1.
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 From the early 1900s they were superseded by electric and diesel locomotives, with full conversions to electric.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
2.
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
3.
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
4.
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
5.
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
6.
4-6-2
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The 4-6-2 locomotive became almost globally known as a Pacific type. The introduction of the 4-6-2 design in 1901 has been described as a milestone in locomotive progress. Nevertheless, new Pacific designs continued to be built until the mid-1950s, the type is well-suited to high speed running. The world speed record for steam traction of 126 miles per hour has been held by a British Pacific locomotive, the two earliest 4-6-2 locomotives, both created in the United States of America, were experimental designs which were not perpetuated. In 1889, the Chicago, Milwaukee and St. Paul Railway rebuilt a conventional 4-6-0 with trailing wheels as a means of reducing its axle load, in 1896, six Q class 4-6-2 tank locomotives were introduced on the Western Australian Government Railways. Even before Baldwin had completed the order from New Zealand, their engineers realised the advantages of the new type, the design was soon widely adopted by designers throughout the world. There are different opinions concerning the origin of the name Pacific, the design was a natural enlargement of the existing Baldwin 4-4-2 Atlantic type, but the type name may also be in recognition of the fact that a New Zealand designer had first proposed it. Usually, however, new arrangements were named for, or named by. In the case of the Pacific, that was the Missouri Pacific Railroad in 1902, the Pacific type was used on mainline railways around the world. During the first half of the 20th century, the Pacific rapidly became the predominant passenger steam power in North America, between 1902 and 1930, about 6,800 locomotives of the type were built by North American manufacturers for service in the United States and Canada. With exported locomotives included, about 7,300 were built in total, about 45% of these were built by the American Locomotive Company which became the main builder of the type, and 28% by Baldwin. Large numbers were used in South America, most of which were supplied by manufacturers in the United Kingdom. Africa was the continent upon which the Pacific was regularly used. The earliest African examples were built in the United Kingdom by Kitson, within a few weeks, these were followed by a German Pacific type that, although already designed in 1905, only entered service in late 1907. The next was a British type, introduced in January 1908, by the outbreak of the First World War, the type was being widely used on the railways of Continental Europe. The Pacific type was introduced into Asia in 1907, the year that it was first used in Europe. By the 1920s, Pacifics were being used by many throughout the Asian continent. In 1923, the Pacific gave its name to Arthur Honeggers orchestral work, Pacific 231, during the first two decades of the 20th century, the Pacific wheel arrangement enjoyed limited popularity on tank locomotives
7.
Articulated locomotive
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The term articulated locomotive usually means a steam locomotive with one or more engine units which can move independent of the main frame. This is done to allow a locomotive to negotiate tighter curves. Articulation is also applied to electric locomotives, such as the Italian FS Class E656. Many different schemes for articulation were developed over the years, most other types saw only limited success. Also, the Kitson-Meyer variant with the spread apart to allow a deeper firebox between them. Simple expansion, or simple, articulated steam engines had two sets of equally sized cylinders, when the steam was used in the firebox, the high pressure and low pressure came out the smokestack at once, resulting in higher tractive effort at the cost of more fuel burnt. Compound expansion, or compound, articulated steam engines like Anatole Mallets original idea and this, however, resulted in lower tractive effort because of its low efficiency. g. Electric and diesel locomotives have many construction aspects in common with Meyer type steam locomotives but are not seen as articulated. Beyer Peacock Bissel bogie Cleminsons patent Grovers bogie Jacobs bogie Articulated locomotives Articulated steam bogie locomotives
8.
Garratt
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A Garratt is a type of steam locomotive that is articulated into three parts. Its boiler is mounted on the frame, and two steam engines are mounted on separate frames, one on each end of the boiler. Articulation permits larger locomotives to negotiate curves and lighter rails that might restrict large rigid-framed locomotives, many Garratt designs aimed to double the power of the largest conventional locomotives operating on their railways, thus reducing the need for multiple locomotives and crews. Garratt first approached Kitson & Co. but his idea was rejected and he then approached Beyer, Peacock and Company, who were only marginally more interested. In 1907 Beyer, Peacock & Co. submitted a proposal for a 2 ft gauge 0-4-0+0-4-0 Garratt to the New South Wales Government Railways, the following year a design for a 2 ft gauge Mallet locomotive was submitted in reply to an enquiry from the Government of Tasmania. This was followed with a submission for a Garratt based on, but a little heavier than and this proposal was accepted, and two locomotives were built in 1909, which became the K class. The K class had to cope with 99 radius curves and 1 in 25 gradients and this made the locomotive unnecessarily complicated and placed the high-pressure cylinders directly underneath the cab, making it uncomfortably hot, especially in summer. The pattern was not repeated on later Garratt designs, only one more Garratt locomotive, again built by Beyer, Peacock & Co. in 1927, was produced with compound propulsion for the Burma Railways. Early design and construction involved the steam-tight flexible connections between the boiler unit and the power units. The third Garratt was built in 1910 for the Darjeeling Himalayan Railway, in 1911 Beyer, Peacock and Company built six 2-6-0+0-6-2 Garratts for the Western Australian Government Railways. The M class locos were followed by the Ms and the Msa class and they also formed the pattern for locos for the Victorian Railways narrow gauge G class, and for Australian Portland Cement. The final Garratts to a Beyer-Peacock design were built in 1967–1968, eight 2 ft gauge South African Railways Class NG G16 locomotives, see 2 ft gauge railways in South Africa. The order was placed with Beyer, Peacock and Company, but since the firm was in the process of closing down, hunslets South African subsidiary, Hunslet-Taylor in Germiston, built these locomotives using boilers manufactured by their mother company. The 500 mm gauge Southern Fuegian Railway in Argentina procured a new 0-4-0+0-4-0 Garratt in 1994, based on Livio Dante Portas work, it included larger cross section tubing, insulation of the boiler and an improved front end. This vastly improved the economy of modern steam engine and more than doubled train length. Accordingly, a second Garratt for this railway was built to similar specifications and it was shipped to Argentina in 2006 and entered service in October of that year. Garratts were used in Africa, Asia, Australia, Europe and this class, designated 231-132BT, was streamlined and featured Cossart motion gear, mechanical stokers and 1.8 m driving wheels, the largest of any Garratt class. On a test in France, one of these achieved a speed of 132 kilometres per hour —a record for any Garratt class, all three main railways in Angola used Garratts
9.
