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.
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.
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.
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 Apparently never superheated, they were withdrawn and scrapped in the late 1930s.
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.
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.
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.
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.
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.
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.
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.
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).
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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).
|Specifications by Steve Llanso|
|Class||21 / D-11a||C-3-b / E-12-a||C-5-b / E-12-b||C-6-a||C-7-a / E-12-a||D-1-a||D-12-a||D-2a||D-3-a||D-4-b||D-7-a||E||E / E-11 / E-7||E compound||E-10-a||E-11 / E-7a||E-11, E-11a // E-7, E-7a||E-11-a||E-13-a||E-14||E-5-a||E-6-a||E-7-a||E-7-b||E2 / D-8-a||E3|
|Railroad||Quebec & Lake Saint John (CNR)||Canadian Northern (CNR)||Grand Trunk Pacific (CNR)||Canadian Northern (CNR)||Grand Trunk Pacific (CNR)||Canadian Northern (CNR)||Duluth, Rainy Lake and Winnipeg (CNR)||Central Vermont (CNR)||Canadian Northern (CNR)||Grand Trunk Pacific (CNR)||Canadian Northern (CNR)||Grand Trunk (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Detroit & Toledo Shore Line (CNR)||Quebec Railway, Light & Power (CNR)||Grand Trunk Western (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk Pacific (CNR)||Grand Trunk (CNR)||Grand Trunk (CNR)|
|Road Numbers||21-22||4533-4537 / 403-407||409-420||4505-4506 / 421-422||423-428||101-109 / 470-472||127-129 / 484-486||89-95 / 313-319||115 / 476||45-49 / 2358-62/ 491-495||1013-1016 / 479-482||901-913 / 1375-1387||1224-1235/1431-1432/685-687||913-937||1236-1245 / 1446-1455/ 696-707||7-10 / 927-928||22||600-619 / 1100-1111||463+ /2393-2430 / 541-565||566-660||661-862||863-864||1348-1350 / 2527-2529||575+|
|Builder||Burnham, Williams & Co||Montreal LW||Montreal LW||Canadian Locomotive Co||Montreal LW||Canadian Locomotive Co||Alco-Dickson||Burnham, Parry, Williams & Co||Montreal LW||Burnham, Williams & Co||CGR||several||Burnham, Williams & Co||several||Canadian Locomotive Co||Burnham, Williams & Co||GTW||Burnham, Williams & Co||Montreal LW||Alco-Brooks||GTP||Burnham, Parry, Williams & Co||several||GTP||Rhode Island||GTR|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||0.63||0.61||0.61||0.66||0.61||0.66||0.64||0.65||0.65||0.66||0.68||0.65||0.65||0.62||0.65||0.65||0.65||0.58||0.64||0.67||0.67||0.65||0.65||0.67||0.68|
|Overall Wheelbase (engine & tender)||50'||49.31'||49.44'||47.58'||49.35'||48.12'||50.17'||49.52'||46'||46.12'||62.08'||51.08'||49.71'||51.08'||45.18'||50.21'||45.41'||46.07'||51.08'||51.08'||54.37'||46.08'|
