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71-525: The YDM-4A is a variant of the YDM-4 that is supplied by MLW . Originally equipped with vacuum brakes , some were later equipped with dual brakes, particularly those working in the Northeast Frontier Railway . In the mid 1950s Indian Railways began introducing diesel locomotives to its metre gauge system. Metre gauge, though rare in the 21st century, used to be a dominant gauge at that time. After

142-429: A "TurboTrain" passenger service between Toronto and Montreal . The gas-turbine-powered locomotives had been built by Montreal Locomotive Works. 45°34′9.45″N 73°31′51.83″W  /  45.5692917°N 73.5310639°W  / 45.5692917; -73.5310639 Grand Trunk Railway The Grand Trunk Railway (( reporting mark GT ); French : Grand Tronc ) was a railway system that operated in

213-620: A Canadian subsidiary named General Motors Diesel Division (GMDD) in London, Ontario . MLW's long-established steam-locomotive competitor, the Canadian Locomotive Company (CLC), had entered into a partnership with Baldwin Locomotive Works and imported and produced the designs of Baldwin and its subsidiary Whitcomb . Westinghouse was the main supplier of Baldwin's electrical transmission components. After Baldwin folded, CLC became

284-526: A North American industry standard. Although earlier wide-nosed cab designs on models such as the EMD FP45 and DDA40X bear a superficial resemblance, they lack the advances in collision protection and accommodations of the "safety cab" design. In 1975, the emerging Quebec based Bombardier purchased a 59% stake in MLW from Studebaker-Worthington. Under Bombardier, the MLW organization continued locomotive design into

355-580: A connection with the Central Vermont at Palmer, Massachusetts , to the deep-water, all-weather port of Providence, Rhode Island . The company was incorporated on November 10, 1852, as the Grand Trunk Railway Company of Canada to build a railway line between Montreal and Toronto . The charter was soon extended east to Portland, Maine and west to Sarnia, Canada West . In 1853 the GTR purchased

426-418: A disadvantageous price by GE. Placed in a similar situation when Westinghouse left the railway rotating equipment market in 1953, Fairbanks-Morse developed its own line of such equipment, although this did not save F-M's railway business. GMD's transmissions were built to parent GM-EMD's designs, which were closely based on earlier GE equipment (prior to 1937). Alco found itself in financial difficulty in 1964 and

497-473: A hard rock trio from Flint, Michigan , called itself Grand Funk Railroad in 1969. Like the CPR and CNR, the GTR began building and operating hotels during the first two decades of the 20th century. Most of the hotels survived the takeover of the GTR by CNR in 1923 and were operated by Canadian National Hotels : Grand Trunk Railway was built fully a century before major property and highway development took place in

568-557: A licensee of Fairbanks-Morse and manufactured a number of F-M designs for the Canadian market, including the famous Train Master . CLC was also responsible for building General Electric industrial switchers. General Electric did not enter the road diesel-electric market in the United States until the late 1950s, a move it took after dissolving its partnership with Alco in 1953. In 1960, MLW

639-644: A new parts store. Some of the pile of rubble from the former MLW plant can still be seen on the vacant lot east of the corner of Dickson Street and Souligny Avenue. Bombardier eventually returned to the locomotive manufacturing business, albeit using largely European or European-influenced passenger locomotive designs that retain none of the Alco/MLW heritage. Bombardier's North American rail manufacturing facilities are in La Pocatière, Quebec; Plattsburgh, New York; and Thunder Bay, Ontario. In 2021, Bombardier Transportation

710-584: A result of the GTPR, and its shareholders, primarily in the United Kingdom, were determined to prevent the company from being nationalized as well. Eventually on July 12, 1920, GTR was placed under control of another federal government Board of Management while legal battles continued for several more years. Finally, on January 20, 1923, GTR was fully absorbed into the CNR on a date when all constituent companies were merged into

