The État 230-781 to 800 (later SNCF 3-230.J.781 to 799 and 3-230.L.783, 788, 792, 793, 796 and 800) was a class of 4-6-0 Ten Wheeler type steam engines, built to pull light passenger trains.
Description[]
Mechanical Description[]
Liveries[]
Tenders[]
The "Jocondes" were hitched to bogie tenders, identical to the tenders of the État's Pacifics (but not having water scoop), built by Ets Magnard. They had a cappacity of 22m3 (5,811.7 gal) of water and 7t (6.9 UK t; 7.7 US t). The coupling was a Roy type, with converging buffers. These tenders weighed 23.9t (23.5 UK t; 26 US t), when they were empty and 53.5t (52.6 UK t; 59 US t), when they were at full capacity.
History[]
In 1911, the État Railway, wanted to compared the preformances of a compounding engine and a single expansion engine, for express srevices. Like the PLM, and Nord railways, the État wanted to test the 4-cylinder single expansion engine. In 1911, the État passed order of 20 engines with a 4-6-0 wheel arrangement, to the SACM, in 1911, with the purpose to compared their performances with the one of the class 230-619 to 705, which were compound.
État 230-781 to 800[]
The construction of these engines had been entrusted to the SACM at Belfort, in 1911. They have been delivered to the État in 1912, and received the numbers 230-781 to 800. The construction and the delivery of the engines in 1912, was marked by the event of the Mona Lisa's flight. Since 1911, the painting robbed by Vincenzo Peruggia, was searched around the world, and as this event took place during the delivery of the 230-781 to 800, the railway workers gave them the nickname of "Joconde", which was the family name of Mona Lisa, Lisa del Giocondo, frenchified.
At the beginning of their carrer, the "Jocondes" were allocated at Paris-Batignolle sheds, and with the classes 230-620 to 705 and 231-011 to 060, they pulled expess and fast trains on the Paris to Dieppe line, where they pulled the Train de la Marée (the Tide Train), they also worked on the Paris to Le Havre, and Paris to Cherbourg lines. But their services on these lines where short. In the 1920s, they were allocated at Paris-Vaugirard sheds, then Montrouge sheds, Argentan sheds and Granville sheds. At the beginning of the 1930s they were used to pull the fast train the Manche Océan from Médizon to Le Mans, and the expess RCM Rouen to Caen znd to Le Mans. Around 1935, they were allocated at the sheds of Chartres and Tours, then moved for Bordeaux and Les Sables d'Olonne, before being finaly reunited at Thouars.
The engines shows entire saisfaction to the État, with their 4-cylinder single engine, they show to be a bit superior to the 230-620s, even if they consumed more coal and water. During the 1920s, the "Jocondes" would received different modifications. Their distribution was imporved by modifying their lever in advance, thanks to the proposition of a worker from the depot of Argentan. Their driving cab, which had its wide recesses would have them been reduced, and a square openning would be installed, however, with this modification, It would be difficult for the crews to lean out and see the signals. At the beginning of the 1930s, the railway mounted two air-compressed tankers, on the footplate of the engines surrunding the fire box of the the 230-781s. Nos. 230-781 and 799 were mounted with a Kylchap exhaust, while no. 230-781, 783 and 793 would received an ACFI preheater. And the tenders were raised to accomodate 9 tons of coal (8.85 UK tons; 9.92 US tons).
During the 1930s, the president of the État railway, Mr. Raoul Dautry, launched a plan of modernization of the État’s traction park. The "Jocondes" were apart of It, the railway had the purpose to rebuild them, so they could replace the railcars which had a low cappacity. In 1936, the engines nos. 230-788 and 800 were rebuilt at Sotteville Workshops. This rebuilt consisted of:
- Raising the boiler stamp from 12 to 14 bars.
- Modifying the distribution by extend the distributors' stroke.
- Replacing the Nord type exhaust by a Kylchap type, and giving to the engines larger funnels.
- Posing a superheater 5 P4 type for no. 230-788, and a superheater Moulet type on no. 230-800.
- Replacing the original sand boxes by new ones identical to those used by the Pacifics.
Plus of these modifications, no. 230-800 received a streamline casing Hulet type. No. 230-788, would only received the new driving cab and the new tender, pending to receive Its streamline casing, but eventually never received It. These transformations allowed the two engines reached a respectively, 1,050 CV (1,035.63 hp) at 120 Km/h (74.56 mph), 1,250 CV (1,232.9 hp) at 100 Km/h (62.14 mph), and 1,300 CV (1,282.22 hp) at 80 Km/h (49.7 mph). The two engines were put on tests between Achères and Sotteville, in front of fast light trains. On 8th May 1937, no. 230-800, towing five lightened coaches known as "Saucisson" ("Salami" in English), making a weight of 180t (177.2 UK tons; 198.4 US tons), supported the horraire of 1 h 58 on the Paris-Le Mans line, the same as for the Buggati railcars. The "Joconde" supported this route at an average speed of 116 Km/h (72 mph), she brushed on a slop the speed of 150 Km/h (93.2 mph). In June 1937, no. 230-800 was exposed at St Lazare station at Paris, alongside an eletric engine 2D2 (4-8-4) of the railway. Sadly this exposition took place during the week, and few people couldn't see the engine.
Four other engines, nos. 230-783, 792, 793 and 796, were also rebuilt. However the modifications put on the engines weren't as pushed as for no. 230-788 and 800. These engines only have their exhaust modified and the extension of the drawers stroke.
SNCF 3-230.J.781 to 799 and 3-230.L.783, 788, 792, 793, 796 and 800[]
In 1938, the 20 "Jocondes" were incorporated into the SNCF roster. The 14 non-rebuilt engines became SNCF 3-230.J between 781 and 799, while the six rebuilt received the numbers 3-230.L.783, 788, 792, 793, 796 and 800. The SNCF won't continue the reconstruction of the class. In 1938, no. 3-230.L.788, 793 and 800 were allocated at Dieppe, and were put in the same rotations as for the 3-231.B.011 to 060 (former 231-011 to 060), before being grouped with the rest of the class at Thouars. During their SNCF years, no. 3-230.L.800 would lose progressively its streamline casing, while every engines received smoke deflectors, a second air-compressed pump, between one of the smoke deflectors and the smoke box, and for some of them a new smoke box door with a central steering wheel.
After passing WWII without any loss or damage, the class saw its ssservices being reduced with the restart of the railcars. If in 1949, some of them passed the major revisions, the biggest part of the class was parked cold. Between 1953 and 1954, the last engines that have been allocated at the depot of Bressuire, were withdrawn from services. The class' final withdrawn occured in 1957. None of them had been preserved.
Trivia[]
- No. 230-797, would have inspired the État railway to creat a badge at its effigy, to reward the railway workers.
- None of the "Jocondes" have been involved in a single accident, during their fourthy years of service. A real spotless record for this class.
- In 1956, the boilers of no. 3-230.L.788 and 793, still in good condition, were used as steam generators at Clichy, until 1962.
Gallery[]
Sources[]
- COMBE, Jean marc, MIRVILLE, Philippe (1981), Les "Jocondes" du réseau de l’État", Rail Magazine, no. 48.