Canadian National

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Welcome Walter 

STATION STOPS CN NEWS MOTIVE POWER SECOND HAND POWER PHOTOS 

MOTIVE POWER NEWS 

GREAT SHOT! On the CN Ste-Hyacinthe Sub on May 20th, Michael Berry shot eastbound train 120 at Longueil, 

Quebec with CN 8900, CN 2275, CN 8807, and CN 2233 with a train of 636 axles, and the skyline of downtown 

Montreal in the background. 

LAST RUN FOR CN ENGINEER, FRIEND, AND CRO CONTRIBUTOR, PHIL HALL 

Phil Hall wrote: Its a bittersweet day for me today (May 10th, 2017). I 

will make my last run as a locomotive engineer at CN after 36 years 

with the company. I am sad to know when I step off that locomotive, it 

will be my final freight train. I have wanted this job ever since I was 

just a 10 year old kid. How blessed am I to work at something that I 

truly love. Yes, I have had tragedy on the job, losing co-workers and 

trespassers that strayed too close to the tracks, but even with those low 

points I feel lucky to have been in such a unique job. I have not given up 

railroading yet as I start with VIA Rail Canada tomorrow, but those 

14,000ft and 18,000 ton freights will always be the best times of my 

railroad life. - Feeling blessed.



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While waiting for an eastbound freight to clear Georgetown. 

I stopped my train at the station where my co-worker Mike 

(he actually decorated the locomotive before I had even 

showed up to the train) and took photos of my train. LOL 

my crazy conductor Alex is totally photo bombing me from 

inside the cab!! Shot at Georgetown, Ontario. (Phil Hall). 

THE LAST RUN: My co-worker Mike Da Costa followed my train all the way from Mac Yard to Aldershot ,and 

photographed my last run. Here my train passes through Scotch Block, Ontario with perfect lighting. LOL Mike was 

actually standing on a ladder he brought with him. Thanks for recording my last freight run Mike! Its 

appreciated Shot at Scotch Block Reservoir. (Phil Hall) 

Dear Phil, 

Thank you for your long time CRO support and your kindness to the Railfan community over these many years. You 

always took the time to answer our readers questions, and help us out with fascinating photos. You are one-of-



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a-kind, and we all respect and appreciate you very much. We all wish you the best of luck with your new 

experiences still to come at VIA! Stay Safe. 

Sincerely, 

William H. Baird - CRO Managing Editor. 

Motive Power News 

CRO Contributor Aaron Star submitted the following CN NEWS photos taken during May: 

CN SD60 5481 is soaked, and getting serviced in the Fond du Lac Shop building. 

Rare IC 6200 is the last original IC SD40-2 on the CN roster, and was shot in Fond du Lac, WI in May 2017. 

Here is a CN North America paint chipping gone bad on the long hood of CN SD40u 6018.



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CN 5303 and 5313 are a set of SD40-2W's currently used in Fond du Lac, WI yard service. These displaced the WC 

SW1500's that normally worked in this service. 

CN 2271 rolled out of the Woodcrest Shop with a freshly repainted nose, front pilot, steps and new trucks after her 

front end damage was repaired. She trailed outbound on an IC bound Q train in May.



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FXE 4697 led CN A447 from the NS in Chicago to Fond du Lac, WI, shown in FDL after being removed from the 

train. 

NS 4000 (A DC to AC rebuild) led CN U771 with a train of sand empties from Chicago to Wisconsin Rapids, and 

trailed back days later. Here NS 4000 leads northbound at Lomiria, WI.



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IC 1204, an EMD SW7RM (looking like a switcher with a bad headache), trails CN A447 headed to Escanaba, MI 

where these are still used on the RCL lead job in Gladstone Yard. 

A GTW/IC geep combo is the power for L508/L515 (for the Fond du Lac Locals). On the inner track, this BNSF Gevo 

will lead 336 to Kirk Yard. These were shot at Fond du Lac in May. (These Photos were all taken by Aaron Star). 

A Stranger in town: A repainted Rocky Mountaineer scenic observation car was at Mac Yard on May 7th. The 

passenger car was moved on train 435 to Aldershot, and then moved to Oakville yard for forwarding to the VIA 

maintenance facility. The car will apparently be added to VIA #1 right behind the locomotives because it is not 

compatible with VIA cars. Special cables and air hoses will allow the locomotives to be connected to the VIA cars. 

The car will eventually end up in Calgary. (Photo by Phil Hall)



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CN LOCOMOTIVE SIGHTINGS: 

Mark Tracy shot CN 8100 looking great on the transfer table at Woodcrest Shop in Homewood, IL. 