781-517: A signal for an open drawbridge on the Richelieu River near the present-day town of Mont-Saint-Hilaire, Quebec , plunging onto a passing barge and killing 99 German immigrants. Canadian Rail speculated in 1963 that an independent GTR might have survived had it always used standard gauge. The GTR was a private company headquartered in England that received heavy Canadian government subsidies and

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852-794: A subsidiary of the American Locomotive Company . MLW's headquarters and manufacturing facilities were in Montreal , Quebec. The Locomotive and Machine Company of Montreal Limited was created in 1883, producing primarily for the growing domestic market—notably the Canadian Pacific Railway , the Grand Trunk Railway , the Intercolonial Railway and, after 1922, the Canadian National Railway . In 1901,

923-553: A substantial portion of the Canadian steam locomotive market. The period of railway expansion between 1900 and 1915 was unprecedented in Canada, with many new orders for locomotives from various domestic manufacturers. Protective customs tariffs also discouraged Canadian railways from purchasing American-built locomotives for use in Canada. Several bankrupt private systems, including the Grand Trunk and Canadian Northern , were nationalized in

994-554: A wholly owned subsidiary. In 1968, several divisions of Alco became semi-independent subsidiaries, and in a 1969 corporate reorganization, Studebaker Worthington closed the Schenectady locomotive manufacturing facility. The locomotive designs were transferred in 1969 to MLW-Worthington and the diesel engine designs were sold in 1970 to White Motor Corporation. The Alco diesel engine designs went through several changes in ownership as White Motor Corporation formed White Industrial Power, which

1065-537: The American Locomotive Company (Alco) headquartered in Schenectady, New York , was formed by the merger of several struggling locomotive manufacturers. Alco purchased the Locomotive & Machine Company of Montreal in 1904 to tap into the Canadian market with its emerging designs. The Montreal subsidiary was renamed Montreal Locomotive Works (MLW) several years later. MLW became an exclusive Alco design shop and acquired

1136-459: The Canadian Pacific Railway (CPR) to meet British Columbia's conditions for joining Confederation. By the early 20th century, GTR desired to operate in Western Canada , particularly given the virtual monopoly of service that CPR maintained and the lucrative increasing flows of immigrants west of Ontario. The federal government encouraged GTR to co-operate with a local railway company operating on

1207-672: The Canadian provinces of Quebec and Ontario and in the American states of Connecticut , Maine , Michigan , Massachusetts , New Hampshire , and Vermont . The railway was operated from headquarters in Montreal , Quebec, with corporate headquarters in London , United Kingdom (4 Warwick House Street). It cost an estimated $ 160 million to build. The Grand Trunk system and the Canadian Government Railways were precursors of today's Canadian National Railway . The original charter

1278-558: The Continental Divide in North America at Yellowhead Pass . GTR's cost-conscious president Charles Melville Hays was one of the victims on board RMS Titanic on April 15, 1912. His death is speculated to have contributed to poor management of GTR over the ensuing decade, and also contributed to the abandonment of the uncompleted Southern New England Railway to Providence, Rhode Island , begun in 1910. Construction started on

1349-761: The Prairies , the Canadian Northern Railway (CNoR), but an agreement was never reached. CNoR decided to build its own transcontinental system at this time, forcing GTR in 1903 to enter into an agreement with Wilfrid Laurier 's government to build a third railway system from the Atlantic to the Pacific. GTR would build (with federal assistance) and operate the Grand Trunk Pacific Railway (GTPR) from Winnipeg, Manitoba to Prince Rupert, British Columbia , while

1420-530: The Sexton self-propelled gun . Following World War II, MLW and other locomotive builders reverted to building locomotives. MLW continued to benefit from Canada's restrictive trade policies that prevented a flood of U.S. imports. However, the transition from steam to diesel-electric locomotive production opened the door to new competitors. In 1949, the Electro-Motive Division of General Motors established

1491-642: The St. Lawrence and Atlantic Railroad from Montreal to the Canada East – Vermont border, and the parent company Atlantic and St. Lawrence Railroad through to the harbour facilities at Portland. A line was also built to Lévis , via Richmond from Montreal in 1855, part of the much-talked about " Maritime connection" in British North America . In the same year it purchased the Toronto and Guelph Railroad , whose railway

