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Illustrated
CRESCENT BOOKS
New York
The
Illustrated
A Salamander
The author
Book
BRIAN HOLLINGSWORTH,
M.A., M.I.C.E.
Brian Hollingsworth has had an extravagant passion for railways ever since he can
remember. After qualifying in engineering at Cambridge University, and after a
brief excursion into the world of flying
machines, he joined the Great Western
Railway in 1946, his mathematical background leading him into British Rail's
hgfedcba
computers and also to a heavy involvement with BR's TOPS wagon and train
control system.
He
Printed in Belgium
left
up
ISBN 0-517-374862
The consultant
Patrick
All
PATRICK
B.
WHITEHOUSE,
He
has also
been active in steam preservation, becoming the secretary of the very first
British line to be rescued by amateurs,
the Talyllyn Railway in North Wales. In
addition, he is a patron of the worldfamous Ffestiniog Railway and has a
Credits
Editor:
Ray Bonds
LMS
enthusiasts.
O.B.E., A.R.P.S.
Kingdom.
line
steam locomotives.
Modern Text
Ltd.
Rodney Howe
Ltd.
Author's acknowledgements
The author wishes to express his special
thanks to Arthur Cook who contributed
22 of the locomotive descriptions, including all the German entries, most of those
concerned with the Pennsylvania Railroad, and a number of others. His gratitude is also due to Peter Kalla-Bishop who
checked the manuscript, making many
valuable suggestions, and who prepared
the index, as well as to Margot Cooper
who took the main burden of the typing.
As regards
all
Brian Hollingsworth
6
7
1
1
Contents
Locomotives are arranged
in chronological order,
Introduction
BESA
72
74
76
76
78
80
P8 4-6-0 (Germany)
Cardean Class 4-6-0 (GB)
Class
14
Glossary
Northumbnan
0-2-2 (GB)
Medoc
Buddicom Class
20
20
20
21
22
23
24
24
25
26
28
30
30
32
32
33
34
34
36
38
38
40
40
42
42
44
44
46
47
48
48
50
52
52
54
54
56
56
58
58
61
60
62
64
64
66
66
67
68
70
70
4-6-0 (Australia)
4-6-2 (France)
Class S 3/6 4-6-2 (Germany)
Class 10 4-6-2 (Belgium)
Class
4500 Class
Fold-out
81
82-89
90
90
Turbomotive
4-6-2 (GB)
Andes Class 2-8-0 (Peru)
Class 5P5F 4-6-0 (GB)
4-4-2 (US)
Class
Class F7 4-6-4 (US)
it.
92
92
94
94
96
97
98
98
100
102
102
104
106
1
06
107
108
1 1
1 1
1 1
12
114
14
116
1
1 1
1 1
1
18
120
122
122
124
1 26
126
128
128
130
130
131
1 32
132
134
134
A4
Fold-out
Class 05
136
137
138-145
4-6-4
(Germany)
146
Dovregrubben Class
2-8-4 (Norway) 1 46
4-6-4 (US)
148
4-6-2
1 6E
(South Africa)
1 48
231-132BT Class 4-6-2+2-6-4 (Algeria)
Class
Class
1-5
150
150
52
154
1 56
1 58
1 58
160
160
162
1 62
1 64
166
166
168
168
170
172
174
176
178
180
182
182
184
184
186
186
1 88
RM
200
200
202
202
204
Index
206
WP
89
190
1 92
192
194
1 94
196
1 98
1
Introduction
book
the
THE PURPOSE
development, triumph and,
of this
is
birth,
to tell
story of the
finally,
slow
lines of
4-6-2
Iwaym
1981.
amples
of
Kemble who
it
is
was
the
last
young
first
actress called
Fanny
woman) on record
True,
countries one can no longer stand beside the railline and listen to the thrum, thrum, thrum of a
way
4-6-2
Duchess
of Hamilton leaves
after restoration.
these curious
little
she
bench
goes on two wheels which are her feet and are
boiler, a stove,
a small platform, a
moved by
wheels
ful
beast
The
is
its
Although steam locomotives up to six times larger, forty-six times heavier and with a nominal
pulling force sixty times that of Fanny's locomotive
them
surprisingly small
and
agri-
culturalwhich built their own steam express locomotives. At the same time the examples chosen are
intended to have as wide a coverage as possible in
a technical sense: taking express trains across high
passes in the North American Rockies needed a
different sort of animal to doing high speeds across
the Plain of York in England.
Finally, not forgotten have been some brave
attempts to advance the technology of the steam
express locomotive beyond the original Stephenson
concept. Some of the most promising among compound, articulated, condensing and turbine locomotives are included with the sole proviso that the
examples chosen did at least run in traffic on important trains, even if they did not represent the
main-stream of development.
Further difficulties arose over drawing the line
between express passenger locomotives and others.
Apart from such obvious signs as coloured liveries
of names to help one to decide,
the principal question asked has been, "Was this
machine intended to be used on one of the world's
great trains?" If the answer was "yes", then we had
a candidate for inclusion.
The Descriptions
The
this
principles.
However much the steam locomotive's vital statmay vary and this is reflected in extremes of
istics
to
express.
predecessors.
random
class
as those applied to
as
or
Type Designations
for
British and
N. American
Continental
0-2-2
Al
2-2-0
1A
alP#
2-2-2
1A1
mmw
4-2-0
2A
##W#
##W##
4-2-2
2A1
4-2-4
2A2
0-4-2
Bl
2-4-0
IB
^M,
2-4-2
1B1
,0.
4-4-0
2B
American
4-4-2
2B1
Atlantic
4-4-4
2B2
(Jubilee)*
2-6-0
1C
Mogul
2-6-2
1C1
Prairie
2-6-4
1C2
(Adriatic)*
4-6-0
2C
Ten-wheeler
4-6-2
2C1
Pacific
C^MM.
4-6-4
2C2
Hudson, Baltic
(^MM4
2-8-0
ID
Consolidation
2-8-2
1D1
Mikado
4-8-0
2D
(Mastodon)*
4-8-2
2D1
Mountain
4-8-4
2D2
(Confederation)*
4-6-6-4
2CC2
Challenger
Configuration
mm
,:
fc\ ?
&
#
Q
SM
mm
&&
f&\
B-
fk
*
jldLAJ
&
:-^4^^
4-6-2
2-6-4
4-8-2
2-8-4
European
2C1 +
1C2
2D1 +
1D2
Northern
Garratt
Garratt
"Aiming High"
Locomotive Particulars
Each individual description begins with a list of
dimensions, areas, weights, loads, forces and capacities applicable to the locomotive class in question.
Naturally these are offered to the reader in good
faith, but it must be realised that only one of them
the length of the stroke of the cylinders, is at all
precise. Some vary as the engine goes along and
coal and water in the boiler and in the tender is
consumed or taken on. Others vary as wear takes
place and there are one or two which were often
deliberately falsified. Usually, too, there are some
members of a class which differ from the others in
various particulars.
All these things mean that the information is
offered with a certain reserve. To emphasise this
uncertainty, most of the figures have been suitably
rounded. The first figure in each case is given in
English gallons, pounds, feet or inches as appropriate; then comes (in brackets) the figure in metric
measure. Where capacities are concerned there is
an intermediate figure in US gallons. It should be
noted that, since both the imperial and the metric
figures have been appropriately rounded they are
no longer the precise equivalent of one another.
This applies particularly in respect of weights; it is a
point that the metric ton and the imperial ton differ
by far less (2%) than the amount the attributes they
are used here to quantify can vary. This will be 10%
more. The individual entries are as follows.
4-b-ii
gives
some
steam pressure
steam pressure
number
of cylinders.
is
multiplied
by
half the
none
which
differ in size
and may
differ in
C WH
number both
Heating surface The heating surface area of a locomotive (specified in square feet and square metres)
of the superheater
elements
at which the
given here. It is also the
pressure at which the safety valves should be set to
open, but of course at any given moment during a
run the steam pressure may be less than this, sometimes considerably less if things are not going well.
Steam pressure is specified in pounds per square
inch and kilograms per square centimetre.
boiler
is
intended to work
is
because
fire is
is
of
US
gallons
and
throttle of a
the axle-load.
modest
The
The
principle
is
that
boiler is a closed vessel which in most locomotives contains a lire-box at the rear and tubes to
Above: New Zealand Railways class "K" 4-8-4 No. 905 near
Rotorua on an Auckland express, July 1956.
Above: German Federal Railways class "0 " 4-6-2 No.00 1-187-4
Wurzburg with a train to Hot, April 1970.
at Neuenmarkt
steam.
the locomotive.
wheels mounted on
axles.
The axleboxes
guide bars.
Glossary
American Railroad
English and British Railway Eng-
Notes
Where
this is
is
given only
Articulated locomotive - a
locomotive whose driving wheels
are in distinct sets one or more of
which are hinged or pivoted.
Fairlie, Beyer-Garratt and Mallet
types form the subject of individ-
diesel)
if
it
is
engine
to
work
which follow
ual descriptions
Ash-pan 52 -
Bar frames
a feature of a
locomotive which has the same
Beyer-Garratt
locomotive
see "23 1 + 1 32BT" class, pages
Check
ashes which
fall
of the grate.
The only
Where
valve 72.
estic
variety,
ie.,
to collect
the
exert.
convenient to
Axlebox
44
the axle
bearings
locomotive are
known as axleboxes. It is usually
28,
of a
shaped
Arch tubes
tubes connected
water-space of the boiler
provided in and across the firebox in order to add extra hightemperature heating surface.
They also serve to support the
brick arch or equivalent.
to the
freedom
Balancing 88
the reciprocating and revolving masses of
mam
usual.
(Drawing reproduced with
acknowledgements to Railway Wonders of
Ihe World
)
vertically.
is
valve a means of
releasing water, plus impurities
contained therein, from the lowest
water space of the boiler.
Blowdown
Boiler tubes 75
see frames
see
fire
tubes.
150-151.
significant
motive
steam.
in the
air
Blower 2
smokebox or
draw up
the
fire
when
to
the loco-
27, 29,
30
guidance
Brakes
locomotives usually
(but not always) have a hand
brake and (also usually) some
Great Britain:
Great Western Railway (GWR), .927
Chimney
2 Blower Connection
3 Smoke-box Door Baffle
4 Door-fastening Dart
5 Smoke-box Door
6 Smoke-box
7 Blast Pipe
8 Steam Port
9 Outside Steam-pipe
10 Steam-pipe from
Superheater
11 Superheater Header
12 Regulator Valve
13 Jumper Top
14
15
16
17
18
19
Steam Chest
Piston Valve
Valve
Rod
Piston
Piston
Rod
Stuffing Gland
20 Front Cylinder Cover
21 Buffer
22
23
24
25
26
27
Screw Coupling
Life
Guard
Bogie Frame
Cylinder Drain Cocks
Cylinder
Bogie Wheel
33
34
35
36
37
38
39
Engine
Mam Frame
Crank Pin
Coupling Rod
long-barrelled boilers
smoke
inter-connection,
Air Brake
the
Vacuum brake
to an
brake
commonest
the alternative
brake is a vacuum
For steam locomotives
air
Chimney (US/Smokestack)
complex
42
43
44
45
46
47
48
49
50
Rod
Sand-boxes
Dnving Wheel Springs
Axle-box Horns
Sand-pipes
Brake Blocks
Middle Driving Wheel
Vacuum Brake Train Pipe
Trailing Wheel Spring
Covers for Indiarubber
Pads
51 Equalizer Guards
52 Ash-pan
where
feed water
Coal
pusher
operated device in
intended to push coal forward to
a point
Combustion chamber a
re-
of
or under loaded by
larities in
irregu-
boiler
Door
Regulator Handle
Blower Valve
Whistle
Regulator Rod
Mouth of Steam-pipe
Vertical Stays
Boiler Casing
Internal Steam-pipe
(Br-Coupling)
then the
as usual,
Conjugated valve-gear
more man two cylinders were
used in order to provide
smoother running and also where
an adequate total cylinder volume
could only be provided in this
way. In order to reduce compli-
Coupling rod 39
often
cation,
71 Safety Valves
Cab Side
(US=Main
rod
compound
72
73
74
75
76
77
78
79
80
Connecting
Coupler
Compound
Damper Doors
Ash-pan Damper
Cylinder Drain Handle
them.
the track
Fire Bars
60 Footplate
62
63
64
65
66
67
68
69
70
the
by means
53
54
55
56
57
58
59
Compensated springing
the
steamthe tender
a
81
Clack Box
Water Delivery Trays
Longitudinal btays
Fire
Tubes
Superheater Elements
Superheater Flue Tubes
Firebox
Brick Arch
rirebox
Firebox
Firebox
Firebox
Firebox
Back
Plate
Crown
82
Tube Plate
83
Stays
84
Throat Plate
85 Expansion Bracket
Position
86 Splashers
87 Smoke-box Tube
Plate
connects
88 Balance Weight
89 Fusible Safety Plug
90 Foundation Pong
91 Tender Wheel Spring
92 Spring Hanger
93 Brake Block
94 3rakeRod
95
96
97
98
99
100
'.Vater
Scoop
;ender frame
f ront
Tender Buffer
of
Counter-pressure brake
using the pumping action of the
locomotive
hauling a train
One of these units represents the
exertion of a single horse-power
at the locomotive drawbar for an
in
hour.
Driving wheels
47
the
driven wheels of a locomotive,
sometimes referred to as coupled
wheels.
40,
Drop-grate or Dump-grate
of a locomotive
wheels
Crosshead 31
in conjunction
with the guide-bars the cross-
Typically,
see compensated
running.
Feed-pump
water into the
in
steam
--
pump
see
to feed
boiler; either
driven
Firebox 80-84
or copper and
boiler. The box
made
in
burns.
damper doors
by opening or closing
in the ashpan
assembly These are worked by
fire
justed
in
up a
dome
tender
is filled.
Dome
the steam
is
usually
Draincocks
order to collect
26, 56
starting
when
a
locomotive is
from cold
the first steam which enters the
condenses to water.
Draincocks
are
provided,
worked from the cab, to allow
this water to escape. Otherwise
the cylinder would be burst by
cylinders
16
Fusible plugs 89
steam would
douse the fire.
(to
75
piston
Pony truck
Flange lubricators
extent)
the
see valves.
a
two-wheel
at
the
Port 8
valves
see valves.
Priming -
occurs either
this
when
is
Grate 53
formed of
and on which the
usually
cast-iron bars
fire
burns
Indicated
power developed in
the
the cylinders
of a locomotive
Horns 44
effect of a
horsepower
move vertically
Regulator
running.
Injector
a static device for
feeding water into the boiler by
means of a series of cones It is
driven by a supply of live steam
taken from the boiler or (in the
case of an exhaust-steam injector)
from the locomotive's exhaust
Jumper blast-pipe 13
this
US = throttle)
12
lever fixed
rails.
and reduce
devices to
lubricate these flanges are provided on the locomotive. More
usually, though, they are attached
friction,
Liie guard 23
Provided in
front of the leading wheels of a
locomotive with the idea of throwing aside objects encountered
on the rails Often also called a
iron
Low-water alarm an
matic device
to
auto-
is
to
move
it
gear and
between forward and
on express passenger
found
locomotives.
Rocking grate an
tion to
fall
getting
safe
limit.
In
taken to
the driving
mean
the floor of
cab
Foundation ring 90
the
arrange-
dangerously low
to the rail
guard
To ease wear
working hard.
on sharp
against the
now
to
some
rod
the
the
Piston valve 15
a last-ditch
defence against the consequences of boiling the top of the
firebox dry, consisting of screwed
brass plugs with a lead core If
there was no water present the
lead would melt and the leakage
of
rod
connecting
crosshead.
cylinders.
to the blast-pipe in
Dampers
it.
Piston
is
frames
of steel
of heat
is first
the locomotive
when running.
in
the rails
main
often
the foundation
when
springing
Fairlie locomotive
pages 92-93
upon which
at
Cylinders 26
Frames 37
frames are
a steam
vertical axis.
Piston 17 see
when disposing
Crank-pins 38
stroke
its
Mallet
'Challenger',
see
Union
Pacific
page 170
to
put
a device
on the
sand
improve adhesion,
rails
to
particularly in
damp
Manganese
steel
liners
conditions It is worked
from the cab, and the sand is
either allowed to fall by gravity,
or is sprayed into position with
steam or compressed
air
Motion
to
Slide-bars 34
of the engine.
Slide valves
Nosing
Smokebox
the front
end
see crosshead
see valves.
chamber
of the boiler
at
which
fitted to
dissimilar to
the family motor
provided in
order to move the valves of a
locomotive to a precise timing in
Valve gears
diagram herewith,
as follows:
A
Walschaerts valve gear. The letters
Throttle
regulator
Eleanora Steel.)
BR = regulator)
see
decimated boiler
France and
in
elsewhere.
Top feed
is
return crank
its
working
is
RC is fixed to the
is
pivoted to the
raised the
movement
of
VR
is
drawn
partial
through
the
tubes.
through the
pipe
from and
blast
air
fire
Snifting
same
in
them
the boiler barrel Its shape, therefore, needs retaining and this is
done by a mass of rods known as
stays connecting the firebox to
the boiler shell
in
to
see firetubes
proving circulation
move The
a separate carnage
for fuel and water attached to a
locomotive
Thermal efficiency
useful
work
Thermic syphon
vertical
or
in the
in the boiler
is a version of
Walschaerts which- replaces the
curved slotted link EL with a
Tender
and water
on
on
Splashers 86 Provided to
cover the portion of large driving
wheels if they protrude through
the footplate or running board
Tubes
chest.
boiler
steam can be
was
USA
Gooch see
page
'Rover' class,
46
Allan see 79' class, page 40.
'Gab' see Beuth, page 30
Water gauge
a glass
tube
duplicated
Westinghouse brake
brake
see
air
Northumbrian 0-2-2
ft
Superheater: None
Steam pressure: circa 50psi
Grate area:
(0
75m 2
circa
ft
Fuel coke):
(
(480 US)
Adhesive weight:
circa
6,5001b (30
1 1
50
(7,315mm)
October
1829 and the opening of the
world's first inter-city steam railat the Rainhill trials in
in
1829 at any
rate in funda-
two
better, for
many
circa 400gall
Length
something
trying for
Water:
(18m 3
8sq
their triumph.
(3t)
1mm)
Heating surface: 4 2sq
2
(38m
the Stephensons,
The
was
had now come
third thing
down
the
Sans
treasurer of the
cylinders
barrel
Pareil to right.
vacuum was
set
up
at
the
fill
in
this
way (it
was through the fire grate at the
other end of the boiler. Hence
there was a situation where the
amount of air being drawn
through the fire and thus the
amount of heat produced would
depend on the amount of steam
being used. More than anything
else,
this
automatic connection
L&M Company.
backs
Because the driving wheels
were at the front, the heavy
firebox and the heavy cylinders
were at the end where the carrying wheels were There was only
a box full of smoke at the other
end and yet the driving wheels
needed all the weight the track
could stand to keep them from
slipping
Top
Moreover,
right:
when
the
A contemporary
it
proceeded
constructed
1 930 for the
centenary celebrations.
L&M
opening day When William Huskisson MP, stepped out into the
path of Rocket, Joseph Locke
who was driving had no means
of breaking (to use the spelling of
the day) and the famous accident
took place Northumbrian covered herself with glory in rushing
the fatally injured man to medical
aid, but to no avail
Northumbrian is regarded as
belonging to the "Rocket" class,
seven examples of which had
previously been delivered to the
Liverpool & Manchester Railway
in 1829 and 1830 Rocket's immediate successors, Meteor,
come much
Axle load:
,4501b
split
1,2501b (50
Cylinders: (2)
(292 x 406mm)
UHx
16in
ft
1953
Superheater: None
Steam pressure: circa 50psi
cm 2
(3 5kg/
made
8m 3
Great Britain:
Liverpool & Manchester Railway, 1830
and by
amongst
others.
Outstanding
first
full-size
locomotive
of
1
60,000 locomotives
30 years
of
its
exis-
It
is
his
The Stephensons, on
Adhesive weight:
1,2501b
(5t)
Length
( 1
3 50
(7,420mm)
Planet arnved on the Liverpool
&
end
The second thing which was
done was aimed at curing the
"boxing" motion which plagued
the earlier locomotives. This was
achieved by putting the cylinders
between instead of outside the
wheels and connecting them to
the driving wheels by making the
main axle in the form of a double
crank. Crank-axles continued to
present a senous technical problem, not only in themselves but
also because the big-end bearings
of the connecting rods had to be
(35kg/cm 2
Grate area: 2 2sq ft (2m 2
Fuel (coke): not recorded
Water: 140gall (165 US)
)
(0
64m 3
Length
(4t).
(4,496mm)
History was certainly made on
the day when
1 5th January 1 83 1
the first full-size steam locomotive
to be built in the United States
went into service. Thus was Best
Friend of Charleston, running on
the New World's first commercial
steam railway, the South Carolina
Railroad. This little contraption
foreshadowed the building of
,
170,000
20
further
steam
loco-
Tank u
to
provide
United States:
Mohawk & Hudson Railroad (M&HRR), 1832
it.
in
the 's of
and
is
wherever
will
name
be remembered
and
while
railways
exist
&
msirle-cylinder locomotive.
None
became
(241x406mm)
Driving wheels: 60in
(1,524mm).
Boiler: details not recorded
Boiler pressure: circa 50psi
(3.5kg/cm 2 ).
Adhesive weight: circa
7,0001b (3
2t)
Length overall*:
16ft
(6.4t).
5^m
(5,017mm)
''Engine only without tender
pivoted
the
leading
truck
or
little
4-2-0, originally
as Experiment,
was
known
the vehicle
EL
later ver-
first
to
so,
the
original
design could
handle a
carrying
one rather
tragic way,
at
how-
from
Robert
Stephenson's
room
life
Below: A
replica of Brother
Jonathan, alias Experiment.
Vauxhall 2-2-0
Ireland:
Dublin & Kingstown Railway, 1834
built the
(1,524mm)
Steam pressure:
cm 2
circa
D&K
cylinder layouts.
ends
Even
of the axles
years
later
so, in
arrangement
this
is,
3ft (9
4mm) or less.
Forrester's
provement
of
fundamental
the
valve
im-
gear
by means
skill
V-shaped "gabs"
ends of the rods No
of
fitted to the
was required
previous
as
arrangement,
enough muscle
to
the
in
merely
move
the
priate position
But
it
could not
in
motion.
Another feature
of
the
first
only
cylinders!
Great Britain:
Birmingham Railway (L&B), 1837
neering works
in
Driving wheels:
(1,546mm)
2m 2
ft
Superheater: None
Steam pressure: 50psi
(3 5kg/ cm 2
Grate area: 7sq ft (0.65m 2
Fuel (coke): c2,2001b (It).
Water: c400gall (480 US)
).
).
it
60%n
in
diameter.
arranged
Planet,
It
had cylinders
of
went
managed
Rail-
be completed in the
1830s All 58 of these passenger
supplied by 1841
had
been
2-2-0s
One problem with these locomotives was their small size and
this was a fundamental limitation
of the design, rather than something that could be overcome
just by a little stretching. Bury
railway to
was
circular in
normal
cylindrical barrel
circumferential
joint.
by
The inner
first
day
Even
so,
in Ireland,
on the opening
31mph (50km/h)
example,
London
in the
same year
the
some
items
more
within
the
as relatively untried
Assuming
that
reliable
on to his principles of
httle-and-often
locomotive design for
many years,
in fact
to have
been opened during
the 1830s. Edward Bury
designed these rather
small locomotives which
tended to be a little under-
Grand Junction
and London &
important line
so,
Birmingham lines
23
Adler 2-2-2
Germany:
Nuremberg-Furth Railway, 1835
to place
ft
(18
2m 2
Superheater: None
Steam pressure: oOpsi
line.
2kg cm 2
Grate area: 5 2sq ft (0 48m 2
Adhesive weight: 13,2501b
(4
about
(60
Length
5t)
0m
overall: 25ft
not available
with the
Nuremberg to
Furth
known as the
Ludwigsbahn, after Ludwig of
opening
of the
railway,
Stephenson &
for the supply
Co
of
Newcastle
of material to the
line,
"buy German".
is
scanty,
even
its
name
(7,620mm)
* Engine only tender details
it
Two Wurtem-
to supply
an engine for the equivalent of
565, "equal to the best English
engines and not requmng more
fuel". Time passed and Scharrer
enquired about the progress of
contemporary
illustrations
deemed
was quoted
as
6.6
in
tons,
English sources
and
in
German
quoted
in
an English source as
show
in
of which
amongst products
Stephenson's Newcastle works
developments
1834,
figure largely
of
at this
In
period
Campbell 4-4-0
United States:
Philadelphia, Germanstown & Nornston Railroad (PG&NRR), 1837
and successful
2m 2
ft
Superheater: None
Steam pressure: 90psi
(63kg/cm 2
Grate area: Circa 2sq
all
passenger-
).
of
ft
(1.1m 2 ).
is
(7.25t).
Length overall:*
16ft
5)&n
(5,017mm).
* Engine
bility
Germanstown &
same
have a locomotive
could ride
24
that
time
provided
in
order
to
this
flexi-
cope
known.
