Talk:4-8-4

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Aiga railtransportation 25.svg To-do list for 4-8-4: edit·history·watch·refresh· Updated 2006-01-06

  • Cover 4-8-4s in other countries
  • Ensure US-specific history is correct

South African input?[edit]

I think a write-up and some pictures of the 25 class (including Condensing and Non-Condensing variants) and the ultra-modern 26NC "Red Devil" class would be a very useful addition to this page, as these locomotives represent an ongoing development of the 4-8-4 type from the 1950s onwards. Could anyone lay their hands on a public domain or 'fair use' image? Zzrbiker 03:27, 14 August 2006 (UTC)

Spain[edit]

Copied from a reverted version...

You are missed the ten spanish RENFE 2-4-2F 2001-2010 class, named "confederaciones" or (not official) "lagartonas" of 1955-56. I think the only western european 4-8-4 serie with separate tender. She weighed (witouth tender) 142200Kg, have 21000Kg of tractive efort, 1,90m driving wheels and can run at more than 160Km/h.
One is preserved (2009) in running order at the National Railway Museum of Madrid-Delicias.
Magí Aloguín i Pallach
Tarragona,
Catalonia
(Spain)

Sounds like a good topic to follow up on and include here... Slambo (Speak) 14:25, 15 September 2007 (UTC)

Atlantic Coast Line Railroad[edit]

The 4-8-4 "Streamlines" are not mentioned in main article. Here are the details:

  • ACL 1800 - 1812 4-8-4 std gauge 27 x 30 80 Baldwin 62174 - 62179 / 1938

Works numbers for 4-8-4 locomotives[edit]

It should be relatively simple job to add works numbers for all 4-8-4´s or 2D2-h2 steam locomotives which have touched the rails all over the world. The Spanish and Russian (Soviet) 2D2-h2 passenger locomotives were built in the 1950´s for 1672 and 1524 mm gauges. The rest for standard (1435 mm) gauge. The Russians seems to have had the largest single fleet with 251 locomotives, all built at Kolomna Locomotive Works near Moscow in 1949, 1953 - 1956. Also a good article of Canadian 4-8-4´s is still missing.


Progression from the 4-6-4[edit]

I'm new here, so I just wanted to mention this, wouldn't dream of changing anything: I don't think it's accurate to call the 4-8-4 a progression from the 4-6-4. The Hudson and Northern are best understood as progressions from the 4-6-2 and 4-8-2, respectively, in terms of passenger locomotive lineage. So far as I know, they developed about the same time for the same reason, putting a bigger firebox behind the drivers of a Pacific or Mountain. So it's correct that's the 4-8-2 was the ancestor of the 4-8-4, but the 4-6-4 was not. —Preceding unsigned comment added by 68.42.194.245 (talk) 23:18, 9 April 2009 (UTC)

Feel free to change it, I neither know if this is true or not. If you can reference it, then by all means fix the article. MickMacNee (talk) 01:12, 10 April 2009 (UTC)


N.P.[edit]

Since the type was first used by the Northern Pacific, it would be great to have a photo of an N.P. "Northern," of which there were many. Sca (talk) 18:57, 15 December 2009 (UTC)

Longest Run?[edit]

"From 1942 they ran through from Los Angeles to Kansas City via Amarillo, a distance of 1,789 miles (2,879 km), setting a new record for through steam locomotive rosters [5], but this is understood to have been exceeded by the NP, which rostered a single Northern for the 1,800-mile (2,900 km) run between St Paul, Minnesota, and Livingston, Montana, on the North Coast Limited."

St Paul to Livingston is of course nowhere near 1800 miles; anybody know what the guy meant to say? Tim Zukas (talk) 21:35, 23 October 2010 (UTC)

Details for loco-specific articles[edit]

Some information omitted from the 4-8-4 article during revision, which I believe 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+14 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+14 inches (260 millimetres) in diameter and the journals of the coupled axles 9+12 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+14 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: Part of this paragraph was retained in the 4-8-4 article.)

Builder details:

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

André Kritzinger 00:23, 17 November 2012 (UTC)

A Commons file used on this page has been nominated for deletion[edit]

The following Wikimedia Commons file used on this page has been nominated for deletion:

Participate in the deletion discussion at the nomination page. —Community Tech bot (talk) 18:06, 28 June 2019 (UTC)