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The Action Red Era (Part 2) – Locomotive Paint Scheme Variations

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Introduction: Genesis of the Action Red Era (Part 1)

The following is a list of CP Rail paint schemes applied to motive power over the course of the Action Red era, with a few photos to help illustrate these variations. A list of references are also included which not only assisted in this research, but come highly recommended as excellent reference materials for all CP Rail modellers.

CP Rail – Action Red Era Variations 1968-1993:

A5L – (Action red / 5” front & rear stripes / Large Multimark)

The original ‘Candy Stripe’ road unit scheme – Sept 1968 to Oct 1975

Entire unit above frame painted Action Red. Frame, and under-frame components painted black. On the front of road switcher and road freight units, the nose, cab and battery box fronts all had 5”-wide alternating red & white stripes, with 5”-wide alternating black and white stripes on back end of unit. Large (full hood height) black & white Multimarks are painted on the rear of any locomotive. Thus the Multimark was direction-dependant, and applied on the long-hoods of locomotives set up for short-hood forward operation, also conversely applied on the short-hoods if set up for long-hood forward operation.

Earliest painted hood diesels (~1968-1971) had the CP Rail logo positioned as far up, and forwards towards the cab as the tall hood access doors allowed. Between 1972 to 1975 the CP Rail was slightly lowered to avoid painting it into the hood access latches. Units lacking rear numberboards had a white number-panel painted on the rear of the unit, with black road numbers applied. Low short-hood units have a black anti-glare panel applied on top of the nose.

Cab units saw red/white striping wrapped around the nose, adjusted for the peculiarities of the curve differences between GM and MLW nose styles. No CLC-built (Fairbanks-Morse) cab units were ever painted Action Red. Multimark heights were lowered to avoid radiator grills. CP Rail placement differed between General Motors and Montreal Locomotive Works cab units, as the portholes and large louvers on GM F-units forced the logos to be placed along the bottom panels. The design of MLW FA- and FB- units allowed for CP Rail logos to be positioned as high and far forward as access doors and radiator grills allowed. Both manufacturer’s B-units had Multimarks painted on the back, but striping on both the front and back were black and white. Logo placement was likewise lowered on GM B-units versus MLW.

A5Mc – (Action red / 5” front & rear stripes / Mid-sized Multimark on cab)

The original ‘Candy Stripe’ switcher scheme – Fall 1968 to Oct 1975

This scheme was applied to all end-cab switchers, along with all SW1200RS and RS-23 road switchers until October 1975. Entire unit above frame painted Action Red. Frame, and under-frame components painted black. Alternating 5″-wide red/white nose stripes, with 5”-wide alternating black/white stripes on entire back end of cab wall. Smaller Multimark (to avoid windows) placed at very rear of cab. Road numbers applied to long hood near cab, with some number height variances which occurred from ‘68 to ‘75. It is best to look at prototype photos if the modeller is painting a particular switcher.

A5M – (Action red / 5” front & rear stripes / Mid-sized Multimark)

The ‘Ogden Multi’ scheme – Late 1974 to Summer 1975

Locomotives in this scheme don’t really stand out when viewed from the front, especially since the smaller height Multimark was eventually adopted by CP in the ‘wide’ 8″-stripe period (the A8M scheme) after February 1979, and hundreds of GM hood units were painted so. However if you spot a photo with any ‘Candy Stripe’ painted loco displaying a small Multimark, you found something special. And if you see an ‘Ogden Multi’ A5M painted unit viewed from the back, you’ll know instantly.

As mentioned, when viewed from the front the A5M scheme appears the same as any late-applied A5L paint job (with CP Rail logos slightly lowered to avoid hood latches) with the exception of a smaller Multimark. When viewed from the back, the scheme is blatantly obvious as the black/white striping was only applied between the area of the lowered Multimarks. The panel above the height of the Multimark, and the small area below (lined up with the hood access doors) were both painted Action Red. This rear application was a stark difference from the standard ‘Candy Stripe’ scheme.

This variation was only applied by CP’s Ogden Shops in Calgary, and only to GM hood units; where admittedly their radiator screens made painting full-height Multimarks somewhat challenging. The A5M scheme was rare as it was only applied to 48 locomotives over this time frame, and it was not an officially approved scheme. The story was when upper management in Montreal eventually found out, they told Ogden to follow official paint specifications.

A8Lf – (Action red / 8” front & rear stripes / Large Multimark with framestripe)

First ‘Wide Stripe’ road unit scheme – Oct 75 to Dec 76

Entire unit painted Action Red. Frame, and under-frame components painted black. This scheme introduced the larger 8″ alternating nose and rear ‘wide stripes’, and only on the front nose (no longer on cab face or battery box fronts). A large Multimark was still applied on the rear of all road units. Also a new white reflective frame stripe was added to the scheme for improved nighttime visibility. Units lacking rear numberboards had black number panels applied with white numbers (reverse of original scheme). CP SD40-2 #5700 was the prototype unit painted (in October 1975) into the A8Lf scheme, followed shortly after by SD40-2’s #5718-5777 delivered direct from GMDD. A number of other older models were also repainted between Oct-75 and Dec-76.

A8L – (Action red / 8” front & rear stripes / Large Multimark)

Second ‘Wide Stripe’ road unit scheme – Jan 77 to Feb 79

Essentially the same as the introductory ‘wide stripe’ A8Lf scheme, but without the frame stripe. This was replaced with white reflective circles now applied along the frame across the length of the locomotive. All new General Motors SD40-2 deliveries from January 1977 though to February 1979 came in this scheme, which includes units #5837-64, 5778-99, and 5900-14. A good number of older units were also repainted in the A8L scheme throughout this period, with many missing the reflective circles along the frame.

A8M – (Action red / 8” front & rear stripes / Mid-sized Multimark)

Third ‘Wide Stripe’ road unit scheme – Feb 79 to Aug 87

Succumbing to the logic of the Ogden shop forces from four years earlier, CP Rail officially began applying smaller Multimarks on all GM hood units system-wide with the introduction of the A8M scheme. However MLW hood units, which didn’t have radiator screens to deal with, continued to receive the full-height A8L Multimark scheme. All new GMDD locomotive deliveries from February 1979 (beginning with SD40-2 #5915) through to August 1987, wore this scheme. This eventually became the longest lasting of all CP Rail paint scheme variations, and was applied to the largest number of units.

