tag:blogger.com,1999:blog-64630258416306215522024-03-18T20:48:57.486-07:00Rymal Station in HO ScaleA Mid-Size HO Layout & Other Railway RamblingsUnknownnoreply@blogger.comBlogger133125tag:blogger.com,1999:blog-6463025841630621552.post-47635107033589995952022-02-12T18:30:00.001-08:002022-04-29T19:16:40.059-07:00CN Stuart Yard – GMD GP40’s<p> </p><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span lang="EN-GB" style="font-size: 14pt; font-weight: normal; mso-bidi-font-family: Arial; mso-bidi-font-weight: bold;">Canadian National’s 1.33 dozen GP40’s have long been
my favourite gaggle of locomotives. Delivered in two groups (4002 – 4011 in
May/June 1966 followed by 4012 – 4017 in October 1967), the 3,000 HP units were
CN’s second foray into so called ‘Second Generation’ motive power following a
GP35 twosome (4000/4001 delivered 8/1964). The only GMD/Canadian built
GP40’s, the units were distinctive due to their below walkway split air tanks. Of note, two class
members (4006 & 4013) would serve as test beds in the creation of Positive
Traction Control (PTC). Following preliminary development work in the mid
1960’s, in 1971 the GP40 Guinea Pigs were rewired for over the road testing.
Successful, the duo paved the way for some two hundred and seventy-eight follow
up ‘Comfort Cab’ GP40-2’s. Aside from No. 4011, retired due to a wreck while on
a lease to the Louisville and Nashville Railroad in 1978, the balance of the
GP40 fleet would serve CN for more than three decades in a variety of roles,
including passenger service. The last two delivered (4016/4017) were re-geared
to 89 MPH operation in 1972 and would pinch hit on occasion in both commuter service
while on lease to GO Transit as well as inter-city service for CN; subsequently
VIA, following its formation. The fifteen GP40’s would be renumbered into the
9300 series in 1981 and several would find new homes with new owners following
retirement.</span><span lang="EN-GB" style="font-size: 14pt; font-weight: normal; mso-bidi-font-family: Arial; mso-bidi-font-weight: bold;"> (Information source: Canadian National Railways
Diesel Locomotives Volume Two)<o:p></o:p></span></p><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"></p><div style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEhClWMWk2YL5SV-zBmQXWxxTfw_cR7cZFCn9ATe49o-h_1IjorygzXFxMgIseC3qotQ54U5WQsHxvCZUPbJRdLQKjBodOU2TbpYbKB4NaqT_Fb0IonIFLwKDmWkxBGgtbPqlrfz5jB3O2BfldleznwSJiz1hsdFvNIZqFfa2aldBnxGy6cGRL4A4eMv=s1600"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/a/AVvXsEhClWMWk2YL5SV-zBmQXWxxTfw_cR7cZFCn9ATe49o-h_1IjorygzXFxMgIseC3qotQ54U5WQsHxvCZUPbJRdLQKjBodOU2TbpYbKB4NaqT_Fb0IonIFLwKDmWkxBGgtbPqlrfz5jB3O2BfldleznwSJiz1hsdFvNIZqFfa2aldBnxGy6cGRL4A4eMv=w640-h426" width="640" /></a></div><p></p><div style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN
9312 emerged from GMD London in October of 1967 as CN 4012. Retired in 1995 the
unit would be rebuilt into a GP38-2 equivalent and acquired by the Roberval and
Saguenay Railway as RS 60. Note the lack of a dynamic brake fan. Most of the CN
GP40’s had their dynamic brake function disabled with the fan blanked off or
simply disabled.</span></span></div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td class="tr-caption" style="text-align: center;"></td></tr></tbody></table><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEj8lveCQaQLn9ZEPZdkkKBXB7VgHq25pw2CmhmYYmL2VwPbUqE9cfAkARIaXvIwDCBqcVWQlOPH3dH-DL5DroSmVS1MpTCVZA8JV0K8Yss-roZEJMvjlh6V_xZkhAWLc8CtpcE36TfJRSE0uxhmXJj65Qt6Hu9Ys0XM6KfFRHpDHMzPWqHvXQ1iXB3G=s1600" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/a/AVvXsEj8lveCQaQLn9ZEPZdkkKBXB7VgHq25pw2CmhmYYmL2VwPbUqE9cfAkARIaXvIwDCBqcVWQlOPH3dH-DL5DroSmVS1MpTCVZA8JV0K8Yss-roZEJMvjlh6V_xZkhAWLc8CtpcE36TfJRSE0uxhmXJj65Qt6Hu9Ys0XM6KfFRHpDHMzPWqHvXQ1iXB3G=w640-h426" width="640" /></a></div><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEge3rVFmwzmsJM4m514XMMLhv_7bYni8Akgpkt1CW00h_-k5Aei240rGn625cK5nZAPlpXecU0QNxhqD-rLBPuGxPg11QtFRylZ43QhxHbTjRRmqNSzLnUzUezbD05PXODpH6AA0-Q1mkHRJU5XEebG1745ZXBbmGD-gHc46LdYnYa0u0358Sd83Mdn=s1600" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/a/AVvXsEge3rVFmwzmsJM4m514XMMLhv_7bYni8Akgpkt1CW00h_-k5Aei240rGn625cK5nZAPlpXecU0QNxhqD-rLBPuGxPg11QtFRylZ43QhxHbTjRRmqNSzLnUzUezbD05PXODpH6AA0-Q1mkHRJU5XEebG1745ZXBbmGD-gHc46LdYnYa0u0358Sd83Mdn=w640-h426" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><div style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN
9313 was constructed as CN 4013 by GMD London in October of 1967. Retired in November
of 1996, similar to CN 9312, the unit would be rebuilt into a GP38-2 equivalent
and acquired by the Roberval and Saguenay Railway as RS 66. Note the in front
of rear fan relocated horns and added pilot mounted deck ditch lights. Note
also the lower height center radiator fan.</span></span></div></td></tr></tbody></table><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEhM2RT5NOkVytDM4K32rsr0cp6CQI9WpCkw13KZsNpDzNi9StdSnFPzjB5oBtNGaXSDbv3hmCNvJMrDpoDFjnzqM9Ssx-HP6eqt8Ty_kUuCEtm8u_u8WC4hQ3RqdRiQlkROBGWyrqGbvkKMqssacqdh_VmJsJyMv6WTttjhXW8ww5pTfadA04t59IvC=s1600" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1066" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/a/AVvXsEhM2RT5NOkVytDM4K32rsr0cp6CQI9WpCkw13KZsNpDzNi9StdSnFPzjB5oBtNGaXSDbv3hmCNvJMrDpoDFjnzqM9Ssx-HP6eqt8Ty_kUuCEtm8u_u8WC4hQ3RqdRiQlkROBGWyrqGbvkKMqssacqdh_VmJsJyMv6WTttjhXW8ww5pTfadA04t59IvC=w640-h426" width="640" /></a></div><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEi9UEJ6dzjb5hcfYiwSyVVQhGFHdNshJP9IcjV83HKNBe7kTCUODxKloLjIHhJrTrxLSg8up-pn5pZv04sN7AFsA4Yt_XyQ8iubXOqoAxqZ1PjfRvUMZqoi0VQeyPuO-kAO6iDOu0LBahuSfTXoOVMbUF3F79BdRNQZXn75SC1Aq-Poh3j0_SioXLsb=s1600" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/a/AVvXsEi9UEJ6dzjb5hcfYiwSyVVQhGFHdNshJP9IcjV83HKNBe7kTCUODxKloLjIHhJrTrxLSg8up-pn5pZv04sN7AFsA4Yt_XyQ8iubXOqoAxqZ1PjfRvUMZqoi0VQeyPuO-kAO6iDOu0LBahuSfTXoOVMbUF3F79BdRNQZXn75SC1Aq-Poh3j0_SioXLsb=w640-h426" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><div style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN
9316 was constructed by GMD London as CN 4016 in October of 1967. Also retired in
November of 1996, similar to CN 9312/CN 9313, the unit would be rebuilt into a
GP38-2 equivalent and acquired by the Roberval and Saguenay Railway as RS 65.
Note the original horns location and lack of dynamic brake fan. Note also the
lower height center radiator fan.</span></span></div></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/a/AVvXsEivahy0hSqVC5iOB3n0EN5UOgXGqkFezbQpb6795Fqq8mwnRuyxCZOS2lYysOlOQbJxOeQBBmFgoyvl0nDVsQoPGi4O8fiCT2Prp0hphKnX70SEuEePHPsMp_TCEUnIA4IkZqRMF_5p3jfZF12DWV3Dosr17dLUpysV4XWyrPBQBJepc3Hfuq1QOaK7=s1600" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/a/AVvXsEivahy0hSqVC5iOB3n0EN5UOgXGqkFezbQpb6795Fqq8mwnRuyxCZOS2lYysOlOQbJxOeQBBmFgoyvl0nDVsQoPGi4O8fiCT2Prp0hphKnX70SEuEePHPsMp_TCEUnIA4IkZqRMF_5p3jfZF12DWV3Dosr17dLUpysV4XWyrPBQBJepc3Hfuq1QOaK7=w640-h426" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><div style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN
9317 was the last GP40 to be constructed by GMD London in October of 1967,
delivered as CN 4017. The Canadian unit would leave the roster in December of
1996, and travel stateside to become UP 2384, UP 884, and subsequently GMTX
2103. Aside from paint, virtually unchanged since manufacture. Note that while the
dynamic brake fan is still in place, the outboard radiator fans have been
exchanged.</span></span></div></td></tr></tbody></table><br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-56857077728463288532021-11-05T17:40:00.000-07:002021-11-05T17:40:54.640-07:00CN Rymal Pt. 18 Stone Church Road Overpass<p style="text-align: justify;"><span style="font-family: arial; font-size: large;"><span face="Arial, "sans-serif"">After the long, slow climb up
the face of the escarpment in Hamilton</span>, a triple header propelled extra is shown crossing
over Stone Church Road. Trailing Mogul 902 is sister 924 and Mikado 3708. No
date indicated. No. 902 was the first of 25 E-10-a's constructed by CLC
Kingston in 1910 as GTR 1000. Renumbered CNR 80 in October of 1951, the
diminutive steamer would meet her maker at the London Reclamation yard in
September of 1957. No. 924, as No. 94, would succumb in London in 1955. No. 3708 is from a group of forty S-3-a Mikado’s
(GTR 440 – 479) constructed by Alco Schenectady in 1918. Upon amalgamation GTR
448 would become GTW 3708. According to Don McQueen’s 2013 chronicle ‘CANADIAN NATONAL
STEAM!’, No. 3708 would be transferred to Canadian National in December of 1943,
never to return stateside. To make room number wise for incoming replacement
diesels, she would be renumbered GTW 4050 in April of 1958 and stricken from
the roster eight months later. Most likely, No. 3708 was providing helper
service. If so, she would be cut off at Glanford as the bridge in Caledonia
would not be reinforced until 1953 (by which time 902 would be renumbered 80).
The Moguls do not appear to be working very hard. This is due to the fact that the
extra is at the bottom of a descending grade on the Hamilton higher ground. For
a steam era view of the bridge from the opposite side see page 59 of Ian
Wilson’s marvelous time piece ‘STEAM ECHOS OF HAMILTON’. As previously
documented, transport truck collision damage to the bridge span in 1987 lead to
its removal and the end of southbound service from Hamilton.</span></p><p style="text-align: justify;"></p><div style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSHfY6Oz7bEyvzGTfQSCriyUq45He8CWthJi8MxlQ0yZaN4FW8B_QxawRH9_QnG55e4qBnr32rcJ1rOzTNZZbcS9Zrjun-VPmjNM5yx8-ECrkepo58jGXZqQ1d0MfN-ONPFLxG0gZpj_Q/s1600/cnr902+924+3708+Rymalpatgeo01a_1.JPG" imageanchor="1"><img border="0" data-original-height="965" data-original-width="1600" height="386" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhSHfY6Oz7bEyvzGTfQSCriyUq45He8CWthJi8MxlQ0yZaN4FW8B_QxawRH9_QnG55e4qBnr32rcJ1rOzTNZZbcS9Zrjun-VPmjNM5yx8-ECrkepo58jGXZqQ1d0MfN-ONPFLxG0gZpj_Q/w640-h386/cnr902+924+3708+Rymalpatgeo01a_1.JPG" width="640" /></a></div><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbfoXbWeFUzJabvWWcYekDtfAabioSp6bvy4dQmiNTvLf8kcVRq9p1E2Dni0ut23l7m1_p3qMpA3Kw1gYwp5k_rLQXIQ0mQRXekshhzYIvvasG2zmnfJpt9dxOdB-g8xAu7ErGH6vXyOs/s1600/HNW+Nov+10+1991b_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><b><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjbfoXbWeFUzJabvWWcYekDtfAabioSp6bvy4dQmiNTvLf8kcVRq9p1E2Dni0ut23l7m1_p3qMpA3Kw1gYwp5k_rLQXIQ0mQRXekshhzYIvvasG2zmnfJpt9dxOdB-g8xAu7ErGH6vXyOs/w640-h426/HNW+Nov+10+1991b_2.JPG" width="640" /></b></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">View looking west. The original bridge abutments would
have been cut stone and spaced for horse and buggy passage. Most likely, the
cement cap shapes were added in conjunction with an overall structure upgrade
to support heavier traffic.</span></span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvKuk60K-exNKCUP_PFJAEai_cIMUaiakCACo9u10iyE8QaMtIIL7XikC6oodlJ40YxK8ECSSpHUirOe92j0GDlZjajqPgkK1nWDRzaLL3lZPGw2FGhyphenhyphenZoOT__KT5LgtEQB5A-GBgVOuc/s1600/HNW+Apr+5+1992e_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhvKuk60K-exNKCUP_PFJAEai_cIMUaiakCACo9u10iyE8QaMtIIL7XikC6oodlJ40YxK8ECSSpHUirOe92j0GDlZjajqPgkK1nWDRzaLL3lZPGw2FGhyphenhyphenZoOT__KT5LgtEQB5A-GBgVOuc/w640-h426/HNW+Apr+5+1992e_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, "sans-serif";"><span style="font-size: large;">View looking east. The lower cement work shown was
probably some type augmentation to the original cut stone construction, and may
have narrowed the overall road opening. This was probably not of concern, given
the relatively low historic traffic density on the rural road.</span></span></td></tr></tbody></table><br /><span style="font-family: arial; font-size: large;"><br /></span><p></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8IT-VNWTRCpGJ0YDP5RwocTDjNsZia4sNKA5Ok0jEQkZQGlGVXU5FUvzR12vtKJYl_VsaK8vXZCBT86v-jxeIBV0Lazf9c4H6lu2Fh1PfIIQaZJvW-c_0AJP_jslFzPwW3OTogo4IZ1s/s1600/HNW+Apr+5+1992a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8IT-VNWTRCpGJ0YDP5RwocTDjNsZia4sNKA5Ok0jEQkZQGlGVXU5FUvzR12vtKJYl_VsaK8vXZCBT86v-jxeIBV0Lazf9c4H6lu2Fh1PfIIQaZJvW-c_0AJP_jslFzPwW3OTogo4IZ1s/w426-h640/HNW+Apr+5+1992a_2.JPG" width="426" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, "sans-serif";"><span style="font-size: large;">Note the descending grade. Upon cresting the
escarpment the former H&NW line immediately dips on the approach to Rymal. No
doubt something of a train handling challenge with concurrent buff and draft
forces in play, both northbound and southbound. Given the unprotected gap, somewhat
surprising that the railway did not provide more in the way of fall prevention.</span></span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgegBYHnst-qo29LIQ9jRXSL2pddDN2HBD35OKKU-1r5nOANGqGn1BjIXJMIWK22E-DflCGfaIoLSo0uVT6Ym0fLOs0pHnVND9k__dy4N55T1ALpiyNAvGDmGmEEL_zXvxUtJADF4PuH9U/s1600/HNW+Apr+5+1992c_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgegBYHnst-qo29LIQ9jRXSL2pddDN2HBD35OKKU-1r5nOANGqGn1BjIXJMIWK22E-DflCGfaIoLSo0uVT6Ym0fLOs0pHnVND9k__dy4N55T1ALpiyNAvGDmGmEEL_zXvxUtJADF4PuH9U/w640-h426/HNW+Apr+5+1992c_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, "sans-serif";"><span style="font-size: large;">Following the second transport truck encounter, the
bridge span was lifted out of position and placed perpendicular on top of the
south side right of way.</span></span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYbqj3vdJDjhvR4ybjFpRFA90JwYHL_sRG8jb0khyphenhyphenNECUounzq8Jdg5jD_igAJlx8YwAq6k5x2lJnP58mSSPOLRbPM2s2pVS2ao68Zk1D4n1lBfJceD_luLXmaLZ_DyDsDgj3VyPWUyVI/s1024/HNW+Nov+10+1991g_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="682" data-original-width="1024" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjYbqj3vdJDjhvR4ybjFpRFA90JwYHL_sRG8jb0khyphenhyphenNECUounzq8Jdg5jD_igAJlx8YwAq6k5x2lJnP58mSSPOLRbPM2s2pVS2ao68Zk1D4n1lBfJceD_luLXmaLZ_DyDsDgj3VyPWUyVI/w640-h426/HNW+Nov+10+1991g_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, "sans-serif";"><span style="font-size: large;">Details of
the bridge span construction. Somewhat Meccano like!</span><b><o:p></o:p></b></span></p></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9Ld347V8QKjjPDi6UoiOMNZ9NnXMUrJaDRiCnC9u6FvByVS7YVqLY9HZgcWGDWcXS7Vk_xDW6OOYFEQyFVvD9RwESVena9o4d8TUSyJizmvk9u8aSqfyvQc_2nzm3nSCk6kUKjGqEvkQ/s2048/HNW+Dec+26+1987a.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1290" data-original-width="2048" height="404" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9Ld347V8QKjjPDi6UoiOMNZ9NnXMUrJaDRiCnC9u6FvByVS7YVqLY9HZgcWGDWcXS7Vk_xDW6OOYFEQyFVvD9RwESVena9o4d8TUSyJizmvk9u8aSqfyvQc_2nzm3nSCk6kUKjGqEvkQ/w640-h404/HNW+Dec+26+1987a.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, "sans-serif";"><span style="font-size: large;">While the rail displacement was minimal, traffic southbound from Hamilton was suspended after the transport truck collision with the bridge.</span></span></p></td></tr></tbody></table><br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com1tag:blogger.com,1999:blog-6463025841630621552.post-29774803466392114232021-09-24T19:36:00.000-07:002021-09-24T19:36:21.037-07:00CN Stuart Street Yard – PSC SW1200RM<p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"></p><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span style="font-family: arial; font-size: large;"><span lang="EN-GB">While a crown corporation, Canadian National benefited
from rather unique fiscal circumstance. Unaccountable to share holders, the
railway could deploy monies to discretionary endeavours, such as Research and
Development, without undue monetary scrutiny. Not that this was unfruitful. Via
R&D CN developed the industry standard locomotive ‘Safety Cab’ and played a
significant role in the creation of traction control (see the CNRHA book CNR
Diesel Locomotives – Vol. II). Another optional expenditure: locomotive
rebuilding. While most Class One roads engaged in motive </span><span lang="EN-US">power
remanufacture, CN’s were among the most extensive, in both volume and scope. Best </span></span><span lang="EN-US"><span style="font-family: arial; font-size: large;">known
is the GP9RM rebuild program. The elaborate remanufacturing process more than
doubled the life of a couple hundred of Dick Dilworth’s masterpieces. Not
nearly as numerous, but perhaps more drastic appearance wise was the SW1200RM,
or ‘SWEEP’ (as the unit was affectionately known). Seeking to create a more capable/reliable
switcher, PSC upgraded the prime mover (567C to 645C/1300 HP), improved cooling
by grafting a GP9 hood (switcher type cooling via belt driven fans had long
been a maintenance headache), and enhanced cab creature comforts (insulation/heating/hot
plates/refrigerator). For more details see pages 170 – 171 of CNR Diesel
Locomotives Vol. II. Only eight SWEEP’s were completed; CN ultimately decided
to remanufacture a small group of SW1200RS’s in kind, and deploy 7000/7200
series GP9RM’s into yard service (often with accompanying slugs).</span></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV38OUgWYaLlEezoLGOx6TYu22S7nPlp0iQip5cEIAqI6VfYx_jTtSk824evsJ3LVOnAirRwD53LjnzRGKBiu8lKJ3C2ln7DRNk_cuEm6_-uJ5Cwh9HjbvnGcFchOA9EFTxeJBVzn_Ta8/s1600/cn7103+Aug+23+1991kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhV38OUgWYaLlEezoLGOx6TYu22S7nPlp0iQip5cEIAqI6VfYx_jTtSk824evsJ3LVOnAirRwD53LjnzRGKBiu8lKJ3C2ln7DRNk_cuEm6_-uJ5Cwh9HjbvnGcFchOA9EFTxeJBVzn_Ta8/w640-h426/cn7103+Aug+23+1991kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN
7103 was constructed as SW1200RS CN 1238 in July of 1956. Together with improved
insulation and heating, cab amenities were enhanced with hot plates and refrigerators.
Compare the rear of cab door and window arrangement between 7103 and 7315. To
improve collision protection PSC applied a thicker outward opening door and
reconfigured the window geometry to multiple same sized panes.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></p><p class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhK8qxZnpBDu4BCWnziAm12bZZdy8_TUCndp0kota1CRox9PJrmWrg49Y-9FCWK0xkAKajR6PYvpuyPAVvBYklPu8LPiXmuyu2bU7K24klKVaw4r2YYKUbt_O7ijp1cPgoZvNxHqAasun8/s1600/cn7103+Hamilton+ON+Apr+6+1992kwm01a_1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhK8qxZnpBDu4BCWnziAm12bZZdy8_TUCndp0kota1CRox9PJrmWrg49Y-9FCWK0xkAKajR6PYvpuyPAVvBYklPu8LPiXmuyu2bU7K24klKVaw4r2YYKUbt_O7ijp1cPgoZvNxHqAasun8/w640-h426/cn7103+Hamilton+ON+Apr+6+1992kwm01a_1.JPG" width="640" /></a></div><br /><span style="font-size: large;"><br /></span><p></p></td></tr></tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNH6hcnSzU-lPNYgRZYWVEUX_IJKoBPvmTR4HfArb7oPkb5QQ3QUVPuov6qcQ7TXKNKDiMLyldnAVUro-gJ0RcMc4BHbsFc2W8M0CVm9VbnMYwz2aA6xTP-7JkYOtmsQRm0uGyDpme7Jg/s1599/cn7105+Hamilton+ON+Nov+4+1991kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="322" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNH6hcnSzU-lPNYgRZYWVEUX_IJKoBPvmTR4HfArb7oPkb5QQ3QUVPuov6qcQ7TXKNKDiMLyldnAVUro-gJ0RcMc4BHbsFc2W8M0CVm9VbnMYwz2aA6xTP-7JkYOtmsQRm0uGyDpme7Jg/w640-h322/cn7105+Hamilton+ON+Nov+4+1991kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Aside from SW1200RS CN 1374, something of a Pointe St.
Charles remanufacturing showcase. From left to right: GP9RM CN 4124, SW1200RM CN
7105, GP9RM 7263 and slug CN 256. CN 4124 was constructed as GP9 4530 12/1956
and departed the roster in 2009. CN 7105 departed GMD London as SW1200RS 1253
in late 1956. CN 7263 (GMD 9/1957) was originally GP9 4117 and served her one
and only owner until being retired in 2019. Slug 256 (GMD 12/1956) was
constructed as GP9 CN 4529 and retired by CN in 2007. CN 1374 was built in
April of 1960. Renumbered CS04, the end cab unit was retired in 2003 and
scrapped in 2018.</span></span></td></tr></tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVGPjmFhBx5f5khiHhSeH1Z_A2Rp6F8S6F7ZP2MzQfhzSolcNfGjfaA48Z8wfhkmjTN9GbzcsECxC1NnN4n1u0Y14D1qnV4RgzoIS9dKHuWcs2sx9K0ru6vQX_IS8ig4sgfJCpIF4HQ5U/s1599/cn7106+Hamilton+ON+May+22+1991kwm01a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="322" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVGPjmFhBx5f5khiHhSeH1Z_A2Rp6F8S6F7ZP2MzQfhzSolcNfGjfaA48Z8wfhkmjTN9GbzcsECxC1NnN4n1u0Y14D1qnV4RgzoIS9dKHuWcs2sx9K0ru6vQX_IS8ig4sgfJCpIF4HQ5U/w640-h322/cn7106+Hamilton+ON+May+22+1991kwm01a_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No. 7106 was originally constructed as CN 1257 at the
beginning of 1957. Similar to the balance of the ‘SWEEP’s’, the modified unit
would join the Savage contract switching fleet as SVGX 7106.</span></span></td></tr></tbody></table><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span lang="EN-US"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg64TVKsLCYbqPBgpSva85U09bvf6TLjZED_bVNveo0jPaV0KQ-FZTwsummdYuye0cVdf8iVAJb4-9uF2L1t5T0l7KaUE31e3rp0ry5KmENbOEQB2ujW_8pGL31Jy-PBz9qKZHd7bX2Z-I/s1600/cn7104+Hamilton+ON+Apr+11+1993kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg64TVKsLCYbqPBgpSva85U09bvf6TLjZED_bVNveo0jPaV0KQ-FZTwsummdYuye0cVdf8iVAJb4-9uF2L1t5T0l7KaUE31e3rp0ry5KmENbOEQB2ujW_8pGL31Jy-PBz9qKZHd7bX2Z-I/w640-h426/cn7104+Hamilton+ON+Apr+11+1993kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">In ‘BEFORE & AFTER’
staging, CN SW1200RM’s 7303 and 7104 portray the Pte. St. Charles’ effort to
create a super switcher or ‘SWEEP’; SWitcher + gEEP. CN 7104 was constructed as
SW1200RS CN 1248 11/1956, while CN 7303 was delivered from GMD 4/1960 as CN 1370.
