Numbered CN 1700-1735, they usually operated long 
end first and were assigned solely to Eastern Canada, particularly in the Maritimes at the end. All were 
retired in 1975-1976 and their A-1-A trucks used to 
re-truck many RS-18 locomotives, which then became 
MLW RSC-14 locomotives in the higher 1700-series.

The loco is a 70-Ton locomotive, built in April 1950 by 
General Electric (Ser# 30619) as CN 7804. It was
renumbered CN 1530 in 1954 and renumbered CN 30
in 1956. All are now retired from service.

CN 30 is preserved as an artifact at the CRHA Exporail museum on the south shore of the Montreal Island. View 
a photo of it in the colour it formerly had at:  http://www.rrpicturearchives.net/showPicture.aspx
then one at Exporail: http://www.rrpicturearchives.net/showPicture.aspx

The plows were painted CN orange. The 698 is
preserved at The New Brunswick Railway Museum
in Hillsborough, NB. 

View a photo of the preserved plow at: http://www.rrpicturearchives.net/showPicture.
aspx?id=3557367

It has been totally refurbished inside and out. 

View a series of pictures at: http://cadcpei.com/projects/cn-station-renovation/

MV Abegweit 1977 (Was built 1946 and was in service until 1982) At that time she was renamed MV Abby and was replaced by the (new) MV Abegweit which stayed in service until 1997 when
the new bridge to PEI was open. 
In 1983 she was sold to the Columbia Yacht Club
in Chicago, Illinois where she remains in service
as a yacht club to this day.

At the time of her commissioning, she was the most
powerful icebreaker in the world and also the heaviest
ever built in Canada.

Massey took these pictures while on the Northhumberland Strait between PEI and NB in 1974 It was also owned by
CN Marine. Typically painted black and white, it still 
has the orange stack with the CN white Noodle. The 
stack eventually became repainted blue and white 
with a diffent logo.

From a delapidated condition, it would appear that the area under the bridge has all been converted to green space.
The structures on the bridge once held overhead catenary 
for the Montreal electric locomotives.

The EMD F3 was a 1,500-horsepower (1,100 kW), B-B freight- and passenger-hauling diesel locomotive produced between July 1945 and February 1949 by General Motors, Electro-Motive Division. 

The EMD F7 was a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD).

The EMD F7 was a 1,500 horsepower (1,100 kW) Diesel-electric locomotive produced between February
1949 and December 1953 by the Electro-Motive Division
of General Motors (EMD) and General Motors Diesel (GMD).

The engineer sits on the far side, while the fireman is
the middle and the near seat is for anyone else riding
in the cab. The seats swivel.

Behind the wall to the right is the electrical panel 
and a door to access the engine compartment.

The EMD FP9 was a 1,750 horsepower (1,300 kW), B-B dual-service passenger and freight-hauling diesel locomotive produced between February 1954 and December 1959 by General Motors Electro-Motive Division, and General Motors Diesel. Final assembly was at GM-EMD's La Grange, Illinois plant, except for Canadian orders, which were assembled by Canadian subsidiary GMD at London, Ontario

The locomotive was built as an FP9A by General
Motors in 1957, retired by CN, and transferred to 
VIA in 1978. In 1984, it was rebuilt at the
Montreal Pointe St. Charles shops renumbered 
VIA 6307, based in Montreal and used in passenger
service to Northern Quebec. In 2000, it struck a large
dump truck, which dented its nose and ruptured a fuel
tank. It was repaired, returned to service and finally
retired in 2002; after which it was sold in the US to
the Ohio Central railroad as their OCR 6307. See an awesome shot of the loco in the new livery at http://www.rrpicturearchives.net/showPicture.
aspx?id=629602

* The  train has just cleared the 127 St. underpass
* The view looks northwest
* The large building in the background is the AgHorizons elevator, a division of Cargill.

The locomotive was built as an FP9A by General Motors
(Ser# A1200) in May1957, retired from CN roster and transferred to VIA in 1978. It was then rebuilt by 
CN Pointe St Charles shops for VIA in 1984 and
renumbered to VIA 6309 and  kept in storage during 
the late 1990s before retirement by VIA early in 2001. 
It was then acquired by the Canadian Railway Museum
at the Canadian Railway Museum in Delson/St Constant, south of Montreal. http://www.rrpicturearchives.net/showPicture.aspx?
id=3111696

Rapido Trains Inc. immortalized the CN 6528 in 
HO (220511 with DCC), retailing in the US 
for about $300.

