Grand Trunk Western 0-8-2 Locomotives in Canada

Class Details by Steve Llanso of Sweat House Media

Class S-1g, -1h (Locobase 16314)

Data from the CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. (Thanks to Chris Hohl for his 11 August 2017 email and spreadsheet supplying data and urging the inclusion of these enormous switchers and for his cite to more information in Charles R Foss, Evening Before the Diesel: A Pictorial History of Steam and First Generation Diesel Motive Power on the Grand Trunk Western Railroad, 1938-1961, 1st Edition (Boulder, CO: Pruett Publishing Co, l980), pp. 307-309.) See also Richard Leonard's photo archive of Grand Trunk locomotives at [], last accessed 15 October 2017.

Derived from the large S-1f Mikado class (Locobase 9855), these transfer and switching locomotives underwent a couple of changes that converted road engines didn't usually receive. One was a significant shift of weight back from the empty front truck location to the drivers. The other involved replacing the standard Walschaert valve gear. S-1gs used Baker gear, S-1h conversions were fitted with Young gear.

Richard Leonard quotes a communication from Larry Bell on the 0-8-2's reputation: "In Durand, the 3500s were used on the 'top end jobs' almost exclusively. They were nice riding compared to the 0-8-0's because of the trailer wheel. However they could be a difficult engine for a fireman, before conversion, because they had a long firebox and did not have a stoker. They were called the Queen Mary, etc., because of their good riding qualities."

Engine and tender length given for those with tenders fitted with equalizers. Wheelbases for those with Symington trucks were 2" (50.8 mm) shorter.

Principal Dimensions by Steve Llanso of Sweat House Media

ClassS-1g, -1h
Locobase ID16314
RailroadGrand Trunk Western (CNR)
Number in Class8
Road Numbers3515-3517, 3520-3523
Number Built
Valve GearBaker or Young
Locomotive Length and Weight
Driver Wheelbase (ft / m)16.50 / 5.03
Engine Wheelbase (ft / m)25.67 / 7.82
Ratio of driving wheelbase to overall engine wheelbase 0.64
Overall Wheelbase (engine & tender) (ft / m)58 / 23.49
Axle Loading (Maximum Weight per Axle) (lbs / kg)
Weight on Drivers (lbs / kg)234,650 / 106,436
Engine Weight (lbs / kg)279,400 / 126,734
Tender Loaded Weight (lbs / kg)161,600 / 80,331
Total Engine and Tender Weight (lbs / kg)441,000 / 207,065
Tender Water Capacity (gals / ML)9000 / 28.41
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)9 / 13
Minimum weight of rail (calculated) (lb/yd / kg/m)98 / 49
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)63 / 1600
Boiler Pressure (psi / kPa)175 / 12.10
High Pressure Cylinders (dia x stroke) (in / mm)27" x 30" / 686x762
Tractive Effort (lbs / kg)51,638 / 23422.63
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.54
Heating Ability
Tubes (number - dia) (in / mm)213 - 2" / 51
Flues (number - dia) (in / mm)32 - 5.375" / 137
Flue/Tube length (ft / m)20 / 6.10
Firebox Area (sq ft / m2)289 / 26.85
Grate Area (sq ft / m2)56.50 / 5.25
Evaporative Heating Surface (sq ft / m2)3405 / 316.33
Superheating Surface (sq ft / m2)804 / 74.69
Combined Heating Surface (sq ft / m2)4209 / 391.02
Evaporative Heating Surface/Cylinder Volume171.28
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation9888
Same as above plus superheater percentage11,766
Same as above but substitute firebox area for grate area60,184
Power L111,171
Power MT419.82

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