GREAT SHOT! Adam Hook photographed a CN freight passing Iowa Northern Railway locomotives in Waterloo, 

Iowa in April 2017 . This paint scheme was also worn by the Canadian-American Railroad (CDAC).



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Destined to Montreal, Canadian National #529 is passing by the old Grand Trunk depot on a windy spring 

afternoon April 28th. Francois Jolin shot NS SD60M 6765 leading CN 529 on the Canadian National Rouses Point 

Subdivision at St-Jean-sur-Richelieu, Quebec. 

The second to last SW1200RS (CN 7304), is now officially retired from the CN Roster. However she is still active at 

the Parkdale Steel Centre in Hamilton, ON. The only SW1200RS remaining on the CN roster is CN 7311 which 

currently works at the steel transfer facility in MacMillan Yard,



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RT 110 (which is former CN SW1200RS 1394), was shot by Phil Hall a few months ago at MacMillan Yard. 

I bet my ride is way bigger than yours! My ES44AC 2876 was shot stopped at McCowans, as we waited for CN 271 

to clear, before continuing to Oshawa. (CN Engineer Phil Hall teasing us again!). WB. 

Great looking CN GP38-2 4713 is returning to the yard at Belleville, Ontario, and shot by Barry Silverthorn at 12:31



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hrs on April 27th, 2017. 

GMD-built SD70M-2 CN 8911, and (former UP, nee-CNW C40-8) CN 2124 leads a freight of autoracks through 

Hamilton West back on May 1st 2013 (Ed Creechan photo) 

CN ES44AC 2983 leads a small 15-car empty potash train, as they approach Sussex, New Brunswick on April 30th. 

Matt Landry made the decision to shoot with his 150-600 lens, at 600mm giving it a different type of view than a 

standard wedge image.



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CN SD60F LOCOCOMOTIVES: 

In March 2017, CN has retired their fleet of GMD SD60F locomotives. The final one in service was shut down and 

drained, with her remaining diesel fuel purged in March. Their age, lack of spare parts and mostly the fact that the 

SD60Fs have served CN for many years with no rebuild, or costly electrical system upgrade (like the ex-Oakway 

SD60s have had). These were the principal factors in their demise. For now, the SD60 CN 5400-series are safe, as 

are the GE C40-8Ms (and BCOL C40-8Mus). CN was the only customer for the six-axle cowl SD60F model in 

North America purchasing 60 of them, all built in the late-1980s by GMDD in two orders. In addition, four preproduction 

units were built in 1985 and externally resembled the SD50F units (all now retired), being built at the 

same time. CN SD60Fs around their system were moved DIT to Chicago during March to the companys 

Homewood locomotive shop, when the retirement was going to be official. With the SD60Fs now gone, the only full 

cowled units remaining on the roster are the 81 C40-8M locomotives, all built by General Electric in the early 

1990s for CN and BC RAIL. 

The road numbers of the SD60F units retired are as follows: CN 5500-5511, 5513, 5515-5563. (*the CN SD60 fleet is 

not affected). 

Here is sidelined CN SD60F 5560 at Centralia, IL in April. She was one of the few that got repainted at Woodcrest 

Shop, as most wore the zebra stripes proudly up till the end. 

INTERESTING CN CONSISTS: 

Eastbound NS Train 14Q on May 18th, had a pair of CN SD70M-2s. Stan Sienicki shot CN 8886 and CN 8805 with 

an interesting dimensional load in the consist at Goshen, IN.



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GREAT SHOT! On May 10th, Francois Jolin caught this very special guest coming to town; ex-Indiana Rail Road 

SD9043MAC 9008! NS 7337 leads Canadian National #L52921-10 toward Montreal, as it passes by the old Grand 

Trunk depot at St-Jean-sur-Richelieu, QC, on the CN Rouses Point Subdivision.



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CN SECOND HAND POWER 

Ex-CREX C40-8s CN 2000-2041 inclusive are former UP C40-8s purchased by CN from CREX back in 2012. All 

of them have been repainted into CN uniform. All can lead and have had radiator modifications, electrical 

upgrades. 

Ex-UP nee-CNW C40-8s CN 2100-2134 were the first group of ex-UP nee-CNW C40-8s purchased by CN in 2011. 

A small few of this group got painted in the 15 Year anniversary CN paint scheme. 

The following units are confirmed to have DPU equipment: CN 2100-2102, 2104-2106, 2108-2110, 2113-2118, 2120,



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2121, 2123, 2125, 2128-2130, 2132 and 2134. 

