Canadian Railroads > MLW Monday - Exposed MLW Bigs' Rear Ends

I couldn't resist the opportunity for a "cheeky" title. Eight days ago, briancdn posted up a rear-end view of a CP GP35 (see https://www.trainorders.com/discussion/read.php?15,5169531), and asked about the lack of a pilot. MLWs entered the thread, and someone asked about CN's big MLWs. These shots aren't the best scans, having been done on an older generation scanner, but the info is there. CP M-636 4700 is at Alyth in Calgary, September 1, 1979. CN M-636 2333 and 2314 are at Moncton's Gordon Yard on June 13, 1982. If you're a rivet counter, you'll note there are a few differences. The coupler cut lever is mounted about one step higher on CN, the little plate at the bottom step is shaped differently, and the radiator air intakes at the bottom are covered by angled slats on CP's unit, but CN's have a woven thick wire/thin rod mesh that looks transparent from a distance. CP 4700 was built in 1969, CN's in 1970 and 1971.
Fred



Edited 1 time(s). Last edit at 01/11/21 13:35 by feclark.

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Great photos and information. It's amazing that I never bothered to get a rear view of the big CN MLW's. Thanks for taking the time to post these shots.

Brian N.

Notice the difference between the MU cable receptacle on the CP 4700 to the CN unit.  The 4700 has what looks like two plug ins for the 74 volt electrical connection. Beneath the cover was a standard two prong electrical plug in.Snow plows and Jordan spreaders took their power from the locomotive.  Also note the "straight air" air pipe opposite the air brake pipe beside the coupler.This would be used to operate the air operated appliances on plows, spreaders and air dump cars.  Odd that CP would have these features used in work train service but did not include a rear pilot.CP was generous about adding these features to many locomotives that would usually only be used in through freight service.

The second small receptacle may be for a "field loop connector" required when newer locomotives were connected to older locomotives to allow dynamic brake operation in multiple unit operation.(GP7's and F7's needed that).

The CN 2333 appears to have fuel tank heaters, and also both Snyder and National fuel filler receptacles,



Edited 1 time(s). Last edit at 01/11/21 18:40 by eminence_grise.

eminence_grise Wrote:
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> Notice the difference between the MU cable
> receptacle on the CP 4700 to the CN unit.  The
> 4700 has what looks like two plug ins for the 74
> volt electrical connection. Beneath the cover was
> a standard two prong electrical plug in.Snow plows
> and Jordan spreaders took their power from the
> locomotive.  Also note the "straight air" air
> pipe opposite the air brake pipe beside the
> coupler.This would be used to operate the air
> operated appliances on plows, spreaders and air
> dump cars.  Odd that CP would have these features
> used in work train service but did not include a
> rear pilot.CP was generous about adding these
> features to many locomotives that would usually
> only be used in through freight service.
>
> The second small receptacle may be for a "field
> loop connector" required when newer locomotives
> were connected to older locomotives to allow
> dynamic brake operation in multiple unit
> operation.(GP7's and F7's needed that).
>
> The CN 2333 appears to have fuel tank heaters, and
> also both Snyder and National fuel filler
> receptacles,

Nice contribution; the more you look, the more you see. CP 4700 also has the characteristic (for CP) triangular safety rail at the pass-through in the handrails, on the right side as you exit the unit.
Fred