At the French National Railway Museum, Mulhouse
'Le Musée Français du Chemin de Fer'
May 30 2003
& October 9 2003

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The view over some of the exhibits at Le Musée Français du Chemin de Fer, Mulhouse. The locomotive closest is Nord Pacific 3.1192, later SNCF 231E22. May 31 2003

The view over some of the exhibits at Le Musée Français du Chemin de Fer, Mulhouse. The locomotive closest is Nord Pacific 3.1192, later SNCF 231E22. May 30 2003

Alfred De Glehn's first compound - Nord Railway 4-2-2-0 No.701 built in 1895. The locomotive is a four cylinder compound with the high pressure cylinders on the inside and the low pressure cylinders outside the frames. The high pressure cylinders drive the leading driving wheels whilst the low pressure cylinders drive the trailing driving wheel. However unlike most other locomotives built the two sets of driven wheels were not linked with coupling rods and hence the wheel arrangement quoted. October 9 2003

Alfred De Glehn's first compound - Nord Railway 4-2-2-0 No.701 built in 1895. The locomotive is a four cylinder compound with the high pressure cylinders on the inside and the low pressure cylinders outside the frames. This arrangement is the opposite of what is normally meant when people refer to a 'de Glehn' compound. The high pressure cylinders drive the leading driving wheels whilst the low pressure cylinders drive the trailing driving wheel. However unlike most other locomotives built the two sets of driven wheels were not linked with coupling rods and hence the wheel arrangement quoted. October 9 2003

701 is a saturated locomotive. An interesting feature in the smokebox is the use of copper in the main steam pipes and the exhuast steam circuit. It would never have been this clean in service ! October 9 2003
701 is a saturated locomotive. An interesting feature in the smokebox is the use of copper in the main steam pipes and the exhaust steam circuit. It would never have been this clean in service ! October 9 2003

701

Works Plate

Nord Class 1K
701 was classified as Class 1K by the Nord. It was constructed at the Mulhouse works of Societe Alsacienne in 1895.

701 has many interesting features. One of these is the inversion of the Walschaerts valve gear to allow it to drive the slide valve which is below the piston. Each cylinder has a set of valvegear, a feature of what de Glehn compounds. October 9 2003

701 has many interesting features. One of these is the inversion of the Walschaerts valve gear to allow it to drive the slide valve which is below the piston. Each cylinder has a set of valvegear, a feature of what de Glehn compounds. October 9 2003

As the valve gear is inverted the rules on determining inside and outside admission are also inverted. However as would be expected, being a slide valve loco, 701 has outside admission valves. As can be determined by the interesting design of valve stem crosshead the valves are fairly short travel. October 9 2003

As the valve gear is inverted the rules on determining inside and outside admission are also inverted. However as would be expected, being a slide valve loco, 701 has outside admission valves. As can be determined by the interesting design of valve stem crosshead the valves are fairly short travel. October 9 2003

One excellent exhibit in the museum is this complete Hulson rocking grate and HT1 Stoker. May 31 2003

One excellent exhibit in the museum is this complete Hulson rocking grate and HT1 Stoker. May 30 2003

The Hulson type of grate became standard on many SNCF steam locos. Note on the stoker the holes for the distribution jets in the stoker table. October 9 2003

The Hulson type of grate became standard on many SNCF steam locos. Note on the stoker the holes for the distribution jets in the stoker table. October 9 2003

A lovely bit of painting. 232U1 is one of the real stars of the museum. October 9 2003

A lovely bit of painting. 232U1 is one of the real stars of the museum. October 9 2003

231U1 was a one off locomotive designed by Marc de Caso of the Nord Railway. It is a four cylinder compound fitted with piston valves and many modern features to improve reliability and make operation easier. Whilst not quite as good as Chapelon engines of the same era, notably 242A1, it was none the less a very fine locomotive. On test in 1950 232U1 was recorded producing 3265 drawbar horsepower over an 8km section. May 31 2003

231U1 was a one off locomotive designed by Marc de Caso of the Nord Railway. It is a four cylinder compound fitted with piston valves and many modern features to improve reliability and make operation easier. Whilst not quite as good as Chapelon engines of the same era, notably 242A1, it was none the less a very fine locomotive. On test in 1950 232U1 was recorded producing 3265 drawbar horsepower over an 8km section. May 30 2003

231U1 was originally to be built as a Ljungström turbine but ultimately was turned out as a conventional locomotive. Whilst many French compounds had two regulators (both used when working the loco as a simple, and just one used in compound operation) and two sets of reversing gear, 232U1 had one regulator and one reverser. At cut-offs longer than 55% the locomotive worked as a simple, at shorter cut-offs the locomotive automatically operated in compound mode. After restoration for display at Mulhouse, under the supervision of Marc de Caso, it was setup so that the driving wheels can be rotated to enable visitors to see the valve gear in action. May 30 2003

