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Canadian Rail 464 1998

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Canadian Rail 464 1998

Canadian Rail
No. 464
MAY -JUNE 1998
DHI~TnIRI= 1=1=~~nlIAID~
ISSN 0008·4875
THE CENTENNIAL OFTHE DIESEL ENGINE ……………………………………………………………. FRED F. ANGUS………………………. 59
STRAIGHT PIPES -WHAT A RACKET ……………………………………………………………………….. LORNE C. PERRy……………………. 74
THE DIESEL ACQUISITION REPORT OF 1967 …………………………………………………………… MURRAY W. DEAN ET AL…………. 77
FRONT COVER: CPR 4054 was a CPA16-4 built by Canadian Locomotive Company of Kingston (construction number 2682) and was
outshopped on August
23, 1952. It was wrecked in southern B.C. on January 16, 1967 and was scrapped in Octobel; 1969. c.P photo
645, the Shad Flyer, consisting of diesel-electric car 15837 and an ancient wooden passenger car, arrives at St.
Lambert on May 9, 1950, en route to Montrealfrom Nicolet and Sorel. Photo by Lome Perry
your membership in the CRHA, which
includes a subscription to Canadian Rail,
write to:
CRHA, 120 Rue St-Pierre, St. Constant,
Que. J5A 2G9
Membership Dues for 1998:
In Canada: $36.00 (including all taxes)
United States: $31.00
in U.S. funds.
Other Countries: $40.00 U.S. funds. Canadian Rail is continually
in need of news, sto­
ries historical data, photos, maps and other mate­
rial. Please send all contributions to the editor: Fred
F. Angus,
3021 Trafalgar Ave. Montreal, P.Q. H3Y 1 H3.
No payment can be made for contributions, but the
contributer will be given credit for material submitted.
Material will be returned
to the contributer if requested.
Remember Knowledge
is of little value unless it is
shared with others.
EDITOR: Fred F. Angus
CO-EDITOR: Douglas N.W. Smith
W. Bonin
F. Angus
PRINTING: Procel Printing
DISTRIBUTION: Joncas Postexperts
The Centennial of the Diesel Engine
By Fred F. Angus
This year marks the 100th anniversary of the first suc­
cessful operation
of the diesel engine, now almost universally
used on the railways
of much of the world. Although its applica­
tion to locomotives did not start much before the 1920s, and full
scale dieselization did
nOl come until after World War II, the die­
sel engine itself, at first in a stationary form, dates
to 1898, when
these engines first went into commercial production and use.
The nineteenth century was a time of great innovation in
industrial development, science and engineering. Many of todays
wonders were actually invented before 1900, although, in many
cases, they were not put into practical operation until consider­
ably later. One
of the last major inventions of the nineteenth cen­
tury was first exhibited to the public exactly one hundred years
ago and, unlike many inventions, was actually put into commer­
cial production within a few months. That invention, successfully
introduced in 1898, was the diesel engine.
The inventor of the diesel engine was, not surprisingly,
Rudolf Diesel (1858-1913). He was a German engineer, born in
Paris France on March 18, 1858. Educated at the Munich Poly­
technic school,
he worked for a time in Paris before returning to
in 1893. About this time he conceived the new idea of an
internal-combustion engine
in which ignition would take place
by the heat
of compression, rather than an external spark. He pat­
ented this idea in 1892, and after
his return to Germany worked at
the Krupp and Augsburg engineering plants where he refined his
theory and built the first operating diesel engine. This 25 horse­
power four-stroke machine was completed in 1897 and first placed
on display
at the Munich exhibition in 1898. The same year the
patent and sales rights to the diesel engine for the United States
and Canada were purchased for 1,000,000 gold marks (then about
by Adolphus Busch (1839-1913) the beer baron of St.
Louis Mo. Busch formed the Diesel Motor Company
of America
(soon changed to the American Diesel Engine Company), and
before the year 1898 was out, the company had built the
commercially successful diesel engine in the world. The princi­
of the diesel engine held great promise for stationary power
plants, marine engines and even,
if certain basic problems could
be solved, for railway locomotives. It is,
of course, the latter ap­
plication with which we are concerned here.
