CN Locomotives Retired

AUGUST

Updated July 19, 2010

CANADIANNATIONAL

CN Locomotives retired: …

CN Locomotives Sold:

Updates on some of the known CN’s Retired units for Sale

RR / NUM. / LOCATION / HP / MODEL / BUILT
CN / 226 / VANCOUVER / BC / 0 / GP9 Slug / 1955-59
CN / 241 / TORONTO / ON / 0 / GP9 Slug / 1955-59
SFEX / 4202 / WOODCREST / IL / 2000 / C424M / 1963
SFEX / 4204 / WOODCREST / IL / 2000 / C424M / 1963
IC / 6108 / CENTRALIA / IL / 3000 / SD40-2 / 1976
IC / 6064 / FOND DU LAC / WI / 3000 / SD40-2R / 1966
IC / 6066 / FOND DU LAC / WI / 3000 / SD40-2R / 1966
IC / 6134 / MEMPHIS / TN / 3000 / SD40-2 / 1976
IC / 6127 / WINNIPEG / MB / 3000 / SD40-2 / 1976
IC / 6136 / WINNIPEG / MB / 3000 / SD40-2 / 1976
CN / 5334 / WINNIPEG / MB / 3000 / SD40-2W / 1980
CN / 5384 / WINNIPEG / MB / 3000 / SD40-2 / 1973
IC / 6004 / HOMEWOOD / IL / 3000 / SD40-2R / 1967
IC / 6006 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6007 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6011 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6013 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6015 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6016 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6017 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6018 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6030 / HOMEWOOD / IL / 3000 / SD40-2 / 1975
IC / 6032 / HOMEWOOD / IL / 3000 / SD40-2 / 1975
IC / 6050 / HOMEWOOD / IL / 3000 / SD40-2R / 1966
IC / 6054 / HOMEWOOD / IL / 3000 / SD40-2R / 1966
IC / 6056 / HOMEWOOD / IL / 3000 / SD40-2R / 1966
IC / 6058 / HOMEWOOD / IL / 3000 / SD40-2R / 1966
IC / 6059 / HOMEWOOD / IL / 3000 / SD40-2R / 1966
IC / 6063 / HOMEWOOD / IL / 3000 / SD40-2R / 1966
IC / 6068 / HOMEWOOD / IL / 3000 / SD40-2R / 1966
IC / 6072 / HOMEWOOD / IL / 3000 / SD40-2 / 1979
CN / 5248 / HOMEWOOD / IL / 3000 / SD40-2W / 1975
IC / 6008 / HOMEWOOD / IL / 3000 / SD40A-2R / 1969
IC / 6101 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6104 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6113 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6117 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6122 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6123 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6124 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6126 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6140 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
IC / 6141 / HOMEWOOD / IL / 3000 / SD40-2 / 1976
CN / 5301 / TORONTO / ON / 3000 / SD40-2W / 1978
NBEC / 1845 / MONTREAL / QC / 1800 / RS18u / 1957
NBEC / 1856 / MONTREAL / QC / 1800 / RS18u / 1958
NBEC / 1835 / MONTREAL / QC / 1800 / RS18u / 1958

In mid-July CN began receiving the first of 27 C40-8Ws at the CN Yard in Memphis, TN. There have been photos of them with "BNSF" patched over, and the CN Noodle logo in its place. These widecab units that do have cab A/C are to be numbered CN 2135 –2161 following the 35 former ex-UP/CNW C40-8s (CN 2100-2134). Most of the units purchased had been stored n Barstow, CA, and were moved in mid July to the BNSF (ex-ATSF) Saginaw Yard in Fort Worth, TX. Many have CN patch lettering for transit and retain their former BNSF numbers: 800, 801, 802, 806, 808, 810, 811, 812, 814, 816, 821, 826, 830, 832, 834, 835, 836, 837, 844, 846, 850, 852, 855, 856, 861, and 865.

ATSF-CN Vignette: Ironically Jason Jongen caught an ATSF C40-8W already leading a CN Freight! BNSF 832 came up on 451 back in November 30th, 2005 4 unit out, and came back south as the lead unit on 450 on December 1st 2005.

At the end of June C40-8 2105 was released and was seen service in Wisconsin on June 27th. CN 2125 went to Symington Yard Winnipeg, MB in late June. CN 2127 the third in service is shown in a photo from July 6th at Neenah, Wisconsin. As well on July 13th CN 2131 arrived in Winnipeg Symmington Yard and. To recap, as of July 14th, painted units seen include: 2106, 2112, 2122 and units confirmed in service: 2105, 2111, 2114, 2115, 2123, 2125, 2127 and 2131.