Boiler
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A boiler is a closed vessel in which water or other fluid is heated. The fluid does not necessarily boil, the heated or vaporized fluid exits the boiler for use in various processes or heating applications, including water heating, central heating, boiler-based power generation, cooking, and sanitation. The pressure vessel of a boiler is usually made of steel, stainless steel, especially of the austenitic types, is not used in wetted parts of boilers due to corrosion and stress corrosion cracking. In live steam models, copper or brass is used because it is more easily fabricated in smaller size boilers. For much of the Victorian age of steam, the material used for boilermaking was the highest grade of wrought iron. In the 20th century, design practice instead moved towards the use of steel, which is stronger and cheaper, with welded construction, which is quicker and requires less labour. It should be noted, however, that wrought iron boilers corrode far slower than their steel counterparts. This makes the longevity of older wrought-iron boilers far superior to those of welded steel boilers, cast iron may be used for the heating vessel of domestic water heaters. Although such heaters are usually termed boilers in some countries, their purpose is usually to produce hot water, not steam, the brittleness of cast iron makes it impractical for high-pressure steam boilers. The source of heat for a boiler is combustion of any of several fuels, such as wood, coal, oil, electric steam boilers use resistance- or immersion-type heating elements. Nuclear fission is used as a heat source for generating steam, either directly or, in most cases. Heat recovery steam generators use the heat rejected from other such as gas turbine. 18th century Haycock boilers generally produced and stored large volumes of very low-pressure steam and these could burn wood or most often, coal. Flued boiler with one or two large flues—an early type or forerunner of fire-tube boiler, fire-tube boiler, Here, water partially fills a boiler barrel with a small volume left above to accommodate the steam. This is the type of boiler used in nearly all steam locomotives, the heat source is inside a furnace or firebox that has to be kept permanently surrounded by the water in order to maintain the temperature of the heating surface below the boiling point. Fire-tube boilers usually have a low rate of steam production. Fire-tube boilers mostly burn solid fuels, but are adaptable to those of the liquid or gas variety. Water-tube boiler, In this type, tubes filled with water are arranged inside a furnace in a number of possible configurations and this type generally gives high steam production rates, but less storage capacity than the above
10.
LMS Garratt
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The London Midland and Scottish Railway Garratt was a class of Garratt 2-6-0+0-6-2 steam locomotive designed for heavy freight. A total of 33 were built from 1927, making them the most numerous class of Garratt in Britain, after Grouping the LMS continued the Midland Railways small engine policy of hauling trains using two or three locomotives of moderate power coupled together. This led to most of the Toton -Brent coal trains being double-headed by 0-6-0 locomotives and it was realised that double heading was uneconomical so a Garratt locomotive was ordered from Beyer, Peacock and Company. However the LMS Derby design office insisted on the fitting of their standard axleboxes to the design and these axleboxes were barely adequate for the LMS Class 4F 0-6-0 locomotives, on which they frequently overheated, and were a major weakness on the LMS Garratts. They were also heavy on coal and maintenance. Three locomotives were built in April 1927 and the remaining 30 were built in the period August to November 1930, all were built with straight sided bunkers but from 1931 all except the first two of the 1927 trio were fitted with revolving coal bunkers. These were conical in shape and were revolved and oscillated by means of a small 2-cylinder steam engine, the revolving bunkers prevented coal dust from entering the cab and the oscillation facility made them self-trimming. The 1927 trio were numbered 4997–4999, and the 1930 batch from 4967 to 4996 and they were later renumbered 7967–7999 in the same order to make way for the new Black 5’s. British Railways added 40000 to their numbers, the roundhouses at Toton MPD had to have extra length Garratt roads to accommodate them. Mostly used for coal trains, they later found other uses as well. Others were allocated to Wellingborough and Hasland near Chesterfield, trains for Manchester were generally routed along the Hope Valley Line and the Garratts normally came off their trains at the Gowhole freight sidings just south of Chinley. A few would work the Ambergate to Pye Bridge Line using the curve at Ambergate, but only as far as Rowsley. This was normal for goods trains because of the danger of breaking on the climb to Peak Forest. In addition, although they had ample tractive effort to climb the gradient, on an early attempt, the loco was inspected at Heaton Mersey and it was found that all of its brake blocks had melted. The class was withdrawn between June 1955 and April 1958, the Rosebud Kitmaster company produced an unpowered polystyrene injection moulded 00 scale model, which went on sale in March 1961. The moulding tools for this locomotive were scrapped in 1982, heljan has been commissioned by Hattons to produce a model in OO gauge. This will be Heljans first UK outline OO gauge steam locomotive model
11.
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
12.
Mallet locomotive
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The Mallet locomotive is a type of articulated steam railway locomotive, invented by the Swiss engineer Anatole Mallet. The essence of his idea combines articulation of the locomotive and compound steam use, as the steam was exhausted from those cylinders, it was passed into a low-pressure receiver and was then sent to low-pressure cylinders to power the driving wheels on the Bissell truck. The lower-pressure steam occupies a volume and the low-pressure cylinders are larger than the high-pressure cylinders. A third stage may be employed, compounding was proposed by the British engineer Jonathan Hornblower in 1781. The American engineer W. S. Mallet himself proposed cross-compounding in which a steam locomotive configuration would have one high-pressure cylinder. The weight of the front part of the frame was to be supported on an arc-shaped radial bearing. The truck could therefore turn into a curve and move to some extent laterally, the large-diameter pipe conveying the low-pressure steam from the high-pressure to the low-pressure cylinders acted also as a receiver, forming a buffer for the gas flow. Independent cut-offs for the high-pressure and low-pressure cylinders were advocated by Mallet, by 1892110 Mallets were at work, of which 24 were standard gauge, by 1900 there were nearly 400, of which 218 were on standard gauge or Russian gauge. The biggest and heaviest examples built for European railways were the 0-8-8-0Ts built by Maffei for Bavarian State Railways between 1913 and 1923, however no Mallet ever ran on a British railway. Mallet designs were popular in Hungary, too,30 of MÁV422 were built between 1898-1902. MÁV401 was a B locomotive in service between 1905-1969 and MÁV651 until 1962, the strongest Mallet-locomotive of the Hungarian State Railways was MÁV601, a C type steam locomotive. With 2200 kW power, MÁV601 was the most powerful locomotive built before. The first US example was Baltimore & Ohio Railroad #2400, built by Alco in 1903, nicknamed Old Maude, it was a 0-6-6-0 weighing 334,500 lb and with axle loads of 60,000 lb. These were unsuccessful, and later engines used conventional boilers, the largest compound Mallets were ten 2-10-10-2s built for the Virginian by Alco in 1918, in pairs they pushed coal trains headed by a 2-8-8-2. This was further worsened by dynamic instability of the front end in running, the Chesapeake & Ohio road introduced 25 simple 2-8-8-2 locomotives in 1924 and 20 more in 1926. Although the simple-expansion concept diverged from Mallets original patent, the locomotives were clearly a continuation of the concept and were still referred to as Mallet locomotives. As the front truck cylinders were now using boiler pressure steam, special arrangements were necessary to deliver it and these new locomotives took over service on a 113-mile division, covering it in 5 hours with 9,500 short tons and a single locomotive. Further development culminated in 1941 with the 4-8-8-4 Big Boy type on the Union Pacific RR
13.
