2-8-8-0

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Great Northern Railway 2-8-8-0 Class N-1 locomotive, built at the Baldwin Locomotive Works in August 1912. GN Class N-1 No. 2009.jpg
Great Northern Railway 2-8-8-0 Class N-1 locomotive, built at the Baldwin Locomotive Works in August 1912.

In the Whyte notation for the classification of steam locomotives by wheel arrangement, a 2-8-8-0 is a locomotive with a two-wheel leading truck, two sets of eight driving wheels, and no trailing truck.

Contents

Equivalent classifications

Other equivalent classifications are:

The UIC classification is refined to (1'D)D for Mallet locomotives.

Usage

United States

The Great Northern Railway used the 2-8-8-0s as their N-1's which were built by Baldwin in 1912. They were rebuilt by GN in 1932 as a N-2, and later re-rebuilt in 1940 as an N-3, The locomotives, after their third rebuild into a N-3, had a larger boiler and bigger tender. The N-3's served on the GN for a collective 45 years (including previous service lives as N-1 and N-2 classes), in use until retired in 1957. [1]

The Union Pacific Railroad also operated this type. The Union Pacific 2-8-8-0s were built in 1918 and 1924 by ALCO-Brooks. The locomotives were used to haul heavy loads over Sherman Hill on the UP. An example of one is Union Pacific #3559, which was built July 1924 by ALCO-Brooks. The locomotives were most likely retired in the late 1940s to early 1950s because of slow speeds on freight, hauling at 12 miles an hour. In comparison, the 9000 class of the Union Pacific can pull the same weight at 50 miles an hour.

Out east, the Reading Railroad had 2-8-8-0s for coal switching on Steep Hills, also known as the Reading N-1, and the Baltimore and Ohio operated this type, with the B&O owning dozens of examples, most notably the EL-3 class. They were retired by the early 1950s. In the Midwest, the Kansas City Southern was a principal user of this configuration. [2]

The Atchison, Topeka and Santa Fe Railway was the first to use the configuration. In 1911, their own workshop took a pair of standard 2-8-0 and combined them into a 2-8-8-0 Mallet articulated locomotive. Four examples were built, but were never entirely satisfactory and were converted back to 2-8-0 in 1923. [3] The first 2-8-8-0 operated by Baltimore and Ohio was numbered EL-1/a, which was built in 1916 at Baldwin Locomotive Works. [4] The western end of their network had ruling gradients greater than 2%, and the 2-8-8-0 offered exceptional tractive effort, enabling a single locomotive to move the heaviest freight trains. As well as building these locomotives from scratch, the last in 1920, ten were converted from 0-8-8-0 configuration in 1920 and a further ten from 2-8-8-2 in 1922. These locomotives remained in operation until after World War II, the last being withdrawn in 1955.

No 2-8-8-0 locomotives survive today; all were scrapped. However, one tender from the 2-8-8-0 #759 of the Kansas City Southern Railroad has been preserved, while the locomotive was scrapped. It is now preserved at the Illinois Railway Museum.

Indonesia

SS Class 1200 of Java SS Class 1200 of Java.jpg
SS Class 1200 of Java

Indonesia had also been recorded as operating several types of 2-8-8-0 locomotives. This back to the colonial era, under the government of Dutch East Indies by their state railway company named Staatsspoorwegen (SS). In the early of 20th century, especially in West Java or known as Priangan faced with the increase in passenger and freight rail traffics. By 1913, reported that they lack of powerful locomotives to serve the increasingly congested train traffics. This was coupled with the condition of southern Priangan line which passes through the hills required a special locomotive to tackled the heavy and steep contour line there. The only available locomotive of the time were the 0-4-4-2T SS Class 500 (DKA BB10), 2-6-6-0T SS Class 520 (DKA CC10) and the 2-12-2T SS Class 800 (DKA F10) or known as Javanic.

