Followed five F-2a into service. Smaller, lower-drivered engines with less heating surface and grate area and slightly less thermic syphon area (31 sq ft/2.9 sq m).. The F-1s drove on the rear coupled axles; the F-2s drove on the front axle. Like other CP locomotives with two trailing axles, the lead wheels in the bogie were smaller than the rear wheels - 36 1/4" (921 mm) diameter vs 45" (1,145 mm).
They were fast, both absolutely and in terms of covering a schedule. According to the Steamtown special study of their 2929 (http://www.cr.nps.gov/history/online_books/steamtown/shs3h.htm, accessed 2 Jan 2007), the F-1a was designed for fast local service between nearby cities. Instead they were relegated to secondary operations, including a Saskatchewan local that ran between Regina and Moose Jaw. The schedule demanded that "... the 16.4 km (10.2 miles) between Pasqua and Belle Plaine Sask., to be effected in ten minutes, an average start-to-stop speed in excess of 98 km/h (61 mph). This was, for some time in the late 1940s and early 1950s, the fastest scheduled speed attained by a Canadian passenger train."
In an "old-time trains" article by Newton Rossiter (http://www.trainweb.org/oldtimetrains/rossiter_vol1_2.html), he tells us a bit about the subtleties of operating steam locomotives and the effects of operating conditions on such things as smoke generation:
""Trailing black smoke" was entered into work reports by enginemen many times when operating F1a 4-4-4 "Jubilees" on the Toronto to Hamilton run. The reason for the smoke is that the tubes are becoming blocked and "honeycomb" or slag is forming over the back tube sheet in the firebox, preventing proper combustion. This condition was prevalent on these engines when worked at speed with light trains on relatively level track. When this engine and her running mate, No. 2928, were assigned to the Hamilton to Goderich run and were returned to John Street, Toronto, for their monthly boiler wash, the tubes were observed to be in excellent shape. This was put down to the heavier working of the engine on the Goderich run, due to the up hill, down dale, character of the line. Working on grades with heavy exhaust had a scouring effect, keeping the tubes clean.
Riding on a wheel arrangement so rarely used it didn't have a popular name (although the CP did assign the name Jubilee to the wheel arrangements), the two Canadian Pacific F classes served a variety of short (four-car) fast express trains These five F-2a engines drove on the front axle. They preceded the similar but somewhat smaller F-1a type, which drove on the rear axle. All the latest labor-saving devices appeared on this quintet: feedwater heaters, 34 sq ft (3.15 sq m) of thermic syphons, roller bearings, mechanical stokers, all-weather cab.
Used on the Chinook (Calgary-Edmonton), Royal York (Toronto-Detroit), and two Montreal-Quebec trains. One of them claimed the Canadian steam speed record outright when a brake-test train pulling 4 cars (express, baggage-buffet, and two coaches) had reached 181 km/h (112.5 mph) when its brakes were put into emergency stop. The Steamtown special report on the CPR 4-4-4s (http://www.cr.nps.gov/history/online_books/steamtown/shs3h.htm, accessed 2 Jan 2007) notes the outcome of the brake test: "he test established that the train required 2,227 m (1 mile, 2025 feet) to be brought to a complete stop, that the brake shoe temperatures on the cars ranged in excess of 360°C. (700°F.) while those of the driving wheel tires was in the order of 315°C. (600°F)."
|Specifications by Steve Llanso|
|Railroad||Canadian Pacific||Canadian Pacific|
|Builder||Montreal LW||Montreal LW|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.22||0.21|
|Overall Wheelbase (engine & tender)||64.80'||70.73'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||111280 lbs||121000 lbs|
|Engine Weight||240000 lbs||263000 lbs|
|Tender Light Weight||185000 lbs||198500 lbs|
|Total Engine and Tender Weight||425000 lbs||461500 lbs|
|Tender Water Capacity||9250 gals||8400 gals|
|Tender Fuel Capacity (oil/coal)||12 tons||12 tons|
|Minimum weight of rail (calculated) on which locomotive could run||93 lb/yard||101 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||300 psi||300 psi|
|Cylinders (dia x stroke)||16.5" x 28"||17.25" x 28"|
|Tractive Effort||25918 lbs||26557 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.29||4.56|
|Firebox Area||200 sq. ft||232 sq. ft|
|Grate Area||45 sq. ft||55.60 sq. ft|
|Evaporative Heating Surface||2291 sq. ft||2833 sq. ft|
|Superheating Surface||900 sq. ft||1100 sq. ft|
|Combined Heating Surface||3191 sq. ft||3933 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||330.62||374.05|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||13500||16680|
|Same as above plus superheater percentage||17280||21350|
|Same as above but substitute firebox area for grate area||76800||89088|