0 Day Attack on Earth, Gameplay
The game is designed as a twin-stick shooter in its core, where the movement is done with the left stick and shooting with the right. There is a main goal in each level, which is to take down a certain number of boss aliens before a timer goes down to zero. However, the skies are also filled with smaller ships, and there are pods and snakes that burst from the ground. Aiding the fight against the enemies are power-ups like spray gun and flame throwers, as well as special abilities like nitro boost that helps moving the ship out of any harm.


0 Day Attack on Earth, Gameplay
0 Day Attack on Earth consists of 28 levels that are split in groups of seven that take place in four cities. Each city is accurately depicted through satellite imagery, containing landmarks like Champs-Élysées, Tokyo Tower, and Arc de Triomphe. One of the features included is co-op play for up to four players (when playing offline, AI-controlled ships will support the player instead). Besides co-op, there are Capture the Flag and Capture Point multiplayer modes.


0 Day Attack on Earth, Downloadable content
On January 13, 2010, the London Map Pack was released. It contains new London-based maps, new enemies and a higher difficulty setting. New maps can be played in the co-op mode but not in the Capture The Flag or Control Point modes.


0 Day Attack on Earth, Downloadable content
On February 3, 2010, it was followed up by the Night Missions Map Pack, where the New York, Tokyo and Paris maps are revisited, and the enemy only comes out after sunset, while also being stronger and more difficult to defeat.


0 Day Attack on Earth, Reception
Upon its release, 0 Day Attack on Earth was met with "generally unfavorable" reviews from critics, with an aggregate score of 41% on Metacritic.


0 Series Shinkansen
The 0 series (0系, Zero-kei) trains were the first generation Shinkansen trainsets built to run on Japan's new Tōkaidō Shinkansen high-speed line which opened in Japan in 1964. The last remaining trainsets were withdrawn in 2008.


0 Series Shinkansen, History
The 0 series (which were not originally classified, as there was no need to distinguish classes of trainset until later) entered service with the start of Tōkaidō Shinkansen operations in October 1964. These units were white with a blue stripe along the windows and another at the bottom of the car body, including the front pilot.


0 Series Shinkansen, History
Unlike previous Japanese trains (except for some trains running on standard gauge sections on the Ou Main Line and Tohoku Main Line) the Tōkaidō Shinkansen and all subsequent Shinkansen lines are 1,435 mm (4 ft 8+1⁄2 in) standard gauge between the rails. The trains were powered by 25 kV AC electricity at 60 Hz with all axles of all cars powered by 185 kW traction motors, giving a 220 km/h (140 mph) operation top speed.


0 Series Shinkansen, History
The original trains were introduced as 12-car sets, with some sets later lengthened to 16 cars. Later, shorter trains of six cars and even four cars were assembled for lesser duties. Production of 0 series units continued from 1963 until 1986.


0 Series Shinkansen, History
Shinkansen sets are generally retired after fifteen to twenty years. The final remaining 0 series sets were six-car sets used on JR-West Kodama services on the San'yō Shinkansen between Shin-Ōsaka and Hakata, and on the Hakata-Minami Line until their retirement on 30 November 2008.


0 Series Shinkansen, History
Following retirement from regular service, JR-West ran a number of special commemorative Hikari runs in December 2008. Hikari 347, powered by set R61, arrived at Hakata Station at 6:01 pm on 14 December 2008, bringing to an end the 44 years of service of the 0 series trains.


0 Series Shinkansen, Set formations, Original 12-car H/K/N/R/S sets
The initial shinkansen fleet delivered for use on Hikari and Kodama services on the Tōkaidō Shinkansen from 1 October 1964 consisted of 30 12-car sets formed of 1st- and 2nd-batch cars.


0 Series Shinkansen, Set formations, Original 12-car H/K/N/R/S sets
Six sets, H1 to H6, were built by Hitachi between April and August 1964, six sets, K1 to K6, were built by Kisha between July and September 1964, six sets, N1 to N6, were built by Nippon Sharyo between March and September 1964, six sets, R1 to R6, were built by Kawasaki Sharyo between July and September 1964, and six sets, S1 to S6, were built by Kinki Sharyo between April and August 1964. These sets were allocated to Tokyo and Osaka depots.


0 Series Shinkansen, Set formations, Original 12-car H/K/N/R/S sets
A further 10 12-car sets (H7/8, K7/8, N7/8, R7/8, S7/8) were delivered between April and July 1965, formed of 120 3rd-batch cars, five 4th-batch sets were delivered between June and July 1966, and five 5th-batch sets were delivered between October and November 1966.


0 Series Shinkansen, Set formations, Original 12-car H/K/N/R/S sets
The original 12-car sets were formed as follows, with two first-class cars (type 15 and 16) and two buffet cars (type 35).


0 Series Shinkansen, Set formations, 12-car H/K/N/R/S/T Kodama sets
A further 21 6th- to 9th-batch 12-car sets were delivered between 1967 and 1969 with only one first-class car (type 16) for use on Kodama services. The "T" sets were built by Tokyu Car Corporation.


0 Series Shinkansen, Set formations, 16-car H/K/N/R/S Hikari sets
The original 30 12-car sets were lengthened to 16 cars between December 1969 and February 1970 with the inclusion of new 10th-batch cars for Hikari services to handle the increased number of passengers travelling to and from Expo '70 in Osaka in 1970. From the opening of the San'yō Shinkansen in 1972, these sets were renumbered H1 to H30.


0 Series Shinkansen, Set formations, 16-car K Kodama sets
Between 1972 and 1973, the earlier 12-car Kodama sets were lengthened to 16 cars with the inclusion of new 13th- and 15th-batch cars, and were renumbered K1 to K47.


0 Series Shinkansen, Set formations, 16-car H Hikari restaurant car sets
With the opening of the Sanyo Shinkansen extension to Hakata, the fleet of 16-car H Hikari sets was reformed and increased between 1973 and 1974 with the inclusion of new 16th- and 17th-batch cars, including new restaurant cars (type 36) in addition to the buffet car (type 35). The fleet as of 10 March 1975 consisted of 64 sets, numbered H1 to H64.


0 Series Shinkansen, Set formations, 16-car NH Hikari sets
Between 1977 and 1980, 35 new 16-car NH sets were formed of −1000 subseries cars (batches 22 to 29) for Hikari services on the Tōkaidō Shinkansen and San'yō Shinkansen lines. The introduction of 100 series and later 300 series trains reduced the number of 0 series trains used on Hikari services, with 0 series Hikari services operated by JR Central ending in 1995. A small fleet was subsequently maintained by JR-West for use on additional holiday period Hikari services, with the last remaining unit, NH32, being disbanded in December 1999.


0 Series Shinkansen, Set formations, 16-car NH Hikari sets
The NH sets had two Green (first class) cars and a restaurant car in addition to a buffet car, although use of the restaurant cars was discontinued from the mid-1990s.


0 Series Shinkansen, Set formations, 16-car NH Hikari sets
Interior of Green car 15-1019 of set NH15 in 1982


0 Series Shinkansen, Set formations, 16-car NH Hikari sets
Interior of standard class car 25-526 of set NH15 in 1982


0 Series Shinkansen, Set formations, 16-car NH Hikari sets
Interior view of an NH set restaurant car in 1992


0 Series Shinkansen, Set formations, 16-car YK sets
The 16-car YK sets were operated by JR Central on the all-stations Kodama services. These sets had upgraded reserved seat cars with 2+2 seating employing 100 series style seats, but only one Green car per 16-car set. Standard seating was 3+2 in standard class, and 2+2 in Green cars.


0 Series Shinkansen, Set formations, 16-car YK sets
The fleet was operated by JR Central on the Tokaido Shinkansen until the last units were withdrawn on 18 September 1999. In the last two months of service, they ran with "Arigatō 0 Series" stickers on the front ends.


0 Series Shinkansen, Set formations, 16-car YK sets, Interior
Interior of a Green car on a YK set in September 1999


0 Series Shinkansen, Set formations, 12-car SK sets
These 12-car SK sets based at Hakata Depot were operated by JR-West on Sanyo Shinkansen West Hikari services between Shin-Osaka and Hakata. Sets were formed of upgraded 5000 and 7000 subseries vehicles with improved seating, and buffet cars were refurbished with a special seating area. All standard class cars had upgraded 2+2 seating. The sets were recognizable externally by the addition of an extra thin blue line below the windows (similar to 100 series) and by the large "West" decals near the doors. Some sets originally included specially converted cinema cars, but these were withdrawn in 1996. Following the end of the West Hikari services on 21 April 2000, the remaining SK units were reformed into new 6-car R60 sets to replace unrefurbished sets on Sanyo Shinkansen Kodama services.


0 Series Shinkansen, Set formations, 4-car Q sets
4-car Q sets were formed from March 1997 for use on Kodama shuttle services running between Hakata and Kokura/Hiroshima, and also for use on some Hakata-Minami Line duties. These sets had no Green car. The last remaining unit was withdrawn in September 2001.


0 Series Shinkansen, Set formations, 6-car R sets
The 6-car R units with no Green car were first formed in June 1985, and were used on JR-West Kodama services between Shin-Osaka and Hakata. They were also used to operate services on the short Hakata-Minami Line from Hakata Station.


0 Series Shinkansen, Set formations, 6-car R sets
The no. 3 cars of sets R2 and R24 were rebuilt as "Children's Saloons" with the former buffet counter area converted into a children's soft play area. These sets ran branded as "Family Hikari" during holiday periods. From March 1997 a refurbishment programme was commenced on the R sets, with new internal trim, rotating seats and new toilets/washing facilities. The refurbished units were recognisable externally by an extra thin blue line below the windows (as with West Hikari SK sets), and new "W" decals near the doors.


0 Series Shinkansen, Set formations, 6-car R sets
From April 2000, 6-car "WR" sets were created from former SK unit cars and renumbered in the R60 series. These retained the larger buffet area (disused) and 2+2 seating of the former West Hikari trains, and gradually replaced the remaining unrefurbished R sets. These units initially retained their "West Hikari" branding, but were gradually repainted into the new JR-West "Kodama" livery from May 2002. Initially scheduled to be withdrawn in 2006, the last three remaining sets (R61/R67/R68) remained in service until 30 November 2008. By June 2008 they had been repainted into their original ivory and blue livery with silver roofs.


0 Series Shinkansen, Set formations, 6-car R sets, Interior
Interior of former buffet car 37-7302 in set R62 used as a general lounge area in May 2002


0 Series Shinkansen, Preserved examples
A large number of former 0 series vehicles are preserved or stored in museums and various other locations around Japan. Outside Japan, the leading vehicle from a 0 series set is preserved at the National Railway Museum in York, UK. It was donated to the museum by JR-West in 2001.


