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

Data from CN Steam Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. 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 10/C-6-a (Locobase 7970)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Malagash Salt Miner's Museum" at [], last accessed 2 July 2023. Works numbers were 911-912 in 1909.

As part of the vast Mogul holding eventually operated by the Canadian Northern and other CNR predecessors. Their original owner was the contractor firm abbreviated as OFM that supported the construction of the Canadian Northern. Apparently they were never superheated.

The CN withdrew them in the mid-1930s and sold them in November 1935 to the Malagash Salt Company. The MSC operated in Malagash, due north across the island on the shore of the Gulf of St Lawrence and facing Charlottetown, the capital of offshore Prince Edward Island. In operation from 1918 to 1959, the company had its own 10-mile (16 km) railway.

Both are shown as having been scrapped in 1951, perhaps due simply to age or because the company was already considering moving its port from Malagash west along the coast to Pugwash to take advantage of a better harbor..

---

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 Volume 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 Rail Data Exchange.

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 125 was sold to the Iverness Railroad & Coal Company in November 1913.

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 Rail Data Exchange. 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 25/E-1-a (Locobase 15651)

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

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). Many conclude it was a Pennsylvania Railroad 2-6-0 built at that railroad's Altoona shops.

But the 4571 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 3/D-1-a (Locobase 15643)

Data from CN Steam Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. 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 Rail Data Exchange. 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 Rail Data Exchange.

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 Rail Data Exchange. See also Canada Rail's history of the ED&BC at [], last accessed 9 December 2014. Montreal works numbers were 45887-45892 in 1909, 46108-46109 in 1908.

Supplied originally to the GTP contractors, JD McArthur & Company, a dozen Moguls went into service after the line was completed. The goal of the railway was to link Edmonton, Alberta with the port of Prince George on the Pacific Coast in British Columbia. Canada Rail records that construction had progressed as the Peace River in July 1914, when the whole project abruptly collapsed because of the BC government's concern over an excessive Alberta influence in the far western province.

The need for such a line remained, however, and the project went ahead when two contracting companies took over the work of the financially strained Grand Trunk Pacific as it built a rival line to the Peace River and took up the ED&BC's charter. JD MacArthur, a railroad builder from Winnipeg, was the chief engine for this push, but wound up quite strapped by the end of 1916 and the railway's condition rapidly deteriorated.

A five-year lease to the Canadian Pacific in 1919 proved too disadvantageous to the government so Alberta's Department of Railways took over the lease in 1925, bought in 1926, upgraded its physical condition, rolled ED&BC together with the Alberta and Great Waterways Railway (A&GW), the Canada Central Railway (CCR) and the Pembina Valley Railway (PVR), all formed by MacArthur, into the Northern Alberta Railways in 1929, and finally sold the NAR in 1930 to the Canadian National and the Canadian Pacific as jointly held, separately owned affiliate whose main line stretched from Edmonton to Dawson Creek.

The 2-6-0s 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)/11,355 litres) of fuel oil. The last two remained with the NAR and both were sold for scrap in 1937. The others worked on the CN.

---

Class D-4-b (Locobase 7974)

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

When delivered to the CAR, this was a small Mogul even for the early-to-mid 1880s (see DeGolyer, Volume 13, p.161 for the as-built details) . 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 Rail Data Exchange.

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).

Baldwin's locomotives were essentially identical to their 4-6-0s (Locobase 3282) except for the tubes, which were 37" (940 mm) shorter, the 3" shallower front end of the firebox, and the smaller drivers. American Engineer and Railroad Journal, Vol 71, No 12 (December 1897), p. 437 reports on the in formation supplied by Mr Frank W Morse, the GT's Superintendent of Motive Power, regarding the orders of these locomotives. The specfications are a bit different (more boiler tubes, "toboggan" firebox, different heating surface areas) and Locobase wonders if a) the specs changed before delivery, or b) that these were the specs for the Schenectady engines.

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 are shown in Locobase 15807.

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. See also DeGolyer, Volume 29, p. 170. 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. It was unusual for a locomotive to add tubes after it was ordered, but this class was ordered with 283 tubes and a evaporative heating surface area of 1,941 sq ft (180.3 sq m).

By 1913, most of the class had been superheated.

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 Rail Data Exchange.

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-11 / E-7a (Locobase 15807)

Data from "Dickson Grand Trunk Moguls", Railway and Locomotive Engineering, Vol 14, No 5 (May 1901), p. 203. Works numbers were 1184-1187 in January 1901 and 1188-1189 in February.

R&LE's report dismisses the design summarily: "They are remarkable in no particular, except that of the usual massive and liberal proportions, and rigid inspection insisted upon by that company for all its power." The writer did mention the 62" drivers, which indicated "a fast schedule."

The sextet came near the end of an extended run of this Mogul design; the others are shown in Locobase 3152.

---

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.

847 was the only class member to leave the CN before its retirement. It left through a sale to Donnacona Paper Company in September 1925. It couldn't stay away, however, returning in February 1927.

This large class served the GT and CN for anywhere from 30 to 50 years, 849 being the last to head to the scrapper in August 1956.

---

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

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

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 [] (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 Rail Data Exchange. Works number is 67559 in May 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 and evaporative heating surface area, the design actually featured a good amount of power from its small drivers and largish grate.

---

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 Rail Data Exchange. 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 Rail Data Exchange.

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 Rail Data Exchange. See also "GTR Orders from The Canadian Locomotive Co. of Kingston", Canadian Engineer, Volume 17 (17 September 1909), pp. 308-309. Works numbers were 913-919 in February 1910, 920-925 in March, 926-932 in April, 933-936 in May, and 937 in June.

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 [] (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 Rail Data Exchange. 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 (Locobase 16309)

Data from "Standard Goods Locomotive, Grand Trunk Railway", Railway Engineering, Volume 9, No 3 (March 1888), p. 114-115. GRT's works numbers were 1148-1154 in 1886; 1163-1172 in 1888

Citing an indebtedness to contemporary National Car and Locomotive Builder for the description and drawing, RE credited this design to the GT's mechanical superintendent Herbert Wallis. "The engine appears", said RE, "to strike a happy medium through the awkwardly heavy and the weakly light freight locomotive." RE added that the Mogul "was said to give the highest satisfaction in service, not only in convenience in handling trains, but inefficiency and durability."

This batch of E3s differed from the others in several respects, the most apparent of which was the use of 62" drivers. (Thicker tires later increased the diameter to 63" (1,600 mm).

---

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 Rail Data Exchange and from GT 6 - 1913 Description of Locomotives.

Following the 1885 Grand Trunk design of class E5-a Moguls (Locobase 7979), 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 Rail Data Exchange and from GT 6 - 1913 Description of Locomotives.

See Locobase 7980 for the earlier batches of this extensively produced Mogul design. The last ten had a higher pressure boiler compared to the 1891s engines, 9" (229 mm) longer tubes, and a 3/4 sq ft (0.7 sq m) larger grate.

---

Class E3/E-6a - 1886 (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. See also "Standard Goods Locomotive, Grand Trunk Railway", Railway Engineer, Volume IX [9] (1888), pp. 114-116.

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; see Locobase 20272. (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 E4 (Locobase 7979)

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

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 E4/E-3-a (Locobase 15653)

Data from CN Steam Locomotive Assorted diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. 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 Rail Data Exchange.

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 Rail Data Exchange. 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.