USATC S100 Class

USATC S100 class
Former Southern Railway USA class No. 65 preserved at the Kent and East Sussex Railway
Type and origin Power type Steam Designer Howard G. Hill Builder Davenport Locomotive Works (109), H. K. Porter, Inc (150), Vulcan Iron Works (123) Build date 1942–1944 Total produced 382
Specifications Configuration: ​  • Whyte 0-6-0T  • UIC C nt Gauge 4 ft 8+1⁄2 in (1,435 mm) standard gauge Driver dia. 4 ft 6 in (1,372 mm) Minimum curve 150 ft (45.72 m) radius Length 29 ft 6 in (8.99 m) Width 9 ft 0 in (2.74 m) Height 12 ft 1+5⁄8 in (3.70 m) Loco weight 100,650 lb (45,654 kilograms) Fuel type Coal or Oil Fuel capacity 2,500 lb (1,130 kilograms) coal, or 300 US gallons (1,100 L; 250 imp gal) oil Water cap. 1,200 US gallons (4,500 L; 1,000 imp gal) Firebox: ​  • Grate area First 50: 19.4 sq ft (1.80 m2), Remainder: 18.3 sq ft (1.70 m2) Boiler pressure 210 lbf/in2 (1.45 MPa) Heating surface: ​  • Firebox 86 sq ft (8.0 m2)  • Tubes 790 sq ft (73 m2)  • Total surface 876 sq ft (81.4 m2) Superheater None Cylinders Two, outside Cylinder size 16.5 in × 24 in (419 mm × 610 mm) Valve gear Outside Walschaerts Valve type 8-inch (203 mm) piston valves
Performance figures Tractive effort 21,630 lbf (96.2 kN) Factor of adh. 4.65
Career Operators USATC, railways and industries of various countries around the world Disposition At least 27 known preserved, possibly more in derelict condition, remainder scrapped

The United States Army Transportation Corps (USATC) S100 Class is a 0-6-0T "Switcher" type steam locomotive that was designed for switching (shunting) duties in Europe and North Africa during World War II. After the war, they were used on railways in Austria, China, Egypt, France, Great Britain, Greece, Iran, Iraq, Israel, Italy, Jamaica, the Netherlands, Palestine, Mexico, the United States, and Yugoslavia.

The S100 is a side tank designed by Col. Howard G. Hill. In 1942, the USATC ordered 382 S100s from Davenport Locomotive Works of Iowa, H. K. Porter, Inc, of Pittsburgh and Vulcan Iron Works of Wilkes-Barre. They were shipped to the British War Department in 1943.^[1] They were stored in Britain until 1944. After D-Day, most went overseas but some remained in store.^[2]

After the Second World War, SNCF bought 77 S100s and designated them class 030TU. Jugoslovenske železnice (Yugoslav State Railways) bought many S100s and designated them class 62. In the 1950s JŽ assembled more examples bringing the number of class 62 to 129. The Hellenic State Railways in Greece acquired 20 S100s and designated them class Δα (Delta-alpha). Österreichische Bundesbahnen in Austria acquired 10 and designated them class 989. Ferrovie dello Stato in Italy acquired four and designated them class 831.

Several were sold into industrial use in the US, including to Georgia Power^[3] and Oklahoma Gas & Electric.^[4]

The Oranje-Nassau Mijnen, a coal mining company in The Netherlands acquired two S100s, former USATC no.s 4389 (Davenport 2533) and 1948 (Davenport 2513), and renumbered them ON-26 and ON-27 respectively. ON-26 remains preserved on the Stoomtrein Goes-Borsele tourist railway.^[5]

Other S100s entered British industrial use with the National Coal Board, Longmoor Military Railway, Austin Motor Company and others.

China acquired about 20 S100s, designating them class XK2. In 1946, Egyptian State Railways bought eight and numbered them 1151–1158.^[6] The UK War Department loaned six to Palestine Railways. In 1946 PR bought two of these, both of which subsequently entered the stock of Israel Railways in 1948.^[7]

Iraqi State Railways bought five, designated them Class SA, and gave them fleet numbers 1211–1215.^[8] All five were Davenport-built examples. At least two were still in service in March 1967: 1211 at Basrah^[9] and 1214 as the station pilot at Baghdad West.^[10]

