Czech State Rwy 4-6-2 Locomotives in Czechoslovakia

Class 354.001 (Locobase 5859)

Data from mujweb.atlas.cz/www.lomotivni_depot/e/loko/3541.html website (accessed 15 March 2002), supplemented by [], accessed 25 Jan 2004.

Built by Skoda, Eeskomoravska-Kolben, Breitfeld & Danik, and Wiener Lokomotive-fabrik in Floridsdorf.

The 354 class covers a series of batches that varied in weight and overall heating surface size. Locobase splits the class into four entries based on heating surface differences; see Locobase 5859, 5860, 5861, 1642

All 236 354s had the same power dimensions, grate area, and firebox area. . This one represents the first two batches, which had the smallest amount of superheating surface.

The following table organizes the differences:

Loco number EHS (water side) Adh Wt. Engine Wt.

1-20 1,535 sf 313 87,964 lb 179,454 lb

21-45, 235,236 1,535 313 87,302 176,809

46-70 1,387 501 89,948 181,549

132-168

169-173 1,312 398 89,948 181,549

71-131, 1,394 642 91,491 186,950

174-203

204-219

220-234 1,394 398 91,050 186,730

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Class 354.046 (Locobase 5860)

Data from [] (25 Jan 2004).

Built by Skoda, Eeskomoravska-Kolben, Breitfeld & Danik, and Wiener Lokomotive-fabrik in Floridsdorf.

All 236 354s had the same power dimensions, grate area, and firebox area. Locobase splits the class into four entries based on heating surface differences. Locobase splits the class into four entries based on heating surface differences; see Locobase 5859, 5860, 5861, 1642

This one represents a reduction in the evaporative heating surface area from the 354.001, but that's counterbalanced by more superheat.

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Class 354.072 (Locobase 5861)

Data from [] (25 January 2004).

All 236 354s had the same power dimensions, grate area, and firebox area. Locobase splits the class into four entries based on heating surface differences. Locobase splits the class into four entries based on heating surface differences; see Locobase 5859, 5860, 5861, 1642.

This subgroup represents the locomotives with the highest percentage of superheat surface. It also was the most numerous subgroup.

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Class 354.169 (Locobase 1642)

Built by Skoda, Eeskomoravska-Kolben, Breitfeld & Danik, and Wiener Lokomotive-fabrik in Floridsdorf.

According to the mujweb.atlas.cz/www.lomotivni_depot/e/loko/3541.html website (accessed March 2002), the 354 class covers a series of batches that varied in weight and overall heating surface size. This data is reinforced by [] (25 January 2004).

Locobase splits the class into four entries based on heating surface differences; see Locobase 5859, 5860, 5861, 1642s; see Locobase 5859, 5860, 5861, 1642

This one represents the smallest, numerically, and the only subgroup using Lentz poppet valves.

The following table organizes the differences:

Loco number EHS (water side) Adh Wt. Engine Wt.

1-20 1,535 sf 87,964 lb 179,454 lb

21-45, 235,236 1,535 313 87,302 176,809

46-70 1,387 501 89,948 181,549

132-168

169-173 1,312 398 89,948 181,549

71-131, 1,394 642 91,491 186,950

174-203

204-219

220-234 1,394 398 91,050 186,730

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Class 386.0 (Locobase 1649)

Data from [], last accessed 11 April 2010 and A[nthony] E[dward] Durrant, The steam loc.

Based on the six-engine 387 class (Locobase 1650), this was the only locomotive actually to meet the 16-tonne axle loading requirement set in the late 1920s. Designed by Oscar Dolch , it remained the only engine of its class.

In 1937, the 386 was fitted with a streamlining shroud quite similar to that of the DRG's BR 05 Pacific. Shedded in Slovakia during World War II, the 386.001 was little used after the war and was scrapped in March 1948.

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Class 387.001 (Locobase 1650)

Data from [], last accessed 2 December 2006; and [] Google translation), last accessed 27 September 2022. Also consulted Hans Schaefer's site -- [] (reviewed June 2002)

Hans Schaefer commented that this was the first design in Europe to have a cast vanadium steel frame. The rods were fashioned from chromium steel. Later some received the Kylchap multiple exhaust. The Czech-language Atlas of Czech locomotives notes that this sextet represented "a milestone" and made an "excellent impression".

Trials confirmed the design's capabilities, but, the Atlas adds, the CSD was concerned with the uneven weight distribution on the axles. Nevertheless, they went ahead and paid CZK 1.5 million for the first two, 1.2 million for the other four and CZK 414,00 for each tender.

After modifications that lightened the front "chassis " ("bogie" or "frame"?), distributed the weight more evenly, and changes in the center of gravity, the engines' maximum speed rose to 100 kph (62 mph). Wikipedia comments that all of the 387s could easily exceed a limit imposed "probably because of either ength of track sections between semaphores, or safety with variable quality of the track."

From the start, the 387s actuated their third, inside cylinder using a flycrank on the rearmost left driver. Wikipedia reports that this setup proved more reliable than Gresley's arrangement of levers.

The next five arrived in 1930. They presented very few changes other than further tweaks in the center of gravity, electricity in the cab and a speedometer. All used a small-tube superheater in the ssmokebox--a generally less efficient way to dry steam than the firetube type.

Locobase 7899 describes the third batch, which introduced significant changes in 1932. As the earlier locomotives underwent major overhauls, they received the new boiler, superheater, and smoke deflectors as well.

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Class 387.012, 387.022 (Locobase 7988)

Data originally from [], last accessed 2 December 2006; supplemented by "CSD Class 387.0" in Wikipedia at [], last accessed 26 September 2022; and [] Google translation), last accessed 27 September 2022. Third batch (12-21 delivered in 1932. 387.022-026 in 1933, 387.027-029 in 1934, 387.030-031 in 1935, 387.032-033 in 1936

Locobase 1650 shows the first batches of this fast Pacific class. Beginning with the 387.12, replacing the smokebox superheater with the considerably more efficient Schmidt-design firetube type decreased superheater area, but most likely created hotter, drier steam. change in the superheater design. Also in the boiler, both tube and flue counts dropped. Adding four arch tubes to the firebox increased its area by 2.3 sq m (24.75 sq ft).

Large smoke deflectors like those that had begun to appear on many European locomotives were mounted on the running boards alongside the smokebox. Posted speed limit rose to 110 kph (68 mph). Beginning with 387.022, maximum speed increased to 120 kph (75 mph.

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Class 387.034 (Locobase 7989)

Data from [], last accessed 2 December 2006; and [] Google translation), last accessed 27 September 2022..

This was the last of the Pacifics built to the same design. They differed primarily in the 25 mm (1') reduction in cylinder diameter. Its 1937 speed tests took the 34 to 140 kph (87 mph).

All 387s went through another makeover in 1945. Copper fireboxes gave way to steel, Houlson grates were installed in the firebox, Trofimov piston valves, and . All of the other 387s underwent similar updates.

One observer commented that when fired with "high-quality" coal, a 387 could generate 2,100 cylinder horsepower.