1.
Bristol and Exeter Railway 4-2-4T locomotives
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The 14 Bristol and Exeter Railway 4-2-4T locomotives were broad gauge 4-2-4T steam locomotives built to three different designs. The first entered service in 1853, the Bristol and Exeter Railway was amalgamated into the Great Western Railway on 1 January 1876, and the last of the 4-2-4Ts was withdrawn in 1885. The distinctive designs by James Pearson, the companys engineer, featured single large flangeless driving wheels. The water was carried in well and back tanks, leaving the boilers exposed in the same way as tender locomotives. The three types are distinguished by the size of driving wheel, the early 9-foot-diameter wheels being replaced by ones on later designs. 3940414243444546 The first of Pearsons 4-2-4Ts were eight locomotives built by Rothwell, the large wheels gave these locomotives a good turn of speed,81.8 mph being reported on one train descending Wellington Bank in Somerset. 12 GWR No.200529 GWR No, No.29 was the first locomotive built at the Bristol and Exeter Railways new Bristol workshops in 1859. It had slightly larger 17-inch-diameter cylinders and a 25-foot-2 1⁄2-inch wheelbase, when withdrawn in 1885 it was the end of Pearsons 4-2-4Ts. No.12 followed in 1862 and returned to 16 1⁄2-inch cylinders and had a slightly shorter 25-foot-1-inch wheelbase. 39 GWR No.200140 GWR No.200241 GWR No.200342 GWR No.2004 Four of the 9-foot locomotives were replaced by these renewals, built in the Bristol and Exeter Railway workshops at Bristol. A pair of their new 8-foot-10-inch-diameter driving wheels can be seen at Swindon Steam Railway Museum,39, recently renumbered as GWR2001, derailed at Long Ashton near Bristol on 27 July 1876 and was withdrawn from service. While the poor condition of the track was a contributing factor, the Locomotives of the Great Western Railway, Part 2, Broad Gauge. The Railway Correspondence and Travel Society, BER 4-2-4 Pearson Tank Drawings part 1. BER 4-2-4 Pearson Tank Drawings part 2, BER 4-2-4 Pearson Tank Drawings part 3
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.
Bristol and Exeter Railway
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The Bristol & Exeter Railway was an English railway company formed to connect Bristol and Exeter. It was built on the gauge and its engineer was Isambard Kingdom Brunel. It opened in stages between 1841 and 1844 and it was allied with the Great Western Railway, which built its main line between London and Bristol, and in time formed part of a through route between London and Cornwall. At first it contracted with the GWR for that company to work the line, avoiding the expense of acquiring locomotives, but after that arrangement expired in 1849, the B&ER operated its own line. It opened a number of branches within the area it served, to Clevedon, Cheddar, Wells, Weston-super-Mare, Chard, Yeovil. The B&ER was financially successful but amalgamated with the GWR in 1876, the Great Western Railway obtained its authorising Act of Parliament in 1835, to build its line between London and Bristol. The merchants of Bristol were anxious to secure a route to Exeter, an important commercial centre. They promoted the Bristol and Exeter Railway and when they issued a prospectus on 1 October 1835, the Bill had an easy passage and was enacted on 19 May 1836. The Act did not specify the gauge of the track, branches at Bridgwater, notwithstanding the apparent family connection to the neighbouring GWR, none of the B&ER directors was also a GWR director at this time. The GWR was still under construction, the early euphoria turned to great difficulty in raising finance for construction. 4,000 of the 15,000 subscribed shares were forfeited for non-payment of calls before the line was built, a contract was let for the first part of the line, from a temporary terminus at Pylle Hill, west of the New Cut. The position improved somewhat in 1838, and indeed the Company obtained Parliamentary powers for four short branches, of only one. It was not until 5 March 1839 that the Company adopted the broad gauge, five locomotives were ordered from Sharp, Roberts & Co for the purpose. By the end of 1839 the Directors had decided to avoid the capital outlay by arranging with the GWR—by now in operation—to operate the line for them, by this time three Directors were also directors of the GWR, and the alliance was beginning to strengthen. The proposal to lease the line to the GWR was ratified by shareholders at a meeting in September 1841. The rent was to increase proportionally with the completion of the system, the first section of the line was opened between Bristol and Bridgwater on 14 June 1841, just before the GWR completed its line from London to Bristol. It was 33½ miles in length and double track, with a 1½ mile single-line branch to Weston-super-Mare, the Exeter station was at the site now known as Exeter St Davids station. The opening to Exeter competed the B&ER main line, and with the GWR formed a broad gauge line from London to Exeter with a mileage of 194 miles
4.
James Pearson (engineer)
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James Pearson was a 19th-century English railway engineer. He is best remembered as the designer of the distinctive Bristol, james Pearson was the engineer responsible for the daily operations of Isambard Kingdom Brunels ill-fated atmospheric equipment on the South Devon Railway. Trains only ran in service from 13 September 1847 to 9 September 1848, in May 1850 he became the Bristol and Exeter Railways Locomotive Engineer. Under his control the set up new locomotive works at Bristol Temple Meads. These opened in 1851 and built most of the new broad gauge locomotives from 1859. J. T. The Locomotives of the Great Western Railway, Part 2, Broad Gauge, kenilworth, The Railway Correspondence and Travel Society. Exeter - Newton Abbot, A Railway History, History of the Great Western Railway, Volume 2
5.
Whyte notation
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The notation counts the number of leading wheels, then the number of driving wheels, and finally the number of trailing wheels, groups of numbers being separated by dashes. Other classification schemes, like UIC classification and the French, Turkish and Swiss systems for steam locomotives, in the notation a locomotive with two leading axles in front, then three driving axles and then one trailing axle is classified as 4-6-2. Articulated locomotives such as Garratts, which are two locomotives joined by a common boiler, have a + between the arrangements of each engine. Thus a double Pacific type Garratt is a 4-6-2+2-6-4, for Garratt locomotives the + sign is used even when there are no intermediate unpowered wheels, e. g. the LMS Garratt 2-6-0+0-6-2. This is because the two units are more than just power bogies. They are complete engines, carrying fuel and water tanks, the + sign represents the bridge that links the two engines. Simpler articulated types such as Mallets, have a frame under a common boiler where there are no unpowered wheels between the sets of powered wheels. Typically, the frame is free to swing, whereas the rear frame is rigid with the boiler. Thus a Union Pacific Big Boy is a 4-8-8-4, four leading wheels, one group of eight driving wheels, another group of eight driving wheels and this numbering system is shared by duplex locomotives, which have powered wheel sets sharing a rigid frame. No suffix means a tender locomotive, T indicates a tank locomotive, in European practice, this is sometimes extended to indicate the type of tank locomotive, T means side tank, PT pannier tank, ST saddle tank, WT well tank. T+T means a tank locomotive that also has a tender, in Europe, the suffix R can signify rack or reversible, the latter being Bi-cabine locomotives used in France. The suffix F indicates a fireless locomotive, other suffixes have been used, including ng for narrow-gauge and CA or ca for compressed air. In Britain, small diesel and petrol locomotives are classified in the same way as steam locomotives. This may be followed by D for diesel or P for petrol, thus 0-6-0DE denotes a six-wheel diesel locomotive with electric transmission. Where the axles are coupled by chains or shafts or are individually driven, thus 4wPE indicates a four-wheel petrol locomotive with electric transmission. For large diesel locomotives the UIC classification is used, the main limitation of Whyte Notation is that it does not cover non-standard types such as Shay locomotives, which use geared trucks rather than driving wheels. The most commonly used system in Europe outside the United Kingdom is UIC classification, based on German practice, in American practice, most wheel arrangements in common use were given names, sometimes from the name of the first such locomotive built. For example, the 2-2-0 type arrangement is named Planet, after the 1830 locomotive on which it was first used, the most common wheel arrangements are listed below
6.
