Data from GT 2-1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The Central Vermont N-4s (7101) Consolidations were mirrored by this numerous series for the Grand Trunk, another Canadian National subsidiary, which was delivered from 1906-1911. They came from Brooks, Schenectady, and Montreal.

At some later point the class was superheated as shown in the specifications. Although the diagram did not provide superheater area, the value in the specs is an estimate based on several other GT engines of similar size and identical flue layout. Valve gear varied according to subclass. By 1944, classes N-4b and e were still credited with Stephenson inside gear, N-4c and N-4d used Walschaert, and N-4fs had Young gear.

Class 18 (Locobase 7865)

Data from D&TSL 12-1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 40541-40543 in September 1913 and 56030-56032 in January 1923.

Incorporated on the eve of the Twentieth Century (16 March 1899), this railroad comprised the Pleasant Bay Railway established a year earlier and the Toledo & Ottawa Beach. The D & TSL spent the steam era operating independently of its co-owners, the Grand Trunk and the Toledo, Peoria & Western (after 1923, the Nickel Plate. )

These Consolidations were relatively small, but clearly the right size for the D & TSL because they ordered 3 in 1913 and repeated the order almost 10 years later. As the years went on and the firebox modified by adding 57 sq ft of thermic syphons to the 14 sq ft of arch tubes, they developed an impressive amount of direct heating surface warmed by a large grate.

16 and 17 were scrapped in 1936 and 1939, respectively, but the other 4 operated until 1952.

Class D2 (Locobase 10249)

Data from "Locomotives for the Grand Trunk Railway," Canada, 12 January 1907, which reported that the locomotives were scheduled for April and September deliveries and from GT 6 - 1913 Locomotive Descriptions.

The one order was part of a series of orders that covered a 5-year period for cross-compound Consolidations from several Alco subsidiaries. Brooks, Schenectady, and Montreal all contributed. It's not clear when the engines were recylindered to two 23" x 32" HP cylinders, but the program probably began not too long after the last one was delivered as a compound.

See Locobase 7613 for the superheated version.

Class L-5-a (Locobase 8085)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection and the DW & P roster hosted on http://cnlines.ca/CNcyclopedia/loco/dwpsteam.php, accessed 14 January 2007.

Small, low-drivered Consolidations (works #20678-20680) that are shown as having retired in 1934, but 1801's ghost was preserved in the 1953 diagram book. The profile showed a humble, local-drag-freight engine whose appearance was improved by the pair of arched cab windows on each side.

Class L-6-a (Locobase 8086)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection and the DW & P roster hosted on http://cnlines.ca/CNcyclopedia/loco/dwpsteam.php, accessed 14 January 2007.

Small, low-drivered Consolidations (works #48352-48353) that repeated the design of the Rhode Island locomotives of 4 years earlier (Locobase 8085), but with just a few more square feet of firebox heating surface. Also like those of the L-5 were the arched cab windows. The L-6s were retired in 1933.

Class L-7-a (Locobase 8087)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

This design of Cape gauge Consolidations was relatively small as 2-8-0s ran when compared to the Japanese and South American locomotives also found in Locobase. But they had big grates and a high factor of adhesion and served the NFR through its nationalization by the Newfoundland government and its 1949 absorption by the CNR.

Class M-1-b (Locobase 8088)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

This was a sizable class delivered in only 3 years. The first 15 M-1-a had a few fewer tubes (131) and 4 less sq ft of firebox heating surface area for a total of 1,155.6 sq ft of evaporative heating surface. Of these, some were fitted with 23" cylinders and run at 180 psi.

Some of these engines were fitted with HC superheaters and had two more tubes and two more flues.

Although many other Consolidations would be a bit bigger, this class proved suitable for a wide range of 2-8-0-type tasks and served the Canadian Northern and the Canadian National for decades.

Class M-2-a (Locobase 7099)

Data from CV 1957 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The largest class of Consolidations on this small railroad, this class had relatively small boilers for 2-8-0s built during that time. On the other hand, they put a relatively high adhesion weight on the rails and they had a generous percentage of direct heating surface. Schenectady built them as a batch (works #30328-30337).

