User talk:Andre Kritzinger/Sandbox

Some information omitted from my revision of the 4-8-4 article, which I feel rather belongs in locomotive-specific articles, stored here for easy retrieval.

Brazil

Builder details:

• DNEF 1001–1027 4-8-4 (2D2-h2) ALCo-S 73767–73778 / 1945–6 for V.F.de Rio Grande do Sul.
• VFRGS 1028–1042 4-8-4 (2D2-h2) ALCo-M 74873–74887 / 1946 meter gauge.
• All locomotives—cylinder: 18 by 28 inches (457.2 by 711.2 mm) diameter. Wheel diameter 59 inches (1,498.6 mm). Grate 57 sq ft (5.3 m²) Evap 2,054 sq ft (190.8 m²) Super 652 sq ft (60.6 m²), Ad. Weight 52 tons Engine Weight 98 tons.

Builder details:

• 2D2-h2 Batignolles-Chatillon 850–861 / 1951 DNEF 242F1–242F12
• 2D2-h2 Batignolles-Chatillon 862–873 / 1952 DNEF 242F13–242F24

Note: These Nantes-St.Joseph works plates are not confirmed.

France

Builder details:

• SNCF 242A1 2D2-h3v (1)600×720 (HP) / (2)680×760 (LP) 1950 148 tonnes (145.7 long tons; 163.1 short tons) Marine Homecourt 339 / 1945 (rebuilt from 2D1-h3 Fives Lille 4800 / 1932) Written off from books 10 / 1960.

Soviet Union

Builder details:

• P36-0001 Kolomna Locomotive Works 9000 / 1949 (prototype)
• P36-0002–P36-0005 Kolomna Locomotive Works ? – ? / 1953
• P36-0006 Kolomna Locomotive Works ? / 1954
• P36-0007–P36-0036 Kolomna Locomotive Works 10182–10201 / 1954
• P36-0037–P36-0161 Kolomna Locomotive Works 10205–10330 / 1955
• P36-0162–P36-0251 Kolomna Locomotive Works 10331–10420 / 1956

Spain

Ten 242F class express passenger 4-8-4 locomotives were designed by the Red Nacional de los Ferrocarriles Españoles (RENFE) in 1955 and were remarkably well-proportioned. Developed from a preceding 4-8-2 Mountain type, they had improved steam passages and developed 30 to 40 per cent more power at medium cut-offs and high speed. These locomotives were built by La Maquinista Terrestre y Maritima SA in Barcelona to burn fuel oil. They had Witte type smoke deflectors and were fitted with a double KylChap (Kylälä-Chapelon) blast-pipe, a Worthington feedwater heater and the Traitement Integral Armand (TIA) water-softening device. The 1+1⁄4 inches (32 millimetres) thick plate frames were substantially braced by a cast-steel coffer between the cylinders, transverse plates between the cylinders and the first coupled axle, front and back buffer beams and six groups of transverse cross-ties, those joining the lower parts of the frames near the firebox being of heavy design in order to counteract any tendency of the frames to distort. The main journals were 10+1⁄4 inches (260 millimetres) in diameter and the journals of the coupled axles 9+1⁄2 inches (241 millimetres). All axles had SKF roller-bearing axle-boxes and the coupled axles were provided with Franklin automatic wedges. All the rotating weights and 33% of the alternating weights were balanced. The axle load on coupled wheels was reduced to 19 tons, with driving wheels of 74+1⁄4 in (1,886 mm) diameter, later replaced with 1,900 millimetres (74.80 inches) diameter wheels). The spokes of the coupled wheels were U sectioned and both sides of the wheels were braked. The four-wheeled pony truck as well as the tender bogies were provided with Isothermos axle boxes. To increase the comfort of the locomotive crew, the cabs of these oil-fired 4-8-4s had a wooden floor mounted on springs, and the seats of the driver and fireman were also provided with springs, a very welcome improvement for long runs on poor tracks. These locomotives were painted green when turned out from the builder's works at Barcelona.
(Note: Some of this was retained in the 4-8-4 article.)

Builder details:

• 242F.2001 2D2-h2 1672 640x710 1900 142.3 tons La Maquinista 695–704 / 1955–1956

RENFE 242F.2001 was completed in October 1955, 242F.2002 – 242F.2010 in 1956.

André Kritzinger 14:03, 16 November 2012 (UTC)