Canadian Pacific

CP Locomotive News


As we reported in December, CP AC44O0CW 8550 was rebuilt and upgraded by General Electric at their Erie, PA, facility into the designated model AC4400CWM and renumbered CP 8200. The unit received a refurbished FDL diesel engine, new cab, new inverters, control system updates, positive train control equipment and new paint, and was delivered to CP on November 28, 2017.

CP was apparently very impressed with CP 8000 and has ordered an additional thirty AC4400CWM units are slated for upgrade to this updated version identical to CP 8000. These AC4400CWM units are expected to be delivered in mid 2019. CP as well be upgradeing their 8100-series to match the spec’s as on CP 8000, but this apparently will be done in the field with GE tech’s and not at Fort Worth or Erie. At GE Fort Worth, TX on February 2019, CP AC4400CW 9593 was spotted on the west side of the plant. On February 16th, 2019 in Moore Oklahoma, Kent Held shot BNSF 5537 leading two AC4400CW’s dead-in-tow for rebuild at the Texas plant (CP 9523 and 9554).

AC4400CWM TRACE - CP 8000-8063:

As of February 24th, 2019

CP 8000 (CP 9521) A Lethbridge,AB 13:24pm
CP 8001 (CP 9502) A Inter.Eastport,ID February 22
CP 8002 (CP 9507) A Eastport,ID 05:27am
CP 8003 (CP 9515) A Coquitlam,BC February 19
CP 8004 (CP 9516) A Lethbridge,AB 06:32am
CP 8005 (CP 9520) A Inter.Eastport,ID February 22
CP 8006 (CP 9526) A Kenora,ON 16:02pm
CP 8007 (CP 9532) A Unknown,BC 07:30am
CP 8008 (CP 9533) D North Bend,BC 11:37am
CP 8009 (CP 9534) D Swift Current,SK 15:38pm
CP 8010 (CP 9541) A Inter.Eastport,ID February 22
CP 8011 (CP 9545) A Inter.St-Paul,Mn February 15
CP 8012 (CP 9548) A Medicine Hat,AB 14:30pm
CP 8013 (CP 9518) A Brandon,MB 16:44pm
CP 8014 (CP 9552) A Keith,AB 13:43pm
CP 8015 (CP 9553) A Winnipeg,MB 03:36am
CP 8016 (CP 9555) D Lethbridge,AB 16:10pm
CP 8017 (CP 9558) D Keith,AB 16:10pm
CP 8018 (CP 9562) A Elmira,Mo 13:19pm
CP 8019 (CP 9563) D Unknown,BC 12:51pm
CP 8020 (CP 9565) A Ruby Creek,BC 14:42pm
CP 8021 (CP 9566) A St-Paul,Mn January 31
CP 8022 (CP 9568) A Inter.St-Paul,Mn February 18
CP 8023 (CP 9569) D Lachine,Qc 19:29pm(w)
CP 8024 (CP 9572) D Donald,BC 13:08pm
CP 8025 (CP 9573) D Field,BC 14:14pm
CP 8026 (CP 9581) D Dunmore,AB 13:53pm
CP 8027 (CP 9574) D Thunder Bay,ON 15:07pm
CP 8028 (CP 9575) A Montreal,Qc February 23
CP 8029 (CP 9576) A Toronto Yard,ON 14:33pm
CP 8030 (CP 9550) A Alyth,AB February 23
CP 8031 (CP 9557) D Enderlin,ND 12:40pm
CP 8032 (CP 9564) A Toronto Yard,ON February 23
CP 8033 (CP 9578) A Saratoga Springs,NY 11:15am
CP 8034 (CP 9582) A Portage,Wi February 24
CP 8035 (CP 9504) A Moose Jaw,SK 16:47pm
CP 8036 (CP 9509) A Eastport,ID February 23
CP 8037 (CP 9510) A Thunder Bay,ON February 23
CP 8038 (CP 9511) D Enderlin,ND 14:26pm
CP 8039 (CP 9512) A Medicine Hat,AB 08:51am
CP 8040 (CP 9514) A Welland,ON 18:51pm(s)
CP 8041 (CP 9519) A Unknown 14:47pm
CP 8042 (CP 9522) A Toronto Yard,ON January 23
CP 8043 (CP 9524) A Moose Jaw,SK February 23
CP 8044 (CP 9529) D Flat Creek,BC 15:21pm
CP 8045 (CP 9530) A Donald,BC 15:31pm
CP 8046 (CP 9531) D Moose Jaw,SK 16:40pm
CP 8047 (CP 9542) A Vancouver,BC 07:17am
CP 8048 (CP 9544) A Smiths Falls,ON February 20
CP 8049 (CP 9549) A Elmira,Mo 13:19pm
CP 8050 (CP 9556) A Montreal,Qc February 23
CP 8051 (CP 9561) A Alyth,AB 07:53am
CP 8052 (CP 9567) A Winnipeg,MB January 29
CP 8053 (CP 9570) D North Bend,BC 13:40pm
CP 8054 (CP 9527) A Inter.Unknown,Il 09:55am
CP 8055 (CP 9577) D Calgary,AB 14:08pm
CP 8056 (CP 9579) D Minneapolis,Mn 03:56am
CP 8057 (CP 9580) D Portage,Wi 17:35pm
CP 8058 (CP 9559) D Harvey,ND February 23
CP 8059 (CP 9500) A Inter.St-Paul,Mn February 15
CP 8060 (CP 9546) A Sudbury,ON 17:24pm
CP 8061 (CP 9560) A Inter.Vancouver,BC 10;36am
CP 8062 (CP 9547) A Scotford,AB 12:41pm
CP 8063 (CP 9540) D Moose Jaw,SK 15:14pm

CP train 288 east of Minneiska, MN., on February 22 2019 with CP 8054 and NS 9026 as the pulling power.

CP loaded oil train no. 580 was shot in Bangor, WI on February 8th 2019 with CP 8012 and NS 9325. This was a double length oil train with two DPU engines in the middle and 196 cars total. (Photo by Jeff Streiff)

Dennis Weber shot CP 8041 on January 27 2019 leading train 198 (Vancouver to Chicago IM) at Lacrosse, WI. Note the new style air reservoir above fuel tank.

AC4400CWM TRACE (CP 8100-8144)

(As of February 26th, 2019)

