CANADIAN NATIONAL
Motive Power News
Mike Garza happened to hear on his scanner what the CN dispatcher called the Presidential Special. Mike took these two shots of that train passing through New Lenox, Illinois on the former EJ&E, heading westbound on October 1st.
Bessemer and Lake Erie (BLE) SD40T-3 908 is being repainted into CN colours at the Woodcrest Shop. There are two others in CN Livery (BLE 900 and 902). The rest remain in B&LE orange and black.
The New GE ET44AC:
On October 26th, CN ET44AC 3008 was the trailing unit in an all AC consist on the diesel shop track at MacMillan Yard.
A close up shot showing the long hood changes on CN ET44AC 3011:
Get your sunglasses out, they're that shiny! Michael Berry clicked CN 120 in Montreal the morning of October 10th, with triple shiny brand new GE ET44AC's (CN 3028, 3033, and 3030), rounding MP 6.0 and onto a straight section the Montreal Sub, after passing the old Turcot Yard entrance.
Ryan Scott posted this great shot on the CRO Facebook page. Canadian National Railway, CN 3012 GE ET44AC (E)volution Series (T)ier 4, (44)00 HP, (AC) traction at NS Princeton yard in Princeton, Indiana on October 22, 2015. (Ryan Scott).
GE EVOLUTION SERIES (TIER 4) ET44AC TECHNOLOGY:
Canadian National began to acquire this new power and updated technology in August 2015. GE ET44AC (CN 3000-3038) are Tier 4 compliant for use in the USA. The order for 39 units is almost complete at General Electric's plant in Erie, Pennsylvania, with over 30 units already delivered. Besides more than 70 percent reduction in emissions from Tier 3 locomotive technology, other key features of the Tier 4 include:
Reduced maintenance costs compared to GE's Tier 3 locomotive;
Advanced air-to-air cooling system for better performance and lower emissions;
Increased cooling capacity by 25 percent to help eliminate engine deration in high ambient temperatures or during tunnel operation;
AC individual-axle traction control for greater hauling power along with reduced slippage on startups, grades and suboptimal track conditions;
Dynamic braking technology to help reduce wheel and brake wear by 20-40 percent; and
Computer controlled architecture for improved diagnostics and simplified operation.
Tier 4 and the "GE store"
Outside the labs, there are 47,000 other engineers working at GE. The real payoff comes when they pool their expertise, cross business boundaries, and come up with innovative ways to crack tough problems. Inventing a U.S. EPA Tier 4 compliant locomotive was only possible thanks to GE Transportation's access to the "GE store."
The locomotive's advanced power, fuel and exhaust systems, turbochargers, and other technology are the result of contributions from six different GE businesses. As a result, the locomotive cuts NOx emissions by 76 percent, particulate matter emissions by 70 percent, compared to previous models. It also means that we are the first and currently the only company expected to produce U.S. EPA Tier 4 technology locomotives for our customers in 2015.
Exhaust Gas Recirculation (EGR)
Developed a new system to meet Tier 4 Nitrogen Oxide (NOx) standards.
Engine Mainframe
A larger casting (+8"), and increased weight (+7,000 pounds), allows for larger bearings and crank with increased overall cylinder pressure capability for better reliability and performance.
Platform
Increased the length (16") and increased the weight (8,000 pounds)
Cooling System
A two-stage charged air system featuring enhanced heat exchangers (allowing for 50 percent more heat rejection and 25 percent capacity increase compared to GE's Tier 3 locomotive), an additional rad fan and 9,000 pounds of added weight.
Variable Speed Auxiliaries
The Tier 4 design adds auxiliary inverters/motors and six panels while eliminating the need for an auxiliary alternator, contactors and cycle skippers. These improvements allow for better fuel efficiency and reliability compared to GE's Tier 3 locomotive.
Base Engine Improvements
Base engine reliability and performance improvements include: Increased bearing size, longer induction-hardened crankshaft, top feed fuel injectors for easier removal and simplified fuel lines
Turbochargers
Two-stage turbocharging allows for a higher compression ratio, fuel efficiency, reduced thermal stress and a nearly 10 percent improvement in speed through tunnels compared to GE's Tier 3 locomoitve.
Fuel System
Increased reliability as a result of new double wall fuel lines, gear driven pumps and lower pump pulsation. Improved ease of maintenance by positioning the injector on top of the power assy.
Engine Control Unit (ECU) & Power Supply
A new ECU with 50 percent more sensors and a separate power supply come together to help provide improved reliability, performance and diagnostics.
One of the newest GE Tier 4's built for the USA (CN ET44AC 3031 is leading #369 through Belleville, ON October 21st, 2015. (Ron Visockis).
CN's SECOND HAND POWER
CN C40-8 Status:
CN 2001, 2007, 2008, 2015, 2018, 2019, 2021, and 2033 were the last of Armor yellow C40-8's to get repainted, with CN 2019 completing the fleet.
