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These notes have been compiled by David Othen (othen@eastlink.ca ) and are based mainly on articles by Leslie Ehrlich to be published in CN Lines SIG. My thanks to Leslie Ehrlich, Stafford Swain and Ed Barry for proof-reading these notes and making helpful comments and to George Carpenter and Bill Linley for permission to use many photographs from their extensive collections. The photos are copyright and the copyright holder should be contacted for high resolution scans, reprints or permission to use a photograph.
Between 1941 and 1959 CN acquired 317 ALCo and MLW switchers, including 51 S-2s, (31 built by ALCo) 49 S-3s, 128 S-4s (about 30 built by ALCo), 29 S-7s, 11 S-12s and 49 S-13s. Clearly CN, unlike CP, preferred the turbocharged 539 and 251 (S-13) prime movers, the only non-turbocharged units being the 49 S-3s.
The S-7 and S-12 models are unique to Canadian National. and they also purchased the majority of the S-13s built by MLW.
The MLW S-2s, S-3s and early S-4s had riveted car-bodies while the late S-4s, S-7s, S-12s and S-13s had welded car-bodies. The late MLW S-4s and subsequent models had the number indicators on the long hood moved from the side to the front.
In 1958 MLW introduced a new car-body with a single front rather than two side radiator grilles, higher underframe (usually with a step near the front) and higher cab roofs permitting the installation of more insulation and this is seen on CN's S-12s and S-13s.
Up until 1960 S-2s, S-3s and S-4s operated in yards all across Canada but by 1961 they were probably all allocated to the Central and Eastern regions of CN where they were joined by the new S-7s, S-12s and S-13s.
In the mid-1960s fifteen S-3s were converted to slugs. On CN from 1969 to 1975 all remaining S-2s, S-3s and S-4s built prior to 1954 were retired but on GTW some soldiered on until 1983. By 1985 all S-4s, S-7s and S-12s had been retired and 22 S-13s had been upgraded/modified by CN into the 8700, 300 and 100 series. The last S-13 was retired in 1997.
On the CN units, ALCo and MLW switchers built between 1947 and 1950 were delivered in the black paint scheme with large Morency orange side panels (CN Orange No 10). S-3s and S-4s built from 1951 to 1954 were delivered in the black paint scheme with ochre-yellow (CNR Yellow No.11) striping and long rectangular letter-boards with curved ends along the top of the hood, as well as a red tilted wafer monogram on the side of the cab. Switchers built between 1955 and 1959 wore the same black and yellow paint scheme, but with a maple leaf monogram in place of the tilted wafer. Steam locomotive style Railroad Gothic numbers were used from 1951 to 1956, then Railroad Roman numbers were applied to locomotives delivered between 1957 and 1960. GTW and CV S-2s were originally all black with yellow or gold road numbers on the hood doors and tilted wafer monograms on the cabs. The earliest units (delivered between 1941 and 1943) had thin yellow or gold striping along the top of the hood and the frame, while GTW S-2s delivered between 1943 and 1947 either had CN style Morencey orange side panels or were painted similar to earlier units but without the stripes on the hood and frame and larger tilted wafer monograms on the cabs. GTW and CV S-4s were painted similar to CN S-4s delivered in the 1950s.
In 1961 the CN logo scheme was introduced and as locomotives were repainted the new scheme was used but, of course, un-repainted locomotives continued to operate for many years (even into the early 1970s). The dates below indicate the livery that would have been used if the locomotive was repainted at that time. The orange used (CN Orange No.11) initially had a reddish hue but gradually a more "high visibility" orange was used.
The S-2 was the first ALCo switcher purchased by Canadian National for operation on its Canadian lines, following an earlier delivery of 21 S-2s to the Grand Trunk Western and Central Vermont. CN bought 10 units built by ALCo in 1947 numbered 7946-7955 and renumbered 8112-8121 in 1956 (8119-8121 were transferred to GTW in 1968). In 1949 CN purchased a further 20 units built by MLW numbered 7975-7994 and later renumbered 8122-8141. All were built with Blunt trucks (designed by Mr Blunt for ALCo and apparently very flexible so that they rode well on rough yard track), powered by a turbocharged 539 engine delivering 1000 hp. Each had a large jug-shaped stack (characteristic of a turbocharged engine) and rectangular side-mounted radiator shutter assemblies.
