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 two stars of the Mulhouse museum are De Caso designed SNCF 4-6-4 compound 232U1 (left) and the Chapelon designed Nord compound 4-6-2 3.1192 (SNCF 231E22.) May 31 2003

The two stars of the Mulhouse museum are De Caso designed SNCF 4-6-4 compound 232U1 (left) and the Chapelon designed Nord compound 4-6-2 3.1192 (SNCF 231E22.) May 30 2003

Nord Pacific 3.1192, later SNCF 231E22. These locomotives were the top link power of the Nord and later the SNCF over the boat train route from Paris Gare de Nord to Calais until final withdrawal in 1967. These superb machines could sustain 2700 horsepower, note that is SUSTAINED not a peak output. Their in service weight was 101 tonnes. May 31 2003

Nord Pacific 3.1192, later SNCF 231E22 is probably THE star at Mulhouse. These locomotives were the top link power of the Nord and later the SNCF over the boat train route from Paris Gare de Nord to Calais until final withdrawal in 1967. These superb machines could sustain 2700 horsepower, note that is SUSTAINED not a peak output. Their in service weight was 101 tonnes. May 30 2003

3.1192 is kept in excellent condition by the museum staff, as befits such an important locomotive. On this side of the locomotive the turbo generator, cross compound air brake pump and one of the ACFI feedwater barrels are visible. Also to the right of the cab steps is the live steam injector used when the locomotive was not under steam. If the ACFI system had been used when there was no exhaust steam to heat the feedwater cold water would have entered the boiler. May 31 2003

3.1192 is kept in excellent condition by the museum staff, as befits such an important locomotive. On this side of the locomotive the turbo generator, cross compound air brake pump and one of the ACFI feedwater barrels are visible. Also to the right of the cab steps is the live steam injector used when the locomotive was not under steam. If the ACFI system had been used when there was no exhaust steam to heat the feedwater cold water would have entered the boiler. May 30 2003

These locomotives came out of developments on the Paris Orleans Railway carried out on PO Pacific 3566 (later 3701) by André Chapelon. Almost all Pacifics in France were later modified in light of the results Chapelon achieved. As can be seen above the locomotives had an ACFI feedwater heater and Walschaerts operated Lentz-Dabeg Oscillating Cam valve gear (as has 231G588.) May 31 2003

These locomotives came out of developments on the Paris Orleans Railway carried out on PO Pacific 3566 (later 3701) by André Chapelon. Almost all Pacifics in France were later modified in light of the results Chapelon achieved. As can be seen above the locomotives had an ACFI feedwater heater and Walschaerts operated Lentz-Dabeg Oscillating Cam valve gear. May 30 2003

A closer view of the valve gear, air pump and also the mechanical lubricator on 3.1192. Note the beautifully laid out copper lubrication pipework to the right of the lubricator. May 31 2003
A closer view of the valve gear, air pump and also the mechanical lubricator on 3.1192. Note the beautifully laid out copper lubrication pipework to the right of the lubricator. May 30 2003

A view of the cylinder and final sections of the the valve gear drive to the oscillating cams. Note under the cylinder the cover on the cylinder cock exhausts. May 31 2003

A view of the cylinder and final sections of the the valve gear drive to the oscillating cams. Note under the cylinder the cover on the cylinder cock exhausts. May 30 2003

To allow the Walschaerts valves gear to drive the oscillating cam an extension protrudes at 90° to what would be the valve steam crosshead on a piston valve engine. This extension allows the rod driving the cam to clear the outside face of the cylinder. October 9 2003

To allow the Walschaerts valves gear to drive the oscillating cam an extension protrudes at 90° to what would be the valve steam crosshead on a piston valve engine. This extension allows the rod driving the cam to clear the outside face of the cylinder. October 9 2003

Connected to the end of the cam is this needle which very clearly shows the position of the valves. October 9 2003

