Class 1 / F-3-a (Locobase 4568)

Data from CN NFD Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. RN works numbers were 1-10.

This set of Ten-wheeler were the very first to be built in the shops of the Reid Newfoundland itself and other than two Consolidations, the only such. Although the design was a relatively heavy 4-6-0 for the Cape gauge, it had a skimpy firebox area. Baldwin would produce locomotives to very nearly the same design (Locobase 3225), but greatly enlarge the firebox.

Of the ten engines, seven were scrapped in 1938-1939. The other three -- 113-114 and 117 -- would be taken into the Canadian National whenNewfoundland became Canada's 10th Province in March 1949. They were given an F-3a class ID and numbers 15-17. 15-16 were scrapped in December 1951 and 17 in July 1953.

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Class 1/638/I-4-a, I-4-b (Locobase 8065)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. CLC works numbers were 620-624 in June 1904.

The I-4s were 69" (1,753 mm) driver versions of the I-3-a described in Locobase 8062. They had the same cylinder volume (which with the smaller drivers meant somewhat higher tractive effort) and firebox and a few more tubes. Before long, the IC shops mounted thicker tires to increase the driver diameter to 70" as shown in the Locobase specs.

All of the I-4s were retired before 1927. None was ever superheated.

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Class 105 (Locobase 12231)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 20, 248; Volume 22, p. 270 and vol 31, 161. Works numbers were 17510-17511 in February 1900, 17832-17837 in June, and 32576-32577 in January 1908.

An appended note revealed some details about the use to which these Ten-wheelers would be put: "Engine hauls 2 Pullman 1 Dining 1 Combination 2 Baggage 4 Passengers - 10 cars @ 18 mph up 2 1/2 & 3% grade." And this was on 50-lb/yard (25-kg/metre) rail.

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Class 12/G-15a (Locobase 14407)

Data from "Ten-Wheel Engine for the Central Ontario ", Railway and Locomotive Engineering, Volume XV [15], No 12 (December 1902), pp. 505. CLC works number was

577 in August 1902.

Described as "plain" but up to the job, this single Ten-wheeler was absorbed by the Canadian Northern in 1912 and by its successor the Canadian National in 1919. The CN retired the 1110--the only member of its class and a relative lightweight-- in September 1925.

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Class 121 / F-3 (Locobase 3225)

Data from 1921 Railway Age (Vol 70, #16). See also DeGolyer, Volume 54, pp. 3+. Works numbers were 46636-46638, 46691 in October 1917.

This trio augmented the home-built Ten-wheelers shown in Locobase 4568 and adopted most of the dimensions of the earlier locomotives. In the process, however, Baldwin emplaced a considerably deeper firebox with two-thirds more heating surface, but a grate that was a quarter smaller.

The RA reporter noted that this railway required engines that could operate on 50-lb rail laid on grades of up to 2% and curving up to 14 deg. The main line ran from St. John's to Port-aux-Basques in conditions that included enough snow for the specs to order "cab knees to be "heavy" on account of snow on cab roof.". The specs were also emphatic about the need to keep the weights within the limits specified "especially the weight on drivers which should be distributed equally as possible as weight specificied is in excess of the theoretical limit for 50-lb [/yard; 25 kg/metre] rails."

These were the standard passenger engines until six Pacifics arrived in 1921.

Declining demand led to a winnowing of the motive power stud and 3 of the 4 were scrapped in the late 1930s. 122 lasted through World War II and was retained by the Canadian National when that railway took over in March 1949. The CN renumbered it 18, and placed in class F-3-a. It was scrapped in July 1953.

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Class 151 / G-6-a (Locobase 15660)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 836-840 in 1905.

These Ten-wheelers were orginally delivered with saturated boilers in 1905. They were superheated along the same lines as the G-10-b and G-11-a (Locobases 14446 and 15662). Piston valves measured 10 1/2" (267 mm) in diameter.

As these were the lowest-numbered CNor locomotives to be fitted with Samuel James Hungerford's superheater, they earn the honor of having the H-C installation described. When he applied filed the US Patent description on 29 September 1913, Hungerford was the superintendent of rolling stock for the Canadian Northern. Like several other superheaters of the time, Hungerford's was designed to be easily installed and removed. His design, he claimed, allowed "an easy entrance to all joints where a possible leakage of steam might occur." He also sought to minimize "troubles arising from expansion and contraction" of its parts and allow a ready approach to superheater tubes for cleaning and maintenance.

As laid out in the patent (granted as Canada 159,402 and US 1,124,447 in early 1915), the superheater had a main top header and a main bottom header. The main top header received saturated steam from the dry pipe. It had saturated steam auxiliary headers that were "detachably secured to and opening to" the interior of the top header. The main bottom header had superheated steam auxiliary headers likewise affixed to the interior of bottom header. Complementary pairs of tubes in the two auxiliary headers were connected through "coils" that constituted the front tubesheet end of feed tubes similar to those in the Schmidt design superheater that occupied the large flues.

