Paris-Lyon-Mediterrannee 2-4-2 Locomotives in France


Class Details by Steve Llanso of Sweat House Media

Class 201 / 1 (Locobase 1099)

Data from Reder (1974) and from "Locomotives of the C de FPLM," The Locomotive & Railway Carriage & Wagon Review, Vol IV (November 1899), p.171. See also Wiki PLM entry at [], last accessed 8 November 2011.

An early version of a relatively little-used wheel arrangement later called the "Columbia." This represented a relatively large class on the PLM, with this group of 50 engines being converted from 2-4-0s in 1868. The specifications refer to the later increase in cylinder diameter from 425 mm to 440 mm.

Many more of larger dimensions were produced beginning in 1876. Note the relatively low boiler pressure. Nock (RWC II, pl 106) says the rear carrying axle was added to steady the riding qualities of the 2-4-0 and was quite successful. Like many French engines, these locomotives carried the steam dome well forward, giving a nose-heavy look. They also carried their cylinders outside.


Class 31 / 51 (Locobase 2567)

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) and "Locomotives of the C de FPLM," The Locomotive & Railway Carriage & Wagon Review, Vol IV (November 1899), p.171. See also Wiki PLM at [], last accessed 8 November 2011.

Successor to the original 2-4-2 design described in Locobase 1099 and built to the plans of M G Marie for the Rapides express service between Paris and Marseilles. It was the first built with that wheel arrangement from scratch. A significant difference was the adoption of a long, Belpaire firebox. Although the boiler was fairly large for a European locomotive of the time, it fed small cylinders and was heated by a relatively small grate. Still, continuing satisfaction with the size and layout led to many more beginning in 1879.

After years on the Rapides, they were later shedded at Lyon-Mouche, Avignon, Nimes, Teil and other local depots.


Class 35 (Locobase 6884)

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). See also Reports of the United States Commissioners to the Paris Universal Exposition , 1878, pp.435-437

From the latter source, Commissioner Anderson reports that as an express, this design was rated at 202 tons pulled at 44 mph (70 km/h) on the level, its capacity diminishing until its 1%-grade rating at the same speed was 57 tons. Used in local service, the same 1%-grade profile allowed the class to pull 109 tons at 31 mph (50 km/h)


Class C1 (Locobase 7407)

Data from Titre Exposition universelle internationale de 1889 a Paris. Rapports du jury internationale. Auteur - Volume France. Ministere du Commerce, de l'industrie. Picard, Alfred, ed. Volume Groupe VI - -Outillage et precedes des industries mecaniques. Electricite (5e partie) Classes 60 a 63. Rapport sur le materiel des chemins de fer; tables beginning on p. 183 ([] (accessed 1 September 2005)).

As noted in Locobase 3902, Adolph Henry developed two four-cylinder compounds and ran them in trials in 1887. The only significant difference between the two appears to have been the number and diameter of the firetubes. This entry shows the larger-diameter tubes, which were fewer in number than the C2. Both engines had divided drive, the inside HP cylinders cranking the forward coupled axle, the outside LP cylinders driving on the rear coupled axle.

Like the C2, the C1 hauled express traffic until around 1900, and then was relegated to local passenger service until the mid-1920s.


Class C2 (Locobase 3902)

Data taken from Edouard Sauvage, "Four-Cylinder Compound Locomotives in France", Railroad Gazette, Volume XXXII [32], No.39 (28 September 1900), pp.629-631 using information compiled through direct communications with the various designers.

An essay in four-cylinder compounds by Adolph Henry, these "Columbias" had inside HP cylinders and outside LP cylinders which drove the front axle with four sets of valve gear. C1 had a smaller boiler holding 185 1.94" tubes, but was otherwise the same; see Locobase 7407. The two double-enders pulled expresses until 1900, then were relegated to local traffic until 1923-1924.

See Reder (1974, pp 198-199).


