Class 1 / 2501 / 1 301 / 2 395 / C1 (Locobase 13436)

Data from [], last accessed 13 November 2011.

As far as Locobase can determine, the ARM bought 10 of these Bourbonnais+ and in the same year was absorbed by the PLM. The PLM kept five of the locomotives and sold four to the Midi and one to the Compagnie du Medoc.

Regarded as more powerful than the basic Bourbonnais, the quintet remained in service on the PLM until the 1920s.

Class 36 /1 951/ 2 059/2 401/3 601 (Locobase 13437)

Data from [], last accessed 14 November 2011.

The original buyers of these 6-coupled freight engines were two railways leaving Saint Etienne. One was the Saint Etienne a Lyon, the other the Saint Etienne a Andrezieux. Both were taken into the RL.

The 1 952, 1 955-1 957, 1 959 were retired in 1866, 2 999 went in 1885. Somehow the 2 500 was retained until 1906.

Class 37 (Locobase 6952)

Data from Titre Exposition universelle internationale de 1878 a Paris. Rapports du jury internationale..Volume Groupe VI - Classe 64. Rapport sur le materiel des chemins de fer. p. 51 (cnum.cnam.fr/CGI/fpage.cgi?8XAE277-11.1/54/100/312/0/0 (accessed 1 September 2005).

Class 401/2401 (Locobase 6851)

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. See also Albert Jacquet, "'Engerth'" Locomotives on French and Belgian Railways", Locomotive Magazine, Volume XXVIII [28] (15 April 1922), pp. 104-106.

Information from the French Railway Museum at Mulhouse supplements the jury's report on this Engerth-type locomotive. Engerths sought to increase adhesion by coupling the tender axles through cogs to the driving axles under the boiler. Unlike the originals that operated in Austria, however, these tender axles were not driven.

Another difference lay in the size of the grate, which in the French engines was quite a bit larger. Adding to the adhesion weight on the three driving axles were the water tanks, which were mounted outboard of the firebox on both sides.

When the class entered service, they had the largest boilers of the time. A later variant is shown in Locobase 603.

NB: Jacquet's data for tube heating surface used the internal tube diameter of 49 mm (1.93"), which yielded 1,456 sq ft (135.25 sq m) and evaporative heatng surface of 161.1 sq m (1,734 sq ft). Locobase uses the external diameter given in the Jury report to simplify comparison with Anglo-American designs.

Class Bourbonnais 3A/3B (Locobase 599)

Data from Georges Charles Humbert, TraitT complet des chemins de fer: historique et organisation, Vol 3 (Paris: Librairie Polytechnique, Baudry et Cie, Editeurs, 1891), pp. 94-97. See also Reder (1974) and the French museum guide website [], accessed 27 October 2006; Gustav Reder (Michael Reynolds, trans), The World of Steam Locomotives (New York: Putnam, 1974); and diagram No 28, Societe Alsacienne de Constructions Mecaniques from locomotive book supplied by Dany Machi up at [] as

Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007).

Early examples of the outside-cylinder, six-coupled "Longboiler" type that eventually numbered 1,054 engines running on every major European line. They were simply constructed, generated a relatively high tractive effort, had a short wheelbase (and hence flexible), and delivered relatively economical coal consumption. The original design was by Hauel, chief engineer for Cail, one of the most prolific French engine builders of the time. Individual types varied, but all followed the basic pattern.

The tube diameter in the specs is the internal measurement; external tube diameter was 50 mm.

Class Bourbonnais 3A/3B (Locobase 6167)

Data from US Military Railway Service Equipment Data Book for French Locomotives supplied by Allen Stanley in March 2004 from his extensive Rail Data Exchange.

The MRS's guide gives no guidance on the provenance of the SNCF classes included in this post-World War II data book.

According to the French locomotive website [], accessed 27 October 2006, these were Bourbonnais locomotives first built for the PLM in 1863. See Locobase 599 for those delivered with the original specifications.

The data shown in the MRS diagram book describe a later variant with a bigger boiler.

From 1907 to 1913, says the French railroad museum's guide on [] (accessed 27 October 2006), 215 Bourbonnais were reconfigured as tank engines and designated 3AT. The SNCF later classed them as 030 TB. By the time of the establishment of the SNCF in 1938, the PLM still retained 30 of the A and 171 of the B types. 12 A and 18 B were taken into the SNCF.

Class Bourbonnais 3A/3B (Locobase 13406)

Data from Georges Charles Humbert, TraitT complet des chemins de fer: historique et organisation, Vol 3 (Paris: Librairie Polytechnique, Baudry et Cie, Editeurs, 1891), pp. 94-97. See also

Gustav Reder (Michael Reynolds, trans), The World of Steam Locomotives (New York: Putnam, 1974), Wiener (1930) and theTitre 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; and the French museum guide website [], accessed 27 October 2006 and supplemented by Wiki PLM at [] (1869 data), last accessed 10 November 2011.