In 1928, the CV sold the last 4 of this class -- 405-408 --to the Duluth, Winnipeg & Pacific of the Canadian National as their class M-8-a (1981-1984); they were retired in 1957.

By the time the CV had compiled the 1957 edition of their diagram book, 2 of the remaining 5 had been scrapped. The last three then operated as switchers and had bob-tailed tenders.

Class M-2-a (Locobase 8089)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

A year after the Canadian Locomotive Company began delivering M-1 Consolidations (see Locobase 8088), they produced this slightly bigger variant. At the time of delivery, it was a saturated-steam engine as shown in the specs. Some time later, the railway installed 24-flue HC superheaters in place of 149 of the original 2" tubes (leaving 159 tubes).

For some reason, these didn't endure quite as long as either the M-1 or M-3 2-8-0s, the last one being withdrawn in 1941.

Class M-3-a (Locobase 7098)

Data from CV 1957 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

A modest stud of Consolidations on this small railroad, these stayed in service with the CV til the end of steam, while some of the engines in earlier classes were sold to the Canadian National. 451-454 were fitted with Coffin feedwater heaters.

Class M-3-a (Locobase 8101)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 8093 shows a light Consolidation that the CGR put into service in 1913. The current entry shows the first 5 of a larger design that appeared in greater quantities. Montreal's contribution to the N-3 class was limited to this quintet (works #53846-53850).

Class M-3-b/c/d (Locobase 8102)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 8101 describes a set of 5 CGR Consolidations that set the tone for a larger design. CLC took over the contract, enlarged the boiler to take 10 more fire tubes. In addition to increasing the evaporative heating surface by 90 sq ft, the change resulted in 10 more sq ft of direct heating surface. Firebox heating surface included arch tubes.

CLC delivered 4 batches:

Subclass Year Works numbers Road numbers

N-3-b 1913-1914 1197-1206, 1221-1226 271-286

N-3-c 1915 1254-1268 287-301

N-3-d 1916 1320-1334 302-316

Some later received thermic syphons.

Class M-3d (Locobase 4825)

Taken from a website reproduction of the Canadian National's Mechanical Department's drawing of this class. Taken in the CN when that railroad amalgamation was formed after World War I.

They had 12" piston valves. These served branch lines for decades, retiring gradually throughout the 1950s.

Class M-3e (Locobase 4826)

Taken from a website reproduction of the Canadian National's Mechanical Department's drawing of this class. Built a year after the M-3d found in another Locobase entry, this class had a slightly smaller boiler with commensurately less heating surface. The firebox was a smidge larger. Like the M-3bs, these were absorbed by the CN when that railroad amalgamation was formed after World War I.

They had 12" piston valves. These served branch lines for decades, retiring gradually throughout the 1950s.

Class M-4-a through n (Locobase 8090)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

At the turn into the 20th Century, the Intercolonial bought this Consolidation design from several builders - Baldwin first in 1899, then Richmond (works 3158-3167) and Dickson (works 1208-1213) in 1901 and later the Canadian Locomotive Company in 1901 (works numbers 500-519 in April), 1903 (522-531), 1904 (532-541), 1906 (701-720), 1908 (789-798), and 1910 (938-947).

The M4 was a straightforward 2-8-0 with 12" piston valves, a healthy size for this locomotive. There were detail differences (two grate areas only 1/10 of a square foot apart, for example), but most of the main features were identical. Some subclasses had 20" pistons, others 20 1/2", still others 22", but most had the 21" cylinders shown in the specs.

The CGR/CNR later superheated the class to a common standard; see Locobase 8091.

Class M-4-a through n - superheated (Locobase 8091)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection. Locobase isn't sure just how many M-4 locomotives were built, but the total runs to at least 150.

As noted in the entry covering the original saturated-steam design, the M-4 subclasses differed mostly in detail and these were mostly effaced when the railway began superheating the class. All of the engines conformed to a common tube/flue layout (including the retention of 2 1/4" fire tubes). The variety of cylinder diameters persisted and there were many little differences, but the basic design was clearly satisfactory.

