SD70Dude BaltACD NDG FYI. When Rescue Goes to H. https://www.ckom.com/2019/10/15/train-collision-near-melfort-results-in-minor-injuries/ https://www.discoverhumboldt.com/local/railway-incident-1-mile-south-pathlow-sask Westbound Grain Train, Two 2 Units lost a Unit and stalled, 100+ loads. Train Tied Down, Bulletins Issued, Crew Taxied to Terminal. Second Crew Three 3 men, Three 3 Units called East to pick up stalled Grain Train and bring it in. Rescuers ran into stalled train @ +/- 20 MPH. The Men of Science may well have Data? as to how this might affect Crankshafts and other components in Locomotives' Diesel Engines, etc? Thank You. Would I be correct in presuming that everything stayed on the rail with this 'hard coupling'? From what I have been told nothing derailed, and the accident crew has been fired. We had a similar incident some years ago on a branchline out of Edmonton, a crew cut off from their own train at a location where it would not block crossings, and then pulled ahead some distance to perform switching. Upon returning to their train they forgot exactly where they had left it, and collided with it at considerable speed. As nothing derailed and this was before the era of instant downloads they decided to proceed as though nothing had happened. Not long after they started moving one of the engines started giving alarms. Upon inspection they found out that the impact had broken some of its motor mounts, and the diesel engine had shifted and was no longer in alignment with the generator and air compressor. I have never worked the St. Brieux Subdivision (Humboldt-Melfort, SK), but approximating from timetable mileages and the photo in the article I believe the collision happened here: 52.688909, -104.832780 This area would be a unusual place to leave a 100+ car, 6200' train, as it would be blocking a crossing (unless cut). I have to wonder if the crew thought this too, and expected to find the grain train at a different location farther north. I do not know what specific instructions they had, but sometimes our Form T GBOs can cover a much wider distance than the equipment actually occupies. They should still have been obeying restricted speed while within the affected area.
BaltACD NDG FYI. When Rescue Goes to H. https://www.ckom.com/2019/10/15/train-collision-near-melfort-results-in-minor-injuries/ https://www.discoverhumboldt.com/local/railway-incident-1-mile-south-pathlow-sask Westbound Grain Train, Two 2 Units lost a Unit and stalled, 100+ loads. Train Tied Down, Bulletins Issued, Crew Taxied to Terminal. Second Crew Three 3 men, Three 3 Units called East to pick up stalled Grain Train and bring it in. Rescuers ran into stalled train @ +/- 20 MPH. The Men of Science may well have Data? as to how this might affect Crankshafts and other components in Locomotives' Diesel Engines, etc? Thank You. Would I be correct in presuming that everything stayed on the rail with this 'hard coupling'?
NDG FYI. When Rescue Goes to H. https://www.ckom.com/2019/10/15/train-collision-near-melfort-results-in-minor-injuries/ https://www.discoverhumboldt.com/local/railway-incident-1-mile-south-pathlow-sask Westbound Grain Train, Two 2 Units lost a Unit and stalled, 100+ loads. Train Tied Down, Bulletins Issued, Crew Taxied to Terminal. Second Crew Three 3 men, Three 3 Units called East to pick up stalled Grain Train and bring it in. Rescuers ran into stalled train @ +/- 20 MPH. The Men of Science may well have Data? as to how this might affect Crankshafts and other components in Locomotives' Diesel Engines, etc? Thank You.
Would I be correct in presuming that everything stayed on the rail with this 'hard coupling'?
From what I have been told nothing derailed, and the accident crew has been fired.
We had a similar incident some years ago on a branchline out of Edmonton, a crew cut off from their own train at a location where it would not block crossings, and then pulled ahead some distance to perform switching. Upon returning to their train they forgot exactly where they had left it, and collided with it at considerable speed. As nothing derailed and this was before the era of instant downloads they decided to proceed as though nothing had happened. Not long after they started moving one of the engines started giving alarms. Upon inspection they found out that the impact had broken some of its motor mounts, and the diesel engine had shifted and was no longer in alignment with the generator and air compressor.
