On Saturday, I took my wife and mother-in-law on an all day excursion on the Canadian Locomotive Company, Kingston, ON Consolidation #2141. This loco worked on the prairies hauling mixed freight until it was sent to work on CN’s line in the Cowichan Valley lumber mills on Vancouver Island until its retirement in 59/60. She sat in the desert sun for 45 years, and had her 300 lb brass bell liberated from her harp three times. After the third, the Kamloops Heritage Railway Society was formed and undertook her reconstruction…a not too tough job because she had been in arid conditions all this time. It took 8 years to get her back on her feet, so to speak. In fact, the transport company hired to take the Old Gal into the back shop insisted that her running gear and drivers be removed to reduce the likelihood of breaking the flatbed. So, it was done. In order to get her into the shed, a team went to a local scrap yard to find steel rollers. The plan was to jack her up and place her back on her wheels. There, on the scrapper’s shop floor was the bell. The owner said if they could prove it was 2141’s bell, they could have it back. The fetched the harp, showed him convincingly how it matched the cutting torch marks, and the bell was restored. Whew!
Here she is in all her glory. Of course, I had to stand in the way of a good shot.
Here is an image taken about 40 minutes out. Gorgeous country!
There were several trestles, none of them very high.
I must have mashed the shutter release, or maybe the focus is out because of rapidly
You guys should get the Order of Canada medal for restoring this great engine, and what a great job, the photo session didn’t include enough photos of the locomotive. again what a addition to Canada’s steam heritage. Now if we could get a few more guys off their duffs and spend some of their money we could get a few more restorable locos running, good on youguys.
From the web site (short version of Crandell’s history):
Consolidation Steam Locomotive 2141 was built in 1912 by the Canadian Locomotive Company in Kingston, Ontario for the Canadian Northern Railway. From 1913 - 1958 her working time was spent on the prairies, in Smithers, B.C. and on Vancouver Island hauling both passengers and freight.
In 1961 the City of Kamloops saved her from demolition. For 33 years she sat on display in Riverside Park. Thanks to the support of the City and the hard work of dedicated volunteer members of the Kamloops Heritage Railway Society, on January 15, 2002 she began a life of steam powered locomotion once again!
Today, the 2141 is one of the oldest operating steam locomotives in Canada. Come along with us as we steam into the past and enjoy the vivid sights and sounds that bring this incredible journey to life!
Crandell, thank’s for an interesting post and photos. I was fascinated by the photo showing a close-up of the loco’s firebox. Although I’ve seen numerous references and drawings of the firebox wrapper being dished to clear the coupled wheels, I’ve rarely seen photos that show that feature clearly. The contrast between the old style of flexible connection between the boiler and frame and the modern flexible stays is also interesting.
I’m not a great fan of Canadian engines generally, but 2141 is quite an attractive little machine, I reckon. You’ve certainly made my day by posting these.
I’m happy you dropped in, Mark. Equally pleased that you find this engine interesting. She is light as 2-8-0’s go, with tractive effort around 36K lbs, but she hauled three coaches and two open air flatcar conversions, plus a caboose up a full 2% grade for nearly 12 miles before she took on water. There were perhaps 12 staff and 170 passengers.
I have a question for you. Facing the smoke box at the vestibule, I noticed two small cranks or windlasses on my left, aft of the engine’s right blast pipe, doing jerky partial rotations in synch with the valve motion. They were near the valve stem. Each of them would move through perhaps 45 degrees of arc with each cycle of the gear. What would they have been?
The only train rides I’ve ever been on was the time my buddy Greg and I hopped a freight train back in the mid 1970s that got going too fast and we ended up riding it over twenty miles before it slowed enough so we could get off, and then the Texas State Railroad a couple of years ago from Palastine to Rusk and back again. It was pulled behind a Consolidation that was built in 1917.
Crandell, it’s funny how some engines just appeal to you straight way. 2141 is one such engine. From the looks of her she’d be an nice engine to work on - everything’s where you can get at it easily. And she’s oil-fired, bliss! No heaving rounds of coal into the box, and no ashpan full of crap and clinker to knock out at the end of the day. Good stuff! [:D]
Light is a relative term - she’d be regarded as a big engine in Australia! Hauling that train up 2% is not a bad performance for an engine that size, although I’m assuming the speeds are fairly low? The line itself looks spectacular, somewhere I’d definitely visit if I travelled to Canada again.