All CN S-2s were painted black with Morency Orange (CNR Orange No. 10) side panels with curved corners (there are slight variations in the shape of the panel between ALCo and MLW produced units). 'Canadian National' in block letters, with the number below, was painted in black on this panel. The number was also painted on the nose and rear of the cab in yellow. Class numbers were located on the cab sides below the windows, although the first order of S-2s had the road number on the side of the cab as well. The black and white photo of the MLW-built 7978 at St Boniface, Manitoba in October 1949 shows this livery and the photos of preserved S-2 7988 show a colour re-creation of this paint scheme.
In 1951 a new paint scheme was introduced: black with the frame edge painted an ochre yellow (officially Imitation Gold/CNR Yellow No.11). 'Canadian National' was painted in black, on a yellow band with curved ends, on the top of each side of the hood. The yellow numbers were painted inside a yellow rectangular border on the right and left sides of the rear of the cab and one number (usually also surrounded by a yellow border) was centrally located on the nose. On the cab sides were a tilted wafer monogram (ochre yellow 'Canadian National' inside a red square (officially CNR Red No. 10)) with Railroad Gothic style numbers below. Handrails adjacent to the steps were yellow whilst elsewhere they were black. There is a colour photo of 7977 and the cab of S-3 8494 in this livery in "Across the Canadian Shield" by Albert Lill and Robert Wanner page 84 published by CN Lines SIG. In 1956 a monogram consisting of a yellow circle with the words 'Canadian National Railways' inside a red maple leaf replaced the tilted wafer monogram. Then in 1957 Railroad Roman style numbers began to replace the Gothic style numbers. The photos of 8113 and 8116 at Fort Erie, Ontario on 18 March 1965 and 1 October 1967 and of 8141 at Toronto on 4 June 1965 and 1 January 1966 illustrate this later paint and lettering scheme.
After 1960 these units began to be repainted in the black and red-orange (officially CNR Orange No. 11) livery with the CN logo as seen in the photo of 8113 taken on 2 August 1969, again at Fort Erie, Ontario. Grand Trunk Western units received the black and orange livery with the GT logo (the size varied) and later the blue and orange livery. The photos of 8106 and 8107 at Milwaukee Junction, MI in June and July 1972 illustrate the black and orange GTW livery with a smaller GT logo that avoids the louvers. The photo of 8120 also at Milwaukee Junction in September 1972 shows the blue and orange scheme.
All CN units were retired by 1975 but some of the GTW units continued in use until 1983.
The S-4 was simply an S-2 with AAR trucks instead of Blunt trucks. Like the S-2 it had a 1000 hp turbocharged 539 engine. However, in 1955 ALCo and MLW changed from riveted to welded car-bodies, and at the same time MLW repositioned the number boards and sand filler lids thus leading to two types of MLW S-4s designated early S-4s and late S-4s.
These had riveted car-bodies, internal car-body filters behind the louvered doors (where they were susceptible to oil and grease contamination) and were built up to 1955. All CN units were built by MLW and were numbered 7995-8014 (renumbered 8142-8161 in 1956) 8016-8025, 8028-8033 and 8142-8161. The GTW units were built by ALCo and numbered 8015 (originally assigned to the Central Vermont and later renumbered 8162) and 8026-8027. All were retired by 1985 except 8162 which was rebuilt with a Caterpillar engine to 1003 in 1981 and retired in 1992. By 1954 MLW introduced smaller cab side windows, as found on units 8028-8033 and subsequent switchers.
The photo of S-2s 8140 and 8136 with early S-4 8157, taken in Toronto in the early 1970s, clearly shows the difference between the Blunt trucks and the AAR trucks fitted to the S-4. It is reported that, on a few occasions, trucks have been exchanged between units. CN 8112 had its Blunt trucks replaced with AAR trucks, and anyone unfamiliar with CN road numbers could mistake this unit for an early S-4.
