1.
United Kingdom
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The United Kingdom of Great Britain and Northern Ireland, commonly known as the United Kingdom or Britain, is a sovereign country in western Europe. Lying off the north-western coast of the European mainland, the United Kingdom includes the island of Great Britain, Northern Ireland is the only part of the United Kingdom that shares a land border with another sovereign state—the Republic of Ireland. The Irish Sea lies between Great Britain and Ireland, with an area of 242,500 square kilometres, the United Kingdom is the 78th-largest sovereign state in the world and the 11th-largest in Europe. It is also the 21st-most populous country, with an estimated 65.1 million inhabitants, together, this makes it the fourth-most densely populated country in the European Union. The United Kingdom is a monarchy with a parliamentary system of governance. The monarch is Queen Elizabeth II, who has reigned since 6 February 1952, other major urban areas in the United Kingdom include the regions of Birmingham, Leeds, Glasgow, Liverpool and Manchester. The United Kingdom consists of four countries—England, Scotland, Wales, the last three have devolved administrations, each with varying powers, based in their capitals, Edinburgh, Cardiff and Belfast, respectively. The relationships among the countries of the UK have changed over time, Wales was annexed by the Kingdom of England under the Laws in Wales Acts 1535 and 1542. A treaty between England and Scotland resulted in 1707 in a unified Kingdom of Great Britain, which merged in 1801 with the Kingdom of Ireland to form the United Kingdom of Great Britain and Ireland. Five-sixths of Ireland seceded from the UK in 1922, leaving the present formulation of the United Kingdom of Great Britain, there are fourteen British Overseas Territories. These are the remnants of the British Empire which, at its height in the 1920s, British influence can be observed in the language, culture and legal systems of many of its former colonies. The United Kingdom is a country and has the worlds fifth-largest economy by nominal GDP. The UK is considered to have an economy and is categorised as very high in the Human Development Index. It was the worlds first industrialised country and the worlds foremost power during the 19th, the UK remains a great power with considerable economic, cultural, military, scientific and political influence internationally. It is a nuclear weapons state and its military expenditure ranks fourth or fifth in the world. The UK has been a permanent member of the United Nations Security Council since its first session in 1946 and it has been a leading member state of the EU and its predecessor, the European Economic Community, since 1973. However, on 23 June 2016, a referendum on the UKs membership of the EU resulted in a decision to leave. The Acts of Union 1800 united the Kingdom of Great Britain, Scotland, Wales and Northern Ireland have devolved self-government
2.
William Bridges Adams
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William Bridges Adams was an author, inventor and locomotive engineer. He is best known for his patented Adams axle — a successful radial axle design in use on railways in Britain until the end of steam traction in 1968 — and his writings, including English Pleasure Carriages and Roads and Rails covered all forms of land transport. Later he became a writer on political reform, under the pen name Junius Redivivus. He was born and grew up in Woore, Shropshire, close to Madeley and his father was a son of a yeoman farmer of Woore, who moved to London where he worked his way from a journeyman to master. His principal business was that of supplying leather to coachmakers from a shop in Dean Street, in due course Adams was apprenticed to the coach making firm of Baxter & Pierce of Long Acre, London. This was a well known firm and during his time with the company Napoleons travelling carriage was brought there, after the battle of Waterloo, in December 1819 he married Elizabeth Place, the daughter of Francis Place, the social reformer. Together they set out on a voyage to find their fortunes in a warmer climate, in 1820 they left for Valparaiso in Chile. In Valparaiso he was employed to manage Lord Cochranes estate, for a salary of £200 per year, in 1821 he had a son, William Alexander Adams. The family survived the earthquake in Valparaiso of 19 November 1822, Elizabeth died on 8 August 1823, when giving birth to a second child, who also died. Following this tragedy Bridges Adams returned to England, with his son, by a trek over the Andes to Buenos Aires and by ship back to London, via Falmouth. After a further trip to the United States, Bridges Adams settled in London and took a position in the firm of Hobson & Co and his first wife was Elizabeth Place. He married Sarah Fuller Flower Adams in 1834 and they resided at the now demolished Sunnybank, Woodbury Hill, in Loughton, after Sarahs death in 1848, he remarried to Ellen Kendall, with whom he would have one daughter, Hope Bridges Adams. Adams died at Cuthbert House, Broadstairs, Kent, aged seventy-five, Bridges Adams patented an improved carriage spring, which he called bow springs. These could also be used on carriages, and the manufacture proved profitable. The manufacture was based in the Currier Factory in Drury Lane and Parker Street, the business was carried out in the name of Samuel Adams, Bridges Adamss uncle. In 1842 the factory moved from its premises to three acres of land adjoining the Eastern Counties Railway at Fair Field, Bow. The company now traded as Adams & Co and he founded the Fairfield Locomotive Works in Bow, East London, in 1843, where he specialized in light engines, steam railcars and inspection trolleys. The two men patented the invention in 1847, although the design was successful, with sales to the Eastern Counties Railway among others, financial difficulties forced Adams to relinquish the patent
3.
Whyte notation
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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
4.
Steam locomotive
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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
5.
Leading wheel
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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
6.
Driving wheel
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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
7.
Trailing wheel
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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
8.
Railmotor
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In the earliest days of railways, designers wished to produce a vehicle for passenger carrying that was economical to build and operate on routes where passenger numbers were light. William Bridges Adams started building railmotors in small numbers as early as 1848, the Bristol and Exeter Railway used a steam carriage. In many cases the tramways soon adopted electric traction instead, the railways responded by opening new stopping places and sought to reduce their operating cost by reintroducing railmotors, which were cheaper to construct. The London and North Western Railway, Lancashire and Yorkshire Railway, London Brighton and South Coast Railway, nonetheless the railmotors had a number of disadvantages, their frequency, and the closeness of their stopping places, could not match that of the tramcars. There were two designs, A small 0-4-0 or 0-2-2 steam locomotive with one end of a coach hung on it like an articulated lorry. A coach with an engine built into one end of it. This type would sometimes have a vertical boiler and these machines were not a great success because they lacked flexibility. Most could haul a single trailer, but no more and this meant they were unable to cope with greater than expected passenger demands – a classic example being busy market days on an otherwise lightly used rural branch line. They were also unable to haul goods wagons, requiring a conventional locomotive to be stationed on the line in any case for these duties. For this reason, they were superseded by push-pull trains. The South Eastern & Chatham Railway built its P Class of small, in the late 1920s there was another revival of railmotors with the introduction of new designs from Clayton and Sentinel with high-speed motors and geared drive. The London and North Eastern Railway bought over 80 of them but, again, some lasted no more than 10 years and all had been withdrawn by 1947. From the 1930s the diesel railcar made great progress and by the 1950s the railmotor was consigned to history, the diesels ability to use multiple unit control was an advantage. The Great Western Society, based at Didcot, has restored a Great Western Railway steam railmotor and it regularly operates throughout the summer and has visited other preserved railways in the west country and Wales. It also operated on the mainline between Liskeard and Looe in November 2012, after withdrawal it was used as private accommodation in a field but has now been restored to working order. The D&CDR also has Great Southern and Western Railway No,90, which was built in 1875 as a railmotor but had its carriage portion removed in 1915. Autorail Railbus Railcar Rail motor coach Dempsey, G Drysdale, extracts from a Rudimentary Treatise on the Locomotive Engine. The Rise and Fall of the Steam Rail Motor, the Barry Railway, Diagrams and photographs of Locomotives, Coaches and Wagons
9.