Hungerford was named president of the Canadian National in 1934

After about twenty years of service, they were retired in August 1925 (1034-1035, 1037) and March 1926 (1036, 1038).

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Class 17 / G-3-a (Locobase 8012)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 785-788 in January 1908.

Small freight Ten-wheeler quartet were produced for the 3 ft 6 in (1,067 mm) gauge. When they were sold in 1919 to the Canadian Northern, the class was modified to run on standard-gauge track. The four were retired in 1925-1934.

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Class 17 / G-8-a (Locobase 12477)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 23, p. 228. Works number was 18541 in January 1901.

Once this small Ten-wheeler was taken into the Canadian Northern, it was fitted with a Hungerford-Cameron superheater that had 21 5 3/8" flues that replaced 143 of the original small tubes.

As the 1042. it eventually served on Canadian National and was scrapped in November 1933.

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Class 18 / G-14-a (Locobase 12478)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 23, p. 228. See Locobase 15660 for a full description of the Hungerford-Cameron superheater. (Thanks to Wes Barris of steamlocomotive.com for his 28 June 2018 email reporting the missing metric equivalents to cylinder diameter and stroke.) Works number was 18714 in March 1901.

At some point, the compound setup was replaced by two simple-expansion 19" x 26" (483 x 660 mm) cylinders. Its boiler was later retrofitted with a 24-flue Hungerford-Cameron superheater whose installation required deleting 149 small tubes. Evaporative heating surface was reduced to 1,550 sq ft (144 sq m).

It was scrapped in May 1933.

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Class 233/623-Cleveland cylinders (Locobase 4087)

Data from "Intercolonial Locomotives with Cleveland Cylinders", Railroad Gazette, Vol , No 24 (14 June 1901), p. 395-397. Works numbers were 1213 in 1901 and 1245-1250 in 1902.

These ten-wheelers were fitted with Cleveland-patent cylinders. Designed by a pair of brothers (William F and Eugene W Cleveland), the cylinder chamber was twice as long as the stroke and had two pistons 39 inches (991 mm) apart. A ring of exhaust ports at half length allowed exhaust to escape. The idea was to reduce back pressure while encouraging early cutoff operation.

RG reported that the first of the ten-wheelers showed excellent performance on the DL&W and added that such a layout showed real promise. It added cautiously, however, it remained to be seen whether the increased performance would outweight the costs of extra maintenance on such large cylinders. Apparently they did not, as Locobase knows of no other locomotives that were delivered with such cylinders.

JF Webber's list of Dickson locomotives (conveyed to Locobase by Allen Stanley in March 2004) gives the works number as 1213 (April 1901). Six others -- 1245-1250 (road #234-236, 61-63) were delivered in March-April 1902 with the same basic power dimensions. Locobase suspects they had conventional cylinders.

The "Cleveland" engine stayed in service long enough to be given the Canadian Government Railways road #623 (Class I-5) and the Canadian Northern's road #1536. Locobase guesses that the Cleveland cylinders had long since been replaced by a conventional pair.

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Class 234/I-5b (Locobase 8066)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

It's interesting to Locobase that the Intercolonial (or the Canadian Government Railways or the Canadian National) found it expedient to superheat this set of locomotives. They were not much different from the I-3s and I-4s that were delivered at around the same time (Locobase 8063-8065). The firebox was a bit deeper and the cylinder volume a little larger.

Dickson (works 1245-1249 in March 1902, 1250 in April) delivered one that had 14-ft long firetubes, which yielded a heating surface gain of 23 sq ft. The other five were as shown in the specs.

Whatever the reason for superheating, its effect was to prolong the careers of most of the class by a decade. The last of the I-5s was withdrawn in 1936.

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Class 29/644/H-8-a (Locobase 8053)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1034-1036 in 1911.

When this trio of Ten-wheelers was delivered to the Intercolonial Railway, they had saturated-steam boilers with 278 small tubes. Total heating surface came to 2,050 sq ft. (190.45 sq m) When the engines were later superheated, the changes were confined almost entirely to the boiler. An unusual number of flues (19) were substituted for almost exactly half of the small tubes, reducing the total heating surface by about 16%. In exchange, the locomotives now had somewhat drier steam. They were also fitted with Economy valve chests.

Still later, 1412 was fitted with Nicholson thermic syphons.

The 1411-1412 were scrapped in 1936 and the 1410 followed in 1937.

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Class 300 / C-11a (Locobase 11445)

Data from "Locomotive Building," The Railway Age, Vol 41 (12 January 1906), p 71. Works numbers were 860-883 in 1907.

