The “Crampton” design designates a locomotive in which the driving axle is located behind the firebox and the boiler is carried by two or three carrying axles. In different countries, this wheel arrangement is referred to as follows:
CramptonUIC2A3AWhyte4-2-06-2-0Switzerland1/31/4France210310Turkey1314
In the 1840s, it was believed that a particularly low center of gravity was essential for smooth running at high speeds. This was at odds with the large driving wheels needed to achieve high speed. Finally, the boiler had to be mounted above the axle, since individual wheel bearings were not yet possible.
In 1843 Thomas Russell Crampton had the idea of arranging a driving axle with large wheels behind the firebox. The boiler was only supported on the mostly two carrying axles. Right from the start, these locomotives could reach speeds of around 62 mph (100 km/h) and ran extremely smoothly. A few years more than 75 mph (120 km/h) could be reached.
![Thomas Russell Crampton (1816-1888)](./data/photos/Crampton.jpg)
Thomas Russell Crampton (1816-1888)
The designers at the time were convinced that the low center of gravity was the main reason for the good running characteristics. In reality, however, this was due to the good load distribution with the rear driving axle and the cylinders, which were mostly between the carrying axles. After all, the Long Boiler design was widespread at that time, which, with its large overhangs, became restless with increasing speed.
Although the Crampton was developed in Great Britain, it did not really catch on there. Several manufacturers built various locomotives, which were mainly supplied to railway companies in southern England. Hardly any Cramptons were built in Britain after 1851. Nevertheless, it is likely that this design was a reason why the broad gauge could not prevail, since high speeds could also be achieved on the standard gauge. They had more success in France and southern Germany, where well over 100 units were put into service. Here the Crampton soon became the epitome of the express locomotive. Some locomotives of this type were also used in the USA, but here the 4-4-0 wheel arrangement quickly prevailed for a wide range of applications.
The Crampton's biggest problem was that the driving axle was hardly loaded because the boiler was mostly supported by the carrying axles. This resulted in a low tractive force, which was sufficient in the early days with the light trains. Four-coupled machines were soon also required for express trains, so that the 2-4-0 wheel arrangement prevailed. Construction of the Crampton thus ended in the late 1850s. In France and southern Germany, however, these locomotives could still be found in the following decades in front of light express trains or as a lead locomotive.
The IX was an express locomotive of the Crampton type, which was originally to be built as a freight locomotive and underwent a number of modifications before it was delivered to the Grand Duchy of Baden State Railways. Also due to the very rapid development at that time, the locomotives differed depending on the year of construction.
The characteristics of a Crampton locomotive were immediately apparent. These included a low-lying boiler mounted approximately midway above the two leading axles and a single driving axle with very large wheels located behind the boiler. This design offered great smoothness at high speeds, but only a low friction weight.
Since a broad gauge of 1,600 mm was initially used in Baden, the class IX was also designed for this gauge during its development phase. However, because between 1854 and 1855 all lines were changed to the standard gauge of 1,435 mm, later locomotives were also built with this gauge.
![Comparison of the first design with a chimney located to the rear and the fourth series from 1863](./data/photos/badische_IIa_alt_2.jpg)
Comparison of the first design with a chimney located to the rear and the fourth series from 1863
Die Lokomotive, September 1909
Another change before commissioning was the installation of a normal smoke box with the chimney at the front end of the boiler. The first two engines “Adler” and “Falke” had received a return flue from the factory, which means that the chimney was located in the middle of the boiler and thanks to the shorter steam tubes, the back pressure from the cylinders was reduced. However, this arrangement was not convincing due to the flue clogging with soot and ash and quickly disappeared from the scene.
The locomotives had an outside frame, whereby the power was transmitted to the driving axle via Hall cranks. In the second series, the leading axles were in a bogie, but in the rest they were stored in the frame again.
In addition to the two pre-series models, three other series of eight locomotives each were produced. Due to the increasing train weights, the first examples were retired in 1875. The others were first pushed into service with normal passenger trains and later only used for shunting. Today only the “Phoenix” locomotive still exists. It was refurbished in 1960 and has been in the Nuremberg Transport Museum ever since.
