Class 21 / D-11a (Locobase 10759)

Data from Angus Sinclair, Twentieth Century Locomotives (New York: Railway and Locomotive Engineering, 1904), pp.538-540. 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.

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 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 collection.

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. 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 collection.

Supplied originally to the GTP contractors, JD McArthur & Company, a dozen Moguls went into service after the line was completed. They 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) of fuel oil.

Class C-6-a (Locobase 7970)

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

As part of the vast Mogul holding eventually operated by the Canadian Northern and other CNR predecessors, this pair came to the railway in 1909. Apparently never superheated, they were withdrawn and scrapped in the late 1930s.

Class C-7-a / E-12-a (Locobase 7972)

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

Again, this nonet 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 D-1-a (Locobase 7971)

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

Two of the older Moguls on the CNR's roster in the 1920s, this pair 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. This trio was retired between 1920 and 1927.

Class D-12-a (Locobase 7977)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 26261-26263.

A trio of Moguls for the western Canadian prairies. Purchased by the railway that would be better known after 1908 as the Duluth, Winnipeg & Pacific. Even with that name, the railway didn't connect directly to Winnipeg, let alone the Pacific Ocean. Its Canadian terminus, Fort Frances, Ontario, met the Canadian Northern mainline.

Class D-2a (Locobase 11881)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 13, p. 244. Works numbers were 8556-8557 in June 1887; 8659-8662, 8667 in July.

Class D-3-a (Locobase 7973)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 30748.

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 D-4-b (Locobase 7974)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers 13993 (April 1894), 14310-14311, 14313 (April 1895), and 15065-15066 (October 1896).

One practice that close inspection of locomotive construction underscores is the use of "tried-and-true" designs when nothing more was called for. Thus, these mid-90s Moguls were modest in size and power, but also in weight, which suited them well for the branch-line operations they'd undertake for thirty years.

Once the GTP was reformed and amalgamated as the GTR, the road numbers changed, and when the Canadian National bought the sextet in 1920, they renumbered them again. By the end of 1925, they had all been scrapped.

Class D-7-a (Locobase 7975)

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

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 Schenectady built 6, Baldwin 6 (works numbers were 15659-15664 in January 1898). See also DeGolyer, Vol 21, p. 102 for the Baldwin engines and "New Schenectady Moguls", The Railway Age (29 April 1898).

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.

These may have been the harbingers of the quite numerous E-7 class, 204 of which were built between 1898 and 1907 by several builders including Baldwin, Brooks, Canadian Loco, Dickson, Montreal, Schenectady and the Grand Trunk itself.

Several in the class were superheated and given 21" cylinders; boiler pressure was reduced to 180 psi.

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. Baldwin's works numbers were 31767-31769 in September 1907; 31779-31780, 31808-31810, 31837 in September; 31860, 31885-31886 in October;

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, most of the batch rwere scrapped in the late 1920s and early 1930s. But a few served until October and November 1938 (685-686), September 1941 (861), June 1943 (689), and September 1943 (692).

Class E compound (Locobase 9069)

Data from GT 1903 Locomotive Diagrams and GT 6 - 1913 Descriptions supplied in May 2005 by Allen Stanley from his extensive collection.

These locomotives were delivered as cross-compounds, the HP cylinder on the left, the LP on the right. The Grand Trunk information is contradictory and fragmented.

Class E-10-a (Locobase 7982)

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

This smaller set of Moguls, which followed the last of the most-numerous E-7s (Locobase 7981) into service on the Grand Trunk 3 years later, was also smaller in size and power.

Extended smokebox, coned boiler. According to http://www.railwaybob.com/Overview/OverviewPage2.htm (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." This entry shows the class after superheating.

Refitted with superheater, piston valves in 1913, 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 http://www.ocsteam.com/96/ (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-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-11, E-11a // E-7, E-7a (Locobase 13282)

Data from Baird list of Grand Trunk 1910-1923 locomotives supplied by Allen Stanley.

Faced with hundreds of saturated-boiler E and E-11 locomotives and an urge to increase their power, the Grand Trunk adopted an upgrade design typical of the time. Grate and firebox were left alone. 29 received new cylinders of 22" diameter. All saw tubes swapped for flues to allow for a modest superheat while the boiler pressure was dropped 20 psi to ease maintenance demands.

NB: Tube and flue counts are based on conversions in similar-sized boilers with similar tube length.

Class E-11-a (Locobase 7984)

Data from CN to 1953 locomotive diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers included 32047 in October 1907 and 32199 in November.

Very similar to most other Grand Trunk Moguls, these four went to the D & TSL. Apparently they were never superheated before they were scrapped in 1929.

Class E-13-a (Locobase 1313)

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

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, the design actually featured a good amount of power from its small drivers and largish grate.

Class E-14 (Locobase 9085)

Data from GT 6 1-1913 Description of Locomotives supplied in May 2005 by Allen Stanley from his extensive collection.

The Grand Trunk book has the data shown in the specifications. Locobase can find nothing more on this class, except to note that it had the biggest boiler of any Mogul that was incorporated into the Canadian National. Also, it does not seem that these engines were taken in by the CNR.

Class E-5-a (Locobase 7979)

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

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 E-6-a (Locobase 7980)

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

Delivered over a 10-year period, this was one of the most numerous single classes of 2-6-0s to go into service in the USA or Canada. Compared to other North American Moguls of the day (1886 to 1896), these were relatively small, but heavy and had a substantial amount of direct heating surface area.

Resembling in many respects the GTP-built engines of 1880 (Locobase 7979), the Baldwins grew in boiler and grate as well as weight. All of the E-6s had 190 1 3/4" tubes; this latter measurement even then represented a narrower than usual tube diameter. As might be expected, the specifications changed slightly in grate area (originally it measured 17.69 sq ft). The CNR diagram books shows other variants. One subset saw its tubes lengthened by 8 1/2"; this variant had a shallower firebox, however, that supplied only 108 sq ft of direct heating surface (Yet another subset had fireboxes measuring 133 sq ft in area.)

Regardless of variant, the result was a somewhat less steam-starved locomotive than the earlier GTP engines that clearly met the requirements. As befit a long-running production cycle, the E-6s were retired over a 19-year period. The first engine went out of service in 1923, the last in 1942.

Class E-7-a (Locobase 7981)

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

Most of the major locomotive builders supplied engines in this class, which was one of the largest single classes of Moguls built for any railroad. The railway itself built about 60% of the class. Baldwin contributed 29 (works numbers 31678-31680, 31761-31763, 31779-31780, 31808-31810, 31837 in September 1907; 31860, 31885-31886 in October; 32857-32858, 32867-32870, 32879-32880, 32892 in July 1908; and 32922 in August), the various Alco works (Montreal 10, Schenectady, Dickson & Brooks 6 each) 28, and the Canadian Locomotive Works produced 15 (works numbers 664-672 in November 1905, 673-675 in December (?), 676-677 in January 1906, and 678 in February)..

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-7-b (Locobase 7983)

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

In the midst of the long run of E-7-a Moguls (Locobase 7981), the Grand Trunk stretched the boiler 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 E2 / D-8-a (Locobase 7976)

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

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 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.

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. (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 and engine weight as 99,000 lb 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).