1.
Swiss locomotive and railcar classification
–
It started out as a uniform system for the classification and naming of all rolling stock, powered and unpowered, but had been replaced and amended by the UIC classification of goods wagons. The Swiss classification system was created by the Swiss federal railways department, in 1902, when the Swiss Federal Railways was founded as a government railway, that new railway also became bound by the system. The Swiss system is less precise than those other systems in the way it deals with axles, because it refers only to numbers, rather than to arrangements, of powered axles. The Swiss system is more a method of classifying locomotive. The classifications for which the Swiss system provides have always been adapted to new requirements. The last modification to the system occurred in 1968, with the publication of the Directory of the Rolling Stock of the Swiss Private Railways by the Swiss Federal Agency for Transport. For carriages and wagons, the system was progressively replaced from 1968 by the UIC international wagon classification system. However, all of Switzerlands powered rolling stock initially retained its Swiss type classification or class designation, the standard gauge private railways of Switzerland soon followed the example of the Swiss Federal Railways, and agreement was reached as to the allocation of number ranges. The narrow gauge railways have largely retained the old system for locomotives, railcars and passenger carriages, here is a description of the classification system as it operated up to 1989, and as it still operates in respect of narrow gauge private railway motive power. There is no provision for combining the codes A, B, C, D, E, G, R and T, the combination of H and G is possible. HG would therefore be a narrow gauge locomotive, with a mix of adhesion, since 1966, in respect of railcars and tractors, he or hm has meant pure rack rail drive, and eh or mh has meant a mix of adhesion and rack rail drive. Steam powered tank locomotives were given an E, and the maximum speed of the locomotive was designated with a lower case letter. Thus, an Ea 3/6 was a locomotive with vmax >80 kilometres per hour. With steam locomotives, separate driving mechanisms were displayed, so, for example, a Mallet locomotive was named G 2x2/2 or G 2/3+2/2, and not G 4/4 or G 4/5. Up until 1920, standard gauge locomotives were given the letter F. The class later designated as Be 5/7 was therefore originally named Fb 5/7, the designation R was originally intended for locomotives with an axle load of under 16 tonnes. These lightweight locomotives exert less stress on the rails when they negotiate curves, with the introduction of the Re 4/4II, the axle load limit was dropped following extensive testing. Several locomotives were given approval for higher cornering speeds, to which their type designation had not yet been adapted
2.
Tasmanian Government Railways K class
–
The Tasmanian Government Railways K class was a class of 0-4-0+0-4-0 Garratt steam locomotives operated by the Tasmanian Government Railways. It was the first class of Garratt locomotives ever produced, although considered the first Garratt locomotives, they did in fact differ in two important details from Herbert Garratts original concept. This was a problem on the warm days on the West Coast Range in Tasmania, as one pair of cylinders was under the cab. The North East Dundas Tramway on which they worked traversed some of the most rugged terrain in the served by a railway at the time. It featured long stretches of 1-in-25 grades, high trestle bridges and 30-metre-radius reverse curves. After the line closed in 1929, the boiler of K1 was sold to a sawmill, Beyer, Peacock & Co closed in 1966, with K1 sold to the Ffestiniog Railway. As the Welsh Highland Railway rebuilding project reached fruition, K1s potential for the line was recognised, a new boiler was found to be required. Parts were restored at various locations, with K1 reassembled at Boston Lodge, after conversion to oil-firing, it steamed again in 2004 and finally received HM Railway Inspectorate approval in September 2006 to haul trains. It entered passenger service in October 2007, in 2014, K1s boiler certificate expired and it was withdrawn for overhaul. Garratt locomotives Rail Tasmania TGR K class Drawing Drawing of TGR K class
3.
Tasmanian Government Railways
–
The Tasmanian Government Railways was the former operator of the mainline railways in Tasmania, Australia. Formed in 1872, the company was managed by the Government of Tasmania. The early railways of Tasmania were initially constructed by a number of private companies, in 1871, the Launceston and Western Railway opened the first railway line in Tasmania, with a 5 ft 3 in line from Launceston to Deloraine. The Tasmanian Main Line Railway Company later opened their Hobart to Evandale line in 1876, because of the break-of-gauge, the TMLR laid a third rail upon the L&WR line, and operated dual gauge for the final 11 miles to Launceston. As a result of takeover, all Tasmanian railways were relaid or newly constructed in 3 ft 6 in gauge. In 1938, the administration was absorbed into the newly created Transport Commission. The Commission was empowered to co-ordinate and improve land transport within the State, special fares were arranged for these trips, with return tickets between the two termini priced at $1.00. Trains were arranged with either single, double or triple-headed steam locomotives, depending on the type of stock, the Centenary Train also conveyed special mail from the Launceston Post Office, as well as politicians and invited guests. After the Centenary train, further special trains were run through to St Marys on the Fingal Line, south down to Ross on the Main Line, several trains were also timetabled to pick up passengers flown from Melbourne to Western Junction. The centenary celebrations were overall viewed as a success, with most seats booked on each special train. With around 16 lines across the state, the TGR operated a combination of approximately 275 stations, halts, large stations were located at Hobart, Derwent Park, New Norfolk, Parattah, Launceston, Zeehan, Burnie and Devonport. Special trains were also conveyed on Hobarts suburban network, with trains operating to Elwick Racecourse for the Hobart Cup, the special show trains to the Showgrounds ended in 1978, and were the last TGR passenger trains to be run in Tasmania. Hobart suburban services ended in 1974, with services ending entirely in 1978. TGR introduced in 1954 some containers for goods such as cement, sand, gravel. Main Line - Running North/South between Hobart and Launceston, Western Line - Running from Western Junction to Wiltshire Junction. Derwent Valley Line - Running from Bridgewater Junction to logging areas in Florentine, Fingal Line - Branching from Conara Junction, south of Launceston, to St Marys on the East Coast. Irishtown-Trowutta Line - A short line from Irishtown Junction to rural areas southwards, Bell Bay Line - Opened in the early 1970s, this line connected Launceston to its northern port at Bell Bay. Apsley Line - Branching from Brighton Junction north into rural farmlands, mole Creek Line - Branching from Lemana Junction south from the Western Line into logging areas
4.
Beyer, Peacock and Company
–
Beyer, Peacock and Company was an English railway Locomotive manufacturer with a factory in Gorton, Manchester. Founded by Charles Beyer, Richard Peacock and Henry Robertson, it traded from 1854 until 1966 and it received limited liability in 1902, becoming Beyer, Peacock and Company Limited. In 1854, the German born Charles Beyer resigned as engineer at Atlas works. It was Beyer that was responsible for success of production at Atlas. He had trained under the guidance of the inventor of cotton mill machinery. Richard Peacock resigned from his position as engineer of the Manchester, Sheffield. Confident in his ability to secure orders to build locomotives, Beyer’s resignation presented Peacock with a partnership opportunity. However, this was not a company and all partners were liable for debts should the business fail, in a mid-Victorian economic climate of boom and bust. Beyer could raise £9,524 and Peacock £5,500, Beyer and Peacock were founder members of the Institution of Mechanical Engineers. Unfortunately, Geach died, the loan was recalled and the project nearly died. To the rescue came Thomas Brassey who persuaded Henry Robertson to provide a £4,000 loan in return for being the third partner, Beyer appointed and worked closely with Hermann Ludwig Lange, in 1861. A native of his town, Plauen, Saxony, Langer trained as an engineer in Germany, became chief draughtsman in 1865. Four New South Wales Government Railways AD60 Class Beyer-Garratt Patent locomotives are preserved being the most powerful locomotives in the southern hemisphere when introduced. Gorton Foundry was on the side of the railway line to the Manchester, Sheffield. Between 1855 and 1966, the company built nearly 8,000 railway locomotives, several of their 1874-built steam locomotives for the Isle of Man Railway remain in daily use. A Gorton-built South African Railways GL class Beyer-Garratt locomotive is on display in the Museum of Science, in addition to building steam locomotives, Beyer, Peacock & Co. The foundry was at Openshaw near Manchester, England, and was built in 1854, the site was chosen because land was cheaper than in the city and had good water supply from a local reservoir. Beyer had designed the works so it always allowed room for expansion, in its 112-year history no buildings needed to be demolished as the works developed
5.