In 1899, Rudolf Diesel formed a
company in Germany
for the construction
of diesel engines, which were initially built
at Augsburg. In 1900
he attended an engineering congress in Paris
where he explained the operating cycle
of the new engine. Al­
though the diesel engine showed promise from the start, its full
exploitation did not come in Rudolf Diesels lifetime. He spent
the first decade
of the twentieth century improving his machine,
seeking to market it
in many countries and, in 1912, he wrote a
book called The Genesis
of Diesel Motors. On September 29,
1913 he sailed for England on the cross-channel ferry from Ant­
werp to Harwich. He never reached his destination. During that
night he fell overboard and was drowned.
It was never established
whether his death was due to accident, suicide
or murder. This
was less than a year before the outbreak of World War I, and it is
possible that he could have been pushed overboard by secret agents
trying to prevent details
of the diesel engine falling into the hands
of the British. We will, almost certainly, never know the answer. The basic principles
of the diesel engine are actually quite
The official definition of a diesel engine is An internal
combustion engine so constructed that the air supplied for com­
bustion is compressed within the engine cylinder to the point where
its temperature is sufficient to ignite the injected fuel spontane­
ously. The typical diesel engine, as originally designed, works
on the four-stroke principle, the four strokes being
as follows: I.
A suction stroke, during which air is drawn into the cylinder.
2. A
compression stroke where the air is compressed
to about 500 to
600 Ibs per square inch. During this stroke the air is heated by the
compression and, near the end
of this stroke and the beginning of
the next, the fuel is injected under pressure in the form of a fine
spray. The heat
of the compressed air ignites the fuel which then
burns at approximately constant pressure which then produces,
3. Apower stroke during which the force produced by the burning
fuel pushes on the piston, theoretically at constant pressure, and
does useful work. Finally, 4.
The exhaust stroke, when the burned
of combustion are expelled from the cylinder. The cycle
then repeats. The two-stroke diesel has ports
in the sides of the
cylinder and relies on scavenging air
to force the exhaust gas­
ses from the cylinder. This method produces more power for a
given size engine, since the exhaust from one power stroke is
being expelled as the air for the next one
is entering, hence every
other stroke produces power compared to one in four with the
four-stroke engine.
If the air is forced in under pressure, instead
of being drawn in from the atmosphere, more air can be com­
pressed in the cylinder and so more fuel burned per stroke. This
known as supercharging, and allows more power to be delivered
by an engine. All these principles were known during Rudolf Die­
sels lifetime but have, of course, been refined and improved upon
Since. However the basic principles remain the same.
The advantages
of diesel over gasoline engines are two­
fold. Firstly, there
is no separate ignition system, so making the
equipment simpler. Also, the thermal efficiency
is greater, being
about 36% for a diesel as against about 25% for a gasoline en­
gine. This compares to 20% for steam turbines and only 12% for
conventional steam engines. Thus we see that the thermal effi­
of a diesel engine is three times that of a comparable steam
It is no wonder that the diesel took over from steam on
the railways, the wonder is, in retrospect, why it took so long!
It was soon found that the diesel engine works at its best
efficiency when running at full speed. This is quite unlike the
of railway operation where high power is required
at slow speeds for staJting heavy trains. This high staJting power
is available in steam locomotives by admitting steam during much
of the power cycle during starting; it is not as efficient since steam
is exhausted whi Ie sti II under pressure (hence the puffs so be­
of steam enthusiasts), but it gets the job done, and when the
train is up
to speed the cutoff can be varied to make more eco­
nomical use
of the steam. No such cut-off feature is available
with diesels, so it was realized that
if they were to be successful
on railways some means
of variable transmission of power would
have to be developed. Here two parallel ideas came together and
provided the answer. Since the mid 19th century the idea
of an
electric locomotive had been getting more and more practical and,
by 1900, successful electric locomotives were in regular use. A
One of the first successful large oil-electric locomotive engines
in Canada was this 1330 horsepower, 12 cylinder unit, one of two
used in CNs pioneer locomotive 9000
in 1928.
Canadian Railway and Marine
World, January 1929.
logical extension of the idea was for the locomotive to carry its
own generating plant and so do away with the need for overhead
wires, third rails and other means
of power transmission. In 1899
a steam powered electric locomotive was built but was not very
The diesel engine, with its higher efficiency, held great
promise for the
motive power for
such an on-board
generator and the
of the diesel­
electric locomo­
tive was born. Al­
though there were,
and still are, die­
sel-mechanical lo­
comotives, these
tend to be smaller
units, and the die­
sel-electric princi­
ple is used for all
modern die­
sel-powered loco­
In this arti-
60 MAl -JUIN 1998
facts chronicle the development of the technology that was to
revolutionize railway operation.
