VIA service ended on the transcontinental service through Calgary in January 1990 and RMV seized upon the occasion to run a luxury train between Vancouver and Calgary/Banff both ways and haven't looked back since. 

It operated in the US, after being built in August 
1968 by General Motors (Ser # 34291), and its 
first owner was Penn Central (PC 3114), then 
Conrail (CR 3114). Its next owner was the Missouri-Kansas Railroad (MKT 239). 
The loco was then sold to the Union Pacific 
Railroad (UP 9956/675), before being disposed to dealer National Railway Equipment (NRE 9956). 
Prior to service on the Rocky Mountaineer the
loco was   rebuilt in Capreol, Ontario from a 
GP40 to a GP40-2.

Most of the Pennsy units were painted in "
Brunswick Green" (Black with just a drop of green).
From research in the roster, it appears that the B unit
was given the same number as its A (leading) unit,  with
the B designation.
Also that Brunswick green was for mosly for freight, with  passenger units being  tuscan red or plain red, depending
upon  the train's importance. It all varied.
"As delivered", Pennsy units were Brunswick Green 
with 5 gold stripes.

The apparatus on the rooftop of the 9774 is an early
Trainphone induction radio antenna setup. 
These antennae were removed after the installation of a Motorola radio system  in the leading unit.
See a calendar colour photo in Brunswick Green, stripes
and installed antennae at  http://www.rrmuseumpa.org/about/roster/
5901tellerpainting.htm

In 1968, Pennsylvania Railroad (PRR) merged with
New York Central Railroad (NYC) to become Penn Central Transportation, which in turn morphed into Conrail.(CR)
in the mid-70s
Conrail broke up into other entities in the 1990s.

The 513, built in 1978 by the Diesel Division of General Motors in London Ontario (Ser# A3498),
was sold to Amtrak in 1990 and became their 413.

The locomotive was built as an F59PH by the General 
Motors Diesel Division (GMDD), London Ontario in
1990 (Ser# A4918).

After service with GO Transit in Southern Ontario, it was retired in 2011 to the Agence Métropolitaine de Transport
and renumbered AMXX 1346 to operate in the Montreal
area (according to some online pictures of this series, 
still in GO livery). With the advent of newer model locomotives on the AMT roster, the locomotive and others 
in the 1340-series were in Pittsburg in 2013, ready for
resale.
http://www.rrpicturearchives.net/showPicture.aspx
?id=3496361

Here, we see the two GO units resting on the east side 
of the Calgary downtown station, around December 
1991. In 2008, yet another study now  considered the
Bombardier high speed train and tried one of the units 
but nothing came about because the cost does not justify 
the load at around
$65 one-way. http://www.transportation.alberta.ca/Content
/publications/production/AIT_Market_Assessment_Full_
Rpt_02-2008_FINAL_rev.pdf

In years past, an RDC provided the service but it was discontinued by VIA fo
r lack of ridership and many accidents, along well over 
100 crossings along the 183 miles/295 km corridor, in use
for 90 years in passenger service between the two cities,
by the CPR and then VIA, up to about 1985. Conventional equipment at speed, takes about 3 hours. In 2014, the 
project was placed on hold yet again.

APCUs (called NPCU - Non-Powered Control Unit in the 
US) only supplied Head End Power (electricity) for the coaches without the tractive effort; the work was actually being done by the locomotive at the other end, in a
push-pull operation. In 1977, the common locomotive
model used at the other end, was the GP40TC, shown elsewhere in this page.

Born  Ontario Northland 1911, it was sold to GO who numbered it 9864, then 906.     The 906 and other
APCUs were scrapped in 1995.

Read about GO Transit 900-911 at: http://www.cptdb.ca/wiki/index.php?title=GO_Transit
_900-911 (a picture of the 906 is missing from that
page but we have it!). Also  about the GP40TC at: http://transit.toronto.on.ca/gotransit/2502.shtml

The GP40 unit was built by the Electromotive 
Division of General Motors in the US, September 
1958 ((Ser#34310), for the Penn Central Railroad
3133. Penn Central then became Conrail, and the
loco carried the same number. Next, it moved to 
the Missouri–Kansas-Texas Railroad and became MKT 243.