Philadelphia,
was not
satisfactorily
round sharp or
first
4-4-0 in
May
1837.
in itself successful.
first 4-4-0,
601b/sq
(4.2kg/cm 2 ), and
in
in
it
was
without wheels and some
English origin.
upon-Tyne, England.
other engines
at
work
sold,
until
type
similar
of
from Stephenson's
1857,
It
remained
when
it
Hercules 4-4-0 u
pivoted
(2,045kg).
were connected
at its
centre
The
pivots
(4.5t).
large leaf
Cylinders
(305 x
(2)
12 x 18in
made to support
457mm)
3kg/cm
Adhesive weight:
in
(6
20,0001b
circa
(9t)
Length
overall:* 18ft
lin
many
(2,564mm).
* Without tender boiler and
tender details not recorded.
1836, the Beaver Meadows
Railroad ordered a 4-4-0 from
Garrett & Eastwick, in nearby
In
The workshop foreman, Joseph Harrison, had become aware of the problems
encountered by Henry Campbell
in keeping all the wheels of his
4-4-0 pressing on the rail, yet he
remembered
4-2-0 Brother
rough tracks
like a three-
were
Philadelphia
also
similar locomotives
directly derived
legged
stool
on
the floor
The
innovative engine.
locomotive development.
United
Lafayette 4-2-0
States:
Baltimore & Ohio Railroad (B&O), 1837
fuel
con-
(5t)
rela-
The demand for Norris locomotives was so great that the firm
was able to offer the design in a
range of four standard sizes.
Class "C" had a cylinder bore of
Now we
tively
(1,220mm)
6m 2
ft
Superheater: None
Length
2
)
(20t)
(9,250mm).
ington County Farmer. In arrangement it bore some resemblance to Brother Johnathan with
leading bogie, but the two cylinders were outside the wheels
Northumbnan had the locomotivetype boiler and two outside cylinders, Planet had the cylinders
at
B&O
success, giving
formance
at
built a similar
passengers
and
provided
haulage
power
although there were trials with
steam locomotives. Steam took
over in 1834 in the form of
vertical-boiler locomotives,
known
Champlain & St. Lawrence Railway in Canada This was the first
combination.
In 1827, the Baltimore & Ohio
Railroad was the first public
for
Britain,
repairs.
railroad
in
reliable
reduced
Gloucester Railway
motives led to
abroad.
many
further sales
13.45t).
ft
feat then
embracing much
of
Czechoslovakia,
Poland,
what
is
now
Rou-
larly interesting
more accustomed
to sending
engines abroad rather than importing them Seventeen locomotives came over from Philadel-
improvements were
reduce what was orig-
Certain
made
to
inally a
The best of
and
his
Vienna
1844 and
set
up
hundreds
on them,
and made the money.
The first of the European
built
Havana
station in
Havana.
No
Below: A
Above:
77ie gravestones
m the churchyard at
Bromsgrove, Worcestershire,
m memory of a locomotive
crew who were killed in
a boiler explosion in
November 1870. The engine
concerned was not a
Norris one, but nevertheless
the headstones display
carvings of locomotives
of this type, more typical
of the railway at
Bromsgrove.
Great Britain:
Great Western Railway (GWR), 1840
man
locomotives
north
trains
381x457mm)
the world
all
When
(65m 2
ft
Superheater: None
Steam pressure: 50psi
rm 2
Grate area:
25m
( 1
3 5sq
ft
2
)
25m 3
gall (2,
5t)
160 US)
(1
Length
(42t).
(11.989mm)
In
called contemptuously
waggon gauge" He
It
ceased work
1867.
it
came
to locomotive
Western Rail-
way was
nei
what he
(2,1
m/min)
tives
GWR
clear that
no sort
Eventually
sible for
100
fleet of more than
six-wheeled locomotives, based
Stephenson's
'Patenagain on
tees', and including 2-4-0s and
0-6-0s for freight work, as well as
tical
passenger traffic.
motion and many
other parts were common to all
the types it was standardisation
on a scale the world had never
seen before. This time the manufacturers were allowed no latitude
as was to be the case so often
in future years, there were only
two- ways to do things the
Great Western Way and the
2-2-2s
for
Boilers, tenders,
first
of these to
Turner
&
came from
Evans,
Jones,
Newton-le-
mum
results,
some considerable
show-
bias to-
wards the
classics, were:
Sharp, Roberts and Co, Manchester Tiger, Leopard, Panther,
Lynx, Stag, Vulture, Hawk, Fal-
con, Ostrich,
Greyhound.
Ganymede, Argus.
J Renme, Blackfnars, Lon-
G &
Arrow, Dart.
Nasrnyth. Gaskell
&
Co, Man-
delivered in
December 1842)
of
most cases
pattern,
six-wheel pattern
but
full
at that
Bristol
&
was able
to continue as far as
Taunton
Brunei, as is well known,
the idea of extending the
had
GWR
from
Bristol to
was on
day,
19 July
1843
it
summer
that Daniel
to
from Exeter
to
to the
in
and Taunton.
During
do on
their tests
between York
last of
disappear
finally until
3 years
later
on
his
of the
Great Western
Company
29
Great Britain:
Lion 0-4-2
Tractive effort:
of
of a class
named after
Cylinders:
beasts
1!
the
.:ien
began
Driving wheels:
to
led
was
Grand
x press
e locoLiverter
Railway
in
.usual claims
a time.
nit at
decade after
the
famous
confidence
Lion
dd, Kitson & Laird
able
Beuth 2-2-2
Tractive effort:
Jur.
overall:
own
its
has
successive
world's firs:
a policy that
through
Steam pressure:
Length
also a
railway
L&M
manufacture
:
Superheater: None
It
'
59, for
Some
Germany:
Berlin- Anhalt Railway,
many was
1201b
Rail-
1843
well illustrated in a
Berlin- Anhalt
The
Stephenson's
(6,143mm)
only Tender details
not known).
The year 84
1
the
was important
development
of the
in
German
successful
and
cylinders
118 50
Length
1843
r Engine
in
Driving wheels:
Railway
further
orders followed.
By 1843 Borsig had incorporated further improvements,
some of his own devising and
some drawn from English practice This blending of the practices
of America, England and Ger-
had
was
employee of Robert Stephenson,
by name William Howe, whose
part in the affair was always
acknowledged by his employers.
Like all great inventions it was
The
now
just needed to be
one direction of travel
and lowered for the other, the
arrangement worked very well
and the majority of the world's
steam locomotives over the next
60 years used it
link
raised for
It
was also possible to use
intermediate positions to give
cut-off of the steam at an early
point in the stroke, to allow of
engines,
motive
Interesting features of the loco-
title
Advanced Passenger
Tram.
of the
two
was
the
ped, but
made
housed
Below,
in
full-size replica
in
the
which
is
German Museum
Switzerland:
Swiss Western Railway (O-S), 1857
Axle load:
24m
Cylinders: (2) 16 x
(408 x612mm)
Driving wheels: 61
(1,686mm)
Heating surface: ,023sq
(95m 2
Superheater: None
1
ft
Steam pressure:
(8kg
cm 2
14psi
Water: 880
(40m 3
ft ( 1
00m 2
).
(2 4t)
gall
(1,050 US)
It)
Length
1
(40t)
3,650mm)
Western Railway
It
Simplon Railway.
ran from
1857 to 1901.
Tractive effort:
3,
001b
pleasure today
(1,460kg).
5m 2
travelling his
Superheater: None
).
(66t)
(Original tender details not
available).
is the 2nd
oldest in this book of which a
genuine survivor (not a replica)
survies in runnable condition.
French National Railways must
take the credit (together with
their predecessors the Western
Railway and the State Railway)
because it is their loving care
and wholly
delightful 139-year
old creature to be there to give us
32
own
different
road
li
results
were
many
London, 1951.
to a
tank locomotive
Stephensons
pioneered
led
Austria:
Vienna-Gloggnitz Railway, 1848
many being
2-4-0
(2,610kg)
Axle load:
many European
1856-58
in
at
6,5001b
(7.5t).
now known
(1,420mm)
(706m 2
movement
).
Fuel: 4,5001b
).
(2t)
).
(32t).
42ft 2in
how
the Norns
brothers had better-than-average
technical insight but less-thanstory
of
was a Scotsman
Haswell
some locomotives
exported from
vice.
called John
Austria to put
33
named
Saint Pierre.
It
visited
(12,853mm).
The
is
Superheater: None
Steam pressure: 78psi
(5. 5kg/ cm 2
Grate area: lOsq ft (0 94m 2
Length overall:
dition
as L)ublana and
situated in Jugoslavia
Amongst the features of these
it
usually
tions
in the
Mulhouse.
33
France:
Eastern Railway
(Est),
1852
4m 2
Superheater: None
Steam pressure: 92psi
(6 5kg cm 2
Grate area: 5 3sq ft 1
)
42m 2
Fuel:
).
5,5001b (70.
Water: l,540gall( 1,850 US)
1
(7m 3
Adhesive weight:
)
27, 1001b
(12 50
Length
overall: 4
ft
9in
(12,728mm)
Thomas
they
motive engineering
were magnificent
But
1816, the
Gooch He
an
GWR
the
In 1842, whilst
this
wheels
permit
was
same
ratio
for
design on the
gauge
He was
pitching,
conventional
140mm)
concerned about
which affected certain
also
locomotives having a short wheelbase, especially if this was combined with having much of the
also low Crampton put the driving axle behind it. The cylinders
were outside the wheels and
were mounted well back from
the front of the engine It was a
was
the 4-2-0
Namur
for
the
Namur-Liege Railway in
gium The builders were the
Bellittle
2)
18x24in
Superheater: None
Steam pressure: 120psi
ft
(2.15m 2 )
Fuel: 4,4801b (20.
Water: 1 ,430gall( 1 ,720 US)
(6.5m 3
Adhesive weight: 41,5001b
).
(18 50.
Total weight:
Length
1 1 2,0001b (49
overall: 30ft 9m
(9,372mm).
34
7t).
wheel
fast
little
running,
to
p^:
-^i
was run
89 5mph (144km/h)
at
trials
applied to the
rails,
speeds was
Crampton
motive,
was
built in
a further
mediate
Its
application
to
steam
motive
superbly restored
relic,
given
at the
head
of
this article.
some
reached
whilst
It
at
is
first
These
B&ER's
section of the
London
the
to one of 81 8mph
30km/h) made behind a Pearson single while descending the
previous
(
Wellington
incline
south
of
own
railway in 1849, a
years before this very
of
locomotive thinkonginal piece
ing was turned into hardware. It
says enough of the relationship
bare
its
own works
at
so-onginal
followed
first
B&ER's
But the
design was
Bnstol.
Taunton
ing of
a replacement at the
five
As
on
only numbers.
In 1876, shortly after the
had finally taken over the B&ER,
a Pearson single (No 39, renum-
GWR
basis
GWR
35
United States:
Western
&
Atlantic Railroad
(W&ARR), 1855
Cylinders:
(381 x
,0001b
2)
(9.5t).
15x24in
610mm)
(91m 2
ft
Superheater: None
Steam pressure: 90psi
(6.35kg
Grate area: 14 5sqft
(135m 2
Fuel
(7 25m 3
)
.
ood) 2 cords
Water: 1,250
(575m 3
US)
gall (2,000
5t)
Length
(4
1 t).
(15,926mm)
USA
ward"
and
"full
backward"
positions
In other
aspects of design
Rogers gained his success by
good proportions and good detail
An
innovation.
example was the provision of
the
cylinadequate space between
ders and the driving wheels,
which reduced the maximum
angularity of the connecting rods
and hence the up-and-down forlong
ces on the slide bars.
rather
man
wheelbase
leading
truck
(in
that
early
(4-6-0s)
movement
effect.
to
smokestacks
Within two or three years other
makers such as Baldwin, Grant,
Brooks Mason, Danforth and
sides.
on which
One
certain options could be specified
and very soon an adequate and
reliable machine was delivered.
Speeds on the rough light
tracks of a pioneer land were not
high average speeds of 25mph
the
filled
in
a form
Below:
Typical United
States "Standard" 4-4-C
implying
a maximum of 40mph (64km/h),
were typical of the best expresses
of American railroading
oned in
(40km/h)
start-to-stop,
often
the 1880s.
about 25,000
of
them were
built,
springing
for the
land.
to
disrupt
on the 5ft
( 1
lines,
,524mm)
gauge
long
and
were expected
the Confederates
to
bring up reinforcements by
now become
into the
rail
travel
locomotive
at
house
train,
in
The conductor
whose name was
Fuller,
coming
the other
way on
the
single line
was
had
five
into
lost at
arrived
In the end the Yonah arrived
there only four minutes after
Andrews and the General had
left Here Fuller took over another
"American" 4-4-0, the Texas and
after
this
enough time
to
men shot
for a
(or
The American
Civil
War was
great wars to be
fought using railway transportation, most of which was provided on both sides by this
one
of the
first
earliest
were
and then operated by
transcontinental railroads
first built
Union
Pacific
No
119 second
is
equally
true
refurbished to
traffic
eter
set
star in
western
films.
duced on the
ft
Superheater: None
Steam pressure: 50psi
(8 54ku
Grate area: 5sq ft
39m 2 )
1
( 1
1.0001b
(5t)
(12t)
intro-
in
1859
"March Forward"
class of 1980,
characteristic of the
"Problem" was simplicity No
one could call the Stirling singles
the
mam
others
like the
The
5t)
Length
LNWR
managed
610mm)
Fuel:
Great Britain:
London & North Western Railway (LNWR), 1862
first
turned out
of the
in
60
built
1859, the
was
last in
(13,310mm)
Right:
A working
at speed
hauling an almost
unbelievable 15-coach load.
line
riain
rea
.
:
(108m 2
Steam pressure:
8kg/ cm 2
Grate area:
(9
( 1
40psi
).
64m 2
7 65sq
ft
(13m 3
Adhesive weight: 34,6001b
)
(15.5t).
Length overall:
50ft 2in
(15,240mm)
38
Below:
Left
1865 The outside-cylinder mside-valve arrangement was extremely basic, and a further
simplification occurred after the
first ten had been built when the
Giff ard injector
pumps
haulage of the
their
"Stirling
8-foot
single"
is
paintto
rivals for
beauty
Patrick
Stirling,
Locomotive
Great Nor-
Supenntendent
of the
thern Railway
had the
them
first
of
As was
identities
The
changes
numbers
and names chosen and allocated
at random. Many of the names
were evocative, for example,
Erebus, Harlequin, Atalanta, Lady
closely followed, with
compound
The
LNWR s
the mistake of thinking that complexity was the nght path. The
LNWR
bemg
but in
replaced tiresome
1890s
pi-
in the
specifications refer to the final
rebuilding, which involved a 25
ingly
lesser tasks
Railway
Museum at York.
In
1938
Stirling's
No.l was
and used
War II
France:
Pans, Lyons
&
(2,100mm)
Superheater: None
Steam pressure: 129psi
:n 2 )
(27
5t)
7t).
had great
and none
distinction
more so
of construction.
to
their
had
construction the
PLM
on Crampton-type
relied
both
2-4-0s,
CI
ace
ViaSS
and
Pans
their
7Q
19
ZL 4. ft
ting at the
shops as
(9.8kg/cm 2
top-line
).
).
(29t)
40
as mid- 1972.
ongins as an under-
late
city railway
locomotive,
these 4-4-0s
40psi
An
In spite of
ground
ft
later
came
x610mm)
earlier
converted to a
4-4-2 tank locomotive in fact
the
Locomotive Co)
class
were built
Australia:
New South Wales Government Railways
which was
(6,260kg).
Steam pressure:
** W
(457
No.
(NSWGR), .877
came from
Beyer, Peacock in
88 1 and the final four were built
in New South Wales by the Atlas
1
Engmeenng
Pty
of
Sydney,
was the
in
this
respect
One
NSWGR
locomotives
Another
Metropolitan progenitors
New South
Wales
is
immense
that
capouchon
lever-worked
and
it
distinctive
seen
from
any
direction.
were
built,
numbered from
5 1 to
kinds of passenger
further
trains.
development took
15kg/cm
2 (2 14psi),
an
of
again typical
boiler
design.
loco-
efficiency, that
fuel
is,
in the
amount of
produced.
Other very similar 2-4-2s were
built from 1 876 onwards for the
neighbouring Pans-Orleans Railway. In fact, it seems likely that
the PLM copied what they saw
being done over the fence by one
of the greatest of French locomotive engineers, Victor Fourquenot In all 126 of the 2-4-2s
were built for the P-O and some
were even in use 70 years later.
One has survived to be restored
and displayed in the National
Railway
Museum
Mulhouse
at
PLM
copied the
1891,
agile
known
they were
class)
still
85 years
at
work
after the
introduced
as the "C"
the 1960s,
design was
When
Axle
1874
"Duke"
(2) 18x24in
0mm).
Driving wheels:
nm)
ft
84kg cm 2
Grate area: 16 25sqft
(9
(1
51m 2
Fuel:
Water:
.800 gall
(2,
160 US)
(8m 3
Adhesive weight: 59,5001b
)
(270
Total weight: 161,5001b
(73 50
Length
were introduced in
Highland Railway
were the most
class
in Britain
they
the
powerful locomotives
Cylinders:
Great Britain:
tains.
trains
These
motive
Superintendent
David
overall: 5 1 ft 3in
(15,621mm
smaller
driving
wheels. In all, these engines added
up to a very competent fleet of 30
locomotives, which profoundly
considerably
arrangement
locomotives.
whose
first
of
As
previous
HR
befitted a line
drive the
ii|
train.
'[in ill
ili
'i
The
h.ini
.i|
was
idea
i|
1m
'.
gear.
The later-fitted
front
vacuum
Great Britain:
London, Brighton & South Coast Railway (LBSCR),
882
(139m 2
Superheater: None
Steam pressure: 40psi
(9.8kg/cm 2
Grate area: 20.3sq ft
(1.88m 2 )
1
).
(69.50
Length overall:
51ft lOin
(15,800mm).
of Stephen-
42
first
express
passenger loco-
when one
of the
most able
of
to
H'.iki
was
at
handsome and
cele-
centre axle
was
in this
Once
the exhibition
of
The
No 103
south.
4-6-0
Goods"
in the
tors in 1871 in
"Jones'
at the early of
locomotives
lay, like
that of
most
described
book, as much in their
robustness and simplicity as in
their sound design For example,
the slide-valves were placed under
guiding wheels in
had
front,
springing
more
flexible coil
spnngs on
the
One
complication
that was considered worthwhile
some
up
in
gold paint
in the
cab
of the
mto
LBSCR
museum at York
Pullman
trains,
London-Bnghton
predecessors of
five
minutes less
Vittorio
Emanuele
Cylinders:
(470 x 620mm)
Superheater: None
Steam pressure: !421b/sqm
m2
(48t)
54f1
Place
ItO
vldSS AA
d. J. ft
"*-*V
Axle
London
Bournemouth and
).
to
).
).
(15m 3
Adhesive weight: 65,0001b
)
ever,
were uniform
in
859
for
Italy
8m
giving
first
front covers of
each
cylinder, so
be seen plunging
out and in when the engine was
in motion. These were removed
after Adams had retired in 895,
Adams' elegant store-pipe chimneys were also replaced The
inside slide valves were worked
by Stephenson link motion. Running numbers were: "X2"
577 to 596, "T3"-557 to 576,
the rod could
"T6"-677
666, there
"X6"-657 to
was no change when
to 686,
L&SWR
The
coming
of
corridor
in
Speeds over
(16,383mm)
were the
brain-children of William Adams,
who, having served his time as a
machine engineer and spent a
period in charge of the locomotive affairs of the North
London Railway, became Mech-
of the
These
anical
No.
8 Vittorio Emanuele
was proposed to use
1 1
It
11.
class for
class performances.
(29.5t).
53ft
In
State
some success
incline
this
more
would be reduced to in 62 1 .6
per cent) It was opened in 1889,
by which time many more 4-6-0s
had been completed By 1896
the class numbered 55 Ansaldo
of Genoa, Miani & Silvestn of
Milan and Maffei of Munich,
1
Great Britain:
London & South Western Railway (L&SWR), 1891
the London to
(2,160mm)..
Heating surface: l,350sqft
Length overall:
working the
one crew.
(7,453kg).
(126.3m 2
Superheater: None
Steam pressure: 1 75psi
(12.3kg/cm 2
Grate area: 18.2sqft(1.7m 2
Fuel: 8,0001b (3.5t).
Water: 3,300gall (4,000 US)
Railroads with
of
Overall length:
(16,500mm)
1,180ft.
the Apenines at
(360m) altitude, 14 miles (22 5km)
from Genoa. The chosen grade
up from the port involved an
horrendous 1 in 28^ (3^ per
cent) 0-4-0 and 0-6-0 saddle
tank locomotives, working in
(10m 3
Adhesive weight: 106,0001b
(83
Italy
).
Italy:
Upper
ft
(124m
4-6-0
II
lovely engines
&
to
Adams own
qualities
celebrated
in the
London
in their last
perial
and by
in the
museum at York.
Right: London & South Western
Hallway class "X2" 4-4-0
No. 563, designed by Wilham
Adams, as now restored.
Bavaria, shared
struction
in
the
con-
It
Stephenson's gear
The rearward position of the
and the forward position of the short-wheel base bogie
and smoke-box will be noted
The designers were concerned
cylinders
would be
fire to be
to obviate
first
re-
of
main-line steam
Great
Teutonic Class 2-2-2-0 London &
Britain:
Axle load:
-5,0001b (16t)
Cylinders, HP: i") 14 x 24in
mm)
Cylinders, LP:
30 x 24in
^Omm)
Driving wheels: 85in
mm)
Heating surface: ,402sq
(130m 2
1
ft
Superheater: None
(12.3kg
Grate area: 20 5sq
( 1
9m 2
ft
(31 5t)
Total weight:
Length
58,0001b (72t)
overall: 5
ft
un
(15,552mm)
one
Works
manufacturing unit
into a
(226km)
of hilly
to Carlisle at
of
cylinder
compound
2-2-2-0 No.
the
provided
Apart from the mechanism of
compounding and
LNWR
were
in
first
pro-
built
in
(343mm)
starters
men with
pinch bars were needed to give
the engines an initial starting
movement before they would go
One of the problems was that
Webb was an autocrat and any-
were bad
one who suggested that his beloved compounds were less than
perfect was regarded as questioning his superior officer's judgment and hence offering his
resignation So no one told Webb
how
initial
manufacturers of steam
inevitably,
familiar to
could do was
to
renew
the
in
fleet
to "repair"
actually
simple
express
this means
256 new non-compound locomotives were turned out under
the Chief's nose between 1887
and 1901.
In 1889 came the best of the
Webb compounds, the ten "Teu-
passenger 2-4-0s By
visible in the
L&NWR Webb
compound 2-4-0 Jeanie Deans of
Below:
for
this
Great Britain:
Railway (GWR), 1888
typically
The
gear naturally
still
slip
eccentric
would be
in
when
the driver
reverse, but
opened the throttle, the idea was
that the two high-pressure cylinders would taken in the steam
and move the train By the time it
63-
management
structure of
LNWR
the old
and
of
ment
all
of the
Premier Line
7m 2
ft
Superheater: None
Steam pressure: 140psi
(227m 2
ft
).
Fuel: 7,0001b
5m 3
Length
any one
(3t)
and
(14,478mm)
the leaders of the Great
Western's broad gauge express
fleet, these legendary locomotives
were the direct successors to the
As
bogie
re-
broad gauge
itself
Most
British
development
at
urally
1888.
E L Ahrons,
that distinguished
many years
afterwards"
G
Johnson Midland Single 4-2-2
one
town on the system Kettering
the
did
in Northamptonshire
company not have to face comcertainly the fact that at only
petition
Superheater: None
Steam pressure: 170psi
(12kg cm 2
Grate area: 1 9 6sq ft ( 1 82m 2 )
)
Fuel: 8,8001b
One
result
(2,375mm)
(4t)
was
last
that the
railway in
fleet of single-
known colloqui-
made By
were 95 locomotives
(18t)
1900, there
in the class,
Length
(16,038mm)
made up of successive
is
said that
it
was
MR shed foreman
behind the backs of the
the engines
when on shed
in
B
Class 17 4-4-0
(2)
19x26in
(482 x 660mm).
(128m
2
)
Water:
4,
(18.5m 3
).
ft (2. 1
m2
).
(4.5t).
125gall (4,950
US)
Length overall:
(17,475mm).
48
57ft 4in
Glasgow
The Caledonian Railway was
so proud of their new locomotive
giant that they sent her to be
Late
(99.5t).
among
Locomotive engineer
J.F
Mc-
displayed
had produced
tion of 1897,
at the
Brussels exhibi-
North
British
Locomotive com-
Dunalaistair
to Dunalaistair IV)
maxima
more
reliable
still
just
air
MR
was not
available
Express
"Johnson Single" 4-2-2
the glory of its superb
crimson lake livery.
m all
trains
on
of
that bit
celebrated
Midland 4-4-0s
loco-
seven or
Works
after
withdrawal
Beautifully restored
fake
in
1928.
and with a
re-
Such
continental features as
air
brakes
CI ASS
S3 4-4-0
Cylinders, LP:
(680 x 600mm)
26 6 x 23.6in
Heating surface:
/m 2
,267sq
ft
Steam pressure:
171psi
ft
(2
3m 2
(5 Ot)
5m 3
9t)
Total weight*:
(50
12,0001b
5t)
Length
(17,560mm)
Cengme only)
The passenger engines
built
by
carry
of 1,027
the
same
tendent
were
"P4".
simple-
built
to
vinced the
the
Erfurt
management
of the
was
highly successful,
and
in the
total
gear drove
Above: A Prussian
class "S3"
5,000th locomotive
built by the engineering firm of
Borsig for the Prussian Railways.