SS 1200 of the second batch roared over the Cimeta bridge above the Ciherang river, West Java from Collectie Tropenmuseum COLLECTIE TROPENMUSEUM Een stoomtrein rijdt op een spoorbrug over de rivier Tjiherang West-Java TMnr 10007535.jpg
SS 1200 of the second batch roared over the Cimeta bridge above the Ciherang river, West Java from Collectie Tropenmuseum

However, they also have their drawbacks, the SS 500 and SS 520 were considered not so powerful enough. While the SS 800 with 6 pairs of driving wheels arranged in long rod apparently not suitable on the winding Priangan lines. This was exacerbated by the outbreak of First World War which paralyzed many industries in Europe. Amid limited choices and demands to get new locomotive immediately, SS decided to order giant locomotives based on their specifications to American Locomotive Company (Alco) in 1916. In just 6 month, 8 2-8-8-0s of the first batch arrived and soon classified as SS Class 1200 (1201–1208) which were the largest locomotives in Dutch East Indies. With the total weight of 133 tons, these locomotives have the profile of American giant engines but made for narrow gauge (3 ft 6 in). It turned out that the monster size of them were not proportional to their capabilities. SS was disappointed because the SS Class 1200 could only reach the maximum speed of 40 km/h (24.8 mph) which was not suitable to haul the express trains in heavy terrain with the minimum speed of 45 to 50 km/h (28–31 mph). Learning from that, the second batch came with some improvements with 12 units of them in 1920. Albeit they look similar to the first batch, these second batch weigh almost 138 tons as a result of modifications. It is recorded that the second batch of SS Class 1200 (1209–1220) is the heaviest locomotive ever to roam in Java. However, the performance of the second batch of Alco engines was not much different from the first batch, this locomotive was also known to be wasteful of fuel. The other problem was unbalanced steam pressure or back pressure causing cracks to the locomotive's frame which caused to operational and maintenance expense of the series were too costly. By the end of First World War and the European machine builders were back to operational, SS soon ordered 10 new locomotives from 3 manufacturers : Hanomag , Sachsische Maschinenfabrik (Hartmann) (Germany) and Werkspoor, N.V. (Netherlands), came in 1923–24. These locos were made based on Alco design but with a large number of refinements as a result to the length which was stretched up to 21 meters (69 feet), weigh around 135 tons and classified as SS Class 1250 (1251–1260). [5] If the Alco's SS 1200s use bar frame, those on the European SS 1250s use plate frame. [5] The SS 1250 was indeed faster, able to reach a speeds of 50 km/h (31 mph) but the back pressure problem got worse.

trial installation of a mechanical stoker on the second batch of locomotives Lokomotif 1D+D - Page 59 - Boekoe Peringatan dari Staatsspoor-en Tramwegen di Hindia-Belanda 1875-1925.jpg
trial installation of a mechanical stoker on the second batch of locomotives

Finally, in 1926, the SS Experimental Service managed by de Gruijter made modifications to SS 1260. After the back pressure was solved, double chimney were also installed to maximize the engine performance. As by result, the power output jumped to 1700 hp (horsepower) while driving at a constant speeds of 45 km/h (28 mph), modifications were finally made to the entire of SS Class 1250s and 12 units of the second batch of SS Class 1200. While the first batch of SS 1200s had severe crack in the frame, so it were not modified. The next modification was aiming to operational efficiency, this locomotive requires a large amount of crew so that's why SS tried to install a mechanical stoker that automatically put coal into the firebox. However, this modification was called off, because it increased the axle weight from 12 tons to 13 tons above the rail capacity. [6] During Great Depression in the 1930s, SS preserved their giant locomotives as a saving measure due to wasteful fuel, as well as declining traffics. But in 1938, these locomotives were reactivated to haul freight trains except for the first batch SS Class 1200 which had been stripped down as spare parts. After Japanese occupation and Indonesian Independence, these locos were renumbered to DD50 (first batch), DD51 (second batch) and DD52 (SS 1250s) used by Djawatan Kereta Api (DKA) or Department of Railways of the Republic of Indonesia. When Japanese arrived in 1942, these giant locos continued to work on PurwakartaBanjar line. [7]

SS 1260 or DKA DD52 10 SS 1260.jpg
SS 1260 or DKA DD52 10

They're also known as Si Gombar or The Monster by locals along with CC50 counterparts due to the size and ability in mountain lines. DD50 and DD51 were retired in late 1960s, but DD52 was luckier because there were few units of them still operational in the early 1970s. At the time, the DD52 was the only operational 2-8-8-0 Bull Moose locomotive in regular service in the world. [8] Over time, these giants gave up due to their poor technical condition and faced difficult maintenance hastened to their retirement. Unfortunately, none of these giants were preserved as static exhibits in the museum, all of them were endly scrapped. [9]

Related Research Articles

<span class="mw-page-title-main">Mallet locomotive</span> Articulated locomotive with compound steam power

A Mallet locomotive is a type of compound articulated steam locomotive, invented by the Swiss engineer Anatole Mallet (1837–1919).

