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In the past couple of days I've been hearing CN 577 on the scanner talking
to the Lambton Yard office...today's conversations included directions to
"spot the power on the Water track", and the RTC announcing that the light
on "23" (the east end lead to the North Toronto Sub) was for them. Seems
the crew knew their way around Lambton yard pretty well.

I haven't actually caught up with this train yet....is CN now delivering
right into Lambton?

Cheers
Paul
Paul Cordingley VA3MLW
Toronto Canada
<a href=">Rails in Toronto</a>

Here's the locations as of about 8am Sask time (10am EST) on Sunday May 16th.

DRGW 005407 ST BONIFA MB 05 16C0640 L P 056016
UP 005991 SWIFT CUR SK 05 16C0233 L P 067311
UP 006104 KINGSGATE BC 05 16P0339 L D 067310
UP 006130 SWIFT CUR SK 05 16C0233 L P 067311
UP 006184 KINGSGATE BC 05 16P0339 L D 067310

Looks like none are headed to Regina.

Steve
"Just West of Crazy" ... Lisa Brokop

C-P-R Subscribers:

I assumed the message posting address would be obvious, but I guessed wrong ......

To post a message, send it to <C-P-R@...> .

Thanks.




----------------------------------------------------------
Bill Miller - CPR Editor CTC Board Railroads Illustrated
----------------------------------------------------------
ICQ# 9907692
The View From Galt Station
"
Canadian Pacific Railway Diesel Locomotive Roster
"
----------------------------------------------------------

The following units are being readied for sale to UniCapital (whoever that is):

CP 5422, 5427, 5429, 5430, 5589, 5622, 5628, 5632, 5686 and SOO 787





----------------------------------------------------------
Bill Miller - CPR Editor CTC Board Railroads Illustrated
----------------------------------------------------------
ICQ# 9907692
The View From Galt Station
"
Canadian Pacific Railway Diesel Locomotive Roster
"
----------------------------------------------------------

The following units are being readied for sale to Dakota Minnesota & Eastern:

CP 5501, 5513, 5517, 5520, 5537, 5545, 5549, 5554, 5557, 5561, 5562, 5563




----------------------------------------------------------
Bill Miller - CPR Editor CTC Board Railroads Illustrated
----------------------------------------------------------
ICQ# 9907692
The View From Galt Station
"
Canadian Pacific Railway Diesel Locomotive Roster
"
----------------------------------------------------------

So last night I'm lazing around and pick a book of the shelf to peruse .......

-VIA RAIL CANADA - THE FIRST FIVE YEARS by Tom Nelligan-

On page 70 I noted a photo of CP RDC-1 #9067 taken in the early 1980's on Vancouver Island with striping on the end much like the end of a locomotive, 45 degree red/white appearing to be about 8" maybe a little better.

I never knew of RDC's like this. Were there others or is this unique to #9067 ??



----------------------------------------------------------
Bill Miller - CPR Editor CTC Board Railroads Illustrated
----------------------------------------------------------
ICQ# 9907692
The View From Galt Station
"
Canadian Pacific Railway Diesel Locomotive Roster
"
----------------------------------------------------------

Donald C. Lewis' "Rail Canada Vol. 5" indicates the described scheme was the
final one used by CP Rail prior to the sale of the RDCs to VIA. Apparently
the white reflective stripes are 12" in width. There are photos of RDC-1
9055 and RDC-2 9105 in the book on page 69 taken in 1977 and 1978
respectively. The other detail on these units is the white frame stripe.

Rainer Auer
auerr@...

Here's today's beauty ......... How are they going to get to St.Mary's ?? :)

Date: Mon, 17 May 1999 09:51:53 -0600
Please note, Canadian Pacific Railway has extended the following rates for Feed
Wheat and Barley from Thunder Bay, ON (When From Beyond) to Quebec and Ontario
Feed Grain Distribution Groups.