Cape Government Railways
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The Cape Government Railways was the government-owned railway operator in the Cape Colony from 1874 until the creation of the South African Railways in 1910. The first railways at the Cape were privately owned, the Cape Town Railway and Dock Company started construction from Cape Town in 1859, reaching Eerste River by 1862 and Wellington by 1863. Meanwhile, by 1864 the Wynberg Railway Company had connected Cape Town, for the moment, railway development at the Cape did not continue eastwards beyond Wellington because of the barrier presented by the mountains of the Cape Fold Belt. The discovery of diamonds, and the consequent rush to Kimberley that started in 1871, in his very first speech to the Cape Parliament he announced the purchase of all existing lines and the founding of the Cape Government Railways. The announced expansion was to see the construction of a network over ten times more extensive than the length of railway that existed in the whole of southern Africa at the time. This gauge went on to become the standard for all railways in southern, the government planned for lines to strike northwards, from the three ports of Cape Town, Port Elizabeth and East London, towards Kimberley and the developing hinterland. These three lines became known as the Cape Western, Cape Midland and Cape Eastern lines respectively, the Cape Western Line was charted by the Prime Minister himself. The Cape Midland Line only began when the Cape Government took over the rudimentary and incomplete line of the Port Elizabeth, however building accelerated massively over the next few years, with twin lines reaching northwards to Graaff-Reinet, and eastwards to Grahamstown. These connected with the Cape Western Line at De Aar and thus to Kimberley, the Cape Eastern Line was built partially to serve the frontier, and its network of military forts. The port of East London was likewise chosen partly for strategic reasons, the line was begun in 1873, when the Prime Minister turning the first spades for both the East London harbour and the Eastern Railway Line on 20 August 1873. Though frontier wars disrupted construction from time to time, the line reached Queenstown in 1880, from an initial total of 92 kilometres in 1872, the Cape was now criss-crossed with over 2,000 kilometres of railway. In 1886 gold was discovered in the South African Republic, setting off the Witwatersrand Gold Rush and this line reached Bloemfontein in 1890, and the first trains operated from Cape Town to Johannesburg in 1892. In 1897 the OFS government took control of its portion of the line. The Cape railway network played a significant role in supporting and supplying the British forces during the Second Boer War, Cape Gauge Rail transport in South Africa Kleingeld, Christo. Locomotives of the South African Railways, ISBN 0-86977-211-2 Burman, Jose, Early Railways at the Cape, Cape Town, Human & Rousseau, ISBN 0-7981-1760-5
10.
North British Locomotive Company
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Its main factories were located at the neighbouring Atlas and Hyde Park Works in central Springburn, as well as the Queens Park Works in Polmadie. The two other Railway works in Springburn were St. Rollox railway works, owned by the Caledonian Railway and Cowlairs railway works, latterly both works were operated by British Rail Engineering Limited after rail nationalisation in 1948. In 1918 NBL produced the first prototype of the Anglo-American Mark VIII battlefield tank for the Allied armies, NBL built steam locomotives for countries all over the world. This included North America, South America, Europe, Sub-Saharan Africa, Middle East, Asia, the New South Wales Government Railways purchased numerous North British locomotives, as did the Victorian Railways as late as 1951. The Western Australian Government Railways also purchased many North British Locomotives, between 1903 and 1959 NB supplied many locomotives of various classes to Egyptian State Railways. They included 40 of the 545 class 2-6-0 in 1928, between 1921 and 1925, NBL supplied New Zealand Government Railways with 85 NZR AB class locomotives. The whole fleet of AB class engines numbered 143, as built, in 1935 NB supplied six Palestine Railways P class 4-6-0 locomotives to haul main line trains between Haifa and the Suez Canal. In 1939 NB supplied 40 4-8-2 locomotives to the New Zealand Railways Department, in 1951 NB supplied another 16 JA class, though these did not have the American-style streamlining of the J class. Together with the NB predecessor firms, North British supplied about a quarter of the locomotives used by the NZR. In 1949 South African Railways bought more than 100 2-8-4 locomotives from NBL, additionally South Africa also purchased some of its Class 25, 4-8-4 engines from the company between 1953–55. These successful engines with various in-service modifications survived until the end of steam in South Africa in 1992, NB also introduced the Modified Fairlie locomotive in 1924. In total South Africa purchased over 2,000 locomotives from the North British Locomotive Company. As of January 2010, Umgeni Steam Railway operates SAR Class 3BR engine 1486 and she hauls vintage sightseeing trains some coaches of which date back to 1908. In 1953, RENFE in Spain acquired 25 2-8-2 locomotives from the North British Locomotive Company, one example, 141F2111 is preserved in working order. After 1923, customers included the Great Western Railway, London, Midland and Scottish Railway, London and North Eastern Railway, Northern Counties Committee, Southern Railway, War Department. In 1922 the New Zealand Railways Department ordered a batch of its very successful AB class Pacifics from NBL, to be built, the trio 22878,22879 and 22880 were built amidst this batch. 22878 and 22879 were loaded aboard SS Wiltshire and she sailed for Auckland, New Zealand, remnants of both locomotives, and the Wiltshire can be seen on the sea floor. 22880 was dispatched on a subsequent sailing and was put into service in New Zealand as AB class number 745 and this locomotive was in service for more than 30 years but then hit a washout near Hawera
11.
Metro Cammell
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The Metropolitan Cammell Carriage and Wagon Company was an English manufacturer of railway carriages and wagons, based in Saltley and subsequently Washwood Heath in Birmingham. The vast majority of the current and past London Underground rolling stock in mid 20th century was made by the company and it also designed and built the Blue Pullman for British Railways. The company was formed in 1863 as the Metropolitan Railway Carriage, joseph Wright built coaches for the London and Southampton Railway in 1837 and the London and Birmingham Railway in 1838. In 1845 he moved the works from London to Birmingham. Metropolitan were contracted as a builder of the new tanks for the British Army during the First World War and they built all 400 of the Mark V tank and 700 improved Mark V* tanks. These were the most developed heavy tank designs to see service in the war, in 1917, Metropolitan Railway Carriage and Wagon Company and Vickers Limited took joint control of British Westinghouse. In 1919 Vickers bought out the Metropolitan shares and renamed the company Metropolitan-Vickers, by 1926, they had changed their name again to Metropolitan Carriage, Wagon and Finance Company Ltd. In 1932, Metro Cammell Weymann was formed by the MCCWs bus bodybuilding business, in the Second World War, Metro built tanks again, including the Valentine tank and Light Tank Mk VIII. Saltley works was closed in 1962 and group administration concentrated at Washwood Heath in 1967, in May 1989, the railway business was sold to GEC Alsthom Group. The last trains to be built at the Washwood Heath plant before its closure in 2005 were the Class 390 Pendolino tilting trains for the West Coast Main Line modernisation, pritchard, Robert, Fox, Peter, Hall, Peter. British Railways Locomotives & Coaching Stock 2009, hemel Hempstead, London Underground Railway Society. MCW archives at the Historical Model Railway Society, at Butterley in Derbyshire Metro-Cammell website
12.