<span class="mw-page-title-main">Union Pacific Big Boy</span> Type of American simple articulated 4-8-8-4 locomotive

The Union Pacific Big Boy is a type of simple articulated 4-8-8-4 steam locomotive manufactured by the American Locomotive Company (ALCO) between 1941 and 1944 and operated by the Union Pacific Railroad in revenue service until 1962.

<span class="mw-page-title-main">0-6-0</span> 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.

<span class="mw-page-title-main">4-6-4</span> Locomotive wheel arrangement

Under the Whyte notation for the classification of locomotives, 4-6-4 represents the wheel arrangement of four leading wheels, six powered and coupled driving wheels and four trailing wheels. In France where the type was first used, it is known as the Baltic while it became known as the Hudson in most of North America.

<span class="mw-page-title-main">BR Standard Class 9F</span> Class of 251 two-cylinder 2-10-0 locomotives

The British Railways Standard Class 9F2-10-0 is a class of steam locomotive designed for British Railways by Robert Riddles. The Class 9F was the last in a series of standardised locomotive classes designed for British Railways during the 1950s, and was intended for use on fast, heavy freight trains over long distances. It was one of the most powerful steam locomotive types ever built for British Railways, and successfully performed its intended duties. The 9F class was given the nickname of 'Spaceship', due to its size and shape.

<span class="mw-page-title-main">4-4-0</span> Locomotive wheel arrangement

4-4-0 is a locomotive type with a classification that uses the Whyte notation for the classification of steam locomotives by wheel arrangement and represents the arrangement: four leading wheels on two axles, four powered and coupled driving wheels on two axles, and a lack of trailing wheels. Due to the large number of the type that were produced and used in the United States, the 4-4-0 is most commonly known as the "American" or "Eight-Wheeler" type, but the type subsequently also became popular in the United Kingdom, where large numbers were produced.

<span class="mw-page-title-main">4-6-0</span> Railway steam locomotive wheel arrangement

A 4-6-0 steam locomotive, under the Whyte notation for the classification of steam locomotives by wheel arrangement, has four leading wheels on two axles in a leading bogie and six powered and coupled driving wheels on three axles with the absence of trailing wheels.

<span class="mw-page-title-main">2-8-0</span> Locomotive wheel arrangement

Under the Whyte notation for the classification of steam locomotives, 2-8-0 represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, eight powered and coupled driving wheels on four axles, and no trailing wheels. In the United States and elsewhere, this wheel arrangement is commonly known as a Consolidation, after the Lehigh and Mahanoy Railroad’s Consolidation, the name of the first 2-8-0.

<span class="mw-page-title-main">2-8-2</span> Locomotive wheel arrangement

Under the Whyte notation for the classification of steam locomotives, 2-8-2 represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, eight powered and coupled driving wheels on four axles and two trailing wheels on one axle, usually in a trailing truck. This configuration of steam locomotive is most often referred to as a Mikado, frequently shortened to Mike.

A 2-8-8-2, in the Whyte notation for describing steam locomotive wheel arrangements, is an articulated locomotive with a two-wheel leading truck, two sets of eight driving wheels, and a two-wheel trailing truck. The equivalent UIC classification is, refined to Mallet locomotives, (1'D)D1'. These locomotives usually employ the Mallet principles of articulation—with the rear engine rigidly attached to the boiler and the front engine free to rotate—and compounding. The 2-8-8-2 was a design largely limited to American locomotive builders. The last 2-8-8-2 was retired in 1962 from the N&W's roster, two years past the ending of steam though steam was still used on steel mill lines and other railroads until 1983.

<span class="mw-page-title-main">LSWR N15 class</span> Class of 74 two-cylinder 4-6-0 locomotives

The LSWR N15 class was a British 2–cylinder 4-6-0 express passenger steam locomotive designed by Robert Urie. The class has a complex build history spanning three sub-classes and ten years of construction from 1918 to 1927. The first batch of the class was constructed for the London and South Western Railway (LSWR), where they hauled heavy express passenger trains to the south coast ports and further west to Exeter. After the Lord Nelsons, they were the second biggest 4-6-0 passenger locomotives on the Southern Railway. They could reach speeds of up to 90 mph (145 km/h).