CP 8100 (CP 9669) D Oshawa,ON 14:50pm
CP 8101 (CP 9672) A St-Paul,Mn 15:51pm
CP 8102 (CP 9645) A Inter.Unknown,Il February 24
CP 8103 (CP 9608) A Toronto Yard,ON January 27
CP 8104 (CP 9636) D Kamloops,BC 13:57pm
CP 8105 (CP 9678) D Swift Current,SK 14:16pm
CP 8106 (CP 9586) D Franz,ON 16:19pm
CP 8107 (CP 9659) A Inter.Eastport,ID February 22
CP 8108 (CP 9587) D Lanigan,SK 14:10pm
CP 8109 (CP 9665) D Minneapolis,Mn 08:23am
CP 8110 (CP 9670) D Coquitlam,BC 11:00am
CP 8111 (CP 9674) A St-Paul,Mn 04:28am
CP 8112/8040 (CP 9679) A West Toronto,ON 09:09am
CP 8113 (CP 9590) A Pattington,MB February 24
CP 8114 (CP 9596) A Inter.Kansas City,Mo February 22
CP 8115 (CP 9602) A Toronto Vaughn,ON 18:13pm
CP 8116 (CP 9606) A Calgary,AB 01:50am
CP 8117 (CP 9612) A Inter.Chicago,Il February 21
CP 8118 (CP 9613) A Noyes,Mn 05:16am
CP 8119 (CP 9616) D Lethbridge,AB 14:25pm
CP 8120 (CP 9621) A Toronto Vaughn,ON 18:13pm
CP 8121 (CP 9666) A Bensenville,Il February 24
CP 8122 (CP 9628) A Noyes,Mn February 23
CP 8123 (CP 9631) D Moose Jaw,SK 10:18am
CP 8124 (CP 9632) D Romford,ON 15:05pm
CP 8125 (CP 9641) D Field,BC 11:46am
CP 8126 (CP 9642) A Toronto Yard,ON 05:27am
CP 8127 (CP 9660) A Alyth,AB February 24
CP 8128 (CP 9676) A Montreal,Qc February 24
CP 8129 (CP 9682) A Inter.Montana,AB February 24
CP 8130 (CP 9680) A Montreal,Qc 14:00pm
CP 8131 (CP 9656) D Unknown 15:52pm
CP 8132 (CP 9643) A Winnipeg,MB January 11
CP 8133 (CP 9594) A Moose Jaw,SK 16:27pm
CP 8134 (CP 9667) A Mactier,ON Feb.24 at 23:59pm
CP 8135 (CP 9601) D Moose Jaw,SK 13:41pm
CP 8136 (CP 9614) A Calgary,AB 15:01pm
CP 8137 (CP 9635) A Unknown,AB February 24
CP 8138 (CP 9671) D Field,BC 14:06pm
CP 8139 (CP 9653) D Dunmore,AB 02:24am
CP 8140 (CP 9610) D Kamloops,BC 10:21am
CP 8141 (CP 9585) D Toronto Vaughn,ON 15:11pm
CP 8142 (CP 9650) A Bensenville,Il 13:23pm
CP 8143 (CP 9623) A Moose Jaw,SK 11:52am
CP 8144 (CP 9626) D Field,BC 14:06pm

KCS SD70ACe 4006 TRACE Update:

As of February 27th, 2019

KCS 4006 Arrived Toronto, ON February 23 (and is still there)

As we went to press on February 27th 2019, she was still at CP Agincourt Yard in Toronto, ON. The Kansas City Southern Veteran’s painted SD70ACe had been repaying HPH to CP, seen here leading an empty oil train northbound on the Canadian Pacific between Montpelier and Buffalo, IA on the run to Winnipeg. on the CP Ottumwa Sub in Davenport, Iowa on January 10, 2019, on one of the only occasions she slipped back across the US border. The trailing CP engine would be added to the front of KCS 4006 at Nahant since KCS power is not lead qualified in Canada (no hot plate). She apparently failed enroute to Toronto, and was returned to KCS dead in tow in early March. (Erik Rasmussen photo).


Thirty long-stored SD9O43MAC units (CP 9100-9160 series) from Winnipeg have all been sent to Progress Rail in Mayfield, Kentucky, to receive a new cab, rewiring and upgrades to become the SD70ACu Rebuild model. The units will be completed at both Muncie, Indiana, and Mayfield, KY over 2019 and the units be numbered CP 7000-7029. The program is well underway, but only in the early stages. The units are CP 9101, 9102, 9104, 9105, 9107, 9108, 9109, 9110, 9113, 9116, 9117, 9118, 9119, 9121, 9123, 9125, 9126, 9128, 9131, 9134, 9140, 9143, 9144, 9146, 9147, 9149, 9151, 9153, 9159, and 9160.


CP GP38-2 3084 (The only GP38-2 in the Script Heritage livery) departed Canada in February, and has been sent to NRE in Silvis, Illinois for repairs and PTC install. She had been sidelined SUS for over one year in Alyth. She was shot inside on the shop track at NRE in Silvis, Illinois on February 25th, 2019.

CP FP9Au 4107 has been released from RELCO in Albia Iowa and has had it’s HEP generating system removed as CP needs it for another project that CRO will share soon. Only parts of the unit have been touch-up repainted like the new smooth roof plate on the rear where the previous HEP system had been. Sibling CP 4106 will also have her HEP generating system removed, but will not be getting a full rebuild or repaint as the CP 1401 received. The long term plan for both 4106 and 4107 is to put them through the full rebuild program Iowa. like CP 1401, but that project temporarily postponed for now. CP F9B 1900, and CP FP9A 4106 all still at Relco in Albia, The F7B 1900 has been there since early last year and is getting the same upgrade as CP FP9Au 1401. This photo of CP 4107 just a day after her release from RELCO was taken on February 25th 2019, on the interchange track by Flickr user B-Rad G!

NRE LOCO SHOP (Silvis, Illinois) Update:

CP GP38-2 3131
CP GP38-2 3071
CP GP38-2 3084 (Script Paint scheme)
CP GP38-2 3091

CP GP38-2 3022 arrived in mid-January 2019 for a Generator C/O.
CP GP38-2 3099 (In progress for unknown)

CP GP20C-ECO 2204 (In and Out)
CP GP38-2 4521 (Following parts replacement and component change out).
CP GP38-2 4429 (Foll0wing relays wiring and Conductors modifications)

CP GP38-2 3063
CP SD60 6245 Has had engine C/O and has been released.
CP GP38-2 3120 had an AR-10 change out and full engine inspection, and has been released.
CP GP38-2 4433 following electrical repair has been released
CP SD60 6245 Has had engine C/O and has been released.
CP GP38-2 3120 had an AR-10 change out and full engine inspection, and has been released.
CP GP38-2 4433 following electrical repair has been released

On February 8th, 2019 Jeff Streiff clicked G77 switching out railcars on the “CK Siding” in Winona, MN with CP GP38-2 3025 and CP GP20C-ECO 2223).

Local train H42 was shot February 2nd, 2019 bringing just 6 railcars to St. Paul Yard as it passed Dayton’s Bluff in St. Paul, MN with old school CP GP38AC 3016 and newer CP GP20C-ECO 2242.


(As of February 26th, 2019)

CP 5743 A Inter.Golden,BC February 25
CP 5790 A Inter.Golden.BC February 25
CP 5792 A White River,ON February 23
CP 5866 A Kenora,ON February 24
CP 5871 A St-Paul,Mn January 29
CP 5875 A Revelstoke,BC January 23
CP 5878 A St-Paul,Mn February 18
CP 5908 A Golden,BC February 24
CP 5922 A Moravia,Iowa February 25
CP 5936 D Swift Current,SK February 21
CP 5973 A Unknown,BC February 16
CP 5976 A Alyth,AB December 9
CP 5987 A Golden,BC January 30
CP 6011 D Coquitlam,BC February 25
CP 6012 A Unknown,AB February 12
CP 6017 A Chapleau,ON February 22
CP 6018 A Glenwood,Mn February 26 at 10:56am
CP 6028 D Swift Current,SK February 21
CP 6030 A Unknown,BC February 16
CP 6031 A Alderside,AB December 1
CP 6045 A Alyth,AB February 21
CP 6054 A Keith,AB February 12
CP 6055 D Coquitlam,BC February 25
CP 6062 A Thunder Bay,ON February 22
CP 6063 A Keith,AB February 22
CP 6067 A Unknown,AB February 12
CP 6068 A Keith,AB February 12

CP SD60-3 TRACE (Rebuilt CP 6300-6309):

(As of February 26th, 2019)

CP 6300 A Minnedosa,MB February 26 at 08:16am
CP 6301 A Wilkie,SK February 24
CP 6302 D St-Paul,Mn February 26 at 12:24pm
CP 6303 A Winnipeg,MB February 26 at 03:57am
CP 6304 A Toronto Yard,ON December 28
CP 6305 A Minnedosa,MB February 26 at 12:06pm
CP 6306 D Glenwood,Mn February 25 at 20:58pm
CP 6307 A Linewood,Iowa February 26 at 07:49am
CP 6308 A Sutherland,SK February 26 at 11:32am
CP 6309 D Medicine Hat,AB February 26 at 09:47am

Jeff Streiff caught CP local train H20 at Weaver, MN on February 2nd, 2019 with CP SD60-3 6302, and CP SD60 6248.