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1562-423: The gauge difference , the GTR experimented with a form of variable-gauge axles called "adjustable gauge trucks", but these proved unreliable. The GTR system expanded throughout southern Ontario , western Quebec, and the U.S. state of Michigan over the years by purchasing and absorbing numerous smaller railway companies, as well as building new lines. GTR's largest purchase came on August 12, 1882, when it bought

1633-598: The 1,371-kilometre (852 mi) Great Western Railway , running from Niagara Falls to Toronto, and connecting to London , Windsor , and communities in the Bruce Peninsula . The company sold the line along the St. Lawrence River between Rivière-du-Loup and Lévis in 1879 to the federal government-owned Intercolonial Railway (IRC), and granted running rights in 1889 to the IRC on trackage between Lévis and Montreal (via Richmond); however,

1704-1070: The 1950s, a time when many United States railroads were dieselizing. (Nevertheless, as in Canada, some Class 1 American railroads continued to use modern steam power through 1959, including the Norfolk & Western Railway and the Union Pacific Railroad .) With some isolated exceptions, and as in the United States, Canadian railways were completely dieselized by 1960. Throughout the 1960s, Canadian National Railway (MLW's largest diesel-electric locomotive customer) continued to implement purchase policies drafted by its government owners, which spread procurement among all manufacturers. MLW / Alco-GE road switcher designs were also preferred by several railways in North America due to superior rail adhesion at low speeds, making them especially useful on steeply graded rail lines. Like GMD in London, MLW benefited from Canadian trade policies that were less restrictive than those of

1775-436: The 1986 acquisition of the federal government Crown corporation Canadair ), in addition to its recreational products. The dormant MLW plant was sold to General Electric in 1988 and ironically was used by GE during a late 1980s programme of rebuilding some of its earlier "Universal series" road switchers - the locomotives that had initially driven ALCO out of the locomotive business in the United States in 1969. GE closed

1846-556: The CAR in 1905, although the purchase was not ratified by Parliament until 1914. The routing of these systems was extremely speculative, as GTPR's main line was located farther north than the profitable CPR main line in the Prairies, and NTR was located even farther north of populous centres in Ontario and Quebec. Construction costs on the GTPR escalated, despite having the most favourable crossing of

1917-708: The Château Laurier in Ottawa. Hays blundered in 1903 by building a subsidiary, the Grand Trunk Pacific Railway Company some 4,800 kilometres (3,000 mi) long; it reached Prince Rupert in northern British Columbia in 1914. The government built and the Grand Trunk was to operate the National Transcontinental to link the main Grand Trunk with its Pacific subsidiary. The very expensive subsidiary

1988-483: The Conservative party. Carlos and Lewis (1995) show that it managed to survive because its British investors accurately assessed the corporation's value and prospects, which included the likelihood that the Canadian government would bail out the railway should it ever default on its bonds. The government had guaranteed a very large loan and had enacted legislation authorizing debt restructuring . These arrangements allowed

2059-487: The Crown corporation. At the time that the GTR was fully merged into CNR, approximately 125 smaller railway companies comprised the Grand Trunk system, totalling 12,800 kilometres (8,000 mi) in Canada and 1,873 kilometres (1,164 mi) in the United States. Canada's worst railway accident based on loss of life happened on the GTR, occurring on June 29, 1864, when a passenger train operating between Lévis and Montreal missed

2130-455: The GTPR and the limited financial returns being realized, GTR defaulted on loan payments to the federal government in 1919. GTPR was nationalized on March 7 of that year, being operated under a federal government Board of Management until finally being placed under the control of the Crown corporation Canadian National Railways (CNR) on July 20, 1920. GTR underwent serious financial difficulties as

2201-516: The GTPR/NTR in 1905, and the GTPR opened to traffic in 1914, followed by the NTR in 1915. It was a transcontinental system, with the only exception being the NTR's ill-fated Quebec Bridge , which would not be completed for several more years. The first indication the arrangement with the government was faltering came when GTR refused to operate the NTR, citing economic reasons. With the enormous cost of building