Whyte notation
–
The notation counts the number of leading wheels, then the number of driving wheels, and finally the number of trailing wheels, groups of numbers being separated by dashes. Other classification schemes, like UIC classification and the French, Turkish and Swiss systems for steam locomotives, in the notation a locomotive with two leading axles in front, then three driving axles and then one trailing axle is classified as 4-6-2. Articulated locomotives such as Garratts, which are two locomotives joined by a common boiler, have a + between the arrangements of each engine. Thus a double Pacific type Garratt is a 4-6-2+2-6-4, for Garratt locomotives the + sign is used even when there are no intermediate unpowered wheels, e. g. the LMS Garratt 2-6-0+0-6-2. This is because the two units are more than just power bogies. They are complete engines, carrying fuel and water tanks, the + sign represents the bridge that links the two engines. Simpler articulated types such as Mallets, have a frame under a common boiler where there are no unpowered wheels between the sets of powered wheels. Typically, the frame is free to swing, whereas the rear frame is rigid with the boiler. Thus a Union Pacific Big Boy is a 4-8-8-4, four leading wheels, one group of eight driving wheels, another group of eight driving wheels and this numbering system is shared by duplex locomotives, which have powered wheel sets sharing a rigid frame. No suffix means a tender locomotive, T indicates a tank locomotive, in European practice, this is sometimes extended to indicate the type of tank locomotive, T means side tank, PT pannier tank, ST saddle tank, WT well tank. T+T means a tank locomotive that also has a tender, in Europe, the suffix R can signify rack or reversible, the latter being Bi-cabine locomotives used in France. The suffix F indicates a fireless locomotive, other suffixes have been used, including ng for narrow-gauge and CA or ca for compressed air. In Britain, small diesel and petrol locomotives are classified in the same way as steam locomotives. This may be followed by D for diesel or P for petrol, thus 0-6-0DE denotes a six-wheel diesel locomotive with electric transmission. Where the axles are coupled by chains or shafts or are individually driven, thus 4wPE indicates a four-wheel petrol locomotive with electric transmission. For large diesel locomotives the UIC classification is used, the main limitation of Whyte Notation is that it does not cover non-standard types such as Shay locomotives, which use geared trucks rather than driving wheels. The most commonly used system in Europe outside the United Kingdom is UIC classification, based on German practice, in American practice, most wheel arrangements in common use were given names, sometimes from the name of the first such locomotive built. For example, the 2-2-0 type arrangement is named Planet, after the 1830 locomotive on which it was first used, the most common wheel arrangements are listed below
6.
Steam locomotive
–
A steam locomotive is a railway locomotive that produces its pulling power through a steam engine. These locomotives are fueled by burning combustible material—usually coal, wood, the steam moves reciprocating pistons which are mechanically connected to the locomotives main wheels. Both fuel and water supplies are carried with the locomotive, either on the locomotive itself or in wagons pulled behind, the first steam locomotive, made by Richard Trevithick, first operated on 21 February 1804, three years after the road locomotive he made in 1801. The first practical steam locomotive was built in 1812-13 by John Blenkinsop, Steam locomotives were first developed in Great Britain during the early 19th century and used for railway transport until the middle of the 20th century. From the early 1900s they were superseded by electric and diesel locomotives, with full conversions to electric. The majority of locomotives were retired from regular service by the 1980s, though several continue to run on tourist. The earliest railways employed horses to draw carts along railway tracks, in 1784, William Murdoch, a Scottish inventor, built a small-scale prototype of a steam road locomotive. An early working model of a rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. His steam locomotive used interior bladed wheels guided by rails or tracks, the model still exists at the Ohio Historical Society Museum in Columbus. The authenticity and date of this locomotive is disputed by some experts, accompanied by Andrew Vivian, it ran with mixed success. The design incorporated a number of important innovations that included using high-pressure steam which reduced the weight of the engine, Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery owners and engineers. The visit was so successful that the railways in north-east England became the leading centre for experimentation. Trevithick continued his own steam propulsion experiments through another trio of locomotives, Four years later, the successful twin-cylinder locomotive Salamanca by Matthew Murray for the edge railed rack and pinion Middleton Railway debuted in 1812. Another well known early locomotive was Puffing Billy built 1813–14 by engineer William Hedley and it was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on display in the Science Museum. George Stephenson built Locomotion No.1 for the Stockton and Darlington Railway, north-east England, in 1829, his son Robert built in Newcastle The Rocket which was entered in and won the Rainhill Trials. This success led to the company emerging as the pre-eminent builder of locomotives used on railways in the UK, US. The Liverpool and Manchester Railway opened a year later making exclusive use of power for passenger
7.
Articulated locomotive
–
The term articulated locomotive usually means a steam locomotive with one or more engine units which can move independent of the main frame. This is done to allow a locomotive to negotiate tighter curves. Articulation is also applied to electric locomotives, such as the Italian FS Class E656. Many different schemes for articulation were developed over the years, most other types saw only limited success. Also, the Kitson-Meyer variant with the spread apart to allow a deeper firebox between them. Simple expansion, or simple, articulated steam engines had two sets of equally sized cylinders, when the steam was used in the firebox, the high pressure and low pressure came out the smokestack at once, resulting in higher tractive effort at the cost of more fuel burnt. Compound expansion, or compound, articulated steam engines like Anatole Mallets original idea and this, however, resulted in lower tractive effort because of its low efficiency. g. Electric and diesel locomotives have many construction aspects in common with Meyer type steam locomotives but are not seen as articulated. Beyer Peacock Bissel bogie Cleminsons patent Grovers bogie Jacobs bogie Articulated locomotives Articulated steam bogie locomotives
8.
