2-10-2, Usage, Soviet Union
The Russian locomotive class LV was developed from the previous L class 2-10-0 locomotive by the Voroshilovgrad factory. It used a feedwater heater to increase thermal efficiency and was the most efficient freight steam locomotive in the Soviet Union, with thermal efficiency of 9.3%. The first prototype was named OR18-01 (October Revolution factory, 18 tonne axle load). A total of 522 LV class locomotives were built. Several were preserved, including the first, OR18-01, and the last, LV-0522.


2-10-2, Usage, Spain
In Spain, the 2-10-2 wheel arrangement was represented by one series of 22 locomotives. They were initially ordered for the Compañía del Norte, but RENFE kept the entire series in reserve. Built between 1941 and 1944 in the La Maquinista Terrestre y Maritima SA factory in Barcelona for hauling heavy coal trains, they were amongst the most powerful steam locomotives in Europe. They had three cylinders, but used simple expansion and were known as Santa Fe locomotives.


2-10-2, Usage, Greece
SEK (Sidirodromoi Ellinikou Kratous, Hellenic State Railways) class Μα (or class Ma; Mu-alpha) was a class of 2-10-2 steam locomotives built by Ansaldo and Breda in 1953. They were numbered Μα 1001-1020.


2-10-2, Usage, Greece
The Μα locomotives were the last steam locomotives acquired by SEK before conversion to diesel traction. They were designed and built in Italy by Breda (10 units) and Ansaldo (10 units) in 1953–1954, while some parts (including whole tender underframes) were made by Nuove Reggiane. The length of the locomotive with the tender was 24.93 m, the maximum height 4.51 m and service weight 136 tn. The boiler operated at 18 bar and their rated power was 2950 hp. Maximum speed was 90 km/h.


2-10-2, Usage, Greece
Due to various technical problems, only two years after introduction they were modified by Henschel (1957–1958). The boilers were converted to burn heavy fuel oil.


2-10-2, Usage, Greece
These locomotives were based at Aghios Ioannis Rentis and Thessaloniki depots and were used mainly for freight trains and for some express passenger trains on Piraeus–Thessaloniki and Thessaloniki–Idomeni mainlines until the early 1970s, when they were withdrawn by the Hellenic Railways Organisation (successor of SEK) due to complete conversion to diesel traction.


2-10-2, Usage, Greece
Only two examples survived the 1984-1985 steam locomotives scrappings. One of them, 1002 was set on display as part of the theatre "Το Τρένο στο Ρουφ" (="The Train at Rouf"), at Rouf station in Athens. The other one is located at Thessaloniki old railway station, not preserved.


2-10-2, Usage, United States
In the United States, the 2-10-2 type was produced between 1903 and 1930. The first were the Atchison, Topeka and Santa Fe Railway (AT&SF) engines of the 900 and 1600 series, which were an early type with few advantages over the 2-10-0 Decapod, save their ability to operate in reverse without derailing. By 1919, the AT&SF was building the definitive type, with the trailing truck supporting a large firebox. These were of the AT&SF 3800 class. One of them, AT&SF engine no. 3829, was equipped with an experimental two-axle trailing truck to become the first 2-10-4 Texas type.


2-10-2, Usage, United States
About 2,200 Santa Fe types were built, including about 500 of the two United States Railroad Administration (USRA) First World War standard designs. There were two USRA standard 2-10-2s, the heavy version with an engine weight of 380,000 pounds (172,365 kilograms) and the light version with an engine weight of 352,000 pounds (159,665 kilograms). The Santa Fe had the most with 352 engines.


2-10-2, Usage, United States
The heaviest 2-10-2s were ten locomotives built by Baldwin Locomotive Works for the Reading Railway c. 1931, weighing 451,000 pounds (204,570 kilograms), engine only.


2-10-2, Usage, United States
At 104,000 pounds-force (460 kilonewtons), the Illinois Central Railroad’s 2800 class rebuilds probably had the highest calculated tractive effort of any two-cylinder steam locomotive, although the adhesive weight was only 333,000 pounds (151,050 kilograms).


2-10-2, Usage, United States
The Baltimore and Ohio Railroad ordered its first 2-10-2 from Baldwin in 1914. From 1914 to 1956, their 2-10-2s bore numbers commencing with 6, hence the nickname "Big Sixes". Designated the S class, there were several sub-classes. The first of the Big Sixes was retired in 1951 and were all scrapped by 1960.


2-10-4
Under the Whyte notation for the classification of steam locomotives, a 2-10-4 locomotive has two leading wheels on one axle, usually in a Bissel truck, ten coupled driving wheels on five axles, and four trailing wheels on two axles, usually in a bogie. These were referred to as the Texas type in most of the United States, the Colorado type on the Burlington Route and the Selkirk type in Canada.


2-10-4, Overview
The 2-10-4 Texas wheel arrangement originated and was principally used in the United States. The evolution of this locomotive type began as a 2-10-2 Santa Fe type with a larger four-wheeled trailing truck that would allow an enlarged firebox. A subsequent development was as an elongated 2-8-4 Berkshire type that required extra driving wheels to remain within axle load limits. Examples of both of these evolutionary progressions can be found.


2-10-4, Overview
Some 2-10-4 tank locomotives also existed in eastern Europe. One extraordinary experimental 2-10-4 tender locomotive, built in the Soviet Union, had an opposed piston drive system.


2-10-4, Usage, Belgian Congo
The Texas type was rare in Africa. One locomotive, numbered 801, was built for the CF du Bas-Congo au Katanga by Société Anonyme John Cockerill in 1939. It had 540 by 550 millimetres (21 by 22 inches) cylinders and 1,100 millimetres (43 inches) diameter driving wheels, with a working order mass of 107.8 tonnes (106.1 long tons; 118.8 short tons), a grate area of 5.4 square metres (58 square feet) and a tractive effort at 65% boiler pressure of 14,690 kilograms-force (144,100 newtons; 32,400 pounds-force). The locomotive is believed to have been built for the line between Bukama and Kamina and accumulated 1,200,000 kilometres (750,000 miles) during its service lifetime. Even with its large size, it was hand-fired and had two firebox doors, with two firemen being carried.


2-10-4, Usage, Brazil
Outside North America, the 2-10-4 was rare. In South America, the Central Railway of Brazil ordered seventeen 1,000 mm (3 ft 3 3⁄8 in) metre gauge 2-10-4 locomotives, ten from Baldwin which were delivered in 1940, and another seven from the American Locomotive Company which were delivered in 1947.


2-10-4, Usage, Canada
The Canadian Pacific (CP) Selkirk locomotives were all built by Montreal Locomotive Works (MLW). The first twenty of these large engines were built in 1929, designated T1a class and allocated numbers 5900 to 5919. Their Canadian type name was after the Selkirk Mountains across which they were placed in service, the railway summit of which was located just inside the western portal of the Connaught Tunnel beneath Rogers Pass.