Indian locomotive class YDM-4 - Misplaced Pages Continue

2272-596: The Grand Trunk Corporation as a Class I railroad . The Portland, Maine-Chicago, Illinois mainline of the Grand Trunk is or was known by the following names: The Montreal-Toronto segment had been known by the following names: The Grand Trunk Railway Building on Warwick House Street in London continues to stand. Built by Aston Webb , the 7 storey building was built in 1907 with the banner The Grand Trunk Railway of Canada on 4 Warwick House Street and Canadian National Railway on Cockspur Street. CN no longer owns

2343-652: The Great Western Railway routing instead. CN continues to use the "Grand Trunk" name for its holding company the Grand Trunk Corporation . The corporation was created in 1971 to provide autonomy in operation for CN's US subsidiaries: Grand Trunk Western Railroad ; Duluth, Winnipeg & Pacific Railway ; and the Central Vermont Railway . The main goal of the corporation, headquartered in Detroit ,

2414-520: The IRC's construction of a more direct line from Lévis to Saint-Hyacinthe in 1899 saw most of this traffic transferred to that line. As the dominant railway in British North America, GTR was reportedly asked by the federal government soon after Confederation to consider building a rail line to the Pacific coast at British Columbia but refused, forcing the government to enact legislation creating

2485-571: The M640 4000 hp 18-cylinder prototype for Canadian Pacific in 1972. However, by this time CP had settled on the EMD 645 series SD40 and SD40-2 as their standard locomotive, and there were no further orders forthcoming from that company. Throughout the early 1970s MLW-Worthington continued to build second-generation designs for Canadian railways. The Canadian Locomotive Company (renamed as Fairbanks-Morse, Canada) had closed in 1969, leaving MLW-Worthington as

2556-485: The MLW manufacturing plant in 1993. The GE half of the plant was destroyed by fire in 2001; the other portion of the plant remained in use by the National Research Council of Canada . In 2004, the remainder of the enormous complex was demolished. The nearby GE-Camco-Westinghouse plant, which is the only Canadian manufacturer of home appliances, bought half of the property to build its new shipping warehouse and

2627-514: The Maritimes demanded that a railway link the entire geopolitical region. During this time the GTR extended its line to Lévis further east to Rivière-du-Loup . By 1860, the Grand Trunk was on the verge of bankruptcy and in no position to expand further east to Halifax . On the eve of the American Civil War , it stretched from Sarnia in the west to Rivière-du-Loup in the east and Portland in

2698-509: The St. Lawrence River on August 25, 1860, with the opening of the first Victoria Bridge at Montreal (replaced by the present structure in 1898); the bridging of the Niagara River between Fort Erie, Ontario and Buffalo, New York ; and the construction of a tunnel beneath the St. Clair River, connecting Sarnia, Ontario, and Port Huron, Michigan. The latter work opened in August 1890 and replaced

2769-493: The St. Lawrence River was frozen, and the only railway for British reinforcements to use would be the Grand Trunk connection at Portland, in the United States. Many citizens thought that the only way to finish the Grand Trunk – and protect the country – would be to unite all the colonies into a federation so that they could share the costs of an expanded railway system. Thus the British North America Act, 1867 included

2840-577: The Toronto Transit Commission opted for Hawker Siddeley Canada vehicles from the mid-1960s onwards to the 1980s. In 1949, MLW began to introduce its first Alco-GE -derived diesel designs in response to GMD, mostly switchers, some of which were given different names and slight modifications to distinguish between MLW and ALCO-GE versions. In 1951, MLW began to build Alco-GE cab units for freight and passenger service. Canadian railways continued to rely heavily upon steam locomotives throughout

2911-494: The United States in regard to dealing with countries throughout the decolonizing and developing world, permitting MLW to expand a growing export business. MLW's parent, Alco, experienced several years of declining business during the 1960s following the entry of former-partner General Electric into the road switcher locomotive manufacturing business in the United States. This was due, in part, to continuing reliance on GE's high quality electrical components, sold to Alco and MLW at

