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

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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. The valvegear is Walschaerts but there are only two sets for the four cylinders. Motion for the inside cylinders is derived on the von Borries system. 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. The valvegear is Walschaerts but there are only two sets for the four cylinders. Motion for the inside cylinders is derived on the von Borries system. May 30 2003

These 4-8-4Ts are equipped with dual driving controls on one side of the cab to help make bunker first running more comfortable. October 9 2003
These 4-8-4Ts are equipped with dual driving controls on one side of the cab to help make bunker first running more comfortable. October 9 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 on passenger work but was used on some heavy freight operations. Such operation is known as 'reinforced compounding'. 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 on passenger work but was used on some heavy freight operations. Such operation is known as 'reinforced compounding'. May 30 2003

In October 2003 150P13 was stored in the reserve collection. The boilers of the 150Ps, and their direct predecessors the 150Bs, were shared with the Nord Super Pacifics - the 231Cs. October 9 2003

In October 2003 150P13 was stored in the reserve collection. The boilers of the 150Ps, and their direct predecessors the 150Bs, were shared with the Nord Super Pacifics - the 231Cs. October 9 2003

Another view showing the huge steam chest on the outside, high pressure, cylinders along with the Walschaerts valvegear. October 9 2003

Another view showing the huge steam chest on the outside, high pressure, cylinders along with the Walschaerts valvegear. October 9 2003

A former PLM type locomotive in SNCF guise, this is 2-8-2 141F282. It is a 4 cylinder compound on the PLM system. The inside cylinders are the high pressure ones and the outside are the low pressure. May 30 2003

A former PLM type locomotive in SNCF guise, this is 2-8-2 141F282. It is a 4 cylinder compound on the PLM system. The inside cylinders are the high pressure ones and the outside are the low pressure. May 30 2003

The 141F type is very similar to 141C. The SNCF 141P was developed from the 141C. In the 141Ps the cylinders remained in line but the high and low pressure cylinders swapped places. October 9 2003
The 141F type is very similar to 141C. The SNCF 141P was developed from the 141C. In the 141Ps the cylinders remained in line but the high and low pressure cylinders swapped places. October 9 2003

The 141Cs and 141Fs had fairly big boilers. On August 2 1935 141C623 suffered a serious boiler explosion. The boiler separated from the frames, with the loco on the move, and cart wheeled for 512 feet before coming to rest. October 9 2003

The 141Cs and 141Fs had fairly big boilers. On August 2 1935 141C623 suffered a serious boiler explosion. The boiler separated from the frames, with the loco on the move, and cart wheeled for 512 feet before coming to rest. October 9 2003

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