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.Whyte notation
Overview
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.Bertram Baxter, British locomotive catalogue 1825–1923, Vol. 1, Moorland Publishing, 1977.
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.The Science Museum, The British railway locomotive 1803-1850, H.M.S.O., 1958.
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. Three types of 0-6-0 Diesel shunting locomotives were also used by the Victorian Railways, the F, M, and W classes.
Finland
Tank locomotives used by Finland were the VR Class Vr1 and VR Class Vr4.
The VR Class Vr1s were numbered 530 to 544, 656 to 670 and 787 to 799. They had outside cylinders and were operational from 1913 to 1975. Built by Tampella, Finland and Hanomag (Hannoversche Maschinenbau AG), they were nicknamed Chicken. Number 669 is preserved at the Finnish Railway Museum.
The Vr4s were a class of only four locomotives, numbered 1400 to 1423, originally built as 0-6-0s by Vulcan Iron Works, United States, but modified to 0-6-2s in 1951–1955, and re-classified as Vr5.
Finland's tender locomotives were the classes C1, C2, C3, C4, C5 and C6.
The Finnish Steam Locomotive Class C1s were a class of ten locomotives numbered 21 to 30. They were operational from 1869 to 1926. They were built by Neilson and Company and were nicknamed Bristollari. Number 21, preserved at the Finnish Railway Museum, is the second oldest preserved locomotive in Finland.
The eighteen Class C2s were numbered 31 to 43 and 48 to 52. They were also nicknamed Bristollari.
The C3 was a class of only two locomotives, numbered 74 and 75.
The thirteen Class C4s were numbered 62 and 78 to 89.
The fourteen Finnish Steam Locomotive Class C5s were numbered 101 to 114. They were operational from 1881 to 1930. They were built by Hanomag in Hannover and were nicknamed Bliksti. No 110 is preserved at the Finnish Railway Museum.
The C6 was a solitary class of one locomotive, numbered 100.
Indonesia Skirt tank locomotives
The colonial government of the Dutch East Indies ordered Nederlandsch Indische Spoorweg Maatschappij (NIS) to build a 3 ft 6 in (1,067 mm) railway line connecting Yogyakarta to Magelang, which was the important city for the economic and defense sectors in Central Java and finished in 1898. By 1903–1907, they continued to build the line from Magelang to Secang–Ambarawa–Temanggung–Parakan because there were tobacco plantations. Just after the line finished, the NIS ordered around 12 units of 0-6-0T (skirt tank) locomotives from Sachsische Maschinenfabrik (Hartmann), Germany and came in 1899–1908 and they were classified as NIS Class 250 (NIS 250–262), these locomotives were used to haul mixed freight and passenger trains. By 1914, NIS Class 251, 253, 255, 256, 257 were moved to the Solo (Purwosari)–Boyolali line and Solo–Wonogiri–Baturetno line for sugarcane freight and passenger transports, both of the lines were purchased by NIS from the Solosche Tramweg Maatschappij (SoTM) or Solo Tramway Company. They also acquired a 0-6-0T which had been operated by SoTM with similar characteristics and performance as well as the same manufacturer, which raised its skirt tanks collection to 13 and renumbered as NIS Class 259.
At first, these 0-6-0Ts were saturated steam and the tanks are located at both low sides of boiler near the wheels, they have a water capacity of and their length is with inside cylinders. The driving wheels of the locomotive has a distinctive feature, using the 'Golsdorf' wheel movement systems. By this, all wheels (first wheel, second and third wheel) would only shift left/right following the rail track. Wheels with the 'Golsdorf' system are suitable for railroads with a large bend radius. This system was patented by Austrian railway engineer Karl Golsdorf. By 1924–1931, the NIS Class 250, 252, 254, 258 and 259 were converted and equipped with superheater technology and cylinder with piston valve. During Japanese occupation of the Dutch East Indies in 1942, all of Dutch East Indies private or state owned railway locomotives were renumbered based on Japanese numberings, while the NIS Class 250s were renumbered to C16, C17 and C18 and still used after Indonesian Independence by Djawatan Kereta Api (DKA) or Department of the Railways of Railways of the Republic of Indonesia until the era of Perusahaan Jawatan Kereta Api (PJKA) or Railway Bureau Company, out of 13 locomotives only C16 03, C17 04 and C18 01 are preserved in Ambarawa Railway Museum.
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. These locomotives often worked on southern lines of Jogja. Since Japanese occupation in 1942, the entire of NIS standard-gauge lines were converted to 3 ft 6 in (1,067 mm) gauge which made almost NIS standard gauge locomotives were found derelict. All of NIS 151–160 were also scrapped after Indonesian Independence, while the last one of them was found derelict in Pengok Workshop, Yogyakarta in 1974.
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.