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Canadian Rail 511 2006

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Canadian Rail 511 2006

46
ISSN 0008-4875
Postal Permit No. 40066621
CANADIAN RAIL
PUBLISHED BI-MONTHLY
BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION
TABLE OF CONTENTS
CP Rail 4563: A locomotive with nine lives, Hugues Bonin …………………………………………….. 47
Building a model of CNR 5606, Lome Perry and Ed Farley ………………….. _ ……………………….. 69
Book Review: World Railways of the Nineteenth Century ……………………………………………… 79
FRONT COVER: Canadian Pacific Railway M630 # 4563 was caught at Fernie, British Columbia on the head end of a coal train in
September 1972. Photo StanJ. Smail!
La M630
#4563 du Canadien Pacifique a ete captw-ee surpellicule a Fernie, Colombie-Britannique, a la tete dun train de charbon en
septembre 1972. Photo par Stan J. Smail!.
BELOW BC Rail C630 No. 715 was supposedly acquired and was delivered to the Canadian Railway Museum by GE / MLW circa 1991,
but this was an eJ7Of: It was withdrawn within a year and scrapped three years latel: CPR 4563 was acquired in 1995 to represent this
impoltant class of locomotives. Photo Len Thibeault.
La locomotive BC Rail C630 No. 715 etait supposee avoil ete acquise par IACHF et fut livree au Musee Ferroviaire Canadien par fa
compagnie GE / MLWvers 1991, mais on decmtvlit vite que cetait par enew: La 715 fut alors retiree du Musee et, malheureusement,
envoyee a la fen-aille trois ans plus tard. La CPR 4563 Jut acquise par Ie Musee en 1995 pour representer cette importante classe de
locomotives. Photo paJLen Thibeault.
For your membership in the CRHA, which
includes a subscription to Canadian
Rail,
write to:
CRHA, 110
Rue St-Pierre, St. Constant,
Que. J5A 1G7
Membership Dues for 2005:
In Canada: $45.00 (including all taxes)
United States: $43.00 in
U.S. funds.
Other Countries: $80.00 Canadian funds. Canadian
Rail is continually in need of news, stories,
historical data, photos, maps and other material.
Please send all contributions to the editor: Fred
F.
Angus, 3021 Trafalgar Avenue, Montreal, PQ.
H3Y 1 H3, e-mail angus82@aei.ca . 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,
Peter Murphy
ASSOCIATE EDITOR (Motive Power):
Hugues W. Bonin
LAYOUT: Gary McMinn
PRINTING: Procel Printing
DISTRIBUTION: Joncas Postexperts
Inc.
The CRHA may be reached at its web site: www.exporail.org or by telephone at (450) 638-1522
MARCH -APRIL 2006
CP Rail 4563: A Locomotive
with Nine Lives
47 CANADIAN RAIL • 511
CP Rail 4563: Vne
Locomotive aux
NeufVies
By/Par Hugues W. Bonin
Introduction
This article is about one of the latest acquisitions
of Exporail, one of worlds largest railway museums at
Delson/St. Constant, Quebec, formerly known as the
Canadian Railway Museum. This acquisition is CP Rail
#4563, a big diesel-electric locomotive built in November
1969 in Montreal by the Montreal Locomotive Works
(MLW) as one of its M630 models. The M630 is the
Canadian version ofthe C630 designed by MLWs mother
company, the American Locomotive Company (Ako) in
the mid 1960s as one of the models of the « Century »
series.
This article will first explain
the context in which
the « Century» models and more particularly the C630
and M630 models were conceived.
Then, the reasons why
the Canadian Pacific Railway and later CP Rail
purchased a fleet of these diesel locomotives will be
explained. The careers of the big MLWs, as they are
known among the rail buffs, will be covered. The article
will
then conclude on the circumstances leading to the
donation of unit #4563 to the Canadian Railway
museum, and on the fate of the few surviving
«Big MLWs ».
The velY first big Alco
built was Atlantic Coast
Line #2011
as the first
C628, a model that did
not
make it to Canada.
It became Seaboard
Coast Line #2011
before being
renumbered #7513.
With the Family Lines
mergel; it was assigned
to the Louisville and
Nash ville Railroad,
and is seen here on its
way to the big
roundhouse in the sky in the Lafayette, Indiana, yard
on
26 September 1977.
Photo by Hugues W Bonin.
In troduction
Cet article est au sujet de lune des plus recentes
acquisitions dExporail, un des plus importants musees
ferroviaires du monde situe aDelson/Saint-Constant,
Quebec, et an-ciennement connu comme Ie Musee
Ferroviaire Canadien. Cette acquisition est la
locomotive
#4563 de CP Rail, une grosse locomotive
diesel-electrique construite a Montreal en novembre
1969 par la Montreal Locomotive Works (MLW) comme
lune de son modele M630. La M630 est la version
canadienne du modele C630 con Locomotive Company (Ako) au milieu des annees 1960
comme lun des modeles de la serie« Century ».
Le texte qui suit va dabord expJiquer Ie contexte
dans lequel la serie de locomotives « Century» a ete
con M630. Ensuite, on examinera les raisons qui ont mene Ie
chemin de fer Canadien Pacifique, puis Ie reseau CP Rail,
a se
procurer des locomotives de ces modeles. On verra
les carrieres de ces grosses MLW, comme on les appelle
chez les ferroviphiles. I.:article se terminera en
expliquant les circonstances qui ont mene au don de la
#4563 au Musee Ferroviaire Canadien, et Ie sort des
quelques survivantes parmi les« grosses MLW ».
La toute premiere
grosseAlco construite a
ete
la Atlantic Coast
Line #2011
comme la
premiere C628, un
modele qui ne trouva
pas dacheteur au
Canada. Elle devint la
Seaboard Coast Line
#2011 avant detre
renumerotee
#7513.
Lors
de la fusion creant
la compagnie Family
Lines, elle fut envoyee
au chemin de fer
Louisville and Nashville Railroad, et on la voil ici en route
vers la grande rotonde dans les cieux au triage du L & N de
Lafayette, Indiana,
Ie 26septembre 1977.
Photo parHugues W Bonin.
RAIL CANADIEN • 511
General context
At the onset of World War II, the first successful
mass production diesel-electric locomotives were
gradually appearing on North American railways. The
most famous of these was the IT road locomotive model
designed
by the Electro-Motive Division of General
Motors (EMD), Akos S-1 and S-2 switchers and the RS-
1 road-switcher.
The war effort directed the energies of
the major locomotive builders toward the production of
ammunition and weapons (such as cannons and tanks) in
addition to the production of locomotives of established
models, and thus precluded the
development of improved
diesel locomotives.
EMD was then producing only diesel
locomotives
in addition to weaponry, but its competing
firms had to build steam locomotives, with diesel
locomotive
production either inexistant Or kept at a
minimal level.
When peace returned in 1945, EMD was thus at
a big advantage over tis
competition for the diesel
locomotive market.
The performance of its F-and E­
series of locomotives convinced most of the major
railways
that the diesel-electric propulsion was the way to
go, and most were planning to phase out their steam
locomotive fleets as rapidly as possible. This policy was
driven
not only by the superior performance of the diesel
locomotive,
but also by basic economics with the salaries
getting higher and the diesel locomotive being less
demanding in operating and maintenance human
resources. By the end of the 1950s, steam was already a
thing
of the past on most American railways, and
Canadian railways had their last runs of steam powered
trains in 1960.
After that, there were only a few
exceptional occurrences for steam power, mainly
the
small number of steam locomotives kept by some major
railways for public relation
purposes and railfan trips,
railway museums and tourist lines, and a few « oddball »
industries such as
the Northwestern Steel Co. in Illinois,
48 MARS -AVRIL 2006
Contexte General
Au debut de la Seconde Guerre Mondiale, on
voyait graduellement apparaitre sur les lignes ferroviaires
nord-americaines les premiers exem-plaires des
premieres locomotives diesel-electriques reussies et
produites en grand nombre. Les plus celebres de ces
locomotives
etaient les « IT » con~ues par la Division
Electro-Motive
de la General Motors (EMD), les
locomotives de triage
S-l et S-2 d Ako, et la locomotive
de route et de triage RS-l construite par Ako.
Cependant, leffort de guerre dirigea les energies des
fabricants de locomotives vers la production
de materiel
militaire
comme des munitions, des canons et des chars
dassaut,
en plus de la fabrication de locomotives de
modeles bien etablis, ce qui excluait la
poursuite du
developpe-ment de locomotives diesel ameliorees. En
plus du materiel de guerre, EMD ne produisait que des
locomotives diesel, tandis que ses concurrents etaien t
limites
dans la production de locomotives diesel par leurs
carnets
de commande de materiel de guerre et de
locomotives a vapeur.
Lorsque la guerre prit fin en 1945, EMD avait
acquis
une bonne longueur davance sur ses concurrents
dans Ie marche des locomotives diesel. La bonne
performance de ses modeles« F» et «E» avait convaincu
presque toutes les plus grosses compagnies ferroviaires
que la propulsion diesel-electrique etait la voie de
Iavenir, et la plupart des chemins de fer envisageaient de
remplacer leurs parcs de locomotives a vapeur par des
locomotives diesel-electriques Ie plus rapidement
possible. Cette politique netait pas seulement due a la
performance superieure des diesels, mais par des raisons
de
nature economiques alors que les sal aires ne cessaient
de croitre et que les locomotives diesel navaient besoin
que de peu de main dceuvre pour leur entretien et leur
conduite.
A la fin des annees 1950, la vapeur etait deja
disparue sur la plupart des reseaux ferroviaires
N-Scale model of Canadian Pacific Railway C630 4503 showing the grey and
maroon livelY. The model is marketed by Atlas and depicts anAlco locomotive
with tl1eAlco Tri-Mount 6-wheel trucks. The
MLW units are equipped with the
shorter Dofasco trucks. Photo by Hugues W Bonin.
americains, et les chemins de fer canadiens
ont mis leurs dernieres locomotives a vapeur
ala retraite en 1960. Par la suite, on ne vit des
locomotives a vapeur tirant des trains que
tres exceptionnellement, ces rares
locomotives etant conservees en etat de
marche par les compagnies pour des fins de
relations publiques et dexcur-sions pour les
ferroviphiles, ou roulant aux musees
ferroviaires ou sur des chemins de fer
touristiques.
II ne faut pas oublierquelques
entreprises «bizarres» qui tenaient encore a
utiliser la
vapeur pour leurs besoins, comme
la Northwestern Steel Co. en Illinois, qui
sest servie durant de nombreuses annees de
plusieurs locomotives de manceuvre du type
0-8-0 ayant
appartenu au chemin de fer
Grand Trunk Western.
Modele a lechelle N de la Canadian Pacific Railway C630 #4503 montrant
la livree rouge vin et gris. Ce modele est distribue par la compagnie Atlas et
represente une C630 dAlco pourvue des bogies
a trois essieux Tri-Mount
dAlco.
Les C630 et M630 constJUites par MLW sont equipees de bogies plus
courts constJUits par Dofasco. Photo by Hugues W Bonin.
MARCH -APRIL 2006
which kept for many years a fleet of former Grand Trunk
Western 0-8-0 switchers.
In the 1950s and early 1960s, the railroads were
purchasing a wide variety
of diesel locomotives from
several builders, generally to try new models from
EMD,
Ako, MLW, Baldwin, Fairbanks-Morse, Lima, Hamilton,
Whitcomb and General Electric notably. Very few
railway
companies at that time were aiming at
standardizing their locomotive fleet. Most rosters were
then motly collections
of many models with powers
ranging generally from 600
hp to 1000 hp for the
switchers, and from 1350 hp to 1800 hp for the cab units
and the
road switchers used for mainline service. Saving
significant
sums of money in crew salary, the railroads
were happy to lash
up several locomotives to power
increasingly heavier and faster trains. When Fairbanks­
Morse and its Canadian counterpart Canadian
Locomotive Company offered the 2400 hp H24-66 «
Trainmaster» locomotive model, few railway officials saw
a real
need for such a powerful diesel-electric locomotive
and the sales only reached 127 units.
In 1959, the mentalities were beginning to
change. General Electric was mostly involved in
supplying
other builders with electrical components, but
was itself offering only small locomotives mostly for
industrial uses, such as
the 44-tonner, the 45-tonner, and a
few larger
models such as centrecab units weighing 65 and
85 tons, and the popular 70-tonner endcab diesel. In that
49 CANADIAN RAIL • 511
Durant les annees 1959 et au debut des annees
1960, les compagnies ferroviaires
achetaient une grande
variete de locomotives diesel de plusieurs fabricants de
locomotives,
generalement pour essayer lun ou lautre
modele offert par EMD, Ako, MLW, Baldwin, Fairbanks­
Morse, Lima,
Hamilton, Whitcomb et General Electric,
entre autres. Tres peu de compagnies a cette epoque
cherchaient a standardiser leur parc de locomotives. En
general, ces parcs netaient que des collections de
plusieurs modeles
dont les puissances allaient de 600 cv a
1000 cv pour les locomotives de manreuvre, et de 1350 cv
a 1800 cv, pour les locomotives de ligne. Impressionnes
par les economies en salaires obtenues en
interconnectant plusieurs locomotives diesel, les
compagnies ferroviaires
etaient heureu-ses de reunir un
grand
nombre de locomotives diesel conduites par un seul
equipage a la tete de trains plus lourds et plus rapides.
Quand la compagnie Fairbanks-Morse et sa compagnie
canadienne affiliee, la Canadian Locomotive Company,
mirent sur Ie marche Ie modele de locomotive H24-66 «
Trainmaster» de 2400 cv, peu de diTigeants de chemins de
fer virent
un reel besoin pour une locomotive aussi
puissante.
II en resulta que les ventes de ce modele ne
totaliserent que 127 locomotives.
