Canadian National - GMC Rapido F9B Operating Manual

in 1971 and remained in dual freight-passenger service but with reduced 65 mph
gearing. Then in 1979, the five units still equipped with steam generators were
renumbered 1961-1965 for transfer to VIA Rail. Of the five units transferred to VIA
(renumbered by CP to 1961-1965, although 1961 was briefly numbered 1931 until
a numbering conflict was discovered), most remained in CP Rail paint but were
gradually repainted over time. In the early 1980s, three units were extensively rebuilt
at CN's Pointe Ste. Charles shops and renumbered 6651-6653. Units 1961 and
1965 were subsequently retired and not part of the rebuild.
In summary, CP B units are a royal pain in the behind to make. We really should
have followed all the other manufacturers and just slapped CP colours onto a stock
American B unit. That would have been easier and cheaper and would have resulted
in fewer grey hairs on Josh's head, but it is not The Rapido Way.

Canadian National

Unlike Canadian Pacific, Canadian National got into purchasing B-units much earlier
- in 1948 to be exact - when they took possession of a pair of F3(B) units, numbers
9001 and 9004, to go along with their F3A units received at the same time. To
complement this earlier experiment, CN then purchased 16 F7Bs beginning in 1951
with numbers 9029-9047 (odd numbers), followed by 9053-9063 (odd numbers),
of which the last unit was delivered in 1952.
Seeing the advantages of using B-units more in passenger service than in freight,
CN placed various orders for steam-equipped F9Bs totaling 38 units, which were
delivered between 1954 and 1958. CN's order made them the last car body
B-units built by either EMD or GMD. Beginning in 1954, CN received their first
F9Bs, numbers 6600-6612 (classified as GPB-17a) and soon thereafter with 6613
(GPB-17b) in 1955. These were followed in 1957 by 6614-6620 (GPB-17c), and
in 1958 by 6621-6630 (GPB-17d) and 6631-6637 (GPB-17e). All CN's F9Bs came
equipped with two steam generators, however none was equipped with dynamic
brakes. Eventually CN rebuilt their GPB-17a class F9Bs to remove the "laundry chute"
stacks on the end of the car body with roof stacks like the rest of the fleet. While
the as-delivered units (GPB-17c class and later) featured exhaust stacks with squared
ends, the units modified by CN featured stacks with curved ends.
Along with some of their F7A fleet, ten CN F7B units were rebuilt by Transcona shops
in the early 1970s as units 9190-9199, for continued freight service lasting into the
late 1980s.
When all CN passenger services were assumed by the newly created VIA Rail
Canada in 1978, all but four of the original 38 F9Bs were transferred to the new
crown corporation and kept their original numbers. Most were retired in the 1990s.
Units that were not transferred to VIA Rail included 6600 (wrecked 1974), 6601
(wrecked 1973), 6608 (wrecked 1960) and 6609 (retired 1974).
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