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

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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

A view of 2.670 from the front. As can be seen these lovely locomotives are not huge. Thus it is not surprising they were able to be easily adapted to fit within the GWR loading gauge which itself was fairly generous. October 9 2003
A view of 2.670 from the front. As can be seen these lovely locomotives are not huge. Thus it is not surprising they were able to be easily adapted to fit within the GWR loading gauge which itself was fairly generous. October 9 2003

The outside, high pressure, cylinders, are fed by a main steam pipe with several right angle bends and a small cross sectional area. However for their day these were some of the best locomotives around. October 9 2003
The outside, high pressure, cylinders, are fed by a main steam pipe with several right angle bends and a small cross sectional area. However for their day these were some of the best locomotives around. October 9 2003

An interesting drawing of a PLM "Coupe-vents" (Windcutter) 4-4-0 hangs on the wall a little way from where an example of the the type is displayed. The exhaust system appears rather interesting ! October 9 2003

This former PLM "Big C" 4-4-0 C.145 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

This former PLM "Big C" 4-4-0 C.145 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

The "Big C's", usually for PLM machines, had de Glehn type starting arrangements allowing high pressure exhaust steam to atmosphere and reduced pressure steam to be admitted from the boiler to the low pressure cylinders. October 9 2003

PLM C.145 has an interesting arrangement of Walschaerts valve gear and a very long piston rod ! Also visible are the two reach rods required for the independent valvegears on the high and low pressure sides. October 9 2003

PLM C.145 has an interesting arrangement of Walschaerts valve gear and a very long piston rod ! Also visible are the two reach rods required for the independent valvegears on the high and low pressure sides. October 9 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 lowering 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 lowering the brass choke positioned between the nozzles. May 30 2003

3.1102 is displayed in the very attractive Nord Railway chocolate brown colour scheme with a number of brass plates such as this one. October 9 2003
3.1102 is displayed in the very attractive Nord Railway chocolate brown colour scheme with a number of brass plates such as this one. October 9 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 built 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. 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

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 built 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. 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 close up of the sectioned low pressure cylinder steam chest and slide valve. The low pressure cylinders are not inline on this type. Rather they are staggered to to allow the large volume cylinders to fit between the frames. This cylinder, the right hand, was the furthest forward of the pair. October 9 2003

A close up of the sectioned low pressure cylinder steam chest and slide valve. The low pressure cylinders are not inline on this type. Rather they are staggered to to allow the large volume cylinders to fit between the frames. This cylinder, the right hand, was the furthest forward of the pair. October 9 2003

A closer view of the blast arrangement with the choke than can be raised and lowered. October 9 2003
A closer view of the blast arrangement with the choke than can be raised and lowered. October 9 2003

Rotating the above valve clockwise would cause high pressure cylinder exhaust steam to go to atmosphere. In other words it is the simple to compounding valve. October 9 2003

Rotating the above valve clockwise would cause high pressure cylinder exhaust steam to go to atmosphere. In other words it is the simple to compounding valve. October 9 2003

A good view of the high pressure, inside admission, cylinders of 3.1102. The size of the piston compared to that used in 232U1 is very noticeable. October 9 2003
A good view of the high pressure, inside admission, cylinders of 3.1102. The size of the piston compared to that used in 232U1 is very noticeable. October 9 2003

The coming to together of the exhaust steam circuits below the blast pipe can be seen above. October 9 2003

The coming to together of the exhaust steam circuits below the blast pipe can be seen above. October 9 2003

A very common feature on French locomotives was the use of Serve tubes. These are the small tubes with the fins. They are like this to provide a greater surface area and thus increase heat transfer to the water in the boiler. October 9 2003
A very common feature on French locomotives was the use of Serve tubes. These are the small tubes with the fins. They are like this to provide a greater surface area and thus increase heat transfer to the water in the boiler. October 9 2003

A view from the big end forward on 3.1102. October 9 2003

A view from the big end forward on 3.1102. October 9 2003

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