455:, with two high-pressure cylinders between the 2nd and 3rd coupled axles mounted behind four low-pressure cylinders. That unusual cylinder arrangement was required due to the loading gauge being too narrow to accommodate two low-pressure cylinders with the required volume to fully expand the low-pressure steam. There was also an additional level of "superheat" between the high- and low-pressure cylinders, allowing the loco to achieve a tractive effort of 83,700 pounds-force (372 kN)83700 lb.
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502:. They were highly advanced locomotives with many modern American appliances, as well as Chapelon's innovations. He was a great admirer of American industrial capacities and the resulting high quality of its engineering, even though his work tended to be ignored in the USA. One standard Gauge 4-4-2 was owned by the Pennsylvania Railroad Numbered 2512 which gained a Nickname De Glehn.
444:, which was completed in August 1932. The success of that work led to eleven more rebuilds to locomotives numbered 4701-4712 (later 240 701 - 240 712). Those locomotives produced almost 40 indicated horsepower (ihp) continuous per metric ton locomotive weight, which probably still is a world record.
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241.101, which retained the 3-cylinder layout, changed it into a 3-cylinder compound system, and introduced more of
Chapelon's improvements, including a triple Kylchap exhaust, double high-pressure valves and Willoteaux valves on the low-pressure cylinders. Completed in 1946, and with a continuous
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Efficiency was one of
Chapelon's primary concerns in design. Some of his locomotives exceeded 12% efficiency, which for a steam locomotive was exceptional. With greater efficiency, Chapelon could achieve greater power in a smaller locomotive that burned less coal, rather than simply enlarging a
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Chapelon realised that in order to produce an efficient, powerful locomotive, every aspect of it had to be improved and dealt with scientifically. He studied locomotive behaviour at speed and the riding properties of the steel wheel on steel rail; his knowledge was put to use much later on the
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power output of 5500 ihp, the locomotive was rather more powerful than contemporary French electric locomotives, resulting in a hasty redesign of subsequent electric locos, increasing their power by another 1,000 horsepower (750 kW). However, the locomotive was scrapped in 1960.
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Despite his abilities and track record, he was never presented the opportunity to design a class of entirely-new locomotives that were produced in any numbers. He was continually stymied by railway management and politicians, and often his superbly performing locomotives were treated as
250:(PLM) as a probationer in the Rolling Stock and Motive Power section at Lyon-Mouche depot. However, foreseeing poor prospects, he left in 1924 and joined the Société Industrielle des Telephones, soon becoming as assistant manager. In 1925, he joined the
337:, with his system of compounding. His other major work included optimising the steam circuit, including improving the steam flow by widening steam passages and paths, improving the flow through valve gear, and improved exhaust systems such as his
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exhaust system. While his principles met with scepticism, No. 3566, the first locomotive rebuilt to
Chapelon's design, was an outstanding success, and from 1929 to 1936 several other locomotives were rebuilt to Chapelon's designs.
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class is considered by some to be among
Chapelon's best designs, and was the most thermally-efficient locomotive in the world at its time. According to some, it was equal in efficiency to early diesel locomotives of its time.
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immigrated to France from
England in 1812, one of many who came to France in the 19th century to teach steel production methods. He achieved a distinction in mathematics and science, and served as an artillery officer during
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He tested his experimental designs thoroughly to understand how they actually behaved, using the most accurate and complete testing and sensing equipment available, such as high-speed
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class 476.0 locomotive, the last compound locomotive of Czech origin. They consulted
Chapelon during construction, and he visited Czechoslovakia.
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Before
Chapelon, few engineers and designers tried to understand why a certain design worked better than another—they merely worked by
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3566, which was released from Tours works in
November 1929. As a result of this, three further series of Pacifics were similarly modified.
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For an excellent biography, see Rogers, H. C. B., "Andre
Chapelon 1892-1978 Le genie francais de la vapeur" (1992, CNRS Editions)(
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embarrassments by his superiors, because they showed up the poor performance of the officially-approved locomotives.
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Although many of
Chapelon's contemporaries did not adopt his methods, a few did. One notable such designer was
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Chapelon had several designs of standardised locomotive on the drawing board, starting with his time at
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Chapelon published numerous works on steam locomotive design, although only his most famous work (
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in 1919, from which he graduated as Ingénieur des Arts et Manufactures in 1921. He joined the
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to their design, and he sought to apply up-to-date theories and knowledge in subjects such as
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locomotives for GELSA (Groupement d'Exportation de Locomotives S.A.) for export to
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706:. Vol. 32, no. 379. Shepperton: Ian Allan. December 1971. p. 543.
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was perhaps the pinnacle of Chapelon's development of the steam locomotive. The
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and phase out steam. As a result, the frames were scrapped before completion.
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607:"André Chapelon 1892 - 1978 | 5AT Advanced Steam Locomotive Project"
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on 26 October 1892. According to family relatives, his great-grandfather
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The only locomotives Chapelon designed for use outside France were some
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This was followed by a more comprehensive rebuild of Pacific 4521 as a
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The first locomotive rebuilt to incorporate Chapelon's work was PO
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watched Chapelon's work, especially when construction commenced on
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Chapelon's work lived on in the work of his friend and protégé
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On 13 September 1971 Chapelon was made Vice-President of the
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In 1936, Chapelon began the rebuild of a PO 6000 class
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Chemins de fer de Paris à Lyon et à la Méditerranée
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276:Société d'Encouragement pour l'Industrie Nationale
185:(26 October 1892 – 22 July 1978) was a French
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270:and awarded both the Plumey Prize of the
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254:(PO) and, along with Finnish Engineer
645:FRENCH COMPOUND LOCOMOTIVES' HOMEPAGE
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44:adding citations to reliable sources
827:French railway mechanical engineers
537:designs for less-demanding duties.
383:electric locomotive named for him.
405:Czech locomotive designers at the
221:André Xavier Chapelon was born in
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832:Locomotive builders and designers
305:photography to watch steam flow.
268:Chevalier of the Legion of Honour
392:London and North Eastern Railway
329:He was a major proponent of the
266:In 1934, Chapelon was appointed
252:Chemin de Fer de Paris à Orléans
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31:needs additional citations for
812:People from Loire (department)
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817:20th-century French engineers
287:Stephenson Locomotive Society
822:École Centrale Paris alumni
702:"André Chapelon honoured".
516:American Locomotive Company
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400:LNER Class A4 4468 Mallard
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274:and the Gold Medal of the
621:"The Ultimate Steam Page"
558:Advanced steam technology
193:. A graduate engineer of
189:and designer of advanced
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678:"Andre Xavier Chapelon"
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258:, jointly designed the
223:Saint-Paul-en-Cornillon
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424:Chapelon's locomotives
418:La locomotive a vapeur
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280:La locomotive à vapeur
718:"WorldCat Identities"
520:Schenectady, New York
381:British Rail Class 86
272:Académie des Sciences
524:compound locomotives
483:Exported locomotives
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195:Ecole Centrale Paris
175:École Centrale Paris
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744:"Aster Hobby Japan"
354:high speed trains.
331:compound locomotive
187:mechanical engineer
724:on 14 October 2012
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297:Chapelon's methods
563:fr:André Chapelon
373:Livio Dante Porta
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341:exhaust.
783:Archived
728:10 March
552:See also
512:P.O.Midi
358:Problems
687:4 March
650:4 March
460:242 A 1
350:French
339:Kylchap
260:Kylchap
80:scholar
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