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

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From this type on the left to the type below with a little bit of help from Monsieur Chapelon.... Some of the Paris Orleans 4500 class Pacifics, the first Pacifics in Europe and which themselves were good locomotives for their day, were rebuilt to become the very successful 4700 class 4-8-0, later 240.700 and 240A700 type, for the PO. Later a further 25 were rebuilt, to an even better design, as 240Ps to operate in former PLM territory. May 30 2003
From this type on the left to the type below with a little bit of help from Monsieur Chapelon.... Some of the Paris Orleans 4500 class Pacifics, the first Pacifics in Europe and which themselves were good locomotives for their day, were rebuilt to become the very successful 4700 class 4-8-0, later 240.700 and 240A700 type, for the PO. Later a further 25 were rebuilt, to an even better design, as 240Ps to operate in former PLM territory. May 30 2003

If the SNCF had preserved one of the 240's that loco would, for me, be THE star. However neither a first series or the later 240P types were preserved so we have today to be content with this superb model of 240.701. On test the first batch could sustain 3030 drawbar horsepower, whilst 240P15, of the second batch, was recorded producing 3600 drawbar horsepower, with an average on the same occasion of 3190 drawbar horsepower over the 31.2km section of line. These locomotives had the best power to weight ratio of any locomotive built prior to the building of L.D.Porta's 'La Argentina' in 1948 which matched them. For the record the figures are 31.1 horsepower per ton, in metric that is 23.2 kW per ton. May 30 2003

If the SNCF had preserved one of the 240's that loco would, for me, be THE star. However neither a first series or the later 240P types were preserved so we have today to be content with this superb model of 240.701. On test the first batch could sustain 3030 drawbar horsepower, whilst 240P15, of the second batch, was recorded producing 3600 drawbar horsepower, with an average on the same occasion of 3190 drawbar horsepower over the 31.2km section of line. These locomotives had the best power to weight ratio of any locomotive built prior to the building of L.D.Porta's 'La Argentina' in 1948 which matched them. For the record the figures are 31.1 horsepower per ton, in metric that is 23.2 kW per ton. May 30 2003

This is the information board attached to the cabinet displaying the fantastic 4-8-0 model. October 9 2003
This is the information board attached to the cabinet displaying the fantastic 4-8-0 model. October 9 2003

In this view 4546 can be seen with the "intermediate" step in Chapelon's work in the form of a Pacific and almost his ultimate work, the 4-8-0, can be seen. October 9 2003

A Kylchap exhaust system of the type fitted to the 141Rs under the direction of André Chapelon. May 31 2003
A Kylchap exhaust system of the type fitted to the 141Rs under the direction of André Chapelon. May 30 2003

The Kylchap has been usefully sectioned to show some of the otherwise difficult to see details of the design. October 9 2003 The Kylchap has been usefully sectioned to show some of the otherwise difficult to see details of the design. October 9 2003

2-8-2 141R1187 was built by US firm Baldwin in 1947 to help rehabilitate the SNCF after World War II. After some work by Chapelon these already good locomotives were further improved. A maximum of 2928 drawbar horsepower was recorded from a modified loco, some 400 horsepower better than an 'as built' loco. They introduced to France the rugged American construction and good mechanical reliability that would have featured in Chapelon's post war locomotives if they had been built. May 31 2003

2-8-2 141R1187 was built by US firm Baldwin in 1947 to help rehabilitate the SNCF after World War II. After some work by Chapelon these already good locomotives were further improved. A maximum of 2928 drawbar horsepower was recorded from a modified loco, some 400 horsepower better than an 'as built' loco. They introduced to France the rugged American construction and good mechanical reliability that would have featured in Chapelon's post war locomotives if they had been built. May 30 2003

141R1187 is preserved with a full set of Boxpok wheels. However not all were delivered with them, some came with spoked wheels. In service is was quite common to see locomotives with a mixture of the wheel type. October 9 2003
141R1187 is preserved with a full set of Boxpok wheels. However not all were delivered with them, some came with spoked wheels. In service is was quite common to see locomotives with a mixture of the wheel type. October 9 2003

It was standard SNCF practice to paint the class and running number of locomotives on the buffer beam. As can been seen here 141R1187 is equipped with a single pipe air braking system. October 9 2003

It was standard SNCF practice to paint the class and running number of locomotives on the buffer beam. As can been seen here 141R1187 is equipped with a single pipe air braking system. October 9 2003

As can been seen in other views the 141Rs were fairly tidy locomotives. The air pump is positioned up front but has been hidden behind a cover to 'improve' the appearance. October 9 2003
As can been seen in other views the 141Rs were fairly tidy locomotives. The air pump is positioned up front but has been hidden behind a cover to 'improve' the appearance. October 9 2003

