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74-766: (Redirected from G-class ) G class or Class G may refer to: Railways [ edit ] NZR G class (1928) , a type of steam locomotive used in New Zealand Tasmanian Government Railways G class , a class of 0-4-2T steam locomotive used in Australia V/Line G class , a class of diesel-electric locomotives SECR G class , a class of 4-4-0 steam locomotives Two types of diesel locomotives used by Córas Iompair Éireann: CIE 601 Class CIE 611 Class Australian Standard Garratt Metropolitan Railway G Class ,

148-526: A 4-6-4T Hudson configuration. The WAGR was the largest user of Pacific tender types in Australia. In total, the WAGR operated at least 223 4-6-2 locomotives, acquired between 1902 and 1950, making it by far its most numerous wheel arrangement. The 3 ft 6 in ( 1,067 mm ) Midland Railway of Western Australia , one of the longest-lived privately owned railways in Australia, followed

222-576: A 4-6-2T locomotive class, the Dde class that was developed from a successful Dd class 4-6-0T design in 1908, intended for outer suburban passenger services in Melbourne . The 3 ft 6 in ( 1,067 mm ) gauge Queensland Railways (QR) had two Pacific locomotive classes. Between 1926 and 1947, 83 B18¼ class 4-6-2s were introduced to haul mail trains. The prototype, built by QR's Ipswich Workshops , began trial runs on 16 July 1926 and

296-597: A Type 4 Prairie tender locomotive, built in the 1880s, was fitted with a front bogie, making it the first Belgian Pacific. This rebuilt was not extended to the other 90 Type 4. Apart from several Pacifics built for foreign railways by Belgian locomotive builders, only two "true" Pacific classes were built for Belgian railways (Belgian State Railways, later SNCB). The Bulgarian State Railways (BDZ) bought its first four-cylinder simple expansion Pacific type locomotive from John Cockerill of Belgium in 1912. This lone engine hauled express trains from Sofia to Svilengrad and

370-460: A spectral class for stars Class G amplifier, a class of electronic amplifiers usually used in high-power audio applications Mercedes-Benz G-Class , a luxury SUV (sport utility vehicle) Short G-class , a transport flying-boat Google Classroom Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title G class . If an internal link led you here, you may wish to change

444-593: A British Pacific locomotive, the Mallard , since 3 July 1938. The two earliest 4-6-2 locomotives, both created in the United States of America, were experimental designs which were not perpetuated. In 1887, the Lehigh Valley Railroad experimented with a 4-6-0 Ten-wheeler design with a Strong's patent firebox, a cylindrical device behind the cab which required an extension of the frame and

518-599: A certain mileage. Both G 96 and G 97 were withdrawn in November 1955, as having reached their allotted mileage. The EFCA then placed a ban on operating the G-class locomotives in March 1956. As a result, the remaining four locomotives remained in service but saw little use until the end of May 1956, when they were officially withdrawn. Despite their deteriorating condition, owing to the lack of available replacement locomotives,

592-521: A class of 0-6-4T steam locomotives Victorian Railways G class , a class of narrow gauge locomotives G-class Melbourne tram G-class Sydney tram WAGR G class , a class of 2-6-0 steam locomotives operated by the Western Australian Government Railways Ships [ edit ] G-class destroyer (disambiguation) , several classes of ships G-class frigate , one of the frigate classes of

666-424: A direct relationship to the 4-6-0 Ten-wheeler and 2-6-2 Prairie , effectively being a combination of the two types. The success of the type can be attributed to a combination of its four-wheel leading truck which provided better stability at speed than a 2-6-2 Prairie , the six driving wheels which allowed for a larger boiler and the application of more tractive effort than the earlier 4-4-2 Atlantic , and

740-465: A few stops, with restarts downhill on 1/100 grades. The northbound SIMT express trains faced a largely uphill fast run over the 160 km from Timaru to Christchurch with difficult, uphill 1/100 grade starts with heavy wartime loads, often 14-16 carriages out of the plains with stops at Temuka, Winchester, Orari, Hinds, Ashburton, Rakaia and Burnham. Often running late to meet the overnight steamer express from Lyttelton to meet tighter schedules than the,