Its next owner was the Union Pacific Railroad, as
UP 9960, then 678. Near the end of its working life
by now, it was sold to the National Railroad 
Equipment, a large scale locomotive dealer in the
US as their 9960. They rebuilt it as a GP40-2 and resold it across the border to the Rocky Mountain Railway, where it operated on the Vancouver-Calgary/Vancouver Jasper, before
newer locomotives replaced it. Repainted in the Whistler Mountaineer scheme, it then operated between North Vancouver and Whistler BC.

Replaced by newer locomotives, it formerly operated 
between North Vancouver and Whistler BC on what is called today 
"Whistler Sea to Sky Climb", a three and a half hour trip, journey
through scenic Howe Sound and the Cheakamus Canyon.

http://www.rockymountaineer.com/en_CA_AB/routes
_and_packages/whistler_route/sea_to_sky

An HO replica of RMRX 8018 in this paint scheme is 
available as a Rocky Mountain souvenir http://merchandise.rockymountaineer.com/Rocky-
Mountaineer-Whistler-Model-HO

It was built in July 1953 (ser# A526) by the Diesel
Division of General Motors in London Ontario (GMDD) 
as an FP7 with a steam generator, able to lead a passenger
train in winter. Its normal field of operation was between 
North Bay  and Moosenee
ON, sometimes pulling the Polar Bear Express to Moosenee, 
as there are no roads into the town
about 12 miles (19km) south of James Bay.

The 1515 was retired in 1984 and scrapped in 1988. 
View it in its late paint scheme and now almost 
derelict at: http://www.rrpicturearchives.net/showPicture.aspx?id=
2927015

In the back of the train is CN locomotive 5107, displayed
beside the Ron Morel Memorial Museum http://mci390.wix.com/ron-morel-museum#!locomotive
The locomotive is featured in these pages.

The EMD FP7 was a 1,500 horsepower dual-service
passenger and freight-hauling diesel locomotive
produced between June 1949 and December 1953 
by General Motors' Electro-Motive Division and
General Motors Diesel. 
 

The locomotive was the former CP 4040 built by 
GM in 1951 (ser#A244) before being renumbered 
to CP1433 
in 1955 where it operated on The Canadian and 
subsequently back to CP 4040 in 1960. http://trainweb.org/galt-stn/cproster/locomotive/
4000s/cp4040.htm

It was sold to the Montreal Urban Transportation 
Commission (which became AMT) in 1982 and was renumbered AMT 1306 
in 1983. 

Following its service with AMT, 1306 then received 
a special paint scheme for a seasonal tourist train 
called 
"Le Riverain (loosely translated the Riverside) http://www.northeast.railfan.net/riverain.html . 
View it in this paint at: http://www.railpictures.net/showphotos.php?road
_number=AMT%201306

Finally, 1306 was sold in the US to the Michigan
Air Line as a dinner train locomotive but the
railroad went under. 
See the loco, now a wreck in Columbus OH at http://www.flickr.com/photos/8854749@N03/566
2443468/ 
and http://www.rrpicturearchives.net/showPicture.
aspx?id=2839609

This view shows the 1306 on the Montreal waterfront,
before the beginning of service in June 2000. At the 
opposite end is AMT 1301 in a similar paint scheme. 
The cars are GO Transit 1080, 1091 and 1101. The
Jacques Cartier Bridge in the background links the
Island of Montreal to the South Shore.

In 2002, AMT 1306 was sold into the US for use on 
the Michigan Air Line as a dinner train. The company 
went under and the loco wound up in Ohio with the The Wellsboro & Corning Railroad (WCOR). The 1301
meanwhile was kept in the province and used as a 
tourist train along the south shore of St Lawrence River
on the Chemin de Fer de Chaudière-Appalaches, since
gone under also.

