Hudson is a city in Lenawee County in the U. S. state of Michigan. The population was 2,307 at the 2010 census; the city is politically independent. Hudson was named for an original landowner; the city's motto is "Small Town Big Heart." According to the United States Census Bureau, the city has a total area of 2.20 square miles, of which 2.19 square miles is land and 0.01 square miles is water. As of the census of 2010, there were 2,307 people, 861 households, 599 families residing in the city; the population density was 1,053.4 inhabitants per square mile. There were 1,019 housing units at an average density of 465.3 per square mile. The racial makeup of the city was 96.2% White, 0.7% African American, 0.5% Native American, 0.3% Asian, 0.3% from other races, 1.9% from two or more races. Hispanic or Latino of any race were 4.2% of the population. There were 861 households of which 40.3% had children under the age of 18 living with them, 48.7% were married couples living together, 15.6% had a female householder with no husband present, 5.3% had a male householder with no wife present, 30.4% were non-families.
27.1% of all households were made up of individuals and 9.2% had someone living alone, 65 years of age or older. The average household size was 2.63 and the average family size was 3.16. The median age in the city was 33.4 years. 29.5% of residents were under the age of 18. The gender makeup of the city was 49.0% male and 51.0% female. In 2000 the population density was 1,155.4 per square mile. There were 1,019 housing units at an average density of 471.1 per square mile. The racial makeup of the city was 96.28% White, 0.32% African American, 0.20% Native American, 0.64% Asian, 0.84% from other races, 1.72% from two or more races. Hispanic or Latino of any race were 2.16% of the population. There were 929 households out of which 38.9% had children under the age of 18 living with them, 52.6% were married couples living together, 14.1% had a female householder with no husband present, 29.9% were non-families. 24.1% of all households were made up of individuals and 10.1% had someone living alone, 65 years of age or older.
The average household size was 2.65 and the average family size was 3.15. In the city, the population was spread out with 29.7% under the age of 18, 9.4% from 18 to 24, 30.8% from 25 to 44, 19.2% from 45 to 64, 10.9% who were 65 years of age or older. The median age was 32 years. For every 100 females, there were 91.9 males. For every 100 females age 18 and over, there were 84.4 males. The median income for a household in the city was $41,122, the median income for a family was $43,011. Males had a median income of $32,946 versus $23,679 for females; the per capita income for the city was $16,340. About 4.9% of families and 8.0% of the population were below the poverty line, including 8.2% of those under age 18 and 7.2% of those age 65 or over. Hudson Post-Gazette WBZV 102.5FM M-34 runs through downtown Hudson as Main Street. US 127 intersects M-34 on the western border. Will Carleton, poet Bessie Boies Cotton, YMCA worker in Russia 1917-1919 Edna Boies Hopkins, artist Lenawee County, Michigan Official site Lenawee County government site Lenawee County Visitors Bureau The Daily Telegram Complete text of History of Lenawee County published in 1909 by the Western Historical Society
The Hudson Gardens & Event Center 30 acres is a non-profit regional display garden located along the bank of the South Platte River, at 6115 South Santa Fe Drive in Littleton, United States. They are open 365 days a year, with no admission fee every day of the year. While the property is owned by South Suburban Parks and Recreation, Hudson Gardens & Event Center is managed by The King C. Hudson & Evelyn Leigh Hudson Foundation, Inc; the Gardens began in 1941 as the private garden of Evelyn Leigh Hudson. While living on the property, just five acres of land, the couple owned and managed the Country Kitchen to great success; the Hudsons took care of large gardens on their property and were fond of travelling extensively, closing the Country Kitchen during the winter season. Evelyn created the The King C. Hudson & Evelyn Leigh Hudson Foundation, Inc. before her death in 1988. Hudson Gardens became open to the public in 1996, they contain varied grounds ranging from high, dry prairie to river wetlands, feature plants that thrive in the dry Colorado climate.
