Grand Trunk Western / Grand Trunk Pacific / Chicago & Grand Trunk / Ottawa, Amprior & Parry Sound / Quebec & Lake Saint John / Quebec Railway, Light & Power / Northern Pacific & Manitoba / Detroit & Toledo Shore Line / Canada Atlantic / Central Vermont / Canadian Northern / Canadian Government / Duluth, Rainy Lake and Winnipeg / Grand Trunk / Qu'Appelle Long Lake & Saskatchewan 2-6-0 "Mogul" Type Locomotives

Class Details by Steve Llanso

Class 1 (Locobase 13617)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 27, p. 60. Works numbers were 24173-24174, 24196, 24203, 24214, 24224 in May 1904.

Locobase 9069 shows the Grand Trunk's compounds of the same year. The Shore Line's Moguls had a longer stroke and eight fewer tubes. It appears that the entire class remained cross-compounds throughout their careers. 1 and 6 were scrapped in 1929 and 2-5 in 1934."

Class 1/D-1-a (Locobase 7971)

Data from CN Steam Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive collection. Works number was 365 in July 1889.

This engine had the classic form of a boiler tapered just ahead of the firebox, which had the steam dome mounted over the crown sheet, and a long, narrow first course of boiler. It was the first of five built to this design.

The first two were delivered as singles to the Qu'Appelle Long Lake & Saskatchewan and the Quebec & Lake Saint John. The former was later lettered for the Port Arthur Duluth & Western in 1893 and passed into Canadian Northern hands in August 1897 as their 19. The 19 was renumbered 107 in 1912.

When the CNR took over the Canadian Northern's motive power, they gave the 107 number 470. It was scrapped in June 1927."

Class 100 / E-1 / D-9a (Locobase 12077)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 18, p. 256. Works number was 13689 in August 1893.

Baldwin built this Eight-wheeler for part of the network of lines that radiated eastward from Ottawa in the 1870s and 1880s.

The PSC was combined with the Ottawa, Arnprior & Renfrew to become the OA & PS in 1891 and this engine probably helped to open the OA & PS's Ottawa-Amprior segment on 13 September 1893.

The 100 remained on the line as the OA & PS was taken into the Canada Atlantic in 1899, the CAR into the Grand Trunk in 1905, and the GTR into the Canadian National in 1923. Renumbered several times, it bore #501 in class D9-a when it was scrapped in June 1927."

Class 126 / D-11a (Locobase 15650)

Data from CN Steam Locomotive Assorted diagrams supplied in August 2013 by Allen Stanley from his extensive collection.

This was the rebuilt pair of Moguls originally supplied by Baldwin in 1902 and described in Locobase 10759. The new boiler had nine fewer tubes that were just a bit shorter.

The 483 was scrapped in 1925."

Class 21 / D-11a (Locobase 10759)

Data from Angus Sinclair, Twentieth Century Locomotives (New York: Railway and Locomotive Engineering, 1904), pp.538-540. See also DeGolyer, Vol 24, p. 225. Works numbers were 20217-20218 in March 1902.

Sinclair doesn't say much about these little Vauclain compounds, except to describe them as passenger engines. This says more about the type of passenger service available in northern Quebec than the suitability of such a wheel arrangement for hauling voyageurs. It may also reflect a British willingness to use freight-service engines for local passenger trains.

Their HP-LP cylinder pairs were each served by an 11 1/2" (292 mm) piston valve.

They were taken into the Canadian Northern in 1914-1915 and ex-21 eventually was dubbed Canadian National 483. 20 was sold in November 1913 to Inverness Railway & Coal Company on Cape Breton Island."

Class 23/115/D-3-a (Locobase 7973)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 30748.

Soon after the Q&LStJ bought this one Mogul, the railway was rolled into the Canadian Northern in 1906. It kept its original road number until 1912, when it was renumbered 115. The design had plenty of boiler for the cylinder volume with which it was delivered, so it appears that the CNor bored out the cylinders to 20" (508 mm) after 1912.

The Canadian National retained the CNor's class ID but redesignated the 115 as 476.

Carrying its larger firebox over the rear driving axle gave this engine's profile a high-pitched look. Its single truck, shrunken first course, and slender stack look out of proportion with the rest of the locomotive. In March 1922, the cylinders were bushed down from 20" to 18 1/2" in diameter. This extended the locomotive's life only a few years as it was scrapped in July 1925."

Class 3/D-1-a (Locobase 15643)

Data from CN Steam Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive collection. Works number was 366 in July 1889.

Locobase 7971 notes that five of this design were built at the same time for Canadian railways in 1889. The last two went to this western road. In June 1901, the Canadian Northern bought the NP&M and renumbered these 20-21. A later renumbering in 1912 generated the 108-109 that the two carried into the Canadian National in 1920. At that point they took 471-472. 472 was scrapped almost immediately in June 1920, but 471 lasted until June 1927."