4-4-0, the
of
in
100
(1
established
economy
in
per
a
class
was
heating
vailing
),
steam
with
is
carries
it,
comes
and
form by condensation
Much
of
no
effect
no condensation occurs
superheat has been
removed- Superheating is thus a
means of eliminating condensawalls,
the
the
of
these tubes.
tubes.
In
further
oils,
it
economy
improvement
an
The
various schemes produced had
in
common
boiler, the
that, after
leaving the
in
For many
water.
alternative to compounding,
gave a fuel economy similar
ing,
of Kassel
super-
the steam.
Wilhelm Schmidt
smokebox
fitted
with
heaters
as
the 1890s that practicable designs of superheater were produced, by far the most important
being those designed by Dr
need
the
to be
and that the scope for
development lay in the
attained,
it
of
the
first
superheater,
was
compound
4-6-0
built.
total
of
34
of
the
"S3"
United
No. 999 4-4-0
States:
k Central
& Hudson
River
1893
Fuel:
5,4001b
5mph
it
ft
190psi
ft
12
350 (0.28
in
x610mm)
Steam pressure:
6kg/cm 2
at
1
Express
180km/h) down a
pire State
(
(2.85m 2
).
(7t).
(38t)
not so
(135m 3
quantities
A speed of 102.8mph
(166km/h) over 5
CI ASS
6 4-4-0
(500 x 680mm).
Superheater: None
Steam pressure: 185psi
(13kg/cm 2
Grate area: 3 1 sq
).
Fuel: 16,0001b
ft
(2.9m 2
).
(7 25t)
(28t).
Length overall:
(16,480mm).
52
54ft lin
(94t)
miles, timed
the previous night, is a little more
credible, but both must, alas, be
and Royal
Imperial
of
compounding,
that
is,
cylinder
vital to
compound
luxury
of the
most famous
it
is
absolutely
trains of the
New York to
Chicago
No. 999 was specially built for
the job and the train name was
even painted on the tender. The
NYC&HRR shops at West Albany
running daily from
backs
US
gear and
(1,981mm)
diameter
driving
wheels.
On
1893
accommodated by means
so, the
pounding.
Golsdorf got over this problem
by giving the locomotive low
pressure cylinder starting ports
which were only uncovered by
the valves when the valve gear
Walschaert's in this case was in
full gear, as at starting from rest.
Once the train was moving, the
relatively
In service,
itself
to
no credit
Europe that
the fastest time between the
same two cities today nearly 90
years later is
hours 29 minutes
from
2 hours to 8
It is
to the politicians of
feature
striking
appearance
in
the
some Golsdorf
of
locomotives,
including
these
class "6" 4-4-0s, was the pipe
mam
it is customary except
Russia and China to have it
though
in
Right:
KKStB class
"6" 4-4-0.
Class 4-6-0
1-1
Tractive effort:
Axle
United States:
Lake Shore & Michigan Southern Railroad (LS&MSRR), 1900
8001b
load:
Cylinders:
Driving wheels:
Heating surface:
Superheater:
Steam pressure:
-XX)psi
Grate area:
Fuel:
00 US)
Water:
Adhesive weight:
Total weight:
Length
overall:
been
an
3in
ft
described,
the
4-4-0
Standard"
USA passenger
ns from the 1850s
most
9001b
Axleload:
Cylinders:
Heating surface:
^JOsqft
Superheater:
Steam pressure:
ft (23
75psi
5m 2
;2sqft(3 1m 2
Grate area:
Fuel:
Water:
":
1,61
Adhesive weight:
600US)
3E
Total weight:
Length
box, a
rarity in
1895.
26in
in
2
)
boilers, they
engines for
were large
and their
their day,
was
was usual
/nod-
speed,
:
ad on
United States:
Pennsylvania Railroad (PRR), 1895
until the
and
this is
ng wrote
days
Left:
were
at,
called
"007"
Central Railroad
4-6-0 No.604 heads the
"Twentieth Century Limited"
164km,
they
the
same
one famous
repair. This
built
driver wo:
hia
City
at
was
to
an average of
the
Wlthoi
years and
Left:
and
the
and then
of Atlantics
[uality of
three
new
Pacifies in
the "D16'"s
were displaced from the best
the
century,
new
in
fi
lease
of
life
1914
from
of
half
in
line
On the Strasbu
axle
ride
New
tween
Below:
complete with
platform
brass-raile'
(he equivalent of
estgra
One
The coml
th>
factor in
this
all
comfort
and luxury w
3m) Pullman cars
:iough there were oi
them So soon enough it was
of
necessary
to increa
led
York's
Chicago
was 20 hours, an average speed
of 48mph (77km
;
were
fitted,
and
superb quality of
work done by
toration
RR is
irD164-4-0.
reduced
witl
still
lential spi
Jersey
brii
On another oi.
h)
be
the ha;
to
one of
'
(coll<
reboxes,
piston valves and superheaters
were shortly to replace narrow
"1-1" class
of these great
evocative sho;
in that
slightly
/ork early in
Most
World War
Road
came "D16sb"
Below:
(see
One
N
preserved on the Strasbu;
were the sn
wheeled engines, and these berebuilds
II
in its
native state.
D 16" class 4
'23atStrasbui
'ISA.
Ql 4-4-0
Class
Great Britain:
North Eastern Railway (NER), 1896
(7.6901
fast-running
Axle load:
-12,0001b (19t).
imm)
Heating surface:
(113m 2
1,2
16sq
ft
Superheater: None
Steam pressure: 75psi
1
ft
Fuel:
(5t)
il
1.2001b
93m
2)
Euston)
Length
(17,145mm)
to
after night in
to
present night
trains from Kings Cross take just
short of 10 hours for the 525
miles (840km) On the whole in
1895 the West Coast had |ust the
best of it and so their rivals were
determined to obtain revenge
How seriously that matter was
taken is illustrated by the fact that
the North Eastern Railway, otherwise the staidest of companies
and which ran the racing trains
over (mostly) straight and level
tracks from York to Edinburgh,
ordered some specially-designed
inside-cylinder 4-4-0s to be ready
in perspective, the
for a
1896
resumption of
hostilities in
derailment
at Preston on the West Coast
route which, although not conIn the event, a
(170m 2
Superheater: none
)
(36t)
tic
fastest
well
ahead
of
their
time.
The
City Flier"
was
scheduled
certainly the
train
in
the
nected with the racing, was attributed to high speed, made the
competitors lose their taste for
the fast running and accordingly
only two of the five (Nos 1869
and 1870) ordered were ever
completed They were known as
the
to
class.
trains
windows and
80mph (128km/h)
excess
were needed
enough
valve gear
going
racers
to
their
to
keep time
being non-standard,
both survived until 1930, long
to
joined
of
In spite of
normal-
numbers although
and polished
metalwork had been replaced by
their original
wide deep
oil
pound
head
named
head
of
Samuel Vauclain
the Baldwin Locomotive
after
improve
the low-
HP and
by the LP cylinders
in the
case
arrangement
meant an
on the crosshead
and consequent problems with
of this
it
offset thrust
maintenance.
The other
visibility at
the
expense
was
first
given to
some
it
rather
fire-
boxes)
built
Atlantic
Florida
Even
if
the
ACR
4-4-2s
57
Class
500 4-6-0
Italy:
Adriatic
Cylinders, LP:
.:)
:ix25in
23 x25in
50mm).
Driving wheels: 75^in
Imm)
2
)
ft
(3m 2
(15m 3
Adhesive weight: 98,0001b
)
(lOOt)
Length
(24,135mm)
Class
carried
to the rear,
is,
came
again
E3sd 4-4-2
(12,400kg)
Axleload: 64,5001b
and
ft
4kg/cm 2
).
),
Length
(21,640mm).
In the 19th
loads were
A move
58
to
still
ten
increasing
wheels
was
of
the
Italian
enAdriatic
in
at
it
two
Atlantics,
and
ment
coal
duced
of
inevitable,
(29.30.
supplies
United States:
and
ney
),
was
this
size
standard for
tics,
all
which became
subsequent Atlan-
as well as for
many
other
this
Above:
576 more
class
New
and grate
tice,
totalling
area.
Although the
a Pennsylvania Railroad
a
was
matically to
water only
locomotives
arrangement
in front
lent,
smoke menace
in tunnels,
so
far
class
"E2"
(521mm)
having
cylinders,
and
20.5in
class
but
starting in
were used,
at first
with Stephen-
Each
pair
was
set at
90 degrees
had this
compounding,
in
Italy
of
it
liable to occur.
Pacifies at
speeds above
40mph
and
was
built.
famous "K4s"
These engines
loco-
auto-
mph
starting
compound working
this arrangement
in his successful Midland compounds, but Zara did not use it
remaining 42 "cabfor
his
forward" locomotives, prefernng
an independently worked valve
instead One reason might have
Deeley adopted
was desirable to
it
valve to equalise the
work done between the highland low pressure cylinders
Normally this would be a pious
hope, but in the case of a Plancher
compound it would coincide with
making the ride more comfortable, since the high and low
pressure cylinders were on opbeen
use
that
this
New
Jersey
The smaller Atlantic soon established a reputation for high
full
potential
was
670001
Italian State
to
670 043
many
work
was
over
Fort
an
to
overall
City to Harnsburg.
It
was on
the
Railways
steel stock,
World War
workings on
came common.
The "E6s" engines were
to
handle
trains of
able
800-900 tons
distinct-
Wayne
to
Gary.
On
this
350 tonnes.
Over the years many of the
were modernised with superheaters and piston
valves, making them into modern
earlier Atlantics
59
Claild
A new
1mm)
Heating surface: ,631sq
(151m 2
Superheater: none
1
Steam pressure:
(12 7kg/cm 2
180psi
3sq ft (2m 2
Fuel(oil):715gall(860US)
Grate area: 2
(325m 3
Water:3,450gall(4,150US)
(16m 3
Adhesive weight: 82,0001b
)
(37
5t)
Length
(97t)
overall: 5
variable
orifice.
oil
ft
Steam pressure:
(15kg/cm )
Grate area: 26 7sq
Fuel:
ft
(2
5m2
).
1,0001b (5t)
Water: 4,400gall (5,280
1
US)
(20m 3
Adhesive weight: 76,0001b
)
agreed
that the
work done
in the
(34.4t)
Length overall:
troduction of compounding. In
a compound engine the steam
gine,
2 1 3psi
63ft Oin
(19,200mm)
France produced insufficient coal
to meet the needs of its railways,
and any means of saving fuel was
therefore important to French
sets
The ratio
in
of
Railway (PLM),
the
ten
"Super-Claud"s
of
The
latest of
these varieties of
Two
of slide- valves
instead
available
first
piston
pany's oil-gas plant Other equipment very up to date for the day
an exhaust steam
included
injector and a blast-pipe with
were
(16,276mm)
blue,
inal
Using the
If
LNER
classification
France:
Axle load:
Cylinders,
HP
Cylinders.
LP
Driving wheels:
Heating surface:
Superheater
Steam pressure:
-5m 2 )
Grate area:
Fuel:
Water:
Overall length:
'mm)
ite
of
his
5001b
<:
**_
name partly
shown
set to
compounding
cm 2
in
for
steam loco-
test of
point
in table
LP
cylinders
safety valve
ency
in
if
the
this
tively Setting
Of course
In the
was
in addition to
set.
choo-
began
their
nection with
ful
compound
during
the
4-4-0s produced
1890s, but their
was assured
fame
when Northern
Railway Atlantic
No 2
641 was
Pans Exhibition
of 1900 Outside bearings on the
leading bogie and inside ones on
exhibited
Table
at the
the trailing wheels gave an unusual look, but the 4-4-2 was
certainly a good-looking example of the locomotive builders'
art and the engine was the first of
a class of 32 built for the
Northern Railway
The
in line
and drove
Table
III
Country
Q 4--2 N
CI ASS
(8,863kg)
Axle load: 23,5001b ( 10
5t)
ft
Superheater: None
Steam pressure: 200psi
(14kg/cm 2
Grate area: 40sq ft (3 72m 2
)
1,0001b (5t)
Water: 1 ,700 gall (2,000
(7
7m 3
US)
Length
(75t)
(16,872mm)
of a
first
(14,696kg).
Axle load: 52,5001b (24t)
Cylinders: (2) 23! x 28in
x711mm).
ft
Superheater: None
Steam pressure: 180psi
(12
7kg/cm 2
ft
(4.4m 2 ).
Fuel: 30,0001b
(13.5t)
gall (9,000
(34m3
Adhesive weight:
US)
57,0001b
(71 5t)
Length
(22,555mm).
54
RR
got the
first
C&O
(185t)
Pacific locomotive
m USA m
1901.
).
Water: 7,500
railways.
(273m 2
F1S 4"6"2
wlcISS
(597
AW
(1,245mm)
Fuel:
steam
it still
had Stephenson's
valve gear.
new a
marked its
gear gave good steam distribution, but the main advantage lay
not ceasing
fact that
name
as in the
it could conveniently be
outside the frames in the
position most accessible for mainfitted
tenance In
this
more
than
50 years service
to
6m gauge railway
system which had adopted US
this 3ft
on
that special
C&O trademark,
pumps on
air
the
light
"F17"
of
War
I,
classes
"F18" and "F19" appeared, notable for 18,000 gallon 12- wheel
4-6-4sm 1941.
will be noted that these
It
4-6-2s showed something else.
Dunng the age of steam no
major system outside North
America ever had track strong
enough
was now
starting to
go
far into
65
Great Britain:
Great Northern Railway (GNR), 1902
x610mm)
(508
5m 2
(182
(52
8m 2
ft
Superheater: 568sq
ft
Steam pressure:
170psi
(12 0kq
Grate area: 3 sq
1
ft
(2.88m 2
Fuel:
Water: 3.500
Length
overall: 57fl
(17,634mm)
These famous engines introduced
the big boiler with wide firebox
to Britain, 94 were built between
1902 and 1910 Until the arrival
of 4-6-2s in 1921, they ruled the
London
to Scotland, that
be-
is,
pilots at
circumstances
with a crew willing to 'have a go'
timings
"Pacific"
they could keep
that in favourable
and 2822,
of
life
skittish lease of
light-weight
"Beer
Trains"
with
balanced
slide valves
The
Britain:
Heating surface:
5m 2
,3
Eventually 240 of
them were built. Their numbers
ran from 900 to 939 and 1000 to
1 199 in MR and LMS days and
most survived to become British
Railways' Nos 40900 to 4 199
The LMS examples had wheels
3in (76mm) less in diameter. The
last of them ceased work in 1 96
organisation
ft
(14 1kg
Grate area: 28 4sq
63m 2
the
ft
(2
motion
1923 to
form the London Midland &
Railway,
Scottish
the "Midland
Compound" was chosen (]ust a
in
little
17sq
Superheater: 272 sq
(25 3m 2
(2050
ft
(16m 3
Adhesive weight: 89,0001b
(40 50
finish of
Length overall:
56ft 7!^in
(17,260mm).
loco-
were developed by
successor
tially
RM
rebuilt (in
his
early
steam on
BR
Midland
LMS days.
When
partly
the throttle
open
was
position,
in
live
ensued
This resulted in an anomaly
confused many drivers from
non-Midland depots to which the
engines were allocated in LMS
days that is that more steam
was used when the throttle was
that
open Even
when
it
was
"Midland
Compound" locomotives were considered to be
reliable and useful machines For
the
fast,
of their
the
found to be
economical
of
them
GWR
(2,045mm)
ft
twentieth. In the
2
)
(191m
Fuel:
).
1,0001b
Water: 3,000
(13
ft
6m 3
(5t).
Above left:
"Large Atlantic"
No. 4458 at the head of a Pullman
Express in pre- World War I! days.
GN
GN
LNER
GN
Length
(17,126mm).
owe
occasion
in
their
"City" class
fame
to
an
steam
in
GWR
The
last of
1931,
although
Swindon
3710-3719.
all
built at the
GWR
in
City of Truro
GWR
Even
this
meantime
Museum
m
at
Swindon,
Wilts,
England.
Great Britain:
(GWR), 1902
(16m 3
Adhesive weight: 125,0001b
)
(560
Total weight: 25 1 ,0001b
(1140
Length overall: 63ft OWin
(19.209mm)
for
GWR
Whilst
in
attention.
(later
when
No 00
1
By the standards of
the locomotive aesthetics of the
penod it was one of the strangest
light of day.
road
some
American
Ten-wheeler prototype was followed exactly Both cylinders
and valve chests were mounted
outside the frames in the most
The
layout of the
USA
GWR
was
result
to take full
on most
British railways) of
1911.
GWR
about
component
became fully developed
At this time Churchward was
(as
batch of the
in service,
to elapse before
time
last
"Saints" built
was
that before
long the
possessed a locomotive
many ways had few
rivals the world over.
It was a far cry from the ways
fleet that in
of
some
chair
who occupied
the chief's
of other
on a number
common sense
Church-
Churchward
retired
in
1921,
seem
this is
at fault
the
first-line
GWR
4-2-2
was
be known as the
32 had been
four-cylinder
(2,045mm) Tractive
was
effort
proportion and
maximum speed was very little
affected. In this form and described as the "Hall" class, a
increased
very
built,
could
sisters
produce
In 1925 No 2925 Samt Martin
was fitted with 72in (1,828mm)
"Saint" class,
In
to
built
yet
all
layout,
motion
Although the locomotives came
to
In
Churchward
on the two-
decided
finally
of
further
most
in
built,
of
until
dieselisation.
motives
since
built
Finally in 191
all
most
GWR locotime
Courts,
that
came 25
and with
further
improvements
Saints
but
4-6-0s, the 3
also to 74 "Star"
"Frenchmen" 4-4-2s,
As
330
was
when
it
was new
was worn
out,
was not
entirely
apochryphal
the
when withdrawn
in
1953
69
Class
P 4-4-2
Denmark:
iys(DSB), 1907
The
Axle load:
Cylinders.HP
Cylinders, LP:
pressure (2131b/sq
Driving wheels:
Heating surface:
in
i-yhnder com;essure
.wide the frames and
valve spindle
with a
serving both high and low pressure valves on each side Heusinger's (Walschaert's) valve-gear
was used, but out of sight inside
the frames instead of in the usual
position outside All cylinders
drove on the rear coupled axle,
the inside ones were raised and
their axis sloped downv
towards the rear so that the
inside connecting rods would
clear the leading coupled axle
Maximum permitted speed was
:
Superheater: None
0m 2
Grate area:
Fuel:
Water
5,550 US)
Length
overall:
lid
ark
introduced in 1907
Nineteen came from the Hannoversche Maschinenbau AG of
Hanover, Germany (Hanomag)
and in 1910 a further 14 from
Atlantics,
1,8101b
1907
load:
Cylinders:
Driving wheels:
Axle
dard range
was a man
of locomotives
both
of
original turn of
Superheater: 361sq
Steam pressure:
(33
71psi
ft
5m 2
Fuel:
ft
(2
42m 2
interesting feat
Overall length:
some
irs after
in
the
are
still
in
use
one took
first
built
that
if
3,3001b (6t)
Water: 3 300gall (3.940US)
'
certainly
express passenger
locomotive w
musual
Adhesive weight:
mind
He
and an
ability
his smaller
and
by Schwartzkopff
Prodi:
of Berlin
til
1930
built
The
and 188
in
majority
were constructed by
Italian
of Danish passenger
services from 19 1 to 1935.
Italy:
was
buildi
all
were
class also
that they
came
that
into service
yet
20mm)
side-play in their
axle-boxes, spherical ]ournals
and bushes are provided on the
crank pins and coupling rods so
that the coupling of the wheels
will still work properly when the
wheels are not in line The leading
pony wheels are mounted in a
truck which also carries the
leading axle, in such a way that
both the pony wheels and the
leading driving wheels play a
1
of
the
first
diesel-electnc ex-
their
trains
additional
original wide
Above:
w of a
Danish State Railways' class
:
This was
mark
their
No 912
is full
in
1968 Denand
and 93 1
recognised
in the
of steam-lovers
enthusiasm
is
the
latter is
museum
one (No908) as
displayed
Odense) and
at
rebuilt into
Pacific.
>i
ever since
Main
in Italy
the
that
line electrification
no
No 640 (X
before
so it
is
rails,
further
not surprising
new designs
for
express passeng*
peared after 1928
cation
Italian State
Railways'
Allessandna Locomotive
Depot in June
1972.
(521x660mm)
Driving wheels: 74in
(1,880mm)
Steam pressure:
1801b/ sq in
(12.7kg
Grate area: 32sq ft (3.0m 2 )
Fuel:
Water: -iOOOgall (4,800 US)
(18m 3
Adhesive weight: 118,0001b
)
(54t)
(18,980mm)
(These dimensions refer to later
and super-
heater).
More British than anything that
and
is still
actively in
use. This
ing
by the
British
facturers.
their
standards
in
The government
felt
that
one
of
range
made
difficult to
minor
For
detail
the
broad
1676mm) gauge
(5ft
there
6in
was
sories,
matter as locomotive
design However, the qualities of
the standard product in due time
spoke for themselves Of course,
to
sensitive
it
was
still
possible to specify
way of acces-
alternatives in the
Co. of Glasgow.
BESA
4-6-0s were
solid hunks of sound engineering,
The
first
top-line
successors,
Standard
India
the
XA
(IRS),
Railway
and
XB
it existed, with
the difference that both average
and maximum speeds in India
British practice as
gauge
motive
were
to
Glasgow. NBL
supply the first standard
Co
of
4-6-0s to India
Down the years
were built there
Vulcan Foundry
at
many more
and
at
the
Newton-le-
in
space available
(240mm)
of
its
age,
approaching 70 years.
ber
And
1,230
from
mile
of
course for
the
(1,968km) journey
Bombay
to Calcutta.
73
Class
4-6-0 Germany:
P8
Tractive efiort:
Axle load
Cylinders:
Driving wheels:
8in
Heating surface:
Superheatei
Steam pressure:
rim 2 )
Grate area:
Fuel:
Water:-; .'uall( 5,700 US)
Adhesive weight:
Length
overall:
14,00011
Total weight:
5001b
!it0in
new
of
It
was
orig-
inally
failures in service
The
solution to the
problems
was unsuitable
excess
of
which
ded
on
ful
the "P8"
at
least
two variants
of
boiler
fitted
in
Once
the
cent)
intitial
at
31mph
snags had
passenger work on
speed was limited to
62mph(100km/h).
At the end of World War by
which time 2,350 "P8"s had
been built for the K.PEV, Germany
was required to hand over large
numbers of locomotives as reparations, and 628 "P8"s were
express
which
I,
steam
in that
made good by
On
country
in
966
were:.'
lusts
Two
of the
the Gei
.ginesbecan.-
38
Under the Germa:
ownership ai
ever, the
much reboilenng
"P8"
made
of the engines.
smoke
spread
rapid
class,
was down
--.onswhicha:
their
DB
engines were
converted to quasi tank engines
by coupling them to four-wheeled
tenders by a
both
building n
'
fitting
th<
tc
south
awal then slowed,
deflectors,
of dieselizaaon
into the
inroads
and by 1968
last
engine survivec
a:
P8"s
spreading
into Eastern
in even wide:
bution than before They worked
in Czechoslovakia, Greecr
slavia, Poland, Roumania and
Russia
mamed in those countries. In
severa.
ey were modi-
externally in accordance
.ational prar:
basic design was rarely altered
Eventually a total of 3,438 "P8"s
fied
number of genuine
the
two systems
the full-depth
On both railways
smoke
deflectors
some
of the
Europe as
DR
engines
n other coun-
genera
r^Poland and Rour.
--.sions
Above:
some 1,500
although the ancesof the British engine-
were very
similar to
British 4-6-0s,
duebe
preserved
try
at
interesting to nc:-
indepe:
of the
Below:
Great
Cardean Class 4-6-0
Britain:
Tractive effort
Axle load:
Cylinders:
Driving wheels:
id
her
Heating surface
Superheatei
Steam pressure:
OOpsi
orres-
Irom Euston
Grate area:
Fuel:
>
doubt
that
Gibson
as his per-
Water:
and lavished on
his locomotive a concern and a
that nowadays only a very
few men give even to their own
motor cars The result was a
degree of reliability that is far out
rty
Adhesive weight:
Total weight:
Length
v 0001b
overall:
tt
6in
of reach of
No
have a
be regarded as
engines ever
built
better claim to
the epitome of the
Golden Age of
Steam than Cardean and her
sisters The complex and beautipolished Caledonian F
blue livery as depicted in the
illustration speaks for itself, but in
many other ways the running of
fully
Class
^kg).
2)
22 x 26in
Superheater: 375sq
Steam pressure:
ft
(35m 2
_85psi
).
class 4-6-0s,
which
all
76
away down
decessor
A 4-6-0
Australia:
rays(VGRi, 190;
cousins
There were 10
engines of this class, all built
Hollox works in 1906.
traffic 4-6-0.
at St
"
these fine engines The five members of the class were built at the
Caledonian Railway's own St
Rollox shops in 1906 and were
very conservative in design Inside cylinders
and motif;
Ar
the
it
company
from
Ii
No 907
perished
in
Britain's
worst-ever
railway disaster at
Quintinshill near Carlisle on 22
May 1915 The other four sur-
vived through the railway grouping of 1 923 The last survivor was
Cardean herself, withdrawn as
London Midland & Scottish No.
