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Steam Locomotives of the Canadian Locomotive Company
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Extra 5368 West crossing Sixteen Mile Creek Oakville August 3/1957 Dick George

CPR 5360-5379 Cyl. 23x32 Drv. 63" 250# 57,100 t.e. total weight in working order 277 tons.
These engines were the first P2's built with multiple throttles which provided a rapid response.

Beginning in 1919 the CPR built ten P2 class heavy 2-8-2 Mikado type engines, bigger and more powerful than exisitng P1 class 2-8-2's they were used primarily for freight but also for heavy passenger trains just as were the P1's. Repeat orders to MLW and CLC continued for many years, eventually totalling 174 engines; later models were more modern semi-streamlined locomotives built between 1940 and 1948. These were the best heavy freight engines the CPR had and were designed for 65mph. They were built with a variety of stokers, BK, D1 and HT. Selkirk 2-10-4 types were more powerful however, their heavy weight restricted where they could be used.


5425 westbound at Sixteen Mile Creek, Oakville.
Steam at Oakville


NAR 101 Cyl. 24x28" Drv. 56" 200# 49,000 t.e. 199 tons in working order. #1898 8/30
CLC/Queen's University Archives

This was the only NAR order for any builder. These two engines were the last Decapods built by CLC, an old wheel arrangement that was somewhat obsolete by this time. NAR had no engines with a trailing truck except for a late acquisition of a used 4-6-2 from the CPR, 50% owner along with CNR. Equipped with Standard stokers they were later converted to oil as were all NAR steam locomotives. They followed a number of earlier 2-10-0's built for predecessor railways.

T&NO 144 Cyl. 22x30" Drv.57" 180# t.e. 45,000 #1902 10/30

Late 2-8-0's were Temiskaming & Northern Ontario 141-144 These became ONR 500-503.
One has been preserved in North Bay. William R. Folder

Other late Consolidations were Algoma Eastern 55 and 56 built 1/21,
which became CPR 3955 and 3956; and Roberval & Saguenay 16-17 (below).


CPR 6607 Cyl. 22 ½ x 32 drv. 58" 250# 59,400 t.e. (60%) 234 tons in working order. #1910 1/31
CLC/Queen's University Archives

An order of only ten out of a proposed 30 0-8-0's these were the most powerful switch engines on a Canadian railway. Modern engines, 250 pounds of boiler pressure with multiple throttle for rapid response and a vestibule cab, although still hand-fired.

T&NO's 1100 Cyl.22 1/2x30 Drv. 69" 275# 54,500 t.e. plus booster 326 tons #1919 6/36
CLC/Bill Thomson collection.

Two orders for two engines each in the middle of the Great Depression was a boost for employment as well as an improvement for the Ontario government's own railway. These were the biggest T&NO engines and the biggest for a Canadian railway other than the two major ones, CNR and CPR.


RS 16 Cyl. 23x30 Drv. 57" 200# 47300 t.e. 201 tons working order. #1923 6/37
CLC/Queens University Archives

One of two 2-8-0's built for Roberval Saguenay, a short line owned by Alcoa. Built long after other railways had turned to 2-8-2's, these modern looking engines were equipped with vestibule cabs and were the last domestic 2-8-0's built in North America.

Crab Orchard & Eastern 17 (ex R&S 17 CLC #1959 1/40) survived dieselization and later operated tourist trains on a small shortline in the US (1973-1978) and continued hauling freight for a few years before again being retired September 8, 1986. The tiny 8.5 mile ex IC shortline still struggles on in 2006. On display in Boone, Iowa, September 6-2004. See: Trains magazine September 1980 and March 2006.

This revealing photograph shows a CPR Jubilee 4-4-4 type with its semi-streamlining removed.
CLC/Marine Museum of the Great Lakes at Kingston.

A modern steam locomotive hauling two ancient wooden passenger cars on a branchline train.
CPR Jubilee 2928 ( #1942 3/38) backs train #637 from Hamilton into Guelph Junction, May 24, 1954.
It will wait for a meet with Montreal-Chicago #21 Chicago Express before continuing on to Goderich.
J.F.Beveridge/Collection of F.D.Shaw

CPR 2910-2929 Cyl. 16 ½ x 28 Drv. 75" pressure 300 pounds and only 25,900 t.e. weigh only 212 ½ tons in working order and are hand-fired. This single order of 20 small, lightweight locomotives were unique to the CPR where they were used on local passenger and branchline freight trains. #1924-1943 11/37 to 3/38

These twenty modern, semi-streamlined 4-4-4 Jubilee type engines were hand-fired due to their small size. Designed for light passenger trains and branchline freights they were unique to say the least. No other Canadian and few American railways used this wheel arrangement.

