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Running as intended - or is it? I'm told that some GMD-1's are set up to run long hood forward, and some short, while similar arrangements exist on CN's other 4 axle switchers (7000 series gp9's for example). Anyone wish to clarify how all that works? Anyway, a nice Branchline scene - GMD-1 running solo, and Boxcars - the Westrock plant in Guelph always good for some variety as boxcars come in all shapes and sizes to unload where, I believe, giant rolls of pulp are unloaded, used to make cardboard and cardboard products in Guelph. In this picture L542 is heading in to lift the empties, once done the four loaded boxcars at left will be spotted at various loading doors before departing.

Seth B's photo posted earlier shows CN 1082 and two more but CN 1408 was formerly 1075... maybe it's in there?
Copyright Notice: This image ©Stephen C. Host all rights reserved.



Caption: Running as intended - or is it? I'm told that some GMD-1's are set up to run long hood forward, and some short, while similar arrangements exist on CN's other 4 axle switchers (7000 series gp9's for example). Anyone wish to clarify how all that works? Anyway, a nice Branchline scene - GMD-1 running solo, and Boxcars - the Westrock plant in Guelph always good for some variety as boxcars come in all shapes and sizes to unload where, I believe, giant rolls of pulp are unloaded, used to make cardboard and cardboard products in Guelph. In this picture L542 is heading in to lift the empties, once done the four loaded boxcars at left will be spotted at various loading doors before departing. Seth B's photo posted earlier shows CN 1082 and two more but CN 1408 was formerly 1075... maybe it's in there?

Photographer:
Stephen C. Host [1332] (more) (contact)
Date: 8/20/2020 (search)
Railway: Canadian National (search)
Reporting Marks: CN 1408 (search)
Train Symbol: L542-20 (search)
Subdivision/SNS: Guelph Junction Railway (search)
City/Town: Guelph (search)
Province: Ontario (search)
Share Link: http://www.railpictures.ca/?attachment_id=48705
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Photo ID: 47431

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14 Comments
  1. I’m in the camp that all GMD-1′s were converted to short end forward when re-built. The only exception being the NAR units, they came short end forward. To me, in this photo, you have caught the subject in it’s most natural state. They look so right long hood forward. :-)
    I’ve got a couple of photo’s of the 1075, the one is good enough for a roster type shot. That would be May/85 to Aug./20, nice spread.

  2. In my experience, more seemed to be set up long hood forward. It was always confusing when you had a pair of them long hood to long hood and one was configured long hood forward and the other was short hood forward, but simple enough to figure out. 1400, 1405, 1420, 1435 are a few I remember as being LHF. It should be pretty easy to tell from your full size image if you just look at which side of the cab the engineer/control stand are on.

  3. Going by info from the CNRHA site’s CN diesel roster and fleet histories, none of the former NAR GMD1s made it into the rebuild program. The 1000 to 1100 series conversion only involved swapping A1A trucks for B’s and installing a larger fuel tank, so I’m hesitant to call this a full rebuild.

    The A1A trucked rebuilds (1600-1614) had the control stand moved to the opposite side of the cab and were all short hood forward after being rebuilt. The B trucked rebuilds (1400-1423) remained long hood forward in their original configuration.

    1600-1614 later received B trucks and larger fuel tanks and were renumbered 1430-1444, staying short hood forward.

    Matt – I couldn’t find a photo of the cab interior but this one shows 1435 with the short hood end stencilled as the front.

    http://www.rrpicturearchives.net/showPicture.aspx?id=1005294

  4. You sort of get the feeling that nobody can conclusively say what the end results were. Thus the camp life. :-)

  5. Hey gang. The GMD-1′s in the lower number 1400 series that I operated are set up as long hood forward, with the engineers control stand on the right hand side. I will have to check to see if I have photos of the cab interior. I am not sure if the higher number 1400′s are set up as short hood forward as SD70Dude has shown? CN’s 7000 and 7200 GP9′s are set up with the control stand facing the long hood on the right hand side. The CN RS18′s were all long hood forward.

  6. The 7500 series hump service GP38-2s were also built long hood forward despite having low short hoods, and when they are mated to a slug the far end of the slug is actually the front of the locomotive. We had one of those for the first week of ‘boot camp’ when I hired on and it confused the heck out of everybody.

  7. Yes SD70Dude, you are correct. I operated the GP38-2′s when they were in road service as 5500′s with the short hood as the front and then after they were used in yard service as 7500′s. I am not sure if they did the same with the SD40u’s now in pull down service?

  8. Except for the installation of remote control equipment, I don’t think the yard service SD38s, SD40s or SD60s have had any major changes. The vast majority of yard assignments are beltpack now so it really doesn’t matter which end is the front.

    I believe the two 7600 series GP40-3 rebuilds (made from 4700/5500 series GP38-2s) have remained short hood forward.

    Two of the three remaining ex-NAR SD38-2s have been working heavy yard assignments in Edmonton for the past couple years (I think the third was in Melville the last time I checked). Faded NAR grey, yellow and royal blue is starting to show through the CN paint in a few spots.

  9. SD70Dude- Good catch, it was 1434 I meant to type (fat fingers). But there is a good example 1434 is LHF and 1435 is SHF.

  10. When built, all of CN’s GMD-1s were arranged for long hood forward operation (other than the 5 built for the NAR which ran short hood forward). When re-manufactured, light weight/6 axle units 1600-1614 were re-oriented for short hood forward operation; these units were later re-trucked to B-B and renumbered to 1430-1444. However, re-manufactured B-B units 1400-1423 were set up to run long hood forward (“as God intended”).

  11. Matt – another good catch, I see that even as 1604 that unit was long hood forward. Even Rapido missed that for their ‘GMD1 Master Class’. I’ll have to do some more research, I wonder if any of the other 1600s remained long hood forward.

    As for preserved units, Waterloo Central’s (1012/1607/1437) is short hood forward, as is the Alberta Railway Museum’s NAR 302 (CN 1079/1179). 1404 at Wainwright and 1900 in Winnipeg are both long hood forward.

  12. Great responses and discussion folks. thank you.

  13. Another one I forgot, Alberta Prairie 1118 is still in its last CN configuration, long hood forward with its original 6-SL brake stand.

    https://www.bigdoer.com/39800/other-fun/alberta-prairie-railway-tours-ride-along/

  14. A minor correction, the 7500-series GP38-2′s were built as normal roadswitcher 5500′s and were short hood forward. They received some modifications when that half became yard units (200′s, then 7500′s) including extra traction motor blower ducting, modified steps, and moving the control stand to the traditional conductor’s side to orient it “backwards” for long hood forward operation.

    But, CN data sheets on the 7500′s mention that the #1 End / Front remains designated on paper as the short hood end to conform with regular practice, even though the controls are oriented for long hood forward operation. Photos of course show the “F” letters applied on the frame sides can appear at either end on those 7500′s, depending on the era, paint, etc.

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