This post continues with a look at Brockville evening operations. The public timetable appears at the end of the post. I think this sequence shows the splitting of Trains 46 and 56.
Probably after waiting a while, a yard move arrives from the west.
The right front (RF) of the unit.
Some portraiture of the power for Train 56 as it waits behind the station.
Do you recognize that train at the left edge?
I'm not sure, but I think it might be 'Turbo'!
(Be sure to send for my kitbashing article
on turning your ancient conventional equipment
into a Turbo trainset! Be sure to send an SSAE!*)
Today, I was wondering ...
* stamped, self-addressed envelope
I'm not sure, but I think it might be 'Turbo'!
(Be sure to send for my kitbashing article
on turning your ancient conventional equipment
into a Turbo trainset! Be sure to send an SSAE!*)
Today, I was wondering ...
The way the government set up the expensing of contracted service for VIA equipment ... what kind of 'annuity' was written to pay the CNR (the beneficiary) for servicing VIA's 'new' Turbo. I also wonder what the asset value of the Turbo was ... when it was transferred from CN's to VIA's books. CNR officials must have been relatively pleased to have the long-suffering Turbo experiment become someone else's responsibility.
I remember reading an example of the 'no fault' service contracts the railways were given at the time: If steam generator water was used to top up a diesel fuel tank because the contracted railway employee was not familiar enough with the different (or similar in this case) filling ports - VIA paid for the repair.
This kind of thing happened back then because CPR workers were servicing former CNR equipment and vice versa.
I was told (on a VIA 'CPR train') that the Canadian's stainless steel equipment had so many wheel flat spots (during one trip, right under our roomettes - but it did save us from sleeping through the stop at Bisco!) ... because the CNR crews on the transcontinental service were not accustomed to the effectiveness of the Canadian's disc brakes.
... And, of course, the steel brake shoe equipment was operated in trains which also included the CPR equipment ... so how were they supposed to set the air to get a consistent braking force?
The crew for Train 56 is reporting for duty.
A dramatic old-school arrival of Train 46/56.
The steel-on-steel braking is putting on a good show.
Notice the second engineer getting ready ...
He's snagged the string loop knotted to orders and a clearance.
You can see the little bundle hanging beside his belt.
The train will be transferring from CNR to CPR track.
As if to answer my puzzlement from the previous post
(regarding the title of a VIA crew member signalling for a brake test) ...
The acting conductor is differentiated from brakemen/flagmen by that gold hat band.
Notice the brake cylinder travel, and shoes against wheels.
... more from this sequence next time ...
The timetable in force when these photos were taken:
