0-6-0

History 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 (shunters). Because they lack leading and trailing wheels, locomotives of this type have all their weight pressing down on their driving wheels and consequently have a high tractive effort and factor of adhesion, making them comparatively strong engines for their size, weight and fuel consumption. On the other hand, the lack of unpowered leading wheels has the result that 0-6-0 locomotives are less stable at speed. They are therefore mostly used on trains where high speed is unnecessary. Since 0-6-0 tender engines can pull fairly heavy trains, albeit slowly, the type was commonly used to pull short and medium distance freight trains such as pickup goods trains along both main and branch lines. The tank engine versions were widely used as switching (shunting) locomotives since the smaller 0-4-0 types were not large enough to be versatile in this job. and larger switching locomotives, on the other hand, were too big to be economical or even usable on lightly built railways such as dockyards and goods yards, precisely the sorts of places where switching locomotives were most needed. The earliest 0-6-0 locomotives had outside cylinders, as these were simpler to construct and maintain. However, once designers overcame the problem of broken crank axles, inside cylinder versions were found to be more stable. Thereafter this pattern was widely adopted, particularly in the United Kingdom, although outside cylinder versions were also widely used. Tank engine versions of the type began to be built in quantity in the mid-1850s and had become very common by the mid-1860s. Early examples 0-6-0 locomotives were among the first types to be used. The earliest recorded example was The Duke, built by George Stephenson for the Kilmarnock and Troon Railway in 1817. Other early examples included the Vulcan, the first inside-cylinder type, built by Charles Tayleur and Company in 1835 for the Leicester and Swannington Railway, and Hector, a Long Boiler locomotive, built by Kitson and Company in 1845 for the York and North Midland Railway. Derwent, a two-tender locomotive built in 1845 by William and Alfred Kitching for the Stockton and Darlington Railway, is preserved at Darlington Railway Centre and Museum. Suffixes For a steam tank locomotive, the suffix usually indicates the type of tank or tanks: • 0-6-0Tside tanks • 0-6-0STsaddle tank • 0-6-0PTpannier tanks • 0-6-0WTwell tank Other steam locomotive suffixes include • 0-6-0VBvertical boiler • 0-6-0Ffireless locomotive • 0-6-0Ggeared steam locomotive For a diesel locomotive, the suffix indicates the transmission type: • 0-6-0DMmechanical transmission • 0-6-0DHhydraulic transmission • 0-6-0DEelectric transmission ==Usage==

All the major continental European railways used 0-6-0s of one sort or another, though usually not in the proportions used in the United Kingdom. As in the United States, European 0-6-0 locomotives were largely restricted to switching and station pilot duties, though they were also widely used on short branch lines to haul passenger and freight trains. On most branch lines, though, larger and more powerful tank engines tended to be favoured. Australia In New South Wales, the Z19 class was a tender type with this wheel arrangement. The Dorrigo Railway Museum collection includes seven Locomotives of the 0-6-0 wheel arrangement, including two Z19 class (1904 and 1923), three 0-6-0 saddle tanks and two 0-6-0 side tanks. In Victoria, the Geelong and Melbourne Railway Company operated four 0-6-0WT (well tank) goods locomotives; one of their 2-2-2WT passenger locomotives ("Titania", which became Victorian Railways number 34 in 1860) was converted to an in 1872. On the Victorian Railways system there were O, P, Q, old R, Belgian R, new R, RY, T, U, Nos.103 & 105 (unclassed), old V, X, and Y class 0-6-0 tender locomotives, as well as a solitary Z class 0-6-0T (tank) engine. Side tank locomotives Nederlandsch Indische Spoorweg Maatschappij (NIS) was known operating its 4 ft 8½ in (1,435 mm) gauge between Samarang–Vorstenlanden (Solo and Yogyakarta), Brumbung–Gundih and Kedungjati–Ambarawa all of which had been built in the 1870s. NIS expanded its rail network in Jogja (another term of Yogyakarta) by building branch lines between Yogyakarta–Brosot–Sewugalur in 1895 and Yogyakarta–Pundong in 1919. The line construction in and around Jogja was also to serve the freight transports of sugarcane from many sugar mills that operating in the royal land of Yogyakarta Sultanate. NIS imported another 10 new 0-6-0Ts as standard-gauge runner on Samarang–Vorstenlanden and came in 2 batches in 1910 and 1912 from Werkspoor, N.V., Netherlands. The first batch engines were classified as NIS 151–156, those on second batch were NIS 157–160 and equipped with steam brake. In 1901, the Staatsspoorwegen (SS) acquired 24 units of 0-6-0Ts from Solo Vallei Waterwerken or Solo Valley Waterworks after they sold it due to debts as a result of swelling funds for the construction of irrigation canal dams on the banks of the Bengawan Solo and then, SS classified them as SS Class 500 (501–524). Not quite a long, a local private tramway company named Pasoeroean Stoomtram Maatschappij (PsSM) bought 2 units from SS to assist their sugar-freight transports to the port there along with their Hohenzollern 0-4-0Tr engines in 1905 and 1908. The remaining owned by the SS were renumbered as SS Class 24–45 and used to aid mainline and rural tramlines, especially in East Java between Garahan–Banyuwangi line using as transport for construction materials and metal