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It was later confirmed in the Kitson Steam Locomotive Catalogue (1839-1923) that the locomotives were classified by Kitson as a 2-6-0+0-6-2T. [ 6 ] As most of the Meyer locomotives were found in South America , the Manila Railway was the only known operator of the type in Asia .
C1218, a preserved 2-6-0 steam locomotive for Jaladara train. The State Railway Company of the Dutch East Indies (Staatsspoorwegen, SS) in Indonesia operated 83 units of 2-6-0 tank locomotives of the C12 series, built by Sächsische Maschinenfabrik of Chemnitz, Germany in 1896. They were wood-burning locomotives which consumed two cubic metres ...
Download as PDF; Printable version; In other projects ... Steam Locomotive classification on the New South Wales Government Railways had three ... 2-6-0: G.1204: Z.27 ...
Mantua HO scale model of 2-6-6-2 steam locomotive, lettered for Great Northern Railway. The 2-6-6-2 wheel arrangement was fairly popular among model railroaders during the period when brass models were being imported in large quantities from Japan and Korea. Among the leading examples in HO scale were the following. [71]
0-6-0 is the Whyte notation designation for steam locomotives with a wheel arrangement of no leading wheels, six powered and coupled driving wheels on three axles, and no trailing wheels. Historically, this was the most common wheel arrangement used on both tender and tank locomotives in versions with both inside and outside cylinders.
The Caledonian Railway 812 and 652 Classes were 0-6-0 steam tender locomotives designed by John F. McIntosh for the Caledonian Railway and introduced in 1899. They had the same boiler type as the 721 “Dunalastair” Class 4-4-0s. They could reach speeds of up to 55 mph (89 km/h). [1]
The most numerous steam locomotive type used in Hungary was the MÁV class 324 2-6-2, built from 1909 onwards, which were still at work in the last days of steam. The Hungarian State Railways (MÁV) also ran three important classes of 2-6-2 tank engines .
Among crews the 2MT 2-6-0 gained a reputation for being very sure-footed. Some maintained however that the engine did not steam well. The most common complaint was the draughty and dirty footplate. This was unusual, given Robert Riddles and his team made an effort to optimise working conditions in the Standards' cab layout.