Canadian Pacific 4-6-2 Locomotives in Canada

Class G1a, c, d (Locobase 4519)

Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange; see also table in June 1907 issue of American Engineer & Railroad Journal (AERJ). See also The first seven CPR locomotives had works numbers: 1434-1436, 1483-1486 in 1906. The other 13 did not have works numbers.

A relatively small batch of tall-drivered Pacifics built over an four-year period by the Canadian Pacific and the Montreal Locomotive Works.

The boiler had a coned second course and the steam dome on the first course. As delivered, the class was fitted with the 22-element Vaughan-Horsey superheater, which is very similar in basic design to the much-better-known Schmidt smoke-tube design. The data in the specifications reflect that installation.

Beginning in the early 1920s, the CPR replaced the Vaughan-Horsey superheater with the more widely used Schmidt Type A in many of its early Pacifics. See Locobase 15762 for the update.

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Class G1d (Locobase 15761)

Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. Angus's production occurred from October 1907 to October 2010. Montreal's works numbers were 49481-49487 in February 1911.

Continuing the class of small Pacifics, the CPR went into production at its own Angus Works with the definitive G1d. The last seven came from Montreal Locomotive Works (by then part of Alco's stable). Like the others, these were delivered with the home-grown Vaughan-Horsey variant of Schmidt's firetube superheater..

They too then received Schmidt Type A superheaters in the 1920s; see Locobase 15762.

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Class G1e/G1f (Locobase 15760)

Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange;

The last of this class of 29 high-drivered, but relatively small and light Pacifics used cylinders measuring 1 1/2" (38 mm) more in diameter. The ten G1f were delivered in 1914.

All of the class was converted to Schmidt Type A superheaters in 1922-1927 and fell into G1u (ex-G1e) and G1v (ex-G1f) classes.

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Class G1p-v Type A - 30 unit (Locobase 15762)

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, whose inquiries led to a review of the several G2 entries.)

This entry applies to those upgraded with the Schmidt Type A superheater. Unlike the upgraded Ten-wheelers, most Schmidt engines retained their 200-psi setting. Firebox heating surface for both versions included 24 sq ft (2.2 sq m) of arch tubes.

Almost all of the conversions used the 30-flue Type A installation shown in the specs. By 1927, eleven of the thirty-eight had exchanged their Vaughan & Horsey superheaters for these Type As 30-tube with through-bolt headers and feedwater heaters. All but one was updated by 1947.

Two were fitted with a 28-tube Type A with 5 1/2" flues and 147 2 1/4" tubes.

Other sub-classes (likely a few in each) offered combinations such as 21 1/4" (540 mm)-diameter pistons and 225-psi boiler, 20"(508 mm)-diameter pistons and a 250-psi (17.25 bar) boiler, and in some cases, retention of the original 21"(533 mm)-diameter piston and 200-psi (13.8 bar) boiler. By the diagram book's 1947 publication date, all G1s and G2s then in service had been converted to the Schmidt superheater variant. A few had been fitted with Elesco feed water heaters.

For the original locomotives as delivered with Vaughan-Horsey superheaters, see Locobases 4519, 15760, and 15761 .

Following the upgrades, most of the class tayed in service until 1940-1961.

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Class G2 b, c, d (Locobase 15763)

Data from CP 2 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 6556 for the original 1906 Vaughan-Horsey version of this Pacific.

As the G2's service career wore on, many of the locomotives were altered in one way or another. This entry shows the later version of the Vaughan & Horsey subtype fitted with larger-diameter tubes and pistons, but still using the 5" diameter flues. Firebox heating surface included 24 sq ft of arch tubes.

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Class G2a, b, c (Locobase 6556)

Data from "Standardizing Locomotive Equipment - Canadian Pacific", American Engineer and Railroad Journal (May 1906), p. 161-165. Three delivered in 1906.

Locobase divides this class into several variants depending on the superheater and the cylinder volume. In the present entry, the class refers to the version using the Vaughan-Horsey superheater that was orginally installed when these engines were delivered in 1906-1907. They had 11" (279 mm) piston valves. Arch tubes added 16 sq ft to the firebox heating surface.

The principal difference between the Vaughan-Horsey and the Schmidt or Cole smoke-tube superheater was that the Vaughan-Horsey's superheater tubes were connected "separately and individually to the headers", as Vaughan put in his report to the 40th Annual Convention of the American Railway Master Mechanics' Association in 1906. (See pp. 286-287 for his comments on initial problems with the design.)