2125

2105

2127

2123

On July 17th George Redmond caught 2114 at Effingham and Neoga, IL enroute to Winnipeg. MB.

At the IC’s Centralia Shop on July 5th CN 2128 was seen outside still in the CN Patched UP yellow and CN 2114 was also seen outside in CN paint but not yet in service. As of July 13th there were 27 units at Centralia, some in the B yard and about 10 more near the CN engine facility that are to be sand blasted and paint. 2114

Glen Mounk caught CN 439 at Fort Frances Yard with CN 5703, IC 1026, CN 8892, CN 2123, CN 2668. Another consist with five different locomotive models and different cabs. (Shots are of 2123).

On July 9th, two ex-UP C41-8’s are seen at the IC’s Centralia Shop awaiting CN paint. This is the north end of the paint shop at Centralia. We are looking across the southbound main. The photo was taken from a public street.

James Wasney reportedCN 2123 heading west into Edmonton, AB On July 14th while switching in Clover Bar Yard and a second 2100 was close by. Here is a trace of the CN 2100 fleet as of July 14th:

CNW FANS: Exercise caution opening this link! Former UP/CNW C41-8 8575 awaits its turn in the paint booth while sporting markings for CNW, UP, and CN! Shortly, she will become CN 2122!

The repair parts for CN M636 2338 arrived via truck and the repairs have begun at Mac Yard on the trucks/suspension. The unit will probably move in August to the WNYP. CN M636 2338 (which was sold to WNY&P) has been spraypainted "RRPX" under the number, in preparation for movement from MacMillan Yard. I

CN GP40-2LW 9566 and 9590 were released from the Woodcrest paint shop in late June. In July EJ&E SD38-2 668 became the first Eligin Joliette & Eastern painted in the CN livery. Chris Gertz caught GP40-2LW 9568 going through Paris, Ontario on July 5th. As well, Henry Nye caught CN SD70I 5620 in fresh paint on July 7th out of Woodcrest Shop.

While the GM&O SD40’s are all off the CN roster, there are still some former GM&O GP38-2’s in service as evident in this photo of CN 9565, which is ex-ICG 9565, nee-GM&O 745. (Froth)

Henry Nye clicked IC SW7RM 1202 heading north from Chicago on 335 July 8th.

Visible carnage following CN train 120’s derailment at Estcourt QC, (West of Edmundston), on July 2nd 2010.

On July 2nd Dean Brown caught the CN Test Evaluation Budd 1501 at St. Catharines (Mile 11.8 CN Grimsby Sub) heading to Niagara Falls and Fort Erie, Ontario.

Jay Brooks caught East Jersey Railroad and Terminal Company SW8 321 on train CN 422 at Mile 30 on the Halton Subdivision, on June 25th. The Shipper and Consignee was IMTT – Bayonne, NJ and she is enroute to Limoilou, QC.

After departing Mac Yard on July 10th Thomas Blampied saw CN 5714 east through Whitby which was hauling East Jersey Railroad and Teminal Company SW8 number 321 enroute to Montreal. Unfortunately a few hours later EJR 321 had to be set off at an industry in Cornwall, Ontario with mechanical issues when she started to smoke while in transit. Grease or oil dripped down onto on of the truck assemblies and was set off as a precaution pending further inspection. See Raymond Farands’s photos on the Kingston Sub.

In early July GMTX GP38-2 2193 (In Armour yellow and gray paint) was moving on CN Train 386 with CN 5679-2573-GMTX 2193 in London, Ontario. GMTX 2193 is enroute to the Roberval – Seguenay and was once a Penn Central / Conrail 7940-8039-series that later was purchased by UP.

(John Allen photos)

Walter Pfefferle send this photo report of the project to eliminate the Hale Street crossing in London Ontario. There have been a number of fatalities as well as long delays as CN performed switching duties. The crossing is being replaced by the an elevated roundabout, likely the only one in existence.

Patrick DeLarue and Jean-Francois Dumont made a visit to CN Prince George (ex BC Rail) shop on July 12th and documented the following snapshot of motive power on site:

BCOL C40-8M’s 4601, 4603, 4606, 4610, 4611, 4612, 4614, 4620, 4625. (All stored).