CP SD40-3 TRACE (Rebuilt CP 5100-5109):

(As of February 26th, 2019)

CP 5100 (CP 6000) D Cottage Grove,Mn February 26 at 05:30am
CP 5101 (CP 6060) A North Field,Mn July 12
CP 5102 D St-Paul,Mn February 25 at 10:11am
CP 5103 A St-Paul,Mn January 1
CP 5104 A Alyth,AB December 11
CP 5105 A Inter.St-Paul,Mn August 10
CP 5106 A Calumet Yard,Il January 9
CP 5107 A Bensenville,Il January 29
CP 5108 A Winnipeg,MB February 8
CP 5109 A Bensenville,Il February 26 at 03:19am


Extra H20 has the light power passing through Winona, MN on February 16th, 2019 with one of the few remaining Soo Line painte d on the CP roster: Wearing very faded Candy Apple Red SOO GP38-2 4598, and CP GP20C-ECO 2306.

Only a dozen SOO LINE painted GP38-2 units are left on the CP roster. (*See Notes):

SOO 4402 Minnesota MN 10-6
SOO 4405* Inter. Nahant IA 7-26 (*Renumbered to CP 4405 in late- 2017/early-2018)
SOO 4409* Montreal QC 9-27 (*Renumbered to CP 4409 in late- 2017/early-2018)
SOO 4410 Northfield MN 10-6
SOO 4411 St. Paul MN 7-29
SOO 4412 Minnesota MN 10-7
SOO 4413 Minnesota MN 10-7
SOO 4416 Newport MN 6-8
SOO 4429* Toronto Yard ON 10-5 (*Will soon be renumbered to CP 4429).
SOO 4438 St-Paul MN 10-5
SOO 4448 Nahant IA 10-7
SOO 4598* St Paul MN 10-7 (*Model is a GP39-2)


CP/SOO GP40s: SOO 2010, 4601, 4603; CP 4600, 4602, 4609, 4611, 4612, 4613, 4614, 4617, 4618, 4620
Ex-B&M GP40-2s: 4652, 4653, 4657 (*NOTE - All 16 are now listed as “TUUS” (Tied Up Unserviceable) so their days are numbered).

All of the patched former Milwaukee Road painted “Bandits” are long gone, except former SOO GP40 2010 which was sold to Terry Respondek, of Respondek Railroad Corp Subsidiary “The Port Harbor Railroad” about 5 years ago. She is currently stored in the Twin Cities area. She may become a GP40-3 sometime in the future like sibling SOO GP40 2066 which became CP 4007 at NRE Silvis, IL. Former CP 4600, and ex-SOO 4601, 4603 are also stored there in unserviceable condition.

EMD GP38-2 TRACE (S00-CP 4400-4452):

(As of, February 7, 2019)

CP 4400 A Thunder Bay,ON November 8
CP 4401 A North Vancouver,BC February 2
SOO 4402 A St-Paul,Mn January 24
CP 4403 A Calgary,AB February 5
CP 4404 A Winnipeg,MB February 5
CP 4405 A Columbia,Wi February 7 at 05:19am
CP 4406 A St-Paul,Mn February 6
CP 4407 D London,ON February 7 at 12:27pm
CP 4409 A Montreal Port,Qc February 6 at 01:09am
SOO 4410 A Northfield,Mn February 6
SOO 4411 A Valley Park,Mn June 7
SOO 4412 A Valley Park,Mn February 5
SOO 4413 D Ramsey,Mn February 7 at 07:25am
CP 4414 A North Pol Yard,Il February 1
CP 4415 D Coquitlam,BC February 7 at 17:00pm
SOO 4416 A North Pol Yard,Il January 30
CP 4417 A Inter.Montreal,Qc February 6 at 15:30pm
CP 4418 A South Edmonton,AB January 31
CP 4419 A Lambton Park,AB February 7 at 03:45am
CP 4420 A Minneapolis,Mn February 7 at 02:00am
CP 4421 A Winnipeg,MB February 6
CP 4422 A Lambton Park,AB February 7 at 04:00am
CP 4423 A Regina,SK January 19
CP 4424 A Scotford,AB January 28
CP 4425 A Unknown,Iowa February 4
CP 4426 A Moose jaw,SK January 11
CP 4427 A St-Paul,Mn February 7 at 14:23pm
CP 4428 A Angincourt,ON February 5
SOO 4429 A Linewood,Iowa January 25
CP 4431 A St-Paul,Mn December 10
CP 4432 A Lambton Park,AB February 5
CP 4433 A Saskatoon Transfer,SK January 19
CP 4434 D Moose Jaw,SK January 5
CP 4435 A Unknown,BC February 5
CP 4436 A Alyth,AB February 6
CP 4437 A Ogden,AB February 6
SOO 4438 A Valley Park,Mn February 1
CP 4439 A Angincourt,ON February 6 at 01:29am
CP 4440 A Ogden,AB August 29
CP 4441 D Winnipeg,MB February 7 at 09:56am
CP 4442 A Fortwhite,MB January 28
CP 4443 A St-Paul,Mn September 13
CP 4444 A Scotford,AB December 20
CP 4445 A Winnipeg,MB February 6
CP 4446 A Ogden,AB February 5
CP 4447 A Angincourt,ON February 7 at 04:29am
SOO 4448 A McGregor,Iowa February 7 at 12:29pm
CP 4449 A Westbridge,BC January 23
CP 4450 A St-Paul,Mn February 1
CP 4451 A Ignace,ON October 27
CP 4452 A Gailwood,Il February 2

One of the Soo line painted Survivors, (SOO GP38-2 4405) was shot by Dennis Weber working a local in Lacrosse, WI.

EMD GP38-2 TRACE (S00-CP 4500-4620):

(As of, February 7, 2019)

CP 4506 A Clover Bar,AB February 7 at 15:50pm
CP 4507 A Lambton Park,AB February 7 at 04:00am
CP 4508 D West Toronto,ON February 7 at 15:22pm
CP 4509 A Angincourt,ON February 1
CP 4510 A Winnipeg,MB February 2
CP 4511 A Regina,SK January 19
CP 4512 A Clover Bar,AB February 7 at 15:50pm
CP 4513 A Inter.Lasalle,Qc February 6
CP 4514 A Winnipeg,MB February 5
CP 4515 A Montreal Port,Qc February 3
CP 4521 A Saskatoon,SK February 7 at 09:51am
CP 4522 D Thief River,Mn February 6
CP 4523 A Coquitlam,BC February 6
CP 4524 A Winnipeg,MB February 4
CP 4525 A Ignace,ON October 14
CP 4526 D Alyth,,AB February 7 at 16:45pm
SOO 4598* A St-Paul,Mn February 6 (*NOTE - SOO 4598 is a GP39-2)
CP 4599 A Unknown,Mn February 7 at 13:00pm
CP 4600 A Toronto Yard,ON October 25, 2016
SOO 4601 A St-Paul,Mn April 11
CP 4602 A St-Paul,Mn October 6, 2016
CP 4609 A Unknown,Mn August 28
CP 4611 A Minneapolis,Mn November 15, 2015
CP 4612 A Toronto Yard,ON November 16, 2015
CP 4613 A Valley Park,Mn November 17
CP 4614 A Toronto Yard,ON June 4
CP 4617 A Minnesota,Mn April 25
CP 4618 A Unknown,Mn November 30
CP 4620 A Minneapolis,Mn November 16, 2015