By 1940 the diesel-electric locomotive had proved itself
and was well on the way to replacing steam on the worlds non­
electrified railways.
There were two reasons why this took twenty
more years to accomplish. Firstly, the railways had a tremendous
capital investment
in steam locomotives and the vast infrastruc­
ture needed to make them run; it would take years to raise the
necessary capital to replace all this with the new diesel technol­
ogy, even though the end result would be far more efficient opera­
The second reason for the delay was World War II which
broke out
in 1939. Clearly during a major war was not a suitable
time to rebuild most
of the motive power of the railways. How­
ever when the war ended
in 1945 dieselization began in real ear­
nest. The last steam locomotives for a Canadian railway were
delivered in 1949,
by which time diesels were already taking over
many runs. By 1960 the process was essentially complete and the
steam locomotives were gone. A few remain
in museums, tourist
trains and special applications but, by and large, on
Hnes that are
not electrified, the diesel reigns supreme.
Some nostalgic railway enthusiasts mourn the passing
steam, but the salient facts are there to see. With the higher effi­
of the diesel, and far less labour, maintenance and operat­
ing costs, it is not going too far to say that the diesel saved the
It is difficult to see how the railways could have com­
peted against water, air and road transport
if they still relied on
steam locomotives,
assuming that the other means of transport
cle it is not pro­
posed to give a his­
of the diesel­
A Canadian diesel-hauled long distance passenger train in the 1920s! CNR 9000 hauling the second section of the
International Limited on August
26, 1929. Canadian Railway and Marine World, September 1929.
electric locomotive. Suffice it to say that before 1920 a few ex­
perimentalunits had been built and the basic principles proved to
be sound. In Canada, the
CNR had ordered diesel-electric self­
propelled cars in the 1920s, and its famous locomotive 9000 was
built before the end
of the decade. CPR had one diesel switcher
(number 7000) in 1937, and in the United States diesels were
powering high-speed passenger trains
in the 1930s. One of the
the Pioneer Zephyr went into service on the Chicago
Burlington & Quincy in 1934 and served until 1959. Recently it
been completely restored to its original appearance and is
now in the Museum of Science and Industry in Chicago. Our own
Canadian Railway Museum has CNR
n (formerly nOO), built in
CNR self-propelled car 15824 of 1926 as well as CPR 7000
70n (to be featured in the next article). These historic arti-had developed as they did. It is very likely that the cost
of main­
taining full steam facilities would have forced most railways out
of business.
Since the 1960s the first generation diesels, that replaced
steam, have themselves been largely replaced by second genera­
tion and later developments.
The newest diesel-electric locomo­
tives contain features undreamed
of even fifty years ago, and the
end is not
in sight. Unless some radically new technology ap­
pears, or large-scale electrification takes place, both unHkely to
happen in North America in the foreseeable future, the diesel­
electric locomotive
is likely to be around for a very long time to
come. Rudolf Diesel would be surprised and gratified to see what
has become
of his invention that started it all, exactly one hun­
dred years ago.
MAY -JUNE 1998
HE strcllInJincr pictured h!lre is more than
the loo:omntive of tomo)ToW. It is the
No. ,1 locomotive of tllday.
Authority. for Ihis 9wtemcut is the fuctthnt
Amorican railroads, for the past foul years,
boughllllore GM locomotives than loco­
mothesof any other kind.
And in this achievement, you see a typiCal
examplf3 of the progressive benefits that~.
General Motors. enterprise makes possiWe. .
The,.Diesel engine that drives theee s
.and thrifty locomotiv,cs ,w~,born of General
nlsearch in internal com hURt ion el1-
gin6B. Anti from our practical expcriciu:e in
innnu(acturinl! rnotors, gcncrutOrfl, frames,
bodies and hunilrcclA of othorpal.s-came the
proccsilCS by which all such units are now mnde
and IlSscrnbletl into complete locomotiveA in
the largost self.t:onwllcd locomorive factory
in tJle world. .
