2-8-8-0
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In the
Equivalent classifications
Other equivalent classifications are:
- Italian classification)
- French classification: 140+040
- Turkish classification: 45+44
- Swiss classification: 4/5+4/4
The
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
Out east, the
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 These locomotives remained in operation until after World War II, the last being withdrawn in 1955.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
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.
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
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 Purwakarta–Banjar line.[7]
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]
References
- ^ "Great Northern Empire - then and Now".
- ^ "2-8-8-0 Bull Moose Articulated Steam Locomotives". Web Site of ToyTrains1. 4 February 2013. Retrieved January 3, 2014.
- ^ "The B&O's Class EL 2-8-8-0s". www.american-rails.com. Adam Burns. Retrieved January 2, 2014.
- ^ 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.
- ^ a b Krijthe, E. (1983). De Bergkoningin en de Spoorwegen in Nederlandsnsch Indie 1862-1949 (in Dutch). Nederlands Spoorwegmuseum.
- ^ Reitsma, S. A. (1925). Gedenkboek der Staatsspoor en Tramwegen in Nederlandsnsch Indie 1875-1925 (in Dutch). Batavia: Topografische Inrichting.
- ISBN 978-0-9503469-0-8.
- ^ Dickinson, Rob. "Indonesia 1973, Part 2 West Java Mountains". The International Steam Pages.
- ISBN 978-602-0818-55-9.