Garratt
–
A Garratt is a type of steam locomotive that is articulated into three parts. Its boiler is mounted on the frame, and two steam engines are mounted on separate frames, one on each end of the boiler. Articulation permits larger locomotives to negotiate curves and lighter rails that might restrict large rigid-framed locomotives, many Garratt designs aimed to double the power of the largest conventional locomotives operating on their railways, thus reducing the need for multiple locomotives and crews. Garratt first approached Kitson & Co. but his idea was rejected and he then approached Beyer, Peacock and Company, who were only marginally more interested. In 1907 Beyer, Peacock & Co. submitted a proposal for a 2 ft gauge 0-4-0+0-4-0 Garratt to the New South Wales Government Railways, the following year a design for a 2 ft gauge Mallet locomotive was submitted in reply to an enquiry from the Government of Tasmania. This was followed with a submission for a Garratt based on, but a little heavier than and this proposal was accepted, and two locomotives were built in 1909, which became the K class. The K class had to cope with 99 radius curves and 1 in 25 gradients and this made the locomotive unnecessarily complicated and placed the high-pressure cylinders directly underneath the cab, making it uncomfortably hot, especially in summer. The pattern was not repeated on later Garratt designs, only one more Garratt locomotive, again built by Beyer, Peacock & Co. in 1927, was produced with compound propulsion for the Burma Railways. Early design and construction involved the steam-tight flexible connections between the boiler unit and the power units. The third Garratt was built in 1910 for the Darjeeling Himalayan Railway, in 1911 Beyer, Peacock and Company built six 2-6-0+0-6-2 Garratts for the Western Australian Government Railways. The M class locos were followed by the Ms and the Msa class and they also formed the pattern for locos for the Victorian Railways narrow gauge G class, and for Australian Portland Cement. The final Garratts to a Beyer-Peacock design were built in 1967–1968, eight 2 ft gauge South African Railways Class NG G16 locomotives, see 2 ft gauge railways in South Africa. The order was placed with Beyer, Peacock and Company, but since the firm was in the process of closing down, hunslets South African subsidiary, Hunslet-Taylor in Germiston, built these locomotives using boilers manufactured by their mother company. The 500 mm gauge Southern Fuegian Railway in Argentina procured a new 0-4-0+0-4-0 Garratt in 1994, based on Livio Dante Portas work, it included larger cross section tubing, insulation of the boiler and an improved front end. This vastly improved the economy of modern steam engine and more than doubled train length. Accordingly, a second Garratt for this railway was built to similar specifications and it was shipped to Argentina in 2006 and entered service in October of that year. Garratts were used in Africa, Asia, Australia, Europe and this class, designated 231-132BT, was streamlined and featured Cossart motion gear, mechanical stokers and 1.8 m driving wheels, the largest of any Garratt class. On a test in France, one of these achieved a speed of 132 kilometres per hour —a record for any Garratt class, all three main railways in Angola used Garratts
9.
0-4-0
–
Under the Whyte notation for the classification of steam locomotives, 0-4-0 represents one of the simplest possible types, that with two axles and four coupled wheels, all of which are driven. The wheels on the earliest four-coupled locomotives were connected by a gear wheel. The notation 0-4-0T indicates a locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself. In Britain, the Whyte notation of wheel arrangement was often used for the classification of electric and diesel-electric locomotives with side-rod-coupled driving wheels. The UICs Bo classification for electric and diesel-electric locomotives indicates that the axles are independently motored, the term Four-coupled is often used for 0-4-0 locomotives. Four-wheeled is also used, but this term can also encompass other wheel arrangements. 0-4-0 locomotives were built as tank locomotives as well as tender locomotives, the former was more common in Europe and the latter in the United States, except in the tightest of situations such as that of a shop switcher, where overall length was a concern. The earliest 0-4-0 locomotives were tender engines and appeared as early as c, 0-4-0 tank engines were introduced in the early 1850s. The type was found to be so useful in locations that they continued to be built for more than a century. Richard Trevithicks Coalbrookedale, Pen-y-Darren and Newcastle locomotives were of the 0-4-0 type, the first 0-4-0 to use coupling rods was Locomotion No. 1, built by Robert Stephenson and Company for the Stockton and Darlington Railway in 1825, Stephenson also built the Lancashire Witch in 1828, and Timothy Hackworth built Sans Pareil which ran at the Rainhill Trials in 1829. The latter two later worked on the Bolton and Leigh Railway. A four-wheeled configuration, where all the wheels are driving wheels, the type was therefore mainly used for switchers and shunters. Because of the lack of stability, tender engines of type were only built for a few decades in the United Kingdom. They were built for a period in the United States. The possible tractive effort of an 0-4-0 within normal axle load limits was not enough to large loads. By 1900, they had largely been superseded for most purposes by locomotives with more complex wheel arrangements. They nevertheless continued to be used in situations where tighter radius curves existed or the length was an advantage
10.
Boiler
–
A boiler is a closed vessel in which water or other fluid is heated. The fluid does not necessarily boil, the heated or vaporized fluid exits the boiler for use in various processes or heating applications, including water heating, central heating, boiler-based power generation, cooking, and sanitation. The pressure vessel of a boiler is usually made of steel, stainless steel, especially of the austenitic types, is not used in wetted parts of boilers due to corrosion and stress corrosion cracking. In live steam models, copper or brass is used because it is more easily fabricated in smaller size boilers. For much of the Victorian age of steam, the material used for boilermaking was the highest grade of wrought iron. In the 20th century, design practice instead moved towards the use of steel, which is stronger and cheaper, with welded construction, which is quicker and requires less labour. It should be noted, however, that wrought iron boilers corrode far slower than their steel counterparts. This makes the longevity of older wrought-iron boilers far superior to those of welded steel boilers, cast iron may be used for the heating vessel of domestic water heaters. Although such heaters are usually termed boilers in some countries, their purpose is usually to produce hot water, not steam, the brittleness of cast iron makes it impractical for high-pressure steam boilers. The source of heat for a boiler is combustion of any of several fuels, such as wood, coal, oil, electric steam boilers use resistance- or immersion-type heating elements. Nuclear fission is used as a heat source for generating steam, either directly or, in most cases. Heat recovery steam generators use the heat rejected from other such as gas turbine. 18th century Haycock boilers generally produced and stored large volumes of very low-pressure steam and these could burn wood or most often, coal. Flued boiler with one or two large flues—an early type or forerunner of fire-tube boiler, fire-tube boiler, Here, water partially fills a boiler barrel with a small volume left above to accommodate the steam. This is the type of boiler used in nearly all steam locomotives, the heat source is inside a furnace or firebox that has to be kept permanently surrounded by the water in order to maintain the temperature of the heating surface below the boiling point. Fire-tube boilers usually have a low rate of steam production. Fire-tube boilers mostly burn solid fuels, but are adaptable to those of the liquid or gas variety. Water-tube boiler, In this type, tubes filled with water are arranged inside a furnace in a number of possible configurations and this type generally gives high steam production rates, but less storage capacity than the above
11.
Cab (locomotive)
–
On steam locomotives, the cab is normally located to the rear of the firebox, although steam locomotives have sometimes been constructed in a cab forward configuration. The former arrangement is now the norm in North America for all types of diesel or electric locomotives, in Europe, most modern locomotives are cab units with two cabs, one at each end. However, the locomotives powering some high speed European trains are normally cab units with one cab, on self-propelled rail vehicles, the cab may be at one or both ends. In addition to the controls, a cab will typically be fitted with windshields, rectangular side windows, crew seats, heating. By about 1850, high speed Crampton locomotives operating in Europe already had a much needed windshield giving some protection to the footplate area, some other early locomotives were even fitted with a cab as part of a rebuilding program, an example being the locomotive John Bull. In Germany, the cab was introduced by the Saxon railway director. However, until 1950 the railway directorates of the German-speaking countries continued to believe that a standing posture was essential to maximise crew vigilance and this unsatisfactory situation changed—with few exceptions—only with the construction of the German standard electric locomotives, which for the first time were equipped with crew seats. Meanwhile, the maintenance of crew vigilance became possible by technical means through the use of Sifa devices, cockpit Control car Control stand Driving Van Trailer Push–pull train This article is based upon a translation of the German-language version as at April 2010
12.
