Class 190 / J-8a (Locobase 3226)

These narrow-gauge Pacifics offered a good level of power when they were delivered. The hilly, twisting main line dictated the low drivers, but the Belpaire boiler had plenty in reserve. Baldwin produced the first of this narrow-gauge railway's Pacifics in 1921 as a quartet (works #54398-54401), adding two more (54466-67) later in the month. Compared to later Newfie 4-6-2s, these were a bit smaller, a bit lighter.

1921 Railway Age (Vol 70, #16)

Two other websites allow Locobase to piece together more of the history of this class. http://home.thezone.net/~sharvey/nfrail.htm (visited 1 Feb 2004) says in particular that #593 (works number 54401) was delivered in response to an order submitted on 17 September 1920. Costing $36,870 (currency not specified), she was delivered in 1921. Over the next 18 years, 593 worked passenger trains, then was employed as a switcher until 1957. At the time of her retirement, she'd traveled 1.5 million miles (all in Newfoundland!).

Another website -- http://www.heritage.nf.ca/society/railway_operations.html (visited 1 Feb 2004) -- focuses on the history of Newfoundland and, in an entry on Railway Operations & Equipment, notes that this "190" class were the workhorses of the railway in the 1920s. (Reid Newfoundland never made a profit and was taken over by the Canadian government in 1923. Visit the website for a full and fascinating account of this railway.)

Class 196 / J-8-b (Locobase 4571)

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

The roster from http://www.angelfire.com/ca/TORONTO/CNRsteam.html (1 Feb 2004) shows 196 came from Baldwin in 1926 (works #59531), 197 from Montreal Locomotive Works in 1927. Compared to the earlier J-8-a, this design was bigger and had more cylinder volume. Its firebox later was reconfigured to hold thermic syphons in place of arch tubes.

Class 198 / J-8c (Locobase 4572)

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

The roster from http://www.angelfire.com/ca/TORONTO/CNRsteam.html (1 Feb 2004) reveals the date of the 2-locomotive order. These were essentially duplicates of the 1926 J-8b (Locobase 4571).

Class J-1-a (Locobase 2737)

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

Works numbers were 52255 to 52257.

NB: Data from reproduction of 1913 Alco Bulletin 1016 on Richard Leonard's http://www.railarchive.net/alcopacifics/index.html (accessed 16 June 2006) show identical tube & flue counts as well as the same length over tube sheets, but the result is a smaller superheater surface - 590 sq ft -- and more evaporative heating surface -- 2,478 sq ft, including the same 180 sq ft of firebox as shown in the CN diagrams.

Class J-3-b - 1913 (Locobase 7606)

Data from reproduction of 1913 Alco Bulletin 1016 on Richard Leonard's http://www.railarchive.net/alcopacifics/index.html (accessed 16 June 2006).

Locobase 7091 shows the Baldwin J-3a class with data taken from the 1953 diagram book. A comparison of tube counts (181 in this one, 139 in the "J-3") and heating surfaces minus direct heating surface is approximately proportional. So was the class later subjected to a considerable diminution in heating surface for maintenance reasons?

Class J-4-a / J-4b (Locobase 8068)

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

Starting this numerous class of small Pacifics were 5 from Montreal (works #54764-54768) in 1914. Canadian Locomotive Corporation followed with 5 more (works #1340-1344) two years later. Some of these had their fireboxes reconfigured with thermic syphons instead of arch tubes; they then possessed 266 sq ft of direct heating surface.

See Locobase 132 for the J-4e/f classes.

Like all of the J-4s, these useful 4-6-2s lasted to the end of steam on the CNR.

Class J-4e/f (Locobase 132)

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

Although coming into service 6 years after the first J-4s (Locobase 8068), these engines were not substantially different. Their boilers had 8 more tubes and the firebox heating surface grew by 52 sq ft. And, as usually happens, they had put on weight. Like the others, they ran on the CNR until the end of steam.

Class J-7a/b/c (Locobase 5087)

Data from CNR locomotive diagram shown on Steamtown's special studies site http://www.cr.nps.gov/history/online_books/steamtown/shs3d.htm, revisited 30 May 2003. The firebox heating surface area included arch tubes. These were MLW works #59462-59491, 60475-60489 (1919), 61940-61949 (1920)

The NPS study comments that this locomotive design was very similar to the USRA Pacifics built in the same period, adding "...this locomotive was typical of 4-6-2s that operated all over North America in the 1920s through 1950s. They served on both main lines and branch lines, and though generally considered passenger train locomotives, they occasionally pulled freight."

