davidmbedard don7: Now that I finally have a workihg camera I thought I should post a picture of the T1a. I am surprised at how well this engine runs. It has great slow speed control and while it is factory painted I am still surprised at how mint it's condition is. Remember, this engine is 30 years old at least. It is a PFM model. Beautiful unit, but for my tastes, I prefer it after they removed the rear sand dome. David B
don7: Now that I finally have a workihg camera I thought I should post a picture of the T1a. I am surprised at how well this engine runs. It has great slow speed control and while it is factory painted I am still surprised at how mint it's condition is. Remember, this engine is 30 years old at least. It is a PFM model.
Now that I finally have a workihg camera I thought I should post a picture of the T1a. I am surprised at how well this engine runs. It has great slow speed control and while it is factory painted I am still surprised at how mint it's condition is.
Remember, this engine is 30 years old at least. It is a PFM model.
Beautiful unit, but for my tastes, I prefer it after they removed the rear sand dome.
David B
I have never seen a T1a new in the box without the rear sand dome have you? I know of a couple that were modified after sale to reflect the one sand box.
This engine will run on 26" track, it has to run slow though.
It will run fine on 28" and up track. When I designed my layout I had not thought of big steam like this so it will run on an oval on a portion of my layout only.
At this point in time I have no plans to re-do my layout but that could change.
Don.
Does that camera have video capability? It would sure be nice to see it in action. That is one nice looking engine.
Brent
"All of the world's problems are the result of the difference between how we think and how the world works."
That's a great looking model, however I'm curious about the light grey smoke box, since any photos I've seen of the prototypes show what appears to be a black smoke box not dissimilar to the boiler casing.
Lavalée's CPR steam, page 212 shows 5904 on the turntable at Field about 1940 and on page 213 5905 at Revelstoke 13 April 1943. Interesting that 5904 still has its rear sand dome while 5905 does not.
Isambard
Grizzly Northern history, Tales from the Grizzly and news on line at isambard5935.blogspot.com
don7 Now that I finally have a workihg camera I thought I should post a picture of the T1a. I am surprised at how well this engine runs. It has great slow speed control and while it is factory painted I am still surprised at how mint it's condition is. Remember, this engine is 30 years old at least. It is a PFM model.
Don,
That is one gorgeous engine.
You may have mentioned this elsewhere in the thread, but if you did, I missed it. What radius curves do you have on your layout, and how does this loco perform on those curves?
Rich
Alton Junction
Took me long enough to figure it out!
Van Hobbies H1b, K1a, T1c, D10g, F1a, F2a, G5a. Division Point: H24-66 Hammerhead, Alco covered wagons A-B-B-A, C-Liner A-B-B-A, EMD FP7A A-B-B.
H1b modified to replicate modern day 2816. All with Tsunamis.
CP guy in TX I hate I pads with their self correcting stuff. You really gotta proofread. Redrivered comes out red riverbed!
I hate I pads with their self correcting stuff. You really gotta proofread. Redrivered comes out red riverbed!
Inserting a hyphen will forestall that problem. "Re-drivered"
I don't know if you were referring to me, but the K1a, the Husons, and the f1a are red riverbed with 75" drivers. 5931 is red riverbed, but the ten wheelers and the other odds and ends are Still ok, at least until I get the right drivers from Greenway.
I have lots of pics, tried making a few videos, posted two of the 2816 on YouTube, but they are hideous.
Working on the photobucket thing, and will hopefully post some soon. The YouTube videos can be seen if you search 2816 or Texas northern model railroad... But I warn you, they're bad
I've just recognized your list of CPR locos - very impressive! Any photos on web?
75" drivers are good for H1b, K1a and F1a's. Did you redriver your D10g and T1c's - 63", G5a - 70" and F2a - 80"?
Isambard As a kid, age 14, I spent the summer of 1949 in Banff and along with many others was on the Banff station platform to witness CPR Selkirk 5935 (Sunset's prototype) on its first run through from Calgary to Revelstoke. That summer I rode down to Field in the cab of a 5400 Mikado and back up to Banff in the cab of a T1b or T1c 5900. There certainly was no fresh air to be had in the Spiral tunnels on the way up the Big Hill! On approaching the portal of the lower spiral, cab doors, windows and hatches were slammed shut and a wad of clean cotton waste was reached for to breath through. The temperature in the cab shot up to perhaps 140 degrees F, oily smoke filled the cab, the noise ot the hard working engine was deafening. Doors, windows and hatches were thrown open on the open stretch between the lower and upper spirals, before buttoning up the cab again. Very fresh air was welcomed on emerging from the upper tunnel. It was truly a memorable experience. 5935 was built by Montreal Locomotive Works in March 1949 and dispositioned by the CPR to the Canadian Railway Museum (Exporail) in St. Contant, Quebec in March 1963. It is stored indoors at the museum, in good condition, and is rolled outdoors for display on rare occasions. Sitting on the fireman's seat of 5935 several years ago certainly brought back memories of that summer of 1949. Ah, if only I could afford a PFM Selkirk or one of Sunset's Selkirk gems!