See the WCOR 1306, in pitiful condition at Columbus 
OH http://www.flickr.com/photos/8854749@
N03/5662443468/

Due to being a scan from a colour negative, the date
was lost but it's presumed to be around 1970; before discontinuation on April 30, 1971, when Amtrak 
declined to retain the New York-Montreal trains, 
and the Laurentian made its last run. 

When Amtrak took over most rail passenger service,
the D&H trains were not included, and the PA's were 
out of work. Two (17 & 19) were traded to GE. After 
Hurricane Agnes in 1972, the new D&H management requested them back from GE and they were
refurbished, repainted and ran as The Adirondack for Amtrak but  on a slightly different circuit than before 
and now also known as model PA-4. 

Eventually, the PA locomotives were sold to Mexico
where they were very severely abused. One (D&H 16) 
was rescued and brought back to the US for display. 
The rest are now presumed scrapped. 

Even though the Aerotrain was never used by a Canadian Railway it was brought to Canada and demonstrated as shown here in Toronto in 1957.
Because of this and it's uniqueness I decided to 
show it on these pages.

""MOQ", short for "Maritimes-Ontario-Quebec" was a strange road-railer which operated briefly over the CN around Montreal in 1993 and 1994. 

It consisted of a cab which resembled an LRC cab, a "power cube", and a highway trailer with road-railer style trucks. 

It had a very short career on the CN main line from Montreal to Toronto, and then was sent to Quebec City to haul woodchips from Donnacona to St.Felicien. 

From there, it vanished into history. Does anyone know how long it operated in northern Quebec, and what was its final fate?"

http://www.railpictures.net/viewphoto.php?id=317978
http://www.flickr.com/photos/65456406@N06/6038488682/

HATX 803 is a GP 40, built in February 1967 by General Motors (Ser# 32963). It first saw service on the Seaboard Airline (on the US southeast coast) as SAL 650. SAL
became Seaboard Coast Line and the engine was renumbered to SCL 1565. SCL became the Seaboard 
System and the loco was renumbered SBD 6720, prior
to being absorbed into the Chessie System   http://en.wikipedia.org/wiki/Chessie_System as their
CSX 6720 before being sold to Helm Leasing for 
rental to various railroads.

Its companion, HATX 805 also had a checkered history. 
Built in May 1970 by GM (Ser#35899), it started service 
as SCL 1598 and then was renumbered SBD 6753, before becoming CSX 6753 in the Chessie System and eventually sold to Helm Leasing. 

Prior to leasing to the Rocky Mountaineer, Helm rebuilt 
both GP40 locos to GP40-3 and they were used between Calgary and Vancouver during May to October each year, before RMRX acquired newer and bigger locomotives and returned them to Helm. 

View a picture of both (still in RMRX livery) in 2007 at: http://www.rrpicturearchives.net/showPicture.aspx?id
=759374

The locomotive was built by General Motors in June
1966 (Ser#A2169) and acquired as CN 4006, a GP40,
class 
GR-430a. In 1983, it bore the number CN 9306, before 
being retired June 1998 and sold to RaiLink for use in
Alberta. After RailLink ceased to exist, it was repainted
in the RailAmerica scheme in May 2000, renumbered
4096 and lettered for Mackenzie Northern Railway http://en.wikipedia.org/wiki/Mackenzie
_Northern_Railway.

Following use on the Lakeland and Waterways Railway,
another RailAmerica subsidiary in far northern Alberta ,
RLK 4096 was then transferred to yet another  RA
subsidiary in Southern Ontario, hauling salt, grain and 
automotive parts around the area where apparently, it
probably still operates today. There are many on-line 
views of the RLK 4096. One of them is at 
Georgetown ON: http://www.rrpicturearchives.net/showPicture.aspx
?id=146188

CP 1600 in the back, also had a varied life. Shown on the
CP Sub at 
http://yourrailwaypictures.com/OldDiesels/
index-CP_Freight.html
the GP9u was rebuilt as a “Green Goat” CP 1700;  then traded or sold to Amtrak as ATK 599; before being returned to Rail Technologies and becoming their 
RPRX 2406 demonstrator. All the links are on 
my other page.