S-4s built prior to 1951 (7995-8014) were delivered in the black and morency orange scheme but subsequent units were painted in the black and yellow livery (see section on S-2s for more details of these liveries). The black and white photo of 8030 at Saskatoon in May 1954 illustrates this livery and also the smaller cab side windows. The colour pictures of 8019 at Ottawa in November 1962 and of 8158 at Mimico on 5 September 1964 also show the black and yellow livery but with the CNR maple leaf monogram, Railroad Roman numbers and the larger side windows.
Most, if not all, units were later repainted into the black and red-orange livery. See the photos of 8031 (long hood — note the oval sand boxes on the top and the absence of front number boards) in Toronto in April 1967, of 8017 at Richmond QC on 5 July 1967, of 8032 (cab view — note smaller side windows) probably taken at Toronto in the mid 1970s, of 8142 at Toronto 5 September 1964 and of 8158 (cab view — note larger side windows) at Sarnia, Ontario in May 1968. The photo of 8027 at Pontiac, Michigan on 16 March 1979 shows the blue and orange GTW livery.
In 1955 ALCo and MLW began producing switchers with welded car-bodies (previously this had been done on cab units and road switchers [except RS-1s]). At this time MLW redesigned the car-body. The number-boards were moved from the sides of the car-body to the front of the long hood, there was a sharp feathered edge along the top of the nose and the sand filler lids were relocated from the roof to the front of the long hood (as can been seen in the photo of 8038 at Montreal station on 27 February 1980). CN units were 8036-8079 and 8163-8195 and all units were fitted with external (exposed) rather than internal car-body filters. These filters can be seen at the rear of the long hood (they are black and blend in well!) in the pictures of 8171 at Hamilton Junction ON on 30 July 1968 and of 8190 at Limoilou QC on 31 July 1963.
However ALCo continued to build locomotives with internal filters while at the same time building some with external filters. GTW 8034-8035, 8082-8090 and CV 8080-8081 had external air filters while GTW 8196-8204 and GT 8205 had louvered doors with internal car-body filters. The number-boards and sand filler lids were not relocated as they were on the MLW units. GTW 8034 with a non-louvered carbody, but with the external filters absent, is seen at Milwaukee Junction in October 1962 whereas GTW 8084 at the same location in April 1972 has the filters installed but has the cab side monogram missing. GTW 8201 at an unknown location in November 1963 has a louvered carbody.
The units were delivered in the black and yellow paint scheme with railroad gothic numbers and maple leaf monograms (instead of the wafer monograms that were used on the early S-4s) on the cab sides as shown in the pictures above.
After 1961 CN units began to appear in the black and red-orange scheme with the CN logo as seen in the photos of 8038 in Montreal on 27 February 1980 and 8192 and 8193 in the Moncton Yards between 1979 and 1982.
On the US (ALCo built) units with external car-body filters, a smaller GT or CV logo was used because these external filters were positioned differently from those on Canadian (MLW built) units. An even smaller GT logo was subsequently used on units with louvered car-bodies to avoid having the logo crossing the louvers. The photos of 8086 (with external filters) at Port Huron, Michigan in August 1972, 8203 (with louvers) at Detroit, Michigan on 15 May 1968 and 8200 (with louvers) at Port Huron, Michigan on 16 September 1977 illustrate some of these livery variations. CV units also had a smaller logo as seen on 8081 (with external filters) at St Albans VT in October 1979.
Later many GTW units received the blue and orange livery with the GT logo as seen on GTW 8202 (louvered car-body) at Milwaukee Junction in September 1972 and CV 8081 received a green and yellow livery with CV logo as seen at St Albans VT in 1983 and 1984.