But equally importalnl8S the job of develop­
ing Ibese locomotives, is the job they thp.m.
selves have done in actual operation on the
MiJny people know th~ir record in
palillenger 6e~ce. But ~ilroail men· can telf
NovembG: 1,1941
you ruso how mnre thnn ~ General %{olors
switchers have accelerated freight
and pared down COS III in rnilroad ;yards-that
a new high.powered freight locomotive is
to extc,d tlwsl) udvuntages 10 main-,
line f roigh l operation.
-And you can thank the alertnf.88 of 11dlmd .:
man~ment for pUlling this lle.YI ~mont I
to work at a ~ccord rate-to better
the service of the fiDem railroa9s in tI;ie w.odd. ;
. U[CTRI.H en-,oUlIlM.· Sub.idiar)·ot;C~noral Molors, La Grango, Illinois
This full-page coloured advertisement for the Electro Motive division of General Motors appeared Oil November 1, 1941, barely five weeks
before the United States entered World
War 11. It refers to the diesel as the No.1 locomotive of today.
RAIL CANADIEN -464 62 MAl -JUIN 1998
The Fiftieth Anlliversary of the First Production
Diesel Locomotive Built in Canada
By Fred F. Angus
A builders photo of 7077 taken in May, 1948. Phoio courtesy of Canadian Pacific COIporate Archives
On June 14, 1948, the Canadian Pacific Railway took de­
of a new diesel-electric switcher locomotive. The CPR had
been using diesel switchers for five years, and had bought
an ex­
perimental unit, No. 7000,
as early as 1937. This unit .was built by
National Steel Car
in Hamilton and had an engine built by Harland
and Wolff
of Belfast (the same firm that built the famous ocean
liner Titanic). Canadian National had a longer history
of diesel
development; they had an experimental ma
in line locomotive in
1929. However the locomotive delivered in 1948, CPR number
7077, had great significance; it is considered to be the first pro­
duction diesel-electric locomotive to be built
in Canada, and the
of a new era. Before we consider the significance of
this event, let us digress a bit and think of what it was like in
Some of us can well remember 1948, often it does not
seem all that long ago.
Yet when one considers all the changes
that have occurred since then, one quickly realizes that it
is in­
deed half a century ago. Just consider the following. In 1948 much
of the British Empire was still intact and was ruled by King George
VI. World War II was a recent memory, and the state
of Israel had
just been born. Harry Truman was President of the United States,
and at home,
w.L. MacKenzie King was just concluding his final
of office as Canadas longest-serving Prime Minister. New­
foundland was still a separate country, and margarine was illegal
in Canada. There was no television
in Canada, and one could hear
such favourite shows as Fibber McGee and Molly, The
Shadow, and Amos and Andy on network radio. Songs like
Manana, Nature Boy, and Buttons and
Bows poured end­
lessly from millions
of radios, but there was not yet any Rock N
Roll. A first-class letter could be mailed anywhere in Canada and
the U.S.A. for four cents, and the local rate was three cents. Street
car tickets in Montreal were 6
1/4 cents (four for a quarter), but
students could get seven rides for a quarter. Railway fares aver­
aged about three cents a mile, but special excursion rates were lower; it was possible to buy a return coach ticket from Montreal
to Vancouver for under $50. Ocean liners still offered regular serv­
ice from Canada to England, a tlip that took about a week, and
service to many other countries was also provided.
In 1948, Canadian National Railways had about 25,000
of track, while Canadian Pacifics mileage was about 17,000.
Both systems had large numbers
of branch lines, most with pas­
senger service. Most
of the locomotives on Canadas major rail­
ways were steam; in fact the last steam locomotives for a Cana­
dian railway had not yet been built. A large number
of passenger
cars were
of wooden construction, some being built well before
1900. More than two dozen Canadian cities still had street cars,
although at least three
of them would lose their trams before the
year was out. In Montreal, then the largest city
in Canada, about
1000 street cars still polished the rails.
Many people in 1948 could clearly remember the 1800s,
and some born as far back as the early 1880s were still working
regularly for the railways. Among penSioners there were some
whose lifespans went back to the pioneer days
of railroading in
Canada. In fact the last survivor of the driving of the CPRs Last
Spike at Craigellachie died
in 1948.