Class C (Locobase 9069)

Data from GT 1903 Locomotive Diagrams and GT 6 - 1913 Descriptions supplied in May 2005 by Allen Stanley from his extensive collection. Grand Trunk produced 99 of the 124 engines in this class, assigning works numbers 1335-1346 in 1901, 1366-1402 in 1902, 1403-1429 in 1903, and 1455-1479 in 1904. Montreal added 10--works numbers 30678-30687 in April-June 1905, and Canadian Locomotive Works in Kingston finished the class with 8--works numbers 664-671--in November 1905 and 672-678 in April 1906.

These locomotives were delivered as "Richmond" cross-compound. As seen from above, the HP cylinder lay on the left, the LP on the right. The particular feature of a Richmond compound was the siting of the intercepting valve within the steam chest in the LP cylinder. Their original road number order was 872-883, 820-871, 884-893, 795-819, 770-777, 785-794, 778-784. In 1910, the class was renumbered 1203-1214, 1249-1259, 1429, 1260-1274, 1225-1236, 1428, 1237-1248, 1215-1224, 1275-1299, 1309-1316, 1300-1305, 1430, 1306-1308, 1317-1323.

Locobase 13282 shows the class once it was superheated by the Grand Trunk,"

Class C-3-b / E-12-a (Locobase 7968)

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

This set of small Moguls came to the CN in small batches; they appear to have been inspired by the McArthur & Company 2-6-0s that also were taken into the railway. Superheating the class led to the use of "economy" valves (piston valves installed in a slide-valve chest).

The C-3-c is shown with works # 44264, which seems early, especially as it had a later road number. The others had numbers 48152-53 and 49905-49906. Toiling on secondary lines, this class lasted until 1954."

Class C-5-b / E-12-b (Locobase 7969)

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

Supplied originally to the GTP contractors, JD McArthur & Company, a dozen Moguls went into service after the line was completed. They appear to be quite similar to the slightly later C-3s (Locobase 7968). Some were later fitted with oil burners and tenders holding 2,500 imperial gallons (3,000 US gal) of fuel oil.

Class C-6-a (Locobase 7970)

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

As part of the vast Mogul holding eventually operated by the Canadian Northern and other CNR predecessors, this pair came to the railway in 1909. Apparently never superheated, they were withdrawn and scrapped in the late 1930s."

Class D-12-a (Locobase 7977)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 26261-26263.

A trio of Moguls for the western Canadian prairies. Purchased by the railway that would be better known after 1908 as the Duluth, Winnipeg & Pacific. Even with that name, the railway didn't connect directly to Winnipeg, let alone the Pacific Ocean. Its Canadian terminus, Fort Frances, Ontario, met the Canadian Northern mainline.

Class D-2a (Locobase 11881)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 13, p. 244. Works numbers were 8556-8557 in June 1887; 8659-8662, 8667 in July.

Class D-4-b (Locobase 7974)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 8313 in August 1886.

When delivered to the CAR, this was a small Mogul even for the early-to-mid 1880s. The 12/61/665 (as this Mogul was numbered by the CAR) was renumbered 1342 and placed in class E-5 in 1905 when the Grand Trunk took over the former railway. Another renumbering in 1912 generated 2355. And when the CNR took over the Grand Trunk in 1920, it redesignated the 2355 as D-4-b and renumbered it 476. Under that number, its trip to the ferro-knacker in December 1925 was recorded."

Class D-7-a (Locobase 7975)

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

This small class came from the CGR's own shops in a variety of configurations. By the time it was numbered 479 in the CN's books, it retained the 17"-diameter cylinders and 180-psi pressure unique to that engine. 480, delivered in 1900, introduced the 18" cylinders but dropped the BP by 10 psi. The last two featured the 18" cylinders and the 180-psi boiler. 479, 480, and 482 had been scrapped by February 1923."

Class E (Locobase 3152)

Data from Railroad Gazette (Vol XXX, #6 - 11 Feb 1898), which tells us that Baldwin produced six (works numbers were 15659-15664 in January 1898) and Schenectady six (works numbers 4663-4666, 4685-4686 in March 1898). See also "Grand Trunk Mogul", Locomotive Engineering, Vol 11, No 6 (June 1898), pp. 286-287 DeGolyer, Vol 21, p. 102 for the Baldwin engines and "New Schenectady Moguls", The Railway Age (29 April 1898).

The dozen engines led a very large class of simple-expansion and cross-compound main-line freight Moguls. Grand Trunk followed with thirty two (works numbers 1295-1300 in 1899, 1311-1334 in 1900, and 1347-1348 in 1901). Then came Dickson's five (works numbers 1184-1188 in January 1901), and Brooks's six (works numbers 3752-3757 in February 1901).

