Class 141.R | TrainsDepot.org

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Source: fr.wikipedia.org

Class 141.R

Vehicle type:

Steam locomotive

Registration country:

France

Railway companies:

SNCF - Société Nationale des Chemins de Fer français

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In service:

from 1945

Era:

III

Built by:

Gauge:

Standard gauge (1'435 mm)

Wheel arrangement:

1′D1′

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1945

At the end of World War II, there was a significant shortage of locomotives. To quickly address this need, a large number of locomotives were ordered from major American and Canadian manufacturers under the Lend-Lease Program, not the Marshall Plan as is often mistakenly cited. The design was based on the Green Bay & Western Railroad’s Mikados, modified to meet the requirements of the French railway, SNCF. These modifications included adjustments to fit the SNCF loading gauge, European couplers and buffers, left-hand drive, unique smoke deflectors, and, in some cases, a Kylchap exhaust system.

The initial order of 700 locomotives was placed in February 1945, with production distributed among Baldwin Locomotive Works, American Locomotive Company, and Lima Locomotive Works. A second order of 640 locomotives followed, which included contributions from Canadian manufacturers Montreal Locomotive Works and Canadian Locomotive Company. Most of the second batch were oil burners, a shift from the coal-fired design of the first batch, driven by post-war coal shortages and the need for more efficient fuel use.

The adoption of oil-fired locomotives allowed for significant savings in coal consumption, which was in high demand, and enabled a greater operational range—700 km compared to 400 km for coal-fired engines. This efficiency, however, required substantial changes in depot operations. The locomotives earned nicknames from their crews based on their fuel type: “mazoutières” for oil burners and “charbonnières” for coal-fired engines, with oil burners also referred to as “les goudronneuses” due to their tar-like emissions.

After World War II, American manufacturers significantly increased their production capacity due to the war effort. From July 1945 to May 1946, they built 700 of the 141 R locomotives in just eleven months, achieving an impressive production rate of almost three engines per day at its peak. In contrast, the French locomotive industry, weakened by the war, took four years (from June 1948 to July 1952) for Schneider to deliver just 35 locomotives of the 241 P series to the SNCF.

Maintenance of the 141 R Locomotives

Like other steam locomotives, the 141 R required periodic maintenance based on a well-defined cycle. This included VPL (Periodic Inspection with Washing every 45 days), VPFA and B (Cold Periodic Inspection every three months (A) or six months (B)), and VPP (Periodic Inspections under Pressure) between VPL and VPF.

The 141 R locomotives proved to be particularly economical to maintain, ranking well ahead of other series in the SNCF fleet. Maintenance required 27 hours per 1,000 kilometers—20 hours for routine maintenance, five hours for VPF, and two hours for intermediate inspections—compared to an average of 50 hours for other locomotive types. By 1955-1960, this figure had decreased to 22-23 hours per 1,000 kilometers.

Major overhauls involved meticulous inspections of all components, requiring the separation of the boiler from the wheelset and the re-profiling of axles when needed. Initially, these overhauls were scheduled every 120,000 kilometers for locomotives with plain bearings and 140,000 kilometers for those with roller bearings, with an intermediate revision (R) midway. The robust construction of the 141 R allowed these intervals to be gradually increased—by 1958, they were at 165,000 and 185,000 kilometers, and by 1970, they had reached 175,000 and 200,000 kilometers for locomotives 1101 to 1340. In practice, some locomotives managed to accumulate up to 230,000 kilometers between major overhauls without incidents.

In 1948, when the entire fleet was received, 576 major overhauls were performed, increasing to 715 in 1949. From 1960-1962 onwards, the number of overhauls gradually decreased, as did the hydraulic tests on steam equipment, which were combined with major overhauls. These tests required stripping the boiler and verifying it at a pressure of 20-24 hpz in the presence of a local mining engineer. The expiration period for this operation was 10 years for the boiler and eight years for air tanks, tested at 14 hpz. In anticipation of the end of steam traction, hydraulic tests and major overhauls were discontinued in 1968.

