1.
South African Class MA 2-6-6-0
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The South African Railways Class MA 2-6-6-0 of 1909 was a steam locomotive from the pre-Union era in the Natal Colony. In 1909, the Natal Government Railways placed a single 2-6-6-0 Mallet articulated compound steam locomotive in service, in 1912, when it was assimilated into the South African Railways, it was renumbered and designated Class MA. As a result of a visit to the United States of America by Natal Government Railways Locomotive Superintendent D. A. One was the NGR Class B America D, later to be designated the Class 3A on the South African Railways, the main advantages of the Mallet locomotive type were articulation and compound expansion. Articulation The object with a locomotive is to distribute traction power over a larger number of driving wheels with a flexible wheelbase. On the Mallet type, the boiler was fixed to the frame of the engine unit. The front engine unit carried the barrel by means of a large supporting bracket, attached to the underside of the barrel and carried on a slide. On curves, the front engine unit could move several inches laterally under the boiler barrel, side control springs acted as a centering device for the engine unit. Compound expansion In a compound locomotive, steam is expanded in phases. By comparison, in the usual arrangement of simple expansion. The NGR 2-6-6-0 Mallet locomotive had Walschaerts valve gear, a bar frame and it was the first articulated compound steam locomotive to enter service in South Africa and its design and large proportions represented a big advance in motive power on Cape gauge. At the time, it was the most powerful locomotive in the country, the front end of the pipe was fitted with an expansion joint near the connection which led to the steam chests of the low-pressure cylinders. The exhaust from the cylinders was carried by a pipe, also 7 1⁄2 inches in internal diameter. Both sets of cylinders had a stroke of 26 inches, an intercepting valve was arranged in the high-pressure cylinder casting, through which the engine could be worked in simplex mode when required. By means of a cock in the cab, the driver could also admit boiler steam to the low-pressure cylinders for additional power while ascending steep inclines. The tender rode on diamond-frame four-wheeled bogies and was equipped with a water gauge on the side of the tender tank. While the results obtained with the Mallet in service were encouraging, even so, the locomotive’s performance was good enough to warrant subsequent orders by the NGR for a further five slightly larger and more powerful compound Mallets. A. Hendrie of the NGR and H. M. Beatty of the Cape Government Railways at the time, the Mallets seemed to choke after a certain speed had been reached, a problem attributed to their long steam pipes and tortuous steam passages
2.
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
3.
NZR E class (1906)
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The New Zealand E class locomotive comprised a single steam locomotive operated by New Zealand Railways from 1906 until 1917. Classified as E66 and nicknamed Pearsons Dream after its designer, the E classification was previously used by the Double Fairlie E class of 1872-75, but the classification was free as they had all been withdrawn by the time E66 entered service. After the withdrawal of E66, E was again re-used on the battery-electric E class of 1922, six special Fell locomotives, the H class, worked the Incline, but after 1897, traffic increases necessitated additional motive power. Initially, two members of the B class were converted from tender locomotives into tank locomotives and reclassified as the WE class and these locomotives proved to be more expensive to operate and used more fuel than the H class. To meet Beatties requirements, Pearson designed E66 as a Mallet articulated locomotive with an arrangement of 2-6-6-0T under the Whyte notation system. Its cylinders were placed at each end instead of one wheelset behind the other allowing one set to be driving forward at all times and it was a Vauclain compound, re-using materials left over from an unsuccessful experiment in the 1890s on N27. The locomotive also used other materials, such as modified F class wheels. The locomotive was built at the Petone Railway Workshops in the Hutt Valley under Pearsons direct supervision and this was the equivalent of a load that would have required two WF class locomotives. The locomotive soon began work on the Incline as intended and was based at Cross Creek Railway Station at the foot of the Incline. It was rated to haul up to 80 tons on the Incline,15 tons higher than the maximum permitted of the H class, however, it was much more costly to operate than the H class and thus ran only two-thirds the annual mileage of the H locomotives. In December 1908, the WMR was purchased by NZR and its Wellington - Manawatu Line was incorporated into the network as part of the North Island Main Trunk Railway. Most traffic from beyond the Wairarapa was re-routed via the old WMR route as it was quicker, accordingly, by 1909, traffic over the Incline was in decline and primarily served the Wairarapa. The traffic volumes thus became manageable for the H locomotives alone, the NIMT contained a steeply graded section between Wellington and Johnsonville and E66 was used to bank trains over this route. However, it had not been designed for work and became unpopular with crews. Due to these problems, it did not meet its designers ambitions, due to its unpopularity in Wellington and increasing tonnages over the Incline due to World War I, E66 was transferred back to Cross Creek in 1916. However, it was only in steam 23 days that year, sometimes for works trains rather than revenue service, in May 1917, it was withdrawn from service, stored, and then dismantled. Its boiler was transferred to Auckland for use as a depot wash-out boiler and used in this capacity until 1931, the locomotive thus did not survive to be preserved. Drawing of E66 by Derek Brown NZR Steam page on E66
4.
New Zealand Railways Department
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The Department was created in 1880 and was corporatised on 1 April 1982 into the New Zealand Railways Corporation. The role of operating the network was subsequently separated from that of the networks construction. From 1895 to 1993 there was a responsible Minister, the Minister of Railways and he was often also the Minister of Public Works. Originally, New Zealands railways were constructed by provincial governments and private firms, the largest provincial operation was the Canterbury Provincial Railways, which opened the first public railway at Ferrymead on 1 December 1863. Following the abolition of the provinces in 1877, the Public Works Department took over the provincial railways. The Railways Department was formed in 1880 during the premiership of Sir John Hall and that year, the private Port Chalmers Railway Company Limited was acquired by the department and new workshops at Addington opened. Ironically, the first few years of NZR were marked by the Long Depression, as a result, the central government passed legislation to allow for the construction of more private railways. A Royal Commission, ordered by Hall, had removed plans for a line on the west coast of the North Island from Foxton to Wellington. The Act had the effect of authorising the Wellington and Manawatu Railway Company to build the Wellington-Manawatu Line, the most important construction project for NZR at this time was the central section of the North Island Main Trunk. Starting from Te Awamutu on 15 April 1885, the section - including the famous Raurimu Spiral - was not completed for another 23 years, the economy gradually improved and in 1895 the Liberal Government of Premier Richard Seddon appointed Alfred Cadman as the first Minister of Railways. The Minister appointed a General Manager for the railways, keeping the operation under tight political control, apart from four periods of government-appointed commissions, this system remained in place until the department was corporatised in 1982. In 1895, patronage had reached 3. 9M passengers per annum and 2. 048M tonnes, NZR produced its first New Zealand-built steam locomotive, W class, in 1889. Along with opening new lines, NZR began acquiring a number of the railways which had built railway lines around the country. In 1886 the Waimea Plains Railway Company acquired, at the same time, a protracted legal battle with New Zealand Midland Railway Company began, and was only resolved in 1898. The partially completed Midland line was not handed over to NZR until 1900, by that time,3,200 km of railway lines were open for traffic. The acquisition in 1908 of the Wellington and Manawatu Railway Company, a new locomotive class, the X class, was introduced in 1909 for traffic on the line. The X class was the most powerful locomotive at the time, gold rushes led to the construction of the Thames Branch, opening in 1898. In 1906 the Dunedin Railway Station was completed, architect George Troup, a. L. Beattie became Chief Mechanical Officer in April 1900
5.