The Dickson locomotives, described in "Dickson Grand Trunk Locomotives," Railway and Locomotive Engineering, Vol 14, No 5 (May 1901), p. 203, had 283 tubes and a firebox heating surface area of 186 sq ft (17.25 sq m) for a total heating surface area of 1,951 sq ft (181.25 sq m).

McShane (1899), writing in the cheerleading style of the day, commented of these engines: "we understand that their initial performance gives excellent promise of exceptionally satisfactory results." The data are for the Schenectady locomotives; Baldwin's differ in minor details. Contributing to the firebox heating surface were 15.15 sq ft (1.4 sq m) of water tubes.

1910 renumbering of the class took the road numbers as shown in the specs and assigned new ones in the following order: 1375-1399, 1200, 1400-1412, 1413, 1201, 1414, 1421-1426, 1415-1420, 1427, 1202.

Several in the class were superheated and given 21" cylinders; boiler pressure was reduced to 180 psi.

In 1923, the CNR redesignated the entire class E-7-a and renumbered the engines as follows: 661-673, 708-710, 674-675, 711-716, 735, 717-730, 736, 731, 679-684, 732-733, 676-

678, 734, 750, 737.

Class E / E-11 / E-7 (Locobase 11367)

Data from "Equipment and Supplies: Locomotive Building, Railway Age Gazette, Vol 44 (6 December 1907), p. 819-820. Baldwin's works numbers were 31767-31769 in September 1907; 31779-31780, 31808-31810, 31837 in September; 31860, 31885-31886 in October.

This was the first of two later batches of E-class built by Baldwin. The 1907s shown here repeated the basic dimensions of the earlier E class described in Locobase 3152. The ten 1908 locomotives, which were fitted with fewer tubes, appear in Locobase 13281.

This set of Moguls stayed on the Grand Trunk through the transition from the GTP to Grand Trunk Western in 1923. Then renumbered and classed E-7a on the Canadian National in an oddly assorted order: 685, 861, 686, 862, 687-707."

Class E / E-7-a (Locobase 7981)

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

Locobase 3152 and 9069 show the original design of this large class of Moguls, which were built as simple-expansion E or cross-compound Cs. The combined total reached about 260 engines. Many were superheated as shown in the specifications. Some had 22"-diameter cylinders.

Although retirements began in the 1920s, the last locomotives didn't leave service until th late 1940s, and a few hung on until the mid- and late 1950s."

Class E-1-a (Locobase 15651)

Data from CN Steam Locomotive Assorted diagrams supplied in August 2013 by Allen Stanley from his extensive collection.

This Mogul's specific identity is partially obscured in all of the roster compilers whose products Locobase has been able to consult (thanks to Raildata's Allen Stanley). The engine is attributed to the Pennsylvania and said to have been built at that railroad's Altoona shops.

But it doesn't match up with either the Pennsy's F1 or F2 (Locobases 1137 and 2837, respectively). Even though the cylinder volume, number of tubes, their diameter and length, as well as the grate areas, are quite close, the lone E-1-a's stated adhesion weight is a full 25 tons (22,680 kg) lower than that of the F2. Also the boiler pressure setting is more more consistent with an 1880-1890 era locomotive.

The roster provided to Allen Stanley by Seth Bramson and originally compiled by Ted McQuinn of Riverview, NB, Canada, shows that the CGR 4571 was the ex-O'Brien, McDougall & O'Gorham (OMO) #25.

OMO were railroad contractors who operated more than two dozen used locomotives. Two of the principals--Michael John O'Brien and Alexander McDougall--also combined with Fowler to form OFM, which is credited with constructing 30% of the National Transcontinental Railway (the core of the Canadian Northern/Canadian National system)."

Class E-11 / E-7a (Locobase 13281)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 31, p. 223. Baldwin's works numbers were 32857-32858, 32867-32870, 32879-32880, 32892 in July 1908; 32922 in August.

Grand Trunk went back to Baldwin in 1908 to order a second batch of Moguls based on the 1907 engines described in Locobase 11367. Possibly because the barrel was a bit stuffed with 291 tubes (or because some of them were so low set that they attracted deposits), the new set had 18 fewer tubes (2 rows?). Otherwise, the two sets were identical.

Most of the E-11s were soon superheated; see Locobase 13282.

Class E-11, E-11a // E-7, E-7a (Locobase 13282)

Data from Baird list of Grand Trunk 1910-1923 locomotives supplied by Allen Stanley.

Among the many dozens of simplified and superheated Moguls converted by the Grand Trunk was this variant, which came on the road as cross-compounds in the early years of the 20th Century (Locobase 9069).

NB: Tube and flue counts are based on conversions in similar-sized boilers with similar tube length. "

Class E-11-a (Locobase 7984)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers included 32047 in October 1907 and 32199 in November.

