Data from "Four-Cylinder Compound Locomotives", Engineering News, Volume 69, No 21 (22 May 1913), p. 1052. See also "An Important Locomotive Development: Large Decapod Engines for Service in the French Coalfields," Scientific American Supplement, Volume 76 (11 October 1913), pp. 229-230; Diagram UG Type 198, Societe Alsacienne de Construction Mecaniques from SACM locomotive book supplied by Dany Machi up at [] as
Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007); and "2-10-0 Locomotive, Northern Railway of France", Locomotive Magazine, Volume XIX [19] (15 July 1913), pp. 163-165.
The Nord worked some very heavy mineral traffic, particularly out of the Lens coalfields and sought several ways to improve its hauling capacity over a 155-mile (250-km) stretch. So the Nord's Asselin, engineer in chief of material and traction, produced two engines in 1913, one a Consolidation described in Locobase 13464, the other the big Decapod shown here.
This de Glehn-du Bousquet compound decapod was a trial horse of considerable power. Using the same Belpaire firebox as the four-cylinder compound shown in Locobase 13464, the 2-10-0 added 1.5 metres (4 ft 11 inches) to the length of each tube and flue to arrive at the evaporative heating surface shown in this set of specifications.
In trials, the 5 001 was rated at 950 tons on grades of 1.3% at a speed of 12 mph (19.3 km/h).
Both designs placed the HP cylinders outside of the frames, LP cylinders inside. The restricted space determined the maximum diameter of the LP cylinders, so the designers achieved the desired LP cylinder volume by lengthening their strokes. As the Engineering News report noted at the time: "This is not sufficient, however, in the larger engines, and consequently the frame plates are cut away and replaced by steel castings which are offset so as to clear the inside cylinders, while at the same time they serve to carry the outside cylinders, which are made with flanges to bolt to the castings."
The duplex throttle -- described as a "wine-glass" valve -- had a small stem leading a larger cup. Opening the valve to the first stage admitted a small amount of steam, pulling it open fully allowed much more to reach the valves.
In a setup that was a bit unusual for French four-cylinder compounds, the two engines used piston valves for steam admission into the outside (high-pressure) cylinders and balanced flat slide valves for the low-pressure cylinders. The former drove on the third axle, the latter on the second coupled axle.
The leading Bissel truck used a "cannon trail" frame to extend back to a spherical housing in the center of a transom that linked the two springs on the first couple axle. Compensating (equalizing) beams linked the first and second coupled axle springs and the fourth and fifth coupled axles.
As often was the case in France, trials between compounds and simple-expansion locomotives were judged to favor the double-expansion design and Nord built another 118 locomotives over more than a decades worth of work. Even the 5 002, whose simple-expansion design was not satisfactory, was compounded in 1923. All were fitted with a reheater in 1926 and a large-diameter Lemaitre blastpipe in 1936.
When Marc de Casa designed and Collin produced compounds for the Nord in the 1930s, they were of a different design. See Locobase 2455.
Data from M. L Cossart, "Nouvelles Locomotives Decapod-Chemin de Fer du Nord", Revue Generale des Chemins de Fer, 53rd Year, 1er semestre, No 4 (Avril 1934). pp. 338-345. Compound tractive effort given in specs based on 1924 ARA formula. French calculations yielded 59,650 lb working in full compound. See also Antiquites brocante de la tour at [], last accessed 3 November 2013.
This was the prewar batch of powerful Decapods tasked with pulling 2,200 tons at 60-70 kph (37.7-43.5 mph).
A key economy used the Super Pacific boiler design (Locobase 1055) "entirely", Cossart wrote, "including all of its accessories: regulator, superheater, feed water heater, piping" . Photographs show that the running gear and motion in the two were very different, however. Belpaire fireboxes and relatively small grates provided the direct heating surface area. Boilers held three different diameters of tubes. In addition to the 32 flues hosting superheater elements and the 65 Serve (internally finned) tubes, the design used 29 standard diameter (51 mm/2") smooth tubes.
Compounding in French locomotives almost always meant an intermediate reheater plumbed between the HP exhaust and the inlet valves on the LP side. The system installed in the 5.1200 was set to limit the latter's intake pressure to 8 hpz (7.85 bar). Piston valves serving the HP cylinders measured 300 mm (11.8"); LP cylinders used 380 mm (15"). Cossart wrote that the steam circuits were "particularly short and direct ". In addition, the segments between HP and LP cylinders and the exhaust passages from the LP cylinders were similarly well laid out.
Compensation among the axles were divided between one set including the Bissel truck and the first three driven axles and that balancing the last two driven axles. Bissel traverse of 65 mm (2.6") to each side and 15 mm (0.6") from the last axle permitted traversing curve radii as low as 150 m
Locobase 2455 for 150 B
Data from "SNCF In Serv. P15 a P25 Societe Alsacienne de Constructions datasheet UG 198.
Compound tractive effort given in specs based on 1924 ARA formula. French calculations yielded 59,650 lb working in full compound. See also AntiquitTs brocante de la tour at [], last accessed 3 November 2013.
These Decapods came from Marc de Casa and were produced both before and after World War II (see Locobase 20487 for the 30 delivered in 1933-1935).