A8Mc – (Action red / 8” front & rear stripes / Mid-sized Multimark on cab)

First ‘Wide Stripe’ switcher scheme – Oct 75 to Mid 78

Entire unit painted Action Red. Frame, and under-frame components painted black. 8″ alternating red/white nose stripes and 8” alternating black/white stripes on back of cab wall. Multimark on cab, with road numbers on long hood near cab. This scheme was applied to end-cab switchers, also SW1200RS and RS-23 road switchers.

A8Mh – (Action red / 8” front & rear stripes / Mid-sized Multimark on hood)

Second ‘Wide Stripe’ switcher scheme – Mid 78 to Aug 87

This switcher scheme variation continued the 8″ alternating red/white nose stripes & black/white cab wall stripes, but now the Multimark was placed on the hood immediately in front of the cab. Consequently the road numbers were placed on the cab sides. Likewise the A8Mh scheme was applied to end-cab switchers, also SW1200RS and RS-23 road switchers.

A8NM – (Action red / 8” front & rear stripes / No Multimark)

The ‘No Image’ Multimark-less scheme – Sept 87 to Mar 93

Sadly the Multimark was officially dropped as the CPR’s corporate logo in 1987, thus it was no longer applied past this point. Additionally the 8″ alternating red/white stripes were now placed on both the nose and rear of the unit. Locomotives lacking rear numberboards now had Action Red number-panels with white numbers applied.

At the introduction of this scheme at least 3 units were mistakenly painted with black/white end striping, with the first one so painted being SW1200RS #8162. SD40 #5513 was one of the first to appear in the proper scheme in late 1987. The only new locomotives delivered in this scheme were GMDD SD40-2F’s #9000-9024.

References:

  • 1) Garden, J.F., “Nicholas Morant’s Canadian Pacific”, Footprint Publishing, 1992.
  • 2) Lewis, Donald C., “Rail Canada Vol.3, Diesel Paint Schemes of the CPR”, LPD Publishing, 2nd 1998.
  • 3) Zuters, Gary, “CP Rail 1993 Review”, Hyrail Productions 1994.
  • 4) Dean, Murray and Hanna, David, “Canadian Pacific Diesel Locomotives”, Railfair Publishing, 1981.
  • 5) Russell, Larry G., “CP Rail Diesel Locomotive Roster”, Extra 2200 South magazine: issues 81 – 83 (first two parts are most important), 1984-85.

 

Genesis of the Action Red Era (Part 1)

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This article was originally published in the Canadian Pacific Historical Association’s *CP Tracks* magazine (Vol 10 – No 4). It has been reproduced here to chronicle what was a massive corporate image change for the CPR, and as a guide for hobbyists who wish to model in the Action Red era.

If there were one word that could best describe the year 1968, it would have to be radical. This of course was the year which saw the assassinations of Martin Luther King and Robert Kennedy, the fabled ‘Prague Spring’ and resulting crackdown by the USSR, the rioting at the Democratic National Convention, the full horror of Vietnam was in everyone’s living room, and the resulting demonstrations which culminated in the shootings at Kent State. On a lighter note, it was also the height of the ‘British Invasion’ of popular music, a dramatic year for NASA’s moonshot ‘Apollo’ program, and the beginning of ‘Trudeau-mania’; undeniably all radical events in their own ways.

Those feelings of radical change even seemed to spill into the railway industry as this was the year of the mega-mergers, and saw the beginnings of Seaboard Coast Line, Penn Central and Burlington Northern. On top of this, there were several proposed mergers including; Chesapeake & Ohio with N&W, Illinois Central with the Gulf Mobile & Ohio, UP versus CNW for the Rock Island, and CNW with the Milwaukee Road. Fortunately the collapse of PC put all mergers into question and only the IC-GM&O proposal went through.

With all these radical events unfolding throughout 1968, it’s easy to forget that the management within Canadian Pacific decided to undergo a radical change of corporate identity themselves. Whether it was due to the attitudes of the times, or just to counter Canadian National’s dramatic image change of 1960, the decision to scrap the ages old CP beaver shield along with the traditional maroon and grey colours was final. The only question was what to replace it with?

1024px-CP_Multimark_geometry

Geometric layout of the CP Multimark logo.

It should be noted that this was a change of corporate image, not simply a new paint scheme for the railway’s locomotives. The new image would be applied to all aspects of Canadian Pacific Limited, from airplanes, to ships, to trucks, to hotels, to real estate, and to the railway. For this purpose, CP turned to the noted New York advertising agency of Lippincott & Margulies, known in the railway circles for coming up with the ‘Big Sky Blue’ imagery of the Great Northern, and later the corporate logo and colours of the new Burlington Northern. The final product was a drastic departure from CP’s traditionally conservative imagery.

To begin, the name Canadian Pacific was discarded, and new CP acronyms were created for each corporate division; CP Air, CP Ships, CP Express, CP Transport, CP Hotels, and of course CP Rail. The lettering style chosen for these new acronyms was that modernistic ’60s font; Helvetica. Holding company Canadian Pacific Limited was represented in plain Helvetica font, but all CP divisions featured it bolded and italicized. Also, the old beaver shield was shed and replaced by a new corporate logo, coined the Multimark. This geometric symbol was a simple rectangle overshadowed by a white half-circle, with a triangle on-edge piercing the ensemble.

CP_Corporatenewlook

The image may seem simplistic and almost childlike to many railway buffs, but it was meant to convey a variety of universal connotations to the casual viewer. The rectangle denoted stability and longevity, while the circle represented the globe and CP’s multinational nature. Officially the triangle signified the companies progressiveness and motion, however it also instilled the imagery that it was about to encircle the globe, a reminder of CP’s old corporate slogan “Spans the World”.

Each division of Canadian Pacific in turn received their own colours for their equipment to wear; green for CP Ships, orange for CP Air, blue for CP Express and CP Transport, and red for CP Rail. The red chosen for the railway was a vibrant shade mixing orange and red (similar to vermilion), and was coined ‘Action Red’ by Lippincott & Margulies.

CP_Corporatenewlookmodels

Though ‘Action Red’ was chosen for the railway division, not all equipment was to be painted red. Lippincott & Margulies envisioned that different car types would each have their own colour, and painted a number of O-scale models to demonstrate the concept.

Though red was chosen as the dominant colour for the railway, not all equipment was to be painted red, and various car types would feature their own colours. Red would be used for general service cars, green for newsprint service, yellow for insulated cars, silver for mechanical refrigeration, black for bulk commodities, and yellow for the caboose. Indeed, an almost forgotten fact was that the original recommendation from Lippincott & Margulies was to paint CP Rail’s locomotives black, with a white and red multimark – yes the same way their hoppers were painted. An O-scale GP35 locomotive was even so painted by the ad agency to demonstrate the scheme.