I have never worked the St. Brieux Subdivision (Humboldt-Melfort, SK), but approximating from timetable mileages and the photo in the article I believe the collision happened here:
52.688909, -104.832780
This area would be a unusual place to leave a 100+ car, 6200' train, as it would be blocking a crossing (unless cut). I have to wonder if the crew thought this too, and expected to find the grain train at a different location farther north. I do not know what specific instructions they had, but sometimes our Form T GBOs can cover a much wider distance than the equipment actually occupies.
They should still have been obeying restricted speed while within the affected area.
I don't know the Canadian procedures....on CSX the HOS crew would have identified to the Train Dispatcher the exact mileposts of both the head end and rear end of the train. These milepost locations would be given to the 'Relief Crew' in their Train Messages for their move to rescue the train.
We have had discussions on Qualifications of T&E personnel - this is the exact type of situation where safe operation depends on the qualifications of the crew in KNOWING where they are and where they need to be.
Never too old to have a happy childhood!
SD70DudeThey should still have been obeying restricted speed while within the affected area.
They were probably taking advantage of the "not to exceed" part of the rule...
On our line, that's 20 MPH.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
tree68So, I was just kidding around.
So was I
BaltACDI don't know the Canadian procedures....on CSX the HOS crew would have identified to the Train Dispatcher the exact mileposts of both the head end and rear end of the train. These milepost locations would be given to the 'Relief Crew' in their Train Messages for their move to rescue the train.
If the DS was forward thinking enough to get that info to split the block (in the case of dark territory). If the rules allow for splitting blocks. Ours do.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
Sounds similar to what happened here in 1992 when one of the freight tunnels was damaged by new pilings being driven in the North Branch of the Chicago River.
Bearing THAT in mind, the TTC is 40 Feet Below Lake Ontario @ Union Station.
Thank You.
Good thing the lake isn't as high as it was earlier this year!
Greetings from Alberta
-an Articulate Malcontent
I'm sure this has been discussed on here before, but here is a collection of photos of the 'Berry Ferry', CP's last inland lake operation in interior BC:
The last run:
https://www.youtube.com/watch?v=Px_Asx87kt0
Poling the barge slip. Several diesels were specifically modified for this service, with higher-mounted plows and sealed traction motors:
http://www.railpictures.ca/?attachment_id=8335
http://www.railpictures.ca/?attachment_id=39066
More photos from the last years of operation:
http://www.railpictures.ca/?attachment_id=23605
http://www.railpictures.ca/?attachment_id=21395
https://www.railpictures.net/photo/343477/
https://www.railpictures.net/showphotos.php?city=Rosebery&country=British%20Columbia,%20Canada
Very good news!
I take it our illustrious shiny pony PM won't be cutting the ribbon in Alberta....Or at any coal mine, I mean heavens what would Greta of Green Fable say!
Lets not get started on that Crap, again :)
The election is OVER, I hope.
Back in the day, Miners in the Pass, and elsewhere wore Blackface every day, then died, coughing, from the dust, underground.
I was in the Hospital for a few months at The Crow, this old Hungarian dying by inches in the 9-bed Ward, ESL.
Hopefully Coal by Rail, not by Pipeline?
I'm going to Starbucks on my 4-8-2 Bike before it gets dark, and snows.
Mr. Kat is in a snit, again. Third one since Noon.
I always took my samples while the miners were drilling at the face with a jackleg, catching the tailings in a heavy duty poly bag, then decanting. At least six per face, 4-6 faces in different stopes and ore drives.
This means I arrived back on surface with blackface every dang day. I was the dirtiest, grimiest, geologist by far at the Mine. Covered in drill oils, soaked in water and splattered silly with ground up drill tailings.
Loved to lay on the muck pile after a blast and look up at a fresh exposed back sparkling away ( scaled of course, did it myself, 'bared down' in the USA). First time any human laid eyes on the ore laden host rock and perhaps its first time exposed to air in billions of years, perhaps ever. Gold was the best. Very thrilling and sexy, quite a thing.
As our Company CEO used to say " get me that juicy stuff".
