Data from a site that reproduces cigarette card pictures and adds dimension and area data -- [], last accessed 14 June 2006.
Five of the cards in the series of 25 show the same conversion, which took 2-2-2s delivered in 1847 -- see Locobase 605 -- and rebuilt them as these four-coupleds in the late 1860s and early 1870s. The captions say that #3 La Ville de Colmar, #13 La Ville de Thionville, and #17 La Ville de Faulquemont were constructed by la Societe L' Expansion of Mulhouse while #65 La Ville de Montmirail and #76 La Ville de Claye were originally built by Cail.
The accompanying photographs vividly convey the untidiness -- or stubborn utilitarianism -- of many French locomotive designs of the era.
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. Works numbers were 267-284 in 1857, 367-374 in 1858, 420-424 in 1859, 480-489 in 1860, 572-581 in 1860, and 632-640 in 1862.
A near-contemporaneous photograph shows the typically cluttered boiler, outside cylinders under the smokebox, tall stack, regulator with prominent outside steam pipe, tall dome, tall cyindrical smokebox, piping, levers, large spoked leading wheels in rigid boxes.
Four of the class were rebuilt as 2-4-2s.
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. 50 (cnum.cnam.fr/CGI/fpage.cgi?8XAE277-11.1/54/100/312/0/0 (accessed 1 September 2005).
This exhibit was a locomotive from the class of Super Cramptons (or coupled Cramptons) that followed the 501s (see Locobase 610). The boiler is bigger, as is the grate and as such anticipate the 1884 batch shown in Locobase 611. The jury report noted that the leading truck had centering devices based on the d'Orleans inclined-plane design that allowed a lateral displacement of 10 mm.
Data from Gustav Reder (Michael Reynolds, trans), The World of Steam Locomotives (New York: Putnam, 1974); and Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp. 67-68.
Known as "Super Cramptons" or "Coupled Cramptons," these 11 engines --501-510-- extended the Crampton idea to 2 axles. They had a flat-crowned Belpaire firebox and a large steam dome, ahead of which was the box for the throttle (regulator). These high-drivered engines were used on the Orient Express.
Data from Gustav Reder (Michael Reynolds, trans), The World of Steam Locomotives (New York: Putnam, 1974); and Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp. 73-74.
After the 501s had established the "Super Crampton" (2 coupled axles) on the Est -- see Locobase 610 --, the railway produced this set of 32 beginning in 1882. They were fitted with a smaller boiler containing fewer tubes, but had a larger Belpaire firebox that rode over the rear coupled axle. Most had the 2.1-m diameter axle shown in the specs, but the first retained the taller 2.3-m drivers fitted to the 501s.
Data from Gustav Reder (Michael Reynolds, trans), The World of Steam Locomotives (New York: Putnam, 1974); and Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp. 74.
A later series of Coupled Cramptons --543-562-- built for the Est. These engines were built with driver diameters of 81.7" for general passenger express use or 72" for mixed passenger/freight work. With the 72" drivers, tractive effort climbed to 12,465 lb, making these engines among the most powerful 2-4-0s ever built.
Compared to the 501-511s (Locobase 610), these engines had larger boilers and grates, a slightly shorter piston stroke, and a higher tractive effort. Locobase suspects that the direct heating surface was close to that of the "512" exhibited at Paris in 1878 and described in Locobase 6878; that engine's firebox heating surface was 8.5 sq m or 91.5 sq ft.
Data from "Locomotives", Type 21, Usines du Creusot-Schneider et Cie (Creusot: A Temporal, 1875), n.a.; and website (link no longer active) showing reproductions of cigarette cards accompanied by dimension and area data -- [], last accessed 14 June 2006. Works numbers were 81-90 in 1852. (Starting with Soleil for engine 91, the class was named for all known members of the solar system. (Neptune and Uranus remained undetected) as well as Vesta and Junon.) .
Probably one of the earliest 2-4-0s to be built as such in France. The short wheelbase meant the firebox hung down behind the rearmost axle. Schneider placed the Type 21s in the mixed-traffic category.
The class's railway ID changed just two years afterdelivery when the CF de PS joined the Est.
The last of the batch had retired by the beginnng of World War I.
Data from SACM diagram Nr. 27 from Societe Alsacienne de Constructions Mecaniques from locomotive book supplied by Dany Machi up at [] as
Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007).
Tube diameter is the interior measurement. Locobase compared the data in the diagram with other Est 2-4-0s and estimated the date.
Data from SACM diagram Nr. 29 from Societe Alsacienne de Constructions Mecaniques from locomotive book supplied by Dany Machi up at [] as
Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007).
