Most North American steam locomotives built, or rebuilt, after about 1920 were equipped with feedwater heaters.

If the water level is not maintained over the crown sheet it can warp and rupture. With a grate area of 81 square feet, these "Royal Hudsons" had an evaporative heating surface totaling 3791 square feet and a superheating surface of 1542 square feet. Thank you. At that time she was based in Reading and pulling excursion specials over trackage in the region.

For local and branch line service, over trackage often laid with lighter rail during a period of rapid railroad expansion in Canada, the Canadian Pacific needed a smaller locomotive that could handle both passenger and freight traffic.

Today No.

Leave it to the good doctor — that would be Phil Hastings — to get up close and personal, in this case riding in the cab of CP No. 3254, have been mainstays of the Steamtown operation.

At Chalk River, Ontario, in August 1955 we found G2s Pacific No. They had 63-inch drivers and 21x28-inch cylinders, and carried 200 pounds of boiler pressure.

CN Ten-Wheeler 1541 passes Hagersville's leaning interlocking tower in a John Rehor photo. Operated for a time on his Ohio Central Railroad, she is now at the Age of Steam Roundhouse near Sugarcreek, Ohio. 1266, a representative of subclass G5c built by the Canadian Locomotive Company in 1947, performing switching duties. It was not original equipment but was applied during a 1922 rebuild, during which her cylinders were modified a to the dimensions given and she was reclassified from class G2d. No.

Sadly, with a change in CPR management that program was suspended.

1278 is also at the Age of Steam Roundhouse and will likely never be restored to operation, being preserved as an exhibit of the hazard involved in slipshod maintenance of steam equipment.

This class had 62-inch drivers and 19x24-inch cylinders, and carried 180 pounds per square inch of boiler pressure.

Canadian Pacific's 4-6-2 No. If any photographer dominates Canadian Steam!

Reacquired by Canadian Pacific, she was painstakingly restored to service as an oil burner and dubbed the "CPR Empress." The locomotive was built by Angus Shops in 1931 and was the Canadian Pacific's heaviest steam locomotive. Don Wood found a CN Mogul on the turntable at Owen Sound, Ont.

No. Ahead of her unusually tall stack No.

Traversing the same geographic region under the same conditions, the two railroads nevertheless rostered a different configuration of steam power.

Steam Locomotives and Steam Trains including Photos (SteamLocos.com and SteamTrains.org) Sorted by URL and not by title. Class D4g had 28 square feet of grate area, 1081 square feet of evaporative heating surface and a superheater surface of 195 square feet. With a grate area of 65 square feet, she has 3530 square feet of evaporative heating surface and 803 square feet of superheater surface, and weighs 319,000 pounds. 2317 to Scranton.

Consolidation No. It operated on the Mountain Subdivision of the CPR from 1931 to 1936, but was scrapped in 1940. Please allow up to 24 hours for your comment to be approved. I photographed her digitally at Scranton on July 26, 2005.

492 of this class is preserved at the Exporail, the Canadian Railway Museum in Saint-Constant/Delson, Québec, while No.

Perhaps these two older workhorses were among them. No. When a rupture occurs the pressure is released, and the water flashes to steam in an "explosion." These engines of class N2c had 63-inch drivers and 23x32-inch cylinders. 2822 belonged to class H1c, the first group of Royal Hudsons, and was delivered in 1937. No 8000 was a three cylinder compound high-pressure experiment built for the Canadian Pacific Railroad. Due to low water level the crown sheet (above the firebox) failed and three crewmen were seriously injured by escaping steam. As we prepared to leave the Ottawa terminal the Canadian Pacific surprised us with an unexpected bonus, the arrival of Royal Hudson No.

2534 2-8-0 : Brighton, ON: Location: Memory Junction Railway Museum: Status: Display: Album: Video: Notes: I can remember the air raid drill blackouts on occasional nights during the war, when we had to lower all the window shades of our home. 472 saw service under the often-severe weather conditions of eastern Canada and northern New England; Jean-Louis Ouellette provided a photo of No. A handful of 4-6-2s served local freight assignments until the early 1960s, probably the last steam engines operated by the Canadian Pacific. He is represented here by a stirring going-away shot of CN 4-8-4 No. The diesel era, dominated by the products of General Motors' Electro-Motive Division, brought a measure of uniformity to the motive power fleets of North American railroads. ☡ = Caution - functioning website but exhibiting some technical problems.

1278 had been built in Canada with an extra array of staybolts that prevented the crown sheet from being completely torn apart. Motive power on this line was pooled between the Boston & Maine and the Canadian Pacific, and consisted of CPR 4-6-0s and 2-8-0s, B&M 2-8-0s, and CPR 4-6-2s on the night passenger train.

a public relations vehicle for the railroad. 972, of class D10j, at Reading, Pennsylvania on October 9, 1983.

Sister locomotive No. Comments on this post must be approved by a moderator before they will appear on the site. 2809.

2822 on an eastbound passenger train.

If this sampling of almost-made-it photographs whets your appetite, then the good news is that there are collector copies of Canadian Steam!

136's engineer.