Colony of Natal
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The Colony of Natal was a British colony in south-eastern Africa. It is now the KwaZulu-Natal province of South Africa, fierce conflict with the Zulu population led to the evacuation of Durban, and eventually the Boers accepted British annexation in 1844 under military pressure. A British governor was appointed to the region and many emigrated from Europe. The British established a sugar industry in the 1860s. Farm owners had a difficult time attracting Zulu labourers to work on their plantations, as a result of the importation of Indian labourers, Durban became the home to the largest concentration of Indians outside of India. In 1823 Francis Farewell, formerly a lieutenant in the British navy, with merchants of Cape Town. In the brig Salisbury, commanded by James S. King, the voyage was not successful as a trading venture, but Farewell was so impressed with the possibilities of Natal both for trade and colonization that he resolved to establish himself at the port. He went on with ten companions, among them Henry Francis Fynn, all the rest save Farewell and Fynn speedily returned to the Cape, but the two who remained were joined by three sailors, John Cane, Henry Ogle and Thomas Holstead. On the 27th of the same month Farewell declared the territory he had acquired a British possession, Farewell, King and Fynn made independent settlements at various parts of the bay. Both Dr Smith and Uys travelled overland through Kaffraria, and were received by the English living at the bay. The next step was taken by the settlers at the port, who in 1835 resolved to lay out a town, to all these requests no official answer was returned. The settlers had joined in the year named by Allen Francis Gardiner. With the support of the traders he founded a station on the hill overlooking the bay. In 1837 Gardiner was given authority by the British government to exercise jurisdiction over the traders and they, however, refused to acknowledge Gardiners authority, and from the Cape government he received no support. The next wave of immigration consisted of Voortrekkers fleeing British rule in Cape Colony, in May 1838 the Boers took control of the port and soon afterwards established the Natalia Republic. The Republic suffered from disorganized government and poor relations with the Zulus, on 2 December 1841, Sir George Thomas Napier, governor of Cape Colony, issued a proclamation declaring his intent to resume British military occupation of Port Natal. Most of the Voortrekkers left by 1843, Natal was proclaimed a British Colony in 1843, and administered from the Cape Colony in 1844. However, it was not until the end of 1845 that an administration was installed with Martin West as lieutenant-governor that the power of the Boer Volksraad finally came to an end
6.
American Locomotive Company
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The American Locomotive Company was formed in 1901 by the merger of Schenectady Locomotive Engine Manufactory of Schenectady, New York with seven smaller locomotive manufacturers. The American Locomotive Automobile Company subsidiary designed and manufactured automobiles under the Alco brand from 1905-1913, the company changed its name to Alco Products, Incorporated in 1955. In 1964 the Worthington Corporation acquired the company, the company ceased trading in 1969. Samuel R. Callaway left the presidency of the New York Central Railroad to become president of Alco, when Callaway died on June 1,1904, Albert J. Pitkin succeeded him as president of Alco. In 1904, the American Locomotive Company acquired control of the Locomotive and Machine Company of Montreal, Quebec, Canada, in 1905, Alco purchased Rogers Locomotive Works of Paterson, New Jersey, the second largest locomotive manufacturer in the United States behind Baldwin Locomotive Works. In the post World War II period, Alco operated manufacturing plants only in Schenectady and Montreal, after the American Locomotive Company ceased locomotive manufacturing in the United States in 1969, Montreal Locomotive Works continued to manufacture locomotives based on Alco designs. Alco was the second-largest steam locomotive builder in the United States, among these were a large number of well-known locomotives. Alco built many of the biggest locomotives ever constructed, including Union Pacifics Big Boy, during World War II, Alco produced many 2-10-0 Decapods for the USSR. Many of these were undelivered at the end of the war,75214, is preserved at the Finnish Railway Museum. Though the dual-service 4-8-4 steam locomotive had shown promise,1948 was the last year that steam locomotives were manufactured in Schenectady. These were the seven A-2a class 9400-series Pittsburgh & Lake Erie Railroad 2-8-4 Berkshires and their tenders had to be subcontracted to Lima Locomotive Works, as Alcos tender shop had been closed. The building was converted to diesel locomotive manufacture, to compete with locomotives manufactured by the automobile industry, joseph Burroughs Ennis was a senior vice president between 1917 and 1947 and was responsible for the design of many of the locomotives manufactured. The company diversified into the business in 1906, producing French Berliet designs under license. Production was located at Alcos Rhode Island Locomotive Works in Providence, two years later, the Berliet license was abandoned, and the company began to produce its own designs instead. An Alco racing car won the Vanderbilt Cup in both 1909 and 1910 and competed in the first Indianapolis 500 in 1911, driven on all three occasions by Harry Grant, but, ALCOs automotive venture was unprofitable, and they abandoned automobile manufacture in 1913. The Alco automobile story is notable chiefly as a step in the career of Walter P. Chrysler. In 1911 he left Alco for Buick in Detroit, Michigan, for a list of Alco diesel locomotive models, see List of ALCO diesel locomotives. Although strongly committed to the locomotive, Alco produced the first commercially successful diesel-electric locomotive in 1924 in a consortium with General Electric
7.
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
8.
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
9.
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
10.
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
11.
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
12.
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
13.
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
14.
Rimutaka Incline
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The incline formation is now part of the Rimutaka Rail Trail. The construction of a railway from Wellington to Masterton was authorised in the Railways Act passed on 13 September 1871, julius Vogel, Colonial Treasurer, travelled to England to raise finance for a major public works programme for railway construction. Vogel returned via the United States, where he studied rail systems, after the act of parliament was passed, a survey party set out to make preliminary investigations of possible routes for a railway over the Rimutaka Range. These were complete by December 1870, the party having investigated four routes, a commonality between all the proposals was the section from Upper Hutt to Kaitoki. Between Kaitoke and the Wairarapa, the four proposals were the Tauwharenikau Route, Mr Sinclair’s Route, a coastal route and this survey was forwarded to the Minister for Public Works. In mid-1873 the route to Featherston was chosen after a survey for the route from Upper Hutt to Summit. For the line between Summit and the Wairarapa, several proposals were considered, the first, with gradients up to 1 in 30, was dismissed. It was found that to keep the gradient to no steeper than 1 in 40 and this would have required special rolling stock and heavy earthworks and was thus abandoned. Another proposal was known as the Birch Spur Incline, the Public Works Department engineers investigating this proposal were unable to locate a suitable incline, so this proposal was also abandoned. The last line was an incline with gradients averaging 1 in 15 to be worked by locomotives of an unusual nature. This line was the most favourable from a point of view. The final decision was made by the head of the Public Works Department and he determined that an incline worked by the Fell system would be suitable, and cited the Mont Cenis Pass Railway Railway as an example. Though special locomotives would be required, factors in its favour were that ordinary rolling stock could be used and it was to be the third and last Fell system employing the centre rail for both tractive power and braking, and the longest surviving. Though it was considered to be a measure, it outlasted the second such system in Brazil by 72 years. Construction of the Rimutaka Incline was included in two contracts that were let for the building of the original Wairarapa Line and these contracts were known as the Summit contract and the Incline contract. This contract included the excavation of Summit station yard and related drainage, Summit tunnel and it was the shortest contract of those let for the line, it was finished by the original contractor, and it had the least number of alterations. Work was to start on 12 July 1874 and to be completed by 22 July 1876, Summit yard was a large cut into the hillside,120 feet wide and 500 yards long initially. Excavations removed material to a depth of 15–20 feet, with this fill being dumped on the side of the yard to form level ground
15.