<snip>

_____________________________________________________________________
GROUP A - (1) ONTARIO SINGLE 25 CAR
____________________________________________________ CAR RATE RATE
Ayr 1925 1695
St Mary's 1925 1695

----------------------------------------------------------
Bill Miller - CPR Editor CTC Board Railroads Illustrated
----------------------------------------------------------
ICQ# 9907692
The View From Galt Station
"
Canadian Pacific Railway Diesel Locomotive Roster
"
----------------------------------------------------------

On page 70 I noted a photo of CP RDC-1 #9067 taken in the early 1980's on

Vancouver Island with striping on the end much like the end of a
locomotive, 45 degree red/white appearing to be about 8" maybe a little
better.

I never knew of RDC's like this. Were there others or is this unique to

#9067 ??

Others that I know of in this scheme are 9022, 9060, 9105 and 9200

Glenn Courtney
Oakville, Ontario
Canadian Shortines / Regionals Editor
CTC Board Railroads Illustrated

Howdy folks!

Bill? Any specific content rules here?

Wayne




- - - - - - - - - - - - - - - - - - - - - -
Wayne Regaudie
Sudbury, Ontario Canada
mailto:regaudie@...

Canadain Pacific Railway, Lakes District
Mile 77, Cartier Subdivision

Mile 77 website:
- - - - - - - - - - - - - - - - - - - - - -

Relating to this batch of SD40s, all were upgraded to -2 electricals and had
Q-Tron installed. Not knowing anything about the mechanical/electrical
workings of locomotives, I ask this dumb question. Since the Q-Tron device
improved the c.t.e. to 82,500 lbs. from 70,000 lbs., are the units to be
sold with the device installed or is it readily uninstalled for use on other
SD40-2s?

Also while the previous SD40-2s, Bill noted as being sold, were units
"stored unserviceable", these twelve were "stored serviceable", is the
selection of units for sale based on age? I know the CPR is sensitive to the
age of the fleet, its good PR when selling your service.

Rainer

Rainer and group,

Relating to this batch of SD40s, all were upgraded to -2 electricals and had
Q-Tron installed. Not knowing anything about the mechanical/electrical
workings of locomotives, I ask this dumb question. Since the Q-Tron device
improved the c.t.e. to 82,500 lbs. from 70,000 lbs., are the units to be
sold with the device installed or is it readily uninstalled for use on other
SD40-2s?

It would not be readily uninstalled and would definitely be left on the unit!!

I have included a snip from Mr. J. Eaton (who worked for CP Agincourt as
electrical/shop Supervisor) describing a bit about the SD40's in question. I
asked him about any significant characteristics.

"They are SD40-2's. The 5500 to the 5535 are QES 1000's. Microprocessors
modified from SD40's. The rest are regular SD40-2's some with PTC. Thats
about it."

The following units are being readied for sale to Dakota Minnesota &

Eastern:

CP 5501, 5513, 5517, 5520, 5537, 5545, 5549, 5554, 5557, 5561, 5562, 5563

Drew

--
Drew Toner, Mechanical Supervisor,

Pauline Larocque, Toy Poodles,

mailto:keiko@...

From: "Rainer Auer" <auerr@...>

Relating to this batch of SD40s, all were upgraded to -2 electricals and had
Q-Tron installed. Not knowing anything about the mechanical/electrical
workings of locomotives, I ask this dumb question. Since the Q-Tron device
improved the c.t.e. to 82,500 lbs. from 70,000 lbs., are the units to be
sold with the device installed or is it readily uninstalled for use on other
SD40-2s?

One point of interest, Rainer. Q-Tron is an electronics company, based
in Calgary, I believe, not the name of a device. Q-tron builds numerous
electronic devices used on CPR, including about 90% of the speedometers
used on the SD-40s when the original mechanical analogue speedos were
replaced, and the Speed Control which controls the speed of the
locomotive when the train is loading with coal.
The feature you refer to which increased the hauling capacity of the
locomotive was known as the PTC or Positive Traction Control. This
device replaced some of the Electronic modules used in the -2s and, from
what I understand, monitored the amperage going to each traction motor
and when the electricity was cut back to a particular traction motor to
stop the slipping, the extra electricity was transferred to a motor that
was not slipping.