Class Series 111 (Locobase 1102)

Data from [] and from Maurice Demoulin, Traite Pratique de la Machine Locomotive (Paris: Libraire Polytechnique, Baudry et Cie, 1898), pp.78-79.

290 of these engines were built for the PLM between 1879 to 1883; almost all came out the PLM's own ateliers at Paris and Oullin.. PLM-Paris supplied the first 15 in 1879 with PLM-Oullins adding another 15 in the same year. PLM-Paris produced 100 more in 1880-1881 (141-240). Beginning in 1881, PLM-Oullins built 70 (281-350) at the same time that England's Sharp, Stewart delivered 40 (241-280). PLM-Paris wrapped up the class with 50 more (351-400) in 1881-1883.

Although the arrangement damped out some undesirable riding qualities from the preceding 2-4-0 design, tests in 1888-1889 showed that the 2-4-2 was hard on the track. As a result of the tests, 96 were converted to 4-4-0s between 1891 and 1896.

Demoulin gives some details of the 4-4-0s noting that the new boiler had much shorter finned tubes of 65-mm diameter (presumably Serve tubes, although he doesn't specify). In fact, the first few conversions had tubes measuring 2.95 m (9 ft 8 in) with later engines receiving 3.35-m (11-ft) tubes. The distance between the coupled axles grew to 2.97 m (9 ft 9 in) and total wheelbase grew to 7.478 m (24 ft 4 in). Remarkably, adhesion weight grew by 2 metric tons while total weight increased by only 1 tonne.

As the class's role in passenger service declined precipitously in the 20th century, the PLM rebuilt 60 of the class in 1913-1914 as their only Moguls; see Locobase 10001. 60 more were converted in 1922-1923 to 0-8-0Ts in class 040 T 7 701-7 750. These were later designated 4 AM. 4 BM was the final designation of another 84 conversions to an 0-8-0T configuration in 1924-1925.

