Class H-1-a (Locobase 4528)

Data from table in May 1916 of Railway Mechanical Engineer (RME) and W H Winterrowd, "Canadian Pacific Mountain Type Locomotives", Railway Age Gazette (5 November 1915), pp.862-864.

These were the only Mountains delivered to the CP and were in fact smaller than the G4 Pacifics that would enter service a few years later. The pair was virtually identical except for the provision of a Gaines combustion chamber firebox in 2900. (See Locobase 9641 for the 2901.)

At the front of the grates lay the 10"-thick vertical brick wall that formed the back end of a combustion chamber. It had five, 3"-diameter vertical air passages. The installation of a combustion chamber resulted in much shorter tubes, which meant a smaller heating surface area all around.

Both of the locomotives had cast-iron cylinders that Winterrowd claimed were designed with "...particular attention ...given to the steam and exhaust passages, which are unusually direct and of liberal cross-sectional area." They were served by 12" piston valves.

Both of them had an equalizing system developed by H A Hoke, assistant engineer of the Pennsylvania Railroad. The leading truck was equalized with the first & second driving axles and the trailing truck was equalized with the third & fourth driving axles.

2901 was retired in 1944, 2900 followed a year later.

Class H-1-b (Locobase 9641)

Data from W H Winterrowd, "Canadian Pacific Mountain Type Locomotives", Railway Age Gazette (5 November 1915), pp.862-864.

These were the only Mountains delivered to the CP and were in fact smaller than the G4 Pacifics that would enter service a few years later. The 2900 had a Gaines wall; it's described in Locobase 4528.

Both of the locomotives had cast-iron cylinders that Winterrowd claimed were designed with "...particular attention ...given to the steam and exhaust passages, which are unusually direct and of liberal cross-sectional area." They were served by 12" piston valves.

2901 had a more conventional firebox and two sizes of fire tubes: 43 2 1/4" and 136 2 1/2". They and the superheater flues extended more than 25 feet, a length only exceeded in Locobase (or anywhere else, most likely) by the Pennsy's HH-1s 2-8-8-2. So long were the tubes, says Winterrowd, then the CP's Assistant Chief Mechanical Engineer, "...were beaded into place before the boiler was applied to the frames, with the boiler turned upside down. The center sag of the tubes was then toward the top of the boiler and when it was righted the tubes tended to straighten out." Winterrowd claimed that the long tubes gave more trouble to the maintenance group than did those of the 2900.