Canadian Pacific 2-8-2 Locomotives in Canada

Class P1a/b (Locobase 3086)

Data from "Mikados on the Canadian Pacific", Railway Age Gazette, Vol 56, No 14 (3 April 1914), pp. 779-781

These engines were used for slow and fast freight as well as for passenger service between Sherbrooke and Megantic (PQ). The Sherbrooke-Megantic section had a maximum eastbound grade of 1.72% over which the 10-car passenger trains had frequently to be double-headed by the CP's Pacifics. According to Railway Age of 3 April 1914: "The Mikados have obviated the necessity for two engines, and under the most extreme climatic conditions are doing excellent work."

RA highlighted the wedge truck, which substituted inclined wedges for the more usual swing links. Also singled out was a casting that combined the back steam chest cover and the crosshead guide. These engines also had a vestibule cab.

The first 20 (P1a) delivered by Canadian Pacific, the latter 75 came from Montreal Loco Works as P1b. These engines were redesignated P-1d & e and renumbered 5100-5194 in 1926-1930 when the original superheater installation was replaced by a Schmidt Type A; see Locobase 4524.

Retirements began in 1957 and the last engine had left by 1964.

Class P1d/e (Locobase 4524)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.

Conversions of twenty P1a to P1d (5100-5119) and 75 P1b to P1e (5120-5194). (The original locomotives are described in Locobase 3086.)

The principal difference was in the substitution of a Schmidt-design superheater in place of the home-grown Vaughan-Horsey design originally installed. Also, the firebox heating surface now included 26 sq ft (2.4 sq m) of arch tubes. All had Elesco feed water heaters installed at the same time.

Class P1n (Locobase 4523)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Chris Hohl for his 10 May 2013 email identifying the valve gear.)

Converted from N2 2-8-0s (Locobase 4525). The firebox heating surface included 26 sq ft (2.42 sq m) of arch tubes, but the chief difference between the N2 and the P1n was the much longer tube length. This enlarged the boiler's steaming capacity and ameliorated the pinched capacity that was a source of complaint by N2 engineers.

Class P2a,b (Locobase 407)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also Roy V Wright (ed), "Mikado (2-8-2) Type for Freight Service", Fig. 49, Locomotive Cyclopedia of American Practice (6th Edition) (New York: Simmons-Boardman, 1922), p. 132-133. (Thanks to Larry Walton, whose 18 November 2020 email contained questions that inspired a more careful review of resources and a substantial reworking of the P2 series entries.). The first ten were built in the CP's Angus Shops. Alco's Montreal Locomotive Works supplied the balance. Works numbers were 62855 in December 1920, 62856-62861 in January 1921, 62862-62869 in February (P2b).

Series of CP Mikes that were enlargements of the P1a/b engines (Locobase 3086). The first 25 shown here introduced larger-diameter cylinders served by 14" (356 mm) piston valves, bigger grates, and higher boiler pressure. Firebox heating surface area included 43 sq ft (3.99 sq m) from five 3" (76 mm) arch tubes. As usual, weight grew as the locomotives were reboilered.

P2c (Locobase 16519), P2d (Locobase 9440), P2e/f (Locobase 5050), and P2g et al. (Locobase 3) continued the CPR's exploration of this basic design.

With one exception, P2a-P2cs served for almost 40 years before being retired in the late 1950s and early 1960s. 5325 was last to retired in October 1961. (The exception was 5334 in December 1944.)

Class P2c (Locobase 16519)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Larry Walton, whose 18 November 2020 email contained questions that inspired a more careful review of resources and a substantial reworking of the P2 series entries.) Works numbers were 65001-65013 in October 1923, 65014-65020 in November (P2c).

Satisfied with the basic changes in a Mikado design represented by the P2a and b (Locobase 407), the CPR ordered a series of batches that steadily reduced the number of 2 1/4" tubes in favor of more superheated area. As in the as and bs, firebox heating surface area included 43 sq ft (3.99 sq m) from five 3" (76 mm) arch tubes. As usual, weight grew as the locomotives were reboilered.

The later P2d had a different balance; see Locobase 9440. P2e and P2fs (Locobase 5050) premiered a more comprehensive reworking, further modified in P2gs and later (Locobase 3) .

Like the other P2s, P2cs served for almost 40 years before being retired in the late 1950s and early 1960s. 5325 was last to retired in October 1961. (The exception was 5334 in December 1944.)

Class P2d (Locobase 9440)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. (Thanks to Larry Walton, whose 18 November 2020 email contained questions that inspired a more careful review of resources and a substantial reworking of the P2 series entries.).