In later days, the tubes were shortened by 6" and most G2s had only 189 2" (15156) or 175 2 1/4" boiler tubes. (See Locobases 15156 and 10809, respectively.

For the Schmidt Type A variant, see Locobase 4518. Firebox heating surface for both versions included 24 sq ft (2.2 sq m) of arch tubes.

Similar in most respects to the G1s of the same span (1906-1914)--see Locobase 4518, et al,, this much larger class had 70" drivers. They were supplied by Alco-Schenectady, Canadian Pacific shops, and Montreal Loco Works.

They stayed in service until 1940-1961.

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Class G2d - modified V&H (Locobase 15156)

Data from CP 2 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 6556 for the original 1906 Vaughan-Horsey version of this Pacific.

As the G2's service career wore on, many of the locomotives were altered in one way or another. This entry shows the later version of the Vaughan & Horsey subtype fitted with larger-diameter tubes and pistons, but still using the 5" diameter flues. Firebox heating surface included 24 sq ft of arch tubes.

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Class G2e (Locobase 15765)

Data from CP 1911-24 Locomotive Diagrams supplied in August 2013 by Allen Stanley from his extensive Rail Data Exchange. CPR's own shops supplied 6 in 1911, 22 in 1912. Montreal Locomotve Works numbers were 52657-52686 in 1913.

Pacifics that followed the G2 pattern, but increased the cylinder diameter by 1 1/2" (38 mm) and changed the small tube layout in the boiler by substituting 18 2" tubes for 18 of the original 2 1/4". Thus, the boiler had the 175 2 1/4" tubes, 18 2" tubes, and 22 5" flues.

Beginning in the early 1920s, virtually all of this class was updated with Schmidt Type A superheaters; see Locobase 4518.

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Class G2f - Vaughan-Horsey (Locobase 10809)

Data from CP 2 - 1947 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See Locobase 6556 for the original 1906 Vaughan-Horsey version of this Pacific.

As the G2's service career wore on, many of the locomotives were altered in one way or another. This entry shows twelve G2e of the Vaughan & Horsey subtype refitted with fewer tubes, larger-diameter flues, and more cylinder volume. Firebox heating surface included 24 sq ft (2.2 sq m) of arch tubes.

As of 1927, the G2f class included 2610, 2612-2616, 2622, 2625, 2627, 2630-2632, 2634, 2637, 2639-2641, 2643, 2645-2647, 2651-2656.

Almost all of these were later retrofitted with Schmidt Type A superheaters; see Locobase 4518.

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Class G2p-u Type A - 20" cylinders (Locobase 15766)

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

As the CPR replaced the now aging boilers on their large light Pacific class, Henry Bowen adopted a new combination of boiler and cylinder volume to achieve the same tractive effort.

By 1947, the following G2s had been rebuilt to this standard: 2504, 2510, 2521, 2523, 2525-2526, 2533-2534, 2539-2540, 2548, 2550, 2553-2556, 2558, 2564, 2572, 2575, 2580, 2582-2583, 2586, 2590, 2592-2595, 2597-2598, 2601, 2609-2611, 2617, 2622-2624, 2627, 2629, 2633-2634, 2644, 2655, 2565-2566.

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Class G2p-u Type A-22 1/2" cylinders (Locobase 4518)

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, whose inquiries led to a review of the several G2 entries.)

Locobase divides this class into two variants depending on the superheater that was added to the design some time after they were put in service in 1906-1914. This entry applies to those upgraded with the Schmidt Type A "Thru-bolt"superheater. Unlike the upgraded Ten-wheelers, most Schmidt engines retained their 200-psi setting. Firebox heating surface for both versions included 24 sq ft (2.25 sq m) of arch tubes.

Almost all of the conversions used the 30-flue Type A installation shown in the specs. Two were fitted with a 28-tube Type A TBolt header with 5 1/2" flues and 147 2 1/4" tubes.

Other sub-classes (likely a few in each) offered combinations such as 21 1/4"-diameter pistons and 225-psi boiler, 20"-diameter pistons and a 250-psi boiler (Locobase 15766), and in some cases, retention of the original 21"-diameter piston and 200-psi boiler. By the diagram book's 1947 publication date, all G1s and G2s then in service had been converted to the Schmidt superheater variant. A few had been fitted with Elesco feed water heaters.

