March 8th, I got on Amtrak’s Lakeshore Limited in Springfield, MA, destined for Buffalo-Depew, NY. The train arrived on time and we departed as scheduled at 2:15pm. The consist included AMTK 153, 58(?), baggage car, two Amfleet coaches, and a cafe car. Everything went smooth for the next 30 minutes after departure from Springfield station. That’s when the train derailed at 2:45pm. It felt similar to riding a bicycle on smooth asphalt and suddenly hitting loose gravel, but I found it no worse than rough airplane turbulence. All three cars and one of the two locomotives derailed, and thankfully all stayed upright. The derailment occurred on a curve alongside the Westfield River near Woronoco, MA. On our right side is a steep embankment going up. On our left side is a step embankment going down 100 or so feet and ending at the river. There’s about five or so feet from the railway track edge to the hill’s face.

Now, I sympathize with the situation up to this point. Yes, derailments happen. It could’ve been much worse. There were no serious injuries and no cars overturned or were seriously damaged. But the busing situation was very chaotic and the passengers were left in the dark.

We were told it would be three or four hours before we could leave the train. We are in a somewhat remote area… not too far from civilization, but just in a difficult area of railway track. The plans constantly change and the passengers are left in the dark. First, we’re told a bus is taking us back to Springfield and then departing for Albany, NY. Then, some buses are going straight to Albany. We’re told to leave our luggage on the train and it will be taken care of and put on our buses. While we wait, the power for the coach cars has been cut due to fire hazard, so the temperature becomes quite uncomfortable and what limited electrical plugs that were on the train are now useless. (The power is eventually returned to the cars 5 minutes before we are allowed off.)

Amtrak Crews do walk the train offering free water, chips, and for those lucky enough to be hanging out in the cafe car, free sandwiches.

What ended up happening is this:

We finally are allowed off the train at 6:30pm, where we walk along the muddy access road to a school bus. We load onto the school bus. I have my backpack with my camera and laptop gear. My clothing bag stayed on the train. The school bus takes us all of 1/4 mile to a small community where the fire chief driving the bus gets out and the school bus company driver takes over. He drives, I kid you not, 100 feet to the edge of a parking lot where we are now transferred to a Peter Pan Coach Charter bus. My clothing bag is not put on this bus. Our bus leaves the community and meets with two other charter buses at the nearest main route. One bus is going to Pittsfield (the station after Springfield), One is going straight to Albany, and my bus is going BACKWARDS to Springfield to let four passengers off. Why were people going BACK to Springfield if they departed it going westbound? All this time I have no idea where my clothing bag is. There were no Amtrak employees on the bus which I was riding.

We then go to the Peter Pan bus terminal and wait until a new driver shows up. Apparently, Amtrak didn’t tell Peter Pan that a bus to Albany was needed so we wait two hours for the new driver to show. We depart at 9:00pm. The other charter buses at the derailment site belonged to a different company. For some reason, our bus has to go to Pittsfield for two passengers. Not sure why they didn’t get on the bus to Pittsfield from the derailment site. The route to Pittsfield is all slow county routes, not interstates or highways.

We finally arrive in Albany at 11:45pm, where our connecting train (49) had been held since 5:30pm or so. I feel bad for the passengers on that train who waited 6 hours for the derailment passengers to finally show up. Thankfully, my clothing bag is on the platform waiting for me. Derailment passengers were given pizza once aboard train 49.

Grand total, only 5 hours late getting into Buffalo. My vehicle was parked there so I was home in Hamilton, Ontario, by about 6:30am.

An interesting experience for sure. I don’t want to relive it anytime soon but at least now I can say I’ve been in a train derailment! Haha.

News Release

The systematic destruction of each locomotive was a very interesting process. Most components, aside from the exterior hood steel, were removed, shipped off, and sold to other railroads across the continent. While most of these locomotives were shot internally, the majority of their parts were still in fair condition and held significant value. (The exception to this was locomotive 4200, which was in revenue service up to the day it was moved onto the scrap track. 4200 required a complete electrical re-wiring, so the decision was made to simply scrap it.)

And the parts that aren’t resold are worth their weight in scrap value. A dead locomotive, depending on component conditions, can have scrap value of between $50,000 and $75,000 (and I’m likely low-balling those figures). The scrapping crews are contracted by the railroads to handle the difficult and time consuming task of torching up the old equipment and preparing parts for shipment. With scrap value as high as it is, it’s no wonder that this crew has been sent all over Canada this year to chop up locomotives.

The following photos are from the last moments I had with these iron horses. There’s currently not a trace left of them in the yard.

Who knows… perhaps you will become acquainted with these locomotives in some form or another in the future. Old technology is always melted down to become the raw material for the next generation.

09-28-2008

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March 29, 2008

March 30, 2008

Sudbury, Ontario

The first train of the day was CN 396.

After photographing 396 at the Woodstock Via Station, we chased it to Beard’s Lane, where all trains were required to stop and protect the crossing with a crew member as the crossing was malfunctioning.

The next train was CN 148.

We then returned to the CP station to see how TK12 was coming along. The crew was ordered for 0800 and the locomotives began to roll out of the power tracks at roughly 0845. Plumes of white smoke rose as the pair of GP9u’s struggled to warm up in the bitter cold.

As TK12’s crew built their train in Woodstock yard, they noticed some issues with the lead unit, CP 8214. The rear wheelset was producing strange and loud thumping noises, and the crew complained that the ride was very uncomfortable. The decision was made to leave 8214 at Woodstock and continue with only CP 8231, leading the train in a manner known as ‘Long Hood Forward’.

It wasn’t long before the ‘Diesel Doctor’ arrived to inspect 8214.

TK12 left Woodstock at 1138, with ten hopper cars destined for the feed elevators at Putnam.

Passing through Ingersoll.

Arrival in Putnam.

TK12 then returned to Woodstock as light power. Dave continued to St. Thomas.

After chasing TK12, I then headed towards Salford to check out Ontario Southland Railway’s shops. An assortment of locomotives were sitting out back, but I did not take any photos. Dave then called me and informed me that St. Thomas and Eastern Railway (also known as Trillium Railway) was running a train from St.Thomas to Delhi. From Salford, I headed directly south to Tillsonburg and caught the STER train working a yard. An impressive transport truck was sitting in the lot adjacent to the rail yard.

Dave and I drove east and photographed the train crossing the large historic railway trestle on the outskirts of Tillsonburg.

Trillium’s bunkhouse and equipment shed:

After working Tillsonburg yard, STER continued east to Delhi with one hopper car. We pursued, but by this time it was too dark for photos.

Upon arrival back in Woodstock, CP 8214 was still sitting on the power tracks, and CP TK21 (the evening local) was constructing its train with only 8231. The problem with 8214 was likely too big for the Diesel Doctor to fix.