Finnish Steam Locomotive Class F1
Finnish Steam Locomotive Class F1 was a class of tank locomotives, which did not have to be turned at terminal stations. The water tank was located below the space behind the cab, in contrast to more modern tank locomotives where the water tanks placed either side of or on top of the boiler. F1 locomotives used in Helsinki, Tampere and Viipuri for local traffic, which they could handle; when the local transport in the early 1900s increased the F1 locomotives proved no longer sufficiently powerful, they were replaced by more powerful Vk1 / I1 locomotives. They were employed moving lightweight mixed trains short distances, a task for which they were well suited; the F1s were withdrawn in the 1930s. The only surviving F1, is the number 132 at the Finnish Railway Museum, painted in the livery in which it was delivered from the factory. Finnish Railway Museum VR Group List of Finnish locomotives List of railway museums Worldwide Heritage railways List of heritage railways Restored trains Jokioinen Museum Railway History of rail transport in Finland Finnish Railway Museum Steam Locomotives in Finland Including the Finnish Railway Museum
VR Class Vk3
The VR Class Vk3 was called the Finnish Steam Locomotive Class I3. The Finnish State Railways ordered three similar classes of locomotives. All were tank locomotives, which did not have to be turned at terminal stations and could run in both directions at the same speed. All the Class I locomotives were used for local transport until the mid-1920s. After the mid-1920s the more efficient Class N1 locomotives entered service and the Class I locomotives were transferred to the shunting duties. Locomotive No. 456 was the first state railway locomotive. Locomotive No. 489 was built in 1909, was equipped with a superheater, was used for local traffic around Helsinki. It served for 55 years before being withdrawn from shunting duties in 1964, it is now preserved at the Finnish Railway Museum. I Finnish Railway Museum VR Group List of Finnish locomotives List of railway museums Worldwide Heritage railways List of heritage railways Restored trains Jokioinen Museum Railway History of rail transport in Finland Finnish Railway Museum Steam Locomotives in Finland Including the Finnish Railway Museum
Finnish Steam Locomotive Class A5
The Finnish Steam Locomotive Class A5 was a class of two locomotives, being the first class of locomotive manufactured in Finland. These first Finnish locomotives were production experiments, which allowed the State Railways to investigate the construction methods of locomotives; the State Railways locomotives ordered the construction of a workshop in Helsinki in 1868, at the same time 10 passenger locomotives were ordered from Great Britain for the St. Petersburg railway line; as a result, the locomotives produced in the Helsinki workshop were similar to those produced in Great Britain. The British produced locomotives were built in 1869 while the first Finnish Locomotives were constructed in 1874 and 1875; the British locomotives set the design characteristics of A5 locomotives. The price of the domestically produced Finnish locomotives was 50% higher than the imported locomotives. A5 No. 58 is preserved at the Finnish Railway Museum Until the 1920s it pulled passenger trains in southern Finland.
In its last few years of operation it was used for shunting. A5 locomotives were nicknamed "Lankkihattu" because they were similar to the A6 locomotives, which were had with brass steam domes. Finnish Railway Museum Steam Locomotives in Finland Including the Finnish Railway Museum
Under the Whyte notation for the classification of steam locomotives, 2-10-0 represents the wheel arrangement of two leading wheels on one axle, ten powered and coupled driving wheels on five axles, no trailing wheels. This arrangement was named Decapod in the United States, although this name was sometimes applied to locomotives of 0-10-0 "Ten-Coupled" arrangement in the United Kingdom. Notable German locomotives of this type include the war locomotives of Class 52; these locomotives were popular in Europe in Germany and Russia. In the United States, the 2-10-0 was not popular but was a favorite of a small number of railroads which operated in mountainous terrain. Among these was the Erie Railroad, a major Chicago to New York trunk line railroad; the 2-10-0's main advantage was that five out of six of its axles were powered, meaning all the weight was available for traction rather than being distributed over pilot and trailing wheels. The long rigid wheelbase caused problems on curved track, so blind drivers were the norm, either on the central axle, and/or on the second and/or fourth axles.
Lateral motion devices were attached to the leading drive axle. The wheel arrangement's disadvantages included the firebox size restriction caused by the lack of trailing wheel; this meant the firebox was fitted in between the wheels and was long and narrow, or if mounted above the driving wheels, was wide and long but shallow. Many locomotives chose the latter option. A firebox mounted over the drivers restricted the diameter of the driving wheels, which in turn limited speed; as with the Consolidation, "chopping" at speed ensured a rough ride for the crew due to instability caused by the wheel arrangement. In fact, backing any locomotive without a trailing axle was restricted to under twenty miles per hour or less. Most 2-10-0s were not operated at speeds greater than 50 mph; the type operated as freight engine, although locomotives in Germany and the United Kingdom proved capable of hauling passenger trains. The first Decapods were built for the Lehigh Valley Railroad in the late-1860s, they proved too rough on the track because of their long coupled wheelbase.