CN 4608 was in service and was coupled to BCOL B39-8E 3911 (the last one in Canada?).

Also on ther property on July 12th: CN GP9 slugs: 202, 251, 255, 260, 262, 271, 273, GMD1u 1437, C40-8M’s 2410, 2422, 2433, 2449, C44-9’s 2508, 2613, GP38-2 4707, SD50F 5432, SD60F 5520, SD75-I 5736, 5782, GP9RM’s 7008, 7043, 7045, 7051, 7064, GP9RM’s 7203, 7207, 7223, 7251, 7258, 7267, SD70M-2 8835, 8853, 8859, 8912, IC SD70 1037 et IC C44-9W 2702, and retired SW1200RS 1379.

CNR Vignettes:

…

Derek Henderson shared his shots of EE-built CNR Z4-a Box Cabs #180 and #187 at Mount Royal Station (north of Montreal on the Deux-Montagnes Line), taken in August 1965.

CNR SW1200RS 1577 and CLC H12-44 1659 (all the following photos from Peter Cox with thanks)

CN action including a RockyMountain “meet”!

Passenger car perfection: CN ex-Milwaukee full length dome “Fraser” on the “Super Continental”.

My friend Earl Roberts kindly replied to my question on these unique CN cars: There were only three (61200-61202) built at Hawker Siddeley (finished at Point st-Charles Shop) as CN Superintendent's cars for the west. CN 61200 and 61201 were built in 1976 and 61202 was built in 1977. As of 1996 they were assigned to Kamloops, Prince George and Edmonton respectively. 61200 was retired about 1997. (Derek Henderson Photo)

Would any of our readers be interested to send Toronto area Vignettes or write a CRO Special Report for CRO on your CN Toronto and Spadina Memories? Drop us a line ….You could use my GLEN YARD MEMORIES as a template. These 1970’s Spadina shots are all by Derek Henderson.

James Blunt emailed this classic image of CNR Kingston Sub in 1950’s at BrockvilleOntario.

CANADIAN PACIFIC

CP Locomotives Retired since last issue: NIL (Last retired was 5713 on April 15th 2010).

CP Locomotives sold: NIL

CP is holding a locomotive sale from June 23rd to July 23rd with the following 15 units which are all in Winnipeg Weston Yard.

GP9u 1576, 1595, 1695,
SD40M-2’s 5494, 5495, 5497
SD40-2’s 5566, 5576, 5669, 5700, 5713, 5721, 5733, 5748, and 5804.

38 in service with 23 stored. As of June 24th the following were in service. 9100. 9101, 9102, 9103, 9104, 9105, 9107, 9109, 9112, 9113, 9114, 9116, 9117, 9118, 9120, 9124, 9125, 9126, 9128, 9129, 9130, 9131, 9133, 9134, 9137, 9139. 9140, 9142, 9143, 9144, 9145, 9147, 9148, 9150, 9152, 9253, 9155 and 9160. Of the 23 units out of service 9108 is in Ogden stored Unserviceable, the rest at Weston Shop and 9158 is Stored Unserviceable. Unit 9159 sporting United Way colours was in service for a while but failed and is SUS.

The following 51 CITX SD40-2’s leased to CP were all “In Service” as of May 10th: 2783, 2785, 2792 2794, 2799, 2804, 3053,3054, 3056, 3057, 3058, 3059, 3061, 3062, 3063, 3064, 3065, 3066, 3067, 3070, 3071, 3072, 3073, 3075, 3077, 3078, 3079, 3080, 3081, 3082, 3083, 3088, 3089, 3090, 3091, 3092, 3093, 3095, 3097, 3098, 3100, 3102, 3110, 3157, 3170, 3177, 3183, and CEFX 3164, CEFX 3166, CEFX 3173, and CEFX 3184.

CP's only two gensets (2100 and 2101) had been assigned to Agincourt Yard and spent more than a year of service in and around Toronto. They have since been split up. #2100 had been utilized for a few days in Oshawa, ON to switch the GM plant but failed and is now Bad Order at the Toronto Shop. #2101 was assigned to Sudbury, ON for transfer service, however on April 21st it failed and was moved to NRE in Capreol for repairs. NRE was unable to repair the engine and June 25th was returned back to Toronto and is now Stored Unserviceable. On June 19, 2010, Bill found #2101 out of service outside the Sudbury yard office after returning from Capreol. On July 14th both units were returned to service and worked three transfers around Toronto together. CP 2100 was then used to Windsor and return. CP 2101 was used to Montreal and return on Jily 17th. Bob Heathorn’s photo shows CP 3GS21B-DE #2100 at Smith’s Falls, Ontario on July 17th on CP train 233 heading back to Toronto. They are testing on CP with a long-term lease through Canada EcoFreight,, but over several weeks have been in and out of service with some sort of issue. They were built by National Railway Equipment (NRE) at VMV, Paducah, KY, and one of two on CP.

