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MAY -JUIlE 1998 67 CANADIAN RAIL -464
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The locomotive in plan and elevation
Canadian Built Diesel-Electric Switcher
Montreal Locomotive Works, Ltd, in co-operation
with Canadian General Electric
Co. Ltd., has turned out
the first of twenty 1,000 b.h.
p. Diesel-electric locomotives
by the Canadian Pacific; it is being exhibited at the
Canadian International Trade
Fair, in Toronto, prior to deliv
to the C.P.R.
Particulars were given in Canadian Transportation
May, on page 291, of the joining of forces by Montreal
Locomotive Works, Ltd., and Canadian General Electric
Co., Ltd., for the production of Diesel-electric locomotives
in Canada, and it was noted that the first of 20 Diesel
electric switching locomotives ordered
by Canadian Pacific
Ry. was due for early completion and for exhibition at the
Canadian International Trade
Fair, Toronto, May 31 -June
12. This locomotive has been completed and sent to the
Canadian National Exhibition grounds
in Toronto, where the
is being held. It is described in the following.
The Montreal Locomotive Works, Ltd. -Canadian
Co., Ltd., coalition follows a pattern es
by the affiliated companies of the two firms in the
In that country, American Locomotive Co.
and General Electric Co. have constituted a team in pro
duction of Diesel-electric locomotives since 1924, when,
in our preceding article, they produced the first
successful Diesel-electric locomotive, a 300 h.p. switching
in railway service. The expectation is that eventu
ally the Canadian firms will produce the complete line of
seven American Locomotive
Co. -General Electric Co.
models of Diesel-electric locomotives, for road and switch
ing service, which are now
in successful operation on many
in the United States. The 1,000 h.p. switching locomotives, of the type
by the Canadian Pacific, are of the model being
by Montreal Locomotive Works, Ltd., and
Canadian General Electric
Co. Ltd. A locomotive of this type
is equipped with one six-cylinder, supercharged Diesel en
gine developing 1 ;000 b.h.p., and the main generator
directly connected to the engine and supported from it,
which ensures perfect alignment between the generator
armature and the engine crankshaft, independent of any
by weaving of the locomotive frame. The
is equipped with four traction motors suitable
at speeds corresponding to locomotive speed
up to 60 m.p.h. The locomotive is carried on two 4-wheel
all wheels being
driving wheels. Weight on drivers
and total locomotive weight
is 230,000 lb., truck wheelbase
is 8 ft. and locomotive wheelbase is 30 ft. 6 in. The extreme
of the locomotive is 14 ft. 6 in., and the extreme
width, 10ft., and the length inside coupler knuckles
is 45 ft.
5 3/4 in. The starting tractive effort at 30% adhesion is
69,000 lb., and the locomotive is capable of operation
around curves with radius as short
as 50 ft. Supply capaci
as follows: Fuel oil, 635 gall.; lubricating oil, 80
gall.; engine cooling water, 240 gall.; sand, 27 cu. ft.
Underframe -Locomotives of this type have
underframe of built-up welded steel construction. There are
vestibule type steps at each of the four corners, and the
steel floor plates are securely -fastened
to the underframe.
on the walkway along the outside of the hood
are of safety tread pattern. Front and rear bumpers of steel
plate are securely fastened to the underframe, and push
pole pockets are provided. Swivel couplers of the A.A,R.
standard automatic type
E, top operated, with 11 in. face
and with 6 x 8
in. semi-long shank, are applied at each end
RAIL CANADIEN -464 68 MAl -JUIN 1998
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The Type P Control Equipment Diagram
of the locomotive, and the uncoupling levers at each end
are arranged to operate independently from either side,
Friction draft gear
is applied at each end. The coupler yokes
are of cast steel, with carrier iron integral with the yoke.
The draft gear pockets,
of cast steel, with integral striking
plates, are securely fastened
to the underframe.
Trucks-The two 4-wheel Alco swivel type trucks
carry the traction motors. The truck frames are
of cast steel. The center member, with center
plate and bolster cast integral, is supported through a par
of coil and Semi-eliptic springs on the
cast steel sideframes, which have integral journal boxes.
The trucks are arranged
for application of a motor to each
axle, and spring nose suspension is employed, with suit
able wear plates. The motors are blown through the center
plate and the hollow bolster. The design and construction
are such that the wheel
and axle assembly is removable,
with or without the
motor. The male cast steel center plate
is securely fastened to the underframe. The center plates
are fitted with high carbon steel side and bottom liners,
with the horizontal liner of the truck center plate removable
for shimming. The center plates are oil-lubricated, and dust
guards are applied, The truck side bearing sliding surfaces
are of steel, with truck safety lock and swivelling limit de
at the side bearings. The axles are of forged
open hearth steel, with collars, and journels are seven
in diameter and 14 in. long, An axle end thrust ar
is provided in the journal box. The 40 in. wheels
are of rolled steel, with
2112 in. rims. The truck springs are
of open hearth steel, tempered
Cab and Hood -The superstructure is substantially
built of steel plates, thoroughly braced and secured to the
underframe, and the operating cab
is of the single end type,
with a low hood covering the power eqUipment. The sec
of the hood over the engine-generator set is remov
able, The radiators and
fan are located at the forward end
of the hood, with the control eqUipment adjacent to the
cab. There are steel doors at each side at the forward end,
and between the cab and hood, to provide for inspection of
all parts. Hatches are located over the Diesel engine, to
permit removal of a piston, liner or cylinder head. The
diator fan opening is screened. Louvres afford adequate
ventilation for the engine, generator, traction motor blow
ers and control apparatus.
The roof, back and sides of the cab are wood lined,
and the steel doors of the cab are provided with suitable
weather seals, The back section of the inside windows
sliding type, with steel sash, while other windows are of the
fixed type, with rubber seals,
All side windows are glazed
with safety glass, Four window wipers are installed,
on both sides of the cab. The cab floor is of sea
The control stand
in the cab is conveniently located
at the right side, and carries battery ammeter, slip indica
tor, lubricating and fuel oil pressure gauges, engine water
thermometer, air brake gauges, engine throttle lever, brake
valve, and motor controller with reversing lever. Also,
boxes on the control stand are push buttons for controlling
all lights (including both headlights), engine starting, fuel
pump and control. Other control devices, including those
MAY -JUNE 1998
for bell, horn, sander, fuel oil safety cut-out and engine
in locations convenient to the operators position.
A cushioned swivel seat with back rest
is fitted at the right
side of the cab, and a box type seat with hinged cush
is provided at the left side; this box seat is suit
able for holding small tools. Arm rests are provided, and
seats and arm rests are upholstered. Also, the cab con
tains a clothes locker. A fire extinguisher
is carried in the
cab. A motor-blown cab heater
is connected with the en
gine water system, with control convenient
to the opera
tors position. Other cab equipment includes fuse holder,
fuse tester, fuse puller, flag holder and two inspection card
The Diesel engine employed to power a locomo
tive of this type is built by American Locomotive Co. Diesel
Engine Division, Auburn,
N.Y., and is a four cycle, single
acting, vertical unit, with air cylinders cast
en bloc and
with mechanical type fuel injection. The normal engine rat
at sea level is 1,000 b.h.p., with normal running speed
of 740 rp.m. and idling speed of 250 r.p.m. The cylinders
12 1/2 in. in diameter, with 13 in. stroke. The cylinder
is of cast iron, and cylinder liners of special close
grained cast iron are employed. The head for each cylin
der, of cast iron, is cast separately, and two exhaust valves,
two intake valves and one injection nozzle are located sym
in each head. All valve operating gear is totally
enclosed and pressure lubricated.
The engine base
is of cast iron, and the generator
is bolted to a flange on the engine base. Detachable
covers on each side of the engine base give free access to
running parts. A crankcase breather is provided,
as is also
a blowout safety device.
is a substantial seven-bearing one,
in the base. The pistons are of the trunk type, with
cast iron rings, and the connecting rods are of forged steel.