All eight SWEEP’s were sold to CANAC in February of 2000. CN 7303 departed the
roster in 2010 to become GMTX 507.</span></span></td></tr></tbody></table></span><br /><span lang="EN-US"></span></p><div class="separator" style="clear: both; text-align: center;"><br /></div><br /><span lang="EN-US"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiD96jUvCiLKaPVfNR3lMG2YlIyR7KpfycdxLo2pmRZbSnakK6H2HpdYiAcHvbfUeOnO0y__OjDbD5-BsF6Wn4QURGVMF9VbOV3C5xwSkWZQ3557b50ZTl8atu_5rBd1K4AGiGGKJNxK08/s1599/cn7102+Hamilton+ON+Mar+10+1991kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiD96jUvCiLKaPVfNR3lMG2YlIyR7KpfycdxLo2pmRZbSnakK6H2HpdYiAcHvbfUeOnO0y__OjDbD5-BsF6Wn4QURGVMF9VbOV3C5xwSkWZQ3557b50ZTl8atu_5rBd1K4AGiGGKJNxK08/w640-h320/cn7102+Hamilton+ON+Mar+10+1991kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 7102 was delivered
from GMD London in May of 1956 as SW1200RS CN 1230. Post CANAC ownership the
compact unit would be acquired by Savage Inc. (<a href="http://www.savageservices.com/">www.savageservices.com</a>) to join their
contract switching fleet. Increased cooling capacity provided by the GP9 hood style
radiator and fans provided for a HP increase to 1,300. Similar to the GP9RM,
the inoperative dynamic brake geometry was redeployed as air intake and fitted
with filters. </span><b><o:p></o:p></b></span></p><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"></span></p><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioj4olQ_S6N1EJqdWRlFHTERCID1-Lj4uCwT1uafFxrMRiFGyAYK_MyM0YZ6SlAD_YvCV6Zrqh5vyzGRL-NclG8590b2-SyiuXVmTY2vTH4sSa1jnq5CLyJcE3CpnRR2BjH-UgcL4EMbA/s1599/cn7102+Hamilton+ON+Aug+25+1989kwm01a_1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioj4olQ_S6N1EJqdWRlFHTERCID1-Lj4uCwT1uafFxrMRiFGyAYK_MyM0YZ6SlAD_YvCV6Zrqh5vyzGRL-NclG8590b2-SyiuXVmTY2vTH4sSa1jnq5CLyJcE3CpnRR2BjH-UgcL4EMbA/w640-h320/cn7102+Hamilton+ON+Aug+25+1989kwm01a_1.JPG" width="640" /></a></div><br /><br /><div style="text-align: justify;"><br /><div class="separator" style="clear: both; text-align: justify;"><br /></div><br /><br /><span style="font-size: x-large;"><br /></span></div><p></p></td></tr></tbody></table></span><p></p>Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com2tag:blogger.com,1999:blog-6463025841630621552.post-32701092249452199202021-08-14T19:45:00.000-07:002021-08-14T19:45:35.381-07:00CN Rymal Pt. 17 Caledonia 6/13/1992<div style="text-align: justify;"><span style="font-family: arial; font-size: x-large;">Following the disruption to the former H&NW line at the Stone Church Road overpass in 1987 (see CN Rymal Pt. 2) all train movements to service Rymal were dispatched northward from the southern terminus. As previously described, at about the same time, activity at Rymal had increased marginally beyond the existing enterprises with the arrival of a building products distributor. The new enterprise employed the CO-OP siding to receive a variety of bulkhead flat cars laden with drywall and assorted construction materials. The pint sized train shown in Caledonia is representative of the Rymal related traffic pattern at the sunset of line; the empty bulkhead flatcar having delivered drywall or lumber to the CO-OP siding (see CN Rymal Pt. 4), the loaded bulkhead flatcar having picked up coated aluminum extruded tubing from Shaw Pipe Protection. As previously depicted, the crew elected to save time and not place the caboose in the trailing position (see CN Rymal Pt. 6). Not surprisingly, the same view today is very different; both structures in the background have been razed, and most of the track shown has been lifted. In addition, the Argyle St. grade crossing behind the photographer has been removed and paved over. However, not all of the news is bad; the derelict (at the time) Caledonia Station out of frame to the left has been lovingly, authentically restored to its former glory. As well, Canadian National has repatriated the Hagersville sub from the short line sub-lease and is actively upgrading the line.</span></div><div style="text-align: justify;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwnVlDH3XLFUMqWN_ytgusOFRmMfT_TR1N0HxVTyvSC5MzQMDlyQ0uCTQfiilfP7VwSgis_8AMG_JCKJ-au8fI2xihJcXd1LgfmoH1rc-ZHl-eyl0B97z4-mFtDhjI6jgFsKAEV6mFjns/s1600/cn621177+Caledonia+ON+Jun+13+1992kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwnVlDH3XLFUMqWN_ytgusOFRmMfT_TR1N0HxVTyvSC5MzQMDlyQ0uCTQfiilfP7VwSgis_8AMG_JCKJ-au8fI2xihJcXd1LgfmoH1rc-ZHl-eyl0B97z4-mFtDhjI6jgFsKAEV6mFjns/w640-h426/cn621177+Caledonia+ON+Jun+13+1992kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, sans-serif; font-size: large;">Seemingly, the van (caboose) is at the wrong end of the train.</span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUjXObKuNbGmZcrsRpWkMTXCPt8vfY8_Ldvjagh9i85XjNLnWgalqUJDbnENBJEVTjy-BtRjefvZzCdnfQRuZv2ruPnKzRgb-O0QHMK0mToyz61_z-jbL49VnVdra2f_6ILmNJGVQzSjY/s1600/cn4130+Caledonia+ON++Jun+13+1992kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUjXObKuNbGmZcrsRpWkMTXCPt8vfY8_Ldvjagh9i85XjNLnWgalqUJDbnENBJEVTjy-BtRjefvZzCdnfQRuZv2ruPnKzRgb-O0QHMK0mToyz61_z-jbL49VnVdra2f_6ILmNJGVQzSjY/w640-h426/cn4130+Caledonia+ON++Jun+13+1992kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoNormal" style="text-align: justify;"><span style="font-size: large;"><span lang="EN-US" style="font-family: Arial, sans-serif;">CN
GP9RM 4130 was built 4/1955 as GP9 1748, renumbered 4424 in 1956, and remanufactured
by PSC 1991.</span></span></p></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtFqToZAsJ7ppMpyC3l8kjnt0MsDmMbksTiBlwQFAUInJdbt0YjirRznsv6douAv4XjADutbFU3TfGSy9tylpRE3V41WP0MH6zq8Q8_fe6MaYxfkW21v4rp-RfqPXVuobVuCkMTV2Lvy8/s1600/cn79669+Caledonia+ON+JUn+13+1992kwm02a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtFqToZAsJ7ppMpyC3l8kjnt0MsDmMbksTiBlwQFAUInJdbt0YjirRznsv6douAv4XjADutbFU3TfGSy9tylpRE3V41WP0MH6zq8Q8_fe6MaYxfkW21v4rp-RfqPXVuobVuCkMTV2Lvy8/w640-h426/cn79669+Caledonia+ON+JUn+13+1992kwm02a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial, sans-serif; text-align: justify;"><span style="font-size: large;">PSC caboose 79669 was constructed in 1974. </span></span></td></tr></tbody></table><br /><span style="font-family: arial; font-size: x-large;"><br /></span></div><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEircfprnD3yl-XXXGJnCPTlltulzM7wxVYAhEsPyQPenQodKq-A1migENz6Obojm5DsRV9r6j_-2HCmJJ5MR60ry81VK3oVpBFZE3mRO_x4aDSmlkMzEe2NeUtRvJmb3fzPCOxFTFofaVU/s1600/cn79669+Caledonia+ON+Jun+13+1992kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEircfprnD3yl-XXXGJnCPTlltulzM7wxVYAhEsPyQPenQodKq-A1migENz6Obojm5DsRV9r6j_-2HCmJJ5MR60ry81VK3oVpBFZE3mRO_x4aDSmlkMzEe2NeUtRvJmb3fzPCOxFTFofaVU/w640-h426/cn79669+Caledonia+ON+Jun+13+1992kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial, sans-serif; text-align: justify;"><span style="font-size: large;">Following Transport Canada permission, so called ‘End Of Train’ (EOT) devices brought up the rear and the rolling conductor’s office would be off the roster by 1996.</span></span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjToFwfmgUYbZsiciyN26NcwMlv6hLGKsQljmfBJ6vuxMp8wqjPTUGnohyphenhyphen14SMaLVTN7PS1wKeCWd1ANxmN3FeE_g04KyqEXP0BxkgRfFDW3L9YKoksdtkp7671ry_QINDqdIBojCPA5LY/s1600/cn4130+Caledonia+ON+Jun+13+1992kwm02a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjToFwfmgUYbZsiciyN26NcwMlv6hLGKsQljmfBJ6vuxMp8wqjPTUGnohyphenhyphen14SMaLVTN7PS1wKeCWd1ANxmN3FeE_g04KyqEXP0BxkgRfFDW3L9YKoksdtkp7671ry_QINDqdIBojCPA5LY/w640-h426/cn4130+Caledonia+ON+Jun+13+1992kwm02a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><div style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Note that the paint is still shiny on the recently remanufactured ‘Geep’!</span></span></div></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkEpVogUTfVsAflj2FM1kcw_7tYH_8J0ztMBXW4zDC5GK1L2e2lvtLCWJfNp1rPNw96gFWRigQAn_Tjulb9aMekJx-7EVCARuWvhvVHmK0zoxMPqZiRhN7EVSAgKZlKb9VhkPwI_2M6nc/s1600/cn621177+Caledonia+ON+Jun+13+1992kwm02a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkEpVogUTfVsAflj2FM1kcw_7tYH_8J0ztMBXW4zDC5GK1L2e2lvtLCWJfNp1rPNw96gFWRigQAn_Tjulb9aMekJx-7EVCARuWvhvVHmK0zoxMPqZiRhN7EVSAgKZlKb9VhkPwI_2M6nc/w640-h426/cn621177+Caledonia+ON+Jun+13+1992kwm02a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Sixty-six foot bulkhead flat car CNIS 621177 was
constructed by Marine Industries Ltd (MIL) in April of 1980. Following service
with Canadian National the BHF would be acquired by Essex Hybrid and is still active as ZEKX 621177.</span></span></td></tr></tbody></table><br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-72092853308442228222021-05-01T19:26:00.001-07:002021-05-02T07:23:56.154-07:00CN Stuart Street Yard – GMD ‘Light Weight’ GP9<p> </p><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span lang="EN-GB" style="font-weight: normal;"><span style="font-family: arial; font-size: large;">As is well known, Richard M Dilworth was the creator
of the landmark, historically ubiquitous ‘General Purpose’ masterpiece locomotive
series. Following the introductory 1,500 HP GP7 was the marginally more
powerful GP9 at 1,750 HP. GP9’s enjoyed a long production run in both the US
and Canada and were offered in several forms; with or without dynamic brakes, with
or without steam generators, high nose or low nose to name some of the versions.
North of the border CN collaborated with EMD affiliate GMD to create a uniquely
Canadian variant; the go anywhere, lightweight version.<o:p></o:p></span></span></p>
<p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span lang="EN-GB" style="font-weight: normal;"><span style="font-family: arial; font-size: large;">Following the introduction of the GP9 to subsidiary
Grand Trunk Western the prior year, CN would acquire their first ‘off the
shelf’, standard version GP9’s in 1955. So as to expand their utility on the
railway’s vast expanse of secondary trackage, CN worked with the GMD London
Ontario plant to create a reduced mass version. By fitting smaller fuel tanks
and swapping out ‘Blomberg’ trucks for ‘Flexicoil’ style, GMD was able to shave
off as much as nine tons from the standard GP9 weight. The first six of the
featherweight GP9’s arrived in November of 1956 (CN 4496 – 4501) and CN would
eventually assemble a fleet of 192. CN’s mostly western Canada based network of
marginal track work would initially script their principal operational region.
As the volume prairie trackage diminished, many of the underweight GP9’s
migrated east, several of which would eventually call the Stuart Street Yard in
Hamilton home.</span><span style="font-size: 14pt;"><o:p></o:p></span></span></p><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span lang="EN-GB" style="font-weight: normal;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiomTSwAIxPyKPuSknre3ewy-QSgAHakcR11k1mkcjJRKqiLGAQHHg2D4KCHOnIkBBnVt7GWM2zrpCYafLnagv6n1qi_llJ_5ZRitmJkl5qkklRaUrhw7xBV7LWoNHzuNiqPPpJsqKb9HA/s1599/cn4351+Hamilton+ON+Dec+15+1991kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiomTSwAIxPyKPuSknre3ewy-QSgAHakcR11k1mkcjJRKqiLGAQHHg2D4KCHOnIkBBnVt7GWM2zrpCYafLnagv6n1qi_llJ_5ZRitmJkl5qkklRaUrhw7xBV7LWoNHzuNiqPPpJsqKb9HA/w640-h320/cn4351+Hamilton+ON+Dec+15+1991kwm01a_1.JPG" width="640" /></a></td></tr></tbody></table></span></p><p class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">GP9
4351, built 10/1959 by GMD London, was remanufactured by AMF Technotransport in
1993 as GP9RM 7277 and is still active. Note the larger 48” diameter cooling
fans, a late model GP9 production feature, and centrally mounted air tank
adjacent to the undersized fuel tank. Note also the early application of so
called ‘ditch lights’ hung from the end handrails.</span><span style="font-family: Arial, sans-serif; font-size: 12pt;"><o:p></o:p></span></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td class="tr-caption" style="text-align: center;"></td></tr></tbody></table><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj8t65L_NKSC0iJr8vEHEi_2NvaBMZvC69xqCXnn9sEnjUcwH5rEkr4Qxbm8kIM9Ev3JmeVMSyKdlE6BVjsj4w7-2LeI-Qby1dqEci45gtW3RkEFy9rj-SvOsUC9CzDtW53VRIGYSJ2zk/s1599/cn4207+Hamilton+ON+Aug+29+1987kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj8t65L_NKSC0iJr8vEHEi_2NvaBMZvC69xqCXnn9sEnjUcwH5rEkr4Qxbm8kIM9Ev3JmeVMSyKdlE6BVjsj4w7-2LeI-Qby1dqEci45gtW3RkEFy9rj-SvOsUC9CzDtW53VRIGYSJ2zk/w640-h320/cn4207+Hamilton+ON+Aug+29+1987kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN GP9 4207 was constructed by GMD London in June of 1957.
Renumbered from CN 4589 in 1957, the lowered mass unit was remanufactured by
Pointe St. Charles in 1990 into GP9RM 7269 and retired 2013. Note the longitudinal
geometry fuel tank and lack of underbody mounted air reservoir. Many of the
lightweight GP9’s had their air reservoirs installed inside the short hood.</span></span></td></tr></tbody></table><br /><span lang="EN-GB" style="font-weight: normal;"><br /><span style="font-family: arial; font-size: large;"><br /></span></span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjiRxaxnC-m9I47FKHIB4WrxHTioI_P6i-4QFy3B8Mpd6frSmPwr5D13qe4tofVGyvan9eI9GTd7DmxKjirWBVxDCGKKc-8CQR2Hw728KhVQynMeSVa65ETFVnJ9wD-_Cei4V0gLavWBLo/s1599/cn4276+Hamilton+ON+Jan+28+1990kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjiRxaxnC-m9I47FKHIB4WrxHTioI_P6i-4QFy3B8Mpd6frSmPwr5D13qe4tofVGyvan9eI9GTd7DmxKjirWBVxDCGKKc-8CQR2Hw728KhVQynMeSVa65ETFVnJ9wD-_Cei4V0gLavWBLo/w640-h320/cn4276+Hamilton+ON+Jan+28+1990kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN GP9 4276,
built 1/1959 by GMD London, was remanufactured by AMF Technotransport in 1993
as GP9RM 7082. Retired in 2019, the veteran unit was subsequently acquired by
Dieselmotive Company Inc. and renumbered BUGX 7082. Note the top of hood mounted
air line running from the short nose inside mounted air reservoir.</span><b><o:p></o:p></b></span></p></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcGgba1701Tf77_ayAdyl-VtkDsn-LzZGaI6XATBKpTjXGlAk8iZgIJYVf7FYII-LY1sL2fKj_KefDn9u-8XUZrtpVbB5THCbcd9Fx56euu7oAkHo-SJPakDK3KVihHlBZNm29CBqJwjc/s1599/cn4338+Hamilton+ON+Apr+15+1990kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="322" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcGgba1701Tf77_ayAdyl-VtkDsn-LzZGaI6XATBKpTjXGlAk8iZgIJYVf7FYII-LY1sL2fKj_KefDn9u-8XUZrtpVbB5THCbcd9Fx56euu7oAkHo-SJPakDK3KVihHlBZNm29CBqJwjc/w640-h322/cn4338+Hamilton+ON+Apr+15+1990kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN GP9 4338 was delivered by GMD in June of 1959. Remanufactured by
Atelier Montreal Facility (AMF) 1992 as GP9RM 7045, the veteran unit would be retired
2011.</span></span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: Calibri; mso-fareast-language: EN-US; mso-fareast-theme-font: minor-latin;"></span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1wb_Y5U8yyT5Zm-PoXwCoNKAzs2ekxjQ06poBI9gvW7QcZN54kXe5q1w4uO2Xs3yyd9ZqiOlgEj2NUmPsUljGbnnkUY1KXZG_GcNmycSN9SwjB3CVWgX7e4_2GcKELa5PL0EcooTowr4/s1599/cn4385+Hamiton+ON+Nov+17+1990kwm01a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="799" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1wb_Y5U8yyT5Zm-PoXwCoNKAzs2ekxjQ06poBI9gvW7QcZN54kXe5q1w4uO2Xs3yyd9ZqiOlgEj2NUmPsUljGbnnkUY1KXZG_GcNmycSN9SwjB3CVWgX7e4_2GcKELa5PL0EcooTowr4/w640-h320/cn4385+Hamiton+ON+Nov+17+1990kwm01a_1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN GP9 4385 was constructed by GMD in October of 1957. Renumbered from 4133
in 1984, the London graduate would be remanufactured in 1992 by AMF as GP9RM 7072,
and retired 2007. FAIX leasing would subsequently acquire the unit as their FAIX
801. Both the SW1200RS and lightweight GP were constructed with Flexicoil
trucks. While some of the Flexicoil truck assemblies
carried on under remanufactured slugsets, all of the lightweight GP’s rebuilt into
GP9RM’s received replacement Blomberg style trucks.</span></span></td></tr></tbody></table><br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-66132283185882847072021-03-15T20:18:00.000-07:002021-03-15T20:18:16.007-07:00CN Rymal Pt. 16 Freight Cars Part 5<p style="text-align: justify;"> <span style="font-family: Arial, sans-serif; font-size: 14pt;">As previously mentioned,
the former H&NW line southwest out of Hamilton was plied daily by way
freights dispatched from the lake front Stuart Street Yard throughout the
1970’s, well into the mid 1980’s. For a brief period in 1984, the line
experienced bidirectional dispatching related to a major pipeline coating order
being processed by Shaw Pipe Production. As well as commerce generated on line,
foreign RR connections at Hagersville and Jarvis supplemented the freight mix
with interchange traffic. Hagersville was bisected by the Canada Southern
(Caso); in succession, New York Central, Penn Central and Conrail. Trackage
rights on the CN Cayuga subdivision permitted Norfolk and Western to pick up/drop
off in Jarvis. Damage to the line at the Stone Church Road overpass in 1987
would result in as needed service northward only to Rymal with starting points off
either the Dunnville subdivision from Caledonia or off of the Cayuga
subdivision via Jarvis. Prior to the line severing, development of the Lake
Erie adjacent Nanticoke industrial landscape generated traffic to and from the
‘Steel City’. Stelco’s satellite facility also resulted in the deployment of CN’s
railfan favourite F units on steel slab trains. Following the Stone Church Road
bridge mishap, southbound unit train movement of slabs followed a rather
circuitous route via Brantford. Concerns related to the potential of a runaway careening
through the lower city always kept northbound slab trains off the H&NW
north of Caledonia.</span></p><p style="text-align: justify;"><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-v4HJFj0k0EfQcJkIDUh-FDAtn6teLhQM5_laEXWQnhFvYmM1T2T3lcw1fHE-6JaTk-bq325-iCNVjllLO1poWH9eWiVYa6hSo7XX8Dk7DqjUxF217dHFV1Ebeih31ZBxjHEn5c4tg14/s1600/atsf313158+Rymal+c1978a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-v4HJFj0k0EfQcJkIDUh-FDAtn6teLhQM5_laEXWQnhFvYmM1T2T3lcw1fHE-6JaTk-bq325-iCNVjllLO1poWH9eWiVYa6hSo7XX8Dk7DqjUxF217dHFV1Ebeih31ZBxjHEn5c4tg14/w640-h426/atsf313158+Rymal+c1978a_2.JPG" width="640" /></a></td></tr></tbody></table></p><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">ATSF 313158,
Santa Fe Class Ga-180, was constructed by Pullman-Standard at their Butler, PA
facility; lot 9617, series ATSF 312800-313799, built 12/1972 - 2/1973. Shown moving
northbound through Rymal, a possible routing could have been as follows; an
agricultural product load from the US mid-west interchanged to Conrail in
Chicago, followed by movement along the Caso to Hagersville where it was
dropped off for Canadian National.</span><span style="font-family: Arial, sans-serif; font-weight: bold;"><o:p></o:p></span></span></p><p style="text-align: justify;"><br /><br /></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWp3DnZXMTDxNpgXmrWlvjYWF3OqhVRA3GsxwHZg3njH12ReCEX_6wkDOd0rUXpmCUMG6Ms5PtgraroG_vSyiaSE-UpGwkM6FC_aQF0aQ1G1fs8QSUjXzWeBgkFxM7u9MibelcczOMGbE/s1599/cglx812+Rymal+c1977a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgWp3DnZXMTDxNpgXmrWlvjYWF3OqhVRA3GsxwHZg3njH12ReCEX_6wkDOd0rUXpmCUMG6Ms5PtgraroG_vSyiaSE-UpGwkM6FC_aQF0aQ1G1fs8QSUjXzWeBgkFxM7u9MibelcczOMGbE/w640-h320/cglx812+Rymal+c1977a_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CGLX 812 is from series CGLX 800 - 909, built by
Hawker-Siddeley (HST) in Trenton, Nova Scotia; lot 2335, built 9 - 10/1968. The
3,800 cu. ft. covered hopper cars would later be renumbered to CP 383700 - 383802
in 1983 and 1984.</span></span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"></span></td></tr></tbody></table><br /><div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1_A_NV_-Yn1kdQBXQ1ieS6MKTgsmomQmnSQI7zlJViwI1i7VcLhegMG10j48NmCX4VeLy4r_xCGVoNpAwpKtFf08u1Zo9K9UYHy5nH1A6W9vZZVS8WtRJCWoebdIPTc-cz4Q5v6u-4ek/s1600/cn302149+Rymal+c1977a_2.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1_A_NV_-Yn1kdQBXQ1ieS6MKTgsmomQmnSQI7zlJViwI1i7VcLhegMG10j48NmCX4VeLy4r_xCGVoNpAwpKtFf08u1Zo9K9UYHy5nH1A6W9vZZVS8WtRJCWoebdIPTc-cz4Q5v6u-4ek/w640-h426/cn302149+Rymal+c1977a_2.JPG" width="640" /></a></div><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-VObZAac7_cfgpTR44UVTU1WsOBU7Ry_8z9p_Mp3bU-y-_N7nut1W3WWdnhEzeNPdqy73sxhfb5EdG3Bdj6FB6q8DSpkXVdR57WIMZicfBaXShkt67Ht7ahJoZv4SoZYYSjsf0JZy5eU/s1600/cn302423+Nebo+Rd+c1980a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-VObZAac7_cfgpTR44UVTU1WsOBU7Ry_8z9p_Mp3bU-y-_N7nut1W3WWdnhEzeNPdqy73sxhfb5EdG3Bdj6FB6q8DSpkXVdR57WIMZicfBaXShkt67Ht7ahJoZv4SoZYYSjsf0JZy5eU/w640-h426/cn302423+Nebo+Rd+c1980a_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US"><span style="font-family: arial; font-size: large;">CN 302149/302423
are from series CN 302000 – 302599, built by National Steel car as lot P. 7940
from 2 - 6/1976. Both trains are shown southbound, most likely the ballast
hopper cars are empty and destined for the Cayuga Quarry. Given the geological
make up, the Niagara Peninsula was and still is dotted by quarry operations. In
the past, in general, Canadian National practice was to employ crushed slag ballast
on mainline track and limestone ballast on branch line right of ways. Slag
ballast, as a waste byproduct of steel making, was relatively inexpensive.