0 Series Shinkansen, Preserved examples, Gallery
21-59 in Shintorimachi Park in Fuji, Shizuoka, in July 2013


0 Series Shinkansen, Preserved examples, Gallery
21-73 at Shinkansen Park in Settsu, Osaka, in May 2006


0 Series Shinkansen, Preserved examples, Gallery
21-86 at SCMaglev and Railway Park, Nagoya, in April 2013


0 Series Shinkansen, Preserved examples, Gallery
21-141 (left) at the Railway History Park in Saijo in December 2014


0 Series Shinkansen, Preserved examples, Gallery
22–141 on display at the National Railway Museum in York, UK, in August 2007


0 Series Shinkansen, Preserved examples, Gallery
21-2023 preserved at the J-TREC factory in Yokohama in November 2013


0 Series Shinkansen, Preserved examples, Gallery
21-5035 used as structure gauging car in Taiwan in August 2008


0 Series Shinkansen, Preserved examples, Gallery
21-7038 at Kawasaki Good Times World in Kobe in July 2006


0 to 1 no Aida
0 to 1 no Aida (0と1の間; Hepburn: Zero to Ichi no Aida, Between 0 and 1) is the seventh studio album from Japanese idol girl group AKB48, released on November 18, 2015 (2015-11-18). This album marks the tenth anniversary of the group, and contains a compilation of their top singles as well as an assortment of bonus tracks. This is the last album to feature long-time member and former AKB48 general director Minami Takahashi.


0 to 1 no Aida, Overview
The seventh AKB48 album was announced in September 2015, during an event, and will be a special compilation to celebrate the tenth anniversary of the Japanese idol group and the departure, or "graduation" of long-time member and former AKB48 general director Minami Takahashi.


0 to 100 / The Catch Up
"0 to 100 / The Catch Up" is a song recorded by Canadian rapper Drake. It was released on July 15, 2014 by Young Money Entertainment, Cash Money Records, and Republic Records. The song was certified Platinum by the Recording Industry Association of America (RIAA) on January 30, 2015, for selling over 1 million digital copies in the United States.


0 to 100 / The Catch Up, Composition
"0 to 100 / The Catch Up" is a two part song with a length of six minutes and eight seconds. The first song, "0 to 100", is a stripped-back hip hop song that sonically and thematically resembles Drake's "Started from the Bottom" from his third studio album, Nothing Was the Same (2013). Instead of "starting from the bottom", "0 to 100" speaks of the rapper going from zero to one-hundred in order to gain ground on all of his competition. The second half of the song, titled "The Catch Up", features a sample of an unreleased James Blake song, and contrasts the boisterous claims of the first half with a pensive promise: that "if [Drake] hasn't passed you yet, watch [him] catch up now."


0 to 100 / The Catch Up, Critical reception
The song received critical acclaim from music critics, appearing on several year-end top 10 lists. In July 2014,  Billboard listed "0 to 100" as one of the "10 Best Songs of 2014 (so far)" saying that "months after releasing another hit album, Drizzy returned briefly to take it from '0 to 100' with careening bars punctuated by boasts like 'If I ain't the greatest, then I'm headed for it'." The magazine also listed the track as the best rap song of 2014. Rolling Stone listed the song as one of the "50 Best Songs of 2014", stating that it is "six minutes that pan across the whole Drake saga". HipHopDX named the song as one of the "Top 10 Singles of 2014".


0 to 100 / The Catch Up, Critical reception
The song was nominated for Best Rap Performance and Best Rap Song at the 57th Annual Grammy Awards.


0 to 100 / The Catch Up, Usage in media
The song was used in a Sprite commercial starring Drake and Nas. The commercial was supposed to promote a limited-edition line of Sprite cans with hip-hop lyrics printed on them called "Obey Your Verse". The Sprite line featured the "Know yourself, know your worth" lyric from this song.


0 to 100 / The Catch Up, Usage in media
The lyric "She gon' be upset if she keep scrollin' to the left, dawg / She gon' see some shit that she don't wanna see" is referenced in Letterkenny 1x06 "A Fuss in the Back Bush".


0 to 100 / The Catch Up, Usage in media
The song is also featured in the NBA 2K16 basketball videogame soundtrack and is usually played during Golden State Warriors pre-match cutscenes as Warriors player Stephen Curry is mentioned in the song.


0 to 100 / The Catch Up, Remixes
The instrumental became very popular among hip-hop artists, with several rappers such as the late XXXTentacion, Cassidy, Fat Trel, Remy Ma, David Stones, Montana of 300, G-Eazy, G-Unit (50 Cent, Lloyd Banks, Tony Yayo, Young Buck and Kidd Kidd), Gudda Gudda, Jin, Joell Ortiz, Lil Durk, Meek Mill, Ace Hood, Kurt Rock, Juice Box Boys, Papoose, Problem, Rich Homie Quan, Soulja Boy, Stiz Grimey, YFN Lucci, Uncle Murda, Vado, Waka Flocka Flame, Lil Mouse, Wiz Khalifa, Alpha Wann and Stormzy recording their own versions of the song. The instrumental was used at the 2014 BET Hip Hop Awards for an on-stage cypher featuring various artists.


0 to 60 mph
The time it takes a vehicle to accelerate from 0 to 60 miles per hour (0 to 97 km/h or 0 to 27 m/s) is a commonly used performance measure for automotive acceleration in the United States and the United Kingdom. In the rest of the world, 0 to 100 km/h (0 to 62.1 mph) is used.


0 to 60 mph
Present performance cars are capable of going from 0 to 60 mph in under 5 seconds, while exotic cars can do 0 to 60 mph in between 2 and 3 seconds, whereas motorcycles have been able to achieve these figures with sub-500cc since the 1990s. The fastest automobile in 2015 was the Porsche 918 Spyder, which is a hybrid vehicle taking 2.2 seconds to accelerate from 0 to 60 mph. In June 2021, the Tesla Model S was measured to accelerate from 0 to 60 mph in 1.98 seconds, not including first foot of rollout.


0 to 60 mph
Measuring the 0 to 60 mph speed of vehicles is usually done in a closed setting such as a race car track or closed lot used for professional drivers. This is done to reduce risk to the drivers, their teams, and the public. The closed course is set up for test-drives in order to reduce any variables, such as wind, weather, and traction. Each variable can have a dramatic impact on the friction of the track and the drag placed on the vehicle, which will influence the overall 0 to 60 time that is recorded.


0 to 60 mph
The crew sets up accurate and precise measuring tools that are attached to computers. These tools included Doppler radar guns and precise timing instruments that are synchronized. This means that the driver is not worried about keeping time or the exact moment the car hits 60 miles per hour. The driver focuses solely on driving straight and fast with professional quick gear shifting.


0 to 60 mph
The car is timed and recorded going in two separate and opposite directions. This practice eliminates variables such as wind, directional traction of the track and driver performance. The two times are averaged together to achieve the commonly accepted 0 to 60 time.


0 to 60 mph
Jalopnik has said that launch control systems appearing on production exotic cars in the 2010s have made published 0 to 60 times invalid, since these cars have slower times from 5 mph to 60 mph.


0 to 60 mph
Some car magazines and manufacturers in the United States use a rolling start allowance term "1-foot rollout", which means that the timer is only started once the car has traveled 11.5 inches (30 cm), reducing the measured time by up to 0.3 seconds.


0% finance
0% financing or zero percent financing, alternatively known as discounted finance, is a widely used marketing tactic for attracting buyers of consumer goods, automobiles, real estate, or credit cards in different parts of the world.


0% finance, Definition
For the buyer, the scheme is offered as a steal, without any levied interest for a specific period, subject to special terms or conditions.


0% finance, Mathematics behind 0% finance
The financial mathematics behind the 0% finance scheme is somewhat complex, as the calculation differs with respect to the type of product and the country. These deals are offered by finance companies or banks in conjunction with a manufacturer or dealer network. The schemes offer "zero percent" finance, where a customer pays for the financing cost in an indirect manner. The indirect cost will include paying a processing fee, a significant amount as advance EMIs (equated monthly installments), as well as a minimum cash down payment. Often, the biggest cost may involve forfeiting a cash discount which might otherwise be available on a cash purchase.


0% finance, Mathematics behind 0% finance
Suppose a customer opted for 0% finance to buy an electronic device worth $1000, offered on a term of 6 months' EMIs, with a $50 application processing fee and one month's EMI in advance. This sale actually results in a 12.48% effective interest rate for the customer.


0% finance, Mathematics behind 0% finance
Several central banks have reacted strongly to zero percent or discounted interest rate schemes and want them stopped, as they feel consumers are misguided by such schemes into believing that bank funding comes for free. As such, schemes serve the purpose of attracting and exploiting vulnerable customers.


0% finance, Mathematics behind 0% finance
Many agreements charge interest on the full price- backdated to the original purchase date- if the remaining debt is not cleared before the end of the free credit period. It has been suggested that credit providers make payment arrangements intentionally more difficult and exploit consumers' expectation that they will be sufficiently reminded (either by not reminding them or by presenting the reminder in an inconspicuous manner) in order to invoke this clause and generate income. Moreover, it has also been noted that with higher-value purchases such as car deals, the costs for the 0%-financing are compensated by going up with the price of the item.


0+1=1 (I Promise You)
0+1=1 (I Promise You) is the second extended play by South Korean boy group Wanna One, a project group created through the 2017 Mnet survival show, Produce 101 Season 2, composed of eleven trainees from different entertainment companies that will promote for 18 months under YMC Entertainment. The album was released digitally and physically on March 19, 2018, by YMC Entertainment, Stone Music Entertainment and CJ E&M Music.


0+1=1 (I Promise You), Background and release
On February 26, Wanna One announced the release date of the special theme track and their second mini-album, titled 0+1=1 (I Promise You). The special theme track, "I Promise You (I.P.U.)" was released on March 5 along with its music video, marking the 333rd day since the group's first public appearance. The title track "Boomerang" was released on March 19 along with the album. "Boomerang" is an electro trap song that talks about one's heart reaching out to a significant other and returning after making a connection.


0+1=1 (I Promise You), Promotion
Wanna One held a comeback show on March 19, which was broadcast live on Mnet. It showcases the group's performances of their new songs as well as behind-the-scenes footage of their music video.


0+1=1 (I Promise You), Commercial performance
On March 5, it was announced that the number of pre-orders for the album has surpassed 700,000 copies, breaking the previous record set by the group. "I Promise You (I.P.U.)" topped six online music charts of six major music sites: Melon, Genie, Bugs, Mnet, Naver and Soribada; and achieved a real-time "all-kill" status on the day of its release. The song also won first place on Show! Music Core and Show Champion without any promotion.


0,1-simple lattice
In lattice theory, a bounded lattice L is called a 0,1-simple lattice if nonconstant lattice homomorphisms of L preserve the identity of its top and bottom elements. That is, if L is 0,1-simple and ƒ is a function from L to some other lattice that preserves joins and meets and does not map every element of L to a single element of the image, then it must be the case that ƒ−1(ƒ(0)) = {0} and ƒ−1(ƒ(1)) = {1}.


