Old Time Trains

New York Central Hudson 4-6-4- No. 5276, class J-1 -d is seen accelerating C.P.R. train No. 712 one mile east of Oakville station in July 1947. These interesting locomotives were pooled with C.P.R. and Toronto, Hamilton and Buffalo power for the Toronto to Buffalo runs. For many years the NYC engines supplied for this service were 4-6-2 "Pacifies" but around 1937 the more powerful 4-6-4 "Hudsons" supplemented. Both types came from the East Buffalo roundhouse power pool and almost any "Hudson" could be seen running into Toronto, even the pioneer "Hudson" No. 5200. One day No. 5222 showed up at John Street sporting one of the giant Centipede style tenders of 46 ton coal capacity and 18,000 gallons of water, quite a contrast to the C.P.R.'s largest tender of 21 tons and 12,000 gallons. The roundhouse doors could not be closed behind the locomotive due to its great length.

The NYC Hudsons were fitted with certain auxiliary equipment not found on C.P.R. power, such as pyrometers, valve pilot, low water alarm, twin air pumps, drop coupler on cast steel pilot, coal pusher and water scoop. Being the first engines of the 4-6-4 wheel arrangement in North America, the NYC decided to name their new creation after the beautiful Hudson River which their main line followed out of New York City. The engine was considered a classic among locomotives and was much publicized by the company from the day it left the Alco Works in 1927 until World War Two. A good part of its fame came from hauling NYC's premier train, the "Twentieth Century Limited" between New York and Chicago. Eventually 275 of this great class were built between 1927 and 1938 and the name "Hudson" became synonymous with the 4-6-4 type on most roads although in Europe this wheel arrangement was referred to as the "Baltic".

The boiler staff at John Street worked on these engines many times. By the time I was associated with them, they had a lot of war weary miles on them and didn't seem to be in the best of shape. I recall that the fireboxes of some of them were like a sauna bath, due to many leaking staybolts and tubes, some of which probably dried up on the road. They were also the grimiest engines every seen at John Street as their exteriors were sadly neglected. The low water alarm was a source of annoyance to us, with its shrill peanut whistle. After the fire was dumped on the ash pit and the locomotive was connected to the house steam line, the water level in the boiler would drop below the alarm level causing the whistle to go off. Anyone nearby would climb on top of the boiler searching out the whistle bypass valve to silence it but it didn't do to forget to turn it back on when the engine was ready to go.

The last NYC Hudson to visit Toronto was No. 5374 on March 22,1954 when it arrived on Train No. 792 and departed on No. 821. Also on that date the last TH&B steam engine into Toronto was "Hudson" No. 501 (ex NYC No. 5311), arriving on Train No. 772 and leaving on No. 801.

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Old Time Trains © 2009

New York Central Hudson 4-6-4- No. 5276, class J-1 -d is seen accelerating C.P.R. train No. 712 one mile east of Oakville station in July 1947. These interesting locomotives were pooled with C.P.R. and Toronto, Hamilton and Buffalo power for the Toronto to Buffalo runs. For many years the NYC engines supplied for this service were 4-6-2 "Pacifies" but around 1937 the more powerful 4-6-4 "Hudsons" supplemented. Both types came from the East Buffalo roundhouse power pool and almost any "Hudson" could be seen running into Toronto, even the pioneer "Hudson" No. 5200. One day No. 5222 showed up at John Street sporting one of the giant Centipede style tenders of 46 ton coal capacity and 18,000 gallons of water, quite a contrast to the C.P.R.'s largest tender of 21 tons and 12,000 gallons. The roundhouse doors could not be closed behind the locomotive due to its great length.

The NYC Hudsons were fitted with certain auxiliary equipment not found on C.P.R. power, such as pyrometers, valve pilot, low water alarm, twin air pumps, drop coupler on cast steel pilot, coal pusher and water scoop. Being the first engines of the 4-6-4 wheel arrangement in North America, the NYC decided to name their new creation after the beautiful Hudson River which their main line followed out of New York City. The engine was considered a classic among locomotives and was much publicized by the company from the day it left the Alco Works in 1927 until World War Two. A good part of its fame came from hauling NYC's premier train, the "Twentieth Century Limited" between New York and Chicago. Eventually 275 of this great class were built between 1927 and 1938 and the name "Hudson" became synonymous with the 4-6-4 type on most roads although in Europe this wheel arrangement was referred to as the "Baltic".

The boiler staff at John Street worked on these engines many times. By the time I was associated with them, they had a lot of war weary miles on them and didn't seem to be in the best of shape. I recall that the fireboxes of some of them were like a sauna bath, due to many leaking staybolts and tubes, some of which probably dried up on the road. They were also the grimiest engines every seen at John Street as their exteriors were sadly neglected. The low water alarm was a source of annoyance to us, with its shrill peanut whistle. After the fire was dumped on the ash pit and the locomotive was connected to the house steam line, the water level in the boiler would drop below the alarm level causing the whistle to go off. Anyone nearby would climb on top of the boiler searching out the whistle bypass valve to silence it but it didn't do to forget to turn it back on when the engine was ready to go.

The last NYC Hudson to visit Toronto was No. 5374 on March 22,1954 when it arrived on Train No. 792 and departed on No. 821. Also on that date the last TH&B steam engine into Toronto was "Hudson" No. 501 (ex NYC No. 5311), arriving on Train No. 772 and leaving on No. 801.