<span class="mw-page-title-main">LNER Class V2</span>

The London and North Eastern Railway (LNER) Class V2 2-6-2 steam locomotives were designed by Sir Nigel Gresley for express mixed traffic work, and built at the LNER shops at Doncaster and Darlington between 1936 and 1944. The best known is the first of the class, 4771 Green Arrow, which is the sole survivor of the class.

<span class="mw-page-title-main">2-6-6-0</span> Articulated locomotive wheel arrangement

Under the Whyte notation for the classification of steam locomotives by wheel arrangement, 2-6-6-0 is a locomotive with one pair of unpowered leading wheels, followed by two sets of three pairs of powered driving wheels and no trailing wheels. The wheel arrangement was principally used on Mallet-type articulated locomotives. Some tank locomotive examples were also built, for which various suffixes to indicate the type of tank would be added to the wheel arrangement, for example 2-6-6-0T for an engine with side-tanks.

<span class="mw-page-title-main">0-4-4-2</span> Locomotive wheel arrangement

In Whyte notation for the classification of steam locomotives by wheel arrangement, an 0-4-4-2 is a locomotive that has no leading wheels, two sets of four driving wheels and two trailing wheels.

<span class="mw-page-title-main">LSWR S15 class</span> British 2-cylinder 4-6-0 steam locomotive

The LSWR S15 class is a British 2-cylinder 4-6-0 freight steam locomotive designed by Robert W. Urie, based on his H15 class and N15 class locomotives. The class had a complex build history, spanning several years of construction from 1920 to 1936. The first examples were constructed for the London and South Western Railway (LSWR), where they hauled freight trains to the south coast ports and further west to Exeter, as well as occasional passenger work in conjunction with their larger-wheeled N15 class counterparts.

<span class="mw-page-title-main">LNER Class B17</span> Class of LNER 4-6-0 steam locomotives

The London and North Eastern Railway (LNER) Class B17, also known as "Sandringham" or "Footballer" class was a class of 4-6-0 steam locomotive designed by Nigel Gresley for hauling passenger services on the Great Eastern Main Line. In total 73 were built.

<span class="mw-page-title-main">SECR N class</span> Class of English steam locomotives

The SECR N class was a type of 2-6-0 ("mogul") steam locomotive designed in 1914 by Richard Maunsell for mixed-traffic duties on the South Eastern and Chatham Railway (SECR). Built between 1917 and 1934, it was the first non-Great Western Railway (GWR) type to use and improve upon the basic design principles established by GWR Chief Mechanical Engineer (CME) George Jackson Churchward. The N class was based on the GWR 4300 Class design, improved with Midland Railway concepts.

<span class="mw-page-title-main">SECR N1 class</span> Class of 6 three-cylinder 2-6-0 locomotives

The SECR N1 class was a type of 3-cylinder 2-6-0 ('mogul') steam locomotive designed by Richard Maunsell for mixed traffic duties, initially on the South Eastern and Chatham Railway (SECR), and later operated for the Southern Railway (SR). The N1 was a development of the basic principles established by the Great Western Railway's (GWR) Chief Mechanical Engineer (CME) George Jackson Churchward and by Maunsell's previous N class design.

The Southern Railway Ss was a class of 2-10-2 "Santa Fe" type steam locomotives built in 1917 and 1918 for the Southern Railway (SOU). They were assigned to haul and bank heavy freight trains over the Saluda Grade and Old Fort Loops in the Blue Ridge Mountains of North Carolina.

<span class="mw-page-title-main">Bangil railway station</span> Railway station in Indonesia

Bangil Station (BG) is a class I (one) railway station located in Pogar, Bangil, Pasuruan Regency; entered within eastern border of Operational Area VII Surabaya of Kereta Api Indonesia (KAI) at the height of ± 9 meters above sea level. To the east of this station, there are branches towards Pasuruan-Probolinggo-Jember-Banyuwangi and to Malang.

References

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  3. "The B&O's Class EL 2-8-8-0s". www.american-rails.com. Adam Burns. Retrieved January 2, 2014.
  4. Lanso, Steve. "Baltimore & Ohio 2-8-8-0 "Consolidation Mallet" Type Locomotives". steamlocomotive.com/. Archived from the original on January 3, 2014. Retrieved January 2, 2014.
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  8. Dickinson, Rob. "Indonesia 1973, Part 2 West Java Mountains". The International Steam Pages.
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