502:
94:
qualities with consequent less wear on the track and running gear. Where heavy grades and low axle loads were combined, the compound locomotive was often deemed to be the most viable solution. Successful design of a compound locomotive demands a firm grasp of thermo- and fluid dynamics; that such has frequently not been the case is why many productions in the past have been far from optimal. This is especially true of locomotives built in the early years of the 20th century. The problem not only affected compounds, but was dramatic in their case due to the long steam cycle which made them particularly sensitive to temperature-drop and condensation of the steam during its lengthy passage. In rebuilding older locomotives from 1929 onwards, Chapelon was able to inexpensively obtain what seemed almost "magical" improvements in power and economy by improving flow through the steam circuit, at the same time putting in a larger superheater to increase the initial steam temperature and delay condensation in the LP cylinders.
514:
forward wall of the rear cylinder. The piston rod of the rear cylinder is connected to the crosshead in the usual way, but the forward cylinder may have its piston rod, or rods, in either of two forms: either the piston rod of the rear cylinder is extended forwards to also carry the forward piston; or if the forward cylinder be the low-pressure cylinder (and thus larger in diameter than the high-pressure cylinder behind), it may have two long piston rods which pass above and below, or to either side, of the high-pressure cylinder in order to reach the common crosshead.
458:: 3-cylinder compounds with uncoupled driving wheels in which two small outside high-pressure cylinders exhausted into one large low-pressure one between the frames. Other similar classes followed, progressively enlarged. The uncoupled driving wheels were problematic as the two pairs of wheels could be rotating in opposite directions on starting, if a locomotive had previously backed onto its train. The arrangement appears to have been adopted due to lack of space, but Tuplin has pointed out that if
311:
859:
819:, from 1925 to 1932 as the LMS standard class 4 express locomotive reaching a final total of 245 locomotives. The LMS locomotives were not universally appreciated especially on the old LNWR section where they went hand in hand with operating methods imposed by the Midland Railway constituent but in Scotland they were received as the solution to serious endemic express locomotive problems and were generally well liked.
582:
146:
442:
specially built by the
Decauville Company for the Paris Exposition of 1889; the design was introduced to the North American railroading in 1900 with B&O No. 2400, and rapidly became popular there. US practice progressed to the "simple Mallet", which used the same articulated arrangement but eliminated the compounding. Both simple and compound Mallet locomotives lasted to the end of steam.
529:; it was converted to a tandem compound in 1885, but reverted to simple in 1887. As a compound, the high-pressure cylinders were 13 inches (330 mm) diameter, placed in front of the low-pressure cylinders, which were 20 in (510 mm) diameter; the common stroke was 24 in (610 mm). The other two were both
419:
starting. In some cases this is manually operated by the locomotive driver, while in other cases it is automatic; in the latter case the valve is often referred to as an "intercepting valve". The primary difference between various forms of cross compound locomotives is in the design and operation of the intercepting valve.
574:, chief engineer of the Nord Railway. It had a 4-cylinder layout with the driving wheels uncoupled, and bore a superficial resemblance to a Webb compound, except that inside HP cylinders drove the leading driving axle whilst the LP cylinders were outside, driving the trailing axle. In 1891 two production locomotives,
546:
low-pressure cylinders were in front, and the stroke was 21 in (530 mm). No. 7 ceased work in 1887, being dismantled in 1890; no. 8 never entered regular service, failing when on trial - it was partially dismantled in 1892. Both locomotives were renewed in 1894 as standard gauge simple-expansion 4-4-0s.
493:
or below the low-pressure cylinder, each had its own piston rod connected to a common crosshead, so that one connecting rod and crank was required for each pair of cylinders. Substantial fuel efficiencies were achieved, but maintenance difficulties doomed the type. Most were converted to conventional engines.