However, over time slag pulverizes, causes tie degradation and was later
determined to have unwanted electrical properties. Limestone breaks down, but
can be cleaned and re-applied. Ballasting is also regional; note the light
coloured ballast in both views. Today, CN employs granite-like crushed rock as
ballast along mainline ROW’s.</span><b style="font-family: Arial, sans-serif;"><o:p></o:p></b></span></p></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzpiTBFFEUQcedFB8WaNri0SavmldwfbvKDSHAMrrfH0iS6H-lpqat937Ookn8PJu4tXmebf7gCBl5rMxLLihq-EM8YKbRSm_GowfhYpmnYD-IRGYesPP2k-t4pa-ayWl_fYODl8kLSrs/s1600/cn663660+Rymal+c1978a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1066" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzpiTBFFEUQcedFB8WaNri0SavmldwfbvKDSHAMrrfH0iS6H-lpqat937Ookn8PJu4tXmebf7gCBl5rMxLLihq-EM8YKbRSm_GowfhYpmnYD-IRGYesPP2k-t4pa-ayWl_fYODl8kLSrs/w640-h426/cn663660+Rymal+c1978a_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: center;"><p class="MsoNormal" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 663660
is from series CN 663600 - 663699 built by Canadian Car & Foundry as lot
2154 in October and November of 1956. Note that the utilitarian 52’ – 6” long flat
car is equipped with friction bearing trucks. Over the years, raw pipe was
delivered to, coated, and shipped from Shaw Pipe Protection. The flat cars
shown are comparatively short for pipe transportation and may have been
employed as idlers between overhanging pipe loads.</span><b><o:p></o:p></b></span></p></td></tr></tbody></table><br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com1tag:blogger.com,1999:blog-6463025841630621552.post-91540893003009174162021-01-13T19:02:00.001-08:002021-01-13T19:02:58.346-08:00CN Stuart Street Yard - GMD GP40-2L(W)/GP40-2(W)<p><br /></p><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span lang="EN-GB" style="font-size: 14pt;"><span style="font-family: arial;">With its vast, far flung system, Canadian National
has historically always been subject to large scale motive power acquisitions.
During the steam era the national carrier would assemble the largest fleet of
Northern Type (4-8-4) locomotives; some two hundred and three. The diesel era
would be no different; so called first generation motive power, among much
builder variety, would be dominated by hundreds of Richard M Dilworth’s
fabulous ‘Geep’s’ (system GP9 total: 434). The second generation of motive
power would initially be populated by over two hundred SD40’s, delivered in the
late 1960’s, followed a few years later by an even larger number of GP40-2’s
fitted with the infamous CN developed ‘Comfort Cab’ or ‘Safety Cab’. </span></span></p><p class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;"><span style="font-family: arial; font-size: 14pt;">In a repeat of history (the Northern Pacific Railway
acquired the first 4-8-4 and established the ‘Northern’ name), while Canadian National
would amass the largest fleet of GMD GP40-2’s they did not receive the first.
That honour would to GO Transit when it took delivery of No. 9808 in December
of 1973, three months ahead of CN 9400. CN would go on to order a total of two
hundred and sixty-eight wide cab GP40-2’s from GMD and, in 1991, add ten of the
eleven built for GO Transit.</span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhhMKqA0PqrPTE1VMktOgTRjd0-SCbBQNQCeWno9_5UqIVKr8IXztluHsr_ozlYs7yk-6HMxg_UDp-qV0lRxgpRSEkyPyP-SBYtCMvmGEMoVAg05SUY_4jZzWQ9get4aHlBh6KAl64Ojqc/s1599/cn9446+Hamilton+ON+Aug+22+1987a_3.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhhMKqA0PqrPTE1VMktOgTRjd0-SCbBQNQCeWno9_5UqIVKr8IXztluHsr_ozlYs7yk-6HMxg_UDp-qV0lRxgpRSEkyPyP-SBYtCMvmGEMoVAg05SUY_4jZzWQ9get4aHlBh6KAl64Ojqc/w640-h320/cn9446+Hamilton+ON+Aug+22+1987a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span face="Arial, sans-serif" lang="EN-US"><span style="font-family: arial; font-size: large;">No. 9446 was a member of
the first order (9400 – 9490); delivered from GMD in June of 1974.
Unfortunately, in March of 1997, No. 9446 would encounter a 200 ft. washout at
Conrad British Columbia (Ashcroft Division) and tumble into the Fraser River.
Unrecoverable, the twenty-three year old locomotive was stricken from the
roster. Trailing unit No. 9554 (GMD 03/1975, build lot 9531- 9632) would depart
the roster in May of 2000. Following service south of the border with the
Yadkin Valley Railroad and Wiregrass Central Railway the London graduate would
return home to toil on the Southern Ontario Railway as RLHH/SOR 3049.
Subsequently sold to Metro East Industries, the well travelled locomotive would
find a new home on the Indiana Harbor Belt as their No. 4022.</span></span></td></tr></tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh20_MmyWJAUKFuPJ1KF3JK-LHf0txgESt3QsNVQXIxBK0UHhVRLu5jWinqDXHLM8z84FDv95CUgXPp7YvFDiJC5MzlhzZUDryUgZXeiimc_gHPPbhEeoX90iWkgTzMFe-Io79LjaBEF-c/s1599/cn9404+Hamilton+ON+Aug+10+1990a_3.JPG" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh20_MmyWJAUKFuPJ1KF3JK-LHf0txgESt3QsNVQXIxBK0UHhVRLu5jWinqDXHLM8z84FDv95CUgXPp7YvFDiJC5MzlhzZUDryUgZXeiimc_gHPPbhEeoX90iWkgTzMFe-Io79LjaBEF-c/w640-h320/cn9404+Hamilton+ON+Aug+10+1990a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span face="Arial, sans-serif" lang="EN-US"><span style="font-family: arial; font-size: large;">CN
9404/9653/9402/9412 are shown at the head of a caboose hop at Stuart Street
Yard in Hamilton, ON. Note that the three 9400 series are GMD model GP40-2L(W);
unique to CN, these ‘safety cab’ units were equipped with a light weight frame.
Spotting clues include the taller geometry jacking/lift fittings above the
trucks and full size (3000 gallon) fuel tanks. The additional weight of the
wide nose cab necessitated the alternate frame geometry to stay within CN’s
prescribed weight/axle load limit. Disposition as follows; CN 9404 (QGRY 3016),
CN 9653 (MEC 513), CN 9402 (still in service with CN), CN 9412 (MEC 501).</span></span></td></tr></tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjGF9ODqyUN4h6cSC8oJoRlqc6vRjSXj6M2XulQD1y7jnoSNeZPwVk0EiFoGnLY_iKVW_4X9C7sK4DBGmnQZoqJM_pk7vhIgcGQtnxLgodas6xAUbLIzHnXK8yFwNQOBcY3QrlfmacTTY/s1599/cn9493+Hamilton+ON+Jan+28+1990a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjGF9ODqyUN4h6cSC8oJoRlqc6vRjSXj6M2XulQD1y7jnoSNeZPwVk0EiFoGnLY_iKVW_4X9C7sK4DBGmnQZoqJM_pk7vhIgcGQtnxLgodas6xAUbLIzHnXK8yFwNQOBcY3QrlfmacTTY/w640-h320/cn9493+Hamilton+ON+Jan+28+1990a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 9493 was delivered
from GMD 9/1974. Aside from the addition of rear cab snow shields and a
replacement center cooling fan the unit is virtually unchanged since
delivery. Retired in 2007 the locomotive
would be acquired by Progress Rail as their PRLX 9493. </span></span></td></tr></tbody></table><br /><span style="font-family: arial; font-size: 14pt;"><br /></span><p></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjBz2eIr4g1fuykCZsLR7VieZ27CbcM0hokt2WemqixyGSo7vxJAseJ6axU9_nONswhZYDaSZLVmGLIAgC4U4xe_zDUoHL-pzqxonNgpSN2GNpjI2-8oOYaqTlFfT3pQupJWg1ZKjtQgQ/s1599/cn9525+Hamilton+ON+Sep+24+1988a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjBz2eIr4g1fuykCZsLR7VieZ27CbcM0hokt2WemqixyGSo7vxJAseJ6axU9_nONswhZYDaSZLVmGLIAgC4U4xe_zDUoHL-pzqxonNgpSN2GNpjI2-8oOYaqTlFfT3pQupJWg1ZKjtQgQ/w640-h320/cn9525+Hamilton+ON+Sep+24+1988a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No. 9525 (GMD
11/1974, build group 9491 – 9530) is among the survivors still on the Canadian
National roster; according to the 2020 issue of the Canadian Trackside Guide, as
of 2020, fifty-nine of the onetime two hundred and seventy-eight man garrison
still remain. After some fourteen years of service the unit is mildly weather
beaten, but otherwise unaltered aside from the replacement center cooling fan
and snow shields. Note the full sized fuel tank.</span></span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"> </span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin0NDJDzFJzIe_5f6QkbHyc8srIhzLBdxOCN82WBVfxhCOrvnbfrUUm_YbMXXQP8_EYv1TyihMhGvJX6xA-sc9IHdIc0d1DQ3Q8zb753LOQ1iuf8eVyhqed1c0S2sPTrz9WP024ZFzmVU/s1599/cn9550+Hamilton+ON+Aug+23+1991a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEin0NDJDzFJzIe_5f6QkbHyc8srIhzLBdxOCN82WBVfxhCOrvnbfrUUm_YbMXXQP8_EYv1TyihMhGvJX6xA-sc9IHdIc0d1DQ3Q8zb753LOQ1iuf8eVyhqed1c0S2sPTrz9WP024ZFzmVU/w640-h320/cn9550+Hamilton+ON+Aug+23+1991a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No. 9550 departed GMD
London in March of 1975 as a member of the follow up hundred unit order (9531 –
9632) CN placed with the EMD subsidiary. Note that the horns have been
relocated from the top of the cab front bell bracket to a location just forward
of the rear fans. Thinking this would be most appreciated by the crew!</span></span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWLfFd0OunUfg0kMEUBnlkeHVEF6SjJ-cby7eCWc4xukOZLL7v0M-dztxBcJfh9qY883CiTDgcmqyLlOzn2hZms2QQjXJWyPp2tsPULifqCrDFcFvfBjr0Miaa1M6SR0mewy2Af7pN6yI/s1599/cn9653+Hamilton+Apr+15+1990a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWLfFd0OunUfg0kMEUBnlkeHVEF6SjJ-cby7eCWc4xukOZLL7v0M-dztxBcJfh9qY883CiTDgcmqyLlOzn2hZms2QQjXJWyPp2tsPULifqCrDFcFvfBjr0Miaa1M6SR0mewy2Af7pN6yI/w640-h320/cn9653+Hamilton+Apr+15+1990a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No. 9653 (3/1976) is
from the last group (9633 – 9667) constructed by GMD. Note that this build lot
was equipped with standard geometry frames and fitted with shorter/smaller
capacity fuel tanks. CN worked closely with GMD on the light weight frame that
was included in earlier production and specified wheel slip control based on
technology developed in house by the railway on their GP40’s. Note the speed
recorder device and cable on the rear axle of each truck (front axles so
equipped on opposite side).</span></span></td></tr></tbody></table><br /><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJqpndmB1Pq6pmw8Q41Ekdyw67_l3LDZifOFTJrlrHregemvqJmP7AiYEv2MJ-51i2T3CcEl6U91nxrwX3t_5IlHAFQLYcmL2Sa2aLt-vnXIl5ZgqtBAHn1App7g6gV0ZmoIY5yGV4tQs/s1599/cn9667+Hamilton+ON+Mar+10+1991a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="322" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhJqpndmB1Pq6pmw8Q41Ekdyw67_l3LDZifOFTJrlrHregemvqJmP7AiYEv2MJ-51i2T3CcEl6U91nxrwX3t_5IlHAFQLYcmL2Sa2aLt-vnXIl5ZgqtBAHn1App7g6gV0ZmoIY5yGV4tQs/w640-h322/cn9667+Hamilton+ON+Mar+10+1991a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">GP40-2(W)’s Nos. 9667
(5/1976) and 9658 (4/1976) are shown at the head of a MAERSK container train.
No. 9667 would depart the roster in March of 2000 and be acquired by Helm
Financial while No. 9658 would be sold to Progress Rail in March of 2002 and
eventually become DMVW 9658 (Dakota Missouri Valley and Western Railroad).</span></span></td></tr></tbody></table><br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-78748203696541249892020-10-24T17:36:00.000-07:002020-10-24T17:36:36.331-07:00CN Rymal Pt. 15 Freight Cars Part 4 – Rymal Siding<p style="text-align: justify;"><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;">As previously
indicated, construction of the H&NW right of way out of Hamilton would conquer
the Niagara escarpment in the late 1860’s and continue to forge southward
towards Lake Erie. The siding at Rymal was laid early in achieving the higher
ground landscape with construction of the diminutive station occurring shortly
thereafter. Passenger service over some eighty-four plus years took place from
September of 1873 until October of 1957. Post passenger duties, the parallel
trackage would serve the local industries, mostly in a delivery capacity. While
no doubt there were items shipped out from Rymal, receiving incoming loads was
the primary function of the siding. Initially, grains (in boxcars) for the
local feed mills and, in later years, construction materials for the local home
improvement warehouse were the primary wares delivered to the location. Despite
the line being severed at the Stone Church Road overpass in 1987, Rymal siding
would remain active until the very end in 1993.</span></p><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgROCirB5WM_CxI8_Zmdxr6G7645licU5diEWZ263H5ZH0rhOnHlP2bfQPLGnL_nq1r-VAJCiJ3AYhsmpsfK-WXB6Riu4nzUmm7VII-DVXGeFvxRyw8FwegWaU95M33_gkgxMXqJgB77Ko/s1599/clc1347+Rymal+Apr+5+1992a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="902" data-original-width="1599" height="362" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgROCirB5WM_CxI8_Zmdxr6G7645licU5diEWZ263H5ZH0rhOnHlP2bfQPLGnL_nq1r-VAJCiJ3AYhsmpsfK-WXB6Riu4nzUmm7VII-DVXGeFvxRyw8FwegWaU95M33_gkgxMXqJgB77Ko/w640-h362/clc1347+Rymal+Apr+5+1992a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: arial; font-size: large;">CLC 1347 (CLC
1301-1350, Pacific Car & Foundry, 11/1980) is shown adjacent to the long
unused storage silos. With an inside length of 60’ – 6” the PCF bulkhead
flatcar is of uncommon geometry compared to the popular 66’ – 0” car.</span></td></tr></tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifsIdXohy18mD0xFFIPvQNXY4KEklixkD1o39fcN8aMWx9XnDUmREN-eEE-6Q2-tYK1w1ucWycGGUxSIj9_r6qm55hGpERWzARbUKUdBefdZ4941JLPsSogCIAf3BoGl4R_RV_82JJIT0/s1599/toe4158+Rymal+Apr+5+1992a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1599" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifsIdXohy18mD0xFFIPvQNXY4KEklixkD1o39fcN8aMWx9XnDUmREN-eEE-6Q2-tYK1w1ucWycGGUxSIj9_r6qm55hGpERWzARbUKUdBefdZ4941JLPsSogCIAf3BoGl4R_RV_82JJIT0/w640-h360/toe4158+Rymal+Apr+5+1992a_3.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">TOE 4158 (TOE 4100-4274, Evans-SIECO lot 1816, built
12/1980 - 2/1981), also 60’ – 6” inside length. Note the alternate bulkhead
geometry compared to CLC 1347.</span></span></td></tr></tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2o8N8wDEgQCu3x6K8pmkuSAze_L55oNUG7A_oeE0UvaTBoQjFH0fcFRJcaMcC7v-Tp2-pk5GHMDgWSKbi8hYSmXT2lDBX9OLPCx8X23sd_6qV9Ao94-iBzL8_pcXd-385BnbYOLLY9hs/s1599/dwc605660+Rymal+Oct+28+1987b_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2o8N8wDEgQCu3x6K8pmkuSAze_L55oNUG7A_oeE0UvaTBoQjFH0fcFRJcaMcC7v-Tp2-pk5GHMDgWSKbi8hYSmXT2lDBX9OLPCx8X23sd_6qV9Ao94-iBzL8_pcXd-385BnbYOLLY9hs/w640-h320/dwc605660+Rymal+Oct+28+1987b_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: arial; font-size: large;">DWC
605660 (DWC 605600 – 605799, CN Transcona 11/1973 – 1/1974) has been emptied of
its payload and is awaiting pick up at the unmistakably marked Rymal siding.</span><p class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;"><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt;"><o:p></o:p></span></p></td></tr></tbody></table><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj39FzePVyo6IS41cLbAmiIC9TunBlpyzQoXTUorprPtLJqiSw8lV-Lrir1pCzKxzSb1JJWyy9_mZLEaI1Rbe8Dr9ET9kBwwlOnl8N_fSZ2qnkNzWYLoXWHMi3MHQRKXitHe4lYoupImfg/s1600/cn156261+Rymal+Aug+30+1988a1_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj39FzePVyo6IS41cLbAmiIC9TunBlpyzQoXTUorprPtLJqiSw8lV-Lrir1pCzKxzSb1JJWyy9_mZLEaI1Rbe8Dr9ET9kBwwlOnl8N_fSZ2qnkNzWYLoXWHMi3MHQRKXitHe4lYoupImfg/w640-h426/cn156261+Rymal+Aug+30+1988a1_a1.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: arial; font-size: large;">CN gondola 156261 (CN
156200 – 156399, NSC 12/1965 – 1/1966) has most likely been involved in OCS (on
company service) maintenance of way activity; note what appears to be some type
of culvert remnant at the end of the car. Incredibly, unlike the bulkhead
flatcars noted above, and despite their mandated forty-year life, five of the
original two hundred car build are still extant; most likely also in
OCS/non-interchange service. This particular gondola was stricken from the
roster at the end of 2015.</span></td></tr></tbody></table><p style="text-align: justify;"><table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left;"><tbody><tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguCo1ywGBoBGbzvUVqSRj5BfGhWGVbbRLu8sI7gJiJMevqD9jLIvTC2Jsb6phSjmEnhIOcSmXpweefmac2XlLbNl7FRTDmWMXiGl8nKmHLff4vuWMNPC51Ygty_pvuWdT5Vsqe5VM-5O0/s1600/cn603042+Rymal+Dec+26+1987a_2.JPG" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEguCo1ywGBoBGbzvUVqSRj5BfGhWGVbbRLu8sI7gJiJMevqD9jLIvTC2Jsb6phSjmEnhIOcSmXpweefmac2XlLbNl7FRTDmWMXiGl8nKmHLff4vuWMNPC51Ygty_pvuWdT5Vsqe5VM-5O0/w640-h426/cn603042+Rymal+Dec+26+1987a_2.JPG" width="640" /></a></td></tr><tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 603042 (CN 603025 –
603324, HST 12/1974 – 3/1975) is a 52’-8” bulkhead flatcar most likely shown
loaded with drywall; the heavy black plastic sheeting providing protection from
the elements. Note all the discarded strapping materials on the ground on the
right-hand side of the photo. Despite the available fifty-year life, all the
cars from this series have been removed from service; the industry having moved
to higher capacity equipment.<br /><br /><br /><br /><br /></span><br /><br /><br /><br /></span></td></tr></tbody></table><br /><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"><br /></span></p>Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-2498442409116540272020-07-19T20:07:00.000-07:002020-07-19T20:07:25.198-07:00CN Stuart Street Yard - GMD SW1200RS Road Switchers<div style="text-align: justify;">
<span lang="EN-US"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">The story of CN’s gnarly looking 1200/1300
series SW1200RS locomotive is well known. Between 1955 and 1960 GMD London
would deliver some one hundred and ninety-two of the diminutive road switchers
which were deployed system wide. They could be found in all manner of service
from singular industrial switching to MU’d mainline manifest freights. The
Hamilton based gaggle would initially serve in their intended over the road
role; mainline transfers, out of yard deliveries and the well-known daily way
freight along the former H&NW line south to Port Dover. For decades the
compliment of purpose built MLW S-4’s performed most of the switching duties
associated with the steel city’s vast lake front industrial base. In time, as
the MLW’s were retired, the SW1200RS’s would increasingly assume the switching
activities in and around the Stuart Street yard. Unlike their similarly shaped
MLW S-4 counterparts who were not as fortunate, the 1200/1300’s were subject to
life extending rebuilds and upgrades, making them commonplace for some forty
plus years. While their existence on Canadian National has all but evaporated,
a couple soldier on. Incredibly, No. 7304 (built in August of 1960 as No. 1390)
continues to toil away at the nearby Parkdale steel distribution center. While
not as popular on the aftermarket scene as their larger cousin GP9RM’s, there
are numerous SW1200RS’s in the employ of short lines, industrial operations and
contract leasing and contract switching companies. Considerable time will pass
before they become nothing but museum pieces. </span></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEje-dbAKzs3dK2Fq9ngyrWNbrBzsJejUrETaha1C9KzdZjSMntkFz7PiYXASu2QfQ-sw1Y_cGhGgvcttQwUefarL8Te5Zu-SlUNX0khDKIAK8snDxePIXQH_81kO9RH68sMcgQkeOLYqkY/s1600/cn1208d_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEje-dbAKzs3dK2Fq9ngyrWNbrBzsJejUrETaha1C9KzdZjSMntkFz7PiYXASu2QfQ-sw1Y_cGhGgvcttQwUefarL8Te5Zu-SlUNX0khDKIAK8snDxePIXQH_81kO9RH68sMcgQkeOLYqkY/s640/cn1208d_2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No. 1208 was
constructed by GMD as No. 1579 early in 1956. Renumbered in mid 1956 the unit
is shown in the Allan Fleming ‘wet noodle’ origin 1961 scheme. Aside from
paint, changes since delivery include the application of robust spark
arresters, full length walkway platform handrails and ACI labels. No. 1208
would depart the roster in 1984.</span></span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"> </span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWYZDt3ton_DMaa7mS5owwv_vNr8FYSdB6kZViA1fli9gSX3YFcWD3UDh-HL-OM1B0jnt7KiqdYSwF3DhrSunH6Meswf_BdCefFgBIfg_rAZzPoCCtCmEIINU9VhObiEcbqh_AeRlQknY/s1600/cn1364+Hamilton+ON+May+22+1991a_2s.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhWYZDt3ton_DMaa7mS5owwv_vNr8FYSdB6kZViA1fli9gSX3YFcWD3UDh-HL-OM1B0jnt7KiqdYSwF3DhrSunH6Meswf_BdCefFgBIfg_rAZzPoCCtCmEIINU9VhObiEcbqh_AeRlQknY/s640/cn1364+Hamilton+ON+May+22+1991a_2s.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No.
1364 was delivered from GMD in April of 1960. Counting from the
original olive green/yellow delivery dress, No. 1364 is dressed in the fourth
version scheme whereas Note the shorter height of the smoke arrester stacks.</span><span style="font-size: 12pt;"><o:p></o:p></span></span></div>
</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0F9UiuLcnRtVP9ID_1rLiXRjxrxezwA8je8Ui9GAMJTUGW7xMpxNMo3g_uSex2E9Cuyo4hniBFkDj4gOqtA1uIAig9yLjuJJHZykR5S-0UGSYBUQwN-Cbu-MLXor-Iydf7gPzpio0d-g/s1600/cn1366+Hamilton+ON+Feb+8+1998a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh0F9UiuLcnRtVP9ID_1rLiXRjxrxezwA8je8Ui9GAMJTUGW7xMpxNMo3g_uSex2E9Cuyo4hniBFkDj4gOqtA1uIAig9yLjuJJHZykR5S-0UGSYBUQwN-Cbu-MLXor-Iydf7gPzpio0d-g/s640/cn1366+Hamilton+ON+Feb+8+1998a_3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US"><span style="font-size: large;"><span style="font-family: Arial, sans-serif;">While
GMD became famous for their production volume of the SW1200RS north of the
border, it was actually parent EMD that pioneered the model. According to the
authoritative chronicle </span><i style="font-family: Arial, sans-serif;">‘Canadian
National Railways Diesel Locomotives Volume Two’</i><span style="font-family: Arial, sans-serif;"> Grand Trunk Western took
delivery of four units (Nos. 1505 – 1508) a few months prior to parent Canadian
National. GMD would enhance the design somewhat by increasing the fuel capacity
and adding large, easy to see number boards on both ends.</span><span style="font-family: Arial, Helvetica, sans-serif;"> <o:p></o:p></span></span></span><span style="text-align: center;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">No. 1366 was delivered from GMD in April of 1960 and is shown wearing the final paint scheme applied to the pint sized road units.</span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLqR3jt8RuBUFHRqjPVUafexW0vNRipqyOHPb8bykZY5Hyy-N0oOQ5jUCgy-3Pf6EBTT_j4IkIw-oNf51bntqvxMklUI0fbaHpZ9SrRXEN3C3dBT_nWpE7jyjXAG6_HQy3u7HJR7R7Yuc/s1600/cn1387+Hamilton+ON+Apr+11+1993a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjLqR3jt8RuBUFHRqjPVUafexW0vNRipqyOHPb8bykZY5Hyy-N0oOQ5jUCgy-3Pf6EBTT_j4IkIw-oNf51bntqvxMklUI0fbaHpZ9SrRXEN3C3dBT_nWpE7jyjXAG6_HQy3u7HJR7R7Yuc/s640/cn1387+Hamilton+ON+Apr+11+1993a_3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No.
1387 was delivered by GMD to CN in July of 1960. In 1999 the veteran unit was
reassigned as a shop switcher and renumbered CS03. Declared surplus two years
later the London graduate was sold to Larry’s Truck and Electric (LTE) and
renumbered 1213.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0co12D1Lyiu4AQM7ltb5rEjCd7ikfKKAP9MGMuV6RH_oroswAMj9bv3r8D3f8UbRFW32O7TekjOuD68lD0Bz0zUcCVnkDaNXXqxSMghREULE-eYjrJiy4LB57hcvGmWtPgYqCM1wFmQc/s1600/cn7309+Hamilton+ON+Apr+15+1990a_2s.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0co12D1Lyiu4AQM7ltb5rEjCd7ikfKKAP9MGMuV6RH_oroswAMj9bv3r8D3f8UbRFW32O7TekjOuD68lD0Bz0zUcCVnkDaNXXqxSMghREULE-eYjrJiy4LB57hcvGmWtPgYqCM1wFmQc/s640/cn7309+Hamilton+ON+Apr+15+1990a_2s.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No.