Built by National Railway Equipment in September 2008, the units are designated Model 3GS21B-DE and are equipped with three 700HP Cummins QSK19C diesel engines which can be brought on line as needed depending on the service the unit is being used for at the time. (Bill Sanderson)

Kevin Dunk submitted this great shot of UP SD9043MAC 8278 which the day before was leading an eastbound 268 on June 25, 2010. The next day, UP 8278 is shown here on the point of CP potash train 673 assisted by three CP GE’s (2 DPU) westbound at MP86.9 HBD (Hot Box Detector) on the Cranbrook Sub. To explain the quick turnaround, UP engines are turned at Kipp Yard near Lethbridge, Alberta to make their return trip home to the US.

“Beauties and the Beast” – On July 15th, Jason Jongen headed down to Toronto yard to catch the new railfan favourite CP train 666 (Ethanol train) depart for points east with a trio of SOO SD60's. To bad they weren't all in the white and red but we won't complain. CP 666 Departed Toronto Yard 14:55

SOO 6030 SD60, SOO 6046 SD60, SOO 6045 SD60, one buffer hopper and 80 Tank cars.

Gary Knapp took this masterpiece of the same train on July 16th at his favorite location the D&H Station Plattsburgh, NY.

Craig Konopski’s CP/CN Lakehead Report:

As part of the 125th anniversary of the last spike (Craigellachie, BC in 1885), Canadian Pacific operated a special heritage train running across parts of it's Canadian network this summer. Actually, there are two separate trains with a 'west train' operating in parts of Alberta and British Columbia using their steam locomotive #2816 and an 'east train' operating from Saskatchewan east using some 'F' units and GP38-2. Both trains have various 'employee specials' from various terminals as well as special events for communities during their tours. Through ticket purchases and donations on the train rides, proceeds go to the Children's Wish Foundation.

On July 12th...... what I call the 'east train', (originating in Calgary on the July 8th) CP #28B would be making an "employee special" run from Thunder Bay to Hurkett on the Nipigon Sub and return, a distance of approximately 52 miles with the following consist: CP FP9Au 1401-CP F9B 1900-CP GP38-2 3084, CP 96, CP 110, CP 103, CP 99, CP 104, CP 101, CP 100, and CP 77. It shows as a community tour train celebrating the 125th anniversary of the Last Spike at Craigellachie. It is venturing east to do a couple tours around the Schreiber, Ontario area, as the town is celebrating it's 125th as well. The train went right through to Schreiber, and on the return stopped at Thunder Bay, Ontario. At Schreiber the train was parked in 'depot 1' track to board passengers which consisted of various CP employees and their families. At the end of this 'stub track' was the 3 cars off the TEC train #64 consist (without the CP GP9u) which would depart the following morning to test the Kaministiquia Sub. At 1030, the train slowly backed out of the depot, entered the north main track at mile 0.3 Kam Sub (equivalent of 133.2 Nipigon Sub) and would depart eastbound using the north track to the diamond (Port Arthur interlocking with CN) at mile 130, then cross-over to the south track and take the south to the end of the double track at 'Current River' at mile 126.6 Nipigon Sub.