There were many railway enthusiasts then, but there was
a tendency to take for granted scenes that one would pay dearly to
see today. Quite a few railway photos were taken in those days,
for the wartime film shortages were over, but most were in black
and white. Colour film existed, and some, especially Kodachrome,
of good quality. But it was expensive, and so slow (the typi­
cal speed was A.S,A. 10) that it could only be used
in bright sun­
light or with expensive blue flashbulb
Yes, 1948 was indeed a long time ago, and the railways
have changed
as much or more than the rest of the world. As we
shall see, 1948 was the year when the biggest change to Canadian
Railways, total dieselization, got underway.
MAY -JUNE 1998
For at least ten years before 1948 it had been obvious to
the railway managements tbat the diesel-electric locomotive was
the locomotive of the future and it would eventually replace steam.
The technology had proved itself and all that was required was to
make the huge investment needed to convert. During World War
II both major railways
in Canada obtained diesels; these were
mostly switchers built in the United States, and they worked hard
making up trains for the very heavy wartime traffic. Many
of these
early units survived for years after the war, and a few are still
around. After 1945 dieselization began on a much larger scale
and main line units were ordered. By 1948 it had been decided to
dieselize the railways completely, and the last orders for steam
locomotives were placed that year for delivery early
in 1949. The
next step would be to build dies
el locomotives on a production
basis in Canada, something which had not been done before.
One factor that was considered concerns an event which
is almost forgotten today. Starting in 1947, and continuing until
1950, Canada had a foreign-exchange cris
is as the countrys re­
of foreign currency, especially U.S. dollars, fell to a dan­
gerous low. Individuals were only allowed to buy $150 U.S. per
year, as a major effort was made to conserve the dwindling for­
eign reserves. Obviously purchasing locomotives
in the U.S. woul.d
have a serious effect on the currency situation, so this was an­
other reason for building them
in Canada, a factor that was much
advertised at the time.
Late in 1947 both CP ahd
CN placed orders for diesel­
electric locomotives. Both
Mo~treai Locomotive Works in Mon­
treal and Canadian Locomotive Company in Kingston received
orders, but the first to be completed was the first
of twenty 5-2
switchers for the CPR, numbers 7076 to 7095. The Montreal Lo­
comotive works, a subsidiary
of American Locomotive Company
in the U.S.A., teamed with General Electric in the construction of
diesel-electric equipment. This continued a tradition, dating back
to 1924, in which ALCO and
GE had cooperated in building die­
At the Canadian International Trade Fair in Toronto in June, 1948,
CP 7077 was one
of the major exhibits.
Pacific photo.
The sequence
of numbers of these twenty locomotives is
quite confusing. The last unit of the previous order (which in fact
was not delivered until October, 1948) was 7075.
The number
7076 was assigned
to the first of a group of Baldwin-design loco­
motives to be built by CLC. This order was cancelled, so the
number 7076 was vacant. In the meantime the numbers
70n to
7096 were assigned to the twenty MLW units, but only 70n had
been delivered
by the time the CLC order was cancelled. Accord­
ingly the numbers
of the yet-un built MLW units were changed,
and what was to have been 7078 was delivered as 7076. Continu­
ing this reassignment
of numbers, what would have been 7079 to
7096 became 7078 to 7095. Therefore the twenty units went into
service as 7076 to 7095, but the
first two numbers were reversed,
70n was the first one and 7076
was the second. As it turned out
70n was the only one of the group
which went into service bearing
number which it had been
originally assigned.
To make mat­
ters even more confusing, the
builders number of 70n was
76429, a number assigned to
ALCO, while those
of the other
nineteen were
75852 to 75870;
these numbers were from a block
assigned to MLW and were lower
than the builders number
even though they were built later.
Immediately after being delivered to the CPR, 7077 went into service in the Toronto terminals. This
photo shows it at Toronto Union Station very early in its career, with CPS Royal York Hotel in the
background. The Toronto skyline has certainly changed in the last fifty years.
70n was actually jointly
built by ALCO a
nd MLW, being
partially equipped by ALCO in
Schnectady and completed by
MLW in Montreal. Nevertheless,
when it was completed in May,
1948 it was hailed as
the first
production diesel locomotive built
in Canada, and has always been
considered as such. Immediately
upon completion it was sent to the General Electric photo, courtesy
of Ray Corley
RAIL CANADIEN -464 64 MAl -JUIN 1998
With its Canadian Pacific script paint job somewhat faded, 7077 poses at the Canadian Railway Museum on Diesel Day 1995. The
unit has since been repainted. Canadian Railway Museum photo.