bridge girders. After that, they were used as yard shunter and short harbor works at Banyuwangi and Panarukan. While 2 units of Solo Vallei which were acquired by PsSM renumbered to PsSM 6 Louisa (former SS 506) and PsSM 7 Marie (former SS 516), by 1911 they also purchased brand new of the same type PsSM 8 Nella. These locomotives were manufactured by John Cockerill & Cie., Belgium. After Japanese occupation, the SS Class 24–45 were renumbered as C13 class and PsSM 6–8 were reclassified as C22 class, the C13s were brought by Japanese throughout Java while the C22s were brought to Mojokerto as yard shunt duties. From all of these locomotives, not a single one remains. All of them were scrapped around the 1970s. Other operators include Ma-Ao Sugar Central, These are still used for its heritage railway service after the rail freight service was terminated in 2021. No. 7 was later renamed as the second Isabella Curran. Aside from these, the company also had two more locomotives of the same arrangement that were most likely scrapped. Other known operators of tender locomotives include Central Azucarera de Bais with its Baldwin-built also numbered No. 7, North Negros Sugar Company, San Carlos No. 5 of 1926, Out of these, only the Tabacalera Central No. 5 uses the 3 ft 6 in gauge lines being operated in Tarlac while the other units use the 3 ft gauge. South Africa Cape gauge In 1876, the Cape Government Railways (CGR) placed a pair of 0-6-0 Stephenson's Patent permanently coupled back-to-back tank locomotives in service on the Cape Eastern system. They worked out of East London in comparative trials with the experimental Fairlie locomotive that was acquired in that same year. The Natal Harbours Department placed a single saddle-tank locomotive in service in 1879, named John Milne. The Natal Government Railways placed a single locomotive in shunting service in 1880, later designated Class K, virtually identical to the Durban Harbour's John Milne and built by the same manufacturer. In 1901, a single 0-6-0T harbour locomotive built by Hudswell, Clarke was delivered to the Harbours Department of Natal. It was named Edward Innes and retained this name when it was taken onto the SAR roster in 1912. In 1902, Arthur Koppel, acting as agent, imported a single 0-6-0 narrow gauge tank steam locomotive for a customer in Durban. It was then purchased by the Cape Government Railways and used as construction locomotive on the Avontuur branch from 1903. In 1912, this locomotive was assimilated into the South African Railways and in 1917 it was sent to German South West Africa during the First World War campaign in that territory. Switzerland During the Second World War, Switzerland converted some 0-6-0 shunting engines into electric–steam locomotives. United Kingdom The 0-6-0 inside-cylinder tender locomotive type was extremely common in Britain for more than a century and was still being built in large numbers during the 1940s. Between 1858 and 1872, 943 examples of the John Ramsbottom DX goods Class were built by the London and North Western Railway and the Lancashire and Yorkshire Railway. This was the earliest example of standardisation and mass production of locomotives. Of the total stock of standard-gauge locomotives operating on British railways in 1900, around 20,000 engines, over a third were 0-6-0 tender types. The ultimate British was the Q1 Austerity type, developed by the Southern Railway during the Second World War to haul very heavy freight trains. It was the most powerful steam design produced in Europe. Similarly, the 0-6-0 tank locomotives became the most common locomotive type on all railways throughout the 20th century. All of the Big Four companies to emerge from the Railways Act, 1921 grouping used them in vast numbers. The Great Western Railway, in particular, had many of the type, most characteristically in the form of the pannier tank locomotive that remained in production well past railway nationalisation in 1948. When diesel shunters began to be introduced, the 0-6-0 type became the most common. Many of the British Railways shunter types were , including Class 03, the standard light shunter, and Class 08 and Class 09, the standard heavier shunters. United States In the United States, huge numbers of 0-6-0 locomotives were produced, with the majority of them being used as switchers. The USRA 0-6-0 was the smallest of the USRA Standard classes designed and produced during the brief government control of the railroads through the USRA during the First World War. 255 of them were built and ended up in the hands of about two dozen United States railroads. In addition, many of the railroads (and others) built numerous copies after the war. The Pennsylvania Railroad rostered over 1,200 0-6-0 types over the years, which were classed as class B on that system. The United States 0-6-0s were generally tender locomotives. During the Second World War, no fewer than 514 USATC S100 Class 0-6-0 tank engines were built by the Davenport Locomotive Works, for use by the United States Army Transportation Corps in both Europe and North Africa. Some of these remained in service long after the war, having been purchased or otherwise adopted by the countries where they were used. These included Austria, Egypt, France, Iraq, the United Kingdom and Yugoslavia. The fourteen SR USA Class engines purchased by the British Southern Railway in 1946 remained in service well into the 1960s. Designed to be extremely strong but easy to maintain, these engines had a very short wheelbase that allowed them to operate on dockyard railways. ==References==