14752 in 1930. Only one Caledonian feature was adopted by
the LMS, and that a few years
later, when William Stanier specified
the
CR's
deep-toned
"hooter" style whistle for his
locomotives
and
iiiLi
handsome
engines,
typical
seven years
of
them,
all
later there
of
day and
were 25
1
mixed
from
traffic
was
built
locally
Boxpok
and a group
of five with
disc wheels
considers that there
When one
oil firing
were only
the
,600mm)
gauge railway system, it can be
whole Victoria
5ft
3in
seen
70
In 1950 some "R" class 4-6-4s
were delivered from Britain and
these made numerous class "A 1
and "A2" 4-6-0s redundant. Even
so, the class lasted until 1963 in
normal service Three have been
one
It
was
if
the
London,
museum
at
in
77
HP
>
(17
France:
Pans-Orleans Railway (P-O), 1907
5t)
6 5 x 25 6in
(1,900mm)
ft
(63
5m 2
(20m 3
Adhesive weight:
)
17,0001b
(20,790mm)
(These dimensions refer to the
superheated version of the class
before rebuilding by Chapelon).
the number of express passenger locomotives to be included in
If
this
to
Bntam
same year)
Malaya
earlier the
mam
of
Amencan Locomotive Co
improve-
of
1918.
All
while
the
specially
in
began
(c)
complicated) design
(d)
(f)
remarkable machines
to
show
adequacies of the
up
the
in-
Pacifies, yet a
commitment to electrification
absorbed totally any resources
there might have been for new
construction.
A young man
called
Andre
exhaust.
Provision of extra heating
surface in the firebox, using
flattened vertical ducts known
as thermic syphons
Provision of a superheater 24
per cent larger in size and of
a more efficient (but also more
(b)
78
low-pressure
tion
complex
One hundred "4500" Pacifies
were built between 1907 and
1910 mostly by French builders
batch
ideas
traction
4-6-2
(No.240P2)
efficient
(f)
Much
The
P-O
No 3566 had
announced that
hauled 567 tons
from
70
at
Poitiers
miles
(1
to
Angouleme,
an average speed
of
67 3mph
engmeenng.
To cover requirements on the
tor,
performance unprecedented in
France and caused a sensation in the world of locomotive
an assistant of Chapelon's
During the same year one of
the remaining unsuperheated
"4500" class 4-6-2s was rebuilt
into a 4-8-0 at Tours. The intention was to provide a locomotive
Dimensions etc. of these engines which differed substantifrom the originals were as
ally
follows
Axle
Cylinders LP:
(213m 2
Superheater: 733sq
(68m 2
ft
ft
(3
75m 3
had
(12t).
to
53mph (85km/h) on
could reach
(34m 3
Adhesive weight: 177,5001b
(80
5t)
engines elsewhere in
France foundered, for reasons
which have never been adequately explained
In the 1960s the remaining
Pacifies of Pans-Orleans design
had become concentrated
effortless
these
The
sort
of
achievement
that
much to
to original condition for display
at the
Museum at Mulhouse,
Alsace.
Boulogne
will
long remain
in the
memory
In
1956 some
tests
were made
(177km/h)
was
110.6mph
reached by 231E19 pushing an
equivalent of 220 tons This was
the highest speed achieved by
these engines
Against this was the sad fact
that, economical as the Chapelons
were in respect of coal consumption, in overall terms they
were more expensive to run than
the fleet of simple rugged 2-8-2s
the 14 1R class supplied from
North America at the end of
World War
II.
These could
also
Above:
manage,
say,
850 tons on
in
No231E22
is
displayed
at
Pierre-les-Corps
Pans-Orleans
preserved
Unrebuilt
No 4546
is
also
79
16 7
Cylinders, LP:
(650 x 670mm)
:5
1908
x24 0m
6x26 4in
RoyTiavanan
(18t)
ft
4m)
Superheater: 798sq
ft
Fuel:
ft
(4
5m 2
8,8001b (8 5t)
Water: 6,030gall (7.240US)
(27 4m 3
Adhesive weight: 1 16,0001b
.
Length
overall: 69ft
lin
of
(21,317mm)
(Dimensions refer to the
series)
in
1923
in
German
for this
was
plain.
simple:
Baldwin
All
to
were
228psi
classified
In
1925 the
first
German
State
pressure
)
and an increase
axle load,
(16kg/cm 2
Above: A
class
"S3/6" 4-6-2
interior of
smokebox
cars of the
was
the middle
were above
their
cylinders.
steam
pipes
were
and
all
contained
Rhemgold Express.
in
to this
design
1908
to the
DR
DR
Osnabruck and
But
even
the
Berlin Anhalt
"03"s
did
not
main
Valley
and
line,
was
it
on
this
final
new welded
com-
boilers with
gramme These
by
was given
this also
and used
new
boiler,
high-speed testing
It is scheduled to be amongst the
13 locomotives of the family
which are preserved in various
places
for
No 3634
of 1912,
which
Germany Museum
in
is in
the
Munich
under the
and through
the
bar frames, but head-on the
massive cylinder block gave a
days
blunt impression In
small smoke deflectors were
boiler
DR
the
became
green
livery
(19,800kg)
tests,
he
Chief
Mechanical
Engineer,
Legein, the frames were strengthened at the front, and many
improvements were
smaller
(500 x
660mm)
Steam pressure:
(14kg.
cm 2
1
199psi
5,4001b
ft
(4
6m 2
(7t).
(24m
Adhesive weight: 130,0001b
)
(59t)
Length
of these
that
ahead
of
boiler
itself
which accounted
for the
resemblance
Macintosh
the Caledonian
to the
Europe
of
and
far
smokebox The
was unusual for
that time, as it had a
the
to
suit
low-grade
accommodate
this
without
locomotives of
Railway of Scotland, but in 1 904
a new era of locomotive con-
were
compound
of the firebox
Atlantic
improve-
when
of
in
the
firebox dimensions, the boilers
of the two types were identical,
(21,404mm)
move was
Below:
As a result
Flamme decided
locomotives
built
slightly
fitted
to
was repeated
reparations
From 1938 more ma]or improvements were instituted, influenced by Chapelon's work in
France These included larger
steam pipes, a still larger superheater, and the replacement of
the Legein exhaust by the
Kylchap pattern With the massive
chimney of the Kylchap exhaust,
and the various extra fittings on
the boiler, the engines now had a
truly
the alterations
produced
the
in-
front
but the
last
of the
first
series
(see
page 78)
Paris
Hendaye by
change
according
into a
85
86
[see
page 80)
Above and
saloon cars
to all passengers at
this tram.
8!
Argentina:
Axle load:
10.0001b (18t)
x 26in
Cylinders:
Superheater: 435sq
Steam pressure:
ft
ft
50psi
(10 5kc:
Grate area: 7sq ft (2 5m 2 )
Fuel (oU): 1.960gall (2,350
(8
9m 3
US)
Water: 5.500
gall (6,600
(25m 3 )
Adhesive weight:
US)
18,0001b
(21,392mm)
earned
The nature
country served
is indicated
there was a
205-rrule
(328km) length of
straight track en route.
In 1909, the company ordered
from the North British Loco-
of the
by the
fact
that
It
Aires
is
and
Pacific
passenger
trains after
sixty years at
more than
work.
some
Company
motive
of
Glasgow
Superheater: 497sq
(46
2m 2
ft
( 1
Fuel:
).
ft
(2.6m 2
).
5,5001b (7t).
Water: 3,900gall (4,700 US)
(17 8m 3
Adhesive weight: 106,0001b
1
).
(48t)
( 1
lOt)
As
Switzerland:
Swiss Federal Railways (SBB), 1913
Class
3700 4-6-0
Netherlands:
1910
The
).
Superheater: 44 sq ft (4 1 m 2
Steam pressure: 7 1 psi
(12kg/cm 2
Grate area: 30 3sq ft (2.8m 2
1
).
Fuel:
3.2001b (6t)
Water: 3,960 gall (4,750 US).
1
18m 3
Adhesive weight:
1
10,0001b
(50t)
Length
( 1
23t)
the results
enough
To
enormous
height, this
was
partly
When
it
came
to building the
not
SLM
200 were
products To be sure,
that
So
built
that
left
4-6-0s,
which 93 1 -34
actually
came from
Maffei), distinguishable
from de
in
low-grade pulversided
(18,480mm)
tinent of
came from
5m 2
batch
first
(11,633kg)
Axle load: 37,0001b (170
Cylinders: (4) 15%x26in
(400 x 660mm)
In
to
coal,
but
the class
and is on
display
Fairlie 0-6-6-0
Tractive effort: 58,4931b
1kg).
Steam pressure:
183psi
9ku
Grate area: 47 7sq
(12
ft
(4
43m 2
).
Fuel:.^0.0001b(9t).
Water: 3,500 gall (4,200
US)
(16m 3
Adhesive weight: 276,0001b
)
Length
overall: 50fl
(15,435)
Mexico:
Mexican Railway (FCM), 1911
Fairlie in
the
ma-
jority of
steam
their greatest
case,
as
electricity in modern times
part of the locomotive body, the
of
is at
fluid
in
Fairlie's
individual
their
The
first
"Fairlie"
in 1911.
Great
George the Fifth Class 4-4-0 London
&
Britain
North Western Railway (LNWR), 1910
19
5t)
Steam pressure:
3kg/cm 2
with
Fuel:
2
)
175psi
3,4401b
ft
92
Bowen-Cooke,
(12
W]
Whale and
ft
08m 2
(6t).
limestone,
copper ingots
one end of
etc.
(13,640)
(38.25t).
decked out
Length overall:
(95t).
57ft 2*iin
(17,445mm).
their
British-
Acocotla, 8,320ft
(2,536m), but in 108 miles (174
km) the line climbs to 8,050ft at
Esperaza The maximum gradient
is a hideous 1 in 22 (4 5 per cent)
and the sharpest curve is 325ft
radius or 17k> degrees Before
electrification came in 1 923, this
superbly scenic but very difficult
railway had not unexpectedly
something rather special in the
the route
Right: A Mexican
Railways "Fairhe"
locomotive of the
batch supplied by
the Vulcan Foundry
(9,102kg).
and
would
roll in at
in that wonderful
"blackberry black" livery would
roll out at the other. For this
capability, Francis Webb must
take a good deal of the credit,
even if he held on too long to
funny ideas when it came to
locomotive design.
Of the four types of express
locomotive built at Crewe during
those eventful years, outstanding
came
to
excellent
The
"Fairhe"s
powerful
Britain
up
up
built
in
to this time
one
ft
Left:
at speed.
up water
70mph
( 1
3km/h) were
was
to
locomotives
and tracking
riding
qualities at
ft
The expense
involved in this
tanks,
are,
from the
sters
flexible
pipes and
|oints
which
These
An ability to negotiate
the firebox
details
In
in the
rail-
IT
motive
power, but south of Crewe the
most important workings were in
the charge of these 4-4-0s
LNWR
to be thrashed a little
harder than ever to get over the
road "right time", the "Georges"
needed
were certainly
West" tradition
stand it.
In 1923,
Britain
in
of
when
the
"North-
being able to
the railways of
into four
were merged
LNWR
It
was no
surprise, then,
indeed,
None
Class S 2-6-2
kg)
Cylinders:
text
ft
Superheater: 958sq
(89m 2
ft
Steam pressure:
cm 2
185psi
(4
ft
72m 2
(18t)
(23m 2 3)
Adhesive weight: see
first
ironmongery
In both Czanst and Communist
Russia, steam locomotive design
was in the hands of university
professors and they studied and
,922sq
(178.6m 2
Superheater: 516sq ft
(48.5m 2
Steam pressure: 171psi
1
ft
).
).
(12kg/cm 2
Grate area: 38sq
).
Fuel: 13,5001b
ft
(3.5m 2
).
(6t).
But
possibilities
more
when
it
came
to
to reach the
conclusion that Old Geordie
(Stephenson) had got it right and
Italy:
In total
::
Heating surface:
intrinsic to that
unusual arrange-
(47t).
Overall length:
(20,575mm)
67ft 6in
Russian
script)
of
fascinating
in
seemed always
many
The "685"
"C"
68S 2-6-2
(written
out
actual
,85C
sion
lO^in
where.
77ft
( 1
Communication, 1911
Compared
theoretical
text
Class
of
tried
(168t)
Overall length:
(23,738mm)
Ways
(2) 21
'00mm)
Driving wheels:
Ministry of
one administration
Russia:
The
"u"
stood
for
usilenny,
pressure
Warsaw-Vienna
the air
used
Scotsman
in
combustion.
named
Thomas
in
used
assist the
"685"
an
and other
motives are
Italian
Attilo
driver
this
form
of firing
Class
231C 4-6-2
France:
Paris, Lyons and Mediterranean Railway (PLM), 1912
>0mm)
Cylinders, LP
(650 x 650mm)
25 6 x 25 6in
>
ft
Steam pressure:
.'28PS1
,-m 2 )
ft
(4
3m 2
Water:
(28m 2
Adhesive weight: 122,0001b
)
Length
(20,000mm)
French engineers were early
converts to the creed of compounding, and in no other country
of
was
reason for
was a
this particular
pound
Com-
expansion
enables a
higher proportion of the energy
in the steam to be converted into
work during expansion, but to
get the full benefit of the greater
expansion in the compound it is
necessary
to
new
attraction for
engineers
and with
it
the possibility of
problem
further
digres-
PLM
and
boiler already
mentioned,
long-serving, efficient
certainty
still
prevailed,
and 20
9 1 3 a careful comparison
the two
varieties of superheated design,
and the compound returned a 25
per cent lesser coal consumption
and better performance The
issue was finally settled, and the
PLM
built
no
more
simple
simple endue course con-
gines were in
verted to compounds
In 1921 a further 230 Pacifies
were ordered, and in 1931 55
more, making a total of 462
Successive batches incorporated
improvements, mainly to the exhaust arrangements and to the
boiler proportions, but the basic
layout remained unchanged Improvements continued to be
initiated,
PLM
Austria:
Imperial and Royal State Railway (KKStB),
6t).
(2,100mm)
ft
(4
6m 2
(21m 3
Adhesive weight: 98,0001b
)
(44t)
Length
overall: 69ft
lin
(21,318mm)
The
the Austrian
constructed,
and in places heavily graded
Locomotives were thus required
to have a low axle load, but to be
railways
empire were
of
lightly
hands
a
Karl Golsdorf,
of
of fertile imagination,
designer
who
is
different
credited with
designs, all
some 45
branded
After
building
two-cylinder
in
just
turning
to
the
Pacific,
showing the
The proportions
of the cylin-
high
on power output
at
piston speeds
In
that
Striking view of
Golsdorf 2-6-4 No.210.01
limit
Above:
the class
original
member of
m as-built condition.
1928
Museum.
SNCF
resulted
in 30 engines only receiving this
treatment, the last of them in
1948, but 284 engines received
the
into the
very complicated
they
never
levels of the
achieved
the
Chapelon rebuilds
in the
boilers
there
of the
in
was
1 969
Four engines were retained
service until
for
preservation,
including
kg)
load: 44,0001b (20t)
Axle
Cylinders:
22 x28in
2)
,1mm)
Driving wheels: 81 in
mm)
Heating surface:
7m a
6sq
,8
ft
(35 6m 2
Superheater: 383sq
Steam pressure: 70psi
ft
(2
ft
48m 2
Fuel:
50 US)
Water:
Length
Great Britain:
London, Bnghton & South Coast Railway (LBSCR), 914
overall:
(15,361mm)
(later
2333) Remembrance at
between One
far
Bnghton
Victoria Station,
London
in
many years.
associated
Specially
Company
Previously, the express trains
between London and the south
coast had been hauled by a fleet
of 4-4-0s, 4-4-2s, and 4-4-2Ts,
supplemented by two 4-6-2Ts
The new 4-6-4s were to some
extent a stretched version of the
latter and were known as class L.
Their designer Colonel L. B
Billinton was instructed to produce locomotives capable of
Class F 4-6-2
Sweden:
Swedish State Railways
(SJ),
1914
(420 x 660mm).
Cylinders, LP:
(630 x 660mm)
(2)
24% x 26in
Steam pressure:
:m 2
14
Water:
).
185psi
S36U
500gall
ft
(3
6m 2
(6
600 US)
(25m 3
Adhesive weight: 105,0001b
)
Length
(21,265mm).
and
locomotive engineering
steam
were
very distinctive
and
Above: Swedish
State Railways'
were
electrified. This
returned
to
Sweden
one was
for
preservation.
first
London, and
piston
inside
ail
via
valves
rocking
having
this in spite of
(a
Swedish
No.321 Charles
entered service
The
solution
to the extra
Macrae
in April
was on
dummy
some steamships
first
1914.
similar lines
funnels on
dummies
in
company's servants
war and so was
order
was completed
further
in
killed in
the
class
later
were never
and
July 1957.
of
German origin,
advanlocomotive
to get the
tages of a compound
without the complications. The
four cylinders all drove the centre
coupled axle and were accordingly fairly steeply inclined at an
angle of 6 A to the horizontal
The two low-pressure cylinders
were outside and the two highpressure ones inside Each pair
was served by a single pistonvalve spindle with multiple heads
which controlled the admission
of
to the
re-
survivor
which attempted
last
SR No.2331,
No.32331) was withdrawn in
BR
locomotive axles.
The "F"s also used a system of
compounding,
locomotives The
(LB&SCR No.331,
fitted
re-
coal deposits
Two
99
.711mm)
Driving wheels: 80in
(2,032mm)
Heating surface: 4,040sq
(375m 2
ft
).
(46m 3
Adhesive weight: 210,0001b
)
Overall length:
(25,451mm)
83ft 6in
called
the Standard Railroad of
the World. This did not mean that
the system was just average or
typical, but rather that the railroad's status was one to which
other lines might aspire, but a
was applied
a
keystone, indicating the position
the
the
company
economy
felt
it
occupied
of the
in
USA. The
to these engines.
In 1913, the
Baldwin
company went
of Philadelphia for
to
30
"K3" 4-6-2s. These were interesting in that they were fitted with
the earliest type of practical
mechanical stoker, known as the
in
91
never
built.
4-6-2s.
Raymond Loewy.
at Altoona.
1938. The
leaves Chicago
streamline locomotive is "K4"
class No. 3768, styled by
for a while, a
in
build
its
designed by
own
shops.
It
liked
own locomotives,
own staff, in its
One aid to this
its
Until the
catcher)
many
fitted
became general
was the continuous
930s,
cab
in track circuits
and
translated
this into the appropriate signal
aspect on a miniature signal
inside the cab
One could see signs of Pennsy's
light
replaced
certain
reverse
match
the designers'
and wooden pilot (cowwere not, however, repeated By 1923, after more than
200 "K4"s had been built, power
of others
streamlined and
way
number
inside In this
partly
specially painted to
locomotive
were
in the later
shops
bered
in
to
Above:
PBR
No. 5354,
and
built
wayside
station.
5499
All
instead of the
were needed
to
take,
say,
an
East Indies:
/ays(SS). 1917
(12. 5t)
LP
<22.8in
Cylinders, HP:
(2)
20.5 x 22 8in
Heating surface:
1,324
Superheater: 463sq
Steam pressure:
ft
.^OOpsi
(2.7m 2
rded
Water: Not recorded
Adhesive weight: 83,0001b
ft
).
Overall length
details
not recorded).
of their orderly
Java, the
island of Indonesia,
suburban
electrification
Djakarta, then
known as
around
Batavia
fastest nar-
concerned with
such handicaps to the enjoyment
of life as worrying over time. But
their
there
it
Class
to
occurs
island's princi-
cities,
way was
231D 4-6-2
is
days
close
the
there
sensibly at the same time throughout the year, so the timetable was
not too complex, but it did also
mean that trains between Batavia
to contemplate
sunset
equator,
tolerated
possibly
ft
3,5001b
).
(6t).
(20m 3
Adhesive weight: 121,5001b
).
(55t).
restricted
by the
tight
this particular
During the
first
war,
by North British of
Glasgow, but after it was over the
government adopted the design
as a French standard and ordered
400 of them from French builders. Of these 280 went to the Etat
In the end the AlsaceLorraine Railway only recently
lines.
up
(136t).
Length
heavily
supplied
Fuel:
be pro-
to
enabled
railway
ft
adequate spectacles
loading gauge of
).
rm 2
Grate area: 46sq
of a
(22,974mm)
ramshackle
system began to mend its
ways under the direction of Raoul
Dautry The administration took
the sensible course of rebuilding
similar to
state
included
were
1914
(420 x 650mm).
Cylinders: LP (2) 2514 x 25H;in
(640 x 650mm)
re-
France:
in
journey
is
possible
museum
AfctftJtfe
was
like to drive
these
fine
and
fire
machines
one
can
of
be
No.231D596
is
intended for
Class
Al 4-6-2
Great Britain:
Great Northern Railway (GNR), 1922
(2,032mm)
ft
(3
8m 2
Water:
(22
ft
,8001b (80
7m 3
).
(6
It)
Length
(2,146mm)
of April 1922 was a
milestone in the history of the
railways of Great Britain for that
The month
month
was
the
in
GNR
a "systems" engineer by
one means
master
of
that
this
he was more a
concepts than
of detail.
was
104
stiff
"all-or-
combined with
& North
gave more
than occasional trouble There
were also such unforgiveable
companies'
never
when an elegant
in
out on the LNER She did everything the big Pacifies could do
with easy mastery and burned
10 per cent less coal, as well as
creating a profound impression
ical
whilst
panies
given the credit for certain changes to the Pacifies' valve gear
made
small cost.
come
It
doing
it
& Darlington
to light that
later the
emphasized
measured and
secretly
through the enterprise of Bert
nesses.
After the war, during which
Gresley had died, efforts were
made to overcome these troubles
was
sistant at
their
detail
weak-
Some
sible.
slightly
(after
London
Newcastle preparatory
to the
run
this
new high-speed
train
had of admirers.
change in
The colour
the smoke from white
do so in an emergency.
World War II brought 24-coach
Coast main line
well as the few
remaining "Al"s performances
trains to the East
although
2743-97,
4470-81,
2543-99,
2500-08. The second of two
post-war renumbenngs had left
them as 102-1 12, 44-100, 35-43
(4470 no longer belonged to this
class). In 1948 British Railways
had added 60,000 to the numbers
so that they became 60035 to
60112
Happily, a certain Alan Pegler
purchased the most famous locomotive in the class (and perhaps
immortal Flying
Scotsman. After adventures which
as far
purneymgs
have included
as the west coast of Amenca, this
grand engine is stationed at the
in the world), the
lines.
Super-Pacific 4-6-2
Axle load:
France:
Northern Railway (Nord), 1923
-11.5001b (190
Cylinders, HP:
Cylinders, LP:
17.6x26in
!)
2)
24.4 x 27.2in
Omm)
Driving wheels: 74 9in
mm)
Heating surface: 2,680sq
ft
ft
(3
5m 2
Fuel:
5m 3
Length
(21,350mm)
have discussed how the
Pans-Orleans Railway were suddenly transformed
by Andre Chapelon from run-ofthe-mill locomotives into the most
remarkable 4-6-2s ever to run
Another French company, the
Nord, used the same methods
We
Pacifies of the
ClaSS
(1,750mm).
Heating surface: 2,348sq
(218 2m 2
2
).
ft
(4.07m 2
5,4301b (7.0t).
Water: 6,930gall (8,320 US)
1
5m
3
)
Length overall:
75ft
5m
programme
making good
design work began
for
the losses,
2-8-2 locomotive, intended
particularly for secondary passenger traffic on the more hilly
routes of the country Post-war
difficulties delayed work on the
on a
first
106
(22,980mm).
After
had been
produced in 1917 to meet the
urgent need for a powerful goods
ft
"Super-Pacific"
awaits departure from the
Gare du Nord at Pans. These
locomotives for many years ran
the boat trains such as the
(14kg/cm 2
Grate area: 43.8sq
Above: A Nord
(31
P10 2-O-Z
Fuel:
front
number
of Prussian classes
the
country, although their sphere of
speed
in
120km/h). A handsome
ensured that these
magnificent engines looked as
well as they ran
75mph
brown
livery
be seen
in the
National Railway
all
withdrawn by 1962
Great Britain:
South Eastern
& Chatham
Railway (SECR),
919
7
8
ft
Superheater: 263sq
(24 4
m2
ft
).
(18m 3
Adhesive weight: 133,5001b
).
(60t)
Length
of the
GWR
to
name of "Star"
By now Churchward had
locomotive
1935 livery.
to
hoped
boiler,
the
cylinders,
cab with
class
tired
(19,863mm)
When Churchward
guides
Great Britain:
its
side
visually,
still
the
exiguous)
windows made
re-
G WR
No 4073
encountered.
No 4072
last
"Star"
Tresco Abbey.
nounced
in
which he anwas an
831b of coal
per drawbar-horsepower-hour
overall figure of 2
GWR
the complications
The tenth Castle"
No 4082
Swindon Factory in
1924, no doubt the name was
held back until then His Maiesty
visited the
many
No4082 earned
years but not
all
this
for
her days
Churchwards
GWR
Railways
This time the successive batches kept to the same generic
name
fortunately
locomotive
is
kept
spare over
some
bered
At the time of its introduction
the "Castle" class was the most
of
at the
GWR
ules the
offer,
in July
Class
424 4-8-0
Tractive effort
ve the
Axle load:
Cylinders:
ilay
of
one
Driving wheels:
itre to
harp curves
work
Heating surface:
Superheater:
Steam pressure:
yed
on suburban
ii-and-
Grate area:
Fuel:
Water
pressi
them
be
to
Total weight:
Length overall
:cs
ellent
:tinued to
be
built
a further
machines
in
Stephenson
the
feature
gauge
of the
218 were
Axle
Cylinders HP:
(450 x
::
28K2 in
720mm)
Cylinders LP:
ported
War
II
in
World
Eastern Railway
(Est),
The de Glehn system of compounding was capable of expansion not only to the 4-6-2 but also
to the 4-8-2. The first de Glehn
4-8-2 entered service in 1925,
26x2;-
(2)
Driving wheels:
and
these ran
built
finally
built
'.