The CPR continued to tweak the basic P2 layout by reducing the number of 2 1/4" (32 mm) boi.ler tubes by four. Like the other, the P2d's firebox heating surface area included 43 sq ft in five arch tubes.

Class P2e,f (Locobase 5050)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Railway Rolling Stock and Deliveries", Canadian Railway and Marine World, (March 1926), p.129. (Thanks to Larry Walton, whose 18 November 2020 email contained questions that inspired a more careful review of resources and a substantial reworking of the P2 series entries.). Canadian Locomotive Company supplied P2es 5360-5379 in September-November 1926, Montreal Locomotive works numbers 67625-67631 in September 1928, 67632-67649 in October.

The first of the P-2s made their appearance in 1919 as part of a major power upgrade on the CP. The design represented a significant enlargement of the P-1 and was big and spry enough to serve passenger as well as freight trains. (See Locobases 407, 16519, and 9440.)

The P-2e/f came along seven years later as a modification of the P2d. Boiler pressure increased by 25% while cylinder diameter decreased by 1/2" (12.7 mm). Other changes included a feedwater heater, 32 2" (51 mm) tubes, and two more superheater flues. A reconfigured firebox swapped five 3" (76 mm) arch tubes for four 3 1/2" (89 mm) arch tubes yielding 36 sq ft (3.44 sq m).

See P2g et al (Locobase 3) for the last variants in series.

A series of reminiscences published by W. Bill Young in "The Fraser Canyon Express" ("North Bend Recollections", accessed from [] on 15 Sept 2007) includes a description of railroad activity in North Bend the 1930s. North Bend is a community near the US-Canadian border, northeast of Vancouver, and lying on the west bank of the Fraser River.

Young quotes from Ernie Ottewell, Canadian Pacific and Canadian National in the Interior of British Columbia. (Calgary: BRMNA, c1996).

About the P-2 in that region, Ottewell notes: "A 5300 Class P2 2-8-2 could handle about 4,500 tons from Coquitlam to Ruby Creek, where the train would be split and the road crew would take one half of the train through to North Bend."

Another memoir, published by Bill Yeats (Canadian Pacific Railway 5326) on the West Coast Railway Association's website [],(accessed 15 Sept 2007) notes of the entire class: "These were very popular mainline freight locomotives, and 162 of this class were built between 1919 and 1944. They hauled freight trains at all points in Canada except for Vancouver Island and some light rail branch lines such as the Kettle Valley. They were also used extensively in pusher service in places like North Bend and the Field Hill. The only places that I recall them being used regularly in passenger service was on the CPR's summer train "The Mountaineer", which connected with their Soo Line and operated between Vancouver and Chicago. The trip between Field, BC and Calgary, Alberta of this train was handled by P2ñs."

Class P2g,h, j, k (Locobase 3)

Data from CP 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and 1947 Locomotive Cyclopedia tables. (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error. Also thanks to Larry Walton, whose 18 November 2020 email contained questions that inspired a more careful review of resources and a substantial reworking of the P2 series entries.). P2h (5417-5436) supplied by Canadian Locomotive Company (works numbers were 2022-2025 in April 1943, 2026-2029 in May, 2030-2032 in June, 2033-2035 in July, 2036-2041 in September). P2j (5437-5461) produced by Montreal Locomotive Works (works numbers 71635-71637 in May 1944, 71638-71645 in June, 71646-71651 in July, 71652-71658 in August). P2k (5462-5473) also came from MLW (works numbers were 76134-76141 in September 1948 and 76142-76145 in October.)

Last in series of CPR locomotives and part of the generation that was semi-streamlined.. Earlier P2s (Locobase 5050) had larger cylinders (23") and lower boiler pressure (250 psi). Notice how the smaller cylinders stretched the boiler's steam supply. Also had 32 2" (51 mm) tubes that added 302 sq ft (28.06 sq m) to evaporative heating surface area. Firebox heating surface included 36 sq ft (3.35 sq m) from four 3 1/2" (89 mm) diameter arch tubes.

Additional aids to efficiency included an Elesco feed water heater

According to CP's 1947 diagram book, all of the P2s completed through 1944 burned coal. P2ks subdivided into two fuel types. Four burned coal and trailed tenders carrying 18 tons (16.4 metric tons). The other eight burned oil and carried 3,100 Imperial gallons(14,080 litres) of oil.

This last batch went into service on the plains east of the Rockies.

When the class was scrapped in the late 1950s into the mid-1960s, a few were preserved. P2k 5468 was donated to the Canadian Railway to go on display at Delson, PQ. Later, the 5468 moved to British Columbia's Revelstoke Railway Museum.