1.
Swiss locomotive and railcar classification
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It started out as a uniform system for the classification and naming of all rolling stock, powered and unpowered, but had been replaced and amended by the UIC classification of goods wagons. The Swiss classification system was created by the Swiss federal railways department, in 1902, when the Swiss Federal Railways was founded as a government railway, that new railway also became bound by the system. The Swiss system is less precise than those other systems in the way it deals with axles, because it refers only to numbers, rather than to arrangements, of powered axles. The Swiss system is more a method of classifying locomotive. The classifications for which the Swiss system provides have always been adapted to new requirements. The last modification to the system occurred in 1968, with the publication of the Directory of the Rolling Stock of the Swiss Private Railways by the Swiss Federal Agency for Transport. For carriages and wagons, the system was progressively replaced from 1968 by the UIC international wagon classification system. However, all of Switzerlands powered rolling stock initially retained its Swiss type classification or class designation, the standard gauge private railways of Switzerland soon followed the example of the Swiss Federal Railways, and agreement was reached as to the allocation of number ranges. The narrow gauge railways have largely retained the old system for locomotives, railcars and passenger carriages, here is a description of the classification system as it operated up to 1989, and as it still operates in respect of narrow gauge private railway motive power. There is no provision for combining the codes A, B, C, D, E, G, R and T, the combination of H and G is possible. HG would therefore be a narrow gauge locomotive, with a mix of adhesion, since 1966, in respect of railcars and tractors, he or hm has meant pure rack rail drive, and eh or mh has meant a mix of adhesion and rack rail drive. Steam powered tank locomotives were given an E, and the maximum speed of the locomotive was designated with a lower case letter. Thus, an Ea 3/6 was a locomotive with vmax >80 kilometres per hour. With steam locomotives, separate driving mechanisms were displayed, so, for example, a Mallet locomotive was named G 2x2/2 or G 2/3+2/2, and not G 4/4 or G 4/5. Up until 1920, standard gauge locomotives were given the letter F. The class later designated as Be 5/7 was therefore originally named Fb 5/7, the designation R was originally intended for locomotives with an axle load of under 16 tonnes. These lightweight locomotives exert less stress on the rails when they negotiate curves, with the introduction of the Re 4/4II, the axle load limit was dropped following extensive testing. Several locomotives were given approval for higher cornering speeds, to which their type designation had not yet been adapted
2.
Royal Saxon State Railways
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The Royal Saxon State Railways were the state-owned railways operating in the Kingdom of Saxony from 1869 to 1918. From 1918 until their merger into the Deutsche Reichsbahn the title Royal was dropped, after the completion of the privately financed Leipzig–Dresden railway in 1839, the Saxon parliament also began to get involved in railway construction. Early on it was recognised that railway lines to Bavaria, Bohemia and Silesia were needed, the funding of this plan lay in the hands of privately financed railway committees. The state, however, saw itself arranging for the political and legal hurdles to be cleared. On 14 January 1841 a treaty was agreed with the Kingdom of Bavaria, on 22 June 1841, the Saxon-Bavarian Railway Company was founded and on 19 September 1842 railway services between Leipzig and Altenburg station were opened. Because the construction costs exceeded the limits, the state had to jump in. On 1 April 1847 the railway line, which was finished as far as Reichenbach im Vogtland was transferred to state ownership, at the same time the Royal Saxon-Bavarian State Railway Division in Leipzig began work. Specific regulations were laid down by the state parliament, the board of directors was accordingly given the appropriate powers and was assigned directly to a state ministry. The payroll of the officials was to be approved by the state parliament, on 15 July 1851, the line to Hof was completed. Because no suitable private company had found to build the Saxony-Bohemian Railway from Dresden to Bodenbach. On 24 July 1843 a treaty was concluded with the Kingdom of Prussia for the construction of a route from Dresden via Bautzen to the Prussia towns of Görlitz. That made it possible to put in the important link to Breslau, on 1 September 1847, the 102 km long route from Dresden to Görlitz was opened by the Saxon-Silesian Railway, a private company that had formed with state support. On 31 January 1851 this company was transferred to state ownership, at the same time the running powers of the private Löbau-Zittau Railway Company were taken over. By combining the management of the two radiating from Dresden savings were supposed to be made. On 1 October 1853 the Royal Chemnitz-Riesa State Railway Division was established and it had the task of completing the construction of the Riesa–Chemnitz railway and running the line subsequently. This had been necessary, after the firm, the Chemnitz-Riesa Railway Company, had gone bankrupt due to the cost of structures needed between Waldheim und Döbeln. Unlike Prussia, Saxony never issued a railway law and this meant that every railway proposal had to be agreed in the state parliament. In spite of the experiences of the past, the next ten years saw an increase in the construction of state railways
3.