En 1959, les mentalites commencerent a
changer. La General Electric a cette epoque ne
produisait que des
composantes pour les locomotives
dautres fabricants, en plus de construire elle-meme de
petites locomotives de type industriel, dont les modeles
The hero of this article, CP Rail #4563 is seen here at Smiths Falls, Ontario, at the
head
of a westbound freight train, in company of M636 #4736 and C424 #4210, on
20 September 1980. Photo: Hugues W Bonin.
les plus populaires furent les 44
tonnes,
45 tonnes et 70 tonnes. En
1959, GE devoila plusieurs
demonstrateurs de son nouveau
modele U25B, Ie premier dune serie
de modeles dits « Universal », avec
une puissance de 2,500 cv et roulant
sur des bogies a deux essieux de type «
B ». Ce modele etait Ie premier des
locomotives diesel dites de
« seconde
generation ». Plusieurs chemins de
fer testerent les demonstrateurs
U25B, qui etaient les premieres
locomotives a avoir un « nez »
surbaisse
pour assurer une meilleure
visibilite
pour une surete accrue. Le
carnet de commandes de GE
commen<;a a se remplir rapidement,
car les ingenieurs des compagnies
ferroviai-res
etaient impressionnes
par les performances de ces nouvelles
locomotives.
En 1961, EMD avait
bien pris
note des evenements, et
offrit aux acheteurs son modele
GP30, lui aussi une locomotive de
type
« B-B », mais avec une puissance
Lheroine du present article, La CP Rail #4563, est vue ici if Smiths Falls, Ontario, if La
tete dun train de fret vas Louest, en compagnie de La M636 #4736 et de La C424
#4210, Le 20 septembre 1980. Photo par Hugues W Bonin.
RAIL CANADIEN 511
year, GE put on the road several demonstrator
locomotives of the U25B model, the first of the «
Universal» line of models, with a 2500 hp output and
riding on 4-wheel (( B ») trucks. This was the first of the
so-called « second generation» diesels. Several railways
tested the new locomotives, which
were the first to have
the
« low nose» feature enhancing visibility for better
safety. The order book of GE started to fill up as the
motive power officials were impressed with the
performance of the newcomers. In 1961, EMD had taken
note and offered the GP30 model, also a B-B unit, but
with a 2250 hp engine, available with a low nose and a
pressurized
carbody to ensure a cleaner environment to
the diesel engine and the other mechanical and electrical
components. In 1963, the GP35 model was included in
EMDs catalogs, matching the U25B in power.
At about the same time, the merits of 6-wheel
trucks for
mainline usage were recognized. Previously,
such 12
wheel-equipped units were mostly used for
special
purposes such as slow transfer trains and hump
yard service. The catalogs of the main builders were
offering the more powerful models as « C-C »
locomotives, with
model designations such as U25C and
SD35. A horsepower race had just been started among
the builders, as the railways soon found that problems
occurred when the number of units « multiple-united»
exceeded 12 units or so. In the following years, the
builders
were offering models with 2750, 2800, 3000, 3300
and 3600
hp ratings. Bigger, twin-engined models were
even built, the most popular of these models being the 47
DDA40X « Centennial » monsters built by EMD for
Union Pacific.
Faced with the stiff competition from EMD and
GE, the other locomotive builders were having hard times
as their
shares of the locomotive market were fading
away. Fairbanks-Morse ceased building diesel
locomotives in 1958, but the Canadian Locomotive
Company was able to remain active until its closing in
50 MARS -AVRIL 2006
Another encounter with #4563, again
leading a westbound train in Smiths
Falls, Ontario, on 1 October 1989.
Ti·ailing this unit were M636s #4723
and 4715. Photo by Hugues W Bonin.
Une autre rencontre avec
la #4563,
encore une fois
iz la tete dun train de
marchandises vers I ouest iz Smiths
Falls, OntaJ1.o Ie 1 octobre 1989, a
permis cette prise de vue de
lal71.ere de la
locomotive. Les M636 #4723 et 4715
pretaient
main forte iz la #4563 cette
joumee-liz. Photo par Hugues W Bonin.
de seulement 2,250 cv, disponible avec un « nez »
surbaisse
et un compartiment du moteur pressurise pour
assurer un environnement propre au moteur et aux autres
composantes mecaniques et electriques. En 1963, Ie
modele GP35 fut inclus dans les catalogues de EMD,
egalant en puissance Ie modele U25B.
Ala meme epoque, on commenc;a a reconnaitre
les avantages des bogies a trois essieux pour Ie service sur
les grandes lignes. Avant, les locomotives equippees de
tels bogies etaient surtout utilisees a des fins speciales,
comme Ie service de trains de transfert lents et Ie service
des
buttes des triages. Les catalogues des principaux
fabricants
de locomotives offraient les locomotives de
type « C-C » avec les moteurs les plus puissants, ces
modeles etant appeles U25C et SD35. Cetait Ie debut
dune course a la puissance entre les fabricants, alors que
les compagnies ferroviaires decouvraient quil y avait des
problemes lorsque lon essayait de reunir plus de 12
locomotives
a la tete des trains. Au cours des annees
suivantes, les constructeurs de locomotives offraient des
modeles
de 2750, 2800, 3000, 3300 et meme 3600 chevaux­
vapeur.
On en arriva meme a produire des locomotives
encore plus puissantes, munies de deux moteurs diesel, Ie
plus populaires
de ces modeles etant Ie modele DDA40X
«Centennial» construit en 47 exemplaires par EMD pour
Ie chemin de fer Union Pacific.
Faisant face
a la competition feroce de la part de
GE et de EMD, les autres fabricants de locomotives en
arrachaient, leurs parts du marche seffondrant
graduellement. Fairbanks-Morse cessa de construire des
locomotives diesel
en 1958, mais la Canadian Locomotive
Company resta capable de continuer jusqua sa fermeture
en 1969. Apres avoir fusionne avec Lima et Hamilton,
Baldwin quitta Ie marche en 1956. EMD et GE se
retrouverent avec Aleo et sa filiale MLW comme
competiteurs, mais pas pour tres longtemps, puisque Aleo
cessa sa
production de locomotives diesel en 1969.
MARCH -APRIL 2006
1969. After merging with Lima and Hamilton, Baldwin
left the
market in 1956. EMD and GE were then left with
Aleo and its subsidiary MLW as competitors, but not for
very long, since
Aleo ceased producing diesel locomotives
in 1969.
Alco was a
leader in steam locomotive building
in
North America. It saw the merits of the diesel-electric
propulsion quite early and, even before
WW II, it had
developed a line
of reliable diesel switchers and road
switchers, being credited with the innovation
of the road
switcher concept. However,
the war effort prevented
Alco from developing diesel road locomotives and, at
VJ
day in 1945, Alco was behind EMD as a cliesel-electric
road locomotive builder.
The 539 diesel engine model
used successfully for the S-line
of switcher and the RS-1
road switcher could not exceed 1000 hp when
turbocharged, clearly insufficient to compete with the
1500 and 1750 hp models offered
by EMD :F3, F7, GP7
and
GP9. Alco wasted no time in developing a new, more
powerful diesel engine,
the 244 model, available in several
12-and 16-cylinder variants producing such as 1500, 1600,
51 CANADIAN RAIL· 511
Alco etait un des leaders dans la construction de
locomotives
a vapeur en Amerique du Nord. Elle
decouvrit les avantages
de la propulsion diesel-electrique
tres t6t, et, bien avant la
Seconde Guerre Mondiale, elle
avait developpe
une serie de locomotives de manreuvre
fiables, ainsi que des locomotives de route et de
manreuvre,
etant creditee de Iidee de ce type de
locomotives. Malheureusement, Ieffort de guerre
empecha Alco de developper des locomotives diesel de
grandes !ignes, et, lors de la reddition du Japon en 1945,
Aleo
etait en retard sur EMD dans Ie marche des
locomotives
de ligne. Le moteur diesel de modele 539
utilise avec succes
pour la serie S de locomotives de
manreuvre et pour la locomotive de route et de
manreuvre RS-1 ne pouvait pas fournir plus de 1000 cv de
puissance,
meme avec un turbochargeur. Ceci etait
nettement insuffisant pour competition-ner avec les
locomotives
de 1500 cv et de 1750 cv offertes par EMD
(modeles F3, F7, GP7, GP9). Alco sempressa de
concevoir un nouveau modele
de moteur, Ie 244,
disponible
en plusieurs variantes de 12 et de 16 cylindres
CPR 4563 on the head end of a mainline freight at Woodstock, Ontario on May 15, 1991. Photo CRHA Archives, Fonds Bwy
CPFI9-138
La 4563 du Canadien Pacifique a la tete dun train de marchandises photographiee a Woodstock, Ontario, Ie 15 mai 1991.
Photo des archives de
1A CHF, Fonds BUlY CPFl9-138.
RAIL CANADIEN • 511 52 MARS -AVRIL 2006
Four heavy units headed by 4563 whine out of Woodstock, Ontario on September 9,1991. Photo CRHAArchives, Fonds BUlY
CPF20-65
Quatre locomotives lourdes, menees
par la 4563, accelerent leur train a la sortie de Woodstock, Ontario, le 9 septembre 1991.
Photo des archives de lA CHF, Fonds
Bwy CPF20-65.
2000 and 2400 hp. Several locomotive models using this
line
of engines were marketed with more or less success in
the 1950s by Alco and MLW : RSC24, RS2, RS3, RSlO,
RSC2, RSC3, RSD4, RSD5, RSD7,
FAl, FBI, FA2, FB2,
FPA2, FPB2,
PAl, PB1, PA2, PB2, PA3 and PB3. The
large number of models was a result of incremental
improvements addressing specific problems encounter­
ed on previous models. In general, the Alcos and MLWs
had robust diesel engines and were good pullers, but
needed higher levels of maintenance and repairs.
A larger and
more powerful diesel engine was
developed
by Alco, designated as the 251 model. This
engine was first produced in 1953 as a 800 hp 6-cylinder
turbocharged engine used in
the S-5 switcher model
produced in 1954
in only 7 copies (Boston and Maine
#860-865 and Island Creek Coal #909). In that year
(1954), diesel engines 251A and 251B were offered
by
Alco as 6-and 12-cylinder engines with power ratings of
800, 900 hp, 1800 and 2000 hp. In addition, the 251B
engine was available as a 2400 hp 16-cylinder option. The
diesel-electric locomotives based on these engines made
by Alco and MLW were the S-6, S13 and T-6 switchers,
the RS-ll, RS-18, RS-23, RS-27, RS-32, RS-36, RSD-12,
RSD-15 and RSD-17
road switchers, and the FPA4 and
FPB4 passenger locomotives built for the Canadian
National
in 34 and 12 copies, respectively.
produisant 1500, 1600, 2000 ou 2400 cv. Alco et MLW
mirent sur Ie marche plusieurs modeles de locomotives
bases
sur ces moteurs diesel avec plus ou moins de succes
dans les
annees 1950 : RSC24, RS2, RS3, RS10, RSC2,
RSC3,
RSD4, RSD5, RSD7, FA1, FBI, FA2, FB2, FPA2,
FPB2,
PAl, PB1, PA2, PB2, PA3 et PB3. Le grand
nombre de modeles resultait dameliorations marginales
apportees dun modele a Jautre visant a resoudre des
problemes specifiques mis en lumiere sur les modeles
precedents. En general, les locomotives diesel dAlco et
de MLW avaient des moteurs diesel robustes et avaient de
bonnes puissance de traction, mais avaient besoin
defforts accrus dentretien et de reparation.
Alco
conc,;ut un moteur diesel plus gros et plus
puissant, Ie
modele 251. Ce moteur fut produit pour la
premiere fois en 1953 comme un moteur turbocharge de 6
cylindres utilise dans
la locomotive de manreuvre de
modele S-5 produit en 1954 en seulement 7 exemplaires
(Boston and Maine #860-865 et Island Creek Coal
#909). Durant cette annee-Ia (1954), les moteurs diesel
251A
et 251B furent offerts par Alco comme des moteurs
de 6 et de 12 cylindres de 800, 900, 1800 et 2000 cv. De
plus, Ie moteur 251B etait disponible selon une option de
2400 cv avec 16 cylindres.
IVlARCH -APRIL 2006
Then, Ako and MLW were feeling the increased
competition by EMD and GE and developed further
versions of the 251 engine to match the power of the
locomotives
marketed by the rival companies. The 251
engine was produced as a 16-cylinder 2500 or 2750 hp
model called the 251C. A smaller 251E model was also
produced based on 6 cylinders with a rating of 1500 hp for
a new switcher model.
The 251E was also available as a
16-cylinder
engine producing 3000 hp. Finally, the 251F
model was offered as a 3600 hp 16-cylinder engine. These
designs were further refined by MLW for its M-line
locomotive series, including a 4000 hp 18-cylinder engine
used
on the unique M640 locomotive model.
Alco and MLW reviewed the whole diesel
locomotive in addition to
the engine: improvements were
brought to most of the electrical and mechanical
components and this resulted in the « Century» line of
locomotive models which were generally recognized by
their
elegant carbody lines with rounded short noses and
cab roofs.
The« Century» line included the followingB-B
models produced by Ako : the 1500 hp switcher/transfer
locomotive
C415, the 2000 hp C420, the 2400 hp C424, the
2500 hp C425, the 3000 hp C430. The C-C models
included the 2750 hp C628, the 3000 hp C630 and the 3600
hp
C636. While MLW produced the C424 and C630
models, it brought enough modifications to the original
design
on the C630 to have the model designated as
C630M and, later, M630.
The major change was the 6-
wheel trucks fabricated by Dofasco and quite different
than the trucks equipping the Alco units: the so-called «
tri-mount» truck and the Hi-Adhesion truck. MLW went
on producing the M636 and the M640 models. Just a brief
53 CAIJADIAN RAIL • 511
Les modeles de locomotives bases sur ces
moteurs fabriques par Ako et MLW comprenaient les
locomotives
de manoeuvre S-6, S13 et T-6, les loco­
motives
de route et de manoeuvre RS-ll, RS-18, RS-23,
RS-27, RS-32, RS-36,
RSD-12, RSD-15 et RSD-17, ainsi
que les locomotives de service voya-geurs FPA4 et FPB4
et construites pour Ie Canadien National en 34 et 12
exemplaires,
respectivement.
Cest alors que Ako et MLW, sentant la
competition accrue de EMD et GE, developperent
dautres versions du moteur 251 afin degaler les
puissances des
moteurs de leurs concurrents. Le moteur
251 fut alors produit selon une version de 16 cylindres
produisant 2500 ou 2750 cv appelee 251C. Un modele
plus petit, Ie 251E, fut aussi produit sur la base de 6
cylindres
produisant 1500 cv pour un nouveau modele de
locomotive de manoeuvre. Le moteur 251E etait aussi
disponible
en version de 16 cylindres produisant 3000 cv.