3 ft 6 in gauge railways
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Railways with a track gauge of 3 ft 6 in/1,067 mm were first constructed as horse-drawn wagonways. From the mid-nineteenth century, the 3 ft 6 in gauge became widespread in the British Empire, there are approximately 112,000 kilometres of 1,067 mm gauge track in the world. 1795 One of the first railways to use 3 ft 6 in gauge was the Little Eaton Gangway in England, other 3 ft 6 in gauge wagonways in England and Wales were also built in the early nineteenth century. 1862 In 1862 the Norwegian engineer Carl Abraham Pihl constructed the first 3 ft 6 in gauge railway in Norway,1865 In 1865 the Queensland Railways were constructed. Its 3 ft 6 in gauge was promoted by the Irish engineer Abraham Fitzgibbon,1868 In 1868 Charles Fox asks civil engineer Edmund Wragge to survey a 3 ft 6 in railway in Costa Rica. 1871 In 1871 the Canadian Toronto, Grey and Bruce Railway,1872 In January 1872 Robert Fairlie advocated the use of 3 ft 6 in gauge in his book Railways Or No Railways, Narrow Gauge, Economy with Efficiency v. Broad Gauge, Costliness with Extravagance. 1872 also saw the opening of the first 3 ft 6 in gauge railway in Japan,1873 On 1 January 1873, the first 3 ft 6 in gauge railway was opened in New Zealand, constructed by the British firm John Brogden and Sons. Earlier built 4 ft 8 1⁄2 in and broad gauge railways were converted to the narrower gauge. Also in 1873 the Cape Colony adopted the 3 ft 6 in gauge, after conducting several studies in southern Europe, the Molteno Government selected the gauge as being the most economically suited for traversing steep mountain ranges. Beginning in 1873, under supervision of Railway engineer of the Colony William Brounger, the Cape Government Railways rapidly expanded and the gauge became the standard for southern Africa. 1876 Natal also converted its short 10 kilometres long Durban network from 4 ft 8 1⁄2 in broad gauge prior to commencing with construction of a network across the colony in 1876. Other new railways in Southern Africa, notably Mozambique, Bechuanaland, after 1876 In the late nineteenth and early twentieth century numerous 3 ft 6 in gauge tram systems were built in the United Kingdom and the Netherlands. In Sweden, the gauge was nicknamed Blekinge gauge, as most of the railways in the province of Blekinge had this gauge. An alternate name for this gauge, Cape gauge, is named after the Cape Colony in what is now South Africa, the term Cape Gauge is used in other languages, such as the Dutch kaapspoor, German Kapspur, Norwegian kappspor and French voie cape. After metrication in the 1960s, the gauge was referred to in official South African Railways publications as 1065 mm instead of 1067 mm, the gauge is sometimes referred to as CAP gauge, after C. A. The gauge name Colonial Gauge was used in New Zealand, in Australia the imperial term 3 foot 6 inch is used. In some Australian publications the term medium gauge is also used, in Japan 1,067 mm gauge is referred to as kyōki, which directly translates as narrow gauge. It is defined in metric units, Cape Government Railways Heritage railway List of track gauges Norwegian gauge controversy South African Trains – A Pictorial Encyclopaedia Why Did Japan Choose the 36 Narrow Gauge
16.
Compound locomotive
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A compound locomotive is a steam locomotive which is powered by a compound engine, a type of steam engine where steam is expanded in two or more phases. Colloquially referred to as an engine, the locomotive is only one application of the compounding principle. Compounding became popular for railway locomotives from the early 1880s and by the 1890s were becoming common, large numbers were constructed, mostly two- and four-cylinder compounds, in France, Germany, Austria, Hungary, and the United States. It declined in popularity due to issues and because superheating provided similar efficiencies at lower cost. Nonetheless, compound Mallets were built by the Norfolk and Western Railway right up to 1952. In order to balance piston thrusts of a compound, the HP, LP cylinder volume ratio has to be carefully determined, in non-condensing engines, the HP, LP volume ratio is usually 1, 2¼. On geared locomotives, cylinder volumes can be more or less identical by increasing LP piston speed. Strictly speaking compound only stands for double-expansion, but the term is applied to any multiple-expansion engine. In situations where heavy grades and low axle loads were combined, however, in the past, optimum performance demanded constant attention and expert handling, which usually made single-manning advisable, thus reducing a locomotives availability. At the end of the age, this particular problem was being addressed by Andre Chapelon. This is especially true of locomotives built in the years of the 20th century. Resuperheating was also a feature of L. D, portas prototype 4-8-0 rebuild, Presidente Peron/Argentina. Most other systems employ starting valves of various kinds, another criterion is whether the valve gears of the two groups are wholly independent or linked together in some way. S. A in the early years of the 20th Century, notably on the Santa Fe. Jonathan Hornblower, the grandson of one of Newcomens engine erectors in Cornwall and he was prevented from developing it further by James Watt, who claimed his own patents were infringed. A method to lessen the magnitude of the heating and cooling of a single-expansion steam engine that leads to inefficiency was invented in 1804 by British engineer Arthur Woolf. Woolf patented his stationary Woolf high-pressure compound engine in 1805, the first design of a compound railway locomotive on record belongs to Thomas Craddock, who patented a design for a condensing compound locomotive in 1846. In this system, the two alternated as high and low pressure, with the change-over occurring halfway through each stroke. Two locomotives, one passenger and one goods, were converted to the system, nothing is known of this locomotives subsequent career and it does not appear to have been reproduced
17.
