These 4-8-4s, built with 75" drivers, were designed as dual-purpose locomotives. However, they were used continuously for 25 years on night passenger trains between Toronto and Montreal. In keeping with CPR practice they were later converted to burn oil.
CPR favored its fleet of Hudsons for passenger service and rejected the Northerns because it concluded that they were too heavy and too slow for main line passenger trains.
Both of these step-children from CPR's steam era survive today and are on display, one at IPSCO Inc. in Regina, SK and the other at the National Museum of Science and Technology in Ottawa, ON.
Boiler had feedwater heater and the axles had roller bearings. F H Howard, in "Selkirk to Connaught Or, from 2-10-4 to 4-10-2," The Old-Time Trains website (http://www.trainweb.org/oldtimetrains/selkirk.html, last accessed 25 October 2008) says that the K1s shared the same boiler with the T1 Selkirks. Its smokebox was flanked by tall smoke-lifters
These engines proved too heavy for all but the Montreal-Toronto line, where they pulled the night trains #21 Chicago Express and #22 Overseas Express for 25 years. Don Scott gives their later history in "Former Canadian Pacific Railway Passenger Services to Montreal Via State of Maine-Saint John-Halifax" of the ROCA Archives site -- http://www.trainweb.org/canadianrailways/articles/FormerCPRPassengerServicesToMontreal04.htm, last accessed 25 October 2008.
Scott reports they were supplanted on Montreal-Toronto runs by diesels in the mid-1950s. Hopes to run them on Montreal-St John service clear through to Saint John in New Brunswick reportedly ran afoul of the US ICC's reluctance to allow them to operate in Maine. So their portion of the run ended in Megantic, Quebec. Scott adds: "CPR later sent them to Western Canada and were converted to oil burners with 3101 on passenger trains Winnipeg-Moose Jaw, Sask. and other runs and 3100 shown as freight service"
In late 2007, a Canadian Pacific survey team was to visit IPSCO's 3101, on display outside in Regina, Saskatchewan, to see if it could be restored to service.
|Specifications by Steve Llanso|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.43|
|Overall Wheelbase (engine & tender)||87.02'|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||250000 lbs|
|Engine Weight||423000 lbs|
|Tender Light Weight||286000 lbs|
|Total Engine and Tender Weight||709000 lbs|
|Tender Water Capacity||14400 gals|
|Tender Fuel Capacity (oil/coal)||18.5 tons|
|Minimum weight of rail (calculated) on which locomotive could run||104 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||275 psi|
|Cylinders (dia x stroke)||25.5" x 30"|
|Tractive Effort||60798 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||4.11|
|Firebox Area||422 sq. ft|
|Grate Area||93.50 sq. ft|
|Evaporative Heating Surface||4931 sq. ft|
|Superheating Surface||2112 sq. ft|
|Combined Heating Surface||7043 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||278.07|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||25713|
|Same as above plus superheater percentage||33426|
|Same as above but substitute firebox area for grate area||150865|