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These pages document the history of the TEE Trainset used in Northlander service from 1977-1992.
They also provided some of the background information in Canadian Railway Modeller's recent article "The Ontario Northland Northlander" by Michel Van Ryswyk and CRM staff in the July/August 1999 issue.Page last modified
01/19/08
History
The Northlander TEE Trainset
Originally built in 1957, these unique trainsets (classified RAm/DE) were operated by Switzerland and the Netherlands in Trans-Europ Express (TEE) Train service from 1957 until 1974 on train TEE I. Although Europe has become famous for its electric passenger trains, diesel-electric power was chosen for this train because in 1957 only a few border crossing connections were electrified and suitable systems had not been developed for the multiple types of electric service across the continent. Five trainsets were built, three for the NS (Nederlandse Spoorwegen, or Dutch Railways), numbers DE-1001 to DE-1003, and 2 for the SBB-CFF (Schweizerische Bundesbahnen, or Swiss State Railways), numbers RAm 501 and 502. The trains consisted of a power coach, a passenger car, a restaurant car and a passenger car with driver's cab, making it a push-pull train. Routes in TEE-service included the famous 'Edelweiss' between Amsterdam and Zurich, the 'Etoile du Nord' and 'Ile de France' (both Amsterdam-Paris), 'Brabant' (Brussels-Paris), 'L'Arbarete' (Paris-Lausanne) and 'Bavaria' (Munich-Zurich). After nearly 4 million kilometres of service they were retired from European service when electrification of the entire TEE system was completed in the early 1970's. Many view these diesel powered units as historically significant because they are an example of the first generation of high(er) speed passenger trains that Europe has since become famous for.
Each trainset consisted of four coaches. The power coaches were built in Holland by Werkspoor (this fact later led to the pun "works poor" when referring to the recurring power coach problems experienced in their later years on the ONR) and could be uncoupled easily from the rest of the train. These units were fitted with three diesel engines: two 1000 h.p. diesels powering the generators for the electric traction motors, and a third 300 h.p. diesel for the generator supplying on-board electrical needs including air conditioning and kitchen equipment. The power trucks on these units utilized the rare six wheel 1Bo-Bo1 configuration. Every two of three axles in each bogie were fitted with an electric traction motor while the other axles were idlers to reduce of the total axle pressures on the rails. The other three coaches were built in Neuhausen, Switzerland by Schweizerishe Industrie-Gesellschaft (SIG or Swiss Industrial Company) using their experience building local 'Leichtstahl-I'-coaches, from which their distinctive 4-wheel trucks were derived. The three-car units were semi-permanently coupled together. The first car behind the power coach had 9 six-seat compartments, while the second was a restaurant car. The third car, although visually similar to the power coach in some respects, contained standard open coach seats and an engineer's cab where duplicate controls to those found in the front of the power car were located. This allowed the trainset to be operated in either direction, in the push-pull manner commonly found on many commuter railways, including GO Transit in Southern Ontario. (click here for a picture of one of the trainsets in Europe) In addition to their unique exterior the trains were very comfortably appointed, with interiors featuring mirrors and fine wood paneling. All cars were equipped with noise-reducing insulation and double-glazed thermopane windows. Between the windows a Luxaflex sun reducer could be lowered for passenger comfort.
In 1976, the Ontario Northland Railway (ONR) acquired all four of the remaining trainsets (Number 501 had been lost in a wreck) for use in their new Timmins-Toronto express service. They were originally numbered 1900-1903, but soon after were re-numbered 1980-1983 to avoid confusion with Canadian National Railways (CNR) locomotives numbered in the 1900 series when they ran on CNR tracks between North Bay and Toronto. The train was called The Northlander and began testing and promotional service in May 1977. The trains were capable of relatively high speed (up to 140 kph or approximately 90 mph), although given the conditions of the northern Ontario tracks and the CNR line to Toronto, they rarely if ever achieved their potential velocity. Instead they were run up to 70 mph, 10 mph quicker than the allowed maximum speed for regular trains. The trains were not run in the push-pull service they were capable of as the ONR determined, for reasons of passenger safety and to minimize the effect snow-covered rails could have on the train, it would be best to run the trains power coach forward when running in passenger service. This necessitated a turning of the trainset in Toronto and Timmins. The trains performed well for a short time before intermittent problems, usually caused by the wear and tear induced by the rough lines they traversed, began to plague the service. In particular, the original diesel power-units were especially sensitive to the harsh Canadian winters and difficult to maintain.