7309 was originally constructed in June of 1960 as CN 1378. In 1987 CN’s Pointe
St. Charles facility embarked upon a life extension rebuild program of the
SW1200’s. Basically in kind, the rebuild included 645 power assemblies,
improved cab amenities and relocation of the horn cluster from the cab front to
a position adjacent to the bell. Note that the exhaust stacks were returned to
as delivered geometry. Acknowledging that they remained of relatively low HP,
CN capped the rebuild program at eighteen units; Nos. 7300 – 7317. Following
her employment with CN No. 7309 was sold to LTE in 2009 becoming LTEX 1212 and
subsequently LTEX 1231.</span></span><b><span lang="EN-US" style="font-size: 11.0pt;"><o:p></o:p></span></b></div>
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<span lang="EN-US"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;"><br /></span></span></div>
Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-3988139638883499632020-05-10T16:17:00.000-07:002020-05-10T16:17:44.651-07:00CN Rymal Pt. 14 Line Side Structures<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="MsoNormal" style="text-align: justify;">
<span lang="EN-GB" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">With week day way
freight service and as required Saturday extras, the former H&NW (CN
Hagersville Subdivision) branchline was maintained to Class 2 standards;
Maximum 25 MPH (freight). Deferred maintenance and neglect would not be
associated with the track work that remained active well into the late 1980’s.
Like any right of way, all grade crossings needed some form of protection; a
look at the Rymal Road (Highway No. 53) intersection as follows.</span><br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2l2kElTt6m_h37iWqd0GKj9IdzjnkkWHNEyjKeaPaOapW-NhNHRNdi6kTruP2uQxD36tXjIj__kd6yaLPZXMBAOE_mNOj9inJ2Js8gk-xksh94SUczGqQiNClF-9bM5FDdtpNf2pLh5w/s1600/Rymal+Sep+24+1988a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2l2kElTt6m_h37iWqd0GKj9IdzjnkkWHNEyjKeaPaOapW-NhNHRNdi6kTruP2uQxD36tXjIj__kd6yaLPZXMBAOE_mNOj9inJ2Js8gk-xksh94SUczGqQiNClF-9bM5FDdtpNf2pLh5w/s640/Rymal+Sep+24+1988a_2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "arial" , sans-serif;"><span style="font-size: large;">View
is looking northeast from the points of the Shaw Pipe Protection siding lead.
In the distance, crossing protection devices from left to right; cross arms
with flashing lights, instrument cabinet (on ground), and nearer instrument
case (on cement pole). Nearer shown also; switch stand and 25 MPH speed limit
sign. Also in the distance ‘DO NOT TRESPASS’ sign; adjacent to instrument
cabinet. Notice the freshly augmented ballast. </span><span style="font-size: 12pt;"><o:p></o:p></span></span></div>
</td></tr>
</tbody></table>
<span lang="EN-GB" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;"><br /></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdWA6CSQM0GKRoNT8jcLT3GYtOkJ3_gxtVzGLCJ2VceXAhBNdimE9S79JBnxFDd0PO2qrUkBlyIwxcPb4a-nr1fRVJZhquFeJcV4OelTcDVTruifbLoVbVjFJTaO89dcDE2OLaan_PTYo/s1600/Rymal+Sep+24+1988_j1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdWA6CSQM0GKRoNT8jcLT3GYtOkJ3_gxtVzGLCJ2VceXAhBNdimE9S79JBnxFDd0PO2qrUkBlyIwxcPb4a-nr1fRVJZhquFeJcV4OelTcDVTruifbLoVbVjFJTaO89dcDE2OLaan_PTYo/s640/Rymal+Sep+24+1988_j1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: "arial" , sans-serif;"><span style="font-size: large;">This modest little
structure is an SS 5A instrument case. The small locked box on the side near
the top is used for testing the crossing by the section men. Related to
security, it required a different key compared to the main case</span></span><span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 12.0pt;">. </span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQTFY9LoJfEYrkZIBQ-Cur4YdenrBbr2m8JoKhadOMRICkdMLFyLDVds-QCtk-ca6eZ4wjvsWpZmefY6XzsdbFLjaCJJtVUoceZxDzimAe5U02kus_ZWXQBPS3uabgk4rJr2rJs7NdjBo/s1600/Rymal+Sep+24+1988_f1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQTFY9LoJfEYrkZIBQ-Cur4YdenrBbr2m8JoKhadOMRICkdMLFyLDVds-QCtk-ca6eZ4wjvsWpZmefY6XzsdbFLjaCJJtVUoceZxDzimAe5U02kus_ZWXQBPS3uabgk4rJr2rJs7NdjBo/s640/Rymal+Sep+24+1988_f1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: arial, sans-serif; font-size: large; text-align: justify;">Like all CN lineside cabinets, it was painted standard silver.</span></td></tr>
</tbody></table>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTd1kBbzgWKI8z5nUhWT2qMqeq5bX2547KURE3MnII-C-DL92CpIMIcwC_TkOFrghMp7Mm2Fva3siBmlv6jYx83axBT8LseKYeS86xNwk1weW9QKWUnuXoQ5ZeCbDqcrbtyOXQ2vupajo/s1600/Rymal+Sep+24+1988e_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTd1kBbzgWKI8z5nUhWT2qMqeq5bX2547KURE3MnII-C-DL92CpIMIcwC_TkOFrghMp7Mm2Fva3siBmlv6jYx83axBT8LseKYeS86xNwk1weW9QKWUnuXoQ5ZeCbDqcrbtyOXQ2vupajo/s640/Rymal+Sep+24+1988e_1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: "arial" , sans-serif;"><span style="font-size: large;">Note the electrical
connection to the hydro pole in the background.</span></span></td></tr>
</tbody></table>
<div style="text-align: justify;">
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQau3k6heQ3g0l1E59JAfpDhYT-J4QJf_MeoYgiy8kB84l4K0BiICqD8UfLlVTztpxqBIgxKG-En1k2AAkcueT-qxu0QI-zAnqpb0QXU-Sb94-omWkBecpgJGv8HFLnaVrQd7iSlF-X5s/s1600/Rymal+Sep+24+1988_g1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjQau3k6heQ3g0l1E59JAfpDhYT-J4QJf_MeoYgiy8kB84l4K0BiICqD8UfLlVTztpxqBIgxKG-En1k2AAkcueT-qxu0QI-zAnqpb0QXU-Sb94-omWkBecpgJGv8HFLnaVrQd7iSlF-X5s/s640/Rymal+Sep+24+1988_g1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">This box mounted on a
concrete post is an SS 19 instrument case. Items housed inside the enclosure
included batteries, relays, and rectifiers; all used in conjunction with the
approach for crossing protection.</span></span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"> </span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhN661qlcBSo9MVL-CWJm1CFLP2os_Ugo36S60RkQ6gNlitgjLSoHNxHyrp96yeVwJnoNUkxGR_YSiZ0yI7Fn6JoiUPs90KV5G_OLB2mQZbQOjRACd9hTSCxqQ9WTe3qK5KtgFbzpAjTAA/s1600/Rymal+Sep+24+1988_h1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhN661qlcBSo9MVL-CWJm1CFLP2os_Ugo36S60RkQ6gNlitgjLSoHNxHyrp96yeVwJnoNUkxGR_YSiZ0yI7Fn6JoiUPs90KV5G_OLB2mQZbQOjRACd9hTSCxqQ9WTe3qK5KtgFbzpAjTAA/s640/Rymal+Sep+24+1988_h1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Batteries would serve
in the event of a power failure or if there was no hydro line and no electrical
service otherwise available. Without hydro service a primary battery would be
used; usually lasting for up to one year depending on traffic volume. Likewise,
the SS 19 was painted silver.</span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3r4j9PSZgQEfCDL5pCAVkKewquGNE0HEUWZMcVxqZ81KNmsC6rlgFUXaKKupj3kBzIOIt2vSkThhz_Oc7_xsOxJSkB-SK8AgDj_j-lzJFR8iM0a_lYOJ5VSZ3UBA3pd0D5dC9Od4-fdM/s1600/Rymal+Sep+24+1988d_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3r4j9PSZgQEfCDL5pCAVkKewquGNE0HEUWZMcVxqZ81KNmsC6rlgFUXaKKupj3kBzIOIt2vSkThhz_Oc7_xsOxJSkB-SK8AgDj_j-lzJFR8iM0a_lYOJ5VSZ3UBA3pd0D5dC9Od4-fdM/s640/Rymal+Sep+24+1988d_1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">The 'DO NOT TRESPASS’ sign is severely weather beaten
and would appear to offer rather limited authority.</span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEim9EqbJJhBFoHy5SxsZr3B0cEKihV7zXJTeL9pJ3Nvgq4Fn009sZRFquEtemQX1t9K52CPSpA6wes5A0Zddis9cFomOUcJbzvGMaCvTURtgu2HzC951Hfrq9Ete3pmmeBjwFxapzbe-wM/s1600/Rymal+Sep+24+1988_i1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEim9EqbJJhBFoHy5SxsZr3B0cEKihV7zXJTeL9pJ3Nvgq4Fn009sZRFquEtemQX1t9K52CPSpA6wes5A0Zddis9cFomOUcJbzvGMaCvTURtgu2HzC951Hfrq9Ete3pmmeBjwFxapzbe-wM/s640/Rymal+Sep+24+1988_i1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">The target (painted
red) on the switch stand is marked ‘HA 20’; Hagersville Subdivision, Zone HA,
Shaw Pipe (Hamilton Car Control</span></span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;">).</span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOkUtQtisKaPDtY8wpQ6okphWSbgB7RjrzzFIHlTp3Ne-l_jhjO2fL9LeSlIQmuqKe_IsXyi4wZCfCi-x8R7ZuP_uFafwqaDM3fD6EI5UlyuxCYfcvSri2BPE2TcFnAJukVGAvZzNdt48/s1600/Rymal+Sep+24+1988_c1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOkUtQtisKaPDtY8wpQ6okphWSbgB7RjrzzFIHlTp3Ne-l_jhjO2fL9LeSlIQmuqKe_IsXyi4wZCfCi-x8R7ZuP_uFafwqaDM3fD6EI5UlyuxCYfcvSri2BPE2TcFnAJukVGAvZzNdt48/s640/Rymal+Sep+24+1988_c1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Note the 7.12 printed
on the lower back of the arm. This indicates 7.12 miles from the start of the
Hagersville Subdivision off the Oakville Subdivision (located in lower Hamilton
north of Barton Street near Ferguson Ave.).</span></span></td></tr>
</tbody></table>
<span lang="EN-GB" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">
</span>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhhXVXqcihdg4UIbE6NFKXeN0bTX6QWACllv_v75BxavAfFcrP_eUgRimuyCLkcks68f71TZPoyXuiPmgwCeOA-rIvAs-5bDGHqJn079InZD0MrzSDMFKmNusj0pbUCNumon4D_1KjJ93Y/s1600/Rymal+Sep+24+1988_b1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhhXVXqcihdg4UIbE6NFKXeN0bTX6QWACllv_v75BxavAfFcrP_eUgRimuyCLkcks68f71TZPoyXuiPmgwCeOA-rIvAs-5bDGHqJn079InZD0MrzSDMFKmNusj0pbUCNumon4D_1KjJ93Y/s640/Rymal+Sep+24+1988_b1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: "arial" , sans-serif;"><span style="font-size: large;">Crossing protection
flasher mast at Rymal Road (Hwy 53). The cross arms
(cross bucks) have recently been changed from B&W ‘RAIL_WAY CROSSING’ to
reflective red and white. </span></span><br />
<span lang="EN-US" style="font-family: "arial" , sans-serif;"><span style="font-size: large;"><br /></span></span>
<br />
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Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-66182115307540071812020-01-25T20:10:00.000-08:002020-01-25T20:10:47.372-08:00CN Stuart Street Yard – MLW S-4 Switchers<div style="text-align: justify;">
<span lang="EN-US"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">Associated
with the vast adjoining industrial base, for many years CN’s Hamilton Ontario
Stuart Street Yard complex was home to a sizeable switcher fleet, mostly
comprised of locomotives constructed by Montreal Locomotive Works (MLW). Resident
familiar unit into the mid 1980’s was the S-4. Among the more popular of
switcher models to be produced by Alco/MLW, CN’s S-4’s were supplied from 1951
through to 1957. As is well known, MLW’s production mimicked that of parent
Alco; for S-4’s this included a McIntosh and Seymour model 539 prime mover along
with Canadian General Electric (CGE) traction motors and electrical gear. Initially,
from 1949 until 1962, MLW contracted the manufacture of the 539 prime mover to
Dominion Engineering Work (DEW) prior to bringing production in house. CGE
hardware came from Peterborough Ontario. Unlike previous S-1 through S-3
switcher production, both Alco and MLW would modify the carbody, albeit not in
the same fashion. Starting with the S-1, the low height switcher hood featured
the Otto Kuhler design elements of soft bevels and generously curved edges.
During S-4 production, most likely to improve fabrication, the carbody was modified
to include tighter round corners along the length and overlapping ends (Alco)/feathered
edge ends (MLW). MLW took the modification one step further by changing access
door louvers to carbody filters. In total, almost 1,000 S-4’s would emerge from
Schenectady and Montreal (second only to the S-2). See <a href="https://www.american-rails.com/705.html">https://www.american-rails.com/705.html</a>
for additional information<b>.</b></span></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJSVkRb_XP9vqMPDcwdqRt6BtnCF970BXUtqWIvRRjoMSyizZV73GPz7NwtnHJABtXl3WzK0Fapsw26BBo6H9gz1_ZGf8Cup9nbytotXeoUiTgrKbug1P_nEYNPo1LFmtgcToDh2GpQII/s1600/cn8164a1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJSVkRb_XP9vqMPDcwdqRt6BtnCF970BXUtqWIvRRjoMSyizZV73GPz7NwtnHJABtXl3WzK0Fapsw26BBo6H9gz1_ZGf8Cup9nbytotXeoUiTgrKbug1P_nEYNPo1LFmtgcToDh2GpQII/s640/cn8164a1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN
S-4 No. 8164 was delivered from MLW in August of 1956. Shown in the 1961 so
called ‘Wet Noodle’ paint scheme the tidy end cab unit would have initially
been painted switcher standard black/yellow trim and continue to serve her
owner long enough to receive the 1973 orange cab/yellow frame stripe
decoration. Note the ACI label beside the second stanchion.</span><span style="font-size: 12pt;"><o:p></o:p></span></span></div>
</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioeemJLTxov5_00YT9-MIpaX1Kvi1kPLmKlVZswBqqMnmmyiSfIyRI_9SagpwZnIsSOGVpVHmaEx5gmxFxXssowkNpkLoQTmX5Um5H6ISjy7S3RuM4FWp9m-pLls-TKNpRmtiZyXmVhzw/s1600/cn8165a1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEioeemJLTxov5_00YT9-MIpaX1Kvi1kPLmKlVZswBqqMnmmyiSfIyRI_9SagpwZnIsSOGVpVHmaEx5gmxFxXssowkNpkLoQTmX5Um5H6ISjy7S3RuM4FWp9m-pLls-TKNpRmtiZyXmVhzw/s640/cn8165a1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">No.
8165 was received by CN in August of 1956. As mentioned, MLW would alter the
carbody construction over the lengthy production run replacing access door
louvers with rectangular filters; note the parallel openings below the stack
adjacent to the ‘C’. Welded construction would also be incorporated. Note also
the tapered top box immediately ahead of the cab on the running board. The
small enclosure housed modified piping associated with the braking system
upgrade from 14 EL (as built) to 6 SL.</span><span style="font-size: 12pt;"><o:p></o:p></span></span></div>
</td></tr>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjYb6Q6R3sbCWEXAkGO-uo-4evtypmj5VC23JeiNTlG4aPAEE5tfphHYIBImzVgrg-TG6bTPpbqHD2jqHAbcLFK6wxcpG3P_KUZf9PSeB07n6vDo3Q2KFo5MjFtR0P2NoKeqWziMKxOyc/s1600/cn8165b1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjYb6Q6R3sbCWEXAkGO-uo-4evtypmj5VC23JeiNTlG4aPAEE5tfphHYIBImzVgrg-TG6bTPpbqHD2jqHAbcLFK6wxcpG3P_KUZf9PSeB07n6vDo3Q2KFo5MjFtR0P2NoKeqWziMKxOyc/s640/cn8165b1.jpg" width="640" /></a></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf7GK4RzDzSV6CXpjXSfa4T5xI-c-CEjsxpLxauigFRzD-1SU-hhrcq1dcHlqMjOANFsJvpycTGQeBIpOpTkqAIUMBoxBxUsjzW3lKilK8DbXRpTHQaTC5MTTeYGxOe67K-yxE-I9A8F8/s1600/cn8169b1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf7GK4RzDzSV6CXpjXSfa4T5xI-c-CEjsxpLxauigFRzD-1SU-hhrcq1dcHlqMjOANFsJvpycTGQeBIpOpTkqAIUMBoxBxUsjzW3lKilK8DbXRpTHQaTC5MTTeYGxOe67K-yxE-I9A8F8/s640/cn8169b1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 8169 departed builder
MLW in September of 1956. A scene depicting classic 1970’s railroading; single
door 40 ft. boxcars along with a 52’ – 8” combination door boxcar. None of this
equipment is still around; the nominal fifty-ton capacity forty footers would
be all but gone by the mid 1980’s while the marginally longer cousin probably
held on until the early 2000’s. Note the freshly ballasted track. Used at the
time by GO Transit to access the CN James Street Station, in time GO would relocate
to the CP/TH&B Hunter St. facility.</span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgfvlNAOihqnLC2OZkcjU5aVapMwnETwLI1w0O1T9evVAcf1rwUl0V5lMWctBQUR1lKL5clhn7zfqGCkE9REV6vkjGrOffmNpDB7xQEF1pQZKXhQkg9MclSeLDVKnfapCAQ-32BM0XAUVA/s1600/cn8169d1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgfvlNAOihqnLC2OZkcjU5aVapMwnETwLI1w0O1T9evVAcf1rwUl0V5lMWctBQUR1lKL5clhn7zfqGCkE9REV6vkjGrOffmNpDB7xQEF1pQZKXhQkg9MclSeLDVKnfapCAQ-32BM0XAUVA/s640/cn8169d1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">The fate of No.
8169? Online photos show the venerable unit stored out of service in 1986,
still at Stuart Street. Note the Dofasco
containers at the intermodal facility in the background.</span></span></td></tr>
</tbody></table>
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Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com2tag:blogger.com,1999:blog-6463025841630621552.post-36220612470987221042019-12-29T16:58:00.000-08:002019-12-29T16:58:39.208-08:00CN Rymal Pt. 13: Freight Cars Part 3 - Boxcars<br />
<div class="MsoNormalCxSpFirst" style="text-align: justify;">
<span style="font-family: "Arial","sans-serif"; mso-ansi-language: EN-CA;"><span style="font-size: large;">It’s fascinating to reflect upon
how indispensable the commonplace boxcar once was. The rudimentary shoebox on
wheels once carried a myriad of items that are now conveyed by dedicated
purpose freight cars including automobiles (bi/tri-level autoracks), grain
(covered hopper cars), and lumber (bulkhead/centerbeam flat cars). Historically,
the only commodity not routinely shipped in a boxcar was liquids, although
livestock like boxcars were once used to ship barrels of crude oil in 1860’s
Pennsylvania.<o:p></o:p></span></span></div>
<div class="MsoNormalCxSpFirst" style="text-align: justify;">
<span style="font-family: "Arial","sans-serif"; mso-ansi-language: EN-CA;"><span style="font-size: large;">The former H&NW line would of
course witness the passage of a variety of boxcar types over the years, both
for on line customers and as part of through/bridge traffic. The included selection
of boxcar geometries, sorted by age, are all of so called ‘double-sheathed’
structure; inside post side construction/steel outer side sheets/wood interior
lining in between the posts. A generational phenomenon, this was the
conventional form of boxcar construction over the build period which stretches
from the early 1940’s to the mid 1970’s. Like all freight cars, boxcars are
subject to AAR Mechanical Designation. Boxcars are ‘X’ Type; the following types
are depicted (from <a href="http://www.nakina.net/other/aartype.html">http://www.nakina.net/other/aartype.html</a>):<o:p></o:p></span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif";"><span style="font-size: large;">XL: Loader Equipped Box Car. Similar
in design to "XM", with steel perforated side walls or equipped with
interior side rails for securement of certain types of lading and/or
permanently attached movable bulkheads<o:p></o:p></span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif";"><span style="font-size: large;">XM: Boxcar. A house car for general
service and especially for lading requiring protection from the weather and
equipped with side or side and end doors</span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><span lang="EN-US" style="font-family: "Arial","sans-serif";"><o:p></o:p></span><span style="font-family: Arial, sans-serif;">XP: Boxcar similar in
design to "XM", but which is specially equipped for a specific
commodity loading and not suitable for general commodity loading</span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9YuOe4OZtK8npOngw_lr11b38FUN_qBTfUGSZaBO6_jiFCSXaPE1Gjb36SGVlLn4mLTynsFA0zGhJYXPahyde14pyH7gCzxXtvPrmY8x4gXvMzlNqtHPVMoXXVtT0U1A9R77UBbk6Yug/s1600/cn583793_a1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1600" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9YuOe4OZtK8npOngw_lr11b38FUN_qBTfUGSZaBO6_jiFCSXaPE1Gjb36SGVlLn4mLTynsFA0zGhJYXPahyde14pyH7gCzxXtvPrmY8x4gXvMzlNqtHPVMoXXVtT0U1A9R77UBbk6Yug/s640/cn583793_a1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 583793
(XM) was a forty-foot-long boxcar originally constructed by Canadian Car and
Foundry (CCF) (lot 1498) as single door (6 ft.) CN 481023 in March of 1943. It
was converted to the configuration shown in December of 1969. Note that both
the roof walk-less boxcar and trailing flat car are still equipped with
friction bearing trucks. Remarkably, friction bearing trucks were not
prohibited from interchange until January 1, 1994. Most likely, both the
double-door boxcar and empty flatcar were involved in the delivery of wood
products to Penn Lumber (see CN Rymal Pt. 4).</span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXkdVVOIQXvxTGqDuOn5otOBPh8zy3fwYkHRdBMlixMjxJG-aQFedsB7QU8cgN1MXAODgPXKB-lGLbz959pEkTuGh-XJoINU5Oj9AE-E0DO-s3hSYoVzozgBCurVuGbbKDNmNeRdri9-A/s1600/cn575203+Rymal01a.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiXkdVVOIQXvxTGqDuOn5otOBPh8zy3fwYkHRdBMlixMjxJG-aQFedsB7QU8cgN1MXAODgPXKB-lGLbz959pEkTuGh-XJoINU5Oj9AE-E0DO-s3hSYoVzozgBCurVuGbbKDNmNeRdri9-A/s640/cn575203+Rymal01a.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN
575203 (XM) was a forty-foot-long single door boxcar built by CCF (lot 1822) in
October of 1948 as CN 528045. It was converted in 1967; 6 ft. door to 9 ft.