C40-8: 

Compiled below are the ex-UP/ex-CREX C40-8s arranged by their assigned CN number: 

NEW FORMER NUMBERS SERIAL NEW FORMER NUMBERS SERIAL 

2000:3 CREX 9023; UP 9023; CNW 8501 46085 2100:2 UP 9065; CNW 8553 46781 




















2020:3 CREX 9043; UP 9043; CNW 8521 46105 2120 UP 9085; CNW 8573 46801 















2035:2 CREX 9058; UP 9058; CNW 8536 46376 

2036:2 CREX 9059; UP 9059; CNW 8537 46377 

2037:2 CREX 9060; UP 9060; CNW 8538 46378 

2038:2 CREX 9061; UP 9061; CNW 8539 46379 

2039:2 CREX 9062; UP 9062; CNW 8540 46380 

2040:2 CREX 9063: UP 9063; CNW 8541 46381 

2041:2 CREX 9064; UP 9064; CNW 8542 46382 

C40-8W: 

Compiled below are the ex-BNSF C40-8Ws arranged by their assigned CN number. 


2098 BNSF 865; ATSF 865 46994 2167 BNSF 811; ATSF 811 46940 

2099 BNSF 866 ATSF 866 46995 2168 BNSF 813; ATSF 813 46942 











2145 BNSF 820; ATSF 820 46949 2179 BNSF 835; ATSF 835 46964



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2166 BNSF 809; ATSF 809 4693 

IC Former LMSX C40-8W STATUS: 

IC C40-8W 2458, 2461, and 2465 remain the only IC/ex-LMS Bluebird units fully painted in CN uniform to date. 

IC 2458 and 2461 were painted at the Centralia Shop in Illinois and IC 2465 was done at the Transcona Shop, in 

Winnipeg. 

The other ex-LMSX C40-8Ws are still wearing (Conrail) blue paint, and are patched "IC". After operating on CN 

and Conrail for many years in a co-leasing arrangement in the 1990s. LMSX 728-736, 738, and 739 eventually had 

their leases purchased by CN. One is off the roster. IC 2464 was retired in 2012, after being wrecked on the CSX. 

CN (ex-GMTX (ex-EMDX) SD60 STATUS: 

CN acquired 90 second-hand EMD / Oakway Leasing (3,800 hp) SD60 locomotives back in 2012. All were 

upgraded to CN specifications, repainted into CN colours, and can lead. 

They were purchased in two groups: 

CN SD60 5400-5442 (1st group) 

CN SD60 5443-5489 (2nd group). 

CN (ex-Oakway) SD60 Roster: 


5400:2 GMTX 9013; OWY 9013 867150-14 5445:2 EMDX 9002; OWY 9002 867150-03 















5415:2 GMTX 9050; OWY 9050 867150-51 5460 EMDX 9021; OWY 9021 867150-22 







5422:2 GMTX 9058; OWY 9058 867150-59 5467 EMDX 9031; OWY 9031 867150-32



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5443:2 EMDX 9000; OWY 9000 867150-01 5488 EMDX 9096; OWY 9096 867150-97 

5444:2 EMDX 9001; OWY 9001 867150-02 5489 EMDX 9098; OWY 9098 867150-99 

Oakway SD60 9041 was wrecked during the 1980s while on lease to BN. The locomotive was replaced with 

(Electro Motive Diesel Division) SD60 Demonstrator EMDX #3. 

Oakway SD60 9062 was wrecked and scrapped in the 1990s. 

LOCOS SOLD OR RETIRED 

The second to last SW1200RS (CN 7304) is now officially retired from the CN Roster, but is still active at the 

Parkdale Steel Centre in Hamilton. The only SW1200RS remaining on the roster is CN 7311, which is working at the 

steel transfer facility in MacMillan Yard, 

CN has retired their GMD SD60F locomotives off the roster. The final one in service was shut down and drained, 

with her remaining diesel fuel purged in early April. Their age and mostly the lack of spare parts was a major factor 

in their demise. CN was the only customer for the six-axle cowl SD60F model in North America purchasing 60 of 

them, and were built in the late-1980s by GMDD in two orders. In addition, four pre-production units were built in 

1985 and externally resembled the SD50F units (all now retired) being built at the same time. Several retired units 

were moving towards Chicago in early March to the companys Homewood locomotive shop. With the SD60Fs 

now gone, this will leave 81 C40-8M cowl locomotives on CNs roster, all built by General Electric in the early 

1990s. 

CN SD60Fs 5500-5511, 5513, 5515-5563. Retired in April 2017 

Two GMD-built units: CN GMD1u 1410 and CN GP9RM 7278 were sold to (NPRR) Northern Plains Railway, CN 7278 

was retired in 2013 and CN 1410 was removed from the CN roster in 2016. 

