Ardennes / Est 0-6-0 Locomotives in France

Class 0.1 (Locobase 11307)

Data from Gustav Reder (Michael Reynolds, trans), The world of steam locomotives (New York: Putnam, 1974)

Considered to be of the Bourbonnais type, but called the Ardennes because the first engines came from that railroad when it was absorbed by the Est. L'Est produced the design in great numbers on l'Est in several forms over 25 years; see Locobase 11261 for the base entry. Later purchases from 1856-1884 brought the total Bourbonnais count to 346, probably the largest single holding of the engine type.

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Class 0.120 (Locobase 11310)

Data from Gustav Reder (Michael Reynolds, trans), The world of steam locomotives (New York: Putnam, 1974). Works numbers were 245-255 in 1855; 246-265, 299-322 in 1856; and 490-519 in 1858. (Note: French sources refer to the first 35 as the Type 121 with a road-number range of 121-164. Jens Merte's Est production list reveals a change for the lead engine from 120 to 164.)

Considered to be of the Bourbonnais type, the Series 7s were originally called the Ardennes because the first engines came from that railroad when it was absorbed by the Est. Later purchases from 1856-1884 brought the total Bourbonnais count to 346, probably the largest single holding of the engine type.

The design placed the outside cylinders on each side of the smokebox, which was topped by a tall stack with a lid. The square regulator box sat just behind the stack and ahead of the tall, slim steam dome set midway along the boiler. The crew's relatively elaborate weatherboard include windows protected by hooded shields resembling later automobile traffic-light fixtures, and a short, upsloped roof.

The entire class enjoyed long careers heading up freight trains and shunting in major stations before being retired in the 1920s

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Class 0.33 (Locobase 11308)

Data from Gustav Reder (Michael Reynolds, trans), The world of steam locomotives (New York: Putnam, 1974).

Considered to be of the Bourbonnais type, but called the Ardennes because the first engines came from that railroad when it was absorbed by the Est. Later purchases from 1856-1884 brought the total Bourbonnais count to 346, probably the largest single holding of the engine type.

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Class 0.63 (Locobase 11309)

Data from Gustav Reder (Michael Reynolds, trans), The world of steam locomotives (New York: Putnam, 1974).

Considered to be of the Bourbonnais type, but called the Ardennes because the first engines came from that railroad when it was absorbed by the Est. Later purchases from 1856-1884 brought the total Bourbonnais count to 346, probably the largest single holding of the engine type.

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Class 0.901 (Locobase 11283)

Data from Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), p.152. Works numbers were 3013-3018 in 1880, 3033-3042 in 1881, 3081-3100 in 1882, 3501-3512 in 1884.

Stubby little locomotive-tender de gare (station shunter/switcher) that had slightly inclined cylinders operated by outside-mounted Stephenson gear, which drove the rear axle. SACM based this order on the Paris-Orleans 1031 design.

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Class 10 (Locobase 9416)

Data from Official journal of the Railway Division of the Institution of Mechanical Engineers (Volume XXVI [26] (March 1905), p.75.

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Class 1000 (Locobase 11262)

Data from Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp. 111-112.

This class of compounds were a test batch to assess the combination of compound cylinder layout and Serve finned firetubes. The cylinders lay inside the frames and slightly inclined; their position ahead of the drivers led to a shorter wheelbase.

See Locobase 11263 for the simple-expansion version.

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Class 3001 (Locobase 11263)

Data from Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp. 111-112.

Following the five cross-compound engines with Serve finned firetubes shown in Locobase 11262, l'Est produced fifteen simple-expansion engines four years later. The ten shown in this entry used the large-diameter Serve tubes as well. They seem to have been identical to the earlier compounds in all other respects.

See Locobase 11264 for the 5 smooth-tube engines.

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Class 3006 (Locobase 11264)

Data from Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp. 111-112.

As noted in Locobase 11263, l'Est produced simple-expansion six-coupleds after they tested cross-compound engines in 1892 (Locobase 11262). Ten of the 3001-class engines had Serve finned firetubes. This quintet had the smooth, smaller-diameter tubes that were much more common.

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Class Type 23; 259 (Locobase 11305)

Data from August Perdonnet et Camille Polonceau, Nouveau Portefeuille de L'Ingenieur des Chemins de Fer, Tome Second (Paris: Librairie Scientifique, Industrielle et Agricole, 1866), pp. 525.

Bourbonnais type built in great numbers on l'Est in several forms over 25 years. See Locobase 11261 for the base entry. It shows this batch in its original configuration; this entry had a larger grate and firebox as well as more tubes in the boiler.

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Class Type 23; 285 (Locobase 11303)

Data from August Perdonnet et Camille Polonceau, Nouveau Portefeuille de L'Ingenieur des Chemins de Fer, Tome Second (Paris: Librairie Scientifique, Industrielle et Agricole, 1866), pp. 525.

Bourbonnais type built in great numbers on l'Est in several forms over 25 years; see Locobase 11261 for the base entry.

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Class Type 23; 288 (Locobase 11299)

Data from August Perdonnet et Camille Polonceau, Nouveau Portefeuille de L'Ingenieur des Chemins de Fer, Tome Second (Paris: Librairie Scientifique, Industrielle et Agricole, 1866), pp. 525.

Bourbonnais type built in great numbers on l'Est in several forms over 25 years; see Locobase 11261 for the base entry. The present record shows one of the batches in its earlier form.

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Class Type 23; 350 (Locobase 11301)

Data from August Perdonnet et Camille Polonceau, Nouveau Portefeuille de L'Ingenieur des Chemins de Fer, Tome Second (Paris: Librairie Scientifique, Industrielle et Agricole, 1866), pp. 525.

