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One of Ron Visockis (and Our) favorite Locos was the MLW-built FPA-2
Ron shot CP 4094 in CP RAIL Action Red sitting at the St-Luc Diesel Shop in Montreal, QC on Christmas Day 1972, awaiting her next assignment. PHOTO CP 4094 RV

Bill Grandin shot VIA F9B 6653clearly showing her CP Rail heritage at Mimico (Toronto, ON), on June 23rd, 1988. PHOTO VIA 6653

Mark Paterson caughtCP SD40 5521 easing up past the station at Galt Ontario back .in 1999. Built at the GMD London plant back in 1966, this old GMD is still in operation today as CITX 3082. PHOTO CP 5521 MARK

These two SW1200RS switchers were not normally seen in Calgary, AB. They were shot at theAlyth Diesel Shop on the morning of December 9th, 2003. The photographer believes they were being given a once over before being disposed of. At this time CP was selling off many of their SW1200RS SD40-2’s and Slugs. PHOTO CP 8156 CARL

PHOTO CP 8132 CARL

The LIFE and DEATH of CPR E8A 1801

PHOTO CP 1801 WESTMOUNT

Bruce Chapman sent usthis fabulous shot by Bob Sandusky of CPR E8A 1801 on April 5th, 1958,leading Train #10 at Renfrew, Ontario. Take note of all the "Head end" Express cars! This #10, and his counterpart westbound #9, ran from Montreal to Sudbury. At Sudbury, they connected with #6 east Vancouver/Toronto and #5 west Toronto to Vancouver. #10 stopped everywhere, and it picked up money remittances from all the open station on a manned express car by a guy who carried a gun. When the train came off in September 1959, local railway agents had to go to a local bank and deposit the money in a CPR account. LBC

PHOTO CP 1801

On December 28th, 1968 CP train No. 154 with six passenger cars struck
head-end of Extra 8787 West, with two D.E. units and 44 empties, which was stopped on Main Track 10 car lengths east of the west switch at Lachevrotiere, QC (Mileage 117.6)on the Quebec Subdivision), causing damage of $107,000 and injuries to three employees and 44 passengers. Extra 8788 West arrived at the east switchLachevrotiere between 2007 and 2009, and it was theintention to pull into siding to clear No. 154,which
was due at this point at 2025. Head-end trainman wasnot able to line the switch for the siding due to iceand snow, and it was decided to cut engine off to takeFlagman westward to protect against No. 154. Flagman
was taken westward to a point two or three polelengths west of Bridge mileage 116.4 where he statesthat torpedoes and fuses were placed. The Flagmanreturned with the engine and dropped it off at West Switch,
where he intended to clear switch of snow, line it forsiding, stop No. 154 on arrival and put it intosiding. The engine returned to the train, coupled on
and moved westward on main track to a point about 10 car lengths east of the west switch and stopped at2035.No. 154 was running 21" late and approached curveat mileage 115.9 at about 65 m.p.h. Speed was reduced
to 35-40 m.p.h. east of Bridge mileage 116.4.Engineman observed the headlight of an engine and madean emergency application of the brake, but train couldnot be stopped before colliding with the head-end of CP Extra 8787 West at 2045. Just after emergencyapplication of the brake was made, Engineman andFireman observed that the aspect of the approach
signal mileage 116.6 Lachevrotier Diamond immediatelywest of west switch was at stop.The evidence indicates that neither head-end crewof No. 154 nor the head-end crew of Extra 8787 Westheard any explosions of torpedoes.The Conductor and rear Trainman, who remained inVan, were advised by radio of the arrangement to takethe Flagman out to protect against No. 154, and didnot take any action or make any protest.
Rules 291, 87, 99, 101 and 106 U.C.O.R. wereviolated. The wetjher on that day was stormy,and poor visibility, at a temperature of 10F above Zero.

Sadly, the collision was too much for the CP E8 #1801 and was retired with a bent frame. Here is a VIDEO showing the aftermath of the collision:

This additional text is from Bruce Chapman concerning CP's onlythree E-8's, (CP 1800-1801-1802), that used to run through and into Ottawa many years ago.