Enfin,
Ie modele 251F eta it disponible en version de 16
cylindres
produisant 3600 cv. Le design de ces moteurs
fut raffine par la MLW pour sa serie de locomotives« M »,
incluant Ie moteur de 18 cylindres produisant 4000 cv
utilise
pour la locomotive de modele M640.
Ako et MLW ont revise Ie design de toute la
locomotive
en plus de celui du moteur: on a apporte des
ameliorations a presque toutes les composantes
electriques et mecaniques et Ie resultat de cet exercice fut
la serie «Century» de modeles de locomotives que lon
pouvait identifier
aisement par les lignes elegantes de la
carosserie, les
arrondissements plaisants du « nez »
surbaisse
et Ie toit arrondi de la cabine. La serie «
Century» incluait les modeles suivants de locomotives «
B-B »
produits par Ako : la locomotive de manoeuvre et
Ex-CP Rail C630 #4500, with the lettering altered to read CRJ, was found
in Canadian Nationals MacMillan Yard in Toronto, Ontario, on 2 August
1995. Photo by Hugues W Bonin.
de transfert de 1500 cv C415, et les locomotives
de grandes lignes et de manoeuvre C420 (2000
cv), C424 (2400 cV), C425 (2500 cv), et la C430
(3000 cv). Les modeles de locomotives « C-C »
comprenaient la C628 (2750 cv), la C630 (3000
cv) et la C636 (3600 cv). Bien que la MLW ait
produit les modeles C424 et C630, elle apporta
suffisamment de modifications au design
original du modele C630 pour avoir ce modele
designe comme la C630M et, plus tard, la M630.
Le changement majeur etait Ie bogie de trois
essieux
fabrique par Dofasco et tres different
des bogies equippant les locomotives
fabriquees par AJco : Ie bogie appele « tri­
mount» et Ie bogie appele « Hi-Adhesion ».
MLW poursuivit Ie developpement de ces
locomotives
et produisit les modeles M636 et
M640. On se doit de mentionner brievement
deux autres modeles qui faisaient partie de la
serie « CentulY »: les locomotives a deux
moteurs C855 et C855B (sans cabine), des
monstres de 5500 cv qui furent vendues au
L ex-CP Rail C630 #4500, avec Ie lettrage modi fie pour indiquer CRJ, se
trouvait au triage MacMillan du Canadien National a Toronto, Ontario, Ie 2
amlt
1995. Photo par Hugues W Bonin.
RAIL CANADIEN • 511
mention here to two models that
were part of the «
Century » line : the twin-engined
C855 and C855B
(cabless) 5500 hp monsters which were sold to the
Union
Pacific in 2 and 1 copies, respectively. Finally, another
similar-looking modeJ was produced in 3 copies for the
Southern Pacific, the DH643, equipped with an hydraulic
transmission and scrapped at age 9 in 1974 as
it was not
successful in demanding road service.
With only 660 locomotives
of the «Century» line
sold in the U.S. and Mexico (all models included),
Ako
decided in 1969 it was time to quit the locomotive market.
MLW carried on
in Canada with its line of « M »
locomotives, which was even expanded to include the
M420TR and M420TR-2, an endcab
road switcher, the
M420W, M420B and M420R models with a 2000 hp
engine, and
the similar-looking M424W sold to Mexican
railways.
Further development of the M420W produced
the
HR412 in the late 1970s, « HR » standing for « High
Reliability
». A C-C unit was also produced in the HR­
line, the
HR616 of which only 20 units were sold to the
CN, whereas only
11 units were built for the HR412
model, 10 sold to the CN and 1 demonstrator unit. These
disappointing results prompted Bombardier, which had
bought MLW in 1979, to exit the freight locomotive
market in the early 1980s in order to focus on the fast
passenger train market, having acquired the
LRC
program from MLW. In 1989, GE bought the Dickson
Street plant from Bombardier, and used it for a short time
to refurbish some Santa Fe,
Union Pacific, Western
Pacific, Delaware and
Hudson and Milwaukee Road
locomotives into « Super Seven» units for the second

hand locomotive market. Again, the sales were poor, and
the MLW plantwas shut down for good.
54 MARS -AVRIL 2006
chemin de fer Union Pacific en 2 et 1 exemplaires,
respectivement. Finalement, un autre modele
comparable qui fut construit en 3 exemplaires pour la
compagnie
Southern Pacific Railroad eta it la DH643,
equipee dune transmission hudraulique, et envoyee a la
casse
a lage de 9 ans en 1974 en raison de lechec de ce
concept en service exigeant sur les lignes de
montagne de
ce chemin de fer.
Avec
seulement 660 locomotives de la serie «
Century» vendues aux Etats-Unis et au Mexique (tous
modeles
indus), Alco decida en 1969 quil etait temps de
se retirer du
marche des locomotives. La MLW continua
ses
operations au Canada en misant sur sa serie de
locomotives « M
», qui fut etendue pour indure de
nouveaux modeles tels que les M420TR et M420TR-2,
une locomotive de ligne
et de manoeuvre avec la cabine en
bout, les modeles M420W, M420B et M420R avec un
moteur de 2000 cv, et la M424W presque identique
daspect et
vendue a des chemins de fer mexicains. Des
developpements ulterieurs de la M420W produisirent Ie
modele HR412 vers la fin des annees 1970, Ie « HR »
indiquant la «
Haute Fiabilite » (<< High Reliability»).
Une locomotive « C-C» fut aussi produite dans la serie «
HR », la HR616 qui fut construite en 20 exemplaires pour
Ie CN, alors que seulement 11 locomotives HR412 furent
produites, dont un demonstrateur (#7000) et 10 vendues
au CN. Ces resultats decevants
eurent Ieffet de
convaincre
Bombardier, qui avait fait Iacquisition de
MLW en 1979, de se retirer du marche des locomotives de
trains de marchandises au debut des annees 1980 pour
concentrer les activites dans Ie domaine des trains rapides
de voyageurs, ayant acquis
Ie programme du train LRC en
achetant la MLW. En 1989, la General Electric acheta
lusine de la rue Dickson
de
Bombardier, et lutilisa durant
un court laps de temps pour
reconstruire quelques
locomotives du Santa Fe, Union
Pacific, Western Pacific,
Delaware and Hudson et
Milwaukee Road en locomotives
«
Super Seven» pour Ie marche
des locomotives usagees.
Encore une fois, les ventes
savererent mediocres, et GE
ferma les ateliers de la MLW
pour de bon.
A velY unusual sight on 17 August 1990 was a big MLWfreshly painted (without the multimark logo). M636 #4708 was one of
the trailing units powering a westbound freight train in Smiths Falls. Photo by Hugues W Bonin.
U ne appmition
tres rare Ie 17 amtt 1990 fut une grosse MLW nicemment peinturee (sans Ie logo multimark ). La M636 # 4708
hait lune des locomotives tirant un train de fret vers I ouest a Smiths Falls, Ontario. Photo par Hugues W Bonin.
MARCH -APRIL 2006
Canadian Pacific Railway and the M630
It is in this general context that CP Rail M630
#4563 was built in November 1969. In the mid 1960s,
many
of the oldest first generation diesel locomotives on
the CPR roster were approaching the end of their careers.
In particular, the cab units were worn
out and less
appreciated
by the crews than the road switchers,
especialJy when switching cars was
part of the days tasks.
The merits of the 6-wheel trucks for fast mainline freight
service, and especialJy for coal trains in the Rockies, were
also recognized
by the decision makers at CPR. In 1966
and 1967,
CPR received two orders of General Motors
SD40 model locomotives
(DRF30a #5500-5531 and
DRF30b 5532-5564). These were intended for service in
Western
Canada, on the coal trains notably, and were the
last
GM units delivered in the maroon and grey livery of
the CPR. It is interesting to note that the first batch was
ordered as #5100-5131. With many
of these units in
service in the Rockies, CPR was soon disappointed with
them
because the locomotives were quite unreliable due
to faulty wheel slip control systems and turbocharger
failures.
In 1966, MLW convinced
CPR into testing two
Union Pacific
Ako C630 (#2903 and 2904) for a month
period during which these units were used in several types
of service on a transcontinental basis. At the end of the
testing period,
the units were returned to the Union
Pacific, leaving the
CPR personnel favourably impressed
with their
performance. At that time, Ako had
introduced the following C-C locomotive models in their
« Century» line: the C628, the C630 and the C636. The
first C628 built was Atlantic Coast Line #2011 (later
55 CANADIAN RAIL • 511
Le Canadien Pacifique et la M630
Cest dans ce contexte general que la CP Rail
M630
#4563 futconstruite en novembre 1969. Au milieu
des annees 1960, plusieurs des locomotives dieselles plus
agees du parc du
Canadien Pacifique approchaient Ie
temps de la mise a la retraite. Plus particulierement, les
locomotives
de type «a cabine» etaient usees a la corde et
moins populaires aupres des equipages que les
locomotives
de route et de manoeuvre, specialement au
cours des operations
de triage lorsquil falJait retirer ou
ajouter des wagons aux trains. Les avant ages des bogies
a
trois essieux pour les trains de ligne rap ides, et en
particulier les trains de charbon dans les Rocheuses,
furent aussi reconnus
par les dirigeants des compagnies
ferroviaires
et du CPR notamment. En 1966 et en 1967,
Ie CPR rec;u t deux commandes de locomotives de modele
General Motors SD40 (DRF30a #5500-5531 and
DRF30b #5532-5564). Ces locomotives etaient prevues
pour servir dans lOuest du Canada, notamment pour les
trains-blocs
de charbon, et devinrent les dernieres
locomotives de
GM livrees aux couleurs gris et rouge vin
du CPR.
II est interessant de savoir que Ie premier
groupe de SD40 avait ete commande en tant que les
#5100-5131. Avec
la plupart de ces locomotives en
service dans les Rocheuses,
Ie CPR fut rapidement Mc;u
de leur performance parce que ces locomotives etaient
peu fiables
a cause de leur systeme anti-glissement des
roues
et de la defaillance du turbochargeur.
En 1966, la MLW reussit a convaincre Ie CPR
dessayer deux locomotives Aleo C630 de IUnion Pacific
(#2903 et 2904) pour une periode dessai dun mois
durant laquelJe ces locomotives seraient utilisees pour
une variete de services a lechelle
transcontinentale. A la fin de la periode
dessai,
les locomotives furent retournees au
chemin de fer
Union Pacific, laissant Ie
personnel du CPR avec une impression tres
favorable sur
la performance de ces grosses
Aleo.
A cette epoque, Ako avait introduit
les locomotives
« C-C» de modeles suivants
dans leur serie
« Century »: la C628, la C630
et
la C636. La premiere C628 construite
etait la Atlantic Coast Line #2011
(renumerotee Seaboard Coast Line #7513)
et etait la premiere locomotive diesel-
Unique M640m #4744 was mostly used for transfer train service toward the end of its life. On 8 April 1990, it is seen near
Hochelaga
Yard in Montreal, Quebec, between C424 #4213 and RSD17 #8921. At that time, it had become an A-1-A
locomotive provided
with altemating CUiTent electrical motors powering the outer two axles of each tlUcks, while the inner axles
were left unpowered. Photo by Hugues W Bonin.
A la fin de sa carriere, lunique M640m #4744 etait surtout utilisee pour Ie service des trains de transfert. Le 8 avril 1990, on la
voit pres du triage Hochelaga II Montreal, Quebec, entre la C424 #4213 et la RSD17 #892l. A cette epoque, la #4744 etad
devenue une locomotive du
type 54 -l-A munie de moteurs electriques II courant altematif propulsant les deux essieux exterieurs
de chacun des bogies, tandis que lessieu du milieu de chacun des bogies n etait pas un essieu moteUl:
Photo par Hugues W Bonin.
RAIL CANADIEN • 511
Seaboard Coast Line #7513) and was the first North
American diesel-electric locomotive using an AC
transmission. A total of 133 C630s were produced, of
which 56 were built in Canada (Canadian National
#2000-2043, Canadian Pacific #4500-4507 and Pacific
Great Eastern #701-704).
In 1967,
CPR decided to try the MLW product
and ordered 8 C630 units (#4500-4507). To lower the
costs,
CPR sent to MLW 8 sets of traction motors from
retired
CLC H24-66 « Train-master» locomotives to be
used for the new C630s. These locomotives were
delivered in July and August 1968 and were the very last
new locomotives delivered in the maroon and grey livery.
When additional locomotives were needed, CPR (now
CP Rail) returned to MLW as the C630s were performing
satisfactorily
and the ills of the SD40s were yet not cured.
Some
of the new power was needed for increased coal
train business in the Rockies to the new
Robert Banks
harbour
near Vancouver. An order was placed on 18
February 1969 for 20 M630s, 29 M636s and 1 M640, with
these units delivered over several months in 1969
and
56 MARS -AVRIL 2006
electrique nord-ameri-caine pourvue dune transmission
a courant alternatif. Un total de 133 locomotives de
modele C630 ont ete construites, dont 56 au Canada
(Canadi-en National #2000-2043, Canadien Paci-fique
#4500-4507
et Pacific Great East-ern #701-704).
En 1967, Ie CPR decida dessayer Ie produit de la
MLW et commanda 8 locomotives C630 (#4500-4507).
Afin de
reduire les couts, Ie CPR envoya a la MLW 8
ensembles de moteurs electriques provenant de
locomotives CLC H24-66 « Train-master» recemment
mises a la retraite afin detre utilises pour les nouvelles
C630. Ces locomotives furent livrees en juillet
et en aout
1968
et etaient les toutes dernieres locomotives neuves
livrees dans les couleurs rouge vin
et gris du CPR.
Lorsqui1 fallut acquerir
de nouvelles locomotives, Ie
CPR (alors devenu Ie CP Rail) retourna a la MLW car les
C630s offraient
une performance satisfaisante et les
problemes des SD40 navaient pas encore ete
solutionnes. Certaines des nouvelles locomotives etaient
requises pour Ie selvice des trains de charbon qui avait
pris
de lexpansion dans les Rocheuses jusquaux
nouvelles installations
portuaires de Robert Banks pres
de Vancouver.
