Mike_Walker

Shiplake on the Henley branch is an example of an island platform off a level crossing. It started out as a wayside platform but became an island when the branch was doubled only to revert to its original condition, albeit with the attractive buildings demolished, when it was singled again.

Chris, if you go back a page or two you'll find my shot of the Pacer in BCR's North Van yard so it obviously made onto the property. That's the first shot I've seen of it actually in operation.

I agree the concession pattern is the way forward. What worries me, and many within the industry, is how it would be implemented. London Overground is a concession awarded to Arriva Rail London by TfL and it works very well to the benefit of both parties and the customer. However, TfL conduct their side of the contract sensibly, ensuring ARL meet the contractual requirements (with financial penalties if they fail to do so) but otherwise leaving them to, basically, run the business as they see fit. Sadly, that approach would be less likely if the existing franchises were replaced by concessions directly managed by the DfT which has shown itself to be obsessed with interfering in and micro-managing the existing franchises let alone under the present EMA arrangements which in some ways are not dissimilar to the concession model. Basically, the power to make any decisions has been taken away from the TOC managements. The line has been described as: "We (the DfT) are in charge now, do as you are told and don't ask questions". Of course the public don't understand this which suits the DfT just fine. As in all branches of government the aim is to find a quango or private sector organisation to take the flack so civil servants or politicians don't have too.

I managed to get to Prince George (Eventually) twice, in 1979 and 1986 both times arriving in PG aboard the Skeena, first from Jasper the second from Prince Rupert but that's another story. On the first occasion no one seemed to know where the BCR trains ran from or even if they existed. The VIA crew said from the same station in PG, other opinions varied from a few hundred yards apart to several miles. After a night in a hotel we got a taxi who's driver assured us he knew the secret and took us to an industrial estate on the south side of town. Just as we were thinking "this can't be right" we came across some tracks, freight cars and a somewhat dishevelled looking building, all shut up and nobody about - to be fair it was about 1/2 hour before the train was due to depart. Eventually, just as we really starting to worry, RDCs BC31 and BC11 appeared. Moving on seven years to May 1986 and what a difference - not just the weather! A brand new station, well signposted, had been built and the train was obviously attracting far more business requiring four Budds. Once again we had BC31 and BC11 but they were bracketed by BC30 and BC14. Note the high level platform but because of the wide gap to allow freight cars to pass bridging pieces had to be deployed. New replacement stations had been built at many locations, large and small, along the line and a real effort was being made to promote what had now become the Cariboo Dayliner with considerable success. As Chris says above, it was routine to add two more at Lillooet which provided a daily out and back service from North Vancouver, the PG service only running on alternate days in each direction. BC11 and BC30 were both new to the BCR's predecessor the Pacific Great Eastern, BC14 came from SEPTA and was originally Reading 9155 whilst BC31 was originally Great Northern 2350 and was acquired from Amtrak in 1976 to replace the original BC31 which had been destroyed in 1973 when it hit a rockslide and caught fire. It wasn't only the passenger service that saw investment. A well equipped diesel shop was opened at Prince George in 1985. Sitting outside on 27 May 1986 we find 704, an MLW built C630M, the last of BCR's initial batch of these 3,000hp locomotives built in 1969. They were followed by 18 of the modified M630 design and, finally, eight M630W's with the wide nose 'Canadian' cab. Later that day and at the other end of the shed we find 644, a MLW M420W along with sister 640 and 804, one of the ex-Erie Lackawanna ALCo C425s. The BCR staff at all levels were incredibly friendly and helpful, allowing us to wander at will around the facility. At one point we "commandeered" 722 as a stage for a group photo which took some time to organise even if there was only four of us. We noticed some BCR staff looking on but they didn't stop us even though they did want the loco to put on a train! The furthest north I got on the BCR was the Parsnip River bridge at mp 548.1 where 644, M420W; 804, C425; and 640, M420W, lead a southbound on 28 May 1986. In 1983, BCR opened the 82-mile branch to the coal mines around Tumbler Ridge. This joined the main line at Wakely Junction and because it featured some long tunnels was electrified at 50kV 60Hz. Therefore having made the long drive north from PG, much of it over poor logging roads, we were to say the least disappointed when a loaded coal train came off the new line on 28 May 1986 behind run-through CN power! GP40-2LW 9599 and SD50Fs 5425 and 5435. Apparently this rare occurrence was due to some OLE maintenance work going on. From Wakely Junction the electrification continued a few miles south to Tacheeda where there were exchange sidings. Here we encountered a team from Balfour Beatty who were the contractors for the electrification who again made us most welcome - anyone daft enough to venture up there deserved to be treated royally. This modified caboose was used to inspect the OLE and in addition to the second cupola it had a pantograph. We took it in turns to put the pan up and down! We were also given a demonstration of how to isolate sections of the OLE which involved winding out a circuit breaker on the mast to the right. Our host did this very slowly creating a spectacular arc about 3' long - but at the same time telling the BCR guys to always do it as quickly as possible to avoid damage. We were then taken for lunch at the adjacent bunk house which was more like a 5-star hotel with some of the biggest steaks I've seen being served and in North America that's saying something! Unfortunately, while this was being enjoyed, the next train arrived from Tumbler Ridge which was electrically hauled. There were seven of these 6,000hp GF6Cs built by GM Canada on the same frame as the SD40-2. Sadly the reign of the electrics was short lived and by 2002 all seven were stored at the back of the Prince George diesel shop awaiting their fate. 6001 was preserved at the PG railway museum but the rest were scrapped. After a period of diesel operation, the Tumbler Ridge sub was also abandoned soon after when the mines shut. Mike

