Steam locomotive Passagers

Great Britain:

Rover Class 4-2-2 Railway (GWR), 1888

for one problem, this typically Tractive effort: 9,6391b and again, each time with slight Above: Great Western Railway
occurred when a locomotive, enlargement and modernisation
having first backed on to its train, .•;g) until the final batch which is the broad-gauge "Rover" class
tried to start The slip eccentric
gear naturally still would be in Axle load: 35,8001b (16.3t). subject of this description ap- 4-2-2 locomotive Tornado
reverse, but when the driver Cylinders: (2) 18x24in
opened the throttle, the idea was (457 x610mm). mpeared 1888, over 40 years Engines of this basic design
that the two high-pressure cylin- Driving wheels: 96in ruled the broad gauge lines
ders would taken in the steam (2,438mm) after the prototype was built and
and move the train By the time it Heating surface: 2,085sq ft only 4 years before the broad mfrom 1846 until their demise
had moved forward half-a- gauge was finally abolished Typi-
revoluhon of the driving wheels (193 7m2 ) cally about 24 were in service at 1892 and were renowned for
the inside slip eccentrics would Superheater: None any one time, 54 being built their speed and power. Daniel
have moved round into the for- Steam pressure: 140psi Gooch was the designer
ward position, therefore, when altogether.
the first puff of steam exhausted on standard gauge, had come
from a high pressure cylinder In order to provide for the automatically many years before
into the low, off she would go expansive use of steam the gab
Alas, should the engine slip' or Grate area: 24sq ft on the broad. Ample-sized valve
valve gear originally fitted to the chests could be placed between
spin its rear high pressure driving (227m2 ). standard locomotives was re-

wheels when starting (which, as Fuel: 7,0001b (3t) placed by Gooch's own valve ample-sized cylinders and there
on all the 2-2-2-0 compounds was also plenty of room to get at
were not coupled to the front low Water: 3,000gall (3,600 US) gear, probably devised to get
round the Stephenson patent to
pressure ones), the low pressure 5m(13 3 which the gear related closely. the very sturdy and simple layout
cylinders would still have their Both valve gears have a pair of
) eccentrics, one set for forward
valve gear in reverse when they running and the other for reverse,
received steam The result was a Adhesive weight: 36,0001b the little ends of the eccentric that resulted.
stationary locomotive with its two rods are connected by a curved
(160 For 46 years, then, the Gooch
pairs of driving wheels revolving Total weight: 160,0001b link. The curve of the Gooch link,
4-2-2s ruled the Great Western
in opposite directions! (73t) however, faces the opposite way, The "Flying Dutchman" express
being concave towards the cylin- from Paddington to Newton
Even so, the "Teutonic" loco- Length overall: 47ft 6in ders instead of convex The gear
motives were good once they is adjusted by lifting or lowering
got going— No. 1304 Jeame (14,478mm) the valve rod and die block, Abbot was entrusted to one of
Deans was famous for regularly rather than by moving the link
working and keeping time on the and eccentric rod assembly as in mthem 1892 just as it was in
the Stephenson gear
pm2 Scottish Express from As the leaders of the Great 1848 when it was the fastest train
Western's broad gauge express Apart from general sound con-
Euston to Crewe dunng the fleet, these legendary locomotives in the world Later versions nat-
struction the reasons for the
whole of 1890s No.l309/5c/rafic were the direct successors to the success and longevity of these urally had much modification in
even starred in that legendary
"Fire Fly" class 2-2-2s, the pas- locomotives lay very much in the respect of details and fittings,
final night of racing in 1895, senger version of Gooch's famous broad gauge itself Most British
locomotives of the day earned there were even such mollycodd-
although her run from Euston to standard locomotives. The proto- their cylinders and motion as
Crewe at an average speed of type Great Western of 1 846 was well as their fire-beds between ling devices as exiguous cabs for
the frames, which themselves the enginemen! Right up to the
63- 1 mph ( 1 02km/h) was not quite basically a stretched version of had to be between the wheels, it end also, no numbers were car
the 2-2-2 with the grate area ned, only names, and what names,
as great as achievement as that of dimension enhanced by 68 per is therefore not surprising that an
her simple equivalent Hardwicke cent and the nominal tractive
on the next stage, still it was extra width of 27% inches
effort by 36 per cent The penalty (705mm) which there was to play
certainly a very respectable effort was a 21 per cent increase in with— the difference between the
These ten "Teutonic" class which weight, the pnce being paid
when Great Western broke her .in (2,140mm) and 4ft 8!-2 in
almost managed to approach leading axle at speed near Shn-
simple performance, were the venham soon after completion. (1,435mm) gauges — could be
pinnacle of Webb's achievement Alteration to a 4-2-2 followed, but
with his compounds. It says little the leading pairs of wheels were used to advantage by designers
for the management structure of For example, the wide firebox,
held in the frames rather than which was later to come as a
the old LNWR that no one could mounted in a pivoted separate rightly extolled development at
bogie the expense of some complication
stop him building a further 140
compound express locomotives Even before this had been
before he retired in 1 903, none of done, on 13 June 1846, Great
which approached even the mod- Western hauled a 100-ton tram
est abilities of the "Teutonic", and from Paddmgton to Swindon in
all of which were an embarass- 78 minutes for the 77 ; 2 miles
(124km) The design was so
ment to the operating authorities sound that it was repeated again

of the Premier Line

too— Rover, Swallow, Balaklava,

Hirondelle, Timour, Iron Duke,

Tartar, Sultan, Warlock, Lightning,

Amazon, Crimea, Eupatona, In

kerman, Courier, Bulkely, Dragon,

Great Britain. Emperor, Sebasto

pol, Alma, Prometheus, Great
Western, Tornado. Tornado was

the last broad gauge engine built

in July 1888.

E L Ahrons, that distinguished

observer of late-Victonan train

working, described how, in the

last years of the broad gauge, he
timed Lightning running down

Wellington bank just west of

Taunton at just over 8 1 mph ( 1 30

km/h). It was, he said, "his highest
speed, not only on the broad

gauge but also on any railway

until many years afterwards"

MidlandJohnson Single 4-2-2 G
Midland Railway (MR), 1887

Tractive effort: 145061b certainly the fact that at only one Their elegance was enhanced Above: Midland Railway 4-2-2
No. 176 at Bedford station circa
(6,582kg) town on the system — Kettering by a noble cnmson lake livery— 1900. Note the horse-box as the
leading vehicle of the tram.
Axle load: 39,5001b (18t) in Northamptonshire— did the which was kept unbelievably
Cylinders: (2) 19x26in company not have to face com- traffic Trays were placed under
(483 x 660mm) clean. In fact, it is said that it was the engines when on shed in
Driving wheels: 9 petition One result was that the order to collect any oil drips
(2,375mm) Midland was the last railway in MRthe practice for shed foreman which might sully the clean floor
Heating surface: l,237sqft
(115m 2 ) Britain to have a fleet of single- to feel behind the backs of the
Superheater: None driver locomotives and the only
Steam pressure: 170psi one to build them on into the wheels with white gloves to find if
(12kg cm 2 )
Grate area: 1 9 6sq ft ( 1 82m 2) twentieth century the engines had been sufficiently
Fuel: 8,8001b (4t)
Water: 3,5O0gall(4,2OO US) The first of the single-wheelers groomed to be allowed out in
(16m 3 ) of S.W. Johnson, known colloqui-
Adhesive weight: 39,5001b ally as "Spinners", was construc-
ted at the Company's Derby
(18t)
Works in 1887, after an interval
Total weight: 181, 5001b (82.5t). of 21 years during which only
Length overall: 52ft 7 lSin coupled engines were made By
(16,038mm) 1900, there were 95 locomotives
in the class, made up of successive
The Midland Railway of England batches which differed slightly in
was noted for having trains which
were fast, frequent and, conse- main dimensions Standardisation
quently, light One reason was was then something the Midland
left to newer and brasher rail-
ways 1 The dimensions given
above refer to the " 1 1 5" batch of
1897, considered to be the best.

Class 17 4-4-0 B
Belgian State Railways (SNCB), 1902

Tractive effort: 20,2611b Late in the nineteenth century, the most simple and conventional blue livery All were built at the
the railways of Belgium were and which included among its company's St. Rollox works in
(9,193kg). Glasgow
specially notable for originality features neither a Belpaire firebox
Axle load: 40,0001b (18t). nor sets of Walschaerts valve The Caledonian Railway was
Cylinders: (2) 19x26in in locomotive design. Some so proud of their new locomotive
(482 x 660mm). strange-looking 2-4-2s whose gear. giant that they sent her to be
Driving wheels: 78?4in appearance was made the stuff
of nightmares by the use of Locomotive engineer J.F Mc- displayed at the Brussels exhibi-
(1,980mm). square chimneys, were to the intosh of the Caledonian Railway
fore on prime passenger work- had produced his famous "Dun- tion of 1897, from whence the
Heating surface: l,370sqft ings; also, of course, the names alaistair" 4-4-0s in 1897 and for
Alfred Belpaire and Egide Wal- many years these engines were engine returned with a gold
(128m 2 ) the mainstay of express pas-
schaerts are those of two Belgian senger operations on the line in medal. An unexpected result
Superheater: See Text locomotive engineers whose in- question Most of those built was an order from the Belgian
ventions were used world-wide survived after 1923 into London
Steam pressure: 200psi on the steam locomotive. Midland & Scottish Railway days State Railways for 5 duplicate
and some even into the British
(14kg/cm 2 ) So it is rather strange that just Railways era after 1948. There locomotives, to be built by Nielson
were four "marks" (known as
mGrate area: 22.5sq ft (2. 1 2 before the turn of the century this Reid & Co. (a predecessor of the
). Dunalaistair I to Dunalaistair IV)
oldest of nationalised railway sys- North British Locomotive com-
Fuel: 9,9001b (4.5t). tems went overseas to a foreign and before 1914 they were be- pany), also of Glasgow. Follow-
decked in the superb Caledonian ing this, 40 more were built by
Water: 4, 125gall (4,950 US) builder for a foreign design; Belgian firms in 1899 and 1900;
all the locomotives were known
(18.5m 3 ). moreover, one that was among as Belgian class "17". Sub-

Adhesive weight: 80,5001b sequently, an enlarged version,

(36.5t)

Total weight: 219,5001b (99.5t).
Length overall: 57ft 4in

(17,475mm).

48

of a Midland loco depot! In such Above: The restored Midland MRwas not available on loco- heavier loads could be managed
and there are records of trains
circumstances it is hardly sur- Railway "Johnson Single" 4-2-2 motives. Good sanding gear was up to 350 tons being handled
prising that the quality of main- and time being kept. They were
tenance was very high and this No. 673 as it appeared during absolutely essential for a single-
was also a factor in enabling the crowd-pulling "Rocket 150" also certainly very speedy, with
low-powered locomotives to driver locomotive with limited
mcelebrations 1975. maxima of around 90mph (144
handle the traffic satisfactorily It km/h) having been recorded
was also a factor in permitting all
Another role for these beautiful
the mechanism — two sets of main locomotives was that of acting as

motion plus two sets of Stephen- pilots to the equally celebrated
son's valve gear— to be tucked Midland 4-4-0s
away out of sight, but not out of
mind so far as the fitters and Before a logical system was
drivers were concerned. adopted, numbers were allocated
at random, but after 1907 the
Another reason for the return
of the single-wheeler was the "Spinners" class occupied Nos.
invention of the steam sanding 600 to 694. Naming, like stan-
gear, which blew sand under the dardisation in those days, was
driving wheels just that bit more not a Midland thing but, quite
exceptionally, one of the last and
reliably than the gravity sanding twentieth-century batch— the
previously used. Air sanding ones with the big bogie tenders
would have been just that bit
more reliable still but, alas, the —heavier than the locomotive was
Midland showed a preference
for the vacuum rather than the air given the name Princess of Wales.
brake and so compressed air One Midland single has sur-

adhesive weight. vived, No.l 18 of the batch built
in 1897 was set aside in Derby
Express trains of seven or Works after withdrawal in 1928.

Below: Midland Railway eight bogie carnages weighing Beautifully restored and with a
fake wooden chimney now re-
m"Johnson Single" 4-2-2 all between 200 and 250 tons were placed by a proper one, she ran
in steam at the Rocket 15r
the glory of its superb just right for these celebrated
Cavalcade in June 1980
crimson lake livery. locomotives In dry calm weather

class "18", was constructed,
bringing the total to 185 loco-
motives by 1905 There was also
a 4-4-2 tank engine version,
constructed to the tune of 115
examples, which never existed
on the Caledonian Railway

Such continental features as
bogie tenders and air brakes
were already part of the design
and the only obvious modification
specified concerned the exiguous
cabs of the original Scottish
locomotives. These were altered
to provide greater protection for
the enginemen by the addition of
side windows

Left: Belgian State Railway
class 18 4-4-0 as restored
and preserved today.

49

CI ASS S3 4-4-0 RoydTpmssian Union Railway (KPEV), 1893

OAxleload: 35 ,0001b ( 15 6t)

Cylinders, HP: i 8 9 x 23 6in

Cylinders, LP: 1 1 ) 26 6 x 23.6in
(680 x 600mm)
Driving wheels: 78in
(1,980mm)
Heating surface: 1 ,267sq ft

/m 2 )
Superheater: See descriptive

Steam pressure: 171psi

Grate area: 25 Osq ft (2 3m 2 )

Fuel: 11.0001b (5 Ot)

Water: 4.730gall (5.680US)

5m(21 3

)

Adhesive weight: 69,0001b

(30 9t)

Total weight*: 1 12,0001b

(50 5t)

Length overall: 57ft 7in

(17,560mm)

Cengme only)

The passenger engines built by In 1890 Henschel built a pair of 1,027 engines of this design Above: A Prussian class "S3"
the Royal Prussian Union Railway of two-cylinder compound 4-4-0 were built for the Prussian rail-
locomotives to von Bornes' de- ways, as well as 46 for other 4-4-0, the 5,000th locomotive
m the 1880s were 2-4-0s with sign, and in the following year built by the engineering firm of
the same firm built four more German state railways The en- Borsig for the Prussian Railways.
outside cylinders, but towards engines of the same wheel ar- gines eventually worked most of
the end of the decade the desire rangement to the designs of of 1 in 100 (1 per cent), and they
for higher speeds and great the express trains in Prussia In established a reputation for
Lochner, the locomotive supenn- economy in coal consumption
comfort (and thus greater weight) tendent at Erfurt, two compound addition to the "S3"s, a further and for smooth nding
brought a need for larger loco- and two with simple expansion. 424 locomotives were built to the
motives At that time August von By its sheer size the "S3" class
A total of 1 50 engines were later same design, but with smaller earns a notable place in loco-
Bornes, well known for the dnving wheels, and classified motive history, but it is also
system of compounding which built to the Erfurt simple- important as being the first class
bears his name, was locomotive expansion design, but expen- "P4". to which steam superheating
supenntendent at Hanover, and ence with these engines con- was applied. The need for super-
the Minister of Public Works sent The bogie was placed sym- heating comes from a physical
him on a tour of England and vinced the management of the metncally under the cylinders
America to study locomotive supenonty of von Bornes' com- and smokebox, and with the phenomenon — that water evapor-
developments in those countries pounds, and in 1892 he produced leading coupled axle set well
Von Bornes reported that to an improved version of his design back to give as long a connecting ates to steam at a definite tem-
carry the larger boiler which This was the "S3", the "S" rod as possible, the layout showed perature dependent on the pre-
would be needed, the engines clearly the influence of von vailing pressure; thus at the
would need an extra axle, and denoting "schnellzuglokomotiv", Bornes' Amencan visit. Outside working pressure of the "S3",
that the best arrangement would or express engine, and the digit 1 7 1 psi ( 1 2kg/cm2 ), the tempera-
be the American type of 4-4-0 Walschaert's (Heusinger) valve ture is 376°F (197°C). With
This would give better riding at being the serial number of the gear drove slide valves set at an water present in the boiler, the
speed than the existing 2-4-0s type from the introduction of this angle above the cylinders The steam temperature cannot ex-
with their long front overhang method of classification. The "S3" engines were rated to haul 320
was highly successful, and in the ceed that of the water When
period from 1892 to 1904 a total tonnes at 47mph (75km/h) on
the level, and 150 tonnes at
31mph (50km/h) on a gradient

Below: The class "S3 " 4-4-0 was The class was notable as being the

one of the most successful first major application of super-

passenger locomotives to run heating to steam traction; this

m Germany. Over 1,000 were built offered a ma/or improvement in

around the turn of the century. efficiency at little cost.

steam is drawn from the boiler it header, and passed through the the smokebox, and in the other smokebox was too low for a very
carries some particles of water main steam pipes to the cylinders. of which a number of the boiler high degree of superheat to be
with it, and when the steam In Schmidt's first design, known tubes were replaced by tubes attained, and that the scope for
comes into contact with the slightly larger, and each element further development lay in the
as the flame tube superheater, a made a return loop in one of design with the elements in smoke
comparatively cool metal of the number of the boiler tubes were these tubes. tubes. However, increasing the
valves and cylinders, it loses that, replaced by a large tube 17.5m
and further particles of water (445mm) in diameter, and the In 1899 two new "S3" loco- temperature of the steam brought
elements were inserted into this motives were fitted with the the need for improved lubricating
form by condensation Much of tube It was intended that the smokebox superheater, and they oils, and whilst the problems of
the work done on the piston is by tube should be sufficiently large were also given piston valves in lubrication were being solved,
the steam expanding after the for flames to reach the elements many engines of class "S3" were
valve has closed Water has no place of slide valves With the fitted with smokebox super-
capacity for expanding, and its (flames from the firebox die out combination of superheater and
quickly on entering a small tube) well-proportioned piston valves, heaters
presence in the cylinder is there- these engines contained the
fore a loss, it has been heated to Schmidt found an enthusiastic essential ingredients of the final The intensive development
supporter of his ideas in Robert phase of development of the work needed to perfect super-
the temperature in the boiler to steam locomotive. heating was largely due to the
no effect Garbe, who was chief engineer genius of Schmidt, and in little
One of these two engines was more than ten years after the first
If the steam can be heated after of the Berlin division of the application of the smokebox
it has left the boiler, and is no Prussian railways With Garbe's exhibited at the Pans Exhibition superheater, the smoke tube
longer in contact with the mass of support the flame tube super- of 1900, and attracted consider- design was virtually a standard
able attention. In service a re- fitting for large new locomotives;
water there, the particles of heater was fitted to two 4-4-0 duction in coal consumption of it was first applied to a Belgian
moisture in the steam can be locomotives, an "S3" and a "P4". 12 per cent was achieved com- Class 35 Caledonian type 4-6-0
evaporated, making the steam The "S3" was completed in pared with a standard "S3", but
April 1 898, and made its first trial it was recognised that the tem- m 1 903. For a modest outlay, and
dry Still further application of trip on the thirteenth of that perature of the gases in the
month, a notable date in loco- with little increase in weight, an
heat causes the temperature of motive history. Although the Below: The predecessors of the improvement in coal consump-
the steam to rise, and it becomes results were encouraging, trouble "S3" class were these "SI "class tion of up to 20 per cent was
was experienced with distortion 2-4-0s, of which 242 were built obtained, and, equally important
superheated The mam advant- of the large flame tube. Schmidt between 1877 and 1885 for the in some countries, a similar
therefore produced two more Prussian railway system. economy in water. For many
age of superheated steam is that designs, in one of which the engineers the superheater was
if it is cooled slightly on making bundle of elements was housd in an alternative to compounding,
as it gave a fuel economy similar
contact with the cool cylinder to that obtained by compound-
walls, no condensation occurs ing, but without the mechanical
until all the superheat has been complications of the compound.

removed- Superheating is thus a Others regarded superheating
means of eliminating condensa- as an extra advantage to be
tion in the cylinder, and thereby added to that of compounding
making better use of the heat in Over a period of years after the

the steam. fitting of the first superheater,
The attractions of superheating both these points of view were
apparent on the Prussian rail-
had been known to engineers for ways, and after a succession of
many years, but it was not until
the 1890s that practicable de- superheated simple engines, a
signs of superheater were pro-
duced, by far the most important four-cylinder compound 4-6-0
being those designed by Dr was built.
Wilhelm Schmidt of Kassel The
various schemes produced had A total of 34 of the "S3"
in common that, after leaving the
boiler, the steam flow was divided locomotives survived to be incor-
between a number of small tubes, porated in the stock of German
known as "elements", by a distri- State Railway in 1924
bution box or "header" After

being heated in the elements, the
steam was collected in another

No. 999 4-4-0 United States:
k Central & Hudson River RR (NYC & HRRR). 1893

Below: The famous record-
breaking 4-4-0 No. 999 of the

New York Central & Hudson

River Railroad.

