1.
William Stroudley
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William Stroudley was one of Britains most famous steam locomotive engineers of the nineteenth century, working principally for the London, Brighton and South Coast Railway. He designed some of the most famous and longest-lived steam locomotives of his era, born at Sandford-on-Thames, Oxfordshire, William Stroudley began work in 1847 at the local paper mill and in the same year he was apprenticed to John Inshaws engineering firm in Birmingham. Over the next seven years he gained a variety of engineering experience on stationary engines, in 1861 he was appointed manager of the Edinburgh and Glasgow Railway Cowlairs Works. On 19 June 1865 he was appointed locomotive and carriage superintendent of the Highland Railway at Inverness and he was unable to do any substantial work as the railway had very little money at the time, only producing one locomotive. He was however able to re-organise and modernise the companys Lochgorm Works, in 1870 he was appointed locomotive superintendent of the London, Brighton and South Coast Railway at Brighton works following the enforced resignation of J. C. When he took office there were seventy-two different classes of locomotive in use, Stroudley was hampered at first by the difficult financial state of his new company, which had faced bankruptcy in 1866. Stroudleys first passenger locomotive design at Brighton was the two locomotives of the Belgravia class, 2-4-0 in 1872 and they were very similar to two 2-4-0 locomotives constructed at Cowlairs for the Edinburgh and Glasgow Railway in the early 1860s when he was the works manager. They contained many features of his later designs, in the same year he introduced the first of three important tank engine classes, which were ultimately produced in large numbers. The diminutive LB&SCR A1 Class 0-6-0 tanks were introduced in 1872, the D1 class 0-4-2T were used for London suburban services of the LBSCR from 1873 until electrification and some survivors lasted until the late 1940s. The last survivor of the E1 class freight 0-6-0T introduced in 1874 was withdrawn in 1962, in 1874 Stroudley also designed the G class of powerful 2-2-2 singles, the last of which survived until 1914. Less successful were his 0-6-0 freight locomotives of the C and C1 classes of 1871 and 1882 respectively, Stroudley is best remembered for his 0-4-2 passenger classes. The first of these was an engine version of the D1 class, the D2 or Lyons class, introduced in 1876. A larger version for express passenger work, the Richmond class, was introduced in 1877, however it is the enlarged B1 class express engines of 1882 for which he is best remembered, the last of which survived until 1933. The first member of class is preserved at the National Railway Museum in York. Stroudley was responsible for the re-organisation and modernisation of Brighton railway works and he also designed railway carriages and the steam engines for the LB&SCR cross-channel ferries which operated between Newhaven and Dieppe. He is also remembered for inventing the re-railing ramps that are known as Stroudleys Patent Ramps or Rampes de Stroudley in some parts of the world. He died of bronchitis on 20 December 1889 during his visit to the Paris Exhibition where he was exhibiting one of his locomotives. Stroudley was buried in the Extra Mural Cemetery, Brighton on 24 December 1889 and he was succeeded at Brighton by R. J. Billinton
2.
Brighton railway works
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The works grew steadily between 1841 and 1900 but efficient operation was always hampered by the restricted site, and there were several plans to close it and move the facility elsewhere. After use as a factory for constructing bubble cars, the facility was demolished and has since redeveloped as part of the New England Quarter of Brighton. The earliest locomotive servicing facility at Brighton was an engine shed to the north-west of the station. However a new workshop at Horley, midway between London and Brighton, also opened in 1841, was planned to become the principal locomotive. Carriage construction began in 1848, having previously been carried out by contractors at New Cross, Craven also set about enlarging and equipping Brighton works for new steam locomotive construction, which began in May 1852. During 1860 and 1861 Craven began the removal of a chalk hill on the western side of the main line. The space created was used to accommodate a new much enlarged motive power depot in 1861, thereby permitting the closure of the existing facilities, nevertheless, by 1866 consideration was again being given to concentrating repairs at New Cross Gate railway station. From 1905 Brighton works was unable to pace with the locomotives requiring to be serviced. By 1910 30% of the stock was unusable due to delays. Lawson Billinton, the District Locomotive Superintendent at New Cross depot had sought to alleviate the situation by executing repairs and boiler changes, the LB&SCR Locomotive, Carriage and Wagon Superintendent D. E. Marsh received much of the blame for the problem, which had been developing for some years, the LB&SCR directors recognised that part of the problem at Brighton was that the works was overwhelmed with work. In 1910 they purchased land at Lancing for a new carriage and wagon works and this allowed Stroudleys carriage shed to be used as an overflow stock shed by the locomotive works and the motive power depot. Locomotives repaired at Brighton were also taken to Lancing for their final painting. However the advent of the First World War in 1914 put an end to this plan, Locomotive building was severely curtailed at Brighton after 1916 and the works became involved in munitions production. After the war there was again a substantial backlog of repairs, after mid-1931, with the impending electrification of the Brighton main line, the locomotive works once again seemed likely to close. Similarly the steam motive power depot was rebuilt and reduced in size and it also manufactured component parts for tanks and anti-aircraft guns. The workshops were damaged during the Brighton Blitz in May 1943, at the time of the centenary of locomotive building in 1952 the works covered 9 acres and employed about 650 staff. However, under the plan for BR announced in 1954
3.