See the 6529 in VIA paint at Toronto's Spadina Yard
(now site of the Skydome)  http://www.railpictures.net/viewphoto
By 2004, the engine had outlived its usefulness and looking fairly grim http://trainiax.net/photos/2005/2005-10-27-expo/photo

It was then donated for preservation to Exporail in St-Constant QC, who are restoring  it to fairly pristine 
VIA 6309, for outside display.
http://en.wikipedia.org/wiki/File:VIA_GM_FP9.jpg

The train left Chicoutimi mid-afternoon and arrived in Montreal late at night. It was a lonely 318 mile ride traversing mostly lakes and forested area for at least 200 miles with the concept of "Bring Your Own Food" (or go without). VIA still serves the area but the rails now end at Jonquiere, a few miles short of Chicoutimi.

The bridge is over Rivière Chicoutimi, which eventually
flows into the Saguenay River from a dam situated 
nearby. In 1996, a major flood devastated most of this
area and the bridge was probably washed away. http://en.wikipedia.org/wiki/Saguenay_Flood

It was built in February 1959 (Ser# 83152), as part of
two orders of two orders in 1958 and 1959 and soldiered mainly on the Montreal-Toronto until becoming 
VIA 6774 and being retired in 1988. The second unit 
is a non-identified  FPB-4 in the CN  6800 series, a lot
of which also became VIA units.

Following retirement, many FP4-4 and FPB-4 
locomotives were given new life on tourist railroads 
across the United States.
Many are still in service today, leading dinner trains
and railroad museum trains.

The event is a "runpast", where passengers detrain and stand trackside into a safe area. The train then backs up 
for a mile or so then roars in front of the crowd with bell 
and whistle sounding for the entire length of the runpast,
with the idea of passengers acquiring photos and videos of the train (usually minus the crowd). 
Due to accident insurance rates and diesel fuel prices 
today, the practice is much rarer now, except for special occasions and short distances.

2301  was sold to Quebec Cartier Mining (Cartier Railway)
in 1976 along with several other M636s.
Renumbered  Cartier 42, it was scrapped it in 2003 at
Port Cartier QC.

This Kodachrome was taken in Windsor ON during
April 1976. Shortly before the unit's retirement.
Unit CN 5050 was retired in 1998.

Both are RS-18's  built by the Montreal Locomotive
Works The roster indicates that 3107 may still be 
active but 3113 was sold by CN to a dealer in 2000.

The SD45 is a six-axle diesel-electric locomotive built by General Motors Electro-Motive Division between December, 1965, and December, 1971. It had an EMD 645E3 twenty-cylinder engine generating 3,600 HP. It had 
the same frame as the EMD SD38, EMD SD39,
EMD SD40, and EMD SDP40.

CN 1650 at Lloydminster AB

The GE, General Electric, C40-8 (Dash 8-40C, C40-8C, or simply Dash 8) is a type of six-axle, 4,000hp diesel locomotive built from 1987 to 1992

The Duluth, Missabe and Iron Range Railway (DM&IR) (reporting mark DMIR) is a railroad operating in northern Minnesota and Wisconsin that hauls iron ore and later taconite to the Great Lakes ports of Duluth and Two Harbors, Minnesota. Control of the railway was acquired 
on May 10, 2004, by the Canadian National Railway (CN) 
when it purchased the assets of Great Lakes Transportation.

An EMD SD38AC is a 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division between June and October 1971. It was basically an SD38 with an AR10 alternating current alternator instead of the SD38's normal direct current generator. It produces 2,000 horsepower (1,500 kW) from a 16-cylinder EMD 645E roots blown prime mover.

SD40, class GF-30d, built 1968 retired April 1998
and sold to the New Brunswick Railway. 
The EMD SD40 is a 6-axle diesel-electric 3000 hp locomotive built by General Motors Electro-Motive
Division between January 1966 and August 1972.

