1.
Kitson and Company
–
Kitson and Company was a locomotive manufacturer based in Hunslet, Leeds, West Yorkshire, England. The company started in 1835 as James Kitson at the Airedale Foundry, off Pearson Street, Hunslet, Todd had been apprenticed to Matthew Murray at the Round Foundry in Holbeck, Leeds. Initially, the firm made parts for other builders, until it was joined in 1838 by David Laird, a farmer who was looking for investments. That year saw the production of the companys first complete locomotives, either for the North Midland or the Liverpool, however, Todd left almost immediately to form Shepherd and Todd, and the company was known variously as Kitson and Laird or Laird and Kitson. The order for six engines by the Liverpool and Manchester began with 0-4-2 Lion, around 1860, it was withdrawn from service and sold to the Mersey Docks and Harbour Board, where it was jacked-up off its wheels and used for pumping water. In 1930 it was restored and remains in preservation at the Museum of Liverpool, in 1842, Laird, who not receiving the financial return he expected, left the partnership. Kitson was then joined by Isaac Thompson and William Hewitson, the company becoming Kitson Thompson and Hewitson, in 1851 the company exhibited an early tank locomotive at The Great Exhibition, and was awarded a gold medal. In 1858 Thompson left and the firm became Kitson and Hewitson, then, finally, Kitson, from 1855 many Indian railways became major customers. From 1866 Kitsons produced a large proportion of the Midland Railway double-framed goods engines designed by Matthew Kirtley, at some time prior to 1884 the factory employed Charles Algernon Parsons OM KCB FRS who was engaged in building rocket-powered torpedoes. After leaving Kitsons, the brilliant Parsons went on to invent the Steam Turbine, in 1886 Kitsons assisted its representative E. Jeffreys in the preparation of five designs for the Victorian Railways, each with standardised components which were interchangeable between the classes. The locomotives were a large 0-6-0 and a suburban 2-4-2T, the Kitson designs influenced the Victorian Railways for many years. Kitson built an order of 4-6-0s for the Cordoba Railway in Argentina during 1889-91. From 1876 to 1901 the firm built over 300 steam tram engines and steam railmotor units. An innovation was the locomotive design proposed by Robert Stirling based on the Meyer locomotive. The first three were built in 1894 for the Anglo-Chilian Nitrate & Railway Company in Chile, with two in 1903 for Rhodesia and three in 1904 for Jamaica, over 50 were built, some 2-8-8-0 and 2-8-8-2, the last being in 1935. There were also some 0-8-6-0s designed for rack railway working in the Andes, Kitsons were busy during World War I but trade dropped off in the 1920s. The experimental Kitson-Still 2-6-2T steam diesel hybrid locomotive, combining power with internal combustion, was tested on the London. This hauled revenue-earning trains for the LNER but Kitsons could not afford to develop it into a viable form
2.
Whyte notation
–
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
3.
2-6-0
–
This arrangement is commonly called a Mogul. In the United States of America and Europe, the 2-6-0 wheel arrangement was used on tender locomotives. This type of locomotive was built in the USA from the early 1860s to the 1920s. On these early 2-6-0 locomotives, the axle was merely used to distribute the weight of the locomotive over a larger number of wheels. The first American 2-6-0 with a rigidly mounted leading axle was the Pawnee, built for freight service on the Philadelphia. In total, about thirty locomotives of type were built for various American railroads. The railroads noted their increased pulling power, but also found that their rather rigid suspension made them prone to derailments than the 4-4-0 locomotives of the day. Many railroad mechanics attributed these derailments to having too little weight on the leading truck, the first true 2-6-0s were built in the early 1860s, the first few being built in 1860 for the Louisville and Nashville Railroad. The new design required the utilisation of a single-axle swivelling truck, such a truck was first patented in the United Kingdom by Levi Bissell in May 1857. In 1864, William S. Hudson, then the superintendent of Rogers Locomotive and Machine Works and this equalized suspension worked much better over the uneven tracks of the day. The first locomotive built with such a truck was likely completed in 1865 for the New Jersey Railroad. It is likely that the class name derives from a locomotive named Mogul. However, it has also suggested that, in England, it derived from the engine of that name built by Neilson. Beyer, Peacock and Company provided large numbers of standard design 3 ft 6 in narrow gauge Mogul locomotives to several Australian Railways. Twenty 2-6-0 locomotives were built by Les Ateliers de Tubize locomotive works in Belgium for the 1,000 mm CF du Congo Superieur aux Grands Lacs Africains between 1913 and 1924. The first eight, numbered 27 to 34, were built in 1913, followed by six more in 1921, six more of a slightly larger version followed in 1924, numbered 41 to 46. They had 360 by 460 millimetres cylinders and 1,050 millimetres diameter driving wheels, with the versions having a working order mass of 28.8 tonnes. Most of the CFL was regauged to 3 ft 6 in gauge in 1955, most of them still survived in 1973
4.