Locobase is treating these two classes as one because 321 apparently immediately followed 319 in CFW production and had the same power dimensions. Once in the Canadian National after the 1918 consolidation, however, the first 20 were classed C-11a and were not upgraded. The last 10, however, were retrofitted with 63" drivers and superheaters - these were classed H-5a. See Locobase 11446.

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Class 6 / /F-1-c (Locobase 15659)

Data from CN Assorted Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. See also Wendell Johnson, "The Temiscouata Railway Company - 1889-1948" on the OldTimeTrains website at [], last accessed 26 December 2013. Works numbers were 46205-46206 (road # 8-9) in 1909 and 49897 (10), 49908 (7), 50132 (road #6) in 1911.

This Ten-wheeler quintet was delivered with saturated boilers and slide valves; several sources credit the original design with 16" (406 mm) cylinder diameters. The two 1909 locomotives went to the Temiscouata directly while 6 and 7 originally served with the New Brunswick Coal & Railway and contractors Cavicchi & Pagano. The 10 originally bore Canadian Government Railways road number 4521.

When they were superheated, "Economy" piston valves were fitted in the slide valve steam chests and the cylinders were enlarged to 18". Each cylinder had large-diameter external steam pipes feeding straight down in the chest.

NB: The superheater area is an estimate based on a comparison of similar superheater installations in comparably-sized boilers.

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Class 601/171/I-1 (Locobase 8061)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Dickson delivered the first two in this class to the Intercolonial in 1893 with Canadian Locomotive Works adding another pair in 1894. The latter had the higher boiler pressure shown in the specs (the Dickson engines were set at 170 psi), but were otherwise identical. All four featured relatively tall drivers and a Belpaire boiler with its characteristic square-shouldered firebox and sloping grate riding over the last two axles; Belpaire fireboxes were a relatively unusual sight in Canada.

The class served about 30 years and was scrapped in the same year (1923) that the CGR was fully absorbed by the Canadian National amalgamation.

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Class 629 (Locobase 12274)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 21, p. 173. Works numbers were 15912-15921.n May 1898.

Delivered to the OA & PS as Vauclain compounds with 11 1/2" (292 mm)-diameter piston valves, these teb Ten-wheelers remained on the same road through three new railway names. They were "guaranteed to haule a load of 750-800 [short] tons of train on a grade of 1% combined with curves of 4 1/2 degrees."

Within a year of their arrival, the Parry Sound was rolled into the corporate structure of its parent, the Canada Atlantic Railway, which did not renumber the class.

In August 1904, the Grand Trunk purchased the CAR and several other bits, although the Canadian Parliament didn't ratify the sale until 1914. The GTR took over operation in October 1905 and renumbered this class 1352-1361. Soon thereafter, the GTR modified the boilers by adding superheaters; see Locobase 8033.

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Class 975 / H-6-f (Locobase 13882)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 40, p. 23; and "Locomotive for the Duluth, Winnipeg and Pacific Ry", Railway and Locomotive Engineering, Volume XXIV [24], No 12 (December 1911), p. 507. Works numbers were 36933-36935, 36967-36968 in September 1911.

It could be said that these superheated Ten-wheelers were just about perfect for the western plains of Canada. Mixed-traffic drivers, adequate superheat, middle size - these were hallmarks of Canadian 4-6-0s regardless of railroad. Their 12" (305 mm) piston valves supplied steam to the cylinders.

Indeed, according to the Alberta Railway Museum's website -- [] (visited 18 April 2003) -- locomotives of this class were "workhorse locomotives that helped to open up the Prairies".

The DWP soon was folded into the Canadian Northern, which was reorganized as the Canadian National in 1924.

The class remained in service until the late 1950s-early 1960s.

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Class A-2 /G-20-a (Locobase 8033)

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

This class was ordered by GT predecessor Ottawa, Amprior & Parry Sound as Vauclain compounds; see Locobase 12274

The Canadian Atlantic was absorbed by the Grand Trunk in 1905 and this class was renumbered twice When the Canadian National absorbed the set, they renumbered them again.

Along the way, all were superheated and, for a wonder, the 1953 CN book had the actual superheating surface area in the diagram. (Never fully satisfied, Locobase notes that 338 sq ft is low when compared to other 21-element superheaters of nearly identical length and described in the CN diagram book.)

The first of the class was retired in 1935, possibly still not superheated. The last to go, as late as 1953, certainly was.

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Class A-3/I-8-a (Locobase 11368)

Data from "Equipment and Supplies: Locomotive Building, Railway Age Gazette, Vol 44 (6 December 1907), p. 819-820; see also DeGolyer, Volume 31, p. 220. Baldwin's works numbers were 32774-32777, 32799, 32803, 32808 in May 1908 and 32809-32811 in June.

