NDG CN does it, too. Did not stop before going foul. Hit opposing train heading in. Note Points. Signaled. https://media.winnipegfreepress.com/images/TRAIN_190203_CN_train_derails_.jpg https://www.winnipegfreepress.com/local/two-trains-jack-knife-derail-near-portage-la-prairie-503863922.html
Eastbound M318 (Edmonton-Winnipeg manifest) didn't stop in time and ran into the middle of westbound Q115 (Toronto-Calgary intermodal). Happened at Nattress, on the east side of Portage La Prairie, where the double track mainline briefly narrows to one across the Assiniboine River bridge.
318 was almost 20,000 tons, with 2 units on the head end and 2 more mid-train. A shame that junk GECX leaser (the CSX unit) didn't get beat up more.
A little history about Nattress, posted by a knowledgeable fellow on another forum:
oldrailben Fun fact about CN station name Nattress, which, as the article below describes, is a single track gauntlet bridge over the mighty Assiniboine River, on the otherwise double tracked Winnipeg to Portage east end of the Rivers Sub. When the second main track was constructed/connected in the 1970's or so, there was a debate about whether or not the major expense of building a second bridge over the river was required. As one might imagine, the operational folk said it was, and the planning/financial folk said it couldn't be justified. Oddly enough, the latter won out, the second bridge wasn't built, and the gauntlet at Nattress remains to this day. BUT the ops guys had the last laugh - they named this obvious bottleneck Nattress, after the chief bottlenecker, one Mr (?Ian?, but I stand to be corrected as memory fades) Nattress, who was coordinator of transportation planning in Winnipeg at the time. Word is that even he understood this was not an honour...
Fun fact about CN station name Nattress, which, as the article below describes, is a single track gauntlet bridge over the mighty Assiniboine River, on the otherwise double tracked Winnipeg to Portage east end of the Rivers Sub. When the second main track was constructed/connected in the 1970's or so, there was a debate about whether or not the major expense of building a second bridge over the river was required. As one might imagine, the operational folk said it was, and the planning/financial folk said it couldn't be justified. Oddly enough, the latter won out, the second bridge wasn't built, and the gauntlet at Nattress remains to this day. BUT the ops guys had the last laugh - they named this obvious bottleneck Nattress, after the chief bottlenecker, one Mr (?Ian?, but I stand to be corrected as memory fades) Nattress, who was coordinator of transportation planning in Winnipeg at the time. Word is that even he understood this was not an honour...
Greetings from Alberta
-an Articulate Malcontent
Thank You.
The "two-bit" folks always seem to get promoted too.
If it were all loads a 20,000 ton train would probably be around 8,000 to 9,000 feet, but could be well over 11,000' if there were some empties or lighter cars. I can't remember offhand exactly how long this one was.
RE: CP Alyth derailment, the official Transport Canada blurb:
R19C0002
Date: Occurrence Type:
Time:
Accident/Incident Type: NON-MAIN-TRACK TRAIN COLLISION
ACCIDENT 2019-01-06 3 07:00 Classification:
Province: Nearest Town/City: Subdivision Owner: Subdivision Name: ALBERTA CALGARY CP - CANADIAN PACIFIC RAILWAY CO. BROOKS Subdivision Mileage: 174.00 Location:
Details: DG Cars Involved: Train Operator: Yard Name:
0 CP - CANADIAN PACIFIC RAILWAY CO.
DG Released: 0
Spur Name: Spur Mileage:
Injuries:
Minor:Serious:Fatal: 00 0
Occurrence Summary: CP reports Alyth Belt-pack Yard assignment, while shoving, struck and derailed a number of cars (involving DG cars - unidentified). 58 cars from four separate tracks may be impacted. Area cordoned off for first hour. CP Hazmat team confirms no leaks. TSB investigators deployed and assessing.
https://www.american-rails.com/images/CBDMD7212.jpg
NDG FWIW. Mallet w 12-wheel tender. https://www.american-rails.com/images/CBDMD7212.jpg
The only way to go - B&O
Never too old to have a happy childhood!
NDGMallet w 12-wheel tender.
B&O was rightly famous for these, perhaps the lightest-weight tenders for their capacity built. Looking at them side-on was something of a trip as it was difficult to see there was any structure under that middle 3-piece truck.
Apparently preferable both in linear loading and riding to the alternative with 6-wheel Buckeyes (which are a fancy kind of 'three-piece design') The catch is how you provide lateral on the middle truck together with adequate side-bearing control while keeping smooth pivoting...
NDGMallet w 12-wheel tender. https://www.american-rails.com/images/CBDMD7212.jpg
Picture also brings to light something I have never seen, and have no idea what they are for - in the foreground are steel steps fastened to two ties on the outside of the rails in the track. ??????