Tractive efiort: 16,2701b pire State Express at 1 12 5mph The man responsible for this turned out this single big-wheeled
(7,382kg) ( 180km/h) down a 1 in 350 (0.28 locomotive's existence was no
Axle load: 42,0001b (19t) version of the road's standard
Cylinders: (2) 19 x 24in per cent) grade near Batavia, great railroad tycoon, but an 4-4-0s, themselves typical of the

(483 x610mm) New York State, it was not only a irrepressible patent medicine US locomotive of their day, with
Driving wheels: 86m
world record for steam railways salesman called Daniels, taken slide-valves, Stephenson's valve
(2,184mm) but for any kind of transport The on as the line's passenger agent gear and more normal 78in
Heating surface: l,927sq ft only problem is that it is not a (1,981mm) diameter driving
(179m 2 ) question of "when" but of "if". in New York. He persuaded the wheels.
Superheater: None
Steam pressure: 190psi The conductor toned the train management to run this exclusive On account of the record
(12 6kg/cm2) (presumably with his service Empire State Express between exploit, No 999's fame is world-
Grate area: 30 7sq ft (2.85m2 ). watch) to travel between two
Fuel: 1 5,4001b (7t). marks a mile apart With four New York and Chicago during wide, the locomotive even figured
Water: 2,950gall (3.500US) heavy Wagner cars weighing
(135m 3 ) 50-55 tons each, about 2,000 the period of the Colombian on a US two-cent stamp in 1900
Adhesive weight: 84,0001b cylinder horse-power would be Exposition, the fane of 20 hours Today, much rebuilt and with
needed and this would seem to for the 960 miles ( 1 ,536km) was
(38t) be ]ust a little too much to expect, an unprecedented average speed those high-and-mighty drivers
not so much as regards steam replaced by modest workaday
Total weight: 204,0001b production at a corresponding for any )ourney of similar length ones, No. 999 is on display at the

(925t) rate, but in getting that steam in This combination of speed and Chicago Museum of Science
and out of the cylinders in such luxury was shortly to result in one and Industry
OveraU length: 57ft lOin of the most famous trains of the
quantities A speed of 102.8mph world, the legendary year-round Right: No. 999 as preserved
(17,630mm). for postenty. Although painted
(166km/h) over 5 miles, timed "Twentieth Century Limited",
When on 10 May 1893 New the previous night, is a little more m the style of the original as
York Central & Hudson River credible, but both must, alas, be running daily from New York to
Railroad No 999 hauled the Em- regarded as "not proven". built, the big 86m (2 184mm)
Chicago diameter driving wheels have
No. 999 was specially built for been replaced by less
distinctive 79m (2,006mm) ones.
the job and the train name was
even painted on the tender. The

NYC&HRR shops at West Albany

CI ASS 6 4-4-0 Imperial and Royal State Railways (KKStB), 1893

Axle load: 32,0001b (14 5t) Karl Gblsdorf, head of the loco- otherwise the locomotive would was very low and these relatively
Cylinders HP: ( 1 ) 1 9% x 26%in motive department of the Imperial often never move at all. Even heavy locomotives could only be
(500 x 680mm). and Royal Austrian State Railways so, the means to do this result accommodated by means of an-
Cylinders LP: ( 1) 29 x 26?4in was an original thinker as well as in making the engine more diffi- other piece of originality. The
(740 x 680mm). a first rate engineer and, whilst cult to drive, another drawback wheelbase on these engines as in
Driving wheels: 82)^in his ideas never became part of normally associated with com- others, was set far back, so that
(2,190mm) the main stem of development, pounding. the leading wheel was almost in
Heating surface: l,507sqft they not only worked but suited line with the chimney By this
(140m2 Golsdorf got over this problem means the bogie would carry
local conditions extremely well. by giving the locomotive low more of the weight than it would
) These little 4-4-0s built at Flor- if placed in the more usual posi-
pressure cylinder starting ports tion, and the maximum axle load
Superheater: None idsdorf (a suburb of Vienna) which were only uncovered by was reduced in relation to the
Steam pressure: 185psi illustrated this very vividly. They
(13kg/cm2 ). were compound locomotives but the valves when the valve gear— total weight.
Grate area: 3 1 sq ft (2.9m 2). with only two cylinders, thereby Walschaert's in this case— was in In service, this class proved
avoiding one of the chief draw- full gear, as at starting from rest.
Fuel: 16,0001b (7 25t) backs of compounding, that is, Once the train was moving, the itself to be not only powerful but
Water: 3,650gall (4,400 US) the complexity that normally re- driver would reduce the cut-off speedy, with a maximum permit-
(16.5m 3 ). sults. Of course, with a two- and compound working would ted speed of 81mph (130km/h).
Adhesive weight: 63,0001b cylinder compound it is absolutely commence. In this way the It was possible to reduce the
vital to be able to admit high- method of driving differed little
(28t). pressure steam to the low- from that of handling a normal scheduled time of the best ex-
pressure cylinder when starting, simple locomotive The permitted presses from Vienna to Karlsbad
Total weight: 207,0001b (94t) axle load on the Austrian railways
Length overall: 54ft lin (now known as Karlovy Vary)

(16,480mm).

52

from 1 2 hours to 8 It is no credit
to the politicians of Europe that
the fastest time between the
same two cities today nearly 90
years later is 1 1 hours 29 minutes

A striking feature in the
appearance of some Golsdorf

locomotives, including these

class "6" 4-4-0s, was the pipe
connecting the two domes.
Technically, this is not so re-
markable since in most steam

locomotives a mam steam pipe

runs forward from the point at
which steam is collected al-

though it is customary — except
in Russia and China — to have it

inside the boiler

Right: KKStB class "6" 4-4-0.
Note the external steam pipe con-
necting steam dome to throttle

Class 4-6-01-1 United States:
Lake Shore & Michigan Southern Railroad (LS&MSRR), 1900

Tractive effort: 3 8001b

Axle load:
Cylinders:

Driving wheels:

Heating surface:

Superheater:
Steam pressure: -XX)psi

Grate area: 00 US)
Fuel:
Water:

Adhesive weight:

Total weight:
Length overall: ft 3in

3 been described, the

•an Standard" 4-4-0

: most USA passenger

ns from the 1850s

Class D16sb 4-4-0 United States:
Pennsylvania Railroad (PRR), 1895

Tractive effort: 9001b

Axleload:
Cylinders:

Driving wheels: 68in

Heating surface: ^JOsqft

Superheater: 5mq: ft (23 2

)

Steam pressure: 75psi

Grate area: ;2sqft(3 1m 2 )
Fuel: •": 600US)
Water: 1,61

Adhesive weight: 3E

Total weight:

Length overall: 67ft Oin

end of the 19th century
.ania Railroad had

-ned a reputation for large

y built in own

terized

box, a rarity in North America Its
no ex-

in 1895.
26in

2 boilers, they were large

)

engines for their day, and their

appearance was the more im-

: x was
placed above the frames, making

tan was usual

•/nod-

speed,
: ad on

1

until the 1880s However, there the 1800s when the 4-6-0 ruled use of saturated steam, so chang-
came a time when loads b>
outstep the capacity the express passenger scene in [ the world of steam for ever In
motives with only two driven le paint was hardly dry on
the USA- About 16,000 examples
axles
into service there all told, these locomotives before the one of the ha;
The obvious development was
simply to add a third coupled most between 1880 and 1910 LS&MS ordered some 2-6-2s three sleeping cars, the
axle, and this is what was done
Some of the best features of the high-wheeled example ' reboxes over the complete with brass-raile' I
4-4-0 were retained in the 4-6-0 i platform The coml
such as the bogie or leading
truck to guide the locomotive, chosen to illustrate this famous : pony trucks However, (he equivalent of th>
but in other ways problems arose estgra ;
The ashpan was liable to get type was built by the Brooks the propensity of the flanges of
mixed up with the rear axle, for One factor in all this comfort
example, and the gap between Locomotive Works of Dunkirk, the wheels of the leading single- and luxury w
the leading driving wheels and New York State in 1900 for the
the cylinders, which on the 4-4-0 Lake Shore & Michigan Southern axle pony truck of the 2-6-2s to of these 80ft (24 3m) Pullman cars
made the motion so easy to'get :iough there were oi
at, became filled up Even so, ride up over the head of the rails
there was a period at the end of of them So soon enough it was
Railroad They were intended to at high speeds put these 4-6-0s necessary to increa
Left:
Central Railroad "1-1" class take charge of the prime varnish back in charge of the legendary led and

4-6-0 No.604 heads the trains of the Western part of the Twentieth Century Limited ser- locomotives with their 80-mch
"Twentieth Century Limited" mm) drivers did wonders
New York to Chicago main line vice running between New York
with what was then one of the
belonging to what was soon to and Chicago shortly after it was hardest schedules in the world

become the New York Central introduced on 15 June 1902.

Railroad The timing over the 960 miles

ng wrote of these great bi tween New York's

days in that evocative sho; I Grand Central Terminal and La
called "007" (coll<
Salle Street station in Chicago

t they was 20 hours, an average speed

were to be brii reboxes, of 48mph (77km ;

piston valves and superheaters eluded several stops for servicing

were shortly to replace narrow and changing locomotives and

fireboxes, slide valves and the much slow running in such places

City On this service one famous repair. This was a notable feat for were fitted, still witl /ork early in
Stephenson's valve gear,
driver was credited A total of 426 engines were World War II One I
an eight-mile built in five sub-classes of "D16" i i
.
( 164km, h) On another oi. en 1895 and 1910 Apart N
from the two driving wheel sizes, boiler was given a Scl
the same driver wo: their main dimensions wet i superheater, with the pressure preserved on the Strasbu;
heal as built With the introduction reduced slightly Most
lential spi of Atlantics and then Pacifies in rebuilds were the sn Road in its native state.
the new century, the "D16'"s wheeled engines, and these be-
hia to were displaced from the best came "D16sb" (see Below:
sions at the head of this article) In
Jersey City at an average of but the class was this form they settled d< -. D 16" class 4 -
1
[uality of the bra '23atStrasbui
new lease of life from 1914
design was well demon onwards when nearly half of 'ISA.
them were modernised in line
nne No.816,
with the later engines
guished itself by covi
Below: e superb quality of
300,000 miles (483,000k toration work done by

the middledr, RR: in the Strasburg Tourist RR is

three years and fi irD164-4-0.

Wlthoi •
:

Left: On the Strasbu
preserved Pennsylvania RR class

"Jo '1223 Co;

Class Ql 4-4-0 Great Britain:
North Eastern Railway (NER), 1896

Tractive effort: 16.9531b A racing locomotive 1 Not just a in perspective, the present night nected with the racing, was attri-
trains from Kings Cross take just buted to high speed, made the
(7.6901 fast-running locomotive that short of 10 hours for the 525
sometimes went very fast, but one competitors lose their taste for
Axle load: -12,0001b (19t). that was specially and uniquely miles (840km) On the whole in the fast running and accordingly
Cylinders: (2) 20 x 26m only two of the five (Nos 1869
(508 x 660mm) built for the competitive racing of 1895 the West Coast had |ust the and 1870) ordered were ever
Driving wheels: 9 1 Kin best of it and so their rivals were
public trains The intention was determined to obtain revenge completed They were known as
imm) to get a trainload of passengers
Heating surface: 1,2 16sq ft from London to Scotland before How seriously that matter was Qthe 1 class.
(113m 2 ) a rival one running on a compet-
Superheater: None ing line The East Coast and the taken is illustrated by the fact that Wilson Worsdell's approach
Steam pressure: 1 75psi West Coast companies had raced to the problem was to connect
each other day after day in 1888 the North Eastern Railway, other-
Grate area: 20 75sq ft ( 1 93m2 ) from London (Kings Cross and wise the staidest of companies quite conventional boiler, cylin-
Euston) to Edinburgh and night and which ran the racing trains ders and motion to very large
Fuel: il . 1.2001b (5t) after night in 1 895 from London over (mostly) straight and level driving wheels which at 7ft 7!4in
to Aberdeen Dunng the racing tracks from York to Edinburgh,
Water: 4.000 gall (4,800 US) the regular timing of about 12 ordered some specially-designed (2,315mm) were some of the
hours was reduced to 8hrs32min inside-cylinder 4-4-0s to be ready largest ever provided on a coup-
(18m 3 ) from Euston and 8hrs40min from led engine Huge wheels might
Kings Cross To put these figures for a resumption of hostilities in well have meant a very bizarre
Adhesive weight: 77,0001b (350 appearance but the proportions
1896 In the event, a derailment were worked out in such a way
Total weight: 206,0001b (93 5t) at Preston on the West Coast as 'to produce one of the most
route which, although not con-
Length overall: 56ft 3in

(17,145mm)

Right: North Eastern
Railway "Ql" class
4-4-0 built in 1896 for
the railway races.

CcimeibcICk 4-4-2CIcISS Atlantic City Railroad (ACR), If

Tractive effort: 22,9061b (across the river from Philadel-
(10,390kg) phia) to Atlantic City and there
Axle load: 40,0001b ( 18t). was intense competition from the
Cylinders: (4) see text.
Driving wheels: 84in mighty Pennsylvania Railroad
(2,134mm). which had direct access into the
Heating surface: l,835sq ft big city In July and August, for
(170m 2 ) example, it was noted that the
Superheater: none booked time of 50 minutes was
Steam pressure: 200psi kept or improved upon each day.
(14kg/cm2)
Grate area: 76sq ft (7m2). On one day the run is reported to
Water: 3,300 gall (4,000 US) have been made m 46M; minutes
(15m 3)
Adhesive weight: 79,0001b start-to-stop, an average speed
of 7 1 .6mph ( 1 1 5km/h). This cer-
(36t)
tainly implies steady running
Total weight: 218,0001b
speed of 90mph (145km/h) or
(99t) more, but reports of lOOmph

The unusual appearance of these (160km/h) (and more) speeds
strange-looking but path-finding with these trains should be re-
locomotives belied a capability garded as conjecture. The "Atlan-
well ahead of their time. The tic City Flier" was certainly the
Atlantic City Railroad (ACR) ran fastest scheduled train in the
them on fast trains which took world at that time.
people from the metropolis of
Philadelphia to resorts on the Apart from broad-gauge loco-

New Jersey coast It was a 55!^ motives, here is the first appear-
mile (90km) run from Camden ance amongst the locomotives in
this book of a feature which was

in the future to become an in-
tegral part of most steam pas-
senger express locomotives— the

56

beautiful designs ever to run on Atrains favourite turn was the

the rails of the world Unusually Newcastle-Sheffield express,
for the time, a large and comfort-
able cab with side windows and which had a remarkable sched-
clerestory roof was provided for
the comfort of their crews The uled start-to-stop timing of 43
slide valves were placed on top
of the cylinders and were driven minutes for the 44 \k miles (71km)

by rocking shafts and Stephenson from Darlington to York, at 61 .7

valve gear The usual NER West- mph (98km/h) the fastest in the

mghouse air brakes were fitted world at that time Speeds in
When it was apparent their excess of 80mph (128km/h)

exceptional services were not were needed to keep time
going to be needed, the two
In spite of being non-standard,
racers joined their normal-
both survived until 1930, long
Qwheeled sisters of Qass on
enough to become London &
normal top express passenger DNorth Eastern class 1 8 after the
work This continued until the
amalgamation of 1923, they kept
coming of Atlantics in 1903 dis-
placed them on the heaviest their original numbers although

the green livery and polished

metalwork had been replaced by

plain black long before

Left: North Eastern Railway
class "Q" 4-4-0. These engines

were similar to the racing "Ql"

class with normal-size wheels.

wide deep firebox, for which the Works, and his object was to improve visibility at the expense
4-4-2 wheel arrangement is wholly attain the advantages of com- of separating the two members
appropriate In this case it was of the crew. The Philadelphia &
adopted in order to allow anthra- pounding without its complexities Reading Railroad (later known
cite coal to be burnt satisfactorily,
but later it was realised that a In this case the high-pressure simply as the Reading RR) which
large grate was also an advantage cylinders, 13in bore by 26in
with bituminous coal and even stroke (330 x 660mm), were ACRtook over the at this time
mounted on top and the low-
with oil pressure ones 22in bore x 26in went on to build many "Camel-

Two other features of these stroke (559 x 660mm) below A backs" and the idea spread to

locomotives are fascinating but single set of valve gear and a other railroads in the area But
single connecting rod served it was a practice which never
to some extent freakish. As can both cylinders of each compound
be seen they had pairs of com- pair Alas, Vauclain compounds became widely used
pound cylinders on each side, soon went out of fashion, as so
driving through a common cross- often occurred, the work done by Strangely enough, the name
head The arrangement was
named after Samuel Vauclain the HP and by the LP cylinders "Atlantic", which even today refers
head of the Baldwin Locomotive
did not balance, and in the case the world over to the 4-4-2 type,
Left: Atlantic City Railroad of this arrangement it meant an
"Camelback" class 4-4-2 offset thrust on the crosshead did not originate with these re-
and consequent problems with
mlocomotive No. 1027, built markable machines Instead, it
maintenance. was first given to some rather
1896. Note the high- and The other oddity was the prosaic 4~4-2s (without wide fire-
low-pressure cylinders mounted
one above the other, the "Camelback" or "Mother Hub- boxes) built in 1893 for the
separate cab lor the driver bard" cab on top of the boiler for
(engineer) on top of the boiler the driver The fireman, of course, Atlantic Coast Line, a railroad
and the ornate decoration on the had to remain in the normal
sides of the tender position and for him a second which ran southwards towards
and very exiguous shelter was
also provided The object was to ACRFlorida Even if the 4-4-2s

did not give the type name to the

world, the mighty Pennsy took

note of the beating its competing
trains received at their hands and

adopted the principle involved

with results described later in

this narrative

57

Class 500 4-6-0 Italy:
Adriatic System (RA), 1900

Axle load: 32,50011

Cylinders, HP: • :ix25in

Cylinders, LP: .:) 23 x25in
50mm).

