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Caption: So this was CN's second oddball of the day in southwestern Ontario. Once standard power on CN Laser single stack trains, and even the early double stack trains, the GP40-2W's have for the most part fallen into obscurity or yard service. 148 and 149 are known for often having eye turning power though, at least for this part of Ontario. It's no secret that CN's Homewood yard hordes a number of older EMD units, particular of GP40 variety. Sure enough, a simple RR picture archives check indicates 9584 is a Homewood based runaway that had roamed the old IC and GM&O for almost 5 years. Perhaps short of power for a higher priority Q train, it finally got the call to return to Canada on a typically light loaded 148 where 8000+ horses just isn't required. Could it have come on a more fitting train really? Running a Q train just like they used to do best. Unfortunately the IC shoppers repainted 9584 in late 2013, though in the end, it's a GP40 that's not on a local. Rare I think would be an understatement. Being in the lead is an added plus.
Unfortunately the 645 prime mover wasn't screaming, though a loud healthy Canadian tuned three chime and brass bell clanging away for the Market Street crossing up ahead sure evoked some strong memories. Doing the honours of course is 9584, and 2271 thankfully trailing. CN MOW crows had just been working on the Paris trestle, and luckily cleared out of this shot a couple minutes before. It often takes a lot for me to get my lazy self off to the Dundas Sub, but needless to say, the show that CN put on this day was more than enough.
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Great Catch bud
Very nice catch my friend. I remember when the GP40-2′s were the cream of the crop. CN used them system wide and these units were not equipped with dynamic brakes. Oh the good old days of power braking! I had 5 of these units on the old ore train 730/731 to Hamilton and back to Jane St. I am sure the crew would prefer the 2271 in the lead, nit only because its quieter, but it is equipped with dynamic brakes and would help in their train handling down into Brantford and Copetown Hill.
Thanks guys! Phil, I completely forgot about the lack of dynamic brakes. Now that you mention it, I should’ve stayed at Hamilton in case 148 left a haze behind. Probably too late in the afternoon though. I would’ve loved to experience more of what you did Phil, except being from a railfan’s perspective, perhaps a mask would be nice too.
I wonder how strapped for power CN was around Chicago for this and the 276 lashup to occur. I haven’t had this much of a reason to railfan the Dundas in three years at least.
Nice, I decided a pretty leader needs a pretty location so I was down by the river for this – just dumb luck I didn’t know it was still yet to come as I drove through.
Too bad we didn’t meet up but another day
Hey Daniel, 148′s crew would have definitely needed the “air brakes” to bring the train down Copetown Hill and probably did some “cycle” and power braking too. I actually love the smell of brake shoes..lol always have. Sadly even brake shoes have changed over the years. In the past the brake shoes were mostly metal, but now railroads use whats called a “composition” brake shoe which tend to have much less smoke than the older ones.
As for 276, I am sure the UP power was on the train from its originating location and CN may very well have been power short in Chicago and so the power ran through to Oshawa. I have a feeling, depending on what time the power got to Mac Yrd it probably turned on 397 or 385