On signa une
commande Ie 18 fevrier 1969
pour 20 M630, 29 M636 et 1
M640, ces locomotives
etant
livrees sur une periode de
plusieurs mois en 1969 et en
1970.
La commande originale
fut suivie
en juillet 1969 dune
autre commande pour 8 M630 et
8 M636 supplementaires.
Une
troisieme commande fut bflclee
avec la MLW en
septembre 1969
pour 7 M636 additionnelles.
En decembre 1970, 29
M630
et 44 M636 avaient ete
livrees, et lunique M640 fut
livree
en mars 1971. Toutes ces
locomotives arboraient la
On 20 December 1995, the 4563 stands freshly repainted and refurbished outside the St. Luc roundhouse, with a team of CP
Rail employees
and representatives of the Canadian Railroad Historical Association and the Canadian Railway Museum
posingproudly for posterity. The occasion was the official donation
of this magnificent locomotive to the CRHA. Standing left to
right:
Andre Jacob, YvonLauzon, Yvon ChalifoUl; Mmio Bergeron, Charles de Jean, DavidJohnson, Giulio Capuano, Claudio
Pace (partially
hidden), Tim Hreniuk (in the stailwell), Gordon Rushton, Al Blackburn, Robie Blackburn. On the locomotive:
Andre Pontbriant, Derek Lecours, Jacques Lauziere, Michel Ducyk, Lucien Ouimet, Robert Monette, Fram;ois TUigeon, Robert
Giguere, DanielArchambault, Steve Lecours. CPR Photo
Le 20 decembre 1995, la #4563 pose fierement Jrafchement repeinte et restauree en dahOls de la rotonde Saint-Luc, deniere un
groupe demployes du CP Rail et de representants de lAssociation Canadienne dHistoire Fenoviaire non moins fiers.
L occasion etait
la presentation officielle de cette magnifique locomotive it 1A CH F Debout de gauche a droite: A ndre Jacob,
Yvon
Lauzon, Yvon ChalifoUl; Mario Belgeron, Charles de Jean, David Johnson, Giulio Capuano, Claudio Pace
(partiellement cache), Tim Hreniuk (dans lescalier), Gordon Rushton,
Al Blackburn, Robie Blackburn. Sur la locomotive:
Andre Pontbriant, Derek Lecours, Jacques Lauziere, Michel Ducyk, Lucien Ouimet, Robert Monette, Franr,;ois Turgeon, Robert
Giguere, DanielArchambault, Steve Lecours. Photo
CFCP
MARCH -APRIL 2006
1970. The original order was followed in July 1969 with
another
order for 8 additional M630s and 8 M636s. A
third
order was concluded with MLW in September 1969
for 7 more M636s.
By December 1970, 29 M630s and 44 M636s had
been delivere
d, and the unique M640 was delivered in
March 1971. All were delivered in the new Action Red
CP Rail paint scheme. While the numbering
of the M636s
and the M640 was straightfolward (#4700-4743 for the
M636s and #4744 for
the M640), it was quite more
complicated for the M630s.
The first 20 M630s were to be
numbered #4508-4528, but the #4508-4511 became
#4550-4553, the #4512-4515 became the #4570-4573,
the #4516-4517 became the #4574-4575, the #4518
became the #4508,
the #4519-4526 became the #4509-
4516 a
nd the #4527-4528 became the #4554 and the
#4555. The reasons for these changes in the locomotive
numbering were
due to a desire to group the locomotives
according to the
equipment on-board. This way,
locomotives #4500-4512 were equipped with Pacesetter
receivers (to control the trains
at low speed when loading
and unloading coal).
The #4570-4573 group had
Locotrol equipment (for
remote operation), and the
#4550-4555 group was provided with Pacesetter master
equipment. This group was augmented
by the #4556-
4557 delivered
in February 1970.
The second
order for M630s had the 8 units
numbered as follows: #4508-4516 and were the first new
57 CANADIAN RAIL· 511
Les 8 locomotives M630 de la seconde
commande furent numerotees comme suit: #4508-4516
et furent les premieres unites rer;ues arborant la nouvelle
livree du CP Rail.
Cette livree avait a lorigine lembleme
« Multi-mark» setendant sur toute la hauteur du capot et
etait situe a laniere de celui-ci, et avait les barres
obliques rouges
et blanches couvrant la far;ade de la
cabine et celie du « nez » surbaisse. ~arriere de la
locomotive arborait des barres obliques noires et
blanches. En 1969, on equipa les C630 avec Ie systeme
recepteur Pacesetter
pour Ie service des trains de
charbon.
En 1971, Ie nombre de trains de charbon dans
l
Ouest canadien avait crG au point que Ie CP Rail a dG
revoir Iutilisation de ses locomotives. Cette annee-Ia,
toutes les M630 avaient
ete livrees. Un groupe de 24
locomotives
devant etre numerotees #4550-4573,
devaient etre equipees avec les equipements Pacesetter
emetteur et Locotrol. Les locomotives #4550-4557, qui
avaient deja Iequipement Pacesetter, ne rer;urent que
I
equipement Locotrol. Les locomotives #4513-4516
devinrent les #4558-4561, et les #4574-4581 furent
renumerotees #4562-4569. Les locomo-tives du
groupe
#4570-4573 conserve-rent leurs numeros et, etant deja
equi-pees du systeme Locotrol, elles ne furent equipees
que du systeme emetteur Pace-setter. CP Rail avait son
propre systeme de classement de ses locomotives et les
C630
et M630 formaient les classes suivantes : DRF-30c a
DRF-30f, avec les
« D » , « R »
and « F » signifiant
respectivement « Diesel », «
Road» and «Freight », Ie « 30 »
denotant 30 centaines de
chevaux-vapeur (3000 hp) et la
lettre minuscule indiquant
la
sous-classe. La sous-classe
DRF-30c compre-nait les
locomotives #4500-4507, la
sous-classe DRF-30d incluait les
#4508,4550-4553,4570-4573,et
4574-4575.
La sous-classe
DRF-30e
comprenait les locomotives
#4509-4512, 4558-4561 (ex­
#4513-4516),4554-4555
et 4562-
4563. Enfin,
la sous-classe DRF-
30f incluait les groupes #4556-
4557
et #4564-4569.
Au debut des annees
1970, deux evenements
causerent dimportants
CP Rail M630 #4563 riding the turntable at the St. Luc roundhouse on 20 December 1995. The locomotive was fresh fromfully
refurbishment and
was operational. CPR Photo
La M630
#4563 de CP Rail est posee sur le pont tournant de la rotonde Saint-Luc le 20 decembre 1995. La locomotive etait
alors recemment restauree et repeinte et etait en ordre de marche. Photo CFCP
RAIL CANADIEN • 511
units delivered in the CP Rail « Action Red» livery. The
original paint scheme had the « Multimark» logo the full
height
of the locomotive hood at its rear end, and oblique
red and white safety stripes covering the front of the cab in
addition to
the front of the short hood nose. The rear end
of the locomotive was adorned with black and white
oblique safety stripes. In 1969, the original C630s were
retrofitted with the Pacesetter receiver equipment for
coal train service.
In 1971, the coal trains in Western Canada had
increased in number and CP Rail reviewed the utilization
of its locomotive fleet. At that time, all the M630s had
been delivered. A group of 24 locomotives, to be
numbered #4550-4573, were to be equipped with both
Pacesetter master and Locotrol equipment.
Locomotives #4550-4557, already provided with the
Pacesetter equipment,just received the Locotrol systems.
Locomotives #4513-4516
became the #4558-4561, and
the #4574-4581 were renumbered #4562-4569.
Locomotives #4570-4573 retained their numbers and,
being already
Locotrol equipped, they were provided
with the
Pacesetter master equipment.
CP Rail had its own locomotive class designation
system and
the C630s and M630s formed the following
classes:
DRF-30c to DRF-30f, with« D» , «R» and «F»
standing for « Diesel », « Road » and «Freight»,
respectively, the 30 denoting 30 hundred horsepower
(3000 hp) and
the lower case letter indicating the sub­
class. Sub-class
DRF-30c included #4500-4507, sub-class
DRF-30d was made of #4508,4550-4553,4570-4573, and
4574-4575. Sub-class DRF-30e included #4509-4512,
4558-4561 (ex-#4513-4516), 4554-4555 and 4562-4563.
Finally, sub-class
DRF-30f was made of #4556-4557 and
the #4564-4569 group.
During the early 1970s, two sets of events meant
important changes in the careers of the C630s and the
M630s, as well as the M636s. First, General Motors
found a cure for the ailments of the SD40 model and
launched
the « Dash-2 » series with the SD40-2 model
replacing
the SD40 in the sales catalogs. CP Rail acquired
58 MARS -AVRIL 2006
changements dans la carriere des C630 et des M630, et
dans celie des M636. Dabord, la General Motors reussit
a apporter les remedes aux problemes de ses SD40 et
lanc;;a la serie « Dash-2 » avec Ie modele SD40-2
remplac;;ant la SD40
dans les catalogues. Le CP Rail fit
Iacquisition
de ses premiers groupes deSD40-2 en fevrier
et en mars 1972 (#5565-5588) et, au cours des annees
suivantes ces locomotives furent suivies de plusieurs
centaines
de congeneres de ce modele performant. A la
meme epoque, les grosses MLW commenc;;aient a devenir
de plus en plus problematiques a cause, parmi bien
dautres detaillances, de leurs turbochargeurs qui
tombaient en panne frequemment. Elles devinrent les
locomotives avec les couts d
entretien les plus eleves par
unite de distance parcourue. En 1973 et en 1974, les
locomotives du parc des grosses MLWs furent
graduellement envoyees aux Ateliers Angus de Montreal
pour avoir leur equipement Pacesetter et Locotrol
enleve, cet equipement etant par la suite reinstalle sur
des SD40-2 de la serie 5800. Une C630 et une M630 ont
ete epargnees de cette ignominie: la C630 #4506 fut
demolie Ie 13 juin 197410rs de Ieffondrement dun pont a
Iest de Fort Steele, C.-B. Quant a la M630 #4552, elle fut
a
ccidentee Ie 17 mars 1974, et fut demantelee aux Ateliers
Angus Ie 5 mai 1974. La C630 #4506 fut demantelee peu
apres avoir ete mise officiellement a la retraite Ie 23
septembre 1974.
Les grosses MLW furent mises en service de
trains de fret general dans Ie centre et Iest du Canada,
saventurant rarement a louest de Winnipeg, Manitoba.
Ces locomotives continuerent a etre couteuses en
entretien et a etre peu fiables, mais, lorsquelles etaient en
bon etat de marche, elles avaient leur admirateurs parmi
les equipages dont certains appreciaient leur force de
traction superieure. Cependant, elles etaient les
premieres locomotives a etre entreposees des quun
ralentissement des affaires survenait. Mais, la demande
se relevait assez tot pour necessiter Je retour en service de
ces locomotives, au lieu detre mises a la retraite et
envoyees a la casse, au grand plaisir des ferroviphiles qui
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ s~merveillaientdesspectacles«
Another view of M630 #4563 riding the St. Luc turntable on 20 December 1995. CPR Photo
sons et lumieres » presentes par
les grosses MLW en action :
beaucoup de bruit guttural et
syncopatique emis par Ie moteur
diesel surtout en acceleration, et
de superbes nuages de. fumee
noire qui seraient certes
politiquement incorrects ces
jours-ci alors que Ion sinquiete
de la pollution atmospherique et
des gaz a effet de serre.
Vue differente de la M 630 # 45 63 sude pont tournant de la rotonde Saint-Luc Ie 20 decembre 1995. CFCP Photo
MARCH -APRIL 2006
the first groups of SD40-2s in February and March 1972
(#5565-5588) and, over the years, these were followed
by
hundreds of new locomotives of that successful model. At
about the same time, the big MLWs were starting to be
increasingly unreliable, with frequently failing
turbochargers among other ailments, and soon became
the locomotives with the highest
maintenance costs per
mile on the CP Rail roster. In 1973 and 1974, the fleet of
59 CANADIAN RAIL • 511
Durant les annees 1980 et 1990, Ie CP Rail
continua
a maintenir les grosses MLW en service malgre
leurs
importants couts dexp!oitation, parce que Ie prix
des locomotives neuves avait
augmente dramatiquement.
De nou-veaux reglements exigeaient que les locomotives
en position de tete soient equipees dun systeme de surete
appele« Reset Safety Control ». En 1988 et en 1989, 11
M630 et 22 M636 furent munies de eet equipement, ce qui
CP Rail #4563 had another burst of Life when she was allowed to run on Canadian Pacifics mainLine on 5 JuLy 2005. The
occasion
was the donation of commuter coach #827 to CRHA s ExporaiL and a speciaL train was assembLed and positioned at
the site offO/mer Windsor Station in MontreaL, now operated as Station Lucien L Allier. The train was hauLed to the museum
site
by #4563, and made up of coach 827, new biLe veL cab-coach 2002 and Agence MetropoLitaine de Transports Locomotive
#1323, a recent GMD F59PHI model. Photo
by Peter MLlIphy.
La CP Rail #4563 a eu un sursaut de vie Lorsqu on Lui a pennis de rouLer sur La Ligne principaLe du Canadien Pacifique Le 5 juillet
2005. L occasion etait La presentation de La voiture de train de banLieue #827 au musee Exporai/ de LA CHF Un train speciaL
fut aLors assembLe et positionne au site de L ancienne Gare Windsor de MontreaL, presentement en selvice sous Le nom de Station
Lucien-L
Allie!: Le train a etc tire jusquau musee par La #4563, et etait constitue de La voiture #827, de La nouvelle voiture a
imperiaLe (avec cabine) #2002 et de La Locomotive #1323 de LAgence Metropo!itaine de Transport, cette Locomotive etant un
modeLe recent F59PHI de La GeneraL Motors. Photo par Peter MLlIphy.
RAIL CANADIEN· 511
big MLWs was graduaJiy sent to Angus Shops in Montreal
to have the Pacesetter and Locotrol equipment removed,
this
equipment reinstalled on SD40-2 in the 5800 series.
