SUB CLASS	FINAL ROAD NUMBERS	PREVIOUS ROAD NUMBERS & INITIALS	BUILDER & DATE	Canadian Pacific Railway  TYPE 4-6-2 CLASS G "3
G-3-e G-3-f G-3-g G-3-h G-3-j	2351-2365 2366-2377 2378-2417 2418-2462 2463-2472		CLC, 1938 CLC, 1940 CLC, 1942-43 CLC, 1944-45 MLW, 1948	




SUB CLASS	CYLINDERS		BOILER PRESS.	DRIVERS	VALVE GEAR	TRACTIVE EFFORT		HEATING SURFACE		WEIGHTS IN WORKING ORDER			TENDER CAPACITY	
	DIA.	STR.				ENGINE	BOOSTER	MAIN	SUPHTR.	ON-DRIVERS	TOTAL ENG.	TENDER	WATER	FUEL
														
G-3-e	22"	30"	275psi	75"	Walsch.	45,300	—	3497 sf	1473 sf	198,500	321,500	222,000	9,000gals	18 tons
G-3-f	22"	30"	275psi	75"	Walsch.	45,300	—	3497 sf	1473 sf	199,500	324,000	238,000	10,000gals	18 tons
G-3-g	22"	30"	275psi	75"	Walsch.	45,300	__	3176 sf	1475 sf	199,000	323,000	238,000	10,000gals	18 tons
G-3-h	22"	30"	275psi	75"	Walsch.	45,300	__	3176 sf	1475 sf	199,000	323,000	238,000	10,000gals	18 tons
G-3-j	22"	30"	275psi	75"	Walsch.	45,300	__	3175 sf	1380 sf	197,500	319,000	238,000	10,000gals	18 tons
														
NOTES:  1.	All engines have Elesco horizontal tube feedwater heaters except Nos. 2418-2437, which have Worthington feedwater heaters.  2.	G-3-h/j classes have internal dry pipe — no steam dome.  3.	All engines equipped with HT stokers, Type E superheaters, front end multiple throttles.  4.	Some engines equipped with solid pilots.  5.	Some engines had original tenders replaced by 12,000 gallon tenders (with six-wheel trucks).														


Photo Captions
Canadian Pacific's semi-streamlined heavy 4-6-2's were the logical marriage of the design of the 2300-series Pacifics and the styling of CP's unique 4-4-4's, the 3000's.

The 4-6-2 found considerable favour on Canadian Pacific, and was frequently entrusted with trains which would have commanded eight-coupled power on neighbouring Canadian National. The semi-streamlined G-3 class fitted well into this role, and was to be found on most districts of CP in medium duty freight and passenger service. These engines were frequently used as backup power for assignments normally handled by H-l class Hudsons. Many of them were given the Tuscan Red panels reserved for top line passenger locomotives, while others were finished all in black but with the appropriate striping.

Unfortunately, none of the semi-streamlined G-3's escaped the torch, although two of the unstreamlined G-3's are preserved. A brass model of the G-3-g class is available in HO gauge.
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1.	CP 2352: Brandon, Man., February 28, 1948.

James A. Brown Collection

Note the solid pilot, a common feature of many of the 2300's assigned to Western Lines. The tender shown here is the original; however, in latter years larger tenders with six-wheel trucks were applied to sane locomotives. In addition, some engines were converted to oil firing.

2.	CP 2398: Stevensville, Ont., March 6, 1953-

By Fred Sankoff; Dick George Collection

This engine, bound for Buffalo via the TH&B and NIC, carries automatic train stop equipment on its leading tender truck. To meet NYC signalling requirements, CP installed the equipment on locomotives which were assigned to the Toronto-Buffalo pool.

3.	CP 2426: St. Therese, Que., October 4, 1959.

By James A. Brown

A Worthington feedwater heater in place of the usual Elesco bundle gives the appearance of "something missing" on 2426's front end. Note too the absence of the heavy Elesco water pump on the left side.

4.	CP 2467: Labelle, Que., October 6, 1957.

By Robert J. Sandusky

Only ten of the 122 semi-streamlined G-3's were built by Montreal Locomotive Works; engine 2467 is a sample. These locomotives (and the G-3-h class) have no steam done. Instead, steam is collected in a dry pipe which extends along the top of the boiler, inside the shell.
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