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. 524. See also Schneider Catalogue, last accessed 27 August 2018 at [], pp. 10-11; and Albert Jacquet, "Express Locomotives of the Eastern Railway of France", Locomotive Magazine, Volume XXIX [29], No 372 (15 August 2021), p. 231. Works numbers were 196-210 in 1855.
This was the second batch of Est Cramptons that rolled on very tall drivers (See Locobase 11290 for the first batch supplied by Cail in 1852.) Schneider's 1856 engines bore names of battles or locations of the Crimean War.
Not long after they entered service, Engineer-in-Chief Regray recommended that the railway adopt drivers with very heavy centers to compensate for the very low factor of adhesion. Jacquet reported that the new wheels increased adhesive weight by nearly three tons.
An 1881 update fitted a new and smaller boiler to all 27 Est Cramptons; see Locobase 20426.
Data from August Perdonnet, Traite Elementaird des Chemins de Fer, Tome Second (Paris: Garnier Freres, , 1860), pp. 551-555. See also Albert Jacquet, "Express Locomotives of the Eastern Railway of France", Locomotive Magazine, Volume XXIX [29], No 372 (15 August 2021), p. 231. J F Cail works numbers were 186-197 in 1852.
This batch of Cramptons was very similar to those bought by the Nord at the same time (Locobase 622) except for a substantial increase in driver diameter. For a full description of the French Crampton stud (which greatly outnumbered the English engines), see Locobase 621. All of the first Est batch had names referring physical land or water features.
Perdonnet noted that while trailing an ordinary rake consisted of 9-10 voitiures (carriages), an Est lcomotive would hustle along at 55-75 kph (34-47 mph) while burning 8-9 kg/km (28.4-32 lb/mile) of coke. Maximum-weight consists comprised 12-15 voitures. As with those of the Nord, reported Perdonnet, l'Est's Cramptons gave "excellent service". Their stability was "perfect" and "maintenance was certainly less expensive than [on] other machines performing the same service."
Not long after they entered service, Engineer-in-Chief Regray recommended that the railway adopt drivers with very heavy centers to compensate for the very low factor of adhesion. Jacquet reported that the new wheels increased adhesive weight by nearly three tons.
An 1881 update fitted a new and smaller boiler to all 27 Est Cramptons; see Locobase 20426.
Data from Albert Jacquet, "Express Locomotives of the Eastern Railway of France", Locomotive Magazine, Volume XXIX [29], No 372 (15 August 2021), p. 232
In 1881, the Est began fitting a new smaller boiler to the Cramptons. This new vessel featured a steam dome placed on the boiler over the space between the two carrying axles.
(NB: Jacquet reported the tube heating surface as 84.65 sq m (911 sq ft) and adding in the firebox heating surface area, came up with 91.14 sq m (981 sq ft). He supplied the external diameter of the tubes, however.. Locobase determined that the area was derived from the inside (fire side) diameters of these tubes. To allow easier comparison with locomotives with similar external tube dimensions, Locobase uses water side tube diameters.
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | 174 | 79 | 79-updated |
Locobase ID | 11295 | 11290 | 20426 |
Railroad | Est | Est | Est |
Country | France | France | France |
Whyte | 4-2-0 | 4-2-0 | 4-2-0 |
Number in Class | 15 | 12 | 27 |
Road Numbers | 174-188 | 79-90 | 79-90, 174-188 |
Gauge | Std | Std | Std |
Number Built | 15 | 12 | |
Builder | Schneider-Creusot | Cail | Est |
Year | 1855 | 1852 | 1881 |
Valve Gear | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | |||
Engine Wheelbase (ft / m) | 14.76 | 14.76 / 4.50 | 14.76 / 4.50 |
Ratio of driving wheelbase to overall engine wheelbase | |||
Overall Wheelbase (engine & tender) (ft / m) | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 22,652 / 10,275 | 22,487 / 10,200 | |
Weight on Drivers (lbs / kg) | 22,652 / 10,275 | 22,487 / 10,200 | |
Engine Weight (lbs / kg) | 60,131 / 27,275 | 60,627 / 27,500 | 59,029 / 26,775 |
Tender Loaded Weight (lbs / kg) | 45,922 / 20,830 | ||
Total Engine and Tender Weight (lbs / kg) | 104,951 / 47,605 | ||
Tender Water Capacity (gals / ML) | 1584 / 6 | ||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3.50 / 3.20 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 38 / 19 | 37 / 18.50 | |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 90.60 / 2300 | 90.60 / 2300 | 90.90 / 2310 |
Boiler Pressure (psi / kPa) | 116 / 800 | 101.50 / 700 | 113.10 / 780 |
High Pressure Cylinders (dia x stroke) (in / mm) | 15.75" x 22.05" / 400x560 | 15.75" x 22.05" / 400x560 | 15.75" x 22.05" / 400x560 |
Tractive Effort (lbs / kg) | 5953 / 2700.24 | 5209 / 2362.77 | 5785 / 2624.03 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 3.81 | 3.89 | |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 168 - 1.969" / 50 | ||
Flues (number - dia) (in / mm) | |||
Flue/Tube length (ft / m) | 11.35 / 3.46 | 11.32 / 3.45 | |
Firebox Area (sq ft / m2) | 71.55 / 6.65 | 81.78 / 7.60 | 71.04 / 6.60 |
Grate Area (sq ft / m2) | 13.99 / 1.30 | 13.88 / 1.29 | 12.92 / 1.20 |
Evaporative Heating Surface (sq ft / m2) | 982 / 91.27 | 1039 / 96.52 | 1053 / 97.80 |
Superheating Surface (sq ft / m2) | |||
Combined Heating Surface (sq ft / m2) | 982 / 91.27 | 1039 / 96.52 | 1053 / 97.80 |
Evaporative Heating Surface/Cylinder Volume | 197.50 | 208.96 | 211.78 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 1623 | 1409 | 1461 |
Same as above plus superheater percentage | 1623 | 1409 | 1461 |
Same as above but substitute firebox area for grate area | 8300 | 8301 | 8035 |
Power L1 | 4720 | 4463 | 4853 |
Power MT | 459.38 | 475.79 |