Bourbonnais type built in great numbers on l'Est in several forms over 25 years; see Locobase 11261 for the base entry. This entry had a larger grate and firebox as well as more tubes in the boiler.

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Class Type 29/300 (Locobase 11304)

Data from August Perdonnet et Camille Polonceau, Nouveau Portefeuille de L'Ingenieur des Chemins de Fer, Tome Second (Paris: Librairie Scientifique, Industrielle et Agricole, 1866), pp. 525; and Deghilage, "Note sur les locomotives construites pour les Chemins de fer français, De 1878 à 1881 - Deuxième partie - Locomotives a 6 roues accouplées". Revue générale des chemins de fer (in French). 6, 1er Semestre (Juin 1883). Paris: P. Vicq-Dunod: 449-463, esp 454-455. Works numbers were 353-366 in 1858; 490-494, 517-521 in 1860, 605-630 i 1861.

Bourbonnais type built in great numbers on l'Est in several forms over 25 years; see Locobase 11261 for the base entry. Like many French locomotives of the time, all the class bore names

In 1904-1909, the shops rebuilt fourteen of the Type 29s as cross-compound 2-6-0s. Over a long stretch between 1906 and 1929, 92 of the 332 "standard" six-coupled tanks were converted to a simple-expansion configuration; 18 came from this Type 29 batch.

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Class Type 34/266 (Locobase 11306)

Data from August Perdonnet et Camille Polonceau, Nouveau Portefeuille de L'Ingenieur des Chemins de Fer, Tome Second (Paris: Librairie Scientifique, Industrielle et Agricole, 1866), pp. 525.

Bourbonnais type built in great numbers on l'Est in several forms over 25 years; see Locobase 11261 for the base entry. This entry had a larger grate and firebox as well as more tubes in the boiler.

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Class Type 34/Ardennes (Locobase 21209)

Data from "Locomotives", Type 34, Usines du Creusot-Schneider et Cie (Creusot: A Temporal, 1875), n.a. Works numbers were 353-366, 372-374, 389 in 1858, 420-424 in 1858; 490-494, 517-521 in 1860; 605-612, 615-631

See also Locobase 13435.

All of these were retired in 1908.

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Class Type 45 (Locobase 598)

Data from Gustav Reder (Michael Reynolds, trans), The world of steam locomotives (New York: Putnam, 1974); and "Est 0.250 to 0.500 and 0.701 to 0.766" in Wikipedia at [], last accessed 25 July 2024..

Considered to be of the Bourbonnais type, but called the Ardennes because the first engines came from that railroad when it was absorbed by the Est. See Locobase 11261 for the base entry.

Later purchases from 1856-1884 brought the total Bourbonnais count to 346, probably the largest single holding of the engine type.

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Class Types 23, 29, and 45; 0.250 (Locobase 11261)

Data from Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp. 111.

Demoulin noted that after the Est produced several series of six-coupleds, they settled on a designs that they produced in the hundreds. It used a short boiler on a short wheelbase and proved a little less powerful than those of the Ouest. A view of the profile shows the dome well forward and over the gap between the first and second axles and the firebox dropped behind the rearmost axle.

Locobase numbers 11299, 11301, 11303, 11305, 11306, 11300, 11307-11309 offer several variants as described in contemporary literature.

Beginning in 1881, l'Est 88 Type 45 engines (road numbers 479-500, 701-766) offered a larger grate and higher boiler pressure, but less evaporative heating surface area, heavier weights, and a slightly longer total wheelbase.

The new specifications included:

Grate area 1.63 sq m (17.55 sq ft

Total evaporativen heating surface area 110 sq m (1,184 sq ft)

Adherence and engine weight 36,600 kg (80,700 lb)

Engine & tender wheelbase: 8.76 m (28 ft 9 in)

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Class unknown (Locobase 11155)

Data from "Locomotive Engines at the Paris Exhibition", The Artizan (Vol II, 4th Series, #2), p. 25 and from "Sir David Campbell on Railway Apparatus", Reports on the Paris Universal Exhibition Volume IV (London: George E. Eyre and William Spottiswoode, 1868), pp. 492-493.

This was one of the rare examples of a locomotive assisted by a steam tender. It was designed by a M. Vullemin. The arrangement used two dry pipes, one leading to the cylinders under the smokebox and the other to the second set of cylinders mounted under the tender. Unlike the front pair of cylinders, which exhausted in the usual way, the tender cylinders simply let the steam escape at the valve.

The 1868 edition of the French journal L'Annee Scientifique reported that the arrangement easily hauled 580 tonnes of train up a 0.5% grade at 25 km/h.

Campbell reported at greater length on the duty envisioned for this engine:

"This railway has a very steep and undulating section, especially on the portion between Forbach and Niederbronn, where the ruling gradient for about 40 miles is 1 in 66, with a constant series of ascents and descents. The heavy traffic on this line is principally from the coal basin at one of its extremities, and consequently the greater part of it goes in one direction."

Campbell then notes that using a single locomotive meant limiting the maximum power available on the steepest grades while the design would have an excess of power on the flat or descending portions. Double-heading would present similar limitations.

"In order to meet this economical difficulty," he notes, "the railway company have adopted this system of engine, with its large boiler and fire-box, capable of supplying steam to the tender engine at the points where its use is required, and where only it is employed as a motive power. The tender weighs when loaded 28 tons, the adhesion of which is thus utilised." Campbell cannot forbear to note, though, "...that this type of engine has been largely employed on the Great Northern Railway in England, where its use is now being abandoned."