Class K-1-a/b/c (Locobase 8070)

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

These were relatively small Pacifics that began delivery in 1905 as saturated-steam locomotives. The CLC supplied the first 11 in 1905 (works #652-662). For some reason, a six-year gap separated the second CLC batch from the first. Locobase 8071 shows that the CGR bought Montreal Locomotive Works near-sisters in that time. The CLC delivered its latter batch in 1911 (1019-1021 and 1032-1033). Beginning in 1923, they were rebuilt with superheaters and Walschaert gear.

Class K-1-d/e (Locobase 8071)

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

Continuing the procurement of light Pacifics begun with a small order from CLC in 1905 (see Locobase 8071), the CGR ordered all 26 of its Montreal-built engines of the same design in the interim between the two CLC batches. 1906 saw 15 K-1-d produced in a batch (works #38901-38915) followed by 10 more K-1-e in 1908 (44556-44565) and the last one in 1910 (47666). Like the CLC engines, these went into service as saturated-steam locomotives, being rebuilt later with superheaters and, in some cases, Walschaert gear. The heavier variant -- K-1-e -- is shown in the specs.

Class K-2-a (Locobase 8072)

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

These were the first of the big Pacifics that the CGR began acquiring in the teens. Montreal's works # ran 53851-53854. Although the grate was relatively generous, the firerbox heating surface was relatively stingy at about 5.9% of the evaporative heating surface total. This would be remedied to some extent in the next two batches; see Locobase 8073.

Class K-2-b/c (Locobase 8073)

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

A year after the CGR introduced its large Pacific design (Locobase 8072), the two major Canadian builders supplied locomotives of the same tractive effort but a different balance between boiler and firebox. Montreal's batch came first (54759-54763) in 1914 with CLC contributing 5 more (1335-1339) two years later. In the K-2-b & c, the boiler had the same superheater, but fewer boiler tubes and its firebox grew with the addition of some arch tubes. Much later, the Canadian National fitted removed the arch tubes and added 65 sq ft of thermic syphons.

Class K-3-g (Locobase 8075)

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

Similar in many respects to the Grand Trunk's other K-3s (Locobase 8074), this subclass differed in having more boiler tubes and cylinders of 1" smaller diameter. A couple of the class were fitted with thermic syphons, which likely increased the firebox heating surface to 231 sq ft, if similar installations in other K-3s are any guide.

Class K-3b (Locobase 7097)

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

The CV didn't have much call for Pacifics, so this trio did the job for the railroad for 40 years until the end of steam.

Class K-4-a (Locobase 4362)

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

This relatively high-drivered quintet came from Alco as works # 65288-65291 and were delivered to the Grand Trunk Western. Their Baldwin mates came 5 years later and had a different boiler; see Locobase 6650.

Class K-4-b (Locobase 6650)

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

The first K-4s came from Alco (see Locobase 4362). These Baldwins (works 61073-61075) were delivered 5 years later. They had Coffin feedwater heaters and thermic syphons.

Class P-4 / K-3 series (Locobase 8074)

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

Grand Trunk's Pacific purchases settled quickly on a design that shared the power dimensions with many of the Pacifics then operating on the Canadian Government Railway and on the Central Vermont. But the variety of builders ranged from the GT's own shops to Montreal Locomotive Works and Baldwin. The subclasses were distinguished in part by its different valve gears. K-3-a and d (1910-1913) were fitted with Walschaert, K-3-b (1910) with Baker, and K-3-c/e/f (1911, 1912, & 1920) all had Young gear.

The specs show the class as later fitted with thermic syphons, which increased the firebox heating surface by 50 sq ft.

Class P-5 / J-3a, J-3b (Locobase 7091)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive collection. Baldwin works #: 38441-38445, 38591-38595 in October 1912 and 38643-38647, 38803-38806 in November 1912.

This large class of relatively small Pacifics was delivered to the Grand Trunk over a two-year period and was supplied from Baldwin (100-118) in 1912. Others were produced by Montreal Locomotive Works;see Locobase 7606.

Some were later equipped with 50 sq ft of thermic syphons, which increased their firebox heating surface to 231 sq ft.