814-529: A four-wheel trailing bogie that permitted an even larger firebox, albeit at a loss of some adhesive weight , and the 4-8-2 Mountain type which used an extra pair of driving wheels to deliver more tractive effort to the rails. Nevertheless, the Pacific type remained widely used on express passenger trains until the end of steam traction . The last examples were built in the United Kingdom and Japan in

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888-818: A free-steaming 245-pound-per-square-inch (1,690 kPa) boiler and were renowned for their performance. Class leader 3801 achieved considerable fame in preservation, with notable feats such as hauling the Western Endeavour , a transcontinental journey from Sydney to Perth in 1970. The Tasmanian Government Railways owned fourteen Pacific locomotives. Four R class were built for passenger trains by Perry Engineering in Adelaide and ten M class were built by Robert Stephenson & Hawthorns in 1951, and were used on all trains on major lines in northern Tasmania . The only Pacific type to be built in Austria

962-459: A further fifty locomotives of a modernised PS12 class version of this design for the nationalised Ferrocarriles Argentinos (FCA) between 1950 and 1953. In Australia, the first known example of the wheel arrangement was the Q class tank locomotive of the 3 ft 6 in ( 1,067 mm ) gauge Western Australian Government Railways (WAGR). The six 4-6-2T locomotives were introduced in 1896, but four of them were soon converted to

1036-485: A maximum speed of 120 kilometres per hour (75 miles per hour). They were initially designated class 07.01 to 07.05, but in 1942 their classification was changed to 05.01 to 05.05. They all survived until the end of steam traction in Bulgaria in the 1980s. Engine no. 05.01 has since been restored and, as of 2015, was in working order. Burma was administered as a province of British India from 1886 until 1937. In 1932,

1110-527: A suitable Garrett for the NIMT, and they were then asked to quote for engines with either four or six cylinders. But the three six-cylinder engines were supplied "against their own better judgement. The influence of the London & North Eastern Railway three-cylinder enthusiasts (i.e. Lynde) was evident in this unwise decision." These engines had three cylinders (16.5-by-24-inch or 419-by-610-millimetre) on each of

1184-585: A total of 258 were built before production ceased in 1966. In the 1970s, they were gradually displaced from premier services by locomotives more suited to handling heavier trains and they ended their service lives on secondary passenger duties. Between 1926 and 1967, two Pacific tender locomotive classes were built in Czechoslovakia and operated by the Czechoslovak State Railways ( Československé státní dráhy or ČSD). These were

1258-556: A union ban on their use in 1956. About 1913, the General Manager E. H. Hiley considered the importing of ten articulated Garratt engines and ten Pacifics. With the success of the A class and W class Pacifics no more was heard of Garratts. Then with the retirement in 1925 of the Chief Mechanical Engineer E E Gillon his successor G S Lynde invited Beyer, Peacock & Company of England to suggest

1332-512: A vital mainline section of the NIMT route, the central section including the Raurimu Spiral . The trailing engine axle under the cab carried a heavier load than the leading engine trailing axle and experienced continual problems with overheating. Also, the coal bunker carried insufficient fuel in-service and this problem was never remedied because it would have increased the axle loads beyond the light track capabilities. One engine (G 99)

1406-456: The 4-6-0 Ten-wheeler tender locomotive. Indeed, many of the earliest examples were either rebuilt from tender locomotives or shared their basic design. Around 1920, it became apparent to designers that the 4-6-2T wheel arrangement allowed a too limited bunker size for most purposes, with the result that most later designs of large suburban tank classes were of the 4-6-4T Hudson or 2-6-4T Adriatic wheel arrangement. The Pacific became

1480-700: The Arthur's Pass and Christchurch section of the Midland line on heavy coal haulage during the Second World War and the immediate post-war years. The G class worked alongside the six K class locomotives and were able to move tonnage which would have required fourteen J class or J class locomotives. Only 9 trains in each direction could be run, each way, through the steep 45 miles (72 km) section from Arthur's Pass to Springfield, six regular freight, an extra run as required freight in both directions,

1554-607: The Karoo Class , from the region of the Cape Western System of the Cape Government Railways that they were designed to work in. The Pacific type was used on mainline railways around the world. The railways of New Zealand and Australia were the first in the world to run large numbers of Pacific locomotives, having introduced 4-6-2 types in 1901 and 1902 respectively and operating them until

