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4-8-4

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The Norfolk & Western Railway's Class J locomotive #611, a 1950 product of the railroad's own Roanoke, Virginia shops.


Engineering sketch of the measurements and wheel placings of the St. Louis Southwestern's last five 4-8-4 locomotives (#815-#819), built in the railroad's own Pine Bluff, Arkansas shops.

Under the Whyte notation for the classification of steam locomotives, a 4-8-4 locomotive has four leading wheels, eight coupled driving wheels and four trailing wheels.

Other equivalent classifications are:
UIC classification: 2D2 (also known as German classification and Italian classification)
French classification: 242
Turkish classification: 48
Swiss classification: 4/8

The type is sometimes called Northern.

The 4-8-4 was an obvious progression from the 4-8-2 "Mountain" and the 4-6-4 "Hudson" types, combining the 4-8-2's ability to have more weight on the driving wheels (leading to greater traction, and allowing a larger, more powerful locomotive) and the 4-6-4's larger firebox supported by a 4-wheel trailing truck, allowing for freer steaming, particularly at speed.

Development in the United States

The first 4-8-4 was produced in 1927 by Alco for the Northern Pacific Railway, and the type was therefore named "Northern". Southern railroads in particular did not find this name very suitable, so they chose other names.

Railroad Name
Canadian National Railway Confederation
Central of Georgia Railroad Big Apple
Chesapeake and Ohio Railway Greenbrier
Delaware, Lackawanna and Western Railroad Pocono
Denver and Rio Grande Western Railroad Western
Grand Trunk Western Railroad Northern
Lehigh Valley Railroad Wyoming
Nashville, Chattanooga and St. Louis Railway Dixie
Ferrocarriles Nacionales de México Niágara
New York Central Railroad Niagara
Richmond, Fredericksburg and Potomac Railroad General, Governor, Statesman (three different classes)
Southern Pacific Railroad Golden State (or General Service)
Union Pacific Railroad Northern
Western Maryland Railway Potomac

The 4-8-4 proved to be the best choice of locomotive arrangement for both express passenger and fast freight service. It was not suited to heavy drag freight, but faster and lighter trains were well suited to the type.

The 4-8-4 was a late development and was often 'name' passenger power at the time of steam's demise, and many were are now preserved in museums, with a few in running condition.

Union Pacific Railroad 844, (ALCo-Schenectady 72791 / 1944) the last steam locomotive built for the UP, has never been retired from service. It is used for charter service and for publicity for the railroad. It is the only steam locomotive never retired by a Class I railroad.

Reading Co Rebuilds to 4-8-4

In 1945 - 1947 an interesting conversion took place by Reading Co. Thirty of the heavy I-10 class 2-8-0s were rebuilt as booster-fitted 4-8-4s with 5 ft 10 in (1727 mm) driving wheels, class T1 Nos.2100 - 2129. An additional ring was added at the smokebox end of the boiler, increasing the length of the tubes from 13 ft 6 in (4.11 m) to 20 ft (6.1 m), and much larger smokebox provided with distance of 111 in instead of 34 in between the tube plate and the chimney centre line. The steam pressure was raised from 220 psi (1,500 kPa) to 240 psi (1,700 kPa). Four syphons were fitted, three in the firebox proper, and one in the combustion chambler. A much larger twelve-wheeled tender, containing of 23.5 tons of coal and 19,000 US gallons (72 m3) of water, and weighing not less than 167 tons loaded, was attached. A new cast steel frame, with the cylinder cast integral, and roller bearings to all carrying wheels, were of course provided. Two of these engines, preserved for hauling special trains, were still in service in 1963.

Other countries

Canada

The 4-8-4 type locomotives used by the Canadian National Railway (CNR) were first designated "Confederations." Only later were they renamed as Northerns.

Canadian Pacific Railroad experimented with Northerns in 1928. Canadian Pacific's own CPR Angus shops produced two identical Northerns, numbered 3100 and 3101. The design was not repeated and 3100 and 3101 were the only two Northerns ever owned by Canadian Pacific, mainly due to the insufficient steaming at high speed. In addition to the poor design, the Canadian Pacific had no real need for a fleet of 4-8-4s since their main fleet of Hudsons, Pacifics and Selkirk locomotives proved sufficient. Although CP's Northerns were considered a failure, both 3100 and 3101 had long careers pulling overnight passenger trains between Montreal and Toronto until 1960, when CP retired its steam fleet.