Canadian International Trade Fair which was
held from May 31 to June 12, 1948 at the Exhi­
bition grounds
in Toronto. Two days after the
fair closed, June 14, number 7077 was deliv­
ered to the CPR and went inlo service.
The next
in the series, No. 7076, was not delivered
until November 19, and the others followed from
then until the last
one, 7095, on March 25, 1949.
This was the same month
in which the CPR took
of its last steam locomotive, number
5935, from the same builder.
in service, 7077 had an unevent­
ful career. For years it was assigned to the To­
ronto terminals doing the unglamorous but im­
job of switching and moving equipment
in the Toronto area. In later days it moved to
other places, but always stayed in the east,
mostly in Ontario. Its final assignment was in
Bay where it served unti11984. For years
its historical significance had been appreciated,
and it was earmarked for possible preservation
by the CRHAs Diesel Acquisition Recommen­
Committee as early as 1967. When it
ame apparent that its days of service were
In its last days of service, 7077 sported the Action Red CP Rail paint scheme, with
l1lultimark. This photo was taken at the Canadian Railway Museum.
numbered, the CRHA considered whether a request should be made
for it to
CP Rail. At that time there was another contender, the de­
motored hulk
of former Canadian Pacific E-8 number 1800 or
1802 (then numbered 1898 and 1899), which were
in Calgary. In
the end there was
no contest; 7077 won hands down, and a formal
request was made to CP that it be donated to the CRHA. In Au­
gust, 1984 it was officially retired, and
CP Rail very kindly do-nated it
to the CRHA and moved it to the Canadian Railway Mu­
seum at Delson / St. Constant.
Since then, 7077 has been repainted, and
is one of the
more historic exhibits at the Mu
seum -the first of a line, and
continuing, line of Canadian-built diesel-electric locomotives. It
is indeed fitting that we commemorate the golden anniversary of
this historic locomotive.
The following articles pertaining to the first MLW diesel-electric locomotives appeared in Canadian Transportation in 1948.
They are reprinted here as they originally appeared, together with significant illustrations and advertisements from the same year.
Montreal Locomotive Works, Ltd. Canadian General
Electric Co., Ltd.
Recent announcement by H. M. Turner, President,
Canadian General Electric Co., Ltd., and Sir Frederick
Carson, Executive Vice President, Montreal Locomotive
Works, Ltd.,
is that the two companies have joined forces
to produce, in Canada, Diesel-electric locomotives for op­
on railways in Canada and for export. Montreal Lo­
comotive Works, Ltd. will build the locomotives, while Ca­
nadian General Electric Co., Ltd., will supply the electrical
equipment; the locomotives will
be built and sold from the
Montreal plant of Montreal Locomotive Works, Ltd. The first
locomotive to
be produced under this arrangement will be
a 1,000 h.p. unit, which will be exhibited at the Canadian
International Trade Fair
in Toronto, May 31-June 12, and
then delivered to the Canadian Pacific
Ry. as the first unit
in the C.P.A. order for 20 Diesel-electric switching locomo­
tives placed with Montreal Locomotive Works, Ltd.,
as re­
corded in Canadian Transportation for March, page 126.
This joining of forces
in Canada follows the pattern
established by the affiliated companies of the two firms
the United States. The American Locomotive Co. and Gen­
eral Electric
Co. have constituted a team in the production
of Diesel-electric locomotives since 1924,
in which year they
produced the first successful locomotive of the type, a 300-
h.p. switching locomotive which continues to operate
in the
of the Central Railroad of New Jersey. It is expected
that, eventually, Montreal Locomotive Works, Ltd., and Ca­
nadian General Electric Co., Ltd., will produce
in Canada
While the CPR had the
of ordering the
first Canadian production
diesels, the CNR pur­
chased what were claimed
to be the first road diesels
ordered for service in
Canada. They were built
by General Motors,
Electro-Motive Division
in LaGrange, Illinois, and
were reported as two 4500
horsepower locomotives.
Actually they were six lo­
comotives, four
A units
and two HB units. of
1500 horsepower each.