The gardens include: Conifer Grove, Deciduous Woodland, Garden Canopy, Herb Garden, Iris Bed, Mary Carter Greenway, Ornamental Grass Garden, Oval Garden, Rock Garden Canyon, Rose Garden, Secret Garden, Shade Garden, Water Garden, Songbird Gardens, Vegetable Garden, Pumpkin Patch, a Xeriscape Garden. Other garden features include a g-scale model honeybee apiary. Hudson Gardens & Event Center offers 3 venues, including the Rose Garden, Monet's Place, The Inn, for weddings, celebrations of life, other ceremonies. Hudson Gardens hosts corporate meetings, annual races, more. A portion of Hudson Gardens is under construction due to Phase I of the River Integration Project, slated to be completed in June of 2019; this project will open up access points from the property to the South Platte River Trail. Hudson Gardens offers a summer concert series each year, as well as a holiday lights display, A Hudson Christmas. List of botanical gardens in the United States Hudson Gardens Web site
Hudson is a township municipality incorporating the congruent geographic township in Timiskaming District in northeastern Ontario, Canada. Hudson is located directly west of the city of Temiskaming Shores and has only one named settlement, the community of Hillview; the township had a population count of 503 in the Canada 2016 Census, an increase of 5.7% from the 476 recorded in the Canada 2011 Census. Hudson was surveyed in 1887. However, the first settlers did not arrive until 1897, the township was incorporated in 1904; the first Census of Canada to take place after settlement, in 1901, recorded the population as 46. Ontario Highway 65 passes through the township on its way from Temiskaming Shores towards Matachewan. List of townships in Ontario List of francophone communities in Ontario Official website Roadmap of Hudson
Under the Whyte notation for the classification of locomotives, 4-6-4 represents the wheel arrangement of four leading wheels, six powered and coupled driving wheels and four trailing wheels. In France where the type was first used, it is known as the Baltic while it became known as the Hudson in most of North America; the 4-6-4 tender locomotive was first introduced in 1911 and throughout the 1920s to 1940s, the wheel arrangement was used in North America and to a lesser extent in the rest of the world. The type combined the basic design principles of the 4-6-2 Pacific type with an improved boiler and larger firebox that necessitated additional support at the rear of the locomotive. In general, the available tractive effort differed little from that of the Pacific, but the steam-raising ability was increased, giving more power at speed; the 4-6-4 was best suited to high-speed running across flat terrain. Since the type had fewer driving wheels than carrying wheels, a smaller percentage of the locomotive's weight contributed to traction, compared to other types.
Like the Pacific, it was well suited for high speed passenger trains, but not for starting heavy freight trains and slogging on long sustained grades, where more pairs of driving wheels are better. The first 4-6-4 tender locomotive in the world was a four-cylinder compound locomotive, designed by Gaston du Bousquet for the Chemin de Fer du Nord in France in 1911. Since it was designed for the Paris-Saint Petersburg express, it was named the Baltic after the Baltic Sea, a logical extension of the naming convention that started with the 4-4-2 Atlantic and 4-6-2 Pacific; the first 4-6-4 in the United States of America, the J-1 of the New York Central Railroad, was built in 1927 to the railroad’s design by the American Locomotive Company. There, the type was named the Hudson after the Hudson River; the world speed record for steam locomotives was held by a 4-6-4 at least twice. In 1934, the Milwaukee Road’s class F6 no. 6402 reached 103.5 miles per hour and, in 1936, the German class 05.002 reached 124.5 miles per hour.
That record was broken by the British 4-6-2 Pacific no. 4468 Mallard on 3 July 1938, when it reached 126 miles per hour, still the world speed record for steam traction. The 4-6-4T was a common wheel arrangement for passenger tank locomotives; as such, it was the tank locomotive equivalent of a 4-6-0 tender locomotive, with water tanks and a coal bunker supported by four trailing wheels instead of in a tender. In New Zealand, all 4-6-4T locomotives were tank versions of 4-6-2 locomotives; the first known 4-6-4 tank locomotive was rebuilt from a Natal Government Railways K&S Class 4-6-0T, modified in 1896 to enable it to run well in either direction on the Natal South Coast line, where no turning facilities were available at the time. This sole locomotive became the Class C2 on the South African Railways; the first known locomotive class to be designed with a 4-6-4T wheel arrangement, the NGR’s Class F tank locomotive, was based on this modified locomotive and built by Neilson and Company in 1902.