One C630 and one M630 were spared this ignominy :
C630
#4506 was wrecked on 13 June 1974 when a bridge
collapsed east
of Fort Steele, B.C. As of M630 #4552, it
suffered a similar fate on 17 March 1974, and was
scrapped at Angus Shops on 5 May 1974. C630
#4506
was scrapped shortly after being officially retired on 23
September 1974.
The big MLWs were put in general freight
service
in Central and Eastern Canada, rarely venturing
west
of Winnipeg, Manitoba. They continued to be high
maintenance units and rather unreliable, but when they
were
in good working order, they had their fans among
the crews as they were appreciated for their superior
pulling power. However, they were the first locomotive to
be put in storage whenever a downturn in business
occurred. It turned
out that business picked up soon
enough for
these units to be put back in service rather
than being retired and scrapped, much to the joy of the
railfans who raved at the
« sounds and lights» shows
displayed by the big MLWs
in action: lots of guttural
syncopatic sound from the big diesel engine,
unmistakable during accelera-tion, and superb black
clouds
of smoke that would be indeed politically incorrect
in these days
of concern about atmospheric pollution and
greenhouse gas effects.
In the 1980s and 1990s, CP Rail continued to
keep the big MLWs in service in spite of their large
operating costs, since the price of new locomotives had
increased substantially. New regulations
demanded that
locomotives
in the leading position were to be equipped
with a safety system called
« Reset Safety Control ». In
1988 and 1989, eleven M630s
and 22 M636s were
provided with this equipment, thus allowing
these units to
lead locomotive consists.
Another asset meant a wider
usage
of the big MLWs. Since they were regularly used on
the
« Short Line» linking Montreal with Saint John, New
Brunswick, via the State
of Maine, they has their duty fees
paid up and could
operate south of the border. They
started showing up in the Chicago area, hauling the «
Railrunner » container trains between Montreal and
Chicago.
Their presence in Chicago was consolidated
when the
SOO Line acquired part of the Milwaukee
Roads network in the Mid West, and was fully integrated
into
the CP Rail system. The CP Rail network was further
expanded to reach New Jersey and Philadelphia following
the acquisition of the Delaware and Hudson Railroad.
The big MLWs were frequent visitors on these lines, much
to
the delight of the American railfans.
By 1990, age was catching up with the big
locomotives. Taking advantage with a slow business
period, CP Rail retired
in 1991 13 units that had been
sidelined following major mechanical failure : C630s
#4502,4504,4505, M630s #4509, 4510, 4553, 4554, 4558,
60 MARS -AVRIL 2006
leur permettait de mener les groupes de locomotives a la
tete des trains. Les grosses MLW avaient aussi un
autre
as dans leur jeu, jouant en faveur de leur survie. Comme
eJies etaient en service regulier sur la ligne « Short Line»
reliant Montreal et Saint-Jean, Nouveau-Brunswick, via
IEtat du Maine, elles avaient leurs frais de
dedouanement payes et etaient autorisees a rouler au sud
de
notre frontiere. EJies commencerent a apparaitre
dans la region de Chicago, tirant les trains de conteneurs «
Railrunner» entre Montreal et Chicago. Leur presence a
Chicago samplifia lorsque
la SOO Line acquit une partie
du reseau de la Milwaukee Road dans Ie Mid West, et,
par
la suite fut totalement integre au systeme du CP Rail.
Le reseau du
CP Rail setendit davantage jusqua
atteindre Ie New Jersey et la ville de Philadelphie grace a
Iacquisition
de la compagnie Delaware and Hudson
Railroad. Les grosses MLW visitaient frequemment ces
lignes, au grand plaisir des
amateurs de trains americains.
Vers 1990, les signes
de vieiJiesse etaient
apparents pour ces grosses locomotives. A loccasion
dun creux dans les affaires, Ie CP Rail mit a la retraite en
199113 locomotives qui avaient ete mises au rancart a la
suite
de detaillances majeures: les C630 #4502, 4504,
4505, les M630
#4509, 4510, 4553, 4554, 4558, 4560, 4564,
et les M636
#4722, 4724 et 4732. r.:hiver 1991-1992 se
revela
etre une saison tres affairee pour Ie service du
transport des cereales, ce qui permit de deterer
temporairement dautres mises a la retraite.
Malheureusement, la demande pour Ie transport
ferroviaire piqua du nez au printemps de 1992, avec
comme resultat
que toutes les grosses MLW non equipees
pour mener les trains furent mises en entreposage. Ceci
procura au
CP Rail Ioccasion de mettre a la retraite
dautres locomotives, incluant un groupe de 11 grosses
MLW
comme suit: la C630 #4507, les M630 #4512 et
4516, les M636 #4700, 4701, 4717, 4720, 4728, 4737, 4741,
et la M640 #4744. En novembre 1992, toutes les
locomotives
encore actives etaient en entreposage, pas
pas
pour bien longtemps puisque les affaires reprirent en
1993,
et 40 grosses MLW se retrouverent une fois de plus
au travail, avec certaines
dentre elles toujours equipees
pour mener les trains, ce qui rendait un tel evenement
plutot rare. A cette epoque, Ie CP Rail achetait des
SD40-2 usagees, ce qui
permit de diminuer les cohortes
des grosses MLW graduellement
par des mises a la
retraite qui furent effectuees jusquen decembre 1993.
Les
demieres M630 mises ala retraite furent la
#4555 (Ie 14 decembre 1993), la #4573 (Ie 19 decembre),
et la
#4563 (Ie 22 decembre). A 1600 h Ie 24 decembre
1993, la M636 #4706 arriva au Triage Saint-Luc de
Montreal, et,
apres une breve ceremonie presidee par M.
Ron Ritchie, President du CP Rail, son moteur fut arrete
et la locomotive officiellement mise a la retraite, mettant
fin par Ie fait a une riche partie de lhistoire de ce grand
chemin de fer. La petite histoire relate
que, peu apres la
ceremonie, on
re-demarra la 4706 pour une session
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RAIL CANADIEN • 511
4560,4564,
along with M636s #4722, 4724 and 4732. The
1991-1992 winter season turned out to be a very busy
period for grain traffic, delaying further
retirements for a
while.
Unfortunately, the demand for rail transportation
took a nose dive in the Spring of 1992, resulting in all the
big MLWs
not equipped to lead trains to be put in storage.
This provided
CP Rail with the opportunity for additional
retirements, including 11 units as follows: C630
#4507,
M630s #4512 and 4516, M636s #4700, 4701, 4717, 4720,
4728,4737,4741 and M640 #4744.
By November 1992,
all the non-retired units were
in storage, but not for too
long since business picked up in 1993, and 40 big MLWs
were on the road again, with a few
of them still equipped
with the RSC equipment, making the sighting of a train
lead
by a big MLW a rare event indeed. At that time, CP
Rail was purchasing second-hand SD40-2s allowing the
gradual thinning of the big MLW cohorts through
retirements which lasted until late
December 1993.
The last M630s retired was #4555 (14 December
1993), #4573 (19 December), and #4563 (22 December).
At 1600 h on 24 December 1993, M636 #4706 arrived at
Saint-Luc Yard in Montreal, and, after a brief ceremony
presided by Mr. Ron Ritchie, President of CP Rail, its
engine was shut down and the locomotive was officially
retired,
thus concluding a significant part of the rich
history
of this great railway .. Small history relates that
shortly after the ceremony, the 4706 was re-started for a
sound recording and photography session for the
employees, then shut down for good.
For good? Well, this was what was thought by all
present at the ceremony. But not quitefor good … By mid
March 1994,
CP Rail experienced an acute power
shortage, and, fortunately, the big MLWs were still
around. Several
of them could be re-activated with only
modest efforts from the mechanics so it was decided to
«
un-retire» some of the old locomotives. On 20 March
1994, M630 #4573 and M636s #4704 and 4734 were back
in service. CP Rail planned to re-activate 19 more
locomotives, with #4563, 4572, 4706-4709, 4713, 4716,
4723, 4736, 4739 and 4743 being the first 12
of them.
Fifteen
more units were in the planning to be put back in
service, and
CP Rail reopened the old Angus Shops,
recently closed, to carry
out the work necessary for the
resurrection of these units. For.a few more months, the
big MLWs were seen doing their share
of work to propel
the freight trains, mostly as trailing units.
Their
appearance was quite sad with peeling and faded paint,
and with sometimes parts missing such as bells and
classification lights. Table 2 below presents the details
on
the re-activation and the final retirement of these
locomo-tives.
In the mean time, the other 4500s and
4700s not reactivated were gradually sent to Sidbec
in
Contrecoeur, Que, to be scrapped. As the Summer
progressed, the big MLWs were retired again following
major failures, with the last one, M636 #4736, retired on
29 August 1994.
62 MARS -AVRIL 2006
denregistrement du son et de photographie a lintention
des employes, apres quoi la locomotive fut
arn~tee pour
debon.
Vraiment? Eh bien, ceci etait ce que chacun
present a la ceremonie avait a lesprit. Mais ce netait pas
vraiment pour de bon … Au milieu de mars 1994, Ie CP
Rail se trouva tres a court de locomotives, et,
heureusement, les grosses MLW etaient toujours dans les
pm·ages. Plusieurs d
entre elles pouvaient etre remises en
service au prix de
seulement un minimum de travail de la
part des mecaniciens. On decida alors de remettre en
service quelques-unes des vieilles locomotives.
Le 20
mars 1994, la M630
#4573, les M636 #4704 et 4734
etaient de retour en service. CP Rail entreprit alors de
reactiver 19 locomotives
de plus, avec les #4563, 4572,
4706-4709, 4713, 4716, 4723, 4736, 4739
et 4743
constituant
Ie premier groupe de 12 de ces locomo-tives.
Onplanifia alors la remise en service de quinze
locomotives de plus.
Le CP Rail reouvrit alors les vieux
Ateliers Angus
recemment fermes, pour effectuer Ie
travail necessaire a la resurrection de ces locomotives.
Pour
encore plusieurs mois, les grosses MLW faisaient
encore leur part du travail pour tirer les trains de fret,
presque toujours a la suite de dautres locomotives. Elles
avaient triste mine avec
leur peinture defraichie et
ecaillee, et souvent avec des morceaux manquants
comme leur cloche ou leurs feux de classification. Le
Tableau 2 presente les details comme les dates de
reactivation et de leur remise a la retraite definitive.
Durant ce temps, les grosses MLW qui navaient pas ete
reactivees
etaient acheminees a la compagnie Sidbec de
Contrecoeur, Que, pour y etre demantelees. Au cours de
lete suivant, les grosses MLW furent mises ala retraite a
tour de role a mesure que des bris mecaniques importants
se produisaient, et la
toute derniere, la M636 #4736, fut
retiree Ie 29 aoOt 1994.
Efforts de Preservation
La preservation dune grosse locomotive de
MLWa ete dans les plans a long terme de lAssociation
Cana-dienne dHistoire Ferroviaire pour son Musee
Ferroviaire Canadien de Delson-Saint-Constant, Que.
(maintenant appele Exporail). Lorsque Ie present
article a ete redige (octobre 2005), Exporail etait tres fier
davoir deux grosses locomotives
de MLW dans sa
collection: la M630
#4563 et la M640m #4744, en plus de
la C424 #4237.
La M630 #4563 fut Ie premier choix
parmi
Ie groupe de locomotives MLW reac-tivees
puisquelle representait Ie premier groupe de
locomotives neuves acquises dans la livree du CP Rail, et
etait lune des actrices de lexploitation des premiers
trains utilisant la technologie du contr61e
a distance dite «
Robot». Elle se trouvait alors a etre la locomotive du
groupe dans Ie meilleur etat, tellement que, grace aux
efforts devoues
dune equipe de 23 employes du Triage
Saint-Luc, la #4563, fraichement repeinte, etait en
etat
MARCH -APRIL 2006
Engineers view from 4563 crossing
the Adirondack bridge
on July 5,
2005. This bridge was the site of a
spectacular
and most unfortunate
derailment
of some seven double
stacked empty container cars
which
were blown off their tracks
by gale force gusts on
Friday,
Februmy 17, 2006. Fortunately
there
were no injuries but the CPR
mainline south out
of Montreal
was out of selvice for almost three
weeks. Photo Charles de Jean.
Vile de la cabine de la locomotive
4563 traversant le pont
Adirondack le 5 juillet 2005. Ce
pont a ete recemment le site dun
deraillement tout autant
spectaculaire que malencontreux
alaIs que sept wagons
transportant des containers vides
ant ete pousses hoIs
de la voie
ferree par des rafales de vent
le
vendredi 17 fevrier 2006.
Heureusement, personne na ete
blesse, mais
la ligne principale du
CP
vas le sud de Montreal Jut hoIs
service pour presque deux
semaines. Photo par Charles de
Jean.
Preservation efforts
Preserving a big MLW locomotive has been in
the long-term planning for Canadian Railroad Historical
Associations Canadian Railway Museum in
Delson/Saint-Constant, Que. (now called Exporail). By
the time of this writing (October 2005), Exporail is proud
to have two big MLW diesel locomotives in its collection,
M630 #4563 and M640m #4744, in addition to C424
#4237. M630
#4563 was selected first among the group
of re-retired big MLW locomotives since she represented
the first group
of new locomotives delivered in the CP
Rail livery, and was
one of the actors of the first trains
using the
Robot remote control technology. She was also
the locomotive
of this class in the best condition, so much
that, as the results
of much devoted work of23 employees
of the Saint-Luc Yard, the freshly painted 4563 was
63 CANADIAN RAIL • 511
de marche lorsquelle fut photographiee Ie 20 decembre
1995 sur
Ie pont tournant, servant de fond on ne peut plus
approprie pour la photo dun groupe de gens tres fiers.
La #4563 fut livree au Musee Ferroviaire Canadien peu
apres cette ceremonie.
Beaucoup plus recemment, la #4563 partagea la
gloire au cours dun
autre evenement important pour
Exporail, lorsque Iune des voitures de trains de banlieue
de la serie 800 du Canadien Pacifique, la
#827,fut donnee
et acheminee au Musee. A cette occa-sion, la voiture,
construite en 1953
par la Canadian Car & Foundry
comme partie dune commande de 40 voitures, fut
officiellement presentee a Exporail par lAgence
Metropolitaine de Transport (AMT) qui succeda au
Canadien Pacifique pour exploiter Ie service de trains de
banlieue du Lakeshore en 1983 (alors comme la
RAIL CANADIEN· 511
operational when it was photographed on 20 December
1995 on the turntable, serving as a suitable background
for a group
photograph of a very proud team. The 4563
was delivered to
the Canadian Railway Museum shortly
after this ceremony.