EMD GP38-2 TRACE (CP/D&H 7303-7312 Series):

(As of February 26th, 2019)

DH 7303 A Winnipeg,Mn February 13
DH 7304 A Unknown,Mn February 24
CP 7307 A Alliston,ON February 26 at 12:29pm
CP 7308 A Mason City,Iowa February 20
CP 7309 D Minnesota,Mn February 26 at 07:00am
CP 7310 A Vancouver,BC February 24

In the snow! On February 11th, 2019, Dennis Weber caught CP GP38-2 3134 and CP GP2oC-ECO 2301 in a winter wonderland at La Crosse, Wisconsin.

CP GP30C-ECO TRACE (CP 5000-5049):

(As of February 26th, 2019)

CP 5000 D Golden,BC 09:56am
CP 5001 D Medicine Hat,AB 08:00am
CP 5002 D Fort Steele,BC 09:48am
CP 5003 D Fort Steele,BC 09:48am
CP 5004 A Coquitlam,BC February 25
CP 5005 A Vancouver,BC February 24
CP 5006 D Medicine Hat,AB 08:00am
CP 5007 D Trail,BC 14:00pm
CP 5008 A Minnedosa,MB 12:04pm
CP 5009 D Drake,ND 18:30pm
CP 5010 A Huntington,BC 13:40pm
CP 5011 A Unknown,BC January 9
CP 5012 D Windsor,ON 19:45pm
CP 5013 D Kamloops,BC 11:49am
CP 5014 A Vancouver,BC February 24
CP 5015 A Coquitlam,BC February 25
CP 5016 A Coquitlam,BC February 25
CP 5017 A Coquitlam,BC 15:46pm
CP 5018 A Golden,BC February 20
CP 5019 A Coquitlam,BC 15:46pm
CP 5020 D Superior,Wi 07:00am
CP 5021 A Minnedosa,MB 08:16am
CP 5022 A Chapleau,ON 12:01pm
CP 5023 A Falconbridge,ON 05:59am
CP 5024 A Spencer,Iowa 06:30am
CP 5025 D Minnedosa,MB 17:03pm
CP 5026 A Letbridge,AB February 24
CP 5027 D Wilkie,SK 16:26pm
CP 5028 A Minnesota,Mn February 15
CP 5029 D Portage,MB 17:56pm
CP 5030 A Levak,ON February 22
CP 5031 A Inter.Unknown,Il 09:18am
CP 5032 A Scheiller East,Il 13:58pm
CP 5033 A Blackie,AB February 24
CP 5034 D Windsor,ON 19:45pm
CP 5035 A Sudbury,ON February 25
CP 5036 D Princeton,Iowa 14:17pm
CP 5037 A Levak,ON February 20
CP 5038 A Newtown,ND 12:01pm
CP 5039 A Winnipeg,MB February 3
CP 5040 A Newtown,ND 12:01pm
CP 5041 D Glenwood,Mn 17:44pm
CP 5042 A Moose Jaw,SK February 25
CP 5043 A St-Paul,Mn January 14
CP 5044 A Sutherland,SK 11:32am
CP 5045 A St-Paul,Mn January 14
CP 5046 A Bredenbury,SK 18:15pm
CP 5047 A Ashcroft,BC 10:19am
CP 5048 A Sutherland,SK 11:32am
CP 5049 A Inter.Montana,AB 16:31pm

Mark Forseille caught the Huntingdon Turn heading Eastbound on the North track by Albion February 6th, 2019 at MP 99.7 of the CP Cascade Sub. A pair of SD30C-ECO's (CP 5017 and 5019) were powering this short train. There was a slow order at this time just west of this location at River Road MP 101.3 where an MOW track gang were changing the crossover switches. As the train passed, it was lined up to crossover back to the South track as a Westbound train was stopped further back waiting for its turn to pass the work area.


(As of February 27th, 2019)

CEFX 1026 A Inter.Kansas City,Mo February 17
CEFX 1027 A Inter.Eastport,ID February 4
CEFX 1028 A Alyth,AB February 24
CEFX 1029 D Mactier,ON 14:12pm
CEFX 1030 A Inter.Kansas City,Mo February 16
CEFX 1031 D Red Deer,AB 14;05pm
CEFX 1032 A Sutherland,SK 13:05pm
CEFX 1033 D Montreal,Qc 15:39pm(650)
CEFX 1034 A Inter.Vancouver,BC February 27
CEFX 1035 D Broadview,SK 13:04pm
CEFX 1036 A Montreal,Qc February 15
CEFX 1037 A Coquitlam,BC 04:30am
CEFX 1038 D Unknown,BC 11:10am
CEFX 1039 A Lethbridge,AB 11:47am
CEFX 1040 A Alyth,AB February 13
CEFX 1041 A Mason City,Iowa January 2
CEFX 1042 A Toronto Yard,ON February 18
CEFX 1043 D Woodstock,ON 15:51pm
CEFX 1044 D Unknown,Iowa 14:12pm
CEFX 1045 A Coquitlam,BC 07:46am
CEFX 1046 A Inter.Unknown,Il November 29
CEFX 1047 A Inter.St-Paul,Mn December 15
CEFX 1048 A Toronto Vaughn,ON 14:53pm
CEFX 1049 D Field,BC 08:33am
CEFX 1050 A Montreal,Qc February 24
CEFX 1051 D Cranbrook,BC 04:04am
CEFX 1052 D Wynyard,SK 14:28pm
CEFX 1053 A Kenmare,ND 15:35pm
CEFX 1054 A Inter.Kansas CIty,Mo January 19
CEFX 1055 D Wilkie,SK 02:57am
CEFX 1056 A Alyth,AB February 25
CEFX 1057 D Field,BC 12:42pm
CEFX 1058 A Inter.Montana,AB December 24
CEFX 1059 D Ignace,ON 14:36pm

Luke Bellefleur clicked CEFX AC4400CW 1008 (A blue bird not currently leased to CP) in transit on CP train 240 the morning of February 18th, 2019. The GE is believed to be destined to Cadrail.

Destined to Albany New York, Canadian Pacific ethanol train 650 catches the last rays before entering the United-States at Lacolle, Quebec. Francois used his drone to capture this birds-eye view of CP AC4400CW 9705 rolling along the Canadian Pacific Lacolle Subdivision southbound on February 16th, 2019 with sibling CP 9707 on the tail-end pushing.

Out of service: In February, the crank shaft busted on CP GP20C-ECO 2234. The locomotive arrived in the Progress Rail yard and is awaiting work (Note the yellow Tape).

A colourful Consist! CP #141 is westbound after departing Norfolk Southern Oakwood Yard in Melvindale, MI (Photo taken in Allen Park, MI by Kenneth Borg), on February 18, 2019, with CP 8926, BNSF 6643, and UP 4245.

On the Norfolk Southern ex-Wabash Line Kenneth Borg caught CP #141 westbound pulling out of the NS Oakwood Yard, Here photographed in Allen Park, MI on February 22, 2019, with CP 8761 leading Warbonnet painted BNSF/ATSF 768.