These became the Class E on the SAR in 1912. One streamlined 4-6-4T was built for the Deutsche Reichsbahn in 1935. Tender locomotives Seventy R class 4-6-4 Hudson tender locomotives, the only class of this configuration in Australia and built by North British Locomotive Company, were introduced by the Victorian Railways in 1951 for mainline express passenger operations. However, the introduction in 1952 of the B class diesel-electric locomotives saw the R class immediately being relegated to secondary passenger and freight use, with many being staged at depots around the state. A number were preserved and some of these continued to operate on special excursion trains. With the privatisation of regional passenger operations in Victoria in the mid-1990s, two R class locomotives were brought back into normal revenue service by the West Coast Railway, for scheduled mainline passenger trains between Melbourne and Warrnambool; the locomotives underwent a number of modifications to allow for reliable high speed operation, including dual Lempor exhausts, oil firing and the addition of a diesel control stand for multiple unit operation.
The use of these R class locomotives on the Warrnambool line did not continue after the demise of the private operator in 2004. Tank locomotivesThe 4-6-4 tank locomotive configuration was a popular type with the Western Australian Government Railways; the D class was introduced for suburban passenger service in 1912. Its successors, both of the 4-6-4T wheel arrangement, were the Dm class of 1945, rebuilt from older E class 4-6-2 Pacific tender locomotives, the Dd class of 1946; the N. S. W. Government Railways 30 Class 4-6-4T locomotives were used on Sydney and Newcastle suburban passenger train workings. No. 3046 is preserved at the Dorrigo Steam Railway and Museum on the N. S. W. North coast. Tender locomotives The second-largest user of the 4-6-4 type in North America was the Canadian Pacific Railway with 65 H1a to H1e class locomotives, numbered 2800 to 2864 and built by Montreal Locomotive Works between 1929 and 1940, they were successful and improved service and journey times on the CPR's transcontinental routes.
The third and batches of CPR Hudsons, H1c to H1e numbers 2820 to 2864, were dubbed Royal Hudsons and were semi-streamlined. Royal permission was given for these locomotives to bear the royal crown and arms after locomotive no. 2850 hauled King George VI across Canada in 1939. Five CPR Hudsons survived. H1b class no. 2816 Empress is the sole remaining unstreamlined CPR Hudson. It was repatriated from static display at Steamtown in Scranton, Pennsylvania, to the CPR in 1998 and
Hudson Motor Car Company
The Hudson Motor Car Company made Hudson and other brand automobiles in Detroit, from 1909 to 1954. In 1954, Hudson merged with Nash-Kelvinator to form American Motors Corporation; the Hudson name was continued through the 1957 model year. The name "Hudson" came from Joseph L. Hudson, a Detroit department store entrepreneur and founder of Hudson's department store, who provided the necessary capital and gave permission for the company to be named after him. A total of eight Detroit businessmen formed the company on February 20, 1909, to produce an automobile which would sell for less than US$1,000. One of the chief "car men" and organizer of the company was Roy D. Chapin, Sr. a young executive who had worked with Ransom E. Olds.. The company started production, with the first car driven out of a small factory in Detroit on July 3, 1909 at Mack Avenue and Beaufait Street in Detroit, occupying the old Aerocar factory; the new Hudson "Twenty" was one of the first low-priced cars on the American market and successful with more than 4,000 sold the first year.
The 4,508 units made in 1910 was the best first year's production in the history of the automobile industry and put the newly formed company in 17th place industry-wide, "a remarkable achievement at a time" when there were hundreds of makes being marketed. Successful sales volume required a larger factory. A new facility was built on a 22-acre parcel at Jefferson Avenue and Conner Avenue in Detroit's Fairview section, diagonally across from the Chalmers Automobile plant; the land was the former farm of D. J. Campau; until the late 1920s, bodies for Hudson cars were built by Smart. On 1 July 1926, Hudson's new $10 million body plant was completed where the automaker could now build the all-steel closed bodies for both the Hudson and Essex models, it was designed by the firm of renowned industrial architect Albert Kahn with 223,500 square feet and opened on October 29, 1910. Production in 1911 increased to 6,486. For 1914 Hudsons for the American market were now left hand drive; the company had a number of firsts for the auto industry.
