History of the 141 R - A Precursor to CSR's New White Paper

Preserved 141-R 1199 sits at the Vailleneuve-Saint-Georges on May 5, 2007. Didier Duforest Photo - Wikimedia Commons

CSR will be releasing its newest White Paper, the Development of Modern Steam 4: Advanced Internal Water Treatment, to its Supporters later this week (one benefit of being a CSR Supporter is receiving advanced copies of White Papers). The paper will be released to the public in mid-February.

On this #TechTuesday, we wanted to take a moment to discuss the unique history of French State Railways'(SNCF) Class 141-R, a series of more than 1,300 U.S.- and Canadian-built 2-8-2's used overseas. Covered in greater detail in the upcoming White Paper, the 141-R served as test bed locomotives for an advanced internal boiler water treatment that eventually led the way to that which CSR's Director of Engineering Shaun McMahon has been utilizing in locomotives for the past 24 years. Of note is that this predecessor treatment resulted in a 90% reduction in boiler maintenance, allowing the locomotives to operate in excess of 1,000,000 kilometers with next-to-no boiler maintenance issues!

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General Steel Castings advertisement from the era - click to enlarge.

When the French entered the World War II, the country had more than 17,000 operable steam locomotives to haul its trains - shortly after Liberation, however, only 3,000 remained in operation. The SNCF needed a rugged, light-weight, and powerful dual-purpose locomotive to aid in reconstruction, and they turned to North America for a solution.

That solution evolved into the 141-R, a 256,000 pound 2-8-2 (known as 141 in France where steam engine configurations are designated by axles not wheels) that could pump out 44,500 pounds of tractive force through its 65 inch driving wheels. These locomotives were without a doubt the most advanced 2-8-2's ever manufactured in mass quantity (1,340 were manufactured by a combination of ALCO, LIMA, Baldwin, and MLW between 1945 and 1947, but 17 were lost at sea with their ship during a storm).

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This comparison of drawbar horsepower between Kylchap and standard exhaust speaks to the benefits of proper steam handling - click to enlarge.

Locomotives 141 R 1 - 141 R 1100 featured traditional U.S.-style bar frames, spoked driving wheels (save for the main drivers, which were Boxpok) and roller bearings on lead and trailing trucks, as well as on the tender trucks. The exciting developments came with 141 R 1101 - 141 R 1340, which were equipped with the latest in technologies, including:

• One-piece cast steel frame;
• Roller bearings on all engine and tender axles;
• Boxpok wheels on all driving wheels;
• Chapelon-invented "Kylchap" Exhausts straight from the factory;
• Open-type feedwater heaters;
• North American multiple throttle front end; and
• All other advances afforded to larger locomotives in the U.S. and Canada at the time.

The photographs below, courtesy of Creative Commons, show many of the advanced features of the 141-Rs.

Bar frame-equipped 141-R 568 in 1981.

Again 141 R 568 - note traditional non-cast trailing truck.

General Steel Castings trailing truck and roller bearing axles.

Front three quarter view of late-model 141 R 1199, a Baldwin Locomotive Works product

Overview of preserved 141-R 1199

This GSC photograph shows a late-model 141-R one-piece cast frame

Cold water feedwater pump and cast Delta trailing truck

Cast Delta trailing truck and roller bearing axle

65 inch Boxpok wheels

Boxpok wheels, Laird Crosshead and mechanical lubrication - all hallmarks of North American origin

Overview showing cab design and washout plug orientation

The locomotives were found to be incredibly reliable and robust by many at SNCF. At the time, many locomotives previously in service in France had been of more-than two cylinder design, often compounded with inside and outside cylinders (see CSR White Paper on Chapelon), which often led to higher maintenance costs.

By means of comparison, the following table shows the difference between the SNCF 141-R and Southern Railway 4501 here in the U.S.