Driving wheels: 75^in
Imm)

Heating surface: l,793sqft

Superheater: fitted later
Steam pressure: 200psi

m2
)

Grate area: 32sq ft (3m 2 )

Fuel: 9,0001b (4t)
Water: 3,300 gall (4,000 US)
(15m 3 )
Adhesive weight: 98,0001b

Total weight: 22 1 ,0001b ney of Locomotion, the S&D's carried supplies of coal and Above: Italian "500" class
original locomotive, came first in water Almost all steam loco- back-to-front express engine.
(lOOt) front, while the driver and fireman motives built since then have
did their work at the other end of Giuseppe Zara, locomotive en-
Length overall: 79ft 2in followed this arrangement. gineer of the Italian Adriatic
(24,135mm) the boiler, that is, to the rear, Questioning what almost seems System (Rete Adnatica or RA), in
charge of the design office at
Even as early as 1825, at the time where the controls and firehole a natural law is a hard thing to do, Florence He decided that it
the Stockton & Darlington Rail- door were situated Behind them but there were some original
way was opened, the direction in again came the tender which
which a locomotive went and the minds who did so One was
position from which it was driven
had been established. The chim-

Class E3sd 4-4-2 United States:
Pennsylvania Railroad (PRR), 1901

Tractive effort: 27,4001b inevitable, and there were two
(12,400kg)
Axleload: 64,5001b attractive alternatives, the 4-6-0

(29.30. and the 4-4-2 or Atlantic. The
former could have a greater
Cylinders: (2) 22 x26in
(559 x 660mm). adhesive weight, but the grate
Driving wheels: 80in was restricted by the need to fit
(2,032mm) between the rear coupled wheels.
Heating surface: 2,04 lsq ft The Atlantic had more restricted
adhesive weight, but could have
Superheater: 412sq ft (38m 2 a very large grate. For the
)
Pennsylvania Railroad the Atlantic
Steam pressure: 205psi
was the obvious choice The
(14 4kg/cm2 ). road was already laying except-
ionally heavy rails, which could
Grate area: 55.5sq ft (5.2m2 ).
accept a very high axle load,
Fuel: 34,2001b ( 15 5t) whilst the locomotives had to be
able to burn coal of moderate
Water: 5,660gaU (6.800US)
quality in great quantities.
(25.7m3 ),
"In 1899 Altoona works pro-
Adhesive weight: 127,5001b duced its first two Atlantics, and
they exploited the wheel arrange-
Total weight: 363,5001b ment to the full, with an adhesive this engine the pattern was set Above: a Pennsylvania Railroad
weight of 1 1 ,6001b (46. 1 1) and a for the construction of 576 more class "E2" 4-4-2 at speed with a
(165t). grate area of 68sq ft (6.3m2 ), Atlantics, all having the same
more than twice that of the wheel diameter, boiler pressure New York-Chicago express.
Length overall: 71ft 6in and grate area.
(21,640mm). largest PRR 4-4-0 However, a tice, but the next two batches,
Although the basic dimen- totalling 96 engines, had the
In the 19th Century the standard third engine had a more modest more usual round-topped fire-
American passenger engine was grate of 55.5sq ft (5.2m2 ), and it sions were common to all the box Thereafter the Belpaire box
was this size which became reappeared, and was used on all
the 4-4-0, but towards the end of standard for all subsequent Atlan- engines, successive improve- subsequent engines. The two
the century the type was reaching tics, as well as for many other batches mentioned above differed
the limit of size which was engines of the same period With ments were made The three only in their cylinder diameter,
possible on eight wheels, and prototypes had Belpaire tops to
train loads were still increasing the fireboxes, in accordance with

A move to ten wheels was established Pennsylvania prac-

58

would be best to have the driver while the low-pressure pair were was the arrangement whereby a posite sides of the locomotive.
in front and to that end produced similarly arranged on the other. small opening of the regulator
a 4-6-0 with the boiler and cylin- Each pair was set at 90 degrees There was therefore some pros-
ders reversed on the frames to the pair on the other side, as in admitted live steam to the low-
Coal was earned in a bunker on pect of drivers actually bothering
one side of the firebox, which a normal locomotive A single pressure cylinders, essential for
itself was above the bogie rather to make this adjustment.
than between the driving wheels valve and valve chest each side, starting When the regulator was Whilst in France, tests were
The tender trailed behind the dnven by sets of outside Wal- opened a little further, the loco-
chimney and of course earned run with the prototype and 78
schaert's valve gear, controlled motive changed over auto-
water only the admission of steam into each matically to compound working mph (126km/h) was reached
The advantages claimed were, Deeley adopted this arrangement
pair of cylinders. A number of in his successful Midland com- with a 130-ton train Back at
first, that the lookout was excel- pounds, but Zara did not use it home these strange locomotivs,
lent, as good as that of any locomotives in Italy had this for his remaining 42 "cab- which had become Italian State
electnc or diesel locomotive today arrangement of compounding, Railways 670001 to 670 043
Second, the exhaust was dis- known as the Plancher system forward" locomotives, prefernng after the railways were national-
charged some distance behind after its inventor. One drawback an independently worked valve ised in 1905, successfully worked
the cab and this reduced the was that it was difficult to equalise express trains in the Po Valley for
smoke menace in tunnels, so far the work done between the high- instead One reason might have many years They finally ceased
as the crew were concerned been that it was desirable to work in the early 1940s Most
pressure and the low-pressure were later superheated, becoming
There were four compound cylinders The result was that a use this valve to equalise the class 67 1 when this was done
sideways swinging motion was work done between the highl-
cylinders with an unusual arrange- Below: This strange back-to-
ment The two high-pressure liable to occur. and low — pressure cylinders front steam locomotive was
cylinders were on one side, set at designed for the Italian
180 degrees to one another. The prototype was exhibited Normally this would be a pious Adriatic system at the turn
at a meeting of the International of the century, GuiseppeZara
Railway Congress held in Paris. hope, but in the case of a Plancher was the engineer responsible.

A detail that impressed R.M. compound it would coincide with
making the ride more comfort-
Deeley of the Midland Railway
able, since the high — and low —

pressure cylinders were on op-

class "E2" having 20.5in Pacifies at speeds above 40mph realised in 1905 when the Penn- to stop average of 75.5mph
(521mm) cylinders, and class (64km/h). Two more "E6"s were sylvania Special was accelerated (121.4 km/h) over the 64 1 miles
(103km) from Plymouth to Fort
"E3" 22m (559mm), the intention then built, but with superheaters, to an 18-hour schedule from Wayne and 75.3mph( 121 lkm/h)
being to use the "E3"s on heavier Jersey City to Chicago, giving an over 123 miles (198km) from
work All these engines had slide and this made the performance overall average speed of 50.2mph
even more impressive, and it was (80 lkm/h), with an average of Fort Wayne to Gary. On this
valves, but in the next series, 57.8mph (92.9km/h) over the
possible to increase the cylinder 189 miles (304km) from Jersey service they hauled five or six
starting in 1903, piston valves diameter to 23.5in (597mm), City to Harnsburg. It was on the steel coaches, weighing 300 to
were used, at first with Stephen- first westbound run to this 350 tonnes.
son's valve gear, but from 1906 After four years of intensive
development work, a production schedule that "E2" No 7002 was Over the years many of the
with Walschaert's batch of eighty "E6"s were built, credited with exceeding 1 20mph earlier Atlantics were modern-
By 1 9 1 3 a total of 493 engines (193 km/h), but the claim was ised with superheaters and piston
having a number of changes based on dubious evidence On valves, making them into modern
had been built, all having a boiler this service the "E2" and "E3"
with a maximum diameter of from the prototypes, including engines kept time with up to engines for light duties Five of
65 5in (1,664mm). By that time longer boiler tubes. These en- eight wooden coaches, totalling them survived until 1947, and
the Pacific was well established gines were built at great speed about 360 (short) tons, but with
on the railway, and it seemed that between February and August one of them, by now classified
the heyday of the Atlantic had 1914, that is, in the same year that the introduction of the heavier "E2sd", was preserved- It was
passed However, Axel Vogt, the the first of the famous "K4s" steel stock, double heading be- renumbered to 7002, thus pur-
Chief Mechanical Engineer, was Pacifies was built. These engines porting to be the engine of the
still averse to incurnng the ex- took over the principal express came common. 1905 record. The "E6s" engines
pense of six-coupled wheels if workings on all the less hilly The "E6s" engines were able survived well into the 1 950s, and
four would suffice, and in 1910 parts of the system, and during one of them, No 460, has been
he built a further Atlantic with to handle trains of 800-900 tons preserved This engine had
another type of boiler, having the World War I they achieved pro- achieved fame by hauling a
same grate area as the earlier on the New York-Philadelphia-
digious feats of haulage for two-coach special from Washing-
Atlantics, but a maximum dia- Washington trains, but it was on
four-coupled engines When lighter trains that they produced ton to New York carrying news
meter of 76.75in (1,949mm), large numbers of production their most spectacular perfor-
films of the return of the Atlantic
almost as large as the Pacifies, "K4s" Pacifies appeared after the mances. Their greatest distinct-
and with a combustion chamber war, the "E6s" engines settled ion was to haul the Detroit Arrow flyer Lindbergh The tram aver-
down to work on the less busy between Fort Wayne and aged 74mph ( 1 1 9km/h), the films
at the front. The new engine, Chicago, for in 1 933 this was the were developed en route and
classified "E6", developed a routes, mainly in New Jersey
higher power than the existing world's fastest tram, with a start shown in New York cinemas
The smaller Atlantic soon es-
tablished a reputation for high before those carried by air.
speed, but their full potential was
59

HamiltOnClaild ClaSS 4-4-0 Great Easte^Railway, 1900

Tractive effort: 17, 1001b A new century was not yet three residues instead of coal, these —piston instead of slide- valves
months old on the day when a were available from the com-
(7,757kg) pany's oil-gas plant Other equip- were gradually introduced on
really superb 4-4-0 locomotive, successive batches, culminating
Axle load: 4 1 ,0001b (18 50 ment very up to date for the day
Cylinders: (2) 19x26in named Claud Hamilton after the included an exhaust steam in the ten "Super-Claud"s of
(483 x 660mm) chairman of the company and injector and a blast-pipe with 1923. As these improvements
Driving wheels: 84in appropriately numbered 1900, variable orifice. Two sets of were introduced on new con-
struction, most earlier loco-
1mm) emerged from the Great Eastern Stephenson's valve-gear filled motives of the class were rebuilt
Heating surface: 1 ,631sq ft Railway's Stratford Works Al- such space as was left after two to conform The original "Claud's
(151m2 ) sets of main motion had been suffered several rebuildings and
Superheater: none though its inside-cylinder layout accommodated between the in due time most of them emerged
Steam pressure: 180psi as one or other of the last two
(12 7kg/cm 2 ) was typical of the century that frames. Before 1914, the livery of sub-classes of "Super Claud"
Grate area: 2 1 3sq ft (2m 2 ) had gone, the large cab with four polished metal and royal blue The latest of these varieties of
Fuel(oil):715gall(860US) big side windows and many was as magnificent as any applied rebuilding, done under the au-
(325m 3 ) other features were way ahead of to any steam locomotive any-
Water:3,450gall(4,150US) their time. Some of them, such as where at anytime. spices of the London & North

(16m 3 ) the power-operated reversing The "Claud Hamilton" class Eastern Railway, reverted to the
Adhesive weight: 82,0001b gear and water scoop, were still has a complicated history. Even- round-topped firebox of the orig-
waiting to be adopted generally tually 21 1 of these engines were
(37 5t) built between 1900 and 1923. inal No. 1900, while intermediate
Total weight: 2 1 3,0001b (97t) when the last steam locomotive Up-to-date features such as en- construction and re-construction
for Britain was built 60 years larged boilers, superheaters and
Length overall: 5 provided for a Belpaire firebox.
(16,276mm) later Even energy conservation
Using the LNER classification
was considered, because the
first "Claud"s burned waste oil

Below: The glorious royal 4-4-0s of the Great Eastern
blue, brass and copper Hallway of England was one
hveryofthe "Claud Hamilton" of the finest ever used.

GrOSSe C ClaSS 4-4-0 Pans^Lyons and Mediterranean Railway (PLM), If

Axle load: 38,6001b ( 17 5t). locomotive engineers. In the 1 9th
Cylinders, HP: (2) 1 3 4 x 24.4in century the most important fuel-
saving development was the in-
(340 x 620mm) troduction of compounding. In

Cylinders, LP: (2) 2 1 .3 x 24.4in a compound engine the steam
(540 x 620mm) passes through two sets of cylin-
ders in series. By this means a
Driving wheels: 78 7in
greater overall expansion ratio is
(2,000mm)
possible than in a "simple" en-
Heating surface: 2,040sq ft
gine, and more work is thus
(190m2 ) extracted from each cylinder-full
Superheater: None of steam. One of the problems
facing the designer of a com-
Steam pressure: 2 1 3psi pound locomotive was to even
out the stresses in the moving
(15kg/cm2) parts of the engine, it was gen-
erally agreed that the work done
Grate area: 26 7sq ft (2 5m2 in the high-pressure and in the
). low-pressure cylinders should
be as nearly equal as possible.
Fuel: 1 1,0001b (5t) The ratio of the work done in the
cylinders depended partly on
Water: 4,400gall (5,280 US)
the sizes of the cylinders, but also
(20m 3 ) on the "cut-off", that is, the point
Adhesive weight: 76,0001b in the piston stroke at which the

(34.4t) admission of steam is shut off. In

Total weight: 223,5001b a full-blooded compound the

(101.5t).

Length overall: 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



de Glehn Atlantic 4-4-2 France:

Axle load: -5m 2 )

Cylinders, HP

Cylinders. LP

Driving wheels:

Heating surface:

Superheater

Steam pressure:

Grate area:
Fuel:
Water:

Adhesive weight: 78,5001b

Total weight: • ; 5001b

Overall length: <: **_
'mm)
reversing gear, as well as inter- driving a compound could be Above: Northern Railway of
—ite of his name partly likened to moving up from strum- France de Glehn 4-4-2 No.
French and partly German — cepting valves, to control the ming a piano to conducting a 2. 674. Th ese to ur-cyhn der
whole orchestra 1 compounds were outstanding.
Alfred de Glehn was born an working. The locomotives could
Englishman, yet he rose to be Du Bousquet and de Glehn the trailing wheels gave an un-
Director of Engineering of the be set tc .. jrk in five modes as began their co-operation in con- usual look, but the 4-4-2 was
Societe Alsacienne de Construct- shown in table 1 nection with some very success- certainly a good-looking ex-
ions Mecaniques at Mulhouse in ful compound 4-4-0s produced ample of the locomotive builders'
the 1870s while still under 30 AIn the position of the inter- art and the engine was the first of
Together with Gaston du Bous- during the 1890s, but their a class of 32 built for the
quet of the Northern Railway of cepting valve, the exhaust from lasting place in the hall of fame Northern Railway
France he developed a system of
compounding for steam loco- the HP cylinders was delivered was assured when Northern The inside LP cylinders were
motives which stood the test of Railway Atlantic No 2 641 was in line with the front bogie wheels
time In France a majority of to the receiver and steam chest of exhibited at the Pans Exhibition and drove the leading coupled
twentieth-century express pas- of 1900 Outside bearings on the
senger locomotives were de the LP cylinders A safety valve leading bogie and inside ones on
Glehn compounds
set to blow off at 851b/sq in (6kg/ Table 1
One major factor in its success
was the fact that French loco- cm 2 in this vessel limited the
)
motive dnvers were not promoted
from firemen but instead were pressure applied on the LP side.
trained as mechanics. In fact, the
actual word used was mechani- In the B position, this con-

cian. This meant that the man in nection was closed and the HP
charge on the footplate could be
expected to know the reasons exhaust sent direct to the blast
for the complexities of a com-
pound's controls and act ac- pipe Settings IV and V were

cordingly to get the best results. used only to move the engine
The de Glehn system was
under light load, or in an emerg-
certainly complicated from the
ency if some problem developed
—driver's point of view there
in the LP or HP engines respec-
were two throttles and two sets of
tively Setting III could boost the

pressure on the LP side up to the

851b/sq in (6kg/cm 2 ) to which
the receiver safety valve was set.