Walschaerts valve gear
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The Walschaerts valve gear is a type of valve gear invented by Belgian railway mechanical engineer Egide Walschaerts in 1844 used to regulate the flow of steam to the pistons in steam engines. The gear is sometimes named without the s, since it was incorrectly patented under that name. It was extensively used in steam locomotives from the late 19th century until the end of the steam era, the Walschaerts valve gear was slow to gain popularity. The Stephenson valve gear remained the most commonly used valve gear on 19th-century locomotives, the first locomotive fitted with the Walschaerts valve gear was built at the Belgian Tubize workshops, and was awarded a gold medal at the 1873 Universal Exhibition in Vienna. In 1874, New Zealand Railways ordered two types of Double Fairlie locomotives from Avonside, both the B class and E class Double Fairlies were fitted with Walschaerts valve gear. This was certainly the first use of technology to be used in New Zealand. The Mason Bogie, a modified Fairlie locomotive of 1874, was the first to use the Walschaerts gear in North America. The first application in Britain was on a Single Fairlie 0-4-4T, exhibited in Paris in 1878 and purchased by the Swindon, Marlborough and Andover Railway in 1883. According to Ahrons, the locomotive saw very little service as nobody seems to have known how to set the valves, in the 20th century, the Walschaerts valve gear was the most commonly used type, especially on larger locomotives. In Europe, its use was almost universal, whilst in North America, the Walschaerts gear outnumbered its closest competitor, heusingers gear was closer to the form generally adopted, but most authorities accept Walschaerts invention as sufficiently close to the final form. The pressure of this provides the driving force. Soon before the space on one side of the starts to contract. In an economical setting, steam is admitted to the space for only part of the stroke, at a point set by the driver. Since the exhaust is also shut, during the rest of the stroke the steam that has entered the cylinder expands in isolation, thus, the most energy available from the steam is used. The Walschaerts valve gear enables the engineer to change the point without changing the points at which intake starts. Economy also requires that the throttle be wide open and that the pressure is at the maximum safe level to maximise thermal efficiency. For economy, an engine is used of a size such that the most economical settings yield the right amount of power most of the time. When greater power is necessary, e. g, with such a setting, when the exhaust opens, the steam in the cylinder is near full boiler pressure
18.
South African Class MB 2-6-6-0
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The South African Railways Class MB 2-6-6-0 of 1910 was a steam locomotive from the pre-Union era in the Colony of Natal. In November 1910, the Natal Government Railways placed five 2-6-6-0 Mallet articulated compound steam locomotives in service, in 1912, when they were assimilated into the South African Railways, they were renumbered and designated Class MB. They were delivered in November of that year and numbered in the range from 337 to 341, like the previous Mallet locomotive, these five had Walschaerts valve gear, bar frames and used saturated steam. In a compound locomotive, steam is expanded in phases, in the compound Mallet locomotive, the rear set of coupled wheels are driven by the smaller high-pressure cylinders which are fed steam from the steam dome. Their spent steam is fed to the larger low-pressure cylinders which drive the front set of coupled wheels. By comparison, in the usual arrangement of simple expansion. These five locomotives joined the first Mallet in banking service, working coal trains between Estcourt and Highlands on the Natal mainline. To relieve coupler strain, they were used in trains and. In 1912, these five locomotives were renumbered in the range from 1602 to 1606 and they had a relatively short service life and were withdrawn from service by 1924. Their early demise was brought forward considerably by the appearance of the Garratt locomotive type on Cape Gauge in 1921
19.
South African Class MC 2-6-6-0
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The South African Railways Class MC 2-6-6-0 of 1912 was a steam locomotive. In 1912, the South African Railways placed ten Class MC Mallet articulated compound steam locomotives with a 2-6-6-0 wheel arrangement in service in Natal and they were delivered and placed in service in May 1912, designated Class MC and numbered in the range from 1607 to 1616. In a compound locomotive, steam is expanded in phases, in the compound Mallet locomotive, the rear set of coupled wheels are driven by the smaller high-pressure cylinders, which are fed steam from the steam dome. Their spent steam is fed to the larger low-pressure cylinders. By comparison, in the usual arrangement of simple expansion. Like the previous Mallets, these ten locomotives had Walschaerts valve gear. The high-pressure cylinders of the engine unit were equipped with piston valves while the low-pressure cylinders of the front engine unit were equipped with slide valves. The Class MC were satisfactory locomotives, but, like the earlier Mallet compounds, two of them, numbers 1612 and 1615, were later equipped with new boilers and superheaters and their coupled wheels were retyred to a diameter of 46 inches. No others were modified in this manner, the Class MC joined the Class MA and MB fleet on the Natal mainline, working heavy coal trains between Estcourt and Highlands. In later years, some were transferred to the Cape Western System, others were transferred to the Witwatersrand for general service and to haul coal on the Witbank line. They were withdrawn from service during 1933
20.
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
21.
South African Class 3 4-8-2
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The South African Railways Class 3 4-8-2 of 1909 was a steam locomotive from the pre-Union era in the Colony of Natal. In 1909, the Natal Government Railways placed the world’s first true Mountain type locomotive in service when five Class B 4-8-2 tender locomotives were commissioned, another 25 were placed in service in 1911. In 1912, when they were assimilated into the South African Railways, the Mountain wheel arrangement went on to become the most numerous steam locomotive wheel configuration in use in South Africa. With increasing coal traffic in Natal, the demand arose for more powerful locomotives, the Class B of 1909, also known as the Hendrie D, was a heavy 4-8-2 locomotive, designed by Natal Government Railways Locomotive Superintendent D. A. Hendrie. They entered service in October 1909 and were put to work to handle traffic on the upper Natal mainline. The locomotive design was based on Hendries Class B 4-8-0 in its form of 1906 as the Altered Hendrie B 4-8-2. To accomplish this, the frame was equipped with a bridle casting at the rear to accommodate the larger firebox. Five locomotives were built by the North British Locomotive Company and delivered in 1909, the first five locomotives were delivered with the first Type TJ tenders, which had a 6 long tons coal and 3,500 imperial gallons water capacity. They were put to work between Estcourt and Charlestown on the Transvaal border, where they hauled loads of 225 long tons. They proved to be successful in use, which led to an order for another 25 locomotives from NBL in 1910. These were delivered in 1911 and numbered in the range from 345 to 369 on the NGR roster. They were identical to the first batch of engines in all respects, except that they had Type TM tenders, the locomotives were equipped with Pyle National Electric headlights. They were the worlds first true Mountain type tender locomotives, having been designed, earlier Natal 4-8-2 locomotives were modified from a different original wheel arrangement. The boilers which were used on these locomotives were, at the time, like the altered NGR Class B of 1906 on which it was based, these locomotives used saturated steam and had plate frames. They used Walschaerts valve gear with flat D gunmetal type valves, since they were built without superheaters, the bore of their slide valves were 1⁄2 inch larger than those on the altered Class B of 1906 to compensate for the additional weight of the locomotive. The boiler, of which the barrel was 11⁄16 inch thick, was fitted with four Ramsbottom safety valves,3 1⁄2 inches in diameter. It was fed by two injectors, arranged on the underside of the footplate at the sides, with the valves placed on the back of the firebox. The Belpaire firebox was constructed with a rake of the throat
22.
South African Class MC1 2-6-6-0
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The South African Railways Class MC1 2-6-6-0 of 1914 was a steam locomotive. In 1914, the South African Railways placed fifteen Class MC1 Mallet articulated compound steam locomotives with a 2-6-6-0 wheel arrangement in service, orders for an improved version of the Class MC were placed with the North British Locomotive Company in 1913. When the fifteen locomotives were delivered and placed in service in May 1914, they were designated Class MC1, the Class MC1 were duplicates of the Class MC in most respects, to the extent that the majority of spare parts for the two classes were interchangeable. The high-pressure cylinders of the engine unit were equipped with piston valves while the low-pressure cylinders of the front engine unit were equipped with slide valves. The result was a better performing locomotive with an increased tractive effort brought about by the larger cylinders. The locomotives were delivered with Type MP1 tenders with a capacity of 10 long tons. The same tender was used by altogether sixteen locomotive Classes, when the coupled wheel tyres had to be renewed, the diameter of the wheels was increased from 45 1⁄2 inches to 46 inches. This reduced the effort from 46,414 pounds-force at 50% of boiler pressure to 45,900 pounds-force. The Class MC1 was placed in service on the line from Witbank to Germiston. In later years, some saw service on the Natal mainline. A number of them were transferred to the Cape Western System where they served as banking engines up the Hex River Railpass between De Doorns and Touws River, the locomotives were all finally withdrawn from service and scrapped during 1937. The main picture shows driver Kok with his locomotive, c,1930, while the following serve to illustrate both sides of the locomotive as well as the lined livery which was in use on the SAR when the locomotives were introduced
23.