Leading wheel
–
The leading wheel or leading axle or pilot wheel of a steam locomotive is an unpowered wheel or axle located in front of the driving wheels. The axle or axles of the wheels are normally located on a leading truck. Leading wheels are used to help the locomotive negotiate curves and to support the front portion of the boiler, importantly, the leading bogie does not have simple rotational motion about a vertical pivot, as might first be thought. It must also be free to slip sideways to a small extent, the sliding bogie of this type was patented by William Adams in 1865. The first use of leading wheels is commonly attributed to John B, Jervis who employed them in his 1832 design for a locomotive with four leading wheels and two driving wheels. In the Whyte system of describing locomotive wheel arrangements, his locomotive would be classified as a 4-2-0, in the UIC classification system, which counts axles rather than wheels and uses letters to denote powered axles, the Jervis would be classified 2A. Locomotives without leading trucks are generally regarded as unsuitable for high speed use, the British Railway Inspectorate condemned the practice in 1895, following an accident involving two 0-4-4s at Doublebois, Cornwall, on the Great Western Railway. A single leading axle increases stability somewhat, while a leading truck is almost essential for high-speed operation. The highest number of leading wheels on a locomotive is six as seen on the 6-2-0 Crampton type. Six-wheel leading trucks were not very popular, the Cramptons were built in the 1840s, but it was not until 1939 that the PRR used one on the S1. AAR wheel arrangement Adams axle Trailing wheel UIC classification Whyte notation
13.
Driving wheel
–
On a steam locomotive, a driving wheel is a powered wheel which is driven by the locomotives pistons. On diesel and electric locomotives, the wheels may be directly driven by the traction motors. Coupling rods are not usually used, and it is common for each axle to have its own motor. Jackshaft drive and coupling rods were used in the past but their use is now confined to shunting locomotives, on an articulated locomotive or a duplex locomotive, driving wheels are grouped into sets which are linked together within the set
14.
Trailing wheel
–
On a steam locomotive, a trailing wheel or trailing axle is generally an unpowered wheel or axle located behind the driving wheels. The axle of the wheels is usually located in a trailing truck. On some large locomotives, an engine was mounted on the trailing truck to provide extra tractive effort when starting a heavy train. Trailing wheels were used in early locomotives but fell out of favor for a time during the latter 19th century. As demand for more powerful locomotives increased, trailing wheels began to be used to support the crew cab, trailing wheels first appeared on American locomotives between 1890 and 1895, but their axle worked in rigid pedestals. It enabled boilers to be lowered, since the top of the frames was dropped down behind the driving wheels. The firebox could also be longer and wider, increasing the surface area and steam generation capacity of the boiler. One-piece cast-steel trailer trucks were developed about 1915, to provide the strength for a booster engine to be fitted to the trailing axle. Finally, about 1921 the Delta trailing truck was developed with a centering device at the rear ends of the truck frame. Delta trucks were soon enlarged to carry four trailing wheels, in the Whyte notation, trailing wheels are designated by the last numbers in the series. For example, the 2-8-2 Mikado type locomotive had two leading wheels, eight driving wheels, and two trailing wheels, some locomotives such as the 4-4-0 American type had no trailing wheels and were designated with a zero in the final place. In the UIC classification system, the number of rather than the number of wheels is counted. AAR wheel arrangement Steam locomotive nomenclature UIC classification Whyte notation
15.
Mallet locomotive
–
The Mallet locomotive is a type of articulated steam railway locomotive, invented by the Swiss engineer Anatole Mallet. The essence of his idea combines articulation of the locomotive and compound steam use, as the steam was exhausted from those cylinders, it was passed into a low-pressure receiver and was then sent to low-pressure cylinders to power the driving wheels on the Bissell truck. The lower-pressure steam occupies a volume and the low-pressure cylinders are larger than the high-pressure cylinders. A third stage may be employed, compounding was proposed by the British engineer Jonathan Hornblower in 1781. The American engineer W. S. Mallet himself proposed cross-compounding in which a steam locomotive configuration would have one high-pressure cylinder. The weight of the front part of the frame was to be supported on an arc-shaped radial bearing. The truck could therefore turn into a curve and move to some extent laterally, the large-diameter pipe conveying the low-pressure steam from the high-pressure to the low-pressure cylinders acted also as a receiver, forming a buffer for the gas flow. Independent cut-offs for the high-pressure and low-pressure cylinders were advocated by Mallet, by 1892110 Mallets were at work, of which 24 were standard gauge, by 1900 there were nearly 400, of which 218 were on standard gauge or Russian gauge. The biggest and heaviest examples built for European railways were the 0-8-8-0Ts built by Maffei for Bavarian State Railways between 1913 and 1923, however no Mallet ever ran on a British railway. Mallet designs were popular in Hungary, too,30 of MÁV422 were built between 1898-1902. MÁV401 was a B locomotive in service between 1905-1969 and MÁV651 until 1962, the strongest Mallet-locomotive of the Hungarian State Railways was MÁV601, a C type steam locomotive. With 2200 kW power, MÁV601 was the most powerful locomotive built before. The first US example was Baltimore & Ohio Railroad #2400, built by Alco in 1903, nicknamed Old Maude, it was a 0-6-6-0 weighing 334,500 lb and with axle loads of 60,000 lb. These were unsuccessful, and later engines used conventional boilers, the largest compound Mallets were ten 2-10-10-2s built for the Virginian by Alco in 1918, in pairs they pushed coal trains headed by a 2-8-8-2. This was further worsened by dynamic instability of the front end in running, the Chesapeake & Ohio road introduced 25 simple 2-8-8-2 locomotives in 1924 and 20 more in 1926. Although the simple-expansion concept diverged from Mallets original patent, the locomotives were clearly a continuation of the concept and were still referred to as Mallet locomotives. As the front truck cylinders were now using boiler pressure steam, special arrangements were necessary to deliver it and these new locomotives took over service on a 113-mile division, covering it in 5 hours with 9,500 short tons and a single locomotive. Further development culminated in 1941 with the 4-8-8-4 Big Boy type on the Union Pacific RR
16.
Meyer locomotive
–
A Meyer locomotive is a type of articulated locomotive. The design was never as popular as the Garratt or Mallet locomotives and it can be best regarded as 19th Century competition for the early compound Mallet and also the Fairlie articulated designs. The Meyer was the brainchild of Frenchman Jean-Jacques Meyer, who took out a patent on the design in 1861, the first locomotive, an 0-4-0+0-4-0 named LAvenir, was built by Société J. F. Cail et Cie. in 1868 with the support of a state subsidy. No wheels are affixed to the boiler, all are mounted on bogies placed directly under the boiler/cab unit. This compares with a Mallet, where the set of wheels are attached to the frame. Therefore, boiler overhang is less than that of the Mallet locomotive on a curve of the same radius, Meyers are usually set up as a tank engine, with the boiler/cab unit carrying the water and fuel supplies. A disadvantage of the design is that the firebox is directly above the power unit. With two power bogies, flexible steam pipes must be provided to all cylinders and this was difficult to achieve with 19th Century technology. Early Mallet locomotives had compound cylinders, so high pressure steam was provided to the power unit. Meyer locomotives were most common in continental Europe, particularly Germany, a number of Meyer locos can still be found on the narrow gauge railways in Saxony. The Switzerland Bernina Railway had two rotary snowplows built by Schweizerische Lokomotiv- und Maschinenfabrik in 1910 and 1912. To work on the curves of the 1,000 mm meter gauge mountain railway they had to be selfpropelled. Both have been preserved, Xrot d 9213 is still in working condition on the Rhaetian Railway, based in Pontresina, the Kitson Meyer is most closely associated with Kitson & Co. of Leeds, but was also built by other locomotive builders. The design originated from an idea by Robert Stirling, Locomotive Superintendent of the Anglo-Chilian Nitrate & Railway Company, after placing an order with Kitsons for some conventional locos, he approached them with his ideas for an articulated loco. Kitsons further developed the idea, the first loco being constructed in 1894, the Meyer design was modified by moving the rear power unit further back and allowed the firebox to be between the two power units, thus allowing a larger firebox. The length of engine was increased, with the extra length behind the cab being used for water tanks. Some designs had a chimney at the rear to avoid the need for an exhaust steam pipe running the length of the engine. Kitson Meyers were widely used in South America, particularly on the Colombian and Chilean railways and it was regarded as the best performing of all articulated designs for railway lines that constantly curved
17.