CN GP9-Slug 249 and CN HBU-4 522 were Retired between March 12, and August 12, 2015. 

CN GP9-Slug 211, and WC SW1500 1552 and 1560 were Retired in 2013 and 2012 respectively, and were "Un- 

Retired" sometime between March 12 and August 12, 2015). 

For those keeping notes: Retired CN GP9-Slug 207 and 227 were both "Un-Retired" between Aug 12, and Dec 31, 

2015. 

CN C40-8W 2191 "Retired" in October 2014 with wreck damage following the WSOR collision in Wisconsin, 

became "Unretired" in 2015 and was fully repaired and repainted at NRE Silvis, IL. She returned to service in 

January 2016). CN 2191 was reinstated into the active roster sometime between the March 12 and August 12, 2015. 

Unfortunately for us, CN reports their retirements very infrequently. 


CN NEWS 

CN TRAINS COLLIDE APRIL 29th IN MISSISSIPPI:



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Two Canadian National trains collided in Mississippi early Sunday morning (April 30th, 2017), resulting in an 

explosion and extensive delays to freight and passenger service including Amtrak's City of New Orleans.. At least 

one of the trains was carrying crude oil, which resulted in a fireball explosion according to local news station 

WLOV-TV. The incident happened near the small town of Money, Miss, approximately halfway between Jackson, 

Miss, and Memphis, Tenn along CN's former Illinois Central mainline. Approximately 10 to 12 cars derailed, 

according to local media. 

This section of Illinois Central Mainline is single track, with passing sidings along the route which is where the 

collision occurred. 

CN TRAINS COLLIDE APRIL 30th IN BRITISH COLUMBIA: 

The same day two other CN Trains Collided in British Columbia on the former BC RAIL Lillooet Subdivision at 

mileage 240.00 at 00:50 AM April 30th. Four CN crew members (2 in each train) were uninjured when CN lead 

Locomotives proceeding south at 27 MPH, put their train in emergency when they realized they were lined into the 

occupied siding at the north switch at Potter where a northbound CN train was standing. The train was traveling 20 

MPH when it collided with the standing train. Both trains were inspected by crew and found one set of wheels 

derailed on the southbound train lead unit, CN 2229. No injuries were reported and only minor damage to the 

locomotives. 

This happened the same day as the CN collision in Mississippi posted above. 

FIRE ON THE CN BUTTE SUB EAST OF MOOSE JAW SK: 

About 17:00 CST Friday May 12th, a fire was started about mile 30 Central Butte Sub setting fire to the bridge at that 

location. The bridge was fully engulfed in flames. This made the track impassable from mile 30 to Moose Jaw. 

556/557s power was in Moose Jaw during the fire. CN is detouring over CP for now with CP delivering the trains 

that normally leave Moose Jaw to Regina and there, interchanging it back to CN. Trevor Coward took these photos 

of the fire and the aftermath. Prior to the fire, the line had only 6 trains running each week. Three leaving from 

Regina to Moose Jaw (Train 557), and three leaving from Moose Jaw to Regina (Train 556). In Moose Jaw, Cargill 

has a large facility for 100 railcars and Argocorp has 40 more there are rumours of expanding. P&H get around 55 

cars every now and then. Southern Rails Coop gets anywhere from 20 to 40 a week but that depends on the harvest 

season. Therefore the line makes money. CN have stated the line will be out for a month at least, and they plan to 

rebuild the bridge. The biggest headache is that there is limited access to the bridge for trucks and highway cranes, 

and a new road to the site must be built.



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CN BUSINESS NEWS: 

Canadian National has initiated a C$2.5 billion capital program for 2017 focused on hardening its core 

infrastructure. 

"We once again are investing with a focus on advancing safety, service and productivity through infrastructure 

maintenance, strategic growth initiatives and new technology," said Luc Jobin, CN's president and chief executive 

officer. "We remain committed to investing in our business as we continue to advance our agenda of operational 

and service excellence." CN plans to invest approximately C$1.6 billion, consistent with last year's investment, on 

track infrastructure to maintain a safe and efficient network. The planned work includes the replacement of 2.2 

million rail ties and installation of more than 600 miles of new rail, plus work on bridges, branch line upgrades and 

other general track maintenance. 

The company plans to invest approximately C$400 million in 2017 to advance the implementation of PTC, the 

safety technology mandated by the United States Congress, along parts of its U.S. network. CN will install the 

hardware on approximately 3,500 route-miles and plans to invest a total of US$1.2 billion on the entire project by 

2020. 