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1628-515: The NIMT . The central section of the NIMT of 93 miles (153 km) from Taumarunui to Taihape had been relaid with heavier 70 lb/yd (34.8 kg/m) rather than 53 lb/yd (26.3 kg/m) rails in 1901 for the introduction of the heavier NZR X class locomotives. Trainloads were reduced and this defeated the purpose for which the Garratts were purchased – namely to operate heavy loads over

1702-738: The South Manchuria Railway (SMR), the Manchurian National Railway and the railways of occupied North China. They were built by various Japanese builders, including Dalian and Sifang , while the SMR's own workshops were also involved in the construction. The Japanese-built Pashina locomotives were used on the Asia Express train between 1934 and 1943, during Japanese control of the SMR. These were built by Kawasaki and Dalian. The name Shengli (Victory)

1776-773: The United Kingdom's rail network and on mainline-connected heritage railways . The Vulcan Foundry built twenty Pacific locomotives for the former Buenos Aires Great Southern Railway (BAGSR) in 1926, two of which still survive. A further single 12B class locomotive was built in 1930, and the 12K class of twelve Pacific locomotives was built for the BAGSR by Vulcan in 1938. In 1930, the Central Argentine Railway ( Ferrocarril Central Argentino or FCCA) ordered twenty large three-cylinder PS11 class Pacific locomotives with Caprotti valve gear , which were at

1850-788: The Vulcan Foundry built three 4-6-2 locomotives of the YC class for the 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) metre gauge Burma Railways . Since most of Burma's locomotive stock was destroyed during the Japanese occupation of Burma in the World War II, Vulcan Foundry delivered sixty Pacific locomotives of the YB class in 1947, after the war. Canadian Pacific (CP) employed several Pacific classes, beginning with 39 G1 class locomotives, built between 1906 and 1914 by

1924-585: The 1960s. During the first half of the 20th century, the Pacific rapidly became the predominant passenger steam power in North America. Between 1902 and 1930, about 6,800 locomotives of the type were built by North American manufacturers for service in the United States and Canada. With exported locomotives included, about 7,300 were built in total. About 45% of these were built by the American Locomotive Company (ALCO) which became

1998-625: The A or A classes and in ton-miles were outperformed only by the J, J , A and K . After the introduction in 1939 of the new K class both the G class and the K class were trialled on the South Island Limited and mail express on the Main South Line , during the Second World War as far south as Timaru and sometimes Oamaru and Dunedin, once certain bridges had been strengthened to accept the 14-ton axle loading of

2072-458: The Baldwin engineers realised the advantages of this new type, and incorporated it into standard designs for other customers. The design was soon widely adopted by designers throughout the world. There are different opinions concerning the origin of the name Pacific. The design was a natural enlargement of the existing Baldwin 4-4-2 Atlantic type, but the type name may also be in recognition of

2146-570: The CP at its Angus Shops and by the Montreal Locomotive Works . After 1921, 166 examples of a new G2 class locomotive with a superheater were built by the American Locomotive Company at Schenectady , Angus and Montreal. The last of these remained in service until 1961. After World War I , the CP needed heavier mixed-traffic locomotives since steel passenger cars replaced the older wooden ones on its mainlines. This resulted in

2220-523: The G class did see some further use, with the final service hauled by G 100 operating on 10 May 1956. By 31 March 1957 it was reported that the G class had been supplanted by five J class locomotives reallocated from Otago to make up for their withdrawal. The locomotives were then stored on "rotten row" at Linwood locomotive depot. The G class locomotives were not scrapped straight away but remained at Linwood locomotive depot in Christchurch until

2294-472: The G class had a low adhesive factor and had issues notably with steam blows created by excessive movement of the thin plate frames. The steam leaks were of particular concern to the Engine drivers, Firemen and Cleaners' Association (EFCA), as was the lack of power-reversing gear, the latter being remediated in 1941 when Ragonnet power-reversing gear was installed. Although said to run well if kept in good repair,

G class - Misplaced Pages Continue

2368-476: The G class were highly unpopular and the EFCA resolved that the class could not be used in regular service after 31 March 1956 due to visibility concerns created by the steam blows. In 1954, with the locomotives requiring substantial work, and complaints from the EFCA mounting, NZR decided to stop overhauls of the locomotives. The decision was made to retire the now badly worn-out G-class locomotives after reaching