854:
3-cylinder simple. 242A 1 was probably the most important compound locomotive of all time, capable of developing a remarkable 5,300 cylinder horsepower (4,000 kW) for an engine unit weighing just 145.6 metric tons. One of the most efficient steam locomotives ever built, coal consumption was just
874:
wheel arrangement, one of which was intended for fast freight work in the US, this being a high-pressure triple-expansion machine. Strange as this layout may seem, it had a number of advantages from the point of view of equalising piston thrusts and arrangement of steam passages. It was claimed that
593:
The type was greatly improved by du
Bousquet who refined the layout of rods and valve gear along the inside of the frames for easy access. Later he had studies made of steam passages to reduce throttling which paved the way for Chapelon's work 27 years later. This turned into a very efficient layout
549:
Tandem compound locomotives were very common in the United States prior to WW1, with some railroads such as the Santa Fe having large numbers in several wheel arrangements. A characteristic feature of larger tandem compound locomotives was an "A-frame" crane mounted on each side of the smokebox, to
545:
built in May 1886 for the broad gauge. No. 7 had high-pressure cylinders 15 in (380 mm) diameter, low-pressure 23 in (580 mm). The cylinders of no. 8 were slightly smaller: high-pressure 14 in (360 mm), low-pressure 22 in (560 mm). In both GWR locomotives, the
492:
locomotive. This design used a double-expansion engine fitted into the space occupied by a conventional single-expansion engine on the locomotive, using a single piston valve with conventional gear to control both the high- and low-pressure cylinders. The high-pressure cylinder could be placed above
410:
The simplest form of the compound locomotive has two cylinders, a high-pressure cylinder on one side, and a low-pressure on the other side; the name reflects the steam flow from the HP to the LP across the locomotive. Most early attempts at compound locomotives were variations on the cross compound
123:
There are many configurations, but two basic types can be defined, according to how HP and LP piston strokes are phased and hence whether the HP exhaust is able to pass directly from HP to LP (Woolf compounds) or whether pressure fluctuations necessitate an intermediate "buffer" space in the form of
513:
in 1867. Like the
Vauclain compound, a tandem compound has each pair of high- and low-pressure cylinders driving a common crosshead, connecting rod and crank; but unlike the Vauclain compound, the cylinders are mounted fore and aft of each other. The rear wall of the forward cylinder is usually the
422:
A second design issue of cross compound locomotives is that, if the engine is worked on a short cutoff, the steam is fully expanded in the HP cylinder and does no work in the LP cylinder, which causes unequal stresses in the engine. This problem is avoided if the engine has 3 or 4 cylinders, which
760:
Another historically important, albeit less numerous configuration also had its origins in France: the three-cylinder compound with two outside LP set at 90° fed by one HP cylinder between the frames with the crank set 135° from the others. It was first incorporated into a prototype for the French
697:
500 class express locomotive; it was notable for being an asymmetrical four-cylinder design, in which the two HP and the two LP cylinders were grouped together, with each couple being served by a single piston valve which admitted steam simultaneously to the opposite ends of the two cylinders. The
740:
in Munich also built a large proportion of the German 4-cylinder compounds (such as the S 3/6), mostly on von
Borries's later system. In spite of a sweeping standardisation policy by the Reichsbahn imposing simple expansion, a small but consequent number of Maffei Pacifics of a design dating from
441:
for HP and LP, some with a single rigid chassis that were never built, others with a rigid rear chassis on which the HP cylinders were mounted and an articulated LP front engine unit. The latter arrangement was adopted worldwide. The first application was a series of 600 mm gauge locomotives
418:
Cross compound locomotives have a fundamental design issue, which is that if the HP cylinder is stopped "on center", the locomotive cannot start. To resolve this, all practical cross compound locomotives have some form of starting valve, which allows admission of HP steam into the LP cylinder on
79:
where they work in "parallel". In order to balance piston thrusts of a compound, the HP:LP cylinder volume ratio has to be carefully determined, usually by increasing the LP cylinder diameter and/or by lengthening the stroke. In non-condensing engines, the HP:LP volume ratio is usually 1:2ÂĽ. On
