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    Original western terminus of the CPR

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  1. Coincidentally, that picture has been on here before, but not in the "Railroads in a giant landscape" topic: https://www.rmweb.co.uk/community/index.php?/topic/27189-us-car-float-operation/&do=findComment&comment=2509994
  2. That's not rust red - it's just standard 'end-of-steam' grot.
  3. I think it is rust. There are traces of the black paint at the top left corner and the top centre of the red area - it isn't a uniform coat of paint or red lead.
  4. That's what conductors with radios are for! https://www.flickr.com/photos/uptrain/26148844557
  5. Sometimes referred to - usually by teenagers with aspirations to car ownership - as a 'loser cruiser'.
  6. A different way to "chase a train": https://www.railpictures.net/photo/718405/
  7. Giant landscape, very small train: https://www.railpictures.net/photo/718423/
  8. Not just British trains, but North American ones. Look at the size of the engines here against the doublestacks they're hauling: https://www.railpictures.net/photo/392056/ It means you have plenty of clearance for moves like this: https://www.railpictures.net/photo/120842/ which I saw on the way from St. Thomas, Ontario to Tacoma, Washington State.
  9. Not only that. The day I travelled on it was one of the hottest of that summer. They ran it with all the doors open, and an employee stationed at each door to stop passengers possibly falling out!
  10. Ayr shed was also inside a triangle formed by Newton Junction, Hawkhill Junction and Blackhouse Junction.
  11. The coach body of one of the GNoSR railmotors still exists, in very bad condition. It belongs to the Royal Deeside Railway Preservation Society, and is stored at Ferryhill in Aberdeen: http://www.cs.rhrp.org.uk/se/CarriageInfo.asp?Ref=4284
  12. Here's one of it at Abbotsford: http://www.railforthevalley.com/wp-content/uploads/2014/08/RftV-001.jpg I did the trip on it from New Westminster to Abbotsford on what was then the BC Hydro railway (now Southern Railway of BC). I have a couple of pictures taken that day, but that was before the days of digital cameras, and they're buried in a box somewhere. One big concern was the speed and quietness of the units, combined with many ungated crossings, on a line where pedestrians and car drivers were used to seeing slow, noisy diesel-hauled drag freights. The BCH crews were very relieved to get through the summer of 1986 without a crossing accident.
  13. Did they need conductor drivers on that duty? (I presume you've been a victim of autocorrect?)
  14. I agree that's a '1', and not a '3'. I did wonder when I wrote '3' - the caption of the picture didn't include the number - but I should have noticed that there wasn't a serif on the number. The picture in David L. Smith's book of railmotor #3 at Dumfries as a separate engine and coach shows the coach as a railmotor coach with the longer picture windows, with another bogie added. However, since the engine unit was now a separate locomotive, it's possible it could have been used to haul regular coaches. However - these railmotors were constructed almost like a horse and cart. The engine unit was held between extensions of the coach frames, and could be released by removing the front buffer beam. That has a couple of possible consequences. - Was there any other attachment of the engine to the frames, or was there enough looseness of the engine in the frames that an angle like that could happen 'naturally'? (I had wondered if there was an angle showing in that picture.) - Could the coach units be swapped between railmotors, like tenders between engines? If so, one or more of the coach units in these pictures may have formed part of railmotor #2 at some point. (There are several members of the G&SWR Association on here. Perhaps they could add information on these railmotors.)
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