2-10-4, Usage, Canada
MLW built another ten of these successful locomotives for CP during November and December 1938, designated T1b class and numbered from 5920 to 5929. Modifications to the original design led to the T1b being ten tonnes lighter while its operating steam pressure was increased from 275 to 285 pounds per square inch (1,900 to 1,970 kilopascals).


2-10-4, Usage, Canada
A further six Selkirks, classed T1c and numbered from 5930 to 5935, were delivered by MLW in 1949. They were the last standard gauge steam locomotives to be built in Canada for a Canadian railway. These were very similar to the T1b class, apart from a few refinements which included two cross-compound air compressors to speed up recharging of the air brake system, while some small streamlining touches were not retained, such as the streamlined casing around the smokebox stack as well as the teardrop shape of the classification lights.


2-10-4, Usage, Canada
In addition, the inside of the cabs were no longer insulated in the same manner as the previous versions, which had provided better cold-weather cab insulation and were better-liked by crews. The last Selkirks were taken out of service in 1959. These were the most powerful steam locomotives in the British Empire.


2-10-4, Usage, Japan
In 1948 JGR built 5 Class E10 tank steam locomotives for the purpose of supplementing the aging Class 4110(0-10-0) in Itaya Pass on the Ou Main Line for a short time until electrification. E10 2 is statically stored.


2-10-4, Usage, South Africa
In 1937, the South African Railways (SAR) placed one 3 ft 6 in (1,067 mm) Cape gauge Class 21 steam locomotive with a Texas wheel arrangement in service, designed as a mixed traffic locomotive suitable for light rail. It was designed by A.G. Watson, Chief Mechanical Engineer of the SAR from 1929 to 1936, and built by the North British Locomotive Company in Glasgow.


2-10-4, Usage, South Africa
Only the one locomotive was built, at the time representing the maximum power obtainable on Cape gauge from a ten-coupled non-articulated locomotive that was limited to a 15 long tons (15.2 tonnes) axle load on 60 pounds per yard (30 kilograms per metre) rail. To enable it to negotiate tight curves, the third and fourth sets of coupled wheels were flangeless.


2-10-4, Usage, South Africa
The locomotive’s Type FT tender was an unusual experimental type using six pairs of wheels in a 2-8-2 wheel arrangement, with the leading and trailing wheels in bissel type pony trucks and the rest of the axles mounted with a rigid wheelbase. A similar Type JV tender had been built in the Salt River shops in Cape Town in 1936 for test purposes and as a prototype to the Type FT. The tender’s wheel arrangement did not prove to be very successful, however, and was not used again.


2-10-4, Usage, Soviet Union
There were two Texas-type locomotives built in the USSR. One, the class OR23, built in 1949 by the locomotive works in Ulan Ude, had cylinders that were placed above the center driving axle. Unlike nearly all steam locomotives, the pistons had rods on both ends which transferred power to the wheels. The idea was to balance the driving forces on the wheels, allowing the counterweights on the wheels to be smaller and reducing hammer blow on the track. Test runs showed, however, that the OR23 design was unsuitable as a practical locomotive. The locomotive was never used for more than testing and was returned to its builder  and scrapped.


2-10-4, Usage, United States, Atchison, Topeka & Santa Fe
The Atchison, Topeka & Santa Fe Railway (ATSF) took delivery of locomotive No. 3829 from the Baldwin Locomotive Works in 1919. It was used by Santa Fe as an experimental locomotive and was rostered as a member of ATSF’s 3800 class of 2-10-2s that was fitted with a four-wheel trailing truck. Nearly one-hundred more 3800 class locomotives were delivered after No. 3829, but all with the 2-10-2 wheel arrangement. Photographs exist that show No. 3829 fitted with at least two different designs of four-wheel trailing truck through the years. No other members of the 3800 class have been documented with four-wheel trailing trucks. No . 3829 was scrapped in 1955, still equipped with a four-wheel trailing truck.


2-10-4, Usage, United States, Atchison, Topeka & Santa Fe
Santa Fe, who had originated the 2-10-4 type, adopted it again in 1930 with No. 5000, nicknamed Madame Queen. This locomotive was similar to the C&O T-1, with the same 69 inches (1,753 millimetres) drivers but with 300 pounds per square inch (2,100 kilopascals) boiler pressure and 60% limited cutoff. It proved the viability of the type on the Santa Fe railway, but the Great Depression shelved plans to acquire more.


2-10-4, Usage, United States, Atchison, Topeka & Santa Fe
In 1938, with the railroad's fortunes improving, Santa Fe acquired ten more 2-10-4 locomotives. These came with 74 inches (1,880 millimetres) diameter drivers and 310 pounds per square inch (2,100 kilopascals) boiler pressure, making these ATSF 2-10-4s the fastest and most modern of all.


2-10-4, Usage, United States, Atchison, Topeka & Santa Fe
Of the original order of ten, five were oil-burning and five coal-burning, but when Santa Fe ordered twenty-five more for delivery in 1944, all were delivered equipped to burn oil. The first of the 1944 batch produced 5,600 drawbar horsepower on road test, the highest figure known for a two-cylinder steam locomotive.


2-10-4, Usage, United States, Texas and Pacific
The 2-10-4 type was revived in 1925 by the Lima Locomotive Works. This time it was an expansion of the 2-8-4 Berkshire type that Lima had pioneered. A version of the Berkshire with ten driving wheels instead of eight was an obvious development and the first to be delivered were to the Texas and Pacific Railway, after which the type was subsequently named. The four-wheel trailing truck allowed a much larger firebox and thus a greater ability to generate heat, and thus steam. The Superpower design, as Lima's marketing department called it, resulted in a locomotive that could develop great power at speed while not running out of steam-generating ability.


2-10-4, Usage, United States, Bessemer and Lake Erie
Baldwin built a fleet of forty-seven H-1 class 2-10-4s for the Bessemer and Lake Erie railroad, an iron ore company, between 1929 and 1944, divided into eight sub-classes, and they were numbered 601-647. These giants have proven to be the most powerful non-articulated steam locomotives ever built, due to their tractive force of 102,106 pounds, an average weight of over 500,000 pounds, and a boiler pressure of 250 pounds per square inch. Eighteen of these were sold off in 1951 to the Duluth Missabe and Iron Range Railway, another iron ore company, who renumbered them 700-717. By the beginning of the 1960s, all but one of these locomotives were sold for scrap. The exception was No. 643, which almost operated in excursion service in the late 1990s, but its large size has forbidden it. It is now owned by the Age of Steam Roundhouse.


2-10-4, Usage, United States, Chesapeake and Ohio
The early Lima-built Texas types were low-drivered, 60 to 64 inches (1,524 to 1,626 millimetres) in diameter, which did not leave enough space to fully counterweight the extremely heavy and sturdy side rods and main rods required for such a powerful locomotive's piston thrusts.