CATEGORY	SNCF 141-R 1199	SOU 4501
General Classification	2-8-2	2-8-2
Service	Dual Service	Freight
Fuel (Current)	Oil	Coal
Builder	Baldwin	Baldwin
Year Built	1947	1911
Tractive Force, lbs.	44,500	53,900
Weight in Working Order, lbs.	256,000	272,900
Length, Wheelbase, locomotive, ft.-in.	79-2	77-1
Boiler Pressure, lbs. (Designed)	220	205
Firebox Grate Area, Sq. ft.	55.5	54
Engine (Bore x Stroke), in.	23.5 x 28	27 x 30
Driving-wheel Tread Diameter, in.	65	63

The 141-R locomotives operated on SNCF from 1945 until 1975. Fortunately a number of 141-R's have been preserved, of which at least six, four in France and two in Switzerland, are in operational condition. The video below shows one of the Swiss locomotives in service a few years ago.

Check Out 141-R 1244 In Action in 2012

Stay tuned for the release of CSR's newest White Paper in mid-February.

Refined Mission and New Website

2015 flew by almost as fast as this ATSF express passenger train... almost! Photograph by Jack Delano, LOC.

The year 2016 is off to a strong start here at CSR. The following are brief insights into some of the exciting news.

Refined Mission

As has been said many times before: “the only constant in life is change.” So too is it important for us here at CSR to continue to focus on the work we perform and the goals of the organization to ensure that we are striving to realize our mission.

The original mission of CSR, written back in 2011, was as follows: 

to conduct bio-fuel research; to research and develop sustainable railroad locomotives; to investigate associated sustainable technologies; and to conduct education and outreach about sustainable railroad locomotives

The CSR Board of Directors put considerable thought into the existing mission of the organization, the ways in which our actions line up with that mission, and what will be needed to ensure continued prosperity of the not-for-profit. After significant consideration, two board meetings, and numerous iterations, the CSR Board voted unanimously to refine the CSR mission to as follows:

CSR is dedicated to:

INNOVATION – supporting and advancing sustainable modern steam, fuel, energy, and transportation technologies

PRESERVATION – promoting the safe and efficient operation and preservation of historic rail equipment

EDUCATION – supporting and conducting educational and informational activities to increase awareness of sustainable and historical technologies

This revised mission is in harmony with the initial goals of CSR, but focuses the group’s efforts on three important areas, each of which is being addressed by CSR's various technological developments. The three graphics below speak to each of those three core areas:

INNOVATION • PRESERVATION • EDUCATION

New Website

Accompanying the ratification of CSR's revised mission is a new website that provides a more user friendly way of receiving information from CSR (which, if you are reading this, you have found!). The new website had been under construction for some time, and its release around the New Year coincided with an added dedication to web security as sites similar to CSR's old homepage were subject to a continually increasing barrage of web attacks (which CSR was fortunate to avoid).

This new site provides information pertaining to all portions of CSR's undertaking, including its work with former ATSF steam locomotive 3463. The work with ATSF 3463 has been on hold since 2013 following a challenge to CSR's ownership of the locomotive. CSR took the challengers to court in Topeka, Kansas, to seek clarification as to the title of the locomotive, and those legal proceedings are ongoing. That said, CSR's plans with the locomotive remain unchanged and are intended to be undertaken in accordance with its mission. Also note that throughout the duration of the litigation, CSR has continued to remain the owner of the locomotive, including maintaining responsibility for insurance, power, and other associated duties related to ATSF 3463.

Take a look through the site at your leisure and, as always, please do not hesitate to let us know if you have any questions or comments.

CSR Engaged by Kentucky Railway Museum to Conduct Engineering Assessment of 110-year-old Steam Locomotive

The Kentucky Railway Museum (KRM), owner and operator of former Louisville & Nashville Railway steam locomotive number 152 (L&N 152), has engaged the Coalition for Sustainable Rail (CSR) to serve as consulting engineers in returning the 110-year-old locomotive to operation.