Mechanical lubricators. They’re normally driven from a rod off the valve motion. The cranks you saw are used to prime the lubricator oil lines after the lubricator has been filled, and before the engine is first moved. For them to waggle around as you describe, the ratchets must be worn, allowing the handles to turn with the shafts.
You mention two lubricators, most likely one will be for steam oil, lubricating the valve chests and cylinders, and the oth
Excellent, Mark; I knew you’d fill me in on those items. I suspected they were part of a lubrication system, but I had no idea what they were for. It was weird, and yet awesome, in the literal sense of that word, standing in the vestibule and listening to the heartbeat of that proud old lady. Then my eyes caught these two items doing their “silly dance” and I figured they could not be something related to the valve gear, but perhaps part of the hydrostatic…or would this get-up replace hydrostatic lubricators…dang, another question.
About the speeds, yes they were suitable for this secondary track. I don’t recall that we ever did more than 30 mph, and would guess that we did around 20-25 most of the time. There is a very tight (600’) radius nearly 180 deg curve to effect an interchange between this former CN line and the CPR that runs through Armstrong. He was doing about 10 mph during that time.
Like you say if I understand you, the very clean appearance and lines on this engine are alluring…to say the least. If you happen to have a couple of minutes, well about 20 actually, you can go to www.kamrail.com and find a short video that does a fair job of giving you a feel for her motion and sounds. Nothing like being in that vestibule, though, but you’d feel right at home. [:)]
Crandell, mechanical lubricators pretty much replaced hydrostatic lubricators on new-build locos once superheating became common. As older locos were convered to superheating the lubricators were usually changed out as well.
The video on the website you linked is pretty good, too!
Boy Crandell, you sure don’t do anything halfway, do you? A steam excursion through the foothills of the Canadian Rockies, and a grade crossing accident to boot? I’m guessing that farmer will never fail to stop, look, and listen again. He’s lucky that he learned his lesson so cheaply.
2141 looks very well cared for, mechanical lubricators notwithstanding. Her drivers and running gear look pristine, as if she were ready to pose for a builder’s photo.
That’s an interesting pilot, with that solid sheet metal cowcatcher. I don’t think I’ve seen that style before. The ditch lights make for an interesting look as well. I’m amazed nothing on the pilot was damaged from the impact.
Mark, thanks again. I had a ride in the cab of a 2-8-2T in Port Alberni, a 1926 Baldwin with superheater. I pointed to a brass block with several circular glass portals and asked George Williamson what that was. Hydrostatic lubricator, he replied. So I guess that particular engine was never converted, or maybe they had to resort to that system at rebuild due to scarcity of parts…I didn’t know to ask. I will see him at next spring’s MRR show where I often buy one of his paintings. I’ll try to remember to ask him…he rebuilt the engine, so he’ll know.
It’s good having you here, Mark. Your knowledge gives me a chance to learn…stuff.
Nelson, yeah, it was a “slice” alright. I felt kind of embarrassed right after the accident because as I was recollecting myself I realized that I had been shouting “J… C…!!!” Quite unlike me, but I think it had as much to do with my disbelief that buddy was proceding when we were so clearly and loudly going to meet him partway across the tracks.
I wonder if there are trains in Hell. [V]
The engine was pulling us tender first, so the tender got all of the damage, which fortunately was minor…a bend stirrup on its forward end when the trailer swung around and caught it, and some scraped pain. In fact, I think those hay rolls may have reduced the damage.
Good trip! 2141 is one of the few Canadian operating steamers that I haven’t seen, as I’m usually in the Okanagan during the off-season when she’s not running! Man, BC hogs almost all the steamers…we’ve just got 2816 and that little one a Big Valley to keep us, and you’ve got 2860, 3716 and 2141!
I shouldn’t speed-read, because I forgot that it was the return trip. Still amazing that the tender sustained primarily cosmetic damage, with just a bent stirrup step. Still, I think I would have exclaimed something stronger than J C! [:I]
We also have the 2-8-2T 1926 Baldwin on the Alberni-Pacific in Port Alberni. Not too many years ago, maybe 8 or so, we had the Mikado up at Waas, a logging loco with two blind driver set in the middle of its drivers. And, perhaps a couple of years before that the two truck Shay at the Discovery Centre at Cowichan was running.
I agree, we are doing okay. I hope it stays that way.