One of the last CN 705 trains (with oil empties for Alberta), has a clean Dash 8-40C leading at Montreal West, Quebec, Canada April 3rd, 2015 CN Kingston Sub.
Painted CN C40-8's (ex-CREX) in service:
CN 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015, 2016, 2017, 2018, 2019, 2020, 2021, 2022, 2023, 2024, 2025, 2026, 2027, 2028, 2029, 2030, 2031, 2032, 2033, 2034, 2035, 2036, 2037, 2038, 2039, 2040, and 2041. These former UP C40-8's were purchased by CN from CREX in 2012, with almost all of them now repainted into CN uniform.
One of final ex-CREX C40-8's to get repainted was CN 2033. She was shot by Mark Mautner at Centralia, IL on September 2nd, 2015 with permission to be on CN property.
CN 2100-2134 were the first group of ex-UP nee-CNW C40-8's purchased by CN in 2011. All can lead and have had radiator modifications, electrical upgrades, and are fully painted. The following CN C40-8's from the first series are known to have DPU equipment: CN 2100-2102, 2104-2106, 2108-2110, 2113-2118, 2120, 2121, 2123, 2125, 2128-2130, 2132 and 2134.
C40-8:
Compiled below are the ex-UP/ex-CREX C40-8's arranged by their assigned CN number:
NEW
FORMER NUMBERS SERIAL NEW FORMER NUMBERS
SERIAL
2000:3 CREX 9023; UP
9023; CNW 8501 46085 2100:2 UP 9065; CNW 8553 46781
2001:3 CREX 9024; UP 9024; CNW 8502 46086 2101:2 UP
9066; CNW 8554 46782
2002:3 CREX 9025; UP 9025; CNW 8503 46087 2102:2 UP
9067; CNW 8555 46783
2003:3 CREX 9026; UP 9026; CNW 8514 46098 2103:2 UP
9068; CNW 8556 46784
2004:3 CREX 9027; UP 9027; CNW 8505 46089 2104:2 UP
9069; CNW 8557 46785
2005:3 CREX 9028; UP 9028; CNW 8506 46090 2105:2 UP
9070; CNW 8558 46786
2006:3 CREX 9029; UP 9029; CNW 8507 46091 2106:2 UP
9071; CNW 8559 46787
2007:3 CREX 9030; UP 9030; CNW 8508 46092 2107:2 UP
9072; CNW 8560 46788
2008:3 CREX 9031; UP 9031; CNW 8509 46093 2108:2 UP
9073; CNW 8561 46789
2009:3 CREX 9032; UP 9032; CNW 8510 46094 2109:2 UP
9074; CNW 8562 46790
2010:3 CREX 9033; UP 9033; CNW 8511 46095 2110:2 UP
9075; CNW 8563 46791
2011:3 CREX 9034; UP 9034; CNW 8513 46088 2111:2 UP
9076; CNW 8564 46792
2012:3 CREX 9035; UP 9035; CNW 8504 46097 2112:2 UP
9077; CNW 8565 46793
2013:3 CREX 9036; UP 9036; CNW 8520 46104 2113:2 UP
9078; CNW 8566 46794
2014:3 CREX 9037; UP 9037; CNW 8515 46099 2114:2 UP
9079; CNW 8567 46795
2015:3 CREX 9038; UP 9038; CNW 8516 46100 2115:2 UP
9080; CNW 8568 46796
2016:3 CREX 9039; UP 9039; CNW 8512 46096 2116:2 UP
9081; CNW 8569 46797
2017:3 CREX 9040; UP 9040; CNW 8518 46102 2117:2 UP
9082; CNW 8570 46798
2018:3 CREX 9041; UP 9041; CNW 8519 46103 2118:2 UP
9083; CNW 8571 46799
2019:3 CREX 9042; UP 9042; CNW 8523 46107 2119:2 UP
9084; CNW 8572 46800
2020:3 CREX 9043; UP 9043; CNW 8521 46105 2120 UP
9085; CNW 8573 46801
2021:3 CREX 9044; UP 9044; CNW 8522 46106 2121 UP
9086; CNW 8574 46802
2022:3 CREX 9045; UP 9045; CNW 8525 46109 2122 UP
9087; CNW 8575 46803
2023:3 CREX 9046; UP 9046; CNW 8524 46108 2123 UP
9088; CNW 8576 46804
2024:3 CREX 9047; UP 9047; CNW 8526 46110 2124 UP
9089; CNW 8577 46805
2025:2 CREX 9048; UP 9048; CNW 8517 46101 2125 UP
9090; CNW 8549 46777
2026:2 CREX 9049; UP 9049; CNW 8527 46111 2126 UP
9091; CNW 8543 46771
2027:2 CREX 9050; UP 9050; CNW 8528 46112 2127 UP
9092; CNW 8544 46772
2028:2 CREX 9051; UP 9051; CNW 8529 46113 2128 UP
9093; CNW 8545 46773
2029:2 CREX 9052; UP 9052; CNW 8530 46114 2129 UP
9094; CNW 8546 46774
2030:2 CREX 9053; UP 9053; CNW 8531 46371 2130 UP
