Class J-3a, J-3b (Locobase 7091)

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

This large class of relatively small Pacifics was delivered to the Grand Trunk over a two-year period and was supplied from Baldwin (100-118) in 1912 (Locobase 14097) and Montreal Locomotive Works (Locobase 7606).

At least 23 were later equipped with new boilers with substantial changes. These included installation of 50 sq ft (4.65 sq m) of thermic syphons, which increased their firebox heating surface to 231 sq ft. More dramatically, the boilers featured a 24% reduction in the count of small tubes from 181 to 139.

Tender capacities ranged from 8,000-9,000 US gallons and 10-12 short tons of coal.

Shown on the Canadian National diagram were road numbers 5031, 5033, 5037-5038, 5041, 5043-5044, 5046, 5046, 5053, 5055-5056, 5061-5062, 5064, 5066, 5068, 5071, 5073, 5077-5079.

---

Class 190 / J-8a (Locobase 3226)

Data from 1921 Railway Age (Vol 70, #16). See also DeGolyer, Vol 65, pp. 363+ and "Six Pacific Locomotives for the Reid Newfoundland Company", Railway and Locomotive Engineering, Vol 34, No 3 (March 1921), p. 80. Baldwin produced the first of this narrow-gauge railway's Pacifics in January 1921 as a quartet (works #54398-54401), adding two more (54466-67) later in the month.

These narrow-gauge Pacifics offered a good level of power when they were delivered. The hilly, twisting main line dictated the low drivers, but the Belpaire boiler had plenty in reserve. Superheated, the engines used 8" (203 mm) piston valves for steam admission to the cylinders. Compared to later Newfie 4-6-2s, these were a bit smaller, a bit lighter.

Two other websites allow Locobase to piece together more of the history of this class. [] (visited 1 Feb 2004, not accessible when last checked 3 March 2013) said in particular that #193 (works number 54401) was delivered in response to an order submitted on 17 September 1920. Costing $36,870 (currency not specified), she was delivered in 1921. Over the next 18 years, 193 worked passenger trains, then was employed as a switcher until 1957. At the time of her retirement, she'd traveled 1.5 million miles (all in Newfoundland!).

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

---

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

Data from CN to 1953 locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 79, pp. 23+. (Thanks to Larry Walton for his 10 November 2020 email asking about the renumbering by the CNR.)

Baldwin works number was 59531 in September 1926. 197 delivered by Montreal Locomotive Works (works numbers 67129) in November 1926.

Compared to the earlier J-8-a, this design was bigger and had more cylinder volume. Its Belpaire firebox was delivered with two thermic syphons in place of arch tubes and 8" (203 mm) piston valves handled the superheated steam.

As Larry Walton pointed out, these engines later received new numbers as part of a general set of renumberings by the CNR.

---

Class 198 / J-8c (Locobase 4572)

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

The roster from [] (1 February 2004) reveals the date of the two-locomotive order. These were essentially duplicates of the 1926 J-8b (Locobase 4571).

After a nearly thirty year career on Newfoundland-cum-Canadian National rails, the pair moved in March 1957 to the Botwood Railway section of Grand Falls Central on the same island. But their second careers were short as the GFC scrapped them in 1958.

---

Class J-1-a (Locobase 2737)

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

Works numbers were 52255 to 52257.

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

---

Class J-3-a (Locobase 14097)

Data from DeGolyer, Vol 47, p. 119. Works numbers were 38441-38445, 38591-38595 in October 1912; 38643-38647, 38803-38806 in November.

Good-sized passenger Pacifics that admitted steam to the cylinders through relatively large 14" (356 mm) piston valves. Four arch tubes contributed 27.8 sq ft (2.6 sq m) to firebox heating surface area.

Here's an obscure difference for which Locobase does not have an explanation at update time: The first ten engines were to be fitted with Tate flexible stays produced from Rome iron. The last nine were have Tate stays of Carter iron. Digging into contemporary journals, Locobase found a directory listing for Rome Iron Mills, Inc. of New York City. He also determined that Carter Iron Company hailed from Pittsburgh and advertised the special quality of its stay bolt iron.

Locobase won't repeat the detailed instructions for painting these engines (see specification in Volume 47 of SMU's DeGolyer Library digitized collection, page 120), but notes that the Grand Trunk covered the process from bare steel to final finish.

See Locobase 7606 for an updated version of this class that had thermic syphons in the firebox and fewer boiler tubes.

---

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

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

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

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

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

---

Class J-4e/f (Locobase 132)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error .) Works numbers were 61860-61879 in June 1920 (J-4e) and 61998-62009 in July (J-4f)

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

---

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

Data from CNR locomotive diagram shown on Steamtown's special studies site [], revisited 30 May 2003. The firebox heating surface area included arch tubes. These were MLW works numbers 59462-59491, 60475-60489 (1919), 61940-61949 (1920, delivered directly in July 1920 to Canadian National)

The NPS study comments that this locomotive design was very similar to the USRA Pacifics (especially the Light Pacific shown in Locobase 172) built in the same period, adding "...this locomotive was typical of 4-6-2s that operated all over North America in the 1920s through 1950s. They served on both main lines and branch lines, and though generally considered passenger train locomotives, they occasionally pulled freight."

