The Canadian Pacific Railway took delivery of twenty Class T-1a 2-10-4s from the Montreal Locomotive Works in 1928. These locomotives were assigned road numbers 5900 through 5919 and had 25.5" dia. x 32" stroke cylinders, 63" dia. drivers, a 275 psi boiler pressure, a tractive effort of 78,000 lbs and weighed 440,200 pounds. The CPR did not adopt the name "Texas" and chose to call them "Selkirks" for the range of the Rockies that the Railway crossed.

In 1938, ten more "Selkirks" were received from MLW and these locomotives were designated Class T-1b and assigned road numbers 5920 through 5929. They had 25" dia. x 32" stroke cylinders, 63" dia. drivers, a 285 psi boiler pressure, a tractive effort of 76,905 lbs and weighed 447,000 pounds.

A final six Class T-1bs (road numbers 5930 through 5935) were delivered from MLW during 1948 and 1949. This group was similar to the 1938 "Selkirks" except that each weighed 435,000 pounds.

The CPR was the only North American railroad to use the 2-10-4s for passenger service (except the AT&SF may have used 2-10-4s in helper service on passenger trains through the mountainous territory). The Class T-1b "Selkirks" were semi- streamlined and carried a colorful passenger livery and were used to haul passenger trains over the Rockies.

When diesels took over the runs across the mountains, the 2-10-4s were assigned to freight and shortly after they were retired. By 1959 all but two were scrapped. The two survivors are now on display, one, number 5931, at Heritage Park in Calgary and the other, number 5935, at the Railway Museum at Delson, Quebec.

There was one other 2-10-4 on the CPR. It was an experimental three cylinder locomotive built by the Angus Shops in 1931 and assigned road number 8000. This project was undertaken to test an internal steam generator with a closed radiant heat absorbing system that developed 1,350 psi pressure. The unit was designed to transfer heat to an open system at 850 psi pressure for the center cylinder. Exhaust steam was mixed with 250 psi pressure steam from the main boiler to feed the two outside cylinders. This project demonstrated that this new system would work rather well but, high maintenance costs offset the potential benefits and the locomotive was scrapped in the late 1930s.