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

Close Window

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

Nord Atlantic 2.670. This locomotive is built to a 1899 design. Forerunners of the 231Es etc on the Boat Train route these locomotives could haul 350 tonne trains easily at 75mph. Weighing in at 65 tonnes they could produce 1400 cylinder horsepower. One such locomotive was purchased by the GWR and ran in Britain, very successfully, as 102 'La France'. May 31 2003

Nord Atlantic 2.670. This locomotive is built to a 1899 design. Forerunners of the 231Es etc on the Boat Train route these locomotives could haul 350 tonne trains easily at 75mph. Weighing in at 65 tonnes they could produce 1400 cylinder horsepower. One such locomotive was purchased by the GWR and ran in Britain, very successfully, as 102 'La France'. May 30 2003

This former PLM 4-4-0 may look odd but the streamlining was for a reason. Strong headwinds on the Rhône valley route were a major hindrance to the operating department. As built the streamlining was a success allowing faster trains to operate over the route under all conditions. For a PLM locomotives these were extremely good. May 30 2003

This former PLM 4-4-0 may look odd but the streamlining was for a reason. Strong headwinds on the Rhône valley route were a major hindrance to the operating department. As built the streamlining was a success allowing faster trains to operate over the route under all conditions. For a PLM locomotive these were extremely good. May 30 2003

Nord 4-6-4 3.1102 was sectioned in 1939 for an exhibition and is now a very interesting exhibit. Note the receiver (in blue to the right of the outside cylinder) with the de Glehn type starting valve allowing HP exhaust steam to go to atmosphere or to the low pressure, inside, cylinders. As was customary at the time of construction, 1910, the HP side has piston valves whilst the LP side has slide valves. Also visible is the Nord type variable exhaust system. Back pressure and smokebox vacuum could be altered by raising and lower the brass choke positioned between the nozzles. May 30 2003

Nord 4-6-4 3.1102 was sectioned in 1939 for an exhibition and is now a very interesting exhibit. Note the receiver (in blue to the right of the outside cylinder) with the de Glehn type starting valve allowing HP exhaust steam to go to atmosphere or to the low pressure, inside, cylinders. As was customary at the time of construction, 1910, the HP side has piston valves whilst the LP side has slide valves. Also visible is the Nord type variable exhaust system. Back pressure and smokebox vacuum could be altered by raising and lower the brass choke positioned between the nozzles. May 30 2003

Nord 4-6-4 3.1102 from the non sectioned side. When built this locomotive had a watertube firebox. The two locomotives of this type were very powerful for their day being capable of hauling 1200 tonnes at up to 68mph on level track. This equates to a cylinder horsepower of approximately 2800. In many ways they were the precursor to the later Nord 4-6-4s, the 232R and 232S types and of course the one off 232U1 shown earlier. 3.1102 and sister locomotive 3.1101 were certainly ahead of their time. 3.1101 is believed to have been cut up during World War II. May 31 2003

Nord 4-6-4 3.1102 from the non sectioned side. When built this locomotive had a watertube firebox. The two locomotives of this type were very powerful for their day being capable of hauling 1200 tonnes at up to 68mph on level track. This equates to a cylinder horsepower of approximately 2800. In many ways they were the precursor to the later Nord 4-6-4s, the 232R and 232S types and of course the one off 232U1 shown earlier. 3.1102 and sister locomotive 3.1101 were certainly ahead of their time. 3.1101 is believed to have been cut up during World War II. May 30 2003

A very rare beast indeed - a 4-8-4 tank engine. This is PLM 242AT6. It is a 4 cylinder compound of the PLM type, that is with the outside high pressure and inside low pressure cylinders all in line. May 30 2003
A very rare beast indeed - a 4-8-4 tank engine. This is PLM 242AT6. It is a 4 cylinder compound of the PLM type, that is with the outside high pressure and inside low pressure cylinders all in line. May 30 2003

Freight superpower in the form of 150P13. These locomotives were developed from the very successful Nord Class 5.1200 2-10-0s. Marc de Caso was responsible for the design of these excellent locomotives. They were able to haul vast tonnages and were capable of sustaining 2200 drawbar horsepower. They could even run freely at up to 75mph, the maximum speed allowed rather than the maximum achievable. May 31 2003
Freight superpower in the form of 150P13. These locomotives were developed from the very successful Nord Class 5.1200 2-10-0s. Marc de Caso was responsible for the design of these excellent locomotives. They were able to haul vast tonnages and were capable of sustaining 2200 drawbar horsepower. They could even run freely at up to 75mph, the maximum speed allowed rather than the maximum achievable. May 30 2003

And the award for the largest steam chests goes to.... 150P13. Also visible in this view of the high pressure cylinders is the starting valve (in brass) controlling the routing of exhaust HP steam to atmosphere or to the low pressure inside cylinders. May 31 2003
And the award for the largest steam chests goes to.... 150P13. Also visible in this view of the high pressure cylinders is the starting valve (in brass) controlling the routing of exhaust HP steam to atmosphere or to the low pressure inside cylinders. May 30 2003

The 150Ps were stoker fired despite their narrow firebox. Amongst the multitude of controls visible perhaps the most interesting are the dual regulators, so typical of de Glehn type compounds. The larger regulator would always be used whilst the smaller one was used when operating the locomotive as a simple and allowed direct steam admission to the low pressure receiver. It could also be used to admit steam to the low pressure side when operating as a compound. It is believed this rarely happened on French compounds. Such operation is known as 'reinforced compounding'. May 31 2003

The 150Ps were stoker fired despite their narrow firebox. Amongst the multitude of controls visible perhaps the most interesting are the dual regulators, so typical of de Glehn type compounds. The larger regulator would always be used whilst the smaller one was used when operating the locomotive as a simple and allowed direct steam admission to the low pressure receiver. It could also be used to admit steam to the low pressure side when operating as a compound. It is believed this rarely happened on French compounds. Such operation is known as 'reinforced compounding'. May 30 2003

A former PLM type locomotive in SNCF guise, this is 2-8-2 141F282 a 4 cylinder compound. May 31 2003

A former PLM type locomotive in SNCF guise, this is 2-8-2 141F282 a 4 cylinder compound. May 30 2003

Go on to:
Go back to:
Page Three
Page Three
Page One

Close Window