valley and Surrey. It takes cars from, and delivers cars to, long-distance trains that use the CN, CPKC, and Burlington Northern Santa Fe mainlines. (The American BNSF railway runs trains north through Surrey, and has a track sharing agreement with CN. Another of its lines ends at Huntingdon.)

Many of the Fraser Valley’s industrial parks are located along SRY tracks. That allows producers like Molson, Rogers Foods, feed mills, and lumber yards to get raw products delivered via rail. Alternatively, rail can be used to send completed products in large quantities to markets, though that is more frequently done by truck.

I'd like to know what kind of contract terms SRY has for using the BC Hydro right of way (old interurban line) - such as length, usage rights, what they are paying etc.?

This will be a quick answer: SRY doesn’t have any special contract terms for the old BC Hydro rail. In 1961, the provincial government took over the BCER and operated it as the BC Hydro railway. Fifteen years later, BC sold the rails, freight rights, and rolling stock to Itel Rail Group. Itel created the Southern Railway of BC to operate local freight on the line. Itel eventually sold SRY to Washington Group International in 1994.

According to a synopsis of a “master agreement” shared by the South Fraser Community Rail advocacy group, Itel purchased the operating rights to the Fraser Valley’s BC Hydro tracks for $32 million in 1988. That advocacy group says passenger rights were “protected” during the railway’s sale to Itel, although passenger traffic had not operated on that track since 1955. South Fraser Community Rail said a “full copy of the master agreement is available for review” but that it will not be let out of the group’s possession. It has not been put online.

How many level train track crossings are there in Chilliwack? At one time I heard that Chilliwack has more level crossings than any other community in North America.

According to the City of Chilliwack, there are 31 rail crossings in the city. Those include crossings from both the CN and SRY lines. (You can see a rough map of train tracks in Chilliwack here.) Three of those crossings—at Young Road, Broadway Street, and Yale Road East—are among the top 40 riskiest rail crossings in Canada, according to Transport Canada.

(Transport Canada determines risk using a number of metrics, including road and rail traffic volume, maximum train and vehicle speeds, warning systems, the number of tracks and lanes, and whether the crossing is in an urban or rural environment. You can see the full list here.)

Although 31 is a lot, it is not the highest number of crossings in the Fraser Valley. Langley has 45 level crossings, and Abbotsford has 52. None of these are even close to being the most crossing-heavy community in Canada. Hamilton, Ont., has more than 90 level crossings. That city is more than four times the size of Chilliwack, and has more than twice as many kilometres of track within its municipal boundaries. Other cities may have more.

What are the rules around when and where trains may or may not use their horns in the Valley?

We received many, many, many questions about train whistles and horns—with many people commenting specifically on the noise at their nearest crossing. But let’s look at the rules around train noise more broadly, and why some communities have quiet crossings and others do not.

According to the Canadian Rail Operating Rules book—the bible of train operations, and a legally binding document—a train whistle must be blown a quarter-mile before each public crossing (if the train is going faster than 44MPH) or 20 seconds before the train reaches the crossing (if it is going less than 44MPH).

The rules are simple: whistles must be prolonged or repeated until the crossing is completely occupied by the train—no matter what time of day the train is crossing.

There are a few exceptions, which Fraser Valley residents may mostly notice when SRY engines are moving train cars slowly over crossings with automated warnings. In those instances, engine bells are rung instead. Otherwise, it’s whistle time.

Municipalities can apply to have trains stop whistling at certain crossings—but cities must take certain safety measures. Those can include installing flashing lights, bells, gates, or other devices. In Abbotsford, the city spent millions between 2017 and 2021 to improve crossings to a standard that would allow trains to stop blowing their whistles. Langley spent roughly $6 million to upgrade 29 crossings prior to 2021, some of which were upgraded to ensure whistles would stop.

It’s ultimately up to the railway company or Transport Canada to decide if it is safe enough to stop whistling. In some cases, like in Chilliwack recently, a previously quiet crossing can go back to being a noisy one if the railway deems safety is at risk.

Of course, that’s not the only time a whistle can be blown. The rule book also outlines other whistling requirements, and what each whistle should sound like. You can read about them here.

A lot of banging and clanking goes on for extended periods of time near my house - somewhere NE of the Ashwell crossing. What is going on there?