0,1-simple lattice
For instance, let Ln be a lattice with n atoms a1, a2, ..., an, top and bottom elements 1 and 0, and no other elements. Then for n ≥ 3, Ln is 0,1-simple. However, for n = 2, the function ƒ that maps 0 and a1 to 0 and that maps a2 and 1 to 1 is a homomorphism, showing that L2 is not 0,1-simple.


0,10 Exhibition
The Last Futurist Exhibition of Paintings 0,10 (pronounced "zero-ten") was an exhibition presented by the Dobychina Art Bureau at Marsovo Pole, Petrograd, from 19 December 1915 to 17 January 1916. The exhibition was important in inaugurating a form of non-objective art called Suprematism, introducing a daring visual vernacular composed of geometric forms of varying colour, and in signifying the end of Russia's previous leading art movement, Cubo-Futurism, hence the exhibition's full name. The sort of geometric abstraction relating to Suprematism was distinct in the apparent kinetic motion and angular shapes of its elements.


0,10 Exhibition, Origin of the name
The mysterious number 0,10 refers to a figure of thought: Zero, either because it was expected that after the destruction of the old world, the year zero could begin again, or because the artists exhibiting wanted to find the core of painting, and ten, because ten artists were originally scheduled to participate. In fact, there were fourteen artists who participated in the exhibition.


0,10 Exhibition, Origin of the name
The non-numerical part of the exhibition's name - "Last Exhibition of Futurist Paintings" - was coined by the display's main organiser, Ivan Puni.


0,10 Exhibition, Background
The first all-Futurist exhibition in Russia, "Tramway V", which was organised by Puni, opened in March that year. Vladimir Tatlin was the main focus of the exhibition, and the display was met with hostility that ultimately led to a succés de scandale. The public response to this previous exhibition would eventually lead Puni to bring together one last exhibition, the 0,10 Exhibition.


0,10 Exhibition, Background
Throughout that year, Kazimir Malevich was busily writing and painting about his new art movement inspired by Cubo-Futurism, Suprematism.


0,10 Exhibition, Event
The exhibition itself opened on 19 December 1915, and closed on 17 January 1916. Malevich now felt ready to officially announce Suprematism, and thus thirty-nine pieces of his work were on display. Because Malevich and Tatlin were, due to an argument, rivals by the time the exhibition began, some of the artists decided to take sides. Thanks to Malevich's room planning which even Puni was unaware of, the artists who supported Malevich became the victors.


0,10 Exhibition, Event
In total, 155 works were shown. Highlights of the exhibition were Malevich's Black Square, Tatlin's Corner Counter Reliefs, and Olga Rozanova's Metronome. Black Square was seen by some visitors as being especially scandalous, because it was placed in the top corner of the room, a location where Russian Orthodox households place their icons. Corner Counter Reliefs were a series of abstract sculptures. Metronome was one of Rozanova's works during the middle stages in her career; the clock can be interpreted as combining moments with the infinite.


0,10 Exhibition, Event
Several related publications, for example the catalogue and Malevich's From Cubism to Suprematism, accompanied the exhibition. The poster was designed by Puni.


0,10 Exhibition, Impact and legacy
Though only a single photograph of Malevich's exhibition space survives, the exhibition is credited as introducing a groundbreaking new era in avant-garde art. Malevich and several other artists would go on to paint in the Suprematist style, while Tatlin would become a Constructivist, and later become famous for his eponymous Tower.


0-0-1-3
0-0-1-3 is an alcohol abuse prevention program developed in 2004 at Francis E. Warren Air Force Base based on research by the National Institute on Alcohol Abuse and Alcoholism regarding binge drinking in college students. This program was a command-led collaboration between unit leaders, base agencies, and base personnel that utilized a three-tiered approach: (1) identify and assist high risk drinkers; (2) Develop a base culture, supportive of safe and responsible behaviors, including recreational options; and (3) Partnering with the broader community to promote alcohol prevention.


0-0-1-3, Explanation of the name
The first two numbers reflect the law. One drink per hour is approximately the amount the body can metabolize. Three drinks per night was selected as a target below the amounts recognized by NIAAA as binge drinking (4 drinks for women, 5 drinks per men). In both national research and at FE Warren rates of injuries, assaults, criminal behavior and other problems increase dramatically with binge drinking.


0-0-1-3, Three tier approach
The first tier included screening of all personnel for binge drinking utilizing a measure such as the Alcohol Use Disorders Identification Test (AUDIT). Persons identified as possibly at risk were offered an alcohol screening consultation with the Alcohol and Drug Abuse Prevention and Treatment (ADAPT) program. Consistent with Air Force policy all active duty members who had alcohol-related misconduct incidents were also referred for evaluation. Based on evaluation results individuals were provided educational and motivational enhancement interventions, or if found to have a substance use disorder, entered into a treatment program.


0-0-1-3, Three tier approach
The second tier included a primary prevention-level education of all personnel regarding low-risk alcohol use, hazards of binge drinking and illness, a social norming media campaign targeted and pilot-tested for both young adult and older adult groups, development and promotion of alternative recreational options, and use of disciplinary and legal consequences, among other actions. This included development of the name 0-0-1-3 as both a slogan and a guideline for low risk alcohol use. Personnel from the age range at highest risk for binge drinking, 18-25, were involved in development and execution of these actions.


0-0-1-3, Three tier approach
The third tier included partnering with the Wyoming Governor's Council on Impaired Driving and the Advisory Council for the Enforcing Underage Drinking Laws Program, as well as local law enforcement, the Chamber of Commerce, and others to promote responsibility and safety regarding alcohol beverage sales, service, and use.


0-0-1-3, Initial results
Metrics collected in 2005 showed a "74% decrease in alcohol-related incidents such as driving violations, public drunkenness, domestic violence, sexual assault, thefts, and other infractions. The base also reported 81% fewer cases of underage drinking and 45% fewer drunken-driving arrests." Multiple other military bases adopted elements of the program including a grant-funded trials at five bases. The program served as the model for the Air Force's Culture of Responsible Choices (CoRC) program.


0-0-1-3, Initial results
A 0-0-1-3 program was also implemented by the senior administration of the United States Naval Academy in response to a string of alcohol-related incidents that generated a large amount of negative publicity during the 2005-2006 school year. Its primary aim there is to "promote responsible alcohol use" within the brigade of midshipmen.


0-0-1-3, Initial results
Although most health professionals recommend limiting alcohol consumption to 2-4 drinks per day for men, the three drink cap has contributed the most to its massive unpopularity among the brigade, as it is designed to ensure that no midshipman is able to achieve a blood alcohol content (BAC) level above the Maryland legal driving limit of 0.08 (even when not driving or operating machinery).


0-0-1-3, Enforcement
While the senior leadership at the Naval Academy insists that 0-0-1-3 is only a guideline for responsible alcohol use, its enforcement involves mandatory, random breathalyzer tests for all midshipmen regardless of age or rank. Those found in "violation" of 0-0-1-3 (evidenced by having a BAC above 0.08) are placed on record as having alcohol abuse issues, and repeat offenders are subject to severe administrative infractions, up to and including expulsion. In contrast, neither the U.S. Military Academy (West Point) nor the U.S. Air Force Academy conducts random breathalyzers or punishes students simply for blowing above a particular BAC when not driving a motor vehicle.


0-10 V lighting control
0–10 V is one of the first and simplest electronic lighting control signaling systems, used as an early fluorescent dimming system. Simply put, the control signal is a DC voltage that varies between zero and ten volts. There are two recognized standards current sourcing, and current sinking.


0-10 V lighting control, Current Sourcing
Typically used in commercial and theatrical dimming, the controller sends volts to the device. The controlled lighting should scale its output so that at 10 V, the controlled light should be at 100% of its potential output, and at 0 V it should at 0% output (i.e., off). Dimming devices may be designed to respond in various patterns to the intermediate voltages, giving output curves that are linear for: voltage output, actual light output, power output, or perceived light output.


0-10 V lighting control, Current Sourcing
Receivers have a nominal input impedance of 100±20 kΩ (i.e., maximum 1.0±0.2 mW at 10 V)


0-10 V lighting control, Current Sourcing
In production lighting this system was replaced by analog multiplexed systems such as D54 and AMX192, which themselves have been almost completely replaced by DMX512. For dimmable fluorescent lamps (where it operates instead at 1–10 V, where 1 V is minimum and 0 V is off), the system is being replaced by DSI, which itself is in the process of being replaced by DALI. However, 0–10 V control again gained popularity in the 2010's. It is common in LED flat panel fixtures.


0-10 V lighting control, Current Sinking
Typically utilized in architectural lighting, a current sinking control scheme uses ballast or driver provided 10 V DC. The controller reduces the returned volts to the light. If the controller returns the full 10 V, the light will be at its brightest level. The light will be at minimum level if no volts are returned. The current sinking scheme creates a fail safe situation. Should a control wire be cut or the controller fail, the lights will illuminate.


0-10 V lighting control, Current Sinking
Commonly, the 10 V control voltage is supplied through a resistor. Control is achieved (and current is sunk) by connecting a variable resistor between the control voltage terminal and ground. The two resistors form a voltage divider to produce a control voltage Vc = Vs * (Rc / (Rc + Rs)) where Vc is the returned control voltage, Vs is the source voltage, Rc is the variable control resistance, and Rs is the source resistance. Vs may be greater than 10 V so that a maximum intended value of Rc produces a 10 V maximum control voltage. Rc must be adjusted to a value of 0 ohms (a direct short) to return a 0 V control voltage.


0-10 V lighting control, Current Sinking
As a practical matter, many 0-10 V dimming control inputs can be operated by replacing the variable control resistor with an electronic switch. When the switch is on, the control voltage is near 0 and the light is fully dim. When the switch is off, the control voltage is maximum and the light is fully bright. The switch is controlled by a PWM (Pulse Width Modulation) signal, which alternately turns the switch on and off at a rapid rate. The relative proportion of off time vs. on time determines brightness.


0-10 V lighting control, Current Sinking
For example, if the switch is off 10% of the time, the resulting control signal would be the equivalent of 1 V produced with a variable resistor. The PWM method does not require selection of accurate resistance values. It can be applied simultaneously to control signals of multiple lights by connecting their control inputs in parallel.


0-10 V lighting control, Current Sinking
As of the early 2020's, a significant percentage of –10 V dimmable LED flat panels do not respond rapidly to control signal changes or even follow the average control signal value. A pulse width modulated control signal, as described above, does not work well with such fixtures.


0-10 V lighting control, Current Sinking
Dimming fluorescent ballasts and dimming LED drivers often use –10 V control signals to control dimming functions. In many cases, the dimming range of the power supply or ballast is limited. If the light output can only be dimmed from 100% down to 10%, there must be a switch or relay available to kill power to the system and turn the light completely off. Some 0–10 V controllers offer a built-in line voltage relay, others require an external line voltage relay. Some 0-10 V controllers, usually called 0-10 V Blink'n'Dim adapters, create a 0-10 V control signal in response to short blink signals from the power switch. Depending on the application, these options should be considered.