In 1973 some units received the orange cab and reflective yellow striping scheme as seen in the photo of 8040 switching at Montreal on 24 February 1980 and of 8074 in the Toronto scrap line in 1985. All units were retired by 1985 except GTW 8082, 8084 and 8199 which were rebuilt with Caterpillar engines to CS-9s 1000-2 and retired in 1992. CV 8081 was acquired by the Connecticut Eastern Railroad Museum at Willimantic, Connecticut.
The S-3 was similar to the S-4 except that it used the un-turbocharged version of the 539 engine and so developed only 660 horsepower. It also had a smaller conical stack with a circular base and smaller square-looking radiator shutter assemblies. Between 1951 and 1954 CN purchased 49 S-3 units from MLW and these were numbered 8450-8498. S-3s 8484-8494 had narrower cab side windows. They were fitted with AAR trucks and had the riveted car-body similar to the early S-4s. Between 1964 and 1966 15 of these units were converted to booster units (slugs) which were paired with S-13 switchers. In the mid 1960s most remaining units were fitted with Watchman heaters and many with three chime horns, presumably because the units were assigned to light switching duties in remote locations. The last powered unit was retired in 1975 and the last slug about 1997.
They were delivered in the black and yellow scheme with tilted wafer as seen in the photo of 8481 at London ON on 30 December 1962 (later replaced by the maple leaf monogram as seen in the photo of 8494 at Windsor, Ontario in September 1963).
Many were subsequently repainted in black and red-orange with the CN logo as seen in the photos taken at Windsor, Ontario of 8463 in the mid 1960s, of 8492 in July 1971, of 8456 in Belleville ON on 5 June 1965, and of 8497 in Stratford ON on 24 September 1965.
By the time that CN came to place their next order for another 29 1000 hp MLW switchers in 1957, MLW had made slight refinements to the electrical system of the S-4 and designated it the S-7. Aside from an improved electrical cabinet, S-7 switchers are thus identical in appearance to the late S-4s built by MLW. Units 8206-8234 (the only S-7s built) were delivered in the black and yellow scheme with yellow Railroad Roman numbers and the maple leaf monogram on the cab side. This livery is illustrated in three photos all taken at Hamilton ON — 8209 on 5 December 1963, 8210 (with 8207) in February 1964 and 8210 with caboose on 12 May 1963.
Subsequently they were repainted into the black and red-orange livery with the CN logo as seen in the pictures of 8229 and 8230 at Rockingham, Halifax NS in January 1973, of 8231 at New Glasgow NS on 12 July 1971 and of 8233 at Ocean Terminals, Halifax NS, in June 1973.
At least two units (8216 and 8219) received an orange cab but did not get the yellow reflective striping. 8219 is seen at Windsor, ON in October 1975. At least one unit received the orange cab and yellow striping, 8217 is seen also at Windsor, ON, on 7 September 1981. 8230 also received a red-orange cab but the numbers were stencilled on in white; it is seen in the Toronto scrap line in 1985. All S-7s were retired between 1980 and 1985.
In 1958 CN again ordered another 11 1000 hp switchers from MLW but by this time MLW had adopted a new car-body for its switchers without changing the 539 engine and attendant machinery inside although the fuel tanks and air reservoirs were moved to underneath the frame. This model was designated S-12. The new car-body had a higher underframe with a step usually about one quarter of the way along the walkway on each side, a front-radiator, sand filler lids on the sides, a bulge on the left side which is an access cover to the oil filter and an insulated cab. The units were numbered 8235 to 8245 and again CN is the only railroad to have purchased this model. They were delivered in the black and yellow scheme with the maple leaf monogram as seen in the black and white photo of 8243 at Truro, NS in March 1959.
Subsequently, they were repainted into the black and red-orange livery with the CN logo, as seen in the pictures of 8235 at Fairview yards, Halifax NS in June 1974, 8239 at Rockingham yards (note the left side bulge) and at Ocean Terminals (seen from the Young Street bridge), Halifax NS, in June 1973 and 8240 at Moncton NB, in February 1981.