Indian locomotive class YDM-4 - Misplaced Pages Continue

2982-694: The YDM-4, Indian Railways opted for the ALCO design because of the heavier axle load and technology agreement that would allow these locomotives to be manufactured in India. After Banaras Locomotive Works (BLW) completed construction of its factory in Varanasi, production of the class began in India. The initial 30 YDM-4 locomotives supplied by ALCO in 1961 were numbered between #6020 and #6049. Another batch of 8 locomotives soon followed and were numbered #6105 to #6112. YDM-4 #6113-6129 were built around 1964. Siliguri Diesel Locoshed

3053-513: The company to float new bond issues to replace existing debt and to issue securities in lieu of interest. Charles Melville Hays joined the Grand Trunk in 1895 as general manager (and in 1909, president, based in Montreal). Hays was the architect of the great expansion during a colourful and free-spending era. He upgraded the tracks, bridges, shops and rolling stock, but was best known for building huge grain elevators and elaborate tourist hotels such as

3124-474: The early 1980s, and also benefited from its geographic location. During the 1970s, Bombardier began to enter the railway passenger car business with domestic orders for commuter and subway systems. Based on a prototype trainset constructed in the mid-1970s, in 1980 MLW began production of a fleet of high-speed diesel-powered passenger locomotives for the LRC (Light, Rapid, Comfortable) passenger trains being built for

3195-553: The government would build and own the National Transcontinental Railway (NTR) from Winnipeg to Moncton , New Brunswick via Quebec City , which the GTR would also operate. As part of this program, the federal government encouraged the GTR to purchase the Canada Atlantic Railway (CAR) with lines southeast from Ottawa to Vermont, and west from Ottawa to Georgian Bay . The GTR took effective control of

3266-536: The introduction of YDM-1 locomotives by the North British Locomotive Company , Indian Railway considered more powerful ones and hence General Motors Electro-Motive Division (EMD) and the American Locomotive Company (ALCO) submitted designs of YDM-3 / YDM-5 ( 12-567C ) and YDM-4 respectively for new diesel locomotives. Each company supplied 30 locomotives in 1961. While the YDM-3 was 13 tons lighter than

3337-516: The late 1960s and early 1970s, although only a token combined order of 30 units were built. These locomotives were considered a failure as they lasted only as long as the units they were designed to replace (mid-1990s) and were considered to be mechanically and electrically unreliable, a common complaint with several ALCO/MLW designs. In a 1985 corporate reorganization, Bombardier ceased manufacturing locomotives and concentrated on producing passenger train rolling stock (as well as aircraft following

3408-418: The newly created federal Crown corporation Via Rail . Similar equipment was also used briefly by Amtrak .The last of the locomotives were retired from service in 2001, although the coaches continue to form the backbone of Via's intercity corridor fleet. By now fully merged into Bombardier, the MLW plant and design bureau also received a spurt of contracts from government-owned Canadian National Railway for

3479-521: The newly designed HR (High Reliability) line of freight locomotives that incorporated the Canadian safety cab or a full-width carbody; namely the 4-axle HR-412 (similar to the M-420) and the full-width carbody 6-axle HR-616. The HR-616 incorporated another unique design with the "Draper Taper", named for the designer at CN, allowing for rear visibility from the cab. These locomotive designs were intended to replace aging MLW and GMD units CN had purchased during

3550-649: The primary competitor to the rapidly expanding GMD. During this time, at the behest of Canadian National, MLW-Worthington developed the wide-nosed "safety cab", which provided improved crew accommodation and collision protection. First appearing on the M-420 and concurrently on the EMD GP38-2 , the safety cab became common on Canadian National and the British Columbia Railway . Canadian Pacific, however, never purchased any such units from MLW. This form of cab design became