0-10 V lighting control, Advantages and disadvantages
The simplicity of the lighting system makes it straightforward to understand, implement and diagnose, and its low current (typically 1 mA) means it can be run along relatively thin cables with little voltage drop. However, since it requires one wire per control channel (plus a common return wire), a sophisticated system could have hundreds of wires, requiring expensive multicore cables and connectors. Over a long cable, the voltage drop requires every channel of the receiving device to be calibrated to compensate for the voltage losses.


0-10 V lighting control, Advantages and disadvantages
(This is only a theoretical limitation as the resistance of the thinnest practical wire is around 20 Ω/1000 m.) Capacitive coupling from nearby AC power cables can affect the signal to the fitting and even cause flickering. Signal wire running parallel to power cables for a fair distance would need to be screened. This is particularly difficult when control wires must be run inside closed and previously wired walls.


0-10 V lighting control, Advantages and disadvantages
When using this system, one must take into consideration the actual application, since controlling office lights is not the same as controlling theatrical lighting. 0–10 V lighting control is widely used in commercial and industrial lighting by ballast manufacturers such as GE, Philips, Universal, Metrolight, Sylvania, Creative Lighting, and Lumascape. There are distributed control approaches on the market today that can be installed inside or very near the fixture(s) to be controlled thus eliminating the wire runs and the voltage drop.


0-10,000 Fast Pairs
The 0-10,000 Fast Pairs or 10K Fast Pairs is held at the Fall American Contract Bridge League (ACBL) North American Bridge Championship (NABC).


0-10,000 Fast Pairs
The 10K Fast Pairs is a four-session matchpoint pairs event with two qualifying sessions and two final sessions; tables are permitted 11 minutes to finish their two-board rounds, rather than the standard 15 minutes. The event is restricted to players with fewer than 10,000 masterpoints.


0-10,000 Fast Pairs, History
The inaugural 10K Fast Pairs was held in 2015 at the Fall NABC in Denver, Colorado.


0-10,000 NABC Pairs
The 0-10,000 NABC Pairs or 10K NABC Pairs is held at the Summer American Contract Bridge League (ACBL) North American Bridge Championship (NABC).


0-10,000 NABC Pairs
The 10K NABC Pairs is a four-session matchpoint pairs event with two qualifying sessions and two final sessions. The event is restricted to players with fewer than 10,000 masterpoints.


0-10,000 NABC Pairs, History
The inaugural 10K NABC Pairs was held in 2014 at the Summer NABC in Las Vegas, Nevada.


0-10-0
Under the Whyte notation for the classification of steam locomotives, 0-10-0 represents the wheel arrangement of no leading wheels, ten powered and coupled driving wheels on five axles and no trailing wheels. In the United Kingdom, this type is known as a Decapod, a name which is applied to 2-10-0 types in the United States.


0-10-0, Overview
The lack of leading and trailing wheels makes this wheel arrangement unstable at speed, and it is a type usually confined to fairly low-speed work, such as switching (shunting), transfer runs, slow-speed drag freight, or running over mountainous terrain.


0-10-0, Overview
The Russian E class 0-10-0 was the most numerous single class of locomotive in the world, with around 11,000 manufactured.


0-10-0, Usage, Austria
In 1899, Karl Gölsdorf introduced his famous 180.00 class for the Austrian State Railway, an 0-10-0 for mountain regions which had a remarkably low axle load. It employed the Gölsdorf axle system and had the drive, unusually, on the fourth axle. The class existed both as simple expansion and as two-cylinder compound engines, and they later worked in Yugoslavia, Czechoslovakia, Romania and France.


0-10-0, Usage, Canada
Three 0-10-0 locomotives were owned by the Canadian Pacific Railway.


0-10-0, Usage, China
Sixteen 600 mm (1 ft 11 5⁄8 in) narrow gauge 0-10-0 locomotives, built by Baldwin Locomotive Works from 1924 to 1929, remained operational on the Yunnan-Kopei Railway until 1990.


0-10-0, Usage, Finland
The VR Class Vr3 0-10-0T was numbered in the range from 752 to 756 and nicknamed Rooster. The first locomotive was ordered in 1924 from Hanomag in Germany. No. 755 is stored at the Finnish Railway Museum.


0-10-0, Usage, Germany
The 0-10-0 type proved popular in Germany. Several types of freight tender locomotives of this arrangement were built between approximately 1905 and 1915, after which the wheel arrangement was abandoned in favor of the 2-10-0. Subsequent German locomotives of this type were tank locomotives, including classes BR82, BR87, BR940, BR941, BR942-4, BR945-17, BR9419-21 and BR975.


0-10-0, Usage, Indonesia
The Staatspoorwegen ter Sumatara's Westkust (SSS) built a railway line on the west coast of Sumatra from 1887 until 1896. This railway used to haul products from Ombilin coal mines to the port of Teluk Bayur in Padang. Severe terrain with 8% grades required a locomotive with great power. The E10 was a rack tank steam locomotive employed in West Sumatra, of which 22 were built from 1921 to 1928 by Esslingen in Germany and SLM (Schweizerische Lokomotiv-und Maschinenfabrik) in Switzerland. The E10 has four cylinders, with two cylinders dedicated to drive the rack gears.


0-10-0, Usage, Indonesia
The class E10 eventually consisted of 39 locomotives, of which the last seven engines were built in 1967 by Nippon Sharyo, the last steam locomotives to be built by that firm. The class was used in regular service until the mid-1980s.


0-10-0, Usage, Japan
Four 4100 class 0-10-0T locomotives, numbered from 4100 to 4103 and built by Krauss-Maffei in Germany, were imported to Japan in 1912. Based on this design, a total of 39 4110 Class 0-10-0T locomotives, numbered from 4110 to 4148, were built in Japan in 1914 and 1917.


0-10-0, Usage, Japan
The last members of the class were withdrawn from service on JNR in 1950, but some were sold to private freight railways and remained in service as late as 1971. Four of the locomotives were sent to the Korean Peninsula in 1938, but their subsequent fate is unknown.


0-10-0, Usage, Russia
The 0-10-0 type was the principal standard freight locomotive in Russia and was manufactured in very large numbers. The E class (Cyrillic Э, not to be confused with Е-class), freight locomotive was made up of several sub-classes, all developed from the same original basic machine. The sub-classes included E, Em, Eg, Esh, Eu, and Er.


0-10-0, Usage, Russia
A number of both the Em and Eg class received condensing tenders for working in areas where water supplies were scarce. These were designated Emk and Egk class respectively. However, these locomotives were experimental and the condensing tender was mainly used on the 2-10-0 SO19-series locomotive.


0-10-0, Usage, Russia
The E class was the most numerous single class of locomotive in the world, with around 11,000 manufactured in Russia and other countries such as Czechoslovakia, Germany, Sweden, Hungary and Poland. This class even far outnumbered the German DRB Class 52 2-10-0 Kriegslok. The class was eventually superseded by the SO class 2-10-0 which can be considered a further development of the E class, the L class 2-10-0 and the FD class 2-10-2. Despite being superseded, it was not replaced, and the class was widely used until the end of steam in Russia.


0-10-0, Usage, South West Africa
In 1911, the Lüderitzbucht Eisenbahn (Lüderitzbucht Railway) in Deutsch-Südwest-Afrika (German South West Africa) placed six 0-10-0 Decapod locomotives in service, built in 1910 by Henschel & Son for a French Colony in Africa. The engines were rejected by French inspectors, however, and they were purchased by the German government for £2,000 each in 1911, on behalf of the Lüderitzbucht-Gesellschaft company who leased the Lüderitzbucht Eisenbahn and shared the profits with the government.


0-10-0, Usage, South West Africa
To protect the motion from wind-blown sand in the Namib Desert, it had plate shields arranged along the full length of the engine, hinged on the running board to allow access to the motion. The locomotives were placed in service on the Südbahn line from Lüderitzbucht via Seeheim to Kalkfontein, where they formed the mainstay of motive power. None of these engines survived the First World War.


0-10-0, Usage, Taiwan
A steam locomotive of this form served the sole purpose of pushing passengers up to the highest altitude station, 勝興, in Taiwan.


0-10-0, Usage, Thailand
Two Hanomag 0-10-0 steam Locomotives, numbers 401 and 402, were imported from Germany in 1913 for service in Siam and were used on standard gauge. In 1924 they were regauged to metre gauge.


0-10-0, Usage, United Kingdom
Only two 0-10-0 locomotives saw service on British railways. One was a suburban tank locomotive prototype, built by James Holden for the Great Eastern Railway in 1902 and called the Decapod. The other was a tender locomotive, no. 2290, built by the Midland Railway in 1919, specifically for use as a banker for the Lickey Incline.


0-10-0, Usage, United States
The 0-10-0 was not very popular in the United States and North America in general and probably fewer than seventy of this type were constructed. For switching work, large 0-8-0 locomotives were preferred, and when more than four driven axles were required, the preference was for articulated locomotives such as 0-6-6-0 and 0-8-8-0 Mallet engines. On mainlines, a 2-10-0 with the added stability of its leading truck, or a 2-10-2 or 2-10-4 with room for larger fireboxes, were preferred.


0-10-0, Usage, United States
The first 0-10-0 in the United States was built to provide service on Madison Hill which, at 5.89%, has the steepest standard gauge grade in the country. It was a tank locomotive, designed in 1868 by Reuben Wells for the Jeffersonville, Madison and Indianapolis Railroad and named for its designer. The Reuben Wells is on display at the Children's Museum of Indianapolis. It is 35 ft (10,668 mm) long and weighs 55 tons.


0-10-0, Usage, United States
Later 0-10-0 versions were delivered in 1891 to the St. Clair Tunnel Company to haul trains between Sarnia, Ontario and Port Huron, Michigan. The next were a series of 21 locomotives for New York Central Railroad and its subsidiaries for hump yard work. Others included seven owned by Illinois Central Railroad, fifteen by Chesapeake and Ohio Railway, two by Baltimore and Ohio Railroad, and four, the heaviest built, for Duluth, Missabe and Iron Range Railway.


0-10-2
Under the Whyte notation for the classification of steam locomotives, 0-10-2 represents the wheel arrangement of no leading wheels, ten powered and coupled driving wheels on five axles, and two trailing wheels on one axle (usually in a trailing truck).


0-10-2
Other equivalent classifications are:UIC classification: E1 (also known as German classification and Italian classification)French classification: 051Turkish classification: 56Swiss classification: 5/6


0-10-2, United States
In the US, this type is known as the Union after the only US railroad to have new locomotives built in this arrangement. These were ten 0-10-2s built for the Union Railroad in the Pittsburgh, Pennsylvania area. They were used as heavy duty transfer locomotives rather than switchers. In Greenville, Pennsylvania, one is on static display lettered for the Duluth Missabe and Iron Range Railway #604 (Upon dieselization, the Union RR sold all of theirs to the DM&IR) .