Many units were repainted with an orange cab and reflective yellow striping on the frame. This livery is illustrated in the photos of 8238 taken from the Young Street bridge in Halifax NS, of 8241(note left side bulge) taken at Moncton yards NB on 28 December 1977 and of retired 8244 with bell removed (note dual sealed-beam headlights have been fitted to this locomotive) outside the Moncton shops on 24 March 1989. By 16 May 1979, 8242 had received the reflective yellow striping and an orange bell but not the orange cab when photographed at Gordon yards, Moncton NB. All units were retired or sold between 1982 and 1985 but 8245 is preserved and is in frequent use at the Salem and Hillsborough Railroad in Albert County, NB. For more information and photos go to the Salem and Hillsborough web site http://shrailroad.go.to. [link]
In 1959 MLW finally decided to replace the 539 engine with the turbocharged 251C engine which generated 1000 hp. MLW put this engine under a similar car-body to that used for the S-12 and created the S-13, although the turbocharger exhaust stack was relocated from the rear to the front of the hood roof and the left-side bulge is absent. 49 units were purchased in 1959 and numbered 8500-8522 and 8600-8625. The latter units were equipped with MU control for operation in hump yard service, were heavier, had dual sealed-beam headlights, different gearing and traction motors, drop steps and MU hoses and cables at both ends.
The locomotives were delivered in the black and yellow livery with the maple leaf monogram as seen in the photographs of 8508 in August 1964 at an unknown location, 8513 at Toronto, ON in July 1964 and 8518 at Allendale, ON in April 1961.
The black and white photos of 8611 at Moncton, NB on 22 July 1962 and 8620 at Montreal QC on 22 June 1962 show the hump yard units and illustrate the dual sealed-beam headlights and MU hoses and cables.
Most were subsequently repainted into the two CN logo schemes. Photos of 8514 at Toronto in 1980 and on 8 August 1984, 8518, fifteen years after it was photographed at Allendale, shunting coaches at Toronto Union Station in April 1976, and another fifteen years later at Moncton (24 March 1989) illustrate the first scheme on the 8500 series. Some units such as 8521 when photographed in October 1968 had black numbers on the rear of the cab. 8606 with late S-4 8193 and S-13 8613 on the Moncton NB hump on 28 December 1976 and 8608 at Maple, ON, on 20 September 1972 illustrate this first scheme on the 8600 series.
Some locomotives including 8512 seen at Moncton on 22 May 1989 and 8517 received reflective yellow striping but the cab sides remained black. Other units were completely repainted into the second scheme with the orange cab. Photos of 8520 at Toronto, ON, on 12 June 1983, 8521 at Toronto, ON, in April 1976 and at Rockingham yards on 10 April 1987 illustrate this livery on 8500 series locomotives. This livery on 8600 series locomotives is shown in the photos of 8601 at Montreal QC, 24 April 1976 and 8612 with S-12 8240 after retirement (bells removed) at Moncton on 22 May 1989.
Available photographic evidence suggests that none of these units were painted in the black and orange CN North America switcher scheme with the single off-white stripe and CN logo but no map.
S-13s underwent a variety of modifications but not all units received a specific modification. There are thus several possible combinations. In the mid to late 1960s several 8600 units in Toronto were fitted with rotating beacons, had their bogies modified to go over the retarders and were modified to work as hump "mother" units with the S-3 slugs (see S-3 section). The photo of 8615 at Montreal QC in the mid-1970s shows a unit with the rotating beacon.
In 1978 CN began to reclassify some 8600 series units into hump (MH, 100 series) and yard (MY, 300 series) units. In 1979 100, 102 and 104 were renumbered 307-309, In 1980 101, 103, 105, 107 and 109 were renumbered back to their original numbers 8609-8613 (subsequently all except 8612 were rebuilt to 8700 series units). 100 with rotating light, 109 and 101 (out of picture) were working at the Moncton hump on 16 May 1979.
