Class 318 (Locobase 13372)

Data from the PLM Wiki at [], last accessed 4 November 2011.

Based on the Creusot-built series of 1856 (Locobase 13371), this pair was rebuilt by PLM in 1867 with a longer boiler.

Class 51 (Locobase 13370)

Data from the PLM Wiki at [], last accessed 4 November 2011.

All of these adhesion-leading passenger locomotives had names: 51/ 506 : HTbT, 53/507 : ThTtis, 54/508 : CTrFs, 55/509 : LTda, - 56/510 : ArTthuse, - 201/511 : Vesta, 202/512 : Pallas, 203/513 : CybFle, 204/514 : Junon, 205/515 : Diane. The original configuration used a domeless boiler pressed to 8 kg/sq sm (7.85 bar). Pressure increased to 9 kg/sq cm in 1869-1876 and were fitted with domes in 1860 (512) and 1883-1884.

1889 saw the withdrawal of 991, 992, 993. 995, 997, 999 in 1890, 1892 : 994, 996, 998, 1 000. For some reason, 996 was retired much later in 1905.

Class unknown (Locobase 6876)

Data from Titre Rapports du jury mixte internationale publies sous la dir. de S.A.I le Prince Napoleon, presidente de la commission Imperial (Paris, Impremerie Imperiale, 1856) Collation [4]-LXXVI-1574-p. -[2]; Cote CNAM 8th Xae 53 - Mots mateiere Exposition internationale (1885; Paris); Industrie - 19e siecle; Produits industriels - 19e siecle, p. 233, hosted on cnum.cnam.fr/CGI/fpage.cgi?8XAE53/320/100/1664/0/0, accessed 1 September 2005.

The boiler pressure is estimated since the Jury's "dimensions principales" do not include a figure. Suitable for mixed traffic, this class led with its drivers and let the firebox be carried by the trailing axle. Cylinders were outside and served by the variable Gonzembach valve gear of which Locobase has not heard. As is usually the case with such reports, only good things can be said about this design. They gave good service at economical rates of consumption.

Class unknown (Locobase 11159)

Data from "Sir David Campbell on Railway Apparatus", Reports on the Paris Universal Exhibition 1867, Volume IV (London: George E. Eyre and William Spottiswoode, 1868), pp. 492-493.

Campbell reported that this design was intended for express passenger traffic on the relatively lenient gradient of 1 in 120 (0.83%). Its trailing axle was placed behind the ashpan and it was fitted with a steam brake. Campbell described the engine as "...an excellent, substantial, and well-finished piece of workmanship."