9095; CNW 8547 46775
2031:2 CREX 9054; UP 9054; CNW 8532 46372 2131 UP
9096; CNW 8548 46776
2032:2 CREX 9055; UP 9055; CNW 8533 46373 2132 UP
9097; CNW 8550 46778
2033:2 CREX 9056; UP 9056; CNW 8534 46374 2133 UP
9098; CNW 8551 46779
2034:2 CREX 9057; UP 9057; CNW 8535 46375 2134 UP
9099; CNW 8552 46780
2035:2 CREX 9058; UP 9058; CNW 8536 46376
2036:2 CREX 9059; UP 9059; CNW 8537 46377
2037:2 CREX 9060; UP 9060; CNW 8538 46378
2038:2 CREX 9061; UP 9061; CNW 8539 46379
2039:2 CREX 9062; UP 9062; CNW 8540 46380
2040:2 CREX 9063: UP 9063; CNW 8541 46381
2041:2 CREX 9064; UP 9064; CNW 8542 46382
On October 26th, CN C40-8 2121 (ex-UP 9086 nee-CNW 8574), is lashed up to a SD70-2M on the outbound shop track at the Toronto Diesel Shop.
C40-8W:
Compiled below are the ex-BNSF C40-8W's arranged by their assigned CN number.
NEW FORMER NUMBERS SERIAL NEW FORMER NUMBERS SERIAL
2098 BNSF 865; ATSF 865 46994 2167 BNSF 811; ATSF
811 46940
2099 BNSF 866 ATSF 866 46995 2168 BNSF 813; ATSF
813 46942
2135 BNSF 800; ATSF 800 46929 2169 BNSF 815; ATSF
815 46944
2136 BNSF 802; ATSF 802 46931 2170 BNSF 817; ATSF
817 46946
2137 BNSF 804; ATSF 804 46933 2171 BNSF 819; ATSF
819 46948
2138 BNSF 806; ATSF 806 46935 2172 BNSF 821; ATSF
821 46950
2139 BNSF 808; ATSF 808 46937 2173 BNSF 823; ATSF
823 46952
2140 BNSF 810; ATSF 810 46939 2174 BNSF 825; ATSF
825 46954
2141 BNSF 812; ATSF 812 46941 2175 BNSF 827; ATSF
827 46956
2142 BNSF 814; ATSF 814 46943 2176 BNSF 829; ATSF
829 46958
2143 BNSF 816; ATSF 816 46945 2177 BNSF 831; ATSF
831 46960
2144 BNSF 818; ATSF 818 46947 2178 BNSF 833; ATSF
833 46962
2145 BNSF 820; ATSF 820 46949 2179 BNSF 835; ATSF
835 46964
2146 BNSF 822; ATSF 822 46951 2180 BNSF 837; ATSF
837 46966
2147 BNSF 824; ATSF 824 46953 2181 BNSF 839; ATSF
839 46968
2148 BNSF 826; ATSF 826 46955 2182 BNSF 841; ATSF
841 46970
2149 BNSF 828; ATSF 828 46957 2183 BNSF 843; ATSF
843 46972
2150 BNSF 830; ATSF 830 46959 2184 BNSF 845; ATSF
845 46974
2151 BNSF 832; ATSF 832 46961 2185 BNSF 847; ATSF
847 46976
2152 BNSF 834; ATSF 834 46963 2186 BNSF 849; ATSF
849 46978
2153 BNSF 836; ATSF 836 46965 2187 BNSF 851; ATSF
851 46980
2154 BNSF 838; ATSF 838 46967 2188 BNSF 853; ATSF
853 46982
2155 BNSF 840; ATSF 840 46969 2189 BNSF 854; ATSF
854 46983
2156 BNSF 842; ATSF 842 46971 2190 BNSF 855; ATSF
855 46984
2157 BNSF 844; ATSF 844 46973 2191 BNSF 856; ATSF
856 46985
2158 BNSF 846; ATSF 846 46975 2192 BNSF 857; ATSF
857 46986
2159 BNSF 848; ATSF 848 46977 2193 BNSF 858; ATSF
858 46987
2160 BNSF 850; ATSF 850 46979 2194 BNSF 859; ATSF
859 46988
2161 BNSF 852; ATSF 852 46981 2195 BNSF 860; ATSF
860 46989
2162 BNSF 801; ATSF 801 46930 2196 BNSF 861; ATSF
861 46990
2163 BNSF 803; ATSF 803 46932 2197 BNSF 862; ATSF
862 46991
2164 BNSF 805; ATSF 805 46934 2198 BNSF 863; ATSF
863 46992
2165 BNSF 807; ATSF 807 46936 2199 BNSF 864; ATSF
864 46993
2166 BNSF 809; ATSF 809 46938
CN C40-8W 2191 is now repaired, and has been released from left NRE fully painted. The GE was wrecked at Slinger, WI back in 2014, when the Wisconsin and Southern, did a back up move over the CN/WSOR Diamond, at Slinger, WI, without authorization, and the CN train ran into it. CN 2191 has been repaired and repainted at NRE Silvis in Illinois, and was photographed inside the shop almost complete on October 1st. The loco was retired following wreck but was repaired thanks to funding byt the WSOR, and is of course now unretired!
