开云体育

CPR operated gas-electrics in New Brunswick-between Chipman-Woodstock
return. This particular run connected with CP northbound passenger
service originating at McAdam via Woodstock-Aroostook enroute to
Edmundston, N.B. The same connection southbound or eastbound would be
made with a passenger out of Edmundston enroute to McAdam, then the
oil-electric connection Woodstock back to Chipman. The Edmundston
passenger service actually originated at Saint John both ways. At the
same time Edmundston trains connected at McAdam with westbound Saint
John-Montreal and Saint John-Boston service westand eastbound, plus
service to and from St. Stephen and the Saint Andrews service. Gas
electric's in the mid-1950's replace steam powered passenger trains on
the Saint John-Fredericton local passenger with a trailer unit. Later
Gas Electrics were introduced to the McAdam-St. Stephen passenger run,
replacing 4-4-4 Jubilees in the late 1950's. Locomotives over the 1940
late 1950's on this run over the years were 2926, 2928 and 2929.
Locomotive 2929 arrived new in McAdam-Saint John when new in 1937 and
over the years assigned to a number of passenger runs-Saint John-McAdam,
St. Stephen-McAdam-Woodstock, Saint John-Fredericton. During the late
1950's 4-4-4 2929 was moved to Montreal, holding down the
Montreal-Sutton local passenger service.
Don Scott-Coquitlam, B.C.

Pre 1928, its very hard to tell.

If you go here you can see an example that appears like there is no
lettering on the back of the tender.


1.gif

But if you look at this photo it appears that the tender has very faint
lettering. (or I'm imagining things)


1.gif


Unfortunately I have no clear photo of the butt-end of a tender from pre
1928.


After 1928, when the lettering scheme changed to have "Canadian Pacific" on
the tender, the tender received the engine number in what appears to be 9"
lettering with xxxx GALS in 3" lettering underneath the engine number.

The CPR never put the coal capacity on their tenders. Many photographs I've
seen had the tender heaped to sky with coal so I doubt they cared at all
what was the coal capacity. If you could fill the bin it was enough, I
guess.

There's a picture of butt-end of a tender on Page 448 of Omar Lavallee's
book "Canadian Pacific Steam Locomotives". Sorry I don't know of a web
picture to point you to. Nor do I have a scanner to send a picture.

As you can imagine there wasn't a lot of interest in photographing the
butt-end of a tender.

Jeff Pinchbeck

jpinchbeck@... ph. 519-622-3619
============================================================================
===============
Canadian Pacific SIG, vice Chair and Marketing director

Join the CP SIG list
----------------------------------------------------------------------------
--------------

Having spent a week watching trains on the Mountain Sub some questions and
comments arise. So in no particular order, here goes.
1. I noticed that a lot of trains were instructed to stop in Golden for
refueling. Why? Aren't the units serviced and/or changed at Alyth? Or
does this have something to do with fuel usage going over the mountains?
2. The steam vegetation train was in the yard at Revelstoke. Consisted of
CP301623, CP422000, CP400901, CP400900, CP415500, CP421322 and CP415501.
Are they going to be trying it out in the mountains?
3. Between trains, I noticed an awful lot of Canadian Pacific containers
being transported by truck on the TCH. Has the company ever made an effort
to get this traffic back on the rail? I would assume that most of the
traffic I saw was not for local delivery.
4. Who cleaned the grain cars? On this trip I could actually read most of
the reporting marks on these cars. Two years they were absolutely filthy.

For those of you who might be interested, I had a chance while I was on
vacation to watch the work train assigned to clean up the potash cars from
the derailment just east of Field. The line-up from East to West was:
CP434406 Caboose
CP403018 Golden Tool Car
CP404939 Golden Cable Car
CP421306 Cabin Idler
CP414400 150 TonCapacity Golden Auxiliary
CP337247 Gondola
CP414502 250 TonCapacity Golden Auxiliary
CP420950 Cabin Idler
CP6066
CP6055
Pretty impressive sight watching them get ready to drag the remaining three
potash cars up the hill from the Kicking Horse River. Of course that kind
of work tends to close the mainline down for an extended period of time.

Re Manny Jacob's message on C-P-R regarding gas-electrics. When living
in the Maritimes CP and the other railway called them-Jitneys,
gas-electrics, and oil-electrics. With the other railway the fumes were
terrible, and they stunk. These units regardless could really travel at
high-speeds.
Don Scott-Coquitlam, B.C.

Funny you know, I have noticed that people from different parts of the country
have different terms for these, as they do cabooses and speeders. What you
describe sounds like a "railbus" to me. Anyone care to comment on the terms and
why they might be region-specific?

Caboose and van, speeder, jigger and motorcar.

Manny

Greetings:

Perhaps somebody on the list could provide me with information or
pictures of the Gas Electric's CP used to run. I had information at
one point but it was lost when my computer crashed.
Also, how similar is the Bachmann model to the prototype?
Any help would be appreciated.

David.
ICQ# 30604449

Would anyone happen to have a photo of the back of a CPR tender? I want
to see the font and formating of "_Tons Coal" and "_Gallons Water".
Please e-mail me. Thanks.

