Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.
Locobase 15742 shows the result of removing the four-cylinder Vauclain compound setup from at least two of the original three locomotives shown in Locobase 15741. In at least the case of the 950, the CPR's shops went further and put in a superheater. By Locobase's calculation, the result bestowed a great increase in power at speed while maintaining relatively high factors of adhesion and low boiler demand. Locobase suspects that at least the 951 was similarly treated.
Didn't really matter, though, most likely because they remained 4-4-2s and thus were easily overmatched by the heavier trains of steel passenger coaches that entered service around this time. All three locomotives were scrapped in June 1917.
Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange and "Canadian Pacific Fast Passenger Locomotives," The Railway Age, Vol 28 (3 November 1899), pp. 824-825; and See also Jonathan Hanna, "Just About the Fastest Things on Earth: CPR's 4-4-2 Atlantics", Momentum (Spring 2007), archived at [], last accessed 25 January 2014. Works numbers were 1295-1297 in July 1899.
Built by the CPR at their Montreal shops to handle the Ottawa-Montreal expresses over a 111.4 mile (179 km) line, these engines were expected to maintain a running speed average of 80 mph (129 km/h) over 100 lb/yard (50 kg/metre) rail.
"R" Atkinson, mechanical superintendent, reported having begun the design on "the morning of the 1st of May" (he regrettably failed to say at what time). The first engine was in steam nine weeks later on July 3rd.
It was an ambitious effort, large, high-drivered and up-to-date in its use of the Vauclain compound system. Its Belpaire firebox was joined rather crudely to the extended wagon top boiler course in front of it and the disc front truck wheels seem a bit heavy. The tenders originally held 8.8 tons of coal, but were later enlarged to hold the 11 short tons shown in the specs.
Hanna notes the crazed quest for steam that had taken over most of the railroading world and conveys the sporting attitude that sometimes accompanied it: "In their heyday ... the locomotives raced along the Montreal-Ottawa corridor neck-to-neck with the competition's Canada Atlantic Express. Thomas Shaughnessy, CPR's by-the-book president, called one Montreal-Ottawa locomotive engineer 'on the carpet'. He sternly warned him: 'There will be no more speeding on this railway.' He then added: 'But don't let the other guy win, either'.
Like most Atlantics, the F1a trio didn't enjoy a long career in service. During that short run, however, the railway simpled, then superheated two of the class. See Locobase 15742 for the simpled F1b and 15473 for the superheated F1b. 952, as the last was numbered at the time, never gave up its compound setup.
Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. See also Jonathan Hanna, "Just About the Fastest Things on Earth: CPR's 4-4-2 Atlantics", Momentum (Spring 2007), archived at [], last accessed 25 January 2014.
Locobase 15742 shows the original trio of Vauclain compound Atlantics as they went into service on the Ottawa-Montreal run in 1899.
After a few years, 950-951 suffered the loss of the Vauclain compound setup and had two simple-expansion cylinders substituted. 951 was not superheated, but 950 was, as is shown in Locobase 15743.
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | F1b - superheated | ST4 | ST4/F1b - simpled, saturated |
Locobase ID | 15743 | 15741 | 15742 |
Railroad | Canadian Pacific (CPR) | Canadian Pacific (CPR) | Canadian Pacific (CPR) |
Country | Canada | Canada | Canada |
Whyte | 4-4-2 | 4-4-2 | 4-4-2 |
Number in Class | 1 | 3 | 2 |
Road Numbers | 950 | 209-211/1000-1002/950-952/2150-2152 | 950-951 |
Gauge | Std | Std | Std |
Number Built | 3 | ||
Builder | CPR | CPR | CPR |
Year | 1911 | 1899 | 1909 |
Valve Gear | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 7.25 / 2.21 | 7.25 / 2.21 | 7.25 / 2.21 |
Engine Wheelbase (ft / m) | 25.93 / 7.90 | 25.93 / 7.90 | 25.93 / 7.90 |
Ratio of driving wheelbase to overall engine wheelbase | 0.28 | 0.28 | 0.28 |
Overall Wheelbase (engine & tender) (ft / m) | 53.06 / 16.17 | 53.06 / 16.17 | 53.06 / 16.17 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 50,830 / 23,056 | 50,830 / 23,056 | 50,830 / 23,056 |
Weight on Drivers (lbs / kg) | 97,500 / 44,225 | 97,500 / 44,225 | 97,500 / 44,225 |
Engine Weight (lbs / kg) | 171,000 / 77,564 | 171,000 / 77,564 | 171,000 / 77,564 |
Tender Loaded Weight (lbs / kg) | 105,000 / 47,627 | 105,000 / 47,627 | 105,000 / 47,627 |
Total Engine and Tender Weight (lbs / kg) | 276,000 / 125,191 | 276,000 / 125,191 | 276,000 / 125,191 |
Tender Water Capacity (gals / ML) | 5485 / 20.78 | 5485 / 20.78 | 5485 / 20.78 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 11 / 10 | 11 / 10 | 11 / 10 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 81 / 40.50 | 81 / 40.50 | 81 / 40.50 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 84 / 2134 | 84 / 2134 | 84 / 2134 |
Boiler Pressure (psi / kPa) | 200 / 1380 | 210 / 1450 | 200 / 1380 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 | 13.5" x 26" / 343x660 | 20" x 26" / 508x660 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 23" x 26" / 584x660 | ||
Tractive Effort (lbs / kg) | 21,048 / 9547.22 | 14,978 / 6793.91 | 21,048 / 9547.22 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.63 | 6.51 | 4.63 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 163 - 2" / 51 | 284 - 2" / 51 | 284 - 2" / 51 |
Flues (number - dia) (in / mm) | 22 - 5" / 127 | ||
Flue/Tube length (ft / m) | 14.81 / 4.51 | 15 / 4.57 | 15 / 4.57 |
Firebox Area (sq ft / m2) | 170 / 15.79 | 170 / 15.79 | 170 / 15.79 |
Grate Area (sq ft / m2) | 32.50 / 3.02 | 32.50 / 3.02 | 32.50 / 3.02 |
Evaporative Heating Surface (sq ft / m2) | 1859 / 172.71 | 2401 / 223.06 | 2401 / 223.06 |
Superheating Surface (sq ft / m2) | 390 / 36.23 | ||
Combined Heating Surface (sq ft / m2) | 2249 / 208.94 | 2401 / 223.06 | 2401 / 223.06 |
Evaporative Heating Surface/Cylinder Volume | 196.72 | 557.43 | 254.07 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 6500 | 6825 | 6500 |
Same as above plus superheater percentage | 7605 | 6825 | 6500 |
Same as above but substitute firebox area for grate area | 39,780 | 35,700 | 34,000 |
Power L1 | 18,427 | 7645 | 9633 |
Power MT | 833.32 | 345.73 | 435.63 |