2442-429: The G class were only leakproof for top link express service for the first 4000 miles, and each locomotive was only used for 120 days in 1941-42 to allow their express trial to be in top link condition which was only possible for each G locomotive for approximately, 20 return runs Christchurch-Arthur's Pass or Christchurch to Timaru. While the G class were partly redesigned with express work in mind, they were incapable of

2516-848: The G5 class locomotive were built after 1944. The first two were built by Angus and the rest by Montreal and the Canadian Locomotive Company . They were considered fast, efficient and handsome locomotives and remained in service on many secondary lines of the CP until the end of steam. The Reid-Newfoundland Company Limited, which operated the railways in Newfoundland , took delivery of ten Pacific locomotives with 42-inch (1,070 mm) drivers between 1920 and 1929, built by Baldwin, Montreal and ALCO Schenectady. Numbered 190 to 199, they had two 18-by-24-inch (460 mm × 610 mm) cylinders and weighed 56.3 tons. They all passed to

2590-680: The Government-owned Newfoundland Railway , and then to Canadian National (CN) when Newfoundland joined the Confederation of Canada . CN renumbered them 591 to 599 and classified them as J-8-a (BLW 54398–54401 and 54466–54467 of 1920), J-8-b (BLW 59531 and MLW 67129, both of 1926) and J-8-c (ALCO-Schenectady 67941–67942 of 1929). They were the only Pacific-type locomotives built to operate on 3 ft 6 in ( 1,067 mm ) gauge in North America. The only surviving Newfoundland steam locomotive,

2664-692: The Newfoundland Railway no. 193, later CN no. 593, is preserved and on display at the Humbermouth Historic Train Site in Newfoundland. (Also see § Mexico ) The Japanese introduced several classes of Pacific locomotive during their occupation of Manchuria, but the Pashiro became the standard and was China's most numerous class of steam passenger locomotive. Between 1933 and 1944, around 272 were built for

2738-689: The Turkish Navy G-class landing craft , a vessel in use by the Finnish Navy and the Swedish Navy G-class submarine (disambiguation) , several classes of ships OOCL G-class container ship , a class of very large container ships. Other uses [ edit ] Class G is a class of airspace in various airspace classification systems G-class blimp , a type of blimp built in America from 1935 Class G,

2812-537: The United Kingdom by Kitson & Company . The earliest examples of the Pacific in Europe were two French prototypes, introduced in 1907 and designed by the Compagnie du chemin de fer de Paris à Orléans (PO) to overcome the insufficient power of their 4-4-2 Atlantics . Within a few weeks, these were followed by a German Pacific type that, although already designed in 1905, only entered service in late 1907. The next

2886-552: The WAGR's example by introducing five class C locomotives which were built by Kitson & Company to the Karoo design of the Cape Government Railways as basis. In the 1920s, heavy Pacific locomotives were introduced by both South Australian Railways (SAR) and Victorian Railways (VR), in response to increasingly heavy passenger trains and the demand for faster services. Although similar in size, power and top speed, their designs reflected different approaches. The VR also built

2960-490: The West Coast express three times a week and the overnight perishables mixed train 205/220. The express and perishables were hauled by A class locomotives, and the remaining freight trains usually by K class and one or two G class, or sometimes up to three G class. While difficult engines disliked by engine crews, the G class moved huge tonnage in these hard vital years, running more mileage, at lower operating costs than

3034-552: The addition of two trailing wheels to support it. In 1889, the Chicago, Milwaukee & St Paul Railway rebuilt a conventional 4-6-0 with trailing wheels as a means of reducing its axle load. In 1896, six Q class 4-6-2 tank locomotives were introduced on the Western Australian Government Railways . The first true Pacific, designed as such with a large firebox aft of the coupled wheels,

G class - Misplaced Pages Continue

3108-647: The cylinder blocks should have been held by 1.5-inch plates as in the K class locomotive rather 0.75 plates, and the link guidances were fragile, thin and insufficient in number. The K tenders specified by the class designer, NZR Chief Mechanical Engineer, Angus would have had the same 14-ton axle load as the G locomotive. To save 2000 pounds of weight on each G class locomotive, improved light A tenders were fitted with only 9.75-ton axle loads. The tenders were completely inadequate for water and coal requirements for fast 160 km, NZR runs leading to time losing extra refuelling stops. After their first 1941, A grade overhaul,