Kitson and Company
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Kitson and Company was a locomotive manufacturer based in Hunslet, Leeds, West Yorkshire, England. The company started in 1835 as James Kitson at the Airedale Foundry, off Pearson Street, Hunslet, Todd had been apprenticed to Matthew Murray at the Round Foundry in Holbeck, Leeds. Initially, the firm made parts for other builders, until it was joined in 1838 by David Laird, a farmer who was looking for investments. That year saw the production of the companys first complete locomotives, either for the North Midland or the Liverpool, however, Todd left almost immediately to form Shepherd and Todd, and the company was known variously as Kitson and Laird or Laird and Kitson. The order for six engines by the Liverpool and Manchester began with 0-4-2 Lion, around 1860, it was withdrawn from service and sold to the Mersey Docks and Harbour Board, where it was jacked-up off its wheels and used for pumping water. In 1930 it was restored and remains in preservation at the Museum of Liverpool, in 1842, Laird, who not receiving the financial return he expected, left the partnership. Kitson was then joined by Isaac Thompson and William Hewitson, the company becoming Kitson Thompson and Hewitson, in 1851 the company exhibited an early tank locomotive at The Great Exhibition, and was awarded a gold medal. In 1858 Thompson left and the firm became Kitson and Hewitson, then, finally, Kitson, from 1855 many Indian railways became major customers. From 1866 Kitsons produced a large proportion of the Midland Railway double-framed goods engines designed by Matthew Kirtley, at some time prior to 1884 the factory employed Charles Algernon Parsons OM KCB FRS who was engaged in building rocket-powered torpedoes. After leaving Kitsons, the brilliant Parsons went on to invent the Steam Turbine, in 1886 Kitsons assisted its representative E. Jeffreys in the preparation of five designs for the Victorian Railways, each with standardised components which were interchangeable between the classes. The locomotives were a large 0-6-0 and a suburban 2-4-2T, the Kitson designs influenced the Victorian Railways for many years. Kitson built an order of 4-6-0s for the Cordoba Railway in Argentina during 1889-91. From 1876 to 1901 the firm built over 300 steam tram engines and steam railmotor units. An innovation was the locomotive design proposed by Robert Stirling based on the Meyer locomotive. The first three were built in 1894 for the Anglo-Chilian Nitrate & Railway Company in Chile, with two in 1903 for Rhodesia and three in 1904 for Jamaica, over 50 were built, some 2-8-8-0 and 2-8-8-2, the last being in 1935. There were also some 0-8-6-0s designed for rack railway working in the Andes, Kitsons were busy during World War I but trade dropped off in the 1920s. The experimental Kitson-Still 2-6-2T steam diesel hybrid locomotive, combining power with internal combustion, was tested on the London. This hauled revenue-earning trains for the LNER but Kitsons could not afford to develop it into a viable form
13.
Salt River, Cape Town
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Salt River is a suburb of Cape Town located near Table Bay to the east of Cape Towns central business district. Salt River is served by a station of the same name has the postcode 7925. It is noted for its association with the clothing and textiles industry, the name Salt River is a translation of the Dutch Soutrivier. Once a booming part of Cape Town because of its proximity to the CBD. The steel and locomotive industries were important in the early development due to the expansion of the rail network in the early 1900s. Up until the late 1980s prominent industries also included textile and clothing manufacturing, however, due to the influx of cheaper, imported clothing many of the clothing factories closed and are being redeveloped. Due to Salt Rivers proximity to central Cape Town and large manufacturing plants, the suburb became popular with Cape Malays and the so-called coloured working class. Most of the Cape Malays and coloureds moved here from District 6 in the late 1950s and early 1960s, Cape Malays and coloureds could buy houses in Salt River but Indians could not. However Indians were allowed to live in Salt River provided they buy or rent a house attached to a grocer shop. On almost every corner in Salt River there used to be grocer shops where people could buy daily necessities over the counter, today Salt River is still largely populated by second and third generations of Cape Malay and Coloured families. Coloured people are mostly of the Christian faith, Salt River is known to be one of the most religiously tolerant suburbs in the Cape, with Cape Malays, who are of the Muslim faith and coloured Christians getting along very well. There are several churches in the area and two mosques - one in Tennyson Street and one in Addison Road, for such a small town Salt River has many primary schools, merely a road or two apart from each other, and two high schools. Dryden Street Primary School has been there since c, there is also Cecil Road Primary School. In the past there was also Kipling Street Primary School but because it was a Muslim school and not subsidized by the government, it could not survive financially and closed its doors c. Other primary schools were St. Marys and Wesley Training College which had grades from Sub A through to Std.10 - today it is referred to as Grade 12, the other high school is Salt River High School. At one point this high school too small to accommodate the pupils of, not only the area. An annex was found in the old school in Kent Street, with its front on Albert Road, when the Kent Street pupils finished Std 6 and Std 7, they returned to Rochester Road to complete high school there. Salt River was a little community from the 1960s to 1990s when few people had cars
14.
International Standard Book Number
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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
15.
2-2-0
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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
16.
2-2-2
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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
17.
2-2-4T
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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
18.
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
19.
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
20.
0-4-2
–
The arrangement is sometimes known as Olomana after a Hawaiian 0-4-2 locomotive of 1883. The earliest recorded 0-4-2 locomotives were three engines built by Robert Stephenson and Company for the Stanhope and Tyne Railway in 1834. The first locomotive built in Germany in 1838, the Saxonia, was also an 0-4-2, in the same year Todd, Kitson & Laird built two examples for the Liverpool and Manchester Railway, one of which, LMR57 Lion, has been preserved. The Lion had a top speed of 45 miles per hour, the Emperor Ferdinand Northern Railway acquired the locomotives Minotaurus and Ajax from the British manufacturer Jones, Turner and Evans in 1841, to work the line between Vienna and Stockerau. The locomotive Ajax has been preserved at the Technisches Museum Wien since 1992 and is described as the oldest preserved locomotive on the European continent. In Finland, the 0-4-2 wheel arrangement was represented by the Classes B1, the Finnish Steam Locomotive Class B1 is an 0-4-2ST locomotive, built from 1868 to 1890 by Beyer, Peacock and Company at their Gorton Foundry works in Manchester, England. Although the type was not used by any major railroads in North America, porter, Inc. and the Baldwin Locomotive Works produced many small tank locomotives of this type for industrial and plantation work. The 0-4-2T Olomana, built by Baldwin in 1883, is an example of such types, the Olomana arrived in the Kingdom of Hawaii in August 1883, after a two-month journey around Cape Horn. It was owned by Waimanalo Sugar Company on the island of Oahu, in 1905, the Nederlands Indische Spoorweg opened a line between Yogyakarta and Ambarawa via Magelang, a hilly region requiring a rack railway because of the 6. 5% gradients. The 0-4-2T wood burning B25 class was made for line in 1902 by Maschinenfabrik Esslingen. They were four-cylinder compound locomotives with two of the cylinders working the pinion wheels, there are two examples of B25 class locomotive still in operation, namely B25-02 and B25-03. Both were based in Ambarawa, where they have served for more than a hundred years, Locomotive B25-01 may also still be found at the entrance to the Ambarawa Railway Museum. On the island of Sumatra, there are some larger cousins of this class being used for hauling trains, namely the D18. The 0-4-2T arrangement was used by two classes of locomotives operated by the New Zealand Railways Department, the first was the C class of 1873, originally built as an 0-4-0T. The class was found to be unstable at higher than 15 mph. The second and more notable 0-4-2T class, and the one actually built as 0-4-2T, was the unique H class designed to operate the Rimutaka Incline on the Wairarapa Line. The Inclines steep gradient necessitated the use of the Fell mountain railway system, except for a few brief experiments with other classes, the H class had exclusive use of the Incline from their introduction in 1875 until the Inclines closure in 1955. The class leader, H199, is preserved on display at the Fell Engine Museum in Featherston and is the only extant Fell locomotive in the world
21.