Very similar to most other Grand Trunk Moguls, these four went to the D & TSL. Apparently they were never superheated before they were scrapped in 1929.

Class E-12/E-10-a (Locobase 7982)

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

The small, branch-line Moguls delivered by Kingston in 1910 and described in Lococbase 15655 were refitted with superheater and piston valves in 1913 that supplied larger-diameter cylinders. The result was redesignated E-12.

One example of this class that was taken over by Canadian National as class E-10a was #919, later renumbered as 92 in 1952. 92 was bought for Wilmington & Western (Marshallton, DE) in 1959. See W&W website. Also see http://www.ocsteam.com/96/ (30 May 2003), for the Ohio Central museum railroad, which has a sister locomotive.(#937 in CN service, sold in June 1959. After several private owners, came to the OCRR in 1994. Not in service."

Class E-13-a (Locobase 1313)

Data from CN to 1953 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Works number is 67559 in 1928.

According to the Canadian law website, accessed 13 December 2006, this railway derived from the Quebec, Montmorency and Charlevoix Ry. Co, acquiring its new name in 1889.

This single Mogul served the QRL&P lines until 1953. Although it had relatively small cylinders, the design actually featured a good amount of power from its small drivers and largish grate. "

Class E-14 (Locobase 9085)

Data from GT 6 1-1913 Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive collection.

The Grand Trunk book has the data shown in the specifications. Locobase can find nothing more on this class, except to note that it had the biggest boiler of any Mogul that was incorporated into the Canadian National. Also, it does not seem that these engines were taken in by the CNR.

Class E-5-a (Locobase 7979)

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

This sizable class of Moguls was produced by the Grand Trunk as it expanded in several directions. The design itself was relatively small as 2-6-0s went in 1880. A deep, narrow firebox had a small grate but relatively grand direct heating surface area. A large steam dome sat just ahead of the firebox and the middle driving axle.

Retirements began in 1924 and lasted a dozen years, the last engine leaving service in 1936.

Class E-6/C-7-a / E-12-c (Locobase 7972)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 49899-49904 in 1911.

Again, this sextet of Moguls was quite similar to the C-3-a and C-5-b shown in Locobases 7968-7969. There's no ready explanation for why the superheater area did not change when the boiler flues were 5" longer, but that may have to do with the Hungersford-Camera superheater employed. This class was retired over a long period, the first going in 1935, the last in 1951."

Class E-7-b (Locobase 7983)

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

In the midst of the long run of E-7-a Moguls (Locobase 7981), the Grand Trunk stretched the boiler and enlarged the grate on two of them and came up with the E-7-b. Other than gaining a little more heating surface in the firebox and boiler and enlarging the cylinders by an inch, no major changes were evident.

In the event, no more E-7-bs were built. 864 was scrapped in 1932, 863 in July 1939."

Class E-8 (Locobase 15655)

Data from GT 6 - 1913 Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive collection.

This smaller set of Moguls, which followed the last of the most-numerous E-7s (Locobase 7981) into service on the Grand Trunk three years later, was also smaller in size and power.

Extended smokebox, coned boiler. According to http://www.railwaybob.com/Overview/OverviewPage2.htm (30 May 2003), a Grand Trunk site, this class was built "as part of their program to replace the lighter 4-4-0's and 2-6-0's. Under CNR, these 2-6-0's were used on small branch lines where the track was too light for heavier engines."

Refitted with superheater, more cylinder volume, and piston valves in 1913, redesignated E-12; see Locobase 7982.

NB: The tube count is an estimate based on the known firebox and total evaporative heating surface areas and a calculation of the tube heating surface area."

Class E2 / D-8-a (Locobase 7976)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 2199-2201 in 1890.

These two Moguls arrived in 1890. A comparison with several dozen other Moguls of the era (ca 1886-1891) shows this pair have fallen right in the middle of the pack. They served the GTR for more than 30 years. In April 1925, the CNR sold 500 to JR Booth & Company. 499 was scrapped in December 1925."

Class E3/E-6-a - 1885 (Locobase 9064)

Data from Transactions of the Canadian Society of Civil Engineers By Canadian Society of Civil Engineers, v.3-4 (1889-90), the January 3, 1889 session.

As part of the CSCE President Samuel Keefer's address, he repeated some information supplied to him by Herbert Wallis, Mechanical Superintendent of the GTR. Wallis's summary included the standard passenger and standard freight engines of the road at the time. (Keefer had earlier noted that he left government employment in 1852 to help construct the GTR under the guidance of Alexander Mackenzie Ross.)

Wallis's gave the adhesion weight as 84,000 lb (38,102 kg) and engine weight as 99,000 lb (44,906 kg) and the driver diameter as 62"and total heating surface as 1,232 sq ft; boiler pressure amounted to 150 psi. By 1913, when the Grand Trunk's description of locomotives was published, the values had changed to the numbers shown in the specs.