Baltimore and Ohio Railroad locomotives
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On the Baltimore and Ohio Railroad, locomotives were always considered of great importance, and the railroad was involved in many experiments and innovations. The name Tom Thumb is forever associated with the B&O, as the first steam locomotive built in the United States for an American railroad. It was built strictly as a demonstrator, but it was succeeded by a series of locomotives designed by Ross Winans. Early B&O designs were quite unlike those used on roads, due to in-house design. 4-2-0 locomotives from Norris were the anomaly on a railroad which was already building eight-coupled locomotives well before the Civil War, by the beginning of the war, new power on the railroad had become more conventional, though many of the older, unconventional designs remained. Up until 1884 locomotive numbers were reused when locomotives were retired, in 1884, in order to reduce confusion, all locomotives were renumbered to group like locomotives together, and thereafter numbers were retired along with the locomotive to which they referred. John W. Garretts desire to have a line to New York led to the construction of the Baltimore Belt Line in order to bring the railroad across Baltimore. The most important feature of this was the Howard Street Tunnel, objections to use of steam led, in 1895, to the first main line electrification in North America. Trains in one direction were pulled through the tunnel, by a series of locomotives that lasted until the end of steam, in the other direction. Dieselization made the electrification unnecessary and it was discontinued in 1952, another innovation was the introduction of Mallet locomotives. Economies in haulage could be achieved by reducing the number of locomotives and trains needed, in 1900 #2400, a 0-6-6-0 design, was introduced, and quickly became known as Old Maude after a mule in a cartoon. Old Maude was renumbered to #7000 in 1915, and it boasted an impressive 71,500 pound tractive effort and was a success at a Maximum speed of only 21 mph. It was the first Mallet in North America, Mallets were built in large numbers for the B&O, culminating in the huge EM-1 2-8-8-4. In the presidency of Daniel Willard, the power department, headed by Col. George H. Emerson. Particular emphasis was placed on the water boiler, as opposed to the fire tube boiler used from the earliest days of steam. The culmination of these experiments was the duplex #5600 George H. Emerson and it was to be succeeded by a visionary locomotive of a unique design, of which very little was built before the whole project was cancelled. Many other trials were conducted of steam locomotive appliances, very few of which had any lasting impact, at the turn of the 20th century various compound locomotives were tried, particularly of the Vauclain and tandem patterns. As on other roads, they presented problems, and only the Mallets were repeated
4.
Baltimore and Ohio Railroad
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The Baltimore and Ohio Railroad is one of the oldest railroads in the United States and the first common carrier railroad. At first this railroad was located entirely in the state of Maryland with a line from the port of Baltimore west to Sandy Hook. At this point to continue westward, it had to cross into Virginia over the Potomac River, adjacent to the confluence of the Potomac, from there it was extended to the Ohio River at Wheeling and a few years later also to Parkersburg, West Virginia. It is now part of the CSX Transportation network, and includes the oldest operational railroad bridge in the USA, the B&O also included the Leiper Railroad, the first permanent horse-drawn railroad in the U. S. In later years, B&O advertising carried the motto, Linking 13 Great States with the Nation, the B&O Warehouse at the Camden Yards rail junction in Baltimore now dominates the view over the right-field wall at the Baltimore Orioles current home, Oriole Park at Camden Yards. At the end of 1970 B&O operated 5552 miles of road and 10449 miles of track, not including the Staten Island Rapid Transit or the Reading and its subsidiaries. The fast-growing port city of Baltimore, Maryland faced economic stagnation unless it opened routes to the western states, as New York had done with the Erie Canal in 1820. In 1827, twenty-five merchants and bankers studied the best means of restoring that portion of the Western trade which has recently been diverted from it by the introduction of steam navigation and their answer was to build a railroad—one of the first commercial lines in the world. Two men — Philip E. Thomas and George Brown — were the pioneers of the railroad and they spent the year 1826 investigating railway enterprises in England, which were at that time being tested in a comprehensive fashion as commercial ventures. Their investigation completed, they held a meeting on February 12,1827, including about twenty-five citizens. Thomas was elected as the first president and Brown the treasurer, the capital of the proposed company was fixed at five million dollars, but the B&O was initially capitalized in 1827 with a three million dollar issue of stock. Virtually every citizen of Baltimore owned a share, as the offering was oversubscribed, construction began on July 4,1828, when Charles Carroll of Carrollton did the groundbreaking. The initial tracks were built with granite stringers topped by iron rails. The first section, from Baltimore west to Ellicotts Mills, opened on May 24,1830. Developers decided to follow the Patapsco River to a point near Parrs Ridge, a later compromise allowed the two companies to share the right of way. The State of Maryland granted the B&O a charter to build a line from Baltimore to Washington, D. C. in 1831, and the Washington Branch was opened in 1835. This line joined to the mainline at Relay, Maryland, crossing the Patapsco on the Thomas Viaduct. This line was funded by the state, and was operated separately until the 1870s
5.
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
6.
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
7.
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
8.
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
9.
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
10.