Rob

I need photos of CP Rail SD40-2s 5586 and 5840. Can someone please help me?

Thank you.

Manny Jacob
Kitchener, Ont.

"Manny's CP Rail SD40-2 site" ...

Since we put this list up last weekend, 99 (of the best) people have signed on from CPRSOO. For some odd reason, everyone is waiting for lightning to strike before getting involved however.

I'm going out to play Scrabble tonight. Let's see if we can get some contributions so I can be happy when I get home and get a good night's rest. :)

Donald Scott please confirm that you have received this so I know my direct sub of your address worked.

Everyone have a great May 24 weekend.





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

I haven't seen any comments regarding what the status (expected operational
date) is on the new facility being built in the Vancouver area.
Corresponding with Don Scott (struggling with this subscription but he'll be
on line shortly) the existing intermodal facilities in Vancouver appear at
capacity plus. With the continuing growth in this sector, the push must be
on for completion. Anyone able to enlighten me?

Rainer

Does anyone know the status of the rebuild of 2816? For some reason
news is really scarce.

Rob

CALGARY, May 19 /CNW/ - Canadian Pacific Railway continued to make
gains in transPacific container traffic over its Vancouver-Chicago
corridor,
announcing today a contract with Norasia Line.
Swiss-based Norasia this month will launch its first foray into
transPacific service, with the Port of Vancouver as the North American
gateway and CPR as the land carrier moving containers on double-stack
trains
directly into Chicago over its own track. CPR is the only rail carrier
that can
move freight from Vancouver to Chicago over its own rail line.
``The U.S. Midwest market is huge and this is another exciting
victory for us,'' said Rob Ritchie, President and Chief Executive
Officer of
CPR. ``Service in the Vancouver-Chicago corridor is a key element of our

business strategy. The investments we made to expand volumes in this
corridor
are producing strong results. Together with the Port of Vancouver and
its
terminal operators, we have a partnership that is primed to generate
continued
growth.''
CPR has made large investments to expand track capacity and
increase train speed in its Vancouver-Chicago corridor, making its route
a
strong competitor in the US$1 billion-a-year Midwest U.S. market for
transPacific containers. The railway has purchased a fleet of 346
high-performance
alternating current locomotives employing the most advanced locomotive
technology. CPR also recently completed a multi-year modernization of
its Chicago-area yard, which includes a large intermodal terminal, for
faster freight throughput in the Chicago hub and first-rate connections
to the
major railways serving the U.S. At the same time, the Port of Vancouver
and
its container terminal operators have expanded the capacity of their
facilities.
Norasia is the second container shipping line in the past week that
CPR has secured for its Vancouver-Chicago corridor with the Port of
Vancouver as the gateway. `Vancouver and CPR are becoming the new choice
for major container lines shipping into the U.S. heartland,'' Mr.
Ritchie said.
``We are very pleased with the response of the marketplace.''
The ships in the new service will have a container capacity of
1,400 TEUs (20-foot equivalent containers). The first vessel will arrive
in
Vancouver on May 29. Norasia will call weekly at Deltaport, the Port of
Vancouver's ultramodern container terminal, which is served directly by
CPR. The
railway will have them in Chicago on the fourth day following departure
of a
dedicated intermodal train.
Deltaport, a $224-million container transfer facility that opened
in June 1997, has capacity to handle 600,000 TEUs a year. It can fill a
double-stack unit train in 11 hours -- faster than any other on-dock
terminal in
North America.
Norasia's new service departs Laem Chabang, Thailand and calls at
Port Kelang and Singapore, Malaysia; Jakarta, Indonesia; Hong Kong;
Keelung,
Taiwan; and Pusan, Korea, en route to Vancouver. Norasia already
provides transAtlantic and Mediterranean container service into
Montreal. With
the launch of its transPacific service, Norasia will serve the Canadian
and
U.S. Midwest markets through Canadian gateways on both coasts, with CPR
as
the rail carrier.
CPR's single-line routing takes Norasia's traffic from Deltaport to
Moose Jaw, Sask., then south through North Dakota, the Twin Cities and
Milwaukee and into Chicago. In Chicago, CPR connects with all the major
U.S. railways for containers moving to other U.S. destinations.
Calgary-based CPR, a wholly owned subsidiary of Canadian Pacific
Limited, provides rail transportation over a 24,600 km (15,300 miles)
network
reaching most of the principal centres of Canada, as well as the U.S.
Midwest
and Northeast. CPR has assets of $8.4 billion, annual revenues of
approximately $3.5 billion and 19,900 employees in Canada, the U.S. and
overseas. The CPR Website address is www.cpr.ca.
-0- 05/19/1999

OS Galt 990519:

Time Train Consist
1732 529 CP-1100,CP-6043
1743 741 CP-1116,CP-8249
1800 500 STLH-5627,CPRS-5566
1902 515 CP-5650,SOO-6033
1913 509 CPRS-5596,STLH-5651
1925 517 CP-5529,CPRS-5664,STLH-5448,STLH-5636,IC-6067

Three westbounds out of the trees and onto the bridge in textbook perfect low evening light. Life should always be so good.



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

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!

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

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@...

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@...

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
"
----------------------------------------------------------

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."