CNW Rapid City 

Both original & secondhand on the C&NW Roster during their entirety before the UP takeover on 7/1/1995.

When I worked for UP it was a rules violation to ride the crossover. Just one unexpected bump of slack and a man could be cut to pieces.

I noticed that too.....my father was a rock islander, then worked for CNW.....

Purchased in 1981.Operated during C&NW's entirety before the UP takeover.

Remotes....more horror. Like PSR....and trainmasters recruited out of biz school

I %100 AGREE LOL

Video 8 tape on a Canon A1 camera. Thanks for watching.

Yes

Yes it is. The RCP&E goes out to Tracy, MN where Canadian Pacific has ownership to Winona.

carvcom1 They probably assigned the power based on the return run's tonnage, which would predominantly have been loads of bentonite clay, making for a heavy train.

Purchased in 1981.Served the CNW system before the UP takeover on 7/1/1995.

@@kurtkauffman4326 yep

Years of deferred maintenance. Even with grant money, crossties are verging on 100 bucks each installed in track. At 3000 plus ties per mile, that will eat up a couple of million in grants pretty quick.

Cabooses on US railroads were phased out in the mid 1980's. It was in 1982 when a NLRB ruling ordered railroads to begin phasing out cabooses. On most railroads some cabooses were retained as "shoving platforms" as the agreements stipulated penalty pay for a crewmember having to ride a freight car being shoved more than 1 mile. Also some states passed "full crew laws" at the behest of the unions which required lines operating through those states to still use cabooses. Wisconsin and Virginia come to mind as states that had these. These laws were eventually repealed by 1990. The Canadian roads lagged a bit behind as the Canadian regulators dragged their feet due to union pressure, with cabooses gradually going away in the 1990-92 period.

here's article 10 from the UTU 1982 national agreement... it explains it all in detail go001.s3-us-west-1.amazonaws.com/Agreements/419/FWD/82NatArtX.pdf

lcar4000 CP owns it now via their purchase of DME.

lcar4000 It's now called RCP&E

lcar4000 the line was originally given to Union Pacific who used it for like a year, then they sold it to the DM&E. CP bought the DM&E in I think it was 2008, then in 2013-ish they sold it to the genesse and Wyoming who made it into the rapid city Pierre and eastern

That was before it merged with UP.

Mars lights and Gyralights were mechanically driven, with parts needing lubrication and maintenance. They fell out of favor for this reason, and when they stopped manufacturing them, spares became an issue. They were generally replaced in concept by flashing ditch lights which are electronically operated.

thank you.

nope, GP7

wow a GP7 when i was a boy my dad let me run a GP9 they look a lot alike. thank you for your reply back. great video.

thank you. how can you know the deferance.

Interesting question, as this loco has spotting features of both. The double row of widely spaced louvers at the end of the long hood is a GP7 feature, while the single set of louvers beneath the cab is a GP9 feature (GP7 had three sets here). Both of the above spotting features really only apply as-built, over the years rebuilding programs and hood swapping can blur the distinctions. The only way to tell for sure is with an ACCURATE roster. My CNW book lists this as a GP7M rebuilt from a Rock Island GP7.

That's a former Rock Island GP7.