The total number of locomotives shown in this entry refer only to the E3s with the 1,208 sq ft evaporative heating surface. Their road numbers included 2431-2476, 2495, 2517-2526 (Kingston, 1891 - works numbers 409-418)."

Class E3/E-6-a - 1891 (Locobase 7980)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection and from GT 6 - 1913 Description of Locomotives.

Following the 1885 Grand Trunk design of Moguls, this next set had the same number of tubes, but a smaller firebox and grate (but not by much). A few continued serving the CNR into the late 1930s and early 1940s."

Class E3/E-6-a - 1893 (Locobase 15654)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection and from GT 6 - 1913 Description of Locomotives.

See Locobases 9604 and 7980 for the earlier batches of this extensively produced Mogul design. The last ten had a higher pressure boiler with the 1891s engines, longer tubes, and the largest grate of the class."

Class E4/E-3-a (Locobase 15653)

Data from CN Steam Locomotive Assorted diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 900-905 in December 1880, 947-952 in March 1881, and 953-956 in April.

This set of Moguls followed the pattern of small, light six-coupled engines for the western prairies. The first four came from the Ocean State with 57"(1,448 mm) drivers, the remainder with the 63" wheels shown in the specs.

Several were scrapped or sold before the Canadian National took over the Grand Trunk in 1920. 2372-2373, 2379, 2381 were renumbered 533-536. By that time, the latter two had boilers rated at 155 psi (10.7 bar)."

Class E5/E-2-a (Locobase 15652)

Data from CN Steam Locomotive Assorted diagrams supplied in August 2013 by Allen Stanley from his extensive collection.

These three home-built Moguls were rebuilt from earlier locomotives in the late 1890s. They were small and offered power enough for branch lines, but not main line service. Operated on the western prairies, each put in about 25 years of service.

2366 was scrapped in January 1921 before the GT was taken over by the Canadian National. 2367-2368 were renumbered 531-532, but lasted only two years longer before being scrapped in May and November 1923.

Class Frank Ross /D-1-a (Locobase 15644)

Data from CN Steam Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive collection. Works number was 366-367 in July 1889.

Locobase 7971 notes that five of this design were built at the same time for Canadian railways in 1889. The two for the Q&LStJ were headed by the Frank Ross. 13 may have been named Henry Beemer.

The Canadian Northern took over the pair in 1912 and gave them road numbers 110-111. 110 remained with the CNor until that railway was taken over by the Canadian National in 1919. At that point, the CNR renumbered the engine 473, but retired and scrapped in June 1920.

The 13 took a different path because it was sold in 1917 to the Inverness Railway & Coal Co, which gave it #7. The IR&CC operated the 7 until the early 1920s.