door. The roof walk removal/shortened ladder modification most likely occurred
at a later date. A 1966 rule change eliminated high mounted hand brakes and
roof walks on new boxcars. Removal of roof walks and shortening of ladders on
existing cars was phased in over time.</span></span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNQobwxKV7zl-y7vayjj8jm8eZwoEDYG9KeIWJD6kHyAuHhYjunK-7OOVgYri21c4ILZkjDi-PGxU3sQ6mnLnrmyEd7mnPDlxFw07XlwzDhWRFeAeOKtryDGO9S6GPTPVGVlbM3p_sdmE/s1600/CNA794312a1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhNQobwxKV7zl-y7vayjj8jm8eZwoEDYG9KeIWJD6kHyAuHhYjunK-7OOVgYri21c4ILZkjDi-PGxU3sQ6mnLnrmyEd7mnPDlxFw07XlwzDhWRFeAeOKtryDGO9S6GPTPVGVlbM3p_sdmE/s640/CNA794312a1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CNA
794312 (XL) was built by Pullman-Standard (lot 9470) in June of 1970 by
Pullman-Standard at their Michigan City plant. Originally GTW 309000 - 309261
series, it was renumbered between 1974 and 1982. The ‘CNA’ reporting mark denotes
US manufacture/international/US domestic service. Guessing that bridge traffic
movement explains its inclusion in the consist.</span><b style="font-size: 11pt;"><o:p></o:p></b></span></div>
</td></tr>
</tbody></table>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCq75z7BM8wdtBhmIPxwZ4WQS1lVTOB8_8knYCH5hQ8uP5GjBw1-jUlLK5Teda4c_r0f9ioa7_lAk7PmH6U67Hx0DweotnpElNKv3ID9lfCszrsGEszMv9-x4STsbsosL0uoBSnOv6G9g/s1600/cn557420+Caledonia+ON+Feb+17+1990a1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCq75z7BM8wdtBhmIPxwZ4WQS1lVTOB8_8knYCH5hQ8uP5GjBw1-jUlLK5Teda4c_r0f9ioa7_lAk7PmH6U67Hx0DweotnpElNKv3ID9lfCszrsGEszMv9-x4STsbsosL0uoBSnOv6G9g/s640/cn557420+Caledonia+ON+Feb+17+1990a1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaptionCxSpFirst" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 557420 (XP) was
a 52’-8” long combination door boxcar constructed by National Steel Car (NSC) (lot
P.6340) in January of 1973. By AAR Office Manual Rule 88, unless Rebuilt or qualified
to EXS (<u>EX</u>tended <u>S</u>ervice) status, this car would have been removed
from interchange prior to the end of 2013 (forty year rule). Freight cars
manufactured after July 1<sup>st</sup>, 1974 are eligible to continue in
service for fifty years. In conjunction with the EXPO 86 ‘World Exposition on
Transportation and Communication’ held in Vancouver, BC, CN decorated several
pieces of equipment.<o:p></o:p></span></span></div>
<div class="MsoCaptionCxSpLast" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">See <a href="http://tracksidetreasure.blogspot.com/2016/11/cn-expo-86-boxcars.html">http://tracksidetreasure.blogspot.com/2016/11/cn-expo-86-boxcars.html</a>
for additional information on the specially decorated boxcars.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGZpeR3Ps1mzuO_ky2oMAwLgDLspJrlzoIYSi8I0_rfMmOwAGEbuLdGvkrJ9xu5u49wROTeo29eS1jzli5_mrGkZ7exHMfSCA46X6uYBVnBdJOt25UYJXStxdLPMsUabZjaf-6Tf7N19w/s1600/CN557498a1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjGZpeR3Ps1mzuO_ky2oMAwLgDLspJrlzoIYSi8I0_rfMmOwAGEbuLdGvkrJ9xu5u49wROTeo29eS1jzli5_mrGkZ7exHMfSCA46X6uYBVnBdJOt25UYJXStxdLPMsUabZjaf-6Tf7N19w/s640/CN557498a1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">CN 557498 (XP) was constructed by NSC
(lot P.6720) in March of 1974.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
</td></tr>
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<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: large;"><span style="font-family: Arial, sans-serif;"><br /></span></span></div>
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<span style="font-family: Arial, sans-serif; font-size: 12pt;"><br /></span></div>
<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-82706148897620121372019-11-30T18:56:00.000-08:002019-11-30T18:56:34.679-08:00CN Stuart Street Diesel Shop – Sanding Operations<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-GB"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">Tucked in behind the pint-sized diesel shop at the Stuart
Street Yard was a structure common to most locomotive servicing facilities; a
tall, somewhat spindly appearing sand tower.<o:p></o:p></span></span></div>
<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-GB"><span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: large;">Traction sand has been a component of railroading ever since the creation of the steel wheel on steel rail combination. Given the inherent low level of contact friction and minute contact area, augmentation of steel on steel traction is essential. Grip for initial movement, smooth acceleration and controlled braking are all dependent to some degree upon proper sanding. Sanding also helps to maintain traction and motion on greasy rail conditions caused by moisture, oil or fallen leaves. Traction sand must be fine, uniform grain, free from contaminants, and most importantly, dry. First generation F units and switchers were typically equipped with four sand fill/hoppers located more or less above each truck side frame. Dick Dilworth’s legendary ‘Geeps’ had a single sand fill located in the prow of each high nose, with internal piping down to each side. Most modern locomotives are similarly configured, although so called ‘safety cab’ locomotives have two fill hatches either side of their wide nose. Delivery of sand to the rail head is accomplished via flexible rubber hoses and nozzles secured to the ends of each truck side frame.</span></span></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJK7jNRaI0b-qouuC0TW3Mf5-tWJJI_Sv_hAAFMkrfdPHUvPub95i8ZOXqnp0HWEDe2m8egzK03f8XOC6gXescikgS073y27nP-wj-LZO-grnhqftwWKiThBa-IxrlElGx3-jvl0g8vQQ/s1600/cn7106+Stuart+St+Dec+15+1991a1_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJK7jNRaI0b-qouuC0TW3Mf5-tWJJI_Sv_hAAFMkrfdPHUvPub95i8ZOXqnp0HWEDe2m8egzK03f8XOC6gXescikgS073y27nP-wj-LZO-grnhqftwWKiThBa-IxrlElGx3-jvl0g8vQQ/s640/cn7106+Stuart+St+Dec+15+1991a1_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">CN SW1200RM 7106 was
originally constructed by GMD London as SW1200RS 1257 in January of 1957.
Remanufactured in 1987 at Pointe St. Charles, No. 7106 would be included in the
sale of all eight SW1200RM’s to Canac in February of 2000. The unorthodox
looking unit would subsequently be acquired by Savage Rail Services as their
SVGX 7106.</span></td></tr>
</tbody></table>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWRwX4Tybzp5K08e22ruM1bxv5CkkWhSpzi6-EciEX3Lyx9Bl2RWI2-Jovsia4NDvQOffB42VEIcqdPHrHA6d1JmLkizWMTN_gUbutRlmIRJTBvDjek7LQJpLq0ZjynuDQk12oZVdOTx8/s1600/cn1338+Stuart+St+Aug+22+1987a1_a.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1200" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiWRwX4Tybzp5K08e22ruM1bxv5CkkWhSpzi6-EciEX3Lyx9Bl2RWI2-Jovsia4NDvQOffB42VEIcqdPHrHA6d1JmLkizWMTN_gUbutRlmIRJTBvDjek7LQJpLq0ZjynuDQk12oZVdOTx8/s640/cn1338+Stuart+St+Aug+22+1987a1_a.JPG" width="480" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">CN SW1200RS’s 1311
(GMD 1958) and 1338 (GMD 1959) along with an unidentified sister in the
background gather around the shop. No.
1311 would depart the roster in 1994 to Ohio Central while No. 1338 would hang
on until 1998 prior to being sold to Canac. Note that the sand tower
distribution booms span tracks on either side. Note also the flexible hoses
that permit sanding on both sides of the locomotive – a necessity as most locomotives
are equipped with sand hoppers positioned directly above the truck side frame
on either side. Most sand towers are painted silver so as to reflect rather
than attract heat which could lead to condensation within the hopper.</span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTeoFIUbNjchMALKvYkdDq48KkxuV48LS2FSdesHIODUJy7FlPi0P4-VjKSMhgB8TXWxgOB2BdB-2Yl1_CoQoxcSYtQkd9YcSXCe7MQSrEqpXXJWF_7yCabfXs4vIJJxS-MJW1e_57Ngs/s1600/cn9468+Stuart+St+Jan+28+1990a2_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1067" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhTeoFIUbNjchMALKvYkdDq48KkxuV48LS2FSdesHIODUJy7FlPi0P4-VjKSMhgB8TXWxgOB2BdB-2Yl1_CoQoxcSYtQkd9YcSXCe7MQSrEqpXXJWF_7yCabfXs4vIJJxS-MJW1e_57Ngs/s640/cn9468+Stuart+St+Jan+28+1990a2_a1.JPG" width="426" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">Details at the top of
the hopper included piping and venting fittings along with a ladder and safety
railings for maintenance. A flood light, out of sight on the opposite side, facilitated
around the clock operations. Note the power line on the right hand side.
Filling of the hopper is accomplished using the small diameter vertical pipe
leading from a sealed storage bin to the top of the structure and compressed
air. Topping up of locomotive sand boxes is simply a matter of gravity. Absence
of internal moisture is vital to the entire sanding operation.</span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDfDGKVotYlPhwx1hSHVT5OFIw5jpzKjJ6jfSXVlYqCn5p5hgGIMAM0UtGXGkPDXJBRqqCNItvp7zhIxR98X04nv07dsKsx6cCmDbpO14cZRg9XVRtboGVbfrUqw-PcwqH__2DWhTqKjo/s1600/CN9468+Truck+Stuart+St+Jan+28+1990a_1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="600" data-original-width="1600" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDfDGKVotYlPhwx1hSHVT5OFIw5jpzKjJ6jfSXVlYqCn5p5hgGIMAM0UtGXGkPDXJBRqqCNItvp7zhIxR98X04nv07dsKsx6cCmDbpO14cZRg9XVRtboGVbfrUqw-PcwqH__2DWhTqKjo/s640/CN9468+Truck+Stuart+St+Jan+28+1990a_1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">Blomberg Type ‘M’
rear truck on <span lang="EN-US">GP40-2L(W) No. 9468 (GMD 7/1974)</span></span></td></tr>
</tbody></table>
<div style="text-align: justify;">
<br /></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZcRwCxKwujgA6MB6HCadSFh1QZJfGYZQxu9GEvae47odXYDiWh70DnY4KQ4b3RofjrpKA_bp9JXDponD1r_nZNWRl29mV53jVRQ52YOA7QmPjIntkK2InFaDLdvcm-vzJbJxUI-v2tiI/s1600/CN+Stuart+St+Office+Aug+14+1987a_2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZcRwCxKwujgA6MB6HCadSFh1QZJfGYZQxu9GEvae47odXYDiWh70DnY4KQ4b3RofjrpKA_bp9JXDponD1r_nZNWRl29mV53jVRQ52YOA7QmPjIntkK2InFaDLdvcm-vzJbJxUI-v2tiI/s640/CN+Stuart+St+Office+Aug+14+1987a_2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">The compact two-stall
diesel shop structure, constructed in February of 1964, remained relatively
unchanged over the years. Updates included additional lighting positioned along
the roof top at the rear, and, perhaps due to misadventure, new roll-up doors on
more than one occasion. Note the lightning rod on the left hand roof top corner
of the building; no doubt a requirement related to the fuel storage tanks at
the front and side of the building and out of sight to the left hand side of
the structure. Sadly, most of the noticeable change towards the end was due to
lack of maintenance and neglect.</span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjywCGuHX55d3KfoInZGvHPsv2gPoVs9O88HhljXxWt7EZVaGZ6G5PhMWRC6QRG0yelz4CtKRb7SWe_vH9525QzLd9FOIzeE3HfkGHafygagyZBlqFZMFZubgP6KvdIkLMNVpfRfgsZSpo/s1600/cn7033+Stuart+St+c1977a1_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="902" data-original-width="1599" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjywCGuHX55d3KfoInZGvHPsv2gPoVs9O88HhljXxWt7EZVaGZ6G5PhMWRC6QRG0yelz4CtKRb7SWe_vH9525QzLd9FOIzeE3HfkGHafygagyZBlqFZMFZubgP6KvdIkLMNVpfRfgsZSpo/s640/cn7033+Stuart+St+c1977a1_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">CN SW1200 7033 was
constructed by GMD London in 1957. In 1985, in order to clear the number series,
the entire remaining group of switchers (7020 – 7034) were renumbered to 7720 –
7734. All would be off the roster by 1990. Note the small, horizontal diesel
fuel supply tank on the right. Tucked in behind No. 7033 is MLW S-4 No. 8166.</span><br />
<div class="separator" style="clear: both; text-align: center;">
<br /></div>
</td></tr>
</tbody></table>
Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-536578102753789862019-08-03T19:08:00.000-07:002019-08-03T19:08:32.659-07:00CN Rymal Pt. 12: Caboose Variety Part 1<div class="MsoNormalCxSpFirst" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt;">Like most secondary
operations, the former H&NW line would be home to CN’s well maintained
wooden caboose long after modern steel end of train cabins had been introduced.
Time did eventually catch up with the legendary wooden vans (van; ‘Canadian’
for caboose) and starting in the mid 1970’s they began to be supplanted by steel
bodied successors. While it’s possible that a Hawker Siddeley Transport (HST)
built caboose did traverse the line, it was the well-known Pointe St. Charles
(PSC) that singularly plied the line until the end of service in 1993.<o:p></o:p></span></div>
<div class="MsoNormalCxSpMiddle" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt;">Details of the PSC
caboose are well-known; between 1970 and 1977 CN’s Montreal based
repair/rebuild facility would transform some five hundred and forty eight 1937
built 472000 series forty-foot boxcars into very well appointed crew cabins (CN
79350 – 79897). Exterior features included;<o:p></o:p></span></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span lang="EN-US" style="font-family: Symbol; font-size: 14.0pt; mso-bidi-font-family: Symbol; mso-bidi-font-weight: bold; mso-fareast-font-family: Symbol;">·<span style="font-family: "Times New Roman"; font-size: 7pt; font-stretch: normal; font-variant-east-asian: normal; font-variant-numeric: normal; line-height: normal;">
</span></span><!--[endif]--><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-bidi-font-weight: bold;">Welded cupola with
upward tilted end windows equipped with windshield wipers <o:p></o:p></span></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span lang="EN-US" style="font-family: Symbol; font-size: 14.0pt; mso-bidi-font-family: Symbol; mso-bidi-font-weight: bold; mso-fareast-font-family: Symbol;">·<span style="font-family: "Times New Roman"; font-size: 7pt; font-stretch: normal; font-variant-east-asian: normal; font-variant-numeric: normal; line-height: normal;">
</span></span><!--[endif]--><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-bidi-font-weight: bold;">Large carbody end
picture windows equipped with windshield wipers<o:p></o:p></span></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span lang="EN-US" style="font-family: Symbol; font-size: 14.0pt; mso-bidi-font-family: Symbol; mso-bidi-font-weight: bold; mso-fareast-font-family: Symbol;">·<span style="font-family: "Times New Roman"; font-size: 7pt; font-stretch: normal; font-variant-east-asian: normal; font-variant-numeric: normal; line-height: normal;">
</span></span><!--[endif]--><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-bidi-font-weight: bold;">Large carbody side
picture windows<o:p></o:p></span></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span lang="EN-US" style="font-family: Symbol; font-size: 14.0pt; mso-bidi-font-family: Symbol; mso-bidi-font-weight: bold; mso-fareast-font-family: Symbol;">·<span style="font-family: "Times New Roman"; font-size: 7pt; font-stretch: normal; font-variant-east-asian: normal; font-variant-numeric: normal; line-height: normal;">
</span></span><!--[endif]--><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-bidi-font-weight: bold;">Red/green marker
lights on roof end<o:p></o:p></span></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<!--[if !supportLists]--><span lang="EN-US" style="font-family: Symbol; font-size: 14.0pt; mso-bidi-font-family: Symbol; mso-bidi-font-weight: bold; mso-fareast-font-family: Symbol;">·<span style="font-family: "Times New Roman"; font-size: 7pt; font-stretch: normal; font-variant-east-asian: normal; font-variant-numeric: normal; line-height: normal;">
</span></span><!--[endif]--><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-bidi-font-weight: bold;">Clear end sill
mounted backup lights<o:p></o:p></span></div>
<div class="MsoNormal" style="margin-left: .5in; mso-list: l0 level1 lfo1; text-align: justify; text-indent: -.25in;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-bidi-font-weight: bold;"><span lang="EN-US" style="font-family: Symbol; font-size: 14pt;">·<span style="font-family: "Times New Roman"; font-size: 7pt; font-stretch: normal; font-variant-east-asian: normal; font-variant-numeric: normal; line-height: normal;"> </span></span></span><span style="font-family: Arial, sans-serif; font-size: 18.6667px;">Axle driven generators and battery boxes</span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihRC913ueR0nLAbGZCnCdyEjiG_vMJP5YCj-vp8-7sMK3LvSl7t611Awox_PoCoSAeEHPkc7lXDctlVn94nSZYuhu0P0Yn462rfulyzGQ_5mz5V7c0q71k7MBd5y6iJwSKXTcHzjlisFA/s1600/cn79444+Rymal01_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihRC913ueR0nLAbGZCnCdyEjiG_vMJP5YCj-vp8-7sMK3LvSl7t611Awox_PoCoSAeEHPkc7lXDctlVn94nSZYuhu0P0Yn462rfulyzGQ_5mz5V7c0q71k7MBd5y6iJwSKXTcHzjlisFA/s640/cn79444+Rymal01_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Above: CN 79444 was a member of the
first group to be constructed in 1970. Note the horizontal ductwork running
parallel to the roof placing the smoke stacks against the faces of the cupola.
The concept was to provide the crew with unobstructed vision. Unfortunately,
the offset geometry did not draft well and later construction placed the smoke
stacks directly above the oil fire heaters. No. 79444 would be transformed into
International Service caboose No. 78100 in 1982 and receive a yellow painted
cupola. Still on CN’s equipment roster; today CN 78100 is most likely a ‘rider
car’.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHbn_y4aoAVNPdg85hbrsJE23k3jLurszYGUUhHFrgi7EzEVNZzTzq9HH4dWQS6pHhAYrVaHmu0cbRrvvJuGf5ROreKStHy-Iz_rLxuTGI3bdmhwQc6GPlclRvB69_G8MCE2KDZqnNfgw/s1600/cn79796a_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHbn_y4aoAVNPdg85hbrsJE23k3jLurszYGUUhHFrgi7EzEVNZzTzq9HH4dWQS6pHhAYrVaHmu0cbRrvvJuGf5ROreKStHy-Iz_rLxuTGI3bdmhwQc6GPlclRvB69_G8MCE2KDZqnNfgw/s640/cn79796a_3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Above: CN 79796 was delivered from PSC
in 1975. Propelled by GP9 Nos. 4521 and 4560, opposite to its intended
deployment, the orange and black cabin is shown leading a caboose hop southward
from Rymal in the early 1980’s. Despite having the opportunity to conduct a run
around on the CO-OP siding, the crew has elected to save time and return to
home base earlier in the evening. CN 79796 would remain on the roster until
June of 1995.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-2mo6bV7eSJ_8s6jX92Cqn6zZt5dVyEbt-8WQ-YZ0QPUifBjpCEK8bC2Iu-mJ5KKKV3zEHq50-KSyktroMkmt0jc0EGLpBGBxjm93qky_QRyqFMpqziLWXSTY11VzaWlakgiGsTvbsQE/s1600/cn79825+Jul+27+1989f_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="318" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-2mo6bV7eSJ_8s6jX92Cqn6zZt5dVyEbt-8WQ-YZ0QPUifBjpCEK8bC2Iu-mJ5KKKV3zEHq50-KSyktroMkmt0jc0EGLpBGBxjm93qky_QRyqFMpqziLWXSTY11VzaWlakgiGsTvbsQE/s640/cn79825+Jul+27+1989f_3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Above: CN79825 would emerge from PSC
in October of 1975 and remains active today. Given their origin, the PSC
cabooses combined contrasting construction methodologies; riveted carbody sides
from 1937 and all welded roof/cupola assemblies from the 1970’s. Note the
reconfigured smoke jack assembly; a segment of rectangular ductwork positioned
at a right angle places the smoke jack centrally on the roof. The opposite side
smoke jack is positioned directly above the space heater. CN GP9RM No. 4107 (ex
4123; GMD 9/1957) will lead the consist south on this mid-summer evening.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6wv2GKsZxUpKhDWuJoSMJJWTH85ZtKRAjVA5hidP4gP-TUMD0Aq94Im8AsVkeCNyeROMBjdrN2Vec2dOgtLga02rbg0fFEPWi_rgXvf370VMpN1ZkloRsSBuNKQKtQleSMuzlyhG7EJU/s1600/cn79866d2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1066" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh6wv2GKsZxUpKhDWuJoSMJJWTH85ZtKRAjVA5hidP4gP-TUMD0Aq94Im8AsVkeCNyeROMBjdrN2Vec2dOgtLga02rbg0fFEPWi_rgXvf370VMpN1ZkloRsSBuNKQKtQleSMuzlyhG7EJU/s640/cn79866d2.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Above:
CN 79866 was constructed in 1977. Based on a guess of a spring 1978 photo date
the shiny orange and black crew cabin is but a few months old. Note the
positioning of the smoke jacks and the air vent directly below the ‘6’, not
included in prior construction (see CN 79444 above). Sadly, CN 79866 was
destroyed in a rear end collision on the Dundas subdivision on May 4<sup>th</sup>,
1984. CN GP9 No. 4513 was also destroyed (<a href="http://www.railpictures.ca/?attachment_id=17206">http://www.railpictures.ca/?attachment_id=17206</a>).
Tragically, a crew member in CN 79866 suffered a severe leg injury.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjrZBaqQR2R4wnaHh_zVjxrDlnhgs0bQqakQKYH3dBPAOUZJpIq5k7cKCowwppma_nwzoICsQ_h8yr_P3iot5hzsm-yuCHGpp61XW_jBBsQ8k3-Ez0p6iCjr3iTifG3ITrhZveGOZWjyNA/s1600/cn79869b_3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjrZBaqQR2R4wnaHh_zVjxrDlnhgs0bQqakQKYH3dBPAOUZJpIq5k7cKCowwppma_nwzoICsQ_h8yr_P3iot5hzsm-yuCHGpp61XW_jBBsQ8k3-Ez0p6iCjr3iTifG3ITrhZveGOZWjyNA/s640/cn79869b_3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Above:
CN 79869 was also delivered from PSC in 1977. Application of the large carbody
picture windows was noteworthy; their size was unprecedented, certainly in
wooden caboose construction, and contrasted with US small window practice which
acknowledged security and vandalism concerns. As with the cupola windows, the
carbody end windows were tilted up slightly to reduce glare. CN 79869 was
renumbered to CN 77018 in 1995 and would remain active as the Kamloops
Auxiliary caboose and finally as the ‘Western Canada Engineering Work Car’
until 2006.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
</td></tr>
</tbody></table>
<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-18594030498471360072019-05-25T19:14:00.000-07:002019-05-25T19:14:47.475-07:00 CN Rymal Pt. 11: Freight Cars Part 2 - Shaw Pipe Protection<span style="font-family: Arial, sans-serif; font-size: 14pt; text-align: justify;">In addition to the double
ended siding at Rymal, two other spur tracks served local area industries; Penn
Lumber and Shaw Pipe Protection – see Rymal Part 4 (</span><a href="http://rymalstation.blogspot.com/2017/11/cn-at-rymal-part-4.html" style="font-family: Arial, sans-serif; font-size: 14pt; text-align: justify;">http://rymalstation.blogspot.com/2017/11/cn-at-rymal-part-4.html</a><span style="font-family: Arial, sans-serif; font-size: 14pt; text-align: justify;">)
While the Rymal Station stop trackwork dated from the 1870’s inauguration of
passenger service, most likely the additional sidings were constructed in the
late 1950’s as the diminutive local </span><span style="font-family: Arial, sans-serif; font-size: 14pt; text-align: justify;"> </span><span style="font-family: Arial, sans-serif; font-size: 14pt; text-align: justify;">industrial base expanded. This month’s installment
will focus on railway operations related to Shaw Pipe Protection.</span><br />
<div class="MsoNormalCxSpMiddle" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt;">Hamilton was and is
known as the ‘Steel Capitol of Canada’; both the Steel Company of Canada
(Stelco) and Dominion Foundries and Steel (Dofasco) once operated major
facilities on the lakefront. Today, only AcelorMittal, owner through
acquisition of Dofasco, continues to produce steel. Operations at the recently
renamed back to Stelco instalation are currently limited to finishing
(galvanizing) and coking. <o:p></o:p></span></div>
<div class="MsoNormalCxSpMiddle" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt;">In its prime, Stelco had
several affiliated area operations including Stelpipe located in nearby
Welland. While the facility manufactured a variety of pipe geometries, their
staple was oil & gas pipe intended for major pipeline construction
projects. Underground pipe requires a protective coating, a process performed
by Shaw Pipe Protection. Formed in 1958, Shaw Pipe Protection Limited would initially
establish coating facilities in Hamilton and Toronto. Proximity to pipe supply
together with rail access combined to make the local hamlet of Hannon an ideal
location for the Shaw facility. A thriving enterprise for some thirty years,
the level of activity would ebb, and flow as major pipeline construction
projects were launched and completed. In 1984 Shaw secured a major supply contract
related to a large-scale pipeline construction project in western Canada. Due
to limited siding capacity it became necessary to switch the Shaw siding twice
a day; in the morning by the daily way freight, in the afternoon by an ‘Extra’
job dispatched from the south. ‘Extra’ weekend switching was also required. Following
the lifting of rails in 1993 activity at the Shaw plant began to decline significantly.
A further blow was dealt in 2005 when Stelpipe was sold off as part of Stelco’s
insolvency. Lack of rail access together with potentially unstable pipe supply resulted
in Shaw having virtually no opportunity to participate in major pipeline
construction contracts. As a result the facility was essentially doomed;
overall operations would cease around 2007. Several years ago the entire infrastructure
was razed and the vacant land remains a brownfield site. While no development
has subsequently taken place on the former Shaw property it appears that the
process of soil remediation is nearing completion. Still a global enterprise, information
on what Shaw became part of, go to <a href="https://www.shawcor.com/">https://www.shawcor.com</a>.