The fuel injection system includes
an individual in
jection pump unit for each cylinder, mounted
on the en
gine, together with
an electrically-driven transfer pump, for
oil from the tank to the injection pump unit.
The lubrication system
is a full pressure one, supplied by a
direct-driven gear type pump. The lubricating
in the engine base is of 65 gall. capacity. The system in
cludes a lubricating
oil low pressure trip. The governor is of
the Woodward-Hydraulic centrifugal variable speed type,
and intermediate engine speeds are controlled
by the op
lever, which sets the governor position. An
overspeed safety trip, operating independently of the gov
ernor, is provided.
For the cooling
of engine water and lubricating oil,
standard sectional radiators with unit mountings are pro
vided, with all-brazed construction. Radiator shutters are
are operated by means of a lever in the cab. A
mechanically-driven radiator fan affords positive cooling.
Water is circulated
by a centrifugal pump on one side of
the engine, and oil
is circulated to the radiators by the lubri
oil pressure pump.
is equipped with the Buchi turbo-charg
ing system. The engine auxiliary equipment includes moto
oil pressure gauge and air filters for the
engine air intake.
69 CANADIAN RAIL -464
The Speed -Tractive Effon Curve of the Locomotive
Accessories -The tanks for fuel and water with which
the locomotive is equipped are of welded steel plate con
struction. The fuel tank, located under the cab,
vent pipe, sump, draining provision, cleaning holes and
glass gauge. The filling pipe, with cap,
is at the end plat
form. A safety cut-out
valve at the tank is operative from
the cab and also from the ground.
As stated, the fuel tank
capacity is 635 gall. The water tank for the engine cooling
is located above the engine and radiators, and is
complete with filling connection,
overflow line, vent pipe,
and gauge indication to the cab. The water system
ranged for complete drainage
at one connection. The ca
pacity of the cooling water tank
is 50 gall.
The sand boxes are located inside the hood, and
are filled from the roof; as stated above, they provide total
capacity of 27
cu. ft. Four traps, of the pneumatic type, are
arranged to supply sand ahead of the leading driving wheels
for either direction of operation.
The batteries, of
32 cells, for lights, Diesel engine
starting and control, are installed
in two substantially-built
battery boxes of welded construction, located below the
cab frame, between the trucks; the boxes
are fitted with
insulators and drainage holes for cleaning, and
The battery disconnecting switch
is operated from the cab.
The lighting circuits are connected across the 32-
cell batteries with the lighting control centralized
at the op
erators position. A dome light
is mounted in the roof of the
cab, and the control stand
is fitted with indirect lighting.
There are four lights
in the hood, over the engine, and one
in the control equipment section. An extension light cord is
provided, suitable for connection to any socket. There is a
at each end of the locomotive, these being of the
RAIL CANADIEN – 464
submerged type, with 12 in. metallic reflectors. Each
is equipped with 250 watt bulb, with suit
able dimining control. Numeral boxes, with electric
lighting, are installed
at each side of the hood.
of warning devices, the locomotive is
fitted with an air-operated horn, and with a locomo
12 in. size, with pneumatic ringer.
70 MAl -JUIN 1998
Wherever consistent with proper design, aux
iliaries are mechanically driven by use of continuous
V belts, applied with a slack adjusting arrangement.
Safety guards are provided at all necessary points.
Fuel oil filters are the standard duplex type, and a
filter for the lubricating oil
is located near the Diesel
engine. The cab doors are equipped with locks, and
all hinges, locks, handles and fastenings on all doors
of ample strength and approved design. Small U
shaped gutters are arranged over the cab side win
The General Electric Direct Current Exciter-Auxiliary Genera
Set, Model GMG-139-A2. The auxiliary generator end is at
In the finish of the locomotive, Duco finish is
applied on the exterior of the cab, hood and
underframe, while the balance of the exterior is painted
with black engine finish. The cab interior
is painted, with
the lining of the roof, and of the walls down to the window
in a natural varnish finish. All, steps, handrails and
safety appliances are
in accordance with U.S. Interstate
Commerce Commission regulations.
Front (Commutator End) Oblique Left Side
View of Main Generator.
Supplies -Special equipment is supplied as follows:
Foundation brakes by American Locomotive Co.; brake
by American Brake Shoe Co.; hand brake by Ajax
Co.; air compressor, type 3-CD, and horn, type
A-1, by Westinghouse Air Brake Co.; pneumatic bell ringer
by Transportation Devices Co.; V belts by the Day tom Rub
Mfg. Co.; radiators by Young Radiator Co.; radiator shut
ters by Kysor Heater
Co.; headlights by Pyle National Co.,
and traction motor blower by
B.F. Sturtevant Co. Other
specialties include Nugent lubricating oil filter, Pyrene fire
extinguisher, Hayes Air Push window wipers and Graham
White sander traps.
As was indicated in introductory paragraphs, the
electrical equipment for Diesel-electric locomotives of this
is furnished by Canadian General Electric Co., Ltd.,
and the chief items are a type P control equipment, a model
GT-553-A main generator, a model GMG-139-A2 exciter
auxiliary generator set, four model GE-731 traction mo
tors, and a radiator
fan and right angle drive with model
GA-14 fan gear box.
Generator -The model GT-553-A main generator,
furnishing power to the traction motors,
is, as stated in the
foregoing, connected directly
to the Diesel engine and sup
ported therefrom, to maintain correct alignment at all times.
A single self-aligning roller bearing
is used on the outboard
end of the generator armature shaft. The generator
constructed that all important parts are interchangeable.
The generator continuous rating
is 1,350 amp. The main
is shown in one of the accompanying illustra
Exciter-Auxiliary, Generator Set -The model GMG-
139-A2 exciter-auxiliary generator set
(with the auxiliary
generator having voltage of
75 and continuous rating of 65
amp.) consists of
an exciter and an auxiliary generator on
the one shaft, belt driven from the engine. This two-part
unit is shown
in an accompanying illustration. The split pole
exciter, which excites the main generator, has a special
magnetic circuit which maintains the generator horsepower
constant throughout the normal speed range of the loco
motive. The auxiliary generator supplies power for the con
trol circuits and for the electrically-operated
for charging the battery. Its voltage
is constant throughout
the entire speed range of the Diesel engine.
Motors -The model
GE-731 traction motor is a four
pole, direct current, commutating pole type, designed and
insulated for operation with full or shunted field from the
engine-driven generator. Two views of one
of the motors
are given herewith. The motors are supported
in the trucks
by the axle bearings and the spring nose suspension from
the truck frame. The axle suspension bearings are of the
MAY -JUNE 1998 71 CANADIAN RAIL -464
ries, as applied to locomotives of this type, includes
electro-pneumatically operated traction motor reverser
and line contactors, with the remaining contactors op
erated magnetically. The engine power
by the throttle lever on the control stand at the opera
tors position. Initial movement of the throttle closes
contacts to operate the main motor and field circuit
ofthe General Electric Type GE-731 Traction Motor. The
locomotive employs four of these motors. Above is seen the
suspension side and pinion
end of one of the motors, and
below right the axle side
and commutator end. The traction motors are arranged
in series and series-parallel, and in the latter connec
tion are also operated with shunted fields. The motor
shaft connections are changed automatically from
series to series-parallel, and from series-parallel full
to series-parallel shunt field. The connections
by a relay, whereby transfers are ob
tained not only
at rated engine speed but over the
entire operating range
of engine speeds. This same
relay also drops out the field-hunting contactors when
the locomotive speed
is reduced below the predeter
mined range for shunt field operation.
is obtained by a cur
rent relay, with
an indicating light giving visible warn
ing when the locomotive
is operated below the proper
speed range with the motors
in the series-parallel con
and are lubricated by oil which is fed to them
by means of wool waste. The motor armature shaft is unu
and can be removed without disturb
ing the windings of the commutator. The stiffness
of this shaft assures accurate gear tooth align
ment and long life for the gear and pinion. The
is dynamically balanced be
in the frame. The field coils are
hot drawn, i.e., they are mounted
in place and
heated by passing current through the coil, then
up tight, ensuring tightness. The motor
is an integral steel casting, provided with
large openings for inspecting the brushes. The
on the pinion end is 130 mm. in
diameter, and at the commutator end, 90 mm.