Basically yes. They were displayed to indicate the state of the signalling (S) or telegraph (T) equipment. If all was well the plates were displayed with a white letter on a black ground. If there was a problem then they would be reversed to show a red letter on a white ground. The idea was that they could be seen by linesmen or inspectors travelling on passing trains but did not absolve the Bobby from the responsibility of reporting the problem by the most expeditious means. Their use was not confined to the GWR and they were in use from around the 1880s to just before WW1.

Was indeed, renumbered 800 when returned to service (the group was originally 801-812) and I have it listed as cannibalised and remains sold for scrap in 7/94. For the record, the M630 which was not recovered from Seton Lake was 711. As for the destruction of BC Rail by CN - don't get me started! I still can't believe how all the investment made in the railway in its last decade or so, new stations, shops, etc., was swept away. In 1986 I was on the Cariboo Dayliner which was six cars in length south of Lillooet to handle the crowds. No doubt someone will write a book exposing all some day...

808 was actually an ALCo C425, one of 12 former Erie Lackawanna examples acquired by the BCR.

Interesting that Cowichan appears to have acquired a couple of windows. Perhaps it's a replacement building?

Actually, 9710 appears to have retained that livery until withdrawal. In addition 9703 and 9706 both carried the post war G W R style until withdrawal. Several other Panniers also carried GWR livery until withdrawal in the early sixties whilst 7816 Frilsham Manor was running with a G W R lettered tender in the early sixties despite having previously been running with one bearing the "mono-cycling lion" crest. Mike

Like Chris, The British Columbia Railway was another passion which I visited frequently. To start here are a couple of visitors to the line. MPEX 9902 was a rare MK5000C built by Morrison Knudsen with a 5000hp Caterpillar engine as an attempt to break the dominance of EMD and GE in the North American locomotive market. It is seen at North Vancouver on 30 April 1998 whilst being evaluated by BC Rail. No orders were forthcoming either here or anywhere else and the prototypes were sold to the Utah Railway. The last thing you'd expect to find in BC Rail's North Vancouver yard! BR Pacer 142049 was sent to Western Canada at the time of Expo '86 and was actually used on a brief demonstration passenger service on the Southern Railway of British Columbia, the former British Columbia Electric, in the lower Fraser Valley. 6 June 1986. Mike