401:
Whether the above locomotive is, strictly speaking, a compound is subject to debate: the first recognisable compound application to a locomotive was on Erie
Railway's No 122, an ordinary American type fitted in 1867 with tandem compound cylinders following J.F. Lay's patent no. 70341. Nothing is
93:
The main benefits sought from compounding are reduced fuel and water consumption plus higher power/weight ratio due to more expansion in the cylinder before the exhaust valve opens, which gives a higher efficiency; additional advantages include more-even torque and in many cases, superior riding
465:
Wheel arrangements varied: 2-2-2-0, 2-2-2-2, 2-2-2-2T, 2-2-4-0T and 0-8-0; the last were freight locomotives and the only ones of this type to have all wheels coupled. Webb's next stage consisted of two classes of 4-cylinder compound 4-4-0s one 4-6-0 type and finally more 0-8-0s The latter are
114:
rebuild: 'La
Argentina' (tested around the same time in Argentina). Proponents of simple expansion argue that use of early cut-off in the cylinder thus expanding small quantities of steam at each piston stroke obviates the need for the complication and initial expense of compounding and indeed
54:
up to 1952 and more importantly, Compound locomotives continued to be designed and built in France until the end of steam in the 1970's. French compounding of railway engines became so highly developed, eventually incorporating reheaters between the high and low pressure stages as well as the
131:
The eternal problem with compounds is starting: for all cylinders to take their weight, it is advisable to have some way of short-circuiting the HP cylinders and getting steam at a reduced pressure directly to the LP cylinders; hence many of the patented compound systems are associated with
49:
Compounding became popular for railway locomotives from the early 1880s and by the 1890s were becoming common. Large numbers were constructed, mostly two- and four-cylinder compounds, in
Germany, Austria, Hungary, and the United States. It declined in popularity due to a perceived increased
84:
may refer to any multiple-expansion engine. Added insight comes with the terms double, triple, quadruple. An experimental triple-expansion locomotive, named the L.F.Loree, was built by the
American Locomotive Company and the Delaware & Hudson Railroad in 1933.
398:, a driver on the line. In this system, the two cylinders alternated as high and low pressure, with the change-over occurring halfway through each stroke. Two locomotives, one passenger and one goods, were converted to the system but no further examples followed.
702:
and was looked at with interest, while not meeting with outstanding success; however, on the long run the asymmetrical design, while simple, proved to be rather awkward, as it was difficult to equalize the work of each side of the locomotive and this caused
292:
These can be staggered with drive to more than one axle, in line concentrated on one axle or in tandem with HP and LP driving a common crank, the latter system being much employed in the US in the early years of the 20th
Century, notably on the Santa Fe.
891:(steam rollers, traction engines and steam lorries) than on rail. The usual arrangement was one high-pressure cylinder and one low-pressure cylinder (double crank compound), however a superposed Vauclain-style single crank compound type did exist.
734:'s celebrated abovementioned rebuilds from 1929 onwards were mostly of de Glehn compounds. Chapelon, along with other French engineers such as Gaston du Bousquet, and Marc de Caso brought these locomotives to their highest pinnacles of performance.
578:, were placed in service with the cylinder positions inverted at du Bousquet's insistence, that is outside HP and inside LP, one of which initially had uncoupled driving axles as before but this arrangement proved inferior to the coupled version.
136:
allowing independent working or combinations of HP and LP groups. Most other systems employ starting valves of various kinds. Another criterion is whether the valve gears of the two groups are wholly independent or linked together in some way.
804:. These were followed from 1905 onwards by 40 of an enlarged production version where all the Smith fittings were replaced by a simplified starting arrangement incorporated into the regulator; this to the design of Johnson's successor,
855:
850 g/hp (1.1 g/W) per hour and water consumption was 6.45 L/hp (8.6 mL/W) per hour at 3,000 hp (2,200 kW). A typical simple-expansion locomotive could consume approximately double these amounts to generate the same output.