Of course in addition to choo-

sing the correct setting, it was

necessary to select the correct

combination of cut-offs by adjus-

ting the two independent revers-

ing gears With all these alter-
natives to think of, the move from

running a simple engine to

Table III
Country

CI ASS Q 4-©-2 N™ Zealand Government Railways (NZGR), 1901

Tractive effort: 19.5401b steam And it was not one of the
great railway nations which was
(8,863kg)
responsible for conceiving the
Axle load: 23,5001b ( 10 5t) idea (and to whose order it was
Cylinders: (2) 16x22in
(406 x 559mm) AWbuilt) but tiny New Zealand.
Driving wheels: 49in
Beattie, Chief Mechanical Engin-
(1,245mm) eer of the Government Railways,
wanted a locomotive with a big
Heating surface: 1 ,673sq ft firebox capable of burning poor
quality lignite coal from South
(155m 2 ) Island mines at Otago
Superheater: None
American manufacturer Bald-
Steam pressure: 200psi win suggested a "camelback"
4-6-0 with a wide firebox above
(14kg/cm 2 ) the rear coupled wheels, but the

Grate area: 40sq ft (3 72m2 ) New Zealander proposed a 4-6-0

Fuel: 1 1,0001b (5t) with the big firebox earned by a
two-wheel pony truck, making a
Water: 1 ,700 gall (2,000 US) 4-6-2 The 13 engines were
quickly completed and de-
7m(7 3
spatched across the Pacific
)
Ocean, and in this way a name
Adhesive weight: 69,5001b was given to thousands of loco-
motives yet to be built In due
(31 5t) time the word "Pacific" entered

Total weight: 165,0001b (75t) that dialect of the English
Length overall: 55ft 4)^in
(16,872mm) language used for describing

The year 1901 was marked by railways. Below: NZGR class "Q"-she Above: Class "Q" No.343on

the construction of the first of a was the world's first class of the southernmost passenger

famous type— arguably the most Pacific locomotive when built mrailway the world between

famous type — of express passen- m USA m 1901. lnvercargill and Bluff, Southland.

ger locomotive, which was to go
on being built until the end of

F1S 4"6"2wlcISS Chesapeake & Ohio Railway (C&O), 1902

Tractive effort: 32,4001b The Chesapeake & Ohio Railroad

(14,696kg). (C&O) can trace its corporate

Axle load: 52,5001b (24t) history back to 1785 when the
Cylinders: (2) 23!£ x 28in James River Company received
(597 x711mm).
Driving wheels: 72in a charter. The first President was
(1,829mm)
Heating surface: 2,938sq ft George Washington in person!
(273m2 )
Superheater: None Railroad operations did not begin
Steam pressure: 180psi
(12 7kg/cm2 ). until 1836 when the Louisa Rail-
Grate area: 47sq ft (4.4m2).
Fuel: 30,0001b road in Virginia was opened.

(13.5t) Only a few weeks after the

Water: 7,500 gall (9,000 US) RRMissouri Pacific got the first
(34m3 )
Adhesive weight: 1 57,0001b of their 4-6-2s, this historic com-

(71 5t) pany took delivery from the
Total weight: 408,0001b
American Locomotive Company
(185t)
of the prototype of their famous
Length overall: 74ft Oin
"F15" class Pacifies. This time
(22,555mm).
there was no ambiguity— the

standard North American ex-

press passenger locomotive of

the twentieth century had finally

C&Oarrived. This path-finding

No. 147 was also fitted with piston

valves, but it still had Stephenson's

54

A feature which was also to of engine came closer than ever
before to the final form of the
appear on most of the world's steam locomotive. Only two fun-
damental improvements were still
steam locomotives built after this
time was the type of valve gear —to be applied generally inside-
used on these engines Of 105
locomotives yet to be descnbed admission piston valves in place
of outside, and superheating
in this book, 86 have Walschaert's
valve gear. The invention was not After some minor modification
the "Q" class gave long and
new — a Belgian engineer called faithful service, the last of them
not ceasing work until 1957.
Egide Walschaert had devised it Dunng their pnme, in addition to
back in 1844 and a German working the principal trains on
called Heusinger had reinvented the South Island main line, some
came to the North Island for use
—it since but this application on the Rotorua Express, running
between Auckland and the
marked its entry into general use famous hot springs of the same
outside continental Europe. The name
gear gave good steam distribu-
tion, but the main advantage lay Right: The splendid New

in its simplicity, as well as in the Zealand Government class "Q"
fact that it could conveniently be 4-6-2 No. 343 as running in
1956 when neanng the end of
fitted outside the frames in the more than 50 years service to
this 3ft 6m gauge railway
position most accessible for main-
tenance In this case the gear was system which had adopted US
arranged to work outside-
admission piston valves, which practice fonts locomotives.
piston valves themselves were in

the forefront of steam technology

at the beginning of the century
It should be said that this class

link valve motion between the were routes whose weak bridges of 1914 these increases were 45
per cent and 7 1 per cent respect-
frames Naturally no superheater, meant that these comparatively ively, in each case for a penalty of
light engines continued being a 27 per cent increase in axle
but her size and power set a new load After World War I, classes
used on pnme trains nearly to the "F18" and "F19" appeared, no-
standard A further 26 followed end. Dunng the 1920s all the table for 18,000 gallon 12- wheel
tenders These 6 1 4-6-2s handled
during the years 1903-1 1 Most "F 1 5" locomotives were modern- all C&O's express passenger
ised with Walschaert's valve gear, assignments until the coming of
C&Osurvived until the turned to
superheaters, larger tenders, dif- 4-6-4sm 1941.
diesels in the early 1950s and, in It will be noted that these
ferent cabs, mechanical stokers,
a country that was not then given 4-6-2s showed something else.
new cylinders and, in some cases, Dunng the age of steam no
to hanging on to old machinery, even new frames; in fact, just in major system outside North
the manner of the legendary America ever had track strong
that said a great deal for the Irishman's hammer— "a hundred enough to carry an axle load
years old, only two new heads greater than 22^ tons, so these
qualities of the "F15" class. Of and three new handles" locomotives were as good an
indicator as any that the USA,
course, as the years went by, In addition to setting the style having come up from well behind,
was now starting to go far into
top-line express work was passed for nearly 7,000 USA 4-6-2s to the lead in industnal might

on to their successors, yet there follow, the "F15" founded a
dynasty on their own road The
Left: A latter-day Chesapeake &
"F16"4-6-2sof 191 3 represented
Ohio 4-6-2 of class "F16",
a 34 per cent increase in tractive
introduced m 1937 and built by effort and a 28 per cent increase
of grate area, while for the "F17"
Baldwins of Philadelphia. Note

C&Othat special trademark, the

mounting of two duplex air

pumps on the front of the

smokebox of No. 174.

65

1

Large Atlantic Class 4-4-2 Great Britain:
Great Northern Railway (GNR), 1902

Tractive efiort: 173401b

kg)

Axle load :45, 0001b (20.50
Cylinders: \2) 20 x 24in
(508 x610mm)
Driving wheels: 80in

:nm)
Heating surface: 1 ,965sq ft

(182 5m 2 )

Superheater: 568sq ft

(52 8m 2 )
Steam pressure: 170psi

(12 0kq
Grate area: 3 1 sq ft (2.88m 2 )

Fuel:

Water: 3.500 gall (4,200 US).

Adhesive weight: 90,0001b

Total weight: 252,5001b pilots at places like Peterborough, the romance of the railway, their three experimental four-cylinder
Grantham and Doncaster, dem- owners liked them too— at an compounds, but none of them
(1150 onstrating on various occasions original price of £3,400 each prospered against the standard
Length overall: 57fl that in favourable circumstances they could hardly be described version All the 4-4-2s except one
(17,634mm) as a bad investment. Their crews
with a crew willing to 'have a go' also liked the ease with which of the compounds were built at
These famous engines introduced they could be driven and fired, the company's own Doncaster
the big boiler with wide firebox they could keep "Pacific" timings even if the exiguous cabs gave Plant, to the design of Henry
to Britain, 94 were built between little shelter from the elements
1902 and 1910 Until the arrival with the streamliners as well as Ivatt
of 4-6-2s in 1921, they ruled the Like most of the world's great-
Great Northern Railway's portion 17-coach expresses. est steam locomotives they were One starkly simple feature,
The coming of the "Green starkly simple, but yet up-to-date
of the East Coast mam line from Cylinders were outside, valves wholly unusual in the twentieth
Arrow" class 2-6-2s which could and valve gear (Stephenson's) century for an express passenger
London to Scotland, that is, be- inside. The first 81 came out locomotive, was the lever or
tween Kings Cross and York stand in on any mam line train unsuperheated, with balanced Johnson bar reverse, this was
Even after this, the light formation slide valves The last ten, built in more usually applied to shunting
and, in addition, the war-time 1910, had piston- valves and locomotives which ran slowly
of the de-luxe all-Pullman ex- lack of light fast trains, was the superheaters. In time all were but needed to change direction
presses introduced in the 1 920s end for the 4-4-2s The first one fitted with the latter and most frequently It was difficult to alter
was just right for these Atlantics. were converted from slide to the cut-off at speed with the
(GN No. 1459, LNER No 4459) piston valve. There were also lever— the combined strength of
By the mid- 1930s, new stream- both dnver and fireman were
lined Pacifies made the older ceased work in 1943 and the last needed sometimes There was
certainly no chance of making
4-6-2s available for the Pullmans, (GN No 294, LNER Nos.3294
but the thirty year old warriors
and 2822, British Railways No.
found a new and skittish lease of 62822) in November 1950. She
life on the famous high speed reached 75mph (121km/h) on
light-weight "Beer Trains"
between Kings Cross and Cam- her last run To the British public
bridge They also stood by as of 70 years ago they epitomised

Midland Compound 4-4-0 Great Britain:
Midland Railway (MR), 1902

Axle load: 44,5001b ful application of the compound sets of Stephenson's valve gear
principle in Britain, and when the
(2050 Midland Railway was amalga- as well as the inside cylinder's
Cylinders, HP: 1 1 ) 19 x 26m mated with others in 1923 to
(483 x 660mm) form the London Midland & motion When the throttle was in

Cylinders, LP: (2) 2 1 x 26in Scottish Railway, the "Midland the partly open position, live
(533 x 660mm) steam was admitted to the low-
Compound" was chosen (]ust a pressure cylinders, resulting in
Driving wheels: 84in "simple" working. This was
little surprisingly) as the standard necessary for starting At full
(2,134mm) throttle, the port which allowed
express locomotive for the new
Heating surface: 1 ,3 17sq ft this "simple" operation closed
organisation Eventually 240 of and proper "compound" working
(122 5m2 them were built. Their numbers ensued
) ran from 900 to 939 and 1000 to
This resulted in an anomaly
Superheater: 272 sq ft 1 199 in MR and LMS days and that confused many drivers from
non-Midland depots to which the
(25 3m 2 ) most survived to become British
Railways' Nos 40900 to 4 1 199 engines were allocated in LMS
Steam pressure: 200psi —days that is that more steam
The LMS examples had wheels was used when the throttle was
(14 1kg partly closed than when it was
3in (76mm) less in diameter. The
Grate area: 28 4sq ft last of them ceased work in 1 96 fully open Even so, the long-lived
"Midland Compound" loco-
(2 63m 2 only seven years before the "final" motives were considered to be
) reliable and useful machines For
finish of steam on BR Midland
Fuel: 12,5001b (5.75t). the fast, frequent but short trains
No. 1000 has been preserved in of their parent Midland Railway,
Water: 3,500 gall (4,200 US) working order at the York Nat- the "Crimson Ramblers" were
ional Railway Museum Most were found to be adequate and
(16m 3 ) built at the Midland's Derby economical
Adhesive weight: 89,0001b Works but a number of orders
went to outside manufacturers in Right: "Midland Compound"
(40 50 No. 1000 piloting enthusiasts'
early LMS days.
Total weight: 234,0001b ( 1060 Unlike the Webb compounds, special at Settle Junction,
Length overall: 56ft 7!^in
these locomotives had a single Yorkshire, in May 1950. The
(17,260mm). high-pressure cylinder and two second locomotive is LNER
low-pressure ones. The high- No. 4771 Green Arrow
The "Midland Compound" loco- pressure cylinder was between
motives have a place in any the frames and the two low-
locomotive hall of fame S W.
pressure ones were outside Also
Johnson introduced them in 1902, between the frames were three
later they were developed by his

Msuccessor R Deeley, substan-

tially rebuilt (in which form they

are portrayed) by Henry (later Sir

Henry) Fowler in 1914. They
were the only long-term success-

hr
;

11

City Class 4-4-0

Great Britain:
Great Western Railway (GWR), 1903

Tractive effort: 17,7901b minton" and "Atbara" classes.

(8,070kg) They represented something of

Axle load: 41,0001b (18 50 GWRstop-gap, while the old

Cylinders: (2) 18 x 26in was making a huge and sudden

(457 x 660mm) leap forward from a locomotive

Driving wheels: 80)^in fleet that was old-fashioned for

(2,045mm) the nineteenth century to one that

Heating surface: 1 ,35 Isq ft was far ahead of its time for the

(126m2 ) twentieth. In the meantime this

mSuperheater: 2 6sq ft (20. 1 2 series of locomotives, with inside-

)

Steam pressure: 200psi cylinders and outside-cranks, as

(14. lkg/ cm 2 ) well as both outside- and mside-

Grate area: 20 56sq ft frames, but with up-to-date

(191m2 ). boilers, was turned out

Fuel: 1 1,0001b (5t). The mechanical layout, super-

Water: 3,000 gall (3,600 US). ficially at least, was very close to

6m(13 3 that very earliest 4-4-0 of all,
)

Adhesive weight: 81,0001b Campbell's 4-4-0 of 1837 for the

Total weight: 207,0001b Philadelphia & Norristown Rail-
road in the USA. Few others,
(94t).
least of all those in the inventor's
Length overall: 56ft 2)4in
Above left: "Large Atlantic" LNER No.2800) has survived to (17,126mm). native land had built any similar
No. 4458 at the head of a Pullman
Express in pre- World War I! days. find an honoured place in the locomotives, but many had been

National Railway Museum at constructed in the last decade of

York. Whilst stored in the paint The Great Western "City" class GWRthe century for the There
4-4-0s owe their fame to an
Above: "Large Atlantic" No.25 shop at Doncaster waiting for a occasion in May 1905 when a were 60 "Duke" class, 1 56 "Bull-
special mail train from Plymouth
as restored to the original Great vacancy, it was taken out and in to Paddington descended the dog" class, 20 "Flower" class,
company with preserved "small" winding alignment of the Welling-
Northern Railway hvery. This and 40 "Stella" class in addition
ton incline, just west of Taunton,
mlocomotive is preserved the Atlantic Henry Oakley, was set to at a very high speed That famous to "City" and conversions men-
train-timer and journalist Charles
National Railway Museum. run a special tram from Kings Rous-Marten, had been invited tioned The outside-framed 4-4-0

Cross to Doncaster to celebrate and he recorded 102 3mph ( 164 was very much a trademark of

the fine adjustments en route GNthe centenary of the loco km/h) then a world record for GWRthe turn of the century
steam in respect of an authenti-
which were behind the lower works The use of these two cally and independently recorded passenger locomotive fleet.

coal consumption of certain con- locomotives on this "Plant Cen- occasion In consequence of being stop-

temporary types. But coal was a tenarian" special tram of 20 Sep- A careful analysis of the timings gaps, the "City" class had only a

cheap part of the cost equation tember 1953 was important as it at successive quarter-mile posts short reign on top express work,
has since suggested that Rous-
GNand if the the Atlantics did maintained the precedent so far but even apart from the record
Marten mistook some other object
burn a bit more, their overall as British Railways is concerned, for one of them and that the had a reputation for fast running.
actual speed was a little less
economics were quite beyond for the running of museum pieces Even so, the incident led to the The last of them ceased work in
preservation of its heroine No
suspicion for entertainment purposes The 3717 City of Truro. The series 1931, although City of Truro
was numbered originally from
The first of the Ivatt large veterans did the 1 56 mile (250km) 3433 to 3442 then renumbered went back into traffic for a short
3710-3719. time after World War II so that it
Atlantics, GN No 251, LNER run in a respectable 192 minutes
There were only ten "City"
No-3251 (later renumbered as running time would be available for enthusi-
GWRclass proper, all built at the
masts' specials She now resides
works at Swindon, but a further
27 were created by rebuilding the Great Western Museum at
locomotives of the related "Bad-
Swindon

Below: Great Western No.3717

City of Truro as preserved, on a

tram near Hullavmgton, Wiltshire.

This locomotive held the world

speed record of 1 02. 3mph
( 164km/h) for many years and is

now preserved m the Great

Western Railway Museum at

Swindon, Wilts, England.

Saint Class 4-6-0 Great Britain: (GWR), 1902

Tractive effort: 24,3951b

(11.066kg)

Axle load: 11, 5001b (190.
Cylinders: (2) 18^x30in
(470 x 762mm)
Driving wheels: 80^in
(2,045mm)
Heating surface: 1 ,84 1 sq ft
(171m 2)

Superheater: 263sq ft (24 4m2 )
Steam pressure: 225psi
(15 8kg/ cm 2 )
Grate area: 27 lsq ft (2 52m2).