Southern Railway USA class
USA class locomotive No. 30073 at Eastleigh MPD in August 1966.
Type and origin Power type Steam Designer Col. Howard G. Hill. Builder Vulcan Iron Works, USA (13) H. K. Porter, Inc., USA (2) Model S100 Build date 1942-43
Specifications Configuration: ​  • Whyte 0-6-0T  • UIC C n2t Gauge 4 ft 8+1⁄2 in (1,435 mm) standard gauge Driver dia. 55.2 in (1.402 m) Wheelbase 10 ft 0 in (3.05 m) Length 29 ft 8 in (9.04 m) Loco weight 46 long tons 10 cwt (47.2 t; 52.1 short tons) Fuel type Coal Fuel capacity 17.8 short hundredweight (0.81 t; 0.79 long tons) Water cap. 1,000 imp gal (4,500 L; 1,200 US gal) Boiler pressure 210 psi (1.45 MPa) Cylinders Two, outside Cylinder size 16+1⁄2 in × 24 in (419 mm × 610 mm) Valve gear Walschaerts Valve type 8 in (203 mm) piston valves
Performance figures Tractive effort 21,630 lbf (96.22 kN)
Career Operators Southern Railway British Railways Class SR: USA Power class BR: 3F Number in class 14 (plus one bought for spares) Nicknames Yank Tanks Locale Southampton Docks Withdrawn 1962, 1965–1967 Preserved 30064, 30065, 30070, 30072, others of base S100 class Disposition Four preserved, remainder scrapped
Sources: [11][page needed] and [2]

The Southern Railway (UK) bought 15 S100s (14 for operational use and one for spare parts) and designated them USA Class. They were purchased and adapted to replace the LSWR B4 class then working in Southampton Docks. SR staff nicknamed them "Yank Tanks".^[12][13]

By 1946 the SR needed either to renew or replace the ageing B4, D1 and E1 class tanks used in Southampton Docks, but Eastleigh Works was not in a position to do so in a timely manner or at an economic price. The replacement locomotives would need to have a short wheelbase to negotiate the tight curves found in the dockyard, but be able to haul heavy goods trains as well as full-length passenger trains in the harbour area.^{[11][page needed]} The railway's Chief mechanical engineer, Oliver Bulleid therefore inspected the surplus War Department tank locomotives. The Hunslet Austerity 0-6-0ST locomotives stored at the Longmoor Military Railway proved to be unsuitable for dock work because of their 11 ft 0 in (3.35 m) wheelbase and inside cylinders; also many of the survivors were in poor condition.^[2] However, the S100s stored at Newbury Racecourse had a 10 ft 0 in (3.05 m) wheelbase, outside cylinders and had hardly been used. Those available for sale had been built by the Vulcan Iron Works of Wilkes-Barre Pennsylvania and H. K. Porter, Inc, of Pittsburgh.

Bulleid therefore took Vulcan-built locomotive WD4236^[14] on approval in May 1946 and tested it thoroughly over the next few months. When it was found to be suitable, this locomotive and a further thirteen were purchased in 1947 for £2500 each.^[14] Six of these had been built by Porter and the remainder by Vulcan. However, when it was discovered that there were differences in dimensions between the locomotives from different builders the SR exchanged its Porter built locomotives for Vulcans, but could only do so with five examples. The railway therefore accepted one Porter locomotive at a reduced price and purchased another to provide spare parts.^[2] Thus, the thirteen further locomotives entered traffic between April and November 1947 as soon as they had been adapted.

By the mid-1950s the S100's were shunting and trip working alongside the LB&SCR E2 class locomotives at Southampton Docks to replace withdrawn E1 class.^[15] They served there until being replaced by BR class 07 diesel shunters in 1962.^[16]

Following purchase, members of the class were fitted with steam heating, vacuum ejectors, sliding cab windows, additional lamp irons and new cylinder drain cocks.^{[17][11][page needed]} Further modifications became necessary once the locomotives started to enter traffic, including large roof-top ventilators, British-style regulators (as built they had US-style pull-out ones), three rectangular cab-front lookout windows, extended coal bunkers, separate steam and vacuum brake controls and wooden tip-up seats. This meant that it took until November 1947 for the entire class to be ready for work.^[18][19] Radio-telephones were later installed on the footplate to improve communication on the vast network of sidings at Southampton.^[19]

The class was allocated the British Railways (BR) power classification 3F following nationalisation in 1948.

The original locomotive carried the War Department number 4326, and the subsequent purchase were numbered between 1264 and 1284 and between 1952 and 1973. Thirteen of the locomotives were re-numbered in a single sequence from 61 to 73 by SR but 4326 retained its War Department number. The locomotive used for spares was not numbered. After 1948 they were renumbered 30061–30074 by BR. Six examples were transferred to departmental (non-revenue earning) use in 1962/3 and renumbered DS233–DS238.

