Ouest 4-4-0 Locomotives in France

Class 220-501 (Locobase 3904)

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

These were the prototype four-cylinder compounds for the Ouest. In appearance, this was very much a late 19th-Century design with a relatively slender boiler, rounded steam dome over the second course, typical (for France) Belpaire firebox, and abbreviated footplate roof.

The RG adds that 501 and 502 had shown quite satisfactory fuel economy (12% less coal consumed) in comparison with a class of simple-expansion locomotives of similar size in similar service. They also noted that valve wear was considerably less than those of the simples, the components needing attention only after more than 3 times the mileage in service.

Production locomotives -- see Locobase 3905 -- were larger. The two prototypes continued in service, albeit on less and less glamorous duties, into the late 1920s. 220-502 was withdrawn first in 1927 and 220-501 followed in 1928.

Class 220-900 - Serve tube (Locobase 9954)

Data from Institution of Mechanical Engineers (March 1904), p. 348.

There were two versions of the non-compound Eight-wheelers tested by the Ouest. The current entry shows the variant with the internally finned, large-diameter Serve tubes. The other version had smoothbore (lisse) tubes; see Locobase 9953.

Class 220-900 - smooth tube (Locobase 9953)

Data from Institution of Mechanical Engineers (March 1904), p. 348.

There were two versions of the non-compound Eight-wheelers tested by the Ouest. This variant had the typical smoothside tubes found in most steam locomotives. The other version had Serve finned tubes; see Locobase 9954.

Class 503 / 220 B (Locobase 3905)

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. Also see data shown in the table presented on pages 367, 369 of the Groupe VI. - GTnie civil. - Moyens de transport. DeuxiFme partie. Classes 32 (Tome I), part of the series of Rapports du Jury Internationale of the Exposition Unverselle Internationale de 1900 Paris Exposition, hosted on the website of Le Conservatoire numTrique des Arts & MTtiers ([], Accessed 21 August 2005). SACM produced

Given the satisfactory economies shown by the two prototypes (220-501 and 502; see Locobase 3904), it was logical for the Ouest to put 40 more of these compounds in service in 1897 and 1899 with 20 more following by 1901. SACM produced 503-532, Ouest's Sotteville works contributed the next 10 (533-542) and Austria's Wiener Neustadt delivered 543-562.

Roland Arzul comments that the series-production engines were more Frankish in appearance, what Google translates as "sober" and "racees" (rakish?). Indeed, Arzul ranks them among the most beautiful machines to enter French service. Locobase is less fulsome -- the Belpaire firebox and boiler are nicely proportioned, but the small, dixie-cup dome has external steam pipes leading to the HP cylinders, and the cab looks bobtailed. Among the typically French features are the finned Serve boiler tubes, the internal ribs of which were credited with considerable heating surface area of their own. Also typical is the four-cylinder Du Bousquest De Glehn compound layout.

Immediately, the class was the premier passenger power, hauling all of the Ouest's most demanding service. Made up of the first bogie passenger stock in France, these trains radiated from Paris to Le Havre, Brest, Cherbourg, Deauville, Dieppe as well as service within Normandy.

But their success soon led to longer, heavier trains and these locomotives were overmatched. Eventually they were relegated to short-haul service, but hung on for a remarkably long time. Only a few changes were evident, including the addition of a sand dome ahead of the steam dome. Fifteen were still shown on the SNCF's roster in October 1947.

Class 951 (Locobase 5408)

Data from Railroad and Engineering Journal (December 1889) and 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). See also [] (visited 27 Feb 2003)

Roland Arzul, writing in the above-noted website, says that these machines, together with an 0-6-0 class, represent the height of the Ouest's "l'anglomanie" Chief Engineer ClTrault came up with these two prototypes for service entry in 1888. They had the British style of full cab with columns at the rear, connected splashers, inside cylinders ...the works.

In 1889 tests on the PLM, 952 hit 138 km/h (86 mph). The Jury reviewing the Paris Exposition's exhibits observed that adding a fourth axle was the only way to get the power needed on certain sections of the Ouest system.

Arzul says they were put on the hardest express service in Normandy and Brittany. Ultimately they became part of the Etat system (in 1909) and, after World War I, they were steadily relegated to slower trains with more stops. Service withdrawal began in 1929.

Class 953 / 220 A (Locobase 6056)

Data from I N Jevica's [] (visited 29 May 2004). Locobase 5408 profiles the prototypes of this class as they were displayed at the 1889 Paris Exhibition.

Roland Arzul's comments quoted there appear to relate to the whole class, which was produced from 1892 to 1896. He notes that they represented the highest point of the Anglomania displayed by the Ouest's chief designer and Jevica's illustration certainly bears that out. Other than the air pump mounted on the boiler and the slightly outsized dome, these were English engines in appearance. Compared to the prototypes, the production locomotives had larger grates (and boilers, too, one suspects) and slightly larger cylinders.

Arzul notes that some in the series had Belpaire fireboxes.