Mallet locomotive
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The Mallet locomotive is a type of articulated steam railway locomotive, invented by the Swiss engineer Anatole Mallet. The essence of his idea combines articulation of the locomotive and compound steam use, as the steam was exhausted from those cylinders, it was passed into a low-pressure receiver and was then sent to low-pressure cylinders to power the driving wheels on the Bissell truck. The lower-pressure steam occupies a volume and the low-pressure cylinders are larger than the high-pressure cylinders. A third stage may be employed, compounding was proposed by the British engineer Jonathan Hornblower in 1781. The American engineer W. S. Mallet himself proposed cross-compounding in which a steam locomotive configuration would have one high-pressure cylinder. The weight of the front part of the frame was to be supported on an arc-shaped radial bearing. The truck could therefore turn into a curve and move to some extent laterally, the large-diameter pipe conveying the low-pressure steam from the high-pressure to the low-pressure cylinders acted also as a receiver, forming a buffer for the gas flow. Independent cut-offs for the high-pressure and low-pressure cylinders were advocated by Mallet, by 1892110 Mallets were at work, of which 24 were standard gauge, by 1900 there were nearly 400, of which 218 were on standard gauge or Russian gauge. The biggest and heaviest examples built for European railways were the 0-8-8-0Ts built by Maffei for Bavarian State Railways between 1913 and 1923, however no Mallet ever ran on a British railway. Mallet designs were popular in Hungary, too,30 of MÁV422 were built between 1898-1902. MÁV401 was a B locomotive in service between 1905-1969 and MÁV651 until 1962, the strongest Mallet-locomotive of the Hungarian State Railways was MÁV601, a C type steam locomotive. With 2200 kW power, MÁV601 was the most powerful locomotive built before. The first US example was Baltimore & Ohio Railroad #2400, built by Alco in 1903, nicknamed Old Maude, it was a 0-6-6-0 weighing 334,500 lb and with axle loads of 60,000 lb. These were unsuccessful, and later engines used conventional boilers, the largest compound Mallets were ten 2-10-10-2s built for the Virginian by Alco in 1918, in pairs they pushed coal trains headed by a 2-8-8-2. This was further worsened by dynamic instability of the front end in running, the Chesapeake & Ohio road introduced 25 simple 2-8-8-2 locomotives in 1924 and 20 more in 1926. Although the simple-expansion concept diverged from Mallets original patent, the locomotives were clearly a continuation of the concept and were still referred to as Mallet locomotives. As the front truck cylinders were now using boiler pressure steam, special arrangements were necessary to deliver it and these new locomotives took over service on a 113-mile division, covering it in 5 hours with 9,500 short tons and a single locomotive. Further development culminated in 1941 with the 4-8-8-4 Big Boy type on the Union Pacific RR
11.
Fairlie locomotive
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A Fairlie is a type of articulated steam locomotive that has the driving wheels on bogies. The locomotive may be double-ended or single ended, Fairlies are most associated with the Ffestiniog Railway in Wales. The Fairlie was invented and patented by the Scottish engineer Robert Francis Fairlie in 1864, furthermore, the standard locomotive had a front and back, and was not intended for prolonged driving in reverse, thus requiring a turntable or wye at every terminus. Fairlies answer was a steam locomotive, carrying all its fuel and water aboard the locomotive. The double-ended part was accomplished by having one double-ended boiler on the locomotive, with one firebox in the centre, the locomotive looked fairly conventional until the observer realised that the locomotive was two-faced, Janus-like. Fairlie was not the first person to devise a double-ended steam locomotive, the Seraing, built by John Cockerill for the Semmering Trials in 1851 was very similar in design to a double Fairlie. The first loco was The Progress built for the Neath and Brecon Railway, however, having the draught from both halves of the boiler through one firebox was unsuccessful. There was a tendency for most of the hot gases from the fire to go through one half of the boiler, the first Ffestiniog Railway Fairlie - Little Wonder - had separate fireboxes and proved far more successful. The locomotive driver worked on one side of the locomotive, and the fireman on the other, the regulators for both power bogies were located above the centre of the fireboxes, with the steam brake valve at one end. Underneath, the locomotive was supported on two swivelling powered bogies, with all wheels driven, smaller locomotives had bogies, while larger had six-wheel. The cylinders on each power bogie pointed outward, towards the locomotive ends, couplers and buffers were mounted on the bogies, not on the locomotive frame, so that they swivelled with the curvature of the track. Steam was delivered to the cylinders via flexible tubing, initially, this was a coiled copper tube but this would fracture after a period of use. Later locomotives had rigid connecting tubes with the necessary flexibility provided by metal ball-and-socket joints similar to those used in laboratory glassware, fuel and water were carried on the locomotive, in side tanks beside each boiler for the water, and bunkers for the fuel above them. In 1869 Fairlies company built a locomotive, named Little Wonder for the Ffestiniog Railway, a slate hauler in north Wales, the Ffestiniog was the first locomotive-hauled narrow-gauge railway, with a gauge of 1 ft 11 1⁄2 in. The Ffestiniog went on to own a total of six Fairlie locomotives and this sold his invention around the world. Locomotives were built for many British colonies, for Imperial Russia, the only really successful uses of the Fairlie locomotive, other than on the Ffestiniog Railway, were in Mexico, New Zealand, and Russia. The locomotive sold in the US was ordered for the newly built Denver and Rio Grande Railroad in 1872 and this was a smaller locomotive with four-wheel bogies, giving it a 0-4-4-0 configuration. At least one double Fairlie 0-6-6-0 was built by the Mason Machine Works in Taunton, five narrow-gauge Fairlie Patent locomotives were built by Avonside of Bristol in the early 1870s for use by Canadian railways
12.