CP_Corporatenewlookmodels02

Ad agency Lippincott & Margulies painted this O-scale GP35 as part of their advertising pitch for the new CP Rail image. The original idea was black locomotives, with a white and red Multimark. Thankfully the CPR president wasn’t impressed, and ordered they change it to red.

Apparently CP president Norris R. Crump was not happy with their choice of colours, and was reported to have mumbled something to the effect of ‘paying thousands of dollars for these units, so we’re not going to paint them black’ (reportedly profanity was also involved). Upon his insistence, the scheme was quickly changed to red, with a white and black Multimark, matching the colours chosen for boxcars. On a personal note, I thank Mr. Crump to this day for his attention to imagery and his choice of red. Can anyone envision what CP’s locomotives would have looked like if they stuck with black, especially after they dropped the Multimark in the late ’80s? It would have made Norfolk Southern’s diesels look elaborate.

While the thought, creativity and marketing behind this imagery was certainly ingenious and innovative, it must also be viewed in a historical context as a failure. Despite its use on the sides of everything from boxcars, containers, aircraft and hotel entrances around the world, most people off the street would identify the symbol as ‘Pacman’. Indeed many railfans now incorrectly identify CP’s 1968 adopted Multimark, as this Atari video game character created in 1979. Contrast this with CN’s effective yet simple ‘Wet Noodle’, voted recently as one of the top-50 international corporate logos of all time. Show that CN noodle to anyone from Gander to Prince Rupert and they will correctly think of Canadian National and trains. Could the same be said of the CPR if you showed them the Multimark? Sadly, the only surprise from CP dropping the ‘Multi’ as their logo in 1987, was that it was not done sooner.

CP_Corporatenewlook02

The Multimark appeared on everything Canadian Pacific owned; on trains, airplanes, ships, trucks, overseas containers, hotels, and resorts. You could even buy a lunchbox with new CP Rail trains and airplanes featured on them. Sadly, when shown the logo now, most Canadians would probably identify it as Atari’s video game character ‘Pacman’.

The first locomotive painted in the new Action Red CP Rail scheme was C-424 #4242, with sister #4239 following right behind in September of 1968. They were soon accompanied by nine different freight cars, each painted in their appropriate action colours; a green 50’ newsprint boxcar, a silver mechanical reefer, a black cylindrical hopper, a yellow insulated-heated boxcar, a 50-foot 202000-series double door boxcar, a 40’ NSC boxcar, a 53’ mill gondola, and 53’ flatcar all painted in general-service action red. There was also a yellow caboose numbered CP 438850, which was former streamlined cupola van #437450, freshly rebuilt by Angus with a new wide-vision cupola. This was the first of a long line of new ‘saddle-back’ vans constructed by the CPR.

The new colours were officially unveiled in Montreal on 03 October, 1968. Shortly thereafter the 4242 and 4239 were enlisted to pull this diminutive nine-car train across the system to display the new image to the nation. Most readers have probably seen the famous Nicholas Morant publicity shot of 4242 and 4239 pulling this train through the spiral tunnels in Yoho, BC. This picture was posed, and the train was split to give the appearance that the freight was coiled inside the tunnel and crossing underneath itself, but there were in fact only nine cars.

CP_CorporatenewlookDisplayTrain

CP new image display train posed at the spiral tunnels in Yoho, BC. Despite it appearing to loop around itself, the display train was only nine cars long.

The initial CP Rail locomotive scheme is exemplified by Nicholas Morant’s publicity shots of 4242 and 4239. From the frame down, the locomotive was black, while the entire hood and cab sections were action red. The Multimark was positioned on the extreme rear of the engine, and was painted the full height of the unit. In this way the new action red scheme shared a similar trait as the old maroon and grey, both were direction dependant. For example, on locomotives that were set for long-hood forward operation such as an RS-3 or RS-10, the Multi was painted on the short-hood.

The CP Rail logo and cab numbers were painted white, in italicized bold Helvetica font. The CP Rail name was placed over the engine access doors, as forward as they possibly allowed towards the cab. They were also placed as high as the hood doors allowed. These features identified all early painted units, as over time it was found that lettering over hinges, louvers and handles was a pain. The CP Rail logo was soon lowered or moved over to avoid obstructions depending on the locomotive type.

ArialvHelvetica

Anyone operating with MS Windows and wanting to create their own CP Rail heralds or decals may be tempted to use Arial font. Microsoft developed this as a Helvetica-based font to avoid paying royalties. It is close, but in a side-by-side comparison you can see the differences.

On the front of the unit, alternating 5” wide white and red angled stripes were placed over the entire nose, cab face and battery box fronts. When viewed head-on the striping lined up to give them a continuous flow. Painting the entire face of the unit in this narrow striping gave the locomotive a busy look, and it was quickly coined the ‘candy-stripe’ scheme by modellers and railfans alike.

On the rear of the unit, alternating 5” white and black (continuing the black from the triangle of the Multimark) striping was applied, and strictly to the hood section. On “DRF” class units (road freight) lacking numberboards on the rear hood, a white letter panel was painted near the centre with black road numbers applied inside.

All handrail stanchions were painted red, while the handrails themselves and all grabirons around the unit were black. On 4242 and 4239 the handrail runners up the access stairs of the units were red below the frame, and black above it. Later for safety reasons these runners were simply re-painted white, and all additional locomotives received this same treatment.

CP 4242-3

The first locomotive to be painted Action Red was MLW C-424 #4242, released from Angus shops in September 1968. Sister C-424 #4239 followed immediately after, and both powered the official CP Rail display train across Canada though October 1968. Photo courtesy cprdieselroster.

Over the course of the action red era, many of these features changed. Not only the position of the CP Rail, but Multimark sizes, striping thickness and application, rear number panel colours all changed. Finally, the Multimark was dropped in 1987, and action red was abandoned altogether in 1993; replaced by the deeper SOO Line instituted ‘System Red’ and the unimaginative dual-flag CP Rail System logo. By 1996, CP came to their senses and renamed the railway back to Canadian Pacific, and resurrected a new golden beaver shield. You can say what you want about the application of this scheme, but few would argue that Canadian Pacific currently has the classiest railroad logo in the industry.