Of the 205 original Canadian Northerns only eight have been preserved, six CNR Northerns[1] and both 3100 and 3101 Canadian Pacific Railway (CPR) Northerns.[2]

Mexico

The FC Nacionales de Mexico ordered 2D2-h2 locomotives after World War II for its principal passenger express train service on upgraded lines. The original order was for sixty locomotives, but it was cut down to 32 locomotives in favour of diesel locomotives. The modern 2D2-h2 were used mainly on line north of Mexico City. Locomotives were nicknamed to La Maquina. The locomotives were taken out of service in the late 1960s.

  • FCNM 3025 - 3032 std gauge 2D2-h2 635x762 1778 175.7 (short) tons ALCo-S 74380 - 74387 / 1946
  • FCNM 3033 - 3048 std gauge 2D2-h2 635x762 1778 175.7 (short) tons Baldwin 73018 - 73033 / 1946
  • FCNM 3049 - 3056 std gauge 2D2-h2 635x762 1778 175.7 (short) tons ALCo-S 74825 - 74832 / 1946

France

The lone SNCF 242A1 prototype, rebuilt from an unsuccessful Etat three-cylinder 4-8-2 simple expansion locomotive 241.101 into a 4-8-4 compound locomotive. This remarkable locomotive achieved both extraordinary power outputs and efficiencies in coal and water use,[3] but no further examples were built as SNCF focused on electric traction for its future motive power development. 242A1 was treid in many demonstrated test runs which showed that this locomotive was equal in power output as the (then) existed SNCF electric locomotives. Here, for the first time in Europe, was a steam locomotive with a 20-ton axle load which not only was at least as powerful as the most powerful high-speed electric locomotive but which could repeadetly develop its maximum power without any mechanical trouble. While Nr.242A1 being tested the electrical engineers were designing the locomotives for 512 km (318 miles) Paris - Lyon line, which was to be electrified. An electric locomotive slightly more powerful than the successful Paris - Orleans 2-D-2 type electric locomotive was contemplated. But when the test results of the test of 242A1 become known, the design was hurriedly changed to incorporate the maximum capacity possible within a 23-ton axle load, and then the 144-ton 9100 class was produced with over 1.000 hp (0.746 kW) more than the originally designed. Thus the performances of the Mistral and other heavy passenger express trains would not have been so outstanding if 242A1 had not existed.

Therefore Andre Chapelon indirectly infuenced French electric locomotive design. In addition 242A1 demonstrated the suitability of the Sauvage-Smith system of compounding for French conditions and the designs for future French steam locomotives, prepared but unfortunately stopped, were of Sauvage-Smith compounding system.

In ordinary service 242A1 was allocated at Le Mans depot (SNCF Region-3 Ouest and hauled express trains in 1950 - 1960 between Le Mans and Brest 411 km. Nr. 242A1 did not last long, it was withdrawn from service and hurriedly scrapped in 1960.

Builder details:

  • SNCF 242A1 2D2-h3v (1)600x720 (HP) / (2)680x760 (LP) 1950 148 tons Marine Homecourt 339 / 1945 (rebuilt from 2D1-h3 Fives Lille 4800 / 1932) Written off from books 10 / 1960.

Germany

In 1939 the Deutsche Reichsbahn placed in service two prototype three cylinder DRG Class 06 heavy express locomotives, with a maximum speed of 140 km/h (87 mph). Due to World War II no further examples were produced, and 06 002 was bombed during the hostilities. The 06 001 survived util 1951, when it was set aside. With the Victorian Railways H class, they were the only 3 cylinder 4-8-4's. With large 2000mm (6'6¾") driving wheels, a high 280 psi (1,900 kPa) boiler pressure and tractive effort of 14,566kg (32,114lb), they could haul a 650 tonne train at 120 km/h. Many parts such as the boiler were standardised with the BR 45 heavy freight locomotive. Both BR 06 prototypes were scrapped in the 1950s.[4]

  • DRB 06.001 - 06.002 2D2-h3 3x450 x 660 2000 129.9 tons Krupp 2000 -2001 / 1938 + 14.11.1951