3182-442: The early 1960s when they were broken up for scrap. Three of their tenders were used for W class tank locomotives being converted to A class tender locomotives, with the other three G class tenders being used for A class locomotives. Other components, such as the steam injectors, were also removed from the locomotives for reuse on other locomotives. Boilers from the locomotives were reused as stationary boilers for generating steam,

3256-467: The emotive sounds of a steam locomotive. (231 after the French system of counting axles rather than wheels.) During the first two decades of the 20th century, the Pacific wheel arrangement enjoyed limited popularity on tank locomotives . On a 4-6-2T locomotive, the trailing wheels support the coal bunker rather than an enlarged firebox and such a locomotive is therefore actually a tank engine version of

3330-483: The engine units shipped to Hillside Workshops in Dunedin for eventual rebuilding. The engines as rebuilt were fitted with a new third cylinder, a modified A class boiler, a new cab and trailing truck based on those used on the Baldwin A class, and a new Vanderbilt tender based on those used on the A class, but of welded construction and fitted with roller bearing bogies. The original plate frames were retained as

3404-656: The entry of the United States into the Pacific War on 7 December 1941, the G class were extensively employed on the SIMT and West Coast express trains, until major failure on northbound train 174, the South Island Express to Christchurch on 16 January 1942 saw their use terminated on passenger express service. The route of the South Island expresses between Christchurch and Timaru was fast but with only

3478-590: The fact that a New Zealand designer had first proposed it. Usually, however, new wheel arrangements were named for, or named by, the railroad which first used the type in the United States. In the case of the Pacific, that was the Missouri Pacific Railroad in 1902. In the Cape of Good Hope in South Africa, the first Pacifics were delivered from Kitson & Company in 1903 and designated

3552-586: The fast timetable of 2hrs 54 min (express) and 3hrs 15min (mail) timetable to Christchurch, were beyond the G class, only once did a G manage the return leg of the express run back to Christchurch without major delays or failure. Tests proved the G and K with their high axle loads, unique complexities as booster or three-cylinder systems more efficiently deployed moving heavy coal trains on the Midland line. The G class could often not generate enough steam to build up speed for timekeeping and being complex and rather too light, were prone to valve and motion link failure,

3626-607: The heavier passenger trains that were introduced in the 1970s and 1980s, saw them progressively being re-allocated to secondary duties. By 1990, most of the survivors were concentrated in Manchuria at the Dashiqiao, Jilin and Baicheng depots. The China Railways RM was China's last steam passenger design. It was a late 1950s development of the successful pre-war SL6 class Pacific and became the standard passenger class. The class, numbered RM 1001 to 1258, entered service in 1958 and

3700-422: The introduction in 1919 of 23 G3a class 4-6-2s with 75-inch (1,900 mm) driving wheels , built by Angus for service over flat terrain, and five G4 class locomotives with smaller 70-inch (1,780 mm) drivers, built by Montreal for hilly terrain. A further 152 G3 class locomotives were built in batches between 1926 and 1948. These locomotives were withdrawn from service between 1954 and 1965. 102 examples of

3774-711: The last being in use at Whanganui's Easttown Workshops in the 1980s. One of these boilers was acquired by Tony Batchelor and transferred to the Mainline Steam Heritage Trust 's Parnell, Auckland depot as a spare for A 663. It was later scrapped in 2018 when the Trust relocated from the Parnell depot. Pacific (locomotive) The introduction of the 4-6-2 design in 1901 has been described as "a veritable milestone in locomotive progress". On many railways worldwide, Pacific steam locomotives provided

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3848-546: The lightly laid New Zealand tracks, proved to be too powerful for the drawbars on rolling stock and broken drawbars occurred wherever the engines ran. Further, the locomotives when hauling a full load, generated such intense heat in restricted tunnels , which are common in New Zealand, that crews disliked working them. Their large size driving wheels also made them unsuitable for the NIMT. The G class were mostly based at Ohakune and operated between Taihape and Ohakune on

3922-497: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=G_class&oldid=1223400975 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages NZR G class (1928) The NZR G class was a type of Garratt locomotives used in New Zealand, later rebuilt as Pacific type locomotives. They were