Specifications by Steve Llanso
Class11/D-1-a100 / E-1 / D-9a126 / D-11a21 / D-11a23/115/D-3-a3/D-1-aCC-3-b / E-12-aC-5-b / E-12-bC-6-aD-12-aD-2aD-4-bD-7-aEE / E-11 / E-7E / E-7-aE-1-aE-11 / E-7aE-11, E-11a // E-7, E-7aE-11-aE-12/E-10-aE-13-aE-14E-5-aE-6/C-7-a / E-12-cE-7-bE-8E2 / D-8-aE3/E-6-a - 1885E3/E-6-a - 1891E3/E-6-a - 1893E4/E-3-aE5/E-2-aFrank Ross /D-1-a
Locobase ID13617 7971 12077 15650 10759 7973 15643 9069 7968 7969 7970 7977 11881 7974 7975 3152 11367 7981 15651 13281 13282 7984 7982 1313 9085 7979 7972 7983 15655 7976 9064 7980 15654 15653 15652 15644
RailroadDetroit & Toledo Shore Line (CNR)Qu'Appelle Long Lake & Saskatchewan (CNR)Ottawa, Amprior & Parry Sound (CNR)Quebec & Lake Saint John (CNR)Quebec & Lake Saint John (CNR)Quebec & Lake Saint John (CNR)Northern Pacific & Manitoba (CNR)Grand Trunk Pacific (CNR)Canadian Northern (CNR)Grand Trunk Pacific (CNR)Canadian Northern (CNR)Duluth, Rainy Lake and Winnipeg (CNR)Central Vermont (CNR)Canada Atlantic (CNR)Canadian Northern (CNR)Grand Trunk (CNR)Grand Trunk Pacific (CNR)Grand Trunk Pacific (CNR)Canadian Government (CNR)Grand Trunk Pacific (CNR)Grand Trunk Pacific (CNR)Detroit & Toledo Shore Line (CNR)Grand Trunk Pacific (CNR)Quebec Railway, Light & Power (CNR)Grand Trunk Western (CNR)Grand Trunk Pacific (CNR)Grand Trunk Pacific (CNR)Grand Trunk Pacific (CNR)Grand Trunk Pacific (CNR)Grand Trunk (CNR)Grand Trunk (CNR)Grand Trunk Pacific (CNR)Grand Trunk Pacific (CNR)Chicago & Grand Trunk (CNR)Chicago & Grand Trunk (CNR)Quebec & Lake Saint John (CNR)
Whyte2-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-02-6-0
Road Numbers1-61/107/ 470100 / 621 / 710125-126 / 48321-2223/115/4763-4/108-109/471-472See comments4533-4537 / 403-407409-4204505-4506 / 421-422127-129 / 484-48689-95 / 313-31912/61/665/1342/2355/4961013-1016 / 479-482901-942, 896-900, 949, 943-948, 894-8951221-1235/1431-1445/685-687+1375//661-8624571 / 5301236-1245 / 1446-1455/ 696-7077-10 / 927-9281000-1024/902-92622/429600-619 / 1100-1111463+ /2393-2430 / 541-565394-399/423-428845-846/1273-1234/864-8651000-10241348-1350 / 2527-25292431-2476, 2517-2526/566-609, 651-6602477-2506/610-6402507-2517/641-65043-54/1285-86, 1211-20/2370-83/533-536100-102/1200-02/2366-68/531-53212-13/110-111/473
GaugeStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStdStd
BuilderBurnham, Williams & CoCanadian Locomotive CoBurnham, Williams & CoCNorBurnham, Williams & CoMontreal LWCanadian Locomotive CoseveralMontreal LWMontreal LWCanadian Locomotive CoAlco-DicksonBurnham, Parry, Williams & CoBurnham, Parry, Williams & CoCGRseveralBurnham, Williams & CoseveralAltoonaBurnham, Williams & CoGTBurnham, Williams & CoCanadian Locomotive CoMontreal LWAlco-BrooksGTPMontreal LWGTPKingstonRhode IslandseveralGTRGTRRhode IslandG>Canadian Locomotive Co
Year190418891893190219051889190019101908190919021887188618991898190719051908190719131928190618801911190319101890188518861893188018971889
Valve GearStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonWalschaertStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase15.67'14.62'13.67'14'14'14'14.62'15.67'12.50'12.50'14.50'14'15.25'15'16.08'15.67'15.67'14.50'15.67'15.67'15.67'14'11'14.50'15'12.50'15.67'14'15.75'15.67'15.67'15.67'15.67'14.50'14.62'
Engine Wheelbase24.25'22.12'21.29'22.25'22.17'21.58'22.12'24.25'20.54'20.54'21.96'21.83'23.33'22.58'23.50'24.08'24.25'23.37'24.25'24.25'24.25'22.58'19'22.50'22.52'20.54'24.25'22.58'23.42'23.19'23.23'23.23'25.19'22.50'22.12'
Ratio of driving wheelbase to overall engine wheebase 0.65 0.66 0.64 0.63 0.63 0.65 0.66 0.65 0.61 0.61 0.66 0.64 0.65 0.66 0.68 0.65 0.65 0.62 0.65 0.65 0.65 0.62 0.58 0.64 0.67 0.61 0.65 0.62 0.67 0.68 0.67 0.67 0.62 0.64 0.66
