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Canadian Rail ~ Canadian Rail ~ No. 418 SEPTEMBER-OCTOBER 1990 CANADIAN RAIL PUBLISHED BI -MONTHlY BY THE CANADIAN RAILROAD HISTORICAL ASSOCIATION EDITOR : Fred F. Angus For your membership in the CRHA, which Includes a CO-EDITOR: Douglas N. W. Smith subscription 10 Canadian Rail, wnle to: PRODUCTION: A. Stephen Walbridge CAHA. P.O. Box 148, 51. Constant. Que. J5A 2G2 CARTOGRAPHER: William A. Germaniuk Rates: in Canada: $28. LAYOUT: Fred F. Angus outside Canada: $24. in U.S. lunds. PAINTING: Procel Printing TABLE OF CONTENTS THE ROYAL HUDSON CLASS LOCOMOTIVE 2860 AT 50 yEARS ........... .... .. HOWARD E. McGARRY 147 75TH ANNIVERSARY OF THE DEATH OF SIR WILLIAM VAN HORNE. ... ....... FRED F. ANGUS 160 RAIL CANADA DECISIONS .................. .. ................................................... .. ........ DOUGLAS N.W. SMITH 162 ASBESTOS AND DANVILLE LOCOMOTIVE ROSTER. .............. 174 CRHA COMMUNiCATIONS ............. ... ..... .. .... .. ... ...... ... .... ............ ......................... 177 Canadian Rallis continually In need 01 news, slar\es. hiSlarical data, photos. maps and other matena!, Please send all contributions to the editor. Fred F. Angus, 3021 TrafaJg31 Ave. Montreal, p.e H3Y tH3. No payment can be made tar contributlOfls, but the contnbuter WIll be given credillor material SUbmitted. Material win be returned to the oontributor if requested. Remember "Knowledge Is 01 MIt1e vallJ8 unless II Is shared with others". NATIONAL DI RECTORS Frederick F. Angus Hugues W. Bonin J. Christopher Kyle Douglas NW. Smith R.C. Ballard Robert Canson William Le Surt lawrence M. Unwin Jack A. Beatty Charles De Jean Bernard Martin Aichard Viberg Walter J. Bedbrook Gerard Frechette Robert V. V. Nicholls A. Stephen Walbridge Alan C. Blackburn David W. Johnson Andrew W. Panko John C. Weir The CRHA has a number 01 local divisions across the country Many hold regular FRO.\7 COlER DUr/llllth.. lOulllng doys of meetings and Issue newslelters. Further irnormaliOn may be obtained by Wf1ting to the st~m WI I~ O()o1l11lioll At/antiC' RalllO"U)'. 011 division. KEYSTONE OMSION unidtllii/ird p/wIOlfraphrrPOI<5 ..J IQ r«ord Ihi.!; NEW BAI.WSWICK DIVJSIOO 1. ~ a.., lI1ur <>I Ihl'lIa/t/tVI·yur/llQUfh flV,,,S at AllnapQ­ P.O 80>< \1801 WIro"IIpIQ. Marl R3I( QM.t SaIl Jo/VI N_B. E.2L.a1 CALGAAY, SOl.ITl-I WESTERN O!IIISION /isRn,\'(//.N()IVlSt:(}f/o Tn/in 95 if Nil/It'd byCP ST LAWJIENCE vAU.£V OMSION 60 6100 oil!> Ave N E. Pur/fic 1617 IOhl("h "YIS I)lult al CP's Angus P.O 80>:22. sc.Ion T Calgary. AI*1a rn!5Z1 Shopf 11/ 1912. Tram 99 IS 1l"(JII.. /J h}' PacifiC' hIonu_P,o. H383J5 fIOCI('f~AlNDlVISION 2665. a 19/-1 "Rrudll(II,," of Angllf. 0" AIX"sf P 0 61 02. $aI!ion "'C' RID£AU vALLEY OIVISION s.... 16. /956. Itl'lIm IIIfIIlr lI.jillOl run lIIl Ihf$(fnllrU EdmonIorI. AbiIr1II T58 2ND P.O bll62 ,md "VIS rrplattd II)' II... trmwmiral. bill IlIIre>· Smth', F..... CltW. K7A W SElKlAl< DMSION PO 80~3!I mlJlrtrc, Rail Duul Cur PIiNu/rum CIiOOe/lflll KINGSTON DIVISION FIewrIII!do.II 8 C \IOE 2SO P.O b103, ~ "A' Paci!k Ctlf{IQnllr A f('h,\'~.\ ~IQn On! K7M oPi CROWSNEST' KETTU! VALLEY DIVISION PO 80.0100 TORONTO & ~ DIVISION ~IlC V1C4Hi PO 8015&4(1, T................ As pari 01 its actrvrtles, the CRHA operales NE.LSOO ELECTl'OC TRAMW"'Y SOCIETY the Canadian Rail\vay Museum at Delsoo I T_.o... ~WIP3 IZI,,"- SIt-. ~ac VllM St Conslilflt, Que, which Is about 14 miles (23 Km.) from downtown Montreal. It rs """"'"PO 80>!593 """""" PRINCE Gl:0RGE RAIlWAY MUSEUM SI ~. Ore. l.2f\ IW8 P 0 80>: <'0&01 open daily from late May to early October, WlNDSOR-£SSEX OIVlSlON Pnnco ~ Be \I2N 296 Members. and their immediate tamilies. 31e 300 c.t.w. "'-I EII!III PACIfIC COAST OMSION admrned Iree 01 charge. vrOldoor. OI'IL N9G 1A2 PO BoxIOOl5.~""'· , ~, GOAl OFTJ.E ASSOCIATlON 1l£ CCUECTlON. PRESERVATlON AND OiSS£MINATION Of ITB4S RElAntKi TO 1lE H!Sl~Y Of fWt.WAYS IN CANADA SEPTEMBER - OCTOBER 1990 CANADIAN RAIL Page 147 Development of the Hudson Class Locomotive 2860 : Royalty on the Howe Sound Route Celebrating a Half Century of Good Living 1940 - 1990 By Howard E. McGarry June, 1990 marks the fiftieth anniversary of the building of built. Over a twelve year period passenger train tonnages increased former CPR Royal Hudson 2860, which has become one of the from 375 tons to more than 500. During the 1920's, the company most beloved, and certainly the most photographed, of all Canadian built or improved station buildings, built new improved hotels, locomotives as it runs on its daily trips between North Vancouver leased and operated the Kettle Valley Railway through the southern and Squamish, along British Columbia's scenic Howe Sound. interior of British Columbia, and continued a process of gradually During the late 1920's, North American railroads were faced