No more followed for 19 years, until the Northern Pacific Railway bought two for use on the switchbacks over Stampede Pass, while the 2-mile tunnel was being built. In low-speed service where high tractive effort was critical, these Decapods were successful. Small numbers of other Decapods were built over the next twenty years for service in steeply graded mountainous areas where power at low speeds was the requirement; the type did not prove as popular as the successful Consolidation type. Among Decapod users was the Atchison and Santa Fe Railway; the engines were tandem compounds but their ongoing reversing limitations became the genesis of the 2-10-2 wheel arrangement. The first boost in the number of Decapods occurred when Imperial Russia ordered 1,200 Decapods from American builders during World War I; when the Bolshevik revolution occurred in 1917, 857 had been delivered, but more than 200 were either awaiting shipment or were in the process of construction. These stranded locomotives were adopted by the United States Railroad Administration, the body created by the Government to oversee and control the railroads during the War, converted to American standards, put to use on American railroads.
Small and light-footed, these Russian decapods proved popular with smaller railroads, many of them remained in service long after the USRA's control of the railroads ceased. Many indeed lasted until the end of steam on those railroads. Swengel suggested the 2-10-0 arrangement was'obsolete' by 1916, when the Pennsylvania Railroad commenced an experiment with a 2-10-0 locomotive at its Juniata plant. Most 10 coupled engines constructed for U. S. railroads during World War 1 were of the USRA 2-10-2 arrangement, but the PRR committed to 122 of the 2-10-0s. Swengel argued this commitment to the 2-10-0, nicknamed "Deks", was controversial in 1916 and was more so in 1922 when the PRR placed additional orders; the PRR was soon the biggest user of Decapods in the United States. The type was ideally suited to the Pennsy's graded Allegheny Mountains routes, which required lugging ability according to tractive effort, not speed according to horse power; the PRR bought 598 2-10-0s including 123 built at its own shops.
In one of the largest locomotive orders the rest came from the Baldwin Locomotive Works. The PRR 2-10-0s weighed 386,100 lb and developed about 90,000 lbf of tractive effort with an axle loading of over 70,000 lb; the engines steamed at 250 psi and had a large superheater. The grate area of about 70 sq ft was on the small side, but a mechanical stoker compensated for this; the PRR decapod, class I1s, was unlike the Russian decapod. Two giant cylinders gave the I1s power and their tenders permitted hard and long workings between stops, they were unpopular with the crews. The last operations on the PRR were 1957. A small number of other Decapods were ordered by other railroads. Baldwin developed two standard 2-10-0s for railroads with low axle-load requirements. Thirteen Decapod locomotives survive in the USA, including two Baldwin standards, six Russ
Swiss Locomotive and Machine Works
Swiss Locomotive and Machine Works was a railway equipment manufacturer based in Winterthur in Switzerland. Much of the world's mountain railway equipment was constructed by the company; the company was founded in 1871 by the British engineer Charles Brown. SLM built electric locomotives, including the crocodile type. From 1992, SLM returned to producing steam locomotives designed around advanced steam technology principles; this included rebuilding DR Class 52.80 locomotive number 52 8055. In 1998 the cog-railway division was sold to Stadler Rail, the engineering division, via Adtranz, to Bombardier Transportation; the remaining business was renamed Sulzer-Winpro AG and as part of a management buyout in 2001, was renamed Winpro AG. The advanced steam division was sold in 2000 to Dampflokomotiv- und Maschinenfabrik AG, or DLM AG. In October 2001 the measurement division was sold to PROSE AG. Winpro AG was sold on 7 September 2005 to Stadler Rail. SLM Factories Jakob Buchli - a railway pioneer with the SLM
A backyard railroad is a owned, outdoor railroad, most in miniature, but large enough for one or several persons to ride on. The rail gauge can be anything from 2 1⁄2 in to 7 1⁄2 in or more. Smaller backyard or outdoor railroads that cannot be ridden are called garden railroads; some backyard railroads use full-size rolling stock, such as the former 3 ft narrow gauge Grizzly Flats Railroad owned by Disney animator Ward Kimball. Hundreds thousands of backyard railroads exist in the United States and United Kingdom. Walt Disney's 7 1⁄4 in gauge ridable miniature Carolwood Pacific Railroad, located at his home in the Los Angeles neighborhood of Holmby Hills, was a notable example, it inspired Disney to surround his planned Disneyland amusement park with the 3 ft narrow gauge Disneyland Railroad. Tracks for the layout can be either portable, or permanent; the former may be of simple welded steel construction, but the latter are built from miniature steel or aluminium rails attached to wooden, plastic or concrete sleepers, put on a proper foundation of crushed stone, just as in full size.