The GE C40-8 is a 6-axle diesel-electric locomotive built 
by GE Transportation Systems between 1987 and 1992.
It is part of the GE Dash 8 Series of freight locomotives, 
and its wheel arrangement is of a C-C type.
This locomotive model is often referred to as a Dash 8-40S 
or simply "Dash 8". "Dash 8" in general refers to the electrical control series, "Dash" being a carryover from 
the older syntax of C40-8. The "40" refers to the
baseline horsepower rating (4,000 hp or 3,000 kW) of 
the unit, although some units may be re-rated to 
4,100 hp (3,100 kW)

The GE C40-8 is a 6-axle diesel-electric locomotive built
by GE Transportation Systems between 1987 and 1992.

The Battle River Railway is a farmer owned railway 
used to haul grain. The line was bought from the CN
after they had no use for it. The line extends from 
Camrose to Alliance. It operates on it’s own schedule, 
& has two ex CN locomotives (5251 & 5353) SD 40-2W’s Their traffic has expanded recently, & they now
haul oil cars as well as grain.

While the 25 is an low nose RS-18, the 26 and 27
are the only two M-420TR locomotives of this type ever built, featuring Hi-Ad trucks, later used in many CN and 
CP road locomotives. Other M420s (not the TR model)
were built and started the trend to the Canadian Comfort Cab, very familiar today.
All 3 locomotives were sold in 2000, as the RSR started 
to switch to into General Motors locomotives.

This photo was taken circa 198(basically behind Canadian Forces Base Bagotville QC), at the top end of a very long and steep horseshoe curve inbound to the La Baie, the RS teerminal.
Action on the horseshoe curve outbound is a sight to 
behold when full loads, pulled by at least 3 locomotives, sometimes more depending upon the load. View the 
curve at: "La Baie" on Google Earth.
The RS roster and other pertinent detail at: http://www.trainweb.org/rosters/RS.html

The unit is a GP7u (ser#14576) was manufactured by the Electromotive Division of General Motors (EMD) in 1951. Unit 4302 was first used in the US on the Pittsburg & Lake Erie Railroad as PLE 5679 and acquired by the CWR in
1986 after a couple of owners. Its next stop was north on 
the Mackenzie Northern Railway (4302) in 1998, where it was finally retired in 2000.

Unit 7438 in the back is a GP9 built in April 1957 (Ser#A1083) and part of the New York Central (6038), 
Penn Central, then Conrail (7438) before being acquired by the CWR in 1985. It was sold or scrapped in 2006.

SL&H is a CP subsidiary operating mainly in  Eastern US.
http://en.wikipedia.org/wiki/St._Lawrence_
and_Hudson_Railway

Beginning in 1993, Canadian Pacific Railway (CPR) announced its intention to abandon or sell its entire 
Canadian Atlantic Railway (CAR) subsidiary which 
operated routes in eastern Quebec, Maine, New Brunswick and Nova Scotia.
In early January 1995 the eastern portion of the CAR mainline from Saint John, New Brunswick to Brownville Junction, Maine was sold to industrial conglomerate J.D. Irving Limited (JDI) which created the New Brunswick Southern Railway (NBSR) and Eastern Maine Railway as subsidiaries. 
Also in early January 1995, the western portion of the CAR
(Canadian Atlantic Railway) mainline from Brownville Junction to Lennoxville, Quebec saw operation transferred
to the Canadian American Railroad (CDAC) which was a joint venture of Iron Road Railways and Fieldcrest Cannon Inc.