2-10-4, Usage, United States, Chesapeake and Ohio
That changed in 1930 on the Chesapeake and Ohio Railway (C&O), who stretched the design of an Erie Railroad high-drivered Berkshire type locomotive to produce forty of the C&O T-1, a Texas type with 69 inches (1,753 millimetres) diameter drivers that was both powerful and fast enough for the new higher-speed freight services that the railroads were introducing. All subsequent Texas types were of this higher-drivered sort.


2-10-4, Usage, United States, Pennsylvania Railroad
The Pennsylvania Railroad (PRR) ordered few new locomotives after 1930, since electrification both consumed the railroad's resources and resulted in a supply of excess steam locomotives that eliminated any requirement for new power. It was not until the Second World War had begun, that the PRR's locomotive fleet began to appear inadequate. Although the PRR urgently needed new and modern freight power, the War Production Board prohibited working on a new design and, since there was not enough time to trial a prototype in any event, the PRR cast around for other railroads' designs that it might modify for PRR use.


2-10-4, Usage, United States, Pennsylvania Railroad
It settled on the C&O’s T-1. Some modifications were made to the design for these PRR War Babies. These included PRR drop-couplers, sheet steel pilots, PRR-style cabs, large PRR tenders, Keystone number plates up front and other modifications. It still betrayed its foreign heritage by lacking the PRR trademark Belpaire firebox and by having a booster engine on the trailing truck. Altogether 125 locomotives were built between 1942 and 1944 and became the largest fleet of Texas type locomotives in existence. All were eventually sold as scrap when the Pennsylvania Railroad dieselized.


2-12-0
Under the Whyte notation for the classification of steam locomotives, 2-12-0 represents the wheel arrangement of two leading wheels on one axle (usually in a leading truck), twelve powered and coupled driving wheels on six axles, and no trailing wheels.


2-12-0, Germany
While standard German freight train steam locomotives were 2-10-0 types, between 1917 and 1924 the Esslingen locomotive works produced 44 units of the so-called Class K for the Royal Württemberg State Railways (later renumbered to class 59 by the Deutsche Reichsbahn). With a top speed of only 60 km/h these locomotives were designed for heavy duty in mountainous areas such as the Geislinger Steige, with special attention on low load per axle (16 t). During World War II, after electrification of that line the units were used on the Semmering railway in Austria, then part of the German Reich. The last four units were in service until 1957.


2-12-0, Germany
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2-12-2
Under the Whyte notation for the classification of steam locomotives, 2-12-2 represents the wheel arrangement of two leading wheels on one axle (usually in a leading truck), twelve powered and coupled driving wheels on six axles, and two trailing wheels on one axle (usually in a trailing truck).


2-12-2, Use, Austria
The Deutsche Reichsbahn and later the Austrian Federal Railways operated two Class 97.4 2-12-2T tank locomotives, both built in 1941.


2-12-2, Use, Indonesia
Hanomag and Werkspoor built a cumulative total of 28 JSS 800 class 2-12-2Ts (1F1 in UIC notation) for use by the Staatsspoorwegen in freight service in Java and Sumatra, Dutch East Indies, now Indonesia. They were assigned the railroad numbers 801-823 and H130-134. After Indonesian Independence, they were renumbered as F1001-F1026 by Indonesian State Railways.


2-12-4
In Whyte notation for the classification of steam locomotives by wheel arrangement, a 2-12-4 is a locomotive with one pair of unpowered leading wheels, followed by six pairs of powered driving wheels, and two pairs of unpowered trailing wheels.


2-12-4, Bulgaria
There are only 20 standard gauge (1,435 mm (4 ft 8+1⁄2 in)) engines with this wheel arrangement that were built for and ran in Europe: class 46 of the Bulgarian State Railways (BDŽ). They were ordered by BDŽ and built according to its specification by two different manufacturers: 12 engines by H. Cegielski in Poznań, Poland in 1931, and 8 by Berliner Maschinenbau (Schwarzkopf) in Berlin, Germany in 1943.


2-12-4, Bulgaria
Although there is a major difference between the two batches—the first 12 engines are type 1′F2′ h2Gt — tank-engine for freight service, two-cylinder system with simple steam expansion (Zwilling) with superheating, while the remaining 8 are 1′F2′ h3Gt — 3-cylinder (Drilling)—all were put into the same class 46 and numbered 46.01 – 46.12 and 46.13 – 46.20. They were designed to haul heavy coal trains on mountainous lines with gradients of about 2.67% (1 in 35.7) and more, and they coped with this hard task very well.


2-12-4, Bulgaria
Bulgarian railwaymen gave them nickname "Mother Bear" because they looked fat, clumsy and compact. These engines appear to be the most powerful steam locomotives in Europe. Two of them (46.03 of Zwillings and 46.13 of Drillings) are preserved. The Zwilling 46.03 has been restored to working order and made its maiden voyage on steam in May 2015.


2-2-0
Under Whyte notation for the classification of steam locomotives, 2-2-0 represents the wheel arrangement of two leading wheels on one axle, two powered driving wheels on one axle, and no trailing wheels. This configuration, which became very popular during the 1830s, was commonly called the Planet type after the first locomotive, Robert Stephenson's Planet of 1830.


2-2-0, History, Great Britain
After early experience with the 0-2-2 configuration on the Liverpool and Manchester Railway, Robert Stephenson decided to build a locomotive with cylinders inside the frames, for which a 2-2-0 was preferable. The first such locomotive was Planet, built in 1830 and the company went on to build a further eighteen examples for the railway. In 1835 five examples were supplied to the London and Greenwich Railway. After 1836 Edward Bury built sixty-nine bar frame 2-2-0 locomotives for the London and Birmingham Railway. The steam roller and traction engine company Aveling and Porter built a number of 2-2-0 locomotives, some of which were convertible traction engines.


2-2-0, History, North America
Tom Thumb, the first American-built steam locomotive used on a common-carrier railroad, built by Peter Cooper in 1830 was a belt-driven 2-2-0, but the type was not perpetuated.


2-2-0, History, Ireland
The Dublin and Kingstown Railway used 2-2-0 in 1834 including Hibernia designed by Richard Roberts and built by Sharp, Roberts and Company, and Vauxhall built George Forrester and Company.


2-2-0, History, Russia
The first Russian-built steam locomotive was a 2-2-0 built by the Cherepanovs (father and son) in 1833-1834.


2-2-0, Decline of the 2-2-0
By 1840 the 2-2-0 tender type had largely been superseded by the 2-2-2 configuration. However, there are a few examples of later tank engines, thus William Bridges Adams of the Fairfield Locomotive Works () in Bow supplied a 2-2-0 well tank to the Roman Railway in 1850. Also Dugald Drummond of the London and South Western Railway introduced his C14 class 2-2-0T in 1906, for Auto trains, but this design was not successful and several of the locomotives were rebuilt to 0-4-0.