On the railroad, the locomotives had a special shield over their headlights to reduce their visibility to potential enemy bombers. 472, shown here simmering away on one of the roundhouse lead tracks, was a member of class D4g outshopped by Montreal Locomotive Works in 1914. Returning to the Midwest after a family vacation trip in New England in August 1955, my parents chose the northern route through Ontario by way of Ottawa, North Bay and Sault Ste. 472 snowbound on the CPR's line between Farnham and Bedford, Québec around 1938. 6202, accelerating tonnage out of Cantic Junction, Que., and into a Canadian sunset in January 1957.

1278 in her happier days of service with the Gettysburg tourist operation, during a trip through Pennsylvania in June of 1993. Key: ★ = Active website noted for volume & quality of information & photos. The exhaust steam from this was mixed with 250 psi pressure steam from the LP boiler to feed the two outside cylinders. A member of class P2e, No.

Featuring 75-inch drivers, members of the H1 class developed a tractive effort of 45,300 pounds. They had 22x30-inch cylinders and carried 275 pounds of boiler pressure. Login, or register today to interact in our online community, comment on articles, The G5s had 20x28-inch cylinders and 70-inch diameter drivers. Classic Trains magazine celebrates the 'golden years of railroading' including the North American railroad scene from the late 1920s to the late 1970s.

No. Call it a gimmick, but for the blog this week I thought it would be fun to present some of the images that didn’t quite make the book, but could have.

The contrast between the two Canadian transcontinentals, Canadian National and Canadian Pacific, is a case in point. Steamtown's move to Pennsylvania in 1984 brought No.

They sustained 190 pounds per square inch of boiler pressure and weighed 109 tons.

The goal was to find 8 x 10 prints that Morgan and Strassman might have agonized over before laying them aside. To leave a comment you must be a member of our community. (The Canadian National owned only five.) Their steaming capacity stemmed from an 81-square-foot grate area, together with an evaporative heating surface of 3791 square feet augmented with 1542 square feet of superheater surface. These locomotives weighed 306,000 pounds and exerted 57,100 pounds of tractive force. 2816 of class H1b survives.

2809 had an all-weather vestibule cab providing greater protection for the engine crew during the colder seasons. 5361 was built in 1926 by the Canadian Locomotive Company.

Canada will have to wait until next year — if we’re lucky.

Although No. 3751, of 1913-14 vintage, stood ready behind No. Between 1907 and 1913 the CPR acquired more than 500 locomotives of this class from the major Canadian builders as well as its own Angus Shops in Montreal. Despite the evocative Ted Rose watercolor on its cover, Canadian Steam!

it’s the perceptive and prolific Jim Shaughnessy, who made countless trips to the Dominion from his home in Troy, N.Y.

Delivered in several groups by Montreal Locomotive Works, the Royal Hudsons had 75-inch drivers, 22x30-inch cylinders, a boiler pressure of 275 pounds per square inch, and a locomotive weight of 366,000 pounds.

2601 was scrapped a year after this photo was taken, but sister 2634 is displayed in Moose Jaw, Saskatchewan.

453 of this class is reportedly stored in Utica, New York with its future plans uncertain. 1278 of the same class achieved notoriety while being operated in tourist service on the Gettysburg Railroad in Pennsylvania in June 1995. Our first stop was the Canadian Pacific terminal facility in Ottawa, where we found a few of the older and smaller locomotives such as Consolidations (2-8-0 type) and Ten-Wheelers (4-6-0 type) that still performed branch line, local freight and switching duties. The famous Royal Hudsons were preceded by earlier classes built by Montreal Locomotive Works beginning in 1929.

The best known is probably No.

For some alternate views of the same locomotives I photographed then, visit the Canada Collection in our Random Steam Photo Collection.

The grate area of class P2e measured 84 square feet, the evaporative heating surface 3436 square feet, and the superheater surface 970 square feet. The exhaust steam from this was mixed with 250 psi pressure steam from the LP boiler to feed the two outside cylinders.

Her 63-inch drivers were powered by 23x32-inch cylinders at 250 pounds of boiler pressure. These Pacifics were built by Montreal Locomotive Works in 1911, and had 70-inch drivers and 20x28-inch cylinders. This stunning level of power was necessary for this locomotive class to complete its job climbing the Allegheny Mountains’ steep grades . But few railroads used them also in freight service to the same extent as the CPR. I photographed No. The train is 491, a hot New England–Chicago freight via Sarnia, Ont., and the Grand Trunk Western. She was acquired in 1963 by F. Nelson Blount, eventually passing to the Steamtown Foundation, and after was owned by the late Jerry Jacobson. Jim Shaughnessy caught a CN 4-8-4 heading for the sunset with a Chicago-bound freight. 2317, together with former Canadian National 2-8-2 No. I focused on five photographers: Robert Hale, Philip R. Hastings, John A. Rehor, Jim Shaughnessy, and Don Wood.

Weighing 93 tons, they produced about 30,000 pounds of tractive force. 2809 had an all-weather vestibule cab providing greater protection for the engine crew during the colder seasons.

This route paralleled lines of the Canadian Pacific and allowed us to see and photograph some of its steam power, which was still very active. (Notice the embossed gold crown on the side of the running board skirt, over the cylinder.).

Today No.

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