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Locomotion No. 1 (originally named Active) is an early steam locomotive that was built in 1825 by the pioneering railway engineers George and Robert Stephenson at their manufacturing firm, Robert Stephenson and Company. It became the first steam locomotive to haul a passenger-carrying train on a public railway, the Stockton and Darlington ...
The way the valve controlled the steam entering and leaving the cylinder was known as steam distribution and shown by the shape of the indicator diagram. What happened to the steam inside the cylinder was assessed separately from what happened in the boiler and how much friction the moving machinery had to cope with.
They also hoped that the new S1 steam locomotive would have a performance equal to their Pennsylvania Railroad class GG1 electric engine and would be capable of hauling a 1,000-ton passenger train at 100 mph. [4] A conference was held between Baldwin Locomotive Works officials and W. F. Kiesel, J. V. B. Duer and W. R. Elsey for PRR, where PRR ...
A preserved GWR 4500 Class steam locomotive, showing power classification "C" on a yellow route restriction disc, on the upper cab side-sheet. On 1 July 1905 the Great Western Railway (GWR) introduced a system for denoting both the haulage capabilities and the weight restrictions which applied to their various classes of locomotive.
Metropolitan Railway 0-4-4T E Class No. 1. L44 (No. 1) worked the last steam-hauled LT passenger train in 1961, and survived in use until 1965; it is now preserved at the Buckinghamshire Railway Centre. L44 was preserved by a 19 year old London Transport Mechanical Engineering Apprentice Jim Stringer, [3] who started the Met Tank Appeal Fund in ...
LNER Class A4 4468 Mallard is officially the fastest steam locomotive, reaching 126 mph (203 km/h) on 3 July 1938. LNER Class A3 4472 Flying Scotsman was the first steam locomotive to officially reach 100 mph (160 km/h), on 30 November 1934. 41 018 climbing the Schiefe Ebene with 01 1066 as pusher locomotive (video 34.4 MB)
Due to their complexity relative to other steam locomotive designs, the T1s were difficult to maintain. Designed to run reliably at speeds of up to 100 mph (160 km/h), the T1s were so powerful that they could easily exceed their designed load and speed limitations, which in turn caused increased wear and tear, particularly to the 100-mph ...
To cope with the growing freight traffic on the extension line, the Met received four F Class locomotives in 1901, similar to the E Class except for the wheel formula and without steam heat. [13] In 1897 and 1899, the Met received two 0-6-0 saddle tank locomotives to a standard Peckett design.