Also while the previous SD40-2s, Bill noted as being sold, were units
"stored unserviceable", these twelve were "stored serviceable", is the
selection of units for sale based on age? I know the CPR is sensitive to the
age of the fleet, its good PR when selling your service.

Rainer

----- Original Message -----
From: Bill Miller <bmiller@...>
To: <C-P-R@...>
Sent: May 16, 1999 5:31 PM
Subject: [C-P-R] SD40's to Dakota Minnesota & Eastern

From: Bill Miller <bmiller@...>

The following units are being readied for sale to Dakota Minnesota &

Eastern:

CP 5501, 5513, 5517, 5520, 5537, 5545, 5549, 5554, 5557, 5561, 5562, 5563

------------------------------------------------------------------------
With more than 17 million e-mails exchanged daily...

...ONElist is THE place where the world talks!
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C-P-R "Canadian Pacific Railway"

Bob Eley ?
ICQ # 7813066
Revelstoke (Pleasantville), B.C.

If I can't take my Mac with me when I die,
Then I'm not going

From the recent CPR press release regarding Ogden Shops closing:

-----
Rob Ritchie, President and CEO of CPR stated "We have enough
locomotives and rail cars to handle current and anticipated demand for the
remainder of the year and we will be bringing our people back when the need
for heavy repair work picks up."
-----

However, CP doesn't fix much of anything anymore, let alone "heavy repair".




----------------------------------------------------------
Bill Miller - CPR Editor CTC Board Railroads Illustrated
----------------------------------------------------------
ICQ# 9907692
The View From Galt Station
"
Canadian Pacific Railway Diesel Locomotive Roster
"
----------------------------------------------------------

So with all this new power, what will become of all these stored
SD-40-2's? Are they for sale? I doubt they will see service for CP
again. The line at Welland is growing.
--
_____________________________________________________________
Paul Hammond
Mile 18.73 Railink Southern Ontario Hagersville Sub.
stlh5649@...
Caledonia Ontario Canada

"Railink 3502 getting close to Simpson Y.A., looking for the light to
the North side at paris 63 cars, Over."

At 09:58 PM 5/18/1999 -0400, you wrote:

From: Paul <stlh5649@...>

So with all this new power, what will become of all these stored
SD-40-2's? Are they for sale? I doubt they will see service for CP
again. The line at Welland is growing.

A week ago there were five (un-shootable) units including one yellow and one white. Are there more than that now ??



----------------------------------------------------------
Bill Miller - CPR Editor CTC Board Railroads Illustrated
----------------------------------------------------------
ICQ# 9907692
The View From Galt Station
"
Canadian Pacific Railway Diesel Locomotive Roster
"
----------------------------------------------------------

Bob and all,

One point of interest, Rainer. Q-Tron is an electronics company, based
in Calgary, I believe, not the name of a device.

And for the record, Q-Tron (yes they are in Calgary) was just bought/obsorbed or
otherwise taken over by MPI, Motive Power Industries!

Q-tron builds numerous
electronic devices used on CPR, including about 90% of the speedometers
used on the SD-40s when the original mechanical analogue speedos were
replaced, and the Speed Control which controls the speed of the
locomotive when the train is loading with coal.

As well as the Datacord 6000 Event Recorders, which in fact are a 'black box'.
(even RaiLink[oops] uses Q-Tron)

The feature you refer to which increased the hauling capacity of the
locomotive was known as the PTC or Positive Traction Control. This
device replaced some of the Electronic modules used in the -2s and, from
what I understand, monitored the amperage going to each traction motor
and when the electricity was cut back to a particular traction motor to
stop the slipping, the extra electricity was transferred to a motor that
was not slipping.