3996-596: The main builder of the type, and 28% by Baldwin. Large numbers were also used in South America, most of which were supplied by manufacturers in the United Kingdom, the United States and Germany. Africa was the third continent upon which the Pacific was regularly used, following the introduction of the Karoo class on the Cape Government Railways in the Cape of Good Hope in 1903. The earliest African examples were built in

4070-401: The major express passenger locomotive type on many railways throughout the 1920s, 1930s and 1940s. Examples were also built for fast freight and mixed traffic duties. However, due to the increasing weight of trains during the 1940s, larger developments of the type became necessary in the United States and elsewhere. The most notable of these was the 4-6-4 Hudson or Baltic type, which had

4144-721: The mid-1950s. British Railways introduced its BR Standard Class 6 and BR Standard Class 7 designs in 1951 and 1952, and the final United Kingdom design, the BR Standard Class 8 , in 1954. However, the story of the 4-6-2 type did not end in the 1960s. One further mainline example of the LNER Peppercorn Class A1 , No. 60163 Tornado , was completed at Darlington by the A1 Steam Locomotive Trust in 2008. Designed to meet modern safety and certification standards, Tornado runs on

4218-454: The motive power for express passenger trains throughout much of the early to mid-20th century, before either being superseded by larger types in the late 1940s and 1950s, or replaced by electric or diesel-electric locomotives during the 1950s and 1960s. Nevertheless, new Pacific designs continued to be built until the mid-1950s. The type is generally considered to be an enlargement of the 4-4-2 Atlantic type, although its prototype had

4292-725: The only Garratt type steam locomotives ever used by the New Zealand Railways (NZR). They were ordered to deal with traffic growth over the heavy gradients of the North Island Main Trunk (NIMT) and to do away with the use of banking engines on steep grades. They were one of the few Garratt designs to employ six cylinders. A mechanical stoker was used to feed coal into the locomotive. The locomotives lasted longer in rebuilt form as standard Pacific locomotives than they did as Garratts, but their numerous mechanical issues lead to their final withdrawal following

4366-568: The original Austrian class 629 locomotives were used there. They survived in service until 1978. Three examples have been preserved. (Also see Czechoslovakia ) The Pacific tender locomotives that worked passenger services in Austria between 1938 and 1945 all belonged to the railways of other countries, such as the Deutsche Reichsbahn , the Czechoslovak State Railways and the Yugoslav State Railways . In 1897,

4440-517: The rebuilt G and K class locomotives. The G class after their first full A grade overhaul in late 1941 were prepared and tuned for the trial on the summer SIMT expresses, part of the rebuilt G class purpose being an assessment of a planned new class of larger 3-cylinder Pacifics for SIMT fast express services. The G class were cleared to operate all traffic classes on the Christchurch-Timaru section including express trains on 1 December 1941. Over this demanding summer with wartime peak traffic, increased by

4514-518: The sustained 60-65 mph running on the 160 km northbound Timaru-Christchurch run, recovering time on heavy fast expresses over the Canterbury plains. As a result, no G class were used on express passenger trains from 1942 onwards. The G class continued to be used on regular Christchurch-Timaru express freight and stopping freight services until 1955, and were often employed on regional stopping passenger trains, such as Christchurch - Burnham and Christchurch- Springfield trains. Although powerful,

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4588-433: The time the most powerful locomotives on the FCCA. In 1939, one of these set up a South American speed record, averaging 65.7 miles per hour (105.7 kilometres per hour) on the El Cordobes express across the 188 miles (303 kilometres) non-stop run from Rosario to Buenos Aires , hauling a 500-ton train and at times attaining a maximum speed of nearly 100 miles per hour (160 kilometres per hour). The Vulcan Foundry built

4662-402: The two set of engine frames, thus creating a 6-cylinder Garratt. The engines entered service in 1929. Walschaerts valve gear operated the outside cylinders with the inner third cylinder operated by a Gresley-Holcroft mechanism . The locomotives proved a disaster on the light NZR tracks. It has been suggested the most likely reason was that the engines were too powerful for the system and also

4736-500: The two-wheel trailing truck, first used on the New Zealand 2-6-2 Prairie of 1885. This permitted the firebox to be located behind the high driving wheels and thereby allowed it to be both wide and deep, unlike the 4-6-0 Ten-wheeler which had either a narrow and deep firebox between the driving wheels or a wide and shallow one above. The type is well-suited to high speed running. The world speed record for steam traction of 126 miles per hour (203 kilometres per hour) has been held by