0-4-4T
–
This type was only used for tank locomotives. In American cities, the known as a Forney locomotive, was used on the narrow curves of elevated railways. In the UK 0-4-4 tanks were used for suburban or rural passenger duties. One example is preserved at the Finnish Railway Museum, in the UK the earliest 0-4-4s were well tanks. Both John Chester Craven of the London Brighton and South Coast Railway and they were followed by Matthew Kirtley on the Midland Railway and Patrick Stirling on the Great Northern Railway. Examples have included the LSWR O2 Class, Midland Railway 2228 Class, the LSWR M7 Class, the last British design of 0-4-4T were the LMS Stanier 0-4-4T of 1932 which were based on the Midland Railway 2228 Class. The 0-4-4 configuration appears to have introduced in the US. These were characterized by a frame under the boiler and fuel/water tank. The locomotives were designed to run cab first and were built for commuter lines in such as New York, Chicago
22.
2-4-0
–
The wheel arrangement is known as a Porter. The notation 2-4-0T indicates a locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself. The type was designed for freight haulage. Because of its popularity for a period with English railways, noted railway author C. Hamilton Ellis considered the 2-4-0 designation to have the nickname of Old English, during the 1850s and 1860s these designs were widely copied by other railways, both in the United Kingdom and overseas. During the mid-1840s, Sir John Hawkshaw developed a new style of 2-4-0 passenger locomotive with outside cylinders in front of the leading wheels and this layout provided steady running at high speeds, despite a long overhang at the front. Joseph Beattie of the London and South Western Railway was one of the first British locomotive engineers to use this type on express locomotives. From 1858, he began experimenting with 2-4-0 designs for passenger work, culminating in his Seven-Foot 2-4-0 express passenger locomotives, built between 1859 and 1868. Beattie was also responsible for the long-lived 0298 Class of 2-4-0 well tanks, designed for passenger work in 1874. A locomotive of this type hauled the first Orient Express from Paris to Munich, the Bavarian B V and Bavarian B VI 2-4-0 locomotives of the Royal Bavarian State Railways were the first types to be produced in Bavaria in large numbers. In all,208 were built between 1853 and 1863, one example is preserved in the Nuremberg Transport Museum. Between 1877 and 1885, altogether 294 passenger locomotives of the Prussian P2 class were delivered to the Prussian State Railways, in New Zealand, two classes of tank locomotive were built with the 2-4-0T wheel arrangement. They were the New Zealand Railways D class in 1874 and 1929, five D class locomotives were built by Dübs and Company in Glasgow, Scotland, nineteen were built by Neilson and Company and eleven were built by Scott Brothers Ltd. of Christchurch. The first members of the D class entered service in 1874 and all had withdrawn from NZR service by the end of 1927. Of the 33 D class locomotives built, seven have been preserved, although only D16, all ten L class locomotives were built by the Avonside Engine Company in Bristol. The first L class built, entered service in 1878 and another nine L class locomotives were ordered, in 1893-94, three of the L class 2-4-0T locomotives were rebuilt to a 4-4-0 wheel arrangement at Newmarket workshops, with larger boilers and enlarged cylinders. This new design was classified La, but their limited coal bunker capacity remained a drawback, the solution was to add a trailing pony truck to accommodate a larger coal bunker, converting them to a 4-4-2T wheel arrangement. A further four L class locomotives were similarly converted, three were not rebuilt, but sold to the Public Works Department between 1901 and 1903. Three new 4-4-2T locomotives were built in 1902-03, when the conversion program was completed in 1903, the classification for all ten remaining NZR locomotives was changed back to L
23.
2-4-2
–
The type is sometimes named Columbia after a Baldwin 2-4-2 locomotive was showcased at the 1893 Worlds Columbian Exposition held at Chicago, Illinois. The wheel arrangement was used on passenger tank locomotives during the last three decades of the nineteenth and the first decade of the twentieth centuries. The vast majority of 2-4-2 locomotives were tank engines, designated 2-4-2T, the symmetrical wheel arrangement was well suited for a tank locomotive that is used to work in either direction. When the leading and trailing wheels are in swivelling trucks, the equivalent UIC classification is 1B1, while a number of 2-4-2 tender locomotives were built, larger tender locomotive types soon became dominant. In 1899, the Walvis Bay Railway in the British territory of Walvis Bay, the engine, named Hope and built by Kerr, Stuart and Company, remained in service until 1904 when operations on the railway were suspended. The line was abandoned in 1905, partly as a result of being buried by a sandstorm, a 2-4-2 tank locomotive, built by Baldwin Locomotive Works in 1899 and used on the private Raahe track in Finland, was later bought by the Finnish State Railways. These were the first American-built locomotives in New Zealand and proved to be quite successful, three of these locomotives have been preserved. K88 Washington was used on the first through train between Christchurch and Dunedin in 1877, after fifty years of service, Washington was dumped in the Oreti River, Southland, as a flood protection measure. In 1974, the locomotive was exhumed from her grave and, over the next eight years. Sister locomotives numbers K92 and K94 have also been salvaged from the Oreti river, K92 has been restored to full active service and has re-established her position on the Kingston Flyer train, which was made famous by the K class at the end of the 19th century. The earliest British use of the 2-4-2 wheel arrangement appears to have been no.21 White Raven and it was soon rebuilt as a 2-4-0 tender locomotive and eventually passed into the stock of the London and North Western Railway. In 1864, Robert Sinclair of the Great Eastern Railway designed the first of six 2-4-2 tank classes built by the railway, francis Webb of the London and North Western Railway also designed two 2-4-2 classes which eventually totaled 380 locomotives, built between 1879 and 1898. One of John Aspinalls Class 5 locomotives, built for the L&YR in 1889, is preserved at the National Railway Museum, the character Sammy from Sammy the Shunter is based on the United Kingdom design of the 2-4-2 engine. Two characters in the 1991 film The Little Engine That Could have this type of wheel arrangement, albert from The Railway Series has this wheel arrangement. The Lionel Corporation used the 2-4-2 configuration in numerous of its O-27 locomotives, in the United States of America, this may be the most famous usage of a 2-4-2 configuration locomotive
24.
2-4-4T
–
In Whyte notation, a 2-4-4 is a steam locomotive with two unpowered leading wheels followed by four powered driving wheels and four unpowered trailing wheels. It is known as the Mason, other equivalent classifications are, UIC classification, 1B2 French classification,122 Turkish classification,25 Swiss classification, 2/5 The equivalent UIC classification is 1B2. This unusual wheel arrangement does not appear to have used on the mainline railways in the UK. It was however one of the used on the Mason Bogie articulated locomotives. Five examples were constructed at the Mason Machine Works for the narrow gauge Boston, Revere Beach, the railway subsequently received twenty-one further examples between 1900 and 1914, constructed by the Taunton Locomotive Manufacturing Company, Manchester Locomotive Works, and ALCO. Four 2-4-4T passenger locomotives were built by the Czechoslovak Škoda for Lithuania in 1932 and they were seized by the USSR in 1940, then by the Germans. One was used after World War II in Poland as the OKf100-1 until 1950, other tank locomotives with 2-4-4T arrangement, Bavarian D XII French T56601 -6637 of AL railway
25.