Interesting combination of small boiler and grate and tall drivers, which suggest a passenger engine pulling relatively short trains. Three arch tubes contributed 19.2 sq ft (1.8 sq m) to the firebox heating surface area.

Many were later superheated by the CNR; see Locobase 7616.

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Class A-4 (Locobase 3282)

Data from Railroad Gazette, Volume XXX [30], No 6 (11 Feb 1898), which tells us that Schenectady built four, Baldwin four. See also DeGolyer, Volume 18, p. 103; and American Engineer and Railroad Journal, Vol 71, No 12 (December 1897), p. 437; "Ten-Wheel Passenger Locomotives; Grand Trunk Railway", and Engineering News, Volume XL [40], No. 4 (28 July 1898) p.50. Baldwin's works numbers were 15688-15691 in January 1898; Schenectady's works numbers were 4659-4662 in April 1898.

These were nearly identical to the Moguls delivered to the Grand Trunk at the same time except for the longer tubes, taller drivers, and the slightly deeper front end of the firebox. AERJ reported on the information 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.

Three of the Baldwins (then 301-303) were designated Class A-4; for some reason, 300 was rebuilt in 1909 and designated A-8. When the Canadian National bought the set in 1923, the A-8 became I-6a and the others I-6b and they were numbered 1543, 1545-1547.

1545 was scrapped first in June 1932, followed by 1543 a month later. More than two years later, 1546 was scrapped in November 1934, and 1547 completed the retirement in June 1935.

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Class A10/I-7a (Locobase 7615)

Data from the 1944 GT 2-1944 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

By 1913, all of the Grand Trunk's A4 and A10 Ten-wheelers (Locobase 16322) had been fitted with superheaters, but the makeover for this subset involved much more than the other efforts. New valve gear operated 14" (356 mm) piston valves (See Locobase 6082 for a full description of this uncommon valve gear.) In addition, the firebox's increased area included much more grate area and 27.2 sq ft (2.53 sq m), superheater ratio was a healthy 20%, engine weight grew--essentially a new engine emerged from the shops.

The Montreal-built engines (1582, 1587-1588) were scrapped in the mid-1930s, but the other three saw their service extended well into the World War II years before they were all scrapped in July 1945.

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Class A4, A10 (Locobase 2660)

Data from the 1903 Grand Trunk locomotive diagram book and GT 6 - 1913 Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 29630-29634 (Schenectady) in June 1904 and 29853-29862 (Montreal) in September.

All but two of the class were delivered with 73" drivers. 954 (later 336) and 956 (338) rolled on 69" (1,753 mm) drivers and were placed in class A-10. The entire class was renumbered 331-335 (Schenectady) and 336-345 (Montreal) in 1910.

By 1913, all of the class had been fitted with superheaters; see Locobases 7614-7615.

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Class F-1-a/-b (Locobase 8003)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also The Historical Guide to North American Railroads (Waukesha, WI: Kalmbach Publishing, 2016), pp. 56-57, 60. Works numbers were 49469 in December 1910, 49896-49898 in March 1911, and 51127-51133 in 1912.

These small, low-drivered Ten-wheelers rode lightly on the rails. O'Brien, McDougall & O'Gorman served as the principal contractors building the National Transcontinental Railway to try to compete with the Canadian Pacific and Canadian Northern. Its eastern terminus lay in Moncton, New Brunswick and was to run in as straight a line as possible to Winnipeg, Manitoba where it would connect with the Grand Trunk Pacific.

Financial woes strapped the GTP, which was to have taken over the NTR when completed. Instead, the Canadian Government Railways, already operating the eastern Canada Intercolonial Railway, assumed control of the NTR in 1915. All would be bundled into the Canadian National with the Canadian Northern, Grand Trunk Railway, and GTP when that railway took shape in 1919.

Serviceable to the end, the class finally retired in the 1950s. The 1009 had patrolled the CN's Maritimes branch lines, becoming well-known on the Hillsborough branch in New Brunswick.. After its final run ni 1958, the 1009 first went to the CRHA Museum in Delson, Quebec. The Salem & Hillsborough gained possession of the 1009 and restored it to operating condition at their own shops. It ran excursions until 1998 and is on display at the New Brunswick Railway Museuam.

See Locobase 15659 for the the Temiscouata Railway's superheated variants.

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Class G-10-a (Locobase 15661)

Data from CN Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 542-546 in February 1902, 561-562 in August, and 565 in September.

This decade of Ten-wheelers used Belpaire boilers, whose flat-topped fireboxes were not common on Canadian locomotives.

