Data from CN to 1953 Locomotive Diagrams.

This entry is a bank shot. In 1927, the CPR sold a locomotive to the Quebec, Montreal & Southern, which entered the Canadian National's corporate fold in 1929. So Locobase isn't able to document the origins of this little Ten-wheeler, other than that it was a Baldwin product and was likely part of a bigger class. A comparison with the D4g (Locobase 4491) suggests that the latter, while built more than a decade later, is at least a descendant of this class.

Whatever its merits, the QMS didn't keep the locomotive for long, scrapping it in 1931.

Data from Angus Sinclair, Railway and Locomotive Engineering, Vol XV, No 8 (August 1902), p. 340.

Locobase draws a frustrating blank about this design, which built to the designs of superintendent of rolling stock E A Williams at the CP's Montreal shops. The writeup tells us that 12 were built in the class and that the last three were Pittsburgh (Locomotive Works)-type compounds. The main drivers (the second coupled axle) were not flanged,.

At 10 mph, Sinclair notes, the class was rated at 4,100 tons behind the tender. (Given that these were passenger-train engines, that might not have been the most useful measure of power.)

Sinclair devotes a paragraph on what was certainly a welcome innovation in cab design. In the center of the cab window "... may be noticed a little glass shutter or wind guard, which is very popular with the men on the road. It consists of a light frame containing a pane of glass perhaps 4 or 5 ins. wide. This frame folds forward, flat against the cab window when not in use, but when in service it is drawn back and held by a small rod at right angles to the cab window. This enables the engineer or fireman to put head outside the cab, and sheltered behind this face guard, to see clearly ahead. It is very useful in rainy, snowy or stormy weather. It resembles the wooden wind guard used by the Pullman Car Co., for the convenience of patrons who desire to open the window but who do not wish to experience a violent draught of air."

Class 1300 (Locobase 5352)

Data from table in July 1904 AERJ (ref back to Sep 1903, p 317). Drury (1993) explains that these locomotives combined a cross-compound cylinder arrangement with superintendent Henry Vaughn's own design of superheater (the Horsey-Vaughn - more usually termed "Vaughan-Horsey"). For some reason, the AERJ's tables (both in July 1904 and in June 1906) don't count the 390 sq ft of superheater in the overall heating surface total of 2,492.6 sq ft.

According to Drury, adding the superheater to a compound soon showed the CP that one could dispense with the complexity of the compound and the 500-locomotive D10 class soon appeared, simpled and superheated. This class also was modified as simple-expansion engines.

Class D10 - Schmidt superheater (Locobase 6555)

Data from 1947 CP Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase has divided the D10 into two main groups -- those with Vaughan-Horsey superheaters and 22 1/2"-diameter cylinders (4510) and those with Schmidt Type As (this entry). Some locomotives represented by the current entry were refitted with 22 1/2"-diameter cylinders, at which point boiler pressure was dropped to 180 psi.

This massive class of Ten-wheelers was delivered over an 8-year period from 1905-1913 by Alco-Richmond, Alco-Schenectady, Canadian Loco Works, Canadian Pacific, and Montreal Loco Works. As can be imagined, this large group was retired over a long period from 1938-1965.

Canada's Science & Technology Museum explains the class's success on its website (http://www.science-tech.nmstc.ca/english/collection/locomotives03.cfm -- consulted in May 2002):

"Their success lay in a dependable and uncomplicated design, which incorporated such technical improvements as piston valves and simplified valve gear, devices just gaining acceptance in North America at that time. They were an effective platform for Canadian Pacific's innovative study of superheaters that lead to that energy saving device's acceptance on North American railways.

These engines were a transitional design that reflected changes in locomotive engineering while also retaining some features typical of nineteenth-century engines. For example, the engine cabs were of a simple open design."

Writing about My FIRST TRIP AS THE 'ENGINEER' on the West Coast Railway Association's website http://www.wcra.org/features/engineer.htm (3 Dec 2004), Bill Yeats heartily endorses the general view of this class, but notes one limitation of the arrangement: "With three pairs of 63 inch driving wheels these machines were good for 65 m.p.h. but at that speed they were inclined to ride a bit rough because they lacked the stabilizing effect that a trailing truck under the firebox would have had." Another limitations that Yeats encountered when he first started firing the class in 1943: "Except for a few that were converted to burn oil, all D 10's were hand fired and they would have been easier to fire if the 70 by 102 inch firebox had been deeper. As it was the ashes had to be cleaned out of the fire about every thirty miles or so because of the soft dirty coal we used."

Some of the first group of D10s were delivered as camelbacks: "...they were not very efficient nor were they very popular with their crews" and they were reboilered after about 2 years of service.

Class D10 - V & H superheater (Locobase 4515)

Data from table in June 1907 AERJ; additional data from 1947 CP Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection. Locobase has divided the D10 into two main groups -- those with Vaughan-Horsey superheaters and 22 1/2"-diameter cylinders (this entry) and those with Schmidt Type As (Locobase 6555). Some locomotives represented the current entry retained the 21"-diameter cylinders.

This massive class of Ten-wheelers was delivered over an 8-year period from 1905-1913 by Alco-Richmond, Alco-Schenectady, Canadian Loco Works, Canadian Pacific, and Montreal Loco Works. As can be imagined, this large group was retired over a long period from 1938-1965.