The shaft diameter through the pinion end bear
is 5.125 in.
Radiator Fan and Drive -The single ra
diator fan, of 45 in. diameter, is both driven and
by a right angle drive gear box. The
fan is located in the hood roof, and provides sufficient air
at all locomotive speeds, with low power input to the
gear box shaft, which
is belt-driven from the engine. The
fan is a four-blade one, and at 1,000 r.p.m. delivers air, for
radiator cooling, for the maximum engine output.
It is built
of cast aluminum alloy, heat treated, with a steel insert in
the hub, and is carefully balanced, to operate without vi
bration. The model GA-14 gear box
is a malleable iron
and is ribbed, to ensure rigidity. The gear
is of the spiral bevel type, case hardened, mated and
in pairs, for quiet running. The gear ratio is unity.
is provided by dip and splash from the gear
box, and provision
is made for convenient filling and for
checking of the
Control Equipment -The type
P, single end, single
unit control equipment, with mechanically driven auxilia-nection. Wheel slipping relays actuate a buzzer which warns
the operator when any pair
of wheels slips.
A master controller
is employed to select the motor
combination, and for controlling the direction of movement;
it has an operating handle with three forward, one off and
three reverse positions. The handle
is normally placed in
either the full forward or full reverse position before open
ing the throttle, so that the motor connections
automatically changed from series
to series-parallel, and
the field shunting contactors operated
at the proper loco
motive speeds without any attention
on the part of the op
erator. The handle can
be placed in the first forward or
reverse position, and thus maintain the series motor con
A multi-button switch
at the operators station con
trols the fuel pump, engine starting and the lighting cir
Canadian Transportation, June 1948, pages 293-297.
RAIL CANADIEN -464 72 MAl -JUIN 1998
The Worlds Most Popular
More Alco-GE diesel-electric switching locomotives are in servke on the North
American Conlinent than any othet: make. Now manufactured in Canada by the
Monteea! Locomotive Works, Ltd. and Canadian General Electric Co., Ltd., this
1,OOO-hp switcher is the highlr-vcrsatile model which pelfOrUlS c
Here are the reasons why this great locomotive has proved itself to cost~oonscious
railroads and industries during two decades of tough service:
High avallabllltY-96% and up. You
rcfuel an MLW-GE diesel-electric only once or
twice a wet:k. St:nicing expense is low. The
lnrena! between overhauls is long.
Fast sartl,g-A diesel-electric is ready for
work almost immediately! Quick pu~h-bi1tton
Fuel economy-The diesel-electric does
more work per dol1ar of fuel cost.
Cleanliness -A diesel-eiectric gives off no
smoke, no dangerous exhaust gases. This is
important if you operaIe in a smoke-conscious
Safety-No dangerous sparks or hot ashes to
cause fire. No steam to obstruct the enginemans
view during the switching operation.
Low mcdntonance-Thele is nO boiler, no
firt:box to rnainrain. Heavy reciprocating parts
are eliminated. No fire cleaning or ash-handling
expense. Notrips to the water tower.
Less track malntenanee-The smooth
torque and short wheelbase of the diesel-electric
makes it easier on tlack.
Made In Canada -Cvn~t:rvt:~ fvreig ex
change and gives all rhe other benefits of
MONTREAL LOCOMOTIVE WORKS
CANADIAN GE N ERA L ELECTRIC
COM P AN Y LIM I TID
MAY -JUNE 1998 73 CANADIAN RAIL -464
Operations in the Manufacture of the Electric Equipment for the Locomotive at the Canadian General Electric Co. plant in
Onto The operations depicted are: Top Left, Inspection, generator frame head; Top Right, Flattening leads of
motor armature coils, Above Left, Milling keyway in generator spider, Above Right, Building generator commutator.
4-6-2 Type Locomotive Built for Canadian Pacific Railway
Cylinders, 20 x 28
Driving Wheel Dia., 70
Boiler Pressure 250 lbs.
Maximum Trac:tive Power .
of Engine .
Weight on Driving Wheels
Even as the diesels were arriving, steam was making its last stand. This advertisement for CLC in Kingston, depicting CPR 1272, appeared
in Canadian Transportation
for November, 1948. It was one of the last of a long line of ads for new Canadian steam.
RAIL CANADIEN -464 74 MAl -JUIN 1998
Straight Pipes -What a Racket!
By Lorne C. Perry
CNR Motor Train 645 is just coming off the Sorel Subdivision at St. Lambert, QC, in J 950. Unit J 5837 hauls a single trailer for added
Lome C. Peny
Branch lines have always been inherently ex
ive. They required continual, if minimal, main
nd called for a basic passenger and freight
train service that used up staff, locomotives and fuel
quite out of proportion to revenue. But without them,
lines were not fed with traffic. A dilemma.
in the 1920s CNR began experimenting
ed cars that had the potential of re
senger trains on many light traffic routes.
ey were primitive when compared to todays die
sel-electric units, but once the experimental period was
over, they performed with a satisfactory level
ability and with a welcomed drastic reduction in cost
1930s right through to the fifties.
The Shad Flyer
to know one such unit in the late 40s
when it was assigned to trains 645-646 between Mon
treal and Nicolet, Quebec,
by way of SLLambelt, and
Sorel. My home
was in SLLambert and westbound
645 was often a convenient train for the 20-minute
trip into Central Station.
On the summer schedule the
time was 9:04 a.m. Eastern
Daylight Time, an hour
later than railroad offic
It was also a useful train for people along the
south shore of the St.Lawrence
Ri vel wishing to spend
MONTREAL.SOREl,.IUCOLET-DES OR.EAUX.TROIS RIYIERES.i
• .:.!.:.:: -646 138 Mt. NMm,,6 -7 •. I~Q. 11645 137 ::.::: ….
….. P AM…. (CfJtrtil StatiQn.) AM. M …. .. ••
….. tHO t7SO 0 IY.Hhtr •• I.!.Qu •• ~. 915 9C1C1 ……. ..
….. 60J 803 1.9 + …. Bridge ~treetl!l …. 907 852 …….. .
…. 611 8n 4.o+ … St.L.mbert ….. 854 a~!) …….. .
….. 618 8×8 6.9 + ….. Longueuil ……. 845 830 ……. ..
.. … £630 f83Q 1:a.S …… Boucherville …… f830 £815 ……. ..
••••• £642 £842 17.7 ……… Varennes …….. £8:10 f803 …….. .
….. 659 8SB:aS.2 + ….. Vercheres ……. 804 747 ……. ..
….. £709 f908 :l9-B …… St. Antoine …… £755 £736 ……. .. ..
… 720 9133304 …… Contrecoeur …… 747 720 …….. .
….. £729 £2:1137.9, St. Roch .d.e Richelieu. £738 £710 …….. . . .•
,.. / -f -3<}o8 ••• II •••• LIsleux ••••••••• f -f -..
…. .. … 745 f93747.7 … St. Joseph de Sorel … £7:13 f651 …….. ;
….. 70 94046.4 arr …. +50r.I …… Ive. 7:ao 60 ……. ..
….. 755 94348.41ve …… Sor.I …… Blr. 715 645 ……. ..
.. … 805 9555304 .. B.lleyu. Junction .. 703 635 ……. ..
….. 815100358.5 + …… Yamaska …….. 6SlI 626 ……. ..
….. f815 fJ004 58.9 ….. Yamaska Eaat ….. f650 f625 ……. ..
….. £821 fJOO9 61.3 ……… Gerard ….. ~ … f644 f620 …….. .
….. 830 10176 … 8 + .Sr. Francois du Lac .. 6 J6 612 ……. ..
….. 8~ 10206504 + ….. Pierreville ……. 633 609 …….. .