The Super Six was the first engine built by Hudson Hudson had developed engine designs and had them manufactured by Continental Motors Company. Most Hudsons until 1957 had straight-6 engines; the dual brake system used a secondary mechanical emergency brake system, which activated the rear brakes when the pedal traveled beyond the normal reach of the primary system. Hudson transmissions used an oil bath and cork clutch mechanism that proved to be as durable as it was smooth. At their peak in 1929, Hudson and Essex produced a combined 300,000 cars in one year, including contributions from Hudson's other factories in Belgium and England. Hudson was the third largest U. S. car maker that year, after Ford Motor Company and Chevrolet. In 1919, Hudson introduced the Essex brand line of automobiles; the Essex found great success by offering one of the first affordable sedans, combined Hudson and Essex sales moved from seventh in the U. S. to third by 1925. In 1932, Hudson began phasing out its Essex nameplate for the modern Terraplane brand name.
The new line was launched on July 1932, with a promotional christening by Amelia Earhart. For 1932 and 1933, the restyled cars were named Essex-Terraplane. Hudson began assembling cars in Canada, contracting Canada Top and Body to build the cars in their Tilbury, plant. In England Terraplanes built at the Brentford factory were still being advertised in 1938. An optional accessory on some 1935-1938 Hudson and Terraplane models was a steering column-mounted electric gear pre-selector and electro-mechanical automatic shifting system, known as the "Electric Hand", manufactured by the Bendix Corporation; this required conventional clutch actions. Cars equipped with Electric Hand carried a conventional shift lever in clips under the dash, which could be pulled out and put to use in case the Electric Hand should fail. Hudson was noted for offering an optional vacuum-powered automatic clutch, starting in the early 1930s. For the 1930 model year Hudson debuted a new flathead inline eight cylinder engine with block and Crankcase cast as a unit and fitted with two cylinder heads.
A 2.75 inch bore and 4.5 inch stroke displaced 218.8 cubic inches developing 80 horsepower at 3,600 rpm with the standard 5.78:1 compression ratio. The 5-main bearing crankshaft had 8 integral counterweights, an industry first, employed a Lanchester vibration damper. Four rubber blocks were used at engine mount points. A valveless oil pump improved the Hudson splash lubrication system; the new eights were the only engine offering in the Hudson line, supplanting the Super Six, which soldiered on in the Essex models. At the 1931 Indianapolis 500, Buddy Marr's #27 Hudson Special finished tenth. In 1936, Hudson revamped its cars, introducing a new "radial safe
Hudson, New Hampshire
Hudson is a town in Hillsborough County, New Hampshire, United States. It is located along the Massachusetts state line; the population was 24,467 at the 2010 census, with an estimated population of 25,139 in 2017. It is the tenth-largest municipality in the state, by population; the primary settlement in town, where 7,336 people resided at the 2010 census, is defined as the Hudson census-designated place and is located at the junctions of New Hampshire routes 102, 111 and 3A, directly across the Merrimack River from the city of Nashua. Hudson began as part of the Dunstable Land Grant that encompassed the current city of Nashua, New Hampshire, the towns of Dunstable and Pepperell, Massachusetts, as well as parts of other nearby towns on both sides of the border. In 1732, all of Dunstable east of the Merrimack River became the town of Massachusetts. Nine years the northern boundary of Massachusetts was officially established, the New Hampshire portion of Nottingham became Nottingham West, to avoid confusion with Nottingham, New Hampshire, to the northeast.