Part two continues here: The Action Red Era (Part 2) – Locomotive Paint Scheme Variations

 

B&O F-Units in Twilight

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Part 3 of That ’70s Rent-a-Wreck Fleet

Introduction was: That ’70s Rent-a-Wreck Fleet
Part 2 was: The Saga of the Bellequip Geeps

By the time Canadian Pacific had fully dieselized their system in the early spring of 1960, a recession had hit the North American markets. Additionally, the CPR was realizing all the efficiencies that a 100% diesel roster provided, and was beginning to unlock their fleet’s full potential. These factors caused the CPR to cancelled purchase orders with General Motors Diesel for more GP9 and SW1200RS locos which were scheduled for delivery later in 1960-61, and it doomed all remaining stored steam power for good. It also created a stable four-year period between 1960-64 for the CPR’s motive power needs, where they rostered sufficient locomotives to meet all traffic demands. From 1964 right up to the present day, the Canadian Pacific Railway would never again have such a time.

B&O 4517 at Soo 18March73

A great illustration of what a colourful time the 1970s were for CP Rail. Here we see script-lettered GP9 8676 coupled with B&O F7A 4517 (one of few leasers to wear the early ’60s *Sunburst* scheme) as they assemble freight #912 at S.S.Marie ON on 18 March 1973. (Ted Ellis photo)

Over the winter of 1964 the CPR entered the wonderful world of locomotive leasing. Forced into it by a sharp traffic upturn, their short-term solution was to lease several A-B-A sets of Union Pacific Alco-built FA-1 and FB-1 locomotives. These 1600hp cab units were early diesels built after the war in the late 1940s, and they were never a favourite of the UP who tended to run them hard with deferred maintenance. In fact the UP had tied-up this fleet earlier in 1963, and then re-activated them specifically for the CPR to lease. When they were returned later in 1964, the UP promptly retired them all and used them for trade-in for credits on new EMD locomotives. They literally ran their last miles over the CPR.

After dipping their toes into leasing with the cantankerous UP FA-1/FB-1 fleet, Canadian Pacific refined their rental practices throughout the late 1960s into a useful and effective strategy. Future leases included diesels from such diverse owners as the Bessemer and Lake Erie, Boston and Maine, Bangor and Aroostock, and the Chicago Great Western. All of these leasers proved to be of much greater reliability, and held a number of assignments over this time. Though they operated mainly in the CP Eastern Region, it was not unheard of for leasers to reach as far west as Calgary. Leasing numbers were highest over the winter months when traffic levels hit their peak, and coincidentally when CP’s own locomotive reliability stats suffered from the legendary cold Canadian climate.

Locomotive leasing really peaked in the early 1970s, as CP Rail began running robot coal trains to the new Roberts Bank Superport, and the Canadian government had inked large grain export contracts with both the Soviet Union and China. By January 1972, CP Rail already had over 75 leased units in service, primarily from locomotive leasing pioneer Precision National Corp. But by February the motive power crunch hit a critical point, and CP was forced to take anything that was available. Enter the Baltimore & Ohio F-unit lease fleet.

B&O 4487

Travelling between Sudbury and Smiths Falls over the Chalk River line, B&O 4487 leads GP9 8493, M-636 4731 and FA-1 4015 on train #974 through Carleton Place ON on 27 February 1973. This photo helps illustrate two points; that B&O F7As could and did lead while leased to the CPR, and that the motive power bureau wasn’t too picky about diesel arrangements when lashing locomotives together during the 1970s. (Bruce Chapman photo)

The once mighty B&O F-unit fleet had become a shadow of its former self by the early 1970s. Back in the day they were a staple of mainline operations, featuring 155 F7A and 104 F7B units. There were also older F3 models (some upgraded to F7 standards) along with second-hand F7’s purchased from the Bessemer & Lake Erie, and a number of 7000-series F7A’s transferred from the Chesapeake & Ohio (C&O had acquired controlling interest in the B&O in 1962). However by 1972 the B&O F7-fleet was significantly diminished through attrition, and were being used as trade-in bate towards new EMD GP38 and GP40 locomotives. The surviving F-units were holding down secondary freight and local coal mine shunting assignments. To put it bluntly, they were in rough shape.

B&O 5529

Entering its second winter season on lease to CP Rail, venerable B&O F7B 5529 is seen here sandwiched between sister B&O F7A 4587 and CP C-424 4243 at Smiths Falls ON on 26Dec72. (Bruce Chapman photo)

The B&O began transferring the F-units from Detroit MI on 08 February 1972, and all the leasers were initially inspected at CP’s Windsor Yard before entering service. In a foreshadowing of their decayed state of maintenance, five of the first leaser locomotives to arrive were judged to be mechanically unsound and were returned to the B&O. Another five units would arrive later to comply with the lease contract. (See roster below for details.)

The CPR was in such desperate shape for power that the first three units accepted for lease (F7A 4622 & 4646, F7B 5498) were almost immediately placed on local manifest freight #74, and left Windsor ON for CP’s Agincourt Yard in Toronto on February 10th, 1972. After arrival the trio were promptly placed on train #955 to travel north up the MacTier Sub to Sudbury ON, and eventually wound up in Chapleau ON the following day.

Ultimately a total of 28 F7A, F7B and even a pair of FP7 diesels would be leased to the CPR over the 1972 traffic crunch. Most wore the spartan post-B&O/C&O merger Enchantment Blue scheme, but at least two F7A locos (4487 & 4499) and an F7B (5477) were still sporting the classic late-50s B&O double blue / yellow pinstripe scheme. Another trio of F7A units (4517, 4622 and 4645) wore the remains of B&O’s famous, albeit short-lived early 1960s ‘Sunburst’ scheme, though all their noses had been repainted and lost their attractive sun rays in the process. As if that wasn’t enough variety, all the 7000-series F7A locos transferred from parent Chesapeake & Ohio were wearing hastily patched C&O paint in various states of degradation.

B&O 7054

The former identity of B&O F7A 7054 is hard to miss as she leads CP RS-3 8431 and SW1200RS 8161 on an eastbound at Smiths Falls ON on 18 February 1972. All the B&O’s ex-C&O cab units on lease to CP were in various states of paint decay as such. (Bruce Chapman photo)

As one would expect, this combination of B&O paint variations coupled with CP’s own radical corporate image change, plus the riot of colours available in the leased ‘rent-a-wreck’ fleet, resulted in a particularly vibrant period of CPR motive power lash-ups. Possibly the wildest incident involving B&O leasers (recounted by a credible source) was of a CPR employee (and closet railfan) who proceeded to chase northbound train 955 from Toronto up the MacTier Sub into a blinding snowstorm. The reason? On the point was a perfect A-B-A consist of B&O 4487, 5477 and 4499, all adorned in the old late-’50s double blue / yellow pinstripe scheme.