…… 50103572.1 + …… La Bale …….. 618 555 …….. .
….. ,,0105379.9 + … lIlcol.t, 00 …… t600 53! …….. .
….. .M n0786.s + …. St. Or.golr ……. A l4 52 ……. ..
………. II209I.3 + … D.s Orm •• u ……….. 515 ……. ..
………. U4S 9301 +Trot. Rlyl.r •• (erry) …… t430 …….. .
………. AM …. ARR.HThr .. Rlvera)rLVL …… ……. ..
The time table of the Shad Flyer, from the Official Guide of April, 1950. The
schedule had not changed since November
MAY -JUNE 1998 75 CANADIAN RAIL -464
A builders photo of CNR No. 15834, a car similar to 15837, as it appeared new in September 1929.
CRHA Archives, CanCar Collection, Photo
for branch lines, taking all the stops into account. In the
spring the route was infamous for the abundance
of shad flies
that rose from the marshes along the St.Lawrence Shore. Keep
the coach windows closed, and
your mouth too
CNR Unit 15837
The timetable showed a small black square next
the train number, indicating it was a
Motor Train, with lim
ited baggage accommodation.
The motorized unit regularly
CNR 15837. It was really a full-length, light
weight coach with an engine room and
cab at one end, plus a
smallish baggage compartment and quite a bit
of coach seat
ing. An unusual feature for our area was the so-called 3-2
The aisle was off-center to allow a wider
one side. Built by Canadian Car and Foundry of
Montreal in1930, the unit was capable of hauling a coach or
two, as long as they
werent too heavy. The trailer normally
assigned to 645-646 was a 60-foot four-wheel truck coach
rather elderly wooden construction.
The standard paint scheme for such units was CNR
coach green with gold lettering, plus a special, high visibil
ity paint treatment on the front end.
The overall colour was
yellow, but the end doors (normal coach door width but split
in two) was painted signal red.
Above the diesel engine was
one pipe for each of
its six cylinders; all the pipes coming through the roof in a
row front to back. Muffler?
Whats that? Each pipe simply
exhausted the red hot gases directly to the air. Well,
didnt make a racket like machine gun fire, you
dont know much about those days.
A view into the engine room of 15837. The engineer sat right beside the
diesel engine, but on a hot day enjoyed the breeze through the open front
Noise abatement was a very young or nonexistent
science, and railways were inherently noisy;
some of it for
of safety and warning. Unit 15837 had a two-note
air horn which could not be sounded at crossings within the
of St.Lambert, but, depending on wind direction,
it could often be heard from the platform in St.
the train followed the St.Lawrence shoreline through Mon-
doors. Photo by Lome C. Perry
a full day in Montreal for business, shopping or visiting. It started
out at Nicolet, 79.9 miles from Montreal, at 6:15 a.m. EDST,
21 stations listed either as regularly scheduled or flag (re
quest) stops. Average speed was around 25 m.p.h., a decent speed treal South and Longueuil with their many level crossings.
of the noise level of the railways was just
thoughtlessness. I dont think it entered anyones head to try and
dampen the sound
of the explosions coming from inside 15837.
When the throttle was pulled out to maximum, the noise was deaf-
RAIL CANADIEN -464 76 MAl -JUIN 1998
Central Vermont 148 is pictured in 1950 at SI.Lambert Slalion during its brief stop 10 embark mid-morning commuters for Montreal.
Photo by Lome C. Perry
ening. It was instructive to watch such a per
formance after dark,
such as when the train
St.Lambert and branching onto
the Sorel Subdivision.
The exhaust was vis
ible as a red and green shaft
of flame leaping
from each pipe
in rapid succession. It was an
CV and its doodlebug
In contrast, the other such unit with
which I was
acquainted, was a much more
socially responsible vehicle. Little 148 be
longed to the Central Vermont Railway and
came into Montreal every day on a route that
started in St.Albans, Vermont, and rambled
through Highgate Springs, St-Armand,
Iberville, StJohns and St.Lambert. The run,
as train 43-44 (143-144 on
Sundays) took two
and a quarter hours, covering the
64 miles at
an average speed
of 33 m.p.h.
One forty-eight was built by Brill in
USA in 1927 and had a smaller and much
quieter engine than 15837, quiet enough that
you could actually h
ear the whine of the trac
Tab •• I-MONTREAL·ST.JOHNS·ST. ALBANS. Via St. Armand, Qult.1
Ml!. Sej,mber ~5, 1949-
~3 .•••• 1
PM PM …. AM PM
§730 t600 0 Ive.Montr.al. …………… (C.N.) arr. noo 700 • •••• 1
150 620 4.o1ve.St.Lambert…………… • an.10<40 640 . ....
820 650 ~3.~larr.St.Johns ……………. Ive.Io1o 610 …..
5821 t651 a3.~ lve ………. +St. Johns ….. (C. v.) an. 1009 609 •••• ,I
837 707 31.6 ………….. St. Alexander………….. 9511 552 …..
849 719 38.3 ………….. Des Rivieres ………….. 9<40 540 .....
856 726 40.8 + ………… Stanbrldge ………….. 93<4 534 .....
740 47.2 + …………. St. Armand …………… 9~1 521
T48 5~.o ………… H~hgate Springs ………… 909 509 …..
ns 755 56.1 ………….. ast Swanton ………….. 9
PM PM ..••. ARRIVE] [LEAVE AMP M ….. 1
Optional Rout. via East Alburgh or St. Armand -TIckets to or from nations St. Albans and south destined to or from stations St.
Johns and north are to
be routed C.V. toSt. Johns orthereverse. These tIckets
will be honored via East Alburgh or St. Armand at the option of thel
The Schedule of the Central Vermont Doodlebug; also from the Official Guide of April,
tion motors as it got underway. The unit was shorter than 15837
never seen around our way pulling a trailer. Also in
coach green, the front end had a special
CV treatment; diagonal
in an inverted V shape against the basic olive green
colour. In the center of each yellow stripe was a narrow gold.stripe,
in a horizontal line partway down the side of the
unit below the windows. paused at St.Lambert Station to pick up and
set down passengers.
On a typical weekday morning in 1950, St.Lambert folks had a
choice of nine trains into Montreal.
Later on, starting
in the mid-1950s, CNR tried RDC (Budd
Diesel Car) cars on a number of marginal runs, and thus
staved off the inevitable abandonment of passenger service for
several years. But the two routes described here were never con
verted to RDC operation. Service was simply discontinued as the
automobile took over. This little train also served a
commuter purpose between
St.Lambert and Montreal, augmenting the fleet of trains that
MAY -JUNE 1998 77 CANADIAN RAIL -464
The Diesel Acquisition Recommendation
By Murray W. Dean et aI.
The CRHA was a leader in the preservation of diesel locomotives in Canada. In the first half of the 1960s the Association had
already acquired three units for preservation:
CPR 7000 (built 1937), CNR 77 (built 1929), and CNR 15824 (built 1926). By 1967 it was
apparent that many
of the first generation diesel locomotives were rapidly nearing the end of their career, and a decision had to be made
soon as to whether the
CRHA should expand its acquisition activities to include representatives of these locomotives. It should be remem
bered that 1967 was less than a decade after the end
of steam and, to many devoted steam fans, the word diesel was almost like a four
letter word! After
some debate, the directors of the CRHA decided that diesel acquisition was indeed within its mandate and, on October
established the Diesel Acquisition Recommendation Committee under the chairmanship of the late Murray W. Dean. The
committee held five meetings and, on
December 20, 1967 it submitted its report, in which it recommended the acquisition of 17 first
generation diesel units.
This report was not published generally at the time, but was a true pioneer and has been the basis for most diesel
acquisition plans made
since then. For various reasons it was not possible to acquire all 17 items, but the basic idea has been followed, and
several recommended locomotives were indeed acquired. As part
of this issue of Canadian Rail which commemorates the start of diesel
production in Canada, and in view
of the interesting information that the DARC report contains, we, for the first time, present this histOlic
report exactly as
it was prepared more than thirty years ago. The illustrations are nine of those that accompanied the original report.