In 1830, after the better part of a century, the name was changed to "Hudson" to avoid confusion with the older town of Nottingham. The name comes from an early belief that the Merrimack River had once been thought to be a tributary of the Hudson River, or that the area had once been explored by Henry Hudson. A prominent family in Hudson history was the Alfred and Virginia Hills family, who owned a large tract of land north of Hudson Village. Dr. Hills' ancestors were original settlers of Hudson; the Hills House on Derry Road is the original family's vacation home and current location of the Town Historical Society. The grounds host the annual "Old Home Days" fair every year as well as "Harvest Fest" and the "Bronco Belly Bustin' Chili Fiesta", an Alvirne High School Friends of Music fundraiser. Hills Memorial Library is one of the oldest public lending libraries in the state, occupies a stone and mortar building on Library Street. Alvirne High School and the Alvirne Chapel, located on family land across Derry Road from the Hills House, were donated to the town.
A strange rumor that the Hills' only son had died during a football game circled for many years, but Dr. and Mrs. Hills only had two daughters who did not survive infancy, so this was a made-up story. Out of respect, Alvirne High went many decades without a football team, despite being one of the largest high schools in the state, it was assumed. When it was learned that no such condition had been recorded, financial pressures encouraged the formation of a football team. In fall of 1994, Alvirne High School fielded its first JV football team, with varsity play beginning in 1996. Alvirne High is home to one of the largest agricultural-vocational programs in the area, the Wilbur H. Palmer Agricultural and Vocational School; this school features several student-run businesses including a bank, store, day care, dairy farm, forestry program. Hudson is located in southeastern Hillsborough County, with its southern boundary forming the Massachusetts state line. According to the United States Census Bureau, the town has a total area of 29.3 square miles, of which 28.3 square miles is land and 0.93 square miles is water, comprising 3.19% of the town.
The highest point in Hudson is Bush Hill, at 515 feet above sea level, near the town's eastern border. Hudson lies within the Merrimack River watershed; the town of Hudson had two historic centers, though modern development and suburban sprawl have obscured the difference. Hudson Village equivalent to the Hudson census-designated place, is located on the Merrimack River near the junctions of Routes 3A, 111, 102, is home to most of the original schools and town government; the Town Hall, the Hills Memorial Library, the Kimball Webster School are all located in Hudson Village. The Town Common at the intersection of Derry and Library streets is a park that displays large toy soldiers and other decorations at Christmas time. Hudson Center Hudson's other town center, is located at the five-way intersection of Central Street, Greeley Street, Kimball Hill Road, Windham Road; the two most important landmarks of Hudson Center have been lost to history. Benson's Wild Animal Farm, a zoo and amusement park, was closed in the late 1980s due to mounting financial losses.
At one time there was a railway that passed through the Center, taking passengers all the way from the Boston area to Benson's. A rail depot stand remained on nearby Greeley Street through the 1970s; the acreage of Benson's Wild Animal Farm was purchased by the town and is now a park for passive recreation. The other landmark, Thompson's Market, closed in 2002 when Mr. Thompson decided to sell his store and retire to Florida; the structure still remains. The original Thompson's Market is nearby, a small building on Kimball Hill Road now home to a popular sandwich shop. Greeley Field, a popular park located in Hudson Center, contains a playground, Little League baseball diamond, basketball courts, where pick-up games still occur frequently. A Revolutionary War-era cemetery and an old school house on Kimball Hill Road are located nearby; as of the census of 2010, there were 24,467 people, 8,900 households, 6,683 families residing in
The Royal Hudsons are a group of semi-streamlined 4-6-4 Hudson steam locomotives owned by the Canadian Pacific Railway and built by Montreal Locomotive Works. The engine was built in 1938. In 1939, King George VI allowed the CPR to use the term after Royal Hudson number 2850 transported the royal train across Canada with no need of replacement; these locomotives were in service between 1937 and 1960. Four of them have been preserved. No. 2839 was used to power excursions for the Southern Railway Steam Program between 1979 and 1980, no. 2860 was used for excursion service in British Columbia between 1974 and 1999 again between 2006 and 2010. In 1939, King George VI and Queen Elizabeth visited Canada, arriving at Wolfe's Cove, Quebec, on 17 May 1939; this was the first time. The King and Queen took a tour of the country by rail; the CPR and the Canadian National Railways shared the honours of transporting the royal train across the country, with the CPR undertaking the westbound journey, from Quebec City to Vancouver.