 Locomotive 152, a 4-6-2 Pacific, was the first artifact acquired by KRM upon its founding in 1954. The engine was rebuilt by volunteers from 1972 to 1985, and a series of excursions on Seaboard System and Norfolk Southern followed in the late 1980's. Since 1990, the engine has run passenger excursions on KRM's 17 miles of track, and had extensive firebox work done from 1996-1998. The locomotive was again taken out of service in 2011 just prior to its flue time expiring. KRM is undertaking this detailed study of the locomotive to determine the scope of work required to place the engine back into service.

 “Our work with KRM is a great opportunity to help educate a passionate museum volunteer force and to study in great detail the effects of nearly a century of use on locomotive boiler systems,” explained CSR President Davidson Ward. “Of particular importance is the opportunity to help newer volunteers understand acceptable standard repair practices which meet federal requirements and safety standards. This will greatly contribute to the longevity of the locomotive and the KRM steam program.”

“In making our selection of an Engineering Consultant, the Coalition for Sustainable Rail stood out because of its Team Members’ varied practical expertise. ”

— Rob Minton - KRM

 The CSR Engineering Team will work hand-in-hand with KRM volunteers and staff in completing the inspection. Already, the 152 Restoration Committee and its volunteers have begun preparing the locomotive and boiler for inspection, including removal of boiler tubes and flues, boiler jacketing, firebox components and more. Once the pressure vessel and locomotive are cleaned and ready for inspection, CSR will send a crew to inspect the boiler ultrasonically and perform an inspection of the overall locomotive and tender to determine what work needs to be done to return the locomotive to service.

 “In making our selection of an Engineering Consultant, the Coalition for Sustainable Rail stood out because of its Team Members’ varied practical expertise, including experience on successful programs such as Santa Fe 3751, and Southern 630 and 4501, and their willingness to help us meet our goals for the project,” explained KRM 152 Project Manager Rob Minton. “We wanted to partner with a group of steam technicians that were both experienced with hands-on work and detailed engineering analysis to assist our team of volunteers.”

 The KRM Steam Crew consists of about 15 volunteers led by Mark Johnson in the role of Master Mechanic and draws heavily on the experience of Joe Bratcher, Lewis Hicks, and Carl Cruger of the original restoration team. The CSR Engineering Team undertaking this work include its Senior Mechanical Engineer Wolf Fengler, MSME, Director of Project Management Rob Mangels, President Davidson Ward, and Technical Advisor Shane Meador.

 “Keeping 110-year-old locomotives under steam safely and efficiently is of extreme importance to the continued operation of historic rail equipment in the U.S.,” said CSR’s Wolf Fengler. “As we have done with our work on the Harz Narrow Gauge Railways in Germany, our Engineering Team is prepared to undertake this work with the highest regard for safety, technological soundness, and, above all, historical integrity.”

Volunteers begin process of removing superheater units - C. Buccola

Preliminary inspection on L&N 152 by KRM Volunteer Bradey Sanker - C. Buccola

Removing the cab from 152 - C. Buccola

Insulation being removed from 152 this Fall - C. Buccola

TECHNICAL SPECIFICATIONS OF L&N 152

This builders photograph of sister locomotive 151 shows how the engine appeared 110 years ago.

The table below outlines the detailed technical specifications of L&N 152. From the KRM website: 

L&N #152 is a 4-6-2 Pacific type locomotive built in 1905 by Rogers Locomotive Works. #152 is the official steam locomotive of the Commonwealth of Kentucky as designated by an act of the Kentucky Legislature. It is also listed on the national registry of Historic Places by the U.S. Department of the Interior.