Meyer locomotive
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A Meyer locomotive is a type of articulated locomotive. The design was never as popular as the Garratt or Mallet locomotives and it can be best regarded as 19th Century competition for the early compound Mallet and also the Fairlie articulated designs. The Meyer was the brainchild of Frenchman Jean-Jacques Meyer, who took out a patent on the design in 1861, the first locomotive, an 0-4-0+0-4-0 named LAvenir, was built by Société J. F. Cail et Cie. in 1868 with the support of a state subsidy. No wheels are affixed to the boiler, all are mounted on bogies placed directly under the boiler/cab unit. This compares with a Mallet, where the set of wheels are attached to the frame. Therefore, boiler overhang is less than that of the Mallet locomotive on a curve of the same radius, Meyers are usually set up as a tank engine, with the boiler/cab unit carrying the water and fuel supplies. A disadvantage of the design is that the firebox is directly above the power unit. With two power bogies, flexible steam pipes must be provided to all cylinders and this was difficult to achieve with 19th Century technology. Early Mallet locomotives had compound cylinders, so high pressure steam was provided to the power unit. Meyer locomotives were most common in continental Europe, particularly Germany, a number of Meyer locos can still be found on the narrow gauge railways in Saxony. The Switzerland Bernina Railway had two rotary snowplows built by Schweizerische Lokomotiv- und Maschinenfabrik in 1910 and 1912. To work on the curves of the 1,000 mm meter gauge mountain railway they had to be selfpropelled. Both have been preserved, Xrot d 9213 is still in working condition on the Rhaetian Railway, based in Pontresina, the Kitson Meyer is most closely associated with Kitson & Co. of Leeds, but was also built by other locomotive builders. The design originated from an idea by Robert Stirling, Locomotive Superintendent of the Anglo-Chilian Nitrate & Railway Company, after placing an order with Kitsons for some conventional locos, he approached them with his ideas for an articulated loco. Kitsons further developed the idea, the first loco being constructed in 1894, the Meyer design was modified by moving the rear power unit further back and allowed the firebox to be between the two power units, thus allowing a larger firebox. The length of engine was increased, with the extra length behind the cab being used for water tanks. Some designs had a chimney at the rear to avoid the need for an exhaust steam pipe running the length of the engine. Kitson Meyers were widely used in South America, particularly on the Colombian and Chilean railways and it was regarded as the best performing of all articulated designs for railway lines that constantly curved
13.
Garratt
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A Garratt is a type of steam locomotive that is articulated into three parts. Its boiler is mounted on the frame, and two steam engines are mounted on separate frames, one on each end of the boiler. Articulation permits larger locomotives to negotiate curves and lighter rails that might restrict large rigid-framed locomotives, many Garratt designs aimed to double the power of the largest conventional locomotives operating on their railways, thus reducing the need for multiple locomotives and crews. Garratt first approached Kitson & Co. but his idea was rejected and he then approached Beyer, Peacock and Company, who were only marginally more interested. In 1907 Beyer, Peacock & Co. submitted a proposal for a 2 ft gauge 0-4-0+0-4-0 Garratt to the New South Wales Government Railways, the following year a design for a 2 ft gauge Mallet locomotive was submitted in reply to an enquiry from the Government of Tasmania. This was followed with a submission for a Garratt based on, but a little heavier than and this proposal was accepted, and two locomotives were built in 1909, which became the K class. The K class had to cope with 99 radius curves and 1 in 25 gradients and this made the locomotive unnecessarily complicated and placed the high-pressure cylinders directly underneath the cab, making it uncomfortably hot, especially in summer. The pattern was not repeated on later Garratt designs, only one more Garratt locomotive, again built by Beyer, Peacock & Co. in 1927, was produced with compound propulsion for the Burma Railways. Early design and construction involved the steam-tight flexible connections between the boiler unit and the power units. The third Garratt was built in 1910 for the Darjeeling Himalayan Railway, in 1911 Beyer, Peacock and Company built six 2-6-0+0-6-2 Garratts for the Western Australian Government Railways. The M class locos were followed by the Ms and the Msa class and they also formed the pattern for locos for the Victorian Railways narrow gauge G class, and for Australian Portland Cement. The final Garratts to a Beyer-Peacock design were built in 1967–1968, eight 2 ft gauge South African Railways Class NG G16 locomotives, see 2 ft gauge railways in South Africa. The order was placed with Beyer, Peacock and Company, but since the firm was in the process of closing down, hunslets South African subsidiary, Hunslet-Taylor in Germiston, built these locomotives using boilers manufactured by their mother company. The 500 mm gauge Southern Fuegian Railway in Argentina procured a new 0-4-0+0-4-0 Garratt in 1994, based on Livio Dante Portas work, it included larger cross section tubing, insulation of the boiler and an improved front end. This vastly improved the economy of modern steam engine and more than doubled train length. Accordingly, a second Garratt for this railway was built to similar specifications and it was shipped to Argentina in 2006 and entered service in October of that year. Garratts were used in Africa, Asia, Australia, Europe and this class, designated 231-132BT, was streamlined and featured Cossart motion gear, mechanical stokers and 1.8 m driving wheels, the largest of any Garratt class. On a test in France, one of these achieved a speed of 132 kilometres per hour —a record for any Garratt class, all three main railways in Angola used Garratts
14.
