ONR "Northlander" @ Toronto, Ontario (1982)
ONR RAm-TEE, 1957 SBB-CFF-FFS, sitting in Spadina yard, Toronto Ontario Canada
The Swiss and Dutch railways cooperated on a joint development for a new 4-car diesel-electric trainset for the TEE trains.
The design comprised:
- A power car with compartments for luggage, customs and the train conductor.
- A nine-compartment trailer car (54 seats)
- A kitchen-restaurant trailer car with a 32-seat dining section, and an 18-seat first-class open saloon
- A driving trailer car with 42-seat open saloon, and a staff sleeping compartment.
All 114 seats were first class, with 2+1 seating in the saloons, and 2+2 in the dining section.
The power cars were built by Werkspoor, with electrics by Brown, Boveri & Cie; they were powered by a pair of RUHB 1,000-metric-horsepower (740 kW; 990 hp) diesel engines. A third diesel engine of 300 metric horsepower (220 kW; 300 hp) provided power for heating, lighting, air-conditioning and the kitchen in the dining car.
The trailer cars were built by Schweizerische Industrie Gesellschaft (SIG); the design was based on the SBB's standard carriage design (Einheitswagen I) due to the short time available for design and construction. Only one entrance vestibule was provided at the front end of the cars, doors were of the folding aluminum type, and windows were double-glazed with a passenger-operated venetian blinds between the panes.
The sets were equipped with Scharfenberg couplers, and were geared for a maximum speed of 140 km/h (87 mph).
As of 26 May 1974, TEE discontinued the use of diesel trainsets on all its services. Four trainsets were shipped to Canada, and after being modified to make them compliant with Canadian railway standards, they entered Ontario Northland service on the Northlander between Toronto Union Station and Timmins.
Unfortunately the power cars proved unsatisfactory - they could not cope with the harsh Canadian winters, and the maintenance crews were unfamiliar with the European equipment. In 1979, the power cars were replaced with standard EMD FP7 diesel locomotives; the driving trailers were not adapted to work with the new power, and so became purely locomotive-hauled stock, and continued in service until February 1992.
ONR "Northlander" @ Toronto, Ontario (1982)
ONR RAm-TEE, 1957 SBB-CFF-FFS, sitting in Spadina yard, Toronto Ontario Canada
The Swiss and Dutch railways cooperated on a joint development for a new 4-car diesel-electric trainset for the TEE trains.
The design comprised:
- A power car with compartments for luggage, customs and the train conductor.
- A nine-compartment trailer car (54 seats)
- A kitchen-restaurant trailer car with a 32-seat dining section, and an 18-seat first-class open saloon
- A driving trailer car with 42-seat open saloon, and a staff sleeping compartment.
All 114 seats were first class, with 2+1 seating in the saloons, and 2+2 in the dining section.
The power cars were built by Werkspoor, with electrics by Brown, Boveri & Cie; they were powered by a pair of RUHB 1,000-metric-horsepower (740 kW; 990 hp) diesel engines. A third diesel engine of 300 metric horsepower (220 kW; 300 hp) provided power for heating, lighting, air-conditioning and the kitchen in the dining car.
The trailer cars were built by Schweizerische Industrie Gesellschaft (SIG); the design was based on the SBB's standard carriage design (Einheitswagen I) due to the short time available for design and construction. Only one entrance vestibule was provided at the front end of the cars, doors were of the folding aluminum type, and windows were double-glazed with a passenger-operated venetian blinds between the panes.
The sets were equipped with Scharfenberg couplers, and were geared for a maximum speed of 140 km/h (87 mph).
As of 26 May 1974, TEE discontinued the use of diesel trainsets on all its services. Four trainsets were shipped to Canada, and after being modified to make them compliant with Canadian railway standards, they entered Ontario Northland service on the Northlander between Toronto Union Station and Timmins.
Unfortunately the power cars proved unsatisfactory - they could not cope with the harsh Canadian winters, and the maintenance crews were unfamiliar with the European equipment. In 1979, the power cars were replaced with standard EMD FP7 diesel locomotives; the driving trailers were not adapted to work with the new power, and so became purely locomotive-hauled stock, and continued in service until February 1992.