☡ = Caution - functioning website but exhibiting some technical problems. Dominion of Canada was shipped from Montreal last October while Dwight D Eisenhower has reached York Steam locomotive 2839, a former Canadian steam engine refurbished by members of the Atlantic Central Steam Co., a club of railroad buffs, will make its first run in the area July 13, when it travels round trip in Berks County from Temple to Hamburg. Traversing the same geographic region under the same conditions, the two railroads nevertheless rostered a different configuration of steam power. These specifications, together with an engine weight of 229,500 pounds and a boiler pressure of 250 pounds per square inch, gave them a tractive effort of 34,000 pounds. 3751, of 1913-14 vintage, stood ready behind No. Although No. She was acquired in 1963 by F. Nelson Blount, eventually passing to the Steamtown Foundation, and after was owned by the late Jerry Jacobson. In the USA the 2-10-4 wheel configuration was called the "Texas" type, but the CPR used the term "Selkirks" after the range of the Rockie mountains that the Railway crossed. The exhaust steam from this was mixed with 250 psi pressure steam from the LP boiler to feed the two outside cylinders. Several common types were in use: the Elesco, the Worthington (either side-mounted or in the smokebox) and the Coffin. 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. On the railroad, the locomotives had a special shield over their headlights to reduce their visibility to potential enemy bombers. When passengers rode along the Front Range, New York Central's steam legacy is in good hands. In the late 1950's, Canadian steam locomotives were being phased out in favor of diesel engines. 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. For heavy passenger service the Canadian Pacific preferred the 4-6-4 or Hudson type, of which it had 65 engines. The 4-6-0 or Ten-Wheeler type met this requirement, and the CPR rostered a large number of these engines in several classes. it’s the perceptive and prolific Jim Shaughnessy, who made countless trips to the Dominion from his home in Troy, N.Y. Of this locomotive class, the former Ohio Central web site commented: "Although they were among the last steam locomotives purchased by the Canadian Pacific, the class G5 bore more than a passing resemblance to other CP 4-6-2s built as early as 1905. a public relations vehicle for the railroad. Reacquired by Canadian Pacific, she was painstakingly restored to service as an oil burner and dubbed the "CPR Empress." Phil Hastings chose a low angle for his view of CP 4-4-0 No. 136's engineer. 2534 2-8-0 : Brighton, ON: Location: Memory Junction Railway Museum: Status: Display: Album: Video: Notes: 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. When a rupture occurs the pressure is released, and the water flashes to steam in an "explosion." 2809 had an all-weather vestibule cab providing greater protection for the engine crew during the colder seasons. At that time she was based in Reading and pulling excursion specials over trackage in the region. 1266, a representative of subclass G5c built by the Canadian Locomotive Company in 1947, performing switching duties. Most numerous of these was class D10. 2317, together with former Canadian National 2-8-2 No. 472 saw service under the often-severe weather conditions of eastern Canada and northern New England; Jean-Louis Ouellette provided a photo of No. The purpose of the feedwater heater was to use exhaust steam from the cylinders to preheat fresh water going into the boiler. Jim Shaughnessy caught a CN 4-8-4 heading for the sunset with a Chicago-bound freight. The locomotive was built by Angus Shops in 1931 and was the Canadian Pacific's heaviest steam locomotive. 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. Sister locomotive No. Some of these engines were active to the very end of steam operations, and six representatives of the D-10 class remain today. ☆ = Inactive website noted for archival information & photos. 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. 1278 in her happier days of service with the Gettysburg tourist operation, during a trip through Pennsylvania in June of 1993. 2809 had an all-weather vestibule cab providing greater protection for the engine crew during the colder seasons. These Pacifics were built by Montreal Locomotive Works in 1911, and had 70-inch drivers and 20x28-inch cylinders. 972 is stored inoperative at the Strasburg Rail Road in Pennsylvania. The Schmidt High-pressure System was used; as in other applications it worked fairly well but high maintenance costs outweighed any efficiency savings. These locomotives weighed 306,000 pounds and exerted 57,100 pounds of tractive force. The locomotive preferences of the Canadian Pacific were displayed for us as we pursued our way westward and arrived at the locomotive servicing facility in Chalk River, Ontario. No. The contrast between the two Canadian transcontinentals, Canadian National and Canadian Pacific, is a case in point. 2601 sports an Elesco feedwater heater, giving her a proud and dignified look. However, I am glad I had the chance to see and photograph CPR steam in revenue service, in the waning summer days of 1955. The water in the boiler is under pressure (in this case up to 250 pounds per square inch) which prevents it from becoming steam until well above the normal boiling point. No. 2601 on standby adjacent to the roundhouse. A handful of 4-6-2s served local freight assignments until the early 1960s, probably the last steam engines operated by the Canadian Pacific. out there at various online sources, and for bargain prices. 6202, accelerating tonnage out of Cantic Junction, Que., and into a Canadian sunset in January 1957. Perhaps these two older workhorses were among them. 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. Locomotives like these occupy some of my earliest memories, for when I was between the ages of three and five my father pastored the Methodist Church in Lyndonville, Vermont, and we lived in the parsonage adjacent to the Canadian Pacific tracks.
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