Most major repair centers had ceased these operations earlier, either to focus on maintaining modern equipment or due to permanent closure. However, several of the 170 locomotives designated for the cold reserve in 1971 had their service lives extended by undergoing an RI2 inspection, a type of disguised overhaul, in 1969-1970 at select depots. This type of revision ended in 1971, with only 35 locomotives receiving treatment. The last significant overhauls were performed on locomotives 114 and 1099 at Cherbourg in April 1971 and on locomotive 584 at Thouars in May 1971, marking the final major “surgical interventions” on the 141 R “Liberation” locomotives.

Service Mileage of the 141 R Locomotives

The monthly mileage covered by the 141 R locomotives varied significantly depending on their role and the period in question. On average, these locomotives regularly covered between 10,000 and 12,000 kilometers per month, but during the summer, peaks of up to 18,000 kilometers were often recorded, particularly in Nice and Marseille. The coal-fired locomotives generally saw less use compared to the oil-fired ones, with the latter being more frequently employed in extensive passenger services, while the former were primarily used for RA-RO (freight) trains.

To illustrate the decline in service towards the end of their operational life, here are the total distances covered by the few remaining 141 R locomotives in 1973 and 1974:

• 1973: Sarreguemines (68,271 km), Le Mans (586 km), Vierzon (12,380 km), Nevers (41,439 km), Vénissieux (2,786 km), Narbonne (18,685 km) — Total: 144,147 km.
• 1974: Sarreguemines (8,946 km), Le Mans (586 km), Nevers (522 km), Vénissieux (1,336 km), Narbonne (428 km) — Total: 11,818 km.

For comparison, the total distance covered by these locomotives in 1973 was similar to what a single 141 R in Nice would have covered in a typical year.

Regarding the total mileage accumulated since their entry into service, there was considerable variation. The oil-fired locomotives outperformed the coal-fired ones, having been used more intensively and decommissioned later. The reasons for these differences include the location of their operation, fluctuations in traffic, the nature of the services they performed, extended downtimes due to accidents or repairs, prolonged storage periods (sometimes lasting 18 months to two years), and early retirements.

On average, each of the first 700 coal-fired 141 R locomotives covered about 1,200,000 kilometers, while the oil-fired locomotives (numbers 1201 to 1219 and the 20 that were converted to oil in 1956) averaged around 1,500,000 kilometers. More than thirty locomotives from the 1101 to 1340 series surpassed the two-million-kilometer mark. The 141 R 1158 from Narbonne holds the record with 2,464,677 kilometers—more than 60 times the circumference of the Earth!

1945

July 30

The first 141 R locomotive, built by Lima, was completed on July 30, 1945. The first to arrive in France, number 141 R 466, was unloaded at the port of Marseille on November 17, 1945. The final locomotive in the series, number 141 R 1340, was completed by the Canadian Locomotive Company in July 1947 and arrived in France at the port of Cherbourg on September 5. Tragically, 17 locomotives (numbers 141 R 1220–1235 and 141 R 1241) were lost at sea when the Norwegian ship MS Belpamela sank during a storm off Newfoundland on April 11, 1947. As a result, only 1,323 of the originally ordered 1,340 locomotives were delivered to and entered service with the SNCF.

The 141 R locomotives represented a significant technological advancement for the SNCF. The later models (141 R 1101–1340) featured modern construction techniques, such as Boxpok wheels, roller bearings on all driving and coupled axles, and a nearly indestructible one-piece cast steel frame. These features, combined with the reliable bar frames and axle box bearings in the earlier models (141 R 1–1100), made these locomotives both powerful and economical to maintain, with some achieving up to 230,000 kilometers between major overhauls. They were also more comfortable and user-friendly for the crews, featuring fully enclosed cabs with ergonomic controls, mechanical coal feeders, and, for the oil-fired models, simplified operation.