Additional information on the history and development of the Shaw corporation can
be found within the obituary of founder Leslie Earl Shaw; </span><span style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-ansi-language: EN-CA;"><a href="http://nationalpost.remembering.ca/obituary/leslie-shaw-1927-2007-1065386407?fbclid=IwAR2eaQy2S0Hct4seJ_TiTlv3-OMFBBdJd0G4T4w1kVdaYwgXSUbjjkUaQnw">http://nationalpost.remembering.ca/obituary/leslie-shaw-1927-2007-1065386407?fbclid=IwAR2eaQy2S0Hct4seJ_TiTlv3-OMFBBdJd0G4T4w1kVdaYwgXSUbjjkUaQnw</a>.<o:p></o:p></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCGU3TClJjm1tFGEqgy9U_qho2-80SKTsCaHIIpo9rpyXyg6KBZ621tMR7Zj9fNERGHq0eQRXiChn1pLTdPR-7-wBF3ttVMWcqPO_VDr0jnwd5YEsnm-gbeqzj5dBhI8U3C6lDXx7D3Mo/s1600/CN667407+Rymal01a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCGU3TClJjm1tFGEqgy9U_qho2-80SKTsCaHIIpo9rpyXyg6KBZ621tMR7Zj9fNERGHq0eQRXiChn1pLTdPR-7-wBF3ttVMWcqPO_VDr0jnwd5YEsnm-gbeqzj5dBhI8U3C6lDXx7D3Mo/s640/CN667407+Rymal01a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaptionCxSpFirst" style="text-align: justify;">
<span style="font-size: large;"><span lang="EN-US" style="font-family: Arial, sans-serif;">Above:
<a href="https://www.blogger.com/null" name="_Hlk7607076">CN 667407 is a 62 ft. flatcar built by National Steel Car
(NSC) in 1974 as part of series CN 667275 – 667410</a>. The payload consists of
24-inch pipe protected by a </span><span style="font-family: Arial, sans-serif;">2-Layer Polyethylene
Coating known as ‘Yellow Jacket®’. Yellow <a href="https://www.blogger.com/null" name="_Hlk7521140">Jacket® </a>consists
of a continuous sheath of high-density polyethylene cross-head extruded over a
rubberized asphalt adhesive.</span><span style="font-family: Arial, sans-serif;"> </span><span style="font-family: Arial, sans-serif;">Introduced
over half a century ago the protective layer can withstand routine handling and
allows for field bending in temperatures as low as -30°C. Note the adjacent CN
gondola loaded with pipe to be coated.</span></span></div>
</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrsHmCQCItL8jP-5wo9fD8m-m01f_OeYoKcy8kDq5IrG9qf4dS4HZXkWdL9ZuFLoJZfFQG8Mc2fZUEcIJpQSwk28EDRiNZkdqTD4lPUsuvvBRrHT1rNlMamojqohTSWq5OTHFARUN27-Q/s1600/cn668238+Rymal+May+25+1984a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhrsHmCQCItL8jP-5wo9fD8m-m01f_OeYoKcy8kDq5IrG9qf4dS4HZXkWdL9ZuFLoJZfFQG8Mc2fZUEcIJpQSwk28EDRiNZkdqTD4lPUsuvvBRrHT1rNlMamojqohTSWq5OTHFARUN27-Q/s640/cn668238+Rymal+May+25+1984a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaptionCxSpFirst" style="text-align: justify;">
<span style="font-size: large;"><span lang="EN-US" style="font-family: Arial, sans-serif;">Above:</span><span style="font-family: Arial, sans-serif;"> <span lang="EN-US">CN 668238 is an 89 ft.
flatcar built by Hawker Siddeley Transportation (HST) as part of a three
hundred car lot (CN 668000 – 668299) in December of 1975. Compared to the
payload above, the pipe appears to have received some type of asphalt or
perhaps rubber-based coating. For pipe protective coating alternatives, go to; </span></span><span style="font-family: Arial, sans-serif;"><a href="https://www.shawcor.com/pipe-coating-solutions/integrated-solutions/pipe-coating/anti-corrosion-protection">https://www.shawcor.com/pipe-coating-solutions/integrated-solutions/pipe-coating/anti-corrosion-protection</a></span></span></div>
</td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7UBlVubc7hXWSMN0CYWTxg0TYWAy43w8ws8OAnO7E3-kels2I7mNcgfGCowiWrceq4u8HXIFyAtnHJWKTBsxpfU9dZEVx4cQyFgZjxiHPcMcYdHBOzqY_ojP4Q7ut81YLV_K01TMInPE/s1600/cn557353+Rymal+Jun+7+1984a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj7UBlVubc7hXWSMN0CYWTxg0TYWAy43w8ws8OAnO7E3-kels2I7mNcgfGCowiWrceq4u8HXIFyAtnHJWKTBsxpfU9dZEVx4cQyFgZjxiHPcMcYdHBOzqY_ojP4Q7ut81YLV_K01TMInPE/s640/cn557353+Rymal+Jun+7+1984a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaptionCxSpFirst" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: large;">Above: CN 557353 is
a 52’ – 8” combination door boxcar built by National Steel Car (NSC) in January
of 1973 as part of series CN 557300 – 557439. Most likely this car is being
used to bring in raw materials related to the coating process; blast grit
media, plastic pellets (bagged), etc. Despite only being eleven years old, the
car appears to have been recently repainted.</span></span></div>
</td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJhDIM70394HEqVZlpA85M39qipmDhEOhx4yQ1mJiWPCsMwadNP-QqZnPnC2xxiLQW1txJXH18kld7Jh1ZllcoNh2pFgF28nvxIS1CrG2lFq6nAIi9d08YVel5VUpltBWHx6qch0kE5Nc/s1600/CP341485+Rymal+May+6+1984a3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjJhDIM70394HEqVZlpA85M39qipmDhEOhx4yQ1mJiWPCsMwadNP-QqZnPnC2xxiLQW1txJXH18kld7Jh1ZllcoNh2pFgF28nvxIS1CrG2lFq6nAIi9d08YVel5VUpltBWHx6qch0kE5Nc/s640/CP341485+Rymal+May+6+1984a3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaptionCxSpFirst" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span style="font-size: large;"><span lang="EN-US" style="font-family: Arial, sans-serif;">Above: </span><span style="font-family: Arial, sans-serif;">CP 341485 is a 52 ft. low side
gondola built by Eastern Car Company in 1954 as part of five hundred car build
lot (CP 341000 – 341499). Note the converted friction bearing trucks on both
this car and the coupled CP gondola. Given the mandated AAR maximum service
life of forty years (cars built prior to 7/1/1974), CP 341485 would only be
eligible to continue in service for another decade. Due to the proximity of Stelpipe
in nearby Welland, a greater amount of pipe was delivered to Shaw by transport
truck rather than flatcar or gondola. Local trucking company ‘Tallman
Transport’ maintained a service contract with Stelpipe for several decades.</span></span></div>
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<span style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-ansi-language: EN-CA;"><br /></span></div>
<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-89401412617312945892019-03-10T19:01:00.000-07:002019-03-10T19:01:56.117-07:00CN at Rymal Pt. 10: Motive Power Part 5.<div class="MsoNormalCxSpFirst" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt;">Employing the
inauguration of passenger service date of 1873 and the lifting of rails date of
1993 as book ends, Rymal would be witness to some one hundred and twenty years
of motive power evolution. Steam locomotive wise, the technology would progress
from diminutive so called ‘American’ 4-4-0’s to CNR’s preeminent ‘Northern’
4-8-4’s. Late in steam, the everyday freight or mixed became famous for ‘Moguls’
and ‘Ten Wheelers’. To climb out of the lower city, when warranted by tonnage, the
light weight Moguls were either doubled up (sometimes tripled!) or aided by
‘Mikados’. While the former H&NW line may not have been home to 4-8-4’s for
the workaday traffic, superstar excursion performer Northerns 6167 & 6218 each
plied the line in the 1960’s.<o:p></o:p></span></div>
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</v:shape><![endif]--><!--[if !vml]--><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"><div style="text-align: justify;">
<span style="font-family: Arial, sans-serif; font-size: 14pt;">As
previously mentioned, my attention (i.e. take photos) to the line began in the
mid 1970’s. Motive power at the time was exclusively the smallish, gnarly appearing
SW1200RS. Wooden cabooses were still the order of the day. The interest and
experience would consume almost a decade and a half. GP9RM 4107 pictured below
would be the last unit I would capture on film (</span><i style="font-family: Arial, sans-serif; font-size: 14pt;">why did I shoot B&W for so long???!!!</i><span style="font-family: Arial, sans-serif; font-size: 14pt;">). Nevertheless, I’m more
than grateful to have had the opportunity to capture as much Rymal activity as I did over the years.</span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-pWIv-tyFpteNCqc8B468uCzkxcBNUK7hX9uzYy-S9temoSAykTwDgHwPLzEuSfCYd-rKXByO_HIUAvpu3Qq6DnpbrHRt7LMeOyseG2xn-A-rldT1v9ky4Df8gofsM3Sb-hwfi2I_q-0/s1600/cn4107+Rymal+Jul+27+1989a1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-pWIv-tyFpteNCqc8B468uCzkxcBNUK7hX9uzYy-S9temoSAykTwDgHwPLzEuSfCYd-rKXByO_HIUAvpu3Qq6DnpbrHRt7LMeOyseG2xn-A-rldT1v9ky4Df8gofsM3Sb-hwfi2I_q-0/s640/cn4107+Rymal+Jul+27+1989a1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US"><span style="font-size: large;">Above: CN GP9RM No. 4107 was constructed
by GMD London in September of 1957 as GP9 No. 4123. Remanufactured by PSC in
1984, remarkably the veteran unit is still in service at age sixty-two! With no
turning facility at Rymal the freshly rejuvenated unit will venture south back
to home base long hood forward. Guessing that the crew has left the unit idling
to go and have dinner on this pleasant appearing evening of July 27<sup>th</sup>
1989.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgs2T1XSVnrYLH18nZcRDJYCVrpr-WY0YDKWj7Rdd90uxT8ixV7KuLRxokD96-MCXTDyuTXOYF9i5vjIw2iuK7Ca0wF0WpS3mQyTcIGGrUGHhu4OH8M8NIhxZ9GiULiBkemmMnq1OJtRyk/s1600/CN4569a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgs2T1XSVnrYLH18nZcRDJYCVrpr-WY0YDKWj7Rdd90uxT8ixV7KuLRxokD96-MCXTDyuTXOYF9i5vjIw2iuK7Ca0wF0WpS3mQyTcIGGrUGHhu4OH8M8NIhxZ9GiULiBkemmMnq1OJtRyk/s640/CN4569a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US"><span style="font-size: large;">CN GP9 No. 4569 coming and going. Unfortunately,
I did not take the time to date some of my earlier material. However, there are
some time frame clues. The car in the background is a 1980 Plymouth Horizon
TC3, my first set of wheels. Need for my own form of transportation was
generated by my entering Engineering at McMaster University in the fall of
1979. Judging by the remnants of snow, the season would appear to be late
spring, most probably in 1980. The relatively short consist is shown sprinting
across Nebo Road, about to cross Twenty Side Road. Today the right of way has
been transformed into the ‘Chippewa Rail Trail’ that will eventually connect
Hamilton with Caledonia. Note the well-maintained track structure, permitting
No. 4569 enough speed to generate conspicuous exhaust blow back/dissipation.
Constructed by GMD 11/1957, No. 4569 would be transformed in 1990 by PSC into
slug No. 245 and is still listed on the active roster. The HANNON SCHOOL
structures shown in the background still exists as IBEW offices.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1o7sQHOu9Y-8VJzivU_OpwZRxLj7FOiSStZEmfRwAlh4AXhilWQSDyH6laiNsO3eYSCHDmxm0pJXR_5k1Sms7fbbaim2B_6aGEuvyqLJ8Ua0Ak86dHxidRueE00gRSsAl_tnAf0VW46Y/s1600/CN4569+Twenty+Road01a1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="1009" data-original-width="1553" height="414" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1o7sQHOu9Y-8VJzivU_OpwZRxLj7FOiSStZEmfRwAlh4AXhilWQSDyH6laiNsO3eYSCHDmxm0pJXR_5k1Sms7fbbaim2B_6aGEuvyqLJ8Ua0Ak86dHxidRueE00gRSsAl_tnAf0VW46Y/s640/CN4569+Twenty+Road01a1.JPG" width="640" /></a></div>
<div style="text-align: justify;">
<span style="font-family: Arial, sans-serif; font-size: 14pt;"><br /></span></div>
</span>Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-75004180924085933022019-02-20T19:07:00.000-08:002019-02-20T19:07:17.495-08:00CN Stuart Street Locomotive Shop - Motive Power Variety<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-GB" style="font-size: 14pt;"><span style="font-family: Arial, Helvetica, sans-serif;">In the 1960’s, with its convenient location (positioned
more or less centrally among the cities of London/Niagara Falls and the
metropolis of Toronto), the Stuart Street facility was always home to a diverse
bastion of diesel locomotives. Numerous switchers, of course, to serve the yard
and vast water front industrial base, road switchers to serve the branchline
south to Lake Erie, as well as passenger units deployed on the Oakville
subdivision Lake Shore commuter trains. Recall that this was, for the most part,
pre MacMillan Yard/diesel shop and pre GO Transit. Drop pits in the shop
building facilitated government mandated ninety-two day inspections and
protection (spare) units or units in need of minor repairs could easily be
accommodate within the sizeable amount of real-estate. As previously mentioned,
the infrastructure would evolve and diminish in importance over time.
Eventually, all of the locomotive maintaining functions would be transferred to
other locations and the infrastructure razed.</span><o:p></o:p></span></div>
<br />
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<span lang="EN-GB" style="font-size: 14.0pt; font-weight: normal; mso-bidi-font-family: Arial; mso-bidi-font-weight: bold;"><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj96ktu9OHuZV_u864qTt1pZ72-IN1WD6QPzkeKlUHAWngeRptdtVH99AVSRCvwzqn9jU8Xie0NtMUZq7W3CKk2pr3EEvvR93tQ2B-WshYo2IfiWkd0ZhiLb9BXFY4msPVEQMhG3Q6PTQ/s1600/cn1229+Stuart+St+Aug+1966+Charles+O+Begg+photo2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1063" data-original-width="1600" height="424" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj96ktu9OHuZV_u864qTt1pZ72-IN1WD6QPzkeKlUHAWngeRptdtVH99AVSRCvwzqn9jU8Xie0NtMUZq7W3CKk2pr3EEvvR93tQ2B-WshYo2IfiWkd0ZhiLb9BXFY4msPVEQMhG3Q6PTQ/s640/cn1229+Stuart+St+Aug+1966+Charles+O+Begg+photo2.JPG" width="640" /></a></td></tr>
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<span lang="EN-US"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">A
sunny morning in August of 1966 finds the backyard of the Stuart Street diesel
shop crowded with a marvelous gathering of GMD/MLW built motive power. Left to
right; SW1200RS 1229, FP9 6513 + sister FP unit, SW1200RS 1315 and S4 8167,
among other unidentified brethren. Nos. 1229 and 8167 are in their as delivered
schemes while 1315 and 6513 sport the famous 1961 modernization dress. Aside
from the MLW interloper this image could very well serve as an advertisement
for General Motors with the Morency Orange panel truck prominently featured in
the foreground! Today we could photo shop out the S4!</span><span style="font-family: Arial, sans-serif; font-size: 12pt;"><o:p></o:p></span></span></div>
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<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">A scene that would
cause an MLW Salesman to smile from ear to ear! Not a competitive intruder in
sight! Present that day; RS-18’s No. 3114 (blt 10/59), Nos. 3126/3129 (blt 12/59),
and S-3 No. 8468 (blt 1953). Retirements from the RS-18 build group (3100 –
3129) would commence in 1982 and by 1975 all of the S-3’s would be gone.</span><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><br /></span><table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkm4phyphenhyphenOzYNycMFUETvBY7UuNZdnUR8Iu9eNmIjJLWRsqsuvF4J1cv4mpXXHwGD3H4C3lTiYQFZ7aNQF9DDDXy17WdJvtYTlMpCg91KDKy1Ov-chs75KvO_Hr5eqp36b5hWbd9q9NECFM/s1600/cn4116+Stuart+St+Oct+31+1987a4.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkm4phyphenhyphenOzYNycMFUETvBY7UuNZdnUR8Iu9eNmIjJLWRsqsuvF4J1cv4mpXXHwGD3H4C3lTiYQFZ7aNQF9DDDXy17WdJvtYTlMpCg91KDKy1Ov-chs75KvO_Hr5eqp36b5hWbd9q9NECFM/s640/cn4116+Stuart+St+Oct+31+1987a4.JPG" width="640" /></a></td></tr>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">Changing of the
guard! A pleasant Halloween day finds a transitional assortment of all GMD
power on property. Left to right; GP40-2L(W) 9436, GP9 4524 and GP9RM
4116/unidentified GP40-2L(W). No. 9436 (blt 6/74) would be cast off in 2000
becoming TPW 4053, No. 4524 (blt 12/56) would be transformed by PSC (1991) into
GP9RM 7028 and is still active, while No. 4116 was constructed as GP9 4131 (blt
10/57) having been remanufactured by PSC in 1984 and is also still active. Note
that in the intervening years that the black horizontal fuel storage tank has
been replaced by a trio of silver vertical tanks.</span></div>
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<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com1tag:blogger.com,1999:blog-6463025841630621552.post-64316837408400953022019-01-25T19:18:00.000-08:002019-01-25T19:18:07.305-08:00CN Rymal Pt. 9: Freight Cars Part 1<div class="separator" style="clear: both; text-align: center;">
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<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">The siding at Rymal
was part of the original construction of the Hamilton and Lake Erie Railway,
facilitating the first station stop above the escarpment. Following the last
run of mixed train M233 in 1957 the small station was boarded up and the former
H&NW line would be freight only its remaining thirty-six years. Local area
residents recall that the quaint station structure was not razed until the mid
1960’s.<o:p></o:p></span></div>
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<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">Overall, Rymal siding
would see well over a century (1870 – 1993) of continuous use. In the diesel
era daily way freights departing from Stuart St. Yard deposited waybilled cars
on the double ended siding and also employed the parallel right of way to stage
cars for delivery to the industrial sidings added for Shaw Pipe and Penn Lumber
(see FLASHBACK CN Rymal Pt. 4). Following the damage to and subsequent removal
of the Stone Church Road overpass (see FLASHBACK CN Rymal Pt. 2) in 1987, the
siding was needed as a run around track for train movements dispatched from the
south to be able to return to home base.<o:p></o:p></span></div>
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<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">As previously noted,
local development in the form of a construction material distributor breathed
some life into the line, albeit very late in the game. The increase in activity
was somewhat politically related. On October 4<sup>th</sup> 1987 the original
Canada-United States Free Trade Agreement (FTA) was agreed to in principle. One of the benefits of the accord is documented in this post.</span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVZ57sShdNy92RfUtpjtxvZLL9NfVhOQeI207x5i40ojwjreid7CHLjlxs9sEtVpp3oj8mI7oJb-pe55C3k3Hh3DQBQQaQC1qbx4X1pKBX50a4t6DWUPZGCbAZA5P22B7blAXCBN8eY-k/s1600/BN621842+Rymal+Feb+11+1989a3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="801" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVZ57sShdNy92RfUtpjtxvZLL9NfVhOQeI207x5i40ojwjreid7CHLjlxs9sEtVpp3oj8mI7oJb-pe55C3k3Hh3DQBQQaQC1qbx4X1pKBX50a4t6DWUPZGCbAZA5P22B7blAXCBN8eY-k/s640/BN621842+Rymal+Feb+11+1989a3.JPG" width="640" /></a></td></tr>
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<span lang="EN-US" style="font-family: "arial" , "sans-serif";"><span style="font-size: small;">BN 621842 is a 60’ – 8” I.L.
(Inside Length) bulkhead flat car built by Greenville Steel Car Company in
April of 1977. Greenville Steel Car (GSC) was a historic builder located in its
namesake hamlet in western Pennsylvania. In 1986 GSC was acquired by Trinity
Industries and manufacturing at the home location was shuttered in 2000. The
wide flat expanse behind the car offered ample space for local enterprises to
off load all manner of freight equipment.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLfpaCh7PLjN-sfjK4_9F1voJleeqnJNL2NKvOPw-faBLSHoH6e3byXRlpSoufsL2ghbjVGw6O4Se3bFS7CW8UkAh7afNPaQ_cVjJL-TLyd80try9FxvSQmd6Ojcb7U5-U7ZfsMCWDwQg/s1600/bcit16705+Jun+1979_a3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="898" data-original-width="1600" height="358" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLfpaCh7PLjN-sfjK4_9F1voJleeqnJNL2NKvOPw-faBLSHoH6e3byXRlpSoufsL2ghbjVGw6O4Se3bFS7CW8UkAh7afNPaQ_cVjJL-TLyd80try9FxvSQmd6Ojcb7U5-U7ZfsMCWDwQg/s640/bcit16705+Jun+1979_a3.JPG" width="640" /></a></td></tr>
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<span lang="EN-US" style="font-family: "arial" , "sans-serif";"><span style="font-size: small;">BCIT 16705 is a 52’ – 8” I.L.
bulkhead flat car built 12/1973 by Hawker Siddeley Transport (HST) located in
Trenton Nova Scotia. The bundles of lumber are labelled for West Fraser. West
Fraser Timber Company Ltd. (<a href="http://www.westfraser.com/">www.westfraser.com</a>)
is still a thriving enterprise, and still employs the same corporate insignia.
Technically, the BCIT reporting mark implies that this flatcar is not permitted
to make domestic moves. As this is long before the FTA, either the lumber
originated in the US, or a duty violation has occurred. Note the displaced bundle
bands; in both directions!</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuAtfvwuO4hItKS6IBwXRa4w6iE8Smruclheb5aU8O9HIrFka1c0xK3GlkThoWiAnHvjoUBv_0r4X6nDhuGP0tzJUMQenq16ORgWWAWNUs4p6f5bDrZsb6eypkuyRCXDbbe9PK8pcxqq0/s1600/cn603147+Jun+1979_a3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuAtfvwuO4hItKS6IBwXRa4w6iE8Smruclheb5aU8O9HIrFka1c0xK3GlkThoWiAnHvjoUBv_0r4X6nDhuGP0tzJUMQenq16ORgWWAWNUs4p6f5bDrZsb6eypkuyRCXDbbe9PK8pcxqq0/s640/cn603147+Jun+1979_a3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US" style="font-family: Arial, Helvetica, sans-serif; font-size: small;">CN 603147 is a 52’ – 8” I.L. bulkhead flat car
built 1/1975 by HST. As the wrapping on the lumber bundles is labelled ‘BC
RESOURCES’, the origin of the payload is not a mystery! Note that the middle
two rows are hard against the left-hand bulkhead. No doubt hard coupling
related!</span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivd652coe5eqjPokanT2SUtjfVPvTgByTG3ksCIFJQhyeZ5-Zc2urQFW8IJMeYLz5EwCSQJtH5l3f94pAtEI9pGJSd7VHLiXjIujT2qg2SkfR8L5CJ0Mt6TZPDqHoUBqMILAjmS88vFQ0/s1600/BN621842+Rymal+Feb+11+1989c1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="795" data-original-width="1592" height="318" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEivd652coe5eqjPokanT2SUtjfVPvTgByTG3ksCIFJQhyeZ5-Zc2urQFW8IJMeYLz5EwCSQJtH5l3f94pAtEI9pGJSd7VHLiXjIujT2qg2SkfR8L5CJ0Mt6TZPDqHoUBqMILAjmS88vFQ0/s640/BN621842+Rymal+Feb+11+1989c1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div style="text-align: justify;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">B</span><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">N 621842
is a nominal 100 ton capacity (263,000 lbs total Gross Rail Load) car with a load
limit (LD LMT) of 183,200 lbs. This would translate into a payload of
approximately 3,100 sheets of drywall. Note that to minimize any potential
damage due to shifting of the payload, dunnage has been inserted between the bundles
of drywall to force them tight against the bulkheads. Damage is further
mitigated by the fact that this car is equipped with End Of Car Cushioning
(EOCC).</span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3kr3gyKknYBsszVswicnJT9TM54jpC4oFAy-IidFEdvxiGDG3i0ljCCfVlI4uuthJIL5f7lVPrMPJHxZc-VxzRJTZBi-82Yoht3PJjUBTVH2tQPIF7hinB9MurMX77OMa8XjMHqXJl6Y/s1600/DWC605628+Rymal+Dec+26+1987a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="900" data-original-width="1599" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg3kr3gyKknYBsszVswicnJT9TM54jpC4oFAy-IidFEdvxiGDG3i0ljCCfVlI4uuthJIL5f7lVPrMPJHxZc-VxzRJTZBi-82Yoht3PJjUBTVH2tQPIF7hinB9MurMX77OMa8XjMHqXJl6Y/s640/DWC605628+Rymal+Dec+26+1987a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">DWC
605628 is a 52’ – 8” I.L. bulkhead flat car built 11/1973 by CN Transcona. The
LD LMT of 161,000 lbs would translate into approximately 2,800 sheets of 4’ x
8’ ½” thick sheets of drywall. Note that the top of the payload is well below
the Inside Height (I.H.) of 11’ – 1”.</span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi78tySQkBZbpjPlVVhXkACwE2KQdtsSOSVLkrdce8WIx-fakKsW8Nqi0V_3ii7GjO9iAl8ie_aEFQj4BJblfsIHaRU8PnXPoB3CFltO0nDTVCB3iPszATv7DzCv2GKgVcVC4ogE3ZMhLI/s1600/ttpx81430+Rymal+Aug+30+1988a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1067" data-original-width="1600" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi78tySQkBZbpjPlVVhXkACwE2KQdtsSOSVLkrdce8WIx-fakKsW8Nqi0V_3ii7GjO9iAl8ie_aEFQj4BJblfsIHaRU8PnXPoB3CFltO0nDTVCB3iPszATv7DzCv2GKgVcVC4ogE3ZMhLI/s640/ttpx81430+Rymal+Aug+30+1988a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif;"><span style="font-size: small;">TTPX 81430 is a 60’ – 7-1/2” I.L. bulkhead
flat car built by Bethlehem Steel Car (BSC) 11/1975. Increasingly, US based
freight cars appeared at Rymal loaded with American product.</span><span style="font-size: 11pt;"><o:p></o:p></span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIQBBkqU4uX4emfeJLzpS1TyLjx0qFr-e_IqE5V54wxO0W5ufPqgF1ylfWQIzmnhBPtJNj8fNPJhG3YSQ1Nz82_vrf595-yLwzxsqLdyh8sQ1zz5vPxx5a9jiMFtNMGMp9JhZJxEMyU1A/s1600/ttpx82394+Rymal+Aug+30+1988a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="802" data-original-width="1599" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgIQBBkqU4uX4emfeJLzpS1TyLjx0qFr-e_IqE5V54wxO0W5ufPqgF1ylfWQIzmnhBPtJNj8fNPJhG3YSQ1Nz82_vrf595-yLwzxsqLdyh8sQ1zz5vPxx5a9jiMFtNMGMp9JhZJxEMyU1A/s640/ttpx82394+Rymal+Aug+30+1988a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div style="text-align: justify;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">TTPX 82394 is a 60’ – 7-1/2” I.L. bulkhead flat car built by BSCar (BSC) in 1980. The load is labeled ‘TEMPLE – EASTEX’; a paper/building products company, now part of International Paper.</span></div>
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<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-59101660627603223292018-11-20T19:28:00.000-08:002018-11-20T19:30:56.859-08:00CN Stuart Street Locomotive Shop - January 28 1990<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf93e-abQAKKu9jfJzw2AshLuyXf-RifijhQxJ9YIewFHXjseFvFUNox2UKnDQhx4JKYQPFqzNYW7il5cXTsOM2O52NwVsDmOo3FAaf03qnH8pKRCo65Hsc9x-9XLdlfvlxALpdGn9K3o/s1600/CN1311+Stuar+St+Jan+28+1990a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf93e-abQAKKu9jfJzw2AshLuyXf-RifijhQxJ9YIewFHXjseFvFUNox2UKnDQhx4JKYQPFqzNYW7il5cXTsOM2O52NwVsDmOo3FAaf03qnH8pKRCo65Hsc9x-9XLdlfvlxALpdGn9K3o/s640/CN1311+Stuar+St+Jan+28+1990a1.JPG" width="640" /></a></td></tr>
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<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 11.0pt;">By
far the most popular first generation locomotive home to CN’s Stuart Street
Yard over the years was GMD’s immensely versatile SW1200RS. With Hamilton’s
enormous industrial base and corresponding spider web of sidings there was
always plenty to keep the units fully occupied. No. 1311, built 1958, would be
sold off by CN to the Ohio Central RR in 1994. In a curious twist of fate the
gnarly looking unit would eventually return to Hamilton to serve new operator
RaiLink, albeit mostly as a parts source.<o:p></o:p></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg63kr7V0hbKHSvdYFQgz2xWXqo5rfITwt0wNAgaBzy7cTqaPVc8h94Y-oYzx8jm_ZIoEUj2wkK-0DVieFUIllThEmBysxYwF4eQ6DIui5JOhestptYv9WsIC_YvLVZV-hwi97KzXbjN04/s1600/CN1359+Stuar+St+Jan+28+1990a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg63kr7V0hbKHSvdYFQgz2xWXqo5rfITwt0wNAgaBzy7cTqaPVc8h94Y-oYzx8jm_ZIoEUj2wkK-0DVieFUIllThEmBysxYwF4eQ6DIui5JOhestptYv9WsIC_YvLVZV-hwi97KzXbjN04/s640/CN1359+Stuar+St+Jan+28+1990a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 11.0pt;">Delivered in April 1960, No. 1359
would leave the roster in 1999 and in similar fashion serve replacement
operator RaiLink. Enjoying much better fortune, No. 1359 would ultimately be
acquired by railway services supplier Cando, becoming CCGX 1006, and is still active.<o:p></o:p></span></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUCQy86hFvJpxebXwXcjmSrwz0hIR6TrwO7byCkR8o4XSNfjQ8pjlbnJomYguol5R_wgMZ-xwFDHxiQVi_L_rWsb69lGNdezn4DIoDy6irlSE48IDSc0ifZKdJ2UOy5c9_howg3lJmFHo/s1600/CN4276+Stuar+St+Jan+28+1990a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="640" data-original-width="1023" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUCQy86hFvJpxebXwXcjmSrwz0hIR6TrwO7byCkR8o4XSNfjQ8pjlbnJomYguol5R_wgMZ-xwFDHxiQVi_L_rWsb69lGNdezn4DIoDy6irlSE48IDSc0ifZKdJ2UOy5c9_howg3lJmFHo/s640/CN4276+Stuar+St+Jan+28+1990a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 11.0pt;">CN
GP9 (GMD 1/1959) No. 4276 was constructed as a so called ‘light weight’ unit
intended for use on lower capacity branchline trackage. The combination of
small capacity fuel tank and and Flexicoil style trucks reduced total mass by
as much as nine tons. While the Flexicoil trucks appear to be the same design
as those fitted to SW1200RS’s, the wheelbase is not the same; 9’-0” vs. 8’-0”.