For the Vaughan-Horsey variant, see Locobase 6556.

Similar in most respects to the G1s of the same span (1906-1914), this much larger class had 70" drivers. They were supplied by Alco-Schenectady, Canadian Pacific shops, and Montreal Loco Works and stayed in service until 1940-1961.

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Class G3a/G3b/G3c (Locobase 2738)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also F P Roesch, "Questions and Answers- 4911- Size of 23-- Class Pacific Type on Canadian Pacific Railway", Brotherhood of Locomotive Firemen and Enginemen's Magazine, Volume 71, No. 2 (15 July 1921), pp. 17-18; and William H. Winterrowd,"A Locomotive Designed for Rigorous Operating Conditions", Railway Review, Vol 68, No. 25 (18 June 1921), pp. 925-936.

First in a series of big, powerful Pacifics. The figure for number of engines in the class covers all versions of the G3. Winterrowd spells out all of the considerations behind this design in his Railway Review article.

A National Park Service Steamtown special history study on its G3c gives details on how these came to be produced:"William H. Winterrowd had become chief mechanical officer of the Canadian Pacific Railway (CPR) in April 1918 as the World War was winding down." The study describes the other types of locomotives Winterrowd developed, then notes:

"For passenger service, CPR needed heavier locomotives because "heavyweight" six-wheel truck all-steel cars had rapidly replaced the older, lighter wooden passenger cars on main line runs. Building on Vaughan's successful G-l and G-2 Pacifics manufactured well before the World War, Winterrowd's team produced plans for four G-3-a 4-6-2s with 75-inch drive wheels for service over relatively flat terrain and five G-4-a Pacifics with smaller 70-inch drivers [Locobase 4522] for main line service in hilly terrain. Numbered 2300 through 2303, one of the G-3-a locomotives appeared in July 1919 and the other three in August."

The firebox had a short combustion chamber and five arch tubes contributing to direct heating surface area. Fourteen-inch (356 mm) piston valves enjoyed 7" (179 mm) travel

After evaluating the relative performance of the two classes, Winterrowd concluded that the 75" driver was the appropriate size for the heavyweight expresses he wanted to pull. So a year later, CP's shops turned out five G-3b in August-September 1920 and another in January 1921. A year and a half later, the class went into series production with class G3c 2310-2318 appearing in June 1923 and 2320-2325 in July.

These all had Type A superheaters and Elesco feed water heaters. They would later trail larger tenders weighing 295,000 lb (133,810 kg) loaded with 14,400 US gallons (54,504 litres) of water and 21 long tons (23.2 short tons) of coal.

The G3d with nickel-steel boiler appears in Locobase 133, while later G3s with Type E superheaters are described in Locobases 5049 and 134.

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Class G3d (Locobase 133)

Data from tables in 1930 Locomotive Cyclopedia and from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Boiler Materials" on the International Brotherhood of Live Steamers Wiki at [], last accessed 21 February 2022. (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 .) Works numbers were 66764-66787 in August-October 1926.

Also had 28 2" tubes. G-3d firebox had combustion chamber and five arch tubes . A nickel-steel boiler allowed considerably higher boiler pressure (which led to a reduction in cylinder volume) and a reduction in the number of fire tubes. On balance, there was less total heating surface, but more of it was superheated.

IBLS's website contains a q & a about the advantages of nickel steel in locomotives. Bruce Mowbray responded that although nickel steel's greater tensile strength seemed a benefit to building boilers, it was too rigid to withstand either the repeated temperature changes or the flexing of the vessel as the locomotive ran at different speeds and over changing degrees of roughness of track.

3e, f, g, & h were later series with much more superheat surface; see Locobases 5049 and 134.

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Class G3e/G3f (Locobase 5049)

Data from specifications published by CLC in 1945 and reproduced in [] (consulted in May 2002). The table depicts the G3e, as indicated by a reference to a 1938 order; G3fs were identical except for slightly higher weights. See also 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. Works numbers were 1944-1958 in October-November 1938 and 1970-1981 in April-June 1940.

These were the first of the "superpower" G3s with smaller cylinder diameter, higher BP, and a Type E superheater that resulted in a much higher percentage of dry steam. The firebox had 33 sq ft of thermic syphons.

They were designed by CPR Mechanical Superintendent Henry Bowen at a time when many other North American railroads were turning to 4-6-4 and 4-8-4 arrangements for their express passenger power.

