Pacific Great EasternRemote Scenery With A Dynamic Locomotive Roster | |
|---|---|
Five MLWs, wearing an early PGE paint scheme, glide through Britannia Beach, BC on 3 May 1970. (Doug Cummings photo) |
|
|
Pacific Great Eastern evolved steadily since the day the very first diesel-powered locomotive
entered service on the British Columbia government-owned railway. The primarily north-south
rail network stretched nearly 1000 miles from North Vancouver in the south to the northern
terminus at Fort Nelson. The development of the railway in some respects occurred from the
inside out with major pieces added periodically. The prolonged journey took decades to complete
and included several name changes along the way -- Pacific Great Eastern to British Columbia
Railroad (1972) to BC Rail (1984). Then in 2004, the large regional railroad disappeared
completely, when it was folded in to the Canadian National.
In terms of topography, the rail line ran along lake shores, chased rivers and climbed mountains; it traversed some of the Pacific Northwest's most inspiring scenery and remote environments -- the kind of elements that attract photographers (nature and railfan) from great distances. As an example, one of the popular railroad photo databases has more than 630 images that were taken along the railroad.
There was also a period where the railroad purchased second-hand GMDL and GEs from Santa Fe, Kennecott Copper and southern coal-hauler Oneida & Western. That phase was followed by a motive power strategy shift towards GE-built Dash 8s and 9s, including some units with a full-cowl body. There were also a few odd-balls that will be identified later. A PGE diesel roster is provided at the end of Part 1. The disposition of the majority of PGE locomotives occurred after their transfer to BCOL in 1972 and are outlined in BCOL/BCR roster, Part 2. | |
Dieselization" on the PGE
began mid-way through 1948 with delivery of several small industrial-type switchers built
by General Electric; 70-Tonner #553 was among the early arrivals. The loco was scrapped
along with three others in the early 1960s; the only survivors (#551 and 556) reside in
museums. (Photo courtesy of Western Canada Railroad Museum).
Next came a period of total reliance on first and second-generation
power built by Montreal Locomotive Works (Alco); followed by a number of EMD/GMDL locos.
It is assumed the reason BC Rail bought / acquired SD40's was MLW / Bombardier's exit from
new locomotive production business. Additionally, some reports suggested the reliability of
final MLW models was questionable -- plus the SD40's were Canadian built. However, the SD40's
were not very good pullers on the long heavy grades, as compared to the MLW M630s.
Illuminating the Right-of-Way:Track illumination and locomotive headlights
had been an on-going debate. Engine crew and train safety had been at the heart of the discussion
due to the potential threat rock and mud-slides posed, especially while running at night. The
issue which was explored extensively looked at steam-era, twin-sealed beam, and individual parabolic
aluminized reflector headlights. It is believed the PARs allowed independent aiming to left and to
right to augment illumination on the many curves. These studies were the precursor to ditch lights.