925
Railways, but after nationalisation
of all the railways in France in
1 938, they ]oined their 4 1 sisters
on the Est lines
In the meantime, during 1933,
some very severe trials were held
Railway of France, a
ft
ft
(92.6m 2
Length
overall: 8Gt:
(26,275mm).
(Tender details not ava
).
).
Soon afterwards, a
further 49 were constructed for
the State (ex-V/estern Railway)
of the line.
famous
rebuilt 4-6-2s
The
damage
mi
;;
Tractive effort:
was concerned,
the
result
of
Chapelon
lines
was put
in
hand
An
six-jet blast-pipe,
No .41.001
originally
but
latterly
Museum
in
at
is
Mulhouse
;road(SP). 1923
,'.1001b
(25,907kg)
Axle load: 61,5001b (28t)
Cylinders: (2) 28 x30in
(71 1 x 762mm).
Driving wheels:
(1,867mm)
ft
tractive
high
).
Steam pressure:
(14 8kg,
cm 2
(112t)
Length
overall: 97ft
but
only desir-
essential,
2 lOpsi
2
(277
is
Superheater: l,162sqft
(108m 2
effort
power output
9m
(29,794mm).
fitted,
meant
limited
successful,
built in
capacity,
!
instead
of
12- wheel
preserved
111
Class 01 4-6-2
Tractive effort
Axle load:
Cylinders:
Driving wheels
Heating surface:
Superheater
Steam pressure:
Grate
a:
V8psi
Germany:
,926
was
Wagner made
the
DB
the front of
smoke
chamber was
not justified
It
DB locomotives and 35 of
DR locomotives were rebuilt
of the
"combustion cham-
was
The
The
engines
owed much
was
AEG
total of
built,
to
of the
speed
(130k::
oil
because of the
With their rebuilt
high-speed steam
up to 1937
1937 the speed limit
Until
most
lines
62mph 100km
(
h),
so
it
was not
maximum speed
to
120km h
full
the
continued
acceleration
of
of
Germany was
in
for
shortage of
compounds
DR
to regular service
DB
work in 1 98 1
until
DR
unrebuilt engines on
retained their onginal appearance
engines was
last of the
withdrawn in 1973, but several
built in
Germany
for testing
new
rolling
The
engine was
partially enclosed in
a streamlined casing of distinctive
shape, with a shapely chimney
The designed speed of the engine
was lOOmph (160km/h), but it
was operated
n
King Arthur Class 4-6-0 so"em
ay (srj, 1925
Axle load:
o 0001b (20.50
Cylinders
.
x 28in
1mm)
ft
Superheater: 33 7sq ft (3
Steam pressure: 200psi
1,0001b
ft
(2
3m 2
8m 2
(5t)
Length
It)
(20,244mm).
No
of the Turntable
got their romantic names from
the Arthurian legends and this
veiled an extreme ordinariness
These Knights
ft
).
).
).
Fuel:
1,0001b
(5t)
(63t).
Length overall:
69ft 934in
(21,279mm).
114
in
type of
).
Moscow,
Istanbul,
Bombay,
Athens, Monte Carlo or even Le
Touquet, up front at Victoria
Station was Sir Francis Drake or
perhaps Sir Walter Raleigh, to
speed them on their way.
The "Lord Nelson" class was
born out of a need for a more
powerful locomotive than the
"King Arthur" class in order to
handle the heavy holiday expresses, a locomotive with a little
more in hand to cover out-ofcourse delays. The Southern Railway's Civil Engineer was per-
suaded
axle load
on
with a
London
to
Ramsgate
tram.
ri
of
Above:
souSern
certain principal
main
ay (sr>,
lines
926
because
of the better
An
mm
the front
if
not,
then
16 of
Railways. His
own SECR
loco-
LSWR
was plenty
of
scope
and Morgan
le
Fay were
of the
new
maximum
down
technical
them.
timing.
features
applied
to
the
laid
for the
It
is
locomotives
main
good enough
as they were
virtually
right to the
to rebuilt,
end
test
for
a quiet
expected
of 69.2mph (111
km/h) with a load of 345 tons.
start-to-stop
schedule the
72%
regular basis
Museum
collection
and
is
cur-
1980.
up
was run on 10
was necessary to
to 16 coaches,
April 1927
It
sions
Once
or twice, though,
it
115
Class
XC
4-6-2
satisfactory,
and bad
ft
Steam pressure:
7kg/cm 2
(12
180psi
).
Grate area: 5 1 sq
ft
75m 2
(4
Indian Railway,
loss of
(27
25m 3
Length
overall: 76ft
in
were not
(1,880mm)
India:
Indian Railways Standard (IRS), 1927
(23,203mm)
The
World War
a desire to make
use of cheaper coal of lower
quality than that used formerly
I,
British
Foundry
of Newton-le-Willows,
Lancashire
With ample evidence to hand
many
this
got
things moving After an investigation had been made by engineers from France and Britain
some of the quite modest modifications required to put the faults
nght were done If only the
inertia of bureaucracy had not
prevented these corrections being
made
struction began'
When
British India
was
par-
"IRS"
West
76 "XA"s, 81
"XB"s and 50 "XC"s in India
proper In 1957 they were rePakistan, leaving
numbered
"BESA"
Class S 4-6-2
Victorian
of
first
Australia:
(521x711mm).
Driving wheels: 73in
(1,854mm).
Heating surface: 3,121sq
(290m 2
ft
Superheater: 631sq
ft
(59m 2
).
14kg/cm
Grate area: 50sq
)
ft
(4
7m 2
(59m 3
Adhesive weight: 158,0001b
).
(72t)
Length
(226t).
(26,060mm)
These big 4-6-2s were
built
by
load
precluded running
else-
Australian engines
nite
had
resemblence
4-6-2s.
Out
Above:
LNER
new
matched a
set of
Government
a defi-
to the
of sight, however,
Victorian
Class
Hv2 4-6-0
Finland:
State Railways (VR), 1922
Heating surface:
Superheater: 333sq
Steam pressure:
85sq
ft
arrestmg smoke-stack.
letter
(31m2
).
1 1
and
ft
(2m 2
it
is
letter is
an
1 4
tons and,
not the lowest
Some
classification
Fuel: 11,0001b
between
moreover, that
7 1 psi
(12kg/cm
Grate area: 20 2sq
ft
lines of this
(50-
motives than
Total weight:
each
J.
that!
92,0001b (87t)
15,814mm)
cylinder as
of avoiding
to cylinder tail-rods
were
very
tall,
distinctive
were
fired
mesh
Progress"
train in
952;
all
had
an elegant
pumping action
when coasting The class held on
way
long
after
wheel
The first
appeared in
"Hv2"s
922 from Lokomo
native-built
1
supplied by
preserved
nical
in the Helsinki
Museum.
Tech-
(2,057mm)
).
ft
(2,90m 2
).
(9t)
(18m 3
Adhesive weight: 137,0001b
).
(62t)
Length overall:
64ft
lin
(19,787mm)
to
Edin-
It
is
but,
biggest
more
practically, the
locomotive
factory
in
118
London Midland*
is
at
325
costs
aside
In 1933 the LMS sent a "Royal
Scot" locomotive which changed names with Royal Scot for
the occasion to North America,
complete with rolling stock, for
chief
had arrived on
the
LMS
Fury and
rebuilt
it
into a
of
new
The
thereby
foreshadowing
assignments
The
effects
of
well
over
rebuild
taper-barrel
to
the class
boilers of a
all
in
come
the locomotives
were concerned
was
Stanier's time
was
fitted to
new
LMS locomotives
The rebuilding was a great
success The new engines stood
up to all the abuse of high speed
running, heavy loads and wartime
neglect better than the originals,
and then after the war covered
themselves with glory. In the
locomotive tnals which took place
in 1 948, shortly after the nationalisation of the main line railways
"Royal Scot" representatives per-
formed
Although
with
remained
first
new
pattern,
tenders,
The
particularly well.
these
trials
were
attention to
of
happened on many
of the
test
dieselisation
first
in
119
Class
A 4-8-4
United States:
Northern Pacific Railroad (NP), 1926
Northern
=L
XLS
iff
If i-'-^i Iff^i
i2:^iA? -2i
i^j^y^u^yy^yp
was adopted
Northern
Canadian
National
The
Railway,
version.
ft
the 4-8-4
of
Club eventually to be
the
first
foreign
member
The genesis
the inbalance
tractive effort
between possible
and grate area of
(58m 3
Adhesive weight: 260,0001b
its
(1180
Total weight: 739,0001b
(3350
Overall length: 105ft 4&in
(32,125mm)
Pacific's class
first
and hence
line's
4-8-4s.
the
American Locomotive Co of
Schenectady Apart from those
enormous grates they were very
much
the
standard
US
loco-
speeds
4-8-4 to operate on
another Alco product,
to the order of the
Timken Roller Bearing Co to
demonstrate the advantages of
having roller bearings on the
axles of a steam locomotive This
"Four Aces" (No. 1111) locomotive worked on many railroads
The next
NP was
built in
1930
Baldwin
ed the
The
Union
Pacific
Below: Northern
Pacific
1941.
Above: Northern
Pacific
,956mm)
5t)
(95m
Adhesive weight: 295,0001b
)
(134t)
the
well
President
Abraham
Lincoln in
Qumcy
Railroad
power
at
St
Rosebud
lignite
Note the
US
0mm
m ^ 0%
4-0-^
mrm.
mTS mik
ClaSS
Cylinders:
(2)
illustrate
,0001b (27.25t)
27 x 28in
mm)
Heating surface: 3,689sq
Superheater: 993sq ft (92
Steam pressure: 200psi
ft
3m 2
(6.55m 8 ).
Grata ara:70.5sq ft
Fuel: 32.0001b
600gall (14,000 US)
Water:
;
(53m
Adhesive weight: 182,0001b
3
(8
It)
(28,038mm)
Hundreds
of classes of Pacific
locomotives ran
in
America.
(14 lkg
Axle load: 6
United States:
Amenca,
to
(413x711mm)
Driving wheels: 78in
(1,981mm)
indulged
).
).
3,5001b (6t)
Water: 4,000gall (4,800 US)
(18m 3
Adhesive weight: 151,0001b
)
(69t).
Length
overall: 68ft
(138t).
2m
(20,777mm).
In 1926, the
way decided
needed the
were
stret-
on some
same time a 20
year programme of strengthening
bridges was neanng completion;
ched
duties.
to
their
it
practical
limits
At the
subterfuges were
so as to bring the
tractive effort above 40,0001b
Cylinders designed to be 16in
(406mm) diameter were bored
slight
in
ched
"Castle".
lowed
exactly.
were
fol-
The domeless
leading
locomotives were
making
Some
to
122
added up
Fuel:
(18,285kg)
Axle load: 50,5001b (23t).
Cylinders: (4) 1614 x 28in
(17
Great Britain:
Great Western Railway (GWR), 1927
coupled
axle.
Wal-
GWR
that,
a high
east of
Plymouth
"King" was
the
the
off to
weeks
USA when
old,
to
only a few
appear
at
the
much bigger
mph
level track
ways
in
to
those
were
70 years
namesake in England
and was impressed with its green
and
similar
type (the
Elesco) of feed water heater
involving the large transverse
earlier
his line's
Smithsonian Museum.
and a
engines,
the smokestack.
tives
different
Some locomo-
whereby
ways,
fact
of
that
follows:
CNO&TP- Nos.6471
to
6482
^*
locomotive so equipped,
1 5 King Richard 111 that the
highest ever speed with a "King"
class was recorded, 106
(175km/h) near Patney with the
down Cornish Riviera Limited
first
No 60
heavier loads
One thing that
seems to have
been ignored was the fact that
the capacity of the locomotive
was increased but not that of the
link in its
power
motive,
the new 4
hour timing being attained with
cycle,
DC
is
seum, Washington,
that
engines had a
line
human
CNO&TP
The
maybe 30 per
made to
fit
mechanical stokers.
ClaSS J 3d 4-6-4
Tractive effort: 4
New 'York
8601b
(19,000kg)
737mm)
0m 2
ft
Superheater: l,745sqft
.m 2
Steam pressure: 265psi
)
(18.6kg
Grate area: 82sq ft (7 6m 2
Fuel: 92,0001b (41 7t)
Water: 1 5,000gall 1 8,000 US)
(68 lm 3 )
Adhesive weight: 201,5001b
)
(91 5t)
Length
(32,342mm)
4-6-4
In
Kiefer, Chief
direction of Paul
Engineer of Motive Power, began
to plan a larger engine to meet
future requirements
The main
greater
some
(6
3m 2
to
8 1 5sq
ft
(7
6m 2
),
and
(2,134mm)
to
87%in (2,226mm)
and driving wheel
Clearly this
The
firebox,
kg/cm 2 to 225psi
The addition of an
abled the
cylinder
total
( 1
8kg/cm 2
).
weight on the
of
ing on the
rails
compared
with
the Pacific
striking
wholly-owned subsidianes,
whose engines were numbered
of the
The latter
30 engines for the
Boston and Albany, which, in
and
lettered separately
included
on
that line,
had driving
were
and
NYC
Above:
"Jl" 4-6-4
No.5280
York
"Jle".
State, in
February 1950.
Amongst
were the
detail
changes
substitution of Baker's
Their
maximum
struction,
staff
produced sub-classes
"Jla"
to
improvements and
classified "]3"
first
German
like
engineers of the
(19
change was
test-tram of 1 8 heavyweight
cars at Albany
1927.
openings.
The
clothed
final
in
of
the
building
Hudsons
this train
of
the
first
was allowed
schedule came
down to 6 hours
1
tained for 3
maximum
of
94mph (151km/h)
generally reliable,
and
the "]3"s
about
(177,000km)
of
110,000
miles
NYC
125
British
x 26in
with
that
go
to
make
one
ft
63m 2
(2
(17,926mm)
Class
is
Fuel:
500 4-8-4
1
(23,133kg)
Axle load: 49,5001b (22.5t).
Cylinders: (2) 26 x 28in
class
ft
(339m
Superheater: 835sq
effort
ft
(77
5m 2
).
and 17^sq
ft
(1.6m 2
(32m3
Adhesive weight: 196,5001b
USA
(89t).
of
grate area.
from a
raJroad to be the Railway
Commissioner In due time a
certain Mr. W.A. Webb, who
hailed from the Missoun-KansasTexas Railroad the famous
"Katy" arrived in Australia His
plans for SAR were to include
some very
large
locomotives
indeed
of
Webb's
many ways
was on a
engine
Three cylinders were chosen
therefore for the new locomotives,
all dnving on the leading coupled
axle Each cylinder had its own
set of Walschaert's valve gear,
but access to the inside motion is
much easier on a 4-4-0 than on a
4-6-0 or 4-6-2 as we have seen
boiler
and since
it
was
duced
fire
was
re-
was
the big
plus the hottest part of the
in length,
it
928
of
level
Australia:
South Australian Government Railways (SAR),
(660x711).
Driving wheels: 63in
(1,600mm)
Heating surface: 3,648sq
motive. In
3m 2
that in
their capability
'mm)
Heating surface: l,766sq ft
Superheater: 283sq ft (26
Steam pressure: 220psi
was found
0mm)
Great Britain:
SR
bridge
1948
The names
in
famous schools
were chosen for
of
territory
named
away from
in 1934 and eight
in 1 935, making 40 in all
One requirement was to permit
after schools
to
Hastings
line
and
to
The
class
was withdrawn
in
superb locomotive,
it
with
move is pending
its
in a four-wheel truck,
Left:
from Adelaide
Victoria,
to Victor
m March
Harbour,
1962, just
The
years earlier
the
other
peared
127
China:
Chinese Ministry
KF Type 4-8-4
Tractive effort: 36 1001b
'kg)
damage done
for
5t)
British
property
Boxer
riots of
in
of Railways,
China
in the so-called
1910 Although
Cylinders:
>0mm).
r.m)
ti
ft
Superheater: l,076sqft
(100m 2
motive.
Steam pressure:
The
,:20psi
typical
American
loco-
Lancashire, to China
5 5ko
Grate area: 68 5sq ft (6 4m 2 )
Fuel: YS,5001b(12t)
Water: c.,600gall (8,000 US)
(30m 3
Adhesive weight: 150,0001b
)
(28.410mm)
Twenty-four of these magnificent
locomotives were supplied by
the Vulcan Foundry of Newtonle- Willows,
1935
to
in
der
bogie was
fitted
with
V/lcISS
K 4-0-4
New
own
its
(14,852kg).
Axle load: 30,5001b (14t).
Cylinders: (2) 20 x 26in
one but
(508 x 660mm).
).
1kg/cm
Grate area: 47 7sq
(14
).
ft
(4.4m 2 )
Length overall:
accommodate
to
39t)
69ft 8in
(21,233mm).
full
size
New
far-off
128
for
Island,
New
axleload.
cal
all
A number
Island.
tween
It
"Ka"s
front
an ingenious arrangement of
levers and simple pin-joints which
produced the same effect The
of applications
are
elsewhere in this
book the patent gear did have
more of an advantage when it
came to the long valve-travel
illustrated
lines,
by any shortcomings
of
these
is some indication of
the regard in which they were
held.
Dieselisation of the Chinese
numbering
hands
exceptionally devastating
After the communists gained
control, the class was designated
"KF" in Roman not Chinese
of the
to
some
World War
It
II,
which
China
and was
for
characters and
renumbered
from whence
it
came
was
tinction
could maintain
New
even
Steel
Co
of
Otahuhu,
No 935
at
in
at
129
Class
P2 2-8-2
The
Edinburgh was
0mm)
Heating surface: 2,714sq
8,0001b
in
74^
34
Scottish capital
it
Driving wheels:
934
Fuel:
Great Britain:
London & North Eastern Railway (LNER),
ft
(4.6m 2
class 4-6-2s
).
(8t)
(22,692mm)
built in
In
thinking
of
North
Coast main
Scotland,
that
it
line
one
extends
Class
is
1
from London
to
liable to forget
30 miles (208km)
V 4-4-0
Ireland:
locomotives;
but once
see text
Driving wheels: 79in
stengthened
in
Cylinders:
(3)
6m 2
17 6kc;
ft
(2
3m 2
).
Length
105t).
(16,853mm)
Beginning in 1876, the Great
Northern Railway of Ireland
owned and operated the main
line railway connecting Dublin to
Belfast. For many years the steel
viaduct over the Boyne River 32
miles north of Dublin presented
a severe limitation on the size of
fea-
(GNR
it
(I)),
was
way
1931, the
was clear for some really powerful
express locomotives to use it,
and the distinctive Irish Class Vs
were among the first.
The five Class 'V compound
1932
4-4-0s
similar
to
those built
for
the
Turbomotive 4-6-2
tures of this three-cylinder locomotive were the use of poppet
valves actuated by a rotating
camshaft and a specially-shaped
front end, whose external contours were designed to lift smoke
and steam clear of the cab in
minimum
normal
of
LNER)
Cylinders:
at 70rr
The LP cylinders
had balanced slide
Left: A handsome-looking
class "P2" 2-8-2 No.2005
the frames.
originally
soon altered
on the
HP
fastest
Grate area:
Fuel:
Total weight:
Length
36
overall:
(22,663rr.rr.
simple
nvers
The
membered in
last
1958.
train
particularly
cylinders
separate
efficient
Adhesive weight:
at
is preserved and is
present being restored to
running condition under the auspices of the Railway Preservation
Society of Ireland.
.-.ed
to 87. Merlin
trel
'
Tractive effort:
1935
Axle load:
arrange-
&
double-heading could
Pacifies,
(for the
Great Britain:
London, Midland
in the after-
People who were not concerned with the original experiment were in charge and,
following a failure of the main
turbine in 1947, the locomotive
was set aside at Crewe In 1 95 1 it
was rebuilt into a normal reciprocating 4-6-2 named Princess Anne
but penshed in the triple collision
at Harrow a very short time after
re-entering service
So ended one of the most
promising attempts to produce a
turbine-powered express passenger locomotive A similar story
could be told about others such
as the Zoelly turbine locomotives
tried in Germany, or the enormous
Below:
77ie
for
the Penn=USA.
"Turbomotive",
from Euston
to Liverpool.
oOOlb
<
28m
!mm)
Driving wheels:
.
ram)
ft
( 1
60m 2
6m
).
(67m 3
Water.-^OgallO.lSOUS)
'JS)
vulnerable
ft
11
>
.-.in
it
( 1 1
motives,
on the
(18m
Adhesive weight: 119,0001b
)
(56t).
29t)
(20,618mm).
competition,
the airlines
is
satisfacti
double-reversals
Oxygen
is
up to the summit
provided
for passen-
enough steam
Great Britain:
London Midland &
LMS
flag
train
"Royal
mum
that
so
many understudies
similar abilities
the wings
when
of
were waiting in
the prime donne
ship,
irily
short boiler
was
essential
On
the other
hand a
concen-
,550kg)
(15.8kg/cm 2 ).
Grate area: 28.65sq ft (2.7m 2
Fuel: 20,2001b (9t)
Water: 4,000gall (4,800 US)
of
id 4 per cent),
5P5F 4-6-0
Length
air
British Beyer,
935
at
(18,879mm)
Class
to
because none
(660
Length
Peru:
Central Railway of Peru (FCC),
934
20 with
for
GWR. Much
By law, a "counter-pressure"
to be fitted, but was
not normally used because of the
brake had
were
vital
damp
rails
combined with
of the route
showed
signs of the
is fair
LMS
did
ride more smoothly at speed. At
90mph (145km/h) downhill it
was fairly exciting in the dark (no
headlight ) on a "Duchess", but
on a "Black Five" it could be
called a Total Experience Another
advantage of the bigger engines
lay in the much larger ash-pan,
whilst No. 5020 mentioned above
did as well as a 4-6-2 was
normally expected to do from
Euston to Crewe, the 4-6-0 could
hardly have continued to Glasgow
four-cylinder
4-6-2s
Andean conditions
As a locomotive
would
to be driven "wide-open"
hour after hour on the ascent,
the "Andes" class was very robustly constructed indeed That
need
most
driven
ing
and
this
other
neighbounng
William Staruer
came
to the
Under
his
design
for
this
mixed-traffic 4-6-0
in
a
two-cylinder
direction,
was produced
1933 as a replacement for
tings,
LMS
works at Crewe,
Derby and Horwich all contributed with 231, 54 and 130
build.
Under
Government scheme
work for depressed
respectively.
inclines.
4-6-0s of the
that
the
LMS
constituent
a pre-war
to provide
areas, two
Alas,
rule the
earlier en-
liners to the
ded speed
was
in
specials.
133
ClcISS
A 4-4-2
Tractive effort:
3(
Milwaukee,
St.
Paul
&
Pacific Railroad
fold-out,
page 142)
6851b
Axle load:
Cylinders:
Driving wheels:
Heating surface:
Superheatei
Water:
soOgall
( 1
3,000 US)
Length
0001b (2440
Class
F7 4-6-4
USA:
Chicago, Milwaukee,
St.
Paul
&
Pacific Railroad
(CMStP&P), 1937
Heating surface:
166sq
4,
ft
Superheater: 1.695sqft
Water:
(9.0m 2
ft
)001b(2.
Ogall (20,000
.
).
US)
of
foot
was Hiawatha"
wrote Longfellow
Intensive
in the competition,
ungainly end.
first,
Schenectady, New
York, responded with two superb
oil-fired and brightly coloured
streamlined 4-4-2s They were
known as class "A" and received
running numbers 1 and 2 In
service they earned this prime
designation by demonstrating
that as runners they had few
peers They could develop more
there
was
its
ment
lOOmph
Company
of
in
the
lOmph
manent speed
restrictions
below
SOrnph (80km/h).
The design was unusual rather
and
care was
balancing as good as possible
with a two-cylinder locomotive.
Another class "A" (No 3) was
ticular
delivered in 1936
and a fourth
1937
Further high-speed locomotives were ordered in 1938 and
(No
4) in
this
to
coal-
necessitated a high-
Pacific
Tractive effort:
26,:
(12,000kg)
Axle load:
Cylinders:
(438 x 71 1mm)
Driving wheels:
1
2,03?-:
Heating surface:
2,
It
Superheater:
Fuel:
0001b
ft
(5
2m 2
(1
Water:
Adhesive weight:
Above:
12 cars, a load of
550 tons, and this makes the
a
load of
'loudofcoal
appearance on the
Hia-
feat
first
one
test start-to-stop
power 8
reserve against a
on the Twin Cities
trains
diesel
Below: A
builder's view o.
the original "F7" class 4-8-4
supplied to the Chicago,
Milwaukee, St Paul & Pacific
Railroad
1 938 for working
the "Hiawatha" expresses.
'
mm)
was
Pacific
of frost
::
and
numbered
The second
first-
series
was
easily
work
work
these trains although spoken
passenger service
line
treal
Locomotive Works
to
to
Running num-
"F-2a"
this later
at
Museum
at
The new
this
of
A 4 CIcISS 4-6-2
4551b
Tractive effort:
Steam pressure:
ft
ft
(70m 2
!50psi
Gratearea:i-;t:(3 8m 2
).