4-4-0
–
Almost every major railroad that operated in North America in the first half of the 19th century owned and operated locomotives of this type. The first use of the name American to describe locomotives of this arrangement was made by Railroad Gazette in April 1872. Prior to that, this arrangement was known as a standard or eight-wheeler. This locomotive type was so successful on railroads in the United States of America that many earlier 4-2-0 and 2-4-0 locomotives were rebuilt as 4-4-0s by the middle of the 19th century. Several 4-4-0 tank locomotives were built, but the vast majority of locomotives of this arrangement were tender engines. Campbell, at the time the engineer for the Philadelphia. Campbell received a patent for the design in February 1836 and soon set to building the first 4-4-0. At the time, Campbells 4-4-0 was a giant among locomotives and its cylinders had a 14 inches bore with a 16 inches piston stroke, it boasted 54 inches diameter driving wheels, could maintain 90 pounds per square inch of steam pressure and weighed 12 short tons. Campbells locomotive was estimated to be able to pull a train of 450 short tons at 15 miles per hour on level track, outperforming the strongest of Baldwins 4-2-0s in tractive effort by about 63%. However, the frame and driving gear of his locomotive proved to be too rigid for the railroads of the time, the most obvious cause was the lack of a weight equalizing system for the drivers. At about the time as Campbell was building his 4-4-0. This locomotive, named Hercules, was completed in 1837 for the Beaver Meadow Railroad and it was built with a leading bogie that was separate from the locomotive frame, making it much more suitable for the tight curves and quick grade changes of early railroads. The Hercules initially suffered from poor tracking, which was corrected by giving it an effective springing system when returned to its builder for remodeling. Norris Locomotive Works built that companys first 4-4-0 in 1839, followed by Rogers Locomotive and Machine Works, the Locks and Canals Machine Shop and the Newcastle Manufacturing Company in 1840. After Henry Campbell sued other manufacturers and railroads for infringing on his patent, as the 1840s progressed, the design of the 4-4-0 changed little, but the dimensions of a typical example of this type increased. The boiler was lengthened, drivers grew in diameter and the firegrate was increased in area, in the 1850s, locomotive manufacturers began extending the wheelbase of the leading bogie and the drivers as well as the tender bogies. By placing the axles farther apart, manufacturers were able to mount a wider boiler completely above the wheels that extended beyond the sides of the wheels and this gave newer locomotives increased heating and steaming capacity, which translated to higher tractive effort. It was in this decade that 4-4-0 locomotives had assumed the appearance for which they would be most recognized by railways, however, the 4-4-0 was soon supplanted by bigger designs, like the 2-6-0 and 2-8-0, even though the 4-4-0 wheel arrangement was still favored for express services
26.
4-4-2 (locomotive)
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The 4-4-2T is the tank locomotive equivalent of a 4-4-0 American type tender locomotive, but with the frame extended to allow for a fuel bunker behind the cab. This necessitated the addition of a truck to support the additional weight at the rear end of the locomotive. As such, the version of the 4-4-2 wheel arrangement appeared earlier than the tender version. One advantage of the type over its predecessor 4-4-0 American type was that the trailing wheels allowed a larger and deeper firebox to be placed behind the driving wheels. The first use of the 4-4-2 wheel arrangement for a locomotive was under an experimental double-firebox locomotive. The locomotive was not successful and was scrapped soon afterwards, baldwins ideas on 4-4-2 tender locomotives were soon copied in the United Kingdom, initially by Henry Ivatt of the Great Northern Railway with his GNR Class C1 Klondyke Atlantic of 1898. These were quickly followed by John Aspinalls Class 7, known as the High-Flyer, the first European Atlantic locomotive type was the Austro-Hungarian IId class of the Kaiser Ferdinands-Nordbahn. It was built from 1895 and later became the 308 class on the Imperial Royal State Railways and it was followed from 1901 by the XVIb class of the Austrian Northwestern Railway that later became the kkStB class 208, and then by the kkStB108 class. All three classes together numbered a little more than one hundred locomotives, apart from the Austrian locomotives, the Hungarian State Railways also operated some Atlantic classes. They were fully streamlined, except for openings to provide access to the gear and motion. The class remained in service until 1962, the Atlantic, known in Germany as the 2B1 wheel arrangement, enjoyed some short-lived popularity in the German states. Between 1908 and 1910, Hanomag built 99 Prussian S9 locomotives, all were four-cylinder compound engines working on saturated steam. The Prussian Atlantics were withdrawn shortly after the First World War and some were given to France, Belgium, Atlantics were also adopted in some other German states. Twelve Pfalz P3.1 class locomotives were built for the Palatinate Railway from 1898, in addition, eleven Pfalz P4 class locomotives were built from 1905. Fifteen Saxon X V class locomotives were built for the Royal Saxon State Railways from 1902, eighteen Baden IId class locomotives were built for the Grand Duchy of Baden State Railways from 1902. In 1900, the Royal Bavarian State Railways imported two 4-4-2 locomotives from Baldwin Locomotive Works in the United States of America and classified them Bavarian S 2/5, ten more locomotives were built by Maffei in 1904. In India, the broad gauge E class was rebuilt in the 1940s, in 1897,246600 Class Atlantics were built for the 3 ft 6 in gauge Japanese Railways by Baldwin Locomotive Works in the United States of America. Six more locomotives, built to the same Japanese design, were built for the Cape Government Railways in South Africa immediately following the completion of the Japanese order
27.
4-4-4
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In the United States, this arrangement was named the Reading type, since the Philadelphia and Reading Railroad was the first to use it. In Canada, this type is known as the Jubilee. A and it was successful in an experimental sense but was too light to haul passenger trains of useful capacity. It was fast, attaining 154 km/h on test, and was semi-streamlined with a pointed nosecone and fairings around the cylinders, stack and dome and it inspired the later Bavarian S 3/6 4-6-2 Pacifics. It passed to the Deutsche Reichseisenbahnen when the German railways were centralised and it was taken out of service in 1925, and was restored by Maffei to be exhibited at the Munich Transport Exhibition of that year. After the exhibition ended, it was placed in the Nuremberg Transport Museum, the Philadelphia and Reading Railway built four C1a Class locomotives in 1915. They proved to be unstable, after that year, they were rebuilt to 4-4-2 Atlantic locomotives. The Baltimore and Ohio Railroad created a single 4-4-4 in 1934, rebuilding a 4-4-2 Atlantic into a solitary class J-1, despite the Altons flat territory and straight track, the locomotive did not do well. It was returned to the B&O and was modified at the railroads Mount Clare shops. Subsequently, it was placed into service on the railroads Wheeling Division. It proved no more successful in service, and was sent to the B&Os Riverside Shop for storage. The Canadian Pacific Railway built two classes of 4-4-4 Jubilee locomotives, both were semi-streamlined, in a similar fashion to the 4-6-4 Royal Hudson and 2-10-4 Selkirk locomotives. The F2a was styled after the Milwaukee Road Hiawatha 4-4-2 Atlantic, Class F2a consisted of five locomotives, Nos. 3000-3004. They can be most easily distinguished from the other type through the main rods being connected to the pair of drivers. Some trouble was discovered with this arrangement, as they had a tendency to bend the main rods in reverse, however, they did hold the Canadian record for speed, at 112.5 mph, during a braking test. The pilot was smoothly rounded and streamlined, with two stainless-steel bands, Class F1a consisted of twenty locomotives, Nos. 2910-2929. These had the main connected to the trailing set of drivers, and a more regular pilot, with a straight pilot beam, a drop-coupler sheet steel pilot below that. Two of this class of locomotive, Nos.2928 and 2929, have survived, No.2928 is at the Canadian Railway Museum in Delson, Quebec, while No.2929 is at Steamtown National Historic Site in Scranton, Pennsylvania. Eric G. Barker designed three examples for the Wirral Railway in 1896, the Midland and South Western Junction Railway purchased two 4-4-4 tank engines from Sharp, Stewart and Company but these were not a success due to their poor traction
28.