0-10-2, United States
The Chicago & North Western Railway converted two 2-10-2 locomotives formerly owned by subsidiary Chicago, St. Paul, Minneapolis & Omaha into 0-10-2 locomotives in 1944. They were classified J-1 both before and after conversion. One was scrapped in 1950 and the other in 1953.


0-10-2, Europe
In Germany, a number of narrow gauge tank locomotives were built with an 0-10-2 configuration. All used some form of articulated drive that allowed the outer driving axles to move sideways or radially to negotiate curves. An example was a group of locomotives built for the narrow gauge lines of Bosnia that utilised the Klose System for an articulated drive.


0-12-0
Under the Whyte notation for the classification of steam locomotives, 0-12-0 represents the wheel arrangement of no leading wheels, twelve powered and coupled driving wheels on six axles, and no trailing wheels.


0-12-0, Tender engine
The first example of the 0-12-0 was the Pennsylvania, designed by Jame Milholland for the Philadelphia and Reading Railroad and built at its own shops in 1863. It weighed fifty tons and was, at the time, the heaviest steam locomotive in the world. It was intended to haul Pennsylvania coal trains.


0-12-0, Tank engines
The first was a class of three rack locomotives built by Lokomotivfabrik Floridsdorf in 1912 for use on the Erzberg Railway (Erzbergbahn) in Austria. Initially classified as class 269 by the kkStB, they passed to the BBÖ after World War I, the Deutsche Reichsbahn in 1939, and finally the ÖBB after World War II. They all stayed in service until the 1970s


0-12-0, Tank engines
The only others of the type, was a class of ten 0-12-0T locomotives built by Hanomag in 1922 for the Bulgarian State Railways (BDŽ). They were initially numbered 4001–4010, but were renumbered 45.01 to 45.10 in 1935–1936. They were built as two-cylinder compound locomotives, with a 15-kilogram-per-square-centimetre (1.47 MPa; 213 psi) boiler feeding a 620-by-700-millimetre (24.41 in × 27.56 in) high-pressure cylinder discharging to a 900-by-700-millimetre (35.43 in × 27.56 in), both of which were connected to the 1,340-millimetre (52.76 in) driving wheels. The locomotives weighed 101 tonnes (99 long tons; 111 short tons).


0-2-2
An 0-2-2, in the Whyte notation for the classification of steam locomotives by wheel arrangement, is one that has two coupled driving wheels followed by two trailing wheels, with no leading wheels. The configuration was briefly built by Robert Stephenson and Company for the Liverpool and Manchester Railway


0-2-2, Liverpool & Manchester Railway, Rocket
The 0-2-2 or Northumbrian wheel arrangement was first used for Stephenson's Rocket, their entry for the Rainhill Trials of 1829, a competition to choose a locomotive design for the new Liverpool & Manchester Railway. Stephenson recognised that the rules of the competition favoured a fast, light locomotive of only moderate hauling power. Although George Stephenson's previous designs had been heavy four-coupled freight locomotives, Rocket was almost entirely new. Stephenson was an advocate of the adhesion railway, against the fashion of the time, and believed that the light loads for Rainhill would even allow just a single driving axle. This allowed the simplification of not requiring either a chain drive between the axles or Stephenson's invention of the external coupling rods.


0-2-2, Liverpool & Manchester Railway, Rocket
Achieving adequate traction required more of Rocket's weight to be over the driving axle than the carrying axle. The heavy boiler was placed forwards, with the axle beneath it, giving a 0-2-2 layout rather than 2-2-0. The cylinders were set at a steep angle, as used the year before for Lancashire Witch, rather than the typical vertical cylinders of this period. The cylinders were thus over the firebox and both driver and fireman shared a footplate at the same, rear, end of the engine. Previously they had often been separated to their own ends of the engine.


0-2-2, Liverpool & Manchester Railway, Novelty
Ericsson and Braithwaite's entry for the Trials, their Novelty, was an 0-2-2 well tank locomotive. Both the driving wheels and trailing wheels were the same size, and there may also have been the facility to fit a coupling chain drive to give better adhesion 'when needed'. Novelty has also been described as a 2-2-0WT design, as there is no clear 'front' or 'rear' to this design.


0-2-2, Liverpool & Manchester Railway, Northumbrian
Rocket was the only locomotive to complete the trials successfully and Stephenson became the supplier of locomotives to the L&MR.


0-2-2, Liverpool & Manchester Railway, Northumbrian
The 0-2-2 arrangement was subsequently used by Robert Stephenson and Company on eight locomotives supplied to the Liverpool and Manchester Railway after 1829:, Meteor, Comet, Dart, Arrow, Phoenix, North Star, Northumbrian, and Majestic. Like the rebuilt Rocket, these had their cylinders set low in a near-horizontal position.


0-2-2, Liverpool & Manchester Railway, Northumbrian
The Northumbrian type was superseded by the 2-2-0 Planet type. These reversed the layout, placing the cylinders inside, between the frames, and below the smokebox at the front. The inside cylinders were closer together, giving less of a rocking couple and so were less prone to yawing oscillation at speed. Placing the cylinders below the smokebox also permitted shorter steampipes and exhaust pipes to the blastpipe, giving better efficiency. Northumbrians were the last, and only, production locomotives with this wheel arrangement.


0-2-2, Liverpool & Manchester Railway, Northumbrian
After the Planets, most passenger locomotives began to use a 2-2-2 arrangement, with an additional front carrying axle to give better riding at speed.


0-2-2, Tank engines
In the early 20th Century a number of railmotors were built by various railway companies in the UK where the locomotive section had an 0-2-2 wheel arrangement, but they were designed to operate semi-permanently coupled to a coach unit.


0-2-2, Tank engines
The LSWR C14 class used a similar layout, but reversed as a 2-2-0T. Their low adhesive weight gave them a poor performance and half of them were rebuilt as the 0-4-0T S14.


0-2-2-0
Under the Whyte notation for the classification of steam locomotives, 0-2-2-0 represents the wheel arrangement of no leading wheels, four powered but uncoupled driving wheels on two axles, and no trailing wheels. Some authorities place brackets around the duplicated but uncoupled wheels, creating a notation 0-(2-2)-0.


0-2-2-0, Usage
The only recorded usage of the arrangement was in four locomotives designed by Patrick Stirling for the Glasgow and South Western Railway in 1855. The design was not successful and the locomotives were withdrawn by 1867. The Mount Washington Cog Railway has 8 0-2-2-0's in existence and only 2 are in working order, 3 are in storage, and the rest are on display.


0-2-4
Under the Whyte notation for the classification of steam locomotives, 0-2-4 represents the wheel arrangement of no leading wheels, two powered driving wheels on one axle, and four trailing wheels on two axles.


0-2-4, History
This is a most unusual wheel arrangement, with the only known examples being three locomotives supplied to the 4ft 6in Dundee and Newtyle Railway by J and C Carmichael of Dundee in 1833. These were still in operation in 1847, but may have been scrapped in 1849 when the line was converted to the standard gauge.


0-3-0
0-3-0 is a type of wheel arrangement for a monorail steam locomotive.


0-3-0, History
This most unusual wheel arrangement was only used for specialised monorails.


0-3-0, History, Listowel and Ballybunion Railway
The Lartigue Monorail locomotives used on the Listowel and Ballybunion Railway were of 0-3-0 wheel arrangement, although they also required non-load-bearing guide wheels. These locomotives were built by the Hunslet Engine Company, Leeds in 1888.


0-3-0, History, Patiala State Monorail Trainways
Four locomotives were built with this wheel arrangement in 1907 for the Patiala State Monorail Trainways, a monorail line in Patiala, India. They had double flanged driving wheels and the locomotives had an outrigger wheel that ran on the ground. The builder was Orenstein & Koppel of Berlin, one locomotive is preserved in working order at the National Rail Museum, New Delhi, New Delhi.


0-3-0, History, Patiala State Monorail Trainways
Also, in the Russian notation that counts axles instead of wheels, 0-3-0 is identical to Whyte's 0-6-0.


0-4-0
Under the Whyte notation for the classification of steam locomotives, 0-4-0 represents one of the simplest possible types, that with two axles and four coupled wheels, all of which are driven. The wheels on the earliest four-coupled locomotives were connected by a single gear wheel, but from 1825 the wheels were usually connected with coupling rods to form a single driven set.


0-4-0
The notation 0-4-0T indicates a tank locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself, rather than in an attached tender.


0-4-0
In Britain, 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.


0-4-0
Under the UIC classification used in Europe and, in more recent years, in simplified form in the United States, a 0-4-0 is classified as B (German and Italian) if the axles are connected by side rods or gearing and 020 (French), independent of axle motoring. The UIC's Bo classification for electric and diesel-electric locomotives indicates that the axles are independently motored, which would be 0-2-2-0 under the Whyte notation.


0-4-0, Overview
The term Four-coupled is often used for 0-4-0 locomotives. Four-wheeled is also sometimes used, but this term can also encompass other wheel arrangements, for example Stephenson's Rocket which was an 0-2-2 four-wheeled locomotive.


0-4-0, Overview
0-4-0 locomotives were built as tank locomotives as well as tender locomotives. The former were more common in Europe and the latter in the United States, except in the tightest of situations such as that of a shop switcher, where overall length was a concern. The earliest 0-4-0 locomotives were tender engines and appeared as early as c. 1802. The 0-4-0 tank engines were introduced in the early 1850s. The type was found to be so useful in many locations that they continued to be built for more than a century and existed until the end of the steam era.


0-4-0, Overview
Richard Trevithick's Coalbrookedale (1802), Pen-y-Darren (1804) and Newcastle (1805) locomotives were of the 0-4-0 type, although in their cases the wheels were connected by a single gear wheel. The first 0-4-0 to use coupling rods was Locomotion No. 1, built by Robert Stephenson and Company for the Stockton and Darlington Railway in 1825. Stephenson also built the Lancashire Witch in 1828, and Timothy Hackworth built Sans Pareil which ran at the Rainhill Trials in 1829. The latter two locomotives later worked on the Bolton and Leigh Railway.


0-4-0, Overview
A four-wheeled configuration, where all the wheels are driving wheels, uses all the locomotive's mass for traction but is inherently unstable at speed. The type was therefore mainly used for switchers (United States) and shunters (United Kingdom). Because of the lack of stability, tender engines of this type were only built for a few decades in the United Kingdom. They were built for a longer period in the United States.


0-4-0, Overview
The possible tractive effort of an 0-4-0 within normal axle load limits was not enough to move large loads. By 1900, they had therefore largely been superseded for most purposes by locomotives with more complex wheel arrangements. They nevertheless continued to be used in situations where tighter radius curves existed or the shorter length was an advantage. Thus, they were commonly employed in dockyard work, industrial tramways, or as shop switchers.