B&O_5498_Nairn

B&O 5498 is the trailing unit on train #911 at Nairn ON on the WRMRC’s CP Sudbury Division layout. Model was completed by the author from a powered Intermountain F7B, with Polyscale paints and Microscale decals. The unique B&O spark arrestors were scratchbuilt from styrene.

Whether it came down to duct-tape, bailing wire and ball-peen hammers to keep these weary beasts rolling, the CPR shop crews faithfully maintained these F-units until the initial lease ended in August of 1972. But only four short months later a number of these original leased units would return again, along with a few new numbers, to help out with the ’72-’73 winter season. All B&O F-units went off lease and were returned to home rails by the end of April 1973.

However it would not be the end of spotting leased ‘Chessie’ power on the CPR, as they and successor Chessie System (the official merger of B&O / C&O and Western Maryland) seemed to have forged a rental relationship that resulted in leased C&O GP30 and GP35 units operating through 1979-1980, and again between 1984-1989 with B&O GP38 and GP40 locos. But as Canadian Pacific began amassing their own large fleet of SD40-2 locomotives throughout the 1970s, that signalled the end of a particularly evocative and polychromatic era of locomotive leasing, and the B&O F’s were operating right in the middle of it all.

On a final note, the Baltimore & Ohio F-unit rental experience did somewhat emulate the Union Pacific’s FA-/FB-1 fleet from almost a decade earlier, as many of these F’s were placed into storage after their return to home rails. A good number also soldiered on for a while, but eventually all would be used for trade-in credits towards new Chessie System GP38-2 and GP40-2 diesels from General Motors. Just as before, there were rent-a-wrecks operating their last revenue miles on the CPR.

 

All-time Roster of B&O F-Units Leased to CP Rail Between 1972-73

Road No. Model Paint Scheme Notes
4472 F3A B&O Solid blue Replacement unit from B&O – Feb 72
4477 F7A B&O Solid blue Failed inspection & returned – Feb 72
4487 F7A ’50s Double blue
4499 F7A ’50s Double blue
4502 F7A B&O Solid blue
4503 F7A B&O Solid blue Replacement unit from B&O – Feb 72
4517 F7A B&O ‘Sunburst’
4575 F7A B&O Solid blue
4576 F7A Not confirmed
4577 F7A B&O Solid blue
4580 F7A B&O Solid blue
4586 F7A B&O Solid blue
4587 F7A B&O Solid blue
4589 F7A B&O Solid blue Replacement unit from B&O – Feb 72
4622 F7A B&O ‘Sunburst’
4630 F7A B&O Solid blue Failed inspection & returned – Feb 72
4645 F7A B&O ‘Sunburst’ ex-B&LE acquired 1962
4646 F7A B&O Solid blue ex-B&LE acquired 1962
4648 F7A B&O Solid blue ex-B&LE acquired 1962
5420 F7B B&O Solid blue
5424 F7B Not confirmed
5429 F7B B&O Solid blue
5447 F7B B&O Solid blue Replacement unit from B&O – Feb 72
5448 F7B B&O Solid blue
5477 F7B ’50s Double blue
5495 F7B B&O Solid blue Failed inspection & returned – Feb 72
5498 F7B B&O Solid blue
5515 F7B B&O Solid blue
5529 F7B B&O Solid blue ex-B&LE acquired 1962
5533 F7B B&O Solid blue Failed inspection & returned – Feb 72 / ex-B&LE acquired 1962
7039 F7A Patched C&O ex-C&O, transferred to B&O 1962
7052 F7A Patched C&O Failed inspection & returned – Feb 72 / ex-C&O, transferred to B&O 1962
7054 F7A Patched C&O ex-C&O, transferred to B&O 1962
7081 F7A Patched C&O ex-C&O, transferred to B&O 1962
8009 FP7 B&O Solid blue
8011 FP7 B&O Solid blue Replacement unit from B&O – Feb 72
Additional notes:-
  1. Units were leased Feb 1972 to July 1972, and from Dec 1972 to April 1973.
  2. All units received by CP at Windsor ON via C&O’s Rougemere Yard / Detroit MI.
  3. Initially 28 units were listed by Extra2200South magazine – March 1972.
  4. The fleet was down to 10 units by end of Feb ’73 (X2200S, no numbers listed).
  5. All returned by May 1973, a number were stored after return. All retired by parent Chessie System by 1975.

References: Extra2200South, Bruce Chapman, Bruce Mercer and Greg McDonnell.

 

The Saga of the Bellequip Geeps

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Part 2 of That ’70s Rent-a-Wreck Fleet

The story begins in the early 1950s, as Iron Ore of Canada was nearing completion of their Quebec North Shore & Labrador Railway between Sept-Iles and Schefferville QC. This was a massive project, with a mainline consisting of two full operating subdivisions running a total length of 357 miles (over 200 of which were inside Labrador), and all of it located in the harsh and desolate landscape of Labrador and the Quebec north shore. The railway was completely isolated from the North American rail network, requiring all their locomotives and rolling stock to be shipped by lake freighters down the St. Lawrence River to Sept-Iles QC. The QNS&L locomotive roster began with a fleet of GMD-London built ‘Geeps’, specifically 24 model GP7 units (road numbers 100 to 123), and 54 model GP9 locos (road numbers 124 to 177), all delivered between 1953 and 1960.

BQ_118b

Bellequip #118 (ex-QNSL GMD GP7 – blt 1953) sporting neatly patched CP Rail-style Helvetica bold/italic font at Smiths Fall ON on 20 Oct 1971. Bruce Chapman photo.

On an interesting side-note, the paint scheme the QNS&L selected their new diesels to wear came straight from the EMD styling design scrapbook. While that in itself is not unusual (several railroads chose GM designed schemes) they selected the same one chosen by the New York, Ontario & Western RR over a decade earlier. For anyone unfamiliar with the NYO&W, they operated through the Catskill mountains of New York state while avoiding any sizable towns along the way; and thus unsurprisingly became bankrupt during the 1930s, and fully liquidated by 1957. The ‘O&W’ dieselized early hoping the cost savings could help their railroad, and as a result they never rostered anything newer than their final 1948 purchase of a couple of F3A/B sets. So for any NYO&W fans who might be reading this, if you ever wondered what an ‘O&W’ Geep would look like, you should check out old photos of QNS&L GP7/9s.