875:
with proper maintenance and operating procedures, such locomotives could compete with modern forms of traction. Other projects were for small 2-cylinder compounds: notably a locomotive for sugar plantations in Cuba, burning
635:
was specially built. Although a number of items of French practice were adopted by the Great
Western as a result of these trials, the de Glehn compound system was not one of them. In 1904 The Pennsylvania railroad ordered a
658:) built the 4-cylinder Class U locomotive. The 2 high-pressure cylinders were placed outside the frames, and the 2 low-pressure cylinders are placed inside the frames. One class U survives U-127. It is preserved at
109:
between HP and LP stages. They also fitted steam jackets to both HP/LP cylinders for what was believed by Chapelon to be the first time for a compound locomotive. Resuperheating was also by Porta on his prototype
597:
As such, the de Glehn type was built in large numbers in France, in various wheel arrangements, for service at home and abroad; a number were also built in Germany and Belgium. Many gave long service: a 4-6-0
752:
in 1948 drew inspiration from Chapelon's 4700/240P rebuilds for "Argentina"; his first production, a 4-cylinder compound rebuilt from an old British-built metre-gauge Pacific into a futuristic 4-8-0.
866:
A layout with more or less 120° crank setting (the final setting was to be empirically determined) with HP cylinder placed on the left-hand side was fully developed by the Argentinian engineer
838:
From 1896, Weymann introduced a 3-cylinder 2-6-0 type with divided drive and cranks at 120° for service on the heavily graded Swiss Jura-Simplon routes; eventually they numbered 147 units.
415:
who introduced in 1876 a series of small 2-cylinder compound 0-4-2 tank locomotives for the Bayonne-Anglet-Biarritz Railway. These were entirely successful and worked for many years.
132:
particular starting arrangements. The de Glehn 4-cylinder system is probably still the most sophisticated of all with independent HP & LP cut-off and a rotary valve, called a
815:
in 1923, and after comparative trials against locomotives of the constituent companies, the Midland compound was deemed the best and adopted in a slightly modified version, the
830:
in 1932 for the Dublin-Belfast expresses. Preserved examples are the rebuilt prototype Midland Compound, 1000 (BR 41000), and Great Northern Railway (Ireland) no. 85 Merlin.
55:
initial use of superheaters, that France achieved the highest power to weight ratio and the highest horsepower to fire grate-area ratio of any steam locomotives ever built.
870:
for new-built modern steam locomotives all of which would have used multiple expansion, some following this 3-cylinder compound system. These included locomotives of the
501:
846:
Chapelon's aborted post-war locomotive replacement programme included a whole range of 3-cylinder Sauvage compounds. The only one to come into existence was 242A 1, a
628:
for use in comparative trials and were tested against his own designs. For comparison with the later de Glehn compounds, the 4-cylinder simple 4-4-2 locomotive
575:
454:
in Britain. After trials with an old single-driver converted into a 2-cylinder compound in 1878, he introduced in 1882 his first Experiment class with similar
567:
599:
46:
where steam is expanded in two or more stages. The locomotive was only one application of compounding. Two and three stages were used in ships, for example.
379:
The first design of a compound railway locomotive on record belongs to Thomas Craddock, who patented a design for a condensing compound locomotive in 1846.
979:"Century of Progress, Chicago 1933-1934 -- Delaware & Hudson 4-8-0 1403 "L. F. Loree" -- Presented by Richard Leonard's Rail Archive (railarchive.net)"
792:(this itself being rebuilt from an earlier Worsdell/Von Borries 2-cylinder compound prototype of 1893). This formed the basis for an initial batch of five
1344:
951:
Steam-Engine Theory And Practice, William Ripper, Third Edition, Longmans, Green, And Co., 39 Paternoster Row, London, chapter VII Compound Engines
762:
651:
of 1908 were de Glehn compounds, though mostly later converted to simple superheated locomotives (and the A class to 2 cylinders only).
1407:
741:
1908 were nevertheless considered indispensable for hilly routes with severe axle load limitations and were built new as late as 1931.
640:
called "the French aristocrat" on the Pennsy, but too light which made her underpowered due to low traction. She was scrapped in 1912.