Here are some more including some shots from the front of the RDCs on 19 September 1979. RDC 9064 restarts after making a special stop at the Hayward Road crossing north of Duncan to let off two visiting British railfans visiting the logging museum. We had intended alighting at Duncan but when the crew found out they told us it was a long walk so offered to stop at the closest point and pick us up on the way back! Personal service. The Arbutus Canyon bridge at mp 14.9, 425' long, 220' high. About to enter the only tunnel on the island at mp 15.6 near Malahat. It was only 145' long so the engineer delighted in crawling through so that passengers thought it was longer than it really was! E&N last spike cairn at Cliffside BC mp 25. Driven by Sir John A MacDonald on 13 August1886. Not as impressive or well cared for as the one at Craigellachie but still worthy of note. Quite a crowd awaits the Dayliner at the Cowichan flag stop. Those were the days. South of Duncan the former CN line on the island, closed many years previously, crossed the E&N on this trestle. For many years CP loaded traffic to/from the island at the Waterfront Yard in Vancouver. Here cars are being loaded (or unloaded - I can't remember which) onto the 'Carrier Princess' on 13 October 1981 although I think this might have been heading for Alaska - perhaps someone could confirm. Fast forward to 2 June 1986 and we find SW8 6701 sitting outside the Victoria roundhouse. By then things were very obviously in decline compared to seven years earlier. Mention has been made of the logging operation at Woss Camp. After a long drive the length of the island I was informed nothing was operating that day (3 June 1986) so I had to make do with this dynamic-brake equipped SW1200 sitting in the yard. Finally an E&N locomotive! As one last throw of the dice, CP set up a separate business unit to operate the island reviving the Esquimalt & Nanaimo name. GP38 3004, and possibly one other - I can't remember, was painted in this attractive livery but is seen here in Coquitlam yard on 10 July 2002. I'm not sure if this was on its way to the island or after returning following the spinning off of the E&N. The slight weathering would suggest the latter. Late news! I've just found a pic in my collection of 3005 taken at Mission City a couple days earlier also in E&N green but with the yellow overpainted in a lighter green and contemporary CP lettering applied. So there were at least two and it was after the CP E&N operation ended. Ah, memories! Mike

All this coverage of Vancouver Island has made me nostalgic and sent me delving into my own collection. First, back on 15 September 1979 we find CP Rail Budd RDC1s 9064 and 9067 at the Victoria terminal which at that time was near the roundhouse. Here's the Johnson Street drawbridges - there were two side by side, one for rail which looked better maintained back then, and one for road. Downtown Victoria is the other side. At this time trains only ventured across very occasionally to serve some industries but during the 1980s the passenger service was extended to a new station just beyond the bridge. A general view of the Victoria roundhouse after the RDCs had gone "on shed" later the same day. Plenty of modelling inspiration here! A closer view of the roundhouse and its turntable. The three passenger cars are part of the BC Museum's exhibition train which was visiting the island, The motive power visible comprises a pair of GP9s and 6621, a MLW S11. One of the Geeps, immaculate 8822, was moved out of the roundhouse and posed on the turntable for the British visitors by resident CP mechanic and railfan Ken Perry. At that time there were at least four Geeps on the island and next day 8487 and 8499 are seen arriving at Victoria with the freight from "up north". 8499 and 8487 running round their train before heading to the roundhouse. Ken Perry refills the sand boxes on 8487 from the classic sand tower.

That's one aspect but there is also a large amount of signalling equipment located along the trackbed of the former p1 which would be complex and expensive to move. It was therefore easier and cheaper to reconfigure the former p2 as described above.

Would be about right as you can see the work on the new P&R and preparatory works for the platform realignment at St Erth. GWR do their own route videos for training in HD.

