Canadian Pacific Railway Employee
Communications
Room 500 401-9th Ave S.W. Calgary AB T2P 4Z4
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VOLUME
THIRTY-ONE
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NUMBER
FIVE 2001
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CPR's
First Production Diesel-Electric Switcher: No.
7010
By the Second World War,
diesel-electric motive power had proven itself - at least in yard
switching. CPR mechanical staff were satisfied with prototype switcher No. 7000's
performance, especially with its fuel economy when idling. It was an opportune moment
to take the plunge into the "new technology".
Timing is everything. And the early 1940s weren't the best of times.
Overseas the war was raging. At home the railway's production capacity was dedicated
to the war effort. Still, CPR management made a cautious investment in
diesel-electric technology. In 1943, the railway ordered its first five
production diesel-electric switcher locomotives for use in its Montreal
terminals.
At first they were intended only for switcher applications. In fact CPR's initial
$398,095 appropriation specifically stated "improvement to switching
service" as its purpose.
CPR placed the order with the American Locomotive Company (Alco) of Schenectady, N.Y.
Not that it had much choice.
The U.S. War Production Board (WPB) had concentrated diesel locomotive production with
one firm to maximize the use of American facilities. And Canada's major locomotive
manufacturers were still cranking out steam locomotives. Before the war, Alco,
Baldwin Locomotive Works, and what became Electro-Motive Division of
General Motors (EMD) had all produced standard production switchers. But the WPB gave
EMD sole custody of road locomotive diesel production.
Alco and Baldwin were relegated to producing switchers. Partly because of their
strengths, and partly because of wartime research and development, testing, and
production processes, EMD and Alco became masters of their respective domains.
The Alco switcher and its 539 engine, coupled to General Electric traction motors and
electrical systems produced a highly durable, eminently efficient switcher. In fact
No. 7010 served the railway for a full 40 years before being retired in 1983. Nos.
7012, 7013, and 7014 lasted just shy of 40 years in service. And No. 7011 retired in
1986 after more than 42 years of service.
Although CPR's dieselization kicked-off in earnest with the 1943 delivery
of the five production switchers, the railway added 25 new steam locomotives to the
fleet that same year.
It also took delivery of 200 more steam locomotives in the following five or so years,
even throwing a brand new steam locomotive design - the G5 class light Pacific - into
the mix.
But the last six behemoth T1c class Selkirk locomotives arrived in February and March
1949 to put an end to CPR's new steam locomotive acquisitions. Only 95 new
diesel-electric locomotives arrived on the property during the same
January 1944 to March 1949 time span - 82 switchers and 13 road switchers.
CPR set No. 7010 aside for preservation after its 1983 retirement. But years of
languishing, first in Quebec and then in Ontario, in search of an outside preservation
society to properly care for it took a toll on the locomotive.
While in Toronto's Agincourt yard waiting to be adopted, the locomotive deteriorated
into such an unsafe rusty hulk that it had to be scrapped in early
1995.
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Vital
Statistics
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Numbers
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7010-7014
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Class
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DS-10a
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Builder
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Alco
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Outshopped
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13 May 1943
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Builder's Model
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S-2
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Horsepower
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1,000
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Cylinders
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6
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Axles
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4
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Maximum speed
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60 mph (96.5 kph)
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Length
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45 ft. 5 3/4 in. (13.9 m)
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Weight
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219,000 lbs. (99,338 kg)
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Purchase price
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$79,501.00
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This CP Rail News article is copyright 2001 by
Canadian Pacific Railway and is reprinted here with their permission. All
photographs, logos, and trademarks are the property of the Canadian
Pacific Railway Company.
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