The 141 R locomotives were “banalisées,” meaning they were not assigned to specific crews, which was a departure from traditional practices. The last 141 R in service with the SNCF, number 141 R 1187, operated a special run on October 19, 1975, between Lyon and Veynes. Additionally, four locomotives from the Narbonne depot were leased to the Hellenic State Railways from November 1973 to April 1974.

Sources: https://en.wikipedia.org/wiki/SNCF_Class_141R

1961 - 1962

In 1961, several 141 R locomotives (R 985, 994, and 1285) were transferred from Caen to Boulogne to prioritize their use in hauling auto-train services (GL/LG and FL/LF) on the Boulogne – Amiens and Calais – Lille routes. These locomotives were chosen because their exhaust design prevented the projection of cinders that could damage the transported cars’ exteriors. Meanwhile, the electrification of rail lines continued, with 25,000 volts reaching Châlons, Château-Thierry, and powering the short segment of Line 10 between Blesme and Saint-Dizier. As a result, steam operations were phased out at Metz-Frescaty, Châlons, and Vaires, followed by Creil and Tergnier under the new electric control.

By 1962, the decline of the 141 R locomotives became more pronounced. Electrification expanded to key lines, including Paris-Est – Château-Thierry, Épernay – Reims, Tergnier – Aulnoye, Béthune – Dunkerque, and Miramas – Marseille. Despite efforts to reassign locomotives, many were retired, particularly in the East at Vaires, Châlons, and Reims, and in the North at Tergnier and Aulnoye. Consequently, storage yards at Amagne and Hirson became filled with around fifty locomotives placed in long-term storage or deferred maintenance, with some receiving preservation measures.

The dominance of the RM (regional management) was no longer sustainable. After years of receiving locomotives from the South-East since 1952, several 141 R units from Avignon and Nîmes were transferred to Le Mans, Nantes, Saint-Brieuc, Grenoble, and Annemasse. Meanwhile, the overly large locomotive fleets in the East and North were redirected to the South-East, particularly benefiting the depots at Dole and Nevers, the latter preparing to replace Pacific locomotives on the Bourbonnais line.

Sources: https://www.lettreducheminot.fr/materiel/etait-vie-rail-36-fin-141-r/

1963 - 1967

By January 1, 1963, twelve 141 R locomotives had been officially removed from the inventory, and about fifty more were out of service, placed in deferred maintenance. The South-East region now managed the largest number of locomotives, surpassing the rapidly declining RM (Regional Management) and the West. Many locomotives from the East and North regions had already disappeared, and this trend continued. Nevers became the best-equipped depot with 113 locomotives, followed by Blancarde with 76. The service of 141 R locomotives was significantly reduced in the East and North regions, while in the West and South-West, where electrification had not yet reached, these machines maintained their positions.

In 1964, the 141 R locomotives faced a new challenge: the arrival of large diesel engines from the 67000 and 68000 series. These diesels disrupted the operations of the Mikado locomotives on key routes like Paris – Cherbourg, the Tarentaise, and Lyon – Grenoble. Environmental concerns in Vierzon led to a switch from coal to oil-fired locomotives to reduce pollution. The continued electrification of lines, such as Lille to Hazebrouck and Maubeuge to Jeumont, further diminished the role of steam locomotives, leading to their transfer to the South-East or placing them in storage.

In 1965, the heavy dieselization progressed, particularly in Auvergne and Dauphiné, where the 141 R locomotives were increasingly replaced by diesel engines. In Brittany, the combination of diesel and electric traction made the 141 R redundant, leading to their reassignment to other depots. By 1967, the electrification of the Paris – Le Havre line resulted in the disappearance of steam locomotives from key depots like Sotteville and Le Havre.

Throughout this period, the number of coal-fired 141 R locomotives was drastically reduced across all regions. The withdrawal of oil-fired locomotives also began, particularly in the RM region, where dozens of units were retired due to the exhaustion of their service routes and the obsolescence of their boilers. By 1967, with the continued expansion of diesel and electric traction, the steam era was rapidly coming to an end, marking the final phase of the 141 R locomotives’ service on the French rail network.