559:
233:
1 high pressure, 2 low pressure; HP from HP boiler superheated, LP from HP exhaust mixed with LP boiler superheated (Canadian Pacific)
1218:
1189:
394:, for a "continuous expansion locomotive", a method of steam locomotive compounding, although the idea appears to have come from one
101:
to their water-tube boilered No. 10,000 to make up for inadequate HP superheat. The Paris-Orleans Railway designed a demonstrator
1485:
986:
166:
1 high-pressure, 1 low-pressure - these are usually referred to as "cross-compound" designs, and there are many variations (
1050:
1015:
965:
812:
542:
538:
505:
Cutaway view of the cylinders (low-pressure on left, high-pressure on right) and valves (above) on a tandem compound engine
939:
609:
locomotive introduced 1909, stationed at Creil could often still be seen at the Gare du Nord, Paris in the late 1960s.
466:
considered to have been the most successful Webb compounds and some lasted in their original condition into the 1920s.
1440:
1309:
Italian state railways steam locomotives : together with low-voltage direct current and three-phase motive power
1226:
1197:
1168:
1120:
1096:
1045:"Canadian Pacific's Mighty No. 8000", Donald M. Bain and Jack D. Leslie, British Railway Modellers of North America,
1378:
827:
666:
659:
450:
Mallet's aforementioned rigid wheelbase divided-drive schemes, although never actually applied, may have inspired
1490:
67:
cylinders, then having given up some heat and lost some pressure, it exhausts into a larger-volume low-pressure
1316:
1480:
708:
808:. The original Johnson locomotives were rebuilt as Deeley compounds from 1914 onwards and were superheated.
693:
engineer Enrico Plancher developed a new and curious design of compound engine, which first appeared on the
1333:
681:
in 1906, which were very successful and economical on water. Further enlarged engines were built in 1929.
604:
322:
934:"The Pictorial History of Steam Power", J.T.Van Riemsdijk and Kenneth Brown, 1980 Octopus Books Limited,
589:
of 1894), with high-pressure cylinders placed behind a front bogie, and driving the second set of wheels.
51:
719:
heavy freight locomotives, but no further application was approved after the widespread adoption of the
80:
geared locomotives, cylinder volumes can be kept more or less identical by increasing LP piston speed.
823:
793:
781:
550:
allow removing the front cylinder (typically the LP cylinder) when the rear cylinder required service.
459:
455:
438:
63:
In the usual arrangement for a compound engine the steam is first expanded in one or two high-pressure
1091:. Ann Arbor, MI: Scholarly Publishing Office, University of Michigan Library. 2005. pp. 16, 17.
625:
163:
2 cylinders, alternating high and low pressure - "continuous expansion locomotive" (Samuel/Nicholson)
1458:
485:
391:
451:
275:
267:
2 high pressure, 2 low pressure (de Glehn; Barbier; Von Borries-2; Golsdorf-2; Vauclain-1&2,
150:
789:
204:
704:
674:
613:
558:
A type long-familiar on French railways was the 4-cylinder de Glehn compound. The prototype,
534:
518:
402:
known of this locomotive's subsequent career and it does not appear to have been reproduced.
39:
20:
1403:
359:
A method to lessen the magnitude of the continual heating and cooling of a single-expansion
1028:
797:
208:
193:
1010:
La Locomotive A Vapeur, André Chapelon, Second French Edition, English Translation, 2000,
75:. The cylinders can be said to work in "series" as opposed to the normal arrangement of a
8:
411:
design, some notable ones being that of Baxter (1870) and Hudson (1873). Another was by
341:
72:
1428:
816:
644:
571:
481:
175:
698:
prototype of the class was presented at the International Railway Congress of 1900 in
1436:
1312:
1232:
1222:
1193:
1164:
1116:
1092:
1046:
1011:
961:
935:
767:
749:
621:
617:
489:
475:
432:
268:
244:
220:
171:
167:
731:
216:
1186:
The Locomotives of the Great Western Railway, part four: Six-wheeled Tender Engines
978:
737:
272:
35:
517:
In Great Britain, there were three tandem compounds. The first was no. 224 of the
348:'s engine erectors in Cornwall, patented a double-cylinder compound reciprocating
179:
888:
801:
563:
345:
24:
805:
694:
629:
462:
had been fitted, the driving wheels could have been coupled in the normal way.