Former LMSX C40-8W STATUS:
Two more ex-Blue Birds in CN paint:
IC 2461 is now released from the Centralia paint shop in CN paint.
IC 2457 is at Quality Rail for split cooling modifications and other upgrades, and will get repainted into CN colours.
IC C40-8W 2458, 2461, and 2465 are the only ones painted in CN uniform that we can confirm so far. IC 2461 was painted at the Centralia Shop in CN paint; IC 2465 was done at the Transcona Shop in Winnipeg; and IC 2458 was painted at the CN shop in Centralia, IL.
The other LMSX C40-8W's are wearing (Conrail) blue paint, and are patched IC. After operating on CN and Conrail for many years in a co-leasing arrangement in the 1990's, LMSX 728-736, 738, and 739) eventually had their leases purchased by CN. One is off the roster, IC 2464 was retired in 2012, after being wrecked on the CSX.
One of the remaining Bluebirds (IC C40-8W 2460), and CN ES44AC 2939 wait the call for duty at Mac Yard on October 26th.
CN (ex-GMTX/ex-EMDX) SD60 STATUS:
CN Centralia shop is currently doing PTC installations on a large number of 5400's. CN SD60 5414 was repaired at Cadrail, and is back in service. It was in a crossing accident with a semi at Young, SK when leading train Q115 on the Watrous Sub, in April 2015.
EMD-built ex-Oakway Leasing SD60 in CN paint at Centralia IL. CN purchased 90
of the second-hand EMD SD60 (3,800 hp) locomotives and all have been upgraded
to CN specifications, repainted, and almost all are active on the roster. Two
are sidelined with repairs.
CN SD60 5400-5442 (1st group)
CN SD60 5443-5489 (2nd group).
CN (ex-Oakway) SD60 Roster:
NEW FORMER NUMBERS
SERIAL NEW FORMER NUMBERS SERIAL
5400:2 GMTX 9013; OWY 9013 867150-14 5445:2 EMDX 9002;
OWY 9002 867150-03
5401:2 GMTX 9020; OWY 9020 867150-21 5446:2 EMDX 9003;
OWY 9003 867150-04
5402:2 GMTX 9023; OWY 9023 867150-24 5447:2 EMDX 9004;
OWY 9004 867150-05
5403:2 GMTX 9027; OWY 9027 867150-28 5448:2 EMDX 9005;
OWY 9005 867150-06
5404:2 GMTX 9030; OWY 9030 867150-31 5449:2 EMDX 9006;
OWY 9006 867150-07
5405:2 GMTX 9033; OWY 9033 867150-34 5450:2 EMDX 9007;
OWY 9007 867150-08
5406:2 GMTX 9034; OWY 9034 867150-35 5451:2 EMDX 9008;
OWY 9008 867150-09
5407:2 GMTX 9035; OWY 9035 867150-36 5452:2 EMDX 9009;
OWY 9009 867150-10
5408:2 GMTX 9036; OWY 9036 867150-37 5453:2 EMDX 9010;
OWY 9010 867150-11
5409:2 GMTX 9037; OWY 9037 867150-38 5454:2 EMDX 9011;
OWY 9011 867150-12
5410:2 GMTX 9040; OWY 9040 867150-41 5455:2 EMDX 9012;
OWY 9012 867150-13
5411:2 GMTX 9042; OWY 9042 867150-43 5456:2 EMDX 9015;
OWY 9015 867150-16
5412:2 GMTX 9043; OWY 9043 867150-44 5457:2 EMDX 9017;
OWY 9017 867150-18
5413:2 GMTX 9045; OWY 9045 867150-46 5458:2 EMDX 9018;
OWY 9018 867150-19
5414:2 GMTX 9046; OWY 9046 867150-47 5459:2 EMDX 9019;
OWY 9019 867150-20
5415:2 GMTX 9050; OWY 9050 867150-51 5460 EMDX
9021; OWY 9021 867150-22
5416:2 GMTX 9051; OWY 9051 867150-52 5461 EMDX
9022; OWY 9022 867150-23
5417:2 GMTX 9053; OWY 9053 867150-54 5462 EMDX
9024; OWY 9024 867150-25
5418:2 GMTX 9054; OWY 9054 867150-55 5463 EMDX
9025; OWY 9025 867150-26
5419:2 GMTX 9055; OWY 9055 867150-56 5464 EMDX
9026; OWY 9026 867150-27
5420:2 GMTX 9056; OWY 9056 867150-57 5465 EMDX
9028; OWY 9028 867150-29
5421:2 GMTX 9057; OWY 9057 867150-58 5466 EMDX
9029; OWY 9029 867150-30
5422:2 GMTX 9058; OWY 9058 867150-59 5467 EMDX