Overall Wheelbase (engine & tender)51.08'48.12'51.56'50'49.52'48.12'51.08'49.31'49.44'47.58'50.17'46'46.12'62.08'51.08'48.28'51.08'49.71'45.18'50.21'45.41'49.35'51.08'52.46'54.37'46.08'46.07'46.07'46.83'46.58'48.12'
Axle Loading (Maximum Weight per Axle)48752 lbs48828 lbs
Weight on Drivers140744 lbs84000 lbs98000 lbs124900 lbs120010 lbs122000 lbs84000 lbs144744 lbs112800 lbs112800 lbs101850 lbs114000 lbs86000 lbs84000 lbs94220 lbs127650 lbs138176 lbs156744 lbs84000 lbs138176 lbs156744 lbs146692 lbs120600 lbs107700 lbs127500 lbs76852 lbs112900 lbs152628 lbs120600 lbs85500 lbs91588 lbs91588 lbs91588 lbs73000 lbs93000 lbs84000 lbs
Engine Weight163704 lbs100000 lbs116000 lbs143300 lbs145230 lbs145000 lbs100000 lbs163704 lbs129300 lbs130000 lbs117000 lbs130000 lbs100000 lbs100000 lbs112336 lbs152850 lbs161976 lbs177688 lbs104000 lbs161976 lbs177688 lbs167664 lbs141800 lbs121500 lbs147500 lbs93408 lbs129600 lbs177184 lbs141800 lbs102000 lbs106708 lbs106708 lbs106708 lbs88000 lbs115500 lbs100000 lbs
Tender Light Weight130856 lbs80000 lbs112900 lbs99770 lbs116300 lbs80000 lbs130856 lbs115400 lbs119000 lbs93800 lbs95000 lbs74000 lbs85551 lbs130656 lbs130856 lbs88000 lbs130856 lbs130856 lbs130856 lbs128060 lbs73000 lbs136856 lbs87262 lbs118300 lbs130856 lbs128060 lbs65000 lbs112500 lbs112500 lbs92400 lbs92400 lbs80000 lbs
Total Engine and Tender Weight294560 lbs180000 lbs256200 lbs245000 lbs261300 lbs180000 lbs294560 lbs244700 lbs249000 lbs210800 lbs225000 lbs174000 lbs197887 lbs283506 lbs308544 lbs192000 lbs292832 lbs308544 lbs298520 lbs269860 lbs194500 lbs284356 lbs180670 lbs247900 lbs308040 lbs269860 lbs167000 lbs219208 lbs219208 lbs180400 lbs207900 lbs180000 lbs
Tender Water Capacity6600 gals5160 gals3500 gals4800 gals5000 gals6000 gals5160 gals6600 gals6000 gals6000 gals4560 gals5400 gals3000 gals3500 gals4200 gals4500 gals6000 gals6000 gals4560 gals6000 gals6000 gals6000 gals6000 gals3000 gals6360 gals3840 gals5040 gals6000 gals6000 gals3600 gals5280 gals5280 gals3360 gals3360 gals5160 gals
Tender Fuel Capacity (oil/coal)11 tons8.8 tons tons11 tons tons11 tons8.8 tons11 tons11 tons9.9 tons8.8 tons8.8 tons tons7.7 tons7.7 tons10 tons10 tons11 tons7.7 tons10 tons10 tons11 tons11 tons5.5 tons9.9 tons11 tons3000 gals11 tons11 tons7.7 tons tons8.8 tons8.8 tons11 tons tons8.8 tons
Minimum weight of rail (calculated) on which locomotive could run78 lb/yard47 lb/yard54 lb/yard69 lb/yard67 lb/yard68 lb/yard47 lb/yard80 lb/yard63 lb/yard63 lb/yard57 lb/yard63 lb/yard48 lb/yard47 lb/yard52 lb/yard71 lb/yard77 lb/yard87 lb/yard47 lb/yard77 lb/yard87 lb/yard81 lb/yard67 lb/yard60 lb/yard71 lb/yard43 lb/yard63 lb/yard85 lb/yard67 lb/yard48 lb/yard51 lb/yard51 lb/yard51 lb/yard41 lb/yard52 lb/yard47 lb/yard
Geometry Relating to Tractive Effort
Driver Diameter63"57"57"57"57"57"57"63"51"51"51"57"57"58"57"62"63"63"63"63"63"63"63"56"63"63"51"63"63"53.50"62"63"63"63"63"57"
Boiler Pressure200 psi150 psi160 psi190 psi200 psi190 psi150 psi200 psi180 psi180 psi180 psi180 psi130 psi160 psi180 psi200 psi200 psi180 psi140 psi200 psi180 psi200 psi170 psi200 psi180 psi140 psi180 psi180 psi180 psi180 psi160 psi165 psi180 psi140 psi175 psi150 psi
High Pressure Cylinders (dia x stroke)22.5" x 26" (1)18" x 24" (2)19" x 26" (2)19" x 26" (2)14" x 26" (2)20" x 26" (2)18" x 24" (2)22.5" x 24" (1)19" x 26" (2)19" x 26" (2)18" x 24" (2)19" x 26" (2)19" x 26" (2)18" x 24" (2)18" x 24" (2)20" x 26" (2)20" x 26" (2)21" x 26" (2)20" x 28" (2)20" x 26" (2)21" x 26" (2)20" x 26" (2)21" x 26" (2)18" x 24" (2)20" x 26" (2)18" x 26" (2)19" x 26" (2)22" x 26" (2)19" x 26" (2)19" x 24" (2)18" x 26" (2)18" x 26" (2)18" x 26" (2)18" x 26" (2)18" x 24" (2)18" x 24" (2)
Low Pressure Cylinders (dia x stroke)35" x 26" (1)24" x 26" (2)35" x 24" (1)