A later sub-class is described on Locobase 134.

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Class G3g/G3h/G3j (Locobase 134)

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

G3 Class 4-6-2" on the Old Time Trains website at [], last accessed 6 May 2021. (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 .) See Locobases 2738, 4522, and 5049 for earlier variants of the G3/G4 design.

Last G3 variant and the design that was produced in the greatest numbers. A shorter, obviously less crowded boiler had 14 fewer small tubes and 27 more flues that were 1/2" (12.7 mm) larger in diameter to hold a different Type E superheater version..

The OTT account describes the G3g-G3h-G3j as considered by the cognoscenti as " the best steam locomotive on the CPR, true dual service freight or passenger engines with 75 inch diameter drivers.. They had a sharp "shotgun" exhaust and rapid acceleration with no tendency to slip unlike the Royal Hudsons which could be slippery starting heavy freight tonnage.

OTT adds: "They were the only class painted in either freight black and/or passenger tuscan red. "

G3g 2378- 2417 CLC works #1982-2021 January 1942 - February 1943

G3h 2418-2462 CLC 2126-2170 August 1944 - April 1945

G3j 2463-3472 MLW 76116-76125 June 1948

This design pulled not only passenger, but also freight trains.

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Class G4a/G4b (Locobase 4522)

Data from 1947 Canadian Pacific Locomotive Diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. William H. Winterrowd,"A Locomotive Designed for Rigorous Operating Conditions", Railway Review, Vol 68, No. 25 (18 June 1921), pp. 925-936. (Thanks to Chris Hohl for supplying the valve gear ID and tender capacities, and a question about dimensions that revealed some very odd numbers.)

These were the only G4s because WH Winterrowd, Chief Mechanical Engineer, compared their utility to the identical G3 class shown in Locobase 2738 and found that the latter's 75" drivers were more to his liking. So production of this 70" variant stopped at 18.

Firebox heating surface included 40 sq ft (3.7 sq m) of arch tubes and a short combustion chamber. Fourteen-inch (356 mm) piston valves served the cylinders.

The class could trail one of two tenders, either the 12,000 Imperial gallon(54,504 litres)/21 ton coal version or, for those G4s operating as oil burners, 8,000 ImpGal (36,336 litres) of water and 3,000 ImpGal (13,626 litres) of oil. According to Chris Hohl, the coal burners were 2708, 2710-2715 and the oil burners were road numbers 2700-2707, 2709, 2716-2717. 2711 was tested with smoke deflectors in 1941.

This satisfactory design carried on until 1954-1965.

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Class G5 (Locobase 135)

Built for branch-line service as replacements for many older CPR engines. First 2 built by CPR at the Angus works; others by Montreal Locomotive Works and Canadian Locomotive Works. Plans called for as many as 600 to be procured, but only 102 were bought before dieselization curtailed the program. (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 .) CPR produced the first two in 1944. Montreal works numbers were 73719-73748 in 1945; 74892-74908, 74913-74915 in 1946. Canadian Locomotive Company works numbers were 2348-2367 in 1946 and 2429-2458 in 1948.

"They proved as fast and as efficient as they were handsome," says OS Nock (RWC VI, pl 33), " and 'saw steam out' on many secondary lines of the CPR."

A February 1954 article in Trains magazine by FH Howard, reproduced on [] (consulted in May 2002), agreed and provided many details on the class. Howard noted that the 1944 design had "scores of improvements", most notably a front-end throttle, roller bearings on the leading engine truck, and a Signal Foam Meter. Housing the throttle in the front allowed use of a dry pipe with slots along the underside, an arrangement "used", according to Howard, "for some years on this railroad instead of a steam dome".

Under the firebox was "probably the simplest trailing truck ever devised: not a truck at all, but an axle carried in the rigid frame with overwide pedestals set at a backward angle so when the axle moved laterally on curves, the journals were displaced longitudinally, giving truck action"

After successful trials in the East (1201) and West (1200), Montreal Locomotive Works delivered 30 G-5bs with mechanical stokers and Elesco exhaust steam injectors. 1946 saw 20 more from MLW and 20 from CLC and 1948 closed out the class with 30 from Canadian Loco.

(See Locobase 2413 for the very similar New South Wales C38. The two classes were designed separately for two very different railways, yet they have a striking resemblance)