Articulated locomotive
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The term articulated locomotive usually means a steam locomotive with one or more engine units which can move independent of the main frame. This is done to allow a locomotive to negotiate tighter curves. Articulation is also applied to electric locomotives, such as the Italian FS Class E656. Many different schemes for articulation were developed over the years, most other types saw only limited success. Also, the Kitson-Meyer variant with the spread apart to allow a deeper firebox between them. Simple expansion, or simple, articulated steam engines had two sets of equally sized cylinders, when the steam was used in the firebox, the high pressure and low pressure came out the smokestack at once, resulting in higher tractive effort at the cost of more fuel burnt. Compound expansion, or compound, articulated steam engines like Anatole Mallets original idea and this, however, resulted in lower tractive effort because of its low efficiency. g. Electric and diesel locomotives have many construction aspects in common with Meyer type steam locomotives but are not seen as articulated. Beyer Peacock Bissel bogie Cleminsons patent Grovers bogie Jacobs bogie Articulated locomotives Articulated steam bogie locomotives
15.
Canadian Pacific Railway
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The Canadian Pacific Railway, also known formerly as CP Rail between 1968 and 1996, is a historic Canadian Class I railroad incorporated in 1881. The railroad is owned by Canadian Pacific Railway Limited, which began operations as legal owner in a restructuring in 2001. Headquartered in Calgary, Alberta, it owns approximately 20,000 kilometres of track all across Canada and into the United States, stretching from Montreal to Vancouver, and as far north as Edmonton. Its rail network also serves Minneapolis-St. Paul, Milwaukee, Detroit, Chicago, the railway was originally built between Eastern Canada and British Columbia between 1881 and 1885, fulfilling a promise extended to British Columbia when it entered Confederation in 1871. It was Canadas first transcontinental railway, but no longer reaches the Atlantic coast, the CPR became one of the largest and most powerful companies in Canada, a position it held as late as 1975. Its primary passenger services were eliminated in 1986, after being assumed by Via Rail Canada in 1978, a beaver was chosen as the railways logo because it is the national symbol of Canada and was seen as representing the hardworking character of the company. The company acquired two American lines in 2009, the Dakota, Minnesota and Eastern Railroad and the Iowa, Chicago, the trackage of the ICE was at one time part of CP subsidiary Soo Line and predecessor line The Milwaukee Road. It is publicly traded on both the Toronto Stock Exchange and the New York Stock Exchange under the ticker CP and its U. S. headquarters are in Minneapolis. The creation of the Canadian Pacific Railway was a task undertaken for a combination of reasons by the Conservative government of Prime Minister Sir John A. Macdonald. He was helped by Sir Alexander Tilloch Galt, who was the owner of the North Western Coal and his company went through several name changes during the process of the construction of the railway. British Columbia, a sea voyage away from the East Coast, had insisted upon a land transport link to the East as a condition for joining Confederation. The government however proposed to build a railway linking the Pacific province to the Eastern provinces within 10 years of 20 July 1871, Macdonald saw it as essential to the creation of a unified Canadian nation that would stretch across the continent. Moreover, manufacturing interests in Quebec and Ontario wanted access to raw materials, the first obstacle to its construction was political. The logical route went through the American Midwest and the city of Chicago, to ensure this routing, the government offered huge incentives including vast grants of land in the West. Because of this scandal, the Conservative Party was removed from office in 1873, surveying was carried out during the first years of a number of alternative routes in this virgin territory followed by construction of a telegraph along the lines that had been agreed upon. The Thunder Bay section linking Lake Superior to Winnipeg was commenced in 1875, by 1880, around 1,000 kilometres was nearly complete, mainly across the troublesome Canadian Shield terrain, with trains running on only 500 kilometres of track. With Macdonalds return to power on 16 October 1878, an aggressive construction policy was adopted. Macdonald confirmed that Port Moody would be the terminus of the transcontinental railway, in 1879, the federal government floated bonds in London and called for tenders to construct the 206 km section of the railway from Yale, British Columbia, to Savonas Ferry, on Kamloops Lake
16.
Big Hill
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The Big Hill on the Canadian Pacific Railway main line in British Columbia, Canada, was the most difficult piece of railway track on the Canadian Pacific Railways route. It was situated in the rugged Canadian Rockies west of the Continental Divide, even though the Big Hill was replaced by the Spiral Tunnels in 1909, the area has long been a challenge to the operation of trains and remains so to this day. The essential problem was that the railway had to ascend 1,070 feet along a distance of 10 miles from Field at 4,267 feet climbing to the top of the Continental Divide at 5,340 feet. The narrow valleys and high mountains limited the space where the railway could stretch out and limit the grade. To complete the Pacific railway as quickly as possible, a decision was made to delay blasting a lengthy 1,400 feet tunnel through Mount Stephen, instead of the desired 2. 2% grade a steep 4. 5% grade was built in 1884. This was one of the steepest railway lines anywhere and it descended from Wapta Lake to the base of Mount Stephen, along the Kicking Horse River to a point just west of Field, then rose again to meet the original route. Seen as a solution, this grade was twice the percentage normally allowed for a downhill train track. The first construction train to go down the pass ran away off the hill to land in the Kicking Horse River, the CPR soon added three safety switches on the way down to protect against runaway trains. Speed was restricted to eight miles per hour for passenger trains and six for freight, nevertheless, disasters occurred with dismaying frequency. Field was created as a camp solely to accommodate the CPR’s need for additional locomotives to be added to trains about to tackle the Big Hill. Here a stone roundhouse with turntable was built at what was first known simply as Third Siding. In December 1884 the CPR renamed it Field after C. W. Field, a Chicago businessman who, at that time, standard steam locomotives were 4-4-0s, capable enough for the prairies and elsewhere, but of little use on the Big Hill. Baldwin Locomotive Works was called upon to build two 2-8-0s for use as Field Hill pusher engines in 1884, at the time they were the most powerful locomotives built. Two more followed in June 1886, the CPR began building its own 2-8-0s in August 1887, and over the years hundreds more were built or bought. The Big Hill temporary line was to remain the main line for twenty-five years, the improvement project was started in 1906, under the supervision of John Edward Schwitzer, the senior engineer of CPR’s western lines. The first proposal had been to extend the length of the climb and this idea had quickly been abandoned because of the severe risk of avalanches and landslips on the valley side. The route decided upon called for two tunnels driven in three-quarter circles into the valley walls, the higher tunnel, number one, was about one thousand yards in length and ran under Cathedral Mountain, to the south of the original track. When the new line emerged from this tunnel it had doubled back and it then descended the valley side in almost the opposite direction to its previous course before crossing the Kicking Horse River and entering Mount Ogden to the north
17.