The EMD SD40-2 is a 3,000-horsepower (2,200 kW) C-C diesel-electric locomotive built by EMD from 1972 to 1989.
The SD40-2 was introduced in January 1972 as part of EMD's Dash 2 series, competing against the GE U30C and the MLW M630. 

The GMD SD40-2(W) is a Canadian-market version of the SD40-2 diesel-electric locomotive, built for the Canadian National Railway by the Diesel Division of General Motors of Canada Ltd. (formerly General Motors Diesel) of London, Ontario; 123 were constructed between May 1975 and December 1980.[2] The major difference between the SD40-2(W) and a regular SD40-2 is the fitment of a wide-nose Canadian comfort cab, 

EMD SD50 is a 3,500-horsepower (2,610 kW)
diesel-electric locomotive built by General Motors Electro-Motive Division. It was introduced in 
May 1981 as part of EMD's "50 Series", but prototype SD50S locomotives were built from 1980; production
ceased in January 1986.

The EMD SD60 is a 3,800 horsepower (2,800 kW), 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division. Intended for heavy-duty drag freight or medium-speed freight service. It was introduced in 1984, and production ran until 1995.

The EMD GP38-2 is a four-axle diesel-electric locomotive
of the road-switcher type built by General Motors, Electro-Motive Division. Part of the EMD Dash 2 line, the GP38-2 was an upgraded version of the earlier GP38. 
Power is provided by an EMD 645E 16-cylinder engine, which generates 2000 horsepower

The GP38-2W is a Canadian variant of the GP38-2 and 
a forerunner of todays wide-nose units. It is easily distinguished by its wide-nose Canadian comfort cab. 51
of these locomotives were produced for Canadian 
National Railways during 1973 - 1974.
 

Concord Ont. April 1973

9415 was a GP40-2L(W), class GF-430a, built in 
1974. It became  involved in a collision with a motor
vehicle,, July 1999, while on lease to the St Lawrence 
and Atlantic, along with two other locomotives and 
all three derailed. It was retired 30 September 2002
and scrapped at Woodrest IL in 2004.

The LN& PS, owned and operated by the City of
London Railway Commission
London, Ontario, was originally an all-electric railway. 

In 1955, it ordered its first diesel (L4 Ser# A 831), from General Motors Diesel Division (GMDD), based in 
London.  A second diesel (L5 Ser# 831) was delivered
by GM in 1957. Both were 1310 hp, Model G-12.

When Canadian National took over the L&PS in 
1966, it renumbered the L4 to 991 and the L5 to 
CN 992.

Explore the L&PS and view photos of the L-4/991 at: http://www.trainweb.org/oldtimetrains/radial/lps/gallery.htm

After a few years in Ontario with CN, the 991 and 992
were transferred to Vancouver Island, where they ran
in the Deerholme area, around Duncan
(north of Victoria), hauling lumber products.

These views were taken by a friend of Massey in the 
early 70s and are scans from negatives.

Research indicates that they were then both shipped to Newfoundland.  Because of a difference in rail gauge between the G-12 and the smaller G-8 (due to tight 
curves), they could not operate on rails in that province
but being of similar manufacture, were stripped for 
parts for the G-8s.

In mid-2013, CN started to phase out Sarcee Yard in
favour of a newly-constructed intermodal facility near Conrich, about 2 miles or 3.2 km north of city limits. 
There is strong talk of an LRT line, from downtown to Calgary's southernmost communities now served by
diesel bus. Perhaps in the far future, this spur will form 
part of the right of way from the core, mere minutes 
away, through some part of Sarcee Yard and then south. 

The light on top of the 7078 indicates that it is equipped 
for remote controlled operation by a trackside operator.
CN 7078 was formerly high-nosed CN 4502 before remanufacture to GP9u and CN 1403 was renumbered 
from CN 1061; one of a handful of a Canadian-designed model, still left in yard service across the country.

The GP-9 locomotive (Ser# A1537) was purchased from 
General Motors Diesel Limited in June 1958 and called
"Grande Prairie", following the NAR tradition of naming 
their locomotives.  In 1979, CN bought the Northern
Alberta Railways and integrated NAR 206 into their 
vast Geep fleet as CN 4607 with a new livery.