improving the comforts, in some cases to a luxurious level, of the with increased competition for passenger traffic. The so-called travelling public. Roaring Twenties was a period when great masses of the urban In the years from 1902 to 1915 head-end power relied on the population were finding a new tllJ'ill in greater mobility. Main and ubiquitous "0" class locomotive with 4-6-0 wheel arrangement, branch line traffic was booming as travel by rail was the popular and during that period this type was the backbone of CPR motive accepted method of land transportation. Railroads provided service power, with over 500 units of the 0-10 type being acquired by the to lake and beach resorts, and weekend picnics to popular camping company. These work horses served for a wide variety of duties, spots made up trains of standard day coaches, even utilizing tomist passenger, freight and way freight, yard switcher and work trains class to provide the working classes with an outlet for excess across the system; this continued well into the 1950's. There were energy following long arduous hours of menial labour. also some Jight Pacifies, 4-6-2's in the G-1 and G-2 class, with As main line traffic increased between major population centres, driver sizes ranging from 69" to 75" with tractive effort at 30 to and overnight travel became common practice, there was a need to 33,000 Ibs. The CPR Vaughn class 0-10 was the first large scale provide sleeping accommodation for passengers. Early makes of production of motive power to use the Walschaerts valve gear, the sleeping cars were spartan, but as demand increased, better creature highly efficient design of linkage providing long life, greater comforts were in order, with more comfortable seating, heating accessibility and lower maintenance compared to older style inside and cooling equipment, air conditioners and various designs and valve or slide valve motion. Operating at 200 Ibs. boiler pressure, improvements in sleeping cars, from upper and lower berths to with superheaters giving a total heating surface of 2800 to 2900 bedrooms. Dinner in the diner became a truly enjoyable experience, square feet, they carried 156,000 Ibs. driver weight on 63-inch with white linen, sterling silver service, "maitre de" and white­ wheels. jacketed waiters, able and willing to please the most discriminating This was adequate power for trains of older wooden coaches, traveller. These improvements to car interiors would naturally add but heavier power was needed as tonnage increased. In the U.S. weight which required greater carrying capacity, both structurally northeast, the Pennsylvania's K-4 Pacifies, and similar power on and in suspensions and J1l11ning gear. All these changes dictated the Baltimore & Ohio and the Reading, were equipped with new designs using steel-reinforced, and later all-steel, construction. 80-inch drivers, operated at 205 Ibs. pressure and were designed Six-wheel trucks, along with anti-sway devices, improved riding for high stepping intercity and commuter traffic. The K-4 was, for qualities, with greater stability on curves. Frame end construction a time, superseded by the Duplex drive 4-4-4-4 in 1942 to 1946, but provided greater tOlmage-pulling capacity for couplers, along with these eventually were retired because of high maintenance costs. the near elimination of slack run-in, with spring loaded coupler A superior effort was necessary to find a machine capable of mounts. competing for traffic through states having great concentrations of Prior to 1920, the Canadian Pacific Railway had less than 100 industry and commerce with related services staffed by personnel steel passenger cars, while by 1930 it had over 700 with more being living near the work place. Page 148 RAIL CANADIEN SEPTEMBRE - OCTOBRE 1990 increase in healing surface. Tractive effort, essential when starting a heavy train or pulling at lower speeds on moderate grades, jumped to 57 ,000 Jbs. by using the trailing truck booster output of 12,000 Ibs. Boosters had first been applied to CP's only two Northerns, built at Angus Shops in J 928. These were 3100 and 3 101 (preserved in museums) and, although there were other design problems with these two, the use of trailing truck boosters proved a useful appliance for starting heavy loads. Economics during the depression years from 1929 onward had dictated a policy of taking delivery of new units with provision for later installation of appliances, e.g. boosters. When orders were placed for class H-I-a (2800 -2809), they came with Commonwealth trucks ready for boosters, and in the mid 1930's boosters were installed at Angus Shops on H- I -b 2811 and2813. These two filled in as stand-by power for the two Northems on the fast overnight The builder's plate of Royal Hudson 2860.
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