0-6-0
–
This was the most common wheel arrangement used on both tender and tank locomotives in versions with both inside and outside cylinders. In the United Kingdom, 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 0-6-0 configuration was the most widely used wheel arrangement for both tender and tank steam locomotives, the type was also widely used for diesel switchers. On the other hand, the lack of unpowered leading wheels have the result that 0-6-0 locomotives are less stable at speed and they are therefore mostly used on trains where high speed is unnecessary. The tank engine versions were used as switching locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. The earliest 0-6-0 locomotives had outside cylinders, as these were simpler to construct, however, once designers began to overcome the problem of the breakage of the crank axles, inside cylinder versions were found to be more stable. Thereafter this pattern was adopted, particularly in the United Kingdom. Tank engine versions of the type began to be built in quantity in the mid-1850s and had become common by the mid-1860s. 0-6-0 locomotives were amongst the first types to be used, the earliest recorded example was the Royal George, built by Timothy Hackworth for the Stockton and Darlington Railway in 1827. Derwent, a locomotive built in 1845 by William and Alfred Kitching for the Stockton and Darlington Railway, is preserved at Darlington Railway Centre. On most branch lines, though, larger and more powerful tank engines tended to be favoured, in New South Wales, the Z19 class was a tender type with this wheel arrangement, as was the Victorian Railways Y class. The Dorrigo Railway Museum collection includes seven Locomotives of the 0-6-0 wheel arrangement, tank locomotives used by Finland were the VR Class Vr1 and VR Class Vr4. The VR Class Vr1s were numbered 530 to 544,656 to 670 and 787 to 799 and they had outside cylinders and were operational from 1913 to 1975. Built by Tampella, Finland and Hanomag, they were nicknamed Chicken, number 669 is preserved at the Finnish Railway Museum. The Vr4s were a class of four locomotives, numbered 1400 to 1423, originally built as 0-6-0s by Vulcan Iron Works, United States, but modified to 0-6-2s in 1951-1955. Finland’s tender locomotives were the classes C1, C2, C3, C4, C5, the Finnish Steam Locomotive Class C1s were a class of ten locomotives numbered 21 to 30. They were operational from 1869 to 1926 and they were built by Neilson and Company and were nicknamed Bristollari. Number 21, preserved at the Finnish Railway Museum, is the second oldest preserved locomotive in Finland, the eighteen Class C2s were numbered 31 to 43 and 48 to 52
29.
0-6-2
–
The type is sometimes known as a Webb or a Branchliner. While some locomotives with this arrangement had tenders, the majority were tank locomotives which carried their coal. Finland used two classes of 0-6-2T locomotive, the Vr2 and the Vr5, the Vr2 class was numbered in the range from 950 to 965. Five of them are preserved in Finland, no.950 at Joensuu, no.951 at Tuuri, no.953 at Haapamäki, no.961 at Jyväskylä, the Vr5 class was numbered in the range from 1400 to 1423. No.1422 is preserved at Haapamäki, between 1890 and 1898, four 0-6-2 tender locomotives were placed in service by the Cape Copper Company on its 2 ft 6 in gauge Namaqualand Railway between Port Nolloth and Ookiep in the Cape Colony. Acquired to meet the needs of the upper mountainous section of the line. The first three of these locomotives were described as the Clara Class, while the fourth was included in this Class by some. Between 1900 and 1905, six more Mountain type 0-6-2 tender locomotives were placed in service by the Cape Copper Company, later described as the Scotia Class, they were similar to the earlier Clara Class locomotives, but with longer boilers, longer fireboxes and larger firegrates. In 1892 and 1893, the Nederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij of the Zuid-Afrikaansche Republiek placed twenty 3 ft 6 in Cape gauge 0-6-2T locomotives in mainline service, since the railway classified its locomotives according to their weight, these locomotives were known as the 40 Tonners. Three classes of 600 mm gauge 0-6-2 locomotives were supplied to German South West Africa between 1904 and 1908, in 1904, the Otavi Mining and Railway Company acquired fifteen tank locomotives from Arnold Jung Lokomotivfabrik in Germany. Two of them survived to be taken onto the South African Railways roster in 1922 and they were never classified and were referred to as the Jung locomotives. Ten Class Ha tank locomotives were supplied by Henschel & Son in 1904, one survived the First World War into the SAR era. Fifteen Class Hb tank locomotives were supplied by Henschel between 1905 and 1908, the last six locomotives were delivered as tank-and-tender engines, equipped with optional coal and water tenders. Six of them survived into the SAR era, in the United Kingdom, the type was only ever used for tank engines and was first used by William Barton Wright of the Lancashire and Yorkshire Railway in 1880. The arrangement was soon used by F. W. Webb of the London. Many locomotives of type were also used to haul coal in the South Wales Valleys by the Great Western Railway. J. Billinton between 1894 and 1904, the Great Eastern Railway Class L77 of 1914, designed by Alfred John Hill. The Great Northern Railway N1 and N2 Classes, designed by Nigel Gresley between 1906 and 1921, Gresley later improved upon the GER class with various versions of his London and North Eastern Railway N7 class, built between 1925 and 1928
30.
0-6-4
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The 0-6-4 wheel arrangement appears to have only been used on tank engines and Single Fairlies. The earliest known example was the Moel Tryfan narrow gauge locomotive and it was a Single Fairlie type, built by the Vulcan Foundry near Manchester in 1875. It was followed by the R class and S class, built by the Avonside Engine Company of England for the New Zealand Railways Department between 1878 and 1881, the South Australian Railways K class locomotives were introduced in 1884, designed by William Thow. They were noted to run more smoothly bunker-first, three members of New Zealands S class were also sold to the Western Australian Government Railways in 1891. New Zealand’s R class and S class Single Fairlies were popular with crews, the S class were limited to the Wellington Region when they were introduced, but the R class were distributed throughout the country. All were withdrawn by 1936, but R class no.28 is preserved as an exhibit in a Reefton park. This wheel arrangement provided the bulk of the power for the 3 ft 6 in Nederlandsche-Zuid-Afrikaansche Spoorwegmaatschappij in the Zuid-Afrikaansche Republiek. Between 1893 and 1898,17546 Tonner 0-6-4T steam locomotives were placed in service, the other eighteen locomotives in this order were delivered directly to the IMR, who diverted two of them to Lourenço Marques in Mozambique. In 1912, the remaining CSAR locomotives were assimilated into the South African Railways, the CFM eventually had at least thirty 46 Tonner locomotives in service. Between 1897 and 1898, some 46 Tonners were sold by the NZASM to the CFM, the two locomotives which were delivered after the outbreak of the war and diverted to Lourenço Marques upon arrival, were also taken onto the CFM roster at the end of the war. Later, between 1911 and 1920 during the CSAR and SAR eras, six more were sold to the CFM, other than examples for export, 0-6-4T locomotives enjoyed a brief vogue in the United Kingdom prior to the First World War, but were not widely used. Nine locomotives of type were supplied by Beyer, Peacock. William Dean built three crane tanks in 1901, and Kitson & Co. of Leeds supplied nine locomotives to the Lancashire, Derbyshire and East Coast Railway in 1904. Other examples included the Midland Railway 2000 Class of 1907, the Highland Railway Drummond 0-6-4T Class of 1909, the SECR J class of 1913, the type was eventually superseded by the popular 2-6-4T locomotive
31.