The CNR sold the 1051 to the Manitoba Pulp & Paper Company in August 1926, 1053 to North American Collieries of Nacmine, Alberta in August 1926, 1056 to Carter-Hall-Aldinger of Winnipeg, Manitoba in November 1926, and 1048 to the Alma & Jonquieres in January 1928.

NB: Superheater area is an estimate based on similar superheater installations.

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Class G-10-b (Locobase 10434)

Data from "Ten-Wheelers built by the Canadian Locomotive Company," Railroad Gazette, Volume XXXV, No. 42 (16 December 1903), p. 744. "Ten-Wheel Passenger Locomotive, Canadian Northern Ry," The Locomotive Magazine, Vol X (15 January 1904), p. 7. Works numbers were 586-610, all produced in June 1903.

As it built its large stud of locomotives, the CNoR turned to a home-grown company to fill part of its requirement. Outfitted with a Belpaire firebox that offered relatively generous direct heating surface ratios, the design clearly was intended for local freight movement within the large CNoR ambit. Most remained in service for 30-40 years.

1066 was sold in February 1926 to the Alma & Jonquiere Railway. (This railway opened in August 1923 to link the Herbertville junction on the Quebec and Lake St. John Railway o a point between Grand Decharge and Petite Decharge. Another branch connected St. Joseph d'Alma and Jonquieres.) 1060 went to West Dominion Collieries in February 1927, the same month that Donnacona Paper Company purchased 1068.

An additional 4 locomotives (works 611-614) built for the Teskaming & Northern Ontario immediately after the CNoR order was completed followed the same templates; see Locobase 11105.

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Class G-11-a (Locobase 15662)

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

These freight Ten-wheelers shared a saturated boiler and firebox design with the H-5s (Locobase 11446), which had 63" drivers and 10 1/2" (267 mm) piston valves. They were delivered as such by Canada Foundry in 1906 (works numbers 849-868).

When the Canadian Northern began superheating its locomotives, it applied the same update to this class as it did to the H-5s. See Locobase 15660 for a full description of the Hungerford-Cameron superheater.

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Class G-12-a (Locobase 8015)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 29532-29533 in September 1904.

This pair of freight Ten-wheelers had high-pitched boilers and a firebox that rode above the axles but inside the frames. A note on the diagram shows they were equipped with firetubes that contributed to the direct heating surface area, but no arch. Neither was refitted with a superheater.

Retirements came in February 1923 and June 1924.

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Class G-13-a (Locobase 8030)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 2672-2673, 2676-2677

These modest locomotives ran for a little more than 20 years before being retired along with many contemporaneous Ten-wheelers in 1924. This quartet had small grates even for the time (although firebox heating surface area was comparable).

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Class G-16-a (Locobase 8032)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. MLW works numbers were 50809-50828 in February-March 1912 and 52560-52589 in March-April 1913.

Locobase believes this large class of Ten-wheelers was delivered with superheaters. For some reason, the diagram doesn't show the superheater area. Locobase applies an estimate based on several similar locomotives with identical superheater arrangements and adjusts for length of flue.

The diagram shows the West Lines locomotives had 129 2" tubes, which supplied 1,194 sq ft (110.93 sq m) of heating surface area. Including the firebox heating surface area, the evaporative heating surface area came to 1,354 sq ft (125.79 sq m). Twelve-inch (356 mm) piston valves supplied steam to the cylinders.

Toiling away on a variety of services, the G-16s entered retirement over a long period. The first engine went in 1943, the last at the end of steam in 1961.

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Class G-17-a (Locobase 8031)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. MLW works #52652-52652.

Sporting bigger cylinders and inch-taller drivers than earlier CN Ten-wheelers, this quintet was delivered with superheaters. For some reason, the diagram doesn't show the superheater area. Locobase applies an estimate based on several similar locomotives with identical superheater arrangements.

Whatever the actual size of the superheater or the relative merits of other elements of the design, the G-17s were satisfactory enough to operate on the CNR into the mid-1950s.

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Class G-4 / T4-4 // I-3a/3b (Locobase 8063)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

After the I-1 and I-2 locomotives had marked a small trend on the Intercolonial toward tall-drivered Ten-wheelers, the I-3s solidified the design. Restoring the firebox to its more modern location over the rear two driving axles and broadening the grate still more, the Canadian Locomotive Works also enlarged the cylinder volume. The CLC's quintet (works 472-476, road numbers 610-614) held boiler pressure at 180 psi for the moment. Firebox heating surface was relatively more meager, however, a limitation that was not corrected when the railroad itself produced eight more in 1903-1904; these had 200-psi boilers. (Manchester's slightly different take on the I-3 is described in Locobase 8064.)

Like the other CGR Ten-wheelers these did not long survive the merging of CGR assets with all of the other constituent studs of the newly minted Canadian National system in 1923. All had been retired by 1928.