Track gauge
–
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
5.
3 ft 6 in gauge railways
–
Railways with a track gauge of 3 ft 6 in/1,067 mm were first constructed as horse-drawn wagonways. From the mid-nineteenth century, the 3 ft 6 in gauge became widespread in the British Empire, there are approximately 112,000 kilometres of 1,067 mm gauge track in the world. 1795 One of the first railways to use 3 ft 6 in gauge was the Little Eaton Gangway in England, other 3 ft 6 in gauge wagonways in England and Wales were also built in the early nineteenth century. 1862 In 1862 the Norwegian engineer Carl Abraham Pihl constructed the first 3 ft 6 in gauge railway in Norway,1865 In 1865 the Queensland Railways were constructed. Its 3 ft 6 in gauge was promoted by the Irish engineer Abraham Fitzgibbon,1868 In 1868 Charles Fox asks civil engineer Edmund Wragge to survey a 3 ft 6 in railway in Costa Rica. 1871 In 1871 the Canadian Toronto, Grey and Bruce Railway,1872 In January 1872 Robert Fairlie advocated the use of 3 ft 6 in gauge in his book Railways Or No Railways, Narrow Gauge, Economy with Efficiency v. Broad Gauge, Costliness with Extravagance. 1872 also saw the opening of the first 3 ft 6 in gauge railway in Japan,1873 On 1 January 1873, the first 3 ft 6 in gauge railway was opened in New Zealand, constructed by the British firm John Brogden and Sons. Earlier built 4 ft 8 1⁄2 in and broad gauge railways were converted to the narrower gauge. Also in 1873 the Cape Colony adopted the 3 ft 6 in gauge, after conducting several studies in southern Europe, the Molteno Government selected the gauge as being the most economically suited for traversing steep mountain ranges. Beginning in 1873, under supervision of Railway engineer of the Colony William Brounger, the Cape Government Railways rapidly expanded and the gauge became the standard for southern Africa. 1876 Natal also converted its short 10 kilometres long Durban network from 4 ft 8 1⁄2 in broad gauge prior to commencing with construction of a network across the colony in 1876. Other new railways in Southern Africa, notably Mozambique, Bechuanaland, after 1876 In the late nineteenth and early twentieth century numerous 3 ft 6 in gauge tram systems were built in the United Kingdom and the Netherlands. In Sweden, the gauge was nicknamed Blekinge gauge, as most of the railways in the province of Blekinge had this gauge. An alternate name for this gauge, Cape gauge, is named after the Cape Colony in what is now South Africa, the term Cape Gauge is used in other languages, such as the Dutch kaapspoor, German Kapspur, Norwegian kappspor and French voie cape. After metrication in the 1960s, the gauge was referred to in official South African Railways publications as 1065 mm instead of 1067 mm, the gauge is sometimes referred to as CAP gauge, after C. A. The gauge name Colonial Gauge was used in New Zealand, in Australia the imperial term 3 foot 6 inch is used. In some Australian publications the term medium gauge is also used, in Japan 1,067 mm gauge is referred to as kyōki, which directly translates as narrow gauge. It is defined in metric units, Cape Government Railways Heritage railway List of track gauges Norwegian gauge controversy South African Trains – A Pictorial Encyclopaedia Why Did Japan Choose the 36 Narrow Gauge
6.