Spain

The last express passenger steam locomotive design of the RENFE was a remarkably well-proportioned 4-8-4, derived from the preceding type, but improved in the steam passages and thus developing at medium cut-offs and high speed 30 to 40 per cent more power. These engines, Nos.242F2001 - 242F2010 were built by La Maquinista Terrestre y Maritima SA, Barcelona to burn fuel oil and had Witte type wind deflectors. They were fitted with a double Kylchap (Kylälä-Chapelon) blast-pipe, a Worthington feedwater heater and the T.I.A. (Traitement Integral Armand) water-softening device. The plate frames, 1.25 inches (32 mm) thick were substantially braced by a cast-steel coffer between the cylinders, transverse plates between the cylinders and the first coupled axle, by front and back buffer beams by six groups of transverse cross-ties, those joining the lower parts of the frames near firebox being of heavy design in order to counteract any tendency of the frames. The main journals were 10.25 inches (260 mm) in diameter, the journals of the coupled axles, 9.5 inches (240 mm). All axless had SKF roller-bearing axle-boxes and the coupled axles were provided by Franklin automatic wedges. All the rotaring weights and 33 per cent of the alternating weights were balanced. The weight per coupled axle was reduced to 19 tons, with driving wheels of 6 ft 2.25 in (1885 mm) in diameter. (Later replaced with 1900 mm diameter wheels.) The spokes of the coupled wheels were of U section and both sides of the wheels were braked. The four-wheeled pony truck was provided with Isothermos axle boxes as well as tender bogies. 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 coming out from builers works at Barcelona.

The 4-8-4 was a very swift machine, and when tested on the line from Barcelona to Tarragona between Villanueva y Geltru and San Vincente, over 10.4 miles (16.7 km) practically level and straight line a speed exceeding 84 mph (135 km/h) was sustained twice, firstly with 430 tons and then with 480 tons behind tender. High-capacity tests took place between Madrid and Avila. A train weighing 426 tons, including a dynamometer car, was hauled at sustained speeds of 70.3 mph (113.1 km/h) up a gradient of 3.5 pro mille (1 in 286), 57.2 mph (92.1 km/h) up 10.5 pro mille (1 in 95) and 39.1 mph (62.9 km/h) up 22.8 pro mille (1 in 44.5). The gross hp figures recorded with the dynamometer car being 1.790, 2.350, and 2.320, and the calculated hp at the rim of driving wheels being 2.600, 3.400 and 3.580. The latter output indicates about 4.000 ihp (2.983 kW). Shortly later it was found that they had too small tenders. With these engines there was almost some anxiety about water. The capacity of the tender was only 6.200 gallons and, with only few water cranes in service, the full capacity of the locomotive was not always used for fear of running short of this essential supply in half-arid Spanish landscape. As example, for the 163.3 km (101.5 miles) between Medina del Campo and Burgos, rising 131 metres with start uphill, three intermediate stops, one slack and some shunting movements to couple in the train some extra coaches, the amount of water consumed was about 7.300 gallons.

All ten were allocated to Miranda de Ebro shed to haul principal heavy express trains. They were called generally Los Verdes. In the 1960s they were familiar sight at the head of best express trains, but in 1971 they were wiped out from express trains used in semifast passenger trains and even to haul heavy seasonal fruit trains between Castejon and Alasua from October to January. One, 242F.2009 is preserved at Madrid Railway Museum.

Builder details:

  • 242F.2001 2D2-h2 1672 640x710 1900 142.3 tons La Maquinista 695 - 704 / 1955-1956

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

Australia

Three classes of 4-8-4 tender locomotive have been built for use in Australia:

  • The South Australian Railways 500 class of 1926, originally a 4-8-2 design, was modified in 1929 into the 4-8-4 500B class by the replacement of the trailing axle with a booster-equipped four-wheel trailing truck.[5]
  • The Victorian Railways H class three-cylinder 4-8-4 of 1941, designed for heavy passenger work on the Melbourne-Adelaide line. It was the largest non-articulated locomotive built in Australia.[6] Due to the necessary upgrades to the Adelaide line being deferred, the H class operated only on the Melbourne-Albury line, achieving success as a fast freight locomotive.
  • The streamlined South Australian Railways 520 class of 1943, able to run on lightly-constructed 30 kg/m (60 lb/yd) track by virtue of the engine unit's weight being spread over eight axles.[7] Their streamlining bears a strong resemblance to that of the PRR T1 locomotive.

New Zealand

The NZR K, KA and KB classes were introduced from 1932 onwards to meet a requirement for a more powerful locomotive that could operate within New Zealand's tight loading gauge.[8]

South Africa

In 1953, a time when 4-8-4s on many American railroads were being replaced by diesel-electric locomotives, South African Railways introduced the Class 25 4-8-4.[9] These powerful locomotives were effectively a continuation of American 4-8-4 locomotive design, scaled down slightly for 3 ft 6 in (1,067 mm) narrow gauge operation.[10] A novel feature of many of these locomotives was the use of enormous condensing tenders, designed to save water in arid areas by converting exhaust steam back to water.[11] The condensing tenders were so big that Henschel provided own works numbers for the tenders it built.