Tractive Effort25132 lbs17394 lbs22395 lbs26594 lbs22680 lbs29467 lbs17394 lbs23199 lbs28158 lbs28158 lbs23328 lbs25194 lbs18196 lbs18233 lbs20872 lbs28516 lbs28063 lbs27846 lbs21156 lbs28063 lbs27846 lbs28063 lbs26299 lbs23606 lbs25257 lbs15912 lbs28158 lbs30561 lbs22795 lbs24777 lbs18478 lbs18753 lbs20458 lbs15912 lbs18360 lbs17394 lbs
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.60 4.83 4.38 4.70 5.29 4.14 4.83 6.24 4.01 4.01 4.37 4.52 4.73 4.61 4.51 4.48 4.92 5.63 3.97 4.92 5.63 5.23 4.59 4.56 5.05 4.83 4.01 4.99 5.29 3.45 4.96 4.88 4.48 4.59 5.07 4.83
Heating Ability
Firebox Area188.10 sq. ft110 sq. ft142 sq. ft166.60 sq. ft122 sq. ft110 sq. ft188.10 sq. ft141 sq. ft133 sq. ft120 sq. ft146 sq. ft102 sq. ft112 sq. ft120 sq. ft201 sq. ft188 sq. ft188.10 sq. ft188 sq. ft188 sq. ft188.10 sq. ft166 sq. ft115 sq. ft144.73 sq. ft133 sq. ft195 sq. ft166 sq. ft131.75 sq. ft194 sq. ft133 sq. ft108 sq. ft108.03 sq. ft112.10 sq. ft110 sq. ft
Grate Area33.43 sq. ft29.30 sq. ft20.80 sq. ft30.75 sq. ft31.60 sq. ft38.90 sq. ft29.30 sq. ft33.43 sq. ft28 sq. ft28.10 sq. ft27.23 sq. ft30 sq. ft17 sq. ft16.90 sq. ft16.80 sq. ft33.44 sq. ft33.43 sq. ft33.43 sq. ft30.61 sq. ft33.40 sq. ft33.40 sq. ft33.43 sq. ft30.80 sq. ft24.20 sq. ft30 sq. ft15.74 sq. ft28.10 sq. ft41.51 sq. ft30.80 sq. ft18.50 sq. ft17.66 sq. ft17.48 sq. ft18.25 sq. ft18.12 sq. ft23.20 sq. ft29.30 sq. ft
Evaporative Heating Surface1941 sq. ft1304 sq. ft1525 sq. ft1876 sq. ft1758 sq. ft1304 sq. ft1991 sq. ft1146 sq. ft1127 sq. ft1351 sq. ft1690 sq. ft1456 sq. ft1171 sq. ft1322 sq. ft2001 sq. ft1991 sq. ft1460 sq. ft1877 sq. ft1460 sq. ft1941 sq. ft946 sq. ft1108 sq. ft2203 sq. ft951 sq. ft1170 sq. ft1600 sq. ft1543 sq. ft1327 sq. ft1208 sq. ft1147 sq. ft1184 sq. ft896 sq. ft1051 sq. ft1304 sq. ft
Superheating Surface225 sq. ft280 sq. ft273 sq. ft273 sq. ft200 sq. ft233 sq. ft280 sq. ft273 sq. ft
Combined Heating Surface1941 sq. ft1304 sq. ft1525 sq. ft01876 sq. ft1758 sq. ft1304 sq. ft1991 sq. ft1371 sq. ft1407 sq. ft1351 sq. ft1690 sq. ft1456 sq. ft1171 sq. ft1322 sq. ft2001 sq. ft1991 sq. ft1733 sq. ft01877 sq. ft1733 sq. ft1941 sq. ft1146 sq. ft1341 sq. ft2203 sq. ft951 sq. ft1450 sq. ft1873 sq. ft1543 sq. ft1327 sq. ft1208 sq. ft1147 sq. ft1184 sq. ft896 sq. ft1051 sq. ft1304 sq. ft
Evaporative Heating Surface/Cylinder Volume324.44184.48178.74404.97185.96184.48360.54134.32132.09191.13198.08170.65165.66187.02211.66210.60140.08198.54140.08205.3190.76156.75233.03124.19137.13139.87180.85168.49157.75149.79154.62117.01148.69184.48
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation668643953328584363207391439566865040505849015400221027043024668866866017428566806012668652364840540022045058747255443330282628843285253740604395
Same as above plus superheater percentage668643953328584363207391439566865846607049015400221027043024668866866980428566806974668661265663540022046019859355443330282628843285253740604395
Same as above but substitute firebox area for grate area376201650022720033320231801650037620294412872821600262801326017920216004020037600392750376003925437620330172691002026228489403652988023715310402194519440151241961816500
Power L1418037383982037814521373846076951773242234850284637884650657165118808062578807640161249982032157809831452574047470241004255275741893738
Power MT196.43294.32268.740208.37245.09294.32210.51407.56453.35274.23281.38218.87298.25326.41340.46311.65371.660299.49371.61288.60335.85612.990276.68457.46360.27288.30313.06339.55296.07307.27249.79297.91294.32

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Reference

Credits

Introduction and roster provided by Richard Duley. Class details and specifications provided by Steve Llanso of Sweat House Media.