As a kid, age 14, I spent the summer of 1949 in Banff and along with many others was on the Banff station platform to witness CPR Selkirk 5935 (Sunset's prototype) on its first run through from Calgary to Revelstoke.
That summer I rode down to Field in the cab of a 5400 Mikado and back up to Banff in the cab of a T1b or T1c 5900. There certainly was no fresh air to be had in the Spiral tunnels on the way up the Big Hill! On approaching the portal of the lower spiral, cab doors, windows and hatches were slammed shut and a wad of clean cotton waste was reached for to breath through. The temperature in the cab shot up to perhaps 140 degrees F, oily smoke filled the cab, the noise ot the hard working engine was deafening. Doors, windows and hatches were thrown open on the open stretch between the lower and upper spirals, before buttoning up the cab again. Very fresh air was welcomed on emerging from the upper tunnel. It was truly a memorable experience.
5935 was built by Montreal Locomotive Works in March 1949 and dispositioned by the CPR to the Canadian Railway Museum (Exporail) in St. Contant, Quebec in March 1963. It is stored indoors at the museum, in good condition, and is rolled outdoors for display on rare occasions. Sitting on the fireman's seat of 5935 several years ago certainly brought back memories of that summer of 1949.
Ah, if only I could afford a PFM Selkirk or one of Sunset's Selkirk gems!
There is a 5900 in Calgary rotting away outside, the park arranged to get 5934 but by the time to deliver it, it was being scrapped but they got 5931 instead, when it was first set up they numbered it 5934, but too many railway people suggested it was wrong and it is now 5931, it should have been preserved as a working locomotive. I, along with many Calgarians and railway employees never heard them referred to as a "Selkirk" it was always a 5900.
I run all my brass. Often.
I redriver all of them with Greenway drivers. Bought a pile of 75" drivers when I had a chance to. New drivers make a huge difference with reliable operation.
I red river all of them with Greenway drivers. Bought a pile of 75" drivers when I had a chance to. New drivers make a huge difference
Ah, but all those are very classy beer cans! But I too lust for a T1a. :)
I took soundings yesterday with a knowledgable store owner and operator who trades in brass. He suggested that a T1a, painted and in good running condition would go for around $800; but be cautious - there are some out there, but be sure to check out the drivers (white metal deterioration in some manufactured), get a spare set of drivers, see running before putting money down etc. Unpainted brass in good condition, collector's items, would go for more.
Is there a tally of who made, who imported and who sold T1a's and when?
You paid a fair price for it. I bought my T-1c on evil bay for 650.00, and I had to paint it, redriver it, and install dcc and sound!
I'd give my eye teeth for a T-1a though.
I think CPR streamlining makes the Jubilees, Hudsons, and Selkirks look like beer cans.
Talking to members of the local model railroad club I am advised that the estate buyers who advertise in many of the various model railroad magazines generally do not pay very well at all.
Some of the buyers will take your collection on a consignment basis but watch out as there are all sort of fees they charge. Especially if you want the collection back.
If you have the time E-Bay is the place to sell if you have the time and patience. Also the time of year, the closer to Christmas the higher the prices. Winter, is a better time to sell as more people are active in the hobby and are apt to see your ads. Summer is not a good to time to sell, buy yes but not to sell.
Also note that Canadian HO Brass locomotives usually sell at higher prices than similar American locomotives. Reason being there are not many made.
So how much are these models going for on eBay? Asking because a friend of mine passed away last year, and his son is looking to dispose of his extensive collection of brass. He's not a model railroader, or one who is much into computers, so doesn't have a clue. I'm curious what the market these days is for Canadian brass steam. I assume most of the collection has only been test run, and is in all the original boxes.
Thanks!