Steam locomotive
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A steam locomotive is a railway locomotive that produces its pulling power through a steam engine. These locomotives are fueled by burning combustible material—usually coal, wood, the steam moves reciprocating pistons which are mechanically connected to the locomotives main wheels. Both fuel and water supplies are carried with the locomotive, either on the locomotive itself or in wagons pulled behind, the first steam locomotive, made by Richard Trevithick, first operated on 21 February 1804, three years after the road locomotive he made in 1801. The first practical steam locomotive was built in 1812-13 by John Blenkinsop, Steam locomotives were first developed in Great Britain during the early 19th century and used for railway transport until the middle of the 20th century. From the early 1900s they were superseded by electric and diesel locomotives, with full conversions to electric. The majority of locomotives were retired from regular service by the 1980s, though several continue to run on tourist. The earliest railways employed horses to draw carts along railway tracks, in 1784, William Murdoch, a Scottish inventor, built a small-scale prototype of a steam road locomotive. An early working model of a rail locomotive was designed and constructed by steamboat pioneer John Fitch in the US during 1794. His steam locomotive used interior bladed wheels guided by rails or tracks, the model still exists at the Ohio Historical Society Museum in Columbus. The authenticity and date of this locomotive is disputed by some experts, accompanied by Andrew Vivian, it ran with mixed success. The design incorporated a number of important innovations that included using high-pressure steam which reduced the weight of the engine, Trevithick visited the Newcastle area in 1804 and had a ready audience of colliery owners and engineers. The visit was so successful that the railways in north-east England became the leading centre for experimentation. Trevithick continued his own steam propulsion experiments through another trio of locomotives, Four years later, the successful twin-cylinder locomotive Salamanca by Matthew Murray for the edge railed rack and pinion Middleton Railway debuted in 1812. Another well known early locomotive was Puffing Billy built 1813–14 by engineer William Hedley and it was intended to work on the Wylam Colliery near Newcastle upon Tyne. This locomotive is the oldest preserved, and is on display in the Science Museum. George Stephenson built Locomotion No.1 for the Stockton and Darlington Railway, north-east England, in 1829, his son Robert built in Newcastle The Rocket which was entered in and won the Rainhill Trials. This success led to the company emerging as the pre-eminent builder of locomotives used on railways in the UK, US. The Liverpool and Manchester Railway opened a year later making exclusive use of power for passenger
7.
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
8.
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
9.
Trailing wheel
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On a steam locomotive, a trailing wheel or trailing axle is generally an unpowered wheel or axle located behind the driving wheels. The axle of the wheels is usually located in a trailing truck. On some large locomotives, an engine was mounted on the trailing truck to provide extra tractive effort when starting a heavy train. Trailing wheels were used in early locomotives but fell out of favor for a time during the latter 19th century. As demand for more powerful locomotives increased, trailing wheels began to be used to support the crew cab, trailing wheels first appeared on American locomotives between 1890 and 1895, but their axle worked in rigid pedestals. It enabled boilers to be lowered, since the top of the frames was dropped down behind the driving wheels. The firebox could also be longer and wider, increasing the surface area and steam generation capacity of the boiler. One-piece cast-steel trailer trucks were developed about 1915, to provide the strength for a booster engine to be fitted to the trailing axle. Finally, about 1921 the Delta trailing truck was developed with a centering device at the rear ends of the truck frame. Delta trucks were soon enlarged to carry four trailing wheels, in the Whyte notation, trailing wheels are designated by the last numbers in the series. For example, the 2-8-2 Mikado type locomotive had two leading wheels, eight driving wheels, and two trailing wheels, some locomotives such as the 4-4-0 American type had no trailing wheels and were designated with a zero in the final place. In the UIC classification system, the number of rather than the number of wheels is counted. AAR wheel arrangement Steam locomotive nomenclature UIC classification Whyte notation
10.
Tank locomotive
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A tank locomotive or tank engine is a steam locomotive that carries its water in one or more on-board water tanks, instead of a more traditional tender. A tank engine may also have a bunker to hold fuel, there are several different types of tank locomotive, distinguished by the position and style of the water tanks and fuel bunkers. The most common type has tanks mounted either side of the boiler and this type originated about 1840 and quickly became popular for industrial tasks, and later for shunting and shorter distance main line duties. Tank locomotives have advantages and disadvantages compared to traditional tender locomotives, the first tank locomotive was the Novelty that ran at the Rainhill Trials in 1829. It was an example of a Well Tank and these were E. B. Wilson and Company, William Fairbairn & Sons, George England, Kitson Thompson and Hewitson and William Bridges Adams. By the mid-1850s tank locomotives were to be performing a variety of main line and industrial roles. There are a number of types of locomotive, based on the location. These include the side tank, the tank, the pannier tank. A configuration very common in the U. K, the water is contained in rectangular tanks mounted on either side of the locomotive, near to the boiler but not quite touching. The tank sides extend down to the platform, if such is present. The length of side tanks was limited in order to give access to the inside motion. If it was desired to extend them to the front of the locomotive for greater capacity, with larger side tanks it was sometimes necessary to taper the tanks slightly at the front end to improve forward visibility. Side tanks almost all stopped at, or before, the end of the boiler barrel, a few designs did reach to the front of the smokebox and these were termed flatirons. The water tank sits on top of the boiler like a saddle sits atop a horse, usually the tank is curved in cross-section, although in some cases there were straight sides surmounted by a curve, or even an ogee shape. Saddle tanks were a popular arrangement especially for smaller locomotives in industrial use and it gave a greater water supply, but limited the size of the boiler and restricted access to it for cleaning. However, the locomotive has a centre of gravity and hence must operate at lower speeds. The drivers vision may also be restricted, again restricting the safe speed, Water in the tank is slightly pre-heated by the boiler, which reduces the loss of pressure found when cold feedwater is injected into the boiler. However if the water becomes too hot, injectors lose efficiency, for this reason, the tanks often stopped short of the hotter and uninsulated smokebox
11.