0-4-4-0
–
In the Whyte notation for the classification of steam locomotive wheel arrangement, a 0-4-4-0 is a locomotive with no leading truck, two sets of four driving wheels, and no trailing truck. Examples of this type were constructed as Shay, Heisler, Climax, Mallet, Meyer, a similar configuration was used on some Garratts, but it is referred to as 0-4-0+0-4-0. One locomotive was supplied to the Denver and Rio Grande Railroad in 1872, the type was also used in Mexico, New Zealand and Russia on Transcaucasian Railway. There are three examples of surviving Fairlie 0-4-4-0 locomotives on the Ffestiniog Railway the last of which was built in 1992, josephine, a Vulcan Foundry-built Double Fairlie survives as a static exhibit in Dunedin, New Zealand. The last was built in their own shops in 1963, making it the last Mallet built in the world, more information on Eritrean Railways 0-4-4-0Ts
18.
Welsh Highland Railway
–
At Porthmadog it connects with the Ffestiniog Railway and to the short Welsh Highland Heritage Railway. In Porthmadog it uses the United Kingdoms only mixed gauge flat rail crossing, the restoration, which had the civil engineering mainly built by contractors and the track mainly built by volunteers, received a number of awards. Originally running from Dinas near Caernarfon to Porthmadog, the current line includes a section from Dinas to Caernarfon. The original line also had a branch to Bryngwyn and the quarries at Moel Tryfan. It was never a success, the carriages of the 1890s were outdated and uncomfortable for so long a ride, the journey took too long. The Croesor Tramway had run from Porthmadog since 1863 up into the Croesor Valley and this was a horse-worked line laid to a nominal 2 ft gauge. The line was opened in 1877 and was extended to South Snowdon in 1881 and this closed to passengers in 1916 but goods traffic continued up to its absorption by the WHR in 1922. In 1902, the newly formed PBSSR took over the failed Portmadoc, Croesor, work was abandoned by the outbreak of the First World War in 1914, although the tunnels through the Aberglaslyn Pass were mostly completed. The name Welsh Highland Railway first appeared in 1921 when a 1914 Light Railway Order was processed and it was originally drawn up by the local Caernarfonshire authorities and aimed to link the PGSSR and NWNGR but had been delayed by the First World War. It was revived by two politicians and a Scottish distillery owner, Sir John Henderson Stewart. In July 1921, Stewart also obtained control of the Festiniog Railway, the LRO was passed in 1922, following a public enquiry. The budget was £75,000 and much of the funding was borrowed from the Ministry of Transport, according to the historian Peter Johnson, this would become a burden as the railway needed to generate the unlikely sum of £3,750 profit each year to service the debt. Two further LROs enabled improvements to the alignment at Beddgelert, a new station site in Porthmadog. Like the modern day WHR, the railway was opened in stages, the former NWNGR section re-opened on 31 July 1922 and the remainder on 1 June 1923. The WHR venture was not a success and was beset with problems from the start, indeed,1923 was its most successful year. Much hoped-for revenue from quarry traffic never materialised as the industry had fallen into decline. Its passenger services were also unsuccessful and could not compete with the bus services. Its rolling stock was out of date, it lacked locomotives and carriages, in 1924, winter passenger services were discontinued due to poor traffic
19.
Beyer, Peacock
–
Beyer, Peacock and Company was an English railway Locomotive manufacturer with a factory in Gorton, Manchester. Founded by Charles Beyer, Richard Peacock and Henry Robertson, it traded from 1854 until 1966 and it received limited liability in 1902, becoming Beyer, Peacock and Company Limited. In 1854, the German born Charles Beyer resigned as engineer at Atlas works. It was Beyer that was responsible for success of production at Atlas. He had trained under the guidance of the inventor of cotton mill machinery. Richard Peacock resigned from his position as engineer of the Manchester, Sheffield. Confident in his ability to secure orders to build locomotives, Beyer’s resignation presented Peacock with a partnership opportunity. However, this was not a company and all partners were liable for debts should the business fail, in a mid-Victorian economic climate of boom and bust. Beyer could raise £9,524 and Peacock £5,500, Beyer and Peacock were founder members of the Institution of Mechanical Engineers. Unfortunately, Geach died, the loan was recalled and the project nearly died. To the rescue came Thomas Brassey who persuaded Henry Robertson to provide a £4,000 loan in return for being the third partner, Beyer appointed and worked closely with Hermann Ludwig Lange, in 1861. A native of his town, Plauen, Saxony, Langer trained as an engineer in Germany, became chief draughtsman in 1865. Four New South Wales Government Railways AD60 Class Beyer-Garratt Patent locomotives are preserved being the most powerful locomotives in the southern hemisphere when introduced. Gorton Foundry was on the side of the railway line to the Manchester, Sheffield. Between 1855 and 1966, the company built nearly 8,000 railway locomotives, several of their 1874-built steam locomotives for the Isle of Man Railway remain in daily use. A Gorton-built South African Railways GL class Beyer-Garratt locomotive is on display in the Museum of Science, in addition to building steam locomotives, Beyer, Peacock & Co. The foundry was at Openshaw near Manchester, England, and was built in 1854, the site was chosen because land was cheaper than in the city and had good water supply from a local reservoir. Beyer had designed the works so it always allowed room for expansion, in its 112-year history no buildings needed to be demolished as the works developed
20.