Approximately C$500 million is expected to be spent on equipment, expansion projects and information 

technology initiatives to serve growing business, improve service for customers and advance safety. This includes 

planned growth investments to capitalize on Canadian west coast port expansions and key customer projects, and 

safety technology investments such as wayside inspection systems and track testing vehicles. Jobin added: "Our 

2017 capital program maintains a steady level of investment focused on the maintenance and integrity of our 

network. This allows us to meet the needs of our customers today and for the long run while pursuing our goal of 

being the safest railroad in North America." Statements included in this news release constitute "forward-looking 

statements" within the meaning of the United States Private Securities Litigation Reform Act of 1995 and under 

Canadian securities laws. By their nature, forward-looking statements involve risks, uncertainties and 

assumptions. The Company cautions that its assumptions may not materialize and that current economic 

conditions render such assumptions, although reasonable at the time they were made, subject to greater 

uncertainty. Forward looking statements may be identified by the use of terminology such as "believes," "expects," 

"anticipates," "assumes," "outlook," "plans," "targets," or other similar words. Forward-looking statements are not 

guarantees of future performance and involve known and unknown risks, uncertainties and other factors which 

may cause the actual results or performance of the Company to be materially different from the outlook or any 

future results or performance implied by such statements. Accordingly, readers are advised not to place undue



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reliance on forward-looking statements. Important risk factors that could affect the forward-looking statements 

include, but are not limited to, the effects of general economic and business conditions; industry competition; 

inflation, currency and interest rate fluctuations; changes in fuel prices; legislative and/or regulatory 

developments; compliance with environmental laws and regulations; actions by regulators; security threats; 

reliance on technology; trade restrictions; transportation of hazardous materials; various events which could 

disrupt operations, including natural events such as severe weather, droughts, floods and earthquakes; climate 

change; labor negotiations and disruptions; environmental claims; uncertainties of investigations, proceedings or 

other types of claims and litigation; risks and liabilities arising from derailments; and other risks detailed from 

time to time in reports filed by CN with securities regulators in Canada and the United States. Reference should be 

made to Management's Discussion and Analysis in CN's annual and interim reports, Annual Information Form and 

Form 40-F, filed with Canadian and U.S. securities regulators and available on CN's website, for a description of 

major risk factors. Forward-looking statements reflect information as of the date on which they are made. CN 

assumes no obligation to update or revise forward-looking statements to reflect future events, changes in 

circumstances, or changes in beliefs, unless required by applicable securities laws. In the event CN does update any 

forward-looking statement, no inference should be made that CN will make additional updates with respect to that 

statement, related matters, or any other forward-looking statement. CN is a true backbone of the economy, 

transporting more than C$250 billion worth of goods annually for a wide range of business sectors, ranging from 

resource products to manufactured products to consumer goods, across a rail network of approximately 20,000 

route-miles spanning Canada and mid-America. 

Canadian National Railway Company, along with its operating railway subsidiaries serves the cities and ports 

of Vancouver, Prince Rupert, B.C., Montreal, Halifax, New Orleans, and Mobile, Ala., and the metropolitan 

areas of Toronto, Edmonton, Winnipeg, Calgary, Chicago, Memphis, Detroit, Duluth,Minn,Superior,Wisconsin 

and Jackson, Miss., with connections to all points in North America. 


CN PHOTOS 

Dean R. Brown caught train A42131 15 with CN SD75I 5657, CN SD70M-2 8801, CN/IC Dash 9-44CW 2705 rolling 

through St. Catharine's, ON, rolling over the CN Grimsby Sub, on May 15, 2017. 

On May 5th, 2017 CN ES44AC 2949 is the tail end DPU, on CN106 East arriving at Kamloops North Yard.



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On May 6th, Mark Tracy took these shots of GE C40-8's getting minor repairs at the CN Woodcrest Shop.



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At the NS yard in Bellevue, Ohio in May 6th, Sam Sponsellor shot CN C40-8 2020 after recent fire repairs. (Note 

that the long hood has been repainted, but not yet lettered). 

Trailing behind CN 2020 was dead-in-tow Birmingham Southern SW1001 219. The switcher was built by EMD back 

in 1973.



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From standing on the road bridge over the NS yard, Richard Roberts caught the same consist as the road power 

from NS 14Q (after just yarded their train), is seen backing into the loco service tracks at Bellevue Yard. 

CN 2297 and 2401 lead a special #X307 Wind Mill train through Belleville, ON April 20th, 2017



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Side-by-side at the VIA station in Belleville ON, CN 3113 and CN 5664 are departing WB on April 20th, as they pass 

CN 2889 waiting in the siding. 

