As this was Canada, this didn't get a whole lot of US press despite the fact it was a runaway that resulted in 3 fatalities.

But the convergent points of practices and errors could occur on a lot of places; given vintage equipment, qualifications of employees, and safety practices in the field. Bottom line is that a coupler failed to drop the locking pin properly, the loaded log cut got loose and hit a derail but rerailed itself on a switch, rolled downhill at speed into a track crew, killed 3 and injured 2. 2 of the 3 radios that could have alerted them were turned off, and the alert was improperly broadcast as emergencies had never been practiced.

It's a well-written and well-analyzed report equal to our NTSB. While not an excursion it demonstrates the kind of issues any operation on steel rail could encounter.

And it resulted in the closure of the railroad.

https://www.tsb.gc.ca/eng/rapports-repo ... 7v0096.pdf

"Accident waiting to happen" might be an overstatement, but wow, steep grades, heavy loads, using cables to move cars, improper repairs to equipment, derails mounted on rotten ties, inadequate training, lax record keeping, etc. I don't think I would ever have been able to work on a track crew on that operation because I would have been looking over my shoulder the whole time.

That wreck brought and end to the last logging railroad in North America. It is being scrapped as we speak. Latest news: "As of a few days ago, the rails have been pulled and ties removed from Vernon to Mile 48 which is approximately 10 miles south of Woss. Maquilla and Vernon reloads have been denuded. Car bodies are off their trucks and the bodies, trucks, rail and track components piled at the reloads.


The 3 locomotives in WFP paint have been moved and were together at Camp A for the first time in three years. All three were running a few days ago, but only the 304 powered up eventually. On the 23rd, the 304 moved the empties that were stranded on the main since the accident into the runaround track at Camp A. (The day when it was planned to move the empties and two locomotives off the main into Camp A, the 22nd, none of the three engines would power up so only the locomotives and caboose were moved with a track mobile.) The cars at Camp A will be removed from their trucks and the pieces piled near the crossing at Camp A. Apparently the 304 is in Nimpkish at the moment. The last move on the Englewood Railway will involve the 304 hauling the 303 dead (still with the original prime mover and CFP yellow paint) and a caboose to Woss where they will be put on display. That move might have taken place already. If that is the case, the Englewood Railway has passed into history.


The three silver and red units will be parked together soon, if not already, on the ramp track at Camp A. There they will be dismantled for shipping by truck. Apparently there are buyers for all three. Speeder #123 sitting at Beaver Cove will be saved.
Ohio crane will be scrapped. Yard switcher at Nimpkish #6920 (converted speeder) will be scrapped. Tamper and regulator to be scrapped. Cabooses except for the one taken to Woss will be scrapped. CN ballast cars to be scrapped.


Rails are being pulled up at a rate of a mile per day. Good cedar ties are going to Southern Rail on the island. As, you say, Ken, that is the story to the best of my knowledge.
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Even without the maintenance and safety issues at this site, I am surprised the track gangs would be allowed to work on this property without double and triple safety protection - such as placing additional derails above their work location, and having a flagman up the tracks looking for anything coming down. And some sort of audible emergency alarm. I agree an accident waiting to happen.