As can be seen here the air pump is actually set back somewhat from the cover. October 9 2003
As can be seen here the air pump is actually set back somewhat from the cover. October 9 2003

In line with US practice at the time a very large number of points on the loco were mechanically lubricated. Even on the trailing axle there are lots of lubrication lines. This feature must have been greatly appreciated by the crews. October 9 2003
In line with US practice at the time a very large number of points on the loco were mechanically lubricated. Even on the trailing axle there are lots of lubrication lines. This feature must have been greatly appreciated by the crews. October 9 2003

A very interesting exhibit is this steam powered rotary snowplough. October 9 2003

A very interesting exhibit is this steam powered rotary snowplough. October 9 2003

With the side removed the boiler, cylinder, motion and gearing can clearly be seen. October 9 2003

With the side removed the boiler, cylinder, motion and gearing can clearly be seen. October 9 2003

Several locomotives from the Paris Orleans Railway are preserved at Mulhouse in the grey PO colour scheme. Closest is 2-8-2t 5452, followed by 2-4-2 340 and Pacific 4546. October 9 2003

Several locomotives from the Paris Orleans Railway are preserved at Mulhouse in the grey PO colour scheme. Closest is 2-8-2t 5452, followed by 2-4-2 340 and Pacific 4546. October 9 2003

Paris Orleans Railway 2-8-2t 5452 in the grey livery characteristic of that railway. Under the SNCF numbering system this locomotive was 141TA452. The locomotive is a two cylinder simple and unusually for a French locomotive there is no feedwater heater. May 30 2003

Paris Orleans Railway 2-8-2t 5452 in the grey livery characteristic of that railway. Under the SNCF numbering system this locomotive was 141T452. The locomotive is a two cylinder simple and unusually for a French locomotive there is no feedwater heater. May 30 2003

This rather old Pairs Orleans Railway 2-4-2 340, a product from the 1880s, is notable for the amount of brasswork. Keeping the boiler clean must have been a full time job ! May 31 2003

This rather old Pairs Orleans Railway 2-4-2 340, a product from the 1880s, is notable for the amount of brasswork. Keeping the boiler clean must have been a full time job ! May 30 2003

340 is yet another locomotive with an interesting valvegear. October 9 2003

340 is yet another locomotive with an interesting valvegear. October 9 2003

As displayed in Mulhouse 241A1 of the Est Railway shows off the fact it was once based at Paris La Villette depot. La Villette was the principal depot in Paris for locomotives of the Est Railway and is only a short distance from Paris Est station. October 9 2003
As displayed in Mulhouse 241A1 of the Est Railway shows off the fact it was once based at Paris La Villette depot. La Villette was the principal depot in Paris for locomotives of the Est Railway and is only a short distance from Paris Est station. October 9 2003

An early French 4-8-2. Etat (State) Railway 241A1, a 4 cylinder de Glehn type compound. This class of locomotive were developed from the very first 4-8-2 to run in Europe Est 41.001. Some locomotives of this type, but not this one, were given a bit of help by Chapelon. In modified form they could produce 3650 cylinder horsepower. May 31 2003

An early French 4-8-2. Etat (State) Railway 241A1, a 4 cylinder de Glehn type compound. This class of locomotive were developed from the very first 4-8-2 to run in Europe Est 41.001. Some locomotives of this type, but not this one, were given a bit of help by Chapelon. In modified form they could produce 3650 cylinder horsepower. May 30 2003

The 241As are impressively large locomotives. October 9 2003

The 241As are impressively large locomotives. October 9 2003

Being a de Glehn type compound the high pressure cylinders are on the outside. To the right of the cylinder is the passage to the low pressure cylinder on this side of the loco. This passage contains a large sleeve valve. This can be moved to allow the locomotive to operate as a simple if required. The actuating mechanism for this valve can be seen to the right of the passage. October 9 2003

Being a de Glehn type compound the high pressure cylinders are on the outside. To the right of the cylinder is the passage to the low pressure cylinder on this side of the loco. This passage contains a large sleeve valve. This can be moved to allow the locomotive to operate as a simple if required. The actuating mechanism for this valve can be seen to the right of the passage. October 9 2003

This is the cab of 241A1. The distinctive French type three section firehole door is prominent. October 9 2003

This interesting gearbox operates the valvegear. The driver turns the rod coming in from the right. The upper worm controls the setting of the outside valvegear and the lower worm the inside valvegear. October 9 2003

This interesting gearbox operates the valvegear. The driver turns the rod coming in from the right. The upper worm controls the setting of the outside valvegear and the lower worm the inside valvegear. October 9 2003

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