Bank engine
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A bank engine or helper engine or pusher engine is a railway locomotive that temporarily assists a train that requires additional power or traction to climb a gradient. Helpers/bankers are most commonly found in mountain divisions, where the grade may demand the use of substantially greater motive power than that required for other grades within the division. Helpers/bankers were most widely used during the age of steam, especially in the American West, the development of advanced braking systems and diesel-electric or electric locomotives has eliminated the everyday need for bankers/helpers in all but a few locations. With the advent of dynamic brakes on electric or diesel-electric locomotives, bankers or helpers were historically positioned at the rear of the train, in which case they also protected against wagons or coaches breaking away from the train and running back downhill. Also, in a role, it was possible for the helper/banker to easily separate once the train had crested the grade. Once separated, the banker would return to a siding or stub so as to clear the mainline, a common practice with knuckle couplers was to remove the knuckle from the front coupler. The locomotive would be brought up behind the last car of the train while the train was moving slowly, the air brake hose would not be coupled. When the train no longer required assistance, the helper/pusher would slow, then reverse and this practice was outlawed in North America after the end of the steam era. Special heavily constructed cabooses were sometimes used in helper areas, ordinary cabooses were built as lightly as practical and might be crushed by the helper/pushers force, which could be as much as 90 tons. The heavy cabooses allowed crews to avoid the procedure of splitting the train just ahead of the caboose. Pushers/helpers were commonly designed to provide power for very short runs. But if it could push enough to get the train to the top of the grade, then it could build up pressure while coasting back down and this practice was common in Europe. Since it was not possible to control a steam locomotive. Careful coordination was required between engine crews to assure that all locomotives were operated in a consistent manner, standard whistle signals were employed to tell the helper crew when to apply power, drift or brake. A misunderstanding of signals by a pusher locomotive crew could result in a wreck if the lead locomotive applied brakes while the bank engine was still applying power. The usual result was that the train would experience a violent run-in, the town of Helper, Utah was named after these engines, as it was where helper engines were kept to assist on the climb to Soldier Summit. In the UK, an engine that was attached to the front of a train to assist with the ascent of an incline was called a pilot locomotive. This differentiated it from the engine which was provided to power the train to its destination
18.
Ore Mountains
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The Ore Mountains or Ore Mountains Range in Central Europe have formed a natural border between Saxony and Bohemia for around 800 years, from the 12th to the 20th centuries. Today, the border between Germany and the Czech Republic runs just north of the main crest of the mountain range, the highest peaks are the Klínovec, which rises to 1,244 metres above sea level and the Fichtelberg. The Ore Mountains are a Hercynian block tilted so as to present a steep face towards Bohemia. They were formed during a process, During the folding of the Variscan orogeny, metamorphism occurred deep underground, forming slate. In addition, granite plutons intruded into the metamorphic rocks, by the end of the Palaeozoic era, the mountains had been eroded into gently undulating hills, exposing the hard rocks. As the rock of the Ore Mountains was too brittle to be folded, it shattered into an independent fault block which was uplifted and tilted to the northwest. This can be clearly seen at a height of 807 m above sea level on the mountain of Komáří vížka which lies on the Czech side, east of Zinnwald-Georgenfeld. This process is known as dissection, the Ore Mountains is geologically considered to be one of the most heavily researched mountain ranges in the world. The main geologic feature in the Ore Mountains is the Late Paleozoic Eibenstock granite pluton and this pluton is surrounded by progressive zones of contact metamorphism in which Paleozoic slates and phyllites have been changed to spotted hornfels, andalusite hornfels, and quartzites. Late Tertiary faulting and volcanism gave rise to basalt and phonolite dikes, Ore veins include iron, copper, tin, tungsten, lead, silver, cobalt, bismuth, uranium, plus iron and manganese oxides. The soils consist of rapidly leaching grus, in the western and central areas of the mountains it is formed from weathered granite. Phyllite results in a loamy, rapidly weathered gneiss in the east of the mountains producing a light soil, today the land is predominantly used for pasture. But it is not uncommon to see near-natural mountain meadows, to the north of the Ore Mountains, west of Chemnitz and around Zwickau lies the Ore Mountain Basin which is only really known geologically. Here there are deposits of coal where mining has already been abandoned. A similar but smaller basin with abandoned coal deposits, the Döhlen Basin, is located southwest of Dresden on the edge of the Ore Mountains. It forms the transition to the Elbe Valley zone, the Ore Mountains are part of a larger mountain system and adjoin the Fichtel Mountains to the west and the Elbe Sandstone Mountains to the east. Past the River Elbe, the chain continues as the Lusatian Mountains. While the mountains slope gently away in the part, the southern slopes are rather steep
19.