9031; OWY 9031 867150-32
5423:2 GMTX 9060; OWY 9060 867150-61 5468 EMDX
9032; OWY 9032 867150-33
5424:2 GMTX 9064; OWY 9064 867150-65 5469 EMDX
9038; OWY 9038 867150-39
5425:2 GMTX 9066; OWY 9066 867150-67 5470 EMDX
9039; OWY 9039 867150-40
5426:2 GMTX 9069; OWY 9069 867150-70 5471 EMDX
9047; OWY 9047 867150-48
5427:2 GMTX 9071; OWY 9071 867150-72 5472 EMDX
9048; OWY 9048 867150-49
5428:2 GMTX 9073; OWY 9073 867150-74 5473 EMDX
9049; OWY 9049 867150-50
5429:2 GMTX 9074; OWY 9074 867150-75 5474 EMDX
9052; OWY 9052 867150-53
5430:2 GMTX 9075; OWY 9075 867150-76 5475 EMDX
9063; OWY 9063 867150-64
5431:2 GMTX 9076; OWY 9076 867150-77 5476 EMDX
9065; OWY 9065 867150-66
5432:2 GMTX 9078; OWY 9078 867150-79 5477 EMDX
9068; OWY 9068 867150-69
5433:2 GMTX 9079; OWY 9079 867150-80 5478 EMDX
9070; OWY 9070 867150-71
5434:2 GMTX 9080; OWY 9080 867150-81 5479 EMDX
9072; OWY 9072 867150-73
5435:2 GMTX 9085; OWY 9085 867150-86 5480 EMDX
9077; OWY 9077 867150-78
5436:2 GMTX 9086; OWY 9086 867150-87 5481 EMDX
9081; OWY 9081 867150-82
5437:2 GMTX 9087; OWY 9087 867150-88 5482 EMDX
9083; OWY 9083 867150-84
5438:2 GMTX 9089; OWY 9089 867150-90 5483 EMDX
9084; OWY 9084 867150-85
5439:2 GMTX 9092; OWY 9092 867150-93 5484 EMDX
9088; OWY 9088 867150-89
5440:2 GMTX 9095; OWY 9095 867150-96 5485 EMDX
9090; OWY 9090 867150-91
5441:2 GMTX 9097; OWY 9097 867150-98 5486 EMDX
9091; OWY 9091 867150-92
5442:2 GMTX 9099; OWY 9099 867150-100 5487 EMDX 9093;
OWY 9093 867150-94
5443:2 EMDX 9000; OWY 9000 867150-01 5488 EMDX 9096;
OWY 9096 867150-97
5444:2 EMDX 9001; OWY 9001 867150-02 5489 EMDX 9098;
OWY 9098 867150-99
Oakway SD60 9041 was wrecked during the 1980's while on lease to BN. The locomotive was replaced with (Electro Motive Diesel Division) SD60 Demonstrator EMDX #3.
Oakway SD60 9062 was wrecked and scrapped in the 1990's.
CN locos Sold or Retired:
Retired CN GP9-Slug 211 and WC
SW1500 1552 and 1560 were un-retired sometime between March 12 and August 12,
2015. (They were retired in 2013, 2013 and 2012 respectively).
The most recent CN retirements
are:
CN GP9-Slug 249 and CN HBU-4 522 were retired sometime between March 12 and August 12, 2015.
CN C40-8W 2191 in October 2014, and the pair E9Au's (IC 100 and 101), which were sold to Iowa Pacific in October 2014.
CN Train O988 Geometry Train ordered out of Woodcrest 04:00 Oct. 20, 2015 with Engineer: Todd Lee and Conductor: Aaron Schlegel. took this at MP 141.75 South Bend Sub. west of Schoolcraft, MI. (Aaron Schlegel photos).
Mike Garza caught a CN business train getting ready to leave Homewood. IL on September 30th. The train had the Sanford Fleming, Tawawa and Frasier Sprit.
THE CEO's OF CANADA's TWO CLASS 1 RAILROADS SPEAK OUT:
CANADIAN NATIONAL and CANADIAN PACIFIC are giving investors a glimpse of what the future may hold by putting second-in-commands in charge while health issues sideline the chief executive officers.
Canadian National Railway Co. Chief Financial Officer Luc Jobin is coordinating the company's leadership team until November while CEO Claude Mongeau is treated for a tumor. At Canadian Pacific Railway Ltd., Chief Operating Officer Keith Creel is overseeing day-to-day operations while Hunter Harrison recovers from leg surgery that the carrier said in July would mean an absence of "a few weeks."