412:
212:
1474:
1236:
822:
Five larger 3-cylinder locomotives were built to the same general pattern by
785:
526:
510:
19:
For the principles and other applications of the compound steam engine, see
901:
716:
712:
637:
387:
364:
360:
43:
1370:
1156:
908:
van Riemsdijk, John T. (1970). "The Compound locomotive, Parts 1, 2, 3".
720:
655:
648:
349:
200:
50:
maintenance requirement. Nonetheless, compound Mallets were built by the
858:
784:
there appeared in 1898 a prototype 4-4-0 compound locomotive, no. 1619 (
310:
71:
cylinder, (or two, - or more), thus extending the expansion part of the
867:
586:
353:
1273:
772:
remained a solitary example but nonetheless put in 42 years' service.
363:
that leads to inefficiency was invented in 1804 by British engineer
1215:
The Locomotives of the Great Western Railway, part two: Broad Gauge
690:
594:
copied by many railroads in France, Belgium, Germany, and England.
257:
1 high pressure, 1 intermediate pressure, 2 low pressure (LF Loree)
1467:
illustrated description of the development of compound locomotives
862:
Burrell road locomotive, showing high- and low-pressure cylinders.
97:
To prevent severe condensation taking place, the L.N.E.R. applied
1341:
Kent and East Sussex Railway Virtual Mutual Improvement Classroom
1115:
Baltimore: Johns Hopkins Press; Dover reprint 1979, pp 209; 210.
960:"Perfecting The American Steam Locomotive", J. Parker Lamb 2003,
876:
670:
624:
slightly larger ones in 1905 under its Locomotive Superintendent
1113:
A History of the American Locomotive, Its Development: 1830-1880
871:
581:
423:
was an element driving the development of the following types.
383:
145:
102:
1137:
437:
Mallet also worked out schemes for compounds with independent
237:
851:
847:
699:
678:
530:
522:
115:
multi-cylinder single expansion – this is an ongoing debate.
111:
1125:
916:
1006:
1004:
251:
1371:"The W.Worsdell Class D19 (NER M / 3CC) 4-4-0 Locomotive"
1404:"Chapelon's 4 8 0 P, 2 12 0 A 1, 4 8 4 A 1, 2 8 2 E 113"
1062:
Encyclopædia Britannica Online, retrieved 29 March 2007.
352:
in 1781. He was prevented from developing it further by
1021:
1001:
761:
Nord Railway in 1887 to the design of Edouard Sauvage.
525:
simple-expansion locomotive, being the pioneer of the
887:
In Britain, compounding was much more widely used on
541:, built in February 1886 for the standard gauge, and
374:
654:
In Russia, from 1906 the Putilov Company (later the
243:
1 high pressure, 1 medium pressure, 1 low pressure (
1375:
The London & North Eastern Railway Encyclopedia
1213:Reed, P.J.T. (February 1953). White, D.E. (ed.).
841:
1472:
1184:Tabor, F.J. (February 1956). White, D.E. (ed.).
1398:
1396:
850:prototype rebuilt in 1946 from an unsuccessful
227:
1252:Dix Decenies de locomotives sure le résau Nord
1161:The British Steam Railway Locomotive 1825-1925
612:Three of the 4-4-2 type were purchased by the
568:Société Alsacienne de Constructions Mécaniques
356:, who claimed his own patents were infringed.
105:locomotive, No. 160-A1 (tested 1948-51), with
1433:Compound Locomotives: An International Survey
1427:
1279:
1143:
1131:
922:
907:
707:. The Plancher engine was used again on some
1393:
1306:
238:Three-cylinder triple-expansion (projected)
149:Vauclain four-cylinder compound locomotive
1456:
509:The tandem compound first appeared on the
288:2 high pressure, 4 low pressure (Chapelon)
199:1 high pressure, 2 low pressure (Sauvage;
186:
118:
88:
1435:. Penryn: Atlantic Transport Publishers.
1163:. London: Bracken Books. pp. 260–2.
1070:
1068:
788:) with this same layout to the design of
775:
261:
1311:. Abingdon: Tourret. pp. 35, 52–4.