Canada's Science & Technology Museum explains the class's success on its website (http://www.science-tech.nmstc.ca/english/collection/locomotives03.cfm -- consulted in May 2002):

"Their success lay in a dependable and uncomplicated design, which incorporated such technical improvements as piston valves and simplified valve gear, devices just gaining acceptance in North America at that time. They were an effective platform for Canadian Pacific's innovative study of superheaters that lead to that energy saving device's acceptance on North American railways.

These engines were a transitional design that reflected changes in locomotive engineering while also retaining some features typical of nineteenth-century engines. For example, the engine cabs were of a simple open design."

Writing about My FIRST TRIP AS THE 'ENGINEER' on the West Coast Railway Association's website http://www.wcra.org/features/engineer.htm (3 Dec 2004), Bill Yeats heartily endorses the general view of this class, but notes one limitation of the arrangement: "With three pairs of 63 inch driving wheels these machines were good for 65 m.p.h. but at that speed they were inclined to ride a bit rough because they lacked the stabilizing effect that a trailing truck under the firebox would have had." Another limitations that Yeats encountered when he first started firing the class in 1943: "Except for a few that were converted to burn oil, all D 10's were hand fired and they would have been easier to fire if the 70 by 102 inch firebox had been deeper. As it was the ashes had to be cleaned out of the fire about every thirty miles or so because of the soft dirty coal we used."

Some of the first group of D10s were delivered as camelbacks: "...they were not very efficient nor were they very popular with their crews" and they were reboilered after about 2 years of service.

Class D4g (Locobase 4491)

Data from 1947 CP Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Produced by Canadian Pacific and Montreal Loco Works over 3 years. Retired over a long period beginning in 1939 and ending in 1966.

Class D6a (Locobase 2658)

Data from . A rare class of British-built locomotives on a Canadian railroad, these engines were powerful and "free-running," as Nock (RWC III, pl 83) puts it. They were later superheated. The CP 2 - 1947 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection) shows two subclasses: the D6a shown here and the D6bd with a shorter boiler in Locobase 9441.

Bill Yeats, writing on the West Coast Railway Association website (http://www.wcra.org/features/number577.htm, last accessed 14 May 2008) says that the first 9 in this class came from Alco-Schenectady, then 4 from Neilson Reid in Glasgow, and 4 from a German firm he doesn't further identify.

He attributes their performance among other things to piston valves 12" diameter when the going value would have been 8-9". They had coned boilers and a North American cab and looked very much like other CP engines.

Class D6a (Locobase 9441)

A rare class of British-built locomotives on a Canadian railroad, these engines were powerful and "free-running," as Nock (RWC III, pl 83) puts it. They were later superheated. The CP 2 - 1947 Locomotive Diagram book (supplied in May 2005 by Allen Stanley from his extensive collection) shows two subclasses: the D6a shown here and the D6bd with a shorter boiler in Locobase 9442..

Alco-Schenectady, Neilson Reid in Glasgow, and Sachsische Maschinenbau in Germany all contributed locomotives to this class.

He attributes their performance among other things to piston valves 12" diameter when the going value would have been 8-9". They had coned boilers and a North American cab and looked very much like other CP engines.

Class D6bd (Locobase 9442)

Data from the CP 2 - 1947 Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Locobase 2658 shows the first version of this Ten-wheeler class while the present entry shows a later version with a shorter boiler and smaller firebox. These were all superheated later on and the specs refer to the result of that upgrade.

Class E5a (Locobase 4507)

Data from 1947 CP Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

Since the main series of 4-6-0s in the CP were classed as Ds and Drury (1993) doesn't show the numbers or origin of this E5 class, Locobase can only note that the usual proliferation of sub-classes indicates that these were indeed CP locomotives. Perhaps one difference between Ds and Es was origin, with the Es coming from such builders as Alco-Schenectady.

In any case, this set of specs refers to the later incarnation of the design after superheating. A different result is shown in Locobase 6554 (E5f and E5g). (Firebox heating surface included 11 sq ft of arch tubes.)

Class E5f / E5g (Locobase 6554)

Data from 1947 CP Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive collection.

As noted in the E5a entry (Locobase 4507), Drury (1993) doesn't show the numbers or origin of this E5 class. This later group of superheated upgrades shows a slightly larger superheat ratio. (Firebox heating surface includes 11 sq ft of arch tubes.)

Class SN (Locobase 3749)

Data supplied by Bill Hallett for Bryan Attewell (http://www.washingtonimaging.co.uk/index.html)'s Steam locomotive simulator (April 2000), revised and supplemented by

data from M Grille & MH Falconnette, Les Chemins de Fer a L'Exposition de Chicago, (Paris, France: E Bernard et Cie, 1894), p 24.

Hallett's data differs slightly from the 1893 report and Locobase suspects he is as accurate, but is describing a variant or an earlier batch. The essentials are the same.

One unusual feature of these North American-built Ten-wheelers were the Serve tubes with their internal fins. Locobase wonders if they were replaced by more conventional tubes later on. Grille & Falconnette consider these locomotives "...so light, so delicate"; thus their success certainly was not assured. But they salute their performance on difficult lines under the weight of winter with its strains brought on by an abundance of snow and temperatures as low as 40 below (Celsius, Locobase believes).

Class SR (Locobase 3750)

Data supplied by Bill Hallett for Bryan Attewell (http://www.washingtonimaging.co.uk/index.html)'s Steam locomotive simulator (April 2000). Compared to the SN, the SRs had smaller drivers, slightly smaller cylinders, but more weight on the drivers. They probably operated in mixed-traffic service on branch lines.