by Omer Lavallee
The 4-8-2 evolved as a lengthened version of the 4-6-2
"Pacific Type", which was covered in the previous instalment. The additional pair
of driving wheels which this new type afforded provided for distribution of locomotive
weight over more wheels - hence a lighter axle load. It also provided space for a longer
boiler with greater steam generating capacity, both decided advantages in mountainous
territory where grades abounded and bridges with restricted loadings were not uncommon.
Hence the designation "Mountain Type" given to this
wheel
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arrangement, one which enjoyed great
popularity on many North American railways.
Canadian Pacific introduced the "Mountain Type" to Canada by outshopping the two
units of what was originally class H1 in July and August 1914, on the eve of the First World
War. As the Company already possessed special locomotives for the Rocky Mountain area, the
4-8-2s were not intended for mountain service, but rather for heavier services
in comparatively level country. In this assignment, however, they were unexceptional. A few
years' operation convinced management that what was
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really required was a heavy
4-6-2 type rather than an engine with more driving wheels. The result was the
introduction of the very successful G3 class 4-6-2 type in 1919, after the
First World War was over.
The 2900s remained on the roster until 1944-45, giving up their class letter
"H" to the new 4-6-4s in 1928, and taking the designation
"I1". They served much of their careers running out of terminals on what is now
the Atlantic Region, including Montreal, Sherbrooke and, latterly, Saint John,
N.B.
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