Variant | series 1 | series 2 | series 3 | series 4 |
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General |
Built | 1854 | 1854-1856 | 1858-1859 | 1863 |
Manufacturer | MBG Karlsruhe |
Axle config | 4-2-0 (Crampton) |
Gauge | 5 ft 3 in (Irish broad gauge), 4 ft 8 1/2 in (Standard gauge) | 4 ft 8 1/2 in (Standard gauge) |
Dimensions and Weights |
Length | 42 ft 9 in | 43 ft 1 11/16 in | 43 ft 0 1/8 in | 41 ft 3 1/4 in |
Wheelbase | 12 ft 3 1/3 in | 14 ft 4 1/2 in | 12 ft 3 1/3 in |
Rigid wheelbase | 12 ft 3 1/3 in | 14 ft 4 1/2 in | 12 ft 3 1/3 in |
Empty weight | 57,100 lbs | 58,202 lbs | 52,911 lbs | 53,462 lbs |
Service weight | 61,509 lbs | 62,832 lbs | 61,068 lbs | 61,729 lbs |
Adhesive weight | 26,455 lbs | 28,660 lbs | 25,353 lbs | 27,558 lbs |
Water capacity | 1,427 us gal |
Fuel capacity | coal |
Boiler |
Grate area | 11.5 sq ft | 10.5 sq ft | 10 sq ft |
Firebox area | 72.5 sq ft | 62.8 sq ft | 60.5 sq ft |
Tube heating area | 820 sq ft | 780 sq ft | 800 sq ft |
Evaporative heating area | 892.5 sq ft | 842.8 sq ft | 860.5 sq ft |
Total heating area | 892.5 sq ft | 842.8 sq ft | 860.5 sq ft |
Power Plant |
Driver diameter | 84 in |
Boiler pressure | 100 psi | 115 psi |
Expansion type | simple |
Cylinders | two, 16 x 22 in |
Power |
Power source | steam |
Estimated power | 130 hp (97 kW) | 140 hp (104 kW) | 170 hp (127 kW) |
Optimal speed | 15 mph | 16 mph | 17 mph |
Starting effort | 5,699 lbf | 6,554 lbf |
Calculated Values |
Factor of adhesion | 1 : 4.64 | 1 : 5.03 | 1 : 4.45 | 1 : 4.21 |
Power-to-weight ratio | 0.0021 hp/lb | 0.0023 hp/lb | 0.0028 hp/lb |
Heating Area Equivalent | 1,255 sq ft | 1,156.5 sq ft | 1,163 sq ft |
Cylinder volume/HAE | 1 : 1243.42 | 1 : 1349.28 | 1 : 1341.72 |
Adhesive weight/Total | 1 : 2.33 | 1 : 2.19 | 1 : 2.41 | 1 : 2.24 |
Tractive force/Heating area | 1 : 1435.50 | 1 : 1520.25 | 1 : 1712.26 |
Grate area/Heating area | 1 : 71.33 | 1 : 74.32 | 1 : 80.00 |
Firebox/Tube area | 1 : 11.31 | 1 : 12.43 | 1 : 13.22 |
The Cramptons of the Nord comprised a total of 58 locomotives, which, like almost all French Cramptons, were built by Cail. They had outside cylinders that were raised and inclined. The bearings were generously sized to reduce wear at high speeds. The wheels on the first leading axle were visibly larger than those on the second and also had to carry a significantly higher load.
As a rule, they pulled twelve coaches and sometimes up to 16, each of which only weighed eight tons. Four batches were delivered between 1849 and 1859, most of which had a driving wheel diameter of 2,100 mm (6 ft 10 11/16 in). Only numbers 134 to 145 from 1853 had wheels of 2,300 mm (7 ft 6 9/16 in) and a higher boiler pressure to compensate. Numbers 165 to 170 from the last batch were the first locomotives in France to have Walschaerts valve gear.