In 1993 No. 4276 would be transformed by AMF into GP9RM No. 7082 and is still
active.<o:p></o:p></span></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZwaBo1aP8ZGN8ODxU7SgqAfFBTcHZTHazz-RjU28YZzJevkryr9uPSjxfWU1EWu3G5Ni435k5daRyWttf-KorzWuufD0ZlBQls4yC-jXsUVHHHgg1ZQlGNqw5_1_Xk1ZngxL8719xTM4/s1600/CN9468+Stuar+St+Jan+28+1990a4.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="514" data-original-width="1024" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZwaBo1aP8ZGN8ODxU7SgqAfFBTcHZTHazz-RjU28YZzJevkryr9uPSjxfWU1EWu3G5Ni435k5daRyWttf-KorzWuufD0ZlBQls4yC-jXsUVHHHgg1ZQlGNqw5_1_Xk1ZngxL8719xTM4/s640/CN9468+Stuar+St+Jan+28+1990a4.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 11.0pt;">Some forty-four years on, CN GP40-2L(W) No. 9468 (GMD 7/1974) is still active. No. 9493 (GMD
9/1974) would be sold off in 2007.<o:p></o:p></span></div>
</td></tr>
</tbody></table>
<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-4619698001981765872018-10-07T11:09:00.000-07:002018-10-07T11:09:41.931-07:00CN at Rymal Pt. 8: Motive Power Part 4.<div style="text-align: left;">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgd5O4Kfq31wwXt5e9uhg_myiFDO1anhDwBpyShhqlt94WwVIT0sdlKqBEAC1sZI4eWzUBTiqELmWhDqNPd5JMq8-Y1wQakq-QRii4TznawsJNt0RltZNwPjlsI3Cwp7MOcioo9gt7_btY/s1600/cn9172+Rymal+Apr+12+1986a5.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="800" data-original-width="1200" height="426" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgd5O4Kfq31wwXt5e9uhg_myiFDO1anhDwBpyShhqlt94WwVIT0sdlKqBEAC1sZI4eWzUBTiqELmWhDqNPd5JMq8-Y1wQakq-QRii4TznawsJNt0RltZNwPjlsI3Cwp7MOcioo9gt7_btY/s640/cn9172+Rymal+Apr+12+1986a5.JPG" width="640" /></a></td></tr>
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<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 11.0pt;">CN F7Au 9172 is shown in A-B-A
form along with F7Bu 9196 and F7Au 9169 approaching Nebo Road 4/12/1986. No.
9172 was originally constructed as F7A No. 9072 by GMD London in August of 1952.
Rebuilt by CN’s Transcona (Winnipeg) Shop in December of 1973, the venerable
unit would be retired and removed from service in 1989. Note the well
maintained right of way.<o:p></o:p></span><br />
<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 11.0pt;"><br /></span>
<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 11.0pt;"></span><br />
<div class="MsoNormalCxSpFirst">
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auto;text-align:justify'>
<span lang=EN-US style='font-size:11.0pt;
mso-bidi-font-size:12.0pt;font-family:"Arial","sans-serif"'>Above: CN F7Au 9172
is shown in A-B-A form along with F7Bu 9196 and F7Au 9169 approaching Nebo
Road 4/12/1986. No. 9172 was originally constructed as F7A No. 9072 by GMD
London in August of 1952. Rebuilt by CN’s Transcona (Winnipeg) Shop in December
of 1973, the venerable unit would be retired and removed from service in
1989. Note the well maintained right of way.<o:p></o:p></span></p>
<p class=MsoNormal style='text-align:justify'>
<b style='mso-bidi-font-weight:
normal'><span lang=EN-US><o:p> </o:p></span></b></p>
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</v:shape><![endif]--><!--[if !vml]--><!--[endif]--><span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">By far the greatest claim to fame for the
former H&NW line would have to have been the late era ‘Covered Wagon’
period. Rumour of the day was that the local CN motive power superintendent had
requested the venerable units for the dedicated service. With limited switching
requirements, the reduced visibility nature of first generation cab units was
not of concern and the old soldiers were well suited to the daily run from the
lower city in Hamilton to Stelco’s satellite location in Nanticoke. My recollection was that the run (Train No.
725) was daily and split monthly between CN and CP. Thanks to the H&NW
surveyors, the National system operators enjoyed a much more favourable, almost
direct, route end to end, albeit one way. Due to Hamilton city dweller concerns
CN agreed not to send loads northbound through the heart of the city along
Ferguson Avenue. The return path from Nanticoke was via Brantford along the
Dundas subdivision. CP had a much more circuitous path through Brantford and
Waterford. The consist was essentially that of a unit train of sixty foot CP/CN
(667 series) flat cars fitted with specialized steel slab supports. On
occasion, regular freight waybilled to the same end points would be added to the
head end.<o:p></o:p></span></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUVIJz-vOfXjFXhxfzM8k-IOYC7rlXQMYjjiYMPvCMpofDpWoflmMzbbVl7NQ3OlJXsxtp7e63djCaEFYuV8jLm8oLdV5Kc-bIJVd0ZxwOp6doYANlAz6707cC5xqEM2NBoSDmdRGT07E/s1600/cn9172+Rymal+Apr+12+1986b2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUVIJz-vOfXjFXhxfzM8k-IOYC7rlXQMYjjiYMPvCMpofDpWoflmMzbbVl7NQ3OlJXsxtp7e63djCaEFYuV8jLm8oLdV5Kc-bIJVd0ZxwOp6doYANlAz6707cC5xqEM2NBoSDmdRGT07E/s640/cn9172+Rymal+Apr+12+1986b2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">No. 9172 is shown crossing Nebo
road 4/12/1986. Not needing to be turned in A-B-A geometry, the pioneering form
diesels were well suited to the point to point service. In overall geography,
the Hamilton/Nanticoke/Brantford/Hamilton orbit formed a loosely shaped
triangle; adding a second caboose facilitated a quick change in direction at all
three points.<o:p></o:p></span></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidHpc8Dy2gnAgKh_FzhPRnWCaEuiqp7RWU19mz87R3qwpcrQTfLMXruxunMxPD3hiTLZde0iUgQ-mZb9neszrmw3Yzt8pVJufCAoYyHg5jf-9g8FTac6mpdfK0R-oDQ5OxRUE7rTt49T0/s1600/cn9172+Rymal+Apr+12+1986a3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEidHpc8Dy2gnAgKh_FzhPRnWCaEuiqp7RWU19mz87R3qwpcrQTfLMXruxunMxPD3hiTLZde0iUgQ-mZb9neszrmw3Yzt8pVJufCAoYyHg5jf-9g8FTac6mpdfK0R-oDQ5OxRUE7rTt49T0/s640/cn9172+Rymal+Apr+12+1986a3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif; font-size: 11pt;">Same train, same day, different
photographer! No. 9172 is shown alongside the St. George’s Anglican Church
Cemetery (on the right hand side). In the background, also on the right, is the
Ancaster CO-OP siding along with the years ago abandoned concrete grain silo
complex. While the former H&NW/CN right of way was converted to a ‘rail
trail’ in the mid 1990’s, all of the structures in the background are still
extant. The weather trodden silos still stand guard, and the former Ancaster
CO-OP complex has been expanded and repurposed as a Home Hardware location. As
part of amalgamation the City of Hamilton assumed responsibility for the burial
site in the former hamlet of Hannon. Today this view is completely obscured by wildly
unkempt shrubbery.</span><b><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt;"><o:p></o:p></span></b></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgT8LEgL63AVk-TIkOTcbqbZh00DSkSefpLbTOZ-1qo-HGfEaKbIARhZaE2uVtcXoBPhvGd-76w7rvHSxD-XHF3d8ZfGRFIl_Y75M6BhHfvWCnlvzs0ybBZDZyyvysJbADmOHYKxoZnIlw/s1600/cn9169+Rymal+Apr+13+1986a3.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgT8LEgL63AVk-TIkOTcbqbZh00DSkSefpLbTOZ-1qo-HGfEaKbIARhZaE2uVtcXoBPhvGd-76w7rvHSxD-XHF3d8ZfGRFIl_Y75M6BhHfvWCnlvzs0ybBZDZyyvysJbADmOHYKxoZnIlw/s640/cn9169+Rymal+Apr+13+1986a3.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">Having surmounted the Niagara
Escarpment and crested the rise (see below) the engineer at the controls of Nos.
9169/9196/9172 has elected to throttle up his consist on the approach to Rymal
Road; the flashing warning lights have stopped all traffic rendering the
transportation mode intersection clear. Apparently the sun gods were not all
that enthused about the presence of the legendary motive power! No. 9169 was
built by GMD London 6/1951 as F7 No. 9042 and converted by CN Transcona 10/1973.
Retired from service in 1988 the ‘Covered Wagon’ was donated to the </span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-weight: normal;">Central BC Railway and Forestry Museum located in Prince George. F7Bu
No. 9196 was built by GMD London 8/1951 as F7B No. 9053, converted 9/1973, and
removed from service in 1988. All of the F7Au/Bu’s received rebuilt 567BC prime
movers upgraded to 1,750 HP.</span><span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt;"><o:p></o:p></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgGZr8OhmPfkAbE2zKZvDmNB6B2z2xW-q6KSztl5f7lAnVGfQl0SoRuYtr3NLtpNkbGh6DkZ7Bl4a-f9xXoCohAup743l6Z8XOkLclnqrrJhna8Fkf-qZIvGanx__Oo-okQ7xaxigQCTtc/s1600/cn9169+Rymal+May+4+1986a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgGZr8OhmPfkAbE2zKZvDmNB6B2z2xW-q6KSztl5f7lAnVGfQl0SoRuYtr3NLtpNkbGh6DkZ7Bl4a-f9xXoCohAup743l6Z8XOkLclnqrrJhna8Fkf-qZIvGanx__Oo-okQ7xaxigQCTtc/s640/cn9169+Rymal+May+4+1986a2.JPG" width="640" /></a></td></tr>
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<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">No. 9169 is shown with the
entire consist in view. Note the hogback nature of the terrain and the
encroaching housing on the right. Not surprisingly, horn blowing was very unpopular!<o:p></o:p></span></div>
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</div>
Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com1tag:blogger.com,1999:blog-6463025841630621552.post-60712563180737952062018-08-25T19:42:00.001-07:002018-08-25T19:42:45.201-07:00CN Stuart Street Locomotive Shop<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjly0PTnZOubmxjTyiI33ucf6rcFRNqisoQW6xc5r6-3FGO7f6bePUvWynPVfI3IQcMnAZwQvkDYeDCc385XUvF18NHtw0x4Hn1PwCTKNOqck_f2No4Tl82A58pc6Mlkcf0n1JSTpPHG2U/s1600/CN+Stuart+St+Jan+28+1990a_4.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjly0PTnZOubmxjTyiI33ucf6rcFRNqisoQW6xc5r6-3FGO7f6bePUvWynPVfI3IQcMnAZwQvkDYeDCc385XUvF18NHtw0x4Hn1PwCTKNOqck_f2No4Tl82A58pc6Mlkcf0n1JSTpPHG2U/s640/CN+Stuart+St+Jan+28+1990a_4.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "arial" , sans-serif;"><span style="font-size: small;">Above:
A snowless Super Bowl Sunday finds the diminutive facility chock full of
equipment; a couple of Pointe St. Charles vans, a trio of SW1200RS’s, a GP9 and
at least one GP40-2L (W) in the distance. GP9 No. 4533 (GMD 1/1957) would be
transformed by PSC into GP9RM No. 7032 in 1991 and remarkably is still active.
CN caboose No. 79616 was constructed by PSC in 1973 from a CN 472000 series
boxcar and by 1997 would be converted into a ‘Rider Car’. For the record, the
San Francisco 49ers defeated the Denver Broncos 55 – 10 in Super Bowl XXIV at
the Louisiana Superdome in New Orleans.</span></span></div>
</td></tr>
</tbody></table>
<span style="font-size: 14pt; text-align: justify;"><br /></span>
<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-GB" style="font-size: 14pt;"><span style="font-family: Arial, Helvetica, sans-serif;">The CN diesel running
repair facility located on the south edge of the Stuart Street yard complex was
a pocket sized instalment with all of the required elements compressed onto the
property. The diesel shop was a modern, relatively small, heavily windowed structure
with two tracks; both equipped with drop pits. The building was sized to accommodate
four switcher units or a pair of longer locomotives as needed. Companion service
items positioned on the west side of the shop included fuel storage tanks, a
sand tower, and an outdoor inspection station equipped with access platforms
and grating/spill containment.</span></span></div>
<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-GB" style="font-size: 14pt;"><br /></span></div>
<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-US" style="font-size: 14pt;"><span style="font-family: Arial, Helvetica, sans-serif;">Constructed in the early 1960’s following the
demise of steam, the facility would have hosted a wide spectrum of motive power
through the years. According to <i>‘IN MY
OWN WORDS’</i> in the July 2018 issue of Trains Magazine the selection of
motive power resident in the mid 1960’s was that of an locomotive enthusiast’s
dream; FM C-Liners, MLW S-3/S-4’s,
FPA-4’s as well as GMD F9’s, GP9’s, GMD1’s and SW1200RS’s. Occurrence of the
passenger units at the time was related to CN’s Hamilton to Toronto commuter
service obligation; GO Transit Corporation was on the cusp of formation. The
commuter locomotives and MLW switchers were assigned to Stuart Street and thus would
have received their regulatory ninety-two day inspections in-house. The </span></span><span lang="EN-US" style="font-size: 14pt;"><span style="font-family: Arial, Helvetica, sans-serif;">GP9’s and SW1200RS’s would have been maintained
at their respective home base(s) and only received attention at Stuart Street
as required. Aside from minor updates; additional exterior lighting, etc., and
routine maintenance; new roll up doors and replacement windows for example, the
diesel shop remained relatively unchanged for the better part of half a
century.</span></span></div>
<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-US" style="font-family: "Times New Roman", serif; font-size: 14pt;"><br /></span></div>
<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<span lang="EN-GB" style="font-size: 14.0pt; font-weight: normal; mso-bidi-font-weight: bold;"><span style="font-family: Arial, Helvetica, sans-serif;">Over the years access to the facility, in my case outdoors only -
typically on weekends, was very open with virtually no security about. Staff
when encountered was friendly and for the most part mostly unengaging. On
occasion, a CN Police vehicle would drive through the grounds looking for anything
that might be out of the ordinary or of interest. Interactions were always
friendly happenstances. I only wish I had made more sojourns to shop during
these seemingly more innocent times.</span><o:p></o:p></span></div>
<div class="MsoBodyTextIndent2" style="margin-left: 0in; text-align: justify;">
<br />
<span lang="EN-GB" style="font-size: 14.0pt; font-weight: normal; mso-bidi-font-weight: bold;"><span style="font-family: Arial, Helvetica, sans-serif;">On
December 15<sup>th</sup> 1997 CN would enter into a long term lease agreement of
the Stuart Street Yard facility with RaiLink Southern Ontario. RaiLink was
acquired by Rail America in 2000 who in turn would become part of short line
goliath Genesee and Wyoming Corporation in 2012. Changes to the diesel shop began
to unfold following CN’s departure. Virtually all of the external appliances
were razed; gone in relatively short order were the sand tower, fuel storage
tanks and inspection track accessories. Importance of the location as a diesel
service facility would continue to diminish as the tenant years passed. In 2013
the Metrolinx commuter agency announced an agreement with CN that would result
in the property being re-purposed for expanded GO Train service to Hamilton at a
new station to be known as ‘Harbour West’. By September of 2014 no evidence of
the former ‘running repair’ facility remained.</span><o:p></o:p></span></div>
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9NgQ7YzKO7J6LDdV5xKDXU-cg8TG9sa8Yb9DB83MLTsR98CaItUzsHvxO2-gjFxH5pDdgwt0SjfnGsxCFETq3YSfyzzXxq4RD_QCDBXXJSGmPguZUG6TJvsf735ZUWQMJYIsOKcgeHj0/s1600/SOR+Shop+Jan+18+2014mm_02a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9NgQ7YzKO7J6LDdV5xKDXU-cg8TG9sa8Yb9DB83MLTsR98CaItUzsHvxO2-gjFxH5pDdgwt0SjfnGsxCFETq3YSfyzzXxq4RD_QCDBXXJSGmPguZUG6TJvsf735ZUWQMJYIsOKcgeHj0/s640/SOR+Shop+Jan+18+2014mm_02a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 12.0pt;">Above:
The remaining days clearly numbered, the diesel shop at Stuart Street is
showing the effects of reduced maintenance. Note also that the overhead
inspection lights have been removed and openings in the attached cement block
administration structure have either been reduced in size or eliminated
altogether. Sadly, the once bustling facility was almost reduced to an
abandoned property in its final years.<o:p></o:p></span></div>
</td></tr>
</tbody></table>
<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-32630199457544727792018-06-29T20:24:00.001-07:002018-06-29T20:24:14.024-07:00FLASH BACK FRIDAY<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj_UQ_psXXqDCfCW2OzUqUKug0-we0l94hopXnijWsxMnLQNMHLIytAhvQ70RnCiDPI2DVDXImmXofkJvbKmM1kUIHRAKzBodfWGz96gEN9P3kGRyIeEh1gLWADgt45agV11QXOr_hZQ0/s1600/cn1326+Stuart+St_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1022" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj_UQ_psXXqDCfCW2OzUqUKug0-we0l94hopXnijWsxMnLQNMHLIytAhvQ70RnCiDPI2DVDXImmXofkJvbKmM1kUIHRAKzBodfWGz96gEN9P3kGRyIeEh1gLWADgt45agV11QXOr_hZQ0/s640/cn1326+Stuart+St_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">SW1200RS’s Nos. 1213
(GMD 1956) and 1326 (GMD 1958) are shown basking in the sun just outside of the
lower city Bayfront located diesel shop. Once part of a 192 member fleet, No.
1213 would be retired in 6/1994, No. 1326 1/1996. Note the 8100 series MLW S-4
switcher indoors.</span></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9LTrjeTncaQYGBJjGWKC0Xicobj_9H67GbkzM9IdEPwjhODu83MPYbbHD59CmJqr2e3e87L7CcTDp4CSIyQ25as-Kbof4RlaB1LmaRema-ygGmqOGamTnPWxIX_mrF5OPJiUu23vnSQ4/s1600/cn4385+Stuart+St+May+22+1991a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg9LTrjeTncaQYGBJjGWKC0Xicobj_9H67GbkzM9IdEPwjhODu83MPYbbHD59CmJqr2e3e87L7CcTDp4CSIyQ25as-Kbof4RlaB1LmaRema-ygGmqOGamTnPWxIX_mrF5OPJiUu23vnSQ4/s640/cn4385+Stuart+St+May+22+1991a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">Lightweight GP9 No.
4385 (GMD 10/1957) was built as No. 4133. Renumbered in 1984, the unit would be
transformed by PSC into GP9RM No. 7072 in 1992 and off the roster in 2007.
Shown coupled to No. 4385 is GP40-2L(W) No. 9416 (GMD 4/1974); still in
service.</span></td></tr>
</tbody></table>
<br />
<div class="separator" style="clear: both; text-align: center;">
</div>
<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-72716423115549524702018-05-17T19:37:00.000-07:002018-05-17T19:37:14.327-07:00CN at Rymal Pt. 7: Motive Power Part 3<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkY4hOellD-KmV8DkJ6-U2puOwJSPw5Xvn5Z0T2CLOjq0GVH_NeDYzAVyGg7HVjqTVOLjv6LlRLcFgEUFACbVG2FSf7Dsw6gL0pgtVq5ZsXmvsLeH8nFxKGwhguaSyWuicG0cakGq0ffc/s1600/cn4118+Rymal+May+25+1984_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkY4hOellD-KmV8DkJ6-U2puOwJSPw5Xvn5Z0T2CLOjq0GVH_NeDYzAVyGg7HVjqTVOLjv6LlRLcFgEUFACbVG2FSf7Dsw6gL0pgtVq5ZsXmvsLeH8nFxKGwhguaSyWuicG0cakGq0ffc/s640/cn4118+Rymal+May+25+1984_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">CN GP9 No. 4118 was delivered by
GMD London to the railway in September of 1957. To clear the number series for
the ongoing GP9RM program the unit was renumbered to 4384 in 1984. In 1993 the
veteran locomotive would be remanufactured into GPRM No. 7273 by AMF
Technotransport (by this time CN had sold off the Pointe St. Charles (PSC) facility),
among the last units to be modified. Incredibly, at age sixty-one, No. 7273 is
still active! In a very respectable 1973 'Zebra' scheme, No. 4118 is shown switching Shaw Pipe Protection on May 25th 1984. Note the longitudinal, centrally positioned low volume fuel tank.</span></div>
</td></tr>
</tbody></table>
<br />
<div class="MsoNormalCxSpFirst" style="text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 14.0pt;">By the early 1980’s
the era of the GMD SW1200RS trundling along the former H&NW right of way in
pairs or triplets was all but over. Motive power deployment along the line became
a fairly predictable pattern of veteran GP9’s in various states of dress and
detail. Most were decorated in the 1973 ‘Zebra’ scheme, albeit in contrasting
condition; from recently repainted to desperately needing to be repainted. CN’s
lack of interest in the appearance of their GP9 fleet at the time was
understandable given the concurrent remanufacturing plan. Launched in 1981,
CN’s massive Pointe St. Charles based GP9RM refurbishment program would ultimately
recycle some four hundred ‘Geeps’ into a mixture of road switchers, yard switchers
and slugs. Nevertheless, even with the inherent uniformity, there was the
occasional motive power surprise. Despite their Montreal and points east operating
base, the odd MLW product would show up. As well, locomotives being
repositioned or ferried for maintenance work would on rare occurrence be
included in the consist. Overall, it was a thoroughly fascinating but all too
brief an epoch.<o:p></o:p></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEho2sqTVeQI4JkM1RlwggjLcoiVlcKlYNZwl02Lv5v2dcQgjRi6Pj4qNoW0HGRCZL4llGCwMYbH4FlSLhDAMTcSOpuCetbVNxgzky1Zo06oJsgbOYkrqUZcv5MbVxi5ahfkJgaYU5v1SW4/s1600/cn4125+Rymal+May+30+1984_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEho2sqTVeQI4JkM1RlwggjLcoiVlcKlYNZwl02Lv5v2dcQgjRi6Pj4qNoW0HGRCZL4llGCwMYbH4FlSLhDAMTcSOpuCetbVNxgzky1Zo06oJsgbOYkrqUZcv5MbVxi5ahfkJgaYU5v1SW4/s640/cn4125+Rymal+May+30+1984_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">CN GP9 No. 4125 was built in late 1957
by GMD London. Similar to sister 4118, the unit was renumbered, becoming 4380
in 1984 and subsequently remanufactured in 1991 by PSC into GP9RM No. 7021.
