Built using a Life-Like Proto 2000 FA-2, this HO scale model of a MLW FPA-4 is painted in the as-delivered green and yellow CN scheme. MODEL PHOTOS BY THE AUTHOR
Building a classic cab unit –the MLW FPA-4: Pt. I
A Life-Like Proto 2000 FA-2 is the starting point for this model/James Whatley F
or aficionados of FA-series cab- unit diesel locomotives, and for those who model the Canadian
tape to jig parts for soldering, and some of the finishing techniques, including the use of automotive primer over acetal resin plastic (e.g., Delrin®
National Railway, this article describ- ing the conversion of an HO scale Proto 2000 model into a Montreal Locomo- tive Works (the Canadian affiliate of Alco) FPA-4 may have special appeal. Moreover, those with other interests will hopefully find techniques em- ployed here useful for similar projects, especially the suggested methods for working with thin glass, the use of Kapton®
)
and pre-darkening the satin clear-coat prior to weathering.
Prototype history The FPA-4 (and FPB-4) was the final development of the FA cab unit diesel design, continuing the visually strik- ing, somewhat angular nose contours of the post-WWII FA-1. The acquisition and operation of FA-1’s and FA-2’s by North American railroads has been well-documented, but less has been written on the FPA/B-4 locomotives or-
44
dered by the Canadian National Rail- ways from MLW in 1958. (Although Alco did offer the model in the U.S., none were purchased by those roads.) The CNR ordered a total of 34 FPA-4 (6760 to 6793) and twelve FPB-4 (6860 to 6871) units, delivered between 1958 and 1959. These differed from the FA-2 by featuring an 1,800-h.p., V-12 251B prime mover instead of the 1,600-h.p. model 244 engine. An obvious spotting difference between the FPA-4 and its predecessors is the extra ventilation grille located at mid-height on each side of the carbody immediately below the radiator shutters. The extra grille may have afforded better air flow for the air compressor aftercooler piping, which was relocated from its previous location outside the right rear bulkhead. The FPA-4 and FPB-4 also had fuel tanks with vertical instead of tapered sides; they extended out to nearly the full width of the carbody, with the low- er extremities notched to remain with- in the clearance profile. Recesses were provided to accommodate the lower two of the three step treads leading to the engine room door.
Like practically all other railroad lo-
comotives, various external hardware changes were made over the life of the engines as they were shopped. One ex- ample of this is the winterization hatch, initially provided to re-direct a portion of the warm radiator exhaust air from the fan room back into the car- body but later removed in the 1960’s. (Interestingly, more than one winteri- zation hatch design was used, perhaps suggesting this was an experimental feature later deemed to be unneces- sary.) Various changes to handholds and air hoses were also made. During their regular service history
the FPA-4 and FPB-4 locomotives wore three distinct paint schemes; the as-de- livered green, black and yellow “Super Continental”
livery originally intro-
duced in 1954; the 1961 red-orange, black and light gray scheme; and the yellow and blue VIA scheme of the late 1970’s. The VIA scheme evolved over the first few years of its introduction and, as a result, had a few variations of in- terest to modelers. Locomotives trans- ferred to VIA CN between 1976 and 1978 were painted in VIA blue and yel- low with a large red CNR logo across
JANUARY 2013
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