Variant | 1849 variant | 1853 variant | 1859 variant |
---|
General |
Built | 1849-1859 |
Manufacturer | Cail |
Axle config | 4-2-0 (Crampton) |
Gauge | 4 ft 8 1/2 in (Standard gauge) |
Dimensions and Weights |
Wheelbase | 16 ft 0 1/2 in | 14 ft 9 3/16 in | 15 ft 7 3/16 in |
Rigid wheelbase | 16 ft 0 1/2 in | 14 ft 9 3/16 in | 15 ft 7 3/16 in |
Empty weight | | 57,100 lbs |
Service weight | 63,714 lbs | 65,257 lbs | 64,154 lbs |
Adhesive weight | 23,369 lbs | 27,778 lbs |
Total weight | 104,940 lbs | |
Axle load | 23,369 lbs | 27,778 lbs |
Water capacity | 1,876 us gal | |
Fuel capacity | 4,409 lbs (coal) | coal |
Boiler |
Grate area | 15.6 sq ft | 13.7 sq ft | 14 sq ft |
Firebox area | 75.3 sq ft | 710.4 sq ft | 66.2 sq ft |
Tube heating area | 984 sq ft | 341.3 sq ft | 934.6 sq ft |
Evaporative heating area | 1,059.4 sq ft | 1,051.7 sq ft | 1,000.8 sq ft |
Total heating area | 1,059.4 sq ft | 1,051.7 sq ft | 1,000.8 sq ft |
Power Plant |
Driver diameter | 82.7 in | 90.6 in | 82.7 in |
Boiler pressure | 102 psi | 113 psi | 109 psi |
Expansion type | simple |
Cylinders | two, 16 9/16 x 22 1/16 in | two, 16 9/16 x 21 5/8 in |
Power |
Power source | steam |
Estimated power | 255 hp (190 kW) | 268 hp (200 kW) |
Optimal speed | 26 mph | 25 mph | 26 mph |
Top speed | 75 mph |
Starting effort | 6,290 lbf | 6,400 lbf | 6,622 lbf |
Calculated Values |
Factor of adhesion | 1 : 3.72 | 1 : 4.34 | 1 : 4.20 |
Power-to-weight ratio | 0.0040 hp/lb | 0.0039 hp/lb | 0.0042 hp/lb |
Heating Area Equivalent | 1,436.1 sq ft | 4,603.8 sq ft | 1,331.8 sq ft |
Cylinder volume/HAE | 1 : 1163.02 | 1 : 362.79 | 1 : 1254.10 |
Adhesive weight/Total | 1 : 2.73 | 1 : 2.35 | 1 : 2.31 |
Tractive force/Heating area | 1 : 1334.78 | 1 : 1368.00 | 1 : 1487.45 |
Grate area/Heating area | 1 : 63.05 | 1 : 24.97 | 1 : 66.54 |
Firebox/Tube area | 1 : 13.06 | 1 : 0.48 | 1 : 14.12 |
![“Le Continent” in the Cité du train, Mulhouse](./data/photos/Est_Crampton.jpg)
“Le Continent” in the Cité du train, Mulhouse
Alf van Beem ![CC0: Public Domain Dedication](./images/CC-Zero.png)
![Original condition of No. 79 “Le Globe”](./data/photos/Est_79_2.jpg)
Original condition of No. 79 “Le Globe”
Locomotive Magazine, August 1923
![No. 184 rebuilt with heavier driving wheels](./data/photos/Est_79_3.jpg)
No. 184 rebuilt with heavier driving wheels
Locomotive Magazine, August 1923
After the Nord had already had 100 km/h fast Crampton machines built with a driving wheel diameter of 2,100 mm from 1849, the Est procured similar ones with a diameter of 2,300 mm three years later. The engines of the Est could then even reach 120 km/h, which was beneficial to the Cramptons' reputation as “greyhounds of the rails”. To do this, the maximum speed allowed on the French railway lines had to be increased by decree of Napoleon III.
After the twelve examples numbered 79 to 90 had been delivered by Cail in 1852, another 15 by Schneider-Creusot with numbers 174 to 188 followed in 1855. The first carrying axle had a larger diameter than the second and carried a significantly higher weight. The locomotives could pull up to 15 of the passenger cars of their time and usually reached an average speed of 55 to 75 km/h with nine to ten cars.
Since the adhesive weight of just over ten tonnes later turned out to be insufficient, as with most Cramptons, a rebuild took place from 1881. In order to shift the weight further to the rear, particularly massive and heavy wheel hubs and a smaller boiler were installed. To compensate, the boiler was now operated at a higher pressure. Together with other additions, such as the Westinghouse air brake, the adhesive weight could be increased by about 3.5 tonnes.
It was not until just before the turn of the century that other express locomotives were able to overtake the Cramptons. Number 80 “Le Continent” is the only example that has survived to this day. It was restored to its original condition in 1925 and initially exhibited at the Gare de l'Est in Paris. In 1946 it was made operational again, but has been standing since 1970. Today you can find the theoretically operational machine in the Cité du train in Mulhouse, but no renewed refurbishment is currently planned.