On April 9th, Ron Visockis caught two fairly clean units (CN 8846 and CN 2028), leading #369 at Belleville, ON.



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On April 17th, Ron clicked CN 2588, BCOL 4614, and CN 2560 expediting train #149 at Belleville, ON. 

With a train destined for St. Thomas, Ontario on the Talbot Spur, CN 7068, 4777, and 4784 make a nice all GMD 

consist on April 22, 2017. Chad Smith shot this interesting CN lashup as it departed the yard in London, Ontario.



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CN 148 at Woodstock, Ontario with CN 2937 and CN 8836 on April 22, 2017. 

Dean R Brown caught L53131 27 with BCOL C40-8Mu 4606 solo at Fort Erie, ON April 27, 2017.



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CN VIGNETTES 

Sponsored by 

Ten wheeler CNR 1322 is running as an extra in a nice branch line scene from 1955, at Collingwood, Ont. Note the 

unusual water column. She is ex-CNoR 1322, the last H-6-c (1278-1322 45 engines) MLW 48318 1910. Renumbered 

1531 2nd 3/1958. Note too, CN 51452 as a water tender in work train service. (Jim Parker photo)



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Fairbanks Morse C-Liners somewhere on the Central Vermont, Al Chione dupe, Photo by Elliott Steward, from 

Craig Sturgeon's collection. 

I remember this day very well. My Dad, Bill Grandin, Jim Parker and I as a boy all went down to see this old Alco 

and take pictures of it. (I climbed all over it) CN S2 7988 was displayed near the port in Toronto, soon after my 

birthday April 10th, 1976. It was the same year of the Olympic's in Montreal and the all the Bicentennial painted 

locomotives in the USA. Riding on Blunt trucks CN S2 7988 was from number series CN 7975-7994, renumbered to 

8142-8161; all were retired by 1975. This unit was one of the first switchers built by Montreal Locomotive Works in 

1949. This was an early as-delivered CN paint scheme. CN's S2's were retired very early compared to CP Alco's, but 

sadly she was cut up for scrap in 1988.



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Downtown Montreal 1964 as a GE Steeplecab exits the Mount Royal tunnel into Central station. 

CN Mimico Yard in 1954 Looking west (Bill Thompson photo)



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Your Editor's old haunt during the late 1980's; CN Wellington Tower in Montreal. Here, CN S4 8042 shuffles 

passenger cars in and out of Central Station to the yard in Point St-Charles. From the series 8450-8498, all retired; 

some were converted to 'slugs' for use in hump-power sets. 

CN S13 8516 in service in Montreal working the double tracked Taschereau Hump. This powerful set pushed huge 

cuts of cars up the hump for many years; until the CN GP38-2's replaced them in the mid 80's. The 'slugs' in the 

middle possibly built from retired S3's and S4's.



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Here's one of Ed Creechan's older shots taken in the late-1980's at Hamilton's Stuart St. yard and catching a pair of 

"Sweeps CN 7103 and 7104. A modeller's scratch-building delight!. It was very rare to catch two working coupled 

together Ed! (WB) 

DELIVERED WITH PRIDE! 

The Duluth, Winnipeg and Pacific Railway (DW&P) began as a remote logging operation based near Virginia, 

Minnesota, located some 70 miles northwest of Duluth. What was known as the Duluth, Virginia & Rainy Lake 

Railway (DV&RL) was privately-funded by two businessmen and had barely gotten underway before it was 

purchased by the Canadian Northern Railway, a future component of the Canadian National. The new owners eyed 

the DV&RL for several reasons, but was largely interested in utilizing it as a stepping stone to reach Duluth. 

Beyond this port city lay a coveted through connection to Chicago, the railroad capital of America. The DW&P, or 

simply the "Peg," earned respectable profits until the Great Depression when times were tough. However, after 

World War II it blossomed into a true money-maker as a bridge route for the parent Canadian National between 

Fort Frances, Ontario and points throughout the Upper Midwest. While the Peg disappeared in 1991 following a 

corporate shakeup in CN's American holdings its corridor remains a vital segment of the Class I's transcontinental 

network today, now comprising the western segment of its main line into Chicago. The Winnipeg & Pacific



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Railway's history is tied to three primary events; the discovery of vast natural iron ore deposits in the Vermilion 

and Mesabi Range, tapping Minnesota's northern timber tracts, and the Canadian Northern's interest in reaching 

the United States' Midwestern territory. But first, Minnesota's northeastern region needed improved 

transportation. That finally came with the Lake Superior & Mississippi Railroad's (LS&M) completion, a system 

originally created after the Nebraska & Lake Superior Railroad was renamed on March 8, 1861. According to Lester 

Burrell Shippee's article, "The First Railroad Between The Mississippi And Lake Superior" from the September, 

1918 issue of "The Mississippi Valley Historical Review" (Volume 5, Number 2), the LS&M opened in 1871 between 

Duluth and St. Paul (155 miles), envisioned to handle agriculture and grain traffic. It was followed by the Duluth & 

Iron Range on July 31, 1884, linking Agate Bay (Two Harbors) and a location known as Tower (68 miles) to serve 

the natural iron ore deposits of the Vermilion Range. 

