Схема локомотивных колес 0-6-0: описание и применение.

Locomotive wheel arrangement

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. In the United Kingdom, the Whyte notation of wheel arrangement was also often used for the classification of electric and diesel electric locomotives with side rod coupled driving wheels. Under the UIC classification, popular in Europe, this wheel arrangement is written as C if the wheels are coupled with rods or gears, or Co if they are independently driven, the latter usually being electric and diesel electric locomotives.

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 have 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. 0 8 0 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 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 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.

0 6 0 locomotives were among 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. 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.

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.

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 0 6 0WT 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.

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. In addition to operating trams for transportation facilities in the city of Semarang, Central Java, the private tramway company of Semarang Joana or Semarang Joana Stoomtram Maatschappij (SJS) was also extending the construction of their 3 ft 6 in (1,067 mm) lines to the east, which connected to Rembang, Blora and Cepu. The line of Semarang–Demak–Kudus–Rembang (197 km / 122 miles) was built in 1883–1900, while the Rembang–Blora–Cepu line (70 km / 43 miles) was completed in 1902. The line to Cepu was used for oil transportation and by this area there are fairly extensive teak forests. To serve the freight or passenger transportation on those lines, the SJS ordered 12 '0 6 0T' locomotives from Sächsische Maschinenfabrik (Hartmann) and came in 1898–1902 and classified as SJS Class 100 (101–112). Originally these locomotives had a funnel shaped chimney, but was later replaced by a straight one and also equipped with a sand box which it made of brass. During Japanese occupation of the Dutch East Indies, all of SJS Class 100s were renumbered to C19 and still used up today. After World War II ended, 2 units of C19 locomotives were moved from Java to West Sumatra at the Padang locomotive depot to meet the needs of rail transportation in West Sumatra. At the end of its service period around 1973, the C19 locomotive was used to haul the molasses tank wagons around Probolinggo–Pajarakan. Other operators include Ma Ao Sugar Central, the National Coal Company in which used this locomotive as a 0 6 0STT tank tender, and San Carlos Milling Company No. 4 of 1919.

The Hawaiian Philippine Company of Silay, Negros Occidental operates three 0 6 0 tender locomotives and are the last active steam locomotives in the country. The three locomotives are No. 2 Peter Francis Davies of 1919, No. 5 The Isabella Curran of 1920 and No. 7 Edwin H. Herkes of 1928. 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.

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 0 6 0+0 6 0 Fairlie locomotive that was acquired in that same year. The Natal Harbours Department placed a single 0 6 0 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 2ft 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.

During the Second World War, Switzerland converted some 0 6 0 shunting engines into electric steam locomotives.

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 0 6 0 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 0 6 0 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 0 6 0s, including Class 03, the standard light shunter, and Class 08 and Class 09, the standard heavier shunters.

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.