It's not next door, but a little more than a kilometre to the east of the Ashwell crossing the SRY tracks meet the CN tracks in central Chilliwack, near the Young Road crossing. Shunting—in which rail cars are moved from one train to another—is common and can be extremely noisy, as Current editor Tyler Olsen learned during his time at the Chilliwack Times offices next to the rail line.

Why do they still use creosote rail ties when there are alternatives available? Why don't they pick up the old ones when replaced instead of leaving them in stinking heaps soaking into the ground?

First, an explanation. Train tracks are made of the metal rails the trains roll over and the flat ties that hold the rails in alignment. Traditionally, these rail ties have been made of wood, which absorb the shock of wheels going over the track and do not interfere with electrical rail monitoring. Since the 1980s, these wood ties have been treated with creosote, an oil-based product that preserves the wood and delays rot. Treated ties can last around 40 years before needing to be replaced.

Despite their ubiquity, creosote ties are also quite controversial. The product is a carcinogen, and can leach out of rail ties throughout their lifespan. Europe banned creosote from agricultural uses last year, but notably did not include rail ties in that restriction. Several companies are making alternatives to creosote rail ties, including plastic ties, concrete ties, and steel ties.

The Current asked both CN and CPKC if they used creosote ties or an alternative. Both said they continued to use creosote.

“The use of creosote as a wood preservative is an industry standard, and rail tie handling is regulated by the federal government,” a CN spokesperson wrote.

CPKC did not respond to the question about why creosote ties are left in piles near the tracks after they have been replaced. CN offered the following response: “Rail tie replacement is a routine part of normal railway operations. CN crews temporarily store both new and old ties on our property at locations where work is scheduled. Old rail ties are scheduled for collection and disposal after area projects are complete.”

What qualifications does a train driver need?

There are actually two people who are in charge of a train: a conductor and an engineer. Both have slightly different qualifications.

A train conductor is the entry level position on the train. They are responsible for paperwork and communications, as well as keeping a lookout while the train is in motion and coupling and uncoupling cars when needed. In short, the conductor is responsible for the train as a whole, but does not necessarily drive the train. Conductors tend to “class up” to engineers. Engineers actually operate the train engines, and are responsible for controlling the train’s motion.

Both conductors and engineers need to pass the Canadian Rail Operating Rules, railway signals, and dangerous goods exams. They may need to take these exams every few years while employed by the railway.

Railways typically put new employees through several months of training before they can be a conductor on a train, and many also require yard work experience before a person can be hired as a conductor. Engineers typically have at least two years experience as a conductor, and often have a several month course on locomotive operations, air brake systems, train handling, crew management, and train marshalling.

Some post-secondary institutions like BCIT offer pre-employment programs and recertification courses.

Who maintains the landscaping directly adjacent to train tracks? Rail company, or the city?

Railways are responsible for vegetation management on their own right-of-ways. The railways hire contractors to manage their landscaping, which includes herbicide spraying. CN’s pest management schedule for BC can be found here. CPKC’s integrated vegetation management plan can be found here.

I'd be curious about what plans there are for the port and the railways to implement all the overpass improvements that were proposed a few years ago (overpasses in Milner, outside Fort Langley, etc.) to allow for increased rail traffic.

We reached out to the Port of Vancouver, since we hadn’t heard any new announcements about overpass improvements from them recently. A spokesperson for the Port noted they had completed the Roberts Bank Corridor Project in 2014, which included overpasses at 232nd Street, 64 Avenue, and 54 Avenue.

The province is in charge of a more recent overpass improvement. Currently, the provincial government is redoing an overpass connecting the Milner area with Fort Langley as part of its Highway 1 expansion project. That work will replace the existing railway crossing immediately east of Glover Road and make it taller, so trucks will stop smashing into it. Widening work is already underway in that area. Moving BC Hydro utilities around the rail overpass will begin this fall, and construction will go to tender once the BC Hydro has been relocated.

How many fatalities have there been from trains in the Fraser Valley?

In the last five years, there have been 17 fatalities in the Fraser Valley. Twelve of those have happened in Chilliwack.

In the coming weeks, we will have a story on train fatalities in the Fraser Valley since 1987, and look at where Chilliwack falls in Canada for the number of deaths on local rail lines.