More recently, the 4563 shared the spotlights in
a
nother important event for Exporail, when one of the
famous ex-Canadian Pacific 800-series commuter
coaches, the #827, was donated and delivered to the
Museum.
On this particular occasion, the coach, built in
1953
by Canadian Car & Foundry as part of a 40-unit
order, was officially
donated to Exporail by Agence
Metropolitaine
de Transport (AMT) which took over the
Canadian Pacifics
Lakeshore commuter train service in
1983
(then as the Commission de Transport de la
Communaute Urbaine de Montreal). On 5 July 2005, a
special train,
powered by M630 #4563, ran from the
Lucien-I..:Allier
Station in Montreal (formerly Windsor
Station) to Exporail in Delson/Saint-Constant.
Following the 4563 was coach #827, then brand new
AMT bi-Ievel cab-coach #2002, and AMT F59PHI
#1323. This was the first time a locomotive from the
Exporail collection was allowed to haul a train on the
Canadian Pacifics main line.
It turns out that #4563 is not the first M630
displayed
at the Canadian Railway Museum. When
General Electric, a few years after having purchased the
MLW plant on Dickson
Street, decided to close it for
good, there were two ex-BC Rail M630s
on the property:
#706 and 715. The 706 was shipped to the GE plant in
Erie, Pennsylvania, and the 715 was sent to the Canadian
Railway Museum
on 10 April 1994. While the CRHA
members, the friends of the Museum and the railfans
were extatic with this development, their joy was short­
lived as the directors
of the Museum were reminded that
official property
documentation must always be acquired
along with the artifacts.
What happened was that the
#715 was delivered to the Museum by mistake, and the
actual owner
of the big MLW, used locomotive dealer
Andrew Merrilees,
made sure that the big locomotive was
sent to its property in Mascouche, Que.
This reference to ex-BC Rail M630s makes it
hard to pass
another anecdote about one of them, #705,
which was upgraded
by GE in Montreal and became the
prototype for the M630-S7, a model
equipped with the «
Super Seven» components package. Almost all the
Super Seven locomotives produed by GE were
extensively rebuilt GE «U-Boats» and the «B-B» and «
C-C » versions
of the « Universal» line of GE models.
While these rebuilt locomotives were intended for
smaller railways and
short lines, they were not equipped
with the full «
Dash-7 » and « Dash-8 » microprocessors,
but had more modest computer packages monitoring and
managing fuel utilization, thermal parameters and wheel
slip control, among others.
The first « Super Seven»
demonstrators were
put in service in 1989. When GE
64 MARS -AVRIL 2006
Commission de Transport de la Communaute Urbaine de
Montreal). Le 5 juillet 2005, un train special, mG par la
M630 #4563, relia la Station Lucien-I..:A1lier a Mont-real
(anciennement la Gare Windsor) a Exporail a
Delson/Saint-Constant. Der-riere la 4563 se trouvait la
voiture
#827, puis la voiture a imperiale avec cabine
toute neuve AMT #2002, et la locomotive d AMT #1323
de modele F59PHI. Cetait la premiere fois que Ion
permettait a une locomotive de la collection dExporail
de tirer un train sur la Iigne principale du Canadien
Pacifique.
II se trouve que la #4563 nest pas la premiere
M630 a etre en montre au Musee Ferroviaire Canadien.
Lorsque la General Electric, quelques annees apres avoir
achete lusine de la MLW de la rue Dickson, decida de la
fermer pour toujours, il y avait deux M630 anciennement
de BC Rail sur la propriete : la #706 et la #715. La #706
fut envoyee a Iusine de GE dErie, Pennsylvanie, et la
#715 fut livree au Musee Ferroviaire Canadien Ie 10 avril
1994. Les
membres de IACHF, les amis du Musee et les
ferroviphiles en general
etaient tres heureux de cette
acquisition, mais leur joie fut de
courte duree lorsque les
directeurs du
Musee se sont rendus compte quil fallait
toujours se
procurer les titres de propriete avec les
artifacts.
Ce qui sest alors produit est que la #715 avait
ete livree au Musee par erreur, et Ie vrai proprietaire de la
locomotive,
Ie vendeur de locomotives usagees Andrew
Merrilees, sassura
de bien recevoir la locomotive a sa
propriete de Mascouche, Que.
Cette reference aux M630 du BC Rail rend
difficile
de passer sous silence une autre anecdote
impliquant Iune de ces locomotives, la #705, qui fut
reconstruite
par GE a Montreal et qui est devenue Ie
prototype du modele M630-S7, une locomotive equipee
des composantes du programme « Super Seven ».
Presque toutes les locomotives «Super Seven» produites
par GE etaient des locomotives GE de la serie « U » ou «
U-Boats» de types « B-B » et « C-C » reconstruites de
fa<;on intensive. Puisque ces locomotives reconstruites
etaient
a Iintention de chemins de fer plus modestes et de
petites entreprises, elles netait pas equipees des
ordinateurs avances des series « Dash-7 » et « Dash-8 »,
mais avaient neanmoins de petits ordinateurs capables de
faire un suivi de parametres comme Iutilisation du
carburant, les donnees thermiques ou
Ie contra Ie du
glisse
ment des roues, entre autres. Les premieres« Super
Seven» de demonstration furent mises en service en 1989.
Lorsque GE fit lacquisition de Iusine de la MLW, la
production des «
Super Seven» y fut transferee et cest
comme cela que la ex-BC Rail #705 devint la GECX
#5000, utilisee comme locomotive de demonstration et,
plus tard,
comme locomotive du parc de locomotives de
location
de GE. Le programme « Super Seven » ne
connut que peu de succes au Canada et aux Etats-Unis,
mais plusieurs chemins de fer mexicains
acheterent plus
de 200 locomotives. Quant a la GECX #5000, sa nouvelle
MARCH -APRIL 2006
acquired the MLW plant, the « Super Seven» production
was transferred there
and this is how ex-BC Rail #705
became GECX #5000, used as a demonstrator and later
as
part of GEs leased locomotive fleet. The« Super
Seven» locomotive program saw only a limited success in
Canada and the United States, but more than 200 units
were acquired by various Mexican railways. As for
GECX5000, its whereabouts were rather obscure and it is
believed that it rests on the grounds of the GE plant in
Erie, PA, if not already scrapped.
In addition to
the few big MLWs locomotives
preserved at Exporail,
there are a few more either
preserved
or even still at work! M636 #4723 is presently
displayed
in Farnham, Que. After lingering during
several months
in the Toronto area, C630 #4500 was
eventually
purchased by the Arkansas & Missouri
Railroad and
renumbered 70. It was later resold to the
Western New York & Pennsylvania Railroad in 2003,
where it
operates as their #630. M636 #4743 is now
operating as Delaware-Lackawanna Railroad
#3643 in
the Scranton, Pennsylvania, area. Finally, M636m #4711
lasted longer on the
CP Rail roster thanks to the
Caterpillar engine conversion carried
out by CP in 1988.
Upon retirement by CP, this unit was sold to the
Minnesota Commercial Railway
in July 1998.
References
Canadian Rail/Le Rail Canadien, ISSN 0008-4875,
Canadian Railroad Historical Association, Montreal,
Que. (several issues).
E.
W. Roberts and D. P. Stremes, Canadian Trackside
Guide,
ISSN 0829-3023, By town Railway Society, Ottawa,
ON (several issues).
Branchline, ISSN 0824 233X, By town Railway Society,
Ottawa,
ON (several issues).
Extra 2200 South, ISSN 00141380, Cincinnati, OR., and
Blaine,
WA. (several issues).
O. M. Kerr,
Illustrated HistOlY of MLW (Montreal
Locomotive Works) –
ALCO to BOMBARDIER 1904-
1979, Delta Publications, Montreal, Que., 1979.
J. A . Pinkepank,
The Second Diesel Spotters Guide,
Kalmbach Books, Milwaukee, WI., 1973.
L. A. Marre, Diesel Locomotives: The First 50 YeaJ:S,
Kalmbach Books, Waukesha, WI., 1995.
L. A. Marre, The ContemporalY Diesel Spotters Guide,
2nd Ed., Kalmbach Books, Waukesha, WI., 1995.
G. McDonnell,
Field Guide to Modern DieselLocomotives,
Kalm bach Books, Waukesha, WI., 2002.
Acknowledgements.
The author wishes to acknowledge the assistance of the
following persons
in the preparation of this article: Mr.
Peter Murphy, Mr. Charles
Dejean, Mr. Rick Robinson,
Mr.
Jonathan Hanna and Mr. Mark Hughes.
65 CANADIAN RAIL • 511
« vie » fut plutat obscure et on croit qUelle repose
presentement sur les terrains de GE dErie, PA, si elle na
pas deja
ete envoyee a la ferraille.
En plus des grosses MLW preservees au Musee
Exporail, il y en a quelques-unes encore parmi nous, soit
preservees ou
encore actives! La M636 #4723 est
presentement en montre a Farnham, Que. Apres avoir
reside
durant plusieurs mois dans les environs de Toronto,
la C630
#4500 fut eventuellement achetee par Ie chemin
de fer Arkansas & Missouri Railroad et renumerotee
#70. Elle fut ensuite vendue au chemin de fer Western
New York & Pennsylvania Railroad en 2003,
et elle est
encore active comme la WNY &P #630. La M636 #4743
est presentement active comme la Delaware­
Lackawanna Railroad #3643 dans la region de Scranton,
Penn-sylvanie. Enfin, la M636m #4711 demeura au
service
de CP Rail plus longtemps que les aut res a cause
de sa conversion effectuee par Ie CP Rail en 1988, alors
que son moteur original fut change pour un moteur diesel
Caterpillar.
Apres sa mise a la retraite par Ie CP Rail, elle
fut ache
tee par la compagnie ferroviaire Minnesota
Commercial Railway in July 1998.
References.
Canadian RaillLe Rail Canadien, ISSN 0008-4875,
Association Canadienne dHistoire Ferroviaire,
Montreal, Que. (plusieurs numeros).
E.
W. Roberts et D. P. Stremes, Canadian Trackside Guide,
ISSN 0829-3023, By town Railway Society, Ottawa, ON.
(plusieurs numeros).
Branchline, ISSN 0824 233X, By town Railway Society,
Ottawa,
ON. (plusieurs numeros).
Extra 2200 South, ISSN 0014 1380, Cincinnati, OH., and
Blaine, WA. (plusieurs numeros).
O. M. Kerr,
Illustrated HistolY of MLW (Montreal
Locomotive Works) –
ALCO to BOMBARDIER 1904-
1979, Delta Publications, Montreal, Que., 1979.
J. A . Pinkepank,
The Second Diesel Spotters Guide,
Kalmbach Books, Milwaukee, WI., 1973.
L. A. Marre, Diesel Locomotives : The First 50 Years,
Kalmbach Books, Waukesha, WI., 1995.
L. A. Marre, The Contempormy Diesel Spotters Guide,
2nd Ed., Kalmbach Books, Waukesha, WI., 1995.
G. McDonnell,
Field Guide to Modern DieselLocomotives,
Kalmbach Books, Waukesha, WI., 2002.
Remerciements
I.:auteur
tient a remercier les personnes suivantes pour
leur aide dans la preparation de cet
article: M. Peter Murphy, M. Charles Dejean, M. Rick
Robinson, M. Jonathan Hanna et M. MarkHughes.
RAIL CANADIEN • 511 66 MARS -AVRIL 2006
Final
Road
Number
Numero
final
4500
4501
4502
4503
4504
4505
4506
4507
4508
4509
4510
4511
4512
4550
4551
4552
4553
4554
4555
4556
4557
4558
4559
4560
4561
4562
4563
4564
4565
4566
4567
4568
4569
4570
4571
4572
4573
Table 1: Canadian Pacific Railway and CP Rail Roster of C630 and M630 Locomotives.
Tableau
1: Locomotives de Modeles C630 et M630 du Canadian Pacifique et de CP Rail.
Interim Initial
Road Builders Building Retirement
Road Class
Number
Number Number Date Date
NumtJ·o
NumtJ·o
Classe Nume,-o Date de Mise
ala
intermediaire initial du fabricant conslJuction retraite
4500 4500 DRF-30c M6002-1 7-9/68 1993
4501 4501 DRF-30c M6002-2 7-9/68 1993
4502 4502
DRF-30c M6002-3 7-9/68 1991
4503 4503
DRF-30c M6002-4 7-9/68 7395
4504 4504 DRF-30c M6002-5 7-9/68 1991
4505 4505 DRF-30c M6002-6 7-9/68 1991
4506 4506
DRF-30c M6002-7 7-9/68 23974
4507 4507 DRF-30c M6002-8 7-9/68 1992
4508 (4518) DRF-30d M6030-11
11169 1993
4509
(4519)
DRF-30e M6030-12 12/69 1991
4510 (4520)
DRF-30e M6030-13 12/69 1991
4511 (4521)
DRF-30e M6030-14 1/70 21694
4512 ( 4522) DRF-30e M6030-15 1/70 1992
4550
(4508) DRF-30d M6030-1 9-10/69 1993
4551
(4509) DRF-30d M6030-2 9-10/69 1993
4552
(4510)
DRF-30d M6030-3 9-10/69 5574
4553 (4511) DRF-30d M6030-4 9-10/69 1991
4554
(4527)
DRF-30e M6030-20 2/70 1991
4555 (4528)
DRF-30e M6030-21 2/70 16894
4556 4556 DRF-30f M6036-1 2/70 1993
4557 4557
DRF-30f M6036-2 2/70 27694
4513 ( 4523) DRF-30e M6030-16 1170 1991
4514 (4524)
DRF-30e M6030-17 1/70 6295
4515 (4525) DRF-30e M6030-18 1170 1991
4516 (4526)
DRF-30e M6030-19 1/70 1993
4574 (4516) DRF-30d M6030-9
11169 1993
4575 ( 4517) DRF-30d M6030-10
11169 6295
4576 4576 DRF-30f M6036-3 2-3/70 1991
4577 4577
DRF-30f M6036-4 2-3/70 1993
4578 4578
DRF-30f M6036-5 2-3/70 1992
4579 4579
DRF-30f M6036-6 2-3/70 30195
4580 4580 DRF-30f M6036-7 2-3/70 1993
4581 4581 DRF-30f M6036-8 2-3/70 1993
4570
(4512) DRF-30d M6030-5 10/69
8895
4571 (4513) DRF-30d M6030-6 10/69 15295
4572 (4514) DRF-30d M6030-7 10/69 18495
4573 ( 4515) DRF-30d M6030-8 10/69 23895
Notes
8
7,9
5
6
7
7
7
7
,10
1
2,7
3
4
7
7
7
7
MARCH -APRIL 2006 67 CANADIAN RAIL • 511
General Notes: Number 4500-4507 are model C630, with the others are model M630,sometimes referred to as C630M
to account for the 6-wheel Dofasco trucks and improved electrical equipment.
