Belgian State 4-6-0 Locomotives in Belgium

Class 3303 (Locobase 5385)

Data from table in June 1907 AERJ with reference to 1906 volume, p. 220. See also "Recent Locomotives of the Belgian State Railways," The Locomotive Magazine, Vol XII (15 June 1906), p. 95. See also Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 10. 3/5 gekuppelte vierzylindrige Heissdampfschnellzuglokomotive der belgischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 50 (14 December 1906), pp. 701-702.

The 3303 put the Schmidt superheater to the test as it was the only distinguishing feature setting this locomotive apart from the 3320 (Locobase 10479). And it didn't take long to establish the worthiness of drier steam. On trials up a 1 in 200 grade (0.5%), according to the LM report, 3303 hauled "....without difficulty trains weighing 327 tons, at speeds varying between 40 and 56 mile per hour, reaching a maximum at times of 60 mile per hour."

The author discusses the proportions of this design's boiler and notes that "...there seems to be no difficulty in keeping the four cylinders suppplied with steam." Locobase wonders about that statement because the ratio between evaporative heating surface was quite low and, notwithstanding the dryness of the steam, possibly quicker to run out of steam than might be suggested by the appraisal.

On the other hand, the smoothness of the motion delivered by a well-balanced set of four cylinders seems to have been a definite plus. See Locobase 1498 for the production version.

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Class Type 19 - compound (Locobase 10480)

Data from "New Locomotives, Belgian State Railways," The Locomotive Magazine, Vol X (15 December 1904), p. 216. See also Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 10. 3/5 gekuppelte vierzylindrige Verbund-fschnellzuglokomotive der oesterischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 50 (14 December 1906), p 697-699.

The definitive version of this Ten-wheeler was shown at Liege in 1905 (see Locobase 9178), but there were two prototypes to determine whether simple-expansion or compound working. Locobase isn't certain, but believes that this compound was a one-only as well, and that the four-cylinder superheated locomotive shown in Locobase 5385 showed the way to a later class of Ten-wheelers.

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Class Type 19 - simple (Locobase 10479)

Data from "New Locomotives, Belgian State Railways," The Locomotive Magazine, Vol X (15 December 1904), p. 216.

The definitive version of this Ten-wheeler was shown at Liege in 1905 (see Locobase 9178), but there were two prototypes to determine whether simple-expansion or compound working; the compound variant is shown in Locobase 10480. There was another axis of interest, which was the comparison of saturated to superheated working; the superheated version is shown in Locobase 5385. And it was the latter that proved most predictive of future Ten-wheeler designs on the Belgian State.

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Class Type 19bis (Locobase 9178)

Data from Maurice Demoulin, Locomotive Actuelle ... (Paris: Librairie Polytechnique Ch.Beranger, 1906), p 205. See also Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 9. 3/5 gekuppelte vierzylindrige Verbund-Heissdampfschnellzuglokomotive der belgischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 50 (14 December 1906), pp. 700-701.

This mixed-traffic class was presented at an exhibition at Liege in 1906 after its prototype, shown in Locobase 10480, proved superior to the simple-expansion variant described under 10479. It used the same firebox as the 3303, but had smaller drivers and used a compound layout in which the HP cylinders drove the first coupled axle and the LP cylinders turned the center axle.

The design's profile showed an interesting taper to the smokebox that suggested a later streamlining fad. Its purpose was to house the forward third of a bundle of superheater elements. It was this end that delivered the now-drier steam to the cylinders. Only the low-pressure cylinders received superheated steam. The HP cylinders used saturated steam. Locobase notes that this division was very unusual and might have represented an attempt to offset the high compound ratio in this design with more powerful reused steam.

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Class Type 35 - 1600 SH (Locobase 10493)

Data from "Six-Coupled Bogie Locomotive, Belgian State Rys," The Locomotive Magazine, Vol XI (15 March 1905), p. 39. Also see Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 11. 3/5 gekuppelte Zwilling-Heissdampf-lokomotive der belgischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 50 (14 December 1906), p 702-703.

Locobase 15560 shows the original saturated-boiler locomotives as they entered service in 1903. Even at that point the Belgian State was looking ahead to superheaters and delivered several of the later locomotives so equipped. See Locobase 9177 for the superheated version with the 1,700-mm drivers. In all, external tube diameter was 51 mm, external flue diameter was 127 mm.