  • Henschel 28780 - 28839 / 1953

Originally, when placed into service the class 25 with condensing tenders worked through Great Karroo from Beaufort West to De Aar and the non-condensing locomotives, class 25NC, north of De Aar to Kimberley and to Welverdiend near Johannesburg. These locomotives nearly monopolised the service between 485 km Kimberley and Beafort West including named express trains such as Blue Train, Orange Express and Drakensberg. This line has always been a busy one in South Africa. Up to 60 trains per day occupied the rails. The 25 class locomotives become known as Silent Suzy. In late 1970s the need of condensing locomotives dropped dramatically when dieselization and electrification expanded. Most of the condensing class 25 locomoives, when passing through major overhaul at Salt River Works were rebuilt to non-condensing version, class 25NC. Only three remained with condensing tenders, 87 locomotives being rebuilt. These locomotives become known in Afrikaans as Worshonde (Sausage Dog) after the shape of their rebuilt tenders.

When the teething troubles had been solved the class 25 locomotives proved to be most economical in the service, especially class 25NC locomotives. Their enormous boilers were in 1970s still in splendid condition and needed only 600 to 800 manhours at works during major overhauls. The major overhaul was done only after 800.000 km or nine years intervals. Intermediate repairs were carried out after 400.000 km or 54 months (4.5 years). As early as in 1960 SAR reported that ninety condensing locomotives had achieved an aggregate mileage of 30 million corresponding to a monthly average of around 5.000 to 6.000 miles (8.000 to 10.000 km) per locomotive over difficult terrain. They hauled heavy, but relatively slow (by European standard) trains with much time spend standing at passing points on the mainly single line railway.

In 1981, a Class 25 locomotive was rebuilt into the experimental Class 26NC "Red Devil". This relatively compact locomotive (the engine unit weighed just 123 tonnes) was capable of extraordinary power (in excess of 4,000 horsepower (3,000 kW) drawbar) yet delivered exceptional economy in coal and water use.[10] However, like the French 242A1 4-8-4 built 35 years earlier, the 26NC remained a one-off. The new leadership of SAR had decided to modernise its fleet with diesel and electric traction rather than invest further development in steam traction.

Builder details:

  • 3401 - 3410 2D2-h2 24x28 60 (610x711 1524) North British Locomotive 27287 - 27296 / 1953
  • 3411 2D2-h2 24x28 60 (610x711 1524) North British Locomotive 27311 / 1953
  • 3412 - 3450 2D2-h2 24x28 60 (610x711 1524) Henschel 28731 - 28769 / 1953
  • 3451 2D2-h2 24x28 60 (610x711 1524) Henschel 28730 / 1953
  • 3452 - 3540 2D2-h2 24x28 60 (610x711 1524) North British Locomotive 27312 - 27400 / 1953

Soviet Union

The 4-8-4 arrangement was represented in the Soviet Union by the P36 series locomotive. As the last Russian standard class steam locomotive, they shared some common components and design attributes with the earlier standard designs, the L class 2-10-0 and LV 2-10-2, plus common attributes with the P34 2-6-6-2 Mallet and P38 2-8-8-4 Mallet. For example, the P36 and LV-classes shared the same feedwater heater made by the Bryansk machine factory. They were the only semi-streamlined steam locomotives built in Russia, although a trio of fully streamlined 4-6-4 locomotives were built. 251 examples were built from 1949 to 1956. They were one of the best classes of passenger steam locomotives built in Soviet Union. They had boilers of 243.2 m², worked on 15 kg/cm² boiler pressure. Russian designed roller bearings were fitted throughout, and the boilers was designed to provide continuous steaming capacity of 57 kg for each sq meter of heating surface on boiler. The 1850 mm driving wheels could easily provide speeds up to 125 km/h and the 575x800 mm cylinders proved to be satisfactory with passenger train up to 800 tons.

Class P36 appeared at first on the Oktyabrskaya Railway to haul principal express trains between Moscow and Leningrad. But they were very short lived on this 650 km main line. The diesels took over after only a couple of years and the P36 locomotives were transferred to other railways. At first they worked on Moscow - Kursk, Moscow - Ryazan, Kalinin, October, Krasnoyarsk, Belorussian, Stalin (Melitopol depot), Kuibyshev, and Northern (Alexandrov depot) Railways.