2-2-2
Under the Whyte notation for the classification of steam locomotives, 2-2-2 represents the wheel arrangement of two leading wheels on one axle, two powered driving wheels on one axle, and two trailing wheels on one axle. The wheel arrangement both provided more stability and enabled a larger firebox than the earlier 0-2-2 and 2-2-0 types. This configuration was introduced in 1834 on Robert Stephenson's 'Patentee locomotive' but it was later popularly named Jenny Lind, after the Jenny Lind locomotive which in turn was named after the popular singer. They were also sometimes described as Singles, although this name could be used to describe any kind of locomotive with a single pair of driving wheels.


2-2-2, History
The 2-2-2 configuration appears to have been developed by Robert Stephenson and Company in 1834, as an enlargement of their 2-2-0 Planet configuration, offering more stability and a larger firebox. The new type became known as Stephenson's Patentee locomotive. Adler, the first successful locomotive to operate in Germany, was a Patentee supplied by Robert Stephenson and company in component form in December, 1835 was one of the earliest examples. Other examples were exported to the Netherlands, Russia and Italy. By 1838 the 2-2-2 had become the standard passenger design by Robert Stephenson and Company.


2-2-2, History
Eighteen of the first nineteen locomotives ordered by Isambard Kingdom Brunel for the opening of the Great Western Railway in 1837/8 were of the 2-2-2 type. These included six 2-2-2 locomotives built by Charles Tayleur at his Vulcan Foundry. Also in 1837 the successful North Star broad gauge locomotive was delivered to the Great Western Railway by Stephenson, becoming the first of a class of twelve locomotives by 1841.


2-2-2, History, Later UK developments
Sharp, Roberts and Company constructed more than 600 2-2-2 locomotives between 1837 and 1857. Ten of these supplied to the Grand Junction Railway became the basis of Alexander Allan's successful designs for the railway from 1845 (the first of which, formerly named Columbine, is preserved). J. & G. Rennie supplied 2-2-2 locomotives to the London and Croydon Railway from 1838 and the London and Brighton Railway in 1840. Arend ("eagle") was one of the two first steam locomotives in the Netherlands, built by R. B. Longridge and Company of Bedlington, Northumberland in 1839.


2-2-2, History, Later UK developments
The Great Western Railway continued to order both broad gauge and standard gauge locomotives on the railway, including the Firefly and Sun classes (1840–42), which were enlarged versions of North Star. Bury, Curtis, and Kennedy supplied six 2-2-2 locomotives to the Bristol and Gloucester Railway in 1844, and fourteen to the Great Southern and Western Railway in Ireland in 1848, (the last of these has been preserved at Cork Kent railway station.


2-2-2, History, Later UK developments
The Jenny Lind locomotive, designed by David Joy and built in 1847 for the London Brighton and South Coast Railway by the E.B.Wilson and Company of Leeds, became the basis of hundreds of similar passenger locomotives built during the 1840s and 1850s by this and other manufacturers for UK railways. The London & North Western Railway Cornwall locomotive was designed at Crewe Works as a 4-2-2 by Francis Trevithick in 1847, but was rebuilt as a 2-2-2 in 1858.


2-2-2, History, Later UK developments
Although by the 1860s the 2-2-2 configuration was beginning to be superseded by the 2-4-0 type with better adhesion, the invention of steam sanding gave 2-2-2 singles a new lease of life, and they continued to be built until the 1890s. Notable late examples include William Stroudley's singles of 1874-1880, William Dean's 157 class of 1878-79, and his 3001 class (1891–92), both for the Great Western Railway. James Holden of the Great Eastern Railway created some 2-2-2 singles in 1889 by removing the coupling rod from a 2-4-0.


2-2-2, History, Belgium
The first steam railway locomotive built in Belgium in 1835, and was built by John Cockerill under license to a design by Robert Stephenson & Co. It was built for use on the first main line on the European mainland, the Brussels-Mechelen line. A replica was built at the workshops of Boissellerie Cognaut for the 150th anniversary of the formation of Belgium.


2-2-2, History, Italy
Two 2-2-2 locomotives were imported from Longridge and Co of Bedlington Ironworks England for the Naples–Portici railway in 1839 named Bayard and Vesuvio. A replica of 'Bayard is at the Naples Railway Museum.


2-2-2, History, Germany
Most of the earliest locomotives to operate in what is now Germany before the mid-1840s were 2-2-2s delivered by UK manufacturers. However, by 1839 the type was also being built locally see List of Bavarian locomotives and railbuses. The Pegasus of 1839 was the first locomotive to be built by the Sächsische Maschinenbau-Compagnie in Chemnitz. August Borsig and Company manufactured Beuth in 1843 which was highly successful; its valve design became de facto standard for locomotives for decades to come. By 1846 he had manufactured more than a hundred similar locomotives. Both the Leipzig-Dresden Railway and Royal Bavarian State Railways (Königlich Bayerische Staatsbahn) built several 2-2-2 classes 1841-1859. Similarly, the Grand Duchy of Mecklenburg Friedrich-Franz Railway grouped various 2-2-2 steam locomotives procured from German manufacturers between 1848 and 1863 into its Mecklenburg I class.


2-2-2, History, Austria
The Imperial Austrian State Railways (kaiserlich-königliche österreichische Staatsbahnen or kkStB) built two successful locomotives of this wheel arrangement in 1907. Similarly the Federal Railway of Austria (BBÖ) built two examples of an express tank locomotive in 1934 and 1937.


2-2-2, History, Latvia
One of last 2-2-2 tank locomotives were ordered by Latvian Railways, for local traffic. The locomotives Tk class were designed by German Hohenzollern, and 20 were manufactured in Germany and Latvia in 1928-1934. They were next seized by Soviet railways. After World War II one served in Poland as OKa1 class.


2-2-2-0
Under the Whyte notation for the classification of steam locomotives, 2-2-2-0 usually represents the wheel arrangement of two leading wheels on one axle, four powered but uncoupled driving wheels on two axles, and no trailing wheels, but can also be used to represent  two sets of leading wheels (not in a bogie truck) two driving wheels, and no trailing wheels. Some authorities place brackets around the duplicated but uncoupled wheels, creating a notation 2-(2-2)-0, or (2-2)-2-0, as a means of differentiating between them. Others simply refer to the locomotives 2-2-2-0.


2-2-2-0, Usage
The 2-2-2-0 wheel arrangement was first used on some locomotives introduced on the Eastern Counties Railway by John Chester Craven between 1845 and 1847, and some Crampton locomotives  on the South Eastern Railway in 1849. However the 2-2-2-0 type is usually associated with Francis Webb of the London and North Western Railway who between 1882 and 1890 introduced a number of compound locomotive classes including the LNWR Webb Experiment Class, LNWR Dreadnought Class and LNWR Teutonic Class.


2-2-2-0, Usage
The locomotives were never reliable and Webb's successor George Whale withdrew them all within three years of taking up office in 1903, The type was used with more success on French railways with a 4-cylinder compound locomotive designed by Alfred de Glehn, of the Société Alsacienne de Constructions Mécaniques (SACM) in 1886. Later examples were of the 4-2-2-0 configuration.