|Axle Loading (Maximum Weight per Axle)||48828 lbs||48752 lbs|
|Weight on Drivers||120010 lbs||112800 lbs||112800 lbs||101850 lbs||112900 lbs||84000 lbs||114000 lbs||86000 lbs||122000 lbs||84000 lbs||94220 lbs||127650 lbs||138176 lbs||144744 lbs||120600 lbs||138176 lbs||156744 lbs||146692 lbs||107700 lbs||127500 lbs||76852 lbs||91588 lbs||156744 lbs||152628 lbs||85500 lbs||91588 lbs|
|Engine Weight||145230 lbs||129300 lbs||130000 lbs||117000 lbs||129600 lbs||100000 lbs||130000 lbs||100000 lbs||145000 lbs||100000 lbs||112336 lbs||152850 lbs||161976 lbs||163704 lbs||141800 lbs||161976 lbs||177688 lbs||167664 lbs||121500 lbs||147500 lbs||93408 lbs||106708 lbs||177688 lbs||177184 lbs||102000 lbs||106708 lbs|
|Tender Light Weight||99770 lbs||115400 lbs||119000 lbs||93800 lbs||118300 lbs||80000 lbs||95000 lbs||116300 lbs||74000 lbs||85551 lbs||130656 lbs||130856 lbs||128060 lbs||130856 lbs||130856 lbs||130856 lbs||73000 lbs||136856 lbs||87262 lbs||112500 lbs||130856 lbs||130856 lbs||65000 lbs|
|Total Engine and Tender Weight||245000 lbs||244700 lbs||249000 lbs||210800 lbs||247900 lbs||180000 lbs||225000 lbs||261300 lbs||174000 lbs||197887 lbs||283506 lbs||294560 lbs||269860 lbs||292832 lbs||308544 lbs||298520 lbs||194500 lbs||284356 lbs||180670 lbs||219208 lbs||308544 lbs||308040 lbs||167000 lbs|
|Tender Water Capacity||5000 gals||6000 gals||6000 gals||4560 gals||5040 gals||5160 gals||5400 gals||3000 gals||6000 gals||3500 gals||4200 gals||4500 gals||6000 gals||6600 gals||6000 gals||6000 gals||6000 gals||6000 gals||3000 gals||6360 gals||3840 gals||5280 gals||6000 gals||6000 gals||3600 gals|
|Tender Fuel Capacity (oil/coal)||11 tons||9.9 tons||8.8 tons||3000 gals||8.8 tons||8.8 tons||tons||11 tons||7.7 tons||7.7 tons||10 tons||10 tons||11 tons||11 tons||10 tons||10 tons||11 tons||5.5 tons||9.9 tons||11 tons||8.8 tons||11 tons||11 tons||7.7 tons||tons|
|Minimum weight of rail (calculated) on which locomotive could run||67 lb/yard||63 lb/yard||63 lb/yard||57 lb/yard||63 lb/yard||47 lb/yard||63 lb/yard||48 lb/yard||68 lb/yard||47 lb/yard||52 lb/yard||71 lb/yard||77 lb/yard||80 lb/yard||67 lb/yard||77 lb/yard||87 lb/yard||81 lb/yard||60 lb/yard||71 lb/yard||43 lb/yard||51 lb/yard||87 lb/yard||85 lb/yard||48 lb/yard||51 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||200 psi||180 psi||180 psi||180 psi||180 psi||150 psi||180 psi||130 psi||190 psi||160 psi||180 psi||200 psi||200 psi||200 psi||170 psi||200 psi||180 psi||200 psi||200 psi||180 psi||140 psi||160 psi||180 psi||180 psi||180 psi||160 psi|
|High Pressure Cylinders (dia x stroke)||14" x 26" (2)||19" x 26" (2)||19" x 26" (2)||18" x 24" (2)||19" x 26" (2)||18" x 24" (2)||19" x 26" (2)||19" x 26" (2)||20" x 26" (2)||18" x 24" (2)||18" x 24" (2)||20" x 26" (2)||20" x 26" (2)||22.5" x 24" (1)||21" x 26" (2)||20" x 26" (2)||21" x 26" (2)||20" x 26" (2)||18" x 24" (2)||20" x 26" (2)||18" x 26" (2)||18" x 26" (2)||21" x 26" (2)||22" x 26" (2)||19" x 24" (2)||18" x 26" (2)|
|Low Pressure Cylinders (dia x stroke)||24" x 26" (2)||35" x 24" (1)|
