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Joint Issue UCRS/OSHOME The 4-6-4 typos of ths Canadian Pacific originated in Pacific portion of their Majesties' tour, and as a result all vho demand during the late I92O3 for greater capacity in the the streamlined Hudsons soon became known as the Royal Hudsons, handling of main-line trains, such as the crack 6i-hour and were adorned with regal crowns at the front ends of their Toronto^Jontreal flyers "The Canadian" and "The Royal York", running board skirts. 285O and 2851 made the 3,224 mile trip which at this time were the fastest traine in the world, by from Quebec City to Vancouver, in the course of which they were virtue of their rune between Smiths Falls and Montreal, manned by 25 different engine crews. 285O was later exhibited 124,0 miles in 108 minutes, non-stop, at an average speed of at the New York World'a Fair of 1939. 68.8 miles per hour. In 1940, to assist with the heavy wartime traffic, a This search for improved motive power, conducted under further, and as events proved, final croup of Royal Hudsons the able leadership of ilr. C. B. Bowen, C.P.R. Chief of was built, all equipped for oil-burning in the Pacific Coast Motive Power, ended in 1929, when Montreal Locomotive Works territory. These are class H-le, Nos. 2860-2864. outshopped No. 2800, first of an order for ten 4-6-4s, to be classed H-la, and numbered 2800 to 28O9. The design wae mile the C.P.R.'s stock of sixty-five Hudsons is divided immediately eucceesful, and road tests were scarcely over into five sub-classes, there is very little difference in when a repeat order for an additional ten engines of the same Important specifications, as a perusal of the table on the typo wae placed with Montreal Locomotive Worke. reverse side of this sheet will show. Although the engines of the first two groups are now seen most often on manifest This second group, class H-lb, numbers 2810-2819, was freight, they still give a good account of themselves at the built during 1930, and was identical in all important head end of passenger extras or sections of regular trains. respects with the originals. Nos. 2811 and 2813 were The Royal Hudsons regularly handle either freight or passenger equipped with boosters, and therefore tipped the scales at trains with equal facility, and are used on all main lines of 9000 pounds more than their sisters, and exerted an additional the C.P.R., with the exception of that between Montreal and 12,000 pounds tractive effort with their boosters out in. Saint John, M.B. While they were tried out on this route for a short time, it was considered inadvisable to assign them to As the construction of these first twenty Hudsons the eastern run regularly, due to bridge weight restrictions. coincided with the advent of a worldwide depression, no additional motive power was needed for several years. By As mentioned earlier, the Hudsons have been extremely 1937» however, conditions had improved sufficiently to make successful, and have given consistently efficient, reliable it possible to start replacing some of the obsolete power with service, especially during the difficult days of World War II. modem types, and in that year construction wae undertaken of Tlieir runs between i'/innipeg and Calgary. 84l miles each way. a further thirty Hudsons, the largest group of this tvoe to and between Toronto and Fort William. 