Alberta
Summer Vacation Idea – Central Alberta’s collection of Train stations preserved along the Highway 56 Corridor

Article submitted by Paul O’Neil
For decades, the railroad station or “depot” was the transportation hub of many communities across North America. As the “storefront” for the railway company, the depot was the town’s gateway, handling express freight, serving travelers, and providing vital communication in an erathat is now almost forgotten. In Canada’s West, the remaining small-town depots that continue to exist are now museums, private businesses or residences, or in the worst cases have been left to deteriorate as hulks on private property.
There is however a special historical railway on the Prairies that has developed into a true “historic railway district”. A visit to the depots preserved by the Canadian Northern Society in Central Alberta provides a glimpse into the past – an entire collection of classic railroad station designs, carefully and lovingly maintained by a dedicated group of volunteers.
History Background:
Members of the Canadian Northern Society include historians, community volunteers, gardeners, and other local supporters who have since 1987 been active in the preservation of its namesake railway’s history, and in particular its depots. The Canadian Northern Railway (CNoR) traces its origins to Manitoba in 1896. Visionary founders Sir William Mackenzie and Sir Donald Mann – both instrumental as contractors in the completion of the Canadian Pacific Railway – grew the company from a modest short line between Gladstone and the Dauphin district of Manitoba into to a 9500 mile transcontinental system.
Despite the relative business success of the CNoR’s branchline network, negative financial impacts created by the First World War, together with mounting debt from the over-expansion led to the company being nationalized in late 1918. By 1924, operations in Central Alberta were amalgamated with the rival Grand Trunk Pacific Railway under the newly formed Canadian National Railways (CN) banner.
DEPOTS
Similar to other western railroads, the CNoR designed standard plans to be used at individual locations based on the size and importance of the locality to be served. In Alberta, the most common CNoR design was the combination freight and passenger “Third Class” station. Several “Second Class” depots intended primarily for divisional points were constructed, and a single-story “Fourth Class” depot design were also found. The designs were flexible enough that additions could be constructed as traffic or operations warranted. The distinctive pyramid or “semi-pyramid” roofline of a CNoR depot, a feature designed by company architect Ralph Benjamin Pratt, created a unique and pleasing image.
By the late 1960’s the depot-era on the former CNoR Battle River Subdivision (a large portion had by then been renamed the “Stettler Subdivision”) was drawing to a close. However, the presence of a branch line passenger service in the form of a Budd RDC service between Edmonton and Drumheller ensured the continued existence of several depots as passenger shelters that otherwise would most certainly face demolition. The Edmonton to Drumheller service lasted into VIA Rail Canada times until the Trudeau Government service cuts of November 1981 gutted passenger service across Canada.
ENTER THE CANADIAN NORTHERN SOCIETY
Meeting Creek, MP 21.2

My beautiful picture
By 1986, the CNoR Third Class depot at Meeting Creek was surviving on borrowed time, vandalized and yet escaping the fate of several identical structures in neighboring towns. As a result of an interest by a small group of younger railroaders and rail historians, powered perhaps by a few pints enjoyed in a Stettler pub, the Canadian Northern Society (CNoS) was soon established with the intent to save this classic structure from imminent destruction.
Armed with enthusiasm, some grant money, and the support of short-line Central Western Railway; the CNoS got to work repairing the roof, floors, rebuilding the wooden platform, painting, and replacing missing windows, doors and chimneys. By 1989 the Meeting Creek depot was resurrected from a sad state to her today’s 1940’s-era appearance.
Complimenting the station today is another vanishing prairie icon. A 1917 Alberta Pacific Grain elevator located across from the depot was purchased by CNoS from the Alberta Wheat Pool in 1992. Over the years, it too has been conserved by the Society and work continues into its second century. A second grain elevator, while privately owned, ensures that Meeting Creek continues to feature two classic prairie elevators that dominate the skyline in this picturesque location.
Donalda, MP 30.9:
9.7 miles south of Meeting Creek lies the Village of Donalda. Always an agrarian-based community, Donalda was never larger than 500 souls, and as such rated a Canadian Northern Railway “Third Class Depot”. Unfortunately, the original depot at Donalda was demolished in 1984.
Thanks to the efforts of the CNoS, the group was able to relocate an original CNoR “Fourth-Class” type depot, donated by a Saskatchewan farmer many miles to the east. All the Societyhad to do was physically move this building 700 miles from her location at Vandura, Saskatchewan to Donalda! Through fundraising and community support, the building was moved to Donalda in 1991. The depot was restored to her CN oxide red paint scheme, with cream trim on the windows and facia boards. The interior of the depot was refurbished to her heyday as a depot and is now included in the present-day collection of the Donalda & District Museum. Like Meeting Creek, a short section of original CNoR 60-pound steel main track remains preserved in front of the depot.