You will notice that some units have an 'axle generator' and cable on each axle.
Those are the units that have PTC or some form of it. As the axle turns, it
'generates' a pulse/signal that is sent up to the Isolation Amp. From there, the
signal can be used for such things as the speedometer, pace setter, event
recorder, crew alert/RSC, as well as being able to look at all six pulses and
determine when a wheel is slipping!

A locomotive with only one or two axle generators would have the older, more
primitive relay type of wheel slip protection.


--
Drew Toner, Mechanical Supervisor,

Pauline Larocque, Toy Poodles,

mailto:keiko@...

Bill:

-----
Rob Ritchie, President and CEO of CPR stated "We have enough
locomotives and rail cars to handle current and anticipated demand for the
remainder of the year and we will be bringing our people back when the need
for heavy repair work picks up."
-----

However, CP doesn't fix much of anything anymore, let alone "heavy repair".

Oh man I had to hold back on replying to this!!! *L*


--
Drew Toner, Mechanical Supervisor,

Pauline Larocque, Toy Poodles,

mailto:keiko@...

To Bob, Drew et al I appreciate your comments and the descriptions of the
workings of P.T.C.. My questions and terms of reference were based on the
terminology used in the "Canadian Trackside Guide". These twelve units are
upgraded SD40s to SD40-2 electricals, but definitely are not SD40-2s. As to
Q-Tron and whatever components they manufactured to enhance the tractive
effort of these units, I merely presumed there to be a distinction between
their components (as used in the SD40s) as opposed to those used on the
SD40-2 units. There were 24 CP SD40s (plus 5 of the ex QNSL SD40s) upgraded
to the 82,500 lb. rating.

The question then arises, did Q-Tron supply the Positive Traction Control
for the 208+ SD40-2s that had their tractive effort upgraded, or was this
equipment provided by another supplier? No, I won't bring RaiL...Amer...
into the picture.

Rainer

Drew could probably give you more detail on this matter but yes, Q-Tron
did supply all the electronics for the PTC upgrade. Incidentally, from
an
locomotive engineer's point of view, the PTC upgrade did make a lot of
difference in the performance of the engines. Our haulage capacity was
automatically increased so the CPR loaded extra tons on the trains. We
went up the hills a little slower with the extra tonnage, but we seldom
stalled. The PTC units were especially an improvement in rain or snow
operation. The lead axle would be slipping badly, as usual because of the
poor rail conditions, but our speed wouldn't decrease as much as with
a non PTC unit.
We were still governed by the short time ratings on the traction motors
which was sometimes hard to do because our ammeter would be
registering lower amperage if the traction motor it was monitoring
(# 2 axle, I believe) was experiencing slippage and thus amperage
reduction
to counteract the condition. Meanwhile, other axles would be getting
full
power. We were limited to a certain length of time loading at a certain
amperage so the experience of the engineer was called on to estimate
what the motors were actually loading at to determine the time limit.

From: "Rainer Auer" <auerr@...>

To Bob, Drew et al I appreciate your comments and the descriptions of the
workings of P.T.C.. My questions and terms of reference were based on the
terminology used in the "Canadian Trackside Guide". These twelve units are
upgraded SD40s to SD40-2 electricals, but definitely are not SD40-2s. As to
Q-Tron and whatever components they manufactured to enhance the tractive
effort of these units, I merely presumed there to be a distinction between
their components (as used in the SD40s) as opposed to those used on the
SD40-2 units. There were 24 CP SD40s (plus 5 of the ex QNSL SD40s) upgraded
to the 82,500 lb. rating.

The question then arises, did Q-Tron supply the Positive Traction Control
for the 208+ SD40-2s that had their tractive effort upgraded, or was this
equipment provided by another supplier? No, I won't bring RaiL...Amer...
into the picture.

Rainer

Bob Eley ?
Locomotive engineer
CPR Shuswap Sub
ICQ # 7813066

If there are no trains in Heaven, then I'm not going!