Deutsche Reichsbahn
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The company was founded in 1920 as the Deutsche Reichseisenbahnen, and changed its name to German National Railway on 27 June 1921. DR was founded when the Weimar Republic, formally known as Deutsches Reich, took control of the German railways. In 1924 it was reorganised under the aegis of the Deutsche Reichsbahn-Gesellschaft, a private railway company. In 1937 the railway was reorganised again as a state authority, after the Anschluss in 1938 the DR also took over the Bundesbahn Österreich. The East and West German states were founded in 1949, East Germany took over the control of the DR on its territory and continued to use the traditional name Deutsche Reichsbahn, while the railway in West Germany became the Deutsche Bundesbahn. The Austrian Österreichische Bundesbahnen was founded in 1945, and was given its present name in 1947, after the end of the First World War this national imperial railway was taken back by France. A similar attempt failed in 1875 as a result of opposition from the middle powers when Albert von Maybach presented a draft Reich Railway Act to the Bundesrat. In the wake of the stipulations of the Weimar Constitution of 11 August 1919 the state treaty on the foundation of the Deutsche Reichseisenbahnen came into force on 1 April 1920. This resulted in the merger of the state railways of Prussia, Bavaria, Saxony, Württemberg, Baden. Following the plans publication, on 12 February 1924 the Reich government announced the creation of the Deutsche Reichsbahn as an enterprise under the Reich Ministry of Transport. The aim was to earn profits which, in accordance with the Dawes Plan, were to be used to contribute to Germanys war reparations and these terms were later amended in the Young Plan. Nevertheless, the Great Depression and the payment of war reparations put a considerable strain on the Reichsbahn. Not until the Lausanne Conference of 1932 was the Reichsbahn released from its financial obligations, in total, about 3.87 billion Goldmarks was paid in reparations to the Allied powers. The stock already in use had been inherited from the state railways and comprised a great number of designs. In fact, the DRG was unable to procure new stock in the numbers it wanted to both for reasons and due to delays in upgrading the lines to carry higher axle loads. The locomotive classes taken over from the old railways, especially those from the Prussia. They included, for example, the Prussian P8, Prussian P10, Prussian G12, the Bavarian S 3/6 express locomotive even continued in production until 1930. Not until the procurement programme for the wartime Kriegslokomotiven were new locomotives built in large numbers
20.
Cylinder (locomotive)
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The cylinders of a steam locomotive are the components that convert the power stored in the steam into motion. Cylinders may be arranged in different ways. On early locomotives, such as Puffing Billy, the cylinders were often set vertical, the next stage, for example Stephensons Rocket, was to drive the wheels directly from steeply inclined cylinders placed at the back of the locomotive. Direct drive became the standard arrangement, but the cylinders were moved to the front, the front-mounted cylinders could be placed either inside or outside. The reason for this difference is unclear, from about 1920, outside cylinders became more common in the UK but many inside-cylinder engines continued to be built. Inside cylinders give a stable ride with less yaw or nosing. Some designers used inside cylinders for aesthetic reasons, the demand for more power led to the development of engines with three cylinders or four cylinders. As the cylinders are double-acting this gives four impulses per revolution, on a three-cylinder engine, two arrangements are possible, cranks set to give six equally spaced impulses per revolution – the usual arrangement. For a given tractive effort and adhesion factor, a locomotive of this design will be less prone to wheelslip when starting than a 2-cylinder locomotive. Outside cranks set at 90 degrees, inside crank set at 135 degrees and this arrangement was sometimes used on three-cylinder compound locomotives which used the outside cylinders for starting. This will give evenly spaced exhausts when the engine is working compound, two arrangements are also possible on a four-cylinder engine, all four cranks set at 90 degrees. With this arrangement the cylinders act in pairs, so there are four impulses per revolution, most four-cylinder engines are of this type. Pairs of cranks set at 90 degrees with the pair set at 45 degrees to the outside pair. This gives eight impulses per revolution and it increases weight and complexity, by requiring four sets of valve gear, but gives smoother torque and reduces the risk of slipping. This was relatively unusual in British practice but was used on the SR Lord Nelson class, such locomotives are easily distinguished by their exhaust beats, whicb occur at twice the frequency of a normal 2- or 4-cylinder engine. The valve chests or steam chests which contain the slide valves or piston valves may be located in various positions, if the cylinders are small, the valve chests may be located between the cylinders. For larger cylinders the valve chests are usually on top of the cylinders but, in early locomotives, the valve chests are usually on top of the cylinders but, in older locomotives, the valve chests were sometimes located alongside the cylinders and inserted through slots in the frames. This meant that, while the cylinders were outside, the valves were inside, there are many variations in the location of the valve gear
21.