857:
580:
500:
282:
157:
144:
1368:
1334:"Compound Locomotives & Their Work"
252:Four-cylinder triple-expansion compound
1473:
1155:
1065:
1410:from the original on 11 December 2006
1183:
1027:
826:to the design of G.T. Glover for the
585:Typical early de Glehn's locomotive (
1269:. trans. G. Carpenter. Camden Books.
1264:
1212:
910:Transactions of the Newcomen Society
813:London, Midland and Scottish Railway
305:
301:
1331:
1291:
1035:. Glasgow: Blackie and Son Limited.
882:
395:
369:Woolf high-pressure compound engine
13:
1457:Winchester, Clarence, ed. (1936),
1249:
1089:Compound Engines facsimile reprint
989:from the original on 25 April 2018
375:Application to railway locomotives
14:
1502:
1450:
1381:from the original on 5 March 2012
1350:from the original on 21 July 2015
673:built de Glehn compounds for the
643:In New Zealand the locally built
405:
192:2 high pressure, 1 low pressure (
140:
124:a steam chest or pipe known as a
828:Great Northern Railway (Ireland)
667:North British Locomotive Company
660:the Museum of the Moscow Railway
367:. Woolf patented his stationary
309:
1362:
1325:
1300:
1285:
1258:
1243:
1206:
1177:
1149:
1105:
1081:
1056:
58:
1343:. Junior Engineering Society.
1039:
971:
954:
945:
928:
842:Unrealised locomotive projects
1:
1486:Steam locomotive technologies
894:
521:which was built in 1871 as a
16:Type of railroad steam engine
1463:Railway Wonders of the World
1459:"The evolution of compounds"
1078:New York: Angus Sinclair Co.
715:express locomotives and the
562:, was a 2-2-2-0 designed by
386:number 13029 was awarded to
228:Three-cylinder semi-compound
7:
1307:Kalla-Bishop, P.M. (1986).
811:After the formation of the
726:
684:
553:
469:
77:simple-expansion locomotive
52:Norfolk and Western Railway
10:
1507:
1111:White, Jr. John H. (1968)
833:
824:Beyer, Peacock and Company
794:Midland Railway 1000 Class
755:
473:
430:
296:
18:
1369:Marsden, Richard (2011).
1282:, pp. 51–52, 54, 60.
638:copy of the Nord Atlantic
626:George Jackson Churchward
496:
426:
344:, the grandson of one of
796:locomotives designed by
744:
486:Baldwin Locomotive Works
392:Eastern Counties Railway
1076:The Compound Locomotive
570:(SACM), and ordered by
460:Walschaert's valve gear
445:
382:In 1850 United Kingdom
276:articulated locomotives
187:Three-cylinder compound
151:Milwaukee Road class A2
119:Compound configurations
89:Reasons for compounding
1491:Compound steam engines
863:
790:Walter Mackersie Smith
776:Smith, Johnson, Deeley
590:
506:
390:, the engineer of the
262:Four-cylinder compound
205:Walter Mackersie Smith
154:
128:(receiver compounds).
38:which is powered by a
1267:La machine locomotive
1074:Colvin, Fred. (1900)
1029:Clark, Daniel Kinnear
861:
782:North Eastern Railway
675:Bengal Nagpur Railway
614:Great Western Railway
584:
566:, an engineer at the
535:Great Western Railway
519:North British Railway
504:
283:Six-cylinder compound
158:Two-cylinder compound
148:
21:compound steam engine
1481:Compound locomotives
1465:, pp. 1046–1051
1294:Apex of the Atlantic
1192:. pp. D37–D38.
798:Samuel Waite Johnson
709:Ferrovie dello Stato
576:Nord 2.121 and 2.122
209:Samuel Waite Johnson
194:Francis William Webb
1429:Van Riemsdijk, J.T.
983:www.railarchive.net
342:Jonathan Hornblower
73:thermodynamic cycle
32:compound locomotive
1280:Van Riemsdijk 1994
1144:Van Riemsdijk 1994
1132:Van Riemsdijk 1994
923:Van Riemsdijk 1994
864:
817:LMS Compound 4-4-0
591:
572:Gaston du Bousquet
507:
482:Samuel M. Vauclain
321:. You can help by
155:
1296:. Kalmbach Books.