2-2-2-2
Under the Whyte notation for the classification of steam locomotives, 2-2-2-2 could represent either the wheel arrangement of two leading wheels, four powered but uncoupled driving wheels, and two trailing wheels; or of two independent leading axles (not in a bogie truck), two driving wheels, and two trailing wheels.


2-2-2-2, Usage
The (2-2)-2-0 wheel arrangement, or (2-2) -2-0, was first used on five locomotives introduced on the Eastern Counties Railway by John Chester Craven in 1846/7.


2-2-2-2, Usage
The 2-(2-2)-0 version was used by Francis Webb of the London and North Western Railway between 1885 and 1887 on two unique divided drive compound tank locomotives, No. 687 (1885) and No. 600 (1887). He then produced two tender engine classes each of ten locomotives: the LNWR Greater Britain Class (1892-1894) and the LNWR John Hick Class (1894-1898). The locomotives were never reliable and Webb's successor George Whale withdrew them all within three years of taking up office in 1903.


2-2-4-0T
Under the Whyte notation for the classification of steam locomotives, 2-2-4-0T represents the wheel arrangement of two leading wheels on one axle, two driving wheels powered from the inside cylinders, four coupled driving wheels powered from the outside cylinders but no trailing wheels.


2-2-4-0T, Usage
This unusual wheel arrangement appears only ever to have been used on one divided drive compound tank locomotive designed  by Francis Webb of the London and North Western Railway, No. 777 in 1887. The type does not appear to have been successful since only one was ever built and this was withdrawn in 1901.


2-2-4T
In Whyte notation, a 2-2-4T is a railroad steam locomotive that has two leading wheels followed by two coupled driving wheels and four trailing wheels. This was an unusual wheel arrangement, only used on a few specialised locomotives.


2-2-4T, UK examples
In the United Kingdom, the North Eastern Railway, had four tank locomotives of this wheel arrangement, all of which had previously been rebuilt from other types. They were: No. 66 Aerolite rebuilt as a 2-2-4T in 1902 and later known as in LNER class X1; No. 957, which had been rebuilt from a BTP class 0-4-4T in 1903 and later classified as X2 class. NER 190 Class, later class X3 had two members, nos. 190 and 1679, both rebuilt from 2-2-2 tender locomotives. All four were inherited by the London and North Eastern Railway (LNER) at the time of its formation on 1 January 1923, and withdrawn from service between 1931 and 1937. No . 66 Aerolite has been preserved at the National Railway Museum in York.


2-3-4
2-3-4 is an album by American jazz drummer Shelly Manne featuring performances recorded in 1962 for the Impulse! label.


2-3-4, Background
2-3-4 was not a typical album for Manne. Primarily associated with West Coast jazz, he flew from Los Angeles to New York City on February 5, 1962, by arrangement with producer Bob Thiele, to be reunited with pioneering tenor saxophonist Coleman Hawkins and pianist Hank Jones, with both of whom he had recorded at different times in the 1940s. In an unusual session lasting through the wee hours of the morning, he ended by recording one tune as a duet with Hawkins, who for the first time in his career was recorded also playing the piano.


2-3-4, Background
The album includes a second recording session at the same studio a few days later. Bassist George Duvivier stayed on with Manne, and they were joined by Eddie Costa for two trio tracks. "The Sicks of Us" has Costa on vibes for "a largely spontaneous trio number"; on "Lean on Me", Costa switches to piano.


2-3-4, Background
The name of the album is derived from its inclusion of a duet ("2"), two trio performances ("3"), and three tunes played by a quartet ("4"). Unusually, the standards "Take the "A" Train" and "Cherokee" were played in two tempos simultaneously, with Manne playing in double time consistently throughout "Cherokee".


2-3-4, Background
A fourth tune recorded by the quartet at the first session, "Avalon", was released at first only in the Impulse! collection The Definitive Jazz Scene, Volume 1. Some thirty years later, it was included on the first CD reissue of 2-3-4 as a bonus track.


2-3-4, Reception
The AllMusic review by Scott Yanow described the album as "a very interesting set with more than its share of surprises".


2-36 High Street, Millers Point
2-36 High Street, Millers Point are heritage-listed terrace houses located at 2-36 High Street, in the inner city Sydney suburb of Millers Point in the City of Sydney local government area of New South Wales, Australia. The property was added to the New South Wales State Heritage Register on 2 April 1999.


2-36 High Street, Millers Point, History
Millers Point is one of the earliest areas of European settlement in Australia, and a focus for maritime activities. These are a group of early twentieth century workman's terraces built c. 1911 as part of the post bubonic plague redevelopment by the Sydney Harbour Trust. First tenanted by the NSW Department of Housing in 1986.


2-36 High Street, Millers Point, Description
These large terraces feature elaborate timber verandahs with ornamental brackets in the Federation style. Usually, accommodation consists of either two or three bedroom units on both the ground and first floors. Access to the first floor is shared by two units via stairs off the street. To either side of the stairwell are the entrances to the lower units. Storeys: Two; Construction: Face brick walls, tiled roof, some corrugated galvanised iron, chimneys, timber verandahs. Painted timber joinery. Style: Federation.


2-36 High Street, Millers Point, Heritage listing
As at 23 November 2000, this terrace is one of a group of early twentieth century workmen's terraces built as part of the post plague redevelopment by the Sydney Harbour Trust.


2-36 High Street, Millers Point, Heritage listing
It is part of the Millers Point Conservation Area, an intact residential and maritime precinct. It contains residential buildings and civic spaces dating from the 1830s and is an important example of 19th century adaptation of the landscape.


2-36 High Street, Millers Point, Heritage listing
2-36 High Street, Millers Point was listed on the New South Wales State Heritage Register on 2 April 1999.


2-36 High Street, Millers Point, References, Attribution
This Wikipedia article was originally based on , entry number 920 in the New South Wales State Heritage Register published by the State of New South Wales and Office of Environment and Heritage 2018 under  , accessed on 13 October 2018.


2-4 Family
2-4 Family was a rap/hip hop group, that formed in Germany in the late 1990s. The original line-up consisted of Jo O'Meara, Jay Dogg, Joseph Jazz and Essence Woods.


2-4 Family, History
Jay Dogg and Joseph Jazz met each other in the United States Army in 1989 and became friends. They were both DJs, but decided that Dogg would be the DJ and Jazz would be the rapper. As a duo, they entered several talent competitions. When visiting Germany in 1997, they came across Essence Woods at a party. British singer Jo O'Meara was a friend of Woods, so all of them formed the group 2-4 Family in 1998.


2-4 Family, Career
2-4 Family released their first single, "Stay", in mid-1998. The song featured lead female vocals from O'Meara, and rapping from the other three members. It peaked at #8 on the Viva Top 100. They released their album Family Business in March 1999. Along with other vocalists, 2-4 Family recorded "Hand in Hand for Children - Children of the World". A week after that had been released, "Stay" was re-released for the holiday season. 2-4 Family also joined with other vocalists to release a cover version of Wham! 's hit single "Last Christmas" under the moniker Rap Allstars.