REPORT OF THE DIESEL ACQUISITION RECOMMEN
DATION COMMITTEE TO THE BOARD
OF THE CANADIAN RAILROAD HISTORICALASSOCIA
20 DECEMBER 1967
At their meeting of 30 October 1967, the Board of Direc
tors, Canadian Railroad Historical Association, passed the reso
a committee be established under the chairmanship
of Murray W. Dean, and including one member of the Canadian
Railway Museum Commission, to prepare a
master list of Ca
nadian-built diesel-electric locomotives recommended for acqui
sition by the Canadian Railroad Historical Assoclation.
of the C.R.H.A. subsequently informed the chairman that
of committee, including the museum commissioner,
was entirely his.
The committee was originally composed of four
members as follows: Fred.F. Angus (commissioner), William
Blevins, Murray W. Dean (Chairman), and Geoffrey D.
1. Smaill was added to the committee start
ing with the
third meeting, on 25 November 1967. This report
contains a choice
of first generation diesel-electIic locomotives
recommended for preservation by C.R.H.A. the reasons why, and
the reasons why others were rejected.
The committee would like to acknowledge the assistance
of Fairbanks-Morse (Canada) Ltd., General Motors Diesel Ltd.,
and the Montreal Locomotive Works for their assistance in pre
paring this report.
The Railway Association of Canada has also
proved very helpful. In addition, Jerry
A. Pinkepanks publica
Spotters Guide and the use of Clayton F. Jones
hitherto unpublished manuscript All-lime Canadian Diesel Ros
ter has been greatly appreciated.
The Canadian National Rail
ways, Canadian Pacific Railway, and Toronto, Hamilton and Buf
falo Railway all co-operated by supplying photographs
The Committee was faced with the problem of selecting
minimum number of locomotives to adequately represent a
of approximately 3500. To do this, the Committee proceeded
in an elimination process as follows:
I) General policy was decided to be to select locomotives
either representative of Canadian Railways or significant in the
development of the diesel in Canada, or both.
The railways which were to be represented were selected
from a list
of 30. (Table I).
3) The locomotive models available from the various manu
were studied and representative types selected. Sixty
eight models were available. (Tables 2 to 7).
4) Significant locomotives were noted.
From this point the committee combined the various cat
egories into as few locomotives as possible.
It should be noted
if a locomotive is rejected in any of the sub-categories, it can
appear in the final list due to its desirability, in another
subcategory. Locomotives are considered only from one point of
view in each sub-category.
The diesel-electric equipment already acquired by
C.R.H.A. (CN 77, 15824, CP 7000) was heartily endorsed by this
The committee held five meetings as listed in Table 8. At
the monthly meeting
of the C.R.H.A. held on 8 November 1967 it
was announced that
our committee existed. As a result, three per
sons expressed a desire to
come to one of the committees meet
ings to express their views. These persons were: Charles Mallory,
J. Smaill, Grant B. Will. They were invited to attend the
next meeting on
11 November 1967. They held views very simi
lar to those of the committee, although Mr. Mallorys knowledge
was restIicted to the Canadian National. Differences in locomo
tive selection resulted from a basic difference
of philosophy. The
committee, as stated in Item one of this introduction, set a policy
of selection of locomotives that were either representative of Ca
or significant in the development of the diesel in
or both. The three guests, however, tended toward the,
albeit interesting, but rather limited production models which ap
peal to their scarcity more than anything else.
discussion, the committee stilt felt that its original policy was the
of the two. Previous to this meeting, Stanton Smaill
had been under consideration as a member
of the committee. His
desirability as a
member was confirmed at this meeting and he
was subsequently requested
to join, which he did.
RAIL CANADIEN -464 78 MAl -JUIN 1998
Anyone of eNs RS-18s has been chosen for preservation. eN 3643 is one such unit. eN photo 53285-1.
eN 4496 ably demonstrates the distinctive profile of a General Motors Geep , in this case a GP9. Note the dynamic brakes.
eN photo 52683-1.
MAY -JUIJE 1998
No other persons approached the committee to express
views, although many expressed interest
in our deliberations. How
ever, the committee decided to withhold final decisions until the
report had been released
to the Directors of the Association.
1) Railways to be represented.
The 30 railways considered are listed in Table I. The fol
lowing railways were excluded from further consideration due to
their relatively small size:
a) Alma and Jonquieres Railway Com
pany, b) Arnaud Railway Company, c) Canada and
Railway, d) Cartier Railway, e) Dominion Atlantic Railway,
Essex Temlinal Railway, g) Grand Falls Central Railway Com
h) Greater Winnipeg Water District Railway, i) Lon
don and Port Stanley Railway,
j) Midland Railway of Manitoba,
Napierville Junction Railway Company, l) Roberval and
Saguenay Railway Company, m) Sydney and Louisburg,
and Nation Valley,
0) Wabush Iron Company.
After much discussion it was decided not to represent the
United States subsidiaries
of the Canadian National Railways for
the following reasons:
a) All locomotives are American-built.
b) All locomotives are equally typical
of the CNR with the
of DWP locomotives. However, this railway also comes
under the first stage
of elimination i.e. the railway is too small to
warrant representation. This discussion removed a) Central
mont Railway, b) Duluth, Winnipeg, and Pacific Railway, c) Grand
Trunk New England Lines, d) Grand Trunk Western Railroad from
the possibilities. Flllther discussion on the British Columbia Hy
dro and Power Authority and the Toronto, Hamilton, and Buffalo
Railway brought the decision that these were
also too small to
warrant representation on their own merit.
A long discussion ensued
conceming acquisition of a
locomotive from Newfoundland.
Of the three types available (GE
48-ton, GMD G8, GMD
NFl 10), the NFIlO being most com
mon by far (47 units) was decided upon.
It was felt that a locomo
tive from this province was highly desirable since a Canadian
Railway Museum should,
of course, attempt to represent all ten
provinces. It was also noted that both the Newfoundland Railway
and the CNR
in Newfoundland are historically very significant.
As well, the locomotives are
in great abundance, having more
units than some other types that the committee has selected for
preservation. Difficulties created by gauge are considered minor
when compared to arrangements necessary to obtain other pieces
of equipment acquired by CRHA in the past.
It was noted that there are numerous American roads with
Canadian trackage and Canadian-built locomotive
of these was rejected since they are basically American rail
ways and utilize motive power that
is equally typical of Canadian
This left nine railways
a) Algoma Central Railway
b) Canadian National Railways
c) Canadian Pacific Railway
d) Northern Albelta Railway
e) Newfoundland Railway –
f) Ontario Northland Railway
g) Pacific Great Eastern Railway Company
h) Quebec, North Shore and Labrador Railway Co.
i) White Pass and Yukon Route
Locomotive models from M.L.W. to be represented.
Twenty-five models are shown In Table 2. The S-11, S-
12, S-13 and RS-23 are still
in production and so have been deemed
79 CANADIAN RAIL -464
Second Generation diesels and thus not under consideration in
this report. The S-I, S-2, S-3, S-4, S-7, S-IO are all switchers that
much the same and so it was decided that one locomotive
anyone of these types would be all that is required. Preser
of an RS-l, RS-2, RSC-3, or an RSC-24 was eliminated
to the small number built. The RS-3 and RS-IS were immedi
ately selected for saving due to the large number built. In spite
the large number of RS-l Os constructed, this locomotive was
omitted due to its extreme exterior similarity to the RS-18. Simi
larly, the RSC-13 is much like the RS-3, and its need is thus obvi
ated. A and
8 units from CLC, GMD, and MLW will be con
sidered together under the heading
A and 8 units later in this
report. Locomotives to be represented from the 25 models
builder (not including
A and 8 units) are thus:
a) an early switcher
Locomotive models from G.M.D. to be represented.