1265:Chapelon, André.
1146:, pp. 36–40.
1033:Railway Machinery
750:Livio Dante Porta
711:designs like the
490:Vauclain compound
476:Vauclain compound
433:Mallet locomotive
339:
338:
302:Early experiments
245:Livio Dante Porta
221:Livio Dante Porta
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925:, pp. 4–9.
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802:Midland Railway
780:On the British
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564:Alfred de Glehn
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40:compound engine
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17:
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1451:External links
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330:December 2009
324:
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317:This section
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1412:. Retrieved
1383:. Retrieved
1374:
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1352:. Retrieved
1340:
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1292:Westing, F.
1287:
1275:
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1157:Ahrons, E.L.
1151:
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991:. Retrieved
982:
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886:
865:
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717:FS Class 470
713:FS Class 680
689:In 1900 the
688:
664:
653:
642:
631:
620:in 1903 and
611:
596:
592:
557:
548:
516:
508:
488:devised the
479:
464:
452:Francis Webb
449:
436:
421:
417:
409:
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388:James Samuel
381:
378:
368:
365:Arthur Woolf
361:steam engine
358:
340:
327:
323:adding to it
318:
291:
182:-1; Herdner)
133:
130:
125:
122:
106:
98:
96:
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81:
76:
68:
64:
62:
59:Introduction
48:
44:steam engine
42:, a type of
31:
29:
1414:24 November
766: [
721:superheater
656:Kirov Plant
649:NZR X class
645:NZR A class
603: [
350:beam engine
176:Von Borries
107:resuperheat
99:resuperheat
1475:Categories
1385:5 November
1318:0905878035
1254:. Picador.
895:References
868:L.D. Porta
763:Nord 3.101
632:North Star
587:Baden IV e
354:James Watt
1237:650490992
1159:(1987) .
527:224 Class
371:in 1805.
1431:(1994).
1408:Archived
1379:Archived
1345:Archived
1031:(1855).
993:25 April
987:Archived
800:for the
727:Chapelon
685:Plancher
560:Nord 701
554:De Glehn
537:(GWR) –
480:In 1889
470:Vauclain
346:Newcomen
180:Gölsdorf
172:Vauclain
153:No. 919.
134:lanterne
126:receiver
82:Compound
1354:17 July
968:, p. 75
942:, p.101
877:bagasse
834:Weymann
756:Sauvage
705:hunting
691:Italian
671:Glasgow
630:no. 40
533:on the
484:of the
297:History
1439:
1315:
1235:
1225:
1196:
1167:
1119:
1095:
1053:, p.13
1049:
1018:, p.55
1014:
964:
938:
872:2-10-0
738:Maffei
531:2-4-0s
497:Tandem
427:Mallet
384:patent
269:Mallet
168:Mallet
103:2-12-0
1348:(PDF)
1337:(PDF)
852:4-8-2
848:4-8-4
770:]
745:Porta
700:Paris
679:India
607:]
600:230.D
543:no. 8
539:no. 7
523:4-4-0
273:Meyer
201:Klose
112:4-8-0
34:is a
1437:ISBN
1416:2006
1387:2011
1356:2015
1313:ISBN
1233:OCLC
1223:ISBN
1219:RCTS
1194:ISBN
1190:RCTS
1165:ISBN
1117:ISBN
1093:ISBN
1047:ISBN
1012:ISBN
995:2018
962:ISBN
936:ISBN
912:(2).
665:The
446:Webb
271:and
170:-1;
69:(LP)
65:(HP)
23:and
677:of
669:of
622:two
618:one
325:.
1477::
1461:,
1406:.
1395:^
1377:.
1373:.
1339:.
1231:.
1067:^
1003:^
985:.
981:.
879:.
768:fr
723:.
662:.
616:,
605:fr
223:.)
219:,
215:;
211:;
207:;
174:;
30:A
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1101:.
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328:(
278:)
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196:)
27:.
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