2-4 Family, Career
Shortly after this, O'Meara successfully auditioned to become a part of the soon to be created pop group S Club 7 and left 2-4 Family, leaving the group with three members. Parklane Music received a demo of "Killing Me Softly", recorded by a womam named Joanna Biscardine. She soon joined the group, and 2-4 Family released their second single, "Lean on Me" in January 1999. It peaked at #9 on the Viva Top 100, and #69 on the UK Singles Chart.


2-4 Family, Career
Two months later, 2-4 Family released their last album, Family Business, which peaked at #54 on the Viva Top 100. The album contained twelve tracks, including different mixes of some of the songs. The final single by 2-4 Family was released in mid-1999, titled "Take Me Home".


2-4 Family, Split
The group went their separate ways in early 2000. Another band with the same name was formed, but with none of the five members that had once been a part of 2-4 Family. The recreation was not working and they soon disbanded after an unsuccessful single.


2-4 Trinity Avenue, Millers Point
2-4 Trinity Avenue, Dawes Point is a heritage-listed residence at 2-4 Trinity Avenue, in the inner city Sydney suburb of Dawes Point in the City of Sydney local government area of New South Wales, Australia. It was designed by the NSW Government Architect. The property was added to the New South Wales State Heritage Register on 2 April 1999.


2-4 Trinity Avenue, Millers Point, History
Millers Point is one of the earliest areas of European settlement in Australia, and a focus for maritime activities. This block of apartments is one of a group built as part of the post-plague redevelopment of the area. First tenanted by the NSW Department of Housing in 1982.


2-4 Trinity Avenue, Millers Point, Description
The two-bedroom unit in a block of three storey face brick c. 1910 apartments with restrained detailing. Storeys: three Construction: Face brick, corrugated iron roof and timber bracketed sun hoods. Cast iron balconies. Painted timber windows. Style: Federation Arts and Crafts.


2-4 Trinity Avenue, Millers Point, Heritage listing
As at 23 November 2000, 2-4 Trinity Avenue, Millers Point is one of a group of three storey apartment blocks built c. 1910 which is a fine example of post-plague workers' housing.


2-4 Trinity Avenue, Millers Point, Heritage listing
It is part of the Millers Point Conservation Area, an intact residential and maritime precinct. It contains residential buildings and civic spaces dating from the 1830s and is an important example of 19th century adaptation of the landscape.


2-4 Trinity Avenue, Millers Point, Heritage listing
2-4 Trinity Avenue, Millers Point was listed on the New South Wales State Heritage Register on 2 April 1999.


2-4 Trinity Avenue, Millers Point, References, Attribution
This Wikipedia article was originally based on , entry number 869 in the New South Wales State Heritage Register published by the State of New South Wales and Office of Environment and Heritage 2018 under  , accessed on 13 October 2018.


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


2-4-0
The notation 2-4-0T 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.


2-4-0, Overview
The 2-4-0 configuration was developed in the United Kingdom in the late 1830s or early 1840s as an enlargement of the 2-2-0 and 2-2-2 types, with the additional pair of coupled wheels giving better adhesion. The type was initially designed for freight haulage. One of the earliest examples was the broad-gauge GWR Leo Class, designed by Daniel Gooch and built during 1841 and 1842 by R and W Hawthorn and Company, Fenton, Murray and Jackson, and Rothwell and Company. Because of its popularity for a period with English railways, noted railway author C. Hamilton Ellis considered the 2-4-0 designation to have the nickname (under the Whyte notation) of Old English.


2-4-0, Overview
During 1846-47, Alexander Allan of the newly established London and North Western Railway (LNWR) created the Crewe type of locomotive, with a 2-2-2 wheel arrangement for passenger classes and 2-4-0 for freight. During the 1850s and 1860s these designs were widely copied by other railways, both in the United Kingdom and overseas.


2-4-0, Overview
During the mid-1840s, Sir John Hawkshaw developed a new style of 2-4-0 passenger locomotive with outside cylinders in front of the leading wheels and the rear driving axle behind the firebox. This layout provided steady running at high speeds, despite a long overhang at the front.


2-4-0, Overview
Joseph Beattie of the London and South Western Railway was one of the first British locomotive engineers to use this type on express locomotives. From 1858, he began experimenting with 2-4-0 designs for passenger work, culminating in his Seven-Foot 2-4-0 express passenger locomotives, built between 1859 and 1868. Beattie was also responsible for the long-lived 0298 Class of 2-4-0 well tanks, designed for suburban passenger work in 1874, some examples of which were still working in 1961. A locomotive of this type hauled the first Orient Express from Paris to Munich, a notable achievement for such a small engine.


2-4-0, Overview
After 1854, the Hawkshaw type of 2-4-0 was adopted by Beyer, Peacock and Company, who built many examples of the type for export, including to the Swedish State Railways (Statens Järnvägar) in 1856 and the Zealand Railway in Denmark in 1870.


2-4-0, Usage, Germany
The Bavarian B V and Bavarian B VI 2-4-0 locomotives of the Royal Bavarian State Railways (Königlich Bayerische Staats-Eisenbahnen) were the first types to be produced in Bavaria in large numbers. In all, 208 were built between 1853 and 1863. One example is preserved in the Nuremberg Transport Museum.


2-4-0, Usage, Germany
Between 1864 and 1869, the Grand Duchy of Mecklenburg Friedrich-Franz Railway bought 19 Hawkshaw type Mecklenburg III 2-4-0 locomotives from Richard Hartmann in Chemnitz.


2-4-0, Usage, Germany
Between 1877 and 1885, altogether 294 passenger locomotives of the Prussian P 2 class were delivered to the Prussian State Railways and its forebears.


2-4-0, Usage, New Zealand
In New Zealand, two classes of tank locomotive were built with the 2-4-0T wheel arrangement. They were the New Zealand Railways (NZR) D class in 1874 and 1929, and the NZR L class in 1878, both classes having been designed for mixed traffic use.


2-4-0, Usage, New Zealand
Five D class locomotives were built by Dübs and Company in Glasgow, Scotland, nineteen were built by Neilson and Company and eleven were built by Scott Brothers Ltd. of Christchurch. The first members of the D class entered service in 1874 and all had been withdrawn from NZR service by the end of 1927, which allowed the D classification to be used again in 1929.


2-4-0, Usage, New Zealand
Of the 33 D class locomotives built, seven have been preserved, although only D16 and D140 were in operational condition.


2-4-0, Usage, New Zealand
All ten L class locomotives were built by the Avonside Engine Company in Bristol. The first L class built, entered service in 1878 and another nine L class locomotives were ordered. In 1893-94, three of the L class 2-4-0T locomotives were rebuilt to a 4-4-0 wheel arrangement at Newmarket workshops, with larger boilers and enlarged cylinders. This new design was classified La, but their limited coal bunker capacity remained a drawback. The solution was to add a trailing pony truck to accommodate a larger coal bunker, converting them to a 4-4-2T wheel arrangement.