They were numbered
9000-9005, and were de­
in the summer of
Canadian Transportation,
Augus/ 1948.
the complete line of seven Alco-GE models of road and
switching Diesel-electric locomotives which are now
in wide­
spread use
on many Class 1 railways in the U. S. At present
the two Canadian companies are producing 1,000 h.p.
switchers, which are
in great demand by Canadian rail­
ways. Tooling
at the plants of both companies is well under
way for the production of Diesel-electric locomotives, which
be in addition to already-established lines. The produc­
tion of Diesel-electric locomotives
by Montreal Locomotive
Works, Ltd., will not interfere with that companys steam
locomotive construction work nor with its interest
in steam
locomotives. The company is now building three different
types of steam locomotives for the Canadian Pacific;
it re­
cently completed an order for 20 locomotives for Egypt,
and has orders
on its books for Portuguese East Africa,
Newfoundland and India.
The electrical parts of the Diesel-electric locomo­
tives will
be produced by Canadian General Electric Co.,
at its Peterborough, Ont., plant, and Mr. Turner stated
that the company has plans for the acquisition of new
tory space, to free the facilities at Peterborough for the
planned production of the locomotives electrical equipment.
Mr. Turner and Sir Frederick emphasize that the Diesel­
electric locomotives will
be built to the greatest possible
extent from Canadian materials and
it is predicted that even­
tually more than 90%
of the equipment going into the loco­
motives will
be of Canadian origin.
Canadian Transportation, May 1948. page 291.
. In
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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
General Electric
Co., Ltd., coalition follows a pattern es­
by the affiliated companies of the two firms in the
United States.
In that country, American Locomotive Co.
and General Electric Co. have constituted a team in pro­
duction of Diesel-electric locomotives since 1924, when,
as noted
in our preceding article, they produced the first
successful Diesel-electric locomotive, a 300 h.p. switching
unit still
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
first produced
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
deflections caused
by weaving of the locomotive frame. The
is equipped with four traction motors suitable
for operation
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
ties are
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.
The plates
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 three­
piece type,
of cast steel. The center member, with center
plate and bolster cast integral, is supported through a par­
allel arrangement
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
vice applied
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
in oil.
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
is of
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,
at front
and back
on both sides of the cab. The cab floor is of sea­
soned hardwood.
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
stop, are
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
ioned seat
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.
The crankshaft
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
supplying fuel
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
oil reservoir
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
erators throttle
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
applied, and
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.
The engine
is equipped with the Buchi turbo-charg­
ing system. The engine auxiliary equipment includes moto­
meter, lubricating
oil pressure gauge and air filters for the
engine air intake.
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,
is complete
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
is ar­
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
are painted.
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
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.
By way
of warning devices, the locomotive is
fitted with an air-operated horn, and with a locomo­
tive bell,
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
the left.
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
Hand Brake
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.
Electrical Equipment
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
is so
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
auxiliaries, and
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
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
is regulated
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
to operate
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
are controlled
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.
Generator protection
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
sleeve type
and are lubricated by oil which is fed to them
by means of wool waste. The motor armature shaft is unu­
sually rigid,
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
completed armature
is dynamically balanced be­
fore assembly
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
roller bearing
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
integral casting,
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.
Full lubrication
is provided by dip and splash from the gear
box, and provision
is made for convenient filling and for
checking of the
oil level.
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
are then
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 freight transfer runs as well as 10 general yard switching.
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
domestic production.
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 .
Total Weight
of Engine .
Weight on Driving Wheels
34,000 Ibs.
234,000 Ibs.
152,000 Ibs.
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
passenger accommodation.
Photo by
Lome C. Peny
Branch lines have always been inherently ex­
ive. They required continual, if minimal, main­
tenance, a
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,
the main
lines were not fed with traffic. A dilemma.
in the 1920s CNR began experimenting
with self-propell
ed cars that had the potential of re­
placing pas
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
of reli­
ability and with a welcomed drastic reduction in cost
from the
1930s right through to the fifties.
The Shad Flyer
I got
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
ial time.
It was also a useful train for people along the
south shore of the St.Lawrence
Ri vel wishing to spend
• .:.!.:.:: -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 -.. ••••• / – / -4~5 ••••••• Lel Greves .• II I / -J -.. II ••••
…. .. … 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
27, 1949.
A builders photo of CNR No. 15834, a car similar to 15837, as it appeared new in September 1929.
CRHA Archives, CanCar Collection, Photo
No. C-3150.
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
assigned was
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
seating alTangement.
The aisle was off-center to allow a wider
seat on
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,
if you
think that
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.