Flange
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Thus flanged wheels are wheels with a flange on one side to keep the wheels from running off the rails. The term flange is used for a kind of tool used to form flanges. Pipes with flanges can be assembled and disassembled easily, a flange can also be a plate or ring to form a rim at the end of a pipe when fastened to the pipe. A blind flange is a plate for covering or closing the end of a pipe, a flange joint is a connection of pipes, where the connecting pieces have flanges by which the parts are bolted together. Surrey and York flanges fit to the top of the hot water tank allowing all the water to be taken without disturbance to the tank and they are often used to ensure an even flow of water to showers. An Essex flange requires a hole to be drilled in the side of the tank, there is also a Warix flange which is the same as a York flange but the shower output is on the top of the flange and the vent on the side. The York and Warix flange have female adapters so that they fit onto a male tank, a closet flange provides the mount for a toilet. There are many different flange standards to be found worldwide, to allow easy functionality and inter-changeability, these are designed to have standardised dimensions. Common world standards include ASA/ANSI/ASME, PN/DIN, BS10, and JIS/KS, in most cases these are interchangeable as most local standards have been aligned to ISO standards, however some local standards still differ. Further, many of the flanges in each standard are divided into pressure classes, again these are not generally interchangeable. These pressure classes also have differing pressure and temperature ratings for different materials, the ANSI/ASME pressure classes for Flat-Face flanges are 125# and 250#. The classes for Ring-Joint, Tongue & Groove, and Raised-Face flanges are 150#, 300#, 600#, 900#, 1500#, and 2500#. The flange faces are made to standardized dimensions and are typically flat face, raised face, tongue and groove, or ring joint styles. Flange designs are available as weld neck, slip-on, lap joint, socket weld, threaded, Pipe flanges that are made to standards called out by ASME B16.5 or ASME B16.47 are typically made from forged materials and have machined surfaces. B16.5 refers to nominal pipe sizes from ½ to 24, B16.47 covers NPSs from 26 to 60. However these classes do not correspond to maximum pressures in psi, instead, the maximum pressure depends on the material of the flange and the temperature. For example, the pressure for a Class 150 flange is 285 psi. The gasket type and bolt type are generally specified by the standard, however, sometimes the standards refer to the ASME Boiler and these flanges are recognized by ASME Pipe Codes such as ASME B31.1 Power Piping, and ASME B31.3 Process Piping
12.
Bogie
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A bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport, while bogie is the preferred spelling and first-listed variant in various dictionaries, bogey and bogy are also used. A bogie in the UK, or a truck, wheel truck. In Indian English, bogie may also refer to a railway carriage. In South Africa, the bogie is often alternatively used to refer to a freight or goods wagon. The first standard gauge British railway to build coaches with bogies, an alternate configuration often is used in articulated vehicles, which places the bogies under the connection between the carriages or wagons. Most bogies have two axles, but some cars designed for heavy loads have more axles per bogie, heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Suspension to absorb shocks between the frame and the rail vehicle body, Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with bearings and a wheel at each end The bolster, the railway car is supported at the pivot point on the bolster. Axle box suspensions absorb shocks between the bearings and the bogie frame. The axle box suspension usually consists of a spring between the frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs, brake equipment, Two main types are used, brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. More modern, bolsterless bogie designs omit these features, instead taking advantage of the movement of the suspension to permit rotational movement. The Commonwealth bogie, manufactured by the English Steel Corporation under licence from the Commonwealth Steel Company in Illinois, fitted with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark 1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons, with sealed roller bearings on the axle ends, the leaf springs were replaced by coil springs running vertically rather than horizontally. The advanced design gave a better quality than the BR1. The side frame of the bogie was usually of bar construction, with simple horn guides attached, the axle boxes had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs, the effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle
13.
Yorkshire Patent Steam Wagon Co.
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The Yorkshire Patent Steam Wagon Co. was a steam wagon manufacturer in Leeds, England. They produced their first wagon in 1901 and their designs had a novel double-ended transverse boiler. In 1911 the companys name was changed to Yorkshire Commercial Motor Co. Steam wagon production ceased in 1937, and the company was finally dissolved in 1993. Other local steam vehicle manufacturers were John Fowler & Co, j&H McLaren & Co. and the Manns Patent Steam Cart and Wagon Company, along with several steam railway engine builders. The novel double-ended transverse-mounted boiler was used to avoid problems of tilting when climbing hills, internally it resembled a locomotive or Fairlie boiler with a central firebox and multiple fire-tubes to each end. In the Yorkshire though, a bank of fire-tubes above returned to a central smokebox. There are 10 known preserved machines recorded, several of these were restored by the late Tom Varley. There is one of these engines in Australia, in use at Milawa, near Melbourne. It is fitted with an open air body. It is numbered 1443. L&YR railmotors, Kerr Stuart steam railmotors with a similar boiler design South African Dutton road-rail tractors, the Yorkshire wagon page about the Yorkshire Patent Steam Wagon Co Yorkshire Steam Wagon, Virtual Steam Car Museum
14.
Broad-gauge railway
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Broad-gauge railways use a track gauge greater than the 1,435 mm standard gauge. In Britain the Great Western Railway, designed by Isambard Kingdom Brunel, pioneered broad gauge in 1838 with a gauge of 7 ft 1⁄4 in, some harbours also used railways of this gauge for construction and maintenance. These included Portland Harbour and Holyhead Breakwater, which used a locomotive for working sidings, as it was not connected to the national network, this broad-gauge operation continued until the locomotive wore out in 1913. The gauge initially proposed by Brunel was 7 ft exactly but this was increased by 1⁄4 in to accommodate clearance problems identified during early testing. It became apparent that standardization on a gauge throughout a rail transport system was advantageous. Rolling stock did not need to match the gauge exactly, a difference of a few millimetres could be coped with, the value of interoperability was initially not obvious to the industry. The standardization movement was gradual, over time the value of a proprietary gauge diminished, being replaced by the idea of charging money for equipment used on other railway lines. Ireland, using the criteria, was allocated a different standard gauge. Broad-gauge lines in Britain were gradually converted to dual gauge or standard gauge from 1864, Ireland and some states in Australia and Brazil have a gauge of 5 ft 3 in, but Luas, the Dublin light rail system, is built to standard gauge. Russia and the other former Soviet Republics use a 1,520 mm gauge while Finland continues to use the 5 ft gauge inherited from Imperial Russia, in 1839 the Netherlands started its railway system with two broad-gauge railways. But the neighbouring countries Prussia and Belgium already used standard gauge, in 1855, NRS regauged its line and shortly afterwards connected to the Prussian railways. There are replicas of one broad-gauge 2-2-2 locomotive and three carriages in the Dutch Railway Museum in Utrecht and these replicas were built for the 100th anniversary of the Dutch Railways in 1938–39. Portugal and the Spanish Renfe system use a gauge of 1,668 mm called Ancho Ibérico in Spanish or Bitola Ibérica in Portuguese, in India, Pakistan and Bangladesh, a gauge of 5 ft 6 in is widespread. This is also used by the Bay Area Rapid Transit system of the San Francisco Bay Area. In Toronto, Canada the gauge for TTC subways and streetcars was chosen in 1861, years after the establishment of gauge in Britain. In 1861, the province was supplying subsidies only to broad gauge railways. The use of a non-standard gauge precludes interoperability of rolling stock on railway networks. On the 5 ft 3 in and 5 ft 6 in gauges, the extra width allowed bigger inside cylinders and greater power, in the event, the most powerful engines on standard gauge in North America and Scandinavia far exceeded the power of any broad-gauge locomotive
15.
