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English: SLQ 3569 (right) Yellow

This locomotive represents one of MLW's last efforts to create a new line of freight locomotives. In the early ’70s, MLW was anxious to regain some of the ground lost by its previous lines of locomotives and give GMD some competition. This model incorporated a redesigned car body, improved electrical systems and its own version of the CN-designed comfort cab. This locomotive proved to be reliable, serving in various freight assignments, previously held by RS 18s in Eastern Canada, one of MLW's goals at the time of their introduction. MLW managed to sell five of these units to the Providence and Worcester, a small railway company in the U.S., the only MLW diesel locomotives ever to be sold new to an American railroad.

From a historical point of view, this unit represents 20 years of operation in Eastern Canada in various types of service for CN Rail. It also shows a departure from traditional Alco designs in favour of a more Canadian appearance. Following its retirement in the mid 1990s, this particular locomotive, along with 10 other similar units, was sold to the St. Lawrence & Atlantic Quebec (a division of St. Lawrence & Atlantic Ry.), a railroad operation running between Island Pond VT and Richmond, QC, where it ran until its retirement in 2003 and subsequent donation to the CRHA.

Diesel Locomotive CN 1382 (centre) Orange

Exporail's newest diesel unit ex-CN 7300, originally 1382, after a repaint into its original colours.

Locomotive AMT 1311 (left) Grey & Blue

North American railways did not go suddenly from one traction pool made up of steam locomotives to another, made up of diesel-electric locomotives. In fact, there were successive generations of locomotives incorporating innovations. The first generation started with the first diesel or diesel-electric locomotives which contributed mainly to the abandonment of steam. At first, they were shunting engines – low powered and used mainly in yards. Soon, as early as 1938, the introduction of more powerful and efficient engines - especially the General Motors 567 - made it possible to extend dieselization to freight trains and passenger trains.

Among the manufacturers, the American Locomotive Company (ALCO) and General Motors share the majority of the market. The latter introduced a new mixed-use locomotive capable of serving in yard switching and as a two-way freight train locomotive. Simply referred to as “GP” - for General Purpose - but mostly nicknamed “Jeep” - the series began with the introduction of the GP7 in 1949. Built until 1954, it was replaced that year by a more powerful version, the GP9. The latter was a huge success with production ending in 1959 in the US and 1963 in Canada.

Of the 4277 GP9s built, 646 were for the Canadian market. Canadian National bought 349 and Canadian Pacific 200, with the remainder distributed among several other secondary railways in the country.

The gradual increase in the length and weight of freight trains forced the railways to acquire increasingly more powerful locomotives that were part of the second generation. However, hundreds of GP7 and GP9 locomotives retained sufficient potential to be reconfigured and then used on secondary and yard lines. From 1981 to 1994, AMF workshops in Pointe-Saint-Charles, Montreal, carried out a reconstruction program for Canadian National. 246 units were reconstructed with a lower nose, a larger tank and an 1800 horsepower 645 engine replacing the first generation 567. They are designated GP9RM (for “ReManufactured”). Another group of 64 units were converted into cabin-less slugs coupled to GP9RM (the GY-418).

In addition to these 310 GP9RM locomotives, 4 units were also converted for the Société de transport de la Communauté urbaine de Montréal (STCUM) commuter trains. They were identical to the other, but did not have the new engine and kept the original tank. The GP9s thus demonstrated their true versatility for pulling both freight and passenger trains.

The commuter train GP9RM would faithfully and efficiently serve the STCUM and its successor, the Agence métropolitaine de transport (AMT), particularly on the Candiac line and that of Rigaud. Having no electric generator to power the passenger cars - usually older GO Transit 1000 series cars or 800-Series cars - the commuter train GP9RMs were complemented by a generator car. These date back from the passenger train transition from steam to diesel-electric! The AMT announced the withdrawal of this equipment in 2010.

All the information used with the pictures was taken from information at the Canadian Railway Museum Site.

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