Sources: https://www.lettreducheminot.fr/materiel/etait-vie-rail-36-fin-141-r/

1968 - 1971

By 1968, the American Mikado 141 R locomotives had become the dominant steam engines, as all other steam locomotive categories, such as the 241 P, 150 P, 141 P, 141 C (West), and 141 E/F (South-East), were phased out, much to the dismay of steam enthusiasts. The 141 R locomotives continued to operate, particularly in the East, North, and West regions.

However, the prestige of being the last steam locomotives in service did little to stop their decline. By January 1, 1968, the inventory had fallen below 1,000 units, with only 907 locomotives remaining (447 coal and 460 oil-fired), of which 76 were in deferred maintenance and unlikely to return to service.

The number of depots housing 141 R locomotives had dropped to 28, with Nevers still leading with 116 operational engines, followed by Le Mans with 81, Miramas with 69, and Nantes with 61, though Nantes was nearing the end of its operations. In 1968, many locomotives were regrouped to streamline operations and make way for modern engines. Depots in Nîmes, Grenoble, Nice, Blainville, Laon, and Nantes were closed as dieselization continued to expand, especially in the East around Châlons, Nancy, and Strasbourg. A new depot was established in Chaumont to handle the last remaining 141 R locomotives.

By 1969, the number of 141 R locomotives continued to decrease rapidly. The West region consolidated its operations by closing the depots at Mézidon and Saint-Brieuc. Le Mans, with 108 locomotives, became the primary hub, covering a large territory alongside Auray. However, the removal of water and fuel supply points began to limit the operational range of these locomotives. In the North, the electrification of the Creil – Épluches – Achères line led to the closure of the Creil depot. The decommissioning of express services in Vierzon and Bordeaux resulted in the transfer of additional locomotives from the RM region, where they were less needed.

In the summer of 1970, the West region decommissioned its coal-fired locomotives at Argentan and Le Mans, concentrating the remaining operational engines at the Thouars depot. The electrification of the Mulhouse to Dole line further reduced the need for steam, leading to the closure of depots at Mulhouse-Nord, Belfort, and Dole.

By January 1, 1971, only 484 locomotives remained in service, including 253 oil-fired units spread across 19 depots. The dominance of diesel and electric traction continued to grow. The North region closed the Boulogne depot, maintaining only a cold reserve of 20 engines at Beauvais. The South-West followed suit, withdrawing the 141 R from Bordeaux as diesel engines became more prevalent. In September, steam operations ceased in Annemasse after the electrification of the line from Bellegarde. By October, the West region closed its last three steam depots at Le Mans, Auray, and Thouars. Around the same time, operations ceased at Chaumont and Miramas, and Nevers reduced its activity to occasional services to Moulins, Vierzon, Montchanin, and Chagny.

The National Cold Reserve

In response to directives from the supervising ministry, the SNCF’s Directorate of Equipment and Traction recognized the need to establish a national cold reserve of 170 locomotives by the end of 1971. These locomotives were to be kept in perfect working condition to meet any potential needs. By 1970, it became necessary to reassess future requirements, taking into account the actual mileage of the machines and the experience gained with heavy diesel traction.

As of January 1, 1972, a reduction of 20 units was implemented, and the usable fleet was restructured across selected geographical centers:

• 70 coal-fired locomotives: 20 in the East at Sarreguemines, 20 in the North at Boulogne, and 30 in the South-East at Nevers.
• 80 oil-fired locomotives: 25 in the West at Le Mans, 20 in the South-West at Vierzon, 15 in the South-East at Vénissieux, and 20 in the RM region at Narbonne.

This brought the total to 150 locomotives. The primary advantage of this policy was the strict limitation on the number of intermediate overhauls required in 1971. Occasionally, some locomotives from the cold reserve had to be reactivated to support either other 141 R locomotives still in intermittent service or thermal traction needs. This occurred several times in 1972, particularly at Sarreguemines, Vierzon, Narbonne, Vénissieux, and Nevers, due to increased traffic during peak travel periods, such as the year-end holidays, Easter, and the summer season. Additionally, from August to October, a blockage of the main tracks at Chindrieux in Savoie led to a slight resurgence in steam locomotive operations from these depots.