South African Class MJ 2-6-6-0
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The South African Railways Class MJ 2-6-6-0 of 1914 was a steam locomotive. Between 1914 and 1921, the South African Railways placed eighteen Class MJ Mallet articulated compound steam locomotives with a 2-6-6-0 wheel arrangement in line service. The order for the eight was then transferred to the North British Locomotive Company in Scotland. The entry for the Mallets in the NBL works register shows them as ordered on 20 April 1915 and those dates are probably ex works dates rather than actual delivery dates. These eight locomotives were delivered in 1921, numbered in the range from 1674 to 1681, the locomotives had Walschaerts valve gear and were superheated, using the Schmidt type superheater. Unlike most of the other SAR Mallet classes, which had round-topped fireboxes, the four cylinders were arranged outside the 4 inches thick bar frames. The locomotives were delivered with Type MP1 tenders with a capacity of 10 long tons. The same tender was used by fifteen other SAR locomotive Classes. Day was the CME of the SAR, the Classes MJ and MJ1 were modified slightly to be reboilered with the standard boiler. With its light axle loading, the Class MJ was intended for branch line working, most of them were placed in service in the Eastern Cape, but four went to Natal and are believed to have worked on the Eshowe branch line. They gave satisfactory service on the Cape Eastern System where the speeds required on the sections over which they worked enabled them to give reasonably good results. Two of the locomotives, NBL-built no.1655 and Maffei-built no,1674, had the distinction of being the last two Mallet engines to remain in SAR service. The known works numbers for the eight NBL-built locomotives are recorded as 21248 to 21255, works numbers 21256 to 21275 of twenty named 4-6-0 locomotives built for the London and North Western Railway between October 1915 and January 1916. In the official NBL builders list, the Paris-Orleans 2-8-2Ts are shown as ordered in September 1915 and their duplicated works numbers are listed as progressive numbers 21246A to 21275A. The builders, works numbers, years of entering service and engine numbers of the Class MJ are listed in the table
24.
Belpaire firebox
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The Belpaire firebox is a type of firebox used on steam locomotives. It was invented by Alfred Belpaire of Belgium in 1864, today it generally refers to the shape of the outer shell of the firebox which is approximately flat at the top and square in cross-section. The flat firebox top would make supporting it against pressure more difficult compared to a round-top, however the use of a similarly shaped square outer boiler shell allows simpler perpendicular stays to be used between the shells. The Belpaire outer firebox is, nevertheless, more complicated and expensive to manufacture than a round-top version, stays are used to support the surfaces against the high pressure between the outside wall and the interior firebox wall, and partially to conduct heat into the boiler interior. In some boiler designs, the top of the boiler is cylindrical above the firebox, matching the contour of the rest of the boiler and those features are difficult to build and weaken the boilers structure. This arrangement gives the firebox end of the boiler a squarer shape, many locomotives with a Belpaire firebox dispense with a steam dome because steam can be collected at the top corners of the firebox. As boilers were made larger, approaching the limit of the British loading gauge, in the USA, the Belpaire firebox was introduced in about 1882 or 83 by R. P. C. Sanderson, who at the time was working for the Shenandoah Valley Railway, Sanderson was an Englishman who had attained his engineering degree from Cassel in Germany in 1875. Having obtained knowledge of a form of locomotive boiler, Sanderson wrote to an old acquaintance from his college days who was working at the Henschel locomotive factory at Cassel. He sent Sanderson a tracing of Henschels latest Belpaire boiler and this was the beginning of the use of this type of locomotive boilers in the United States. The Pennsylvania Railroad used Belpaire fireboxes on nearly all of its steam locomotives
25.
Maffei (company)
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Maffei was a manufacturer of railway locomotives based in Munich, Germany. Established in 1836, it prospered for nearly a century before going bankrupt in 1930, following another seventy years of prosperity Krauss-Maffei merged with Demag and Mannesmann in 1999, the resulting conglomerate in turn being sold to Siemens AG. Perhaps J. A. Maffeis most famous product was the S3/6 4-6-2 locomotive of 1908, in 1836, Joseph Anton, Ritter von Maffei established the J. A. Maffei locomotive works in the English Garden district of Munich. The aim was to make Bavaria competitive in the machine industry, from these small beginnings a world-renowned locomotive works eventually developed. Maffei, amongst other things, involved itself with the building of the Augsburg Munich line, Maffei, at Lake Starnberg, built their first steamer Maximilian. By 1926 they had built 44 steam ships, in 1864 they delivered their 500th locomotive. Maffei, as a Munich town councillor, was praised for the building of the Hotel Bayerischer Hof, well-known products of the locomotive works are the Bavarian S 2/6 express locomotive which held the 1907 German speed record of 154.5 km/h) and the Bavarian S 3/6. Examples of the S 3/6 are preserved in the Deutsches Museum in Munich, in 1930 the form of J. A. Maffei went into bankruptcy and in 1931 merged with the Krauss Company to form Krauss-Maffei. The Maffei mansion in Feldafing, by Lake Starnberg, today houses a museum, Krauss-Maffei developed from the 1931 union of the two Munich companies Maffei and Krauss & Co. Both had built major German locomotives, Maffei also built steam driven vehicles. The headquarters of the remain in Munich. Maffei to this day remains a major producer, having outshopped some 10000 Leopard tanks since the 1950s. Many Nato allies have used them, with the commencement of German rearmament the military product range technology was revived. In 1963 Krauss Maffei developed the Leopard, Production of the AAA armored vehicle commenced in1976, the company had produced injection moulding equipment since 1957. In 1964 the company Eckert & Ziegler GmbH was taken over, in 1986 the plastics equipment division was separated and became Krauss Maffei Plastics Engineering, and in 2000 took over the relevant trademarks. Krauss Maffei merged with Demag and Mannesmann in 1999 and in turn the new conglomerate was sold to Siemens AG, co-operation between Wegmann and Krauss Maffei was already well established. Wegmann had supplied the turrets, among other things, for many Krauss Maffei tanks, the tank family comprises not only battle tanks but also combat engineering vehicles, air defense, artillery and reconnaissance and transportation tanks
26.