During the early 1990s, SOO 6450 received the
"Proud to Be Part of CP Rail System" decal under the
road number on the hood - the only SD40 to receive this application. It can still be seen here in small letters 
beside the large SOO logo 

At the end of its working life, 6450 was delivered to 
Mandak Metals in Selkirk, Man. for scrapping on 
May 30, 2004.

All three GP7s have been scrapped, except for 167,
which was rebuilt and renumbered by new owner 
Wisconsin Central to WC 1508, before being scrapped. 
View the 1508 with a chopped nose at: http://www.flickr.com/photos/53192745

Algoma Central Railway and Wisconsin Central are
now totally owned by CN.

The locomotive was built as built in May 1956 by 
General Motors a GP9 (Ser#21450) and assigned
to the Grand Trunk Western (a CN subsidiary) as
GT 1769. It was renumbered to GT 4443 in 1956 
and later transferred to Central Vermont (another 
CN subsidiary) as CV 4443 in July 1963. In March 
1989, it was rebuilt in Battle Creek Michigan as 
GT 4600 and retired in 2003.

Its next companion CN 5550 is a GP-38-2, built by 
General Motors in the early 70s. It was rebuilt in 
1978 and renumbered CN 7518, its number having
been assigned to a newer lo CN locomotive.
Currently, CN 7518 is still active as a "Mother unit"
to CN “slugs” (power units) on yard and hump duties.
View a picture of her at Edmonton’s Walker Yard at: http://www.rrpicturearchives.net/showPicture.aspx
?id=2872462

NJR only had 2 diesel locomotives shown here, the 4050
and the 4051. While the 4051 in front was painted in the 
blue and grey D&H colours, the 4051 stayed in basic black.
Both were Alco RS2 locomotives built in 1950 by the
American Locomotive Corporation (Alco).

In 1971, D&H merged the NJR back into one entity.
No longer needed, both locomotives were then traded to Montreal Locomotive Works (an Alco subsidiary) by the
D&H. It appears from research that they were eventually 
sold to Cuba. 

This view  taken around 1972, shows both locomotives
beside the MLW building in east-central Montreal, 
during the early-70s. The building has since been razed. http://wikimapia.org/23088473/Montreal-Locomotive
-Works-Site 
 

Like all the locomotives on its roster up to about the early 90s, Roberval Saguenay Railway motive power was  built
by either ALCO or their Canadian subsidiary Montreal Locomotive Works. The #24 was built as a Model RS-18 
by Montreal Locomotive Works in April 1960
(Ser # 83278) and spent its entire life on the RSR, 
before being sold to a local metals dealer for either
sale or scrap in 2000. 

72-360 it was built by the American Locomotive
Company (ALCO) in June 1943 (Ser 70218) and came
new to the Aluminum Company of Canada as their #60, subsequently renumbered to 72-360. It was one of their
first diesel locomotives.

Getting on in years, the S-2 loco was mainly used 
for in-plant switching, before being scrapped in 
January 1978. 

All except RSR 32 are model C-420 formerly of the 
Long Island Railroad in the US. RSR 32 is an RS-11 formerly with the Southern Pacific Railroad. All are 
now retired.

While the area appears wild, it is just about a
half-mile behind the married quarters at Canadian
Forces Base Bagotville QC and the rock in the 
foreground has been known by local airforce kids as 
"old Baldy". 
 

The area, which dates back to around 1850, is a
deep water port, allowing ocean going ships to load 
and unload material. In former days, pulp and paper 
from the mill around Chicoutimi (now Saguenay) was
the main staple. Now, ships bring in bauxite, which the aluminum ore from all over the world and it is taken by
the Roberval Saguenay Railway to the Rio Tinto plants
in the area for processing. Bauxite powder coats
everything around, including the inside of the RSR
locos with the rusty colour seen here. 

RSR 32 is an ALCO RS-11, formerly with the 
Southern Pacific Railroad (5866, then 2931) was
retired around 1988, when Alcan switched to GM 
power. RS 31, still in the older paint scheme, is an
ALCO RS-3 from the Reading Railroad (#492) and it returned to the States after retirement from the RSR.