Firebox heating surface area included archtubes and the piston valves measured 14" (356 mm) in diameter. Tenders ultimately came in several sizes depending on the height of the tender sides, so coal capacity increased to either 12, 14, or 15 tons. Likewise, water capacity ranged from 5,800 US gallons to 7,200 gallons with several combinations of coal capacity. Loaded weights varied from 151,000 (68,493 kg) to 173,000 lb (78,472 kg).

---

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

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

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

---

Class K-1-a/b/c - original (Locobase 11849)

Data from "Locomotive Building", Railroad Gazette, Volume 38, No (20 January 1905), p.21. Works numbers were 652-662.

These were relatively small Pacifics that began delivery in 1905 as saturated-steam locomotives. The firebox heating surface is calculated by subtracting the calculated tube area from the evaporative heating surface area given in 1905.

For some reason, a six-year gap separated the second CLC batch from the first. Locobase 8071 shows that the CGR bought Montreal Locomotive Works near-sisters in that time.

Beginning in 1923, they were rebuilt with superheaters and Walschaert gear. See Locobase 8070.

---

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

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

Continuing the procurement of light Pacifics begun with a small order from CLC in 1905 (see Locobase 8071), the CGR ordered all 26 of its Montreal-built engines of the same design in the interim between the two CLC batches. 1906 saw 15 K-1-d produced in a batch (works #38901-38915) followed by 10 more K-1-e in 1908 (44556-44565) and the last one in 1910 (47666).

Like the CLC engines, these went into service as saturated-steam locomotives, being rebuilt later with superheaters and, in some cases, Walschaert gear. The heavier variant -- K-1-e -- is shown in the specs.

---

Class K-2-a (Locobase 8072)

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

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

---

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

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

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

---

Class K-3-g (Locobase 8075)

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

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

---

Class K-4-a (Locobase 4362)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange; and "Grand Trunk Western 5629" in Wikipedia at [], last accessed 14 September 2023. .Works numbers were 65288-65289 in 1924..

This relatively high-drivered quintet came from Alco and were delivered to the Grand Trunk Western.Wikipedia states that the engines duplicated the USRA's Light Mikado (Locobase 172). Fitted with a short combustion chamber like the USRAs, the five years between their development led to the fitting of a Worthington open feed water heater.

Their Baldwin mates came five years later and had a different boiler; see Locobase 6650.

They all remained in service on the CN into the early 1960s.

---

Class K-4-b (Locobase 6650)

Data from the 1953 Canadian National locomotive diagram supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Volume 81, pp. 49+. Works numbers were 61073-61075 in September 1929.

The first K-4s came from Alco (see Locobase 4362). These Baldwins were delivered five years later. They had Coffin feedwater heaters of 5,000 US gal (18,925 litres) per hour capacity. Although all three were delivered with 14" (356 mm) piston valves, at least two were fitted later with 12"(305 mm)-diameter piston valves. Firebox heating surface area included 88 sq ft (8.2 sq m) in thermic syphons, 45 sq ft (4.2 sq m) from the combustion chamber, and 13.5 sq ft (1.25 sq m) in two arch tubes.

---

Class P-10/ K-3 series (Locobase 8074)

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

The Grand Trunk's P-class Pacifics were superheated not long after they arrived on the railway. At that time they were reclassified P-10. Subclasses were distinguished in part by its different valve gears. K-3-a and K-3d used (1910 & 1913) was fitted with Walschaert, K-3-b (1910) with Baker, and K-3-c/e/f (1911, 1912, & 1920) all had Young gear.

The specs show the class as later fitted with thermic syphons, which increased the firebox heating surface by 50 sq ft (4.65 sq m).

Four of the five in the class were turned over to CNR subsidiary Central Vermont in 1925 as their K-3d and numbered 234-237.

The 298 remained with the CNR as their class P-9/K-3-f #5611 until it was scrapped in March 1960.

---

Class P-5/J-3-b (Locobase 7606)

Data from reproduction of 1913 Alco Bulletin 1016 on Richard Leonard's [] (accessed 16 June 2006). Works numbers were 51881-51899 in January 1913, 51900-51911 in February.

This is the Montreal batch of slightly lighter Pacifics that arrived on the Grand Trunk in 1912-1913. They joined virtually identical Baldwins described in Locobase 14097. One slight difference between the two builders shows in a slightly greater superheater area.

See Locobase 7606 for an updated version of this class that had thermic syphons in the firebox and fewer boiler tubes.

---

Class P4 (Locobase 14096)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 47, p. 111. Works numbers for were 34908-34910, 34943, 34992 in July 1910 for the 295-299.

Grand Trunk's Pacific purchases settled quickly on a design that shared the power dimensions with many of the Pacifics then operating on the Canadian Government Railway and on the Central Vermont. But the variety of builders ranged from the GT's own shops to Montreal Locomotive Works and Baldwin.

All of the class was superheated (for the result see Locobase 8074) and their link motions were replaced by Walschaert constant-lead radial valve gear.