World War I
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World War I, also known as the First World War, the Great War, or the War to End All Wars, was a global war originating in Europe that lasted from 28 July 1914 to 11 November 1918. More than 70 million military personnel, including 60 million Europeans, were mobilised in one of the largest wars in history and it was one of the deadliest conflicts in history, and paved the way for major political changes, including revolutions in many of the nations involved. The war drew in all the worlds great powers, assembled in two opposing alliances, the Allies versus the Central Powers of Germany and Austria-Hungary. These alliances were reorganised and expanded as more nations entered the war, Italy, Japan, the trigger for the war was the assassination of Archduke Franz Ferdinand of Austria, heir to the throne of Austria-Hungary, by Yugoslav nationalist Gavrilo Princip in Sarajevo on 28 June 1914. This set off a crisis when Austria-Hungary delivered an ultimatum to the Kingdom of Serbia. Within weeks, the powers were at war and the conflict soon spread around the world. On 25 July Russia began mobilisation and on 28 July, the Austro-Hungarians declared war on Serbia, Germany presented an ultimatum to Russia to demobilise, and when this was refused, declared war on Russia on 1 August. Germany then invaded neutral Belgium and Luxembourg before moving towards France, after the German march on Paris was halted, what became known as the Western Front settled into a battle of attrition, with a trench line that changed little until 1917. On the Eastern Front, the Russian army was successful against the Austro-Hungarians, in November 1914, the Ottoman Empire joined the Central Powers, opening fronts in the Caucasus, Mesopotamia and the Sinai. In 1915, Italy joined the Allies and Bulgaria joined the Central Powers, Romania joined the Allies in 1916, after a stunning German offensive along the Western Front in the spring of 1918, the Allies rallied and drove back the Germans in a series of successful offensives. By the end of the war or soon after, the German Empire, Russian Empire, Austro-Hungarian Empire, national borders were redrawn, with several independent nations restored or created, and Germanys colonies were parceled out among the victors. During the Paris Peace Conference of 1919, the Big Four imposed their terms in a series of treaties, the League of Nations was formed with the aim of preventing any repetition of such a conflict. This effort failed, and economic depression, renewed nationalism, weakened successor states, and feelings of humiliation eventually contributed to World War II. From the time of its start until the approach of World War II, at the time, it was also sometimes called the war to end war or the war to end all wars due to its then-unparalleled scale and devastation. In Canada, Macleans magazine in October 1914 wrote, Some wars name themselves, during the interwar period, the war was most often called the World War and the Great War in English-speaking countries. Will become the first world war in the sense of the word. These began in 1815, with the Holy Alliance between Prussia, Russia, and Austria, when Germany was united in 1871, Prussia became part of the new German nation. Soon after, in October 1873, German Chancellor Otto von Bismarck negotiated the League of the Three Emperors between the monarchs of Austria-Hungary, Russia and Germany
27.
South African Class MJ1 2-6-6-0
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The South African Railways Class MJ1 2-6-6-0 of 1918 was a steam locomotive. In 1918, the South African Railways placed eight Class MJ1 Mallet articulated compound steam locomotives with a 2-6-6-0 wheel arrangement in line service. Eight of these branch line locomotives were built and delivered by MLW in November 1918, the locomotives were superheated, had Walschaerts valve gear and, like the Class MJ Mallets, had Belpaire fireboxes, but slightly larger boilers. When compared to the Class MJ, a feature of the Class MJ1 was the sandbox which was mounted on top of the boiler to the rear of the steam dome in North American style. In general appearance, they bore a resemblance to the Class 14C. During 1922, the wheels were retyred and their diameter was increased from 42 1⁄2 inches to 42 3⁄4 inches. Day was the CME of the SAR, the Classes MJ, the Class MJ1 was the last Mallet locomotive class to be placed in service by the SAR. All the Railway’s subsequent new articulated locomotives were to be Garratts, Modified Fairlies, the Class MJ1 was also intended for branch line working and joined the Class MJ Mallets in service in the Eastern Cape. All eight were still in service by March 1948, but they were all withdrawn from service by 1960
28.
Montreal Locomotive Works
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Montreal Locomotive Works was a Canadian railway locomotive manufacturer which existed under several names from 1883 to 1985, producing both steam and diesel locomotives. For a number of years it was a subsidiary of the American Locomotive Company, mLWs headquarters and manufacturing facilities were located in Montreal, Quebec. In 1901, the American Locomotive Company headquartered in Schenectady, New York, was formed by the merger of several struggling locomotive manufacturers, Alco purchased the Locomotive & Machine Company of Montreal in 1904 to tap into the Canadian market with its emerging designs. The Montreal subsidiary was renamed Montreal Locomotive Works several years later, MLW became an exclusive Alco design shop and acquired a substantial portion of the Canadian steam locomotive market. The period of expansion between 1900 and 1915 was unprecedented in Canada, with many new orders for locomotives from various domestic manufacturers. Protective customs tariffs also discouraged Canadian railways from purchasing American-built locomotives for use in Canada, several bankrupt private systems, including the Grand Trunk and Canadian Northern, were nationalized in the years 1918–22. Merged with the federally owned Intercolonial, they formed the federal Crown corporation Canadian National Railways, the federal government mandated that the new, larger public company purchase locomotives from all Canadian manufacturers to discourage domination of the market by any one manufacturer. Between 1918 and the period after World War II, Canadian National modernized its steam locomotive fleet by replacing many of the units it received from its constituent railways, MLW was a major beneficiary of these purchases, along with the Canadian Locomotive Company of Kingston, Ontario. Following World War II, MLW and other locomotive builders reverted to building locomotives, MLW continued to benefit from Canadas restrictive trade policies which prevented a flood of U. S. imports. However, the switch from steam to diesel-electric locomotive production opened the door to new competitors, in 1949, the Electro-Motive Division of General Motors established a Canadian subsidiary named General Motors Diesel Division in London, Ontario. Westinghouse was the supplier of Baldwins electrical transmission components. After Baldwin folded, CLC became a licensee of Fairbanks-Morse and manufactured a number of F-M designs for the Canadian market, CLC was also responsible for building General Electric industrial switchers. General Electric did not enter the road market in the United States until the late 1950s. In 1960, MLW was awarded the contract to build 36 new subway cars for the Toronto Transit Commission, the M1 Series Subway Cars were notable for being the first ever rapid transit vehicles to be designed and built in Canada. They were also an improvement over the rolling stock, being lighter and faster. MLWs venture into rapid transit would be short lived, as the Toronto Transit Commission opted for Hawker Siddeley Canada vehicles from the mid-1960s onwards, in 1951, MLW began to build Alco-GE cab-units for freight and passenger service. Canadian railways continued to rely heavily upon steam locomotives throughout the 1950s, nevertheless, as in Canada, some Class 1 American railroads continued to use modern steam power through 1959, including the Norfolk & Western Railway and the Union Pacific Railroad. However, with some isolated exceptions, and as in the United States, throughout the 1960s, Canadian National Railway continued to implement purchase policies drafted by its government owners which spread procurement among the manufacturers
29.