The D&IR's completion was followed by its future partner, the Duluth, Missabe & Northern Railroad in October of 

1892 when it launched service within the nearby Mesabi Range between Stoney Brook Junction (near Duluth) 

and Mountain Iron. All of these new railroads allowed loggers to begin constructing their own railroads in tapping 

northern Minnesota's vast white pine tracts and economically ship the finished lumber to market. According to 

Jon Severson's book, "Delivered With Pride: A Pictorial History Of The Duluth, Winnipeg & Pacific Railroad," 

loggers Wirt Cook and William O'Brien, formed the Duluth, Virginia & Rainy Lake Railway on July 30, 1901 to serve 

their new sawmill at Silver Lake, near the small hamlet of Virginia. This mill was part of another establishment 

they owned, the Minnesota Log & Timber Company, which would carry out actual logging operations. With capital 

available and the topography relatively flat (aside from boggy wetlands) building the railroad was soon under way. 

Work began in September of that year and by early 1902 opened as far as Lake Junction (Britt), 10 miles to the 

north. 

Cook and O'Brien had hopes of pushing steel rails far to the northwest, reaching Koochiching (later renamed 

International Falls). The railroad would, interestingly, reach this point albeit via new ownership. The DV&RL was 

completed to Ashawa (later renamed Cooke), a distance of 28 miles, in 1903 before Canadian interests eyed their 

little operation as part of a much larger corridor extending southeastward from Ontario. William Mackenzie and 

Donald Mann along with their company by the same name (Mackenzie & Mann, Ltd.), were the driving force behind 

Canada's second transcontinental, the Canadian Northern Railway. Under their guidance the CN stretched from 

Quebec City, Quebec to Vancouver, British Columbia via Ottawa, Winnipeg, and Edmonton. While extending 

westward they acquired the Minnesota & Manitoba Railway on December 31, 1901. This small system ran right 

along the Canadian/U.S. border between Warroad, Minnesota and Fort Frances, Ontario, directly across the Rainy 

River from Koochiching. 

In their desire to reach the Upper Midwest, specifically the growing lake ports of Duluth, Minnesota/Superior, 

Wisconsin, Mann and Mackenzie approached Cook and O'Brien about buying out their interest in the DV&RL. The 

two agreed and the parties finalized the sale in 1905. The DV&RL was subsequently renamed as the Duluth, Rainy 

Lake & Winnipeg (DRL&W) that December. The next immediate issue was connecting the small road with the rest 

of the CN network. According to Stanley Mailer's article, "In Minnesota CN Is Spelled DW&P" from the March, 1974 

issue of Trains Magazine, to do this a 66-mile gap needed to be closed between Cook and Fort Frances. Despite yet 

more wet, marshland to deal with strong financial backing saw the project finished quickly and trains were rolling 

by April of 1908. For through connections into Duluth the DRL&W established an interchange with the Duluth, 

Missabe & Northern at Rainy Junction (just south of Virginia). During these early days timber products derived a 

great deal of the road's traffic base although it also handled some agriculture (grain out of Canada's western 

provinces) and established passenger service in conjunction with the DM&N. 

Its timber business exploded at this time when the massive Virginia & Rainy Lake Company began operations. It 

was a joint venture between Weyerhaeuser, Edward Hines, and the very same Wirt Cook and William O'Brien who 

had launched the DV&RL. The V&RL's sawmill remained at Silver Lake while its private rail networks followed the 

timber for some 150 miles throughout the surrounding region. The mill could handle a staggering 200 million logs 

annually and, of course, provided the DRL&W with substantial traffic. Unfortunately, the business lasted barely 20 

years before all stands had been exhausted; operations were officially suspended after October 8, 1929. The 

DRL&W's signature goal remained a direct route into Duluth. To finally reach this much coveted location the 

Canadian Northern formed the Duluth, Winnipeg & Pacific Railroad on March 18, 1909 to build 81.2 miles 

southward from, "a point 4 miles north of Virginia." In an interesting corporate maneuver the group also 

established the Duluth, Winnipeg & Pacific Railway the same day, presumably as a holding company which 

subsequently leased the DW&P Railroad and DRL&W. 