NDG https://www.sparwood.ca/web/default/files/users/cjones%40sparwood.ca/Living%20In%20Sparwood/History/img030.jpg
https://www.sparwood.ca/web/default/files/users/cjones%40sparwood.ca/Living%20In%20Sparwood/History/img030.jpg
What does the "K" on the hopper car signify?
Were the old buildings burned after being knocked down?
What a dirty place to live, right next to the mines. The laundry would not stay white for long.
CP 8905 is the only surviving Train Master, being preserved at Delson:
http://www.rrpicturearchives.net/locoPicture.aspx?id=124694
SD70DudeI'm sure this has been discussed on here before, but here is a collection of photos of the 'Berry Ferry', CP's last inland lake operation in interior BC: The last run: https://www.youtube.com/watch?v=Px_Asx87kt0 Poling the barge slip. Several diesels were specifically modified for this service, with higher-mounted plows and sealed traction motors: http://www.railpictures.ca/?attachment_id=8335 http://www.railpictures.ca/?attachment_id=39066 More photos from the last years of operation: http://www.railpictures.ca/?attachment_id=23605 http://www.railpictures.ca/?attachment_id=21395 https://www.railpictures.net/photo/343477/ https://www.railpictures.net/showphotos.php?city=Rosebery&country=British%20Columbia,%20Canada
I gather the poling operation had something to do with adjusting the height of the 'apron' or track between land and the track on the gantry, but does anyone know how it did that?
Link to an great article about it - also with beautiful photos:
As the author noted, some of the lake steamers had such shallow drafts that they could "float on a heavy dew", but were also very prone to rocking in any wave action. Apparently their dining facilities were up to CP's classy standards.
- PDN.
NDGI am sorry, I do NOT remember what the letter 'K' on hopper cars was for.
Potash or something like it? The chemical symbol for potassium is K (from the Latin name for potash, 'kalium').
Is the wibbly gon that miningman showed in the 'Strange Things' thread on Classic Trains Forum likely to be a victim of coke service?
Click on the "Trains March 1977" link in my post above - oh, heck, here it is:
http://trc.trains.com/Train%20Magazine%20Index.aspx?articleId=67232&view=ViewIssue&issueId=6034
- and it'll take you to a small print of the cover. All of the cover shows the barge operation - and below it is the table of contents. Peruse that issue - in addition to the Iris G, several of those articles are classics, esp. the ones by Arkinstall ("Railroad Reading" reminisces type) and Blaine on the brakes - he was a Westinghouse expert, as I recall. Since this thread is mostly about the past, I can say that in some ways those issues were better than the new ones - although Nov. 2019 isn't too bad.
I wake up this morning and one of the other CPR groups I follow had a location list of CP's remaining SD40-2's. There are only 35. Once there was something like 500. They were known as the 5500's.
When the first of those units was 10 years old they had a function hosted by the bosses to celebrate it. What they were celebrating was that after many decades of searching, they had finally found a locomotive that could reliably work on the mainline between Calgary and Vancouver as well as the 5900 series Selkirk 2-10-4's. A lot of different types of locos had come and gone trying to do the job.
Dad noticed that by that time he was the only one in the room that had actually hooped one of those things.
A long time forgotten. . .
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
NDGI like this photo from the Internet. https://railpictures.net/photo/714646/
OH MY, is that ever a beautiful photo. Thanks for linking us to it.
Nice find. That locomotive is a good candidate for 'Very Strange Things' over on Classic.
Meanwhile there's 'a' Niagara and there's 'the' Niagara.
Strong winds and rains during Thursday night's storm have moved the historic iron scow at the top of Canada's Horseshoe Falls, which had been stuck in the same place for more than 100 years — and now, it's closer to the edge.
In a press release, Niagara Parks said that the deteriorated dumping scow, which is similar to a barge, used to be lodged in the upper rapids above the falls, but has shifted down river.12 hours ago
Not far from the 'scow' there is a locomotive of sorts on display, with a big arm hanging off one side. It used to run back and forth along the water intake in the video to keep ice from clogging it up.
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