Union Pacific Big Boy
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The Big Boy fleet of twenty five locomotives were used primarily in the Wyoming Division to haul freight over the Wasatch mountains between Green River, Wyoming and Ogden, Utah. According to a Union Pacific executive, the 4-8-8-4 series originally was to have been called Wasatch, one day while one of the engines was being built an unknown worker scrawled Big Boy in chalk on its front. With that, the name was born and has stuck ever since. Union Pacific introduced the Challenger-type locomotives in 1936 on its main line over the Wasatch Range between Green River, Wyoming and Ogden, Utah. For most of the route, the grade is 0. 82% in either direction. Hauling a 3, 600-short-ton freight train demanded double heading and helper operations, to eliminate the need for double heading and helper operations, Union Pacific decided to design a new locomotive. For such a locomotive to be worthwhile, it would have to be faster, to avoid locomotive changes, the new class would need to pull long trains at a sustained speed of 60 miles per hour once past mountain grades. In fact, it was designed so that it could travel smoothly and safely at 80 miles per hour — even though it was not intended to be used that fast. Led by mechanic Otto Jabelmann, the Union Pacific Railroads design team worked with the American Locomotive Company to re-examine their Challenger locomotives, the Big Boys are articulated, like the Mallet locomotive design. They were built with a margin of reliability and safety. Peak horsepower was reached at about 35 mph, optimal tractive effort, without the tender, the Big Boy has the longest engine body of any reciprocating steam locomotive. The American Locomotive Company manufactured 25 Big Boy locomotives for Union Pacific, the Big Boy locomotives had large grates to burn the low-quality bituminous coal from Union Pacific-owned mines in Wyoming. As an experiment, Locomotive 4005 was converted to oil, unlike a similar effort with the Challengers, it failed due to uneven heating in the Big Boys large. Another experiment that took place for a time was giving locomotive 4019 smoke lifters. They were later removed for unknown reasons, towards the end of their career, the Big Boys could still pull more than their rated tonnage of 6,573 short tons. The Big Boys ratings were increased several times until they regularly pulled 8,727 short tons over the Wasatch range, the last revenue train hauled by a Big Boy ended its run early in the morning on July 21,1959. Most were stored operational until 1961 and four remained in operational condition at Green River and their duties were assumed by diesel locomotives and gas turbine-electric locomotives. The engineer and fireman were killed instantly on impact and the brakeman died in a hospital a few days later from his severe burns
14.
Duplex locomotive
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Prior to this, the term duplex locomotive was sometimes applied to articulated locomotives in general. Additional balance weight — overbalance — can be added to damp this, but at the cost of adding vertical forces and this can be extremely damaging to the track, and in extreme cases can actually cause the driving wheels to leave the track entirely. The heavier the reciprocating machinery, the greater forces are. American railroads proved to be unwilling to use locomotives with inside cylinders, as locomotives got larger and more powerful, their reciprocating machinery had to get stronger and thus heavier, and thus the problems posed by imbalance and hammer blow became more severe. Speed also played a factor, since the forces became greater, ralph P. Johnson thought that the growing size and piston thrusts of existing express passenger locomotives could not be sustained with the by-then conventional 4-8-4 2-cylinder layout. In addition, he convinced that a single pair of cylinders with conventional valve gear. The earliest attempt at duplex locomotive was an 0-6-6-0 tank locomotive designed by Jules Petiet in 1863 for the French Northern Railway, but the idea was not perpetuated. However, the innovation of more rigid hinges that permitted only horizontal swinging movements and not twisting or vertical movement was from ALCO, instead came the idea of having multiple groups of cylinders and driven wheels mounted in one rigid frame. A duplex version of a 4-8-4 would be a 4-4-4-4, with the eight driving wheels split into two groups of four, each with its own set of cylinders and valve gear. The reciprocating mass of both sets would be less than the single set on the 4-8-4, since they would be under less stress. The cylinders could be smaller yet have larger, more efficient valves, the most obvious tradeoff was that in Baldwins proposed design, the rigid wheelbase was longer since the second set of cylinders had to be between the two sets of drivers. This was sufficient for many roads, for whom current locomotives were taxing enough, the locomotive was in light service and tested until withdrawal in 1943. It was not successful enough for the B&O to express any further interest and it was, in fact, too large to work over the majority of the PRRs system and was placed into service only between Chicago, Illinois and Crestline, Ohio. In service after December 1940, it proved powerful and capable but prone to wheelslip, by and large, its flaws were written off as simply the teething troubles of an early, first-cut prototype. It was taken out of service in 1945, the PRRs requirements were the use of the Belpaire firebox and the Franklin oscillating-cam poppet valve gear. The two, #6110 and #6111, were delivered in April and May 1942, testing again proved them to be powerful and capable but not sure-footed. As soon as wartime restrictions on producing passenger locomotives were eased in February 1945 and this was a fateful step, since the problems encountered with the prototypes had not been ironed out nor had they been tested with the intensity required to be sure of production reliability. The production locomotives differed in detail in their casings
15.
Tender (rail)
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A tender or coal-car is a special rail vehicle hauled by a steam locomotive containing its fuel and water. Steam locomotives consume large quantities of water compared to the quantity of fuel, a locomotive that pulls a tender is called a tender locomotive. Locomotives that do not have tenders and carry all their fuel, a brake tender is a tender that is heavy and used to provide greater braking efficiency. The largest steam locomotives are coupled by a drawbar to a tender that carries the water. The fuel source used depends on what is available locally. In the UK and parts of Europe, a supply of coal made this the obvious choice from the earliest days of the steam engine. Until around 1850 in the United States, the vast majority of burned wood until most of the eastern forests were cleared. Subsequently coal burning became more widespread, and wood burners were restricted to rural, according to Steamlocomotive. com, By the mid-1800s, most steam locomotive tenders consisted of a fuel bunker surrounded by a U shaped water jacket. The overall shape of the tender was usually rectangular, the bunker which held the coal was sloped downwards toward the locomotive providing easier access to the coal. The ratio of water to fuel capacities of tenders was normally based on two water-stops to each fuel stop because water was readily available than fuel. One pound of coal could turn six pounds of water to steam, therefore, tender capacity ratios were normally close to 14 tons of coal per 10,000 gallons of water. The water supply in a tender was replenished at water stops, refilling the tender is the job of the fireman, who is responsible for maintaining the locomotives fire, steam pressure, and supply of fuel and water. Water carried in the tender must be forced into the boiler, early engines used pumps driven by the motion of the pistons. Later, steam injectors replaced the pump while some engines used turbopumps, in the UK, the USA and France, water troughs were provided on some main lines to allow locomotives to replenish their water supply while moving. The fuel and water capacities of a tender are usually proportional to the rate at which they are consumed, the Pennsylvania Railroad and the New York Central Railroad used track pans on many of their routes, allowing locomotives to pick up water at speed. The result was that the tanks on these tenders were proportionally much smaller. In the UK water troughs were used by three of the Big Four railways, the Southerns decision to electrify its routes into London with a third rail system also made the installation of water troughs impractical. Only on the former London and South Western Railway routes west of Salisbury, rather than install troughs the L&SWR equipped its express locomotives with special high-capacity tenders with a water capacity of 4,000 gallons running on a pair of twin-axle bogies
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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