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Class G-4a (Locobase 13061)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 30, p. 132. Works number was 30557 in April 1907

As noted in Locobase 13057, the eight locomotives intended for the Morelia y Tacambaro in Guanajunto, Mexico were redirected to several other railroads.

It's not clear why this locomotive had such a short career before it was scrapped in December 1920.

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Class H-10-a (Locobase 8056)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase admits that the superheater area is a) an estimate, and b) a trifle arbitrary, despite the elaborate calculations and comparisons he conducted. The compiler is faced with similar numbers of flues of identical diameter measured over approximately the same length and results that vary by as much as 50 sq ft. He settled on a number that fell most in line with what Canadian builders of similar machines had reported for their engines. It's close.

Locobase took the trouble because this was a numerous class of Ten-wheelers of moderate size but decent tractive effort. Montreal LW delivered 600-619, while the Canadian Locomotive Works contributed the last 10.

Many were converted to oil burning, as shown in the specs; tenders held either 2,600 or 3,000 imperial gallons (3,120-3,600 US gal). Others trailed 10 or 15-ton coal tenders. And obviously the trouble taken to superheat this class proved worth the effort as virtually all of the class ran until the late 1940s and some lasted until the late 1950s or early 1960s.

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Class H-3-a/-3-b (Locobase 2659)

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

The first two locomotives- 1207-1208 - came from the Alco-Brooks works at Dunkirk, NY and had works numbers 27214-27215 in December 1902. Montreal Locomotive Works supplied the balance. Two were delivered in 1904 (works 30143-30144 in October) and ten in 1906 (works 39782-39791 in May 1906).

All had 10 1/2" (267 mm) piston valves. At least four of the latter had a slightly smaller firebox that measured 153 sq ft (14.2 sq m) in surface area. 1219 was assigned to the Inverness Railway & Coal Company in 1910 to replace two 2-6-0s. The others were scrapped over a long period from December 1935 and December 1955.

Locobase 15660 contains a full description of the Hungerford-Cameron superheater.

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Class H-4-a/-4-b (Locobase 11447)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. CLC works numbers were 736-744 in September 1906, 745 in October (H-4-a) and 751 in April 1907, 752-757 in May, 758-763 in June, 764-765 in July (H-4-b).

The Canadian Locomotive Works' contribution to the Canadian Northern's 18" x 24" stud of 63" Ten-wheelers had fewer tubes and thus less heating surface area than those supplied by Montreal Locomotive.This discrepancy carried over into the superheated upgrades. The number of flues was the same, but each was a few inches shorter. Five of the batch (1233-1235 and 1244-1245) had Schmidt superheaters; fourteen others received the Winnipeg shops' Hungerford-Cameron variant described in full in Locobase 15660.

When they were new, the first ten and the very last H-4-bs were assigned to the Canadian Northern Ontario (CNO), 1241-1242 were assigned to Nova Scotia's Halifax & Southwestern, and 1243-1244 served the Canadian Northern Quebec.

NB: The superheater surface area is calculated based on other locomotives with similar numbers and lengths.

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Class H-5-a (Locobase 11446)

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

The original saturated-boiler Canadian Northern locomotives supplied by Canadian Foundry (Locobase 11445) had 57" drivers and thus a more purely freight-oriented design. This batch had the taller drivers of the mixed-traffic variety. Most were refitted with Schmidt superheaters, but a few--1246, 1248-1249, 1255, 1257-1258--had Hungerford-Camerons (described in full in Locobase 15660).

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Class H-6-a/-6-b/-6-c (Locobase 15667)

Data from CN Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Albert Baird data provided by Allen Stanley in August 2013. Brooks works numbers were 26880-26881 in 1902 and 30184-30188 in 1904 as H-6-a. Montreal Locomotive Works (known at one point as Locomotive & Manufacturing Company) produced all of the H-6-b and H-6-c, giving them works numbers 30138-30142, 30562-30566 in 1905; 42652-42661 in 1907; 44775-44799 in 1908;, and 48390-48318 in 1910.

Albert Baird prepared a wide-ranging series of tables and notes on all aspects of Canadian Northern production. His Locomotive Specifications files 29R and 29L show many variations of tube counts and heating surface areas.

This entry shows the first 62 locomotives, which were completed with saturated boilers. One principal difference was the installation of Belpaire fireboxes. According to Baird, the first twenty were so fitted. All of the rest of the production run, used Wagon Top boilers.

Almost all were converted as superheated locomotives. Locobase offers some variants in Locobases 15051, 5306, and 3325, but cautions that Baird's table shows a bewildering variety of conversions.