During the Second World War they were painted USATC black with white numbering and lettering 'Transportation Dept.' on the tank sides. Prior to nationalisation, the locomotives were painted in Southern black livery with 'Southern' in "Sunshine Yellow" lettering. The lettering on the tank sides was changed to 'British Railways' during 1948 as a transitional measure. Finally, in the mid 1960s several of the class were painted in a malachite livery (the green of the old Southern), with BR crests on the water tank sides and numbers on the cab sides.^[20]

For fifteen years the entire class was used for shunting and carriage and van heating in Southampton Docks. They performed well and were popular with the footplatemen, but the limited bunker capacity often necessitated the provision of relief engines for some of the longer duties. Two examples were fitted with extended bunkers to address this problem in 1959 and 1960, but a more ambitious plan to extend the frames and build larger bunkers was abandoned in 1960 due to the imminent dieselization of the docks.^[16] They also often suffered from overheated axleboxes which was less of a problem when shunting but prevented them from being used on longer journeys.^[19]

A more serious issue was the condition of the steel fireboxes originally fitted to the class which rusted and fatigued quickly. This was partly due to their construction under conditions of austerity, and the hard water present in the docks. This came to a head in 1951 when several had to be laid aside until new fireboxes could be constructed.^{[19][11][page needed]} Thereafter there were no further problems.

The class was replaced from their shunting duties at Southampton from 1962 by British Rail Class 07 diesel-electric shunters, when the first member of the class was withdrawn, but the remainder were still in fairly good condition. The survivors were used for informal departmental purposes such as providing steam heating at Southampton or shunting at Eastleigh Motive Power Depot, before the withdrawal. 30072 became the shed pilot locomotive at Guildford Motive Power Depot in 1963, replacing a B4. Although malachite painted 30064 was substituted in 1964^[21] it soon returned to Eastleigh, later having a short spell at Meldon Quarry near Okehampton (August - October 1966) when it was the last steam locomotive active on the Western Region.^[22] No. 30072^[14] continued as pilot at Guildford until the end of steam on the Southern in July 1967, when it was the last to leave Guildford.^[23][14] During the mid 1960s six examples were officially transferred to ‘departmental’ duties and renumbered. These went to Redbridge Sleeper Depot (DS233), Meldon Quarry (DS234), Lancing Carriage Works (DS235 and DS236), and Ashford wagon works (DS237 and DS238; where they were named Maunsell and Wainwright).^[24]

Nine examples remained in service until March 1967^[25] and five of these survived until the end of steam on the Southern Region four months later.^{[11][page needed]} Two of these engines, 30065/DS237 and 30070/DS238, were sold to Woodham Brothers in South Wales in March 1968. However, before they could make their journey, their bearings ran hot and were declared "unfit for travel" which led to the two tank engines being dumped at Tonbridge. Five months later, they were taken to Rolvenden when they were purchased for preservation.^[26]

This section does not cite any sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. (March 2019) (Learn how and when to remove this message)

Several European railways produced designs based on the S100. JŽ added to their class 62 by ordering several similar examples from Đuro Đaković (factory) of Slavonski Brod, Croatia. These differed in minor details, principally the use of plate frames instead of bar frames, resulting in a higher boiler pitch. This gives the steam pipes a shoulder instead of being straight, and requires smaller domes with a flatter top to fit JŽ's loading gauge.

The British Great Western Railway (GWR) had used many S100s in South Wales during the Second World War. The GWR 1500 Class was partially inspired by the S100 in its use of outside cylinders and short wheelbase.^{[citation needed]}

A small number of former JŽ 62s remain in commercial service, more than 65 years after they were built. At least two work as switcher locomotives (shunter locomotives) at the ArcelorMittal steel plant in Zenica, Bosnia-Herzegovina.^[28]

More than 100 S100s survive: either preserved, stored, or derelict. Most are in Europe or North America, but there are also two in China and one in Egypt. Project 62 has an online database of them.^[29]

Private owners in Baraboo, Wisconsin, are currently restoring S100 #5002. #5002 was used for the Naval Yards in Philadelphia, Pennsylvania, and later sold to the EJ Lavino Company in Pennsylvania, then sold to Tombstone Junction and later to the Kentucky Railroad Museum.

In 2006, one was purchased for preservation from a steelworks in central Bosnia and was sent to Britain.^[30]

Two JŽ 62s were exported to Canada after being purchased by Marineland in Niagara Falls, Ontario for operation in their park, but ultimately remained stored until donated to the Niagara Railway Museum.^[31]