Belgian Congo
–
The Belgian Congo was a Belgian colony in Central Africa between 1908 and 1960 in what is now the Democratic Republic of the Congo. Colonial rule in the Congo began in the late 19th century, King Leopold II of the Belgians persuaded the government to support colonial expansion around the then-largely unexplored Congo Basin. Their ambivalence resulted in Leopolds creating a colony on his own account, with support from a number of Western countries, Leopold achieved international recognition for a personal colony, the Congo Free State, in 1885. Belgian rule in the Congo was based on the trinity of state, missionary. The privileging of Belgian commercial interests meant that large amounts of capital flowed into the Congo, the country was split into nesting, hierarchically organised administrative subdivisions, and run uniformly according to a set native policy. This was in contrast to the British and the French, who favoured the system of indirect rule whereby traditional leaders were retained in positions of authority under colonial oversight. The Congo had a degree of racial segregation. The large numbers of immigrants who moved to the Congo after the end of World War II came from across the social spectrum. During the 1940s and 1950s, the Congo had extensive urbanisation, one of the results was the development of a new middle class of Europeanised African évolués in the cities. By the 1950s the Congo had a labour force twice as large as that in any other African colony. This ended with the seizure of power by Joseph-Désiré Mobutu, until the later part of the 19th century, few Europeans had ventured into the Congo basin. The rainforest, swamps and accompanying malaria and other diseases, such as sleeping sickness. After Henry Morton Stanley had explored the region in a journey that ended in 1878, Leopold courted the explorer, Leopold II had been keen to acquire a colony for Belgium even before he ascended to the throne in 1865. The Belgian civil government showed little interest in its monarchs dreams of empire-building, ambitious and stubborn, Leopold decided to pursue the matter on his own account. European rivalry in Central Africa led to tensions, in particular with regard to the largely unclaimed Congo River basin. In November 1884 Otto von Bismarck convened a 14-nation conference to find a resolution to the Congo crisis. The rules recognised the Congo basin as a free-trade zone, but Leopold II emerged triumphant from the Berlin Conference and his single-shareholder philanthropic organization received a large share of territory to be organized as the Congo Free State. The Congo Free State operated as a corporate state privately controlled by Leopold II through a non-governmental organization, the state included the entire area of the present Democratic Republic of the Congo and existed from 1885 to 1908, when the government of Belgium annexed the area
21.
500 mm gauge railway
–
Minimum-gauge railways have a gauge of most commonly 15 in,400 mm,16 in,18 in,500 mm or 20 in. The notion of minimum-gauge railways was originally developed by estate railways, having previously built a small railway of 9 in gauge, he settled on 15 in as the minimum that he felt was practical. An important feature was that it was intended to be easy to lay on, for instance, also that it should be easy to lay and to move. A number of 18 in gauge railways were built in Britain to serve ammunition depots and other military facilities, particularly during the First World War. In France Decauville produced a range of portable track railways running on 400 mm and 500 mm tracks, most commonly in restricted environments such as underground mine railways, parks and farms. During World War II, it was proposed to expedite the Yunnan–Burma Railway using 400 mm gauge, the major distinction between a miniature railway and a minimum-gauge railway is that miniature lines use models of full-sized prototypes. There are miniature railways that run on gauges as wide as 2 ft, there are also ridable miniature railways running on extremely narrow track as small as 10 1⁄4 in gauge, for example the Rudyard Lake Steam Railway. Around the world there are also ridable miniature railways open to public using even narrower gauges. The Duffield Bank and Eaton Railways, narrow Gauge Railways, England and the Fifteen Inch. Sir Arthur Heywood and the Fifteen Inch Gauge Railway
22.
Standard gauge
–
The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
23.
Southern Fuegian Railway
–
The Southern Fuegian Railway or the Train of the End of the World is a 500 mm gauge steam railway in Tierra del Fuego Province, Argentina. It was originally built as a line to serve the prison of Ushuaia. It now operates as a railway into the Tierra del Fuego National Park and is considered the southernmost functioning railway in the world. In the late 19th century, Ushuaia on Isla Grande de Tierra del Fuego developed as a penal colony, with the first prisoners arriving in 1884. In 1902, work began on a set of buildings for the prison by inmates. Oxen pulled wagons along the gauge of less than 1,000 mm metre gauge. In 1909, the prison governor informed the government of the need to upgrade the line and they connected the prison camp with the forestry camp and passed along the shoreline in front of the growing town of Ushuaia. It was known as the Train of the Prisoners and brought wood for heating and cooking as well as building, the railway was gradually extended further into the forest into more remote areas as wood was exhausted. It followed the valley of the Pipo River into the higher terrain, constant building allowed expansion of the prison and of the town, with prisoners providing many services and goods. In 1947 the Prison was closed and replaced with a naval base, two years later the 1949 Tierra del Fuego earthquake blocked much of the line. Nevertheless, the government made efforts to clear the line and put the back in service despite the absence of the prisoners. However the service was not viable and closed in 1952, in 1994, the railway was rebuilt in 500 mm track gauge and began services again, although now in luxury relative to its origin as a prison train, with champagne and dinner services. A new 2-6-2T steam locomotive was brought from England in 1995 with another made in Argentina, two Garratts, in Portas improved version, have also been procured. Services leave from the End of the World station, the train then enters the national park and the forest, travelling through the valley below the mountains, reaching El Parque station where tourists can return by coach or train. There is a plan to extend the line to a new station closer to Ushuaia, the train served as inspiration to singer Michale Graves in the song Train to the End of the World of his 2013 album Vagabond
24.
Argentina
–
Argentina, officially the Argentine Republic, is a federal republic in the southern half of South America. With a mainland area of 2,780,400 km2, Argentina is the eighth-largest country in the world, the second largest in Latin America, and the largest Spanish-speaking one. The country is subdivided into provinces and one autonomous city, Buenos Aires. The provinces and the capital have their own constitutions, but exist under a federal system, Argentina claims sovereignty over part of Antarctica, the Falkland Islands, and South Georgia and the South Sandwich Islands. The earliest recorded presence in the area of modern-day Argentina dates back to the Paleolithic period. The country has its roots in Spanish colonization of the region during the 16th century, Argentina rose as the successor state of the Viceroyalty of the Río de la Plata, a Spanish overseas viceroyalty founded in 1776. The country thereafter enjoyed relative peace and stability, with waves of European immigration radically reshaping its cultural. The almost-unparalleled increase in prosperity led to Argentina becoming the seventh wealthiest developed nation in the world by the early 20th century, Argentina retains its historic status as a middle power in international affairs, and is a prominent regional power in the Southern Cone and Latin America. Argentina has the second largest economy in South America, the third-largest in Latin America and is a member of the G-15 and it is the country with the second highest Human Development Index in Latin America with a rating of very high. Because of its stability, market size and growing high-tech sector, the description of the country by the word Argentina has to be found on a Venice map in 1536. In English the name Argentina probably comes from the Spanish language, however the naming itself is not Spanish, Argentina means in Italian of silver, silver coloured, probably borrowed from the Old French adjective argentine of silver > silver coloured already mentioned in the 12th century. The French word argentine is the form of argentin and derives of argent silver with the suffix -in. The Italian naming Argentina for the country implies Argentina Terra land of silver or Argentina costa coast of silver, in Italian, the adjective or the proper noun is often used in an autonomous way as a substantive and replaces it and it is said lArgentina. The name Argentina was probably first given by the Venitian and Genoese navigators, in Spanish and Portuguese, the words for silver are respectively plata and prata and of silver is said plateado and prateado. Argentina was first associated with the silver mountains legend, widespread among the first European explorers of the La Plata Basin. The first written use of the name in Spanish can be traced to La Argentina, a 1602 poem by Martín del Barco Centenera describing the region, the 1826 constitution included the first use of the name Argentine Republic in legal documents. The name Argentine Confederation was also used and was formalized in the Argentine Constitution of 1853. In 1860 a presidential decree settled the name as Argentine Republic
25.
