Class 20/J4a (Locobase 12878)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 19, p. 94. Works number were 566-568 in June 1902.

When the AR&C was absorbed by the Canadian Pacific in 1912, this trio of standard-gauge Moguls formed their own class in CPR roster.

CPR sold the 3091 to the Canadian Railway Museum in Delson, PQ in December 1929.

After another 20 years of service, the 3092 went to the ferro-knacker in May 1933 with 3090 following two months later in July.

---

Class 5/J1 (Locobase 15646)

Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1648-1649 in 1888, 2652 in 1891.

Three Moguls from the Ocean State were the only Moguls the Providence builder sold to the M&NW. In 1900, the M&NW was incorporated into the Canadian Pacific, which renumbered the engines no fewer than four times as 505-506, 531; 1200-1202 in 1907; 1250-1252 in 1908; and 3000-3002 in 1912.

The two earlier engines were bushed to reduce the cylinder bore to 17" in 1904 and 1908, respectively. 3002 was scrapped in November 1915, 3000 followed in February 1916, and 3001 was sold in September 1920 to Ajaz Coal Company.

---

Class J3d (Locobase 6552)

Data from CP 1947 Locomotive Diagrams supplied in August 2005 by Allen Stanley from his extensive Rail Data Exchange. See also CP 1911-1924 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange

The large class of home-built (and Kingston-built) Moguls from the late 1880s (Locobase 9066) were mostly left untouched by the CPR until their retirements.

Several were updated in 1911-1913, however, receiving new boilers containing superheaters and redesignated J3. The engines chosen were 1255-1256, 1261, 1263, 1268-1270, 1274, 1281, 1285, 1287, 1296. The new boiler stood substantially higher, its centerline fully 27' (686 mm) farther above the track. This left a large gap between the bottom of the barrel and the bar frame. Although the firebox was shorter, it was deeper and had two 3" arch tubes contributing 13 sq ft (1.21 sq m) to the firebox heating surface area.

Locobase's data comes from the 1947 diagram book. The earlier CP 1911-1924 Locomotive Diagrams supplied in August 2013 by Allen Stanley from extensive Rail Data Exchange showed different heating surface area figures. They show a larger firebox area: 152 sq ft (14.21 sq m), but less tube heating surface area of 844 sq ft (78.41 sq m) and lower weights (107,000 lb/48,534 adhesion and 123,000 lb/55,792 kg) engine in working order).

---

Class M-2/J-5 (Locobase 4506)

Data from 1947 CP Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Further information from [], which credits Dale Wilson's book Algoma Eastern Railway (Nickel Plate Rails, 1977). Works numbers was 51183 in 1912.

Soon after the Manitoulin & North Shore, which ran down from the CP mainline to the shores of Lake Huron and Manitoulin Island, became the Algoma Central in 1911, the new name bought this Mogul.

After failing to wait for the local freight hauled by #50 (Locobase 4937), the two Moguls met along the shore of Birch Island. The engineers and firemen of both locomotives were severely injured and the conductor and brakeman were killed.

In 1930, the Canadian Pacific leased the AER rails for 999 years and renumbered 51 as 3051. It carried on until 1952.

---

Class SL/ J2a/b/c/d (Locobase 9066)

Data from Transactions of the Canadian Society of Civil Engineers Vol .3-4 (1889-90), the January 3, 1889 session. (pp 41-45); "Mogul Locomotive, Canadian Pacific", Railroad Gazette, Volume 22 (31 May 1888), p. 354; and CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange.

Of the 45 locomotives in the class, the CPR built produced all but fifteen. The first four built by the CPR in May-June 1888 (1296-1299) had 204 boiler tubes, 8 sq ft less heating surface area, and 52" drivers. 1294-1295 were delivered in June with boiler pressures set to 150 psi.

The Canadian Locomotive Company of Kingston delivered 1279-1286 in November-December 1888, 1287-1288 in January 1889, and 1289-1293 in May 1890.

As part of the CSCE President Samuel Keefer's address, he included information from Mr Brown, Mechanical Superintendent of the CPR that included the standard Mogul freight used east of the Rockies. Some features included frames forged soild from back end to just forward of the leading drivers, cylinder ports large for the size of cylinder ("an advantage rather than otherwise"), Gresham injectors mounted on the boiler back head instead outside on the boiler, well-distributed weight, and a truck that allowed the engine to traverse "the sharpest curves with steadienss and freedom."

Another detail was the unusual taper of the smoke stack barrel, which narrowed from bottom to top. Although "contrary to the customary practice in the United States, seems to give excellen results."

RG's 31 May 1888 editorial page repeated the observation and offered this lesson: designers didn't really know what were "the essential features of locomotive smokebox and smoke-stack designs ...no one design or arrangement of parts is superior to all others." Noting that successful designs will be a "proper combination, in many ways, of the various details," RG's comment concludes: "Probably there is more conflict of opinion concerning smoke boxes and exhaust arrangements than with ...any other details of locomotive design."

Eight were updated with superheaters; see Locobase 6552.