2-6-0
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This arrangement is commonly called a Mogul. In the United States of America and Europe, the 2-6-0 wheel arrangement was used on tender locomotives. This type of locomotive was built in the USA from the early 1860s to the 1920s. On these early 2-6-0 locomotives, the axle was merely used to distribute the weight of the locomotive over a larger number of wheels. The first American 2-6-0 with a rigidly mounted leading axle was the Pawnee, built for freight service on the Philadelphia. In total, about thirty locomotives of type were built for various American railroads. The railroads noted their increased pulling power, but also found that their rather rigid suspension made them prone to derailments than the 4-4-0 locomotives of the day. Many railroad mechanics attributed these derailments to having too little weight on the leading truck, the first true 2-6-0s were built in the early 1860s, the first few being built in 1860 for the Louisville and Nashville Railroad. The new design required the utilisation of a single-axle swivelling truck, such a truck was first patented in the United Kingdom by Levi Bissell in May 1857. In 1864, William S. Hudson, then the superintendent of Rogers Locomotive and Machine Works and this equalized suspension worked much better over the uneven tracks of the day. The first locomotive built with such a truck was likely completed in 1865 for the New Jersey Railroad. It is likely that the class name derives from a locomotive named Mogul. However, it has also suggested that, in England, it derived from the engine of that name built by Neilson. Beyer, Peacock and Company provided large numbers of standard design 3 ft 6 in narrow gauge Mogul locomotives to several Australian Railways. Twenty 2-6-0 locomotives were built by Les Ateliers de Tubize locomotive works in Belgium for the 1,000 mm CF du Congo Superieur aux Grands Lacs Africains between 1913 and 1924. The first eight, numbered 27 to 34, were built in 1913, followed by six more in 1921, six more of a slightly larger version followed in 1924, numbered 41 to 46. They had 360 by 460 millimetres cylinders and 1,050 millimetres diameter driving wheels, with the versions having a working order mass of 28.8 tonnes. Most of the CFL was regauged to 3 ft 6 in gauge in 1955, most of them still survived in 1973
32.
2-6-4
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Under the Whyte notation for the classification of steam locomotives, a 2-6-4 locomotive has two leading wheels, six coupled driving wheels and four trailing wheels. This arrangement is commonly called Adriatic, the earliest known example was the South African Class 6Z, designed by Cape Government Railways Chief Locomotive Superintendent H. M. Beatty in 1901. The first engines of the class were modified 2-6-2 Prairie locomotives which were equipped with two-axle trailing bogies, in 1902, more were placed in service, but built with the 2-6-4 wheel arrangement. The latter were the first known tender locomotives in the world to be built with this wheel arrangement, tank engines with the 2-6-4 wheel arrangement were produced for many different railway systems worldwide and were mainly used for freight and suburban passenger working. They have been successful on express passenger trains. The earliest known example also originated in South Africa, the Pretoria-Pietersburg Railway’s 55 Tonner of 1898, two Austrian express tender locomotive types were of this wheel arrangement, the Class 210 of 1908 and Class 310 of 1911, both designed by Karl Gölsdorf. The type therefore became known as the Adriatic arrangement, named for the Adriatic Sea which bordered Austria-Hungary until 1918, finland had three locomotive classes with a 2-6-4T wheel arrangement, the Classes Vk1, Vk2 and Vk3. All three classes were nicknamed Iita, the Class Vk1, numbered 301 to 305, were delivered in 1900 from Baldwin Locomotive Works of Philadelphia, Pennsylvania. The Class Vk1 Iita were also nicknamed Amerikan because they were built in the United States of America, the Class Vk2 were numbered 454 to 455. The Finnish Steam Locomotive Class Vk3 were numbered 456 and 487 to 492 and they were built in 1915 by Tampella, a Finnish heavy industry manufacturer, and were used for local passenger duties. One of them, Vk3 No 489, is preserved at the Finnish Railway Museum, two Deutsche Bundesbahn 2-6-4T Class 66 locomotives, designed for fast goods train and passenger train service, were built in 1955 as part of the DBs Neubaulok construction programme. They were both withdrawn from service in 1968, one, DB66002, has been preserved at the Bochum-Dahlhausen Railway Museum. The Ferrymead Railway in Christchurch, New Zealand has a 3 ft 6 in gauge 2-6-4T locomotive that was in operation until taken off-line for boiler repairs around 2009. It was built by Baldwin in 1901, the Wf class of the New Zealand Government Railways was built between 1903 and 1928 and was a general purpose tank design. It was used all over New Zealand and identical locomotives were also in service as the Ds class of the Tasmanian Government Railways, three Wf class locomotives survived in preservation, Wf386, one of the engines used on the first Wellington to Auckland train, is preserved at Paekakariki. Between 1898 and 1900, the Pretoria-Pietersburg Railway placed six 2-6-4T locomotives in service, built by Beyer, Peacock, during the Second Boer War, they were first taken over by the Nederlandsche-Zuid-Afrikaansche Spoorwegmaatschappij and then by the Imperial Military Railways. After the war, they were taken onto the roster of the Central South African Railways, in 1901, the CGR placed four 6th Class 2-6-2 Prairie tender steam locomotives in service, designed at the Salt River works of the CGR and built by Neilson, Reid and Company. Another four locomotives incorporating this modification were ordered later in 1901 and delivered in 1902, the change in design resulted in a marked improvement in the locomotive’s stability at speed and the first four locomotives were therefore also modified accordingly
33.
4-6-0
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During the second half of the nineteenth and first half of the twentieth centuries, the 4-6-0 was constructed in large numbers for passenger and mixed traffic service. The primary limitation of the type was the size of the firebox. In passenger service, it was superseded by the 4-6-2 Pacific type whose trailing truck allowed it to carry a greatly enlarged firebox. For freight service, the addition of a driving axle created the 4-8-0 Mastodon type, which was rare in North America. The 4-6-0T locomotive version was a far less common type, during the First World War, the type was also used on narrow gauge military railways. In 1907, five 6th Class locomotives of the Cape Government Railways were sold to the 3 ft 6 in Benguela Railway and these included one of the Dübs-built locomotives of 1897 and two each of the Neilson and Company and Neilson, Reid and Company-built locomotives of 1897 and 1898. In the mid-1930s, in order to ease maintenance, modifications were made to the running boards, the former involved mounting the running boards higher, thereby getting rid of the driving wheel fairings. This gave the locomotives a much more American rather than British appearance, in April 1951, three Class NG9 locomotives were purchased from the South African Railways for the Caminhos de Ferro de Moçâmedes. They were placed in service on the Ramal da Chibía, a 600 mm gauge line across 116 kilometres from Sá da Bandeira to Chiange. The locomotives were observed dumped at the Sá da Bandeira shops by 1969, the line through Bechuanaland Protectorate was still under construction and was operated by the CGR on behalf of the BR at the time. The locomotives were returned to the CGR. The Finnish State Railways operated the Classes Hk1, Hk2, Hk3, Hk5, Hv1, Hv2, Hv3, Hv4, Hr2, the Class Hk1, numbers 232 to 241, was built by Baldwin Locomotive Works in 1898. The ten Baldwin locomotives were originally designated H1 class, numbers 291 to 300 and 322 to 333 were built by the Richmond Locomotive Works in 1900 and 1901. The 22 Richmond locomotives were originally designated H2 class and were nicknamed Big-Wheel Kaanari, another 100 of these locomotives were manufactured in Finland from 1903 to 1916, numbered in the range from 437 to 574 and initially designated H3 to H8 classes. The Class Hk5 was numbered from 439 to 515, the Class Hv1 was built from 1915 by Tampella and Lokomo. They were nicknamed Heikki and were numbered 545 to 578 and 648 to 655, the class remained in service until 1967. One, no.555 named Princess, is preserved at the Finnish Railway Museum, the Class Hv2 was built by Berliner Maschinenbau and Lokomo in the years between 1919 and 1926. They were numbered 579 to 593,671 to 684 and 777 to 780, the Class Hv3 was built by Berliner, Tampella and Lokomo in the years from 1921 to 1941
34.