Class M-5-a (Locobase 8092)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Most of the CGR's Consolidations were M-4s, which had long, narrow fireboxes and relatively large-diameter fire tubes. The M-5s differed in both of these respects as well as in the superheater elements they used. In place of a firebox that fit between the rear drivers, the 5 M-5-as produced in 1912 (CLC works #1027-1031) had a wider firebox riding over the drivers. The firebox heating surface area was virtually identical. Also, in place of the 2 1/4" tubes and 5 1/2" flues of the M-4 conversion, the M-5s were delivered with slightly smaller tubes and flues. After this first set, later M-5s were a bit bigger; see Locobase 8093.

Class M-5-b/-c (Locobase 8093)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

After the 5 M-5-a of 1912 came the next quintet from CLC (works #1114-1118), which had a few more fire tubes, but somehow the superheater area shrank by 12 sq ft. Otherwise the design was little changed. In the same year, Montreal delivered 5 more (works #52554-52558) to the same design. Variations included 23" cylinders, the firebox had 2 fewer sq ft of direct heating surface, but a tiny increase in grate area. Canadian Foundry supplied 6 more M-5-d (their works # 1007-1012) to the CLC design in 1915-1916.

Class N-1-abc - syphon, Thrubolt (Locobase 8097)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

As noted in Locobase 8095, Locobase 8095-8098 show the four main N-1 Consolidation variations the CNR eventually put into service. The principal differences appear to have lain in the length of the tubes and flues, the presence or absence of thermic syphons, and the type of staybolts ("TBolts" and "Through" bolts) used.

This variant had the short tubes, ThruBolts, and smaller syphons. Like all N-1s, this variant served the CNR well into the 1950s and even the early 1960s.

Class N-1-abc - syphon,Thrubolt (Locobase 8098)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

As noted in Locobase 8095, Locobase 8095-8098 show the four main N-1 Consolidation variations the CNR eventually put into service. The principal differences appear to have lain in the length of the tubes and flues, the presence or absence of thermic syphons, and the type of staybolts ("TBolts" and "Through" bolts) used.

This variant had the short tubes, ThruBolts, and thermic syphons. Like all N-1s, this variant served the CNR well into the 1950s and even the early 1960s.

Class N-1abc - no syphon,Tbolt (Locobase 8095)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 8095-8098 show the four main N-1 Consolidation variations the CNR eventually put into service. The principal differences appear to have lain in the length of the tubes and flues, the presence or absence of thermic syphons, and the type of staybolts ("TBolts" and "Through" bolts) used.

This variant had the short tubes, TBolts, and the smaller firebox. Like all N-1s, this variant served the CNR well into the 1950s and even the early 1960s.

Class N-1abc - syphon,TBolt (Locobase 8096)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

As noted in Locobase 8095, Locobase 8095-8098 show the four main N-1 Consolidation variations the CNR eventually put into service. The principal differences appear to have lain in the length of the tubes and flues, the presence or absence of thermic syphons, and the type of staybolts ("TBolts" and "Through" bolts) used.

This variant had the long tubes, TBolts, and thermic syphons. Like all N-1s, this variant served the CNR well into the 1950s and even the early 1960s.

Class N-2-a - Tbolt (Locobase 8099)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Delivered to the DW & P as a single batch (works #56745-56754), this set of Consolidations represented a tweak to the N-1 series (Locobase 8095-8098). Like the N-1s, the N-2s eventually deployed in several different versions. This set appears to have been the only variant that had a Schmidt superheater. Even this group was subdivided into those with the longer tubes shown in the specs and others with 14' 5" tubes that resulted in a 2,514 sq ft heating surface.

Class N-2-b - superht w syphons (Locobase 8100)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 8099 shows the DW & P N-2 engines with Schmidt superheaters. The current entry shows one of the several variants that were first fitted with HC superheaters. Some had thermic syphons, such as the engine shown here, which meant a larger firebox heating surface. Reorganizing the firebox to take syphons meant eliminating 10 of the firetubes.