Later, when the elecrification and dieselization expanded, many of the class P36 locomotives were transferred to work on Lvov, Far East, Eastern Siberia, and Transbaikal Railways. The last were withdrawn in 1974 from regular scheduled express passenger train service. All were stored in full working order for times of extraordinary demand. It was common that at certain intervals the engines were taken out from store, steamed up and coupled to trains to haul them to test the condition of the locomotives. Only in the late 1980s were these "strategic reserves" of locomotives disbanded and the P36 locomotives were distributed for museums and for preservation. Some, without regular use for more than 15 years, which were in the worst mechanical condition, were scrapped. It was found that the roller bearings suffered most by standing unused. When the computerised new class numbers were introduced by MPS class P36 become class 1000.001 -1000.0251 with a control digit. In the 1990s, after the collapse of the Soviet Union, a number were sold to private train operators.

Builder details:

Brazil

French-built metre gauge 4-8-4 type designed by GESLA, - Groupement d´Exportation de Locomotives en Sud-Amerique - French Engineer André Chapelon was chief designer, after he had retired from SNCF where he had designed the single French 4-8-4 (242 A1, a locomotive so powerful that it scared the designers of the early French electric locomotives into increasing their power by another 1,000 horsepower (750 kW). The 242 A1 was a rebuild that first saw light of day in 1946. Developing 5,300 ihp (4,000 kW)[vague] in the cylinders and with 65,679 lbf (292.15 kN) of peak tractive effort, 46,225 lbf (205.6 kN) mean tractive effort—nothing in Europe could touch it. Sadly, it was scrapped in 1960.).

On October 27, 1949, a contract was signed between the D.N.E.F. (Brazil) and the GELSA for the construction of 90 engines, 66 142s with 10 tons per coupled axle and 24 locos 242s with 13 tons per coupled axle. All locomotives were delivered by January 1953. They were allocated to four Brazilian Railways, then all administered by state DNEF - Departmento Nacional de Estrados de Ferre.It was specified that maximum speeds were to be of 80 km/h for the 242s and of 60 km/h for the 142s. However, the principal specifications of the contract required that the machines were to develop a Tractive Effort @ 85% pressure of 10 tons for the 142s (22,400lbs) and 13 tons for the 242s (29,120lbs) and that the locomotives be capable of operating over curves with a minimum radius of 80 metres. This particular point proved to be the source of the main issue encountered with these engines in Brazil, because it was later discovered that certain locations on some of the four railway networks had curves of less than 50 metres and so consequently, derailments sometimes occurred at these places, particularly with the 242s.

These modern, - perhaps too modern - locomotives for Brazilian railway conditions were not liked by local staff, and were not used as much as had been hoped. Their maximum axle load 13 tons restricted their use, as well their long tenders. Some railways had not even as long turntables as needed to turn the engines and they had to be turned on triangles.

The 242s were built by http://fr.wikipedia.org/wiki/Batignolles-Ch%C3%A2tillon and the 142s were divided into three contracts: one for Schneider, the second for the French company of Mechanical Engineering (Etablissements Cail) and the third for Fives-Lille (now Fives-Lille Cail). They were two cylinder simple expansion locomotives designed to burn local low calorific thermal value coal, however 25 of the 142s were modified to burn wood. Driving wheels had 1525 mm (60in / 5ft) diameters and the grate areas were 58 sq ft (5.4 m2) to match the poor quality fuels . They were coupled to big tenders which carried 18 tons of fuel. Belpaire type boilers were fitted with high boiler pressure of 18 kg (atm) /sq cm and had combustion chamblers. One member of class 242F1 - 242F24 locomotive was tested on metre gauge Reseau Breton lines before shipment to Brazil.

In the late 1960s they were relegated down from first class passenger trains. Some locomotives, allocated to Southern Brazilia, were even tried in Bolivia.

Builder details:

Note: These Nantes-St.Joseph works plates are not confirmed.

For more information: http://thierry.stora.free.fr/techdat3_f.htm#Brazil

The American Locomotive CompanyALCo also built 4-8-4s for Brazil. According to ALCo's written records, in order to meet the acute locomotive shortages in Brazil post World War II , 42 more 4-8-4 locomotives were delivered to Brazilian Railways in 1945 - 1946.