Great Western Railway
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The Great Western Railway was a British railway company that linked London with the south-west and west of England, the Midlands, and most of Wales. It was founded in 1833, received its enabling Act of Parliament on 31 August 1835, Goods wagons were painted red but this was later changed to mid-grey. Great Western trains included long-distance express services such as the Flying Dutchman, the Cornish Riviera Express and it also operated many suburban and rural services, some operated by steam railmotors or autotrains. The company pioneered the use of larger, more economic goods wagons than were usual in Britain and it operated a network of road motor routes, was a part of the Railway Air Services, and owned ships, docks and hotels. The Great Western Railway originated from the desire of Bristol merchants to maintain their city as the port of the country. The company was founded at a meeting in Bristol in 1833 and was incorporated by Act of Parliament in 1835. Isambard Kingdom Brunel, then aged twenty-nine, was appointed engineer and this was by far Brunels largest contract to date. Firstly, he chose to use a gauge of 7 ft to allow for the possibility of large wheels outside the bodies of the rolling stock which could give smoother running at high speeds. Secondly, he selected a route, north of the Marlborough Downs and this meant the line was not direct from to London to Bristol. From Reading heading west, the line would curve in a northerly sweep back to Bath, the first 22.5 miles of line, from Paddington station in London to Maidenhead Bridge station, opened on 4 June 1838. When Maidenhead Railway Bridge was ready the line was extended to Twyford on 1 July 1839, the cutting was the scene of a railway disaster two years later when a goods train ran into a landslip, ten passengers who were travelling in open trucks were killed. This accident prompted Parliament to pass the 1844 Railway Regulation Act requiring railway companies to provide carriages for passengers. The next section, from Reading to Steventon crossed the Thames twice, a 7. 25-mile extension took the line to Faringdon Road on 20 July 1840. Meanwhile, work had started at the Bristol end of the line, on 17 December 1840, the line from London reached a temporary terminus at Wootton Bassett Road west of Swindon and 80.25 miles from Paddington. The section from Wootton Bassett Road to Chippenham was opened on 31 May 1841, as was Swindon Junction station where the Cheltenham and Great Western Union Railway to Cirencester connected. That was an independent line worked by the GWR, as was the Bristol and Exeter Railway, in 1851, the GWR purchased the Kennet and Avon Canal, which was a competing carrier between London, Reading, Bath and Bristol. The GWR was closely involved with the C&GWUR and the B&ER, the South Wales Railway had opened between Chepstow and Swansea in 1850 and became connected to the GWR by Brunels Chepstow Bridge in 1852. It was completed to Neyland in 1856, where a port was established
16.
2-2-2
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The wheel arrangement both provided more stability and enabled a larger firebox than the earlier 0-2-2 and 2-2-0 types. They were also described as Singles, although this name could be used to describe any kind of locomotive with a single pair of driving wheels. The new type known as Stephensons Patentee locomotive. Adler, the first successful locomotive to operate in Germany, was a Patentee supplied by Robert Stephenson, other examples were exported to the Netherlands, Russia and Italy. By 1838 the 2-2-2 had become the standard design by Robert Stephenson. Eighteen of the first nineteen locomotives ordered by Isambard Kingdom Brunel for the opening of the Great Western Railway in 1837/8 were of the 2-2-2 type and these included six 2-2-2 locomotives built by Charles Tayleur at his Vulcan Foundry. Also in 1837 the successful North Star broad gauge locomotive was delivered to the Great Western Railway by Stephenson, sharp, Roberts and Company constructed more than 600 2-2-2 locomotives between 1837 and 1857. Ten of these supplied to the Grand Junction Railway became the basis of Alexander Allans successful designs for the railway from 1845, J. & G. Rennie supplied 2-2-2 locomotives to the London and Croydon Railway from 1838 and the London and Brighton Railway in 1840. Arend was one of the two first steam locomotives in the Netherlands, built by R. B, Longridge and Company of Bedlington, Northumberland in 1839. The Great Western Railway continued to order both broad gauge and standard gauge locomotives on the railway, including the Firefly and Sun classes, which were enlarged versions of North Star. The London & North Western Railway Cornwall locomotive was designed at Crewe Works as a 4-2-2 by Francis Trevithick in 1847, notable late examples include William Stroudleys singles of 1874-1880, William Deans 157 class of 1878-79, and his 3001 class, both for the Great Western Railway. James Holden of the Great Eastern Railway created some 2-2-2 singles in 1889 by removing the side rod from a 2-4-0, the first steam railway locomotive built in Belgium in 1835, and was built by John Cockerill under license to a design by Robert Stephenson & Co. It was built for use on the first main line on the European mainland, a replica was built at the workshops of Boissellerie Cognaut for the 150th anniversary of the formation of Belgium. Two 2-2-2 locomotives were imported from Longridge and Co of Bedlington Ironworks England for the Naples–Portici railway in 1839 named Bayard, a replica of Bayard is at the Naples Railway Museum. Most of the earliest locomotives to operate in what is now Germany before the mid-1840s were 2-2-2s delivered by UK manufacturers, however, by 1839 the type was also being built locally see List of Bavarian locomotives and railbuses. The Pegasus of 1839 was the first locomotive to be built by the Sächsische Maschinenbau-Compagnie in Chemnitz, august Borsig and Company manufactured Beuth in 1843 which was highly successful, its valve design became de facto standard for locomotives for decades to come. By 1846 he had manufactured more than a hundred similar locomotives, both the Leipzig-Dresden Railway and Royal Bavarian State Railways built several 2-2-2 classes 1841-1859. Similarly, the Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped various 2-2-2 steam locomotives procured from German manufacturers between 1848 and 1863 into its Mecklenburg I class, the Imperial Austrian State Railways built two successful locomotives of this wheel arrangement in 1907
17.