0-4-0, Overview
The wheel arrangement was also used on specialised types such as fireless locomotives, crane tanks, tram engines and geared steam locomotives. It was also widely used on narrow gauge railways.


0-4-0, Usage, Australia
In New South Wales, Dorrigo Steam Railway and Museum has preserved twelve 0-4-0 steam locomotives and eight 0-4-0 diesel locomotives, a total of twenty examples, all on the one site.


0-4-0, Usage, Austria
In Tyrol, Achensee Railway operates three 0-4-0 geared steam cog locomotives on their 1 meter narrow gauge tourist railway and has one on display. The locomotives were originally built by Wiener Lokomotivfabrik, but one has been rebuilt from scavenged parts.


0-4-0, Usage, Angola
The Catumbela Sugar Estate in Angola operated a narrow gauge line on the estate. One of their 0-4-0 locomotives, Rührthaler Maschinen-Fabrik 963 of 1929, was later rebuilt with a diesel engine.


0-4-0, Usage, Finland
Finland had the E1 and Vk4 classes with an 0-4-0 wheel arrangement.


0-4-0, Usage, Finland
The E1 was a class of only two locomotives, numbered 76 and 77.


0-4-0, Usage, Finland
The Vk4 was also a class of only two locomotives, built by Borsig Lokomotiv Werke (AEG) of Germany in 1910. The Vk4s were used at a fortress, and were eventually also used in dismantling the fortress, after which one locomotive went into industrial use and was scrapped in 1951. The other was sold to the Finnish Railways and nicknamed Leena. It became No. 68 and is now the oldest working broad gauge locomotive in Finland, being preserved at the Finnish Railway Museum.


0-4-0, Usage, Indonesia
The Semarang-Cheribon Stoomtram Maatschappij (SCS) imported 27 standard gauge 0-4-0T locomotives of the B52 class between 1908 and 1911, originally to operate services from Kalibrodi-Semarang to Tanggung and Yogyakarta. They were built by Sächsische Maschinenfabrik in Chemnitz, Germany. They were a modern locomotive design for the time, equipped with a superheater.


0-4-0, Usage, Indonesia
The largest allocation of B52 class locomotives was in Tegal, Central Java for services to Purwokerto. Some were later converted to tram engines and worked in Tegal and Purwokerto.


0-4-0, Usage, Indonesia
All 27 locomotives were in existence at the end of 1960, but by 1970 only 15 units remained. Two locomotives have been preserved, B5212 at the Taman Mini Indonesia Indah Museum of Transport and B5210 at the Ambarawa Railway Museum.


0-4-0, Usage, New Zealand
The NZR A class of 1873 consisted of three engine types of similar specification but differing detail. They were British and New Zealand-built and several were preserved.


0-4-0, Usage, South Africa, Brunel gauge
In 1847, the government of the Cape Colony established harbour boards at its three major ports, Table Bay, Port Elizabeth and East London. While railway lines were laid at all these harbours, trains were for the most part initially hauled by oxen or mules. The first steam locomotives to see service at these harbours were 7 ft 1⁄4 in (2,140 mm) Brunel gauge engines which were placed in service on breakwater construction at Table Bay Harbour in 1862 and East London Harbour in 1874.


0-4-0, Usage, South Africa, Standard gauge
In September 1859 Messrs. E. & J. Pickering, contractors to the Cape Town Railway and Dock Company for the construction of the Cape Town-Wellington railway line, imported a small 4 ft 8+1⁄2 in (1,435 mm) broad gauge 0-4-0 side-tank steam locomotive from England for use during the construction of the railway. This was the first locomotive in South Africa. In 1874 the locomotive was rebuilt to a 0-4-2T configuration before it was shipped to Port Alfred, where it served as construction locomotive on the banks of the Kowie river and was nicknamed Blackie. It has been declared a heritage object and was plinthed in the main concourse of Cape Town station.


0-4-0, Usage, South Africa, Standard gauge
The first railway locomotive to run in revenue earning service in South Africa was a small broad gauge 0-4-0WT well tank engine named Natal, manufactured by Carrett, Marshall and Company of Leeds. It made its inaugural run from Market Square to Point station in Durban during the official opening of the first operating railway in South Africa on Tuesday, 26 June 1860.


0-4-0, Usage, South Africa, Standard gauge
In 1865, the Natal Railway Company obtained a saddle-tank locomotive with a 0-4-0 wheel arrangement from Kitson and Company. This was the Natal Railway's second locomotive and was named Durban.


0-4-0, Usage, South Africa, Standard gauge
In 1878, while construction work by the Kowie Harbour Improvement Company was underway at Port Alfred, the Cape Government Railways acquired one broad gauge 0-4-0ST (Saddle Tank) locomotive named Aid from Fox, Walker and Company of Bristol for use as construction locomotive on the east bank of the Kowie river.


0-4-0, Usage, South Africa, Cape gauge
During the late 19th and early 20th centuries, a number of 0-4-0 tank- and saddle-tank locomotives were imported into South Africa, many of them for use in harbours. Many of these locomotives came into South African Railways (SAR) stock in 1912, but were never classified.


0-4-0, Usage, South Africa, Narrow gauges
Between 1886 and 1888, three well-tank condensing locomotives were placed in service by the Cape Copper Mining Company on its 2 ft 6 in (762 mm) Namaqualand Railway between Port Nolloth and O'okiep in the Cape Colony. They were the first condensing steam locomotives to enter service in South Africa. They were later rebuilt as conventional well-tank locomotives.


0-4-0, Usage, South Africa, Narrow gauges
In 1899, Rand Mines acquired two narrow gauge tank steam locomotives from Avonside Engine Company and in 1900 a similar locomotive was delivered to Reynolds Brothers Sugar Estates in Natal. In 1915, when an urgent need arose for additional narrow gauge locomotives in German South West Africa during the First World War, these three locomotives were purchased second-hand by the South African Railways.


0-4-0, Usage, South Africa, Narrow gauges
In 1900 the British War Office placed two Sirdar class 0-4-0T tank steam locomotives in service on a 2 ft (610 mm) narrow gauge line near Germiston in the Zuid-Afrikaansche Republiek, where the Royal Engineers had established a siege park during the Second Boer War. The locomotives were built by Kerr, Stuart and Company. At the end of the war, the two Sirdar locomotives were sold to a farmer, who used them on a firewood line between Pienaarsrivier and Pankop, until the line and locomotives were taken over by the Central South African Railways (CSAR). In 1912, when these locomotives were assimilated into the SAR, they were renumbered with an "NG" prefix to their numbers. When a system of grouping narrow gauge locomotives into classes was eventually introduced by the SAR somewhere between 1928 and 1930, they were designated Class NG1.


0-4-0, Usage, South Africa, Narrow gauges
In 1902, the CGR placed a single narrow gauge tank steam locomotive in service on the Avontuur branch, built by Manning Wardle, classified Type C and named Midget. In 1912, this locomotive was assimilated into the South African Railways and renumbered. It was sold to the West Rand Consolidated Mines near Krugersdorp in 1921.


0-4-0, Usage, South Africa, Narrow gauges
A single small five-ton locomotive, built by Krauss & Company, was purchased by the CGR c. 1903 and placed in service as construction engine on the narrow gauge Avontuur branch out of Port Elizabeth.


0-4-0, Usage, United Kingdom, Tank locomotives
The tank engine versions of the wheel arrangement began to appear in the United Kingdom in the early 1850s, with the first significant class being six saddle tanks designed by Robert Sinclair for the Caledonian Railway.


0-4-0, Usage, United Kingdom, Tank locomotives
By 1860 the type was very popular and it continued to be built in significant numbers for both mainline and industrial railways, almost to the end of steam traction. Hudswell Clarke were supplying industrial saddle tanks until at least 1947, and both Barclay and Robert Stephenson and Hawthorns until 1949.


0-4-0, Usage, United Kingdom, Tank locomotives
An interesting variation on this theme were the traction engine-based railway locomotives built by Aveling and Porter.


0-4-0, Usage, United Kingdom, Tank locomotives
The last British Railways 0-4-0ST dock shunters were built by Horwich Works as late as 1955 and survived until 1966.


0-4-0, Usage, United Kingdom, Tank locomotives
A locomotive based on these also appears in one of Mario Kart 8's Rainbow Road tracks.


0-4-0, Usage, United Kingdom, Tender locomotives
During the 1840s, the wheel arrangement was widely used by Edward Bury on the bar-framed locomotives built for the London and Birmingham Railway. However, with the exception of a few isolated examples used by the smaller companies such as the Cambrian Railways, the Furness Railway and the Taff Vale Railway, and four examples built by Edward Fletcher (engineer) of the North Eastern Railway between 1854 and 1868, the 0-4-0 tender locomotive had been largely superseded on Britain's mainline railways by 1850.


0-4-0, Usage, United States, Tank locomotives
An early example of the 0-4-0 vertical boiler type was the Baltimore and Ohio Railroad's Atlantic No. 2, built in 1832 by Phineas Davis and Israel Gartner. In the United States, the 0-4-0 tank locomotive was principally used for industrial railway purposes.


0-4-0, Usage, United States, Tender locomotives
In the United States, the Best Friend of Charleston was the first locomotive to be built entirely within the United States. It was built in 1830 for the South Carolina Canal and Rail Road Company by the West Point Foundry of New York.


0-4-0, Usage, United States, Tender locomotives
The John Bull was built by Robert Stephenson and Company for the Camden and Amboy Railroad in New Jersey in 1831, but was later rebuilt as a 2-4-0.


0-4-0, Usage, United States, Tender locomotives
The Pennsylvania Railroad kept producing 0-4-0 classes long after all other major railroads had abandoned development of the type, building their final A5s class into the 1920s. The A5s was a monster among 0-4-0s, larger than many 0-6-0 designs, with modern features found on few others of its type, such as superheating, power reverse, and piston valves. The Pennsy continued to build the type because it had a large amount of confined and tight industrial track, more than most other railroads had.


0-4-0, 0-4-0 Diesel locomotives
The wheel arrangement was also used on a number of small 0-4-0DM diesel-mechanical shunters produced by John Fowler & Co. and other builders in the 1930s and earlier. Similarly, it was perpetuated on a number of diesel-mechanical and 0-4-0DH diesel-hydraulic classes between 1953 and 1960 (see the List of British Rail modern traction locomotive classes). Many of these were later sold for industrial use.


0-4-0, 0-4-0 Diesel locomotives
There are 0-4-0DE diesel-electric locomotives too, although small in number. The smallest diesel switchers, such as the EMD Model 40, were of this arrangement.