General |
Built | 1852, 1855 | 1881 |
Manufacturer | Cail, Schneider | Est |
Axle config | 4-2-0 (Crampton) |
Gauge | 4 ft 8 1/2 in (Standard gauge) |
Dimensions and Weights |
Length | 44 ft 3 7/8 in |
Empty weight | 51,967 lbs | 67,197 lbs |
Service weight | 59,029 lbs | 76,496 lbs |
Adhesive weight | 22,487 lbs | 30,247 lbs |
Total weight | 104,951 lbs | |
Axle load | 22,487 lbs | 30,247 lbs |
Water capacity | 1,585 us gal | 2,113 us gal |
Fuel capacity | 7,055 lbs (coal) | 10,141 lbs (coal) |
Boiler |
Grate area | 13.9 sq ft | 14 sq ft |
Firebox area | 81.8 sq ft | 71.6 sq ft |
Tube heating area | 957.1 sq ft | 910.8 sq ft |
Evaporative heating area | 1,038.9 sq ft | 982.4 sq ft |
Total heating area | 1,038.9 sq ft | 982.4 sq ft |
Power Plant |
Driver diameter | 90.6 in |
Boiler pressure | 99 psi | 116 psi |
Expansion type | simple |
Cylinders | two, 15 3/4 x 22 1/16 in |
Power |
Power source | steam |
Estimated power | 228 hp (170 kW) | 282 hp (210 kW) |
Optimal speed | 29 mph | 30 mph |
Top speed | 75 mph |
Starting effort | 5,061 lbf | 5,954 lbf |
Calculated Values |
Factor of adhesion | 1 : 4.44 | 1 : 5.08 |
Power-to-weight ratio | 0.0039 hp/lb | 0.0037 hp/lb |
Heating Area Equivalent | 1,448 sq ft | 1,340.3 sq ft |
Cylinder volume/HAE | 1 : 1046.26 | 1 : 1130.29 |
Adhesive weight/Total | 1 : 2.63 | 1 : 2.53 |
Tractive force/Heating area | 1 : 1095.12 | 1 : 1362.46 |
Grate area/Heating area | 1 : 68.93 | 1 : 65.09 |
Firebox/Tube area | 1 : 11.70 | 1 : 12.72 |
The locomotives of the Pfalzbahn with the numbers 26 to 63 were express locomotives, 17 of which have been produced since 1853 by the Esslingen and Maffei machine works. With the Crampton design, smoother running was achieved and speeds could be reached that were actually said to be unrealistic up to this point. Despite the fact that the drive wheels were only 1,830 mm in size, this type is said to have reached speeds of up to 120 km/h. The French Crampton locomotives, which were also designed for 120 km/h, had a wheel diameter of more than 2,100 mm.
However, this advantage was paid for by the fact that the large driving wheels behind the boiler could only provide a small adhesive weight and therefore little traction was available. The adhesive weight was 9.2 tonnes for the first engines and reached 9.7 tonnes for the last ones, what at that time was sufficient for an express locomotive. The locomotives were not only used on flat lines, but also had to cope with gradients of up to 0.7 percent in the Palatinate Forest.
The Pfalzbahn began scrapping the first engines in 1891. The last one disappeared in 1896, when the considerably more modern P 2.I with the wheel arrangement 2-4-2 were already available. In 1925, a replica of the locomotive with the name “Die Pfalz” was built and ten years later it took place in the centenary of the German railways in Nuremberg.
Variant | early variant | late variant |
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General |
Built | 1855-1864 |
Manufacturer | Maffei, Esslingen |
Axle config | 4-2-0 (Crampton) |
Gauge | 4 ft 8 1/2 in (Standard gauge) |
Dimensions and Weights |
Wheelbase | 12 ft 11 7/8 in |
Rigid wheelbase | 12 ft 11 7/8 in |
Empty weight | 48,502 lbs | 52,911 lbs |
Service weight | 53,352 lbs | 58,202 lbs |
Adhesive weight | 20,283 lbs | 21,385 lbs |
Water capacity | 1,321 us gal |
Fuel capacity | coal |
Boiler |
Grate area | 10.5 sq ft | 10.7 sq ft |
Firebox area | | 62.4 sq ft |
Tube heating area | | 782.5 sq ft |
Evaporative heating area | 738.4 sq ft | 845 sq ft |
Total heating area | 738.4 sq ft | 845 sq ft |
Power Plant |
Driver diameter | 72 in |
Boiler pressure | 90 psi |
Expansion type | simple |
Cylinders | two, 14 x 24 in | two, 15 x 24 in |
Power |
Power source | steam |
Estimated power | 121 hp (90 kW) | 134 hp (100 kW) |
Optimal speed | 15 mph |
Top speed | 75 mph |
Starting effort | 5,004 lbf | 5,731 lbf |
Calculated Values |
Factor of adhesion | 1 : 4.05 | 1 : 3.73 |
Power-to-weight ratio | 0.0023 hp/lb |
Heating Area Equivalent | | 1,157.1 sq ft |
Cylinder volume/HAE | | 1 : 1129.64 |
Adhesive weight/Total | 1 : 2.63 | 1 : 2.72 |
Tractive force/Heating area | 1 : 1523.48 | 1 : 1524.77 |
Grate area/Heating area | | 1 : 73.43 |
Firebox/Tube area | | 1 : 12.53 |