2-4-0, Usage, New Zealand
A further four L class locomotives were similarly converted. Three were not rebuilt, but sold to the Public Works Department between 1901 and 1903. Three new 4-4-2T locomotives were built in 1902-03. When the conversion program was completed in 1903, the classification for all ten remaining NZR locomotives was changed back to L.


2-4-0, Usage, New Zealand
Of the ten L class locomotives built, numbers 207 (507), 208 (508) and 219 (509) survived long enough to be preserved, all three operational.


2-4-0, Usage, South Africa
A standard gauge railway line between Salt River and Wynberg in the Cape of Good Hope, constructed with private capital, was opened to the public on 19 December 1864. The Cape Town Railway and Dock Company undertook to rent and operate the line and acquired three 2-4-0 tank locomotives as motive power for the line in 1864.


2-4-0, Usage, South Africa
In 1872, the locomotives came onto the roster of the Cape Government Railways when it took over the operation of all railways in the Cape of Good Hope. They remained in service on this line until after its conversion to dual standard-and-Cape gauges around 1872 and were retired in 1881, when sufficient Cape gauge locomotives were in service.


2-4-0, Usage, United Kingdom
Before 1846, the type was used on the Liverpool and Manchester Railway, the Birmingham and Gloucester Railway, the North Midland Railway and the London and South Western Railway (LSWR).


2-4-0, Usage, United Kingdom
Between 1846 and 1880, the 2-4-0 was the standard type for passenger and mixed traffic locomotives and was built in large numbers by, amongst others, the LNWR (1846–96), the Midland Railway (1846–1880), the Great Northern Railway (1849–97), the North Eastern Railway (1856–88) and the Great Eastern Railway (1856–1902).


2-4-0, Usage, United Kingdom
Most United Kingdom railways used 2-4-0s, including those designed by James Holden on the Great Eastern Railway, Matthew Kirtley on the Midland Railway, Joseph Armstrong on the Great Western Railway and Francis Webb on the London and North Western Railway. One of the latter's types, the Precedent (or Jumbo) class Hardwicke famously set outstanding records for the LNWR during the "Race to the North" in 1895.


2-4-0, Usage, United States
In the collection of the California State Railroad Museum is the J.W. Bowker locomotive, a 2-4-0 engine built by Baldwin Locomotive Works in 1875 for the Virginia & Truckee Railroad. Today, the J.W. Bowker is the sole remaining Baldwin 2-4-0 in existence.


2-4-0, Usage, United States
At the Cedar Point amusement park in Sandusky, Ohio, four 2-4-0s run tourist trains around a two-mile loop of track alongside Lake Erie and pass many of the park's attractions. Two of the 2-4-0s were built by Vulcan Iron Works as 0-4-0Ts in 1922 and 1923 and now run as the Myron H. no. 22 and Judy K. no. 44 respectively. They are the two main engines for the Cedar Point & Lake Erie Railroad. The third engine was built by H.K. Porter, Inc. as an 0-4-0T in 1942 and now runs as the George R. no. 4 . The fourth engine was built by Davenport Locomotive Works as a 2-4-4T in 1927 and now runs as the G. A. Boeckling no. 1. No. 1 was converted from oil-burning in 2010 and all engines now run on coal.


2-4-0+0-4-2
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, 2-4-0+0-4-2 is an articulated locomotive, usually of the Garratt type. The wheel arrangement is effectively two 2-4-0 locomotives operating back to back, with the boiler and cab suspended between the two power units. Each power unit has two leading wheels on one axle, four powered and coupled driving wheels on two axles and no trailing wheels. Since the 2-4-0 type is sometimes known as a Porter, the corresponding Garratt type would be referred to as a Double Porter. A similar wheel arrangement exists for Mallet locomotives, but is referred to as 2-4-4-2.


2-4-0+0-4-2, Overview
This was the second rarest Garratt wheel arrangement. Only five locomotives were constructed to this arrangement, four of which were built by Beyer, Peacock and Company (BP).


2-4-0+0-4-2, Overview
The four BP locomotives comprised three for the 5 ft 3 in (1,600 mm) São Paulo Railway of Brazil in 1915, and one for the 2 ft 6 in (762 mm) gauge Ceylon Government Railway (CGR) in 1929, the CGR's class H1.


2-4-0+0-4-2, Overview
One more was built in 1919 by the São Paulo Railway, for its own use on 1,000 mm (3 ft 3 3⁄8 in) metre gauge.


2-4-0+0-4-2, Usage, Ceylon
The single class H1 Garratt entered service on the Ceylon Government Railways in 1931. It was used in mixed traffic working on the Uda Pussellawa railway. Until the 1960s, the locomotive was occasionally operated on the Kelani Valley Line. It was withdrawn from service in 1972 and was scrapped in 1981.


2-4-2
Under the Whyte notation for the classification of steam locomotives, 2-4-2 represents the wheel arrangement of two leading wheels on one axle, four powered and coupled driving wheels on two axles and two trailing wheels on one axle. The type is sometimes named Columbia after a Baldwin 2-4-2 locomotive was showcased at the 1893 World's Columbian Exposition held at Chicago, Illinois.


2-4-2, Overview
The wheel arrangement was widely used on passenger tank locomotives during the last three decades of the nineteenth and the first decade of the twentieth centuries. The vast majority of 2-4-2 locomotives were tank engines, designated 2-4-2T. The symmetrical wheel arrangement was well suited for a tank locomotive that is used to work in either direction.


2-4-2, Overview
When the leading and trailing wheels are in swivelling trucks, the equivalent UIC classification is 1'B1'.


2-4-2, Overview
While a number of 2-4-2 tender locomotives were built, larger tender locomotive types soon became dominant.


2-4-2, Usage, Cape of Good Hope
In 1899, the Walvis Bay Railway in the British territory of Walvis Bay, a Cape of Good Hope exclave in Deutsch-Südwest-Afrika (German South West Africa), placed a single tank locomotive in service. The engine, named Hope and built by Kerr, Stuart and Company, remained in service until 1904 when operations on the railway were suspended. The line was abandoned in 1905, partly as a result of being buried by a sandstorm.


2-4-2, Usage, Finland
A 2-4-2 tank locomotive, built by Baldwin Locomotive Works in 1899 and used on the private Raahe track in Finland, was later bought by the Finnish State Railways.


2-4-2, Usage, New Zealand
In 1877, when the New Zealand Railways needed new motive power, the road turned to the Rogers Locomotive Works who supplied eight 2-4-2 tender locomotives between 1877 and 1879 that were designated the "K" class. These were the first American-built locomotives in New Zealand and proved to be quite successful.


2-4-2, Usage, New Zealand
Three of these locomotives have been preserved. No . K88 Washington was used on the first through train between Christchurch and Dunedin in 1877. After fifty years of service, Washington was dumped in the Oreti River, Southland, as a flood protection measure. In 1974, the locomotive was exhumed from her watery grave and, over the next eight years, restored to full active service.