PNC_177

PNC 177 (ex-Bellequip, nee-QNSL 177) was the last GP9 received by the Quebec North Shore & Labrador Rly in May 1960. It is seen here by the Medicine Hat AB roundhouse along with CP GP7 8421 on 18 May 1974. Bruce Chapman photo.

Actually the QNS&L was not the only Canadian railway to select a GM pre-designed diesel scheme worn by a US railroad. The Algoma Central selected the Delaware Lackawanna & Western (Lackawanna Road) passenger scheme for their locomotive fleet. But unlike the ACR who kept their Lackawanna colours until the end, the QNS&L dropped their attractive NYO&W colours for a bland dip gray with yellow end-stripes scheme in the mid ‘60s.

PNC_108

PNC GP7 #108 (ex-Bellequip, nee-QNSL 108) is an example of the QNS&L’s 1960s repaint dip-gray scheme. CP Rail’s patching efforts on these was never pretty. Unit is seen at Alyth yard (Calgary AB) on 12 May 1973. Bruce Chapman photo

The Quebec, North Shore & Labrador is hard on its locomotives. After all they are an isolated railway that operates heavy ore trains over rugged terrain through extreme weather conditions. So the QNSL Geep-fleet started to be retired early, once the company began purchasing large numbers of SD40/SD40-2 locomotives to replace them.

Initially the QNS&L sold 17 GP7 units and 14 GP9 units to Canadian Bellequip Ltd of Montreal in September 1971. If you had never heard of Bellequip, you are not alone. They were a short-lived Canadian locomotive leasing company who only lasted between 1971-72. The rumour back then among CP employees was that Bellequip was started by some CP directors to see if leasing locomotives made money, but this was never confirmed.

PNC118_Alyth_9Sept1975

PNC 118 with more hastily patched lettering (see photo of Belllequip 118 above) is seen here stored at Alyth yard (Calgary AB) on 09 Sept 1975. Photographer unknown

All ex-QNSL Geeps were loaded onto lake freighters for their one-way trip to Montreal, and of these most were immediately leased to the perennially powershort CPR. Once they arrived on CP property they were all cycled through St Luc shops, where their QNS&L markings were removed and replaced with ‘Bellequip’ lettering and road numbers in a black Helvetica bold/italic lettering font, the same used by then new CP Rail. While the dip gray ‘60s repaints did not look so great with the patched Bellequip lettering, the units still wearing the original NYO&W-inspired scheme seemed to be treated better, as most were carefully patched to mesh with their original paint jobs.

On February 29, 1972, established US locomotive dealer Precision National Corp purchased the entire fledgling Bellequip locomotive fleet, and these Geeps changed hands yet again. As before they were cycled through the CPR’s shops, but this time more brutally patched with new PNC lettering. In June 1972 a further 3 GP7’s and 17 GP9’s were sold to PNC with some leased to CP and 15 to CN. Eventually the 15 units leased to CN also wound up on CP Rail by November of 1972.

PNC122_Squamish BC 4-26-75

PNC 122 at Squamish BC on 26 April 1975. The 122 was one of a few ex-QNSLs be leased short-term by the British Columbia Rly in 1975. Photographer unknown

For the record, the 24 original Bellequip units on CP Rail (as of 01Nov71) were ex-QNSL – BQ (Bellequip) #’s:- 100 104 108 110 111 112 113 114 118 121 122 123 124 126 127 130 135 142 148 150 152 158 162 166.

By January 1973, when the CN leased units were added to the now PNC (ex-BQ) fleet, the 36 ex-QNSL units on CP Rail were #’s:- 100 104 108 110 111 112 113 114 116 118 120 121 122 123 124 126 127 130 132 135 137 138 142 143 144 145 148 150 152 158 162 164 166 170 171 177.

There is some discrepancy to whether QNSL GP7 #117 was ever within the PNC fleet. Bruce Chapman records it was leased in June 1974 (from his personal records when working for CP’s power bureau at the time) but this was never listed in a published all-time list in Extra2200South. This also would incorrectly put 46 PNC geeps on lease to CP Rail between 1973-74 when records only show 45. It is possible that the 117 was planned to be part of the fleet, but ended up becoming a parts source instead.

PNC3419_SmithsFalls_04Mar72

PNC GP10 #3419, a full Paducah Geep rebuild by Illinois Central Gulf for Precision National, rests in the back tracks at Smiths Falls ON on 04 March 1972 – Bruce Chapman photo

PNC’s other non-QNSL leased units on the property were GP7s 969, 970 and 971 (ex-Detroit, Toledo & Ironton), GP7s 1505, 1506 & 1507 (ex-Florida East Coast) along with GP10s 3419, 3445 and 3634. These final three were ICG Paducah-shops rebuild units that were refurbished specifically for Precision National, and they wore the full PNC green/yellow paint scheme.

Following the QNS&L’s lead, by 1975 the CPR had purchased over 200 new SD40-2 locomotives from GMD of London. With all these new units, an economical slowdown, and decreased grain shipments to the USSR and China; they began to return all their leased units. CP Rail also retired a large number of older units over 1975, including the entire fleet of CLC and Baldwin built units, in addition to storing all MLW FA- and FB- locos, and a good number of RS-3 and -10 diesels.

cnw4352

Chicago & North Western #4352 at Oelwein IA in 1976. Unit was ex-PNC, exx-BQ, nee-QNSL 145 (GMD GP9 blt 1955). Jim Sands photo

By April 1975 all the PNC units went off-lease and were either stored at St Luc or Alyth yards, or returned to Precision National. Several of the tied-up ex-QNSL units went on a short-term lease on the British Columbia Railway for a few months in 1975. After they all returned from lease, PNC sold most of these units to the C&NW and ICG. Many of these units went on to various regional and shortline railroads in the US through the 1990s and 2000s. In fact there are still a handful of ICG-rebuilt GP10s of QNS&L heritage still active as industrial switchers. So the saga of the Bellequip Geeps has yet to finish completely.

Part 3: B&O F-Units in Twilight

 

Old Soldiers

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CP_8448

CP # 8448 leads the Espanola Turn through Nairn Ont. in the summer of 1973. In reality; this is a Van Hobbies brass model rebuilt with a Kato RS-3 drive. It is equipped with an ESU LokSound decoder with a 12-cylinder 244 diesel sound file.

Years after most other major North American railways purged their rosters of 244-powered ALCO diesels, CP Rail continued to employ a good-sized fleet of them throughout the ‘70s. Mainly due to chronic motive power shortages, and maybe a little by their corporate desire to milk locomotives for every mile they could to ensure their return on investment; the CPR would continue to operate 244-powered units until 1982.

