In the late 1930s the CPR, having concluded that streamlined shrouds were not cost effective, decided that there was value in an aestheticly pleasing locomotive and ordered more Hudsons designed to have softer lines and styled with an outstanding color livery. The first 30, Class H-1c (road numbers 2820 through 2849), arrived in 1937 and in 1938 another 10, Class H-1d (road numbers 2850 through 2859) were delivered.
The fifth and final order for five Class H-1e (road number 2860 through 2864), were similar in appearance but, because they were destined for operation in the far west, were built to burn oil and were delivered in 1940.
These Hudsons were highly successful and versatile on the CPR. There were 65 built in total, the vast majority for passenger service. These machines were very reliable and regularly ran an average of 180,000 kilometers a year, a very respectable figure for a steam locomotive. They could attain speeds up to 145 km/h while hauling 15 passenger cars. When they were replaced by diesel-electric ones in the mid 50's the 2858 survived hauling freight service for CPR.
In 1939, King George VI and Queen Elizabeth toured Canada by train from Quebec to Vancouver. They used a CPR train pulled by one the very new Hudsons, number 2850. This locomotive, as well as number 2851 which led a pilot train that proceeded the "Royal" train by one hour, were specifically painted for this assignment. The special livery included Royal blue and silver paint, stainless steel boiler cladding and the royal arms painted on the tender. Also a crown was painted on the skirt just ahead of the cylinders.
After the tour, both of the locomotives used were returned to the standard livery. Later the CPR was granted special permission to use the crown on the running boards of its newer Hudsons (road numbers 2820 through 2864) and to designate them as "Royal" Hudsons.
5 CPR Hudsons survive today.
|Class||Qty||Road Numbers||Year Built||Builder|
This next set of 10 locomotives continued the Bowen Hudson design with slight differences. In one test reported by Railway Age in 1931, reported on a 130-mile run in which an H1 pulling a 19-car, 1,652-ton train. It's a summary of contemporary steam worked to its limit: Average steam pressure 274 psi, feedwater temperature 222 deg F, and average superheat temperatuture of 675 deg F.
One detail of the design were baffle walls under the grate and over the ashpan that diverted incoming air downward toward the center. Working in combination with 38.5 sq ft of arch tubes spaced to offer a wide brick span in the center and narrow ones at the side, the baffles kept cool air away from the sides, which reduced temperature differences and cracking. Much attention was paid during running to maintain an even temperature in the firebox.
Runs of 811 miles (Toronto to Fort William) and 832 miles (Winnipeg-Calgary) made full use of the larger tenders.
The class earned British royal permission to call themselves the "Royal Hudsons" and to bear the Royal coat of arms after several of the class pulled the royal visitors around Canada in 1939.
Some of these engines ran into the mid-1960s.
The report explains that this pair was turned out to pull six coaches and a baggage car over the 47 miles between the Windsor Street Station and Point Fortune. In that distance, there were 7 regular stops and 13 flag stops westbound on a 120-minute schedule and 4 regular and 12 flag stops eastbound (105 minutes overall). Coal and water were taken on at Rigaud, which was 40 miles from Montreal.
Much attention was paid to both free steaming and weight control, the former being aided by 12" (305 mm) piston valves. The latter involved careful design of most of the structural members to maintain strength while minimizing materials use. One mark of its success was claimed to be coal consumption figures of 79 lb/train mile and 345 lb/thousand ton-miles. "
|Specifications by Steve Llanso|
|Railroad||Canadian Pacific||Canadian Pacific||Canadian Pacific||Canadian Pacific|
|Builder||Montreal LW||Montreal LW||Montreal LW||Angus Works|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.33||0.33||0.33||0.38|
|Overall Wheelbase (engine & tender)||80.52'||80.52'||80.88'||38.83'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||183800 lbs||186800 lbs||185800 lbs||135000 lbs|
|Engine Weight||351200 lbs||354000 lbs||365400 lbs||236000 lbs|
|Tender Light Weight||291900 lbs||288650 lbs||229600 lbs|
|Total Engine and Tender Weight||643100 lbs||642650 lbs||595000 lbs||236000 lbs|
|Tender Water Capacity||14400 gals||14400 gals||14400 gals||3000 gals|
|Tender Fuel Capacity (oil/coal)||20 tons||21 tons||5400 gals||4 tons|
|Minimum weight of rail (calculated) on which locomotive could run||102 lb/yard||104 lb/yard||103 lb/yard||75 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||275 psi||275 psi||275 psi||200 psi|
|Cylinders (dia x stroke)||22" x 30"||22" x 30"||22" x 30"||20" x 26"|
|Tractive Effort||45254 lbs||45254 lbs||45254 lbs||28516 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.06||4.13||4.11||4.73|
|Firebox Area||326 sq. ft||326 sq. ft||326 sq. ft||156 sq. ft|
|Grate Area||80.80 sq. ft||80.80 sq. ft||80.80 sq. ft||33.10 sq. ft|
|Evaporative Heating Surface||3834 sq. ft||3791 sq. ft||3791 sq. ft||1801 sq. ft|
|Superheating Surface||1640 sq. ft||1640 sq. ft||1542 sq. ft||266 sq. ft|
|Combined Heating Surface||5474 sq. ft||5431 sq. ft||5333 sq. ft||2067 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||290.48||287.22||287.22||190.50|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||22220||22220||22220||6620|
|Same as above plus superheater percentage||28886||28886||28664||7481|
|Same as above but substitute firebox area for grate area||116545||116545||115649||35256|