Denver and Salt Lake Railway
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The Denver, Northwestern and Pacific Railway was a U. S. railroad company in Colorado. By the time the company was acquired by the Denver and Rio Grande Western Railroad it was known as the Moffat Tunnel Route. The portions still in use today are known as the Moffat Tunnel Subdivision of Union Pacific Railroads Central Corridor, prior to the lines construction there was no direct line west of Denver, with rail traffic having to detour south to Pueblo or north to Cheyenne. The line initially featured an arduous grade over Rollins Pass, until the pass was bypassed by the Moffat Tunnel. The Denver, Northwestern and Pacific Railway was first incorporated on July 18,1902, by David H. Moffat, Walter S. Cheesman, William Gray Evans, Charles J. Hughes, Jr. George E. Ross-Lewin, S. M. David H. Moffat and his business associates established the Denver, Northwestern and it originated in Denver, and was planned to terminate in Salt Lake City, Utah. Construction began on December 18,1902, the DN&P started north up the Front Range of the Rockies towards Boulder. This ascent to the point where the line turned west, is an example of exceptional mountain railroad surveying. Sumner, needing to enter South Boulder Canyon as high as possible, to do this, he laid out an efficient route to gain the necessary altitude that features the now famous Big Ten Curve. The climb to the Continental Divide required 33 tunnels that were several hundred feet long, the tracks did not reach the western end of the Tolland area until 1903. Once completed, the 33 tunnels between Denver and Tolland are closer together than any other tunnels on any line in the US. Rollins Pass was next over the divide at Corona, at an elevation 11,680 feet, originally, Moffat had planned to build a tunnel through the worst part of the pass, but his plans failed. Instead, the DNW&P tracks climbed Rollins Pass with a series of switch back loops requiring steep grades, the line over the pass was 23 miles long, with a 4% grade at many locations, and was the highest mainline railroad ever constructed in North America. A small rail stop called Corona was established at the top of the pass, with a restaurant and lodging, trains were often stranded for several days during heavy Winter snows. Removing snow from the line made it unprofitable to operate. The line was complete to Arrow by the winter of 1904, in the spring of 1905, the tracks were completed to Fraser. From there, the tracks went through Tabernash, Granby, Hot Sulphur Springs, Byers Canyon and then Parshall, the town of Kremmling, Colorado, was reached in July 1906. The tracks then went west through the Gore Canyon past Radium and these tracks reached Steamboat Springs in the Winter of 1909
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Denver and Rio Grande Western Railroad
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The Denver & Rio Grande Western Railroad, often shortened to Rio Grande, D&RG or D&RGW, formerly the Denver & Rio Grande Railroad, was an American Class I railroad company. The railroad started as a 3 ft narrow gauge line running south from Denver and it served mainly as a transcontinental bridge line between Denver, and Salt Lake City, Utah. The Rio Grande was also a major origin of coal and mineral traffic, the Rio Grande was the epitome of mountain railroading, with a motto of Through the Rockies, not around them and later Main line through the Rockies, both referring to the Rocky Mountains. The D&RGW operated the highest mainline rail line in the United States, over the 10,240 feet Tennessee Pass in Colorado, and the routes through the Moffat Tunnel. At its height in the mid-1880s, the D&RG had the largest narrow gauge network in North America with 2,783 miles of track interconnecting the states of Colorado, New Mexico. Known for its independence, the D&RGW operated the last private intercity passenger train in the United States, the Rio Grande Zephyr, the Rio Grande operated as a separate division of the Southern Pacific, until that company was acquired by the Union Pacific Railroad. Today, most former D&RGW main lines are owned and operated by the Union Pacific while several lines are now operated as heritage railways by various companies. The Denver & Rio Grande Railway was incorporated on October 27,1870 by General William Jackson Palmer, Narrow gauge was chosen in part because construction and equipment costs would be relatively more affordable when weighed against that of the prevailing standard gauge. Eventually the route of the D&RG would be amended and added to as new opportunities, feverish, competitive construction plans provoked the 1877–1880 war over right of way with the Atchison, Topeka and Santa Fe Railway. Both rivals hired gunslingers and bought politicians while courts intervened to bring settlement to the disagreements. In March 1880, a Boston Court granted the AT&SF the rights to Raton Pass, the D&RGs possession of this route allowed quick access to the booming mining district of Leadville, Colorado. By late 1880 William Bell had begun to organize railway construction in Utah that would become the Palmer controlled Denver & Rio Grande Western Railway in mid-1881, the intention of the D&RGW was to work eastward from Provo to an eventual link with westward bound D&RG in Colorado. This physical connection was realized near Green River, Utah on March 30,1883, General Palmer would continue as president of the Utah line until retirement in 1901. The D&RG built west from Pueblo reaching Cañon City in 1874, the line through the Royal Gorge reached Salida on May 20,1880 and was pushed to Leadville later that same year. From Salida, the D&RG pushed west over the Continental Divide at the 10,845 feet Marshall Pass, from Gunnison the line entered the Black Canyon of the Gunnison River passing the famous Curecanti Needle seen in their famous Scenic Line of the World Herald. The tracks left the difficult canyon at Cimmaron and passed over Cerro Summit. The line from Pueblo to Leadville was upgraded in 1887 to three rails to accommodate narrow gauge and standard gauge operation. Narrow gauge branch lines were constructed to Crested Butte, Lake City, Ouray, the route over Tennessee Pass was known for steep grades, and it was not uncommon to see trains running with midtrain and rear-end helpers
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Rollins Pass
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Rollins Pass, elevation 11,660 ft, is a mountain pass in the Rocky Mountains of north-central Colorado in the United States. The pass is located on and traverses the continental divide at the crest of the Front Range southwest of Boulder, and is at the boundaries of Grand, Gilpin, Rollins Pass was added to the National Register of Historic Places in 1997. Rollins Pass sits approximately five miles east and opposite the popular ski area in Winter Park, the Boulder Wagon Road, which predates the rail route, employed much of what would later become Rollins Pass. The pass is traversed by two unpaved roads, mostly the former roadbed of the Denver, Northwestern, and Pacific Railway, since then, the tunnel was sealed by Boulder County and the United States Forest Service. The BWR is a road not suited to lower clearance two-wheel-drive vehicles. Although open prior to 2008 and in condition, this road remains to this day a subject of much controversy. In 2002 the James Peak Wilderness and Protection Area Bill was passed by Congress, Boulder County officials and the USFS-Boulder Ranger District have resisted the wording of the law and have closed the BWR. The reopening of the BWR, and/or repair of the Rollins Pass Road, Rollins Pass is a popular recreational location for its spectacular views, wildflowers, hiking, and photography during the summer months. Official snowmobile tours follow much of the road from Arrow. However, the tour does not go higher than Ptarmigan Point, Winter snows make reaching these points impossible after early October. There are no facilities on either side of the pass, since usage of Rollins Pass is currently classified as heavy by the United States Forest Service, parking can be limited at designated parking sites. The only access to the actual Rollins Pass from the east is via the disputed 4WD BWR due to the tunnel closure, from Rollinsville to East Portal, the road is an all-weather gravel road, with some chattery washboard sections, which can be traveled by regular automobiles. However, beyond East Portal the road very rough due to lack of maintenance. Although not steep or loose, it is recommended that a high clearance 4WD vehicle be used and this section of road is open to just beyond Jenny Lake where there is a concrete barricade approximately one half mile before the Needles Eye Tunnel. The road is open for hiking beyond the barricade to the entrance of the tunnel. Native Americans were the first to utilize Rollins Pass as a natural, low crossing over the Continental Divide for the purposes of hunting of large game, including big-horn sheep. There are more than 96 documented game drives, including the Olson Game Drive, found largely above timberline, handmade rock walls drove prey towards hunters waiting in blinds. These unique high-altitude constructs were built, refined, and continually used over millennia, the Olson site is a multi-component rock walled game drive and is but one part of a much larger game drive complex located on Rollins Pass