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Fireless locomotive
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A fireless locomotive is a type of locomotive which uses reciprocating engines powered from a reservoir of compressed air or steam, which is filled at intervals from an external source. They were eventually displaced by Diesel and battery electric locomotives fitted with protective appliances, an early application of the fireless locomotive was to street tramways in the USA. Emile Lamm developed two types of locomotive, one using ammonia and the other using stored steam. Lamm founded two companies, Ammonia & Thermo-Specific Propelling Company of America in 1872 and Lamm Fireless Engine Company in 1874, lamms fireless engines were briefly popular, both in the USA and in France, but were soon displaced by electric trams. The French locomotives were built in association with Leon Francq, under the name Lamm & Francq, the fireless system then gained a new lease of life for industrial shunting locomotives. Any factory which possessed a stationary boiler could use it to charge a fireless steam locomotive for shunting operations. Fireless shunting locomotives became especially popular in Germany and some remained in service into the 1960s, Fireless industrial shunters were usually of the 0-4-0 or 0-6-0 wheel arrangement but some 0-8-0s were built, by companies including Heisler. Pennsylvania Power and Light D, in the gallery below, is an example of an 0-8-0 fireless Heisler locomotive, the Swiss company, DLM, was recently trying to promote the fireless steam locomotive as an environmentally-friendly alternative to the diesel locomotive for shunting. DLM claims that diesel shunters typically spend 75% of their time with the engine idling. A fireless steam locomotive is similar to a steam locomotive. This reservoir is charged with superheated water under pressure from a stationary boiler, the engine works like a conventional steam engine using the high pressure steam above the water in the accumulator. As the steam is used and pressure drops, the water boils. The locomotive can work like this until the pressure has dropped to a useful level or the water runs out. European fireless steam locomotives usually have the cylinders at the back, while American ones often have the cylinders at the front, major builders of fireless steam locomotives in the UK included Andrew Barclay and W. G. Bagnall. Compressed air locomotives have used for many years, mainly in mines. Most fireless locomotives have been of 0-4-0 or 0-6-0 wheel arrangement but there have been some 0-8-0, another German company, Hohenzollern, built some articulated fireless steam locomotives with a cab at each end. Only one of the bogies was powered, making the wheel arrangement B-2, Steam traction became obsolete in the 1940s and was largely replaced by diesel or electric traction. As they do not emit any exhaust except steam, they can shunt into buildings without endangering the workforce with noxious fumes
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Narrow-gauge railway
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A narrow-gauge railway is a railway with a track gauge narrower than the 1,435 mm of standard gauge railways. Most existing narrow-gauge railways are between 600 mm and 1,067 mm, narrow-gauge railways also have specialized use in mines and other environments where a very small structure gauge makes a very small loading gauge necessary. Narrow-gauge railways also have general applications. Many narrow-gauge street tramways are used, particularly in Europe, where 1,000 mm metre gauge tramways are common, the earliest recorded railway is shown in the De re metallica of 1556, which shows a mine in Bohemia with a railway of about 2 ft gauge. During the 16th century, railways were mainly restricted to hand-pushed narrow-gauge lines in mines throughout Europe, during the 17th century, mine railways were extended to provide transportation above ground. These lines were industrial, connecting mines with nearby transportation points and these railways were usually built to the same narrow gauge as the mine railways from which they developed. The worlds first steam locomotive on rails, built in 1802 by Richard Trevithick for the Coalbrookdale Company, during the 1820s and 1830s, a number of industrial narrow-gauge railways in the United Kingdom used steam locomotives. In 1842, the first narrow-gauge steam locomotive outside the UK was built for the 1,100 mm gauge Antwerp-Ghent Railway in Belgium, historically, many narrow-gauge railways were built as part of specific industrial enterprises and were primarily industrial railways rather than general carriers. Some common uses for these industrial narrow-gauge railways were mining, logging, construction, tunnelling, quarrying, extensive narrow-gauge networks were constructed in many parts of the world for these purposes. For example, mountain logging operations in the 19th century often used narrow-gauge railways to transport logs from mill sites to market, significant sugarcane railways still operate in Cuba, Fiji, Java, the Philippines, and Queensland. Narrow-gauge railway equipment remains in use for the construction of tunnels. Extensive narrow-gauge railway systems served the front-line trenches of both sides in World War I and they were a short-lived military application, and after the end of the war, the surplus equipment from these created a small boom in narrow gauge railway building in Europe. 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. It is also used in populated areas where the potential demand is too low for broader gauge railways to be economically viable. This is the case in some of Australia and most of Southern Africa, the use of such railways has almost vanished due to the capabilities of modern trucks. In many countries, narrow gauge railways were built as feeder or branch lines to feed traffic to more important standard gauge lines, the choice was often not between a narrow-gauge railway and a standard gauge one, but between a narrow-gauge railway and none at all. Some bulk commodities, such as coal, ore, and gravel, can be transshipped, but this still incurs time penalties
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Gasoline
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Gasoline /ˈɡæsəliːn/, known as petrol /ˈpɛtrəl/ outside North America, is a transparent, petroleum-derived liquid that is used primarily as a fuel in internal combustion engines. It consists mostly of organic compounds obtained by the distillation of petroleum. On average, a 42-gallon barrel of oil yields about 19 US gallons of gasoline when processed in an oil refinery. The characteristic of a gasoline blend to resist igniting too early is measured by its octane rating. Gasoline is produced in several grades of octane rating, sometimes, gasoline also contains ethanol as an alternative fuel, for economic or environmental reasons. Gasoline, as used worldwide in the vast number of combustion engines used in transport and industry, has a significant impact on the environment. Gasoline may also enter the environment uncombusted, as liquid and as vapors, from leakage and handling during production, transport and delivery, from tanks, from spills. As an example of efforts to control leakage, many storage tanks are required to have extensive measures in place to detect. Gasoline contains benzene and other known carcinogens, Gasoline inhalation can produce an intense high, however the practice is thought to cause severe organ damage, including mental retardation. The first automotive combustion engines, so-called Otto engines, were developed in the last quarter of the 19th century in Germany, the fuel was a relatively volatile hydrocarbon obtained from coal gas. With a boiling point near 85 °C, it was suited for early carburetors. The development of a spray nozzle carburetor enabled the use of less volatile fuels, further improvements in engine efficiency were attempted at higher compression ratios, but early attempts were blocked by knocking. In the 1920s, antiknock compounds were introduced by Thomas Midgley Jr. and Boyd and this innovation started a cycle of improvements in fuel efficiency that coincided with the large-scale development of oil refining to provide more products in the boiling range of gasoline. In the 1950s oil refineries started to focus on high octane fuels, the 1970s witnessed greater attention to the environmental consequences of burning gasoline. These considerations led to the out of TEL and its replacement by other antiknock compounds. Subsequently, low-sulfur gasoline was introduced, in part to preserve the catalysts in modern exhaust systems, Gasoline is the term that is used in North America to refer to the most popular automobile fuel. The Oxford English Dictionary dates the first use to 1863, when it was spelled gasolene and it was never a trademark, although it may have been derived from older trademarks such as Cazeline and Gazeline. Variant spellings of gasoline had been used to refer to raw petroleum since the 16th century, Petrol is the preferred term in most Commonwealth countries
20.