Neilson and Company
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Neilson and Company was a locomotive manufacturer in Glasgow, Scotland. The company was started in 1836 at McAlpine Street by Walter Neilson and James Mitchell to manufacture marine and stationary engines. In 1837 the firm moved to Hyde Park Street and was known as Kerr, Mitchell and Neilson and, in 1840, Kerr, Neilson and Company, becoming Neilson, Locomotive building began in 1843 for the local railways. In 1855 production of marine and stationary engines discontinued and the changed its name again to Neilson. Among those who became notable in the field were Henry Dübs. By 1861, business had increased to such an extent, that a new works was built at Springburn, in 1864, Henry Dübs set up in business on his own at Queens Park Works, as Dübs and Company, taking a number of key staff with him. James Reid, who had worked for Neilson, however, returned. When the Edinburgh and Glasgow railway was opened in 1842, it used a pair of Neilson & Mitchell beam engines to work the rope incline from Glasgow to Cowlairs station. The engines were covered by an article illustrated with drawings in The Practical Mechanic and they were beam engines mounted on an entablature supported on fluted columns. The engines had 28 inch cylinders, and 6 foot stroke and they were supplied with steam at 50psi by 8 boilers, each 30 foot long and 5 foot diameter. By 1855, the company was building four-coupled tank engines, along with 2-4-0, some of these were for Cowlairs and St. Rollox, but many more went to India. Through the 1870s considerable numbers of 0-4-4 tank engines were built for the London, Chatham and Dover Railway, the Midland, many other types were built for railways at home and abroad, including fifty 0-4-2s for India. The companys first eight-coupled locos were built in 1872, also for India, in 1879 the first 2-6-0s to run on British rails were built for William Adams of the Great Eastern. One of these was named Mogul and this became the name applied to all locomotives of this wheel arrangement, more overseas orders followed, with engines for South Africa and South America. However, by time, intense competition from United States meant that small companies were unable to survive. 6 builders supplied F class engines between the arrivals of F13 and F216, Museum of Science and Industry - 0-4-0ST No 386 of 1869 Flour Mill Works, Lydney, Gloucs. Antrim - 4-4-0 No 5727 of 1901 GNR Q class no.131 A character in The Railway Series by the Rev. W. Awdry is based on a Neilson prototype. Neil is a box tank locomotive, who worked on the Sodor & Mainland Railway between 1856 and 1910, Finnish Railway Museum Category, Neilson locomotives Lowe, J. W
4.
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
5.
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
6.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
7.
Standard gauge
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The standard gauge is a widely used railway track gauge. Approximately 55% of the lines in the world are this gauge, all high-speed rail lines, except those in Russia, Uzbekistan, and Finland, are standard gauge. The distance between the edges of the rails is defined to be 1435 mm except in the United States. It is also called the UIC gauge or UIC track gauge, as railways developed and expanded, one of the key issues was the track gauge to be used. The result was the adoption throughout a large part of the world of a gauge of 1435 mm. In North East England, some lines in colliery areas were 4 ft 8 in. All these lines had been widened to standard gauge by 1846, parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. However, until well into the half of the 19th century, Britain. The American gauges converged as the advantages of equipment interchange became increasingly apparent, notably, all the 5 ft broad gauge track in the South was converted to standard gauge over the course of two days beginning on 31 May 1886. See Track gauge in the United States, snopes categorized this legend as false, but commented that. It is perhaps more fairly labelled as True, but for trivial, the historical tendency to place the wheels of horse-drawn vehicles approximately 5 feet apart probably derives from the width needed to fit a carthorse in between the shafts. Others were 4 ft 4 in or 4 ft 7 1⁄2 in, the English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in for wagonways in Northumberland and Durham, the Hetton and Springwell wagonways also used this gauge. Stephensons Stockton and Darlington railway was primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. The initial gauge of 4 ft 8 in was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made to 4 ft 8 1⁄2 in gauge, George Stephenson used the 4 ft 8 1⁄2 in gauge for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The success of this led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Monkland and Kirkintilloch Railway, authorised 1824 and opened 1825, used 4 ft 6 in, Dundee and Newtyle Railway, authorised 1829 and opened 1831, used 4 ft 6 1⁄2 in
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
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