711 miles, have been,' be added at one time. The new recruits form class H-lc for many years, among the longest rogularly-scheduled steam and are numbered from 2820 to 2849. By this time, stream• locomotive runs in the world. The standards of performance lining had become the vogue, and the H-lc's were given a and availability on these runs, the latter through the smooth jacket to enclose many of the usual external fittings, toughest operating territory east of the Rockies, have been together with a cowelled stack combined with smoke deflector, amazingly high, even though, in recent years, trains have recessed headlight, and solid pilot. Combined with the large grown far beyond the weights for which these locomotives vestibuled cab and massive twelve-wheeled tender, and finished were designed. in the C.P.R.'s fine passenger engine livery of glossy black, deep red, polished graphite, gold lettering and striping, white During the letter part of the recent war, there v/as ^ wheel tires, and plenty of bright metal, these streamlined talk of building mora Hudsons, but with the prospect of » Hudsons present a most attractive appearance, a happy blending diminishing traffic following the war, it was felt that a of modern design with the traditional appeal of the steam smaller machine would be more generally useful, and the 1200 locomotive. series of "General Service" Pacifies was built. Mow, with the advent of large-scale dieselization, the C.P.R, has Closely following the 1957 group, ten more of the announced that no more conventional steam locomotives will etreamliners were built in 1953. These are class H-ld, Nos. be built. In spite of the encroachment of the newer form 2850-2859, and are similar in all important respects to the of motive power, however, many years will pass before Finis H-lc's. During the visit of their Majesties, King George VI must be written to the story of the Canadian Pacific Hudsons, and Queen Elizabeth, to Canada in 1939, 285O was used to haul one of the outstandingly successful locomotive designs of the Royal train and 285I the pilot train over the Canadian all time. 4-6-4 - HUDSON TYPE CUSS H 1 SUB CUSS H 1 AS \ CAPACITY 46% . CAIIADIAII PACIFIC i4'-»M-4-s-4-- ki'-ir »i'4'-»--+4^H-5-z^i' n'-r 1(000 0*1. TMA*r «oll»r HI* A-lU" e"lU' AXLE SIZES Marlsga 10i-I14- U-X14- 10i>ll4* 7<I14* 8>xl4* H 1 b Hollar I**rliis4 4-6-4 - ROYAL HUDSON TYPE CLASS H 1 SUB CLASS H 1 E CAPACITY 46% CANADIAN PACIFIC 3q f-6 - -\Z-Sl ~*9-i-4-9-4- »i( -je-4;*-|-4-fl^- - 39-6- 80104—- -440- AXLES ROLLER BEARINGS 10j"Xl4" 12"XI4" 10j"xl4" 4- 7"xl4" H"xl4" 6-xll" 6"xll" SPECIFICATICTB Heating surface - 5474 SQ. ft. (Hla, b) (Total) 5533 sq. ft. (Hlc, d, e) Numbers Sub-class Date Built Weight on drivers 194,000 lbs.* 2300-2809 Hla Nov.-Dec., 1929 Engine vjeight 329,000 lbs. (Hla, b) 2810-2819 Hlb Nov.-Doc, 1950 . 524,000 lbs. (Hlc, d) 282O-23A9 , Hlc Sept.-Dec, 1937 • 355,000 lbs. (Hie) 2850-2859 Hid August, I93B Tender weight • 132,000 lbs. (Hla) 2S60-2364 Hie June, 1940 • 158,000 lbs. (Hlb) Builder: Montreal Locomotive Worke • 153,000 lbs. (Hlc, d) Boiler Pressure: - 275 lbs . 125,500 lbs. (Hie) Cylinders - 22 x 50 ins. Fuel capacity (ooal) • 21 tona Drivers - 75 ins. (oil) • 4100 Imp. Gals. Tractive effort - 45,500 lbs. Water capacity • 12,000 Imp. Gals. (Locomotives with boosters exert 12,000 lbs extra tractive effort) • Hlb with booster weigh 358,000 lbs., Hlc, Hid with Grate area - 30.8 sq. ft. booster weigh 535,000 Iba. Locomotives 2360-2364 were built as oil burners; additional engines have been converted subseauently, Locomotivaa 2811, 2313, 2858-2342, 2850-2854, 2860-2864 have boosters. All coal burning locomotives have "stokers. All locomotives have Elesco superheaters. Multiple throttles and one piece engine beds. All locomotives have roller bearinge on the pilot truck. Locomotive 2810 is fully equipped with roller bearings on all engine and tender trucks. UPPER CANADA The THE ONTARIO SOCIETY OF HO MODEL ENGINEERS, RAILWAY SOCIETY, ONTARIO H. R. Johns, Hon. Secretary, 122, Box Terminal "A" 50CIETY 362 Broadway Avenue, Toronto, Ontario JOINT Toronto 12, Ontario OF MO Bulletin 27, Supplement to "THE QUILL", January, I95I ISSUE MODEL January, 195^ ENGINEERS .
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