Shay locomotive
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The Shay locomotive was the most widely used geared steam locomotive. The locomotives were built to the patents of Ephraim Shay, who has credited with the popularization of the concept of a geared steam locomotive. Although the design of Ephraim Shays early locomotives differed from later ones, Ephraim Shay, was a schoolteacher, a clerk in a Civil War hospital, a civil servant, a logger, a merchant, a railway owner, and an inventor who lived in Michigan. In the 1860s he became a logger and wished to devise a way to move logs to the mill than on winter snow sleds. He built his own tramway in 1875, on 2 ft 2 in gauge track on wooden ties and this was much more efficient than his competitors because he could log all year round. Two years later he invented the Shay Locomotive, in about 1877 he developed the idea of having an engine sit on a flat car with a boiler, gears, and trucks that could pivot. The first Shay only had two cylinders and the front truck was mounted normally while the truck was fixed to the frame and could not swivel. He mounted the 3-foot diameter by 5-foot tall boiler centered on the car with the tank over the front trucks. Shay experimented first with a drive from the engine through the floor to the truck axle. It is not known if he powered one or both axles, but he found that the chain drive was not practical and he next tried a belt drive. It did not take long for the idea to become popular, Shay applied for and was issued a patent for the basic idea in 1881. He patented an improved geared truck for his engines in 1901, Lima Locomotive Works of Lima, Ohio built Ephraim Shays prototype engine in 1880. Prior to 1884, all the Shays Lima produced weighed 10 to 15 short tons each and had just two cylinders, in 1884, they delivered the first 3-cylinder Shay, and in 1885, the first 3-truck Shay. The success of the Shay led to an expansion and reorganization of the Lima company. When Lima first received the Shay idea it was not impressed, until John Carnes influenced the company to use the idea, in 1903, Lima could claim that it had delivered the heaviest locomotive on drivers in the world, the first 4-truck Shay, weighing 140 short tons. This was built for the El Paso Rock Island Line from Alamogordo, the use of a two-truck tender was necessary because the poor water quality along the line meant that the locomotive had to carry enough water for a round trip. Lewis E. Feightner, working for Lima, patented improved engine mounting brackets, since Shay was a trademark of Lima, strictly speaking it is incorrect to refer to locomotives manufactured by Willamette and others as Shays. Six Shay Patent locomotives, known as Henderson-style Shays, were built by the Michigan Iron Works in Cadillac and these shafts had universal joints and square sliding prismatic joints to accommodate the swiveling trucks
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2-2-0
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This configuration, which became very popular during the 1830s, was commonly called the Planet type after the first locomotive, Robert Stephensons Planet of 1830. The first such locomotive was Planet, built in 1830 and the company went on to build a further eighteen examples for the railway, in 1835 five examples were supplied to the London and Greenwich Railway. After 1836 Edward Bury built sixty-nine bar frame 2-2-0 locomotives for the London, the steam roller and traction engine company Aveling and Porter built a number of 0-2-2 locomotives, some of which were convertible traction engines. Tom Thumb, the first American-built steam locomotive used on a railroad, built by Peter Cooper in 1830 was a belt-driven 2-2-0. The Dublin and Kingstown Railway used 2-2-0 in 1834 including Hibernia designed by Richard Roberts and built by Sharp, Roberts and Company, the first Russian-built steam locomotive was a 2-2-0 built by the Cherepanovs in 1833-1834. By 1840 the 2-2-0 tender type had largely superseded by the 2-2-2 configuration. However, there are a few examples of later tank engines, thus William Bridges Adams of the Fairfield Locomotive Works in Bow supplied a 2-2-0 well tank to the Roman Railway in 1850
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Planet (locomotive)
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Planet was an early steam locomotive built in 1830 by Robert Stephenson and Company for the Liverpool and Manchester Railway. The ninth locomotive built for the L&MR, it was Stephensons next major change after the Rocket. It was the first locomotive to employ inside cylinders, and subsequently the 2-2-0 type became known as Planets, on 23 November 1830 No.9 Planet ran the approximately 50 km from Liverpool to Manchester in one hour. Six further of the type were ordered by the L&MR from Robert Stephenson & Co, three more were supplied by Murray & Wood in Leeds, to whom Robert Stephenson & Co. had sent the drawings for their manufacture. The Planet and the Patentee were the first locomotive types to be built in large numbers, the Planet locomotives appear closer to subsequent types, and conversely look quite different from Rocket although only a year separated these two designs. Other improvements include, a dome to prevent water reaching the cylinders. Buffers and couplings in a setting a new standard. A working replica was built in 1992 by the Friends of the Museum of Science and Industry in Manchester, when not in steam the locomotive is on display in the museums Power Hall. Planet has visited several other Heritage railways including Shildon Locomotion Museum, the replica was used as an on-screen stand-in for itself in an episode of the ITV/PBS television series Victoria. LMS Royal Scot Class 4-6-0 locomotive 6131 was originally named Planet when built in 1928 but was in 1936 renamed The Royal Warwickshire Regiment, in 1948, the name was applied to LMS Rebuilt Patriot Class No.45545. British Railways Class 8686218 carried the name Planet from 1979 to 1993, list of Liverpool and Manchester Railway locomotives Bailey, Michael R. Learning Through Replication, The Planet Locomotive Project, media related to Planet at Wikimedia Commons Planet Type 2-2-0 on VictorianWeb
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2-2-2
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The wheel arrangement both provided more stability and enabled a larger firebox than the earlier 0-2-2 and 2-2-0 types. They were also described as Singles, although this name could be used to describe any kind of locomotive with a single pair of driving wheels. The new type known as Stephensons Patentee locomotive. Adler, the first successful locomotive to operate in Germany, was a Patentee supplied by Robert Stephenson, other examples were exported to the Netherlands, Russia and Italy. By 1838 the 2-2-2 had become the standard design by Robert Stephenson. Eighteen of the first nineteen locomotives ordered by Isambard Kingdom Brunel for the opening of the Great Western Railway in 1837/8 were of the 2-2-2 type and these included six 2-2-2 locomotives built by Charles Tayleur at his Vulcan Foundry. Also in 1837 the successful North Star broad gauge locomotive was delivered to the Great Western Railway by Stephenson, sharp, Roberts and Company constructed more than 600 2-2-2 locomotives between 1837 and 1857. Ten of these supplied to the Grand Junction Railway became the basis of Alexander Allans successful designs for the railway from 1845, J. & G. Rennie supplied 2-2-2 locomotives to the London and Croydon Railway from 1838 and the London and Brighton Railway in 1840. Arend was one of the two first steam locomotives in the Netherlands, built by R. B, Longridge and Company of Bedlington, Northumberland in 1839. The Great Western Railway continued to order both broad gauge and standard gauge locomotives on the railway, including the Firefly and Sun classes, which were enlarged versions of North Star. The London & North Western Railway Cornwall locomotive was designed at Crewe Works as a 4-2-2 by Francis Trevithick in 1847, notable late examples include William Stroudleys singles of 1874-1880, William Deans 157 class of 1878-79, and his 3001 class, both for the Great Western Railway. James Holden of the Great Eastern Railway created some 2-2-2 singles in 1889 by removing the side rod from a 2-4-0, the first steam railway locomotive built in Belgium in 1835, and was built by John Cockerill under license to a design by Robert Stephenson & Co. It was built for use on the first main line on the European mainland, a replica was built at the workshops of Boissellerie Cognaut for the 150th anniversary of the formation of Belgium. Two 2-2-2 locomotives were imported from Longridge and Co of Bedlington Ironworks England for the Naples–Portici railway in 1839 named Bayard, a replica of Bayard is at the Naples Railway Museum. Most of the earliest locomotives to operate in what is now Germany before the mid-1840s were 2-2-2s delivered by UK manufacturers, however, by 1839 the type was also being built locally see List of Bavarian locomotives and railbuses. The Pegasus of 1839 was the first locomotive to be built by the Sächsische Maschinenbau-Compagnie in Chemnitz, august Borsig and Company manufactured Beuth in 1843 which was highly successful, its valve design became de facto standard for locomotives for decades to come. By 1846 he had manufactured more than a hundred similar locomotives, both the Leipzig-Dresden Railway and Royal Bavarian State Railways built several 2-2-2 classes 1841-1859. Similarly, the Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped various 2-2-2 steam locomotives procured from German manufacturers between 1848 and 1863 into its Mecklenburg I class, the Imperial Austrian State Railways built two successful locomotives of this wheel arrangement in 1907