0-4-0+0-4-0
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, the 0-4-0+0-4-0 is an articulated locomotive of the Garratt type. The wheel arrangement is effectively two 0-4-0 locomotives operating back-to-back or face-to-face, with the boiler and cab suspended between the two power units. Each power unit has no leading wheels, four powered and coupled driving wheels on two axles and no trailing wheels. A similar arrangement exists for Mallet and Meyer locomotives, but is referred to as 0-4-4-0.


0-4-0+0-4-0, Overview
The first Garratt locomotive, K1, one of two 2 ft (610 mm) gauge Tasmanian Government Railways K class locomotives built in 1909, has this wheel arrangement and has been restored to operating condition at the Welsh Highland Railway. This arrangement proved one of the less popular Garratt types, since most Garratt locomotives were larger and more powerful, requiring more pairs of driving wheels to operate within the normal axle load limits, and because leading wheels gave more stability and better tracking to allow faster speeds.


0-4-0+0-4-0, Overview
In total, 34 Garratts of this type were constructed, seven by Garratt patent holder Beyer, Peacock, mostly for industrial use, and 27 by other builders. The largest user of the type was the C.F. Vicinaux du Mayumbe in the Belgian Congo, with twenty locomotives built to a 600 mm (1 ft 11 5⁄8 in) gauge by St. Leonard in Belgium.


0-4-0+0-4-0, Usage, Argentina
The 500 mm (19 3⁄4 in) gauge Southern Fuegian Railway (F.C.A.F.) in Argentina procured a new 0-4-0+0-4-0 Garratt in 1994. Based on Livio Dante Porta's work, it included larger cross section tubing, insulation of the boiler and an improved front end. This vastly improved the economy of this modern steam engine and more than doubled train length.


0-4-0+0-4-0, Usage, Argentina
Accordingly, a second Garratt for this railway was built to similar specifications, but with superheating added, in the workshops of Girdlestone Rail in Port Shepstone, South Africa. It was shipped to Argentina in 2006 and entered service in October of that year. These locomotives had their engine units arranged face-to-face.


0-4-0+0-4-0, Usage, Australia
The Tasmanian Government Railways K class was the first class of Garratt locomotive ever produced. They differed from most later Garratts in two respects.


0-4-0+0-4-0, Usage, United Kingdom
In addition to K1 at the Welsh Highland Railway, the industrial Beyer-Garratt William Francis, built in 1937, is preserved at the Bressingham Steam Museum. This locomotive had its engine units arranged back-to-back in the usual Garratt fashion.


0-4-0+4
Under the Whyte notation for the classification of steam locomotives, 0-4-0+4 represents the wheel arrangement of no leading wheels, four powered and coupled driving wheels on two axles and four trailing wheels on two axles mounted in a bogie.


0-4-0+4, Overview
The 0-4-0+4 wheel arrangement was usually found on railmotors, vehicles for passenger carrying that operated on routes where passenger numbers were light. It usually consisted of a single coach with its own prime mover. William Bridges Adams in the United Kingdom began building railmotors in small numbers as early as 1848.


0-4-0+4, Usage, Cape of Good Hope
A single Railmotor was delivered to the Cape Government Railways (CGR) in 1906. The railmotor was a self-contained motor-coach in which the locomotive and coach were embodied in a single vehicle, with a driver's station at the rear end of the coach for reverse running. The locomotive part was a 0-4-0 side-tank engine which was built by North British Locomotive Company, while the coach part on a single bogie was built by Metropolitan Amalgamated Railway Carriage & Wagon.


0-4-0+4, Usage, Transvaal Colony
In 1907, the Central South African Railways (CSAR) acquired a single self-contained railmotor for the low-volume railmotor passenger service which had been introduced the previous year. It was a self-contained motor-coach with a 56-seat capacity in which the engine, boiler and coach were embodied in a single vehicle. While the engine part of the vehicle was built by Kitson & Co, the 46 feet 11 inches (14,300 millimetres) long coach part was constructed by Metropolitan Amalgamated Railway Carriage & Wagon. To negotiate curves and points, the power unit could pivot like a bogie. The railmotor was erected at the Salt River shops of the CGR in Cape Town and entered service on the CSAR on 10 August 1907.


0-4-2
Under the Whyte notation for the classification of steam locomotives, 0-4-2 represents the wheel arrangement with no leading wheels, four powered and coupled driving wheels on two axles and two trailing wheels on one axle. While the first locomotives of this wheel arrangement were tender engines, the configuration was later often used for tank engines, which is noted by adding letter suffixes to the configuration, such as 0-4-2T for a conventional side-tank locomotive, 0-4-2ST for a saddle-tank locomotive, 0-4-2WT for a well-tank locomotive and 0-4-2RT for a rack-equipped tank locomotive. The arrangement is sometimes known as Olomana after a Hawaiian 0-4-2 locomotive of 1883.


0-4-2, Overview
The earliest recorded 0-4-2 locomotives were three goods engines built by Robert Stephenson and Company for the Stanhope and Tyne Railway in 1834.


0-4-2, Overview
The first locomotive built in Germany in 1838, the Saxonia, was also an 0-4-2. In the same year Todd, Kitson & Laird built two examples for the Liverpool and Manchester Railway, one of which, LMR 57 Lion, has been preserved. The Lion had a top speed of 45 miles per hour (72 kilometres per hour) and could pull up to 200 tons (203 tonnes).


0-4-2, Overview
Over the next quarter of a century, the type was adopted by many early British railways for freight haulage since it afforded greater adhesion than the contemporary 2-2-2 passenger configuration, although in time they were also used for mixed traffic duties.


0-4-2, Usage, Austria
The Emperor Ferdinand Northern Railway (Kaiser Ferdinands-Nordbahn) acquired the locomotives Minotaurus and Ajax from the British manufacturer Jones, Turner and Evans in 1841, to work the line between Vienna and Stockerau. The locomotive Ajax has been preserved at the Technisches Museum Wien since 1992 and is described as "the oldest preserved steam locomotive on the European continent. ".


0-4-2, Usage, Finland
In Finland, the 0-4-2 wheel arrangement was represented by the Classes B1 and B2.


0-4-2, Usage, Finland
The Finnish Steam Locomotive Class B1 is an 0-4-2ST locomotive, built from 1868 to 1890 by Beyer, Peacock and Company at their Gorton Foundry works in Manchester, England.


0-4-2, Usage, Hawaii
Although the type was not used by any major railroads in North America, H.K. Porter, Inc. and the Baldwin Locomotive Works produced many small tank locomotives of this type for industrial and plantation work. The 0-4-2ST Olomana, built by Baldwin in 1883, arrived in the Kingdom of Hawaii in August 1883 after a two-month journey around Cape Horn. It was owned by Waimanalo Sugar Company on the island of Oahu and hauled cane from the fields to its refinery.


0-4-2, Usage, Indonesia
In 1905, the Nederlands Indische Spoorweg opened a line between Yogyakarta and Ambarawa via Magelang, a hilly region requiring a rack railway because of the 6.5% gradients. The 0-4-2T wood burning B25 class was made for this line in 1902 by Maschinenfabrik Esslingen, Germany. They were four-cylinder compound locomotives with two of the cylinders working the pinion wheels.


0-4-2, Usage, Indonesia
There are two examples of B25 class locomotive still in operation, namely B25-02 and B25-03. Both were based in Ambarawa, where they have served for more than a hundred years. Locomotive B25-01 may also still be found at the entrance to the Ambarawa Railway Museum.


0-4-2, Usage, Indonesia
On the island of Sumatra, there are some larger cousins of this class being used for hauling coal trains, namely the D18 and E10 classes.


0-4-2, Usage, New Zealand
The 0-4-2T arrangement was used by two classes of locomotives operated by the New Zealand Railways Department. The first was the C class of 1873, originally built as an 0-4-0T. The class was found to be unstable at speeds higher than 15 mph, so by 1880 all members of the class had been converted to 0-4-2T to rectify this problem.


0-4-2, Usage, New Zealand
The second and more notable 0-4-2T class, and the only one actually built as 0-4-2T, was the unique H class designed to operate the Rimutaka Incline on the Wairarapa Line. The Incline's steep gradient necessitated the use of the Fell mountain railway system, and the six members of the H class spent their entire lives operating trains on the Incline. Except for a few brief experiments with other classes, the H class had exclusive use of the Incline from their introduction in 1875 until the Incline's closure in 1955. The class leader, H 199, is preserved on static display at the Fell Engine Museum in Featherston and is the only extant Fell locomotive in the world.


0-4-2, Usage, New Zealand
The 0-4-2T arrangement was also employed for steam locomotives operated by small private industrial railways and bush and mineral tramways. One such locomotive, built by Peckett and Sons in 1957, is currently operational on the Heritage Park Railway, Whangarei. She is one of four such locomotives imported from Peckett and Sons, and was the last steam locomotive imported into New Zealand in the steam era.


0-4-2, Usage, New Zealand
Two others worked alongside her and are preserved, whilst the fourth was owned by a forestry railway, who converted her to a Diesel locomotive.


0-4-2, Usage, South Africa, Standard gauge
In September 1859, Messrs. E. & J. Pickering, contractors to the Cape Town Railway and Dock Company for the construction of the Cape Town-Wellington Railway, imported a small 0-4-0S steam locomotive from England for use during the construction of the railway. This was the first locomotive in South Africa. In c. 1874, the locomotive was rebuilt to a 0-4-2T configuration before it was shipped to Port Alfred, where it served as construction locomotive on the banks of the Kowie river and was nicknamed Blackie. It has been declared a heritage object and was plinthed in the main concourse of Cape Town station.


0-4-2, Usage, South Africa, Standard gauge
In 1860, the Cape Town Railway and Dock Company took delivery of eight standard gauge tender locomotives with an 0-4-2 wheel arrangement for service on the Cape Town-Wellington Railway, which was still under construction. They remained in service on this line while it was being converted to dual standard-and-Cape gauges from around 1872 and were only retired in 1881, when sufficient Cape gauge locomotives were in service.


0-4-2, Usage, South Africa, Cape gauge
Two 3 ft 6 in (1,067 mm) Cape gauge tank engine classes of this wheel arrangement were supplied to the Nederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij (NZASM) by Maschinenfabriek Esslingen and Breda, Nederland between 1890 and 1894.


0-4-2, Usage, South Africa, Narrow gauges
Between 1897 and 1901, several 0-4-2 saddle tank steam locomotives, built for 600 mm (1 ft 11+5⁄8 in) narrow gauge by Dickson Manufacturing Company of Scranton in Pennsylvania, were delivered to various gold mines on the Witwatersrand by Arthur Koppel, acting as importing agents. In 1915, when an urgent need arose for additional locomotives in Deutsch-Südwest-Afrika during the First World War, two of these 0-4-2ST locomotives were purchased second-hand by the SAR for use on the narrow gauge lines in that territory. The two locomotives remained in South West Africa after the war and were later designated Class NG2 on the SAR.