Leading wheel
–
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
7.
Wheelbase
–
In both road and rail vehicles, the wheelbase is the distance between the centers of the front and rear wheels. For road vehicles with more than two axles, the wheelbase is defined as the distance between the axle and the centerpoint of the driving axle group. In the case of a truck, the wheelbase would be the distance between the steering axle and a point midway between the two rear axles. The wheelbase of a vehicle equals the distance between its front and rear wheels, at equilibrium, the total torque of the forces acting on a vehicle is zero. So, for example, when a truck is loaded, its center of gravity shifts rearward, the amount the vehicle sinks will depend on counter acting forces like the size of the tires, tire pressure, and the stiffness of the suspension. If the vehicle is accelerating or decelerating, extra torque is placed on the rear or front tire respectively, so, as is common experience, when the vehicle accelerates, the rear usually sinks and the front rises depending on the suspension. Likewise, when braking the front noses down and the rear rises, because of the effect the wheelbase has on the weight distribution of the vehicle, wheelbase dimensions are crucial to the balance and steering. For example, a car with a greater weight load on the rear tends to understeer due to the lack of the load on the front tires. This is why it is crucial, when towing a single-axle caravan, likewise, a car may oversteer or even spin out if there is too much force on the front tires and not enough on the rear tires. Also, when turning there is lateral torque placed upon the tires which imparts a turning force that depends upon the length of the distances from the CM. Wheelbases provide the basis for one of the most common vehicle size class systems, some luxury vehicles are offered with long-wheelbase variants to increase the spaciousness and therefore the luxury of the vehicle. Prime Minister of the United Kingdom Tony Blair was given a version of the Rover 75 for official use. In contrast, coupé varieties of vehicles such as the Honda Accord are usually built on shorter wheelbases than the sedans they are derived from. The wheelbase on many commercially available bicycles and motorcycles is so short, relative to the height of their centers of mass, in skateboarding the word wheelbase is used for the distance between the two inner pairs of mounting holes on the deck. This is different from the distance between the centers of the two wheel pairs. A reason for this use is that decks are sold with prefabricated holes. It is therefore easier to use the holes for measuring and describing this characteristic of the deck. A common misconception is that the choice of wheelbase is influenced by the height of the skateboarder, however, the length of the deck would then be a better candidate, because the wheelbase affects characteristics useful in different speeds or terrains regardless of the height of the skateboarder
8.
Locomotive frame
–
A locomotive frame is the structure that forms the backbone of the railway locomotive, giving it strength and supporting the superstructure elements such as a cab, boiler or bodywork. The vast majority of locomotives have had a structure of some kind. The frame may in turn be supported by axles directly attached to it, or it may be mounted on bogies / trucks, the bogies in turn will have frames of their own. Three main types of frame on steam locomotives may be distinguished and they were mainly used in Britain and continental Europe. On most locomotives the frames would be situated within the driving wheels, some early designs were double framed where the frame consisted of plates both inside and outside the driving wheels. Others were sandwich frames where the frame was constructed of wood sandwiched between two metal plates and these were made of two steel bars which are usually 4–7 in thick. They were first used on the Bury Bar Frame locomotive during the 1830s, cast steel locomotive beds were a development of the final years of steam locomotive design in the United States. They were also exported to Britain and Australia from the USA, an articulated locomotive with no fixed wheels may have a separate frame beneath the superstructure, or the bodyworks internal structure may be load-bearing. Rarely is a monocoque structure used. Diesel and electric locomotives with a traditional, full-width body, known as cab units in North America, fully enclosed locomotives are used in some limited applications, mostly for passenger trains. These tend to be cowl units, in which the body is not load-bearing, chassis Locomotive bed Steam locomotive components Underframe
.svg){kind=small}