Unfortunately, No. 7021 would be involved in a collision at Coteau Du Lac on
9/5/1997, deemed unrepairable, and subsequently removed from the roster.<o:p></o:p></span></div>
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</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLfdXTrZDGZ42hTjZC3k7kQEbvu20k87jDLFMVKyoZAZQfp03ISpqdBm0REk1trjf1TGLFxyV9Z6O4EQ5LJ4_CdIjvgiyJDk8U6yGRGwysRuR91F9DTWRy6edg2l6xk7KN-Z6A2PdvUdI/s1600/cn4212+Rymal+May+6+1984_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLfdXTrZDGZ42hTjZC3k7kQEbvu20k87jDLFMVKyoZAZQfp03ISpqdBm0REk1trjf1TGLFxyV9Z6O4EQ5LJ4_CdIjvgiyJDk8U6yGRGwysRuR91F9DTWRy6edg2l6xk7KN-Z6A2PdvUdI/s640/cn4212+Rymal+May+6+1984_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="text-align: justify;">
<span lang="EN-US" style="font-family: Arial, sans-serif; font-size: 11pt;">CN GP9 No. 4212 was manufactured by
GMD London in June of 1957 as No. 4594. In 1993 AMF Technotransport would
transform the unit into slug No. 272 adding some eighteen years of service.</span><span lang="EN-US" style="font-family: Arial, sans-serif; font-size: 11pt;">
No. 4212 is shown switching Shaw Pipe
Protection on May 6<sup>th</sup> 1984. Note the lightweight
trucks and small volume longitudinal geometry fuel tank.</span><span lang="EN-US" style="font-family: Arial, sans-serif; font-size: 11pt; font-weight: bold;"><o:p></o:p></span></div>
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</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiD_gZI0pNXA_3Id8ZuZOZt9t_YOox7LGQ_jXxp_t0sCj4Mgu2HpmeyEE8L6Wv4hOtkolf5u51Mk2kkjpP0Ebjl5LqSke3V7a8l1KrTaY5-YwdLWgw6nfb338AOWlHNE-Ijsnxicj93-Uc/s1600/cn4566+Rymal+Apr+26+1984_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiD_gZI0pNXA_3Id8ZuZOZt9t_YOox7LGQ_jXxp_t0sCj4Mgu2HpmeyEE8L6Wv4hOtkolf5u51Mk2kkjpP0Ebjl5LqSke3V7a8l1KrTaY5-YwdLWgw6nfb338AOWlHNE-Ijsnxicj93-Uc/s640/cn4566+Rymal+Apr+26+1984_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">CN GP9 No. 4566 was delivered
from GMD London in November of 1957. Similar to virtually all of the
sisterhood, No. 4566 would succumb to the remanufacturing program in emerging
as GP9RM No. 7049 in 1992. By this time the former Pointe St. Charles facility
would be renamed ‘Atelier Montreal Facility’ or simply ‘AMF’. No. 4566 is shown
switching Penn Lumber on April 26, 1984. Note the five year old
Union Railroad of Oregon offset double door FMC boxcar.<o:p></o:p></span></div>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiGGiYPY__XignA6EZwc85EqVYYPy9eBA2yD6OC-KVCmSpYFhPQEi452hrDbBHGs0-pc-U0HOk7x4om22KcOdy971LJMyoAUumztyTj_ajdGgIKObmB0bOsw6KGEzlPEE_spHNxgqjkYRk/s1600/cn4569+Rymal+May+6+1984_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiGGiYPY__XignA6EZwc85EqVYYPy9eBA2yD6OC-KVCmSpYFhPQEi452hrDbBHGs0-pc-U0HOk7x4om22KcOdy971LJMyoAUumztyTj_ajdGgIKObmB0bOsw6KGEzlPEE_spHNxgqjkYRk/s640/cn4569+Rymal+May+6+1984_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">CN GP9 No. 4569 was supplied to
Canadian National by GMD London in November of 1957. Unlike most remanufactured
GP9’s, No. 4569 would lose her prime mover during remanufacture. She emerge
from PSC in 1990 as ‘booster unit’ (slug) No. 245 and is still active. No. 4569
is shown switching Shaw Pipe Protection on May 6, 1984. Note SW9 No. 7000 (GMD
1952) dead in tow. According to the Branchline CTG No. 7000 was removed from
service in 1984 and is most likely shown either on the way to a dismantler or
perhaps a new owner.<o:p></o:p></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixZPvnit-PExaGWgga8tE0BIaWYRB5IQPtGzsVpMk-Ej6p97VXbGp4kC-O-eArQwcG4Klf8zjkuEbiUaRy2mAbp15jNXVES3iM1txA9DffirV9pthbHr5F3ZF5edrbnnpVKYtPUDzCy0I/s1600/cn3702+Rymal+May+30+1984b1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixZPvnit-PExaGWgga8tE0BIaWYRB5IQPtGzsVpMk-Ej6p97VXbGp4kC-O-eArQwcG4Klf8zjkuEbiUaRy2mAbp15jNXVES3iM1txA9DffirV9pthbHr5F3ZF5edrbnnpVKYtPUDzCy0I/s640/cn3702+Rymal+May+30+1984b1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US" style="font-family: "Arial","sans-serif"; font-size: 11.0pt; mso-bidi-font-size: 12.0pt;">CN RS18 No. 3702 was constructed by
Montreal Locomotive Works (MLW) in June of 1958. Unlike colleagues resident on
Canadian Pacific, there would be no large scale refurbishment program for the
Alco sired flock. Six (3150 – 3155) were converted in 1968 for high speed Tempo
service in Southwestern Ontario while a total of thirty-eight (1750 – 1787)
were modified with A-1-A trucks and de-rated to 1,400 HP for light rail duties
in the Maritimes. While deploying a classic 251 turbo lag plume, No. 3702 is
shown switching Shaw Pipe Protection on May 30<sup>th</sup>
1984. Note the light weight style MLW trucks. Sadly, in just four years at age
30, No. 3702 would depart the roster in 1988.<o:p></o:p></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8f0ndtQp_2aGpKSsxHu9_ZpwtgwrJztNeMAhMRAlZHDcPAmPYQmjMZ0Qq-Ys_WbhiN9fnJeZKGsPK1KjRMwOD4WntCBxhyphenhyphenimbLry37SJu4q9ubjLOR6eXCdlusWyD5QSMNcTpDataKBM/s1600/cn3702+Rymal+May+30+1984a1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8f0ndtQp_2aGpKSsxHu9_ZpwtgwrJztNeMAhMRAlZHDcPAmPYQmjMZ0Qq-Ys_WbhiN9fnJeZKGsPK1KjRMwOD4WntCBxhyphenhyphenimbLry37SJu4q9ubjLOR6eXCdlusWyD5QSMNcTpDataKBM/s640/cn3702+Rymal+May+30+1984a1.JPG" width="640" /></a></div>
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<br />Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-28095542204896046122018-03-18T18:59:00.000-07:002018-03-18T18:59:52.147-07:00CN at Rymal Pt. 6: Motive Power Part 2<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8HOv5EDn4LX3meeoIWnPerECYEgPjRUFuzuPS19cUG8DGXc2QtzqEdvWYtltFnNbAHYohtncKCHwkTrm_6-_agGJTjISMIVP0wcg5Jj3bd2AwACKOVmVCfApb4A4GftdXLPRdrv4Ww_M/s1600/cn4130+Rymal+Jun+7+1984_a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj8HOv5EDn4LX3meeoIWnPerECYEgPjRUFuzuPS19cUG8DGXc2QtzqEdvWYtltFnNbAHYohtncKCHwkTrm_6-_agGJTjISMIVP0wcg5Jj3bd2AwACKOVmVCfApb4A4GftdXLPRdrv4Ww_M/s640/cn4130+Rymal+Jun+7+1984_a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoCaption" style="margin-bottom: .0001pt; margin: 0in; mso-add-space: auto; text-align: justify;">
<span lang="EN-US"><span style="font-family: "arial" , "helvetica" , sans-serif; font-size: small;">CN GP9 No. 4130 was constructed by GMD
London in October of 1957. In order to clear the number sequence for the GP9RM
program the unit would become No. 4383 in 1984, and subsequently be remanufactured
into ‘booster unit’ (slug) No. 237 by CN Pte. St. Charles (PSC) in 1988.
Following several years of faithful yard and transfer service, the tractive
effort assister would be removed from the roster in 2005. No. 4130 is shown
switching Shaw Pipe Protection (see CN at Rymal Pt. 4) on June 7<sup>th</sup> 1984.
Set up to run long hood forward, No. 4130 has traveled as designed north from
Caledonia to service the facility mid day. Shaw Pipe at the time was in the
midst of a large scale production order. While inbound uncoated pipe was
received from local suppliers by transport truck, most finished product was
shipped out by flat car. With only one relatively short siding an extra move
was required during this frenzied period in order to keep the operation fluid.
Earlier in the morning the daily wayfreight dispatched from Stuart St. Yard in
Hamilton would have also made a pit stop to switch out loads.</span><span style="font-family: "arial" , sans-serif; font-size: 11pt;"><o:p></o:p></span></span></div>
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<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">While the 1960’s and
1970’s were the preserve of CN’s ubiquitous SW1200RS, motive power along the
former H&NW over the following years until abandonment primarily consisted
of Dick Dilworth’s seemingly omnipresent GP9. The transition is entirely
logical. Throughout the middle to late 1970’s CN took delivery of several
hundred GMD wide cab GP/SD40-2’s, displacing older/lower HP locomotives from
mainline and higher priority manifest service. Despite relatively low traffic
volume along the H&NW, the right of way and track structure were well
maintained and could easily handle the nominally larger road units. Thus,
tonnage that on occasion required three end cabs could easily be conveyed by a
pair of ‘Geeps’. Often, as shown, a single GP9 was sufficient.<o:p></o:p></span></div>
<div class="MsoNormalCxSpMiddle" style="text-align: justify;">
<span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">While interchange
traffic continued to diminish, there were a couple of ‘Last Hurrah’s’ for the
line. As noted above, the local pipe coating enterprise landed a sizeable
contract related to a major Western Canada pipeline project. Probably much
better known was the movement of cast steel slabs from Stelco’s newly
commissioned Lake Erie Works to their Hilton Works based rolling mills in lower
Hamilton. Unfortunately, due to the Stone Church bridge transport truck incident
in 1987, the Rymal segment of this trip was rather short lived – see </span><span lang="EN-US" style="font-family: "arial" , "sans-serif"; font-size: 14.0pt;">CN Rymal Pt. 2</span><span style="font-family: "arial" , sans-serif; font-size: 14pt;">.</span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFSCKkESrmu5oQSNfIFo1IYnQ-1y5nNQhXLogaI9UKYIu2uqRIcPwE7PQO3WkTW9kuuMJxybgli3U970g8NmpddKTGzvTs6LoTZ7dyfR5VJg7Am3wxTRn2vXqV7jmXbI7iAWEtXRk7gJM/s1600/CN4521+Jun+1979_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgFSCKkESrmu5oQSNfIFo1IYnQ-1y5nNQhXLogaI9UKYIu2uqRIcPwE7PQO3WkTW9kuuMJxybgli3U970g8NmpddKTGzvTs6LoTZ7dyfR5VJg7Am3wxTRn2vXqV7jmXbI7iAWEtXRk7gJM/s640/CN4521+Jun+1979_a1.JPG" width="640" /></a></td></tr>
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<span lang="EN-US"><span style="font-family: "arial" , "helvetica" , sans-serif;">No. 4521 was built 12/1956 by
GMD London. In 1985 the veteran unit would enter the Pte. St. Charles remanufacturing
facility and subsequently emerge as GPRM No. 7007. In 2011 the unit would be
sold to Motive Power Resources (<a href="http://www.mprxinc.com/">http://www.mprxinc.com/</a>)
becoming MVPX 7007. CN 4521 is shown switching the CO-OP siding in June of
1979.</span><span style="font-family: "arial" , sans-serif; font-size: 11pt;"><o:p></o:p></span></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEis_qNbNP5kUI_pTvCusLX0A5i6Cbl8e9T1qNpYeInapsuFa1KpTTmiMc5ePo654E5XgFs_tYoOW75I98n0qCA4yoXctPuw4ql2f2zuvHLXNz2_CXKMY0XCV93KoM_1YfT_cJzpb_p1GDc/s1600/CN4521+Overpass01_a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1022" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEis_qNbNP5kUI_pTvCusLX0A5i6Cbl8e9T1qNpYeInapsuFa1KpTTmiMc5ePo654E5XgFs_tYoOW75I98n0qCA4yoXctPuw4ql2f2zuvHLXNz2_CXKMY0XCV93KoM_1YfT_cJzpb_p1GDc/s640/CN4521+Overpass01_a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US"><span style="font-family: "arial" , "helvetica" , sans-serif; font-size: small;">CN 4521 together with sister 4560 is shown on a
caboose hop southbound just about to duck under the White Church Road overpass
(just east of the hamlet of Mt. Hope). Unfortunately I did not date my early
material; best guess is spring of 1980 or 1981.</span></span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrjliWcWXlVDgePHseBvb6fBJ6kJbtuC-wK7peNI3bHDJ_tRrfSSjOyYK20P4RQBKN5lKpaW1xKEjwQ7X3Ev1lQBTCaGVMUZhKWs2HXu8t8rvZFv-3QVLikoHhNDGXZ-cHIUeH_Rx4VX8/s1600/CN4523+Lime+Ridge+Road01_a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="512" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrjliWcWXlVDgePHseBvb6fBJ6kJbtuC-wK7peNI3bHDJ_tRrfSSjOyYK20P4RQBKN5lKpaW1xKEjwQ7X3Ev1lQBTCaGVMUZhKWs2HXu8t8rvZFv-3QVLikoHhNDGXZ-cHIUeH_Rx4VX8/s640/CN4523+Lime+Ridge+Road01_a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: "arial" , "helvetica" , sans-serif; font-size: small;">CN
GP9 No. 4523 was delivered from GMD London in December of 1956. Note the lack
of dynamic brakes, a consequence of wreck repair employing a replacement GP7
long hood assembly. In 1990 No. 4523 would be remanufactured into booster unit
No. 263 and is still on the roster. Nos. 4523/4521 are shown crossing Limeridge
Road E on Hamilton Mountain in an undated photo; guessing spring of 1981.</span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZKFwaDDpsOFDHXPBRokEJJRjrrTgcM7_g5RULGIU45Euor2wphujldc2aLy8n0lxncqYbpsRKB8CMth14cZC_vxB1NOO9EnK_S0ubdNr3sz3rPMHA1dC_pltAilhbZImakpTcSOMM6jc/s1600/cn4524+Rymal+May+30+1984_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="513" data-original-width="1023" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZKFwaDDpsOFDHXPBRokEJJRjrrTgcM7_g5RULGIU45Euor2wphujldc2aLy8n0lxncqYbpsRKB8CMth14cZC_vxB1NOO9EnK_S0ubdNr3sz3rPMHA1dC_pltAilhbZImakpTcSOMM6jc/s640/cn4524+Rymal+May+30+1984_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: "arial" , "helvetica" , sans-serif; font-size: small;">Similar
to No. 4523 above, No. 4524 (GMD London 12/1956) has been subject to GP7 long
hood replacement, most likely also due to wreck repair. CN had long ago disabled
the dynamic brakes in their GP9 fleet and in most cases the hardware remained
in place. Similar to the sisterhood, No. 4524 would be included in the PSC
GP9RM program and renumbered to 7028. While still on the roster, No. 7028 has
been out of service for a couple of years. Coupled to No. 4125, No. 4524 is
shown north of Highway 53 (Rymal Road), switching Shaw Pipe Protection on May 30<sup>th</sup>
1984.</span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVbLa_W0M_8PLKFpsznJych-yWS8PgyK0y_2y_OBSWC4P2IZvA_IHcdjjqiJTAODOYpyxmHaMRgClLMKSt6u_tPv-wLMEj3Q5_8yQ7jZnl6QPKYX_ZXHM-MMJgoO_yxqctrM4f1icLVsc/s1600/cn4528+Nebo+Rd01_a1.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="511" data-original-width="1023" height="318" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVbLa_W0M_8PLKFpsznJych-yWS8PgyK0y_2y_OBSWC4P2IZvA_IHcdjjqiJTAODOYpyxmHaMRgClLMKSt6u_tPv-wLMEj3Q5_8yQ7jZnl6QPKYX_ZXHM-MMJgoO_yxqctrM4f1icLVsc/s640/cn4528+Nebo+Rd01_a1.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span style="font-family: "arial" , "helvetica" , sans-serif; font-size: small;">CN
GP9 Nos. 4528 and 4519 were delivered by GMD London in December of 1956. While
both would be transformed by PSC into GPRM’s, only No. 4135 (1991 phoenix of
4528) is still on the roster. In 1985 No. 4519 would emerge as GP9RM No. 7006 and
stay on the roster until 2000. In the photo above the duo is shown southbound
diagonally crossing Nebo Road. Love that Firebird rag top! Again, more of my early
undated material; most likely taken in the spring of 1981.</span></td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLLEusV9lwekQSTS28Kf3X_3y9I84e4TM2EPCplBOUOwXNCdkaTC9PvjYqYJL6idvF6F24SJ95aHSzqxbAAdW30h-GHAC3NekGB32CII3yuAWJZW7-h1udF3jxwbW6N6fO-4sgUnBNx0E/s1600/CN4560+Twenty+Road01_a2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="511" data-original-width="1023" height="318" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLLEusV9lwekQSTS28Kf3X_3y9I84e4TM2EPCplBOUOwXNCdkaTC9PvjYqYJL6idvF6F24SJ95aHSzqxbAAdW30h-GHAC3NekGB32CII3yuAWJZW7-h1udF3jxwbW6N6fO-4sgUnBNx0E/s640/CN4560+Twenty+Road01_a2.JPG" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: justify;"><span lang="EN-US"><span style="font-family: "arial" , "helvetica" , sans-serif; font-size: small;">In 1991 No. 4560 (GMD London 11/1957) would
become GP9RM No. 7055. Still toiling away for Canadian National, the venerable
unit is shown some four decades earlier on the caboose hop previously shown
from above. In this view Nos. 4560 and 4521 are heading south out of Hamilton
about to cross Twenty Side Road. Aside from the engineer’s all weather window
the GP9 is virtually as delivered. The building in the background on the left is
the former Hannon public school, now the home of the IBEW Local 105 Training
Center.</span></span></td></tr>
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Tatohttp://www.blogger.com/profile/17233536308492261683noreply@blogger.com0tag:blogger.com,1999:blog-6463025841630621552.post-20708479316422404762018-03-05T17:55:00.001-08:002018-03-05T17:55:13.291-08:00Copetown Show 2018<div style="text-align: justify;">
This past weekend, my dad, brother, and I attended the annual train show at Copetown, ON, known for being more of a showcase of modeling talent than of the more common flea-market type. This year was no different, with many models displayed by local modelers, an operating S-scale layout, and several photo and model scenery vendors. The weather was perfect with clear blue skies, so we turned up early in order to take in some railfanning before the show, though CN was a bit less cooperative than desired with only CN 385 making an appearance (photo angles a bit less than desirable). Still, it was a great chance to talk with old friends and make some new ones. I'll let the photos do the talking...</div>
<br />
Cheers,<br />
Peter.<br />
<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZ_oRlchtmiWP3nX8-uPKKxNxqmICTC6LKfx8bTY-Dt9IwHAdx_lprE6GDUokX-2JPLY8GzNdECJhnwwW-OYuF4yg86w21jqS320AI_CghGqlgEROxh0f6Xjg6Qmm_s8YtQaDLn6c2g-DL/s1600/Copetown1.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1128" data-original-width="1600" height="450" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhZ_oRlchtmiWP3nX8-uPKKxNxqmICTC6LKfx8bTY-Dt9IwHAdx_lprE6GDUokX-2JPLY8GzNdECJhnwwW-OYuF4yg86w21jqS320AI_CghGqlgEROxh0f6Xjg6Qmm_s8YtQaDLn6c2g-DL/s640/Copetown1.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The operating S-scale layout took me back to the days of bringing a step-stool in order to be able to see the action!</td></tr>
</tbody></table>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimDE-0gtc1A3Egk6LFm_H8trWGg0UgR8J0O2QXiDEgX-FZzV0eNx0yIpJ0ZtXoGg7glwteeHvA7za8dNcMREHQE1_m0uzohnZTacZUdvVlqfTgFo-8Bo_D76YcO0CKl8DAWDA0IBwBA0gs/s1600/Copetown2.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1057" data-original-width="1600" height="422" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimDE-0gtc1A3Egk6LFm_H8trWGg0UgR8J0O2QXiDEgX-FZzV0eNx0yIpJ0ZtXoGg7glwteeHvA7za8dNcMREHQE1_m0uzohnZTacZUdvVlqfTgFo-8Bo_D76YcO0CKl8DAWDA0IBwBA0gs/s640/Copetown2.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Stephen Nichol displayed some very nice weathered CN locos, though my favourite is easily the OSR RS-18u.</td></tr>
</tbody></table>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiVKVglpNxbVn3WDczUPryKerjTs0z3DfLCeByiDf9N7rJUriWHVc5-OnR7Spv2BV53jKMfzzHus3QsW6QkvTDPx0TjsLHrUdCycWY7l59CoQheiqZaAb7KnBSz4J7KF2-Wdqt-SlQoEG4/s1600/Copetown3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="963" data-original-width="1600" height="384" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiVKVglpNxbVn3WDczUPryKerjTs0z3DfLCeByiDf9N7rJUriWHVc5-OnR7Spv2BV53jKMfzzHus3QsW6QkvTDPx0TjsLHrUdCycWY7l59CoQheiqZaAb7KnBSz4J7KF2-Wdqt-SlQoEG4/s640/Copetown3.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Roger Chrysler displayed some of his outstanding Grand River Railway/Lake Erie & Northern models.</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwAt1hz9YrWI9X4KS3EBckWxHh9NV1v9zsblRcU3-1vsw8zLMRSMHPqU45UZ_vMWSiiGvWkfmxW2TxkhfL1Bqw1l1LI5Q-T3K5BUdaHNJVtnjtJ1DLR2JtmxajIkPCbvt5leM8X4_oFLfQ/s1600/Copetown5.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1099" data-original-width="1600" height="438" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwAt1hz9YrWI9X4KS3EBckWxHh9NV1v9zsblRcU3-1vsw8zLMRSMHPqU45UZ_vMWSiiGvWkfmxW2TxkhfL1Bqw1l1LI5Q-T3K5BUdaHNJVtnjtJ1DLR2JtmxajIkPCbvt5leM8X4_oFLfQ/s640/Copetown5.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">To me the Rapido table was the highlight of the show, with plenty of eye candy on display. The second group of 3800 CF hoppers have recently arrived at the Rapido headquarters, with the SW1200RS's about 3-4 weeks away.</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg6BPrCKtVAmlEydKMeirBfk5iVoohMn-tsAxpOQmqEjqVkzZqBs7o4QcQ3LH2QEiMifFo4lTL3pOXuI0T9d4sQT7tvZG7gy__CDkLTAUgTiljV1yIkYKhJtEcJXvRlLj9S1hmLmp-ZxCyv/s1600/Copetown4.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1075" data-original-width="1600" height="430" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg6BPrCKtVAmlEydKMeirBfk5iVoohMn-tsAxpOQmqEjqVkzZqBs7o4QcQ3LH2QEiMifFo4lTL3pOXuI0T9d4sQT7tvZG7gy__CDkLTAUgTiljV1yIkYKhJtEcJXvRlLj9S1hmLmp-ZxCyv/s640/Copetown4.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Both my dad and I are eagerly waiting the arrival of the SW1200RS's.</td></tr>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQE0sNLp3Rf18tAzUY5JidT1uxcqqgZwFyjhaQi9FFa3Nb8LhkhpNayFrPbmf1dN2Lsu2eM7F3iRzTjQjjUoH8sAnkFTkvwoYJ3ftC_RW9Hnv8s2uFNEIGNZKPZnYnY6PYSHR4PCMp4DT4/s1600/CN2602_M385_CopetownON_20180304.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1064" data-original-width="1600" height="424" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQE0sNLp3Rf18tAzUY5JidT1uxcqqgZwFyjhaQi9FFa3Nb8LhkhpNayFrPbmf1dN2Lsu2eM7F3iRzTjQjjUoH8sAnkFTkvwoYJ3ftC_RW9Hnv8s2uFNEIGNZKPZnYnY6PYSHR4PCMp4DT4/s640/CN2602_M385_CopetownON_20180304.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">CN 385 grinds up the last mile of the hill to Copetown with 12,000' of train and four screaming engines on the head end.</td></tr>
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