Tube diameter is the interior measurement. This design appears to be the tank-engine equivalent of the tender locomotive shown in Locobase 15563. Locobase compared the data in the diagram with other Est 2-4-0s and estimated the date.
Data from Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), p. 143.
Locobase 6048 describes the Ouest's Biciclettes, a design sufficiently attractive to other railways that they procured very similar counterparts. L'Est's version was a bit smaller in the boiler and grate, but had larger cylinders and smaller drivers. The proportions still fell within reasonable bounds, however, and the increased tractive effort must have been welcome on the short-haul, frequent-stop service for which it was ideal.
The class, which was originally intended for the Vincennes and beyond extensions, arrived over a period of 12 years.
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 1 | 1/Serie 3 | 30 | 501 | 511 |
Locobase ID | 7578 | 11302 | 6878 | 610 | 11257 |
Railroad | Est | Ardennes (Est) | Est | Est | Est |
Country | France | France | France | France | France |
Whyte | 2-4-0 | 2-4-0 | 2-4-0 | 2-4-0 | 2-4-0 |
Number in Class | 50 | 59 | 10 | 11 | 32 |
Road Numbers | 1-25, 54-78 | 1-59/362-420 | 512 | 501-510 | 511-542 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 59 | 10 | 11 | 32 | |
Builder | Epernay | Schneider-Creusot | Epernay | Epernay | Epernay |
Year | 1869 | 1857 | 1878 | 1878 | 1882 |
Valve Gear | Stephenson | Gooch | |||
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 6.19 / 1.89 | 11.06 / 3.37 | 8.20 / 2.50 | 8.20 / 2.50 | |
Engine Wheelbase (ft / m) | 11.14 / 3.40 | 11.06 / 3.37 | 17.55 / 5.35 | 17.55 / 5.35 | 17.55 / 5.35 |
Ratio of driving wheelbase to overall engine wheelbase | 0.56 | 1 | 0.47 | 0.47 | |
Overall Wheelbase (engine & tender) (ft / m) | |||||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 18,960 / 8600 | 32,871 / 14,910 | |||
Weight on Drivers (lbs / kg) | 55,116 / 25,000 | 59,525 / 27,000 | 63,206 / 28,670 | 63,934 / 29,000 | |
Engine Weight (lbs / kg) | 63,131 / 28,636 | 55,116 / 25,000 | 84,851 / 38,488 | 92,241 / 41,840 | 92,859 / 42,120 |
Tender Loaded Weight (lbs / kg) | 52,801 / 23,950 | 63,052 / 28,600 | 63,052 / 28,600 | ||
Total Engine and Tender Weight (lbs / kg) | 137,652 / 62,438 | 155,293 / 70,440 | 155,911 / 70,720 | ||
Tender Water Capacity (gals / ML) | 2640 / 10 | 2640 / 10 | 2640 / 10 | ||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2.80 / 3 | ||||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 46 / 23 | 50 / 25 | 53 / 26.50 | 53 / 26.50 | |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 67.70 / 1720 | 66.10 / 1680 | 90.60 / 2300 | 90.90 / 2310 | 82.70 / 2100 |
Boiler Pressure (psi / kPa) | 116 / 800 | 116 / 800 | 130.50 / 900 | 149.40 / 1030 | 140.70 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 14.96" x 22.05" / 380x560 | 16.54" x 22.05" / 420x560 | 17.72" x 25.2" / 450x640 | 17.32" x 25" / 440x635 | 17.13" x 24.02" / 435x610 |
Tractive Effort (lbs / kg) | 7187 / 3259.97 | 8998 / 4081.43 | 9688 / 4394.41 | 10,477 / 4752.29 | 10,193 / 4623.47 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.13 | 6.14 | 6.03 | 6.27 | |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 206 - 1.929" / 49 | ||||
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.68 / 4.17 | 11.48 / 3.50 | |||
Firebox Area (sq ft / m2) | 81.99 / 7.62 | 72.95 / 6.78 | 91.46 / 8.50 | ||
Grate Area (sq ft / m2) | 11.08 / 1.03 | 12.05 / 1.12 | 25.72 / 2.39 | 18.61 / 1.73 | 25.72 / 2.39 |
Evaporative Heating Surface (sq ft / m2) | 827 / 76.90 | 1083 / 100.66 | 1285 / 119.43 | 1076 / 100 | 1007 / 93.61 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 827 / 76.90 | 1083 / 100.66 | 1285 / 119.43 | 1076 / 100 | 1007 / 93.61 |