Fuel: 13,5001b (60
Water: 3,500 gall (4,200 US).
(16m 3 )
Adhesive weight: 125,0001b

(560
Total weight: 25 1 ,0001b

(1140
Length overall: 63ft OWin
(19.209mm)

When, shortly before the turn of light of day. By the standards of a compromise between USA Above: "Saint" class No. 2937
the century, a not-so-young man the locomotive aesthetics of the Clevedon Court. The "Courts"
called George Jackson Church- penod it was one of the strangest and British practice. Plate frames were the last batch of the
ward found himself heir apparent looking locomotives of all, though
to those few who knew about the were used for the main portion in m"Saints" built 1911.
to William Dean, Chief Loco- design and appearance of the
motive Engineer of the Great typical North American Ten- which the driving wheels were was a point about the locomotive
Western Railway, he (Church- wheeler, No. 100 was totally fam-
ward) had already decided that iliar, despite being disguised by held, but the cylinders were in in service, then the running super-
there would have to be very ornate Victorian brass and paint
great changes when he took over work. This reflected Church- true Yankee style, each together intendent would come over Per-
Corridor trains and dining cars, ward's friendship with A.W. haps Churchward would ask
Gibbs, Master Mechanic (Lines with one half of the smokebox what others did about the prob-
as well as the demand for faster East) of the Pennsylvania Rail- lem, in which case the Record
schedules meant a whole new road saddle, the front of the locomotive Office would quickly produce a
express passenger locomotive book or periodical tabbed to
fleet, for even by nineteenth cen- The layout of the American being earned on a short length of indicate the relevant page The
Ten-wheeler prototype was fol- result was that before long the
tury standards the then current lowed exactly Both cylinders bar frame. The domeless boiler
and valve chests were mounted GWR possessed a locomotive
GWR locomotives were both outside the frames in the most had less of the USA and more of
fleet that in many ways had few
heterogenous and unsatisfactory accessible possible position, the Churchward than the engine rivals the world over.
Whilst Churchward was number Stephenson's valve gear inside
two under an ageing chief at the the frames drove the mside- part about it (but very little prev- It was a far cry from the ways
Swindon Factory, he was able to adrmssion valves via transverse of some of the autocratic, self-
test his ideas by causing to be GWRious practice), however, important and "know-all" charac-
built a number of very strange shafts and pendulum cranks ters who occupied the chief's
designs indeed. Because so many With some refinement the ar- some time was to elapse before chair on a number of other
peculiar oddments already exis- rangement was used by Church- Bnhsh lines in those days Church-
ted—such as 4-4-0s converted ward and his successors on the design of this component ward did it all, not by cleverness,
from standard gauge 0-4-4s(!), some 2,000 locomotives. The but simply by listening to others
themselves converted from the frame arrangement for Church- became fully developed and then applying that rarest of
broad gauge on its abolition ward's standard locomotives was qualities, common sense Church-
in 1892 -they attracted little At this time Churchward was ward took some time to make up
his mind whether to have as his
attention. about to take full charge, not only best express power the 77 two-

But 1 902 was the year when a (as on most British railways) of
big outside-cylinder 4-6-0 No 1 00
(later 2900), tactfully named Dean the building and repairing of
(later William Dean), saw the
locomotives, but also of their

running He would sit round a

drawing board together with its

incumbent, the incumbent's boss

and the Chief Draughtsman and

they would discuss the job in

question. If doubts arose over

manufacture, an expert from the

works — the foundry foreman,
—maybe would be sent for. If it

cylinder "Saint" class 4-6-Os, de- Schmidt pattern and all had been Above: Going and coming. Two ted impurities deposited as the
views of "Saints" at work. The
rived from William Dean, or given superheaters (now of Swin- upper photograph shows that water gathered heat. There, now
they were far from neglected fairly hot, the feed water mixed
whether the four-cylinder con- don design) by 1912.
meven British Rail days. with that already in the boiler
temporary "Star" class 4-6-0s of In the 20 genuine Saints which
similar speed and power, of As these views show, most of without detriment
which there were 60 before followed in 1907, the austere the "Saints' were altered to have In due time the whole "Sajrit"
Churchward retired in 1921, the curved foot-plating of the
staight lines of the running boards class (except the prototype) was
would be the better He finally later batches of these brought up to the standards of
decided on the latter and it does were mitigated by providing the path-finding locomotives. the last ones to be built In
seem to this writer at least that building these latter. Churchward
this is one of the very few times curved drop-ends so much a 330 "Hall" 4-6-0s, 80 "Grange" finally decided on the two-
when the judgment of one of our GWRcharacteristic of most 4-6-0s and 150 "28XX" 2-8-0s. cylinder versus the four-cylinder
loco- question because at the last min-
greatest locomotive engineers Amongst the No 1 boiler fea- ute he cancelled the final five
could be seen to be at fault motives built since that time
tures were measures to avoid the Courts, yet continued to build
The jump from the first-line Finally in 191 1 came 25 Courts, damage to boiler plates etc.
express power of 1 892, the grace- caused by delivering relatively four-cylinder "Star" locomotives.
ful 4-2-2 "Dean Single" to William all superheated from the outset cold feed water straight into the
Dean of 1 902 involved the follow- hot boiler water, as was normal GWRFurther development of the
ing increases in the various mea- and with further improvements before his day. By placing the
non-return feed valves (clack express passenger locomotive
—sures of power; tractive effort Cylinder diameter was increased valve is the technical term) on top was all based on the "Star"
of the boiler and directing the layout, yet the "Saint" was a
20 per cent, cylinder stroke— 25 by !^in and, more obviously, the delivery forward, the feed water remarkable engine and able to
per cent (the bore was the same flowed to the front of the barrel match anything in the way of
heating surface— 35 per cent, very characteristic "top-feed" fit- via a senes of trays which collec- performance which its complex
steam pressure— 12 per cent;
tings either side of the safety four-cylinder sisters could
grate area — 30 per cent, adhesive produce
weight — 204 per cent. In addition valves on the domeless boiler
In 1925 No 2925 Samt Martin
to these shocks, there was that were added These came to be was fitted with 72in (1,828mm)
GWRvery much a
arising from the full side nudity of trademark. diameter wheels in place of 80H:in
exposing wheels, cylinders and (2,045mm) Tractive effort was
Churchwards boilers were his increased in proportion and
motion
Although the locomotives came greatest triumph and the best maximum speed was very little
among them was this No 1 , which affected. In this form and de-
to be known as the "Saint" class, was not only fitted to the 77
32 had been built before the first scribed as the "Hall" class, a
Saint name appeared, No.2911 further 330 "Saint"s were built,
Saint Agatha in 1907 Following most of which went on until
on William Dean, in 1903 there
came a second prototype (No 98, dieselisation.
later 2998 Ernest Cunard) and
then in the same year another A particularly pleasing feature
(No 71 1 , later 297 1 , Albion). No.
171 was turned out temporarily was the exceptional precision
as a 4-4-2 in order to make direct with which all these later engines
comparison with a French de were built and repaired This was
Glerin compound 4-4-2 No. 102 the main contribution of Church-
La France, which had been im- ward's successors, who saw to it
ported as an experiment The
first production batch of 19 (Nos —that Swindon had the kit the

1 72- 1 90, later 2972-90) appeared Zeiss optical setting out apparatus
in 1905, and some of these also
had a short period as 4-4-2s, they was one item — to achieve dimen-
were named after characters in
sional accuracy higher than was
Sir Walter Scott's Waverley novels. normal practice elsewhere The

In May 1906 Nos 2901-10 were story that British Railways' stan-
built, later named after Ladies.
No 2901 well named Lady dards of fits and tolerances for a
Superior was the first British locomotive when it was new
locomotive to have a modern corresponded to Swindon's stan-
dards when they considered it
superheater, in this case of the was worn out, was not entirely
apochryphal
Saints but also to 74 "Star"
No.2920 Samt David was the
4-6-0s, the 3 "Frenchmen" 4-4-2s, final sunvior of the Saints proper
when withdrawn in 1953

Below: No.2902 Lady of the
Lake as depicted here retains

the straight foot-plating of the

original members of the class.

69

PClass 4-4-2 Denmark: iys(DSB), 1907

Axle load: The
Cylinders.HP second batch was designated

Cylinders, LP: ind had larger cylinders

Driving wheels: 360
x 640mm) and higher

pressure (2131b/sq in —

Heating surface: i-yhnder com-

;essure

:

Superheater: None .wide the frames and
Steam pressure: 785psi
with a valve spindle

serving both high and low pres-

Grate area: 0m 2 ) sure valves on each side Heu-
Fuel:
Water 5,550 US) singer's (Walschaert's) valve-gear

was used, but out of sight inside

the frames instead of in the usual

Adhesive weight: 80.0001b position outside All cylinders

drove on the rear coupled axle,

Total weight: ( the inside ones were raised and
their axis sloped downv

Length overall: towards the rear so that the
inside connecting rods would

lid be argued that flat clear the leading coupled axle
ark was uninteresting loco-
Maximum permitted speed was
motive country Nevertheless,
Danish steam engines were both 62mph(100k-

distinctive and handsome— and Visually the Danish 4-4-2s were
none more so than the "P" class very striking, the chimney was

Atlantics, introduced in 1907 adorned with the Danish national Above and below: Danish
Nineteen came from the Hanno-
colours — red, yellow, red — and State Railways class "P"
versche Maschinenbau AG of 4-4-2. These striking
there were such details as that machines were the mainstay
Hanover, Germany (Hanomag) of Danish passenger
and in 1910 a further 14 from near-complete circle described services from 19 1 to 1935.

by the injector pipe on the side of

the boiler before homing on to

the clack valve

Class 640 2-6-0 Italy:
State Railways (FS) 1907

Tractive effort: 1,8101b the Italian State Railways included 15 rebuilt from class have four wheel bogies, yet a
"630" two-cylinder compounds
Axle load: was formed m 1905, one of the Class "630" was originally in- 2-6-0, say, has a higher proportion
Cylinders:
isks undertaken by the tended as the standard class, but of adhesive weight in relation to
the advent of superheating meant
Chief Mechanical Engineer of that they were superseded by the total weight, an important advan-
the new organisation, Guiseppe "640" almost as soon as they
came into service tage in a mountainous country

Driving wheels: Zara, was the design of a stan- It was fairly original to choose such as Italy However, Zara had
the 2-6-0 or Mogul wheel arrange-
dard range of locomotives He ment at all for express passenger a card up his sleeve — his Zara
work — but combine it with large
Heating surface: l,163sqft was a man of both ability and an wheels, inside cylinders and out- truck, called in Italy the Italian
side steam chests and valve gear
original turn of mind — certainly and you really have something bogie The lead::
that is worth a detour to see |

Superheater: 361sq ft (33 5m 2 his smaller express passenger The reason why 2-6-0s have wheels are allowed about sin
)
not often hauled the world's
Steam pressure: . 71psi locomotive w musual great trains is that the two-wheel 20mm) of side-play in their
leading pony trucks have been
suspect for a fast running loco- 1
motive Most express engines
and interesting feat axle-boxes, spherical ]ournals

Grate area: 26sq ft (2 42m 2 ) if that some are still in use and bushes are provided on the

Fuel: 1 3,3001b (6t) irs after the first one took crank pins and coupling rods so
Water: 3 300gall (3.940US)
that the coupling of the wheels
The class "640" 2-6-0 appeared will still work properly when the

Adhesive weight: ' in 1907 and the first batch was wheels are not in line The leading

built by Schwartzkopff of Berlin pony wheels are mounted in a

Total weight: 197,9701b Prodi: til 1930 truck which also carries the
leading axle, in such a way that
and 188 in all were built The

Overall length: majority were constructed by both the pony wheels and the

Italian buildi class also leading driving wheels play a
i

Denmark was a pioneer in the Above: w: of a
.
adoption of diesel-electnc traction
and the first diesel-electnc ex- diesel power came to fruition in Danish State Railways' class
press trains went into service as
long ago as 1935 They were the end, but a little before this "P" 4-4-2, showing the clean
time the last 4-4-2 was withdrawn
known as the "Lyntog" Lightning lines before air brakes.
trains and, whilst there was no This was No 912 in 1968 Den-
threat to steam haulage of heavy mark is full of steam-lovers and —and 93 1 the latter is displayed
expresses, the Atlantics found in the museum at Odense) and
that their duties on fast light their enthusiasm is recognised
trains were affected For this by the preservation of two of one (No908) as rebuilt into a
reason between 1943 and 1955
a number were converted to superb 4-4-2s (Nos917 Pacific.

rather close-coupled 4-6-2s at

DSB's Copenhagen shops The
boiler was lengthened by adding
an additional ring, while the
original wide firebox was re-
placed by a narrow one the same
size as that belonging to the class
"R" 4-6-0s The original cylinders
and motion were retained but
new wheels of lesser diameter
(68m— 1,727mm) were provided
The new engines were redesig-
nated class "PR"

The forty-year long process of

part in guiding the loo >i
round a curve The device has
been very successful and 2-6-0s
and 2-6-2s have dominate* I
express passenger operati
Italy ever since

Main line electrification I

in Italy before No 640 (X

the rails, so it is not surprising

that no further new designs for

express passeng*
peared after 1928
cation was also a factor in the sur-

—vival of engines like the "640"

obsolescence would have over-
taken them long before if tl
engines built had been stea i

Left: Italian State Railways'
class "640" 2-6-0 No.640.004
at Allessandna Locomotive

Depot in June 1972.

DESA 4-6-0ClaSS indifn Railways, 1905

Tractive effort: 22,5901b by the British locomotive manu- to be still in use 75 years after the Above: Indian Railways BESA
facturers. At a time when there designs were conceived. The 4-6-0 No.24256 now allocated to
(10,250kg) was an explosion of demand for "Heavy Passenger" 4-6-0s were the Eastern Region, was built by
steam locomotives, they found it still being supplied in 1950, well
Axle load: .'9.5001b (18t). difficult to cope efficiently with after independence, while the the Vulcan Foundry in 1949.
Cylinders: (2) 20^ x 26in
(521x660mm) orders for small batches of similar 4-4-0s operate still in Pakistan it was still possible to specify
Driving wheels: 74in locomotives which differed only State-owned railways such as alternatives in the way of acces-
(1,880mm) sories, even if one had to accept
Heating surface: l,476sq ft —in minor detail the North Western obeyed with- the fundamental features of the
(137m 2) out question, but some of the design
Superheater: 352sq ft (32 7m 2 ) For the broad (5ft 6in others were slower to abrogate
Steam pressure: 1801b/ sq in 1676mm) gauge there was a their independence in such a Below: 4-6-0 No.24328 of the
"Standard Passenger" 4-4-0, a sensitive matter as locomotive Western Railway this is a 1 923
(12.7kg "Standard Goods" 0-6-0, a
Grate area: 32sq ft (3.0m 2 ) "Heavy Goods" 2-8-0 and, finally, design However, the qualities of product of William Beardmore &
Fuel: a "Heavy Passenger" 4-6-0, all of the standard product in due time
Water: -iOOOgall (4,800 US) which were successful enough spoke for themselves Of course, Co. of Glasgow.
(18m 3 )

Adhesive weight: 118,0001b

(54t)

Total weight: 273,0001b ( 1 24t)
Length overall: 62ft 3Uin
(18,980mm)
(These dimensions refer to later
examples with Walschaert's valve
gear, outside valves and super-

heater).

More British than anything that

ran in Britain, this archetypal
Mail Engine gave over 75 years
of service and is still actively in
use. This is the British Engineer-
ing Standards Association
"Heavy Passenger" 4-6-0, intro-
duced in 1905, of which a

number (but not one of the
onginals) are still in passenger

service in India at the time of

writing

The railways of India were
developed mainly by private
enterprise under a concession
system whereby the then Bntish
Government of India guaranteed
a modest return on investment in
return for a measure of control,

as well as eventual ownership.
The government felt that one of
their perquisites was to set

standards and, having made
rather a mess of the gauge
question, made up for it with an

excellent job of setting out a
range of standard designs for

locomotives

The decision to do this was the
result of representations made

The first BESA 4-6-0s were Willows as well as by Robert The BESA 4-6-0s stayed in Above: Some of the Indian
Hallways' surviving "BESA"
solid hunks of sound engineering, Stephenson & Co A few came top-line work even after their
bigger when introduced than successors, the India Railway 4-6-0s have bogie tenders
from Kitson of Leeds and, shortly
almost anything that ran in the after World War I, some were Standard (IRS), XA and XB instead of the six-wheel variety
made by William Beardmore of originally provided.
same country. Their closest rela- Glasgow, better known for 4-6-2s had arrived in the mid-
tions at home seem to have been marine engineering than for 1920s, because of unsatisfactory between the wheels compared
some 4-6-0s built in 1903 for the locomotives Early examples qualities amongst the new arri- with similar engines in Britain,
Glasgow & South Western Rail- were non-superheated with out- vals The great success of the because of the broad gauge
way by the North British Loco-
side cylinders, inside slide-valves BESA designs seems to lie in the track
motive Co of Glasgow. NBL and Stephenson's valve gear but,
fact that they were taken from Even so, the coming of the
were to supply the first standard early on, outside Walschaert's post-war 4-6-2s as well as diesels
gear, outside piston valves and British practice as it existed, with and electrics did spell out the
4-6-0s to India the difference that both average beginning of the end for the
superheaters were adopted The
Down the years many more boilers had Belpaire pattern and maximum speeds in India BESA 4-6-0s. By 1980 the num-
fireboxes Between the wars a were 25 per cent lower than at
were built there and at the few small batches were turned home while loads were about the mber use had fallen to about
Vulcan Foundry at Newton-le- out with poppet valves Some same. This more than compen-
later examples had bogie tenders sated for rougher working con- 100, but they could still be found
instead of six- wheeled ditions, one notes, for example, at work on passenger trains
And if the importance of trains
When the all-India locomotive that in dusty areas, locomotives can be measured by the amount
numbenng system was adopted ran hot so frequently that pipes of humanity packed into or
were provided to trickle cold clinging on to them, then those in
in 1957 there were 387 broad- water on to vulnerable bearings! question are important indeed
gauge 4-6-0s still running in However, they are a far cry from
India. More existed in Pakistan, One factor in the good perform- the days when the "Imperial
both East (now Bangladesh) and Indian Mail", hauled by one of
West. All but a very few were ance offered by the older engines these locomotives, provided
either built to the BfiSA design lay in the extra 9'/£in (240mm) of luxury accommodation for 32
or close to it The new running space available for the firegrate
numbers ran from 24,000 to persons only — and their bearers
24,470; the few gaps were for Below: The condition of 4-6-0
some 4-4-2s and a few non- No. 24280, supplied by the North (servants), of course— for the
1,230 mile (1,968km) journey
mBritish Loco Co. 1915, belies from Bombay to Calcutta.

its age, approaching 70 years.