The line's construction was carried out over a two-year period as it wound its way southward. The only railroad 

encountered during the work was the DM&N near Munger where an overpass had to be built. As it neared Duluth 

the railroad also had to find a suitable alignment, as well as property for yards and maintenance facilities, since all 

others had been taken. It was decided the latter would be situated in West Duluth (at 64th and 73rd Avenues West, 

the Peg established here a ten-stall brick roundhouse with 75-foot turntable, general offices, machine shop, coaling 

tower, water tank, and storehouse) while the right-of-way was kept to the north bank of the St. Louis River. The 

topography drops sharply by more than 800 feet just to the west of Duluth along the lakeshore escarpment, making 

it difficult for any engineer attempting to survey a suitable railroad while maintaining relatively manageable 

grades. The nearby DM&N and D&IR dealt with the very same issues when building their respective lines westward 

out of Duluth and Two Harbors. Despite the difficulty, which included a tunnel near Milepost 8 and up to four 

miles of blasting through solid granite, the Duluth extension was opened for service on December 9, 1912. 

Interestingly, the DW&P's primary passenger terminal in Duluth was via the Chicago, St. Paul, Minneapolis &



32 of 35 7/9/17, 9:47 AM 

Omaha's (Chicago & North Western) brick/stone structure at 5th Avenue West in the city's downtown area, not far 

from Duluth Union Depot (served by St. Paul & Duluth [Northern Pacific], Duluth & Iron Range, and Duluth, 

Missabe & Northern). The company would eventually open its own three-story facility in West Duluth during the 

spring of 1913 although it was only used as a secondary terminal, primarily housing offices while also maintaining 

mail/express business. Finally, trackage rights were secured over Northern Pacific for 2.6 miles to Rices Point 

Yard where it gained direct freight interchange points with NP and Milwaukee Road. Within just a few years of 

the Peg's opening, parent Canadian Northern found itself in dire financial straits. It was turned over to the 

government on September 6, 1918 and later nationalized as part of the Canadian National Railways, incorporated 

on June 6, 1919. The Duluth, Winnipeg & Pacific would maintain a separate identity during this corporate 

reshuffling and later became part of CN's Grand Trunk Corporation formed on July 31, 1971, which maintained its 

American holdings. 

Throughout the Peg's history it has nearly always been a profitable system. Its only rocky period occurred directly 

after the V&RL's shutdown, subsequently followed by the Great Depression and difficult economic times during the 

1930's. However, the railroad quickly bounced back during the traffic surge brought about through World War II 

and increasingly grew in importance as part of the CN network. After the war, DW&P became a strategic bridge 

route moving such freight as potash, general agriculture, sulfur, butane, propane, lumber, and other traffic. As 

business grew the railroad's trackage needed overhauled, the original 80-pound rail could simply no longer handle 

demand. At first, 100-pound stick-rail was introduced during the 1960's but even this proved inadequate. So, more 

improvements took place beginning in the 1970's. Following more than a decade of work the railroad officially 

completed the project on August 15, 1991 whereby it boasted a main line equipped with 115-pound welded rail 

capable of speeds reaching 45 mph (up from just 25 mph). That same year in December also signaled the end of the 

D&WP as a separate corporate entity when it was merged with the Central Vermont and Grand Trunk Western. 

Today, the former Peg remains integral part of the CN system as part of its Winnipeg-Chicago main line. 

Builder 

Model 

Type 

Road 

Number 

Date 

Built/Notes 

Quantity 

Alco RS11 3600-3614 1956 15 

EMD GP9 4429 1954, Ex- 

GTW #4429 

1 

EMD GP38-2 5726-5727, 

5850-5853 

1973-1978* 6 

EMD SD40 5902-5911 1969, Ex- 

GTW 

#5902-5911 

10 

EMD NW2 7902 1941, Ex- 

GTW #7902 

1 

(Kevin Pier photo)



33 of 35 7/9/17, 9:47 AM 

(Greg Smith photo) 

In October 1976, Terry Juuti clicked a CN consist with SD40s 5020, 5012 and DW&P RS11 3614 wearing a one-ofkind 

experimental paint scheme. There were only four types of locomotives painted into this red and white livery 

with the other DW&P locomotives painted in the traditional CN black, white and red. In the 1980's, this RS11 was 

transferred to CN subsidiary Central Vermont, and repainted CV green and yellow with the same number. She was 

replaced around 1980 by Rock Island (CRIP) GP18 1334, which also received the same CV 3614 number.



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