|Tractive Effort||22680 lbs||28158 lbs||28158 lbs||23328 lbs||28158 lbs||17394 lbs||25194 lbs||18196 lbs||29467 lbs||18233 lbs||20872 lbs||28516 lbs||28063 lbs||23199 lbs||26299 lbs||28063 lbs||27846 lbs||28063 lbs||23606 lbs||25257 lbs||15912 lbs||18185 lbs||27846 lbs||30561 lbs||24777 lbs||18478 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||5.29||4.01||4.01||4.37||4.01||4.83||4.52||4.73||4.14||4.61||4.51||4.48||4.92||6.24||4.59||4.92||5.63||5.23||4.56||5.05||4.83||5.04||5.63||4.99||3.45||4.96|
|Firebox Area||166.60 sq. ft||141 sq. ft||133 sq. ft||120 sq. ft||133 sq. ft||110 sq. ft||146 sq. ft||102 sq. ft||122 sq. ft||112 sq. ft||120 sq. ft||188.10 sq. ft||188 sq. ft||188.10 sq. ft||166 sq. ft||188 sq. ft||188 sq. ft||188.10 sq. ft||115 sq. ft||144.73 sq. ft||194 sq. ft||188.10 sq. ft||195 sq. ft||131.75 sq. ft||117 sq. ft|
|Grate Area||31.60 sq. ft||28 sq. ft||28.10 sq. ft||27.23 sq. ft||28.10 sq. ft||29.30 sq. ft||30 sq. ft||17 sq. ft||38.90 sq. ft||16.90 sq. ft||16.80 sq. ft||33.43 sq. ft||33.43 sq. ft||33.43 sq. ft||30.80 sq. ft||33.40 sq. ft||33.40 sq. ft||33.43 sq. ft||24.20 sq. ft||30 sq. ft||15.74 sq. ft||18.25 sq. ft||33.43 sq. ft||41.51 sq. ft||18.50 sq. ft||17.66 sq. ft|
|Evaporative Heating Surface||1876 sq. ft||1146 sq. ft||1127 sq. ft||1351 sq. ft||1170 sq. ft||1304 sq. ft||1690 sq. ft||1456 sq. ft||1758 sq. ft||1171 sq. ft||1322 sq. ft||2001 sq. ft||1991 sq. ft||1991 sq. ft||946 sq. ft||1877 sq. ft||1460 sq. ft||1941 sq. ft||1108 sq. ft||2203 sq. ft||951 sq. ft||1208 sq. ft||1460 sq. ft||1600 sq. ft||1327 sq. ft||1208 sq. ft|
|Superheating Surface||225 sq. ft||280 sq. ft||280 sq. ft||200 sq. ft||273 sq. ft||233 sq. ft||273 sq. ft||273 sq. ft|
|Combined Heating Surface||1876 sq. ft||1371 sq. ft||1407 sq. ft||1351 sq. ft||1450 sq. ft||1304 sq. ft||1690 sq. ft||1456 sq. ft||1758 sq. ft||1171 sq. ft||1322 sq. ft||2001 sq. ft||1991 sq. ft||1991 sq. ft||1146 sq. ft||1877 sq. ft||1733 sq. ft||1941 sq. ft||1341 sq. ft||2203 sq. ft||951 sq. ft||1208 sq. ft||1733 sq. ft||1873 sq. ft||1327 sq. ft||1208 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||404.97||134.32||132.09||191.13||137.13||184.48||198.08||170.65||185.96||165.66||187.02||211.66||210.60||360.54||90.76||198.54||140.08||205.31||156.75||233.03||124.19||157.75||140.08||139.87||168.49||157.75|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||6320||5040||5058||4901||5058||4395||5400||2210||7391||2704||3024||6686||6686||6686||5236||6680||6012||6686||4840||5400||2204||2920||6017||7472||3330||2826|
|Same as above plus superheater percentage||6320||5846||6070||4901||6019||4395||5400||2210||7391||2704||3024||6686||6686||6686||6126||6680||6974||6686||5663||5400||2204||2920||6980||8593||3330||2826|
|Same as above but substitute firebox area for grate area||33320||29441||28728||21600||28489||16500||26280||13260||23180||17920||21600||37620||37600||37620||33017||37600||39254||37620||26910||0||20262||31040||39275||40365||23715||18720|