2-group 3-axle compound locomotives; type 500

History of the type 500 locomotive

The construction of these locomotives had not yet begun when the war of 1914-1918 was declared. Due to events, the supply project was suspended, and the contract was terminated in 1920 in order to update the construction costs. In the end, the State and the Department of the Ardèche having decided to give up the establishment of this line, the acquisition of the 10 machines in question was not pursued. These had been registered by Schneider under construction numbers 3331 to 3340. The C.F.D. had planned to assign them Nos. 501 to 510

Description of the locomotive type 500

This model was to be equipped with a 3-shell boiler with 170 tubes of 0.045 m diameter and 4.00 m length, giving a heating surface of 96.130 m2. The stamp was intended for 14 kg. The steam intake dome located on the second ferrule would have been framed by two sandpits, each specialized to one of the groups of 3 axles. The laden relief valves would have been placed directly on the hearth.

Cylinder dimensions were planned to be larger, but the piston stroke was to be reduced to 0.500 m. The wheel diameter and wheelbase of each truck were identical to the 400 type. The capacities of the water and fuel bunkers were significantly increased to reach a reserve of 2500 I of water and 1500 kg of coal. The water bins were to be set up in the cut-edge design with the fuel bunker installed in the extension of the shelter, recalling the general appearance of the Type 250.

A very powerful CFD machine

These modifications, as compared to type 400, had resulted in a significant increase in the unladen weight to 38.51 for an unladen length of 10,200 m. The tractive effort of this gear was expected to reach 8,955 kg, which would have made it the most powerful type in the Company's

In fact, the C.F.D. planned to assign these locomotives to the Cheylard section at Dunières and to transfer to the Aubenas section the entire 42 series, as well as 4 units of the 400 series. Unfortunately, the decision to abandon the construction of the Aubenas line did not allow this combination, which would certainly have improved the flow of traffic on the central section of the Vivarais network. It is surprising, however, that this type of locomotive was not used for further complementary supplies to this network. It seems that the Company was already considering the test of diesel traction and did not wish to invest in the study of a new steam traction engine.

source : MTVS 1989-1