73

P8Class 4-6-0 Germany:

Tractive efiort:

Axle load 1 8in
Cylinders:

Driving wheels: I

Heating surface: I i
Superheatei

Steam pressure:

Grate area: rim 2 )

Fuel:

Water:-; .'uall( 5,700 US)

Adhesive weight: i 14,00011

Total weight: :5001b

Length overall: I !it0in

At the beginning of the century 4-6-0 with wheels of 69in (1,750 engine ever built, serving even- Above: Class "38" 4-6-0 No.
the Prussian state railways were 38.3635 at the head of a
faced with a problem which mm) was introduced It was orig- tually over much of Europe German Federal Railways local
other railways were to meet in the inally envisaged that this new Like many of the most success- tram at Lippstadt

next ten years -was the newly engine would have a permissible ful and popular steam engines, been cleared from the "P8", it
the "P8" was simple in layout, was built in large numbers, its
invented superheater an alterna- speed of 68mph ( 1 lOkm/h), and and initially at least, elegant in axle load permitting its use over
tive to, or an adjunct to, com- outline The round-topped boiler, much of the Prussian system It
pounding? Since 1 884 the railway that it could undertake express with a long narrow firebox, was was also built in small numbers
had built both simple and com- passenger work on the hilly well proportioned, and although for the state railways of Olden-
pound locomotives, compounds parts of the system Unfortunately at least two variants of boiler burg, Mecklenburg and Baden
predominating for express pas- were fitted in due course, the as well as for export Although
senger work and simples for the first engines of the type basic shape was not changed In nominally a secondary passenger
secondary passenger work Con- proved to be unreliable and addition to Dr Schmidt's super- engine, it took a full share in
struction of non-superheated heater, the engines also had express passenger work on
compounds continued until 1911, unpopular, and suffered many long-travel piston valves, which which speed was limited to
he recommended as an adjunct 62mph(100km/h).
e some other failures in service to his superheater The combina-
new types had been introduced tion of superheater and piston At the end of World War I, by
with superheaters and simple The solution to the problems which time 2,350 "P8"s had
expansion One of these was a valves, with a well-proportioned been built for the K.PEV, Germany
included a reduction in the cylin- Walschaert's valve gear, gave the was required to hand over large
mixed-traffic 2-6-0, Class "P6", der diameter and adjustments to engines an efficiency which ap- numbers of locomotives as rep-
of which 272 were built between the weight distribution between proached the highest that was arations, and 628 "P8"s were
1903 and 1910 However, the the axles, but it was also decided ever to be attained with simple allocated to other countries The
63in (1,600mm) driving wheels that the motion and valve gear expansion Their load rating was Belgian railways had been par-
of these engines were found to was unsuitable for speeds in ticularly badly affected, and they
be too small for the speeds that 700 tonnes on the level at 50mph
had been intended, and there excess of 62mph (lOOkm/h), (80km/h) and 300 tonnes on 1 in received 2,000 locomotives, of
were difficulties with weight and the engines were rated as 100 (1 per cent) at 31mph which 168 were "P8"s These
secondary passenger and mixed-
distribution (50km/h)
traffic engines, with the classifi- Once the intitial snags had
In 1906 an enlarged design, a
cation "P8" Thus a locomotive
which originally had been inten-
ded for express passenger work
on a limited part of the Prussian
system became the most widely-
used and popular mixed-traffic

Below: In due time the "P8"

class 4-6-0s of the Prussian

railways became class "38" of
The German State (now Federal)
Railways whose smart red-and-

black colours are depicted here.

:. '

engines survived a second in- were:.' lusts
vasion by the Germans, and.
adorned with an elegant lipped Two of the DB engines were
chimney, they lasted until the end
of steam in that country in 1 966 converted to quasi tank engines

by coupling them to four-wheeled

tenders by a

made good by building n both :
number of engines were equip-
On the Gei ped for push-and-pull w<

.ginesbecan.- the original tenders How-
ever, the spread of dieselizaaon
38 Under the Germa: made rapid inroads into the
ownership ai "P8" class, and by 1968 th<
much reboilenng of the engines. was down tc

--.onswhicha: south
their appearance were the fitting awal then slowed, a:

smoke deflectors, last engine survivec .
feed water heaters and oth< :hree years after the

P8"s them on DR had bee
i
spreading into Eastern Europe as
the Germans moved east, and this n other coun-

in even wide: r^Poland and Rour. genera --.sions Above:
Below:
bution than before They worked duebe were very similar to some 1,500
preserved at
in Czechoslovakia, Greecr British 4-6-0s, although the ances-
interesting to nc:-
slavia, Poland, Roumania and try of the British engine-

Russia indepe:

mamed in those countries. In ones The valve events of the

severa. ey were modi- "P8" v

fied externally in accordance those of the L

.ational prar: -

basic design was rarely altered

Eventually a total of 3,438 "P8"s

were built in Germany, and about

500 in other countries In addition

the Polish railways, which ac-

quired a large number of genuine

"P8"s, built 190 engines in which

a larger boiler, with wide firebox,

was mounted on a "P8" chassis

After World War II a nominal

total of 2,803 "P8"s remained in

Germany, but many of them
were unservicable On the forma-

tion of the DB and DR (in West

and East Germany respectively)

the engines were divided between

the two systems On both railways

the full-depth smoke deflectors

were mostly replaced by the

post-war variety Although diffi-

culties with steaming had never

been a weakness of the "P8"

DRclass, some of the engines

Cardean Class 4-6-0 Great Britain:

Tractive effort

Axle load:
Cylinders:

Driving wheels: id her
Heating surface

Superheatei orres- automatic Westinghouse brake, Above: Cardean's lesser
Steam pressure: OOpsi the locomotive (now a 4-5-0!) cousins A class "908" mixed
Irom Euston went merrily on but quite amaz- traffic 4-6-0. There were 10
Grate area: > doubt that Gibson ingly stayed on the rails This
Fuel: happened during the reign of engines of this class, all built
Water: as his per- James Currie, Gibson's pre- at St Hollox works in 1906.
rty and lavished on decessor
Adhesive weight: his locomotive a concern and a
that nowadays only a very Gibson is today remembered
Total weight: v 0001b almost as well as John Farquhar-
few men give even to their own son Mcintosh, the designer of
Length overall: tt 6in motor cars The result was a

No engines ever built have a degree of reliability that is far out

better claim to be regarded as of reach of any railway administra-
the epitome of the Golden Age of tion today There were of course
Steam than Cardean and her occasional happenings and one
sisters The complex and beauti- such took place in April 1909
fully polished Caledonian F
blue livery as depicted in the when a crank axle broke at
illustration speaks for itself, but in speed One of the driving wheels
many other ways the running of became detached and bowled
away down the bank. Although

the train parted from the engine,
became derailed and was
brought quickly to a stand by the

AClass 4-6-0 Australia: rays(VGRi, 190;

Tractive efiort: 27,4801b

^kg).

Axle load: 39,5001b (lot)
Cylinders: 2) 22 x 26in

Driving wheels: 73in

Heating surface: 2,048sq ft

(190fc:

Superheater: 375sq ft (35m2)
Steam pressure: _85psi

Grate area: 9sq ft (2.7m 2 ).
Adhesive weight: 1 18,C

Total weight: 263,5001b

(119.5t.
(Tender details not available).

The first of these "A" class 4-6-0s,

which all followed this now well-

established tradition of self-help

in locomotive building, wa L

:

ered in 1905 from the Victorian

Government Railways own New-

port Workshops. They were large

76

"

these fine engines The five mem- provided for non-s: Below: Caledonian Railway 4-6-0 Above: The sole preserved
bers of the class were built at the such distances as th< No. 903 Cardean in all her glory Caledonian Railway locomotive.
Caledonian Railway's own St (243km) from Carlisle to Perth as running between Glasgow 4-2-2 No. 123 ol 1886, currently
Rollox shops in 1906 and were Rather oddly, only one of the and Carlisle prior to 1914. on display in Glasgow.

very conservative in design In- class was named and it also
side cylinders and motif; seems strange that the one chosen
Stephenson's valve gear driving should be that of the house in
slide valves situated on top of the which the Deputy Chairman of
cylinders via rocking levers, was the company lived So all except
an entirely nineteenth-century No.903 Cardean had to be con-
arrangement Mcintosh believed
that the better riding and aes- vith numbers which ran
from Ii
given with the cy]
and motion inside the fi !

than balanced the ho: No 907 perished in Britain's

of inaccessibility, as well as the worst-ever railway disaster at
Quintinshill near Carlisle on 22
extra costs involved in making a
crank axle Superheater: May 1915 The other four sur-
added in 1911-12 Later, vo
brake equipment was fitted to vived through the railway group-
enable vacuum-braked trains of ing of 1 923 The last survivor was
other companies to be worked, Cardean herself, withdrawn as
for the Caledonian Railway was
an air-brake line London Midland & Scottish No.
14752 in 1930. Only one Cale-
A steam servo-mechanism for donian feature was adopted by
the reversing gear was a help the LMS, and that a few years
later, when William Stanier speci-
and large bogie tenders were fied the CR's deep-toned

"hooter" style whistle for his

locomotives

Ar iiiLi

handsome engines, typical of formed the progenitors of the smoke deflectors, conversions to
British practice of the day and most numerous and long-lasting oil firing and a group of five with
seven years later there were 1 25 express passenger locomotives Boxpok disc wheels When one
considers that there were only
of them, all with outside cylinders, of the state of Victoria some 640 locomotives on the
and inside slide-valves actuated whole Victoria 5ft 3in ( 1 ,600mm)
by Stephenson link motion and There were a few modifications gauge railway system, it can be
bogie tenders. Originally, none such as the conversion of 57 to seen that the position the "A2"
had superheaters but these were oil-firing during the late 1940s 4-6-0s occupied was an impor-
and, earlier, the addition of smoke tant one It was if the London,
added gradually over the years, Midland, Scottish Railway had
the last being converted in 1949. deflectors A group of 5 were ex-
In 1923, non-superheated en- tensively modernised with new 2,300 "Royal Scot" 4-6-0s instead
gines became class "A- 1 ", super- of 70
heated ones class "A-2" All the front-ends and "Boxpok" disc
wheels, which considerably In 1950 some "R" class 4-6-4s
".en took the running num- changed their appearance were delivered from Britain and
bers 8 16-839 these made numerous class "A 1
Between 1915 and 1922 sixty and "A2" 4-6-0s redundant. Even
Some 4-6-0s for freight traffic more "A2" class engines (Nos so, the class lasted until 1963 in
had arrived from Baldwin of 940 to 999) were delivered and normal service Three have been
these had Walschaert's valve gear preserved, No 995 at the Aus-
Philadelphia as early as 1879 and outside valves. There was no
tralian Railway Historical Society
The famous "DD" class 4-6-0 for difference in classification be-
mixed traffic was built locally museum at Newport, No 964 at
from 1902 onwards and they tween the "Walschaert A2s" and Edwardes Lakes and No 996 in
the "Stephenson A2s" and to-
Left: A Victorian Railways' gether the 1 85 locomotives were the public park at Echucha. So
class "A " 4-6-0. These were ended an era in the history of
the principal express passenger the mainstay of Victoria's pas-
locomotives for many years. senger services until after World the state

War II There were a few modifi-

cations such as the fitting of

77

4500 Class 4-6-2 France:
Pans-Orleans Railway (P-O), 1907

Axle load: 39,0001b (17 5t)

HPCylinders, > 1 6 5 x 25 6in

Cylinders, LP (2) 25 2 x 25 6in

x")mm)
E>riving wheels:

(1,900mm)
Heating surface: 2,100sq ft
(195m 2 )
Superheater: 684sq ft

(63 5m 2 )
Steam pressure: 232psi

-m 2 )

Grate area: 46sq ft (4 27m 2)

Fuel: 1 3,5001b (6t)
Water: 4.400gall (5.280US)
(20m 3 )
Adhesive weight: 1 17,0001b

Total weight: 301,0001b
(136 5t)
Overall length: 68ft 2^in
(20,790mm)

(These dimensions refer to the on the Pans-Orleans Railway, Above: A Pans — Orleans 4-6-2 Below: French National Railways
superheated version of the class proposed a drastic rebuilding 4-6-2 No.231E23, as rebuilt by
before rebuilding by Chapelon). and in 1926, persuaded his rebuilt into a 4-8-0 (No.240P2) Chapelon from the original 1 907
Pans-Orleans Railway design.
If the number of express passen- —superiors against their better for the Pans-Lyons Mediterranean
ger locomotives to be included in judgement — to put the work in
this book was reduced to a mam line in 1940.
single one then this locomotive hand in accordance with his
might well be the choice. It was ideas Changes in the administra- from Poitiers to Angouleme, In 1932, sixteen further loco-
by a short head the first Pacific to tion meant further patient per- 70 1 miles (1 13km), start-to stop motives of the "3500" senes
run in Europe (not the first to be suasion but eventually in 1929
built— some were built in Bntam the transformed No 3566 took at an average speed of 67 3mph were given a rather less drastic
for Malaya earlier the same year) (107 7km/h), a 1 in 200 (0.5 per rebuilding, in which poppet
and later became not only the the road A new era in steam cent) gradient was climbed at valves were not provided, but
most powerful but also the most 77.5mph (124km/h) This was a
efficient 4-6-2 ever to run in traction had begun, there was a instead a form of twin piston
Europe. It was also certainly the 25 per cent increase in power performance unprecedented in valve head was used This gave
most technically advanced Pacific production for the same amount France and caused a sensa- double the amount of port open-
but also, of course, somewhat of steam, while the boiler improve- tion in the world of locomotive ing for a given amount of move-
complex ments which made more steam engmeenng. ment and was known as the

One hundred "4500" Pacifies available took the possible cylin- To cover requirements on the Willoteaux valve after its inven-
were built between 1907 and der horsepower up to 3,700, an P-O, thirty-one further "3500"
85 per cent increase over the 4-6-2s were rebuilt As electnfica- tor, an assistant of Chapelon's
1910 mostly by French builders ongmals tion proceeded, some of the During the same year one of
originals became surplus, and
but rather strangely including a Chapelon achieved this ap- other railways in France could the remaining unsuperheated
batch of 30 (Nos.454 1 -70) by the not wait to get their hands "4500" class 4-6-2s was rebuilt
parent miracle after a careful on these miracle locomotives into a 4-8-0 at Tours. The inten-
Amencan Locomotive Co of Twenty were rebuilt for the North- tion was to provide a locomotive
Schenectady, USA. There were analysis of the shortcomings of ern Railway and later 23 for the with one-third more adhesive
Eastern Later on a further 20 weight, more suitable for the
also another 90 of class "3500" the original design. He con- were built new for the Northern
which were identical except for gradients of the line to Toulouse,
sidered the whole process of altogether steeper than those en
wheels 4m (100mm) smaller in producing steam power from
diameter. The "3500"s were cold water to exhaust steam and route to Bordeaux A different
constructed between 1909 and took the following measures to
improve it:
1918.
All these Pans-Orleans 4-6-2s (a) Pre-heatmg the feed-water
with waste heat from the
were four-cylinder de Glehn com-
exhaust.
pounds An interesting feature
was the trapezoidal grate which (b) Provision of extra heating
was wide at the back in the usual
manner of Pacific grates At the surface in the firebox, using
front, however, it was narrow
and sat between the frames flattened vertical ducts known
Later, examples were delivered as thermic syphons
with superheaters and some had (c) Provision of a superheater 24
them fitted later. The high: per cent larger in size and of
pressure cylinders had piston a more efficient (but also more

valves while the low-pressure complicated) design
ones had balanced slide valves.
They were competent but not (d) Much larger steam pipes to
specially remarkable machines
improve steam flow
in those days, capable of cylinder (f) Poppet valves to give quicker
horsepowers of around 2000.
and larger openings to steam
In the 1920s the replacement and exhaust, replacing the
of wooden carriages by steel
began to show up the in- existing high-pressure piston-
adequacies of the Pacifies, yet a valves and low-pressure slide-
commitment to electrification
absorbed totally any resources valves

there might have been for new (f) An improved exhaust system

construction. giving greater draught with
less back pressure. This took
A young man called Andre the form of a double chimney.
Chapelon, who had an appoint- The existing Walschaert's valve
gears were retained to work the
ment as development engineer oscillating camshafts of the
poppet valves
The P-O announced that

No 3566 had hauled 567 tons

78

—

boiler was needed, having a several miles at 1 in 125 (0.8 per Boulogne will long remain in the Above: Calais Maritime Station.
narrow firebox to fit between the cent) During the war the "240P" memory Chapelon 4-6-2 No.231E39 has
rear driving wheels and one had to manage 28 coaches and just arrived from Pans with the
based on those carried by the In 1956 some tests were made "Golden Arrow" express. The
Northern 4-6-2s was used could reach 53mph (85km/h) on connecting steamer is on the right.
of the behaviour of electric loco-
Otherwise the recipe was as the level with this load Alas, after motive pantograph current manage, say, 850 tons on a 1 in
before, except that some im- the Pans-Lyons line was elec- collectors at high speeds, and 125 (0 8 per cent) gradient at
provement in detail enabled trified in 1952, proposals to use 110.6mph (177km/h) was over 52mph (84km/h), even if
4,000 cylinder hp to be devel- these engines elsewhere in reached by 231E19 pushing an you would not describe the
oped Eleven more were rebuilt France foundered, for reasons equivalent of 220 tons This was performance as effortless. So in
in 1934 and in 1940 a further which have never been ade- the highest speed achieved by the end at Calais as elsewhere in
twenty-five "4500" were rebuilt quately explained France, simple engines out-lasted
these engines even these superb compounds
for the PLM (now South-Eastern In the 1960s the remaining Against this was the sad fact No231E22 is displayed at
Region SNCF) main line, desig- the Mulhouse Museum and
hPaacdifiebs eocfoPmaens-cOornlceeanntsradteesdig—n that, economical as the Chapelons No.231E41 is being restored at
nated class "240P". This time a St Pierre-les-Corps Unrebuilt
mechanical stoker was fitted much to the delight of their many were in respect of coal con-
Bntish admirers— at Calais. Their sumption, in overall terms they Pans-Orleans No 4546 is also
Dimensions etc. of these en- effortless performances with were more expensive to run than
gines which differed substanti- the fleet of simple rugged 2-8-2s preserved
ally from the originals were as heavy boat trains up, say, the 1 in
125 (0 8 per cent) climb to the 14 1R —class supplied from
follows Caffiers between Calais and
North America at the end of
Axle load: 44,0001b (20t). World War II. These could also
Cylinders LP: (2) 25.2 x 27.2in
(650 x 690mm)
Heating surface: 2,290sq ft
(213m 2 )
Superheater: 733sq ft
(68m 2 )
Steam pressure: 290psi
(20 4kg/cm 2 )
Grate area: 40sq ft (3 75m 3)

Fuel: 26,5001b (12t).
Water: 7,500gall (9.000US)
(34m 3 )
Adhesive weight: 177,5001b

(80 5t)

The sort of achievement that
these 4-8-0s were capable of
included the surmounting of
Blaisy-Bas summit between Pans
and Dijon with 787 tonnes at
59mph (94)£km/h) minimum after

Below: Pans-Orleans Railway

4-6-2 No 4546 shown as restored

to original condition for display
at the French National Railway

Museum at Mulhouse, Alsace.