Alcan (now Rio Tinto Alcan) bought used ALCO
power until the mid-1980s, when they switched to
General Electric, then to General Motors diesels, 
lately the GP38-2 model, the latest rebuilt from
CN 4000 series GP-40s. 

This photo was taken by a friend of Massey.

The prime purpose of the RSR is to haul bauxite 
from the Grande Baie deep sea port to the Alcan 
plant (now Rio Tinto) at Arvida QC for refining.
Bauxite is aluminum ore and colours everything 
to a pinkish shade here.

Roberval Saguenay sold all their Alco locomotives
around 2000 and now operates mostly with rebuilt
GP38-3 locos. The caboose in back is probably 
their # 15.

RS 28 is the former Delaware & Hudson 4129, while
RS 29 has the frame from ex-D&H 4117 and the body
from ex-D&H 4097. 

Upon retirement, RS28 went to Buffalo Southern 
Railroad (BSOR 28) http://www.rrpicturearchives.net/showPicture.aspx
?id=845677 and RS29 became New York Susquehanna
& Western
as their NYSW 104 http://www.rrpicturearchives.net/showPicture.
aspx?id=1032409

"RS" stands for Road Switcher. These locomotives
were either used within industrial yards as as plant 
switcher or sent on light duty runs Until they were sold,
URS operated these locomotive in lease service for
railways who were short of power.

This was the last locomotive to operate on the The
Salem and Hillsboro Railroad. The railway closed in
2006 after a fire set by arsons. This fire destroyed much 
of the equipment including the priced CPR 29 steam locomotive.

There were only 2 of these built by MLW:
The 26 and 27.
They were owned by Roberval Saguenay, an Alcan railway arm, operating 135 mile north of Quebec City.
This locomotive is carrying an acid load to the Alcan plant in Alma QC in the winter of 1978

This SW8 unit was built by the General Motors 
Diesel Division (GMDD) in London, ON  in 
December 1951 (Ser # A297). It was subsequently
renumbered WC 900, when the Wisconsin Central 
acquired the ACR.  The SW* is solely designed to
be a yard engine and cannot be coupled to any other 
diesel unit. These switchers had the stack shortened
and fitted with a spark arrestor, which is the balloon 
on top. It's also fitted with a winterization cab
(projection out of the cab window).

View it in decrepit condition at: http://trainweb.org/algoma/Images/Engines/140_
then as ISLX 900 in the red and yellow Chicago 
Terminal Railroad livery more than 50 years later,
at: http://www.rrpicturearchives.net/showPicture.aspx
A more superb picture of the loco is at: http://www.rrpicturearchives.net/showPicture.aspx?
If you are curious of what it looked like in between: http://www.rrpicturearchives.net/showPicture

The 104 was built by General Motors in February 
1954. (Ser# A611) and acquired new by the ETL.
It was sold to Cargill in Bloomingburg Ohio in 1999
and its number reused for another ETL locomotive
(known in railfan lingo as the "Second 104" or 104:2. 

View the ETL 104 in its later paint with a bold logo at:  http://www.rrpicturearchives.net/showPicture.aspx?

The Essex terminal was founded in 1902 as a western connection of the GTR (present-day CN) to factories
in the eastern end of Windsor ON. Construction of the
line took place between 1902 and 1918. During WWII
the trains hauled military and industrial equipment (i.e.
Bren Gun carriers, and trucks) from Ford Windsor
and other industries, to interchanges with C.N.,
C.P. N.Y.C., P.M., and Wabash Railways. 

Due to heavy development along much of the mainline,
Essex Terminal runs its trains at a maximum of
12 MPH (20 km/h) in the city, and 20 MPH
(30 km/h) in the county.  http://en.wikipedia.org/wiki/Essex_Terminal_Railway

For all you steam fans, this page is a must

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