Fuel: 18,001
Water:
-S.OOOgall (6,000
US)
(23m 3
Adhesive weight: 148,0001b
)
Length
overall: 7
ft
( 1
70t)
Oin
(21,647mm)
were
one express passenger
locomotive that they considered
to be the best, there is little doubt
that this one would be elected
For one thing, it would be difficult
If
to vote for
4-6-2
came
in
direct
descent
Scotsman"
The new
innovations,
train, bristling
was shown
with
to the
speed of
136
Right:
bursts from
Gas Works
tunnel
important.
lining
made
them
particularly free-running,
while extra firebox volume in the
form of a combustion chamber
helped steam production. Evocative three-chime whistles gave
distinction to the voice of the
"A4"s.
31
more
that
126mph
(203
(see fold-out,
page 38)
1
"
made
(32kg/
cm
).
2
).
(23m 3
Adhesive weight: 140,0001b
).
(63
first
between
a distinction was
the
original
made
"silver-
Golden Shuttle
for
the "West
dunng which
Below,
left:
"Al" class
5t)
Length
169t).
(22,682mm)
tale of LNER No. 10000, the
"hush-hush" locomotive, is the
story of a promising experiment
The
passenger locomotives, they were
never displaced from prime
workings, such as the London to
"Elizanon-stop
Edinburgh
bethan", until the diesels came in
the early 1960s. The reliability
Museum,
Canada
is in the Canadian Railway Museum at Delson, Quebec, and
No 60008 DwightD. Eisenhower
is in the USA at the Green Bay
Railroad Museum, Wisconsin
Nos 4498 and 60009 currently
the National Railway
No 60010 Dominion
of
failed
named
It
was mounted
in
amount of superheat,
if
the
and power
stations
Two
high-
No 10000
overcome,
been
worked from Gateshead shed
any fundamental saving in coal consumption there may have been
was swamped by extra costs of
maintenance and loss of heat
through small faults in design.
for several years Alas,
was
run
in Britain
gam in efficiency.
thing Ships
prime
after birds.
which
4-6-2s.
& North
"
The A4 Pacifies
Canadian
1938 in front
of the chimney, but after an
occasion when it rang
Railway
bell
was
whistle.
fitted
was made
138
inoperative.
it
(see
page 136)
141
The A4 Pacifies
Right: The
of
A4 Class Dominion
Railway
bell
was
whistle.
fitted
A
1
Canadian
938 m front
was made
138
inoperative.
ie
136)
141
(see
page 34)
1
Linonopononra
zn
Company, of Schenectady,
142
New York, m
by which
twm
143
c-
HIAWATHA
144
dmmg
145
Class 05 4-6-4
Germanj
German
tate
Axle
loa~<
Cylinde:
Driving wheels:
ft
ft
(90m 2 )
Length
(26,265mm)
In 1931 the general speed limit
on the German railways was only
62 miles per hour (lOOkm/hr)
in that year the first of the
high-speed diesel railcars was
but
introduced,
with
maximum
speed
of
popularity
(440 x 650mm).
Cylinders, LP:
(650 x 700mm)
(2)
25^ x 27^in
made
it
one
of their principal
(27m3).
ft
).
ft
(5m 2
).
8,0001b (8t)
Water: 6,000gall (7,200 US)
(62
5t)
Length
146
Norway:
Norwegian
the
speed
1935
93mph (150km/h)
250 tons
in
normal
08mph
research establishment at
Gottmgen to determine the posthe
sible
benefits
and
was found
it
of
streamlining,
that
full
stream-
DRG
was
is
it
"Dov-
Messrs Thune
of
Oslo
built
compounds
with low-pressure
cylinders inside the frames, and
high-pressure cylinders outside
A single set of Walschaert's valve
appeared
1935, and
in
of
very
man locomotive
Special attention
all axles
being braked, with two blocks
wheels
the
leading
all
except
on
bogie wheels Tender was also of
record size, with five axles and
weighing 86 tons fully loaded
The casing enveloped the engine
was paid
to braking,
speed
on the
most
of 124.5mph (199km/h)
level with a load of 197
shutters
on trains
ton
169
the
than
the
LNER
"Silver
Jubilee"
The engines often
demonstrated their ability to recover time lost by engineering
works
The war brought these highspeed schedules to an end, and
after a period of use on ordinary
trains, the engines were laid
aside
until
rebuilt
Munich
by
condition,
on
lators
in
the
"hot"
named
after
its Italian
designer)
United
Class 1-5 4-6-4 New
States:
York, New
Axle load:.
5 0001b (29
Cylinders:
X 30in
(559 x 762mm)
80in
wheels:
Driving
5t).
mm)
Heating surface:
3,8
5sq
ft
Superheater: l,042sqft(97m 2
Steam pressure: ^SSpsi
~m 2
Grate area: "7sq ft (7 2m 2 )
Fuel: 32,OO01b 14
(
5t)
Length
(29,585mm)
These handsome engines were
streamlined 4-6-4s in the
be delivered They were
also very much an example to be
followed in that firstly, the desire
to streamline was not allowed to
interfere with access to the
the
first
USA
to
machinery
secondly,
essential
maintenance and
for
Stephenson concept
Town
to Johannesburg (average
speed 32mph 51km/h), they
ordered five high speed locomotives from Henschel & Son of
Kassel, Germany, to be known
(610x711mm)
Driving wheels: 72in
(1,830mm)
1
).
ft
(5
8m 2
(14t).
(27m 3
Adhesive weight: 134,0001b
)
(61t)
in
"
(14
South Africa:
were 854
Aesthetically
the
effect
each end
of
locomotive
without a reversing
were
of
some
longitudinally.
be moved
laterally
by the
driver,
On
(it
safely
working,
while
expansive
still
greater
locomotive
and
easily
but
illegally
many USA
Diamond"
400
to
1409.
This "1-5" class with disc driving
wheels, roller bearings and Walschaert's valve gear went into
service in 1937. They certainly
met the promise of their designers
in that they showed a 65 per cent
saving in the cost of maintenance
these locomotives
had an opportunity
to
never
demon-
early
trip
compared
rigidly
enforced
70mph
(113
to
Boston.
never
Axle load:
Cylinder*
Driving wheels: 7
in
mm)
Superheater: 975sq
ft
(9 1
ft
m2
Adhesive weight:
Total weight:
Length
overall:
001b
-001b (2160
9<
goods manufactured
bow
( 1
in Britain
performance
of
Britain's
new
The reason
success
rival
tives
its
an overturning
effect of
centrifugal force.
work,
this
(15kg/cm 2
Grate area: 5 lsq
the
(4
72m2
).
excellent
Peacock.
In 1932 the Paris, Lyons &
Mediterranean Company ordered an experimental Garratttype locomotive from the FrancoBeige Company of Raismes,
France, for the Algerian lines.
This 4-6-2 + 2-6-4
was
successful,
pi
1935
6 1 ,0001b
to
(184t).
the 2-8-4s
74ft 9in
(22,784mm)
Another example of a small counbuilding its own express passenger locomotives, and 2-8-4s
to boot, was Roumania. The
firms Malaxa and Resita built 58
150
to
6in
try
5ft
(740
Length overall:
altered
text
(295m 3
passenger
ft
were copies,
Fuel: see
until
_p_n
(280m 2
(PLM), 1937
(29,432mm)
& Mediterranean Co
Pans, Lyons
+ 2-6-4 ***
Salzburg main
this
out-
built in
1939
was
and any
expansive working is
not possible. The valve gear was
with conventional gears,
service
more
main
fully
also interesting in
operated
that
it
was
cab
cab There
the ashpan
is
and
ally for
a small country,
Roumama
the
Resita
Locomotive
Museum
pastoral
ents as steep as
cent), the
electrically
on the Algiers-Constantine
which included gradi-
line,
represented an acceleration
hours
of 2
is that,
whilst conventional
"straight" locomotives in
express
certainly
the
HST
and hence
our imagination.
live entirely in
Great Britain:
Midland
&
Tractive effort
Axle load:
r.
Cylinders:
Driving wheels: 8
28m
in
6sqft(79
Steam pressure: 50psi
8!
ft
(4
6m 2
ft
5m 2
Fuel:
Water:
1,800
US)
Length overall
(22,510mm)
in Britain
loco1
This
test train
from
lsation
to
coal-shovelling
rate
well
remains a
pity that
none
of
and much
to the
crockery
in the
should
not
have
been
en-
Completely unshaken by
incident, with the
No
dangered
down
this
tram, the
that
consequent
failures.
the
tive
Nottingham depicted in
LMS-style British Railways livery,
but with the streamline pattern
tender originally attached.
dition
first
of
was
4-6-2
which appeared
"Turbomotive"
Glasgow
in
opportunity to apply
been
tives
learnt
of
from the
the
"Princess
Royal"
LMS
GWR
fitted to
No 6205
Royal although
cess
subsequent "Princess Royal" class
locomotives had bigger superheaters, none were as large as
Not many people liked the
sausage-shaped
streamlined
shroud that enveloped the locothat.
Below:
In
new
blue and
The other
four locomotives were named
motive, but the
silver livery
after
was
members
lovely
Queen Elizabeth,
Queen Mary,
Princess Alice and Princess
Alexandra.
The 6!^-hour schedule of the
"Coronation Scot" from London
to Glasgow with only a 270-ton
load was not too demanding for
these great locomotives but, quite
aside from this, they were found
to
be
on
this
line.
five
be
it.
of
changes
their
until electric
and
took over
tives
in
locomo1964 Nos.6256
diesel
the
recognised
number
were
ills
In contrast,
changes
and gold
of livery
legion blue
LMS
streamline, standard
maroon, maroon and gold streamline, plain wartime black, lined
post-war black, experimental
gray, BR dark blue, BR medium
blue, BR green and finally LMS
maroon with BR insignia as
shown in the painting below
charge
of the National
Railway
Museum, and
currently restored
to main line running condition,
at
153
United States:
Southern
1941
Tractive effort
32in
ft
ft
Water:
few special features worth recording was one that has almost no
steam traction parallel elsewhere,
in
the brakes
flected this
system
of the
famous train
by matching
train
was
new
traffic
4-6-2.
is,
fire,
re-
that
the increase
express
weighed
568
came
out at
of
commonplace
today, especially
on a normal air-brake
on a pressure
relies
to switch
light"
grades
California,
May 1952.
on the 1 in 45
per cent), but if any
were attached a helper
consist
(2.2
extra cars
was needed.
Although the "Daylight" type
held to the simple and worldstandard concept of a twocylinder locomotive with outside
valve gear, the host of equipment
provided did add a certain com-
1937.
on
their toes,
and
if
problems
ing
and opened
the
blow-down
should set
of
batches
magnificently-equipped
further
these
loco-
motives, spread to
all parts of
SP's system and thus served
such far distant places as Portland
in
New
locos were as
for
"General
Designation
Axle load:
v:i
0001b (29
Cylinders:
5t)
x 30in
Steam pressure:
i2sq
(54
6m 3
2.000gall
ft
,"75psi
(19.3kg
Grate area: 8 lsq ft (7
Fuel: 47.0001b (2 It)
Water:
ft
( 1
end
5m 2
4,400 US)
Length
overall: 90ft
Canadian
much
their
home
for
which worked on
effect
of
the
new
largest
throttles
The
10m
(27,686mm)
in
much
of the visit
and
boiler cladding
upon
Canada:
Canadian
number
needed
Pacific
engine changes
cross Canada, from
of
to
For
five hectic
the afternoon
months
CPR
in
train
93
from
Flyer"
then
had a timing
( 1
of
24km),
The
GWR
the record.
An interesting
feature,
later
out
20mph
at
(32km/h).
CPR
decided
to
compromise He came
which enveloped many contemporary designs made the mechanism inaccessible to an extent
which smothered any savings
attributable to reduced air resistance. On the other hand, he
accepted that the public liked
trains hauled
by locotheir
motives which were a little easier
on the eye than was then
customary.
changes such as poweroperated reversing gear, domeless boilers and a one-piece cast
locomotive frame, while boosters
or
were
fitted
Nos.2860
to
2864
Columbia Railway.
in
west,
Revelstoke,
where oil
British
firing
Columbia,
had been
the rule
After the war,
many years
when the big Canadian
for
oil fields
all
the
when
many years
approach
sections of line
up
2816
USA
is (at
Railway
Museum
at
Delson,
Museum
of
Science
Canada:
Axle load:
-i
5001b
(27t)
24x30in
Cylinders:
ft
subsidiary, the
Superheater: l,530sqft
road
ft
(6
8m 2
(35m 3
Adhesive weight: 236,0001b
)
Length
overall: 95ft
hn
In
Long
Island Rail-
Adequate
It
CN
Superheater: l,570sqft
(146m 2
spectively
motives
into
was
).
five
motive works.
Thus in seven years,
(107 50
Total weight: 638,0001b (2900
4-8-2s,
Length
by now
"Ul-d"
(53m 3
Adhesive weight: 237,0001b
).
fifty-nine
to
had become
(28,426mm)
It
158
were
numbers
6300-1
for
1,
classes
6100-39 and
"U2" and "U3",
Further
batches,
generally
dimensions given on
had larger driving wheels and a
this
page,
Canada
that the
class
the standard
(23,814kg)
Axle load: 59,5001b (270
Cylinders: (2) 24 x 30in
(610 x762mm)
Driving wheels: 73in
ft
Locomotive
Canadian
the
The
similar, built in
(1,854mm)
passenger types,
the 4-8-4
of commuters homeward
bound from London's Liverpool
lot
(28,990mm)
that ultimate of
Right: No.6218, a
fine
"U-2".
tried with
in
later
withdrawn 4-8-4:
"In days gone by
now
Was a grand
this
sight to
on
junk pile
behold
On
and Technology
Railway, another
but
CN
subsidiary
number
CN
CN
unable
to
pay
for
service
in
Canadian
conjunction
with
Pacific.
In 1944, a further
twenty 4-8-2s
of
pump and
condition as delivered.
However, an arrangement of
cones turns a high velocity jet of
low pressure steam into a low
express
pool
is difficult
elan
in
cast-steel
consisting of the
replacement of the boiler feed
locomotive
frames, disc wheels and other
having
simplification
adding
feed-water heater, by
conspicuousness.
Like other injectors but more
to
its
The result is so
good that one can almost forgive
so,
CN
totally
Canadian National
is
amongst
CN
V2 Class 2-6-2
Tractive effort:
Axle
-7301b
Cylinders:
Great Britain:
London and North Eastern Railway (LNER), 1936
:
5t)
26m
had
mm)
Heating surface: 2,43 sq
1
Fuel:
7,0001b
ft
(3
ft
2m 2
86m 2
(8t)
better
quickly
(19m 3
Adhesive weight: 146,0001b
)
1941
The locomotive was named
after a system of
Arrow
Green
died
Length
in
Class
faster
the use of
turn
to
E4 4-6-4
(368mm 2
things,
Superheater: l,884sqft
(175m 2
(22.7m 3
Water: 16,500gall (20,000 US)
)
5m 3
).
Length
overall: 101ft9%in
(31,033mm).
160
its
When, in
came off for the
).
(75
).
territory)
won
struction, their
running numbers
same
in size, the
tually as
it
fight
traffic
sensibly
fire-grate
came
the
to
shire
Pullman"
braked
freight
class's speciality
gines could
and these
On occasion,
600 tons
were pressed
they
into service on the
streamliners
and no
with
was found
wartime
in
On
they
was open
no more were
built
difficulty
Arrow
at
the Birmingham
LNER
up
25 packed
class 2-6-2,
938
time, while
to
to
keeping
trains of
en-
United States:
Chicago and North Western Railway (C&NW),
(24,798kg)
completed m 1936.
pony
1946,
derailments on wartime quality permanent way took
place After investigation the
original swing-link self-centring
suspension of the leading pony
truck was replaced by a side
when two
Green Arrow
the original
standard rolling
refurbished
stock hauled by a modified existing steam locomotive, instead of
had
management decided
backed the wrong horse and
tures of the
first
tioned
lington's diesel
C&NW
it
Amongst
went
C&NW
Omaha
Because
firing,
and,
particularly
interesting,
locomotives there
of the arithmetic of
gauge glasses
Brash
not the
is
styles of painting
C&NW's
particularly
time
came
in
the "E4"s to
were
sad
that,
the early
it
when
the
950s
for
Class
56 4-6-2
of
Tractive effort
Malaysia:
Malayan Railway (PKTM), 1938
colonial systems
turned to diesels, the
best
the
Before
it
mm)
Superheater:
Ssq
in Britain
ft
5m 2
(
).
lOt)
(16m 3 )
Adhesive weight: 86,0001b
Total weight: 226,0001b
Length
overall: 6 1 ft
%in
(18.628mm)
These metre-gauge Pacific locomotives were one of the most
elegant of
all
designs and
ft
(15
).
Fuel: 18.0001b
).
(8t)
of the
construction of
any type of locomotive, let alone
significant
(23m 3
Adhesive weight: 141,0001bs
(64t)
4-6-0s inherited
Length
(20,550mm)
hammer blow
to
make them
British,
staff,
succeeded
was desig-
nated "O" and the running numbers were 60 to 87. After the war
they were redesignated class
"56" and the various batches
supplied were numbered 56 101
tried this
it
suitable
for
lightly
laid
track,
all
promising arrangement
failed to ofier any savings,
because of the better use of
steam in the cylinders, to compensate for its extra cost and
additional maintenance expenses.
(and
All credit, then, to the
FMSR
later
the
enough
a success of this
sophisticated system for it to
become standard on the railway
No other railway administration
in the world managed it only
of
but
before this as well as afterwards,
a. smart black livery was used.
Malayan names were applied to
all
the motive power at thus
period Malay script is used on
on the other
1955 there was a proposal
run faster trains in Malaya and
In
to
two "56"
up
to
class locos
were tested
70mph (112km/h)
a re-
Ireland:
of
this
variety,
(174m 2
home
was there
for the
surprise
imported.
This illustrates the nice thought
and
agricultural
from a trans-Atlantic
The "800"
to
prove
class
itself
summer
of
timed by
OS
had
just time
service that
Maeve was
Nock on a journey
when extra
added for passengers
from Cork
carriages
in
1939.
to Dublin,
liner
had
gauge. The
came
of
making their
up country after arriving
from Europe
During the same period all
surprise to people
first trip
locomotive
cleaner
modest
cost.
run
in
some emergency
in
ability
run
to
strated with
fast
was demon-
79mph (126km/h)
near Newbridge
A chronic shortage of fuel
persisted long after the war and
there seemed little time in the
short interregnum before diesel
traction took over to see more of
the work of these fine locomotives
The
first
one
to
go was
Tailte,
Museum
on display
at the Irish
Transport
Museum m
Belfast
L63
mm)
Heating surface: 4,225sq
United States:
ft
Superheater: l,400sqft
(130m 2
cm 2
ft
(9
3m
2
)
(90m 3
Adhesive weight: 266,5001b
)
Length
overall:
13ft
(412t).
10m
managed
(34,696mm)
The
during
UP
The
becoming
class
"FEF-1" FEF
appeared in 1944
These were known as "FEF-3"s
and were the last steam power
materials,
plicated
accessories.
to resist
The
most
of
fell
for
such excellent
sing gear
great deal
more
to
it
than that
UP
them
hundreds of enthusiasts
when
the
new form
days
power
and "800"
of motive
reliable
locomotives
frequently
minutes
formed
crew's lack of
recent experience with steam A
year later there came a time
in
spite
of the
class
unit).
moment
for
all
who admired
Below:
A second section
of
main crankpins
in
accordance
The
results
there are
of
being run up
to the
design
lOmph 176km/h)
(
limit
After the
strikes and, in
UP
oil
was
tank
space
were en165
Class 12 4*4-2
Belgium:
Manorial Railways (SNCB),
939
Tractive effoit
Axle load:
Cylinder
52.00011
Driving wheels:
Heating surface:
729
Grate area:
Fuel
1.8
Length
more from
start-to-stop
principles,
the
layout
of
their
not
other
if
Australia
South Australian Government Railways (SAR), 1943
(1,676mm)
Steam pressure:
).
2 1 5psi
Length
(26,622mm)
166
views
W^^sMO^amd^
sels
87mph
( 1
that four
adequate,
whilst
the
power
needed
was
inside-cylinder
express
loco-
motives
The tenders were
second-hand, with streamlining
added, and the locomotives were
built
by
Messrs Cockenll
Seraing, Belgium
Alas, the high-speed
of
trains
Left:
their streamlining
was
Malcolm Barclay-Harvey as
1943
built
journey time
when steam
gives
possibly
by
Tractive effort:
Axle load:
Australia:
C38 4-6-2
Class
:001b
Cylinders:
Imm)
Heating surface: 2.614sq
ft
Superheater: 75!
Steam pressure: 45psi
Grate area:
4m 2
Fuel:
Water:
X)
US)
:.
0001b (205t)
Length overall
'mm)
The
last
and best
of Australian
Co of
involved
5t)
of
increase
was
in itself sufficient to
cylinders
consideration
ft
Superheater: l,430sqft
(1319m 2
Steam pressure: 300psi
)
lka
Grate area: 92sq ft (8.5m 2
Fuel: 35,0001b (38 5t)
Water: 16,000gall( 19,000 US)
(21
This
from
the
of
The
to build a duplex
engine was the Baltimore and
Ohio, which made a 4-4-4-4 with
an experimental water-tube firebox in 1937, but it was the
Pennsylvania which first built a
locomotive with a conventional
boiler to this layout. In 1937, with
the principal passenger services
still worked by the "K4" Pacifies
of 1914 design, the road's engineers embarked on the design
of a locomotive to haul 1 ,090 tons
at
(432
was
7:
10m
(37,440mm)
1 930s there was a notable
increase in the use of 4-8-4
locomotives in the United States,
In the
road
well
the capacity of
were
insufficient,
some problems
driving
wheels
into
two
168
Sydney
proposal
first
groups
to
in the train.
the
set
x 26in
overall: 122ft
accommodate
to
second
further
Length
running
required
4 7001b
it
Endeavour" transcontinental
special en route from Sydney
Perth Note extra water tanks
United States:
Class Tl 4-4-4-4
Tractive effort:
keeping
in
ever
and
built
It
was numbered 6 00
"SI", and with
1
classified
fashionable
Loewy,
striking as
stylist
Raymond
appearance was a
its
its
dimensions
No.6100 appeared
1939, but
it
early in
of 1939
display at the
spent
and 1940 on
much
New
it was not
that it entered revenue service Although
intended for use throughout the
main
to
from Harnsburg
line
Chicago,
to
New
York.
in
to
65 per cent
were
driving wheels,
silent
on the
subject,
it
was
of 92ft
(85m 2
substantially higher
power output
than
to
state,
but
scope
this
still
left
ample
perform
senger trains
Withdrawal began in the mid1 960s and the class just lingered
on in normal service until 1970.
Several have been preserved
and one or two are occasionally
put into steam to give pleasure.
The longest run of this kind ever
8Hm
axle load
was 69,2501b
(31 4t)
compared
Franklin's
fitted at
PRR
insistence, as these
it
Roller-bearings,
light-weight
motion, and disc wheels were
amongst the modern equipment
and the engine was clothed in a
casing designed by Raymond
Loewy, but quite different from
that of No 6 100 They were de-
was adhesive
livered
In
54 per cent
of the total
weight
At
this
fateful
cent, with
1
OOmph
numerous records of
60km/h) with 9 0-ton
1
including a pass-to-pass
of 1 OOmph over 69
miles of generally falling grades
with a load of 1,045 tons They
rode smoothly, and when all was
well they were popular with the
enginemen, but slipping remained a major hazard, not only
slipping at starting but violent
slipping of one set of wheels at
high speed.
At this time the motive power
department of the PRR was at a
low ebb, both in equipment and
in morale, and compared with
the simple and well-known "K4"
Pacifies, the "Tl " was a complex
box
duplex
trains,
average
of
tricks,
particularly
its
ances on
in force-
Various
modifications
were
mainly
by the removal of parts of the
was
casing, but one engine
rebuilt
with piston valves. Eight engines
had their cylinder diameter reduced in an attempt to reduce
the tendency to slip but the
problem was never solved As
time passed, the worsening financial state of the railroad led to the
ordering of mainline diesels
It was intended that the "Tl "s
169
4)
32m
3mm)
this
mm)
Heating surface:
A 64!
Superheater: l,741sq
Steam pressure:
ft
80psi
was an
attractive proposition at
stage The American engine
was an 0-6-6-0 built for the
Baltimore and Ohio Railroad It
was the largest locomotive in the
this
tion
Length
overall: 121ft
1 1
American member
in
(37,160mm)
family
On
to his
firebox
boiler
wheels were
part of the
of driving
in a separate frame,
mam
cyl-
of the Mallet
More American
lowed,
at first
Mallets
fol-
interest centred on the fourcylinder simple Mallet and successive improvements were made
which upgraded the type from
banking duties to main line freight
work and, eventually, on a few
roads, to express passenger
2-8-8-2
compound,
the
change
Mallets
acquired 70
The Union
compound 2-8-8-0s with 59in
(1,500mm) driving wheels between 1918 and 1924 These
Pacific
steam working up
88 being
successful, but
railroad to
diesels
fast
1958 when
due to
built
to
quantity, a total of
than a year
several rethree-cylinder
in
2-2 with 67in ( 1 ,702mm) driving wheels, and was the first
class with this wheel arrangement.