Turnouts are fabricated from these basic materials. Prototypical appearance is sought for, but some portable tracks may not resemble real railroad tracks. Locomotives on a backyard railroad can be of different types. Miniature steam locomotives are an element of a related hobby known as live steam. One of the more well-known builders of backyard railroad trains was Bud Hurlbut, who built and operated the mine train ride and log ride at Knott's Berry Farm. Rolling stock is modeled after real railroad equipment, as far as being painted with logos of past or existing railroads. Boxcars, flat cars, tank cars and cabooses are common. For passenger use, special cars are constructed, with a low center of gravity for safety. Children's railway Train ride Building backyard railroad trains
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, 4-6-0 represents the configuration of four leading wheels on two axles in a leading bogie, six powered and coupled driving wheels on three axles and no trailing wheels. In the mid 19th century, this wheel arrangement became the second most popular configuration for new steam locomotives in the United States of America, where this type is referred to as a Ten-wheeler; as a locomotive pulling trains of lightweight all wood passenger cars in the 1890-1920s, it was exceptionally stable at near 100 mph speeds on the New York Central's New York to Chicago Water Level Route and on the Reading Railroad's Camden to Atlantic City, NJ, line. As passenger equipment grew heavier with all steel construction, heavier locomotives replaced the Ten Wheeler. During the second half of the nineteenth and first half of the twentieth centuries, the 4-6-0 was constructed in large numbers for passenger and mixed traffic service.
A natural extension of the 4-4-0 American wheel arrangement, the four-wheel leading bogie gave good stability at speed and allowed a longer boiler to be supported, while the lack of trailing wheels gave a high adhesive weight. The primary limitation of the type was the small size of the firebox. In passenger service, it was superseded by the 4-6-2 Pacific type whose trailing truck allowed it to carry a enlarged firebox. Prussia and Saxonia however went directly to the 2-8-2 Mikado type. For freight service, the addition of a fourth driving axle created the 4-8-0 Mastodon type, rare in North America, but became popular on Cape gauge in Southern Africa; the 4-6-0T locomotive version was a far less common type. It was used for passenger duties during the first decade of the twentieth century, but was soon superseded by the 4-6-2T Pacific, 4-6-4T Baltic and 2-6-4T Adriatic types, on which larger fire grates were possible. During the First World War, the type was used on narrow gauge military railways.
In 1907, five 6th Class locomotives of the Cape Government Railways were sold to the 3 ft 6 in Benguela Railway. These included one of the Dübs-built locomotives of 1897 and two each of the Neilson and Company and Neilson and Company-built locomotives of 1897 and 1898. In the mid-1930s, in order to ease maintenance, modifications were made to the running boards and brake gear of the CFB locomotives; the former involved mounting the running boards higher, thereby getting rid of the driving wheel fairings. This gave the locomotives a much more American rather than British appearance. In April 1951, three Class NG9 locomotives were purchased from the South African Railways for the Caminhos de Ferro de Moçâmedes, they were placed in service on the Ramal da Chibía, a 600 mm gauge branch line across 116 kilometres from Sá da Bandeira to Chiange. The locomotives were observed dumped at the Sá da Bandeira shops by 1969 and the branch line itself was closed in 1970. In 1897, three Class 6 4-6-0 locomotives were ordered by the Cape Government Railways from Neilson and Company for use on the new Vryburg to Bulawayo line of the fledgling Bechuanaland Railway Company.
The line through Bechuanaland Protectorate was still under construction and was operated by the CGR on behalf of the BR at the time. The locomotives were returned to the CGR; the Finnish State Railways operated the Classes Hk1, Hk2, Hk3, Hk5, Hv1, Hv2, Hv3, Hv4, Hr2 and Hr3 locomotives with a 4-6-0 wheel arrangement. The Class Hk1, numbers 232 to 241, was built by Baldwin Locomotive Works in 1898; the ten Baldwin locomotives were designated H1 class. Numbers 291 to 300 and 322 to 333 were built by the Richmond Locomotive Works in 1900 and 1901; the 22 Richmond locomotives were designated H2 class and were nicknamed Big-Wheel Kaanari. One of them, no. 293, the locomotive that brought Lenin from exile in August–September 1917 prior to the Russian Revolution, was presented by Finland to the Soviet Union on 13 June 1957 and is preserved at the Finland Station in St. Petersburg, Russia. Another 100 of these locomotives were manufactured in Finland from 1903 to 1916, numbered in the range from 437 to 574 and designated H3 to H8 classes.
The Class Hk5 was numbered from 439 to 515. One, no. 497, is preserved at Haapamäki. The Class Hv1 was built from 1915 by Lokomo, they were nicknamed Heikki and were numbered 545 to 578 and 648 to 655. The class remained in service until 1967. One, no. 555 named Princess, is preserved at the Finnish Railway Museum. The Class Hv2 was built by Berliner Maschinenbau and Lokomo in the years between 1919 and 1926, they were numbered 579 to 593, 671 to 684 and 777 to 780. One, no. 680, is preserved at Haapamäki. The Class Hv3 was built by Berliner and Lokomo in the years from 1921 to 1941, they were numbered 638 to 647, 781 to 785 and 991 to 999. Three Class Hv3 locomotives were preserved, no. 781 at Kerava, no. 995 at Suolahti and no. 998 at Haapamäki. The Class Hv4 was built by Tampella and Lokomo in the years from 1912 to 1933 and were numbered 516 to 529, 742 to 751 and 757 to 760. Two, numbers 742 and 751, are preserved at Haapamäki; the Swedish State Railways sold its Class Ta and Tb locomotives to Finland in 1942.
At the time, they were not in traffic in Sweden and, since they were purchased by Finland, they were not considered as war assistance. The Class Ta was designat