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Class H-6-a/-b/-c/-d/-g - Thru-Bolt (Locobase 5306)

Data from CN Steam Locomotive Assorted diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Albert Baird data provided by Allen Stanley in August 2013. 56 H-6-g were delivered as superheated locomotives by Montreal with works numbers were 50778-50808 in 1912 and 52642-52651, 52590-52604 in 1913.

Albert Baird prepared a wide-ranging series of tables and notes on all aspects of Canadian Northern production. His Locomotive Specifications files 29R and 29L show many variations of tube counts and heating surface areas. Locobase represents the superheated upgrades of the first 92 engines in two entries according to the type of header used in the superhater installation, one (Locobase 15051) showing the T-bolt variant, the other (the current entry) the Thru-bolt header.

The "Thru-bolt" header provided a greater air space between the saturated and superheated sides of the superheater, which reduced the rapidity of heat transfer and allowed for expansion and contraction. The "Schenectady" superheater installed in H-6-d seems also to have been a Thru-bolt variant. The -d and -g fireboxes presented 183 sq ft (17 sq m) of heating surface area, increasing the evaporative heating surface area by 2 sq ft to 1,714 sq ft (159.25 sq m). Baird notes that the Canadian Northern used 22" cylinders and dropped the boiler pressure to 180 psi (12.4 bar) in some of the updated locomotives, but the Canadian National soon restored the 20"/200 psi specs of the original engines.

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Class H-6-a/c - "HC or T-bolt" (Locobase 3325)

Data from CN Steam Locomotive Assorted diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Albert Baird prepared a wide-ranging series of tables and notes on all aspects of Canadian Northern production. His data provided by Allen Stanley in August 2013.

The Canadian Northern built 149 H-6 Ten-wheelers over a ten-year period that had more cylinder volume and taller drivers suitable for mixed-traffic service than earlier 4-6-0s. The first 62 were delivered with saturated boilers and are shown in Locobase 15667.

Modified with superheaters, the class fragmented into "Hungerford-Cameron", "Thru-Bolt", "T-Bolt", "Cole", and "Schenectady" superheater variants. . Baird's Locomotive Specifications files 29R and 29L detail the many variations of tube counts and heating surface areas. 35 of the installations are shown by Baird to have been Hungerford-Cameron superheaters. Use of the HC or T-Bolt variant of the Schmidt Type A superheater resulted in the fewest number of tubes and flues of any of the variants.

Data from [], details the transfer of eight of these engines to the Commonwealth Railways of Australia in 1942. These had different tube counts from the original two setups. Some of the CR engines came from other batches and slightly different boiler and superheater areas (e.g., some had 1,757 sq ft of evaporative heating surface in addition to the firebox. These had 184 2" tubes measuring 13.2 ft long ) The firebox heating surface of the entire class, however, included 24 sq ft of arch tubes.

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Class H-6-d/-g - T-bolt or Cole (Locobase 15051)

Data from CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Albert Baird prepared a wide-ranging series of tables and notes on all aspects of Canadian Northern production; Allen Stanley supplied Locobase with a copy in August 2013. MLW works numbers were 50809-50828 in 1912, 52560-52589 in 1913.

The first 92 H-6s were produced with saturated boilers (Locobase 15667). Beginning in 1913, they were upgraded with superheaters of either the T-bolt header or Thru-bolt header type. Albert Baird prepared a wide-ranging series of tables and notes on all aspects of Canadian Northern production. His Locomotive Specifications files 29R and 29L show many variations of tube counts and heating surface areas.

Locobase represents the superheated upgrades in two entries according to the type of header used in the superhater installation, one (Locobase 5306) showing the Thru-bolt variant, the other (the current entry) the T-bolt header. In the H-6-ds, the Cole superheater variant had the same length and evaporative heating surface area. Baird notes that the Canadian Northern used 22" (559 mm) cylinders and dropped the boiler pressure to 180 psi (12.4 bar) in some of the updated locomotives, but the Canadian National soon restored the 20"/200 psi specs of the original engines.

With very few exceptions, the H-6s operated through World War II. Five survived the 1950s before being retired in the early 1960s.

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Class H-6-e (Locobase 15666)

Data from CN Locomotive Diagrams Assorted supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Albert Baird prepared a wide-ranging series of tables and notes on all aspects of Canadian Northern production. His data provided by Allen Stanley in August 2013. Original saturated-boiler engines delivered by Brooks (works numbers were 3773-3776 in 1901).

This was a small sub-class of the widely used H-6 Ten-wheeler design. Although the quartet was the earliers of the H-6 class, it was fitted with a rare variant of the Schmidt firetube superheater only in 1918.

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Class I-2 (Locobase 8062)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Four years after the Intercolonial took delivery of 70"-driver Ten-wheelers, they went taller and bigger with this design. The Canadian Locomotive Works delivered threee (works numbers 462, 463, and 461 respectively with 463 being delivered in 1899) and Baldwin a widely spaced pair, one in 1898 (works number 15621 produced in December 1897), the other in 1907.