Early examples of the outside-cylinder, six-coupled "Longboiler" type that eventually numbered 1,054 engines running on every major European line. They were simply constructed, generated a relatively high tractive effort, had a short wheelbase (and hence flexible), and delivered relatively economical coal consumption. The original design was by Hauel, chief engineer for Cail, one of the most prolific French engine builders of the time. Individual types varied, but all followed the basic pattern.

Most were updated in the late 1970s with a boiler holding 20 fewer tubes (Locobase 599). Still later in 1903, many were refitted with 104 Serve internally finned tubes a ailette; see Locobase

Class Bourbonnais 3A/3B-Serve tubes (Locobase 9990)

Data from US Military Railway Service Equipment Data Book for French Locomotives supplied by Allen Stanley in March 2004 from his extensive Rail Data Exchange.

The Bourbonnais - the fundamentally French six-coupled that first went into service in 1863-- was built in large numbers (see Locobases 599 & 6167). Over time the design grew in size and power. This entry shows the later production version of the basic type when fitted with Serve large-diameter, internally finned tubes a ailette.

The class served as the basis for the 3 AM, a tank-engine rebuild (see Locobase 9989).

Class Bourbonnais 3AM (Locobase 9989)

Data from US Military Railway Service Equipment Data Book for French Locomotives supplied by Allen Stanley in March 2004 from his extensive Rail Data Exchange.

The Bourbonnaise - the fundamentally French six-coupled that first went into service in 1863-- was built in large numbers (see Locobases 599 & 6167). Over time the design grew in size and power. This entry shows a tank-engine rebuild.

From 1907 to 1913, says the French railroad museum's guide on [] (accessed 27 October 2006), 215 Bourbonnais were reconfigured as tank engines and designated 3AT. The SNCF later classed them as 030 TB. By the time of the establishment of the SNCF in 1938, the PLM still retained 30 of the A and 171 of the B types. 12 A and 18 B were taken into the SNCF.

Class Type 18/1218 (Locobase 21205)

Data from Locomotives Schneider et Cie (Paris : Imp. Draeger, 1920), p. 43, archived as CNAM-MUSEE TR0.5-SCH at [], pp. 9-10. See also the 1886 Histoire de la Ville de Nîmes, by Adolphe Pieyre (1886) archived at [], last accessed 22 September 2024. Works numbers were 63-68 in 1850.

The Alais (aka Ales)-Beaucaire railway opened in 1840. This followed years of contentious discussion over the planned route between Alais and the city of Nimes. Ultimately, Beaucaire won out and the inaugural run between that city westward to Nimes on 15 July 1839. Like most spectators in those early days, the train's speed astonished or shocked observers, some of whom predicted disaster. Others found it hard to adapt to the railway's "rigorous, absolute precision".

Instead, the railway's "immediate success ...was gradually becoming undeniable." Meeting the increased demand with new locomotives, the AB procured these six six-coupled goods. Prominent visual features included inside cylinders and motion, a tall, capped stack rising out of the smokebox, a large round steam dome on a square plinth sat over the second driving axle, and, as with all French locomotives of the time, no weather protection at all for the footplate crew.

Founder Paulin Talabot eventually organized an amalgamation of several railways, creating the Lyon-Mediterranee company in 1852. Five years later the LM merged with Charles Lafitte's Paris-Lyon Company to form the Paris-Lyon-Mediterranee (PLM) in 1857.

Class Type 22/256 (Locobase 21206)

Data from "Locomotives", Type 22, Usines du Creusot-Schneider et Cie (Creusot: A Temporal, 1875), n.a.; Works numbers 117-131, 162-169 in 1854.

Compared to the variety of Mammouths increasingly populating French goods traffic routes, this design offered less cylinder volume and grate area with steam generated in a straight round boiler that lacked a large dome. Only a safety-valve stand stood at the rear and a small cylindrical steam dome just behind the tall stack.

Class Type 23/93 (Locobase 21207)

Data from "Locomotives", Type 23, Usines du Creusot-Schneider et Cie (Creusot: A Temporal, 1875), n.a.; Works numbers 132-149 in 1854.

Compared to the variety of Mammouths increasingly populating French goods traffic routes, this design offered less cylinder volume and grate area with steam generated in a straight round boiler that lacked a large dome. Only a safety-valve stand stood at the rear and a small cylindrical steam dome just behind the tall stack.

Class Type 34/19391/1,397 (Locobase 13435)

Data from [], last accessed 13 November 2011; and "Locomotives", Type 34, Usines du Creusot-Schneider et Cie (Creusot: A Temporal, 1875), n.a. Works numbers were 390-393 in 1859.

These were Ardennes-type six-coupleds, which were well-suited to the mountainous route from Lyon to Geneve. See also Locobase 598.

All of these were retired in 1908.