Maintenance difficulties with the original Werkspoor units caused the ONR to seriously consider re-motoring the power coaches with standard GMD units. In the end though, it was determined the simplest and most cost-effective solution was to adapt four aging ONR diesel units to power the train. By 1980, the original locomotives were retired and replaced by North American built GMD FP-7A's pulling the original coach consist (click here to see ONR FP-7's used in Northlander service). In addition to paint alterations to match the rest of the train, the new locomotives were somewhat taller than the original power units, thus a faring was added to the rear of the FP-7's. Frank Vollhardt notes that this alteration led to the locomotives converted to Northlander service being dubbed "tadpoles". Mechanical alterations included the installation of a small diesel engine to provide head-end power (HEP) for on-board electrical systems in the train. This upgrade facilitated the new designation of FP-7Am for these units. The Northlander ran in this configuration until February 9th, 1992 when the use of the TEE trainsets was ceased and passenger service was reduced to service by more standard looking 1950's vintage ex-Norfolk Southern Pullman passenger cars and FP-7's. The elimination of the trainsets from service was due to a number of factors, the most serious being the increased difficulties experienced in maintaining the aging trains. These problems were compounded by the collision of the Northlander and a CNR train in North Bay on September 9th, 1991, which badly damaged one of the trainsets and destroyed one of the dedicated FP-7Am's used in the service (click here for a description and pictures of the accident).
More recently, the Northlander has been pulled by a fleet of three FP-7's repowered with CAT engines and numbered 2000-2002 (ex ONR 1502, 1509 and 1521). The new powerplants produce 2075 hp. The coaches are also newer, utilizing refurbished Hawker-Siddely (ex-GO Transit single level cars), all made in the late 60's. Seats were replaced with larger, more comfortable chairs and fewer rows than when used in commuter service thus legroom was increased, although now the windows do not match the new arrangement in the way one might expect! These cars also feature external disc brakes, making their application much smoother and quieter (coming soon- pictures of 2000-2002 in service with current Northlander equipment).
Under the project name "RAm TEE I - Welcome Home", a Swiss cooperative, "TEE Classics", has been trying to recover and transport to Switzerland the cast-off Northlander components. Their intent is to restore a TEE train set to its original 1957 configuration and use it in Orient Express service in Switzerland. While it is unclear whether the Swiss cooperative will be successful as further financing is required, 8 of the 12 available coaches were purchased from Ontario Northland in the early 1990's. Substantial repairs were undertaken, including partial replacement of the trucks, brakes and general maintenance. The cars have been ready for transport back to Europe since 1996. In October 1998, five (unpowered) coaches returned "home" to Europe. These included 1984-2, 1984-3, 1984-4, 1986-2, and 1987-4. As the power coaches were ultimately scrapped in 1984 (click here for photo), it is now planned that a new power coach be constructed using one of the two pilot coaches and a former Class 50 diesel from British Rail.
For more information regarding this trainset and its shipment back to Europe, click here to view a reprint of an article from the Saint John, NB Times-Globe describing their voyage home, and click here for a description and photos of their preparation for shipment to Europe. Andreas Stirl also maintains a page describing the Northlander and its trip back to Europe (click here). For other links to TEE Train information, please go to the TEE Classics homepage. General history regarding the European TEE trains including these trainsets, their history and routes, can be found at the TEE History page.
Comments, corrections or questions, please email Rob Godby at rgodby@uwyo.edu.
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The following are a series of photos taken by Bob Boudreau of the Northlander's arrival in Saint John prior to her trip "home".
Click on the photos for larger images.
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Bob was also able to get the following detail shots:
Lewis, Donald C., Rail Canada, Volume 2, LPD Publishing, Vancouver, Canada, 1977.
Vollhardt, Frank N.., The Locomotives of the Ontario Northland Railway, BRMNA Publishing, Calgary, Alberta, 1985.
TEE Classics, http://www.tee-classics.ch/de/welcome.htm
The following people were instrumental in helping gather the photos and material provided on these pages. Any errors or omissions are the responsibility of the author, Rob Godby alone.
Bob Boudreau
Paul Charland
Marc Dufour
Gary Murray
Frank Vollhardt