Twenty models are listed In Table 3. The SW1200, GMDI,
and GP9 models were immediately accepted for preservation due
to the large number built. In addition, the GMDI is a Canada
peculiar to the CNR and NAR. The acquisition of the
or SW900 would be redundant due to their external
similarity to the SW1200.
The NW2 was only built by EMD for
the American subsidiaries and
can thus be eliminated. The GPlS
and SWI did not have large enough production to warrant preser
vation. The GP7 is much like the GP9 and so
is unnecessary. The
standard gauge GS is an export model with only two units in
Canada and is thus unrepresentative.
The narrow gauge GS has
already been eliminated in the discussion
of Newfoundland. Thus
three models from
GMD (not including A and B units) are
from C.L.C. to be represented.
This company built I switcher, 4 roadswitcher, 2 A unit,
8 unit designs. The switcher had very limited production
and is thus unrepresentative.
The roadswitchers consist of a 1200
horsepower version, which can be mounted on either 8-8
A I A trucks, a 1600 horsepower version, and a 2400 horsepower
8rief discussion brought the unanimous decision that
representation with one locomotive
of 2400 horsepower and one
of 1200 horsepower with no preference to truck type would dem
onstrate this companys road-switcher production adequately.
A and B Unit representation.
C.L.e., G.M.D., and M.L.W. supplied a total of 11 A
unit models and 9 8 unit models. Total agreement was quickly
reached that there should be one
A unit from each manufac
turer and a single
B unit which would exactly match one of the
The MLW unit was quickly chosen as model FA-I,
CNR 9400, as this was the first
A unit built in Canada and con
sequently rather significant. The CLC unit was equally easy, be
ing model CFA-16-4,
CPR 4064, the CLC demonstrator. This
is also the CLC A unit in greatest abundance in Canada.
The MLW unit does not have a corresponding 8 unit. If a match
8 unit were selected for the CLC A, this company would
ly ovelTepresented, considering the total number of loco
motives built. This left the
8 unit to come from GMD which
balanced builder representation quite nicely. The models decided
upon from this builder were the FP9A for the
A unit and the
F98 for the 8 unit. The FP9A is the most common of GMDs
RAIL CANADIEN -464 80 MAl -JUIN 1998
This photo shows the choice for a matching An and 8 unit from GMD. The units selected are 6542 and 6637 and are identical to 6541
6621 shown here. eN photo X50561-2.
eN 1615 is shown here at Granby under its former number 7615. An alternative to 1615 for the Museum is 1617. eN photo X33660.
MAY -JUNE 1998
passenger A units and one of its number was the last GMD A
unit buill. As well, the CNR did not have any FP7 As, and it was
necessary that these two locomotives be CN to balance railway
representation. Furthermore, the difference between FP7 A and
FP9A is externally very slight.
The reasons for the F9B are the
same as for the
A unit, as well as the fact that it corresponds to
6) Baldwin locomotive Representation.
Table 5 shows the three models contributed by this builder.
The DRS-4-4-1 0 was chosen not only for its greater production,
but also because it is a road locomotive and thus
of more interest
to the general public.
7) Locomotives from General Electric to be represented.
The 48-ton model was eliminated in the discussion of New
foundland. Two basic standard gauge models were supplied as
in Table 6. The 70-ton model was selected purely on a
8) Budd Company Representation.
The corrunittee decided that the Budd RDC was part of its
of survey, despite the fact that the RDC has direct transmis
sion rather than electric.
Thoughts were first cast to the Budd
Demonstrator, now owned by CNR. However, the CN has em
barked upon a renovation program for their RDCs which is very
jolly for passengers, but undesirable from the standpoint
serving a typical RDC. This left CPR and PGE to consider.
latter does not have many cars, and these are exteriorally differ
ent from the standard RDC. This left the CPR. It was decided to
obtain a post 1956 car for the following reasons:
a) The majority
of CPs fleet is composed of such
of these cars were built in Canada by Cana-
dian Car and Foundry.
The later car is the refined version of the original.
Of the five models built (Table 7), CP only possesses four.
It was felt that the car should contain both a baggage and a pas
senger section, so that all models would be more easily visual
by the public. This nanowed the choice to the RDC-2, and
the RDC-3 models. None
of CPs RDC-3s are standard, all hav
ing had the RPO compartment removed and
the baggage section
extended. This left the RDC-2
as the final choice.
There was complete agreement that the following significant lo
comotives would be valuable additions
to our collection.
GMDs first locomotive, TH&B 71, a GP7,
outshopped on 1J August 1950 .
. b) MLWs
first diesel-electric locomotive, CP 7077,
14 June 1948. Although this is the second locomotive
of the class, the first of the class did not arrive until November
ofCLCs demonstrators, CP4064 and 4065.
The first A unit built In Canada, CN 9400.
The first diesel-electric locomotive to enter the
of the Canadian Railway Museum, CP 8444.
In addition, it was noted that the three locomotives pur
chased by Canadian National for service on the Montreal and
Southern Counties are
of a type desired for preservation.
Table 10 shows the final selection of locomotives. The
specific reasons for their desirability follow. The number of the
figure showing the particular locomotive corresponds to the
81 CANADIAIJ RAIL -464
number both in Table 9 and the following summary.
I) Anyone of CN 26 to 42
Of the 33 GE 70-ton models available, CN owns 17. The
others are scattered across Canada
in possession of Industry and
minor railways, none
of which, it is felt, would wish to relinquish
a locomotive free
of charge. Furthermore, such a CN unit repre
sents Prince Edward Island very well.
This part of the overall
picture will be covered more fully in the summary.
Anyone of CN 900 to 946
is from Newfoundland. Reasons for ac
quisition were discussed when the CN-Newfoundland Railway
Anyone of CN 1204 to 1397
Such a locomotive represents the
SW 1200, of which 343
were built by GMD, the majority (182) being purchased
4) CN 1615
CN 1615 to 1617 are the three locomotives purchased by
CN for use on the M&SC. They are CLC model H-12-46 which is
one of the models selected as desirable for preservation. # 1616
has already been retired and stripped.
Of the remaining two, ei
is equally desirable.
Anyone of CN 3615 to 3745 or CN 3830 to 3893.
Of the 335 RS-18s built by MLW, 131 went to CN and 72
to CP. CNs large majority indicates representation of this unit to
Anyone of CNs GMD GP9s.
Of the 662 GP9s built by GMD, 343 were purchased by
CN and 200 by CP. The CN System owns an additional 94 of this
in the United States. The choice thus went to CN to
represent this type. All the GMD locomotives have dynamic brakes
as per discussion of TH&B 7 I.
7) CN 6542.
is the A unit of the A and B unit set. The last
of the series was chosen since it is the last GMD A
8) CN 6637.
is CN 6542s matching E unit and is the last B
unit to be built by GMD.
9) CN 9400.
The choice of this locomotive was fully discussed when
the FA-! model was chosen for preservation.
10) CP 4064 (or CP 4065).
CLCS A unit was chosen to be model CFA-16-4, spe
cifically the demonstrator CP 4064.
If this locomoti ve is unavai 1-
able, CP 4065 (the second demonstrator) will do, but the former
is certainly more desirable.
1 J) CP 7077.
is the first MLW diesel-electric locomotive. It will
also be our representative
of the early switcher.
J 2) Anyone of CP 8000 to 8012.
This locomotive fills the requirement for a Baldwin DRS-
13) CP 8444.
CP purchased 35 RS-3s while CN purchased 41. Since the
CN majority is very small it is not an important factor. The sig
of CP 8444 has already been noted. In addition, taking
RAIL CANADIEN -464 82
CPR 8444 is shown here on its second trip to the Canadian Railway Museum,
MAl -JUIN 1998
CP 8012 is an example of a Baldwin road switcher. The committee hopes that the railway will put back the fuel tanks before delivery to the
Museum! CP photo,
MAY -JUNE 1998
the RS-3 from CPs fleet keeps the balance of locomotives from
CN and CP in line.
Anyone of CP 8901 to 8920.