Evaporative Heating Surface/Cylinder Volume | 184.36 | 197.50 | 178.65 | 157.83 | 157.17 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 1285 | 1398 | 3356 | 2780 | 3619 |
Same as above plus superheater percentage | 1285 | 1398 | 3356 | 2780 | 3619 |
Same as above but substitute firebox area for grate area | 9511 | 8462 | 11,936 | ||
Power L1 | 3609 | 3374 | 4773 | ||
Power MT | 269.92 | 353.55 |
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 543 | Type 21/91 | unknown | unknown | unknown |
Locobase ID | 611 | 7579 | 15563 | 15564 | 11277 |
Railroad | Est | Paris-Strasbourg (Est) | Est | Est | Est |
Country | France | France | France | France | France |
Whyte | 2-4-0 | 2-4-0 | 2-4-0 | 2-4-0T | 2-4-0T |
Number in Class | 20 | 10 | |||
Road Numbers | 543-562 | 91-100 | |||
Gauge | Std | Std | Std | Std | Std |
Number Built | 20 | 10 | |||
Builder | Epernay | Schneider-Creusot | SACM | SACM | |
Year | 1884 | 1852 | 1875 | 1867 | |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 8.20 / 2.50 | 5.74 / 1.75 | 5.77 / 1.76 | 5.38 / 1.64 | |
Engine Wheelbase (ft / m) | 17.55 / 5.35 | 11.68 / 3.56 | 11.55 / 3.52 | 11.15 / 3.40 | |
Ratio of driving wheelbase to overall engine wheelbase | 0.47 | 0.49 | 0.50 | 0.48 | |
Overall Wheelbase (engine & tender) (ft / m) | 32.54 / 9.92 | 11.15 / 3.40 | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 63,802 / 28,940 | 55,556 / 25,200 | 55,931 / 25,370 | ||
Engine Weight (lbs / kg) | 94,358 / 42,800 | 55,556 / 25,200 | 68,343 / 31,000 | 79,807 / 36,200 | 80,821 / 36,660 |
Tender Loaded Weight (lbs / kg) | 63,052 / 28,600 | 46,958 / 21,300 | |||
Total Engine and Tender Weight (lbs / kg) | 157,410 / 71,400 | 115,301 / 52,300 | |||
Tender Water Capacity (gals / ML) | 3432 / 13 | 2033 / 7.70 | 792 / 3 | 832 / 3.15 | |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3.30 / 3 | 1.70 / 2 | 1.10 / 1 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 53 / 26.50 | 46 / 23 | 47 / 23.50 | ||
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 82.70 / 2100 | 66.10 / 1680 | 66.50 / 1690 | 61 / 1550 | 61.40 / 1560 |
Boiler Pressure (psi / kPa) | 149.40 / 1030 | 98.60 / 680 | 120.40 / 830 | 120.40 / 830 | 127.60 / 880 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17.32" x 24.02" / 440x610 | 16.54" x 19.69" / 420x500 | 15.75" x 22.05" / 400x560 | 16.54" x 22.05" / 420x560 | 17.32" x 22.05" / 440x560 |
Tractive Effort (lbs / kg) | 11,065 / 5019.01 | 6830 / 3098.04 | 8418 / 3818.35 | 10,120 / 4590.36 | 11,684 / 5299.78 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.77 | 8.13 | 4.79 | ||
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 143 - 1.85" / 47 | 157 - 1.732" / 44 | 135 - 1.752" / 44.5 | ||
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 13.45 / 4.10 | 13.32 / 4.06 | 13.45 / 4.10 | 13.45 / 4.10 | |
Firebox Area (sq ft / m2) | 65.34 / 6.07 | 72.66 / 6.75 | 64.05 / 5.95 | ||
Grate Area (sq ft / m2) | 25.82 / 2.40 | 11.63 / 1.08 | 12.38 / 1.15 | 10.66 / 0.99 | 10.65 / 0.99 |
Evaporative Heating Surface (sq ft / m2) | 1242 / 115.46 | 948 / 88.03 | 1041 / 96.75 | 895 / 83.15 | 932 / 86.59 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1242 / 115.46 | 948 / 88.03 | 1041 / 96.75 | 895 / 83.15 | 932 / 86.59 |
Evaporative Heating Surface/Cylinder Volume | 189.62 | 193.60 | 209.37 | 163.22 | 155.00 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 3858 | 1147 | 1491 | 1283 | 1359 |
Same as above plus superheater percentage | 3858 | 1147 | 1491 | 1283 | 1359 |
Same as above but substitute firebox area for grate area | 6443 | 8748 | 7712 | ||
Power L1 | 2828 | 3769 | 2713 | ||
Power MT | 224.45 |