CATEGORY	L&N 152
General Classification	4-6-2
Service	Passenger
Fuel (Current)	Coal
Builder	Rogers
Year Built	1905
Tractive Force, lbs.	28,991
Weight in Working Order, lbs.	187,800
Length, Wheelbase, locomotive & tender, ft.-in.	61-7
Boiler Pressure, lbs. (Designed)	200
Firebox Grate Area, Sq. ft.	45
Engine (Bore x Stroke), in.	20 x 28
Driving-wheel Tread Diameter, in.	69

ABOUT THE KENTUCKY RAILWAY MUSEUM

 The Kentucky Railway Museum is a 501 (C) (3) Non-Profit Organization chartered in the Commonwealth of Kentucky for the purpose of educating the public regarding the history and heritage of Kentucky's railroads and the people who built them. This is accomplished through the acquisition, restoration, preservation, display, and operation of historic railroad equipment. The museum owns 17 miles of track (formerly part of the L&N Lebanon Branch), and operates excursion trains between New Haven and Boston, KY.

Website: www.kyrail.org
Office phone:  800-272-0152
Facebook: The Kentucky Railway Museum and Crew 152

New CSR Advisor - D. Shane Meador

Shane Meador stands beside 4501 as he starts up its cross compound air pump.

On this #techtuesday, we are pleased to announce that CSR has appointed D. Shane Meador to serve as a technical advisor of the organization. Meador is no stranger to steam, having led the rebuilding of Southern Railway steam locomotives 630 and 4501 at the Tennessee Valley Railroad Museum (TVRM). He began his railroad carrier as a summer steam locomotive fireman at the Tennessee Valley Railroad Museum in 1994 and qualified as a locomotive engineer in 1996 on steam and diesel locomotives. After being honorably discharged from the United States Navy, Meador began working for Norfolk Southern Railway as a Machinist in Chattanooga, while still continuing part time duties at TVRM coordinating the Southern 630's restoration.

Starting in 2010, Meador was offered the opportunity for a 3 year leave of absence from Norfolk Southern to manage the steam locomotive projects for use on Norfolk Southern's 21st Century Steam program at TVRM. During that time, he successfully led the extensive restorations of Southern steam locomotives 630 and 4501 back to mainline service. By creating a safe, positive, and educational atmosphere, he was able to recruit and retain volunteers throughout the project which helped to reduce labor costs significantly. Shane has operated all 4 steam locomotives currently participating in the Norfolk Southern's 21st Century Steam program on 6 Divisions traversing thousands of miles on mainline track.

Meador keeps a close eye on cylinder boring work on Southern 630.

Meador's background, leadership, and experience in locomotive management, personnel management, restoration project management, maintenance, and safely operating these unique and historic machines will be of significant benefit to CSR as it continues its dedicated work to keeping historic machinery operating safely and efficiently in the 21st Century. We are excited to have his input here at CSR moving forward.

HSB Update - a Primer on the Master Mechanics' Front End

On this #techtuesday, learn all about the Master Mechanics' Front End and how CSR is implementing one on a 1918-built 0-4-4-0T on Germany's Harz Narrow Gauge Railways. Read all about it in CSR's RESEARCH section.

This image shows Harz Narrow Gauge Railways 2-10-2T number 99 7241 as it battles the 3.3% grade between Schierke and the Brocken. Locomotive 7241 was built in the mid-1950's in East Germany and is one of 17 on the HNGR (currently 12 are in service). Known as the "new build" locomotives, these sizable engines are the standard power in the Harz.

John Philip Sousa: 3 | Steam Trains: 0

Perhaps no musician gets played more on the Fourth of July than John Philip Sousa. He was a prolific composer and band leader, traveling the world in the time of passenger trains and steam ships (the band traveled more than a million miles by train!).

Little known is the fact that Sousa and his band were involved in no fewer than three train accidents throughout their career. This image shows band members standing in front of their train, which had experienced a head on collision on the The Northern Pacific Railway in 1899 as they headed from Portland to Spokane. Sousa's band also endured two other derailments in the 1920's, one near Rochester, New York and one near Walsenberg, Colorado.

See Tracks? Think Train!

Wishing all a happy, and safe, Fourth of July!