CLCs 2400 horsepower roadswitcher was most predomi
CP, there being 21 such units, road numbers 8900 to 8920.
Of these, CP 8900 was partially built in the United States and
in Canada, while the remainder are entirely Canadian
The committee therefore recommends the aquisition of any
of these latter locomotives.
15) CP 9115.
of the RDC has so far reached the point
an RDC-2 of post 1956 design has been selected. Of this
CP, 9115 was the only one assembled in Canada and so
has been selected.
Anyone of NAR 301 to 305.
of this locomotive satisfies the requirement to
represent the Northern Alberta
Railways and GMDs GMDI
17) TH&B 71.
is mentioned under significant locomo
ti ves and the committee feels that it is of such significance that it
should be preserved despite the fact that it does not belong to a
railway that the committee specifically desires to represent, nor
is it a model that is specifically desired. However, there is noth
ing undesirable about representing the Toronto, Hamilton, and
Buffalo Railway, being a road
of medium size, having approxi
III miles of track. The GP7 is also a common Canadian
model, there being 90 such units in Canada. The committee stresses
at this time that the GP7 must not pre-empt the GP9 because
the similarity. Not representing either of CN or CP with a GP9
would be a great mistake due to the large number on these roads.
In addition, since the TH&B locomotive does not have dynamic
brakes, the GP9 is selected so as to be so equipped to provide
of an external difference.
Algoma Central Railway, Ontario Northland Railway, and
Quebec, North Shore and Labrador Railway have not had a loco
motive included since all their motive power is identical
CN and CP and it would make the overall picture of these latter
two look ridiculous if the locomotive type was taken from one
these smaller railways. It is recommended that representation from
these three railways wait until the Second Generation selection
Pacific Great Easterns representative has been selected
as the RS-18. Their version
of this model (which was also se
lected for CN) has an elongated low-nose and has been chosen to
CNs more standard high-nose RS-18. The model is
also PGEs most common. However, since it is PGEs most mod
ern power (three having been purchased in 1966) it is recom
mended that the railway not be asked for this locomotive at the
present time. It thus does not appear in the final list.
Both CN and CP possess hump boosters, the
15 of the
former self-built, while
CPs 4 came from MLW. These locomo
tives possess only traction motors with a load
of ballast to create
extra traction for the hump. Power is obtained from one
CPs boosters are not typical, be
ing much smaller in number than
CNs, and so are not desirable.
CNs, on the other hand, were built between 1964 and 1966 and
are not likely to
be retired for many years. These units are thus
designated Second Generation and are
to be considered for pres
ervation at the same time as other Second Generation units.
83 CANADIAN RAIL -464
The committees research into the motive power of the
White Pass and Yukon Route (tluee foot gauge)
is not yet com
The Committee will submit a report on this railway later in
The final choice of locomotives totals 17 units divided
amongst the railways and builders
CN 9 BLW I
CP 6 Budd 1
NAR CLC 3
The division of the locomotives is approximately propor
tional to the number on the railways concerned and to the number
by the builders (Tables 2 to 7). The following is a re
gional list which shows that all parts
of Canada have a motive
in the committees selection. When any lo
comotive or a class has been selected, the first unit of that class is
used below to denote that locomotive.
Newfoundland: CN 900.
Prince Edward Island: CN 26.
Nova Scotia and New Brunswick: CN 1600,
Quebec and Ontario: CN 1204, 3615, GP9, 6542, 6637,
CP 7077, 8444, 9115, TH&B 71.
Manitoba, Saskatchewan, and Alberta: CN 1204, GP9,
6542,6637, CP 9115, 4064, 7077,8901, NAR 301.
British Columbia: CN 1204, GP9, 6542, 6637,
The committee recommends that this report be accepted
in its entirety by the Board
of Directors, Canadian Railroad His
torical Association, and that requests for the acquisition
equipment be filed with the appropriate railways immediately.
Delay is extremely dangerous since some
of the desired locomo
tives are fast disappearing, while the fate
of others is uncertain.
of these locomotives have an assured long life ahead,
is felt that even these should be requested now, although
they will not,
of course, be obtained, so that the railway con
cerned knows that we shall not be running to them every two
years with additional requests.
The committee further recommends that its existance be
continued for the purpose of supervising both the external and
of the equipment upon its arrival at the
Museum. This jurisdiction would include CN 77, 15824, and CP
7000, but not,
of course, the Museums own shunter #9. The com
mittee feels that the maintenance work would be better looked
after in the hands
of such a committee since the members have
knowledge, or sufficient interest to obtain the knowledge
quickly, to be able to look after, or find someone who can look
after the equipment
in the manner to which it was previously ac
The committee would not have a budget, but would
refer all requests for expenditure to the Canadian Railway Mu
seum Commission or to the C.R.H.A. Board of Directors, which
ever said Board sees fit.
is respectfully submitted to the Board of Di
rectors, Canadian Railroad Historical Association,
by the Diesel
Acquisition Recommendation Committee on this twentieth day
of December in the year nineteen hundred and sixty-seven. No
of the committee desires to submit a minority report.
RAIL CANADIEN -464 84 MAl -JUIN 1998
CP 8900 is the same as 8901 to 8920 except for the country of building. CP photo.
is an example of the GMD1 locomotive.
CP 9115 is identical to CP 9100 shown here. CP photo B3977-4.
MAY -JUNE 1998
OF CANADA WITH DIESEL-ELECTRIC LO
1) Algoma Central Railway
2) Alma and Jonquieres Railway Company
3) Arnaud Railway Company
4) British Columbia Hydro and Power Authority
5) Canada and Gulf Terminal Railway
6) Canadian National Railways
7) Canadian National Narrow Guage System
8) Canadian Pacific Railway
9) Cartier Railway Company
10) Central Vermont Railway
11) Dontinion Atlantic Railway
12) Duluth, Winnipeg, and Pacific Railway
13) Essex Terntinal Railway
14) Grand Falls Central Railway Company Ltd.
15) Grand Trunk New England Lines
16) Grand Trunk Western Railroad
17) Greater Winnipeg Water District Railway
18) London and Port Stanley Railway Company
19) Midland Railway
20) Napierville Junction Railway Company
21) Northern Alberta Railways
22) Ontario Northland Railway
GreatEastern Railway Company
24) Quebec, North Shore, and Labrador Railway Company
25) Roberval and Sagueny Railway Company
26) Sydney and Louisburg (Cumberland Railway Company)
27) Thurso Nation Valley
28) Toronto, Hamilton, and Buffalo Railway
29) Wabush Iron Company
30) White Pass and Yukon Route
MONTREAL LOCOMOTIVE WORKS DIESELS OF CANA-
MODEL PRODUCTION MODEL PRODUCTION
I RS-10 128
S-2 150 RSC-13 35
S-3 152 RSD-17 I
S-4 121 RS-IS 335
S-7 40 RS-23 34
13 RSC-24 4
10 FA-I 20
II FB-I 20
S-13 53 FA-2,FPA-2 54
RS-I 2 FB-2, FPB-2 27
RS-2 12 FPA-4 36
RS-3 105 FPB-4
GENERAL MOTORS DIESELS OF CANADIAN RAILWAYS
MODEL PRODUCTION MODEL PRODUCTION
32 E8A 3
SWI 2 F3A 4
66 F3B 2
SW9 16 F7A 76
SW900 90 F7B 30
SW1200 343 FP7A 35
GMDI 102 FP9A 54
90 F9B 44
662 NFIlO 47
GPI8 2 G8 (narrow gau.) 6
85 CANADIAN RAIL -464
LOCOMOTIVE COMPANY DIESELS OF CA
MODEL PRODUCTION MODEL PRODUCTION
30 CFA-16-4 38
30 CFB-16-4 15
H-16-44 57 CPA-I 6-5 6
22 CPB-16-5 6
BALDWIN DIESELS OF CANADIAN RAILWAYS
GENERAL ELECTRIC DIESELS OF CANADIAN RAILWAYS
BUDD COMPANY DIESELS OF CANADIAN RAILWAYS
MEETINGS OF THE DIESEL-ELECTRIC ACQUISITION
1) 04 November 1967
11 November 1967
3) 25 November 1967
4) 02 December 1967
16 December 1967
DIESEL-ELECTRIC LOCOMOTIVES RECOMMENDED
1) Anyone of CN 26 to 42.