Belgian State intended these to work both fast freight and heavy passenger trains. The former operated between Bruxelles (Brussels) and Jernelle on the Luxemburg branch; passenger expresses operated between Bruxelles-Nord and Anvers-Central; and the class took its turn on the Paris Express between Bruxelles and Quevy on the French border

On the smaller drivers, they were rated at 375 tonnes at 40 km/h (25 mph).

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Class Type 35 - 1600 Sat (Locobase 15560)

Data from "Six-Coupled Bogie Locomotive, Belgian State Rys," The Locomotive Magazine, Vol XI (15 March 1905), p. 39.

They had inside, slightly inclined cylinders and overall presented a design that the LM report noted was a tight analogue to the Caledonian Railway's "Oban" class Ten-wheelers of 1902 (Locobase 9475). The choice of the Obans as a baseline reflected a decade-long relationship between McIntosh's Caledonian and the Belgian State whose most famous products were the series of Dunalastair 4-4-0s.

In adapting the Obans to the flatter Belgian profile, the state railway made several changes. Cylinder volume rose through the use of 1 1/2" (41 mm) larger-diameter cylinders. The two designs had almost the same number of fire tubes, although the Belgian engines used shorter tubes of slightly larger diameter. Driver diameter increased by 3" (76 mm).

This class came into service on two diameters of drivers - 1,600 mm (63") and 1,700 mm (66.9"). See Locobase 9177 for the superheated version with the 1,700-mm drivers and 10493 for the 1,600 mm driver engine with superheat. Several builders contributed locomotives: Cockerill delivered 3201-3203 (works numbers 2418-2420); La Meuse added 6 as 3204-3209 (works numbers 1877-1882) in 1904; Societe l'Energie (works 102-105) produced 3210-3213 in 1904; Societe de Boussu continued with 3214-3216; and Societe de Haine St Pierre completed the tranche in 1904 with 3217-3220. In all, external tube diameter was 51 mm, external flue diameter was 127 mm.

Belgian State intended these to work both fast freight and heavy passenger trains. The former operated between Bruxelles (Brussels) and Jernelle on the Luxemburg branch; passenger expresses operated between Bruxelles-Nord and Anvers-Central; and the class took its turn on the Paris Express between Bruxelles and Quevy on the French border

On the smaller drivers, they were rated at 375 tonnes at 40 km/h (25 mph).

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Class Type 35 - 1700 DD (Locobase 9177)

Data from Maurice Demoulin, Locomotive Actuelle ... (Paris: Librairie Polytechnique Ch.Beranger, 1906), p 200. Also see Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 11. 3/5 gekuppelte Zwilling-Heissdampf-lokomotive der belgischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 50 (14 December 1906), p 702-703.

This class came into service on two diameters of drivers - 1,600 mm (63") and 1,700 mm (66.9"). In all of the engines, external tube diameter was 51 mm, external flue diameter was 127 mm.

The smaller-drivered locomotive is shown in its saturated state in Locobase 10493. On the larger set, a Type 35 pulled 355 tonnes at 70 km/h (43.5 mph).

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Class Type 8 - Serve tubes (Locobase 10551)

Data from "Recent Locomotives of the Belgian State Rys," The Locomotive Magazine, Vol XII [12] (15 March 1906), p. 44. See also Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 13. 3/5 gekuppelte vierzylindrige Verbund-Personenlokomotive der belgischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 50 (14 December 1906), p 703.

This mixed-traffic class of de Glehn Ten-wheel compounds was presented at an exhibition at Liege in 1906. These were identical to the two 4-4-2s tested by the Belgian State in the same year (Locobase 9179) and also had a Belpaire firebox, and large-diameter Serve firetubes. Tubize, Haine, St Leonard (Liege), St Pierre, Couillet, Franco-Belge (La Croyere) all contributed locomotives to this class.

The Type 8s worked the main-line expresses by pulling 300 tons in a run that reached speeds of 60 mph (96.6 km/h) between Brussels and Arloy, but made frequent stops. On the flatter profile between Paris and Brussels, a Type 8 could haul 400 tons, as they did for Brussels and Quevy and Brussels and Antwerp, the latter on Bourse days (i.e, when the stock exchange was open).

Apparently the Atlantic wheel arrangement struck no chords, for the only others to be used were produced in 1929.

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Class Type 8 - smooth tubes (Locobase 15561)

Data from "Recent Locomotives of the Belgian State Rys," The Locomotive Magazine, Volume XII [12] (15 March 1906), p. 44. See also Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 13. 3/5 gekuppelte vierzylindrige Verbund-Personenlokomotive der belgischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 50 (14 December 1906), p 703.

