For the expected increase in traffic towards the French border, the Central de Aragón ordered two types of Garratts for express and freight traffic. The locomotives for express service were designed as double Pacifics and were built by Babcock & Wilcox after plans by Beyer, Peacock & Co.

They were the most powerful express locomotives in Europe at the time and at the same time the only Garratts that were used on express trains. When they were incorporated into the RENFE, they became 462-0401 to 0406, whereby the 462 was to be understood as “two times 231”. Between 1955 and 1962 they were converted to oil firing and renamed 462F. Their use on express trains ended in 1966 and they were used in freight transport for another four years. Today only the non-operational 0401 exists.

For the expected increase in traffic towards the French border, the Central de Aragón ordered two types of Garratts for express and freight traffic. The locomotives for freight service were designed as double Mikados and were built by Babcock & Wilcox after plans by Maffei of Munich. The six locomotives delivered in 1931 were numbered 201 to 206 and dubbed “Garratts pequeñas” (small Garratts) in reference to their express counterparts.

When they were incorporated into the RENFE, they became 282-0401 to 0406, whereby the 282 was to be understood as “two times 141”. Between 1955 and 1958 they were converted to oil firing and renamed 282F. In 1961, ten more were built which were among the last Garratts to be completed. They were retired between 1971 and 1973 and 282F-0421 was preserved in running condition.

The most important route of the Norte were the 400 miles from Madrid towards the Atlantic coast to Hendaya in France. Previously, different locomotives were needed for the long straights and the inclines. In order to be able to save time and money on changing locomotives in the future, an express engine was specified that had to be able to pull heavy express trains in the mountains. The requirements specified an 4-8-2 wheel arrangement, also known as “Mountain”, and also required a four-cylinder compound engine of the De Glehn type. With a train weighing 400 tonnes, 55 km/h was to be achieved at 1.35 percent and 90 km/h at 0.5 percent. In addition, due to the ash-containing coal to be used, a large grate was required and the axle load could not be higher than 16 tonnes.

Hanomag was awarded the contract, so that six locomotives could be delivered to Spain in 1925. Although the engine was of the De Glehn type, as required, the high and low pressure cylinders were in one plane, as was usual on German engines. The high-pressure cylinders transferred their power to the first and the low-pressure cylinders to the second coupled axle. The frame was manufactured as a plate frame in accordance with the preferences of the Norte. The ability to negotiate curves was ensured by a bogie that could be moved laterally by 100 mm, a bissel axle that could be moved by 65 mm and weakened wheel flanges on the second and third coupled axles. Contrary to the practice among German locomotive builders, the boiler featured a Belpaire firebox with combustion chamber. 

Further production was handed over to Spanish companies. In 1927, eight examples came from Euskalduna, seven from Babcock & Wilcox and five from MTM. Five each from Babcock & Wilcox and MTM followed in 1928 and another ten each from these two manufacturers in 1930. The 285 mile section from Madrid to Miranda could now be completed without major stops, with two firemen working at the same time. On a section with a gradient of 2.1 percent, 360 tonnes could easily be towed and on flatter stretches the trains could also weigh 600 tonnes.

Sectional drawing with dimensions

Die Lokomotive, April 1926

With the founding of RENFE, the locomotives were given the numbers 241-4001 to 241-4056. In 1942, 52 of the 56 locomotives were still available, which were also distributed to other locations in the following years. Regular retirement began in 1962 and lasted until 1968. Today only road number 241-4001 survives. Between 1946 and 1948, the 28 engines from number 241-4048 were developed as a further development. These benefited above all from an optimization of the steam lines according to André Chapelon, a Kylchap exhaust system and Dabeg valve gear.