Number 4500-4507
weigh 393,000
Ibs (178.4 tonnes), and all others 392,000 lbs (178 tonnes). All have a gearing ratio of 65
: 18 for freight train service.
Notes
generales: Les numeros 4500-4507 sont des locomotives de modele C630, alors que les autres sont de modele
M630, parfois appele C630M
pour tenir compte des bogies a 3 essieux de Dofasco et dequipement
electrique ameliore. Les numero 4500-4507 pesent 393,000
Ibs (178.4 tonnes), et toutes les autres
392,000
Ibs (178 tonnes). Toutes ont un rapport dengrenage de 65 :18 pour Ie service de trains de
marchandises.
Specific Notes :
1: Original road number was 4513, but ordered as 4523.
Notes specifiques:
Le numero original etait Ie 4513, mais commande comme Ie 4523.
2: Original road number was 4514, bu t ordered as 4524.
Le numero original etai tie 4514, mais commande comme Ie 4524.
3: Original road number was 4515, but ordered as4525.
Le numero original etait Ie 4515, mais commande comme Ie 4525.
4: Original road number was 4516, but
ordered as 4526.
Le numero original etait Ie 4516, mais commande comme Ie 4526.
5: Wrecked and burned when a bridge collapsed on 13 June1974 east of Fort Steele, B.C., and
scrapped shortly after retirement.
Accidentee
et bnllee lors de Ieffondrement dun pont Ie 13 juin 1974 a Iest de Fort Steele, C.B., et
demantelee peu apres son retrait.
6: Wrecked on 17 March 1974, retired on 5 May 1974 and scrapped at Angus Shops shortly after
retirement.
Accidentee
Ie 17 mars 1974, mise a la retraite Ie 5 mai 1974 et demantelee peu apres aux Ateliers
Angus.
7 : Please see Table
2.
Veuillez bien consulter Ie Tableau 2.
8: C630 #4500 was sold by CP to an individual who eventually sold it to the Arkansas & Missouri
Railroad as their
#70. It was later resold to the Western New York & Pennsylvania Railroad in
2003, where
it operates as their #630.
La C630 #4500 fut vendue par Ie CP a une personne qui la vendue par la suite au chemin de fer
Arkansas
& Missouri Railroad qui Ia renumerotee #70. Elle fut revendue en 2003 au chemin de
fer Western New York
& Pennsylvania Railroad, sur lequel elle est toujours en service portant Ie
numero #630.
9: #4503 (and #4710) were stored inside the St. Luc roundhouse for preservation purposes.
However, #4503 was scrapped
on 30 November 1995.
La #4503 (et
la #4710) ont ete gardees dans la rotonde de Saint-Luc pour des fins de
preservation. Eventuellement,
la #4503 a ete envoyee ala ferraille Ie 30 novembre 1995.
10. #4563 was refurbished and painted
by the employees of the St. Luc Yard and donated to the
Canadian Railway Museum, Delson/Saint-Constant, Que., in
December 1995. She is kept in
operating condition.
La #4563 a ete restoree et repeinte par les employes du Triage Saint-Luc et offerte au Musee
Ferroviaire Canadien de Delson/Saint-Constant, Que., en decembre 1995. Elle est conservee en
ordre de marche.
RAIL CANADIEN • 511 68 MARS -AVRIL 2006
Table
2 : Un-Retirement and Re-Retirement of CP Rails C630s, M630s and M636s.
Tableau 2 : Remise en Service et Mise
a la Retraite Finale des C630, M630 et M636 du CP Rail.
Locomotive ModeL First Retirement Un-Retirement Date Re-Retirement
and Number Date or
real Date
ModeLe et Numero Date ou Annee de la Date de La Date de La Mise a La
de la Locomotive Premiere Mise a La ReOaite Remise en Selvice Reoaite Definitive
C630
4503
1993
8494 7395
M630
4511
1993
18594 21694
4555 41293 23494 16894
4557 1993 12594 27694
4559 1993 10 594 6295
4563 221293 8494 6295
4567 1993 51094 30195
4570 1993 22694 8895
4571 1993 27494 15295
4572 1993 13 5 94 18495
4573 191293 21394 23895
M636
4704
1993 1994 26295
4706 1993 28394 19195
4707 1993 22494 21694
4709 1993 1494 6295
4710 1993 29494 3595
4712 1993 16494 101194
4713 1993 1494 30695
4715 1993 22494 26295
4716 1993 30394 6295
4718 1993 3594 25895
4719 1993 20594 21694
4721 1993 17694 5695
4723 1993 4494 20595
4729 1993 12594 26295
4730 1993 5494 19495
4734 1993 30394 7395
4736 1993 31394 29895
4738 1993 5494 24595
4739 1993 9494 6295
4740 1993 16494 6295
4742 1993 12494 15895
4743 1993 27394 28895
Note: M636 4715 was reactivated as a « B », with a vandalized cab which was boarded up.
La M636 #4715 a ete remise en service comme une unite « B ». Sa cabine etant endommagee, elle fut
alors barricadee.
fu t plutot obscure et on crait quelle repose presentement sur Jes terrains de GE dErie,
PA, si elle
na pas deja ete envoyee a 1a ferraille.
MARCH -APRIL 2006 69 CANADIAN RAIL • 511
Building a model of CNR 5606
Preamble by Lorne Perry; construction story by Ed Farley
As a student of CNR steam locomotives since my
youth, I have been fascinated by detailed scale models of
them, especially when the, scale is large. This story is
about the construction of one such model, with some
words at the beginning about the prototype locomotive
that inspired it. What prompted the article is the decision
by
the model-maker, Ed Farley, to donate his model of
CNR 5606 to Exporail. It will become a significant
display item in
the section devoted to locomotive and
other railway models.
Number 5606, sub class K-3-d, was a 4-6-2 Pacific
type, built in July 1910
by Baldwin Locomotive Works
(builders
number 34910) for the Grand Trunk Railway as
class P4, and originally
bore number 297. It served first on
the Grand Trunk Western and later almost all of the sub
class immigrated to
Canada, with 5606 spending most of
its time in CNR passenger service in South-Western
Ontario. It was scrapped in
November 1960.
After entering service 5606 underwent a series of
modifications that somewhat altered its appearance.
Examples include the addition of power reversing gear
(which forced transfer of the main air reservoir to just in
front
of the cylinders); addition of cross compound air
pump to some but not all of the series; addition of ladder­
type steps from pilot to running board; removal of the
skirting around the top of the tender tank to prevent
water collection and possible freezing; and the addition of
rear foot boards once the regular assignment was branch
line trains. Ed Farley elected to depict the locomotive as
it
operated in Canada in the 1930s.
Niagara
Fru it Trains
For part of its 50-year career, Ed Farley was a
locomotive fireman working
on the Hamilton spare
board. He remembers 5606 well in the 1950s, operating in
regular
passenger and occasional helper service out of
Hamilton ON. One of the periodic duties for Ed and
5606 was at
the head end of fruit trains which started at
Merritton ON, picking up fruit express cars along the line
towards
Hamilton, and from there dashing along the
Ed Farley with his first model, Grand Trunk 4-4-0 2195, a wooden model which is now part of the CRHA collection at Exporail.
Photo Ed
farley.
RAIL CANADIEN • 511 70 MARS -AVRIL 2006
Readying the moulds at the
foundly, preparatolY to casting
the cylinders for locomotive
5606. Photo
Ed Farley
The locomotive starting to take shape
in the Farley Locomotive Works. The magnitude of the task starts to become evident
when
you realize that Ed hand-crafted evelY piece of metal exactly according to the original drawings. Photo Ed Farley
MARCH -APRIL 2006
speedway to Toronto. These trains ran to ten cars in
length,
and it was not unusual to attain 80 miles per hour
( over 130 km/hr).
A fairly
regular assignment for a while was the
early morning commuter train from Hamilton to Toronto.
The later train in the morning rush hour was longer and
often rated a 4-8-2
Mountain type, most often 6027.
A
Hand Bomber
Otherwise 5606 worked on local trains in various
directions from
Hamilton including the run to Palmerston
and Owen Sound. It also operated between Toronto,
Stratford and
London. On a typical run Ed was called
upon to shovel two or more tons of coal. No automatic
stoker!
There is a steep climb from Bayview Junction,
near Hamilton, to Copetown at the top of the Niagara
escarpment. In the steam days this called for a helper on
freight trains westbound from Toronto to Sarnia.
Although 5606 was not the ideal unit for this service
(customarily provided
by a 2-8-2 Mikado in the 3300
series),
when the need arose it drew the assignment. Ed
described the job as coupling on ahead of the regular·
locomotive, whistling off, putting the reversing lever in
the
bottom corner and working it up to full throttle. After
a bit, the reversing gear was notched up gradually to about
midway on the quadrant (between full fOlward and
centre) and the long slug up the hill continued.
71 CANADIAN RAIL • 511
Ed Farley picks up the story from here:
My decision to build a
model of 5606 was really a
toss-up between this and
the 900 series (80-90) class E-lO­
a, both being
my favourite engines to work on. They were
good
steaming engines and easy to fire. The 5606, the
bigger and
more impressive of the two, it became my
choice. The scale selected was 11/2 inches to the foot,
ending up with a model over nine feet long (just short of
three meters). The track gauge is 7114 inches. I was able to
work from erecting drawings
obtained from CNRs
mechanical department, essential because I wanted
everything to be meticulously to scale.
I
started on 5606 around 1980 when I was nearing
completion of an earlier project to build a model in the
same scale of a Grand Trunk 4-4-0. This has also become
part of the CRHA collection. When I retired from CN in
1985
the pace of construction picked up, but in the end it
was
spread over a good number of years.
Framing It Up
Work on 5606 began with the engine main
frames,
made of two steel plates ground to liz inch thick.
They were cut to shape using a band saw, hack saw and
drill press, and finished to size
by hand mill filing; that is,
using
hand tools to accomplish what a milling machine
could
do in a proper machine shop. Next came the frame
extensions under the firebox and cab, which were cut from
l4 inch plate. The next big job was fabricating and silver
Loweling the boiler onto the frame to test the fit of components. Photo Ed Farley.
RAIL CANADIEN • 511 72 MARS -AVRIL 2006
Ed Farley stands beside the finished locomotive. Photo Ed Farley.
soldering together all the frame spreaders, which on the
big engine were steel castings. These were the transverse
members
that joined the two mainframe pieces together.
Then began the process of making the patterns
for the cylinders. They were composed of a number of
cores and core boxes. Just to explain this in non-machine
shop terms; a complicated casting like the cylinders
required something to form the outside configuration,
plus some cores to take care
of forming the inside shape.
The cores were made in core boxes.
The patterns were taken up to London ON to
Wells Foundry for casting. There, the owner,
George
Wells, personally prepared the moulds, and with my
assistance, all
the cores were set in place. The pouring of
the molten iron was done with hand ladles, and after
several
attempts two good castings emerged.
Cylinder Castings
The machining of the cylinders was done by
chipping and mill filing the saddle radius (where the
smoke box rested upon the cylinder casting) and to
smooth
out the joint connecting the two cylinder castings.
The cylinders and valve chambers were bored out in a
machine
shop since my lathe was too small to handle
them.
Then I made the patterns for the No.1 and No.3
drivers, which were identical, as well as the main, or No.2,
drivers, engine truck and trailing truck. The castings were
made
by McCoys foundry in Troy, a hamlet near
Hamilton. All machining of these was completed on my 6
by 24 Atlas lathe.
The boiler was made from 3/16-inch thick steel
plate.
The barrel and firebox wrapper sheets were
sheared to size and rolled into shape.
The steam dome
was cut from a piece of pipe. All these pieces were
assembled using small tabs
of steel, then taken to the shop
and butt-welded together. The same process was used in
making up the firebox, first drilling out all the stay bolts
and flue
sheet holes. The mud ring was cut out and
fastened to the firebox along with
the fire door ring.
MARCH -APRIL 2006
This illustrates the bridge structure Ed constructed
to properly display his model of CNR 5606. Built
into
it is a set of rollers permitting the driving wheels
to rotate under airpressure. Photo Ed Farley.
73 CANADIAN RAIL • 511
The CRHA engaged Burlington Movers Ltd. as well as a crating sub contractor to handle the move from Ed Farleys basement
to a rental tlUck for the transfer to Exporail. When it was all over, the lead hand said that he would rather have moved two grand
pianos than the
5606. Here we see the. locomotive being rolled onto the bed of the crate prior to being tied down and blocked in
all directions. Because
of the usual basement stair configuration, the crated locomotive had to be stood on end (front end down)
to be lifted up the stairs. The estimated weight of the crated locomotive (less tender) was about 7501bs. Photo Peter Mwphy.
RAIL CANADIEN· 511
Before installing the firebox, the throttle valve, standpipe
and dry pipe, along with the throttle lever reach rod, had
to
be fastened into place.
The firebox was lowered into its wrapper sheet
and
clamped along its bottom edge. The boiler was taken
back to the sheet metal shop where the mud ring and the
firebox door opening ring were solidly welded to the
firebox wrapper sheet and to the back head. After that,
the firebox stay bolts and the longitudinal stay rods were
pushed into place.