This mixed-traffic sub-class of de Glehn compounds diverged from the sub-class shown in Locobase 10551 in using smooth firetubes instead of the larger-diameter, internally finned tubes and the adoption of shorter wheelbases. They did retain the Belpaire firebox. Sanzin's report describes those delivered by SA Saint-Leonard.

The Type 8s worked the main-line expresses by pulling 300 tons in a run that reached speeds of 60 mph (96.6 km/h) between Brussels and Arloy, but made frequent stops. On the flatter profile between Paris and Brussels, a Type 8 could haul 400 tons, as they did for Brussels and Quevy and Brussels and Antwerp, the latter on Bourse days (i.e, when the stock exchange was open).

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Class Type 8bis/Type 7 (Locobase 20565)

Data from "New Compound Locomotives, Type 8 Bis, Belgian State Rys", Locomotive Magazine, Volume XXIX [29], No 365 (15 January 1923), p. 5; and ."Dynamometric Tests of Locomotive Type 8 BIS., Belgian State Railways", Locomotive Magazine, Volume XXIX, No 368 (14 April 1923), p. 101. 4650-4659, 4627-4636 from Societe La Meuse at Liege in 1921-1922; 4601-4614 produced by John Cockerill in 1921, 4615-4626 from Societe Franco-Belge of La Croyere from 1921-1922; and 4637-4649 from Societe de Haine-St Pierre.

Based on the saturated-boiler de Glehn compounds of 1906-1907 (Locobases 10551, 15561), the superheated variant's design took shape in 1914, but Germany's invasion of Belgium in the same year forced a four-year delay. Belgium's rail system, locomotive roster, and rolling stock had suffered heavy damage during the First World War, so it was no accident that all of the 75 locomotives were ordered from Belgian firms with deliveries beginning in 1921.

Among the changes were the superheater and use of plain smooth tubes instead of the internally ribbed Serve tubes fitted to most of the earlier engines. The outside cylinders used piston valves and drove the middle set of drivers. Inside, low-pressure cylinders used slide valves and drove on the lead coupled axle. Otherwise, the layout remained very similar and the Belpaire firebox was practically unchanged. See the April issue for a detailed look at Belgian tests of the design's power and efficiency.

The class served the international expresses from Brussels-Nord, Brussels-Midi, Louvain, and Liege hauling trains to Ostend, Paris, and Herbesthal. LM's report claimed that in the summer 1922, the international express from Brussels-Nord to the Channel port at Ostend frequently amounted to 600 tons of trailing load in trains of up to sixteen bogie vehicles.

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Class Type 9 (Locobase 1498)

Data from J B Flamme, Les Materiel des Chemins de Fer a L'Exposition universelle et internationale de Bruxelles de 1910 (Paris: H. Dunod et E Pinat, 1911), pp. 54, 58-67 for detailed descriptions and diagrams. See also Albert H Bone, "Some Recent Designs of Locomotives for Service on Continental Railways", Cassier's Magazine, Volume XXXVII [37], 1910, pp. 561-609, esp. pp. 585, 588-589, table p. 607.

This design was developed in competition with several other candidates. This, the winner, was based on a 1905 design (engine 3303) shown in Locobase 5385, which was the four-cylinder simple engine among the group. As he put it into production, Jean Baptiste Flamme increased the HP cylinder diameter increased from 17 1/8 to 17 1/2 inches. Piston valves, each measuring 235 mm (9.25") in diameter, supplied steam to all four. Note the generous proportion of superheat, a feature of Flamme's locomotives from this point on.

Bone comments generally on the capacity of this design: "...the cylinders and connections show that great care has been exercised to ensure an easy run for the exhaust steam. The ample dimensions of fire-grate and heating surfaces, combined with the cylinder arrangement [four-abreast turning a Z-crank axle], indicate an engine of great power and flexibility, capable of rapid acceleration at starting, and of giving out temporariliy a power much in excess of its average, combined with easy running at high speeds -- all very desirable qualities for the work these engines have to do."

It was a tall engine, with a high-pitched boiler and lowered running board that made the 78" drivers look merely adequate. In its early form, the two safety valve stands were connected by a lever, which was later suppressed as some truly ugly appurtenances such as a compressed reservoir were tacked onto the boiler.

NB: The tube heating surface area used in the evaporative heating surface total shows the water side (outside) diameter. When calculated from the fire side (inside) diameter, its evaporative heating surface area amounted to 155.5 sq m (1,673 sq ft).