This design reverted to a narrow firebox dropped between the last two axles, for some reason, which did at least allow for a deep structure that had more direct heating surface. The boiler also grew a few inches in length and girth.

The Intercolonial was rolled into the Canadian Government Railway in 1919 Like the earlier I-1s, these were discarded at about the time the CGR was taken into the Canadian National system in 1923.

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Class I-3-c (Locobase 8064)

Data from the CN to 1953 Locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Two years after the CLC had delivered the first of the I-3 express Ten-wheelers (Locobase 8063), the CGR looked across the border for additional engines. The result was a design with a slightly bigger grate and more firebox heating surface area. In all other respects except weight, in which the Manchester locomotives took the palm by 4 1/2 tons, the locomotives were essentially identical.

And like the other I-3s, the I-3-cs were disposed of within a couple of years after the CGR melded into the Canadian National system.

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Class I-6 - superheated (Locobase 7614)

Data from the 1944 GT 2-1944 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Locobase doubts that the weights were exactly as shown in this upgrade of the locomotives originally procured in 1898 and 1904. Schenectady's 333-335 and Montreal 336-338 and 345 used the smaller drivers. Cylinder diameters varied as well. Only 340, 343-344 (ex-958, 961-962) still had 20" diameters. 337, 339, and 341-344 were bored out to 21" (533 mm) and 331, 333-336, 338 and 345 were enlarged to 22" (559 mm); these also had new boilers with much larger grate areas of 50.62 sq ft (4.70 sq m). The combinations of driver diameter and cylinder volume resulted in starting tractive effort ranging from 24,000 to 31,000 lb

Note that the exchange of tubes for superheater flues in this slender boiler resulted in a drop of evaporative heating surface. Also, the railway dropped the boiler pressure from 200 psi.

A note on the 1944 details what their later years on the Grand Trunk were like: "These engines spent their last days in mainline service running on passenger train service between Detroit and Grand Rapids and Muskegon in the 1920's [sic] and early 1930's. After the early 1930's, they didn't last long even in use on branch lines -- partly due to the Great Depression." {As all of the letters in the note are capitalized, Locobase cannot be sure the writer would have capitalized the 1929 business depression, but that was the style.}

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Class I-7/G-9-a (Locobase 8014)

Data from DeGolyer, Volume 24, p. 77. See also CN to 1953 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 19506-19507 in September 1901 and 19624-19626 in October.

These freight Ten-wheelers show they came in two batches a month apart. The boiler had a sharp taper from the big second course to the relatively small and short first course.

A later rebuilding reduced the boiler's tube count by four, but more than offset the loss of tube heating surface area with a reworked firebox offering a considerable increase in direct heating surface area to 167 sq ft (15.5 sq m) and EHS of 1,918 sq ft (178.2 sq m).

Most of the class was scrapped in 1925. The City of Edmonton forestalled the dismantling of the 1046 for 13 years by buying it from the Canadian National and placing it on display. It was scrapped in April 1938.

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Class I-8 (Locobase 7616)

Data from the 1944 GT 2-1944 and CN to 1953 Locomotive diagram book books supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

This was in many ways the definitive Ten-wheeler for the Grand Trunk: Several builders supplied locomotives, and a large number of the class was superheated later on. Montreal Locomotive Works (works number 39538-39547), Alco's Schenectady Works (40623-40632), the Grand Trunk's own shops, and Baldwin each delivered 10 engines; for the latter, see Locobase 11367.

In its superheated form, which is shown in the specs, the I-8 saw a 25-psi drop in boiler pressure, a relatively common tradeoff by many railroads in which the increased power of superheated steam was seen to permit an easing of pressure on the whole system.

In this altered state, the I-8a served for 10-20 more years. The first engine was scrapped in April 1935, the last in October 1944.

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Class Sir Herbert Murray (Locobase 12230)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 20, p. 248. Works numbers were 15308-15309 in April 1897 and 16244-16245, 16271-16272 in October 1898

Although ordered by Halls Bay Railway and delivered to the Newfoundland, Northern & Western, the batch of Ten-wheelers were owned by R G Reid and operated by the Reid Newfoundland by 1898. The second locomotive was named Hon.[ourable] Robert Bond.

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Class X-5-b (Locobase 8110)

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

This light Ten-wheeler built to the Cape Gauge was small in every respect. More unfortunately for its long-term prospects, the CNR took over the PEIR beginning in 1919 (in a process that took 4 years altogether). From 1924 to 1930 all of the narrow-gauge railway on the island was converted to the standard gauge and these 4-6-0s were out of a job. They were" removed from records" in March 1931.