"Absolutely this is an audition," Robert Mark, associate director of research at MacDougall MacDougall & MacTier Inc., a wealth-management firm, said by phone from Toronto. "At CP people will be scrutinizing Creel more because he is the heir apparent." At Canadian National, where there isn't an obvious successor, the company "will look to see who steps up," Mark said.
Even Keel
The timing means that Canada's two biggest industrial companies are being led by caretaker CEOs. With the Canadian economy in a recession, Creel and Jobin face similar challenges -- overcoming declines in shipments of coal and crude oil and keeping costs in check through furloughs and other reductions.
"In the next six months there is little reason to buy the railroads," said Philippe Le Blanc, whose Cote 100 Inc. asset-management firm owns Canadian National stock among the C$750 million ($559 million) it oversees. "But if you have a long-term perspective, the rail franchise is worth investing in. In five years' time, both companies will be bigger and more profitable."
So far the caretakers have been keeping an even keel. Canadian National rose 5.1 percent in the past three months through Wednesday, while Canadian Pacific declined 4.2 percent, outperforming their U.S. peers. The Canadian companies move less coal, a trouble spot for the U.S. carriers, and are getting a boost from the weakening Canadian dollar. Investors have also been reassured by the depth of the management bench: Creel has already been anointed Harrison's successor when the CEO retires in 2017.
"Railroads are big-picture businesses," Mark said. "CP made its 180-degree turn when Hunter was brought in, and the future is pretty well planned out. Strategy is not going to change. Plus, the boards are fully intact."
Canadian Pacific rose 1.4 percent to C$194.17 at the close in Toronto, while Canadian National dropped 0.4 percent to C$75.49.
At Canadian Pacific, the 47-year-old Creel -- whom Harrison hired away from Canadian National in 2013 -- has been preparing for the job for more than a year. He began his railroad career at Burlington Northern Railway in 1992 before joining Illinois Central Corp. in 1996. He and Harrison went to Canadian National when it acquired Illinois Central in 1999.
Canadian National's Jobin, 56 and CFO since 2009, has a much different background -- all of it outside the railroad industry. He previously worked as executive vice president at Power Corp. of Canada, the holding company of Quebec's Desmarais family, having earlier spent 22 years with Montreal-based Imasco Ltd., rising to CEO at the company's Imperial Tobacco unit.
Recovering Well
Doctors found a rare type of precancerous soft-tissue tumor in Mongeau's larynx, Canadian National said Aug. 12. His treatment plan calls for surgery, about one month of healing and about six weeks of targeted radiation therapy to "completely cure the illness," the railroad said. After a successful operation, Mongeau, 53, is "recovering well" and he "remains engaged with CN's business," Mark Hallman, a company spokesman, said Monday.
"It's sad news, but CN is a very big company and I suppose no one is irreplaceable," said Le Blanc at Cote 100. "Mr. Mongeau has done an exceptional job in the last few years. He built an excellent team around him, and Mr. Jobin has done well as CFO."
Harrison, 70, is recovering in Connecticut after undergoing surgery to have stents implanted in his legs. He remains "actively engaged" in the company's business, spokesman Marty Cej said last week.
The CEO did make a public appearance in September, traveling to New York for a CNBC interview alongside Creel and hedge fund manager Bill Ackman, one of Canadian Pacific's largest shareholders. Ackman engineered the proxy fight that led to Harrison's hiring in 2013, following his 2009 retirement from running Canadian National.
Harrison's physical absence from the office has no impact on Canadian Pacific's operations, Creel said.
"You should expect more of the same as far as performance," Creel said Sept. 17 at a Morgan Stanley conference in Laguna Beach, California. "As far as when he leaves and when he is not here, it should be a flip of a switch and it's going to be a non-event." (Bloomberg Business Oct 2015)
CN 46529 - CWR 61 Washout in Squamish, BC:
Empty continuous rail train (CWR 61) ran into trouble in Squamish, BC on September 22nd. As can be seem in the photos the washout was very extreme, destroying much of the ROW.
MONTREAL SUB TRACK REALIGNMENT:
CN is laying new trackage which will realign the main line tracks almost "straight" from the western end of St-Henri, heading directly though the former CN Turcot Yard location. The reason for this major redo is obvious. Track speed through this populated area, with its twists and turns and two level crossings close together has been 10-15 MPH, this new realignment will change that greatly. The other reason for the change is due to the rebuild of the spaghetti bowl elevated highway bottleneck of the Decarie, and Ville Marie Expressway interchanges with Highway 20. The well known Montreal railfan spot in St-Henri at the busy triple tracked level crossing at De Courrcelles Street is now removed for this project. One CN employee we spoke with said it may return as an underpass. Two Pre-fab double crossovers were seen ready to be installed on the new straight section of mainline being laid between the Notre Dame Street curved overpass, and the old De Courcelles Street level crossing. Photos taken by Guy-Pascal Arcoutte showing the new main line being installed at the old De Courcelles level crossing.
