Adam and Tyler,
The 1500/1600 units are yard units because they don't have transition.
They have the same traction motor gearing (62:15) as all other GM
freight units with D.C. traction motors on CP. Because they don't have
make (parallel) transition, they can only achieve 35mph under power.
When isolated or dead, they can be pulled at up to 65mph. Most Winnipeg
yard units have spark arrestors so I don't know what this has to do with
anything.
The 8200 series do have transition so they can be operated as road units
at up to 65 mph or in yard service as mentioned earlier.
All CP GP7 and GP9 units have 567 engine blocks with 645 power
assemblies in them. This modification (CPR #778) was started in the
1970's and therefore predates the 1980 rebuild program.
As far as visual differences on the rebuilt units, here is a few items
to look for. As mentioned before, units received a chop nose with an
SD40-2 number board assembly and a low hood bell applied at this
location. Units received SD40-2 style sand filler hatch covers. The
fuel tank skirts were removed. One of the most significant changes
(besides the chop nose) is the modification of corner steps to the
vertical style as used on Canadian built GM units such as the GP30,
GP35, GP38, GP38-2, SD40, SD40-2. Also, all yard units had the dynamic
brake equipment (blower, grids, and switchgear) removed. After the
first 2 dozen (?) rebuilds, the dynamic brake grid air intakes were
blanked off externally which changed the appearance of the units. The
CP 8200 series road engines retained dynamic brake capability.
The yard units retained the straight pilot and foot boards (later
removed) while the road units had standard CPR curved steel "rock
pilots" applied as used on units such as CP GP38-2's.
The yard units were re-classified to DS-15 (GP7) and DS-17 (GP9) units.
(DS = Diesel Switcher)
The road units were classified as DRS-17 (GP9) units as before rebuild.
(DRS = Diesel Road Switcher)
Hope this helps.
Paul Smith
Winnipeg
Adam Meeks wrote:
The 1500/1600's are restricted to yard service as they are not
equipped with spark arrestors. 8200's, although they are often used as
yard engines, are still road service capable.
Adam Meeks
----- Original Message -----
From: Paul Crozier Smith <pjcrozier-smith@xxxxxxx
<mailto:pjcrozier-smith%40shaw.ca>>
Date: Monday, December 28, 2009 4:02 pm
Subject: Re: [cpsig] GP7u/9u help
To: cpsig@xxxxxxxxxxxxxxx <mailto:cpsig%40yahoogroups.com>
Stephen,
The 8200's definitely are capable of road speeds, not sure of
the 1500/1600's.
Paul
At 02:14 PM 12/28/2009, you wrote:
Thank you Tyler and Mr. Kennedy for the info and link. So Itake it
that the carbody stayed the same other then the nose. There area
few 16XX's and most of the 82XX's have ditch lights. Are theystill
capable of mainline speed or are they still limited to 35mph?567 blocks with
Stephen
----- Original Message -----
From: Tyler W
To: cpsig@xxxxxxxxxxxxxxx <mailto:cpsig%40yahoogroups.com>
Sent: Monday, December 28, 2009 4:54 PM
Subject: Re: [cpsig] GP7u/9u help
Like the CN GP9RM's I believe the CP units have
645 power assemblies.rebuild
Tyler
________________________________
From: cfmg6910 <sr@xxxxxxxxxxxxxxxxx <mailto:sr%40islandtelecom.com>>
To: cpsig@xxxxxxxxxxxxxxx <mailto:cpsig%40yahoogroups.com>
Sent: Mon, December 28, 2009 10:28:23 AM
Subject: [cpsig] GP7u/9u help
Hello everyone,
I am looking for some information on CP's GP7u/9u
program. Are the engines still true 567's or did they get 645power
assemblies? What external modifications were made to the units
besides the chopped nose? What is the height of the low nose?
Thanks,
Stephen
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