Principal Dimensions by Steve Llanso of Sweat House Media

Class201 / 131 / 5135C1C2
Locobase ID1099 2567 6884 7407 3902
RailroadParis-Lyon-Mediterrannee (PLM)Paris-Lyon-Mediterrannee (PLM)Paris-Lyon-Mediterrannee (PLM)Paris-Lyon-Mediterrannee (PLM)Paris-Lyon-Mediterrannee (PLM)
CountryFranceFranceFranceFranceFrance
Whyte2-4-22-4-22-4-22-4-22-4-2
Number in Class506011
Road Numbers201-250 / 1-5031-60 / 51-8035C1121 C 2
GaugeStdStdStdStdStd
Number Built6011
BuilderPLM-ParisPLM-ParisLyonPLMPLM-Paris
Year18681876187318871887
Valve GearStephensonGoochGoochWalschaertHeusinger-Wals
Locomotive Length and Weight
Driver Wheelbase (ft / m) 6.89 / 2.1013.29 / 4.05 6.89 / 2.10 7.09 / 2.16 7.09 / 2.16
Engine Wheelbase (ft / m)19.36 / 5.9019.36 / 5.9019.36 / 5.9019.23 / 5.8619.23 / 5.86
Ratio of driving wheelbase to overall engine wheelbase 0.36 0.69 0.36 0.37 0.37
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)26,610 / 12,07031,063 / 14,09032,518 / 14,75032,628 / 14,800
Weight on Drivers (lbs / kg)47,620 / 21,60060,958 / 27,65055,601 / 25,22065,257 / 29,60065,251 / 29,597
Engine Weight (lbs / kg)83,952 / 38,080106,461 / 48,29098,855 / 44,840117,947 / 53,500117,958 / 53,505
Tender Loaded Weight (lbs / kg)38,120 / 17,29166,139 / 30,00080,689 / 36,600
Total Engine and Tender Weight (lbs / kg)122,072 / 55,371164,994 / 74,840198,636 / 90,100
Tender Water Capacity (gals / ML)2693 / 10.204250 / 16.105280 / 20
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) 4.40 / 4 3.30 / 3 5.50 / 5
Minimum weight of rail (calculated) (lb/yd / kg/m)40 / 2051 / 25.5046 / 2354 / 2754 / 27
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)78.70 / 200082.70 / 210082.70 / 210078.70 / 199978.70 / 1999
Boiler Pressure (psi / kPa)113.10 / 7.80116 / 8130.50 / 9188.50 / 13217.60 / 15
High Pressure Cylinders (dia x stroke) (in / mm)17.32" x 25.59" / 440x65019.69" x 24.8" / 500x63019.69" x 25.59" / 500x65012.2" x 24.41" / 310x62012.2" x 24.4" / 310x620
Low Pressure Cylinders (dia x stroke) (in / mm)19.69" x 22.05" / 500x56021.25" x 24.4" / 540x620
Tractive Effort (lbs / kg)9377 / 4253.3411,463 / 5199.5413,307 / 6035.9610,381 / 4708.7512,839 / 5823.68
Factor of Adhesion (Weight on Drivers/Tractive Effort) 5.08 5.32 4.18 6.29 5.08
Heating Ability
Tubes (number - dia) (in / mm)164 - 1.969" / 50164 - 1.969" / 50185 - 1.969" / 50224 - 1.75" / 44
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)16.17 / 4.9316.17 / 4.9313.25 / 4.0413.24 / 4.04
Firebox Area (sq ft / m2)78.36 / 7.2894.40 / 8.7796.84 / 9125.08 / 11.62
Grate Area (sq ft / m2)14.53 / 1.3523.79 / 2.2123.03 / 2.1425.19 / 2.3426.81 / 2.49
Evaporative Heating Surface (sq ft / m2)1345 / 124.931353 / 125.691464 / 136.021416 / 131.551392 / 129.37
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1345 / 124.931353 / 125.691464 / 136.021416 / 131.551392 / 129.37
Evaporative Heating Surface/Cylinder Volume192.74154.80162.33428.75421.65
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation16432760300547485834
Same as above plus superheater percentage16432760300547485834
Same as above but substitute firebox area for grate area886310,95012,63823,578
Power L13692333938866495
Power MT341.85241.52308.17438.85

Principal Dimensions by Steve Llanso of Sweat House Media

ClassSeries 111
Locobase ID1102
RailroadParis-Lyon-Mediterrannee (PLM)
CountryFrance
Whyte2-4-2
Number in Class290
Road Numbers111-400
GaugeStd
Number Built290
Builderseveral
Year1879
Valve GearAllan
Locomotive Length and Weight
Driver Wheelbase (ft / m) 6.89 / 2.10
Engine Wheelbase (ft / m)19.03 / 5.80
Ratio of driving wheelbase to overall engine wheelbase 0.36
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)32,187 / 14,600
Weight on Drivers (lbs / kg)62,942 / 28,550
Engine Weight (lbs / kg)115,522 / 52,400
Tender Loaded Weight (lbs / kg)
Total Engine and Tender Weight (lbs / kg)
Tender Water Capacity (gals / ML)4224 / 16
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) 4.40 / 4
Minimum weight of rail (calculated) (lb/yd / kg/m)52 / 26
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)78.70 / 2000
Boiler Pressure (psi / kPa)149.40 / 10.30
High Pressure Cylinders (dia x stroke) (in / mm)19.69" x 24.41" / 500x620
Tractive Effort (lbs / kg)15,271 / 6926.82
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.12
Heating Ability
Tubes (number - dia) (in / mm)185 - 1.969" / 50
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)16.24 / 4.95
Firebox Area (sq ft / m2)112.98 / 10.50
Grate Area (sq ft / m2)24.10 / 2.24
Evaporative Heating Surface (sq ft / m2)1535 / 142.70
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1535 / 142.70
Evaporative Heating Surface/Cylinder Volume178.43
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation3601
Same as above plus superheater percentage3601
Same as above but substitute firebox area for grate area16,879
Power L14783
Power MT335.06

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