Dugald Drummond
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Dugald Drummond was a Scottish steam locomotive engineer. He had a career with the North British Railway, LB&SCR, Caledonian Railway and London and he was the brother of the engineer Peter Drummond. Drummond was born in Ardrossan, Ayrshire on 1 January 1840 and his father was permanent way inspector for the Bowling Railway. Drummond was apprenticed to Forest & Barr of Glasgow gaining further experience on the Dumbartonshire and he was in charge of the boiler shop at the Canada Works, Birkenhead of Thomas Brassey before moving to the Edinburgh and Glasgow Railways Cowlairs railway works in 1864 under Samuel W. Johnson. In 1875 he was appointed Locomotive Superintendent of the North British Railway, Drummond was involved as an expert witness in the Tay Bridge disaster of 1879, being called to give evidence about the state of the track after the disaster. Although Ladybank, a 0-4-2 locomotive of Drummonds design, had booked to work the train it had broken down and was replaced by no. 224, a 4-4-0 to the design of Thomas Wheatley, thus freeing Drummond to act as an independent witness and he said that the entire train had fallen vertically down when the High Girders collapsed, from the impact marks the wheels had made on the lines. All the axles of the train were bent in one direction, the evidence helped disprove Thomas Bouchs theory that the train had been blown off the rails by the storm that night. In 1882 he moved to the Caledonian Railway, in April 1890 he tendered his resignation to enter business, establishing the Australasian Locomotive Engine Works at Sydney, Australia. The scheme failed rapidly and he returned to Scotland, founding the Glasgow Railway Engineering Company, the title of his post was changed to Chief Mechanical Engineer in January 1905, although his duties hardly changed. He remained with the LSWR until his death, Drummond died on 8 November 1912 aged 72 at his home at Surbiton. A myth has developed that he died as a result of scalding received on the footplate, however C. Hamilton Ellis states that he had got cold and wet and demanded a hot mustard bath for his numb feet. He was scalded by the boiling water and he neglected the burns, gangrene set in and amputation became necessary. He refused an anaesthetic and died of the shock and he is buried at Brookwood Cemetery, which is adjacent to the LSWR mainline, in a family grave just a stones throw from the former terminus of the London Necropolis Railway. Drummonds daughter, Christine Sarah Louise was born in Brighton in 1871 and she married James Johnson, son of Samuel Waite Johnson CME of the Midland Railway 1873–1904. Her third child, born in 1905 was named Dugald Samuel Waite Johnson after both of his grandfathers. lner. info Dugald & Peter Drummond at www. steamindex. com Bradley, an illustrated history of LSWR Locomotives, the Drummond Classes
18.
London and South Western Railway
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The London and South Western Railway was a railway company in England from 1838 to 1922. It also had many routes connecting towns in Hampshire and Berkshire, including Portsmouth, in the grouping of railways in 1923 the LSWR became part of the Southern Railway. The London and South Western Railway originated as a renaming of the London and Southampton Railway, the railway was an immediate success, and this encouraged the company to think of extensions, to Windsor, to Gosport and to Salisbury. It made a start but eventually had its own line from Basingstoke to Salisbury and Exeter, continuing by a northerly arc to Plymouth. Coming later than the Great Western to the area, it never achieved the solid prosperity there of its broad gauge neighbour. The Southampton line had extended to Weymouth via Ringwood, and the LSWR consolidated its home area building branches closer to London, and direct lines to Portsmouth. It also became joint owner, with the Midland Railway, of the Somerset and Dorset Railway, responsible for infrastructure, shipping became significant also, with passenger and freight services to the Channel Islands, to Saint-Malo in France, and to the Isle of Wight. In the twentieth century it embarked on a programme of electrifying the suburban routes, eventually this covered the entire suburban area. At the same time they revolutionised express passenger train speeds to Weymouth, electrification of the Portsmouth line was now carried out. However, in 1966 the geographical limits of the British Railways regions was rationalised, the Bournemouth line was electrified in 1967, at first with converted steam coaching stock, later replaced by purpose built stock, the electrification was extended to Weymouth. In recent years the system has remained constant, with increasing train frequency from about 1990 now forming a limitation. The services were transferred to St Pancras International in 2007 and at present the Eurostar terminal is dormant, construction probably started on 6 October 1834 under Francis Giles, but progress was slow. The Parliamentary fight had been bitter, and a combination of resentment, a more immediate opportunity was taken up, of serving Portsmouth by a branch line. Interests friendly to the L&SR promoted a Portsmouth Junction Railway, which would have run from Bishopstoke via Botley, however resentment in Portsmouth—which considered Southampton a rival port—at being given simply as branch and thereby a roundabout route to London, killed the prospects of such a line. Portsmouth people wanted their own line, but in trying to play off the L&SR against the London & Brighton Railway they were unable to secure the committed funds they needed. The L&SR now promoted a line to Gosport, shorter and simpler than the earlier proposal. To soothe feelings in Portsmouth, the L&SR included in its Bill a change of name to the London, construction of the Gosport branch was at first quick and simple under Thomas Brassey. Stations were built at Bishopstoke and Fareham, an extremely elaborate station was built at Gosport, tendered at £10,980, seven times the tender price for Bishopstoke
19.
C. P. Huntington
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C. P. Huntington is a 4-2-4T steam locomotive on static display at the California State Railroad Museum in Sacramento, California, USA. It is the first locomotive purchased by the Southern Pacific Railroad, the locomotive is named in honor of Collis P. Huntington, the third president of the Southern Pacific Company. C. P. Huntington was originally purchased by Central Pacific Railroad in 1863 as that railroads number 3 and it was CPs third locomotive after Gov. Stanford and Pacific. CP used the beginning on April 15,1864, during construction of the western portion of the First Transcontinental Railroad in North America. Southern Pacific purchased C. P. Huntington from CP on February 5,1871, gave it their number 1 and it was rebuilt twice, first in 1873 with new valves and again in 1888 with a new boiler built by CPs Sacramento shops. In 1888 the locomotive was put on public display for the first time in Sacramento. In SPs 1891 renumbering plan, C. P. Huntington was assigned road number 1001, the locomotive was placed in storage for some time until it was rebuilt for use as a lineside weed burner in 1901. Its use as a weed burner proved unsatisfactory and the locomotive was removed from active service. In 1910, C. P. Huntington was again rebuilt, the locomotive was nearly scrapped in 1914, it was spared this fate by SP management so that it could be displayed at the Panama–Pacific International Exposition in 1915 after a cosmetic restoration. C. P. Huntington is on display at the California State Railroad Museum. Chance Rides began to fabricate their 2 ft narrow gauge C. P, powered by a gasoline, propane or Diesel engine to an automatic transmission then a 90* drop down gearbox to drive shafts to the front and rear power trucks. Its drive wheels are not powered, but roll on the rails and fake side rods reciprocate in, the false drive wheels have been removed by some owners for ease of maintenance. This has been the most popular park train since The Allan Herschell Company merged into Chance Industries, Huntington replicas operating the perimeter track at the Santa Barbara Zoo. The Lincoln Childrens Zoo in Lincoln, Nebraska, operates a 2 ft narrow gauge C. P, Huntington locomotive on its ZO&O Railroad train ride around the park. Established in 1963 as the Iron Horse Railroad, the first C. P, Huntington locomotive was delivered to the Lincoln Childrens Zoo founder, Arnot R. Folsom, by Richard H. Chance, President of Chance Rides in Wichita, Kansas. The first engineer hired by Folsom in 1963 was a high school student, J. D. Ayres. In October 1963, the city of Lincoln staged a Golden Spike Ceremony attended by the Mayor, City Council, the ceremonial Golden Spike was an actual track spike of a type used extensively in building the railroad, but which had been gold plated for the event. The Iron Horse Railroad operated successfully as the primary revenue generator for the Lincoln Childrens Zoo prior to the opening in 1965
20.