Warden MP 55.8:
Five miles south of Stettler is the one-time important junction of the CNoR Brazeau Subdivision, its westward extension into the coal fields at the foot of the Rockies. Originally, a “Fourth Class” station was located here, being destroyed by fire and replaced with a standard later version of the company’s “Third Class” design in 1919. This structure was sold and demolished in the 1980’s, and was recently replaced by a “representative” train order office/depot built entirely by CNoS volunteers, that features design features, artifacts, and “parts” of the original depot. It is used for educational purposes in a peaceful park-like setting along what is now short-line Alberta Prairie Railway.
Big Valley, MP 72.1:
Established in 1911, Big Valley was once hub of the division for the CNoR. By 1921 this one-time bustling terminal boasted well over 300 employees on payroll and featured a 10 stallroundhouse, coaling plant, water tank, and other terminal facilities. Big Valley’s 1912-built depot was a large “Second Class” design commonly constructed by the CNoR at divisionalpoints across the system. The main floor handled passenger and LCL business, while the second-floor housed accommodations for the agent – and later crews and offices.
The Big Valley depot was the second major conservation project for the Canadian Northern Society in 1989. Encouraged by the Village of Big Valley, CNoS began refurbishment of the station, and was able to raise funding from Alberta Historical Resources Foundation and various temporary job creation programs to restore the depot to today’s attractive 1940’s-era exterior appearance.
At the same time, short–line operator Central Western Railway was launching Alberta’s first tourist railroad service. Big Valley, like in her previous railroad life, again had the infrastructure to accommodate steam powered trains into the community. In addition, the 10-stall roundhouse,by then in ruins with only the concrete walls showing her prominence to the community was preserved as an interpretive park through the efforts of CNoS, Central Western, and the Village of Big Valley. Volunteers cleared and excavated the site, allowing the view of the ash and turntable pits, boiler room and machine shop. You can imagine the one-time bustling activity of Ten-Wheelers and Consolidations locomotives receiving service at the Roundhouse.
Big Valley today is the centerpiece of this rich CNoR heritage, plus a restored grain elevator to complete the scene of a bustling prairie railroad terminal. The Big Valley Historical Society also operates an excellent local museum in a classic garage on Railway Avenue, together with maintaining St. Edmund’s Church – a spiritual home of many of the community’s early railroaders. Serving as primary destination for Stettler based Alberta Prairie Railway, seasonal excursion trains arrive at Big Valley on a scheduled basis, where passengers spend a few hours in the community, experiencing the magic of its railway, ranching, and mining historical attractions.
Further along the line in the ghost town of Rowley is another preserved CNoR Third Class depot, built to a similar floor plan as Meeting Creek’s railway station. While not part of the Canadian Northern Society’s collection, it is certainly worth a visit while in historic “Rowleywood”.
Other Projects
In addition to its Stettler Subdivision projects, the Canadian Northern Society has and continues to support other railway preservation efforts.
Over the years the preservation of depots at Rowley, Smoky Lake, Viking, Canora in Saskatchewan, and Dauphin in Manitoba have all been supported by CNoS. A roundhouse project at the former CNoR divisional point of Hanna has also been aided by the CNoS. While the 1909 Viking depot is in fact a rival GTP station, the CNoS was instrumental in its 1991 preservation – and remarkably you can still catch a train here – with VIA Rail Canada’s flagship train “The Canadian” stopping upon request.
The CNoS collection of depots and the corresponding regional history that they represent has become part of the historical fabric of Western Canada. It is proud to have left this legacy – and its true hope is that future generations will continue to be educated by its efforts, and will perhaps contribute to the further preservation of each of these wonderful historic structures.
This summer the Canadian Northern Railway Historical Society invites you to visit these historic buildings along Alberta’s Highway 56 corridor.
Alberta
Alberta extracting more value from oil and gas resources: ATB

From the Canadian Energy Centre
By Will Gibson
Investment in ‘value-added’ projects more than doubled to $4 billion in 2024
In the 1930s, economist Harold Innis coined the term “hewers of wood and drawers of water” to describe Canada’s reliance on harvesting natural resources and exporting them elsewhere to be refined into consumer products.
Almost a century later, ATB Financial chief economist Mark Parsons has highlighted a marked shift in that trend in Alberta’s energy industry, with more and more projects that upgrade raw hydrocarbons into finished products.
ATB estimates that investment in projects that generate so-called “value-added” products like refined petroleum, hydrogen, petrochemicals and biofuels more than doubled to reach $4 billion in 2024.
“Alberta is extracting more value from its natural resources,” Parsons said.
“It makes the provincial economy somewhat more resilient to boom and bust energy price cycles. It creates more construction and operating jobs in Alberta. It also provides a local market for Alberta’s energy and agriculture feedstock.”
The shift has occurred as Alberta’s economy adjusts to lower levels of investment in oil and gas extraction.
While overall “upstream” capital spending has been rising since 2022 — and oil production has never been higher — investment last year of about $35 billion is still dramatically less than the $63 billion spent in 2014.