USATC No.	Builder	Post World War II Owner	Location	Image
1310	Davenport 2481	SEK Δα61	Thessaloniki, Greece
1311	Davenport 2482	Anshan Steel XK2-51	Sujiatun, Liaoning, China
1396	H.K. Porter 7510	JŽ 62-084	Gračac, Croatia
1415	H.K. Porter 7529	SEK Δα53	Thessaloniki, Greece
1430	H.K. Porter 7544	Benxi Steel XK2-28	Benxi, Liaoning, China
1433	Porter 7547	JZ 62-019	Maribor, Slovenia
1923	Vulcan 4770		U.S. Army Transportation Museum
1959	Vulcan 4432	SR 64 later BR 30064	Privately owned
1960	Vulcan 4433	SR 70 later BR 30070	Kent and East Sussex Railway
1961	Vulcan 4434	ÖBB 989.01 later Zuckerfabrik Siegendorf 2	Probstdorf, Austria
1968	Vulcan 4441	SR 65 later BR 30065	Kent and East Sussex Railway
1973	Vulcan 4445	SR 72 later BR 30072	East Lancashire Railway
1987	Vulcan 4460	SEK Δα65	Tithorea, Greece
1999	Vulcan 4472	SEK Δα55	Railway Museum of Thessaloniki, Thessaloniki, Greece
4332	Vulcan 4494	JZ 62-037	Krmelj, Slovenia
4383	Davenport 2532	SNCF 030.TU.22	Musée vivant du chemin de fer, Longueville, France
4389	Davenport 2533	Oranje-Nassau coal mines	Stoomtrein Goes - Borsele, Netherlands
4400	Davenport 2549	SEK Δα57	Thessaloniki, Greece
5000	Porter 7460	FerroCarril Occidental de Mexico No1	Culican, Mexico
5001	H.K. Porter 7461	Granite Rock Co. 10	California State Railroad Museum
5002	H.K. Porter 7462	EJ Lavino & Co 2	U.S. Army Transportation Museum
5003	Porter 7463	FerroCarril Occidental de Mexico No2	National Railway Museum, Puebla
5006	H.K. Porter 7466	Oklahoma Gas & Electric 5	Oklahoma Railway Museum
5012	Porter 7486	Bonsal No7	North Carolina Transportation Museum
5014	H.K. Porter 7488		Goldfield, Nevada
5025	H.K. Porter 7499	Albermarle Paper Co 1	Old Dominion Chapter NRHS
5041	H.K. Porter 7584	JŽ 62-046	Chemin de fer touristique Haut Quercy, Martel, France
5050	H.K. Porter 7593	Georgia Power Company 97	Southeastern Railway Museum
6008	Davenport 2597	SEK Δα63	Railway Museum of Thessaloniki, Thessaloniki, Greece
6013	Davenport 2602	SEK Δα59	Thessaloniki, Greece
6022	Davenport 2611	JZ 62-054	Croatian Railway Museum, Zagreb
6102	H.K. Porter 7682	SNCF 030.TU.13	Saint Pierre du Regard, France
6171	Vulcan 4541	JZ 62-070	Zagorje, Slovenia
6172	Vulcan 4542	SEK Δα60	Thessaloniki, Greece
6175	Vulcan 4545	JZ 62-073	Smederevo, Serbia

Four British examples of the USA class have been preserved:

• 30064 Privately owned - (Previously preserved at the Bluebell Railway but left in 2022 after being purchased by a private buyer with plans to restore to working order).^[32]
• 30065 Kent and East Sussex Railway - (Under overhaul)
• 30070 Kent and East Sussex Railway - (Operational) Returned to service in December 2017 following overhaul and outshopped in Longmoor Military Railway Lined Blue as No. 300 Frank S. Ross.
• 30072 East Lancashire Railway - (Undergoing major boiler repairs)

Two JŽ class 62 locomotives built by the former Yugoslav Railways to foreign design have been acquired for use on the North Dorset Railway and given British liveries. There are minor technical differences.

• *30075 (formerly 62-669 built 1960- (Undergoing overhaul)^[33]
• *30076 (formerly 62-521 built 1954- Stored).^[33]

• 
  Southern Railway (GB) USA Class at Eastleigh locomotive depot in February 1967. Photo: Keith Chambers
• 
  Yugoslav Railways (JŽ) No. 62 070 shunts between Zidani Most and Maribor in August 1971.
• 
  Locomotive (7461 of 1942; originally USATC 5001), operated by the California State Railroad Museum in Sacramento.
• 
  Locomotive 4383 preserved in Longueville dépôt (France).
• 
  Locomotive 4389 in Goes (Davenport No. 2533)
• 
  China Railways XK2-31 in Anshan, 1987

• Sprenger, J. Howard; Robertson, K.J.; Sprenger, C.C. (23 July 2004). The Story of the Southern USA Tanks. Southampton: KRB Publications. ISBN 978-0-9544859-3-1.
• Ian Allan ABC of British Railways Locomotives. Winter 1959–1960.

• USA 0-6-0T Southern E-Group
• Loc 4389 Archived 22 September 2007 at the Wayback Machine Stoomtrein Goes-Borsele
• Project 62 Archived 16 June 2021 at the Wayback Machine Project 62 - owners of 30075 and 30076
• USA 0-6-0T Southern E-Group
• SR USA Dock Tank SR "USA" class Dock Tank No.WD 1959 (BR 30064) Bluebell Railway