0-4-2, Usage, South Africa, Narrow gauges
The Namaqua Copper Company's first 2 ft 6 in (762 mm) gauge locomotive, acquired in 1901, was a Dick, Kerr-built 0-4-2ST named Pioneer which was rebuilt from the 0-4-0ST configuration, possibly due to the additional weight of fuel tanks which were installed under the cab when it was converted to use fuel oil. The company also operated four more 0-4-2T locomotives, one 9 Ton and three 12 Ton, possibly also acquired from Dick, Kerr.


0-4-2, Usage, South Africa, Narrow gauges
In 1904, a single 2 ft 6 in (762 mm) gauge 0-4-2IST locomotive named Caledonia was placed in service by the Cape Copper Company as a shunting engine at O'okiep in the Cape Colony.


0-4-2, Usage, South Africa, Narrow gauges
In 1905, the Cape Copper Company also placed a single 0-4-2T locomotive named Britannia in service as a shunting engine at Port Nolloth in the Cape Colony.


0-4-2, Usage, United Kingdom
From the mid-1860s onwards, the 0-4-2 wheel arrangement tended only to be used on tank engines in the United Kingdom. Exceptions were in Scotland on the Caledonian and Glasgow and South Western railways and in southern England on the London Brighton and South Coast Railway (LB&SCR) and the London and South Western Railway. The LB&SCR uniquely built express passenger 0-4-2T tender classes until 1891.


0-4-2, Usage, United Kingdom
From 1868, the Great Western Railway built a number of standard gauge 0-4-2T classes for branch line passenger work to a design known as the 517 class by engineer George Armstrong. This design was developed until the GWR 1400 Class was built between 1932 and 1936, designed for push-pull autotrains. These were the last British examples of this wheel arrangement. Four of them have been preserved.


0-4-2, Usage, United Kingdom
William Stroudley of the LB&SCR built four very successful 0-4-2 classes, three tenders and one tank, between 1873 and 1891. The first of these was his powerful D-tank for suburban passenger work. By 1887, 125 of these had been built, some of which survived in service until 1951. However, the most famous 0-4-2 class were his Gladstone class express passenger locomotives, the first of which has been preserved.


0-4-2, Usage, United States
The Casper for South Fork and Eastern railroad used an locomotive number two "Daisey" an 1885 Baldwin 0-4-2T locomotive to haul its logging operations in its early days (Baldwin builder number 7558). That locomotive still survives and is on display next to the skunk train depot on Laurel Street in Fort Bragg. Viewing the locomotive is free to the public in the little mall next door to the train depot. There is also an 18 in (457 mm) gauge 0-4-oT locomotive on display. That locomotive is California Western railroad locomotive number one (was assembled in 1875 by a smaller locomotive manufacture, but serial numbers on the frame point to the Baldwin locomotive works.


0-4-4-0
In the Whyte notation for the classification of steam locomotive wheel arrangement, a 0-4-4-0 is a locomotive with no leading truck, two sets of four driving wheels, and no trailing truck. Examples of this type were constructed as Shay, Heisler, Climax, Mallet, Meyer, BMAG and Double Fairlie locomotives. A similar configuration was used on some Garratts, but it is referred to as 0-4-0+0-4-0.


0-4-4-0, Equivalent classifications
The UIC classification is refined to B'B for a Mallet locomotive or B'B' for a Meyer locomotive.


0-4-4-0, Fairlie examples
The first Fairlie 0-4-4-0 was built for the Neath and Brecon Railway in 1866, but the design came to prominence in 1869 with Little Wonder for the Festiniog Railway in North Wales followed by five others. One locomotive was supplied to the Denver and Rio Grande Railroad in 1872. The type was also used in  Mexico, New Zealand and Russia on Transcaucasian Railway.


0-4-4-0, Fairlie examples, Survivors
There are three examples of surviving Fairlie 0-4-4-0 locomotives on the Ffestiniog Railway the last of which was built in 1992. "Josephine", a Vulcan Foundry-built Double Fairlie (built in 1872 for the Dunedin and Port Chalmers Railway Company) survives as a static exhibit in Dunedin, New Zealand.


0-4-4-0, Eritrean Railways
Eritrean Railways used many 0-4-4-0Ts. The last was built in their own shops in 1963, making it the last Mallet built in the world.


0-4-4-2
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.


0-4-4-2, Examples
0-4-4-2Ts were built for Indonesia until 1962, becoming some of the last Mallets built in the world.


0-4-4T
Under the Whyte notation for the classification of steam locomotives, 0-4-4 represents the wheel arrangement of no leading wheels, four powered and coupled driving wheels on two axles, and four trailing wheels on two axles. This type was only used for tank locomotives.


0-4-4T
In American cities, the type known as a Forney locomotive, was used on the narrow curves of elevated railways and other rapid transit lines. In the UK 0-4-4 tanks were mainly used for suburban or rural passenger duties.


0-4-4T, History, Finland
The Finnish Steam Locomotive Class F1 entered service with SVR in 1885 were used until 1935. One example is preserved at the Finnish Railway Museum.


0-4-4T, History, United Kingdom
In the UK the earliest 0-4-4's were well tanks. Both John Chester Craven of the London Brighton and South Coast Railway and James Cudworth of the South Eastern Railway (UK) introduced classes in 1866. They were followed by Matthew Kirtley on the Midland Railway (26 locomotive built 1869-70) and Patrick Stirling on the Great Northern Railway (48 locomotive built 1873-81).


0-4-4T, History, United Kingdom
The more common side-tank version was introduced on the Great Eastern Railway by Samuel Waite Johnson in 1872, and was soon afterwards adopted by most mainline railways in the UK, and became the standard configuration for a passenger tank locomotive until about 1900. Examples have included the LSWR O2 Class, Midland Railway 2228 Class, the LSWR M7 Class and the Caledonian Railway 439 Class. The last British design of 0-4-4T were the LMS Stanier 0-4-4T of 1932 which were based on the Midland Railway 2228 Class.


0-4-4T, History, United Kingdom
Preserved 0-4-4T locomotives in the UK are SECR H class No. 263 on the Bluebell Railway, LSWR O2 class No.W24 'Calbourne' on the Isle of Wight Steam Railway, LSWR M7 Nos. 245 in the National Railway Museum and 53 (as BR 30053) on the Swanage Railway, Metropolitan Railway E Class No.1 at the Buckinghamshire Railway Centre, CR No.419 by the Scottish Railway Preservation Society and the Duke of Sutherland's 'Dunrobin' which was brought back from Canada by Beamish Museum. The Class G5 Locomotive Company Limited are recreating a replica NER Class O (LNER class G5).


0-4-4T, History, United States
The 0-4-4 configuration appears to have been introduced in the US, with the Forney locomotive, was patented by Matthias N. Forney between 1861 and 1864. These were characterized by a single frame under the boiler and fuel/water tank, which is supported at the rear by the truck under the coal bunker/water tank. The locomotives were designed to run cab (or bunker) first and were built for commuter lines in cities such as New York, Chicago and Boston.


0-4-6
An 0-4-6T, in the Whyte notation for the classification of steam locomotives by wheel arrangement, is a locomotive with no leading wheels, four driving wheels fixed in a rigid frame, and six trailing wheels (normally mounted in a trailing truck). Examples of this type of locomotive were built by Wilhelm von Engerth.


0-4-6, History
This wheel arrangement was used on Engerth articulated steam locomotives, widely used on Alpine railways. One early example was Genf built by Maschinenfabrik Esslingen in 1858 for the Swiss Central Railway.


0-41*
0–41* is an Indian feature film documentary by director Senna Hegde examining young volleyball players and their lives in rural Kanhangad, India.


0-41*
The film had its world premiere at the 11th Cinema on the Bayou Film Festival at Lafayette, USA.


0-41*, Plot
A group of local youth in a small town in India are closely knit by a game of volleyball every evening. Rajesh and Vipin lead the two teams with a great deal of passion until a seemingly endless losing streak sets Rajesh and his team on a trail of disbelief and dejection. The docudrama proceeds to draw a subtle parallel between the losing streak and the lives of these youth. Over the course of six days, this film brings into sharp focus their life stories, their aspirations and expectations, their faith and fears and their view on the rest of the world with the rural way of life in India providing a vivid backdrop.


0-6-0
Under the Whyte notation for the classification of steam locomotives, 0-6-0 represents the wheel arrangement of no leading wheels, six powered and coupled driving wheels on three axles and no trailing wheels. This was the most common wheel arrangement used on both tender and tank locomotives in versions with both inside and outside cylinders.


0-6-0
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.


0-6-0, 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 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.


0-6-0, Overview, History
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.


0-6-0, Overview, History
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.


0-6-0, Overview, History
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, Overview, Early examples
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.


0-6-0, Overview, Early examples
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.


0-6-0, Overview, Early examples
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.


0-6-0, Overview, Suffixes
For a steam tank locomotive, the suffix usually indicates the type of tank or tanks:


0-6-0, Overview, Suffixes
For a diesel locomotive, the suffix indicates the transmission type:


0-6-0, 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.


0-6-0, Usage, Australia
In New South Wales, the Z19 class was a tender type with this wheel arrangement, as was the Victorian Railways Y class. 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.


0-6-0, Usage, Finland
Tank locomotives used by Finland were the VR Class Vr1 and VR Class Vr4.


0-6-0, Usage, Finland
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.


0-6-0, Usage, Finland
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.


0-6-0, Usage, Finland
Finland's tender locomotives were the classes C1, C2, C3, C4, C5 and C6.


0-6-0, Usage, Finland
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.


0-6-0, Usage, Finland
The eighteen Class C2s were numbered 31 to 43 and 48 to 52. They were also nicknamed Bristollari.


0-6-0, Usage, Finland
The C3 was a class of only two locomotives, numbered 74 and 75.


0-6-0, Usage, Finland
The thirteen Class C4s were numbered 62 and 78 to 89.


0-6-0, Usage, Finland
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.


0-6-0, Usage, Finland
The C6 was a solitary class of one locomotive, numbered 100.


0-6-0, Usage, New Zealand
In New Zealand the 0-6-0 design was restricted to tank engines. The Hunslet-built M class of 1874 and Y class of 1923 provided 7 examples, however the F class built between 1872 and 1888 was the most prolific, surviving the entire era of NZR steam operations, with 88 examples of which 8 were preserved.


0-6-0, Usage, Philippines
The Manila Railway Company both purchased tank locomotives of this type. The first class was the Cabanatuan class of 3 locomotives built in 1905. These were followed by the Cavite class of 1914. Both classes have a preserved example in front of Tutuban station in Manila. Another class was introduced in 1914, the Mirador class of 6 locomotives made for the Aringay-Baguio train service. Unlike the first two classes, the class was under-documented and no engines were preserved.


0-6-0, Usage, South Africa, Cape 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.


0-6-0, Usage, South Africa, Cape gauge
The Natal Harbours Department placed a single 0-6-0 saddle-tank locomotive in service in 1879, named John Milne.