In this light we find a pair of old soldiers in charge of the Espanola Turn on the CP Webbwood Sub, continuing to battle friction and gravity in defiance of the scrapper’s torch.

CP #8448, built by MLW in 1954, is noteworthy for being the second-last RS-3 to wear maroon and gray paint. She would eventually receive a new coat of Action Red in 1975, only to be retired the following year due to a major mechanical failure.

RS-10 #8464 fared a little better. Rolling out of MLW later the same year as sister #8448, she would persevere to the end of the decade. It should be noted that regardless of the differences in exterior appearance, the RS-10 is mechanically the same as an RS-3.

The model 244-diesel prime mover may have been plagued with reliability issues and earned a notorious reputation as a maintenance hog, but they endure at the time-warp known at the WRMRC – CP Sudbury Division layout. Here the 1970s never ended, and the burbling sounds of 244 diesels continue to echo throughout the Sudbury Basin.

That ’70s Rent-A-Wreck Fleet

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Leased B&O F7A #4487 shares company with a CP RS-18 by the roundhouse at Quebec St Yard in London ON on an April morning in 1972 – John Brown Photo

Since our club’s layout models the CP Rail Sudbury Division in the 1970s, you might come to the conclusion that all the WRMRC’s trains would be powered by CP locomotives. Well, with the exception of the CN and INCO lines that we tie into, of course. So if you visit us for an operating session or an open house and spot a foreign road diesel (i.e. not owned by the railroad on which it is running) you may wonder, “What’s up with that? Are they goofing around? Are they pooling with other railways?”

Well, our gang does its share of goofing around; model railroading is supposed to be fun after all. But we try to minimize silliness on public tours.

Locomotive pooling, defined as competing railroads sharing their diesels for seamless operation between properties, had been going on in the US since the 1960s. The pioneers of power pooling were the NYC + CB&Q, and the Pennsy + UP who started the practice to get their hot freight though Chicago without taking days to interchange. But power pooling was not common in Canada until more recent times, mainly due to the fact that our nation’s two major railways were already transcons who didn’t need to share power, and free trade with the US was many years in the future yet.

However, in the years since the CPR retired their last steam engines in the late ’50s, they have experienced traffic peaks that outstripped their motive power capacity. Sometimes these peaks lasted for many years. That’s when Canadian Pacific needed to beg, borrow, and – in some cases – steal.

Welcome to the world of motive power shortages and locomotive leasing.

The CPR was leasing for most of the ’70s, but the height of it occurred in the first half of the decade. This was due to a motive power shortage stemming from the late 1960s when the Canadian government inked large contracts to export grain to the USSR and China. Additionally, Canadian Pacific began operating long unit coal trains to the newly opened Roberts Bank Superport in BC. Finally, the first generation of diesels (those that directly replaced steam) were getting tired and in need of rebuild, or outright retirement and replacement. This combination of events created a chronic locomotive shortage for CP Rail that lasted well into the mid ’70s. At its peak between 1972-73, the CPR had over 100 locomotives on lease.

CP4047_BO4517_BLE725A_London_27Mar73

A great example of the CPR rainbow lease fleet of the early ’70s, CP FA-2 #4047 leads B&O F7A #4517 and B&LE F7A #725A on a westbound freight through Quebec St Yard in London ON on 27 April 1973 – photographer unknown

As one could imagine, leasing over a hundred locomotives from multiple sources created a serious rainbow fleet. All those colours were mixing with the CPR’s own diesels which, by the way, was going through a corporate image change itself. If anyone wonders why the WRMRC chose such a seemingly unusual modelling era like the ’70s, this was an attractive reason for choosing it.

This rainbow leasing fleet offers a bumper crop of ‘Rent-A-Wrecks’ for us to model. And yes, many of them really were wrecks. The fleet of B&O F-units leased from parent Chessie System between 1972-73 provides a good example. Chessie had these classic cab units in storage prior to leasing. A number of them never made it past Windsor because the CPR judged them to be unroadworthy and sent them back to Detroit. Of the 20 or so that were leased, many were promptly scrapped by Chessie after being returned. They were literally running their last miles on the CPR.

If direct leasing wasn’t enough, the CPR was also known to… umm… “borrow” power. CP Rail did operate a pair of pooled freight trains between Toronto, ON and Buffalo, NY in partnership with the TH&B and Penn Central known as ‘The Kinnear’. During the dark days of the Penn Central era, the TH&B and PC power that lingered around Agincourt Yard over the weekends could end up on any turn jobs out of Toronto, so long as the units were returned by Sunday night. Borrowing TH&B power like this was OK, given the fact that TH&B was partially owned by the CPR. But Penn Central diesels? The bankrupt PC was in such disarray they never checked the odometers of their units to notice the added mileage. It was not until Conrail took over that anyone looked and began billing the CPR for the added mileage. The practice stopped soon after.

The upshot for us is that a Saturday #955 could show up in Sudbury with pooled PC and TH&B locomotives during those times. Train 955 “the MacTier Bullet” (employee sarcasm) was a turn job running from Toronto to Sudbury, returning back Sunday morning as a 50-series 4th class all-stops local. For that matter GO Transit locomotives (properly leased) could also show up on weekends in the later half of the decade.

Without getting into specific road numbers, the following is a list of known leased or pooled locomotives that could be spotted on CP Rail trains in Ontario during the 1970s:

  • 1970-71 – Chicago Great Western F7A & F7B units (owned by CNW but still in CGW colours),
  • 1970-75 – Bessemer & Lake Erie F7A & F7B units,
  • 1970-75 – Precision National ALCO RS-27 units (#901 and 902),
  • 1970-74 – Boston & Maine F7A & F7B, GP9 and RS-3 units,
  • 1970-71 – Illinois Central ALCO C-636 units,
  • 1970-71 – Bessemer & Lake Erie ALCO RSD-15 units,
  • 1970-73 – Lake Superior & Ispeming GE U23C units (winter only),
  • 1970 & 1973 – Duluth, Missabi & Iron Range SD9 units,
  • 1971-75 – Precision National / Bellequip GP7 & GP9 units (ex Quebec North Shore & Labrador),
  • 1971-75 – Bangor & Aroostock GP7, GP9 & GP38 units,
  • 1972-73 – Precision National GP7 units (ex-FEC),
  • 1972-75 – Precision National GP10 units (rebuilt ‘Paducah Geeps’),
  • 1972-73 – Baltimore & Ohio F7A & F7B units,
  • 1973-75 – Pittsburg & Lake Erie GE U28B units,
  • 1973-75 – United Railway Supply ALCO RS-3 units (#101-103 – former Reading),
  • 1976-77 – Chessie System (C&O) GP30 & GP35 units (pooled power),
  • 1978-80 – GO Transit GP40TC, GP40-2(W) & F40PH units (leased on weekends only),
  • 1978-80 – Algoma Central GP7 units,
  • 1979-80 – Chessie System (B&O/C&O) GP30 & GP35 units (leased),
  • 1979-80 – Norfolk & Western SD40 units,
  • 1970-77 – Pooled ‘Kinnear’ power (TH&B or Penn Central/Conrail units, misc. models)
PNC3419_SmithsFalls_04Mar72