4810-433: The valve gear mechanisms were complicated. The design was most unusual in that the coal bunker was carried on an extension to the boiler frame rather than the normal Garratt positioning on the rear engine's frame. Unlike a Union Garratt the rear water tank was still mounted on the rear engine unit. The engines operated at 200 psi (1,400 kPa) and delivered 51,580 lb (23,400 kg) of tractive effort which, on

4884-473: The ČSD Class 387.0 and Class 399.0 express passenger locomotives. The 2100 horsepower Pacific Class 387.0 was the most successful of these, nicknamed Mikádo because of its short chimney. Between 1926 and 1937, 43 were built in five series by the Škoda Works in Plzeň , intended for the heaviest long-distance express trains. This class is considered to have been among the most successful locomotives in Europe. The locomotives began to be withdrawn in 1967, with

4958-479: Was a British type, introduced in January 1908. By the outbreak of World War I , the type was being widely used on the railways of Continental Europe . The Pacific type was introduced into Asia in 1907, the same year that it was first used in Europe. By the 1920s, Pacifics were being used by many railways throughout the Asian continent. In 1923, the Pacific gave its name to Arthur Honegger 's orchestral work, Pacific 231 , which successfully reflectively interprets

5032-561: Was followed by two batches of eight locomotives in 1927 and 1929. The last locomotive of this class was delivered in 1947. In 1950, QR ordered 35 BB18¼ class locomotives from Vulcan Foundry , developed from the successful B18¼ class. Another twenty were built by Walkers Limited of Maryborough between 1955 and 1958. Of these, no. 1089 was the last mainline steam locomotive to be built in Australia. The New South Wales Government Railways (NSWGR) introduced its C38 class for express passenger service in 1943. These two-cylinder Pacifics had

5106-416: Was ordered in 1901 by the New Zealand Railways Department (NZR) from the Baldwin Locomotive Works of Philadelphia, Pennsylvania. The NZR Chief Mechanical Engineer, Alfred Beattie , ordered thirteen new Q class locomotives with a sufficiently large Wootten firebox to efficiently burn poor grade lignite coal from eastern South Island mines. Even before they had completed the order from New Zealand,

5180-432: Was rebuilt in 1933. In 1938, BDZ improved its express service between Sofia and Burgas and placed an order with Krupp in Germany for five three-cylinder Pacific type locomotives. Because of the disruption caused by World War II , the locomotives were only delivered to Bulgaria in 1941. They had 470-by-660-millimetre (19 in × 26 in) cylinders, 1,850-millimetre (73 in) coupled wheels and were capable of

5254-480: Was the Gresley conjugated valve gear . The first rebuilt locomotive, G 96, was outshopped on 8 September 1937 and dispatched north after initial tests to Christchurch for use on the Midland line . Some minor adjustments were required although the performance of the initial rebuild was deemed satisfactory and the other five engine units were subsequently rebuilt with the last locomotive, G 100, outshopped on 4 March 1938. The rebuilt locomotives were largely used between

5328-655: Was the class 629 4-6-2 tank locomotive of the Imperial Royal Austrian State Railways (kkStB), later the Österreichische Bundesbahnen (ÖBB), of which 95 were built between 1913 and 1927. This highly successful locomotive remained in service until 1975. The class 629 was later also produced and developed in Czechoslovakia as the class 354.1 of the Czechoslovak State Railways (ČSD). Between 1921 and 1941, 219 of these locomotives were built there and, in addition, seventeen of

5402-517: Was used for all classes of Pacific inherited by the new China in 1951. The Pashiro became the Shengli 6 ( SL6 class), while the Pashina locomotives were designated Shengli 7 ( SL7 class) under Chinese ownership. The Sifang works resumed production of SL6 class locomotives in 1956 and completed 151 locomotives before moving on to RM class construction in 1958. The inability of the class to haul

5476-480: Was withdrawn from service in 1935, with G 98 and G 100 following in early 1936. Their numerous design faults sealed the fate of these locomotives when the K class was introduced in 1932. Due to the troubles faced with the Garratts in their original form, a proposal was put forward in late 1935 for the three Garratts to be dismantled and the engine units used to build six new 4-6-2 tender locomotives. The three locomotives were dismantled at Hutt Workshops in 1936 and

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