4-6-2
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The 4-6-2 locomotive became almost globally known as a Pacific type. The introduction of the 4-6-2 design in 1901 has been described as a milestone in locomotive progress. Nevertheless, new Pacific designs continued to be built until the mid-1950s, the type is well-suited to high speed running. The world speed record for steam traction of 126 miles per hour has been held by a British Pacific locomotive, the two earliest 4-6-2 locomotives, both created in the United States of America, were experimental designs which were not perpetuated. In 1889, the Chicago, Milwaukee and St. Paul Railway rebuilt a conventional 4-6-0 with trailing wheels as a means of reducing its axle load, in 1896, six Q class 4-6-2 tank locomotives were introduced on the Western Australian Government Railways. Even before Baldwin had completed the order from New Zealand, their engineers realised the advantages of the new type, the design was soon widely adopted by designers throughout the world. There are different opinions concerning the origin of the name Pacific, the design was a natural enlargement of the existing Baldwin 4-4-2 Atlantic type, but the type name may also be in recognition of the fact that a New Zealand designer had first proposed it. Usually, however, new arrangements were named for, or named by. In the case of the Pacific, that was the Missouri Pacific Railroad in 1902, the Pacific type was used on mainline railways around the world. During the first half of the 20th century, the Pacific rapidly became the predominant passenger steam power in North America, between 1902 and 1930, about 6,800 locomotives of the type were built by North American manufacturers for service in the United States and Canada. With exported locomotives included, about 7,300 were built in total, about 45% of these were built by the American Locomotive Company which became the main builder of the type, and 28% by Baldwin. Large numbers were used in South America, most of which were supplied by manufacturers in the United Kingdom. Africa was the continent upon which the Pacific was regularly used. The earliest African examples were built in the United Kingdom by Kitson, within a few weeks, these were followed by a German Pacific type that, although already designed in 1905, only entered service in late 1907. The next was a British type, introduced in January 1908, by the outbreak of the First World War, the type was being widely used on the railways of Continental Europe. The Pacific type was introduced into Asia in 1907, the year that it was first used in Europe. By the 1920s, Pacifics were being used by many throughout the Asian continent. In 1923, the Pacific gave its name to Arthur Honeggers orchestral work, Pacific 231, during the first two decades of the 20th century, the Pacific wheel arrangement enjoyed limited popularity on tank locomotives
35.
4-6-4
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Under the Whyte notation for the classification of steam locomotives, 4-6-4 represents the wheel arrangement of four leading wheels, six powered and coupled driving wheels and four trailing wheels. In France where the type was first used, it is known as the Baltic while it became known as the Hudson in most of North America. The 4-6-4 tender locomotive was first introduced in 1911 and throughout the 1920s to 1940s, the type combined the basic design principles of the 4-6-2 Pacific type with an improved boiler and larger firebox that necessitated additional support at the rear of the locomotive. In general, the tractive effort differed little from that of the Pacific. The 4-6-4 was best suited to high-speed running across flat terrain, since the type had fewer driving wheels than carrying wheels, a smaller percentage of the locomotives weight contributed to traction, compared to other types. Like the Pacific, it was suited for high speed passenger trains, but not for starting heavy freight trains and slogging on long sustained grades. The first 4-6-4 tender locomotive in the world was a compound locomotive. The first 4-6-4 in the United States of America, the J-1 of the New York Central Railroad, was built in 1927 to the design by the American Locomotive Company. There, the type was named the Hudson after the Hudson River, the world speed record for steam locomotives was held by a 4-6-4 at least twice. In 1934, the Milwaukee Road’s class F6 no.6402 reached 103.5 miles per hour and, in 1936, the German class 05.002 reached 124.5 miles per hour. That record was broken by the British 4-6-2 Pacific no.4468 Mallard on 3 July 1938, the 4-6-4T was also a fairly common wheel arrangement for passenger tank locomotives. As such, it was essentially the tank locomotive equivalent of a 4-6-0 tender locomotive, with water tanks, in New Zealand, all 4-6-4T locomotives were tank versions of 4-6-2 locomotives. This sole locomotive later became the Class C2 on the South African Railways and these became the Class E on the SAR in 1912. A number were preserved and some of these continued to operate on special excursion trains, the use of these R class locomotives on the Warrnambool line did not continue after the demise of the private operator in 2004. Tank locomotives The 4-6-4 tank locomotive configuration was a type with the Western Australian Government Railways. The D class was introduced for passenger service in 1912. Its successors, both also of the 4-6-4T wheel arrangement, were the Dm class of 1945 that was rebuilt from older E class 4-6-2 Pacific tender locomotives, Government Railways 30 Class 4-6-4T locomotives were used on Sydney and Newcastle suburban passenger train workings. No.3046 is preserved at the Dorrigo Steam Railway and Museum on the N. S. W and they were highly successful and improved service and journey times on the CPRs transcontinental routes
36.
0-8-0
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Locomotives of this type are also referred to as eight coupled. Examples of the 0-8-0 wheel arrangement were constructed both as tender and tank locomotives, the earliest locomotives were built for mainline haulage, particularly for freight, but the configuration was later also often used for large switcher types. The wheel arrangement provided a layout with all engine weight as adhesive weight. The layout was too large for smaller and lighter railways. Two 0-8-0 locomotives were delivered from Andre Koechlin & Cie in Mulhouse to the Austrian Southern Railway in 1862 and they were later sent to Italy and worked over the Apennines between Bologna and Pistoja. In 1952, the Chrzanów works in Poland supplied 81 750mm gauge locomotives, by 1958, China was building their own copies resulting in such classes as the C2, YJ, ZM-4, ZG and ZM16-4. Peckett and Sons of Bristol built a 0-8-0 tender locomotive for the Christmas Island Phosphate Company in 1931, freight engines with an 0-8-0 wheel arrangement were once very popular in Germany. The Prussian state railways had several types of 0-8-0s that were all classified as G7, G8, the latest of these, the Prussian G8.1, was the most numerous German state railway locomotive with over five thousand examples being built between 1913 and 1921. They remained in service with the Deutsche Bundesbahn until 1972, the narrow gauge Heeresfeldbahn class HF160 D were developed for wartime service during the Second World War. The engines were classified as Kriegsdampflokomotive 11. After the war, the locomotives were put to use for civilian purposes, in Russia, the 0-8-0 type locomotives were represented by the various O-class freight locomotives. They were built from the end of the 19th century until the 1920s and they were commonly called the Ovechka and were the most common freight locomotives in Tsarist Russia. Some are still preserved in working order,1,000 of the 750mm gauge standard design, also known as class 159, were built between 1930 and 1941. They were poor performers, so the Kolomna works built a version of these locomotives. Only nine were built before the USSR was invaded in June 1941, on the South African Railways, shunting was traditionally performed by downgraded mainline locomotives. Three classes of 0-8-0 shunting steam locomotives were introduced between 1929 and 1952, in 1929, fourteen Class S locomotives were placed in service. They were built by Henschel and Son in Germany, designed to SAR specifications, the top sides of the tender’s coal bunker were set inwards and the water tank top was rounded to improve the crew’s rearward vision. The second type, the Class S1, was designed by Dr. M. M, loubser, chief mechanical engineer of the SAR from 1939 to 1949