For the last three months, CN was bringing everything to CADRAIL while the CP spur into CAD (Which is on a curved steep downward grade), was remodeled. Now complete, everything will come to Cadrail over CP only, as CN has abandoned and is now ripping up the Lachine branch.
One of the last CN 704's is passing the CN Lachine spur in Montreal this past April. This spur served Canadian Allied Diesel, but the last trip to CAD on CN was made October 17th and almost the bext day was being removed as there are no other clients on this line. The rebuilt CP spur will become CAD's sole railway access. As well these curved main line tracks between Autoroute 20 will at some point next year be removed as CN is currently laying brand new straight mainline tracks 300 feet to the right of this photo by Micheal Berry.
End of the line for the Lachine Spur - literally and figuratively. Just east of 10th Avenue in Lachine, Rail Cars can be seen still on two tracks in the distance, as CAD does not have room for them yet. This was part of CN's mainline from Montreal to Toronto until about 1960.
R.I.P. Lachine Spur - 1847-2015. What is now known as the CN Lachine Spur was part of the track built by the Montreal and Lachine Railroad (one of Canada's first railways) which built from Bonaventure Station to the wharf in Lachine (so that travellers could avoid riding the Lachine Rapids). Yesterday the last train passed on this line (on its way to Canadian Allied Diesel in Lachine) and today crew's started removing the rails and plates. The reason the spur is being removed is future highway construction. This was part of CN's mainline from Montreal to Toronto until about 1960.(Michel Berry Photo)
Three companies who have expressed interest in operating the passenger train between Sault Ste. Marie and Hearst have been provided with the numbers they need to complete full business case proposals.
The proposals were due on October 30th, 2015.
Tom Dodds, chair of the stakeholder committee tasked with making a recommendation to city council, said the parties who submitted request for proposals are all different than those companies who provided bids the first time around. The companies, a mix of Canadian and American companies, have a range of experience varying from commuter rail service to tour trains.
The original submissions all had different approaches and styles and none of the proponents had the detailed information by CN Railway required to develop a complete business case, Dodds said. That information has now been provided to the proponents and criteria of evaluation has been clearly articulated so that the proposals can be compared evenly and fairly, he said. "We have to compare apples to apples and we need certain measurables to do that and we think we'll get this in the full business case proposals," he said. Dodds said the three proponents, whom he cannot name at this time, have also expressed some possible interest I running the tour train as well.
It's not known if CN Railway has had discussions with other companies interested in the tour train but it has been made clear that anyone interested in the passenger train service must submit documents to Dodds and participate in the RFP process, he said.
All the submissions will be evaluated on a number of criteria that include the need to satisfy CN Railway on asset requirements, federal legislative and regulatory requirements, business plans acceptable to Transport Canada for funding requirements, requirements by the City of Sault Ste. Marie. "These potential proponents may have a different framework going forward that what has been presented to use in the past," Dodds said. Stakeholders along the line have also provided ideas that may see a different type of service, more in tune with seasonal needs.
Minimum requirements during CN Railway's operation of the train was to provide 104 trips per year; they operated 156 trips per year. Railmark's proposal was initially for 156 trips per year. "A new proponent may change those numbers or redistribute those numbers to accommodate the busier tourist season," he said. Operators will be required to pay CN Railway a line user fee.
Earlier this year it was announced that a Michigan company, Railmark Ltd., was the successful proponent of the first RFP to run both the passenger rail service and the tour train. However the deal was never signed because Railmark was unable to meet all the pre-conditions required in the contract. Railmark had not received any financial compensation for running the train. CN Railway resumed operation of the tour train and the passenger service was halted mid July.
The entire issue began more than a year ago after it was announced that the federal government was withdrawing its $2.2 million annual subsidy for the passenger train service and CN Railway said it would discontinue operations. The local stakeholder group was formed, a business case completed and the passenger train service was reinstated in a remote access funding program, with a guarantee of $5.3 million of funding over three years. The funding was granted to provide the operator time to grow the service into a self sustaining operation. A business case study showed the passenger train service injects more than $38 million annually into the region's economy through property investment and tourism. (Sault Star)
TORONTO MACMILLAN YARD IN OCTOBER:
On October 26th, CN train Toronto to Montreal train 372 with SD70-2M 8059 in the lead, assembles its train including placing the DPU mid train at East Control in MacMillan Yard.
One of the current Toronto Yard Hump Sets consisting of GP38-2's 7508/7512 sandwiching 2 TEBU4's heads to R28 to pull out a set of cars for the Hump at MacMillan Yard on October 26th. Note all the radio equipment, antennae and strobe lights for remote control on CN 7508.