Livio Dante Porta
–
Livio Dante Porta was an Argentine steam locomotive engineer. He is particularly remembered for his modifications to existing locomotive systems in order to obtain higher performance, energy efficiency. He developed the Kylpor and Lempor exhaust systems, the Lemprex was under development at the time of his death. Naturally Portas first projects were in Argentina, taking the work of Andre Chapelon in France as his starting point he set out to show that the steam locomotive was far from reaching its maximum potential. His first locomotive project in 1948 took the remains of a metre gauge 4-6-2 converting it into a 4-cylinder compound 4-8-0 named Presidente Peron/Argentina and this machine, Portas first project, still holds a number of locomotive efficiency records. In 1960 he returned to Buenos Aires to become head of thermodynamics at the Argentinian National Institute of Technology and his writings on steam technology are of considerable volume, mostly unpublished. In early 1983 Porta and his moved to the United States to work on steam locomotive development for the American Coal Enterprises project. This was the time in his life he lived outside of Argentina for any great length length of time. After the collapse of this project he returned to Argentina in 1986 with further work being undertaken in that country as well as Brazil and Paraguay. His final steam project was the development of a bus in the capital of Buenos Aires along with Gustavo Durán. In 2001 he supported Shaun McMahon´s heavy rebuilding and modification of a 500 mm gauge Garratt for the Southern Fuegian Railway that had produced in Argentina in 1994. As a tribute to Porta´s lifetime work and in celebration of his upcoming 80th birthday, PORTA when it was outshopped and presented to the public on 11 December 2001. Accordingly a second Garratt was built and delivered to the FCAF in 2006 and he was a devoted family man and he and his wife, Ana Marie, had five children. One of his three sons died at an age from cancer. On 7 July 1976, his youngest daughter disappeared during Argentinas Dirty War, advanced steam technology South African Class 26 Livio Dante Porta, Engineer who transformed steam technology Jonathan Glancey, The Guardian August 2,2003 Ing. L. D. Porta at The Ultimate Steam Page. Modern Steam and related articles at Martyn Banes Steam and Travel Pages, Pages for the British project to build a modern steam locomotive
26.
Port Shepstone
–
Port Shepstone is situated on the mouth of the largest river on the south coast of KwaZulu-Natal, South Africa, the Mzimkulu River. 120 kilometres south of Durban, it is the administrative, educational and commercial centre for southern Natal, Port Shepstone was founded in 1867 when marble was discovered nearby and is named after Sir Theophilus Shepstone of the Natal government of the 1880s. William Bazley built a harbour and the first coaster entered the harbour on the May 8,1880, in 1882 a party of 246 Norwegian immigrants settled here and played a large part in the development of the area. After the opening of the railway to Durban in 1901 the harbour fell in disuse, the 27,000 candela lighthouse still stands at the mouth of the Mzimkulu River. Its industries include a mill, a lime works and a marble quarry. Timber, wattle bark and sub-tropical fruit are produced in the district, after the standard gauge Transnet passenger services shut down in 1986, the ACR continued operations until 2005, when the famous Banana Express ceased operation. The first school was opened in 1883 but by 1950 the school too small. The Port Shepstone School split into two, the Port Shepstone Primary School and the Port Shepstone High School, there is also the Port Shepstone Secondary School Port Shepstone is twinned with, Oskarshamn, Sweden
27.
Compound locomotive
–
A compound locomotive is a steam locomotive which is powered by a compound engine, a type of steam engine where steam is expanded in two or more phases. Colloquially referred to as an engine, the locomotive is only one application of the compounding principle. Compounding became popular for railway locomotives from the early 1880s and by the 1890s were becoming common, large numbers were constructed, mostly two- and four-cylinder compounds, in France, Germany, Austria, Hungary, and the United States. It declined in popularity due to issues and because superheating provided similar efficiencies at lower cost. Nonetheless, compound Mallets were built by the Norfolk and Western Railway right up to 1952. In order to balance piston thrusts of a compound, the HP, LP cylinder volume ratio has to be carefully determined, in non-condensing engines, the HP, LP volume ratio is usually 1, 2¼. On geared locomotives, cylinder volumes can be more or less identical by increasing LP piston speed. Strictly speaking compound only stands for double-expansion, but the term is applied to any multiple-expansion engine. In situations where heavy grades and low axle loads were combined, however, in the past, optimum performance demanded constant attention and expert handling, which usually made single-manning advisable, thus reducing a locomotives availability. At the end of the age, this particular problem was being addressed by Andre Chapelon. This is especially true of locomotives built in the years of the 20th century. Resuperheating was also a feature of L. D, portas prototype 4-8-0 rebuild, Presidente Peron/Argentina. Most other systems employ starting valves of various kinds, another criterion is whether the valve gears of the two groups are wholly independent or linked together in some way. S. A in the early years of the 20th Century, notably on the Santa Fe. Jonathan Hornblower, the grandson of one of Newcomens engine erectors in Cornwall and he was prevented from developing it further by James Watt, who claimed his own patents were infringed. A method to lessen the magnitude of the heating and cooling of a single-expansion steam engine that leads to inefficiency was invented in 1804 by British engineer Arthur Woolf. Woolf patented his stationary Woolf high-pressure compound engine in 1805, the first design of a compound railway locomotive on record belongs to Thomas Craddock, who patented a design for a condensing compound locomotive in 1846. In this system, the two alternated as high and low pressure, with the change-over occurring halfway through each stroke. Two locomotives, one passenger and one goods, were converted to the system, nothing is known of this locomotives subsequent career and it does not appear to have been reproduced
28.
Bressingham Steam and Gardens
–
Bressingham Steam & Gardens is a steam museum and gardens located at Bressingham, west of Diss in Norfolk, England. The site has several narrow gauge lines and a number of types of steam engines and vehicles in its collection and is also the home of the national Dads Army exhibition. The gardens were established by Alan Bloom MBE at Bressingham Hall and he was a plant expert of international renown, particularly in the field of hardy perennials. He laid out the Dell garden with its well-known island beds and his son, Adrian Bloom, laid out the Foggy Bottom garden. Much of the site is given over to commercial horticulture, there is a garden centre on the site, trading as Blooms of Bressingham, although the nurseries themselves are not open to the public. Bressingham Gardens and Steam Museum is an independent charitable trust, there are three railway lines which take visitors around the gardens,10 1⁄4 in gauge miniature railway. Runs through the Dell Garden, giving good views of the various plants. The railways passenger trains are operated by steam locomotive Alan Bloom, the Nursery Railway was the first railway to be completed at Bressingham, first opening in 1968. The railway is 2.5 miles in length and crosses the Waveney Valley Railway and it also runs through meadows and passes the now defunct plant nurseries. Locomotives,15 in gauge miniature railway, the line was first opened in 1973 and is 1.5 miles in length. It crosses the Nursery Railway and also parallel to the 4 ft 8 1⁄2 in standard gauge line for a time. Locomotives, During 2013, a track of dual 7 1⁄4 in gauge and 5 in gauge was under construction. Once completed, there will be a total of six different gauges at Bressingham, NSB Class 21c 2-6-0 No.377 King Haakon VII. LB&SCR A1 Class 0-6-0T No.662 Martello, operational, boiler ticket expires in 2026. GER Class T26 2-4-0 No.490, built in 1894 On static display, on loan from the National Railway Museum. LT&SR79 Class 4-4-2T No.80 Thundersley, on static display, on loan from the National Railway Museum. GER Class S56 0-6-0T No.87, on static display, on loan from the National Railway Museum. LSWR B4 class 0-4-0T No 102 Granville, beckton Gas Works 0-4-0ST No.25
29.
International Standard Book Number
–
The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker
30.