79

ClaSS S 3/6 4-6-2 RoyTiavanan State Railway (KBStB), 1908

Axleload: J9,5001b (18t)

Cylinders, HP: 16 7 x24 0m

Cylinders, LP: :5 6x26 4in
(650 x 670mm)

Driving wheels: 73 6in
( 1 ,870mm)
Heating surface: 2,125sq ft

4m»)
Superheater: 798sq ft

Steam pressure: 228psi

-m 2 )

Grate area: 48 8sq ft (4 5m 2
)

Fuel: . 8,8001b (8 5t)

Water: 6,030gall (7.240US)

(27 4m 3
)

Adhesive weight: 1 16,0001b

Total weight: 328,5001b Above: A class "S3/6" 4-6-2 Top: The luxurious of feedwater heaters, an increase
interior of one of the saloon in axle load, and an increase
(149t) at speed. Note right-hand cars of the Rhemgold Express. in boiler pressure to 228psi
running. (16kg/cm 2 ) All were classified
Length overall: 69ft 1 lin within the cylinder block
(21,317mm) smokebox saddle. All four cylin- The first engines to this design S3/6, which indicated an express
(Dimensions refer to the 1923 ders drove the same axle, which
in the Pacifies was the middle were supplied in 1908 to the locomotive (schnellzuglok) with
series) one. The inside high-pressure Baden Railway; Bavaria took
cylinders were steeply inclined delivery of its first batch in the three driving axles in a total of
The locomotives of Bavaria were to allow the connecting rod to following year. By 191 1 twenty-
as different from those of Prussia clear the leading coupled axle, three had been built, with driving six Of these engines 16 went to
as were the Bavarian Alps from and their valves were level with, wheels 73 6in (1,870mm) in France and 3 to Belgium as
the stark North German plain. but outside, the cylinders, which diameter and a boiler pressure reparations after World War I
The reason for this was simple: placed them conveniently along- of 213psi (15kg/cm2 ). Then
most of the Bavarian engines side the outside valves, which came 18 engines with 78.7 in In 1925 the first German State
(2,000mm) wheels, and between Railway standard Pacifies were
Gwere designed by A Maffei, Awere above their cylinders. 1 9 1 3 and 1 924 a further 78 with built, but these engines had a 20
the smaller wheels Succeeding tonne axleload, and pending the
and in the present century that simple vertical rocker enabled batches incorporated detail
firm's chief designer, Hemnch the outside valve gear to drive changes, including the addition introduction of a smaller version
Leppla, had a flair for locomotive the inside valves also, and all
lineaments which was quite steam pipes were contained of the class there was a need for
more Pacifies with an axle load of
lacking in the centrally-controlled 18 tonnes. So impressed were

designs of Prussia The supreme DRthe authorities with the power
achievement of Maffei was the
family of Pacifies which originated output of the Maffei engines that
in 1908, and were supplied over they ordered a further 40, which
a period of 23 years to the were delivered between 1927
railways of Bavaria and Baden and 1931. These were the only
and to the German State Railway
engines ordered by DR to a
From 1895 all the passenger
engines bought by the Bavarian design which originated on a
Railway were four-cylinder com-
pounds, Bnd these included two state railway other than the
Atlantics acquired in 1901 from Prussian The class was then
Baldwin of Philadelphia. Contact numbered from 18 401 to 18 548,
with these engines seemed to
influence Maffei, for it became with 8 blanks.
the first European locomotive With these extra engines the
builder to adopt the bar frame as
class spread from its native
standard. Associated with this haunts, and until the introduction
was the American practice of of the standard "03" Pacific with
casting the cylinders in massive 18 tonnes axle load they worked
blocks which incorporated the from sheds as far afield as
Osnabruck and Berlin Anhalt
But even the "03"s did not

?"9 ""

Class 10 4-6-2 Belgian State Railway (EB), 1910

displace them from the Rhine Tractive effort: 43,8001b locomotives As a result of these motive stock after World War I,
Valley main line, and it was tests, Flamme decided that he
Bavarian Pacifies which worked (19,800kg) the superheaters of the Pacifies
the prestigious Rhemgold ex- Axleload: 43,2001b (19 6t) could revert to the simplicity of were enlarged, double chimneys
press both before and after World Cylinders: (4) 19 7 x 26 0in the non-compound, but for the were fitted, designed by the then
War II So successful were they largest classes it would be desir- Chief Mechanical Engineer,
on this service that 30 of the final (500 x 660mm) able to use four cylinders, to give Legein, the frames were strength-
batch of 40 engines were given Driving wheels: 78in the improved balancing which
new welded boilers with com- (1,980mm) had been demonstrated by the ened at the front, and many
bustion chambers between 1953 Heating surface: 2,500sq ft smaller improvements were
and 1956, as part of the German (232m 2 ) four-cylinder compounds made The process of improve-
Federal Railway reboilenng pro- Superheater: 816sq ft (76m 2 ) The outcome of this decision ment continued over the years.
gramme These engines were Steam pressure: 199psi Smoke deflectors were added
(14kg. cm 2 ) was the introduction of two and ACFI feed water heaters, so
renumbered 18 601-30. When Grate area: 49 2sq ft (4 6m2)
classes of very large locomotives, that with the addition of extra
displaced from the Rhine Valley Fuel: 1 5,4001b (7t).
Water: 5,280gall (6.340US) a Pacific for express work and a fittings the weight gradually crept
by electrification they retired to (24m 3 ) 2-10-0 for freight work Apart
Bavaria, and their last duties Adhesive weight: 130,0001b from a small difference in the up One locomotive was fitted
were the expresses between with a mechanical stoker, and
Munich and Lindau on Lake (59t) firebox dimensions, the boilers another had further shortening
Constance The last of them were of the two types were identical, of the firebox and rear end to
withdrawn from Lindau shed in Total weight: 352,6401b and its length was determined by
the weight limitations on the reduce the weight again Neither
1966 (160t) 2-10-0 This boiler would have of these alterations was repeated
looked short on any Pacific, but The original six-wheeled tenders
One engine passed into the Length overall: 70ft 3in were replaced by bogie tenders
hands of the new German State (21,404mm) as Flamme arranged his inside from Prussian reparations
Railway in East Germany, and cylinders to drive on the leading engines
this also was given a new boiler, Locomotive enthusiasts arriving axle, with a generous length of
and used for high-speed testing for their first visit to Belgium connecting rod, the effect was From 1938 more ma]or im-
It is scheduled to be amongst the might well have suspected a accentuated. Even the outside provements were instituted, in-
delayed attack of mal de mer cylinders were ahead of the fluenced by Chapelon's work in
13 locomotives of the family when they saw a Pacific carrying smokebox, and there was a France These included larger
a boiler apparently intended for steam pipes, a still larger super-
which are preserved in various an Atlantic They were indeed platform over the inside cylin- heater, and the replacement of
places Amongst them is Bavanan seeing one of the most remarkable ders and motion protruding far the Legein exhaust by the
looking locomotives in Europe,
No 3634 of 1912, which is in the but it was a 2- 1 0-0 rather than an ahead of the smokebox The Kylchap pattern With the massive
Germany Museum in Munich Atlantic which accounted for the boiler itself was unusual for chimney of the Kylchap exhaust,
Europe of that time, as it had a and the various extra fittings on
restored to its original livery shortness of the boiler very large grate to suit low-grade
In side view the Bavarian At the beginning of the century coal, and to accommodate this the boiler, the engines now had a

Pacifies had a slender appear- the Belgian State Railway was without excessive weight, the truly formidable appearance, but
ance, with "daylight" showing passing through an interesting boiler tapered steeply outwards the alterations produced the in-
under the boiler and through the phase, in which a number of just ahead of the firebox, giving tended improvement in perfor-
bar frames, but head-on the mance With successive lm-
massive cylinder block gave a classes of inside cylinder loco- the outline of boiler known in the rovements their loading on the
motive were built with a close United States as "wagon top" heavily-graded Luxembourg bne
blunt impression In DR days resemblance to the Macintosh Walschaert's valve gear was fitted had been increased from 350 to
locomotives of the Caledonian 500 tonnes. They continued to
small smoke deflectors were Railway of Scotland, but in 1 904 to the outside valves, with rocking haul the expresses on that route
fitted, and these helped to mask until electnficaton, and on 30
a new era of locomotive con- shafts to drive the inside valves September 1956 one of them
the bluntness of the cylinder struction was instituted under hauled the last steam-worked
block At first stovepipe chimneys the direction of J B Flamme Twenty-eight of these engines passenger tram on that line. The
were fitted, but late chimneys French compound locomotives were built between 1910 and last of the second series was
were of a graceful flared shape, were attracting much attention, 1912, followed by a further 30 in withdrawn from service in 1956,
which was almost British. Usually and one of these was acquired the succeeding two years, the
on loan It showed such an im- second batch had a slightly but the last of the first series
modifications made to German provement over existing Belgian smaller grate and shorter rear remained in service until 1959,
designs worsened their appear- end, which reduced the weight 49 years after the introduction of
ance, but the Bavanan Pacifies engines that 12 similar loco- from 102 to 98 tonnes These
became gradually better looking, motives were built, followed by engines, which became Class 10 the class.
although they suffered by losing under a later classification, took
57 compound 4-6-0s The next over the principal express work Below: The strange-looking
their original holly green livery move was the construction of on the routes from Brussels to front end of Belgian class "10"
with yellow lines and black bands four 4-6-0s of a new design to Liege and Luxembourg, and
compare the application of super- proved very successful 4-6-2 No 10045, one of
Below: A German State Railway heating to simple and compound
Under a programme of re- a very successful series.
class "S 3/6" 4-6-2 poses with a
set of Rhemgold Express cars. habilitation of the Belgian loco-

The Paris-Orleans Pacifies (see page 78)





The artwork depicts the famous capable and efficient steam locomotives journey and also a day-time deluxe tram
Sud-Express of the Pans-Orleans railway, ever to be seen on rails. The Sud-Express
as running before 1914. The locomotive m France. The types of vehicle which
is the Pans-Orleans 4501-class 4-6-2, the mleft Paris the morning and reached
first pacific to run in Europe. They were formed this French tram are depicted
four-cylinder de Clehn compounds and the Spanish frontier at Hendaye by
for their day were excellent if not evening. Passengers could then change above; dmmg car, saloon car (of which
remarkable machines. Later they were
to be transformed by the magic wand of into a Spanish broad-gauge tram for an a varymg number would be used
Andre Chapelon into some of the most overnight ride to Madrid or Lisbon. The according to demand) and a baggage
legendary International Sleeping Car car or fourgon. The cars were built of
Company provided both the sleeping
teak, hnished with varnish and furnished
cars for the Spanish portion of the with handsome brass lettermg and

insignia as shown.

85

The Bavarian Maffei Pacifies [see page 80)

86

Above and right: The three magnificent Speisewagen und Schlafwagen Aktien meals were served to all passengers at
Gesellschaft, whose name appears on the
msaloon cars cream-and- violet livery were their seats. A few cars survived the war
mcars company with that of the Deutsche
built for the pre- World War II Rheingold and are at present in the hands of a
Express which ran from Hook of Holland Reichsbahn, who ran the tram. Apart from preservationist group who occasionally run

and Amsterdam to Basle and Lucerne via the baggage car (shown right), the tram excursions with them. Over the southern
Cologne and Mannheim. The service was
provided by the German Mitropa Company, consisted exclusively of these deluxe msection of the route Germany, the

standing for Mitteleuropaische vehicles, both first and second class. Bavarian 4-6-2s (one of which is shown
Certam of the cars included kitchens, and
below) were used on this tram.



Below: One of the Royal Bavarian

State Railway's tour-cylinder class

S3/6 compound 4-6-2s built by
Mallei of Munich from 19 10 on wards,

mshown the original green colours.

After World War I the equally smart
standard German State Railway livery
of black with red wheels was applied.

8! I

1S01 Class 4-6-2 Argentina:
Buenos Aires and Pacific Railway (BAP), 1910

Tractive effort: 26,4721b superheaters It is clear that they
only barely needed that extra
Axle load: 10.0001b (18t) pair of carrying wheels at the

Cylinders: x 26in rear end On the broad gauge, of

Wheels: 67in ( 1 ,70 1 mm) course, the narrow firebox is not
Heating surface: l,597sq ft so narrow and, furthermore, at
less of a disadvantage anyway
Superheater: 435sq ft with oil firing The hinged buffers

Steam pressure: i 50psi were an Argentine specialty, cattle
thrown aside by the cowcatcher
(10 5kc: might get caught on fixed ones,
equally unconventional were the
Grate area: 5m7sq ft (2 2 decorative shape of the hinges
on the smokebox door, and the
) unusual aspect of the cab.

Fuel (oU): 1.960gall (2,350 US) Bntish-built locomotives of the
day, for India say, could easily be
9m(8 3
) confused with those for home

Water: 5.500 gall (6,600 US) use, but these imposing engines

(25m 3 ) had an ambience all their own
Fourteen (Nos .151 1-24) were
Adhesive weight: 1 18,0001b supplied during 1910-11 and
these were the last express pas-
Total weight: 361,0001b
(1640 senger locomotives ordered for
Overall length: 70ft 2 4 in the company before nationalisa-
(21,392mm) tion in 1948. This was a reflec-
tion of the parlous economic
The four main British-owned situation of the foreign-owned
railways of Argentina fanned out railways in Argentina dunng that
from the capital, Buenos Aires,
across the pampas towards the period.
west The 5ft 6in (1,676mm) After nationalisation, the Buenos
gauge main line of the Buenos
Aires & Pacific was the one that Aires and Pacific Railway be-
went due west and at least partly came known as the General San
earned its name by reaching Martin National Railroad, but the
Mendoza at the foot of the Andes 4-6-2s soldiered on. They were
from where the Transandine rail- still in use in the mid-1970s,
way led across to Santiago on giving good service on stopping
Chile's Pacific coast. The nature passenger trains after more than
sixty years at work.
of the country served is indicated
by the fact that there was a Right: After wore than
205-rrule (328km) length of
sixty years of service, 4-6-2
straight track en route. No. 1515 of the General San
In 1909, the company ordered Martin National Railway
stands at the head of a local
from the North British Loco- tram. Note the hinged
buffers of European pattern
motive Company of Glasgow
some Pacifies of very distinctive m the folded position above
appearance They were of ad-
vanced design for their day and the cowcatcher.
in fact they were the first loco-
motives supplied by NBL to have

Class A3/5 4-6-0 Switzerland:
Swiss Federal Railways (SBB), 1913

Axle load: 18,0001b (160.
Cylinders, HP: (2) 14)4 x 26in
(360 x660mm).
Cylinders, LP: (2) 22H: x 26in
(570 x 660mm)
Driving wheels: 70in

(1,780mm).

Heating surface: l,389sqft

(129m 2
)

Superheater: 497sq ft

(46 2m 2 )

Steam pressure: 220psi

cm( 1 5 5kg/ 2

).

Grate area: 28sq ft (2.6m2).

Fuel: 1 5,5001b (7t).

Water: 3,900gall (4,700 US)

8m(17 3

).

Adhesive weight: 106,0001b

(48t)

Total weight: 243,0001b ( 1 lOt)
Overall length: 6 1 ft 2in
(18,640mm)

As inhabitants of a small country
with two great locomotive design-
ing cultures on their doorstep,
the Swiss took basic locomotive
pnnciples from neighbouring
France and Germany. The Jura-
Simplon Railway, which led to
the French border, used de
Glehn compounds; while the

90

Class 3700 4-6-0

Netherlands:
State Railway (SS), 1910

Tractive effort: 25,6471b The first batch came from
Beyer, Peacock of Manchester in
(11,633kg) 1910 and 1 20 were built between
then and 1930 Some were built
Axle load: 37,0001b (170 by Werkspoor, the native loco-
motive builders and others in
Cylinders: (4) 15%x26in Germany. Later versions had
(400 x 660mm) widened eight-wheel tenders in-
stead of six-wheel ones There
Driving wheels: 72?4in were four cylinders in line, all
driving on the leading coupled
(1,850mm) axle. Two sets of Walschaert's
valve gear worked the valves of
Heating surface: l,566sqft the outside cylinders direct and
the inside ones via rocking levers.
5m(145 2 Knorr's feed-water heaters and
pumps were fitted In the 1920s
). two locomotives were the subject
of experiments in the use of
mSuperheater: 44 1 sq ft (4 1 2
low-grade pulversided coal, but
). the results were not successful
enough to be perpetuated
Steam pressure: 1 7 1 psi
In 1929 a 4-6-4 tank version of
(12kg/cm 2 ) the class was built, ten in number,
Grate area: 30 3sq ft (2.8m2 ) but time was running out for
steam in Holland, Electrification
Fuel: 1 3.2001b (6t) proceeded apace dunng the next
few years and.after the war, was
Water: 3,960 gall (4,750 US). resumed with greater urgency.
Steam operations came to an
18m 3 end in 1958, but happily the

1) railway administration set aside a

Adhesive weight: 1 10,0001b 4-6-0 which is now displayed in
the Railway Museum at Utrecht,
(50t) This No. 3737 is in running order
and has worked steam specials
Total weight: 270,5001b ( 1 23t)
Length overall: 60ft 8in in recent years
(18,480mm)
Below: Netherlands State
To British eyes the steam loco- Railways class "3700" 4-6-0
motives which ran on the con- No. 3737. This locomotive has
tinent of Europe were certainly not been restored to near its original
condition and is on display
things of beauty — except in Hol-
m the National Railway Museum
land, where the principal express
locomotives had a totally familiar at Utrecht.
style The only thing that was
strange about them was their
enormous height, this was partly
illusion because they were nor-
mally observed from platforms at
ground level rather than three
feet above the rails and partly
because they really were a lot
taller— almost 2ft (600mm), in
fact But there they all were— tall,

stylish 4-6-0s, with low running

boards, splashers, copper-

capped chimneys, brass domes
and apple green paint The only
un-Bnhsh things about them were
some big elegant oil lamps and
an absence of names

Gotthard Railway which pointed Loetschberg Railway was built
towards Germany, on the whole as an electric railway So that left
favoured the compounding sys- the Gotthard line and here it was
tem of Maffei of Munich convenient to employ 4-6-0s in
pairs or a 4-6-0 piloted by a
When it came to building the
2-10-0 to haul express passenger
engines, though, the famous trains up the long 1 in "SQVz (2.6
Swiss Locomotive Works (SLM) per cent) approach ramps to the
of Wmterthur did very nearly all
of it Of their express passenger Gotthard tunnel.
4-6-0s, only four out of 200 were The dimensions given refer to

not SLM products To be sure, the most common group of Swiss

the Swiss had no 4-6-0s in one 4-6-0s, of which 109 (Nos
sense, because they used their 701-809) were built for the Jura-
own system of classification— Simplon and Swiss Federal rail-
what the Anglo-Saxon world ways between 1902 and 1909
called a 4-6-0 the Swiss would The superheaters were added
know as an A3/5; that is to say, a between 1913 and 1933.
locomotive with maximum speed
above 75km/h (47mph) and three The Gotthard Railway (GB)
coupled axles out of five began using 4-6-0s in 1894 and
by 1 905 had 30 de Glehn com-
It may appear strange that pounds (GB Nos 201-30, SBB
4-6-0s were thought adequate Nos 90 1 -30) but the next orders
for a mountainous country, but were for Maffei compounds
nearly all the main lines ran in the (SBB) Nos 931-38 and 601-49 of
valleys and an exception the which 93 1 -34 actually came from
Maffei), distinguishable from de
Left: Swiss Federal Hallways' Glehn's by having the dnve on to
preserved "A3I 5" class 4-6-0. the leading pair of coupled
wheels 4-6-0 No 705 is pre-
mThis locomotive is currently served in running order— it is in-
tended to be displayed in the
use for hauling special trains Lucerne Transport Museum
provided for the enjoyment of
steam locomotive enthusiasts.