During overhaul in 1960, CN 4607 was cut at the 
CN Pointe St-Charles shops in Montreal, becoming slug 
CN 261. View two photos of the 261 at http://www.csx606.rrpicturearchives.net/showPicture
.aspx?id=1111061
and 
http://www.csx606.rrpicturearchives.net/showPicture
.aspx?id=1526286

The FM H-12-46 was a light road switcher of Fairbanks-Morse design manufactured exclusively by
the Canadian Locomotive Company from October, 1951-January, 1953 for the Canadian National Railway. 
Only thirty of the 1,200 hp, six-cylinder opposed piston engine locomotives were produced. The units (assigned #7600-#7629) were configured in an A1A-A1A wheel arrangement, mounted atop a pair of three-axle trucks.

The FM H-16-44 was a road switcher produced by Fairbanks-Morse from April 1950 - February 1963. 
The locomotive shared an identical platform and
carbody with
the predecessor Model FM H-15-44 (but not the
FM H-20-44 end cab road switcher which used a 
different carbody and frame and a larger prime
mover), and were equipped with the same eight-cylinder opposed piston 
engine that had been uprated to 1,600 horsepower 
(1,200 kW). The H-16-44 was configured in a B-B
wheel arrangement, mounted atop a pair of two-axle 
AAR 
Type-B road trucks with all axles powered. In late
1950,
the AAR trucks were almost exclusively replaced 
with the same units found on the company's 
"C-liner" locomotives.[1]

GMD-1 locomotive CN 1044 was built in 1959 and
had A1A trucks (3 axles with the center one 
unpowered).  It was rebuilt in 1987,  given BB trucks
(each truck has two powered axles), from retired 
GP9s and renumbered to CN 1144.  The locomotive 
was retired and sold in 1998. Subsequently it was
leased to INCO in Copper Cliff, Ontario from 1999
to early 2001. 

Since the GMD-1 was built in 1959 and the station demolished in 1960, we have to date the photo to
that period.

The GMD GMD1 was a diesel locomotive produced by
General Motors Diesel (GMD),the Canadian subsidiary
of General Motors Electro-Motive Division, between
August 1958 and April 1960. This switcher locomotive was
powered by a 12-cylinder EMD 567C diesel engine,
capable of producing 1,200 horsepower. 

1163 was reconverted to a three-wheeled truck
(A-1-A) and renumbered 1063 in 1999, 1171 was
retired in 2000.

Like many of the GMD1u model, this one has been 
retired and replaced by remanufactured GP9 locos.
Sarcee Yard has started to see a decrease in traffic, 
as the railway is building a new state-of-the-art 
intermodal facility near Conrich, north of Calgary

A detailed Q&A of the pros and cons of the move at http://www.cn.ca/en/calgary-logistics-park-faq.htm

Built in 1958-1959 as CN 1913, GMD1 1402 is still 
in operation, according to the latest Canadian Narional
Historical Association roster. 

In road service GMD1s usually ran long end first, 
a holdover from the steam era days.

A total of 287 were built for Canadian National and
Canadian Pacific,  operating in their yards and light rail branch lines for many years.
RS stands for Road Switcher, usually fitted with larger fuel tanks and different trucks than their brothers, the SW1200.

After retirement from CN and CP, many of these units
found new life as industrial plant switchers in Canada or elsewhere. 1256 was sold to Eurocan Pulp & Paper in
Kitimat BC, retaining its number there.
(The Eurocan Pulp & paper plant was closed January 31, 2010 by the parent company, when the loco again came
up for disposal).

CN 8504 in the Montreal area in the mid-70s, probably 
on the way to their Taschereau Yard.

 It was built by Montreal Locomotive Works (Alco) in 
1959, as part of Order 4112 which encompassed 23 locomotives (8500-8522) in Class MS-10q (for Montreal Switcher 1000hp) S-13 locomotives.

In 1985, the locomotive was rebuilt as  an S-13u, Class 
410b locomotive and renumbered CN 8709, before being retired in August 1997 and transferred to rail dealer
Canac http://www.canac.com/ in Montreal, as CANX
8709 for disposal. View 8709 in action at http://www.rrpicturearchives.net/showPicture
and as CANX 8709 in 2003 at http://www.rrpicturearchives.net/showPicture

For all you steam fans, this page is a must

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