CP MPM TRAIN 9507-20:

During the holiday shutdown period, Maintenance Of Way (MOW) equipment is tied up at various places. Over Christmas and New Years I was down and out sick, but I wanted to get some shots of one of the new CP Multi Purpose Machines (MPM), that was tied up at the new MOW shop in the CP Coquitlam Yard, (Mile 111.9 on the CP Cascade Sub), before it went back to work in the new year.These shots were taken by Andy Cassidy on January 5th, 2019. CP decided to build three of these MOW MPM’s consisting of a converted GP38AC locomotive for power, connected well cars for the work platform, and a Control Cab made from an 89 foot flat that also stores the excavator attachments. The excavator runs back and forth along the length of the attached well cars doing its thing with the various attachments. The locomotive is also run by belt pack for remote operation. In this case the train is MW9507-20, and they used ex-CP 3005 (GP38AC, the old Green Machine in Coquitlam, BC) to build the new CP 403012 power unit, The Control Cab is CP 403092. As was well enough on this Saturday, and the weather ideal for a run down to the shop for a visit with the guys and a run over to the Car Shop end of the yard for a few shots, as seen here. In addition, I took shots of two loaded wheel cars that were waiting to be shipped over to the shop for use.

NO LOCOS AT THE SHOP! At the Montreal Diesel Shop on February 22nd, CP cleared out all the motive power included dead units and placed them in the St-Luc yard, in order to do a massive snow removal of the entire shop area. These eerie images were taken by Luc Lanthier and by first appearance it looked as though the shop had been closed. Thankfully, the snow was removed and they are back in business.

Canadian Pacific News

The staff of CRO offer our deepest and sincere condolences to the families and friends of the CP crewmen that died near Field, BC in Mondays CP derailment. This was indeed tragic, and the Canadian Pacific Railway community was devastated. Many of my friends at the railway are still in shock. It was terrible to hear about this loss and we express our sincere sympathies to their families. (William H. Baird CRO Managing Editor).


Three CP crew members are killed in B.C. grain Train derailment: The worst accident on Canadian Pacific in many years occurred on February 4th, 2019, when three Calgary-based crew members were killed Train Conductor Dylan Paradis, engineer Andrew Dockrell and trainee Daniel Waldenberger-Bulmer. The Canada’s Transportation Safety Board (TSB) issued the following preliminary report on February 5th, 2019: Canadian Pacific train 301 was proceeding westward to Vancouver when 99 cars and 2 locomotives derailed at two locations near Mile 130.6 of the CP Laggan Subdivision, near Field, British Columbia. The train crew consisted of a locomotive engineer, a conductor and a conductor trainee. The 3 crew members were fatally injured. The train had Distributed Power (3 units) and 112 loaded grain cars.

The locomotives in the CP consist were lead unit CP AC4400CW 9538, with UP AC45CCTE 5359 as the mid-train DPU and leased CEFX AC4400CW 1040 was the DPU on the rear end. Following the derailment, only 13 cars and the tail end locomotive remained on the track. The lead locomotive and some of the cars derailed on a curve prior to a bridge. The lead locomotive came to rest on its side in a creek. A number of derailed cars came to rest on an embankment. The remaining cars, including the mid-train remote locomotive, piled up behind. The accident took place between the Upper and the Lower Spiral Tunnel near Field, B.C.


The Canadian Pacific freight train parked on a frigid night in the Rocky Mountains began to move on its own before a derailment that killed three workers and sent 99 grain cars and two locomotives hurling off the track. The Transportation Safety Board says the westbound train had been parked on a grade with its air brakes applied for two hours near Field, BC, just west of the Alberta, BC boundary, when it started rolling. The handbrakes were never applied. “It was not anything the crew did,” senior investigator James Carmichael said Tuesday. “The train started to move on its own.” He said the Calgary-based crew was taking over the train east of Field on Monday because the previous workers were nearing maximum work hours. The new crew was not yet ready to depart when the train started moving around 0100. He said the train consisting of 112 cars and three locomotives was carrying grain to Vancouver and gained speed well in excess of the 32 km/h maximum for the tight turns in the mountain pass. It barreled along for just over three kilometres before it derailed at a curve ahead of a bridge over the Kicking Horse River. Only 13 cars and the tail-end locomotive remained on the tracks. The accident happened between the Lower and Upper Spiral Tunnels in Yoho National Park. “This territory’s among the most challenging railway territory in North America,” said Carmichael. “Investigators and others are working hard under challenging circumstances to fully understand what went so terribly wrong.” A GoFundMe site to help Paradis’s family said he is survived by his wife and two young daughters. “He was kind, hilarious, hard working, easy going, and IN LOVE with his family. They were everything to him,” said the page set up by Marie Armstrong. Waldenberger-Bulmer’s twin brother Jeremy — also a CP Rail conductor — said it feels like half of him is gone. He said his family is feeling an “emptiness in our home that is indescribable.” He said in a statement that his brother had just started working for the railroad in November.

While it's still not known why the train was in emergency, the conductor of the first crew placed 75% of the cars retainers in the HP (High Pressure) position, and then apparently waited two hours for the relief crew to arrive (by Hy-Rail truck according to a report). US practice is to tie enough handbrakes to hold the train on the grade and recharge the brakes, then do a minimum set and release the hand brakes. It can be presumed that the relief crew released the brakes on the train to recharge the brakes thinking the retainers would hold the train on the grade. But sitting for two hours in sub zero temps (-20 to -30C according to reports), enough of the older cars bled off the air to no longer be able to hold the train. That still begs the question why the crew didn't bail as soon as the train began to move. They should have realized there was no saving the train as soon as it began to move with little or no air in the system. With today's air brake equipment, which I believe utilizes pressure-maintaining brake valves on the locomotives, is it possible for the train line, and individual car reservoirs, to be recharged while keeping the brakes on each car in full-emergency application while the train is standing for a period of time? The fundamental design principles of automatic air brakes haven't changed since 1888. This means that once feed valve airflow to the brake pipe has been cut-off, what you refer to as "pressure maintaining" would not be functional. For those who read air brake manuals, there are references to two kinds of pressure maintaining: 1) maintenance of a specific level of brake pipe reduction against leakage which would increase the brake application on the cars in the train, and 2) after an application has been made, maintenance of brake cylinder pressure against leakage by drawing air from the brake pipe. 1) is the one most widely known and talked about, particularly on these forums, and once the train is in emergency, there is no brake pipe pressure in need of maintaining. In the case of 2), with the train in emergency there is no brake pipe pressure for the control valves to draw upon to keep the cylinders pressurized. It has never been possible to put a train in emergency and still be able to recharge the reservoirs on the train from the locomotive's automatic brake valve without setting sufficient handbrakes beforehand because even though pressurizing the brake pipe is what charges the reservoirs, it also releases the brakes. Most if not all of the cars in question undoubtedly have (or "had") ABD or newer control valves. These have what is called "accelerated release": when the control valve goes to the release position, it takes air out of the emergency reservoir to assist recharging the brake pipe. Thus, if one of the control valves was defective enough somewhere in its diaphragms, pistons, and valves to allow internal leakage to move the valve's mechanism to release, the resulting dump of air from its emergency reservoir into the brake pipe would be enough to trigger other control valves to do the same. The net result would be a cascade effect resulting in a complete release of the brakes on the train. (speculation, Altamont Press Bulletin Board, Feb 6th, 2019).