Lambert as
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
was leaving
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
audiovisual treat.
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
144 44
Ml!. Sej,mber ~5, 1949-
~3 .•••• 1
( (
(East,rn time.)

§730 t600 0 …………… (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 ………….. 9 945 815 6<4,3 + ............ St. Albans .............. tB45§445
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
~~p~. I
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
and was
never seen around our way pulling a trailer. Also in
coach green, the front end had a special
CV treatment; diagonal
yellow stripes
in an inverted V shape against the basic olive green
colour. In the center of each yellow stripe was a narrow gold.stripe,
which continued
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
The Diesel Acquisition Recommendation
Committee Report
of 1967
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
30, 1967,
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.
20 DECEMBER 1967
At their meeting of 30 October 1967, the Board of Direc­
tors, Canadian Railroad Historical Association, passed the reso­
lution that
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.
The presi­
of the C.R.H.A. subsequently informed the chairman that
the choice
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.
Southwood. Stanton
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
tion Diesel
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
of their
respective locomotives.
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
nadian railways
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.
Despite lengthy
discussion, the committee stilt felt that its original policy was the
more valid
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.
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
Gulf Terminal
Railway, d) Cartier Railway, e) Dominion Atlantic Railway,
Essex Temlinal Railway, g) Grand Falls Central Railway Com­
pany Ltd.,
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,
n) Thurso
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
s. Representa­
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
as follows:
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
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
of this
builder (not including
A and 8 units) are thus:
a) an early switcher
b) RS-3
c) RS-18
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
only model
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
c) GP9
4) Locomotives
from C.L.C. to be represented.
This company built I switcher, 4 roadswitcher, 2 A unit,
and 2
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
or AlA­
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
A units.
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
be gross
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
the FP9A.
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
production basis.
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
of pre­
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
b) Some
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
c) Either
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
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
This locomotive
is from Newfoundland. Reasons for ac­
quisition were discussed when the CN-Newfoundland Railway
was selected.
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
by Cana­
dian National.
4) CN 1615
or 16l7.
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
lie there.
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
model built
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
unit built.
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
CPR 8444 is shown here on its second trip to the Canadian Railway Museum,
Photo GDS
MAl -JUIN 1998

r II
II .
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
nant on
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.
The discussion
of the RDC has so far reached the point
an RDC-2 of post 1956 design has been selected. Of this
type on
CP, 9115 was the only one assembled in Canada and so
has been selected.
Anyone of NAR 301 to 305.
The choice
of this locomotive satisfies the requirement to
represent the Northern Alberta
Railways and GMDs GMDI
17) TH&B 71.
This locomotive
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
in type
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
of locomotives.
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
contrast with
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
or more
accompanying diesel-electrics.
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.
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
as follows:
CP 6 Budd 1
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
power representative
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,
CP 7077,8444,9115.
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,
CP 4064,
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
of this
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.
Very few
of these locomotives have an assured long life ahead,
and it
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
mechanical maintenance
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.
This report
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.
NAR 303
is an example of the GMD1 locomotive.
CP 9115 is identical to CP 9100 shown here. CP photo B3977-4.
MAY -JUNE 1998
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
of Manitoba
20) Napierville Junction Railway Company
21) Northern Alberta Railways
22) Ontario Northland Railway
23) Pacific
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
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
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
G8 (Std.
gau.) 2
30 CFA-16-4 38
30 CFB-16-4 15
H-16-44 57 CPA-I 6-5 6
22 CPB-16-5 6
RDC-J 45
RDC-2 29
RDC-3 17
1) 04 November 1967
11 November 1967
3) 25 November 1967
4) 02 December 1967
16 December 1967
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.
CN 6542.
8) CN 6637.
CN 9400.
10) CP 4064 (or CP 4065).
11) CP 7077.
Anyone of CP 8000 to 8012.
CP 8444.
Anyone of CP 8901 to 8920.
Anyone of NAR 301 to 305.
TH&B 71.
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.
A rumble
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
game plan
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.
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
of the
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
labour involved
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
brake line
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
Taschereau Yard
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
RS-lO east
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
& Hudson
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.
Patterson-George Collection
This issue of Canadian Rail delivered 10 prinler May 28, 1998.
Canadian Rail
120, rue St-Pierre, St. Constant, Quebec
Canada J5A
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