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2-2-4T
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In Whyte notation, a 2-2-4T is a railroad steam locomotive that has two leading wheels followed by two coupled driving wheels and four trailing wheels. This was a wheel arrangement, only used on a few specialised locomotives. They were, No.66 Aerolite rebuilt as a 2-2-4T in 1902 and later known as in LNER class X1,957, which had been rebuilt from a BTP class 0-4-4T in 1903 and later classified as X2 class. NER190 Class, later class X3 had two members, nos.190 and 1679, both rebuilt from 2-2-2 tender locomotives. All four were inherited by the London and North Eastern Railway at the time of its formation on 1 January 1923, No.66 Aerolite has been preserved at the National Railway Museum in York
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4-2-4T
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This type of locomotive is often called a Huntington type. This wheel arrangement was used on various tank locomotive configurations. Eight 4-2-4 well- and back-tank locomotives which entered service on the Bristol, the engine was designed by James Pearson, the railway companys engineer, and featured single large flangeless driving wheels between two supporting four-wheeled bogies. The water was carried in both well- and back-tanks, leaving the boilers exposed in the way as on most tender locomotives. One of the latter had a 4-2-4 wheel arrangement, at least two Dutton Rail Tractors were built, both steam-powered and both rebuilt by the Britannia Engineering Works of Johannesburg from Yorkshire steam tractors. It had a bogie at either end with the pair of driving wheels on a differential axle in the centre. It was arranged for forward and reverse movement at all speeds, in service, the tractor was often equipped with a water tank tender loaded with additional bags of coal on its running boards. The first eight known 4-2-4 locomotives entered service on the broad gauge Bristol and Exeter Railway in 1853 and 1854 and they had 9 feet diameter flangeless driving wheels, supported by leading and trailing two-axle bogies. The water was carried in both well- and back-tanks, two more engines were built in 1859 and 1862, but with much smaller 7 feet 6 inches diameter driving wheels. Between 1869 and 1873, new locomotives were built to four of the original 9 feet diameter driving wheeled engines. These four replacement engines had slightly smaller 8 feet 10 inches diameter driving wheels, in 1881, this wheel arrangement was also used by the Great Western Railway on William Deans experimental locomotive no.9. Since it was prone to derailing, it did work and was rebuilt to a 2-2-2 tender locomotive in 1884. Dugald Drummond of the London and South Western Railway built a 4-2-4T F9 class combined locomotive and it was little used after Drummonds death in 1912. Huntington was one of three identical 4-2-4 tank locomotives and they were the first locomotives to be purchased by Southern Pacific Railroad in 1863, for use on light commuter services in the Sacramento area. The short water tank on the Forney-type frame prevented the locomotives from travelling any distance without consuming all of their water. As a result, these locomotives were used when absolutely necessary. In 1863, an engine, the T. D. Judah, was built by the Cooke Locomotive Works for a railroad which was unable to pay for it and was purchased by the Central Pacific Railroad. This locomotive was rebuilt to a 4-2-2 wheel arrangement in 1872, the Little Blue Engine from the original 1906 book The Little Engine That Could was a Forney with this wheel arrangement
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Crampton locomotive
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A Crampton locomotive is a type of steam locomotive designed by Thomas Russell Crampton and built by various firms from 1846. The main British builders were Tulk and Ley and Robert Stephenson, notable features were a low boiler and large driving wheels. The crux of the Crampton patent was that the driving axle was placed behind the firebox. This helped to give this design a low centre of gravity and its wheel arrangement was usually 4-2-0 or 6-2-0. Because the single driving axle was behind the firebox, Crampton locomotives usually had outside cylinders, however, some inside cylinder versions were built using indirect drive, then known as a jackshaft. The inside cylinders drove a crankshaft located in front of the firebox, some long-wheelbase 0-4-0 tank locomotives were also built using this crankshaft system. The boiler feed-pump was often driven from the crankshaft as well because many Cramptons were built before the injector was invented, another peculiarity on some Crampton locomotives was the use of a boiler of oval cross-section, to lower the centre of gravity. It would nowadays be regarded as bad engineering practice because the pressure would tend to push the boiler into a circular cross-section. Crampton locomotives were used by some British railways and speeds of up to 120 km/h were achieved on the LNWR and they were more popular in France, southern Germany and the US. In France the expression prendre la Crampton meant to catch an express, one of the French examples has been preserved in the Cité du Train at Mulhouse and is still in working order. This is number 80 of the Chemin de Fer de lEst, the Paris-Strasbourg line and these were all of 4-2-0 wheel arrangement with inside cylinders and indirect drive. The inside cylinders drove a crankshaft located in front of the firebox, notes, Built by, Bury, Curtis, and Kennedy, all 4-2-0 except Liverpool which was 6-2-0. British Locomotive Catalogue 1825–1923, Volume 2A, London and North Western Railway, the Locomotives of the London, Chatham and Dover Railway. The Locomotives of the South Eastern Railway, chemins de fer de l’Est Locomotive List 1839–1938. Chemins de fer du Nord Locomotive List 1842–1938, chemins de fer P. L. M. and Constituents Locomotive List 1829–1938
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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
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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
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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
33.
4-4-0
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Almost every major railroad that operated in North America in the first half of the 19th century owned and operated locomotives of this type. The first use of the name American to describe locomotives of this arrangement was made by Railroad Gazette in April 1872. Prior to that, this arrangement was known as a standard or eight-wheeler. This locomotive type was so successful on railroads in the United States of America that many earlier 4-2-0 and 2-4-0 locomotives were rebuilt as 4-4-0s by the middle of the 19th century. Several 4-4-0 tank locomotives were built, but the vast majority of locomotives of this arrangement were tender engines. Campbell, at the time the engineer for the Philadelphia. Campbell received a patent for the design in February 1836 and soon set to building the first 4-4-0. At the time, Campbells 4-4-0 was a giant among locomotives and its cylinders had a 14 inches bore with a 16 inches piston stroke, it boasted 54 inches diameter driving wheels, could maintain 90 pounds per square inch of steam pressure and weighed 12 short tons. Campbells locomotive was estimated to be able to pull a train of 450 short tons at 15 miles per hour on level track, outperforming the strongest of Baldwins 4-2-0s in tractive effort by about 63%. However, the frame and driving gear of his locomotive proved to be too rigid for the railroads of the time, the most obvious cause was the lack of a weight equalizing system for the drivers. At about the time as Campbell was building his 4-4-0. This locomotive, named Hercules, was completed in 1837 for the Beaver Meadow Railroad and it was built with a leading bogie that was separate from the locomotive frame, making it much more suitable for the tight curves and quick grade changes of early railroads. The Hercules initially suffered from poor tracking, which was corrected by giving it an effective springing system when returned to its builder for remodeling. Norris Locomotive Works built that companys first 4-4-0 in 1839, followed by Rogers Locomotive and Machine Works, the Locks and Canals Machine Shop and the Newcastle Manufacturing Company in 1840. After Henry Campbell sued other manufacturers and railroads for infringing on his patent, as the 1840s progressed, the design of the 4-4-0 changed little, but the dimensions of a typical example of this type increased. The boiler was lengthened, drivers grew in diameter and the firegrate was increased in area, in the 1850s, locomotive manufacturers began extending the wheelbase of the leading bogie and the drivers as well as the tender bogies. By placing the axles farther apart, manufacturers were able to mount a wider boiler completely above the wheels that extended beyond the sides of the wheels and this gave newer locomotives increased heating and steaming capacity, which translated to higher tractive effort. It was in this decade that 4-4-0 locomotives had assumed the appearance for which they would be most recognized by railways, however, the 4-4-0 was soon supplanted by bigger designs, like the 2-6-0 and 2-8-0, even though the 4-4-0 wheel arrangement was still favored for express services
34.