It was the earlier 3000-3004 with 80" drivers and stokers built 8/36 by MLW that became famous for their record making high speed, 112 ½ mph. Cyl.17 ¼"x28 Drv. 80" 300# 26600 t.e. 231 tons.

CC&F 1 Cyl.19x26 Drv.50" 180# t.e. 28,720 total weight working order 105 tons. #2042 9/43

CLC was still turning out 0-6-0 switchers at a time when 0-8-0's were more common for the heavier work required in railway yards. These two were for industrial switching at the Turcot Works (Montreal) of Canadian Car & Foundry. Two identical engines had been built in 1929 and 1930. CLC/Don Mc.Queen Collection

Cyl. 16 1/2x22 Drv.42" 21,200 t.e. 46-ton CLC #2043 5/43 Don Mc.Queen Collection

Other industrial engines were the more common 0-4-0T saddletanker such as this one ordered by the Dominion Government for wartime use at Algoma Steel in the Soo. It was the last industrial steam engine built by CLC.

Framed lithograph (32" x 17") of 2356 presented to CPR is unique in that it is coloured.
Prior to this order, all steam locomotives were plain black. These framed pictures were presented to
railways by the builder and hung in the offices of higher ranking railway motive power officers.
Old Time Trains Museum

CPR 2351-2462 Cyl. 22x30 Drv. 75" 275# 45,250 t.e. weight working order 272 tons Built 1938-45.

Four orders for 112 modern Pacifics out of an eventual 122 (the last 10 from MLW 6-7/48) were built between September 1938 and April 1945. These were the finest steam locomotives the CPR had. Sure-footed, with a sharp exhaust they were equally suitable for passenger or fast freight trains. The great tragedy is that not one was saved. A G3 would have made an even better excursion engine than the G5's that were saved.

Canadian Locomotive Company

This was the 2000th locomotive built by CLC and its predecessor companies.
It was displayed and photographed on July 28, 1942, then it was repainted to CPR 2396.

Brand new CPR 2400 G3g (#2004 9/42) awaiting delivery via CNR account the light CPR branch
(former Kingston & Pembroke) could not handle weight of modern steam locomotives.

CPR 2427 G3h brand new! Sitting on the CNR interchange track in Belleville about to move onto CPR.
One of twenty G3's equipped with Worthington Feedwater Heater.
Only four other CPR engines were so equipped, 1200, 1201, 2212 and 2592, none built by CLC.
October 1944 Donald M. Wilson/James A. Brown Collection

CPR G3 class 2400 was perhaps a bit too fast for the slow speed colour film of the 1950's.
Shown here on the Galt Subdivision of the CPR London Division, August 1956. Randy Masales

PGE 163 Cyl. 20x30" Drv. 57" 225# 40,300 t.e. total weight 191 tons oil fired #2409 10/47
CLC/Don Mc.Queen collection.

Last of four Mikado types built for PGE, these low-drivered light engines were to have a short life.

The CPR was the only railway in North America to turn to modern, lightweight 4-6-2 Pacific type steam locomotives as a way of updating their motive power fleet. Based upon the tried and proven, they were to replace hundreds of old G1 and G2 class Pacifics and D10 class Ten Wheelers all across it vast system. In fact, following the successful two built by the CPR they planned to order SIX HUNDRED! It wasn't to be. After only 100 were built by CLC and MLW, no more orders were forthcoming, by now it was diesels that were wanted, not steam locomotives.

CPR G5 class Pacific at West Toronto from Owen Sound in the late 1950's. Bob Shaw CPR ret'd.

CPR 1252-1301 Cyl. 20x28" Drv. 70" 250# 34,000 t.e. weight in working order 210 tons. #2458 8/48
Bob Guhr/W.H.N.Rossiter collection.

Ron Muldowney

CPR 1301 constructed August 20, 1948, last of two orders totalling 50 engines, it was the last steam locomotive built at Kingston for a Canadian railway. It was also the last G5 class Pacific type.


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