It was also one of the few American three cylinder engines and
the only one to be built in
4-
in less
yet again to
oil Dieselisation gradually narrowed the field of operation of
was remarkable
spects It was a
but
the
UP
Above: Union
Pacific's
large engines
tion of
total of
),
unchanged
The
vertical
ranged
hinge was
now
ar-
to transmit a load of
several tons from the rear unit to
at
3975-99
the
Furthermore, eighteen of
second
series
which were
in
the
Below: Union
Pacific Railroad
"Challenger" 4-6-6-4 depicted
m the two-tone grey passenger
livery
used m the
late 1940s.
171
ClaSS
4-8-4
build)
ft
(10m 2 )
(76m 3
Adhesive weight: 288,0001b
)
overall: 100ft
in
(30,759mm).
ocean piers
at Norfolk, Virginia,
Columbus
in
Ohio
It
had
on the
The
exploit
principle
fully
adopted was
to
the virtues of
rather obviously,
all
steam while,
seeking palliatives for its disadvantages It was also a principle
of
N&W
management
that the
maximum economy
Western's
172
the
company's
3 It)
Total weight: 873,0001b (396t)
1
to
passenger
N&W
ft
Length
express
Around 1940
of
Hailway(N&W), 1941
super-locomotive
.'kg)
m2
Westi
lorfoll
Even
were
automatically lubricated
There was another large lubricator to feed high-temperature
oil for the steam cylinders, this is
normal but the feeds from this
lubncator also ran to the steam
cylinders of the water and air
pumps and the stoker engine
Hence the labour involved in
filling separate lubricators at each
of these was avoided The basic
simplicity of the two-cylinder
arrangement with Baker's valve
gear also had the effect of mini1
be reduced
at
to a
modern US
cast-steel
features such as a
locomotive frame, all
and diesel were battling for supremacy on United States railroads, it was typically the case
brand new diesel locomotives
were being maintained in brand
new depots while the steam
that
Below:
..."
&
ment was
like
of business. In 1960
and other factors necessitated
the replacement of steam and the
going out
this
all
at
N&W's Roanoke
to 603,
1941,
1 943; 6 1
up
to
176km/h) on
test
country served
For example,
nooga
Choo-choos between
Top:
New class
No. 605,
built at
"J" 4-8-4
Roanoke m
"Powhattan Arrow".
Above: Another
"J" built
at
unstreamlined.
Transportation
Museum in
Axle load:
Cylinders:
-i
1
.'
Atchison Topeka
& Santa Fe
9601b
0001b (33 50
2)
28 x32in
3mm)
Driving wheels: 80in
mm)
Heating surface: 5.313sq
Superheater: 2,366sq
ft
ft
(26
5m 3
Length
company which
Cali-
that
it
was named
never got
remains as it
the great days of steam
stick to the
were
solvent, forward-looking
its
(3!^
there
was
Even now
in
it
and with
physical plant in first-class
condition With a main line stretching for 2,224 miles (3,580km)
across America (or 2,547 miles
(4, 100km) if you let the Santa Fe
take you as far as San Francisco
Bay) together, once upon a time,
with some of the world's finest
and most prestigious passenger
services, you might think that the
company's steam power must
have been remarkable and you
would not be wrong.
Nearly all Santa Fe's steam
locomotives came from Baldwin
of Philadelphia At one time it
included briefly such exotic items
as 2-4-6-2 and 2-6-6-2 superheated express Mallet locomotives with 73 and 69in (1,854
and 1 ,753mm) diameter driving
wheels respectively Six of the
class of 44 of the 2-6-6-2s even
had boilers with a hinge in the
still
severe
first
own These
3751
for
to
of the type as
its
both in bore
any passenger
apart from com-
or volume
locomotive,
in
pounds
This first batch burnt coal,
subsequent 4-8-4s being all oilburners. More 4-8-4s (Nos.3765
to 3775) came in 1938 and a
further batch
The
middle
final
and
loaded there
rivals to this
title.
were no close
the
raised position
end.
main
arranged
as
to
was so
increase
the
handing
out
superannuated
4-8-4s as not always properly
appreciated gifts to various oncommunities. These included
Modesto and San Bernadino,
line
class 4-8-4.
were conventional
clear of the
cab- Another detail concerned a
modification to the Walschaert's
seum
and Industry,
No.2925 is still in the
roundhouse at Belen, New Mexico. There was a rumour a year
or so ago that Santa Fe might
of Science
while
this
of the proposal.
<sr).
946
Tractive etiort:
Axio load:
;;;>
Cylinders
Omm)
Driving wheels: 74in
urn)
Heating surface: 122
6m 2
55m 2
(3
ft
Fuel:
Water:
jail
(6,600 US)
Length
overall:
.'
(20,542mm)
When
the
bad in others.
He began from the premise
believably
by others) that
prime task of the Chief
Mechanical Engineer (C.M.E.)
was to build locomotives which
could run the trains to time,
the coal in
Bullied also went to consider-
that the
met
at
cost.
add
doing
minimum
of his
bad
be
Here one
objective should
the
the
first
(often forgotten
on the
he created.
Bullied's 4-6-2s all had three
cylinders with three sets of patent
chain-driven valve gear inside an
oil-filled
base
line.
The
first
numbers were 2 1 C 1
British
BE days.
water treatment
ment
was used
later
All
except
six
were
4-6-2s
ducts
called
thermic
enormous
his
credit
on
Bullied
and
team
An
oil
be
a few inches
difficult
did not
enclosed oil-filled sump between
the frames in which the inside
connecting rod and three sets of
chain-dnven valve gear lashed
away Bullied expected that as in
a motor car the lubrication drill
would consist solely of a regular
check of oil level with occasional
higher
untypical
three
fanes that of a
system.
On
their
home
territory
the
problems, never
properly resolved in spite of
many years of unremitting efforts
in
maintenance
new
with
and motion;
determined to show
that they
On
Bristol
trains
conventional cylinders
local
left
run
in Britain.
During 3 to 9
week of steam
No.21C123 Blackmore
SR
'
'
United States:
New
Tractive efiort:
Axle load:
Cylind.
Driving wheels:
Heating surface:
'.
060sq
Superheater:
Steam pressure:
ft
'75psi
ft
(9
3m 2
Fuel:
Length
overall:
15ft 5!^in
(35,192mm)
Something has already been said
of the New York Central Railroad's speedway from New York
to Chicago, arguably in steam
days the greatest passenger rail-
way
in
The
American
Company
at
Locomotive
Schenectady, pro-
to
be
the last
USA
It
Union
owed something
Pacific's
"800"
to the
class,
unusual
common
for
America,
NYC
structure
rolling stock
valves,
that the
that the
the
more
in its
capacity
turn enabled
done with
]ust
one intermediate
an improved design
power-operated pick-up scoop
reduced delays by allowing water
to be taken at 80mph 1 28km/h)
Special extra venting avoided
bursting the tenders (there had
been cases!) when some 1 ,600cu
3
of incompressible fluid
ft (45m
enters the tank all in a few
coaling, while
fundamentally
the
as that fitted to the
New
State,
m March
1952.
The
original idea
was
that the
hang of
Although
York
seconds
fire.
UP
New
same design
of
but slightly rounded on the exhaust side This eased the sharpness of the blast beats, thereby
evening out the draught on the
in
178
Because the
also
single
word
is
uttered,
no steam man
each
to
Empire
Lake
New
York
m April
State,
1952.
179
242 Al 4-8-4
Axle load
Cylinders,
HP
Cylinders,
LP
France:
Driving wheels
Heating surface:
Superheater
Steam pressure:
Grate area:
Fuel:
Water:
(2250
Length overall
authority
it
is
pelon
.ided in the shortest
!
lists
of
is
candidates to be
the greatest loco-
work
What
now
the Western
French National
Railways had had a bad experience with a large 4-8-2 locomotive
designed by a Governmentappointed central design corn-
Region
is
of the
was a three-cylinder
but with poppet valve
gear intended to give an expansion ratio equivalent to a compound Alas, the mechanism
never managed to achieve this,
and moreover, there were other
defects in the engine which
It
simple,
before
Official
to be constr
was over The work was put in
hand by the Societe des Forges
Acieres de la Marine et
et
d'Homecourt
The chassis needed substantial
strengthening and the extra
weight involved in this and other
modifications meant the need for
driving
last
degrees
bogie wheels.
Chapelon
also
moved away
ar for
tons
up
a steady gradient
from Pans
to
Le
Mans
120km/h) (75mph)
legal
speed
limit for
its
ngaged
in trying to
per-
programme of electrification,
and here comes a young man
(Chapelon was only 58) with an
vast
to
run in Europe.
the valve
events and reduced the cylinder
clearances of the 14 1R so that
the amount of this extra coal
ful at
the
drawbar than
the best
built
French
tons,
had
in
mind
expansion compound
He
tnple-
4-8-4 with
584p?:
generated
in
Chapelon expected
aP
,:.ese
6901b
Tractive effort:
Axle load:
Cylinders:
Heating surface*:
Superheater:
Steam pressure:
'.'8psi
Grate ar
[ft
(3
85m 2
Fuel:
,820 US)
Water:
Adhesive weight:
001b
Length
overall:
i:ng superheater)
in
as
wheel arrangements
locomotives
in
ft
2 14psi
(15kg/cm 2
Grate area: 48 5sq
)
Fuel: 20,0001b
ft
(4
5m 2
(9t).
(32m 3
Adhesive weight: 184,0001b
).
(83.5t).
Length
(24,255mm).
182
173t).
life
of
60 or so years
Poznan
).
Steam pressure:
in
word
express passenger
Japan were these
"C-62"
class and they were no exception
last
1929.
The number
in
1947
in
to the rule;
In their short
Poland
US
in
were very
distinctive
They were
negligible.
familiar
practice
sometimes
known,
at the
ments
Rail-
way
class
Left:
Thirty
of
the
Japanese steam locomotive include electric light and a feedwater heater complete with steam
pump There are disc wheels all
round, the driving wheels having
rather prominent lightening holes
The steam dome is inside the
sand dome, the latter keeping
the former warm and dry There
lines
came
each hour
mam
northern island.
southern
tip
When
its
this finally
lines. All
territory
Polish
in the
permanently ceded
to
introduced
in
to
2-8-2s
by a pair of Japanese
National Railways' "C62"
making
the
leading
driving
designers
At the time of writing and by a
factor of several times, Poland
has more operational steam locomotives than any other country
outside Africa or Asia No doubt
one
this decision to
gradually while keeping
steam, lies in a preference for a
transport system dependent on
Polish coal rather than some
other nation's oil, but another
factor is certainly the overall
factor in
electrify
economy and
reliability of one
most faithful
mankind's
locomotive
the
steam
friends,
of
in its
simplest form.
183
Great Britain:
Al 4-6-2
Class
Tractive effort
problem had
load:
I.500U
;ley
Cylinders:
was succeeded by
mpson, one of his
ssistants, who had a
i
Driving wheels:
i
programme
Heating surface
Superheater
make good
after the
the arrears
Steam pressure:
m,
in
and
programme
fom
he was
Grate area:
particularly
concerned
to
derived mot;
Fuel:
US)
Water:
Adhesive weight:
Length
-ttOin
with urgency
The opportunity to build a
Pacific to his ideas arose from the
overall:
Sir
18,0001b
suddenly
of his design,
fitted
all
with his
Class
(13,8841
Axle load:
o 5001b (20 70
Aberdeen
Cylinders:
)20 4x28in
:
ft
ft
(4.3m 2
).
India:
Indian Railways
(IR),
to
station,
gauge
plied
(5ft
6in 1,676mm)
7754.
16 ordered from Baldwin of
Philadelphia in 1 946, well before
Independence, so the decision to
go American was not connected
with the political changes. It was
taken as a result of the satisfactory
184
4-6-2
Below:
" class
of
British Railways
"Al" class 4-6-2 No.60 161
North British, portrayed
m experimental blue livery
during BR's early days.
1946
Length
their
with running
(00,000n
Railways "A
improve
Above: A Darhngton-biult
British
By rebuilding
hoped to
performance, and
line
these as Pacifies he
(514x7:
cm 2
WP 4-6-2
(14.7kg.
Total weight:
When
large
locomotive build-
of
them even
made
simpler, because a
vacuum ejector is a vastly less
complicated device than a steam
air-pump. An air-smoothed exterior was provided for aesthetic
rather than aerodynamic reasons,
giving a solid dependable look
to some solid dependable locomotives.
The original batch were designated "WP/P" (P for prototypes)
and
USA -Baldwin
Canada Canadian
Locomotive
Co
Canada Montreal
Locomotive Works
100
1
00
20
Poland Fabryka
Locomotywim, Chrzanow 30
Austria Vienna Lokomotiv
Fabnk
30
There was then a pause until
1963, when India's own new
Chitteranjan locomotive building
plant began production of the
remainder Some further small
modifications to the design were
made
this
to facilitate
works
production
at
they took a
it
similarly,
with separate
Pacifies
were
fitted.
Doncaster drawing
further
revision
of
the
office a
Pacific
share
in
East
five roller
full
Coast locomotive workings, except for the Kings CrossEdinburgh non-stops, for which
the streamlined "A4"s were preferred Their maintenance costs
were lower than those of other
in
until
after
nationalisation,
railways
of
traditional Scottish
economic
lives.
By the
early
The
fleet of
"WP"s work
in all
Left:
HP
new
steam
fleet
of
engines,
onhdently expected
n large numtjood the arrears of
:ion, and to provide
Cylinders, LP:
Driving wheels:
speed and
the heaviest
8-4 was pro-
Heating suriace:
Superheater
Steam pressure:
if
:n 2 )
Grate area:
Fuel:
Length
4 72,5001)
overall:
'
'it
in
mm)
Dunng the period in which Andre
on was achieving undented results by his rebuilding of Pans-Orleans Railway
Pacifies, the total construction of
new engines in France was small
in proportion to the size of country
During World War II plans were
78m
).
(80m 3
Adhesive weight: 219,5001b
).
(lOOt)
was a case
please"
186
seilles,
4-6-4s
and
motive
Co
of
to the
Lima Loco-
five
C&O
peake
the old
ft
It
of large
Superheater: l,810sqft
(168m 2
number
4-8-4s
762mm)
to
Baldwin
tion of a limited
L-Zcl UlaSS
(635 x
0 US)
Water:
of "last orders
when in 1947
& Ohio
the Chesa-
Railway went
to
mond, Virginia.
In 1 947 a man called Robert R
Young was in charge at C&O
headquarters at Richmond and
uneconomic.
In the meantime the whole
and so had
had
been troublesome.
On
the
coupled
with
40sq
order
completely
new design,
was known
be weak
where
less tested,
even completed,
so the only possibility was to
modify an existing design The
design chosen was an ex-PLM
impressive
is
still
it
to
now
possible,
anical
to
measures taken
to
accelerate
1968
Although
in
cent
their
power output
relation
4-8-0s,
French
passenger engines, and two of
them once ran 19,900 miles
(32,000km) and 18,578 miles
(29,874km) in a month on trains
averaging 585 tons, whilst working from Lyons Mouche depot
The 24 1 Ps managed a working
life
main
Initially
line
they
onward Under
were driven
to their limits on
on trains which
Museum
these services,
Railway
unusually clean
The massive
qualities of
C&O
adhesive weight
is
also
unmatched elsewhere
Technically the engines repthe final degree of
sophistication of the American
resented
C&O
at
lines.
Mulhouse
is one of
The
C&O
liked to hang a
pair of air-pumps in the most
prominent possible position on
beam
The advantages of poppet
been mentioned elsewhere in this narrative, as have
the problems involved in their
maintenance It would appear,
though, as if manufacturers on
both sides of the Atlantic had
begun in this respect to offer a
viable product now that it was
just too late to affect the outcome
valves have
scrap before
birthday
their
seventh
Axle load:
Cylinder
(DB),
1953
2001b
;;
Germany:
German Federal Railway
.i
Heating surface:
Superheater:
'
.V
035sq
ft
6psi
(3
ft
96m 2
Fuel:
(38m 3
Adhesive weight: 133,0001b
)
Length
lout tender)
overall: 79ft 2in
mm).
At the end of World
1945 the railways of
War
in
Germany
II
name
of
German
State Rail-
full-depth
progress of
electrification was so
rapid that it was clear that there
was no prospect of the class
tern
being extended.
Steam-hauled passenger trains
therefore continued to be worked
by the stock of pre-war Pacifies
To prolong their lives, many of
these on both systems were
rebuilt to varying degrees Although each railway adopted its
The
first
between DB and
DR
engines to be altered
Between
188
for
up
to
1949 and
five
years
1951
the
DB owner-
on non-electnfied
but both systems also made
plans for limited construction of
new steam locomotives for the
interim period In the event, new
construction was confined to
diesel traction
lines,
into
combustion chambers
to five of
northwards,
their
north,
they
and most
days
at
of
too
moved
them ended
the last
DB steam
engines
To
These
engines
became
class
"01 2" under the 1968 renumbering, whilst the remaining coal1
burners were "01 " In the latter
days of steam operation on the
Hamburg-Bremen line, these engines were hauling 600-tonne
speeds up
trains at
to
80mph
ing
the "01
pearance.
In East Germany, too, the
slower pace of electrification led
to the extensive rebuilding of 35
"01" Pacifies between 1961 and
New
welded boilers
fitted, but whereas on DB
the new boilers had slightly smal1965
were
all-
DR
little
of the original
DB
variants
of
Class "01" at
Axle load:
5 1,0001b (23t)
(195m 2
Superheater: 690sq
ft
(64m
2
)
ft
(5
17m 2
(38m 3
Adhesive weight: 152,0001b
)
(69t)
Length
France:
French National Railways (SNCF), 1949
(26,634mm)
valve
In an effort to
it
to re-invent the
reduce maintenance
mm
to Lille
main
line.
Although the
Railway
Museum at Mulhouse
Below:
4-6-4
232U1
at the
Gare du
USSR'
Tractive effort:
Axle load
Cylinders:
Driving wheels:
Heating surface
Superheater
Steam pressure:
Grate area
Fuel:
Water:
Adhesive weight:
Total weight:
Length overall
back
it
long-
at
iffic
had so
Passenger traffic
ken second place to
.as recognised that
higher speeds and
;able (and therefore
would be needed
ovietgovern-
rototype
came
in
and
Stalin)
were
built
today
still
in
conversion
I
from
5ft
Above: A
test,
typical of a
still
traction in
record
Russia
for
steam
Moscow
prototype
This
arrives at Leningrad.
was
particularly striking
and un-
streamlined
centres
For some
handled the
in
took 70 he
changes
sst
one
of
oil-bun
c:
motive, so Siberia
was
pai
clas-
some
to
subtle:
objects of th<
use of miniature camera
very dangerous, but some suc-
who set up
were
famous
of
Many
huge
;.
plate
th<
nearest policeman
and den
of
and the
Commissar
and Heavy
for Transpc
Industry, who had
long advocated the retention of
steam traction with such words
as "I am for the steam loc
i
we
will
this
machine
stubborn and will not
future
is
si
giv<
passenger
trains also
ended and
Above:
word in Soviet
steam locomotion.
Vladivostok
m November 1970.
Brazil:
National Railways, [951
When
appeared that 24 of
were to be twotwo treats were
Tractive efJort
Axle load: 29
the locomotives
cylinder 4-8-4s,
in store.
it
Cylinders:
in
1948, the
.'.
93
per cent Two world wars and a
long period of slump between
them meant that much of the
locomotive stock on these lines
were obsolescent
In 949 a consortium of French
qauge accounted
mm)
Heating surface:
B2I
Superheater: V sq ft (67m 2
Steam pressure: 284psi
1
for
Adhesive weight:
Length
15,0001b
05,0001b (930
Total weight*:
overall: 8
7in
ft
'mm)
ut tender
Class
YP 4-6-2
India:
Indian Railways
(IR),
it
First,
of course, there
first
metre-gauge 4-8-4
locomotive in action.
Very great care was taken not
only with the theoretical design
but also with practical points
such as the need to include many
parts standard with existing
spares and stores already used
and in stock in Brazil.
The Belpaire type boiler was
intended to provide steam for a
power output of 2000 hp while
1949
(1,372mm)
).
ft
(2
6m 2
6m 3
Length
overall: 62ft
7!
(99t)
;n
(19,088mm)
in India
far off
equal
size.
metre-gauge counterparts,
the handsome "YB" 4-6-2s supplied between 1928 and 1950
The
to the
their
Nevertheless
Indian
Railways
to
produce
coals
see the
service
to
new
steam
locomotives into
HH
was provided,
20 prototypes
of
class
seem
2,624ft (80m) radius (22 degrees)
The prototype was tested in
Bnttany on the heavily engineered
Above:
4-8-4
No242N4
Railway 101,
North-Eastern
Railway 235, Northern Frontier
Railway 98; Southern Railway
- 199: South Central Railway
"YP",
enlarged The
new locos
were
high-capacity
With so many
available, these
both
Central
Railway 9,
Northern
193
Angola:
Class 11 4-8-2
Tractive
(2)
21 x 26in
60mm)
Driving wheels: 54in
cation
ing
93 1 by this route
mined
mm)
Heating surface: l,777sqft
it
effort: 36 1001b
in
at
Ocean
(18.5n
(1,067mm) gauge
the
(25m 3 )
Adhesive weight:
16,0001b
3ft
6in
established in
Lobito Bay
is
Length
is)
(21,107mm)
well in
area
(426m 2
).
Superheater: 2,055sq ft
It
).
is
).
).
).
(141t)
Length overall:
(29,835mm).
had
that were
on passenger
occasionally used
(20kg/cm 2
Grate area: 93.5sq ft (8 7m 2
Fuel (oil): 4, lOOgall (4,925 US)
(18.6m 2
(191m)m 2
trains "in
spite
of
emergencies" and, in
having only 62in
( 1
were
2-10-4
passenger
locomotives,
c
Canadian
for freight
(34,884kg)
Axle load: 62,2401b (28.25t)
Cylinders: (2) 25 x 32in
(635 x 813mm)
Driving wheels: 63in
(1,600mm).
Heating surface: 4,590sq ft
4-8-2
1949
the
19C/ 1 9D"
some
fitted
were provided
railway
for
BR back home
in
Britain
in Britain
and
this
was
looked
after
than a vicious
circle, in fact
"
views
4-8-2 of the
was
drawn below.
used
for them,
they handled
CPR's flag train, then called the
"Dominion", across the Rockies
and the adjacent Selkirks
The overall story was very
similar to that of the CPR "Royal
Hudson" First came the slightly
livery
of
also,
also
course,
softer
were
built in
another six
1938 and,
("T-lc")
lines
finally,
came in 1949
No 5935 was
class
but
the
operated,
lights
electric
were
was
ing,
this
trailing
and
a recording
fitted
had been
fired
with
oil
since
1916
CPR
some
these
1,300 tons
up the
inclines
in
45
required
and
(2.2
to
haul
per cent)
some
fairly
made 23
The
steam
country does
oil
of
practice
steel
and
fairly early
these locomotives
The 2- 1 0-4s were able to nego-
well to
stint
up
robust usage
and
65mph
the
tiate
radius,
at least
oil-fired
since
supplies
found or
locomotives,
had done a
No 5935 at the
Museum at Delson,
Calgary, and
Railway
Quebec
195
G
Class 8 4-6-2
British
(1,880mm)
cm 2
).
(20m 3
Adhesive weight: 148,0001b
)
(67
5t)
Length
(21,336mm)
The
railways of Britain
became
Railways on
January
British
"Merchant
Navy"
and
"A4"
to
This
A total of 55
"Bntannia"s were
between 1951 and 1953.
They met their designers' goal of
a locomotive that was easy to
maintain, and also showed that
they were master of any express
passenger task in Britain at that
time They were allocated to all
the regions, but the one that
built
made
were allocated to
and put to work on a
"Britannia"s
one
line
new high-speed
train
service
On
longer.
the other hand the
new 4-6-2s working this new
timetable between London and
Norwich meant a 20 per cent
acceleration on pre-war timings,
in terms of the service in general.
in
fact
that
the
great
Chapelon
built
196
up
in
Above:
September 1965
with a
Below:
Express m
May
959.
limits
1,500
more economical
machine would also be a more
powerful one And since more
power involves faster running
shovelling, a
compounding and
that is to
is
that,
same
way of doing
this is to
use poppet
1953
yen
had
to
be used.
Now
it
is
a point
much
work done
It
with
class,
of
its
(in
steam",
so nothing
was
class
"8"
life
fated,
4-6-2,
Duke of Gloucester,
No.71000.
ClaSS 25 4-8-4
(20t)
4 x 28in
Cylinders:
:n)
ft
(6
ft
5m 2
(19t)
(20m 3
Adhesive weight: 172,0001b
)
Length
(32,772mm)
Two
Cape Town
to
Johannes-
was wasted
in
steam exhausted
chimney. In power
and ships this steam is
condensed back to water and
much less heat is wasted. The
from
the
stations
numerous
and
in
make
son manner.
Test indicated that the apparatus saved 90 per cent of the
promising enough
to
per
were
warrant
To
In
all
90 condensing
loco-
Glasgow,
50 noncondensing "25"s were also sup-
Locomotive Co.
Scotland.
plied,
known
of
=C"ES*
further
as class
"25NC"
This loco
type
when
originally built.