PNC GP10 #3419, a full Paducah Geep rebuild by Illinois Central Gulf for Precision National, rests in the back tracks at Smiths Falls ON on 04 March 1972 – Bruce Chapman photo

Many of these individual leaser fleets have interesting stories themselves, and will be the subject of future blog posts. Stay tuned for more episodes of “That ’70s Rent-a-Wreck Fleet”.

Part 2: The Saga of the Bellequip Geeps

Part 3: B&O F-Units in Twilight

 

 

CSI (Canadian Switcher Investigation): Sudbury – Episode 7091

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In the railfan photographic archeology and forensics field, there is a dedicated group of crazies attempting to uncover the repaint dates of CP Rail diesels that operated in the Sudbury ON area during the 1970’s. These are their stories…

S-2 #7091 rests by the Sudbury roundhouse on 15 Aug 1986, only days away from official retirement and eventual sale to INCO as their #204. D. W. Hately photo from www.mountainrailway.com

Aside from our gang at the WRMRC, and the remaining local railfans who lived in the Sudbury area back in the 1970’s, few people know of the legend of CP #7091. This was one of four MLW-built S-2 switchers the CPR assigned to Sudbury yard from dieselization until the early 1980’s, all grouped in the early-7090 number series. They were all specially equipped with passenger buffers for passenger car switching (necessary for shunting cars off ‘The Dominion’ and later ‘The Canadian’ within the Sudbury terminal) so the group never strayed far from home over those decades.

The “legend” so-to-speak, was that the Sudbury shops personnel (who not only performed car repairs, rebuilding and repainting, but also local diesel running repairs and repaints) continued to repaint the 7091 in maroon and gray script well into the 1970’s, and they avoided sending the unit to Angus for any heavy repairs, knowing the unit would probably return wearing Action Red.

Over the years of collecting photos for our club archives, we quickly concluded this local legend of the 7091 was no legend. This was fact. Any 1970-75 era photos we found of the 7091 revealed a unit in relatively good looking maroon and gray script paint. For those unaware, the old scheme tended to weather poorly. So the pics were showing the Sudbury shops were indeed pampering the venerable old gal.

The plan worked for many years, but inevitably all good things must come to an end. One day a CPR big-wig from Montreal showed up at the division headquarters and, as the legend goes, saw a freshly painted maroon and gray 7091 working the west yard lead. And that was the end of that.

The investigation (and frustration) began after I first studied this photo of CP 7092 in Sudbury dated 09 August 1975.

photo CP7092_Sudbury_09Aug77_zpsa3ekkyce.jpg

Photographer unknown – Sudbury ON – 09 Aug 1975

Notice at the very right edge of the photo, coupled in front of the 7092, is a maroon & gray script painted MLW switcher which we can safely conclude is the 7091. All the other Sudbury MLW switchers were Action Red by this time, and had been for many years by then. Nothing unusual about it, or so I thought, until I reviewed some other photos in the hopes of nailing down exactly when the 7091 was repainted.

Here is a Jim Parker photo of 7091 dated October 1974.

http://www.rr-fallenflags.org/cp/cp7091jpb.jpg

Jim Parker photo – Fallen Flags website

OK it’s unquestionably Sudbury because that old white icehouse was a definitive landmark. The icehouse was razed sometime by the end of 1974, so it’s feasible this photo was taken while the structure was possibly days away from demolition. Also we have a photo labeled from 1975, so it obviously would have been in this scheme the year prior.

Now here is another photo by the Sudbury shops building with the date identified by the photographer as 05 November 1975.

photo cp7091_05Nov75_zpscij5buti.jpg

William Slim photo – from OK the PK

This is pretty late into the Action Red era. Back then, railway image was still a big deal and the CPR was aggressive in repainting things into the current image. Also, notice the scheme is getting a little worn here unlike the fresher look in that 1974 photo. So all is still well, and we can assume the 7091 lasted like this into 1976 possibly.

Now here is where the mystery begins, this shot of 7091 was posted in rrpicturearchives.net and the author wrote it was taken on Canada Day in 1977.

CP 7091 in old CP colors

Jack Smith photo – rrpicturearchives.net

Holy cow! 1977 and (never mind the colour shift in this reproduction) the paint is really fresh! Boy those guys in the Sudbury shops had guts keeping 7091 looking like this.

Problem is I eventually found that this date has to be bogus. The author probably took it on the 1st of July, but it can’t be 1977. That’s because here is a photo of the 7091 in action red candy stripes in a shot dated July 1978.

photo CP7091_Sudbury_July1978_zpsiohktrjf.jpg

Photographer unknown – Sudbury ON – July 1978

So what’s the big deal? That was 1977 and this is 1978. So it must have been painted sometime in between right?

Well no. The 5″ ‘Candy Stripe’ scheme lasted until the fall of 1976, and was then replaced by the 8″ wide-stripe scheme. So that shot of 7091 could not have been taken in 1977, since this unit wore narrow stripe paint. It had to have been repainted sometime before 1976.

The ongoing mystery here is we still do not have a definite date as to when 7091 was finally repainted into action red. However, we have found enough photographs of her online listed as 1975 to conclude it probably lasted that long.

But at least we have learned at few things:

· We are reasonably certain the repaint happened some time between late autumn 1975 and June 1976 (when CP adopted the 8” wide stripe scheme).
· The Sudbury shops did indeed keep 7091 in good shape, as the legend went.
· You can’t totally trust the internet. That should seem obvious. But even in railway modeling, try to find as many sources of information as possible.

So in conclusion our club needs two models of the 7091, one each wearing different schemes. The script unit operates in sessions representing 1970-75, and the candy stripe unit for 1976-79. No wonder prototype modeling wasn’t very common prior to the internet age. How could anyone figure this stuff out before?

And so ends another file from the WRMRC’s Sudbury:CSI team…Canadian Switcher Investigation