New York Central Railroad
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The New York Central Railroad was a railroad operating in the Northeastern United States. NYCs Grand Central Terminal in New York City is one of its best known extant landmarks, in 1968 the NYC merged with its former rival, the Pennsylvania Railroad, to form Penn Central. That company went bankrupt in 1970 and was taken over by the federal government, Conrail was broken up in 1998, and portions of its system was transferred to the newly formed New York Central Lines LLC, a subsidiary leased to and eventually absorbed by CSX and Norfolk Southern. Those companies lines included the original New York Central main line, but outside that area it included lines that were never part of the New York Central system. At the end of 1925, the New York Central System operated 11,584 miles of road and 26,395 miles of track, at the end of 1967 the mileages were 9,696 miles and 18,454 miles. The Mohawk and Hudson opened on September 24,1831, and changed its name to the Albany, the Utica and Schenectady Railroad was chartered April 29,1833, as the railroad paralleled the Erie Canal it was prohibited from carrying freight. Revenue service began August 2,1836, extending the line of the Albany and Schenectady Railroad west from Schenectady along the side of the Mohawk River, opposite the Erie Canal. The Syracuse and Utica Railroad was chartered May 1,1836, the full line opened July 3,1839, extending the line further to Syracuse via Rome. This line was not direct, going out of its way to stay near the Erie Canal and serve Rome, nothing of that line was ever built, though the later West Shore Railroad, acquired by the NYC in 1885, served the same purpose. The Auburn and Syracuse Railroad was chartered May 1,1834, and opened mostly in 1838, a month later, with the opening of the Syracuse and Utica Railroad, this formed a complete line from Albany west via Syracuse to Auburn, about halfway to Geneva. The Auburn and Rochester Railroad was chartered May 13,1836, as an extension via Geneva and Canandaigua to Rochester. The two lines merged on August 1,1850, to form the rather indirect Rochester and Syracuse Railroad, to fix this, the Rochester and Syracuse Direct Railway was chartered and immediately merged into the Rochester and Syracuse Railroad on August 6,1850. That line opened June 1,1853, running more directly between those two cities, roughly parallel to the Erie Canal. The Tonawanda Railroad, to the west of Rochester, was chartered April 24,1832 to build from said city to Attica. The first section, from Rochester southwest to Batavia, opened May 5,1837, the Attica and Buffalo Railroad chartered in 1836 and opened on November 24,1842, running from Buffalo east to Attica. On March 19,1844, the Tonawanda Railroad was authorized to build the connection, the Albany and Schenectady Railroad bought all the baggage, mail and emigrant cars of the other railroads between Albany and Buffalo on February 17,1848, and began operating through cars. On December 7,1850, the Tonawanda Railroad and Attica and Buffalo Railroad merged to form the Buffalo and Rochester Railroad. A new direct line opened from Buffalo east to Batavia on April 26,1852, the line was added to the New York and Erie Railroad system and converted to the Eries 6 ft broad gauge
22.
Kansas City Southern Railway
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The Kansas City Southern Railway Company, owned by Kansas City Southern, is the smallest and third-oldest Class I railroad in North America still in operation. KCS was founded in 1887 and is operating in a region consisting of ten central U. S. states. Including all trackage owned by wholly owned subsidiaries, KCS owns a total of approximately 9,600 kilometers of track, Kansas City Southern is headquartered in Kansas City, Missouri. Annual revenues as of 2007 were US$1.7 billion with 6,485 employees, as of first quarter 2008, KCSs CEO was Michael R. Haverty. As of August 1,2010, Dave Starling was named the new CEO of KCS, Kansas City Southern company stock trades on the New York Stock Exchange under the symbol KSU. Gateway Eastern Railway Company is an owned subsidiary of KCS. GWER provides rail service over approximately 17 miles of track in the East St. Louis, Illinois area, Kansas City Southern de México, formerly Transportación Ferroviaria Mexicana, is the name of a company dedicated to freight transportation using rail in the north eastern part of Mexico. KCSM is indirectly owned and operated by Kansas City Southern Industries via NAFTA Rail, KCSM owns its own fleet and the rights to operate and maintain a rail system through a concession from the Mexican government. KCSMs rail system consists of 4,235 km in a 17-state region, which serves northeastern and central Mexico, KCSM provides KCS with key routes for handling goods imported into North America. It also has a Pacific coast route to the recently developed deepwater container port of Lázaro Cárdenas. Kansas City Southern Railway operates 5,165 km in a 10-state region of the United States, with major hubs including Kansas City, MO, Shreveport, LA, New Orleans, LA, and Dallas, TX. Among the Class I railroads, KCSR has the shortest route between Kansas City, the second largest rail hub in the country, and the Gulf of Mexico. Norfolk Southern Corporation, through its wholly owned subsidiary, the Alabama Great Southern Railroad, owns a minority interest in MSLLC. NAFTA Rail, S. A. de C. V. is the company for KCSM because at the time KCS purchased KCSM. KCS created this Mexican corporation as a company for KCS ownership in KCSM. NAFTA Rail is wholly owned by Caymex Transportation, Inc. which is owned by KCS, Southern Capital, Development, and Industrial Services Companies, The Southern Capital company consists of bulk storage facilities complete with ocean terminals along with a tie and timber plant. The Southern Development Company is a company that owns various properties. The Panama Canal Railway Company is jointly owned by KCS and Panama Holdings, LLC of Hazel Crest, PCRC provides ocean-to-ocean transshipment service between the Atlantic and Pacific oceans
23.
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
24.
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
25.
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
26.
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
27.
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
28.
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
29.
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
30.
0-4-4T
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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
31.
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
32.
2-4-2
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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
33.
2-4-4T
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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