Southern Pacific Transportation Company
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The Southern Pacific Transportation Company, earlier Southern Pacific Railroad and Southern Pacific Company, and usually called the Southern Pacific or Espee, was an American Class I railroad. It was absorbed in 1988 by the company controlled the Denver and Rio Grande Western Railroad. The railroad was founded as a holding company in 1865. By 1900 the Southern Pacific Company was a railroad system incorporating many smaller companies, such as the Texas and New Orleans Railroad and Morgans Louisiana. It extended from New Orleans through Texas to El Paso, across New Mexico and through Tucson, to Los Angeles, through most of California, including San Francisco, Central Pacific lines extended east across Nevada to Ogden, Utah, and reached north through Oregon to Portland. By the 1980s route mileage had dropped to 10,423 miles, in 1988 the Southern Pacific was taken over by D&RGW parent Rio Grande Industries. The combined railroad kept the Southern Pacific name due to its recognition in the railroad industry. Along with the addition of the SPCSL Corporation route from Chicago to St. Louis, by 1996 years of financial problems had dropped SPs mileage to 13,715 miles, and it was taken over by the Union Pacific Railroad. Southern Pacific founded important hospitals in San Francisco, Tucson, in the 1970s, it also founded a telecommunications network with a state-of-the-art microwave and fiber optic backbone. This evolved into Sprint, a company name that came from the acronym for Southern Pacific Railroad Internal Networking Telephony. The original aim was to construct a railroad from Galveston Bay to a point on the Red River near a trading post known as Coffees Station, the GRR built 2 miles of track in Houston in 1855. Track laying began in earnest in 1856 and on 1 September 1856 GRR was renamed the Houston and Texas Central Railway. SP acquired H&TC in 1883 but it continued to operate as a subsidiary under its own management until 1927, when it was leased to another SP-owned railroad, the Texas and New Orleans Railroad. The Buffalo Bayou, Brazos and Colorado Railway, was chartered in Texas on 11 February 1850 by a group that included General Sidney Sherman, bBB&C was the first railroad to commence operation in Texas and the first component of SP to commence operation. Surveying of the route alignment commenced at Harrisburg, Texas in 1851, the first 20 miles of track opened in August 1853. SP was founded in San Francisco, California in 1865 by a group of businessmen led by Timothy Phelps with the aim of building a connection between San Francisco and San Diego, California. The company was purchased in September 1868 by a group of known as the Big Four, Charles Crocker, Leland Stanford, Mark Hopkins. The Big Four had, in 1861, created the Central Pacific Railroad, CPRR was merged into SP in 1870
21.
Forney locomotive
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The Forney is a type of tank locomotive patented by Matthias N. Forney between 1861 and 1864. Forney locomotives include the characteristics, An 0-4-4T wheel arrangement. No flange on the pair of driving wheels. The fuel bunker and water tank placed over the four-wheel truck, the locomotives were set up to run cab first, effectively as a 4-4-0. The 4-4-0 wheel arrangement, with its three-point suspension, was noted for its tracking ability. Placing the fuel and water over the rather than the driving wheels meant the locos had a constant adhesive weight. Large numbers of Forney locos were built for the surface and elevated commuter railroads that were built in such as New York, Chicago. These railroads required a small, fast locomotive that tracked well and their short runs meant the limited fuel and water capacity was not a problem, making the Forney ideal. However, as railroads began to electrify or were replaced by subways at the end of the 19th century. Forneys were also popular on the 2 ft narrow gauge railroads of Maine, the use of these locomotives differed in that they were run smokestack leading, like a conventional locomotive, and all driving wheels were flanged. The latter resulted in Maine narrow gauge railroads having comparatively broad radius curves, further developments included the introduction of locomotives with a leading pony truck, giving a 2-4-4 wheel arrangement. This was done to improve tracking ability in these locomotives, the 0-4-4T type was a precursor of other designs which may have drawn on the Forney, such as the Boston & Albany and Central of New Jersey 4-6-4T, which have been only called tank engines. Today Forney locomotives can still be seen on Maine Narrow Gauge Railroad Museum, at the Forney Transportation Museum and on the Disneyland Railroad
22.
T. D. Judah
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T. D. Judah was the name of a 4-2-2 steam locomotive owned by the Central Pacific Railroad. It was named in honor of the railroads first chief engineer, Theodore Dehone Judah, Huntington, T. D. Judah was originally built by the Cooke Locomotive Works in 1863 for a railroad that was unable to pay for it. Later, the two were seen in the Cooke shops by Collis Huntington and purchased for use on the Central Pacific Railroad, becoming the roads third, two other, larger engines, Gov. Stanford and Pacific had been purchased earlier. Originally built as a 4-2-4T Forney type, T. D. Judah was a locomotive, in 1872 the engine was rebuilt as a 4-2-2 with separate tender and may have been given other mechanical upgrades like its sister engine. The rebuild reduced the overall weight to 30,000 lb. T. D. Judah was sold to the Wellington Colliery Company on Vancouver Island, British Columbia, Canada and it was subsequently scrapped in 1912. Diebert, Timothy S. & Strapac, Joseph A, Southern Pacific Company Steam Locomotive Conpendium. A Century of Southern Pacific Steam Locomotives 1862–1962, the History Of The Southern Pacific
23.
Central Pacific Railroad
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It is now part of the Union Pacific Railroad. Many 19th century national proposals to build a railroad failed because of the energy consumed by political disputes over slavery. With the secession of the South, the modernizers in the Republican Party controlled the US Congress and they passed legislation authorizing the railroad, with financing in the form of government railroad bonds. These were all eventually repaid with interest, the government and the railroads both shared in the increased value of the land grants, which the railroads developed. The construction of the railroad also secured for the government the economical safe and speedy transportation of the mails, troops, munitions of war, planned by Theodore Judah, the Central Pacific Railroad was authorized by Congress in 1862. It was financed and built through The Big Four, Sacramento, California businessmen Leland Stanford, Collis Huntington, Charles Crocker, Crocker was in charge of construction. Construction crews comprised 12,000 Chinese emigrant workers by 1868 and they laid the first rails in 1863. The Golden spike, connecting the railroad to the Union Pacific Railroad at Promontory. Coast-to-coast train travel in eight days became possible, replacing months-long sea voyages and lengthy, in 1885 the Central Pacific Railroad was leased by the Southern Pacific Company. Technically the CPRR remained an entity until 1959, when it was formally merged into Southern Pacific. The original right-of-way is now controlled by the Union Pacific, which purchased Southern Pacific in 1996, the Union Pacific-Central Pacific mainline followed the historic Overland Route from Omaha, Nebraska to San Francisco Bay. Chinese labor was the most vital source for constructing the railroad, fifty Chinese laborers were hired by the Central Pacific Railroad in February 1865, and soon more and more Chinese men were hired. Working conditions were harsh, and Chinese men were compensated less than their white counterparts, Chinese men were paid thirty-one dollars each month, and while white workers were paid the same, they were also given room and board. Construction of the road was financed primarily by 30-year, 6% U. S. government bonds authorized by Sec.5 of the Pacific Railroad Act of 1862. The U. S. Government Bonds, which constituted a lien upon the railroads and all their fixtures, were repaid in full by the company as and when they became due. Sec.10 of the 1864 amending Pacific Railroad Act additionally authorized the company to issue its own First Mortgage Bonds in total amounts up to that of the bonds issued by the United States, such company-issued securities had priority over the original Government Bonds. Sec.3 of the 1862 Act granted the railroads 10 square miles of land for every mile laid, except where railroads ran through cities. This grant was apportioned in 5 sections on alternating sides of the railroad and these grants were later doubled to 20 square miles per mile of grade by the 1864 Act
24.