Lelant Saltings has been superseded by a new, larger P&R facility at St Erth, few trains call there now.

On the GWR the convention was to number from the Down side but, as with all such "rules", there were/are exceptions such as Bristol Temple Meads.

To say nothing of Lac Megantic, Quebec probably the worst of its type.

If you watch the Telegraph video above you'll see 60062 and the front part of the train some way ahead. It is reported the driver uncoupled and drew the front part of the train clear - brave man indeed! 66004 dragged the rear portion clear uncoupled by the fire service under instruction from railway staff it seems. There is a trailing crossover where most of the wagons seem to have come off which may or may not be relevant.

Thanks to all for such interesting replies. Mike

I found this photo on the web. Would I be right in thinking the two coaches are W3755W and W3756W which are D62 'City' Brake Thirds now preserved at Didcot? The GWS website says they survived by virtue of being converted for use by miners by stripping out the interiors 1957 and fitting propane gas lighting in 1960. It would appear most of the doors have been sealed but it also appears to have an Autotrailer-style gong and additional window added in the brake end - does this indicate push-pull fitting? The somewhat leaky Pannier is noted as 9786 but the location isn't given. Could it be on the Glyncorrwg Branch? The presence of battery boxes underneath and no gas tanks would suggest sometime between 1957-1960. Mike

Except that the US "Tier 4" emissions standards are as tough as the latest European which is why production of the GM 2-stroke engines ceased some time ago. Presumably the 710s for the 69s will be reconditioned units recovered from scrapped North American locos or other sources - 12-710 engines in locomotives were somewhat thin on the ground most were 16 cylinder lumps.

Many if not all of the EMD F Series B units were equipped with "hostler controls" mounted inside next to one of the access doors. Additionally, many of the F3B and F7Bs so equipped had a hinged "porthole" next the controls which could be opened to look out. This can be seen as the centre window of the B unit here which is a F7B rebuilt to resemble a F3B. Here it can be seen in its more usual position as the last porthole next to the door. This VIA ex-CN F9B appears not to have hostler controls, at least not the opening window although one or both might have been removed when the unit was upgraded. In addition to E and F series B units, EMD constructed some "Cow & Calf" pairings of switchers designated the TR (Transfer) series such as this somewhat battered Belt Railway of Chicago TR4B. These combinations are similar to BR's Class 13s and should not be confused with the engineless "Slugs" created by some railroads from standard switchers. As mentioned the British Columbia Railway received eight custom-built M420Bs from Montreal Locomotive Works (MLW) in 1975 numbered 681-688. These did indeed have remote control gear allowing them to work in the mid-train position without a separate control car, hence the RCL (Remote Control Locomotive) prefix. They also had hostler controls inside the door where the cab would have been. Other "modern" B units were supplied to both Burlington Northern and Santa Fe before the BNSF merger. Burlington Northern received 101 B30-7AB units (4000-4100) from General Electric in 1982. Santa Fe had the last B units built, 23 GP60Bs from EMD in 1991 as part of its "Super Fleet" numbered 325 to 347. Finally, a handful of second-generation SD units were rebuilt without cabs following wreck damage. An example is BNSF 7505 , a rebuilt SD45. Note that in addition to removing the cab, the dynamic brakes were moved to a position where the cab/nose used to be. This helped increase their efficiency by moving them away from the hot prime-mover. This was also the reason the d/b's were moved in the SD50s and subsequent EMD models. This former Norfolk Southern SD40 was converted to a B unit by CP by removing the seats and control stand and plating over the windows. Several units, including CP's own SD40-2s were modified in this way to save upgrading the cabs to meet changing regulations. Hope this is useful. Mike

Are these of any help? OOC 45 ton Rapier steam crane TDW16 (built 1947) assisting in the clear up at Ruscombe on 18 Nov 1973.

Too much to hope they might produce Isle of Wight versions in the future?