2-2-0
–
This configuration, which became very popular during the 1830s, was commonly called the Planet type after the first locomotive, Robert Stephensons Planet of 1830. The first such locomotive was Planet, built in 1830 and the company went on to build a further eighteen examples for the railway, in 1835 five examples were supplied to the London and Greenwich Railway. After 1836 Edward Bury built sixty-nine bar frame 2-2-0 locomotives for the London, the steam roller and traction engine company Aveling and Porter built a number of 0-2-2 locomotives, some of which were convertible traction engines. Tom Thumb, the first American-built steam locomotive used on a railroad, built by Peter Cooper in 1830 was a belt-driven 2-2-0. The Dublin and Kingstown Railway used 2-2-0 in 1834 including Hibernia designed by Richard Roberts and built by Sharp, Roberts and Company, the first Russian-built steam locomotive was a 2-2-0 built by the Cherepanovs in 1833-1834. By 1840 the 2-2-0 tender type had largely superseded by the 2-2-2 configuration. However, there are a few examples of later tank engines, thus William Bridges Adams of the Fairfield Locomotive Works in Bow supplied a 2-2-0 well tank to the Roman Railway in 1850
31.
2-2-2
–
The wheel arrangement both provided more stability and enabled a larger firebox than the earlier 0-2-2 and 2-2-0 types. They were also described as Singles, although this name could be used to describe any kind of locomotive with a single pair of driving wheels. The new type known as Stephensons Patentee locomotive. Adler, the first successful locomotive to operate in Germany, was a Patentee supplied by Robert Stephenson, other examples were exported to the Netherlands, Russia and Italy. By 1838 the 2-2-2 had become the standard design by Robert Stephenson. Eighteen of the first nineteen locomotives ordered by Isambard Kingdom Brunel for the opening of the Great Western Railway in 1837/8 were of the 2-2-2 type and these included six 2-2-2 locomotives built by Charles Tayleur at his Vulcan Foundry. Also in 1837 the successful North Star broad gauge locomotive was delivered to the Great Western Railway by Stephenson, sharp, Roberts and Company constructed more than 600 2-2-2 locomotives between 1837 and 1857. Ten of these supplied to the Grand Junction Railway became the basis of Alexander Allans successful designs for the railway from 1845, J. & G. Rennie supplied 2-2-2 locomotives to the London and Croydon Railway from 1838 and the London and Brighton Railway in 1840. Arend was one of the two first steam locomotives in the Netherlands, built by R. B, Longridge and Company of Bedlington, Northumberland in 1839. The Great Western Railway continued to order both broad gauge and standard gauge locomotives on the railway, including the Firefly and Sun classes, which were enlarged versions of North Star. The London & North Western Railway Cornwall locomotive was designed at Crewe Works as a 4-2-2 by Francis Trevithick in 1847, notable late examples include William Stroudleys singles of 1874-1880, William Deans 157 class of 1878-79, and his 3001 class, both for the Great Western Railway. James Holden of the Great Eastern Railway created some 2-2-2 singles in 1889 by removing the side rod from a 2-4-0, the first steam railway locomotive built in Belgium in 1835, and was built by John Cockerill under license to a design by Robert Stephenson & Co. It was built for use on the first main line on the European mainland, a replica was built at the workshops of Boissellerie Cognaut for the 150th anniversary of the formation of Belgium. Two 2-2-2 locomotives were imported from Longridge and Co of Bedlington Ironworks England for the Naples–Portici railway in 1839 named Bayard, a replica of Bayard is at the Naples Railway Museum. Most of the earliest locomotives to operate in what is now Germany before the mid-1840s were 2-2-2s delivered by UK manufacturers, however, by 1839 the type was also being built locally see List of Bavarian locomotives and railbuses. The Pegasus of 1839 was the first locomotive to be built by the Sächsische Maschinenbau-Compagnie in Chemnitz, august Borsig and Company manufactured Beuth in 1843 which was highly successful, its valve design became de facto standard for locomotives for decades to come. By 1846 he had manufactured more than a hundred similar locomotives, both the Leipzig-Dresden Railway and Royal Bavarian State Railways built several 2-2-2 classes 1841-1859. Similarly, the Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped various 2-2-2 steam locomotives procured from German manufacturers between 1848 and 1863 into its Mecklenburg I class, the Imperial Austrian State Railways built two successful locomotives of this wheel arrangement in 1907
32.
2-2-4T
–
In Whyte notation, a 2-2-4T is a railroad steam locomotive that has two leading wheels followed by two coupled driving wheels and four trailing wheels. This was a wheel arrangement, only used on a few specialised locomotives. They were, No.66 Aerolite rebuilt as a 2-2-4T in 1902 and later known as in LNER class X1,957, which had been rebuilt from a BTP class 0-4-4T in 1903 and later classified as X2 class. NER190 Class, later class X3 had two members, nos.190 and 1679, both rebuilt from 2-2-2 tender locomotives. All four were inherited by the London and North Eastern Railway at the time of its formation on 1 January 1923, No.66 Aerolite has been preserved at the National Railway Museum in York
33.
4-2-4T
–
This type of locomotive is often called a Huntington type. This wheel arrangement was used on various tank locomotive configurations. Eight 4-2-4 well- and back-tank locomotives which entered service on the Bristol, the engine was designed by James Pearson, the railway companys engineer, and featured single large flangeless driving wheels between two supporting four-wheeled bogies. The water was carried in both well- and back-tanks, leaving the boilers exposed in the way as on most tender locomotives. One of the latter had a 4-2-4 wheel arrangement, at least two Dutton Rail Tractors were built, both steam-powered and both rebuilt by the Britannia Engineering Works of Johannesburg from Yorkshire steam tractors. It had a bogie at either end with the pair of driving wheels on a differential axle in the centre. It was arranged for forward and reverse movement at all speeds, in service, the tractor was often equipped with a water tank tender loaded with additional bags of coal on its running boards. The first eight known 4-2-4 locomotives entered service on the broad gauge Bristol and Exeter Railway in 1853 and 1854 and they had 9 feet diameter flangeless driving wheels, supported by leading and trailing two-axle bogies. The water was carried in both well- and back-tanks, two more engines were built in 1859 and 1862, but with much smaller 7 feet 6 inches diameter driving wheels. Between 1869 and 1873, new locomotives were built to four of the original 9 feet diameter driving wheeled engines. These four replacement engines had slightly smaller 8 feet 10 inches diameter driving wheels, in 1881, this wheel arrangement was also used by the Great Western Railway on William Deans experimental locomotive no.9. Since it was prone to derailing, it did work and was rebuilt to a 2-2-2 tender locomotive in 1884. Dugald Drummond of the London and South Western Railway built a 4-2-4T F9 class combined locomotive and it was little used after Drummonds death in 1912. Huntington was one of three identical 4-2-4 tank locomotives and they were the first locomotives to be purchased by Southern Pacific Railroad in 1863, for use on light commuter services in the Sacramento area. The short water tank on the Forney-type frame prevented the locomotives from travelling any distance without consuming all of their water. As a result, these locomotives were used when absolutely necessary. In 1863, an engine, the T. D. Judah, was built by the Cooke Locomotive Works for a railroad which was unable to pay for it and was purchased by the Central Pacific Railroad. This locomotive was rebuilt to a 4-2-2 wheel arrangement in 1872, the Little Blue Engine from the original 1906 book The Little Engine That Could was a Forney with this wheel arrangement