150 Ps were delivered after France's railway nationalization (SNCF) between 16 April 1940 and 15 April 1950 by Blanc-Misseron, SACM, and the Acieries du Nord at Hautmont. They had Belpaire fireboxes and two steam domes connected internally and had a Lemaitre exhaust. Boilers held three different diameters of tubes. In addition to the 32 flues hosting superheater elements and the 65 Serve (internally finned) tubes, the design used 29 standard diameter (51 mm/2") smooth tubes Some were delivered with Schmidt superheaters, others with Houlets. The former added 58.54 sq m (630 sq ft) to the evaporative heating surface area, while the Houlets contributed 82.1 sq m (884 sq ft). (See Locobase 1053 for Locobase's description of this alternative to the Schmidt design.)
fed coal fuel through an HT automatic stoker.
Described by H. Le Fleming (in Ransome-Wallis, 1959) as "phenomenally silent and smooth-running at high speeds, even up to 70 mph [113 kph]." Le Fleming cited passenger train hauls of 554 tons up a 1/2% grade at 55-60 mph (88-97 kph) and a freight-train rating of 2,214 tons at 31 mph (50 km/h). This amounted to a drawbar horsepower rating of 2,200. Its pre-eminence in mineral fuel trains earned the class the nickname "Reines de Charbon" (Queens of Coal).
"Exceptionally large valves and steam passages with very light moving parts ..." are credited for these performances. The draft was aided by Lemaitre Type XI multiple-nozzle exhausts.
After the fall of France to the Third Reich in June 1940, the Nazis requistioned the first 50 for operation by the Deutsches Reichsbahn.
Although a good design, the 150 Ps fell victim to a switch to diesel and electric motive power during the 1960s. The last of the class, 150 P 86, was withdrawn on 19 February 1968.
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | 5 001/150 A | 5.1200/Class 150 B | Class 150 P |
Locobase ID | 13465 | 20847 | 2455 |
Railroad | Nord | Nord | Nord |
Country | France | France | France |
Whyte | 2-10-0 | 2-10-0 | 2-10-0 |
Number in Class | 120 | 30 | 115 |
Road Numbers | 5 001-5 120 | 5.1201-5.1230 | 150 001-150 115 |
Gauge | Std | Std | Std |
Number Built | 120 | 30 | 115 |
Builder | SACM | La Chapelle | La Chapelle |
Year | 1912 | 1933 | 1940 |
Valve Gear | Walschaert | Walschaert | Cossart |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 25 / 7.62 | 22.90 / 6.98 | 22.90 / 6.98 |
Engine Wheelbase (ft / m) | 33.20 / 10.12 | 31.10 / 9.48 | 31.10 / 9.48 |
Ratio of driving wheelbase to overall engine wheelbase | 0.75 | 0.74 | 0.74 |
Overall Wheelbase (engine & tender) (ft / m) | 53.81 / 16.40 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 41,006 / 18,600 | 41,006 / 18,600 | |
Weight on Drivers (lbs / kg) | 194,822 / 88,370 | 198,416 / 90,000 | 199,849 / 90,650 |
Engine Weight (lbs / kg) | 218,301 / 99,020 | 229 / 104 | 231,926 / 105,200 |
Tender Loaded Weight (lbs / kg) | 86,240 / 39,118 | 187,834 / 85,200 | 187,834 / 85,200 |
Total Engine and Tender Weight (lbs / kg) | 304,541 / 138,138 | 188,063 / 85,304 | 419,760 / 190,400 |
Tender Water Capacity (gals / ML) | 5399 / 20.45 | 8976 / 34 | 8976 / 34 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4.40 / 4 | 10.80 / 9.80 | 10.80 / 9.80 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 65 / 32.50 | 66 / 33 | 67 / 33.50 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 61 / 1550 | 61 / 1550 | 61 / 1550 |
Boiler Pressure (psi / kPa) | 213.20 / 1570 | 246.60 / 1700 | 252.40 / 1740 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19.69" x 25.59" / 490x640 | 19.29" x 25.2" / 490x640 | 19.29" x 25.2" / 490x640 |
Low Pressure Cylinders (dia x stroke) (in / mm) | 27.17" x 27.95" / 680x700 | 26.77" x 27.91" / 680x709 | 25.2" x 27.56" / 640x700 |
Tractive Effort (lbs / kg) | 39,807 / 18056.17 | 43,874 / 19900.94 | 42,948 / 19480.91 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.89 | 4.52 | 4.65 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 90 - 2.756" / 70 | 65 - 2.756" / 70 | 65 - 2.756" / 70 |
Flues (number - dia) (in / mm) | 24 - 5.236" / 133 | 32 - 5.63" / 143 | 32 - 5.63" / 143 |
Flue/Tube length (ft / m) | 19.69 / 6 | 14.76 / 4.50 | 14.76 / 4.50 |
Firebox Area (sq ft / m2) | 187.08 / 17.38 | 215.28 / 20 | 242.62 / 22.54 |
Grate Area (sq ft / m2) | 35.74 / 3.32 | 37.67 / 3.50 | 38.10 / 3.54 |
Evaporative Heating Surface (sq ft / m2) | 2709 / 251.63 | 2136 / 198.43 | 2084 / 193.64 |
Superheating Surface (sq ft / m2) | 670 / 62.23 | 666 / 61.91 | 657 / 61.01 |
Combined Heating Surface (sq ft / m2) | 3379 / 313.86 | 2802 / 260.34 | 2741 / 254.65 |
Evaporative Heating Surface/Cylinder Volume | 300.38 | 250.59 | 244.49 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 7620 | 9289 | 9616 |
Same as above plus superheater percentage | 9144 | 11,519 | 11,924 |
Same as above but substitute firebox area for grate area | 47,863 | 65,829 | 75,934 |
Power L1 | 11,180 | 12,695 | 14,855 |
Power MT | 632.57 | 705.28 | 819.36 |