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penchant for spectacular wheel slip. If Montreal Locomotive Works (MLW) was to make any sales of the C-630, improving its traction would be a must.


MLW turned to Dofasco, once known


MLW C-630M diesel locomotive:HO scale Mfd. by Bowser Manufacturing, 1302 Jordan Ave., P.O. Box 322, Mon- toursville, Pa 17754; www.bowser- trains.com It’s hard to believe that there are


fans of Electro-Motive (EMD) locomo- tives. Clearly the misguided souls who worship the SD40 have never seen, nor heard, any Alco-powered diesel locomo- tives. Whether powered by the 539, 244 or 251 engines, the American Loco- motive Company’s first generation diesel locomotives had soul. Their switchers rattled and wheezed, the idle of an RS-3 was unforgettable, and a quartet of 251-powered roadswitchers set up a roar that was unforgettable. Alco’s Canadian subsidiary, Montre-


al Locomotive Works, built variations on Alco locomotives for Canadian rail- ways, while another licensee produced them in Australia. To this day, despite Alco’s exit from the U.S. locomotive market in 1969, Alco powered units are popular from India to Brazil. Among the Centuries, the C-630 (six


axles, 3,000 h.p.) and the C-636 (six- axles, 3,600 h.p.) were the noisemakers and thus fan favorites. In 1966, Alco sent a pair of Union


Pacific C-630’s to Canada on a demon- stration tour. Both Canadian Pacific and Canadian National tested the brutes, coming away impressed by their power and frightened by their


as Dominion Foundries and Steel, for a new truck that would get power evenly to the rails. Dofasco produced a radi- cal, new three-axle truck called the ZWT-3 that boasted zero weight trans- fer. With a distance of 134 inches be- tween the outer axles, it was nearly three feet shorter than the competing trucks from Alco, EMD, and General Electric. As a test, MLW and Dofasco installed the new trucks under a pair of C-630 units for Canadian National. These units, CN 2000-2001, were de- livered in 1967 and came with a new model designation C-630M, the “M” standing for Montreal. The new ZWT Dofasco truck worked


well. The C-630M kept its feet firmly planted on the floor and running to- gether the units pulled without equal. CN signed on the dotted line for an ad- ditional 42 C-630M units, numbered 2002 -2043. Canadian Pacific was next in line


with a conservative order for eight C- 630M units. Numbered 4500 to 4507, these units would be the last diesel lo- comotives delivered in CP’s beautiful maroon and gray colors. Initially, they were assigned to hotshot freights in the Montreal to Windsor corridor, but it wasn’t long before they were tested on the Revelstoke Division in British Columbia where they outperformed CP’s SD40’s. CP returned to MLW ready to order more, but MLW had a new series of locomotives on the draft- ing tables. Subsequent CP orders would be for the improved M-Line de- signs: the M-630. M-636 and M-640. In the interim MLW delivered four


final C-630M units to the Pacific Great Eastern as PGE Nos. 701-704. In the summer of 1969 C-630M production drew to a close after 44 units for CN, eight for CP and four for PGE. During their service lives the loco- motives, regardless of railway, were modified and improved. Snowplow pi- lots appeared on the CN units and all owners modified the original central- ized air intake system to replace the


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