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Moffat Tunnel
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The Moffat Tunnel is a railroad and water tunnel that cuts through the Continental Divide in north-central Colorado. Named after Colorado railroad pioneer David Moffat, the tunnels first railroad traffic passed through in February 1928 and it follows the right-of-way laid out by Moffat in 1902 while he was seeking a better and shorter route from Denver to Salt Lake City. The water tunnel and the railroad tunnel parallel each other, the tunnel delivers a portion of Denvers water supply. The eastern portal is about 50 miles west of Denver in the Front Range, about 10 miles west of the town of Rollinsville, the West Portal is near the Winter Park Resort ski area at 39°53′15″N 105°45′41″W. The railroad tunnel is 24 feet high,18 feet wide, the apex of the tunnel is at 9,239 feet above sea level. The tunnel has a gradient of 1 in 125, the tunnel was the brainchild of David Moffat of the Denver, Northwestern and Pacific railroad as early as 1902. The original DNW&P tracks climbed Rollins Pass with a series of switch back loops with a steep 4% grade, snow removal on the original line made it unprofitable to operate. The issue was defeated in a decision which ruled that Denver did not have the constitutional right to enter into a joint venture to construct the tunnel with a private corporation. In 1920 a bill was introduced in the legislature to build three tunnels under Monarch Pass, Cumbres Pass, and Rollins Pass. The various regions of the state could not come to agreement, blocking this legislation would ultimately backfire, when Denver was finally able to secure financing for its tunnel. In early 1922 Denvers lawmakers in the legislature found an opening. Pueblo had been devastated by a flood, and Gov. Oliver Henry Shoup called a session of the legislature. Denver lawmakers now had power over Pueblo and they would vote for emergency funding for the beleaguered town in return for legislation authorizing the issuance of bonds for Denvers tunnel. A deal was struck, and on April 29, the Moffat Tunnel Improvement District was created, the district boundaries included the City and County of Denver, and all or portions of the counties traversed by the Denver and Salt Lake Railway. The district had the authority to levy taxes and issue bonds backed by real estate within the district, the following summer, bonds were sold and construction began. The bonds were paid off in December 1983, but the commission continued to exist until 1998. It was finally disbanded after a series of political intrigues related to the Winter Park Resort, in 1988, Rio Grande Industries, the company that controlled the Denver and Rio Grande Western Railroad, purchased the Southern Pacific Railroad. The combined company took the Southern Pacific name because of its recognition among shippers
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Virginian Railway
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The Virginian Railway was a Class I railroad located in Virginia and West Virginia in the United States. The VGN was created to transport high quality bituminous coal from southern West Virginia to port at Hampton Roads. When Page was blocked by collusion of the railroads, who refused to grant reasonable rates to interchange the coal traffic. In this name, they secured the right-of-way needed all the way across Virginia to reach Hampton Roads, the two projects were legally joined and renamed the Virginian Railway in early 1907. Despite efforts to stop them, they built the Mountains to Sea railroad right under the noses of the big railroads. Completed in 1909, the Virginian Railway was largely financed through Rogers personal fortune and it was a modern well-engineered railroad with all-new infrastructure and could operate more efficiently than its larger competitors. Throughout a profitable 50-year history, VGN continued the Page-Rogers philosophy of paying up front for the best and it achieved best efficiencies in the mountains, rolling piedmont, and flat tidewater terrain. Known for operating some of the largest and best steam, electric, the Virginian Railway was conceived early in the 20th century by two men. One was a brilliant civil engineer, coal mining manager, and entrepreneur and his partner was millionaire industrialist, Henry Huttleston Rogers. It was a time when railroads were under the common control of a few powerful developers. The Virginian was considered a folly at the time of construction, as so much capital was spent on making the railroad as flat and straight as possible, As though the Virginia hills did not exist. In the long run proved to be a very profitable route as operating costs were low due to the relative lack of grades. William Nelson Page was a engineer and entrepreneur. Col. Page was one of the successful men who developed West Virginias rich bituminous coal fields in the late 19th and early 20th centuries. With his training and experience as a engineer, Page was exceptionally well prepared to capitalize on southern West Virginias hidden wealth. Former West Virginia Governor William A. MacCorkle described him as a man who knew the land as a farmer knows his fields and he was also an energetic entrepreneur. Author H. Reid summed it up by labeling Col. Page The idea man from Ansted, Henry Huttleston Rogers was a financier and industrialist who had grown up in Fairhaven, Massachusetts, the son of Rowland Rogers, a former ship captain, bookkeeper, and grocer. He began working while young, and had helped part-time in his fathers grocery store, after graduating from high school, Rogers got experience as a brakeman on the Fairhaven Branch Railroad while saving his money
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Steam engine
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A steam engine is a heat engine that performs mechanical work using steam as its working fluid. Steam engines are combustion engines, where the working fluid is separate from the combustion products. Non-combustion heat sources such as power, nuclear power or geothermal energy may be used. The ideal thermodynamic cycle used to analyze this process is called the Rankine cycle, in the cycle, water is heated and transforms into steam within a boiler operating at a high pressure. When expanded through pistons or turbines, mechanical work is done, the reduced-pressure steam is then exhausted to the atmosphere, or condensed and pumped back into the boiler. Specialized devices such as hammers and steam pile drivers are dependent on the steam pressure supplied from a separate boiler. The use of boiling water to mechanical motion goes back over 2000 years. The Spanish inventor Jerónimo de Ayanz y Beaumont obtained the first patent for an engine in 1606. In 1698 Thomas Savery patented a steam pump that used steam in direct contact with the water being pumped, Saverys steam pump used condensing steam to create a vacuum and draw water into a chamber, and then applied pressurized steam to further pump the water. Thomas Newcomens atmospheric engine was the first commercial steam engine using a piston. In 1781 James Watt patented an engine that produced continuous rotary motion. Watts ten-horsepower engines enabled a range of manufacturing machinery to be powered. The engines could be sited anywhere that water and coal or wood fuel could be obtained, by 1883, engines that could provide 10,000 hp had become feasible. The stationary steam engine was a key component of the Industrial Revolution, the aeolipile described by Hero of Alexandria in the 1st century AD is considered to be the first recorded steam engine. Torque was produced by steam jets exiting the turbine, in the Spanish Empire, the great inventor Jerónimo de Ayanz y Beaumont obtained a patent for the first steam engine in history in 1603. Thomas Savery, in 1698, patented the first practical, atmospheric pressure and it had no piston or moving parts, only taps. It was an engine, a kind of thermic syphon, in which steam was admitted to an empty container. The vacuum thus created was used to water from the sump at the bottom of the mine
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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
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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
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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
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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
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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
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