Parsons pointed to Dow’s $11 billion Path2Zero project as the largest value-added project moving ahead in Alberta.
The project, which has support from the municipal, provincial and federal governments, will increase Dow’s production of polyethylene, the world’s most widely used plastic.
By capturing and storing carbon dioxide emissions and generating hydrogen on-site, the complex will be the world’s first ethylene cracker with net zero emissions from operations.
Other major value-added examples include Air Products’ $1.6 billion net zero hydrogen complex, and the associated $720 million renewable diesel facility owned by Imperial Oil. Both projects are slated for startup this year.
Parsons sees the shift to higher value products as positive for the province and Canada moving forward.
“Downstream energy industries tend to have relatively high levels of labour productivity and wages,” he said.
“A big part of Canada’s productivity problem is lagging business investment. These downstream investments, which build off existing resource strengths, provide one pathway to improving the country’s productivity performance.”
Heather Exner-Pirot, the Macdonald-Laurier Institute’s director of energy, natural resources and environment, sees opportunities for Canada to attract additional investment in this area.
“We are able to benefit from the mistakes of other regions. In Germany, their business model for creating value-added products such as petrochemicals relies on cheap feedstock and power, and they’ve lost that due to a combination of geopolitics and policy decisions,” she said.
“Canada and Alberta, in particular, have the opportunity to attract investment because they have stable and reliable feedstock with decades, if not centuries, of supply shielded from geopolitics.”
Exner-Pirot is also bullish about the increased market for low-carbon products.
“With our advantages, Canada should be doing more to attract companies and manufacturers that will produce more value-added products,” she said.
Like oil and gas extraction, value-added investments can help companies develop new technologies that can themselves be exported, said Shannon Joseph, chair of Energy for a Secure Future, an Ottawa-based coalition of Canadian business and community leaders.
“This investment creates new jobs and spinoffs because these plants require services and inputs. Investments such as Dow’s Path2Zero have a lot of multipliers. Success begets success,” Joseph said.
“Investment in innovation creates a foundation for long-term diversification of the economy.”
Alberta
Alberta government must restrain spending in upcoming budget to avoid red ink

From the Fraser Institute
By Tegan Hill and Milagros Palacios
Whether due to U.S. tariffs or lower-than-expected oil prices, the Smith government has repeatedly warned Albertans that despite a $4.6 billion projected budget surplus in 2024/25, Alberta could soon be in the red. To help avoid this fate, the Smith government must restrain spending in its upcoming 2025 budget.
These are not simply numbers on a page; budget deficits have real consequences for Albertans. For one, deficits fuel debt accumulation. And just as Albertans must pay interest on their own mortgages or car loans, taxpayers must pay interest on government debt. Each dollar spent paying interest is a dollar diverted from programs such as health care and education, or potential tax relief. This fiscal year, provincial government debt interest costs will reach a projected $650 per Albertan.
And while many risk factors are out of the government’s direct control, the government can control its own spending.
In its 2023 budget, the Smith government committed to keep the rate of spending growth to below the rate of inflation and population growth. This was an important step forward after decades of successive governments substantially increasing spending during good times—when resource revenues (including oil and gas royalties) were relatively high (as they are today)—but failing to rein in spending when resource revenue inevitably declined.
But here’s the problem. Even if the Smith government sticks to this commitment, it may still fall into deficit. Why? Because this government has spent significantly more than it originally planned in its 2022 mid-year plan (the Smith government’s first fiscal update). In other words, the government’s “restraint” is starting from a significantly higher base level of spending. For example, this fiscal year it will spend $8.2 billion more than it originally planned in its 2022 mid-year plan. And inflation and population growth only account for $3.1 billion of this additional spending. In other words, $5.1 billion of this new spending is unrelated to offsetting higher prices or Alberta’s growing population.
Because of this higher spending and reliance on volatile resource revenue, red ink looms.
Indeed, while the Smith government projects budget surpluses over the next three fiscal years, fuelled by historically high resource revenue, if resource revenue was at its average of the last two decades, this year’s $4.6 billion projected budget surplus would turn into a $5.8 billion deficit. And projected budget surpluses in 2025/26 and 2026/27 would flip to budget deficits. To be clear, this is not a far-fetched scenario—resource revenue plummeted by nearly 70 per cent in 2015/16.
In contrast, if resource revenue fell to its average (again, based on the last two decades) but the Smith government held to its original 2022 spending plan, Alberta would still have a balanced budget in 2026/27.
Bottom line; had the Smith government not substantially increased spending over the last two years, Alberta’s spending levels today would align with more stable ongoing levels of revenue, which would put Alberta on more stable fiscal footing in the years to come.
Premier Smith has warned Albertans a budget deficit may be on the way. To mitigate the risk of red ink moving forward, the Smith government should show real spending restraint in its 2025 budget.
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