The steam locomotive that the CPR used to pull the train was numbered 2850, a 4-6-4 built by Montreal Locomotive works. Specially painted in silver and blue, the locomotive ran 3,224 mi across Canada, through 25 changes of crew, without engine failure; the King, somewhat of a railbuff, rode in the cab when possible. The King was so impressed with the performance of 2850 and her class, that after the tour, the King gave the CPR permission to use the term "Royal Hudson" for the semi-streamlined locomotives of the class and to display Royal Crowns on the running board skirts; this was the first, last time a locomotive outside of the United Kingdom was given royal status by the reigning monarch. The CPR owned a total of 65 class H1 Hudsons built by MLW. Classes H1a and H1b, numbered 2800-2819, were not "Royal" Hudsons; the Canadian Pacific Railway owned 30 class H1c Royal Hudsons, numbered 2820-2849, built in 1937, 10 class H1d Royal Hudsons, numbered 2850-2859, built in 1938, five class H1e Royal Hudsons, numbered 2860-2864, built in 1940.
The class H1c and class H1d Royal Hudsons were used in passenger and freight service in the East and in the Central Provinces. The class H1e Royal Hudsons were all built as oil-burners for the service between Vancouver and Revelstoke where they worked until they were displaced by diesels. At the end of 1952 the H1c and H1d were assigned to the sheds in Montreal, Fort William and Calgary – the brackets showing the assigned number of locomotives. All five H1e were assigned to Vancouver; the Royal Hudsons were used on all main lines of the CPR except Montreal–Saint John due to bridge weight restrictions. They worked all transcontinental passenger trains; the Dominion was hauled by a Royal Hudson 811 miles from Toronto to Fort William and by another one 1250 miles further on to Calgary. There, a more powerful Selkirk took over till Revelstoke and a H1e brought the train over the last 379 miles to Vancouver. By 1960, all of the 20 Hudsons and 45 Royal Hudsons had been retired due to having been replaced by diesel locomotives.
One Royal Hudson, No. 2860, was used in excursion service. A class H1e Royal Hudson, it was built for the CPR by MLW in June 1940, it was the first locomotive of five to be built new as Royal Hudson and delivered with painted cast-brass crowns affixed to its skirts. Between 1940 and 1956 it hauled transcontinental passenger trains between Vancouver, it was damaged in a derailment outside of Vancouver in 1956, but by 1957 it had been refurbished and was transferred to Winnipeg for prairie service. It was sat on the scrap line for five years, it was sold to the Vancouver Railway Museum Association in 1964. However, the association was unable to find a place to display the locomotive and it remained in storage at the Drake Street shops in Vancouver. Once again the locomotive faced the risk of being scrapped, but she was sold to Joe W. Hussey in 1970. In 1973 Hussey sold 2860 to the British Columbia government; the locomotive was restored by Robert E. Swanson's Railway Appliance Research Ltd. team and the staff of the CPR Drake Street roundhouse shops beginning on 25 November 1973 and operated by the British Columbia Department of Travel Industry with the cooperation of the British Columbia Railway.
The BCR commenced a Royal Hudson excursion service between North Vancouver and Squamish on 20 June 1974. By the end of the 1974 tourist season, 47,295 passengers had been carried and the excursion was deemed successful, it was the only scheduled steam excursion over mainline trackage in North America. The excursion operated from Wednesday through Saturday, it travelled North America in the late 1970s as a promotion for BC tourism. It became one of British Columbia's main tourist attractions and an icon of Canadian steam power. While the engine was being prepared for Christmas trains at the end of the 1999 tourist season, 2860 was found to have serious leaks from the superheater elements; the superheaters and the arch tubes were known to be life expired and some other major boiler work was required. A variety of factors prevented BC Rail from carrying out the repairs including the fact that Canadian Pacific 2816 was in the BCR shop being rebuilt under contract, that all BC Rail passenger services were under threat in the lead up to the eventual privatization of BC Rail.
After the election of the BC Liberal government in 2001 all passenger services were phased out starting with the Royal Hudson excursion. The Royal Hudson