CP reported a train assignment, proceeding on the Thunder Bay, ON RIP track in Bredenbury yard to clear ice, derailed one set of wheels on lead locomotive, CP 5025. There were No injuries. No damage. (2019/01/30)

Two unit CP light engine move was proceeding at 2 mph on Moose Jaw Yard track N0 1 when the lead truck on lead unit CP 4426 derailed, but the locomotives remained upright. There were No injuries. No leaks. (2019/02/06)

A CP crew stopped their 3 unit light engine move on the main track at mile 45.2 Adirondack Sub to throw the switch into St-Luc yard. At that point, a Crew member noticed that tail-end unit of CP AC4400CW 8565 had derailed, but remained upright. There were No injuries. No leaks.( 2019/02/03)

A CP Toronto Agincourt Yard crew noticed smoke coming from locomotive CP 4447. The Unit was then isolated on a shop track. The Fire department were called and fire was extinguished. There were No injuries. (2019/02/11).

GE Locomotive CP 9517 derailed 1 axle upright on Calgary Alyth Yard track W3 mile 173.3 o the Brooks. Sub. There were No injuries. No leaks. (2019/01/19)

A CP report indicates Coquitlam, BC Diesel Shop Hostler crew, moving GE locomotive CP 8819, derailed unit on track DS3. There No injuries. No leaks. (2019/02/03)

CP reports a light engine move with two units proceeding on track BT11, at 1 MPH, derailed units CP 4415 and CP 3003 north upright with no damage. There were No injuries. No leaks. (2019/02/10)

A CP train assignment operating Light Engine and backing into NoramPac customer spur, derailed rear axle on locomotive CP 2262. There were no injuries or damage to the locomotive. (2019/02/07)

A CP St-Luc yard assignment, while on track DT14, derailed front set of wheels on single locomotive, CP 2280. (2019/01/26)

A CP train assignment, derailed lead locomotive, CP 2205, while proceeding west at 13 MPH over crossing at Mile 155.8, Havelock Subdivision. (2019/01/27)

A CP train, proceeding westbound at 10 MPH onto yard track 5, Fortis Spur, derailed 6 non-DG cars, (6 Covered Hoppers) derailed in total, and four of them were on their side. One of the cars spilled a small mountain of lentils onto the tracks just to the east of the Eastern Access bridge that connects downtown Revelstoke to the Trans-Canada Highway. No injuries. (2019/01/27 at 14:40pm) The rear end of the train consisted of several tank cars carrying a variety of chemicals, including oil. However, that portion of the train is safe and did not derail.


Teamsters are applauding Transport Canada’s order that all railway companies must use handbrakes when trains are stopped on a mountain grade after an emergency use of their air brakes. The order comes after a deadly Canadian Pacific (CP) train derailment between Field, BC and Calgary which cost the lives of three railroaders, all members of the Teamsters Canada Rail Conference (TCRC). “Transport Canada’s order on the use of handbrakes is a clear demonstration of their commitment to rail safety,” said Don Ashley, National Legislative Director of the TCRC. “We can’t be taking any chances until the exact causes of this tragic derailment are determined. You can’t put a price tag on rail safety – it’s a matter of life and death.” Teamsters represent close to 125,000 workers across Canada, including over 16,000 workers in the rail industry. The International Brotherhood of Teamsters, with which Teamsters Canada is affiliated, has 1.4 million members in North America.


Oil exports by rail from Canada have hit a historic high in the USA meaning more oil trains are rolling across Minnesota and raising the alert level of local emergency managers. Rail shipments from Canada to the United States more than doubled during 2018 as Canadian oil production outstripped the capability of pipelines to ship the stuff, including the six Enbridge-owned lines crossing northern Minnesota. “It is a case of supply overtaking pipeline capacity, so oil moves to the next available form of transportation — trains,” said Kevin Birn, an oil industry analyst with IHS Markit in Calgary. BNSF said it’s seen an increase in Canadian oil shipments. Canadian Pacific declined to release any oil train details. Canadian National said its total oil shipments jumped 77 percent from 2018’s third quarter to the fourth quarter, though it didn’t disclose more specific data. Over the last four months of 2018, 299 oil trains on the Canadian National’s tracks crossed from Ontario at Ranier, Minn., up from 121 during the same time a year ago, said Willi Kostiuk, emergency management coordinator for Koochiching County. Said Ranier Mayor Dennis Wagner: “I see tons of oil cars go through and they are always a concern.” Oil trains typically have 100 tank cars, each carrying around 30,000 gallons.

Oil production has grown huge in Canada: High-profile accidents thrust oil trains into the spotlight a few years ago, the biggest being a fiery 2013 disaster in Lac-Mégantic, Quebec, that killed 47 people. A year later, a BNSF oil train crashed and burned near Casselton, N.D., about 20 miles west of Fargo. Over 1,400 people were evacuated, but there were no injuries. Both of those trains were carrying North Dakota’s Bakken crude during the height of that state’s oil boom. Last June, a BNSF train carrying Canadian oil derailed during a flood in northwest Iowa and spilled 160,000 gallons of crude. The oil did not ignite. The BNSF said in a statement that it has reduced mainline derailments by nearly 50 percent over the past decade and continues to use technology to improve safety. The Fort Worth, Texas-based railroad is a prime hauler of Bakken crude. In one week during December, BNSF moved five to 11 Bakken oil trains through Hennepin, Ramsey, Anoka, Dakota, Washington and Stearns counties, according to filings with the Minnesota Department of Public Safety. That compares to only two to seven oil trains during the first week of January 2018. Still, the recent tally is significantly below the 29 to 39 Bakken oil trains BNSF ran through those Minnesota counties during one week in September 2014, a time of peak North Dakota production coupled with inadequate pipeline capacity. The Dakota Access pipeline’s opening in 2017 dramatically cut oil shipments by rail from North Dakota.

Oil producers prefer to ship oil by pipeline. It’s by far the most cost-effective — and therefore most common — form of crude transportation. Calgary-based Enbridge now moves 2.8 million barrels per day on its six-pipeline corridor from Alberta to Superior, Wis., the largest conduit of Canadian oil into the U.S. By contrast, total Canadian oil exports by rail in November were 330,402 barrels per day, according to Canada’s National Energy Board. Still, that’s the highest on record since data collection began in the early 2010s. Birn expects that number to hit 400,000 barrels per day when December data is released. Oil production rose worldwide in 2018 as oil prices generally climbed, though much of the increase in Alberta stemmed from new oil projects coming online and continued productivity improvements, Birn said. Oil was “piling up” in Alberta, he said.

The problem: pipeline in limbo. Two of three major Canadian pipeline projects drifted further into uncertainty last year. The third, Enbridge’s new Line 3, is under construction in Canada and was approved by Minnesota utility regulators in June. But the controversial pipeline still needs additional government permits. The oversupply of Alberta crude led to a collapse in Canadian oil prices last year, giving producers an incentive to pony up the premium for rail shipment. Oil train traffic through Minnesota from North Dakota was also up noticeably in 2018, though nowhere near peak levels of 2014. The North Dakota rail uptick is largely rooted in oil price shifts. Minnesota isn’t much of a destination for oil by rail, but it’s a significant transshipment point. Canada’s two big railroads, the Canadian National (CN) and the Canadian Pacific (CP), have major routes in the state, the former running through the Twin Ports, the latter through the Twin Cities. The BNSF Railway also moves some Canadian crude in Minnesota.