Settle in for location #3, the tiny community of 'Pearl' and the road crossing at mile 96.5 just west of Bowker on the downgrade. At 1148 the train passes by using the automatic brake to decend the heavy grade into Bowker and making less than 30 MPH by us. By now a few fair-weather cumulus clouds have popped-up dotting the sky. There will be some patchy shadows to deal with the rest of the day, oh well! Aside from some black flies, the conditions were ideal with comfortable temperatures in the low 20s in celsius (low 70's in fahrenheit) and a light NW breeze. Location #4..... a quick grab shot of the 28B at Bowker East by mile 92 about 10 minutes later. We raced ahead of him again for a 5th shot at 'Dorion' by the detector at mile 85.2 at 1209. At 1215 the train arrives at it's easternmost point at 'Hurkett' at mile 81 leaving the train on the main. The crew would change ends, conduct the necessary locomotive brake test, cut-off the power and run past the signal at Hurkett East (mile 80.3) and get a light through the siding to run-around the train. Meanwhile, the road manager would assist the crew in moving the SBU ("rear-end device") from the west end of the train to the east end. Get back on the train, do an SBU & brake test, call the RTC to change their TGBO orders, get the light to proceed east and away we go about a half hour later!...... Apparently the new westbound designation would be "29B-12" although the crew used their same "28B-10" symbol on their TGBO for the return trip..... technical stuff. At 1250 the westbound Heritage train departs Hurkett and should hopefully arrive back at the station in Thunder Bay in an hour and 45 minutes (1430-ish). Kyle & I would set-up for our first shot at the end of the tangent section of rail by mile 87. The block signal lights-up "clear" and a minute later we see the shimmering headlight & ditch lights of the CP 3084 West appear a few miles down the track. About a minute later I hear that distinct "BEEEEP!" alert tone over the scanner.... Uh oh! The message is broadcast over the airwaves...... "BEEEEP! CP detector mile 85.2 Nipigon Sub, temperature two nought degrees, total axles 4-8, 4 alarms, 4 alarms, 1st alarm hotbox, north rail axle 34, 2nd alarm hotbox, north rail axle 35, 3rd alarm hotbox, north rail axle 36, 4th alarm hotbox, north rail axle 37, message complete detector out." Not good.... the first of many delays begins for the return trip of the 29B. The crew stops to inspect the train about a mile from our location, nothing found. At 1316 the train passes by our location at mile 87 after a 15-minute delay. Next location..... back to 'Pearl' at 96.5 for the sounds of the 3084 West climbing the Bowker Hill, he passes through at 1333. Our next plan was to try to beat him to Loon East but he was just a bit too quick for us as we could only watch him fly over the crossing as we got to within a 1/4 mile of it.... oh well, it was a try. Due to the way the tracks and the adjacent highway run, there are just a small handful of other possible locations to snap the train between Loon and Current River (east side of Thunder Bay). Our thinking was to maybe catch him again around the west switch at Navilus (mile 122) before ending up in town. Here comes the next "twist" for us and also for the train..... we encountered some road construction before reaching the Mackenzie area and this time around there is a long line-up of vehicles and nobody is moving in either direction...... just great! It would be another half hour before our westbound lane would start moving through the work zone. Our chase of the train appeared to be over. But WAIT!...... over the airwaves we hear the 29B go over the HBD at mile 110.9...... "BEEEEEP! CP detector mile 110.9 Nipigon Sub...... one alarm, one alarm, 1st alarm hotbox, north rail, axle 35...... ". Wow! The train got nailed again by the scanner, and for the same car. Not good for them, but that's good for us. Maybe we'll have a chance to get ahead of the train afterall?

After a bit of a wait, the crew does it's inspection again with nothing found. They pulled-up a short distance to Mackenzie East at 113.3 and stopped. The train crew has a bit of a dilemma...... according to the CP 'GOI' (General Operating Instructions), under section 5, item 26 it states..... "whenever a car or engine is identified by an alarm for the defect "hot box" at the same axle location twice within 75 miles, and there is no apparent reason for the alarms, that car or engine must be set-off at the designated set-off point." The problem car was CP #99... the 'museum car' with axle 35 getting the 'hot box' alarm over the two consecutive detectors. In both instances when the crew inspected, nothing was found... the wheels, bearings, etc... were "cold" however there are a couple of exhaust vents from the baggage car blowing hot air directly over the wheels/axles causing the 'false' readings. The crew, in agreement with the road manager, figure the car should be set-off in accordance with the GOI, but with it being a special passenger movement and already being late does the train continue on.... perhaps at a reduced speed? The road manager was going to call the corridor manager or 'OM' (operations manager) for a "higher up" ruling on the matter. Naturally there is no cell service by Mackenzie East so the RTC is contacted via radio and he is informed of the situation. The waiting game begins..... Meanwhile, Kyle & I made it through the construction zone and were able to drive into Mackenzie to catch 29B again. We could see him stopped at the east switch and were closely monitoring the radio to hear what would unfold next. It took 45 minutes before somebody with higher authority was reached and the final decision was made...... OK to proceed, but the train must be stopped and inspected every 5 miles. By now westbound trains 103 and 113 are heard calling signals at Loon and are closing-up behind the Heritage Train..... the congestion begins!