Has CPR#2929 left Steamtown yet,,for her new home in Cranbrook,,BC,,??? thank you..PAT

cprh1b@attbi.com

Hello Pat

From my tower window I can see the 2929 coupled up to a string of derelict passanger cars in the Steamtown Yard. No plans for a move as of yet that I am aware of, of course I'm only the dispatcher.

Dave Crosby

bing@epix.net

Because of this board, I became interested in this locomotive and this class. They seem to have good lines and yet are relatively compact. Was this class always used only in commuter service? Will this particular locomotive ever again have a fire in her belly? I'm not familiar with its condition or the Cranbrook operation.

Thanks in advance!


shawsinoly@aol.com

> Because of this board, I became interested
> in this locomotive and this class. They seem
> to have good lines and yet are relatively
> compact. Was this class always used only in
> commuter service?

I cannot comment on her mechanical condition, or how likely a candidate she is for restoration, but the Canadian Pacific 4-4-4's were built for light, fast passenger duty on both inter-city and commuter operations. The wheel arrangement was named the "Jubilee" on account of the fact that the first one's were built in 1935, the 25th anniversary of the reign of King George V (1910-1936), the grandfather of Queen Elizabeth II.

kevingillespie@usa.net

Hello

From what I hear of Cranbrrok, they have an excellent staionary museum. But I'm not privy to their plans for the locomotive.

This class of locomotive was used in communter service, almost exclusively, I've not heard of one of these engines being used for heavy passenger or feright service.

As for as running her again, its not likely for a few reasons. These were fast, but incredebly slippery locomotives, likely not capable of pulling a heavy excursion train. They were hand fired and had 300 psi boilers. Great for engines that made frequent stops and starts, with time in between to build up steam, but not ideal for extended mainline running. Also with these high speeds and frequent starts and stops, extensive wear to the running gear should be anticipated.

Hope this helps.

Dave Crosby

bing@epix.net

>. Was this class always used only in
> commuter service?

These engines were NOT used in commuter service.
They handled small local psgr jobs, branch jobs, and light freight.

Will this particular
> locomotive ever again have a fire in her
> belly? I'm not familiar with its condition
> or the Cranbrook operation.

No way! The head man of the Museum is DEAD AGAINST using up artifacts. He wants things to be around forever, stuffed and mounted.


Old Time Trains
oldtimetrains@rrmail.com

Why can't it be operated? I thought all you do is throw a fire in and take off. What's the big deal?

i wish people who post messages would check the facts. i have seen the cpr 2900s and the 3000s in steam and had some cab rides . they mostly pulled 2 to 4 cars. i think the longest run was mtl to quebec city about 150miles. i also saw two that were used on local way frieght jobs from mcadam nb. to the shore line . the engine driver said he worked harder that the fireman do to the hand screw reverser. and he hated the 2900 for local switching work. that is all buddy bob and i was there.

staybolt2@netscape.net

> These engines were NOT used in commuter
> service.

They certainly were not designed for commuter service but words like "not" and "never" seem to casue some trouble in rail history. :-)

During 1956 (and perhaps longer) #2929 was assigned to the 4:45 commuter run out of Montreal to Sutton. At 69 miles, it was the longest of the Montreal steam commuter trains. There are some really nice photos of her in this service in the book "Magnetic North."

Was the Sutton train a true commuter train or a commuter-hour local? You could argue either way but #2929 was part of the afternoon parade of trains taking workers home from the city.

It is my impression that other 2900's saw very. very limited commuter use while 3000's only held down intercity runs. I have read accounts of at least 2 3000's in Montreal-Quebec City service in 1956.

The difference?

The rod arrangement on the #2900's gave them a better get-up-and-go on a schedule with frequent stops while the #3000's were speed queens.

Rob Davis


trains@robertjohndavis.com

Rob:
I assume by your message that the "3000's" were also "Jubilee's" i.e. 4-4-4's?

Do any survive?

Scott



shawsinoly@aol.com

Hi Scott,

Yes, Sir, the 3000's were Jubilee's.

Rob

> I assume by your message that the
> "3000's" were also
> "Jubilee's" i.e. 4-4-4's?

> Do any survive?

> Scott

To answer the other question.

The CPR bought 5 of the 3000 clas 4-4-4's of which none survived. Two of the 2900's escaped the cutting torch, the 2929 currently at Steamtown and 2928 which is at the Canadian Railway Museum in Delson, Quebec.

The most significant difference between the 2900's and 3000's are as follows:
The 3000's had 80 inch drivers with the lead driver's connected to the cylinders giving it a much longer wheelbase.

The 2900's had 75" drivers and the rear drivers connected to the cylinders.

These somewhat unique engines were the subject of a small B&W picture book (can post publisher & details if anyone wants the info)as well as frequent subjects in many of the BRMNA (Calgary, AB)group's books (also B&W) One of the "CPR in the West" series features a 2900 on the point of 50 car grain train. They certainly were used across the CPR system in all functions.

One comment made to me about these engines in service was that "they wouldn't pull an olive off a toothpick"

Mike N.



mnowell@senstarstellar.com