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
25.
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
26.
2-2-4T
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In Whyte notation, a 2-2-4T is a railroad steam locomotive that has two leading wheels followed by two coupled driving wheels and four trailing wheels. This was a wheel arrangement, only used on a few specialised locomotives. They were, No.66 Aerolite rebuilt as a 2-2-4T in 1902 and later known as in LNER class X1,957, which had been rebuilt from a BTP class 0-4-4T in 1903 and later classified as X2 class. NER190 Class, later class X3 had two members, nos.190 and 1679, both rebuilt from 2-2-2 tender locomotives. All four were inherited by the London and North Eastern Railway at the time of its formation on 1 January 1923, No.66 Aerolite has been preserved at the National Railway Museum in York
27.
0-4-0
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Under the Whyte notation for the classification of steam locomotives, 0-4-0 represents one of the simplest possible types, that with two axles and four coupled wheels, all of which are driven. The wheels on the earliest four-coupled locomotives were connected by a gear wheel. The notation 0-4-0T indicates a locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself. In Britain, the Whyte notation of wheel arrangement was often used for the classification of electric and diesel-electric locomotives with side-rod-coupled driving wheels. The UICs Bo classification for electric and diesel-electric locomotives indicates that the axles are independently motored, the term Four-coupled is often used for 0-4-0 locomotives. Four-wheeled is also used, but this term can also encompass other wheel arrangements. 0-4-0 locomotives were built as tank locomotives as well as tender locomotives, the former was more common in Europe and the latter in the United States, except in the tightest of situations such as that of a shop switcher, where overall length was a concern. The earliest 0-4-0 locomotives were tender engines and appeared as early as c, 0-4-0 tank engines were introduced in the early 1850s. The type was found to be so useful in locations that they continued to be built for more than a century. Richard Trevithicks Coalbrookedale, Pen-y-Darren and Newcastle locomotives were of the 0-4-0 type, the first 0-4-0 to use coupling rods was Locomotion No. 1, built by Robert Stephenson and Company for the Stockton and Darlington Railway in 1825, Stephenson also built the Lancashire Witch in 1828, and Timothy Hackworth built Sans Pareil which ran at the Rainhill Trials in 1829. The latter two later worked on the Bolton and Leigh Railway. A four-wheeled configuration, where all the wheels are driving wheels, the type was therefore mainly used for switchers and shunters. Because of the lack of stability, tender engines of type were only built for a few decades in the United Kingdom. They were built for a period in the United States. The possible tractive effort of an 0-4-0 within normal axle load limits was not enough to large loads. By 1900, they had largely been superseded for most purposes by locomotives with more complex wheel arrangements. They nevertheless continued to be used in situations where tighter radius curves existed or the length was an advantage
28.
0-4-2
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The arrangement is sometimes known as Olomana after a Hawaiian 0-4-2 locomotive of 1883. The earliest recorded 0-4-2 locomotives were three engines built by Robert Stephenson and Company for the Stanhope and Tyne Railway in 1834. The first locomotive built in Germany in 1838, the Saxonia, was also an 0-4-2, in the same year Todd, Kitson & Laird built two examples for the Liverpool and Manchester Railway, one of which, LMR57 Lion, has been preserved. The Lion had a top speed of 45 miles per hour, the Emperor Ferdinand Northern Railway acquired the locomotives Minotaurus and Ajax from the British manufacturer Jones, Turner and Evans in 1841, to work the line between Vienna and Stockerau. The locomotive Ajax has been preserved at the Technisches Museum Wien since 1992 and is described as the oldest preserved locomotive on the European continent. In Finland, the 0-4-2 wheel arrangement was represented by the Classes B1, the Finnish Steam Locomotive Class B1 is an 0-4-2ST locomotive, built from 1868 to 1890 by Beyer, Peacock and Company at their Gorton Foundry works in Manchester, England. Although the type was not used by any major railroads in North America, porter, Inc. and the Baldwin Locomotive Works produced many small tank locomotives of this type for industrial and plantation work. The 0-4-2T Olomana, built by Baldwin in 1883, is an example of such types, the Olomana arrived in the Kingdom of Hawaii in August 1883, after a two-month journey around Cape Horn. It was owned by Waimanalo Sugar Company on the island of Oahu, in 1905, the Nederlands Indische Spoorweg opened a line between Yogyakarta and Ambarawa via Magelang, a hilly region requiring a rack railway because of the 6. 5% gradients. The 0-4-2T wood burning B25 class was made for line in 1902 by Maschinenfabrik Esslingen. They were four-cylinder compound locomotives with two of the cylinders working the pinion wheels, there are two examples of B25 class locomotive still in operation, namely B25-02 and B25-03. Both were based in Ambarawa, where they have served for more than a hundred years, Locomotive B25-01 may also still be found at the entrance to the Ambarawa Railway Museum. On the island of Sumatra, there are some larger cousins of this class being used for hauling trains, namely the D18. The 0-4-2T arrangement was used by two classes of locomotives operated by the New Zealand Railways Department, the first was the C class of 1873, originally built as an 0-4-0T. The class was found to be unstable at higher than 15 mph. The second and more notable 0-4-2T class, and the one actually built as 0-4-2T, was the unique H class designed to operate the Rimutaka Incline on the Wairarapa Line. The Inclines steep gradient necessitated the use of the Fell mountain railway system, except for a few brief experiments with other classes, the H class had exclusive use of the Incline from their introduction in 1875 until the Inclines closure in 1955. The class leader, H199, is preserved on display at the Fell Engine Museum in Featherston and is the only extant Fell locomotive in the world
29.