In 1984 the remaining 100 series units were rebuilt and the rear cab door was changed so that it opened outwards and was hinged on the right and the cab windows on the driver's side were changed so that there were two smaller vertical windows above a horizontal rectangular window. The photo of 105 at Moncton on 16 May 1979 shows an un-rebuilt unit and the photo taken inside the Moncton maintenance shops on 21 July 1997 shows three rebuilt units with the new windows and the doors opening outwards (note the white and black numbers on 106). After rebuilding 106, 108, 111, 117 and 119 and possibly others (112-115) had the front and back of the cab in orange, the sides black and the numbers in gold and white but 110 retained the second livery with orange cab sides and white numbers.
In the late 1970s shunting up the hump at Gordon yards, Moncton NB was done with three MU'd units (see photo of 8608, 8193 and 8613 and of 100, 109 and 101) but by the mid 1980s four units were used — a leading "mother" unit, two "slugs" and a trailing "mother" unit as shown in the photos of 117, 163, 161 and 108 on 24 March 1989 and of 110, 356, 164 and 119 on 4 August 1990. The leading hump units (even numbers) had an extra radio antenna and later became class MHL410 whilst the trailing units (odd numbers) did not have the antenna and later became class MHT410 and the bell and horn were removed. The photo of 110 at Moncton on 20 July 1998 in the second livery illustrates a leading hump unit and the antenna can be seen just in front of the cab. 111 is a trailing unit (no antenna, no bell and no horn) and is seen with "slug" 166 as part of a four unit set at Gordon yards, Moncton NB on 22 May 1989. Note that "slugs" were not assigned to a specific "mother".
In the Moncton yards usually a single 100 series unit worked with a slug but occasionally two units worked together without slugs (MY and MH units could be paired). The photo of 304 at Moncton on 24 March 1989 shows a typical 300 series unit in the first CN logo scheme but with yellow reflective striping and black numbers on the rear of the cab. On the same day 308 is seen in the second livery but it is incorrectly lettered MH10r instead of MY10r. Details of the slug unit 161 coupled to 106 are seen in the photograph taken at Moncton NB on 1 July 1994.
In 1984-5 twelve units from all four series (100, 300, 8500 and 8600) were rebuilt (most if not all at Moncton) into the 8700 series and two rebuild plates (one in each official language) were fixed on the right-hand frame below the rear of the cab (the photo shows the plates on 8706 on 10 May 1986). The rear cab door was changed so that it opened outwards and was hinged on the right and the cab windows on the driver's side were changed so that there were two shorter vertical windows (same size as left side) with a horizontal window below them. Dual sealed-beam headlights were fitted to those units that did not already have them and three chime horns were added, either mounted on the cab roof or somewhere between the stack and cab. Some 8700 units also had one or both of the side walkways extended so that the step is almost at the front. 8700 (formerly 105 and 8611) has this extension on the left side only whereas 8706, 8708, and 8711 (all former 8500 units) have this modification on both sides and it may occur on other units. Modellers are encouraged to find a photograph of the specific unit in the specific time period that you wish to emulate. The photo of 8702 at Young Street, Halifax NS in February 1988 shows the original walkway and those of 8708 at Rockingham NS in August 1987 (left side), at Fairview NS in May 1990 (rear view) and Dartmouth NS in January 1988 (with 8704) show the modified walkway (except on 8704) and the other features of the rebuilt locomotives.
All units were repainted after rebuilding and had orange on the front and rear of the cab and on the nose but the cab sides were black with gold and white numbers, the rest of the unit was black with an off-white CN logo, yellow reflective striping on the edge of the frame and white numbers on the rear of the cab on both sides above the widows.
The last S-13 was retired in 1997 and the longevity of these units perhaps indicates the superiority of the 251 engine over the 539 engine.
S-7s, S-12s and S-13s did not operate west of Ontario, although a few late S-4s could be found in Western Canada during the 1950s. By the 1960s all CN ALCo and MLW switchers were restricted to operation in the Central and Atlantic Regions. Most of the S-2s, S-3s and S-4s formerly assigned to the Western Region were reassigned to Southern Ontario in the 1960s. The 8700 series worked mainly in Moncton, NB, Halifax, NS, and Saint John, NB, and surrounding areas.