Bob Boudreau
CANADA
Visit my model railroad photography website: http://sites.google.com/site/railphotog/
BATMAN Don It may have been an article in "The Spanner" I am just on my way out the door but it seems familiar. http://www.okthepk.ca/dataCprSiding/cprNews/cpNews00/index00.htm http://www.trainweb.org/cprmodeling/col.htm http://www.okthepk.ca/dataCprSiding/articles/200503/colect01.htm http://www.okthepk.ca/dataCprSiding/cprNews/cpNews10/49040100.htm Brent
Don
It may have been an article in "The Spanner" I am just on my way out the door but it seems familiar.
http://www.okthepk.ca/dataCprSiding/cprNews/cpNews00/index00.htm
http://www.trainweb.org/cprmodeling/col.htm
http://www.okthepk.ca/dataCprSiding/articles/200503/colect01.htm
http://www.okthepk.ca/dataCprSiding/cprNews/cpNews10/49040100.htm
You are right, it was the Spanner.
My Grandfather worked for the CPR and was a Roadmaster, I remember reading his issues of the Spanner that he received from CPR after his retirement.
Isambard You are thinking of Henry Blaine Bowen, CPR's chief of motive power and rolling stock from September 1928 to May 1949. The last CPR steam locomotives delivered new were Bowen designed Selkirks 5930 to 5935, delivered in February and March 1949. This may be the article you are looking forward: http://www.trainweb.org/oldtimetrains/CPR/steam_locomotives/connaught.htm
You are thinking of Henry Blaine Bowen, CPR's chief of motive power and rolling stock from September 1928 to May 1949. The last CPR steam locomotives delivered new were Bowen designed Selkirks 5930 to 5935, delivered in February and March 1949.
This may be the article you are looking forward: http://www.trainweb.org/oldtimetrains/CPR/steam_locomotives/connaught.htm
Thanks for the link. It is not the link I was referring to, however it is very interesting. The article I was referring to was mainly about the CPR Pacifics, Mikes and the Hudsons. CPR had so refined these engines that there was no need for enignes such as the Mountains and Northerns which were very common on other railroads.
CPR had two sets of each of these types of engines, but there was no real need for any more.
Actually, the Selkirks were the last steam locomotives delivered to a Canadian railway. After them, the only steam locomotives built were for export, and that lasted until the early 1960s.
I read an article on the web about CPR's chief engineer in the 1950's and his influence on the CPR.
I have since lost the address/location of that article but it was very interesting. I have tried numerous times to locate the article and site but have been unsuccessful.
He was primarily responsible for the large number of dual purpose Pacifics that CPR had in it roster. He also was responsible for keeping CPR using steam and being one of the last to completely switch to diesel power. CPR was still ordering steam engines while most other railroads were fully embracing dieselization.
There was also an article where CPR had studied building cab-forward versions of the Selkirk's due to the smoke problems associated with the long tunnels.
If anyone is aware of that article or knows where it is located on the web would they please post a link.
Isambard The 5900 Selkirks were fitted with a smoke deflector located behind the stack, which was actuated by compressed air controlled from the cab. The Sunset model of 5935 shown in the photo above shows the deflector in its actuated position. Floyd Yates, in the BRNMA publication "Canadian Pacific's Big Hill - A Hundred Years of Operation" (first printing 1985, fourth printing 1995) notes that the smoke deflectors were generally not used and frequently dismantled by the engine crews.
The 5900 Selkirks were fitted with a smoke deflector located behind the stack, which was actuated by compressed air controlled from the cab. The Sunset model of 5935 shown in the photo above shows the deflector in its actuated position. Floyd Yates, in the BRNMA publication "Canadian Pacific's Big Hill - A Hundred Years of Operation" (first printing 1985, fourth printing 1995) notes that the smoke deflectors were generally not used and frequently dismantled by the engine crews.
The picture I posted has the smoke deflector in the working position, but it is can be moved to the normal position.
CZ
I bought a PFM/VH T1c in the spring...
Problem is, the original owner tried to convert it to a non-streamlined version, and removed the pilot and smokebox front. The trailing truck is also broken. He had this hideous plow/pilot that he wanted to solder on but never did.
One of the members of the NMRA division I belong to is a master at brass and volunteered to help me restore it to it's glory. He has all the equipment (resistance rig, etc.,) to do this. He makes models as a sideline (the masters for limited production models of freight cars) so he is very good at things like this. After that it will be painted and decaled (hoping to find CDS decals for it).
Thanks for the story about climbing up the pass in the spirial tunnels. I suspected that smoke would fill the cab during those long periods of time in the sprial tunnels. Do you know if the locomotive had a smoke hood to assist with the smoke going back over the locomotive?
Almost any long tunnel posed a problem for a steam locomotive working hard since the steam exhaust is very hot and the locomotive had to be fired hard to keep steam up while pulling up grade. The oil smoke is a heavy oil type which tended to downward very fast in the tunnel.
That is the main reason the Southern Pacific used the Cab Forward design locomotive to keep the crew out front of the smoke in the tunnels and snow sheds.
Ooops! Draft sent in error, now deleted.