Fairlie 0-6-6-0 Mexico:
Mexican Railway (FCM), 1911

Tractive effort: 58,4931b The Mexican Railway ran 264 engineer called Robert Fairlie in as the "Garratt" or "Mallet" articu-
miles (426km) from the port of 1 864 and foreshadowed the ma-
1kg). Vera Cruz on the Atlantic Ocean jority of locomotives (other than lated locomotive types, and their
to Mexico City, at an altitude of
Axle load: 46,0001b (2 It). 7,349ft (2,240m) The summit of steam) in service today by having application for this British-
Cylinders: (4) 19x25in a generator for the working
the route is at Acocotla, 8,320ft owned Mexican line was certainly
-5mm) (2,536m), but in 108 miles (174 —fluid steam in Fairlie's case,
Driving wheels: 48in (1,2 19mm) —electricity in modern times as their greatest both as regard size
Heating surface: 2,924l km) the line climbs to 8,050ft at of individual locomotives and
Esperaza The maximum gradient part of the locomotive body, the their success as haulage units.
Steam pressure: 183psi is a hideous 1 in 22 (4 5 per cent) body being earned on two power
(12 9ku and the sharpest curve is 325ft bogies which provided the trac- The first "Fairlie" came to
Grate area: 47 7sq ft (4 43m 2). radius or 17k> degrees Before tion. All the axles were therefore Mexico in 1871 and by 1911, a
electrification came in 1 923, this driven, so the total weight was total of 49 had been delivered, of
Fuel:.^0.0001b(9t). which 18 were still in service in
superbly scenic but very difficult available for adhesion, yet the 1923 when electrification made
Water: 3,500 gall (4,200 US) railway had not unexpectedly whole vehicle remained extremely them finally redundant The last
(16m 3 ) something rather special in the and largest of them was a batch
Adhesive weight: 276,0001b way of motive power flexible The arrangement made
of three supplied by Vulcan
Total weight: 276,0001b (125t) The "Fairlie" articulated loco- the locomotive an excellent prop- Foundry in 191 1, carrying run-
Length overall: 50fl motive was invented by an English osition for sharply curved steeply ning numbers 183 to 185 The
(15,435) graded mountain lines Even so, advantage of the "Fairlie" is best
"Fairlies" were never as popular
summed up by comparison with

Right: A Mexican

Railways "Fairhe"
locomotive of the
batch supplied by
the Vulcan Foundry
in 1911.

George the Class 4-4-0Fifth Great Britain
London & North Western Railway (LNWR), 1910

Tractive effort: 20,0661b but outdated engines which had
been kept on to bolster up the
(9,102kg).
former's inadequate performance
Axle load: 43,6801b ( 19 5t) quickly followed. Webb's im-
Cylinders: (2) 20^ x26in mediate successors, George

(52 1 x 660mm). Whale and W] Bowen-Cooke,

Driving wheels: 81 in restocked over the next ten years
with 336 workmanlike 4-4-0s
(2,057mm) and 4-6-0 express locomotives,

Heating surface: l,547sq ft all built at Crewe Works. And
when one says built at Crewe
(144m2
) Works, that is exactly what is

mSuperheater: 303sq ft (28 1 2 meant. Trainloads of coal, iron
ore, limestone, copper ingots
) etc. would roll in at one end of

Steam pressure: 175psi Crewe Works and completed
locomotives with evocative names
(12 3kg/cm2 decked out in that wonderful
)
"blackberry black" livery would
Grate area: 22.4sq ft 92 08m 2
) roll out at the other. For this

Fuel: 1 3,4401b (6t). capability, Francis Webb must
take a good deal of the credit,
Water: 3,000gall (3,600 US)
even if he held on too long to
(13,640) funny ideas when it came to
locomotive design.
Adhesive weight: 85,6801b
Of the four types of express
(38.25t). locomotive built at Crewe during
those eventful years, outstanding
Total weight: 2 1 2,8001b (95t).
Length overall: 57ft 2*iin

(17,445mm).

In 1903 Francis Webb retired

(somewhat reluctantly, so rumour
has it) from the locomotive chief-
tainship of the London & North
Western Railway. His compound

locomotives, as well as the other

a typical British main-line loco- excellent riding and tracking the uphill end) collected the steam tanks, are, however, a far cry
qualities at high speeds. This was from the 1 23-ton Mexican mon-
motive of the day. Compare, for inadvertently discovered on one for all four cylinders
or two occasions when runaways sters
example, these Mexican Railway The expense involved in this
occurred, speeds estimated at double boiler was almost certainly "Single Fairlie"s, however, went
LNWRlocomotives with a type. the main reason why the "double into quite extensive use. These
up to 70mph ( 1 1 3km/h) were Fairhe" articulated locomotive was locomotives had a normal boiler,
For a penalty of 29 per cent in never widely used It is true there a leading power bogie and a
achieved on sharp curves without were some problems with the trailing un-powered bogie behind
weight and 5 per cent in axleload, derailment The motion of these flexible pipes and |oints which
locomotives was quite conven- fed the steam from the boiler to the firebox An ability to negotiate
one obtained an 114 per cent the powered bogies, but experi- absurdly sharp curves was the
tional, with outside piston valve ence and the improvement of property that appealed and many
increase in grate area, 220 per details would have solved them
cylinders and Walschaert's valve In fact this is just what has (under vanous names, for Fairhe's
cent more adhesive weight and happened on the one railway left patent was not recognised in the
gear On the other hand the in the world that has "double- USA) were used on urban rail-
1 90 per cent more tractive effort Fairlie" steam locomotives still in ways, particularly elevated lines
double boilers were very unusual use, the Festiniog Railway in which had to negotiate city street
The "Fairhe"s were the most indeed. The boiler barrels at North Wales Their 40 ton 0-4-4-0
both ends were nearly similar, corners But "single Fairlies"
powerful locomotives built in but the firebox in the centre was were only, as it were, half of what

Britain up to this time common to both barrels. One was a good idea
big dome in the usual position for
Although the speeds of trains
one half of the boiler (normally
on the Mexican Railway's inclines

were severely restncted by trac-

tion limitations going up, and to
8mph ( 1 3km/h) for safety reasons
coming down, the "Fairhe's had

ft ft IT

was the later of the two classes of (88km/h) between stops and motion was accessible for lubri- needed to be thrashed a little
4-4-0, the legendary "George the cation and maintenance Some
Fifth" locomotives which entered maxima of 75 ( 1 20) or so. When minor weaknesses marred their harder than ever to get over the
service in 1910. To the solid performance when in worn con-
a "George" went roaring by dition, for example, the Schmidt road "right time", the "Georges"
simplicity of the earlier design, hauling one of these long rakes type piston valves would start
the "Precursors" of 1903, were of "plum and spilt milk" car- to leak and increase steam and were certainly in the "North-
nages, it was an exceedingly fine
added piston valves and super- sight. There were very few rail- coal consumption by noticeable West" tradition of being able to
heaters with results that today ways in the world which at that amounts And having said that
are hard to believe Ninety time confided such exacting the Joy valve gear was very stand it.
"George the Fifths" were built, to loads and timings to four-coupled
which must be added a further power North of Crewe towards simple, the version fitted to the In 1923, when the railways of
64 conversions from "Precur- Carlisle on steeper gradients the Britain were merged into four
sors" as well as another ten from related 4-6-0 "Experiment" or "George" was not quite as simple groups, all the "Georges" came
a group of unsuperheated 4-4-0s "Prince of Wales" classes were at as it might have been For some into the possession of the London
known as "Queen Marys" These
relatively small locomotives least in theory the usual motive reason — one suspects it may have Midland & Scottish Railway, ruled
handled the great northbound largely by Midland Railway men
expresses out of London's Euston power, but south of Crewe the been in order to use the same who thought little of any loco-
station in a competent manner, most important workings were in motives whose origin was
handling trains of more than 400 the charge of these 4-4-0s gear as that fitted to the "Pre-
cursors" which had outside LNWR It was no surprise, then,
tons in —weight shall we say 13 The "Georges" had everything
bogie coaches — on the Euston of the simplest; note the round top admission slide valves instead of that withdrawal of these splendid
outer firebox wrapper instead of locomotives began in late 1935
to Crewe schedules which in- the more complex Belpaire pat- inside admission piston valves— and continued until the last one
volved average speeds of 55mph tern used elsewhere. The cylin-
ders were inside, but the use of there was an extra rocking lever ceased work in May 1948 With
Left: A LNWR "George the Joy valve gear, whose rods and between the valve rod and the
slides were located in the same valve spindle. Wear here was the scrapping of superheated
Fifth" class 4-4-0 picks up water vertical plane as the connecting
at speed. rods, meant that all the inside also detrimental to steam con- Precursor Sirocco in October

sumption Of course, LNWR LNWR1949 the 4-4-0s (and,

locomotives were such that this LNWRindeed, all the express
only meant that as the time came
nearer when a visit to Crewe passenger engines) disappeared.
Works was due, "Georges" just
None of the 4-4-0s or the 4-6-0s
was preserved, a surprising final

piece of spite on the part of

the 'Midlanders'

93

Class S 2-6-2 Russia:
Ministry of Ways of Communication, 1911

Tractive effort: 30,0921b one administration Compared express passenger locomotives sion known as class "Su", was
•kg) ten or more strong, while the first produced at the Kolomna
with British locomotives, Russian Soviet Union had a mere four, Works near Moscow in 1926.
Axle load: see text ones can be four feet ( 1 ,200mm) This sub-class, of which about
Cylinders: (2) 21 higher and two feet (600mm) this out of a fleet intended for 2,400 were built during the next
such traffic approximately the
'00mm) wider, in terms of weight, though, same in number These class "S" 15 years, is the basis of the
Driving wheels: . (written "C" in Russian script)
in steam days locomotive axles 2-6-2s were a standard design particulars and of art- work below
Heating surface: 2,131sq ft could be loaded at most with two The "u" stood for usilenny,
(198m 2 ) tons less each So there was no ordered by the Ministry of Ways which means "strengthened"; in
Superheater: 958sq ft of Communication for general Russian script "Su" is written
(89m2 ) temptation towards (or even the usage amongst the many in- "Cy" The cylinders, wheelbase
Steam pressure: 185psi dependent railways The "S" and boiler were enlarged but,
possft filling the huge stood for the Sormovo works at interestingly, the boiler pressure
cm 2) Nijni Novgorod where the class was kept at the same modest
Grate area: 51sq ft (4 72m 2 ) space available with inaccessible was built About 900 were turned level The adoption of high boiler
pressure was so often (like the
Fuel: 40.0001b (18t) ironmongery out before the Revolution substitution of diesel for steam
Water: 5,000gall (6.000 US) In both Czanst and Communist Very little needs to be said of 40 years later) a costly matter of
(23m 23) "keeping up with the Jones'"
Adhesive weight: see text Russia, steam locomotive design the design which took very early
Total weight: 370,5001b on the standard final form of the The extra cost of a high-
was in the hands of university steam locomotive, having two pressure boiler is considerable,
(168t) professors and they studied and especially as regards mainten-
cylinders, Walschaert's valve- ance, while even its theoretical
Overall length: 77ft lO^in tried out many fascinating
(23,738mm) gear, wide firebox, superheater Right: Class "Su" 2-6-2 No.
—theoretical possibilities more and compensated spnnging The 100-85 outside Sormovo works.
This handsome design of express fulcrum points of the latter could This example is equipped for
passenger locomotive either was thoroughly, perhaps, than else- be altered to bring extra weight burning oil fuel
just or was just not the most on to or off the driving wheels
numerous in the world Con- where. But when it came to For running on lines which had
struction continued over a penod inadequate permanent way, the
of 40 years, usage over more actual usage out on the road,
than 60 and certainly its numbers maximum axle-load could be
were the largest in the hands of then these learned gentlemen quickly changed from 18 tonnes

Below: The standard Russian seemed always to reach the to 16 tonnes by a simple adjust-
passenger locomotive, the class ment, at the cost of reducing the
"Su" 2-6-2. conclusion that Old Geordie adhesive weight from 54 tonnes

(Stephenson) had got it right and to 48 tonnes

the simplest answer was the best A modified and enlarged ver-

Another characteristic in which

the old regime was far ahead of

its time was standardisation, this

continued as did locomotive clas-

sification, without even a wriggle,

over that great watershed in

human history the Russian Revo-

lution In 1955, Britain had, for

example, some 20 classes of

Class 68S 2-6-2 Italy:
State Railways (FS), .912

Tractive effort: 27,7411b The "685" class was developed
from 1912 onwards as the stan-
(12,586kg) dard Italian express locomotive.
In total 390 eventually were pro-
Axle load: 35,5001b (16t). duced, some by conversion from
Cylinders: (4) 16^ x 25^ an earlier non-superheated com-
(420 x 650mm i pound design on the Plancher
Driving wheels: 72%in system (the "680" class) and
others built new. The idea was to
( 1 ,85C :: obtain almost the power of a
"690" class 4-6-2, yet not suffer
Heating surface: 1 ,922sq ft the restricted usage of the latter
(178.6m 2). due to their 19 tons axle load.
Superheater: 516sq ft The "685"s used superheated
(48.5m 2 ). steam and had four cylinders,
Steam pressure: 171psi each pair using a common piston
(12kg/cm 2 ). valve The tortuous passageways
Grate area: 38sq ft (3.5m2). intrinsic to that unusual arrange-
Fuel: 13,5001b (6t).
Water: 4,842gall (4,040 US) Right: The Italian State
(22m3 ) Railways class "685" standard
Adhesive weight: 103,5001b express locomotive of which
390 were made.
(47t).

Total weight: 265,3621b

(120.4t)

Overall length: 67ft 6in
(20,575mm)

advantages are dubious Of
course, some railways had to
adopt high-pressures in order to

obtain sufficient tractive effort

with the largest cylinders that

could be squeezed into a tight
loading gauge, but Soviet Russia
was not one of them Those

university owls again 1

After World War II, production
was restarted at Sormovo Works
(whose location was by then
known as Gorki) and continued
until 1951, by which time some
3,750 "S" class had been built
Variations included some built in

915 for the standard gauge
Warsaw-Vienna line known as
sub-class "Sv" (Cb). There was
also a "Sum" (Cym) group,

having a system for pre-heating

the air used in combustion. A
Scotsman named Thomas

Urquhart introduced successful

oil-burning locomotives to Russia

in 1880, since when it became
commonplace Many "S" class
used this form of firing

ment did not assist the "685" Two other names associated
class to become the world's most
with attempts to improve these
free running engines A promi- and other Italian steam loco-
nent but odd feature of all Italian motives are Attilo Franco and
Piero Crosti, whose Franco-
steam locomotives including the Crosti boiler was designed to
"685" is the Salter's spring- take the exhaust gases from a
conventional locomotive and ex-
balance safety valve required by tract some of the heat from them
law, provided in addition tc two in large drums, so pre-heating
normal modern pop valves The the feed-water Aesthetically, the
Zara truck described earlier was result is awful, but five "685"
converted in 1940 showed an
naturally also a feature 18 93 per cent saving in fuel

Arturo Caprotti was of course Even so, those who devised the
an Italian and the patent poppet system had thrown away sim-

valve gear he devised (which plicity, steam's trump card, the
might well have become a world remaining 385 were left alone
standard if steam had continued)
was later fitted to 123 of these Right: An Italian State Railways
engines The usual problem of class "685" 2-6-2 receives some

maintenance — which stemmed attention to lubrication from

from the Caprotti cam-boxes its driver

being precision not blacksmith

engineering — was overcome by

a unit-replacement system

Class 231C 4-6-2 France:
Paris, Lyons and Mediterranean Railway (PLM), 1912

Axleload: 40,5001b (18 50
Cylinders, hp: 2)17.3x25.6)11

>0mm)

Cylinders, LP > 25 6 x 25 6in
(650 x 650mm)

Driving wheels: 78 7in

(2,000mm)
Heating surface: 2,185sq ft
(203m 2 )
Superheater: 694sq ft

(65m 2 )
Steam pressure: .'28PS1

,-m 2 )

Grate area: 45 7sq ft (4 3m2 )

Fuel: .1,0001b (50

Water: 6, 160gall (7.400 US)
(28m2 )
Adhesive weight: 122,0001b

Total weight: 320,5001b

(145 50
Length overall: 65ft 7in
(20,000mm)

French engineers were early sion into simple expansion. Com- rigid assembly than the de Glehn Above: "The Fleche d'Or"
pound expansion enables a arrangement Apart from the (Golden Arrow) hauled by a
converts to the creed of com- higher proportion of the energy differences in cylinders, motion long-serving, efficient ex-PLM
in the steam to be converted into and boiler already mentioned, "23 1C" 4-6-2.
pounding, and in no other country work during expansion, but to

was compounding pursued more get the full benefit of the greater

enthusiastically or successfully expansion in the compound it is

Nevertheless, from time to time necessary to use a high steam
pressure, and high pressure
nght up to the last steam designs,
brings higher boiler maintenance
occasional doubts entered the costs At this time there was a

minds of French engineers, and new attraction for engineers—
the superheater — which offered
a batch of simple expansion
the possibility of improving the
locomotives appeared, but the
thermal efficiency sufficiently for
outcome was always a strength- simple expansion to be accept-
able, and with it the possibility of
ening of the orthodox doctrine
using a lower boiler pressure.
PLMThe Pacifies of the illus-
The two PLM Pacifies put this
trated this process Between 1890
problem to the test, for the
and 1907 the railway ordered compound engine used satura-
ted steam but the simple engine
845 locomotives, of which 835 was superheated The compound
had the de Glehn layout of
were compounds, and in the
cylinders, with the outside high-
penod 1905 to 1 907 construction pressure cylinders set well back

of compound Atlantics and 4-6-0s over the rear bogie wheels, but
the simple engine had the four
was in full swing But in 1 907 the
PLMcylinders in line, as in the
first European Pacific appeared,
Atlantics and 4-6-0s The in-line
and in 1909 the PLM produced arrangement gave a much more

two prototype locomotives of

that wheel arrangement, one

simple and one compound Apart

from the recurrent desire to

ensure that the mechanical com-

plications of the compounds were

really justified, there was a further

reason for this particular digres-