0-4-4T
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This type was only used for tank locomotives. In American cities, the known as a Forney locomotive, was used on the narrow curves of elevated railways. In the UK 0-4-4 tanks were used for suburban or rural passenger duties. One example is preserved at the Finnish Railway Museum, in the UK the earliest 0-4-4s were well tanks. Both John Chester Craven of the London Brighton and South Coast Railway and they were followed by Matthew Kirtley on the Midland Railway and Patrick Stirling on the Great Northern Railway. Examples have included the LSWR O2 Class, Midland Railway 2228 Class, the LSWR M7 Class, the last British design of 0-4-4T were the LMS Stanier 0-4-4T of 1932 which were based on the Midland Railway 2228 Class. The 0-4-4 configuration appears to have introduced in the US. These were characterized by a frame under the boiler and fuel/water tank. The locomotives were designed to run cab first and were built for commuter lines in such as New York, Chicago
30.
2-4-0
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The wheel arrangement is known as a Porter. The notation 2-4-0T indicates a locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself. The type was designed for freight haulage. Because of its popularity for a period with English railways, noted railway author C. Hamilton Ellis considered the 2-4-0 designation to have the nickname of Old English, during the 1850s and 1860s these designs were widely copied by other railways, both in the United Kingdom and overseas. During the mid-1840s, Sir John Hawkshaw developed a new style of 2-4-0 passenger locomotive with outside cylinders in front of the leading wheels and this layout provided steady running at high speeds, despite a long overhang at the front. Joseph Beattie of the London and South Western Railway was one of the first British locomotive engineers to use this type on express locomotives. From 1858, he began experimenting with 2-4-0 designs for passenger work, culminating in his Seven-Foot 2-4-0 express passenger locomotives, built between 1859 and 1868. Beattie was also responsible for the long-lived 0298 Class of 2-4-0 well tanks, designed for passenger work in 1874. A locomotive of this type hauled the first Orient Express from Paris to Munich, the Bavarian B V and Bavarian B VI 2-4-0 locomotives of the Royal Bavarian State Railways were the first types to be produced in Bavaria in large numbers. In all,208 were built between 1853 and 1863, one example is preserved in the Nuremberg Transport Museum. Between 1877 and 1885, altogether 294 passenger locomotives of the Prussian P2 class were delivered to the Prussian State Railways, in New Zealand, two classes of tank locomotive were built with the 2-4-0T wheel arrangement. They were the New Zealand Railways D class in 1874 and 1929, five D class locomotives were built by Dübs and Company in Glasgow, Scotland, nineteen were built by Neilson and Company and eleven were built by Scott Brothers Ltd. of Christchurch. The first members of the D class entered service in 1874 and all had withdrawn from NZR service by the end of 1927. Of the 33 D class locomotives built, seven have been preserved, although only D16, all ten L class locomotives were built by the Avonside Engine Company in Bristol. The first L class built, entered service in 1878 and another nine L class locomotives were ordered, in 1893-94, three of the L class 2-4-0T locomotives were rebuilt to a 4-4-0 wheel arrangement at Newmarket workshops, with larger boilers and enlarged cylinders. This new design was classified La, but their limited coal bunker capacity remained a drawback, the solution was to add a trailing pony truck to accommodate a larger coal bunker, converting them to a 4-4-2T wheel arrangement. A further four L class locomotives were similarly converted, three were not rebuilt, but sold to the Public Works Department between 1901 and 1903. Three new 4-4-2T locomotives were built in 1902-03, when the conversion program was completed in 1903, the classification for all ten remaining NZR locomotives was changed back to L
31.
2-4-2
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The type is sometimes named Columbia after a Baldwin 2-4-2 locomotive was showcased at the 1893 Worlds Columbian Exposition held at Chicago, Illinois. The wheel arrangement was used on passenger tank locomotives during the last three decades of the nineteenth and the first decade of the twentieth centuries. The vast majority of 2-4-2 locomotives were tank engines, designated 2-4-2T, the symmetrical wheel arrangement was well suited for a tank locomotive that is used to work in either direction. When the leading and trailing wheels are in swivelling trucks, the equivalent UIC classification is 1B1, while a number of 2-4-2 tender locomotives were built, larger tender locomotive types soon became dominant. In 1899, the Walvis Bay Railway in the British territory of Walvis Bay, the engine, named Hope and built by Kerr, Stuart and Company, remained in service until 1904 when operations on the railway were suspended. The line was abandoned in 1905, partly as a result of being buried by a sandstorm, a 2-4-2 tank locomotive, built by Baldwin Locomotive Works in 1899 and used on the private Raahe track in Finland, was later bought by the Finnish State Railways. These were the first American-built locomotives in New Zealand and proved to be quite successful, three of these locomotives have been preserved. K88 Washington was used on the first through train between Christchurch and Dunedin in 1877, after fifty years of service, Washington was dumped in the Oreti River, Southland, as a flood protection measure. In 1974, the locomotive was exhumed from her grave and, over the next eight years. Sister locomotives numbers K92 and K94 have also been salvaged from the Oreti river, K92 has been restored to full active service and has re-established her position on the Kingston Flyer train, which was made famous by the K class at the end of the 19th century. The earliest British use of the 2-4-2 wheel arrangement appears to have been no.21 White Raven and it was soon rebuilt as a 2-4-0 tender locomotive and eventually passed into the stock of the London and North Western Railway. In 1864, Robert Sinclair of the Great Eastern Railway designed the first of six 2-4-2 tank classes built by the railway, francis Webb of the London and North Western Railway also designed two 2-4-2 classes which eventually totaled 380 locomotives, built between 1879 and 1898. One of John Aspinalls Class 5 locomotives, built for the L&YR in 1889, is preserved at the National Railway Museum, the character Sammy from Sammy the Shunter is based on the United Kingdom design of the 2-4-2 engine. Two characters in the 1991 film The Little Engine That Could have this type of wheel arrangement, albert from The Railway Series has this wheel arrangement. The Lionel Corporation used the 2-4-2 configuration in numerous of its O-27 locomotives, in the United States of America, this may be the most famous usage of a 2-4-2 configuration locomotive
32.
2-4-4T
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In Whyte notation, a 2-4-4 is a steam locomotive with two unpowered leading wheels followed by four powered driving wheels and four unpowered trailing wheels. It is known as the Mason, other equivalent classifications are, UIC classification, 1B2 French classification,122 Turkish classification,25 Swiss classification, 2/5 The equivalent UIC classification is 1B2. This unusual wheel arrangement does not appear to have used on the mainline railways in the UK. It was however one of the used on the Mason Bogie articulated locomotives. Five examples were constructed at the Mason Machine Works for the narrow gauge Boston, Revere Beach, the railway subsequently received twenty-one further examples between 1900 and 1914, constructed by the Taunton Locomotive Manufacturing Company, Manchester Locomotive Works, and ALCO. Four 2-4-4T passenger locomotives were built by the Czechoslovak Škoda for Lithuania in 1932 and they were seized by the USSR in 1940, then by the Germans. One was used after World War II in Poland as the OKf100-1 until 1950, other tank locomotives with 2-4-4T arrangement, Bavarian D XII French T56601 -6637 of AL railway