NDGI too was wondering how the centre truck on the Tender would move laterally thru Turnouts yet support it's share of the weight. Would the Tender have come that way from the Builder, or was that a later modification??
I'm pretty sure all the three-truck (and extended-length lightweight Vanderbilt tenders in general) were built by B&O, probably at Mount Clare but BaltACD would know better than I would. If I remember correctly, the lateral accommodation was something like 14", provided as on some three-truck electrics by providing a horizontal slot for the kingpinand extended bearing surface for the side bearings. This worked well as far as I know because anything providing either rapid or extreme lateral would be negotiated at relatively slow speed, so little chance of getting slosh action going...
On the other hand, B&O could be famous for widespread adoption of things that never quite seemed explained. The great push to front-end stokers in the period around the beginning of WWII is one; supposedly upward of 70 of the things were installed, but I can't find a photograph or diagram of one in service, and haven't even seen drawings or pictures of the equipment itself. (And while I can imagine some whopper practical issues with front-end stoking of typical B&O locomotive coal, I can't imagine things so bad as to require official 'down the memory hole' denial that the whole plan ever existed...
A working hypothesis on the 'steps' -- I think they are jacking points, for example as might be used to lift one end of a freight car to swap out a bad truck.
BaltACDin the foreground are steel steps fastened to two ties on the outside of the rails in the track.
Between the rails to the right of the objects is a pile of ash, not ballast. I suspect those are stands used by the men to empty ash pans or do some other maintenace near the ash pans.
For the moment I can now log in again and we will see how I feel, to be able to make more posts.
I continue to enjoy your work and hope you have a happy and healthy 2019.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
Bruce, it's good to have you back.
Great to see you back!!
BaltACDin the foreground are steel steps fastened to two ties on the outside of the rails in the track. ??????
Balt, Those metal items look to me to be ATS test units. I have seen similar items on the throat of the Chicago C&NW terminal, and when riding into Chicago in the lead cab car, the engineer gets an ALERT beep as we pass over them.
Bruce, It's good to know that you are still around; you have been missed.
Johnny
Electroliner 1935 BaltACD in the foreground are steel steps fastened to two ties on the outside of the rails in the track. ?????? Balt, Those metal items look to me to be ATS test units. I have seen similar items on the throat of the Chicago C&NW terminal, and when riding into Chicago in the lead cab car, the engineer gets an ALERT beep as we pass over them.
BaltACD in the foreground are steel steps fastened to two ties on the outside of the rails in the track. ??????
NDGInside Working Steam Boiler.
Visible proof that Porta was right about the nature of boiler water under the dome
NDG Info, Please? I have never seen a CPR Belt Pack Locomotive Operation. Do these Locomotives have Event Recorders as do Road Power??
Can't speak for CP, but pretty much all of CN's locomotives have the tattling purple box (WiTronix).
When I first learned about the Bingham Canyon operation I found it really neat that it lasted so long, with trains functioning like haul trucks. And electric too!
The portable catenary must have been interesting to work with.
Not CP, but with our engines, you have the event recorders on the engines plus I believe you can get a detailed event download from whatever the remote company is (Laird/Cattron).
I heard the latter cost a bit of money, so is only requested when absolutely needed (incidents/accidents).
But that's just what I heard. I know the few (heh) times we had isues with teh remotes, the help people could pull realtime info up pretty easy and help you figure out what's going on. (like a reverser thrown in the consist, for example).
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
Data and camera footage can be remotely downloaded on ours. They are also programmed to generate an alert and send a snapshot to the local Engine Service Officer's* cellphone any time a locomotive goes into emergency above 10 mph.
Not sure if the MSREP's (Diesel Doctor) can remotely access information by themselves, they always seem to want you to toggle the Diagnostic Access Switch first. For some reason CN hides it in the electrical cabinet behind the Brakeman's seat, BC Rail was nice enough to put it on the back wall next to the traction motor cutout switches.
*ESO is Canadianese for Road Foreman of Engines. No idea why it's different up here.
Thank You for all the Information!
FYI.
Icebreakers at Work St Lawrence River. 2019.
That is one shiny locomotive, especially for a logging railroad.
A day or so ago a tourist boat (and other barges & etc. - 8 total) broke free in the Albany, NY area from high water and ice jams. The boat got stuck under the "Livingston Avenue" railroad bridge:
"Standoff Ends Between Unmanned Cruise Ship And Railroad Bridge"
https://www.npr.org/2019/01/25/688838962/standoff-ends-between-unmanned-cruise-ship-and-railroad-bridge
Some photos there, too.
It couldn't have been too much of a concern for the railroad, though - as one fo the photos shows:
"But other business continued as usual: One picture shows an Amtrak train crossing the Livingston Avenue Bridge while the Captain JP III sits lodged underneath."
Kind of reminds me of Joe Koh's Clinton St. viaduct - "Still undefeated against too-tall trucks!"
- PDN.
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