The same day, the Loram Rail Grinder was sitting in Mac yard awaiting its call to work on Oct 26th.
A trio of Zebra's, CN GP9RM 4136/4141/4115 sit at the north end of R yard (Toronto), on October 26th, after the train crew on road switcher 559 ran out of time.
A wrecked CN TEBU4 Slug sits at MacMillan Yard on October 26th awaiting its fate.
CN's first GMD-built SD70I (CN 5600), sits on the inbound shop track at MacMillan Yard on October 26th, after bringing in 12,000 tons of Chicago to Toronto traffic on train 384.
A nice line up of CN Motive Power on the outbound Toronto Shop Track on October 26th included: CN ES44AC 2827, ET44AC 3011,CN C40-8W and a blue bird, IC 2460 all prepped for service.
Walter Pfefferle snapped CN 2597 in good paint in London, Ontario October 10th, 2015.
A pair of hard working locomotives CN 4710 and CN 4774 both needed a paint job lead CN 585 across Carew Diamond Woodstock Ontario Oct 15 2015.
CN 8014 is on the point of CN 148 as it blows through Ingersoll Ontario as the leaves are reminding us of the coming season. Oct 13 2015
At Riviere-a-Pierre, Quebec, Michael Berry clicked CN 2898 and CN 2949 (along with CN 2854 and CN 3000 mid-train), leading CN 369 through the Club Arlau curve on the Lac-St-Jean Sub with fall colours just about at their peak this far north. The train is heavily laden with natural resources from Northern Quebec, including lumber at the head end.
The mix of colour and power continued in October as a local from Kirk Yard is shown with CN/GTW/EJE units pulling together into Homewood, IL on October 2nd. (Mike Garza).
Mike also caught two of the new Union Pacific rebuilt SD40-N models delivering a train to the CN at Homewood, on October 3rd.
BCOL 4647 was in CN paint, washed and readied for service at the CN Woodcrest Shop on October 8th.
A northbound CN train at Floosmoor, IL, had one of the rebuilt Norfolk Southern units, SD60E 7011. She was builtin 1986 as NS SD 60 6622.
CN 2815-2905 lead #149 through the VIA RAIL Station at Belleville, ON September 5th, 2015 with a pair of brand new CN ET44AC's that had just arrived in the yard. (Ron Visockis photo).
On October 4th, Dave Howard caught CN C40-8 2012 chugging through thus this colourful Fall scene. The location is the former site of Dundas Station, as the Westbound grinds up the Dundas grade.
Earlier in the morning at the CN Grand River bridge crossing, Dave clicked BNSF powered CN #720 Eastbound through Brantford, ON.
Walter Pfefferle was also at Dundas Ontario and caught CN 8825 starting the climb with Cn 435 Oct 10 2015.
A CN Grain Train went by Andy Cassidy at Mile 147.75 on the CN New Westminster Sub (Burnaby BC), with Noodle-less CN 8007 (EMD SD70M-2), and IC 2703 (GE Dash 9-44CW), with a heavy train of grain cars destined to the awaiting dumper, on September 30th.
Nathan Beecher photographed CN SD60 5426 with miss matched number boards at Slinger, Wisconsin November 1st, 2014.
National Railway Equipment in Dixmoor, IL often does contract work for CN. For example CN SD70M-2 8878 was released for pickup by CSX on July 13th ( Mike Garza)
Mike Garza clicked GTW GP38-2 5851 in May, which had been in storage for some time at Homewood, IL.
The same day Mike caught WC 3010 which is used in training new hires has just been equipped the remote control and a new horn.
More evidence of MLW CN locos stored at NRE: Trey Holland managed this great air view shot including the five remaining CN HR616's in the world still stored at NRE in Silvis, IL in September 2015.
Another CRO colleague shot CN HR616 2100 and 2113 up close in that line up in October 2015.
Sponsored by Old Time Trains
Don Haskel took this great shot at North Stratford, New Hampshire back in October 1966. CN Northern 4-8-4 #6218 is shown passing a Grand Trunk freight, with GT Caboose 75955 on the tail end.
These two images submitted to CRO by John Vincent show how much Toronto has changed! Toronto Union Station trackage in January 1968 looking east from Spadina Avenue Bridge.
The Ontario Northland Northlander TEE train set is passing Cabin D, heading into Toronto Union Station. View is looking west from Bathurst St. bridge in Toronto. May 12, 1980 (photo by John Vincent).
In May 1979, Peter Coulombe shot CN M420W 2512 leading #303 out of Portland, ME back to Canada.
Bill Grandin photographed CN FPA4 6789 at Windsor ON in the 1970's. Compare that image with how she looks preserved today.
Because minor derailments can happen, and one of our CRO readers asked if we had a close-up photo of one of these. CN Rerailing Frog, photographed in May 1975 at Fort Erie, ON.
© CRO November 2015