Connected to the end of the cam is this needle which very clearly shows the position of the valves. October 9 2003

This view shows not only the detail of the final drive to the camshaft but also the pressure relief valves and the copper cover over the drain cock pipes. October 9 2003
This view shows not only the detail of the final drive to the camshaft but also the pressure relief valves and the copper cover over the drain cock pipes. October 9 2003

Each of the four cylinders have there own valvegear. The cut-off could be altered separately on the high pressure and low pressure sides of the engine. This view shows the final drive on to the inside, low pressure, cylinder oscillating cam. This on on the right hand side of the locomotive. October 9 2003
Each of the four cylinders have there own valvegear. The cut-off could be altered separately on the high pressure and low pressure sides of the engine. This view shows the final drive on to the inside, low pressure, cylinder oscillating cam. This on on the right hand side of the locomotive. October 9 2003

It is possible to walk under 3.1192 in a lit pit. This view shows, amongst other things, the inside big ends and eccentrics and, interestingly, how they fit through the frame stretcher. May 31 2003

It is possible to walk under 3.1192 in a lit pit. This view shows, amongst other things, the inside big ends and eccentrics and, interestingly, how they fit through the frame stretcher. May 30 2003

Another interesting feature of some Chapelon engines is the chute visible here. This allowed char to be shoveled directly from the smokebox down the chute in to a pit rather than having to throw it off the front or over the side of the locomotive. May 30 2003
Another interesting feature of some Chapelon engines is the chute visible here. This allowed char to be shoveled directly from the smokebox down the chute in to a pit rather than having to throw it off the front or over the side of the locomotive. May 30 2003

A view of the coupling rod bearing arrangement and also the speedometer drive on 3.1192. May 31 2003

A view of the coupling rod bearing arrangement and also the speedometer drive on 3.1192. May 30 2003

A head-on view of 3.1192. Above the buffer on the left is the Nord Railway train indicator number box. October 9 2003
A head-on view of 3.1192. Above the buffer on the left is the Nord Railway train indicator number box. October 9 2003

A nice view of the drivers' side of 3.1192. In front of the trapezoidal shaped firebox is the feedwater pump. A lot of the feedwater pipework can be seen making its way up the side of the boiler to the feedwater drum. October 9 2003

A nice view of the drivers' side of 3.1192. In front of the trapezoidal shaped firebox is the feedwater pump. A lot of the feedwater pipework can be seen making its way up the side of the boiler to the feedwater drum. October 9 2003

In total contrast to the locomotive above in 030C815. This 0-6-0 tender engine was built in 1882 for the Ouest system. It was rated at 670 wheel-rim horsepower. October 9 2003
In total contrast to the locomotive above in 030C815. This 0-6-0 tender engine was built in 1882 for the Ouest system. It was rated at 670 wheel-rim horsepower. October 9 2003

030C815 is equipped with Gooch valvegear. Whilst in the UK such valvegear would have been found in-between the frames it is refreshing to see it outside, especially considering the vintage of the locomotive ! October 9 2003

030C815 is equipped with Gooch valvegear. Whilst in the UK such valvegear would have been found in-between the frames it is refreshing to see it outside, especially considering the vintage of the locomotive ! October 9 2003

This view of the valvegear on 030C815 clearly shows how the various rods have had to be shaped. October 9 2003
This view of the valvegear on 030C815 clearly shows how the various rods have had to be shaped. October 9 2003

Etat System 2-4-0 No. 2029 is a two cylinder simple. October 9 2003
Etat System 2-4-0 No. 2029 is a two cylinder simple. October 9 2003

Etat 2029 is another loco on display at Mulhouse equipped with an unusual valvegear. This locomotive has Allen Straight Link, again thoughtfully positioned outside of the frames. October 9 2003

Etat 2029 is another loco on display at Mulhouse equipped with an unusual valvegear. This locomotive has Allen Straight Link, again thoughtfully positioned outside of the frames. October 9 2003

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