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.
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
3.
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
4.
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
5.
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
6.
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
7.
4-2-4T
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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
8.
0-4-0
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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
9.
0-4-2
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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
10.
2-4-0
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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