Below:
(54
Once
in
was
fatal departure
from the Stephenson principle of
using the jet of exhaust steam to
draw
the
fire
the
Achilles heel
condensing locomotives at
first nearly caused disaster. The
fan blades of the blower that was
used in place of the blast-pipe
wore out rapidly, due to the ash
and grit in the exhaust gases
Eventually with Henschel's help,
of
all
Cape Town
Johannesburg main
line,
bet-
Left, above: A
4-8-4 with condensing tender.
down
need
Over
tremendous
blasts of
so fascinate and
thrill
steam
that
the ferro-
equinologist.
By the 1970s, a better solution
was on hand for the waterless
Karoo the diesel locomotive
So these strange "puffers that
never puff" lost their justification
for existence. It was therefore
decided to convert the condensing engines to non-condensing,
the main alteration consisted of
converting the original condensing tenders to rather strangelooking long low water-carts
The
fleet of
non-condensing
50 now increased
to
polished, decorated,
and
in
imagine
"25"
undergoing fundamental
development The honoured name of Andre Chapelon
is
further
verted in
1979. During
1981,
firebox
as a working museum-piece It is
a reminder of what is one of the
steam back
same time
one
of
its
last
strongholds.
199
ClaSS 59 4-8-2+2-8-4
Tractive
Axle
load:
Driving wheels:
Imm)
ft
4m 2
US)
OOgalll 10.400
Length
(31,737mm)
Often in this narrative British
climbs like Shap and Beattock
have been spoken of with awe
Shap has 20 miles (32km) of 1 in
75 (1.3 per cent) but what would
one say about a climb 350 miles
(565km) long with a ruling grade
of 1 in 65 1 5 per cent) ? But such
(
(1,448mm)
).
ft
(4
6m 2
(12t)
(32m 3
Adhesive weight: 178,0001b
)
(81t)
Length overall:
92ft
4m
(28,143mm)
Rhodesia,
200
ISA 4-6-4+4-6-4
(14
that
of
overall: 1041
Class
the
Water:
955
28in
1mm)
Railways (EAR),
is
;.
Cylinders
K^Afacan
effort: B3,3501b
Rhodesia:
Rhodesia Railways (RR), 1952
attractive
maroon
livery
of the system.
By
208,
locomotive ever employed in passenger service back home, coupled with a grate area nearly 50
per cent greater Oil-firing was
used but provision was made for
a mechanical stoker if coal burning ever became economic in
East Afncan circumstances There
was also provision for an easy
conversion from metre gauge to
the Afncan standard 3ft 6in
(1,067mm) gauge, as well as for
fitting vacuum brake equipment,
should the class ever be required
to operate outside air-brake territory in Tanzania
All the latest and best BeyerGarratt features were applied,
such as the self-adjusting mam
pivots, the "streamlined" ends to
the tanks, and those long handsome connecting rods driving
on the
18.8,
15
19.0,210,
15 3 The idea
gradual rise in
3, 15.5,
21.0, 190, 15 3,
was
that
the
third
space beneath
made 1 4 or 15 hours
continuous hard steaming no
problem
forward of 154,
of the original.
came from
hydraulic
locking
mechanism
the firebox,
Later,
Giesl ejectors
my
voice"
were
fitted
to
typical
said
of Beyer,
(4,345km) from
what
is
Cape Town
now Zaire, by
In 1930, for
in
1914.
working a 484-mile
Above left:
Class "15A"Beyer-
after
Victoria Falls
an axle-load
limit
30
p*er
cent
proved
to
be excellent
final
10
Franco-Beige
of
the
livery
Messrs.
France, Beyer,
is
train,
When
number
of
Rail-
"15"s were
Axle
1954
the main
ings were fitted to
axle bearings and also to the
motion Most remarkably the
centre big end was also a roller
bearing, the designers had sufconfidence to wall up this
beanng between the webs of the
9201b
all
load:
Cylinders
mm)
Heating surface: 2,454sq
crankshaft
ft
Length
effect
ft
(4
9m 2
2
)
Fuel: .3.0O01b(15t)
Water: ;.700gall (9,200 US)
overall: 83ft
Vjin
(25.594mm)
These remarkable locomotives
in
their
handsome blue
livery
Anyone
with a
gift for
arithmetic
being
maximum
domes
permitted speed
add 10 and
in
last figure,
ition of
compensating
made
do this without
physical modifithe three
are, respectively from the
making
cations.
for
front,
steam.
to
any
Incidentally,
Amongst
coupled-wheel crankpm on
1954-55
third
This arrangement
is
similar to
whose
axis is inclined at 1
in 10 to the horizontal, driving,
like the outside cylinders, on the
second coupled axle Roller bearinder,
Spain:
Spanish National Railways System (RENFE), .956
(19t).
(16kg/cm 2 )
Grate area: 57sq ft (5 3m 2
Fuel (oil): 3,000gall (3,600 US)
(13.5 3
each
(293m 2
ft
).
Superheater:
25sq
ft
(1045m 2
Steam pressure: 228psi
)
).
).
side.
(76t).
5ft
5.9in (1,674mm),
"
Chapelon's
found
on
"242A1" 4-8-4 and it reflects a
good deal of contact between
him and the CSD before politics
put an end to such interchanges.
It is interesting to find amongst
that
cylinder
much
in
compound
the
4-8-2s very
French
tradition
double chimney, so
that at night
as well as in the daytime the
fireman could judge by the colour
ance
The
running the
new
speed
of
maximum permitted
75mph 20km/h) was
(
often achieved.
Steam traction
has recently
It
is
understood
that 4-8-2
the
it
No
not
known
68mph (1 lOkm/h).
"242" class demonan ability to run at
(134km/h) on the level
restriction of
Even
so, the
on
strated
84mph
with
480
test
tons,
as
well
as to
(28m 3
available.
(No.242.2009)
depot
at
is
RM Class 4-6-2
Tractive eHort:
5.698kg)
China:
Railways of the People's Republic, 1958
5971b
( 1
Axle load:
--6.2841b (2
It)
Cylinders:
22W x 26in
(570 x 660mm)
Driving wheels: 69in
)
(1.750mm)
Steam pressure:
cm 2
2 3psi
1
ft
(5
75m 2
(30
5m 3
5t)
Length
(22,390mm)
This unusual but neat-looking
4-6-2 is thought to be the final
design of steam express passenger locomotive in the world
There
is
another reason
book and
why
word
it
is
in this
because the
country which produced it is also
the last in the world to have steam
locomotives in production Those
now being built are basically
freight locomotives but are used
for express passenger trains on
certain mountain lines in the
People's Republic of China With
many new lines under construction it is possible in China to ride
a 1980s railway behind a 1980s
steam locomotive
The "RM" "Ren Ming" or
"People" class 4-6-2s are descended from some passenger
locomotives supplied by the lap-
204
that
is
"RM"
class
was
and
virtually
all
"RM"
class
USSR was
main steam-
but
in
was
An
shared with
other Chinese steam power, is
the provision of an air horn, in
addition to a normal deepsounding dragon-scaring steam
chime whistle. In other ways,
though, these fine engines followed what had been for many
years the final form of the steam
locomotive. Thus we find two
interesting
detail
3404 on
test at the
People's
encountered
travelling at
speeds
cylinders
December
1980.
routes
level
600 ton
insignia
the
in
and
"March Forward"
class.
Even
in
duced
still
at a rate of
m China
absorbs five times as many skilled
man-hours as steam locomotives
of equal capacity so one can
understand the reluctance of the
Chinese railways to dispose of
tion of diesel locomotives
performance and
availability
New York
Railroad's "Niagara"
Cenclass)
Amencan
we
is
conclusion then,
between
it
is
Shall
in
4-6-2,
reconquest by steam in
it had seemingly
vanished from the commercial
railway scene forever 7
Britain, where steam began, is
any
places where
oilfield,
seems
pleasure)
form
of
likely to
electric trains
sation to
nostalgic
their
take the
ground generating
It
is
some compen-
Britons
steam
electricity for
though, that
activities exist
portionately
unparalleled
States,
else-
on
the
in
205
Index
A
acock &
Co
148.200,201
58
160
Railroad.
150
106
Lille,
i2,
106
"actions
62
ioc,
v served
locomotive, 101
n Coal Enterprises Inc. 205
American Locomotive Co 64, 78,
.
147
Boston & Albany Railroad, 124
Bousquet. Gaston du, 62
Bowen, HB, 157
Bowen-Cooke,
in Standard' 4-4-0, 25, 36
raid. 36
Ansaldo & C Sampierdarena. 44
Armstrong-Whitworth & Co 127
Andrews
W)
34
Columbia Railway Royal
Hudson, 157
British
British
174
_:ty Railroad
AT
'Camelback'
56
"oast Line, 57
type,
inneenng
Pty.
class,
and
185
105
137
7,
class, 66, 67
'El' class. 107
'N15X' class. 99
'CI
Sydney. 40
Co. 40
Train,
31
196
108
Britannia' class
Duke
Locomotive
137, 177
69
127
Brooks, James, 24
Baden
80
locomotive. 168
Fair of the Iron Horse. 1
Grasshopper' type, 26
Beaver
Hercu>
Museum. 163
Co
'12'
class 166
Belgian State Railway. 34
10' class Fa
81
'17' class 48
'18'
Benguela Ra
c
'Cardear.
76
.
158,
and
S>
128
78
'231F, '231G'and'231H'
Drummond, Peter, 43
Dubs & Co 40, 42
Dublin & Kingstown Railway,
,
'232R'
'232S'
'232U'
'240P'
'241A'
class,
class,
class,
97
189
189
189
79
class, 78,
110
class,
Vauxhalf, 22
Duddington,
driver,
136
o
Gab
30
valve gear,
Garbe, Robert, 51
Garratt, H W, 150
Garratt locomotives, 150, 151,200,
102
'241' class, 110
Chapelon Pacifies,
78
'Crampton' class, 34
Eastwick & Harrison, Philadelphia,
25
Egyptian State Railways, 63
Electro-pneumatic brakes, 154
Eiesco feed water heater, 123
Elliot, John, 115
'Empire State Express', train, 52,
124, 179
Esshngen Co, 27
Euskalduna, Bilbao, 148
Exhaust steam injector, 159
201
Garrett
&
Eastwick, Philadelphia,
25
General San Martin National
Railway '1501' class, 90
George V king, 109
German
Federal Railway,
88
147
German
classes, 112,
'05' class,
188
146
204
'38' class,
'39' class,
68.
108
Cincinnati. New Orleans
Railroad, 123
Clarke, J T, 152
& Texas
Giffard injector,
39
Giovi incline, 44
class,
148
Federated Malay States Railways,
Gooch, Daniel, 28
Gooch's valve gear, 45, 47
162
class,
97
162
'O' class, 162
Fenton, Murray & Jackson & Co,
'H' class,
202
31
Gibbs, AW, 68
Gibson, driver. 76
Czechoslovaks
class,
106
Robert, 92
Fawcett, Brian, 132
Federal Railway of Austria. '210'
Fairlie,
28
Ferrymead Museum of Science and
Industry, 129
Festiniog Railway, 93
Festival of Britain 1951, 33
State Railways
80
74
gear, 169.
classes, 103
23 IK class (ex-PLM),
17
George, 22
Fourquenot. Victor, 40
Fowler, Sir Henry, 66
40
95
194
of
poppet valve
187
French National Railways Co, 32,
110
23 1C class (ex-PLM), 96
'23 ID' class, 103
&
200
Franklin's
RM,
Forrester,
184
48
Denver
'498
76
48
Campbell. Henry R 24
Canadian Locomotive Co,
206
Edward, 23
'908' class,
:.:,
'Dunalastair' class,
das
Belpaire. Alfred,
90
176
Caledonian Railway, 76
'123' class single, 77
Railroad
25
Belfast Transport
Pacific Railway
Bury,
A
Meadows
22
26
Mallet pioneer in USA, 170
Bangladesh locomotives, 73. 116
Bar frames, first. 23. 26
Bayview Park. Sarnia. preserved
locomotive. 159
Beardmore. William. & Co, 73
Beattie,
187
'L-2a'
'SL' class,
'L2' class,
class, 204
'QJ' class, 204, 205
'RM' class, 204
114
70
Railway, 64,
'F15' class, 64
'F17' and 'F18' classes, 64
'F16' class, 64
F 19' class, 64, 186
'PF-r
1948, 119,
trials
'Saint' class,
t'.r
152, 153
of Gloucester 196
99
26
Industry, 175
Advanced Passenger
Chicago Museum
'Castle' class,
132
184
class,
A2'
'A3'
57
first,
48
British Rail.
Engineering Standards
Association locomotives, 72
das
125
Cavour, Count. 44
Cegielski Works, 182, 183
Central of Aragon Railway, 1 48
Central Pacific Railroad Jupiter, 37
Central Railway, India, 185, 193
Central Railway of Peru 'Andes'
class,
186
i Steam Centre,
1 19,
153
Bnstol & Exeter Railway. 29. 35 '9ft
Railwa
2900-
>
Caprotti, Arturo, 95
Caprotti rotary cam valve gear, 95,
133, 150, 197
Case School of Science, Cleveland,
92
single' class,
Park, Winnepeg.
preserved locomotive. 159
Atchison, Topeka & Sante Fe
Assmboine
194
Capreol, Ontario, preserved
locomotive, 159
'Tl' class (Selkirk
Col R J 98
Birmingham & Gloucester Railway,
26
Birmingham Railway Museum, 109,
Billinton.
Franco. Attilo,
Franco-Beige. Raismes, 201
Franco-Crosli boiler, 95
Franklin's automatic axle box
wedges. 181
58
38
'V and
130
'VS' classes,
162
Great Southern & Western Railway,
class,
162
Great Western Railway, 28. 35, 63
Broad gauge, 28, 29
'Castle class, 104, 108,
'City' class,
18
67
28
French compounds,
'Fire Fly' class,
Great
68, 108
Britain, steamer,
'Hall' class.
29
69
Speed
67
record,
108
'Star' class.
192
Pacific,
Museum
59
D 18
Jones, David, 42
Jones. Turner & Evans & Co.,
Jugoslav State Railways, 1 10
Jura-Simp!on Railway, 32. 33,
28
90
'P2' class
'V2' class Green Arrow', 66.
'V4' class. 160
Wl*
195
National Railway Museur.
33. 35, 40. 63. 79
37.
'Dreadnought' class 46
Experiment' compound
Locomotives en Sud-
Museum. Great
44.66. 114,
!
137, 153. 161
National Railways of Zimbabwe.
Crewe works, 92
des
Jo.
George the
27
::na.
Fifth
class,
-
'Coupe-vent' locomotives,
class 60
'Grosse
lschinehbau
AG
(Hanomag), 70
Hamson.
Fairfax.
122
Harrison. Joseph, 25
Haswell, John, 33
Haswell, John works, Vienna. 27
Heinl feed water heater, 1 88
Helsinki Technical Museum. 1 17
Henschel & Sohn, 148. 198
Heritage Park. Calgary, preserved
locomotive. 195
Hick of Bolton. 27
42
-.-
Hitachi.
im
19
I
Austria, 52
class 52
New
210' and
97
class,
class.
XC
class.
YB'
class,
72
-cool' class,
23
'Planet' clas
'Rocket' class.
20
6.
18
Sans Pared 18
Pans 1900. 59
Italian State Railways. 59.
70
70
'670' class, 59
ass, 59
685' class, 94
Italian bogie. 70
lvatt. Henry, 66
Locke, Joseph, 19
Locomotive, largest, 170
Loewy. Raymond, 100. 168. 169
Lokomo. Tamper*London & Birmingham Railway
'Bury 2-2-0' class, 23
London, Brighton & South Coast
Railway
98
iss,
Gladstone' clas; 42
43
London & Greenwich
'Terner' class.
Railway, 22
Midland Compound'
class,
66
'C-62'claB, 21
Jams, John
Railways
182
Government
40
168
C36" class
'2-12' class. 41
New
11' class
124.
104
170
Niagara
'Sla'
and
54
178
York Central
New
Railroad No 952
York. New Haven & Ha
Railroad
:lass
148
& Hudson
River
D16a' class. 54
'D16sb
ass, 58
13.' and E6'
:
State Railway,
66
100
te
& Columbia
Washington Cou:
William. 26
Norns Works. Vienna. 27
North British Locomotive Co, 40,
48, 73, 90. 102. !
193. 194. 198
Ql and Q2
classes 56
North Korea Railways. 10
North London Railway, 44
North Western State Railway, India,
72
Northern Frontier Railway, India,
Railroad
rj
26
: stown
Nomston Railroad
& Reading
Philadelphia
&
24
Railroad.
57
Piedmont State Railroads. 44
Plancher compounds. 59
Polish State Railways. 182, 183
lass, 183
182
Mediterranean System, 44
Mersey Docks & Harbour Board. 30
Merseyside County Museum,
Liverpool, 31
classes.
168
Altoona
Noms,
:stem Railway
74
58
100
Mecklenburg
classes.
Zealand Government
Railways. 128
12, 128
Kb' classes. 128
'Q' class 64
Nock, O S, 162
Norfolk & Western Railwav
172
Noms locomotives, 26, 28
Noms. Octavius, 27
63
Railroad. 54,
178
:.
'Sic' classes.
New
193
Northern Pacific Railroad, 120
A and A 1' classes. 120
A-2' class 120
'A-3' and A-4' classes. 120
A-5 class. 120
Northern Railway of France
102. Ill
Pacifies
Allan::
Chapelon
De Glehn
continuous welded, 1
Railway Correspondence & Travel
Rail,
79
62
Society,
39
Preservation Society of
1
131
106
126
Missouri Pacific Railroad, 64
Mohawk & Hudson Railroad
Brother Johna th ai 21
Mohawk & Hudson Railroad
Experiment, 2
romotive Works, 135,
59, 184
Museum
Railway 43. 48
'5P5F' class 132
Fury 6399. 118
Duchess' class. 7, 152
'George the Fifth' class. 93
91
South V/ales
Railways. 40
79' clas
58
Metropolitan Railway, 40
Rocket. 18
202
18, 19
Patentee' class. 24, 28
16
Island Railroad,
Lake Shore
30
116
116
192
Long
L
Northumbenan.
184
class.
XA
XB'
'Problem class 38
'Queen Mary' class, 93
Teutonic
London i South Western Railway.
44. 114
'N15' class, 114
44
'Long boiler' locomotive type, 33
Long. Col Stephen, 26
60
96
Speed record. 35
Pans-Orleans Railway. 40, 63, 102
'3500' class Pa:
'4500' class Par:'.
78
4-8-0 rebuilds. 78
New
WP'
n L. 179
;line, 26
Lima Locomotive Co.. 186
Imperial Airways. 44
Imperial & Royal State Railways.
'6'
30
Kipling. Rudyard. 55
Kisha Seizo Kaisha. 183
Kitson & Co 73. 162
190. 191
Krauss-Helmholtz truck, 183
Krauss-Manei, Munich. 147. 193
Krupp of Essen, 147
Kylchap exhaust system, 8 1 181,
185. 192. 194. 203
38
Kemble, Fa
Kenya & Uganda Railway. 200
92
43
Railway, 35.
class,
Medusa compound, 46
Precursor class, 93
40
'231-132AT'c:a
201
Otahuhu. 129
189
National Railway
.-
23
116. 131
Grestey. Sir Nigel. 104. 184
Croupewent ({'Exportation
Science and
of
Technology. Ottavi
National Railway Museum. Delson.
57
130
class,
Nuremberg
147
Nydquist
transport
& Holm. 98
of Transportation,
Raton Pass
PC' poppet valve
147
museum.
Rennie.
25.
&
gear, 148.
162
28
202
Rothwell
& Co
Roumanian
Bolton. 35
State Railways,
.
I4S
148
Swiss Fe
Swiss L
111
90
at
74
motives,
122, 172
107
32
Britain).
27
' loc'
154
Upper
Italy
Railroads Vittono
44
Emanuel'
Thomas, 95
Urcqhart,
51
50
II
Worsdell, Wilson, 56
5A) Ps-4
94.95
class.
122
Southern Slate Railway, Austria, 33
Soviet Railways, 190
class 0-10-0,
'FD' class, 190
E'
lata
"Sum' and
'S'. 'Su'.
'Sv' classes,
94,95
Spanish National Railways System
242' class 202
Speed records, world, 136, 147
Spencer. Bert, 105
Stahllier, Der, lilm,
'R' class,
77
'S' class,
Transportation
'Gloggnitzer' class, 33
Museum, Roanoke,
173
131.
26
ways
1'
54,
class,
91
State Railways (lava) Pacific. 102
Steamtown. Bellows Falls, 127, 135,
157, 159
Steamtown. Carnforth, 97
&
148
Stephe
Stephe
George, 6
Locomotive Society.
1)
198
Stephensc
Stephenso
162
Stephenson's valve gear. 7. 30
itrick, 39
Stothert & Slaughter & Co 28
Strasburg Rail Road. 55. 101
.eminent
126
166
Wagner, Dr R
Stroudley, William.
Chatham Railway
16
I
Zambian
Railways, 201
Zara, Giuseppe, 58. 70
Zara truck, 70, 147
Zola, Emile, 103
188
107
Washington, George, 64
Webb, Francis W. 39,46,92
Webb. W A, 126
43
Superheaters, locomotive, 50
Swedish State Railways F' class, 98
Railway,
20
P, 112.
Wamwnght. H S
200
Umekoii Museum, 183
Union Pacific Railroad, 37
Uganda
3d Best
59
v.ngton.
Vogt, Axel,
Turbine locomotive
16
Vienna-Gloggnitz Railway
203
Transandine Railway, 90
76
187,
25
Stamp, Lor
190
'P36'cUr
^m
v
v Norns model,
98
190
JS' class.
Picture Credit
ers wish to thank the following organisations and individuals who have supplied
rjook Photographs have been credited by page number Some references
in-Alien
bottom, Swedish State Railways 99: Swedish State Railways/MARS 100: top, IM larvis, bottom.
101: CV 102: 'V 102-103: CV 103: LG Marshall 104: CV 105: 'V 106: CV 106-107: GFA
109: ". 110:. ,[ - 1 10-1 1 1: top, C Gammell, bottom, CV 1 1 1: GFA 1 12:
107
108:
top, J Winkley, bottom R Bastm 113: R Bastin 114: D Cross 115: R Bastin 116: Victorian
Government Railways 116-117: Colour-rail' RM Quinn 117: top, CV, centre, GFA, bottom,
".'.'....- .-,- 119: CV 120: Burlington Northern
121: CV 122: Southern
Railways
Finnish State
1 18:
Railway System/MARS 123: CV 124: IM Jarvis 125: top, GFA, bottom, AAR 126: South
Australian Railways 127: top, D Cross bottom, South Australian Railways 128: K Cantlie 129:
top, C Gammell, bottom D Cross 130: top, CV, bottom, CV 131: CV 132: CV 133: CV 134: top.
134-135
JMJarvis, centre, IM
1EA 135: top, GFA, bottom, Canadian Pacific 136:top,CV,
cente, CV, bottom. Colour-rail Htl James 137: top, CV, bottom left, CV, bottom right, CV 146:
147: Norwegian State Railways 148:
top, Bundarchiv, bottom, Norwegian State Railways
CGammeli 148-149:
149: top, AAR, bottom CV 150: GFA 151: CV 152: DCross 153: top.
155:CV. bottom ". 154:
GFA bottom, CV 156: British Columbia Railway/MARS 157:
160-161:
Railways/MARS 159:
158:
Canadian
National
British Columbia R
Chicago & North We
161: Colour-rail 163: top. CV. bottom, CV 164: C Gammell
165: top, IM Jarvis,
166: top, CV. bottom. I Dunn 167: top, CV bottom, SAR
168: top, CV, bottom GFA 169:- p D Cross, bottom, GFA 170: CV 171: Union Pacif.c RR 172:
JM larvis 173: top, IM Jarvis, bottom, GFA 174: GFA 175: left, Santa Fe RR, right, GFA 176: CV
177
178: IM Jarvis 179: top, GFA. bottom. JM Jarvis 180: top, VR/Femno, bottom. VR
181:
182:top, K Yoshitani. bottom, CGammeli 183: K Yoshitani 184: Colour-rail/R Hill 185:
top, CV, bottom, C Gammell 186: B Stephenson 187: C&ORR/MARS 188: top, R Bastin centre
CV, bottom, M Whitehouse 189: top, CV, bottom, VR 190: top, CV, centre R Ziel, bottom,
191: top, I Westwood, bottom, R Ziel 192: Colour-rail/RM Quinn 193: top, CV,
J Westwood
bottom. Colourrail/RM Quinn 194: Canadian Pacific 195: CV 196: top, D Cross, bottom, CV
198:
197:Colou:
i.South African Railways/MARS, bottom, CV 199:CGammell
200: top, CV, centre, CV, bottom, CV 201: CV 202: top, CV, bottom, Colour-rail/JG Dewing 203:
top, CV, bottom, RENFE/MARS 204: top, Y Hollmgsworth, bottom, C Gammell 205: lop
R Gillard, bottom, CV
GFA
Amencana
Pa 9 e
enson, bottom,
BBC
12:
!F A,
':
22:
Hultoi
right,
Ba
31
'
50
49.
27
25:
35
43:
36
45
berg 51:
IR;
56-57:
'
'
V 75:
65
top.
'
bottom,
GFA
66
CV. bottom,
66-67:
71
76
77
".'
70-71
72-73:
"
e\
67:
'.
t(
1.
40
39
48:
'
CV
32:
34
1
55
24
30
47
CV,
7:
i,
81:
94
90
95
90-91
icy.
bottom.
MC
91
Italian State
Railway
96
'
97:
nebl.l
98:
.|
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>