In the battle to have the " lowest operating ratio" (OR) among Class 1 railroads, Canadian Pacific (NYSE: CP) just took first prize. The company, in announcing its fourth quarter 2018 earnings Wednesday, said it had an OR of 56.5 percent during that period. That is an improvement of 370 basis points from the fourth quarter of 2017, and is well under the 60.3 percent reported by CSX (NYSE: CSX), whose reports of sub-60 ORs earlier in mid-2018 set off the process that had other railroads adopting precision railroading (PSR) practices. But while much of the focus in precision railroading tends to be on service cuts and cost reductions (at least in its initial stages), Canadian Pacific had a quarter that was growth-oriented. Its revenues were up 17 percent from the fourth quarter of 2017, to C$2 billion (U.S. $1.5 billion) from C$1.7 billion. For the full year, revenues jumped 12 percent to C$7.3 billion from C$6.6 billion. Here are some of the operating highlights in the company's earnings report: Revenue in its Intermodal Division rose 11 percent year-on-year, and intermodal revenue ton miles (RTMs) were up 7 percent. Freight revenue per RTM climbed 3 percent. There is "further upside in 2019 as we onboard new business and leverage demand management tools," CP said in a slide accompanying its call with investors.--Revenue was up in every segment, even in coal, which was up 21 percent. Agricultural products are the biggest part of CP's business, and grain revenues were up 5 percent. But agriculture-related category fertilizers and sulfur were up 18 percent, and potash was up 24 percent.


With the Trans Mountain Pipeline expansion project facing an indefinite halt, Alberta is looking into other options to increase the amount of crude that it can transport out of the province on CP. Premier Rachel Notley called for an increase in train cars to transport more bitumen via rail this past November, and now the Government of Alberta has announced plans for an upgrading facility that could see a pipeline capacity increase of up to 30%. The $2 billion project is already under construction in Strathcona County, where a partial upgrading facility will turn diluted oil sands bitumen into a crude blend that flows quicker through pipelines and fetches a higher price on the international market. We’re taking the bull by the horns and fighting to get full value for our oil. Albertans have been talking about this for decades, and we’re not content to sit on the sidelines and let good jobs and investment pass Alberta by for places like Louisiana,” Notley said in the release. “That has happened for too long and it has got to stop. We’re making sure the next generation of Albertans have the opportunities they deserve in a stronger, more resilient, more diversified province.” Much of the funding for the project is coming from Calgary-based Valve Creations Inc. (VCI). The project will provide 2,000 jobs during construction of the project between now and 2022, and then another 200 full-time positions once operational. “We here at Value Creation Inc. and Value Chain Solutions Inc. look forward to building upon Premier Rachel Notley’s vision of diversifying our energy markets and maximizing the value of the resources owned by Albertans,” said VCI chairman and CEO Columbia Yeung in the release. “Our project is going to create good, long-term jobs with game-changing technology for low-cost upgrading and strong environmental performance.” The Province will be providing a $440-million loan guarantee for the project, one part of the $3 billion the province is investing in partial upgrading projects throughout Alberta. Partial upgrading of bitumen also allows oil sand companies to save money on diluent, which Alberta’s industry spent approximately $13.3 billion on in 2016, according to the release. The upgrading technology is also expected to reduce greenhouse gas emissions by 16% — when compared to the processes currently used to extract bitumen.


On February 19th, 2019 Alberta Premier Rachel Notley announced a pact with Canadian Pacific and Canadian National to lease 4,400 Tank cars to move crude oil by rail from the Canadian province to U.S. and international markets. The first shipments are expected to begin as early as July; when at full capacity, the cars will move up to 120,000 barrels per day by 2020, according to a press release issued by the Canadian province. Alberta officials announced late last year that they were negotiating an investment into new car capacity to move more crude via rail as part of short- and medium-term solutions to getting more oil to market. "Each and every Albertan owns our energy resources and deserves to get top dollar for them," said Notley. "We are taking decisive actions to protect people and to protect our natural inheritance." The Alberta government's investment in increased rail capacity totals about CA$3.7 billion, provincial officials said. With the anticipated commercial revenue and increased royalty and tax revenue, the province anticipates generating about CA$5.9 billion over the next three years. The provincial government will purchase the crude from producers and load it onto rail cars at various facilities, Alberta officials said. In developing its crude-by-rail strategy, the government has "taken care to ensure that additional rail cars carrying oil will have no impact on the shipments of agricultural products," they said.


A large building is being constructed on 7th Street N., visible from the surrounding area and the overpass. The building, on CP Rail land, is a rest house for engineering and running trade employees, explained CP Rail media relations advisor Salem Woodrow. The building will essentially act as a private hotel for the company’s employees, said Town of Golden CAO Jon Wilsgard. CP Rail did not have any further information about whether or not the building is intended for short or long term housing, or when it will be completed. “It’s a boarding house for all of their crews, which they ostensibly need. CPR (CP Rail) is a pretty strong presence in town, so it’s great to see. Notwithstanding that, we don’t know a lot about it,” Wilsgard said. CP is a rare identity that does not require building permits from the Town, Wilsgard said. The Town of Golden was provided with the architectural renderings of what it will look like, but they are allowed to do build and develop on their own property without municipal approval. The company must meet certain building standards for once the structure is hooked up to the Town’s water and sewer, and it must meet the fire flows required.


CP has landed new energy-related contracts, including moving refined products from the Edmonton, Alberta, area to southern Ontario, CPR’s Brooks says. CP will repurpose its closed “Expressway” short-haul intermodal terminal in Milton, Ontario, outside Toronto, as an “energy terminal”.

The new 60' containers are popping up more and more lately, as one shown here in Ken Reiss’s photo taken of CP 118 on January 9th, at Sudbury, ON. You can see just how much larger they are when compared to the standard 53' containers that are sitting under them.

Canadian Pacific Photos

CP 288 has a real colourful consist with CSXT 3285, NS 9790, BNSF 8393 and BNSF 4446 as they shake the Amtrak Station in Lacrosse Wisconsin at 14:05 on February 11th, 2019, with 98-cars behind. (Dennis Weber).

CP train H-20, with matching CP SD60-3 6302, and SD60 6248 were shot by Dennis Weber as they arrived in Lacrosse, WI, at 13:25 on February 2nd, 2019. They are hauling approximately 130 cars on the mine run out of St. Paul, MN and the switching crew will be very busy as the blocks of cars were all mixed-up with and hoppers (from the mine), grain hoppers, potash hoppers, tank cars, and loads of lumber that all got shuffled, and placed throughout the train).

After crossing Canada eastbound all the way from Vancouver, BC (starting January 25th), on February 9th, 2019 Ron Visockis shot Rebuilt CP 8200 (and CP 9825), passing near the Belleville, Ontario-area, enroute to Montreal, QC.

On February 9th, 2019, Ron Visockis shot CP ES44AC 8955 leading train 113 under the Archer Rd bridge, near Cobourg, ON, with a long consist of empty auto-racks.

On February 8th, 2019 Pat Malone shot this colourful CP consist leading train 581 through Bangor Wisconsin. The lead unit is a GE ES44DC (BNSF 7893) built in Erie PA back in June 2010.

On January 18th, 2019, Andy Cassidy attempted to catch KCS SD70Ace 4006 on the way out on train 200-18. So he went over to Kennedy Road in Pitt Meadows, Mile 109.4 on the CP Cascade Sub. Well, he waited but they never got out of the yard till well after 15:30 Hrs and he had to get going. But he already got these fine insurance shots, so he was satisfied. Whilst waiting for the KCS now show he did manage to capture some shots of local V84 East, aka the Hunt, (or Sumas Turn). They had the CP 3094 (GMD GP38-2) and CP 3011 (GMD GP38AC) doing the honours on a short train.