Anyone of CN 900 to 946.
Anyone of CN 1204 to 1397.
4) Either of CN 1615 or 1617.
Anyone of CN 3615 to 3745 or CN 3830 to 3893.
Anyone of CNs GMD GP9s.
8) CN 6637.
10) CP 4064 (or CP 4065).
11) CP 7077.
Anyone of CP 8000 to 8012.
Anyone of CP 8901 to 8920.
Anyone of NAR 301 to 305.
RAIL CANADIEN -464 86 MAl -JUIN 1998
Ontario Northland Donates Locomotives
By John Godfrey
ONR 1400 at North Bay (dale unknown). Photo by R. Currie, from the collection of Dave Shaw
Any evidence of civilization receded from view to the rear
as the small caravan bounced along the uneven surface
of a gravel
road adjacent to ONTs North Bay, Ontario shop complex. Are
you sure this is the right way? asked Bernard from behind the
of the rented truck. It was.
A little further there appeared around a slight bend the
open gates to the Piche & Sons scrap yard, our destination. The
small procession pulled-up
to the office to find the doors locked.
off in the distance showed that someone was on the
site. Since the object
of our visit was between us and the far-off
of heavy machinery, we headed over to our quarry: former
ONT RS-3 1306. But what were five refugees from the CRHAs
Canadian Railway Museum doing so far from home? Lets go a
little further back in time
Some years ago, the CRHA asked the Ontario Northland
Railway about the possibility
of securing the donation of one of
their older locomotives to the CRM. Geeps were unavailable, came
the reply, but there were a couple
of F-units that may be of inter
est. A reconnaissance trip
in the spring of 1995 revealed the units
to be in a state far beyond the skills
of the varied resources the
CRM has at its disposal. However, two RS-l Os and two RS-3s
were present and amazingly intact. They had been stored serv
iceable pending a sale that never materialized
in 1985. Attention
turned to acquiring one
of each. Lengthy negotiations proved
fruitful when it was learned from
ONTs head office that they
would donate RS-IO 1400 and RS-3 1306
to the CRHA. Getting them to Delson would be relative easy. ONT would
interchange the duo to CN, who would move them to Delson.
Since the CRM
is physically connected to the SL&H, they would
move them the final mile to their new home. As part
of their on
going, generous support
of the CRHAs museum project, CN would
pick-up the tab for the movement. All looked rosy, until the
car department had a look at the pair. It had been anticipated to
move them coupled to idler cars for braking. Wheel condition
hadnt figured into the equation; they were stored serviceable,
Wrong. The number 3 axle
of the 1400 had been badly
skidded, and there were defects on all four wheel-sets
of the 1306,
in addition to other relatively minor defects with both units. ONT
was contacted about the possibility
of performing the necessary
running repairs as part
of their donation. Negotiations dragged
on for months. In the end, a change
in administration within the
ONR, a new Ontario Premiers sharp budgetary axe, and a tenu
ous labour situation within the railway negated this possibility.
Despite all our efforts and concern it looked as
if we were going
to lose the opportunity to acquire these units.
Serious decisions had to be made
by the CRHA. With a
in hand, I arranged to meet with ONTs Mike Montag
at the North Bay shops
in October of 1997. We visited both units,
talked at length about various repair possibilities, and examined
the surrounding area. I returned to Montreal with a sense that
that light at the end
of the tunnel was not an approaching train.
MAY -JUNE 1998 87 CANADIAN RAIL -464
ONR 1306, also at North Bay on an unknown date. Photo by R. Currie, from the collection of Dave Shaw
Since the 1306 was being acquired for its contents vs its
container, it was decided to move the unit
off ONR property to
the nearby Piche scrap yard for stripping.
The remains would be
sold to Piche, the proceeds
put towards the re-profiling of the
badly skidded #3 axle
of 1400, which had become one of 2 extant
RS-lOs in Canada during the course
of this episode (aNT had
scrapped the other RS-IO and RS-3 pair during a site clean-up
1996). And so, on a Friday night in late November, 1997, CRM
volunteers Len Thibeault, Bernard Archambault, Alain Bosse, and
myself headed north-west through the darkness towards North
Bay, to be joined during the night by the fifth member
party, Dave Barnard.
an all-too-brief sleep and a big breakfast at the mo
tels restaurant, we set-out for the scrap yard After a commemo
rative photo, we divided-up the task at hand. Over the next 8
hours, coupler knuckles, brake shoes, electrical components, and
mechanical parts all found their way into the truck. Despite the
in working with hand tools, spirits were high. If
one member of the work party was having a hard time liberating
a particular item, removal by committee soon had the piece started
on its journey to its new home.
Work and family commitments dictated that Dave and I
return to Montreal
on Saturday. The rest of the crew remained in
North Bay to gather up tools and parts, secure the load, and get a
decent nights rest; setting out for Delson the following day.
In relatively short order, the next phase
of the project was
set in motion. aNT moved the J 400 into the shop, made the
trucks safe for movement, lubricated the running gear, covered
the cab windows, and assisted CN with locating an idler car for
the units journey.
eN carmen from Capreol arrived to install a
bypass hose on the unit to enable braking system air to travel
around the unit to the idler car to insure the continuity of the
of any train it would travel on.
Shortly after the new year,
aNT marshalled the unit and
its idler into the consist
of a freight destined for Rouyn, Quebec, where CN took over. The former government road had decided to
move the unit to the Montreal area via Rouyn, Senneterre, and
Garneau, a route more
in keeping with the 1400s 30 MPH speed
restriction than the high-speed Montreal -Toronto line. Mother
nature intervened at this point, enveloping much
of eastern On
tario and southwestern Quebec in an icy tomb while the unit layed
over in Senneterre. The idler was borrowed to convey material
for Hydro Quebec, and two weeks elapsed before a replacement
was located. Numerous phone calls later, 1400 rolled into CN
in Montreal on January 28th.
As the results
of Mother Natures behaviour still had not
been completely repaired around Delson / St. Constant, preclud
ing transfer to
SL&H on Montreals South Shore, the unit was
interchanged to SL&H at the Parsley interchange between
Taschereau and St. Luc yards later that same day. Sufficient re
pairs in the vicinity
of the CRM were completed to enable SL&H
to spot former aNT 1400 at the CRM behind Barrington Station
on February 11th. Once Mother Nature releases her wintry grip
on southern Quebec, former
aNT 1400 will be moved into one of
the yards, cleaned-up somewhat, and placed in an accessible lo
cation on the property for all to see. In time,
it is hope to breath
new life into the unit, enabling visitors to view the only preserved
of Winnipeg in operation.
The acquisition of aNT 1400 and its movement to the
CRM would not have been possible without the help of many
The CRHA would like to express its gratitude to the
following individuals and corporations for their help and
Mike Montag and Trevor Prescott -Ontario Northland Railway
Monique Purdon and Gary Johnston -CN Operations
Guilio Capuano -St. Lawrence
Stan Smaill, Charles De Jean, Bernard Archambault, Dave Barnard,
Len Thibeault, and Alain Bosse -Canadian Railway Museum
Canadian National Railway
Ontario NOIthland Railway
St. Lawrence & Hudson Railway
BACK COVER: CNR 7615 was assigned to the Montreal and Southern Counties line. This view, taken abou11950, shows it at St. Lambert.
What looks like the guard tower
of a prison is actually part of a pen of a different kind -the Waterman Pen factory.
This issue of Canadian Rail delivered 10 prinler May 28, 1998.
120, rue St-Pierre, St. Constant, Quebec
Postmaster if undelivered within
10 days return to sender, postage guaranteed,