By January 1, 1973, the cold reserve had decreased to 68 locomotives, which were seldom used during that year. In 1974, further reductions occurred in January and April, leading to the near-complete dissolution of the reserve by the end of December.

As of January 1, 1975, only eight 141 R locomotives remained on the official SNCF roster: R 1187 at Vénissieux and R 1126 at Narbonne, both granted test extensions and reserved for commemorative or special trains; and R 754, 802 at Le Mans, along with R 840, 1108, 1163, and 1332 at Vierzon, all approaching the end of their service life.

Sources: https://www.lettreducheminot.fr/materiel/etait-vie-rail-36-fin-141-r/

1972 - 1973

By 1972, steam traction had largely disappeared from the French railways, with the Northern and Western networks having completely abandoned it. In the East, only a small contingent of 141 R locomotives remained active at Sarreguemines, where about half a dozen engines occasionally shuttled to Hausbergen, Béning, Sarrebruck, and hauled military trains to Bitche in double traction. The Vierzon depot’s operations were limited to short runs to Saint-Pierre-des-Corps and Saincaize, and the Nivernaises locomotives were rarely seen, only operating on the Étang – Montchanin line. In the Lyon region, the 141 R locomotives at Vénissieux saw little activity, occasionally leading RO convoys to Grenoble. Narbonne was the last depot to maintain a regular summer schedule, handling some freight trains and temporary express services between Perpignan and Port-Bou.

By January 1, 1973, the inventory of 141 R locomotives had dwindled to 86, including 42 oil-fired units, with 236 others awaiting scrapping. The closure of cold reserves at Chaumont and Boulogne, and the reduction of the reserve at Le Mans, left only a handful of operational centers: Sarreguemines, Vierzon, Nevers, Vénissieux, and Narbonne. These depots provided minimal support to diesel traction, with daily service often involving no more than 21 locomotives across the entire SNCF network, and on some days, none at all. The era of steam locomotives had effectively come to an end, with only ghostly appearances of the 141 R in their final years.

Sources: https://www.lettreducheminot.fr/materiel/etait-vie-rail-36-fin-141-r/

1974

In 1974, the large-scale delivery of 67400 class diesel locomotives, intended to replace steam traction and provide a more manageable national reserve, hastened the final decisions regarding the retirement of the 141 R “Liberation” Mikado locomotives, whose name had become a distant memory.

As of January 1, 1974, only 61 of these locomotives remained in service. During the first quarter of the year, only four locomotives—R 73, 420, 568, and 654—continued to operate in Moselle, and even then, at a very low frequency. Faced with the high costs and complexities associated with maintaining steam operations—such as keeping the locomotives in good working order, restarting them, reducing facilities, managing specialized personnel, and addressing technical challenges—the transportation management decided in late March to further reduce the steam locomotive fleet. Only about thirty units were kept, primarily for potential non-commercial uses, such as leasing to third parties for steam production. However, as these remaining locomotives approached the end of their service life due to technical limitations, their numbers dwindled further in the second half of the year.

On March 28, 1974, after 28 years and four months of service, the last 141 R steam locomotive, R 73, made its final run on a regular freight train, hauling RO 51 083 from Béning to Sarreguemines on the Eastern network. Unlike the celebrated retirement of R 466, which had been adorned with flags and cheered on by a crowd, this event passed almost unnoticed.

A few weeks later, the oil-fired R locomotives that had been loaned to the Hellenic Railways returned to France after covering 211,020 kilometers. Thus ended the remarkable history of the 141 R locomotives, whose long service was a testament to their reliability and performance. Their continued operation, long after other steam engines had been retired, was largely due to their excellent condition. This marks the conclusion of an extraordinary chapter in French rail history, where electric and diesel traction ultimately prevailed.

Sources: https://www.lettreducheminot.fr/materiel/etait-vie-rail-36-fin-141-r/

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