3621-639: The provision for an Intercolonial Railway to link with the Grand Trunk at Rivière-du-Loup. The end of the American Civil War saw British North America on the verge of uniting in a single federation, and the GTR's financial prospects improved as the railway was well-positioned to take advantage of increased population and economic growth. By 1867, it had become the largest railroad system in the world by accumulating more than 2,055 km (1,277 mi) of track that connected locations between its ocean port at Portland, Maine , its river port at Rivière-du-Loup,

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3692-456: The railcar ferry at the same location. Common during 19th century railway construction in British colonies, GTR built to a broad gauge ( Provincial Gauge ) of 5 ft 6 in ( 1,676 mm ); however, this was changed to the standard gauge of 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) between 1872 and 1885 to facilitate interchange with U.S. railroads. To overcome

3763-404: The railway industry in Canada and the United States, CN has abandoned or sold many former GTR and GTW branch lines in recent decades, including the former Portland–Montreal main line which had instigated the development of the system to a large degree. As well, a part of the original Toronto–Sarnia routing via St. Mary's Junction and Forest to Point Edward, Ontario , was sold or abandoned, using

3834-595: The southeast. Colonists in the United Province of Canada, some of whom had experienced their territory being attacked by the United States fifty years earlier (in the War of 1812 ), were uncomfortably close to the giant Union Army and faced terrorist attacks during the mid-19th century in the form of Fenian raids . Such security concerns led to demands for a year-round transportation system that British reinforcements could use should their territory be attacked during winter when

3905-419: The three northern New England states, and much of the southern areas of the new provinces of Quebec and Ontario. By 1880, the Grand Trunk Railway system stretched all the way from Portland in the east to Chicago, Illinois, in the west (by means of the Grand Trunk Western Railroad between Port Huron and Chicago). Several impressive construction feats were associated with the GTR: the first successful bridging of

3976-406: The units it had received from its constituent railways. MLW was a major beneficiary of these purchases, along with the Canadian Locomotive Company of Kingston, Ontario . MLW grew substantially during the Second World War when its plant facilities were converted primarily to fabricating matériel for the Commonwealth /Allied war effort (largely by a female workforce), including the Ram tank and

4047-459: The various jurisdictions it crossed and as such had the choice of geography in selecting the most direct routes. As a result, significant sections of GTR mainlines in Canada and Grand Trunk Western routes in the U.S. are still in active use by Canadian National (CN) today, particularly the Quebec City–Chicago corridor by way of Drummondville , Montreal , Kingston , Toronto, London, Sarnia /Port Huron, and Battle Creek . Following deregulation of

4118-465: The years 1918–1922. Merged with the federally owned Intercolonial , they formed the federal Crown corporation Canadian National Railways . The federal government mandated that the new, larger public company purchase locomotives from all Canadian manufacturers to discourage domination of the market by any one manufacturer. Between 1918 and the period after the Second World War , Canadian National modernized its steam locomotive fleet by replacing many of

4189-455: Was already under construction. But the Grand Trunk Railway Company changed the original route of the T&G and extended the line to Sarnia, a hub for Chicago -bound traffic. In October of 1856, the section from Montreal to Toronto opened, while the line from Toronto to Sarnia was finished in November of 1859. Also in 1859, a ferry service was established across the St. Clair River to Fort Gratiot (now Port Huron, Michigan ). The Grand Trunk

4260-403: Was awarded the contract to build 36 new subway cars for the Toronto Transit Commission . The M1 Series Subway Cars were notable for being the first ever rapid transit vehicles to be designed and built in Canada. They were also an improvement over the previous rolling stock, being lighter and faster, despite also being considerably larger. MLW's venture into rapid transit would be short-lived, as

4331-400: Was based at Rangapara North outbase of Siliguri DLS but later on transferred to Myanmar (Burma) Railways and possibly renumbered as DF1332. Source: Montreal Locomotive Works Montreal Locomotive Works ( MLW ) was a Canadian railway locomotive manufacturer that existed under several names from 1883 to 1985, producing both steam and diesel locomotives . For many years it was