Class N-4 (Locobase 7613)

Data from GT 2-1944 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

The Central Vermont N-4s (Locobase 7101) Consolidations were mirrored by this numerous series for the Grand Trunk, another Canadian National subsidiary, which was delivered from 1906-1911. They came from Brooks, Schenectady, and Montreal.

At some later point the class was superheated as shown in the specifications. Valve gear varied according to subclass. By 1944, classes N-4b and e were still credited with Stephenson inside gear, N-4c and N-4d used Walschaert, and N-4fs had Young gear.

Class N-4-h (Locobase 7101)

Data from CV 1957 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Following the nine M-2s (Locobase 7099) , this class had taller drivers but were otherwise quite similar, particularly after they received superheaters. Not long after the refit, the entire class was sold to the Canadian National as their class N-4-h (2810-2819) in 1928. By that time, most had a "through-bolt" superheater arrangement with the areas shown in the specs. Some had the arrangement shown in the M-2 entry, which had 2 more flues and 30 more tubes.

They served the CN into the 1950s, the first retiring in 1954, the last in 1961.

Class N-5-a (Locobase 7100)

Data from CV 1957 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

This most numerous of the CV's Consolidation classes was owned by the Canadian National (which had taken over the CV's parent Grand Trunk in the same year) and leased back to the CV.

They had a relatively large boiler for the later-period 2-8-0s supplied to North American railroads. As delivered, they had 4 arch tubes contributing 25.6 sq ft to the direct heating surface. Sometime later, 461,-464-465, and 469 had their fireboxes rearranged with 2 of the arch tubes being deleted in favor of 65 sq ft of 2 Nicholson thermic syphons. The total firebox heating surface now totalled 256 sq ft.

Class N-5-a/-b (Locobase 8103)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Most of the Consolidations to which the Canadian National would fall heir in 1923 had very similar power dimensions (24" x 32"cylinders). The Grand Trunk locomotives had a slightly different setup as shown in the specs. They were also considerably smaller in the boiler, while being slighly larger in the grate. Apparently all were delivered in the configuration, although many were later altered as following Locobases reveal.

Class N-5-a/-b - Tbolt, syphons (Locobase 8105)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Modifications to the basic N-5 took many forms. One such was relatively simple: modify the firebox to take thermic syphons, which added 36 sq ft to the firebox heating surface. At the same time, the boiler lost 12 fire tubes. Given the usual 6:1 ratio of heating effectiveness (1 sq ft of firebox equalling 6 sq ft of tube - Tufnell (1982) says 10:1), this tradeoff represented a net plus.

Class N-5-a/-b - Thrubolt, no syphon (Locobase 8104)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

One variation of the basic N-5 shown in Locobase 8103 was this design, which featured a "thru-bolt header" for the superheater. While Locobase isn't sure what exactly that connotes for a superheater, it's clear that it shortens the tube length. Another variant with this tube length included thermic syphons, which added 36 sq ft to the firebox heating surface, but reduced the number of tubes by 12.

Class N-5-c (Locobase 7501)

Data from http://www.wpgrailwaymuseum.com/loco_motives/2747/2747.htm, a website dedicated to the first locomotive built in western Canada (accessed May 2006). The superheater heating surface is estimated based on other similar locomotives.

The Transcona shops delivered this engine in April 1926. Part of a continuing series of CN 2-8-0s, this small subclass represented "Old School" in its boiler and superheater layout. The very next subclass - N-5-d shown in Locobase 4356 - turned things over as it incorporated the Type E superheater.

Class N-5-d (Locobase 4356)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection.

A boiler pressure that high combined with so high a superheat ratio suggests a demanding maintenance schedule. Note that the boiler had very few small tubes -- almost all of the area was in the 3 1/2" flues. The firebox heating surface included thermic syphons.

That these engines stayed in service until the late 1950s (1960 and 1958, respectively) may mean careful husbanding of resources.