'I made many trips behind those three diesel locomotives, and one trip that comes to mind happened behind 1802 on January 29th, 1962.

'Train 233 was a daily passenger train leaving Montreal's Windsor Station at 0800 with six regular stops enroute to Ottawa. The train had one or two trains to meet that required taking the siding, being in the inferior direction, and arrived at Union Station (downtown) at 1035. This was a very popular train, especially with people from the business world and Members of Parliament, etc. They could leave Montreal in the morning, arrive in Ottawa, do their business and return at 1700, arriving at Montreal at 1915. There was good accommodation, with dining and parlour car service.

'On the date in question, I was the conductor with Armand Richer the engineer. We had a five-car train consisting of baggage car 4490, coaches 2287 and 2247, cafe-parlour 6672 and parlour 6664.

'The trip was uneventful until we were stopped unexpectedly by the train order signal at St. Eugene (Ontario). After making the stop at the station, we were advised by the agent that Rigaud (Quebec) had reported smoke coming from the wheel area of our engine.

'On examination, we found that the independent brake had been on enough to turn the wheels white hot. Several applications and releases of the engine brakes were made to see if they were functioning properly. A couple of times when the brakes were released, the shoes did not move free of the wheels, especially on wheel "L-6", the trailing wheel on the trailing truck on the fireman's side.

'To move the shoes free of the wheels, I used one of the section men’s snow shovels to hit the brake shoe, When some of the snow that was on the shovel struck the hot wheel, it started to sizzle. After we assured ourselves that the brakes were operating properly, we departed St. Eugene several minutes late. This was of particular concern to the passengers, especially those Members of Parliament who had to be in the House for 1100 and the business people who had appointments.

'On this particular morning, the weather was sunny and very cold. It was also aMonday. After passing Navan (Ontario), and travelling about as fast as the 1802 could turn a wheel, along about mileage 78 or 79 (M&O Subdivision), there was an emergency application of the brakes. Before we got stopped at mileage 81, we had travelled approximately two miles around a long left-hand curve and over the angle crossing just east of Blackburn siding. After coming to a stop and making an inspection, we found about a third of the wheel, "L-6" on the 1802 was broken and the piece was missing. This, you will recall, was the same wheel we had examined at St. Eugene. When the wheel had broken, the piece apparently flew up and broke the train line on the baggage car and caused the emergency application of the brakes.

'The portable telephone was immediately connected to the poles and the dispatcher advised of our problems. Arrangements were made to transfer the passengers to Ottawa by taxis and bus,. Another engine and the shop staff from Ottawa West were brought out to move the 1802 into the siding at Blackburn and take our train into the station.

'In order to move the 1802, a tie was placed on top of the rail and the broken part of the wheel rested on the tie and the engine was "skidded" into the siding. After we had left Blackburn, the skidding process was continued all the way over to the Ottawa West shops. This was a long slow operation that lasted until late into the evening. I was told that by the time they reached the shops, there was only the hub of the wheel left!

'Our train finally arrived in Ottawa, sans passengers, at 1330. There, we were advised by the Superintendent how lucky we were that we didn't take the ditch. The section men had examined the track and found several broken rails starting at mileage 78 and at least three were sticking up in the air in such a fashion that it was unbelievable how the train was able to pass over them. This is one time that were fortunate to have a unit with a six-wheel truck and the trailing pair of wheels. If it had been a four-wheel truck, we would no doubt have ended up over in Le Mer Bleu.

'Of course, at the ensuing inevitable investigation, it came out that the crew was shoveling snow on the wheel to cool it off. When it was explained exactly what had happened, the matter was dropped. It was also revealed that the engineers had been having problems with the independent brake slipping on, and had been booking this condition for several trips. Needless to say, this was promptly rectified.

'In closing, I found something else of note when checking my records. The engine that was sent out to haul our train into Ottawa was the 8558 (RS-10). It so happens that both of these derelicts, 8558 and 1802, ended up on the VIA engine roster. (Both have since been retired).

(BRUCE CHAPMAN) (Photos by Ron Viockis, Robert O’Shaughnessy, and Jim McCrae with thanks).

PHOTO CP 1800

PHOTO CP 1801

PHOTO CP 1802

PHOTO VIA 18oo