4-4-2 (locomotive)
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The 4-4-2T is the tank locomotive equivalent of a 4-4-0 American type tender locomotive, but with the frame extended to allow for a fuel bunker behind the cab. This necessitated the addition of a truck to support the additional weight at the rear end of the locomotive. As such, the version of the 4-4-2 wheel arrangement appeared earlier than the tender version. One advantage of the type over its predecessor 4-4-0 American type was that the trailing wheels allowed a larger and deeper firebox to be placed behind the driving wheels. The first use of the 4-4-2 wheel arrangement for a locomotive was under an experimental double-firebox locomotive. The locomotive was not successful and was scrapped soon afterwards, baldwins ideas on 4-4-2 tender locomotives were soon copied in the United Kingdom, initially by Henry Ivatt of the Great Northern Railway with his GNR Class C1 Klondyke Atlantic of 1898. These were quickly followed by John Aspinalls Class 7, known as the High-Flyer, the first European Atlantic locomotive type was the Austro-Hungarian IId class of the Kaiser Ferdinands-Nordbahn. It was built from 1895 and later became the 308 class on the Imperial Royal State Railways and it was followed from 1901 by the XVIb class of the Austrian Northwestern Railway that later became the kkStB class 208, and then by the kkStB108 class. All three classes together numbered a little more than one hundred locomotives, apart from the Austrian locomotives, the Hungarian State Railways also operated some Atlantic classes. They were fully streamlined, except for openings to provide access to the gear and motion. The class remained in service until 1962, the Atlantic, known in Germany as the 2B1 wheel arrangement, enjoyed some short-lived popularity in the German states. Between 1908 and 1910, Hanomag built 99 Prussian S9 locomotives, all were four-cylinder compound engines working on saturated steam. The Prussian Atlantics were withdrawn shortly after the First World War and some were given to France, Belgium, Atlantics were also adopted in some other German states. Twelve Pfalz P3.1 class locomotives were built for the Palatinate Railway from 1898, in addition, eleven Pfalz P4 class locomotives were built from 1905. Fifteen Saxon X V class locomotives were built for the Royal Saxon State Railways from 1902, eighteen Baden IId class locomotives were built for the Grand Duchy of Baden State Railways from 1902. In 1900, the Royal Bavarian State Railways imported two 4-4-2 locomotives from Baldwin Locomotive Works in the United States of America and classified them Bavarian S 2/5, ten more locomotives were built by Maffei in 1904. In India, the broad gauge E class was rebuilt in the 1940s, in 1897,246600 Class Atlantics were built for the 3 ft 6 in gauge Japanese Railways by Baldwin Locomotive Works in the United States of America. Six more locomotives, built to the same Japanese design, were built for the Cape Government Railways in South Africa immediately following the completion of the Japanese order
35.
4-4-4
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In the United States, this arrangement was named the Reading type, since the Philadelphia and Reading Railroad was the first to use it. In Canada, this type is known as the Jubilee. A and it was successful in an experimental sense but was too light to haul passenger trains of useful capacity. It was fast, attaining 154 km/h on test, and was semi-streamlined with a pointed nosecone and fairings around the cylinders, stack and dome and it inspired the later Bavarian S 3/6 4-6-2 Pacifics. It passed to the Deutsche Reichseisenbahnen when the German railways were centralised and it was taken out of service in 1925, and was restored by Maffei to be exhibited at the Munich Transport Exhibition of that year. After the exhibition ended, it was placed in the Nuremberg Transport Museum, the Philadelphia and Reading Railway built four C1a Class locomotives in 1915. They proved to be unstable, after that year, they were rebuilt to 4-4-2 Atlantic locomotives. The Baltimore and Ohio Railroad created a single 4-4-4 in 1934, rebuilding a 4-4-2 Atlantic into a solitary class J-1, despite the Altons flat territory and straight track, the locomotive did not do well. It was returned to the B&O and was modified at the railroads Mount Clare shops. Subsequently, it was placed into service on the railroads Wheeling Division. It proved no more successful in service, and was sent to the B&Os Riverside Shop for storage. The Canadian Pacific Railway built two classes of 4-4-4 Jubilee locomotives, both were semi-streamlined, in a similar fashion to the 4-6-4 Royal Hudson and 2-10-4 Selkirk locomotives. The F2a was styled after the Milwaukee Road Hiawatha 4-4-2 Atlantic, Class F2a consisted of five locomotives, Nos. 3000-3004. They can be most easily distinguished from the other type through the main rods being connected to the pair of drivers. Some trouble was discovered with this arrangement, as they had a tendency to bend the main rods in reverse, however, they did hold the Canadian record for speed, at 112.5 mph, during a braking test. The pilot was smoothly rounded and streamlined, with two stainless-steel bands, Class F1a consisted of twenty locomotives, Nos. 2910-2929. These had the main connected to the trailing set of drivers, and a more regular pilot, with a straight pilot beam, a drop-coupler sheet steel pilot below that. Two of this class of locomotive, Nos.2928 and 2929, have survived, No.2928 is at the Canadian Railway Museum in Delson, Quebec, while No.2929 is at Steamtown National Historic Site in Scranton, Pennsylvania. Eric G. Barker designed three examples for the Wirral Railway in 1896, the Midland and South Western Junction Railway purchased two 4-4-4 tank engines from Sharp, Stewart and Company but these were not a success due to their poor traction
36.
Patiala State Monorail Trainways
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Patiala State Monorail Trainways was a unique rail-guided, partially road-borne railways system running in Patiala from 1907 to 1927. PSMT was the second system in India, after the Kundala Valley Railway. The Kundala Valley Railway pre-dated this, also using the Ewing system between 1902 and 1908, although only used bullocks for haulage. Following the conversion of the Kundala Valley Railway from a monorail to a gauge railway in 1908. These were the instances of a monorail train system in India. A locomotive and a coach of PSMT have been restored, are in running condition and are exhibited in the Indian National Rail Museum, maharaja Sir Bhupinder Singh of Patiala got this unique railway system constructed to facilitate movement of people and goods in his state. The chief engineer of this project was Colonel C. W. Bowles, maharaja Sir Bhupinder Singh made him chief Engineer for the PSMT project. One of the objects of PSMT was to use of the 560 mules being maintained by Patiala State. Apart from mules, bullocks were also used to haul the monorail before introduction of locomotives on the route of PSMT. The only published information about PSMT was in a 1908 edition of Imperial Gazetteer of India in which there was a brief mention, the gazetteer simply stated that a mono-rail tramway, opened in February,1907, connects Basi with the railway at Sirhind. An ordnance map of 1913 also shows a tramway running along west side of road, apart from the above, PSMT has not been mentioned in any official documents of that period in India. The railways based on the Ewing System are basically monorails using a wheel for balancing the train. The main load is borne by the rail while the rest is borne by the balancing wheel which runs on the ground. Further, in train systems, the rails have to be at almost exact level of other rail. By using Ewing system, this problem is solved as the wheel does not need exact level to maintain the balance of monorail. In addition the cost of laying tracks also goes down considerably since only one rail is used, another benefit of using Ewing System was that the balancing wheel could run on existing tarred roads as well as the macadam roads thus further reducing cost to lay down tracks. Using one rail also means that the circle is far less than the standard trains. PSMT had to pass through very congested areas
37.