Builder details:

  • DNEF 1001 - 1018 4-8-4 (2D2-h2) ALCo-S 72930 - 72947 / 1945 meter gauge 18x28 59 (457x711 1500)
  • DNEF 1019 - 1027 4-8-4 (2D2-h2) ALCo-S 73767 - 73778 / 1946 meter gauge 18x28 59 (457x711 1500)
  • DNEF 1028 - 1042 4-4-8 (2D2-h2) ALCo-M 74873 - 74887 / 1946 meter gauge 18x28 59 (457x711 1500) for V.G. de Rio Grande do Sul.

China

China's 4-8-4s were the KF class. Chinese Government Railways Class KF1 designed by Colonel Kenneth Cantlie No 607 is preserved by the National Railway Museum, UK.

Originally idented for 303 km Shanghai-Nanking Railway, these big 2D2-h2 locomotives worked on this railway only up to Japan - China Incident, their roster included also the famous Shanghai Express. (Named after the Hollywood classic film Shanghai Lily). When the whole 706 km Changsha - Kanton Railway was finally completed in October 1936, the class KF 1 - 24 locomotives were transferred to operate over northern section between Hankow and Changsha on this new main line, combining Tientsin and Peking with Kanton, over vast distance of 2428 and 2290 km (1509 and 1423 miles).

Most of the class KF survived the 1937 - 1945 Sino - Japanese Conflict / World War II 1939 - 1945. They retained their old classification and continued in service up to early 1970s. One was presented by the Chinese Government, as a Good Will gesture back to the British to be presented at United Kingdom representing what is commonly thought to be the biggest and heaviest non-articulated British built exported steam locomotive. [12] However, this distinction belongs to the ten 500 class 4-8-2 locomotives supplied by Armstrong Whitworth to the South Australian Railways in 1926, which were 20 tons heavier.[13]


Builder details:

  • KF 1-16 2D2-h2 520x725 1752 Vulcan Foundry 4668 - 4683 / 1935 Renumbered to 'KF' 601 - 616
  • KF 17-24 2D2-h2 520x725 1752 Vulcan Foundry 4696 - 4703 / 1936 Renumbered to 'KF' 617 - 624

Preservation

Many 4-8-4 locomotives have been preserved in museums, and a few are in operational condition. Some of the more notable of this type are:

Santa Fe 3751 operates in excursion service on the BNSF Railway. It is seen here passing through Streator, Illinois, in 1993.
Victorian Railways H220, the largest non-articulated steam locomotive built in Australia, is believed to be the only surviving three-cylinder 4-8-4.[14]
St. Louis Southwestern 819 on an early excursion run in 1986.

References

  1. ^ CN Locomotive 6167 Restoration Committee, Guelph Civic Museums - retrieved 11 May 2008
  2. ^ CP Northerns at Steam Locomotive dotcom - retrieved 11 May 2008
  3. ^ chapelon.net Technical Data Index - retrieved 1 November 2006
  4. ^ http://www.dbtrains.com/en/locomotives/epochII/BR06 dbtrains.com BR 06] - retrieved 1 November 2006
  5. ^ National Railway Museum - 500B-class 4-8-4 steam locomotive No.504 "TOM BARR-SMITH" - retrieved 1 November 2006
  6. ^ ARHS Railway Museum: What to see - H220 - retrieved 15 October 2006
  7. ^ National Railway Museum - 520-class 4-8-4 steam locomotive No.523 "Essington Lewis" - retrieved 1 November 2006
  8. ^ ipenz.org.nz Engineering Heritage - retrieved 1 November 2006
  9. ^ SAR Class 25NC 4-8-4 - retrieved 3 November 2006
  10. ^ a b The Ultimate Steam Page - David Wardale - retrieved 3 November 2006
  11. ^ SAR Class 25 4-8-4 - retrieved 3rd November 2006
  12. ^ http://www.nrm.org.uk/collections/loco/chinese.asp
  13. ^ Colquhoun, Stewien & Thomas.(1969) 500: The 4-8-2 and 4-8-4 Locomotives of the South Australian Railways Walkerville, S.A. : ARHS (SA Division). p6
  14. ^ (based on SNCF 242A1 and DR BR 06 locomotives being scrapped) steamtrainartist.com Victorian Railways H Class 4-8-4 - retrieved 1 November 2006
  15. ^ "Atchison, Topeka & Santa Fe Northerns" (html). Retrieved 2007-09-20.
  16. ^ Canadian National Railway locomotive 6167 photo gallery - retrieved 11 May 2008
  17. ^ "Steam Locomotive dotcom".
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