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4402-425: Was dispatched from MLW in 1969, numbered #6259 to #6288. The first YDM-4 built by Banaras Locomotive Works (BLW) Varanasi was #6199 Hubli . This loco entered service in 1968 and was dedicated to the then Deputy Prime Minister of India, Morarji Desai . DLW built locos in the range #6199 to #6258. From 1969 till 1993 DLW produced YDM-4 locomotives for Indian Railways in the number range #6289 to #6769. The last YDM-4

4473-474: Was far north of major population centres and had too little traffic. Nearing bankruptcy in 1919, the entire system was nationalized: the government merged the Grand Trunk, the Grand Trunk Pacific, and the National Transcontinental lines into the new Canadian National Railways. The process was completed in 1923. The Grand Trunk lines in the United States, however, kept their distinctive name. The Grand Trunk legacy seeped into late 20th century popular culture, when

4544-421: Was for a line running from Montreal to Toronto mostly along the north shore of the St. Lawrence River . It quickly expanded its charter eastward to Portland, Maine , and westward to Sarnia , Ontario. Over time it added many subsidiary lines and branches, including four important subsidiaries: A fifth subsidiary was the never-completed Southern New England Railway , chartered in 1910, which would have run from

4615-489: Was never profitable because of competition from shipping and American railways. (In 1880 40% of the Grand Trunk traffic was from one or another American city to and from Chicago, taking a shortcut across Ontario.) Inflated construction costs, overestimated revenues, and an inadequate initial capitalization threatened bankruptcy for the Grand Trunk. Sir Joseph Hickson was a key executive from 1874 to 1890 based in Montreal who kept it afloat financially and formed an alliance with

4686-405: Was one of the main factors that pushed British North America towards Confederation . The original colonial economy structured along the water route from the Maritimes up the St. Lawrence River and the lower Great Lakes was greatly expanded by the duplicate route of the Grand Trunk. The explosive growth in trade during the 1850s within the United Province of Canada and further east by water to

4757-404: Was purchased by Worthington Corporation , a major manufacturer of equipment for the pulp and paper industry and a former builder of steam locomotive accessories. At that time MLW was renamed MLW-Worthington and continued much as before. In 1967, Worthington Corporation merged with the Studebaker Corporation, recently exited from the auto business, to form Studebaker-Worthington , with ALCO as

4828-437: Was sold to Alstom , who continue to manufacture their products. MLW built several of Canada's most famous locomotives. Most notably, Canadian Pacific 2800 series 4-6-4 Hudson class of locomotives. The 2800s became famous after CPR 2850 pulled the royal train across Canada. Since then, later 2800s (numbered 2820–2864) are known as Royal Hudsons , with royal permission granted from the king. From 1968 to 1982 Via Rail operated

4899-403: Was subsequently purchased by the British General Electric Company in 1977. Renamed Alco Power Incorporated by GEC, the designs were, ironically, sold to Fairbanks-Morse in 1994. In this period, MLW-Worthington partnered with Pratt & Whitney Canada to construct the Turbo Train fleet for Canadian National. It also continued engineering development of the ALCO 251 series engine, producing

4970-512: Was the first DLS to station YDM-4 locomotives in 1962. The very first YDM4, #6020, was allotted to the New Guwahati Diesel Loco Shed, which was an outbase of Siliguri DLS on 30 October 1962. YDM4 #6130 to #6198 were built by Montreal Locomotive Works (MLW) in 1964 under the license of ALCO and were classified as YDM-4A. All the YDM-4 delivered up to then were presumably based at three premier DLS across India namely Siliguri (SGUJ), Ponmalai Goldenrock (GOC) and Sabarmati (SBI). Another batch of YDM-4A

5041-429: Was to make GTW profitable and keep parent CN from having to subsidize GTW's losses. CN sold off the Central Vermont in 1995 when CN became a public traded company instead of a crown corporation. CN continued to place its US acquisitions as subsidiaries under the Grand Trunk Corporation which includes Illinois Central , Wisconsin Central , and Great Lakes Transportation . The Association of American Railroads considers

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