The boiler was again taken back to the shop
where all stays were end welded. Then threaded ferrules
were welded
in places where there were steam outlets.
This ended the welding operations.
The Acid Test
Next, the
copper tubes, intended to lead the fire
from firebox to
smoke box, were expanded in and beaded
over. After plugging all openings, the boiler was
hydrostatically
tested to 11/2 times its working pressure
(100 Ibs. per square inch). Other than a bit of weeping
around two or three of the tubes, everything appeared
sa tisfactory.
Since
the steel boiler barrel was a straight tube
on my boiler and the real one was tapered, steel bands of
varying size had to be fitted around the barrel and firebox
in
order to bring it out to the true scale diameter. When
74 MARS -AVRIL 2006
the aluminium sheet lagging was applied all was the righ t
size.
The assembly of the cylinders and main frames was
handled by fastening the main frames to angle plates on a
smooth tabletop that acted as a large surface plate. The
tailpiece and front pilot beam casting were set in place
and everything made square and level all around. Then
the bolt holes were marked and drilled out, following
which
the assembly was permanently bolted together.
The frame was then blocked up and the cylinders
and all
the other spreaders (the one in front of the
cylinder saddle to support the leading truck, and the one
behind the drivers to which the frame extension was
attached) and valve gear frame were then fastened on.
The locomotive started to take shape once the boiler was
lowered onto the frame and aligned into its proper
position. It was then permanently bolted in place. The
engine was blocked up a sufficient height to clear the
driving wheels, which were then placed in position and
hoisted up into their pedestals and secured. The trailing
truck was lifted
up and set in place, after which the engine
was lifted clear of the blocks by an overhead balancing
beam, not unlike the rig used to lift locomotives in a back
shop, and lowered down onto the front truck.
When the engine was tested under air pressure it
was found
that there was binding in the side rods. After
taking the rods off and easing the bearings out with a file,
the engine was able to run freely. There are several
The tender prior to padding and crate sides being applied. Photo Peter MU/phy.
MARCH -APRIL 2006
The padded locomotive, tied down, just prior
to topside blocking and side
of crate being
nailed in place. Photo Peter Murphy.
After much grunting and questionable language, the
crated locomotive has
made it to the top of the stairs
and will soon be in the rental truck for the trip to its
permanent
home at Exporail. Photo Peter Mwphy.
75 CANADIAN RAIL • 511

RAIL CANADIEN • 511
additional reasons why side rods will bind -the wheel
centres could
be out of proper alignment -the rod centres
might
not be dead on -perhaps the drivers are not
properly
quartered. Anyone of these will cause problems
with wheel
rotation.
Tender Rising
The tender was a project unto itself. One of the
difficulties was
the rivet heads everywhere; perhaps 1,000
in all. I had
purchased a bunch of rivets from a US
supplier, but the
heads were a bit oversize, requiring filing
one by one. Rather than make castings for the tender
truck frames, I elected to fabricate them by building up
sheet steel, layer by layer, and then filing to the proper
shape. The front coupler I purchased, but I wanted to
make the rear one operable so I again resorted to the
build-it-up
method.
As the engine and tender were nearing
completion I came to the conclusion that there was no way
I could steam
up the engine in my basement shop.
Ventilation
and possible problems with the firebox oil
burner convinced me that it would be too risky to attempt.
It was then
that I had the idea of setting up the locomotive
on a treadmill and operating it with compressed air.
The next thing was to design and build a suitable
support structure. I settled on a bridge of the deck truss
type resting
on imitation cement pieces. The engine and
tender were then placed on the bridge with the drivers
76 MARS -AVRIL 2006
spotted on the rollers. The compressor was turned on, and
after a few minutes I gently opened the throttle and
everything
went into motion as expected.
APermanentHome
The locomotive was now complete and ready for
display. Until its major move to
SLConstant QC it had
never been out of my house. At 750 pounds, more or less,
it was
more than I could move around, and I began to
wonder if the movers would successfully get it ou t of my
basement, but they did. I am pleased that it will have a
place of prominence at Exporail so that future
generations can enjoy seeing the rods and valve motion in
action. Workhorses such as 5606
went about their
business
more or less unsung during their days under
steam, but they were the backbone of the railway, pulling
countless passengers and tons
of freight through the
countryside without complaint.
5606 Unveiling
Ed and Lida Farley will officially unveil the
model of 5606 at the upcoming CRHA / CARM
convention on Saturday, May 20 during the Exporail
portion of the program! The CRHA and Exporail
sincerely wish to thank Ed and Lida Farley for the
donation of this fabulous exhibit which now has a
permanent home at Exporail.
ENGINEMANS CERTIFICATE OF QUALIFICATION No. (;~1i8
illhi,5iJ5 hl (tdift1 /det.&.. _Edward Hamil te. E,UlJ.J:Y __
C;?/u?7u:m(}(¥t!fieh/:ee0(1dfl/~Ct?m(?lJ4/e~t?ma1t/..(l/d?tAfJ{eJe/t:tU~«:r4/7_Hami] ton
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MARCH -APRIL 2006 77 CANADIAN RAIL • 511
We are fortunate that James Brown made four exquisite photographs of the prototype 5606 and he is pleased to share them with
us. In this first photo Jim caught 5606 being coaled in London, Ontario on December 29, 1958.
5606 photographed pulling train No. 169 at Palmers ton, Ontario on May 14, 1958. Photo James Brown.
RAIL CANADIEN • 511 78 MARS -AVRIL 2006
In a typical branch line scene 5606s headlight illuminates the winter right of way near St. Mmys,
Ontario on December 30, 1958. Photo James Brown.
5606 pulling
out of St. Mmys Ontario with train No. 29 on Februmy 9, 1959. Steam was in its final
year
and the locomotive was scrapped in 1960. Photo James Brown.
MARCH -APRIL 2006 79 CANADIAN RAIL • 511
World Railways of the Nineteenth Century,
a Pictorial History in Victorian Engravings
By Jim Harter
Published by: The Johns Hopkins University Press
2715
N. Charles Street
Baltimore, Maryland
21218-4319 U.S.A.
Price:
$75.00 U.S.
-,;~. A Pictorial History {;~-
i?vr@j;~ ~~~
This very large 550 page volume, weighing more
than 7 pounds, is of extremely great interest to anyone
with an interest
in railroading in the nineteenth century. It
is about the rise, development and expansion of railways
worldwide in
the 1800s, the time of one of the greatest, if
not the greatest, advances in transportation in the history
of the world. This claim is amply justified when one
considers that in 1800 no one had traveled faster than the
speed of a galloping horse, yet by 1900 passengers were
being carried,
in luxurious surroundings, at speeds up to
100 miles an hour.
The book starts with the railways
associated with the collieries
of northern England about
the year 1800; however there is a discussion of earlier
railways going as far back as ancient
Greece, where carts
were pushed or pulled between parallel lines of stone
slabs. The reader is then carried, in 29 chapters, through the nineteenth century, and
around the world, ending
with such strange innovations as the Heilmann steam­
electric locomotive and the
armoured trains used in the
Boer War of 1899-1902. The chapters are as follow:
British railways 1800-1850, British railways 1851-1900,
American railroads before the Civil War, American
railroads
after the Civil War, Steam locomotive
development 1851-1900, French and Belgian railways,
Railways
of the German and Austro-Hungarian empires,
Railways
of the Russian Empire, Other European
railways, Canadian and Latin American railways, Asian
Australian and Pacific railways, African railways,
Passenger service, Passenger stations, Freight and goods
service, Railway signaling, Railway construction and
operations, Railway bridges, Mountain railways, Military
railways, Hazards and difficulties
of rail travel, Rail
accidents and disasters, Horse car tramways,
RAIL CANADIEN 511
Atmospheric traction systems, Steam tramways, Cable
traction, Electric traction, Mass transit railway systems,
Monorails
and other anomalous modes of traction.
Each chapter is divided into two parts. First is a
history and
description of the topic of that particular
chapter. Then follows the feature that makes this book so
special;
numerous high quality reproductions of original
drawings, engravings
and woodcuts of the features told
about in this chapter. All these illustrations (no
photographs) were made in the 19th century,_at the time
the equipment was new, and they are reproduced exactly
as they
appeared between 100 and 200 years ago. In total
there are about 850 of these illustrations covering all
aspects
of railroading between 1800 and 1900.
A small
sample of these pictures are reproduced
here, much smaller than in the book. Aglance at these will
quickly show
that the detail is exquisite, right down to the
last bolt! Canadian railways are well represented,
including a wonderful 1862 snow plow scene, the interior
Early Amelican tramway,
Quincy Mass.,
1826.
80 MARS -AVRIL 2006
of a CPR colonist car, and the Grand Trunk and CPR
stations in Montreal.
Urban transit systems are not neglected, and we
see horsecars (as far back as 1855), cable cars and electric
trolleys, as well as subways, elevated lines
and other mass
transit systems. Some of the experimental odd ball
inventions seem quaint today, but in the 1880s they were
at the cutting edge of transit technology.
Although the illustrations are described as
Victorian engravings, quite a number of them actually
pre-date the Victorian era, which began in 1837. In fact
the entire century and the entire world of railroading js
covered.
Any
enthusiast or historian interested in the
details of how the railway systems of today came into
being should have this book.
Reviewed by PredAngus
One of the earliest practical
locomotives in the world, the
Blenkinsop of the Middleton
CollielY, England, 1812.
MARCH -APRIL 2006
The ancestor of the RDC! Charles H.
GregO/ys Fairfield steam car,
England, 1848.
This
view, in Brooklyn NY. in
1855,
is one of the earliest to
show horsecars, which were
then a
velY recent innovation.
At that time the cars resembled
smaLL versions of conventional
railway coaches; the distinctive
horsecar design appeared
late!:
81 CANADIAN RAI L • 511
A typical Baldwin 4-4-0
of 1848, suitable for
either freight or
passenger selvice.
RAIL CANADIEN • 511
The inaugural train of
the worlds first subway;
Londons Metropolitan
Railway. The date
was
Janumy 9, 1863. This
line, long since
electrified, is now part of
the Circle Line of
Londons underground
system.
82 MARS -AVRIL 2006
A snow plough in use on the Grand Funk
Railway of Canada in 1862.
The Niagara suspension bridge,
opened
in 1855, as it appeared in
1864. In
1897 this bridge was
replaced by the present arch span.
MARCH -APRIL 2006
A train of the Mount Washington Cog
Railway
making a trial run up
Jacobs Ladder in 1868, the year
before it opened to the public. This
line, the first cog railway in the world,
appears
much the same today.
Started at last. A horsecar
braving a winters storm in New
York
City, one evening in 1872.
It took four horses to haul the
car through the snow-bound
streets.
83 CANADIAN RAIL • 511
A view of the Battle of the Tunnel
on the Albany & Susquehanna in
1869.
Two rival groups fought in the
stock market
and the courts for
control
of the line, and the rivaby
exploded into a pitched battle as seen
above. This event
is well portrayed in
the movie Saratoga Trunk. The
A&S was later leased to the
Delaware & Hudson, and is now
part
of the Canadian Pacific system.
RAIL CANADIEN • 511
The five types of car (baggage, mail, coach,
parlow; sleeper) that made up a passenger
train on the Pennsylvania Railroad in
1875. At that time diners were not as
frequently used. Similar cars were used
throughout North A
merica.
84 MARS -AVRIL 2006
A blizzard scene on the New York Central and Hudson River Railroad, near
Failport
NY, on Janumy 3, 1879. The :Atlantic Express}} had derailed, and no
less than seven other engines, hauling relief trains, had also derailed in the fierce
winter conditions.
British troops using elephants
to tJanspOit narrow gauge railway equipment up the Bolan pass to a railhead on Indias Northwest
Frontier in 1885.
MARCH -APRIL 2006
A busy scene showing the interior of a Canadian
Pacific Railway colonist car in
1888. This was
only two years after the CPR opened its
main
line to the west coast, but they were already
canying settlers to the prairies
and beyond.
Their colonist cars were equal
in quality to first
class sleepers
on many other lines.
The inaugural run
of the ((Orient Express
through Bulgaria in
1888. Bulgarias Prince
Ferdinand leads a delegation on horseback,
riding alongside
and saluting the new train.
Two newtelminal stations in Montreal in
1889. At the
top
is the Grand Tmnks Bonaventure station, built in
1887, while below is Canadian Pacifics Windsor
Street station, opened earlier in
1889. The last
remains
of Bonaventure were demolished in 1952, but
Windsol; greatly enlarged, still stands.
85 CANADIAN RAIL· 511
RAIL CANADIEN • 511 86 MARS -AVRIL 2006
CPR ten-wheeler 626 as it appeared when new in 1893. This is frequently, and incOfTectly, desClibed as the engine that headed
the Worlds Fair Train)) that went to the Columbian Exposition in Ch icago that yea/: The actual Worlds Fair engine was 625.
An idea that was ahead of its time was the Heilmann steam­
electric locomotive
of 1893. The principle was that a steam
engine would turn a generatOJ; which would produce electric
power to run traction motors
on the locomotive. This is, of
course, exactly the same principle used on modem diesel­
electric locomotives,
but was not suited to steam. This
illustration shows the Heilmann locomotive
hauling a
passenger train
on the Ouest railway in France in 1893.
A spectacular wreck at the Gare Montparnasse in Paris
on October 22,
1895. Locomotive 721 has crashed right through the end of the station
and tumbled on to the street below. One person on the street was killed,
but
no one else was seriously hurt.
MARCH -APRIL 2006 87 CANADIAN RAIL 511
A British armoured train on patrol in South Africa in the autumn of 1899, early in the Boer Wm: It was from such a train that
Winston Churchill was captured on November
15 of that yem; later making a successful escape. Such trains were rather
impractical, as an enemy raid could easily cut the track,
making the train useless.
BACK COVER TOP: The special train to deliver AMT coach #827 to Exporail is seen here between Windsor Station and
Westmount Station in Montreal, on 5luly 2005. Photolohn Godfrey
BACK COVER BOITOM: Ed Farley poses beside his 5606 immediately p,ior to it being crated and transported to Exporail.
Photo Peter
Mwphy
This issue of Canadian Rail was delivered to the printer on March 22, 2006.

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