Lartigue Monorail
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The Lartigue Monorail system was developed by the French engineer Charles Lartigue. He developed a horse drawn monorail system invented by Henry Robinson Palmer in 1821 further, the most famous Lartigue railway was the Listowel and Ballybunion Railway in Ireland. Another line,17 km long, was built in 1895 between Feurs and Panissières, in the French département of Loire, Lartigue had seen camels in Algeria carrying heavy loads balanced in panniers on their backs. This inspired him to design a new type of railway, instead of the conventional two parallel rails on the ground, it had a single rail sitting above the sand and held at waist height on A-shaped trestles. The carriages sat astride the trestles like panniers, by 1881 Lartigue had built a 90 km monorail to transport esparto grass across the Algerian desert, with mules pulling trains of panniers that straddled the elevated rail. However the Lartigue system as built was not truly a monorail and these did not carry any weight, but unpowered stabilising wheels fitted to all the engines and wagons contacted these extra rails to prevent the vehicles from overbalancing. This was a 14.4 km monorail built on the Lartigue principle in County Kerry in Ireland and it linked Listowel and Ballybunion, and opened on 29 February 1888. The locomotives were of the 0-6-0 type, constructed by the Hunslet Engine Company and they were specially built with two boilers to balance on the track, and consequently two fireboxes, one of which had to be stoked by the driver. They were also fitted with powered tenders for use on hills. The tender wheels were driven by two cylinders via spur gears, two small chimneys were fitted to each tender to discharge the exhaust steam from these cylinders. A smaller engine, nicknamed the coffee pot, was used in the construction of the railway and it can be seen on an early photo of 1888. Loads had to be evenly balanced, if a farmer wanted to send a cow to market, he would have to send two calves to balance it, which would travel back on opposite sides of the same freight wagon, thereby balancing each other. Another problem with using the Lartigue system in populated areas was that, due to the tracks design, in order for a road to cross the track, a kind of double-sided drawbridge had to be constructed, which required an attendant to operate it. Where farmers tracks crossed the line there were level crossings based on the principle of a turntable and these were locked and the farmer in question provided with a key. Once unlocked, the track could be swivelled to one side to allow the crossing to be used, both the swivelling and drawbridge type crossings were automatically linked to signals, which stopped any approaching trains, road traffic was always given priority under this system. Passengers could not pass from one side of a carriage to another while in motion, a kind of footbridge was built into one end of some of the passenger coaches, while at least one such bridge was carried on a separate wagon. This allowed passengers to cross one side of the line to the other when the train stopped at a station. These could not be called turntables since they could only be moved there was no rolling stock on them
38.
0-6-0
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This was the most common wheel arrangement used on both tender and tank locomotives in versions with both inside and outside cylinders. In the United Kingdom, 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 0-6-0 configuration was the most widely used wheel arrangement for both tender and tank steam locomotives, the type was also widely used for diesel switchers. On the other hand, the lack of unpowered leading wheels have the result that 0-6-0 locomotives are less stable at speed and they are therefore mostly used on trains where high speed is unnecessary. The tank engine versions were used as switching locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. The earliest 0-6-0 locomotives had outside cylinders, as these were simpler to construct, however, once designers began to overcome the problem of the breakage of the crank axles, inside cylinder versions were found to be more stable. Thereafter this pattern was adopted, particularly in the United Kingdom. Tank engine versions of the type began to be built in quantity in the mid-1850s and had become common by the mid-1860s. 0-6-0 locomotives were amongst the first types to be used, the earliest recorded example was the Royal George, built by Timothy Hackworth for the Stockton and Darlington Railway in 1827. Derwent, a locomotive built in 1845 by William and Alfred Kitching for the Stockton and Darlington Railway, is preserved at Darlington Railway Centre. On most branch lines, though, larger and more powerful tank engines tended to be favoured, in New South Wales, the Z19 class was a tender type with this wheel arrangement, as was the Victorian Railways Y class. The Dorrigo Railway Museum collection includes seven Locomotives of the 0-6-0 wheel arrangement, tank locomotives used by Finland were the VR Class Vr1 and VR Class Vr4. The VR Class Vr1s were numbered 530 to 544,656 to 670 and 787 to 799 and they had outside cylinders and were operational from 1913 to 1975. Built by Tampella, Finland and Hanomag, they were nicknamed Chicken, number 669 is preserved at the Finnish Railway Museum. The Vr4s were a class of four locomotives, numbered 1400 to 1423, originally built as 0-6-0s by Vulcan Iron Works, United States, but modified to 0-6-2s in 1951-1955. Finland’s tender locomotives were the classes C1, C2, C3, C4, C5, the Finnish Steam Locomotive Class C1s were a class of ten locomotives numbered 21 to 30. They were operational from 1869 to 1926 and they were built by Neilson and Company and were nicknamed Bristollari. Number 21, preserved at the Finnish Railway Museum, is the second oldest preserved locomotive in Finland, the eighteen Class C2s were numbered 31 to 43 and 48 to 52
39.
0-6-2
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The type is sometimes known as a Webb or a Branchliner. While some locomotives with this arrangement had tenders, the majority were tank locomotives which carried their coal. Finland used two classes of 0-6-2T locomotive, the Vr2 and the Vr5, the Vr2 class was numbered in the range from 950 to 965. Five of them are preserved in Finland, no.950 at Joensuu, no.951 at Tuuri, no.953 at Haapamäki, no.961 at Jyväskylä, the Vr5 class was numbered in the range from 1400 to 1423. No.1422 is preserved at Haapamäki, between 1890 and 1898, four 0-6-2 tender locomotives were placed in service by the Cape Copper Company on its 2 ft 6 in gauge Namaqualand Railway between Port Nolloth and Ookiep in the Cape Colony. Acquired to meet the needs of the upper mountainous section of the line. The first three of these locomotives were described as the Clara Class, while the fourth was included in this Class by some. Between 1900 and 1905, six more Mountain type 0-6-2 tender locomotives were placed in service by the Cape Copper Company, later described as the Scotia Class, they were similar to the earlier Clara Class locomotives, but with longer boilers, longer fireboxes and larger firegrates. In 1892 and 1893, the Nederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij of the Zuid-Afrikaansche Republiek placed twenty 3 ft 6 in Cape gauge 0-6-2T locomotives in mainline service, since the railway classified its locomotives according to their weight, these locomotives were known as the 40 Tonners. Three classes of 600 mm gauge 0-6-2 locomotives were supplied to German South West Africa between 1904 and 1908, in 1904, the Otavi Mining and Railway Company acquired fifteen tank locomotives from Arnold Jung Lokomotivfabrik in Germany. Two of them survived to be taken onto the South African Railways roster in 1922 and they were never classified and were referred to as the Jung locomotives. Ten Class Ha tank locomotives were supplied by Henschel & Son in 1904, one survived the First World War into the SAR era. Fifteen Class Hb tank locomotives were supplied by Henschel between 1905 and 1908, the last six locomotives were delivered as tank-and-tender engines, equipped with optional coal and water tenders. Six of them survived into the SAR era, in the United Kingdom, the type was only ever used for tank engines and was first used by William Barton Wright of the Lancashire and Yorkshire Railway in 1880. The arrangement was soon used by F. W. Webb of the London. Many locomotives of type were also used to haul coal in the South Wales Valleys by the Great Western Railway. J. Billinton between 1894 and 1904, the Great Eastern Railway Class L77 of 1914, designed by Alfred John Hill. The Great Northern Railway N1 and N2 Classes, designed by Nigel Gresley between 1906 and 1921, Gresley later improved upon the GER class with various versions of his London and North Eastern Railway N7 class, built between 1925 and 1928
Media related to Whyte notation at Wikimedia Commons