Just before Andy Cassidy left he also snapped one shot of CP 5017-5019 (PR/EMD SD30C-ECO’s) sitting at the West end of the VIF yard on the lead waiting to get a light back to Coquitlam Yard. But according to the Tower, there was a TOP in place at Smith just across the bridge and scanner chat had them sitting there for a while waiting for the foreman to clear and cancel the TOP. So that was it for me and Mark Forseille who was also there, and we left. Of course as soon as we drove away they got the light and the KCS units moved West out of the yard …. The perils of railfanning!

On Saturday, January 19th, 2019 at CP Booth in Coquitlam, BC, Mark Forseille clicked CP 8051 (a rebuilt AC4400CWM), and CP 9361 (an ES44AC).

When CP was leasing their GE locomotives to BNSF back in 2012, George C. Manley shot an example showing a BNSF Southbound grain train about to arrive at Keddie Jct. (Yes, Of Western Pacific fame), with CP 9854, CP 9825 and BNSF 4420 on the point.

On January 25th, 2019, CP Tank Train 201-23 was reported to be arriving in Coquitlam, BC at 1400 Hrs on this day. What made this train of interest was it was lead by CP 8200 which is the first of the original CP3 fleet to be rebuilt to modern standards. It was originally the CP 8550 (GE AC4400CW, now an AC4400CWM). The 8500’s were stationed in St. Paul, and are pretty long in the tooth; and so deserving of the rebuilt/upgrade as per some of the CP1’s (9500’s) and CP2’s (9600’s) that have been (and are still) going through the process prior/currently/in future. Andy Cassidy’s plan was to catch it heading in over at Kennedy Rd. in Pitt Meadows, (at Mile 109.4 on the CP Cascade Sub). Here we have CP 8200 (Rebuilt GE AC4400CWM, ex-CP 8550), leading CP 8913 (ES44AC), with CP 9709 (ES44AC) as the rear-end DPU.

On February 4th, at Pitt Meadows, BC Mark Forseille caught CP 8018 (AC4400CWM) with BNSF 3954 (ES44AC) on train #401 on February 4th, 2019.

Still hanging out with Mark Forseille over at Kennedy Road in Pitt Meadows, Mile 109.4 on the CP Cascade Sub on January 25th, 2019. The next movement we witnessed was power for train 112-25. He was coming lite over the Pitt River bridge and in to the VIF yard to set their power (All GE AC4400CW’s) onto the waiting train there. First they head into the VIF yard lead, then dropped the rear DPU CP 8513 onto the back end of the train. Then they came back to the crossing and switched into a clear track deep in the yard to set the rest of the power on the train up at the East end. CP 8635-9823 leading, with Mid-DPU CP 8514, and Rear-DPU CP 8513.

Lots of trains on January 25th, 2019. Mark Forseille and Andy Cassidy were shooting the breeze between the action over at Kennedy Road in Pitt Meadows, BC Mile 109.4 on the CP Cascade Sub, Andy could hear on the scanner CP’s V89 heading West. In short order they showed up on the South Main and parked next to train 101-25 on the North Main. The bonus here was the single unit being the BC Rail (BCOL) 4622 (GE Dash 8-40CMu). This unit was upgraded to 4400 HP by BC Rail before CN took them over in 2004. After a crew change, they commented to the tower that they were looking for lights into the yard and impatient photogs were waiting for them to head in… That would be us. The bad part was they left the front door open. But it closed on its own as they started moving. I went over to the North side of the tracks for my shots when they started moving, while Mark stayed on the South. (Andy Cassidy).

Canadian Pacific Vignettes

Marty Bernard submitted these great CPR shots from days gone by all taken by Walter Dunlap in 1963: First up, CP FP9A 1408 with Train 8, (the "Dominion"), with lots and lots of “HEAD END” cars, which was the norm arriving at Banff, Alberta, on June 16, 1963. The heavyweight business car on the rear is the "Van Horne". The Dominion was a secondary CPR transcontinental train that began as a summer service between Toronto, Ontario and Vancouver, British Columbia, operating in 1931 and 1932. Effective June 23, 1933, it replaced the Imperial Limited as the CPR's main transcontinental service and included a Montreal, Quebec and Sudbury, Ontario section. It remained CPR's flagship train until the introduction of the stainless steel dome streamliner The Canadian on 24 April 1955. In 1960 the train was reconfigured as a "transcontinental local" service on the same route as the Canadian to provide services on shorter trips.[1] The Dominion was eliminated in February 1966 but continued on as the “Expo Limited” serving the Montreal World's Fair (EXPO '67), in the great summer of 1967 when Montreal and Canada became world-famous.

CP FP9A 1410 with the westbound "Dominion", 2 units, 5 boxes of mail, 5 mail express, 2 coach and 1 diner on June 10, 1963. (Walt Dunlap photo).

Train 211 (Mon/Wed/Fri) with CP RDC’s 9021 and 9250, is ready to depart Moose Jaw at 11:45 northward on the Outlook Sub. At 16:10 it will depart Outlook and further it's day on the Kerrobert Sub and arrive in Kerrobert, SK at 19:25, before completing its day on the Macklin sub at Macklin, Sk at 21:20 and tying up for the night. Three Subdivisions travelled and a distance of 267.7 miles. Train 212 (Tue/Thu/Sat) will head southward at 07:00 retracing the previous day’s journey and tie up in Moose Jaw at 16:10. Train 211/212 will be replaced by a 'mixed train service' on the October 27, 1963. The RDC's will be gone and replaced by mixed Train 617/618 Mon/Fri from Moose Jaw but only running as far as Milden, SK, a reduction of 253.2 miles travelled. I used Canadian Pacific, Prairie Region Employee Time Tables #73 effective Sunday, October 30, 1960 and #79 effective Sunday October 27, 1963 for this information.

CP RDCs 9021 and 9250 as Train 311/312 at Belbeck, Saskatchewan on June 12, 1963. (Walt Dunlap photo).

CP 8423, 6530, 6608 and 8837 at Moose Jaw, Saskatchewan on June 11, 1963. (Walt Dunlap photo).

CP FM H16-44 8553 and 2 Geeps eastbound east of Waldeck, Saskatchewan on June 13, 1963. Note the stock cars are placed near the motive power for watering, as was the norm. (Walt Dunlap photo).

Classic EMD E8A CP 1800 leads a Quebec City to Montreal (westbound) passenger train into Trois-Rivieres station in the twilight of a summer evening circa 1970. Brian Pittman was a passenger on this train, returning to Trois-Rivieres, QC, after a family day trip (by car) to Quebec City. I can thank my father for the train ticket and this photo. Trois-Rivieres is located approximately at the mid-point between Quebec City and Montreal on the north side of the St. Lawrence River. Dwarf and mast signals can be seen behind the train. The between-tracks platform was no longer in service, and the canopy had already been removed. During 1970 and into 1971, either the CP 1800 or 1802 frequently powered passenger trains on this line, otherwise a single FP7A or FP9A. The third E8A CP 1801, had been in a head-on crash at the end of 1968. The dual-EMD 567 engined E8A powering up, and departing the station always sounded great, esp0ecialy getting the reverberation standing alongside and under the platform canopy. One of CP's earliest mainline diesels, the EMD builder plate showed 2250 HP, and 1949 as date built. Some of the Alco yard switchers assigned to T-R were of the same vintage. Sometime later around 1972 the passenger trains on this line were assigned short sets of Budd-built RDC "Dayliners" (Brian Pittman Collection).

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