231U1 was originally to be built as a Ljungström turbine but ultimately was turned out as a conventional locomotive. Whilst many French compounds had two regulators (both used when working the loco as a simple, and just one used in compound operation) and two sets of reversing gear, 232U1 had one regulator and one reverser. At cut-offs longer than 55% the locomotive worked as a simple, at shorter cut-offs the locomotive automatically operated in compound mode. After restoration for display at Mulhouse, under the supervision of Marc de Caso, it was setup so that the driving wheels can be rotated to enable visitors to see the valve gear in action. May 30 2003

A close up view of the crosshead arrangement and certain items of the valve gear on the right hand side of 232U1. Also note the large brass pressure relief valve on the cylinder end cover. May 30 2003

A close up view of the crosshead arrangement and certain items of the valve gear on the right hand side of 232U1. Also note the large brass pressure relief valve on the cylinder end cover. May 30 2003

On the left hand side the valvegear is much the same !! The U-shaped combination lever is a very interesting feature. October 9 2003

On the left hand side the valvegear is much the same !! The U-shaped combination lever is a very interesting feature. October 9 2003

These valves are situtated over the valve chests and are anti-vacuum valves. October 9 2003

These valves are situated over the valve chests and are anti-vacuum valves. October 9 2003

An example of the type of piston fitted to 232U1 is displayed. It looks to be of relatively lightweight construction, but sadly, retains two wide pistion rings rather than a series of thin rings. Such wide rings will not lead to the best steam tightness but is very typical of steam locomotive practice. October 9 2003
An example of the type of piston fitted to 232U1 is displayed. It looks to be of relatively lightweight construction, but sadly, retains two wide piston rings rather than a series of thin rings. Such wide rings will not lead to the best steam tightness but is very typical of steam locomotive practice. October 9 2003

Despite many good features 232U1 retains many unnecessarily complicated features such as the arrangement of the big end bearing shown here. October 9 2003
Despite many good features 232U1 retains many unnecessarily complicated features such as the arrangement of the big end bearing shown here. October 9 2003

It is often written that 232U1 has very long travel piston valves. This photo should prove the point ! October 9 2003
It is often written that 232U1 has very long travel piston valves. This photo should prove the point ! October 9 2003

The SNCF had a steam locomotive testing station at Vitry-sur-Seine. Whilst that facility may be long gone it is remembered by this excellent model. The building, however, does remain. It is still used for testing railway vehicles today. The locomotive in the photograph and also inside the model is a 141P, a type that very sadly did not make it in to preservation. The 141Ps, whilst being a development of the PLM 141C class, were another triumph for André Chapelon. May 30 2003
The SNCF had a steam locomotive testing station at Vitry-sur-Seine. Whilst that facility may be long gone it is remembered by this excellent model. The building, however, does remain. It is still used for testing railway vehicles today. The locomotive in the photograph and also inside the model is a 141P, a type that very sadly did not make it in to preservation. The 141Ps, whilst being a development of the PLM 141C class, were another triumph for André Chapelon. May 30 2003

Some bits of a 141P do remain. An interesting exhibit is the leading bogie and leading coupled axle. The 141Ps were equiped with the Zara type of Bissel bogie which helped to steer the locomotive through corners. October 9 2003
Some bits of a 141P do remain. An interesting exhibit is the leading bogie and leading coupled axle. The 141Ps were equipped with the Zara type of Bissel bogie which helped to steer the locomotive through corners. October 9 2003

A rear view of the Bissel bogie arrangement fitted to the 141Ps. October 9 2003

A rear view of the Bissel bogie arrangement fitted to the 141Ps. October 9 2003

Several excellent models are on show. This one is of a 141TC. May 31 2003

Several excellent models are on show. This one is of a 141TC. October 9 2003

Nord Railway, later SNCF, du Bousquet designed 4 cylinder compound 4-6-0 230D9. May 31 2003
Nord Railway, later SNCF, du Bousquet designed 4 cylinder compound 4-6-0 230D9. May 30 2003

230D9 at Mulhouse Museum. On test these locomotives could produce 2000 indicated horsepower. Not bad from a 70.8 tonne 4-6-0. October 9 2003

230D9 at Mulhouse Museum. On test these locomotives could produce 2000 indicated horsepower. Not bad from a 70.8 tonne 4-6-0. October 9 2003

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