Est 4-6-0 Locomotives in France

Class 3 771/Series 11 (Locobase 15147)

Data from cnum_8XAE739, Exposition universelle, Groupe VII. Classes 39 et 40: Industrie des Transports-Chemins de fer et Tramways. Exposition internationale des industries et du travail de Turin 1911 (Paris: Comite Francais des Expositions a l'Etranger, 1911), p. 18.

Class 3103/230 J (Locobase 4196)

Data taken from table published in Railroad Age Gazette (26 June 1908), which was compiled through direct communications with Est chief Saloman, chief designer Flaman and his assistant M.Birckel, chief draftsman. See also Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 15. 3/5 gekuppelte vierzylindrige Verbund-fschnellzuglokomotive der franzosischen Ostbahn ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LVIII Nr. 51 (21 December 1906), pp. 713-; and Edouard Sauvage, "Recent Development of Express Locomotives in France", Mechanical Engineer, Volume XXXIV [34], No. 862 (31 July 1914), pp. 95-98.

These were the first production batch of the 3101-design prototype express Ten-wheelers (Locobase 9957). As did the first two, the 3103s had the de Glehn arrangement of HP cylinders driving the second axle and inside LP cylinders cranking the first. They also had the Belpaire firebox of the latter. But the express engines had much taller drivers and bigger boilers and grates, which served to maintain the tractive power while increasing the average speed of heavy express trains.

In typical service, Charles Lake reported in RAG, this class consumed an average of 43.57 lb of coal per mile and 40 gallons of water. (The coal used -- demimaigre -- was credited with the capacity to produce eight times its weight in steam.)

Sauvage reported that the HP exhaust-steam receiver (which was an intermediate destination before the exhaust's admittance into the LP cylinders) in locomotives 3.129-3 .146 comprised "a number of large pipes in the smokebox with a heating surface of 7.736 sq metres (83.3 sq ft)." The object of these pipes was "to dry or even to superheat the low-pressure steam. This contrivance does not seem to have any well-marked effect."

Class 3191-3210/230 J (Locobase 5320)

Data taken from Edouard Sauvage, "Recent Development of Express Locomotives in France", Mechanical Engineer, Volume XXXIV [34], No. 862 (31 July 1914), pp. 95-98.

This was one of the later batches of a du Bousquet-de Glehn compound Ten-wheeler design that the Est began building in 1902. This group were a little bit bigger and featured a superheater that was installed during construction. They also used the square-shouldered Belpaire firebox.

The firetubes came in two sizes. 28 x 49 mm (1.93") and 75 x 70 mm (2.76"). The latter were Serve ribbed tubes. All cylinders were served by piston valves. Sauvage suggested that the superheated LP cylinders should be larger than the original saturated ones, but "these cylinders ...occupy the whole available space between the frames, and an increase of size would involve a radical change in the plan of the engine.

After three years in operation, the class had earned high marks: "They attain easily the limit speed of 120 kilos (74.8 miles) per hour, run smoothly without injuring the track; the expenses for keeping up, as well as coal and water consumption, are moderate."

Class 3401 (Locobase 3918)

Data taken from table published in Railroad Gazette (28 September 1900), which was compiled through direct communications with the various designers. Although apparently derived from the Sud series of 4-cylinder compound ten-wheelers, the Est engines were noticeably bigger and when they went into service, their boilers were pressed to 228 psi (16 bar). Obviously maintenance demands soon forced a drop in BP, for the 1900 table already reflected the change.

Thes had the Belpaire boiler and relatively stubby profile of the French 4-6-0s that entered service in the last 5 years of the 19th century In the Est engines, the sand dome is immediately behind the steam dome with lines running to each driver set. The RG table attributes the data to 3425-3450, but all of the other references are to the entire class of 50.

Class 3501 (Locobase 10254)

Data from "German Built Locomotives for the Eastern Ry of France", The Locomotive Magazine,Vol VIII (10 Jan 1903), p.27.

A couple of years after Salomon put his Series 10 de Glehn compounds into service (Locobase 3918), he contracted with this German builder to add 20 more very similar engines. The Belpaire firebox was the same and most of the dimensions at least close. The differences included a longer boiler with its supporting bogie also set further forward. The safety valves stood on the firebox, not the dome, and the equalizing levers were connected by a bell crank.

Class 3521 (Locobase 10449)

Data from "Four Cylinder Compound Locomotive, Eastern Railway of France", The Locomotive Magazine,Vol X [10] (15 April 1904), p. 62. See also Schneider catalogue archived at [], last accessed 28 May 2018. Works numbers were 2736-2765 in 1901.

This was the next tranche of Ten-wheelers built to Salomon's version of the de Glehn - du Bousquet four-cylinder compound; this batch of 30 had the Belpaire firebox used in the entire class. There would be a total of 390 locomotives built to the basic design shown in Locobase 10254.

Class S9, S11 / 3101 (Locobase 9957)

Data from Institution of Mechanical Engineers (March 1904), p. 362 and [], last accessed 15 February 2009.

The numerous series of compound Ten-wheelers followed the 3401 class (Locobase 3918), but adopted a larger boiler and grate. The boiler still held Serve internally finned tubes. They would be followed by several dozen more engines of slightly larger dimensions; see Locobase 4196.