2-4-2, Usage, New Zealand
Sister locomotives numbers K92 and K94 have also been salvaged from the Oreti river. No . K92 has been restored to full active service and has re-established her position on the Kingston Flyer train, which was made famous by the K class at the end of the 19th century.


2-4-2, Usage, United Kingdom
The earliest British use of the 2-4-2 wheel arrangement appears to have been no. 21 White Raven, supplied to the St Helens Railway by James Cross of Sutton Works in 1863. It was soon rebuilt as a 2-4-0 tender locomotive and eventually passed into the stock of the London and North Western Railway (L&NWR).


2-4-2, Usage, United Kingdom
In 1864, Robert Sinclair of the Great Eastern Railway designed the first of six 2-4-2 tank classes built by the railway, eventually totalling 262 locomotives by 1912.


2-4-2, Usage, United Kingdom
Francis Webb of the London and North Western Railway also designed two 2-4-2 classes which eventually totaled 380 locomotives, built between 1879 and 1898.


2-4-2, Usage, United Kingdom
Other railway companies that built large numbers of the type included the Lancashire and Yorkshire Railway (L&YR) with 330 locomotives built between 1889 and 1911, the North Eastern Railway with 60 locomotives built between 1886 and 1892 and the Manchester, Sheffield and Lincolnshire Railway with 49 locomotives built between 1889 and 1898. One of John Aspinall's Class 5 locomotives, built for the L&YR in 1889, is preserved at the National Railway Museum, York.


2-4-2, Usage, United States
The tank-type 2-4-2T was not uncommon in the U.S. around the dawn of the twentieth century in both suburban passenger service and on logging railroads. The Baldwin Locomotive Works built a demonstrator tender type engine which was displayed at the Columbian Exposition of 1893. This led to the type's name. This locomotive featured ambitious seven foot tall driving wheels, and was one of the first tender-equipped locomotives with a trailing truck. This freed the firebox from having to sit narrowly between, or above, the drive wheels, and was a very influential design.


2-4-2, Usage, United States
This inspired three major U.S. railroads (Atlantic Coast Line, Burlington and Reading) to purchase a few of the type. But the two-wheeled lead truck was never well-suited to high speed service on far-flung North American rails. Some were converted to 4-4-2 Atlantic types and others were converted to 4-6-0 Ten Wheelers. The display locomotive was donated to Columbia University. In one respect, however, it was a success. A great many Atlantic types would follow, most based on the design.


2-4-2, In fiction
The character Sammy from Sammy the Shunter is based on the United Kingdom design of the 2-4-2 engine. Two characters in the 1991 film The Little Engine That Could have this type of wheel arrangement. Albert from The Railway Series has this wheel arrangement.


2-4-2, Model railroading
The Lionel Corporation used the 2-4-2 configuration in numerous of its O-27 locomotives. In the United States of America, this may be the most famous usage of a 2-4-2 configuration locomotive.


2-4-2+2-4-2
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, the 2-4-2+2-4-2 is a Garratt articulated locomotive. The wheel arrangement is effectively two 2-4-2 locomotives operating back to back, with the boiler and cab suspended between the two power units. Each power unit has a single pair of leading wheels in a leading truck, followed by two coupled pairs of driving wheels, with a single pair of trailing wheels in a trailing truck. Since the 2-4-2 type is sometimes known as a Columbia, the corresponding Garratt type could be referred to as a Double Columbia.


2-4-2+2-4-2, Overview
This was the rarest of all Garratt types, with only one class of four locomotives constructed to this wheel arrangement. It most likely evolved from the 2-4-0+0-4-2 Double Porter Garratt, with the trailing wheels added on each engine unit to improve stability at speed.


2-4-2+2-4-2, Usage, Brazil
All four 2-4-2+2-4-2 locomotives were built in 1943 by Beyer, Peacock and Company for the 1,000 mm (3 ft 3 3⁄8 in) metre gauge Leopoldina Railway in Brazil. The locomotives were allocated engine numbers in the range from 400 to 403 on that system.


2-4-4-0
In the Whyte notation for the classification of steam locomotive wheel arrangement, a 2-4-4-0 is a locomotive with two leading wheels, two sets of four driving wheels, and no trailing wheels. Examples of this type were constructed as Mallet locomotives.


2-4-4-0, Examples
The Chemins de Fer Departmentaux Vivarais and the Chemins de Fer Departmentaux Lozère each possessed 2-4-4-0 Mallet locomotives. The Société Alsacienne de Constructions Mécaniques built three for  the Vivarais system in 1908 and two for the Lozère system in 1909.


2-4-4-2
In Whyte notation, 2-4-4-2 refers to a railroad steam locomotive that has two leading wheels followed by four coupled driving wheels, a second set of four coupled driving wheels, and two trailing wheels.


2-4-4-2, Equivalent classifications
The UIC classification is refined to (1'B)B1' for a Mallet locomotive.


2-4-4-2, US Examples
This articulated wheel arrangement was rare in North America; example was the Mallet locomotive. Most were built as logging locomotives, presumably to better negotiate the uneven (and often temporary) trackwork that characterized such operations. The added mechanical complexity was found to be of limited value, as reflected in their modest production and use.


2-4-4-2, US Examples
There is one known surviving example:  The Deep River Logging No. 7 "Skookum" (former Little River No. 126), built by Baldwin Locomotive Works in June 1909. It was retired and abandoned in place in the forest following a derailment wreck in 1955. As of September 2018, it is nearing completion of restoration to operating condition at the Oregon Coast Scenic Railroad shop in Garibaldi, Oregon.


2-4-4-2, New Zealand, ALCO Number 7
Built by ALCO, this locomotive is a Mallet Compound engine, built for the Taupo Totara Timber Co for use on their 51-mile private tramway system, the Mokai Tramway between Putaruru and Mokai in the North Island. It is now preserved on the Glenbrook Vintage Railway, near Auckland, New Zealand and now carries the number 4. The engine is currently out of service awaiting overhaul, but can still be seen at the railway's Pukeoware workshops.


2-4-4T
In Whyte notation, a 2-4-4, or Boston-type, is a steam locomotive with two unpowered leading wheels followed by four powered driving wheels and four unpowered trailing wheels.


2-4-4T, Equivalent classifications
The equivalent UIC classification is 1′B2′ t (or (1′B)2′ t  for a Mason Bogie).


2-4-4T, Examples
This unusual wheel arrangement does not appear to have been used on the mainline railways in the UK. It was however one of the configurations used on the Mason Bogie articulated locomotives, in the USA during the 1870s and 1880s. Five examples were constructed at the Mason Machine Works for the narrow gauge Boston, Revere Beach and Lynn Railroad 1883–1887. The railway subsequently received twenty-one further examples between 1900 and 1914, constructed by the Taunton Locomotive Manufacturing Company, Manchester Locomotive Works, and ALCO. Developmentally, there are two logical ways of reaching this wheel formula: to add a forward axle to a Forney locomotive to improve its ability to negotiate curves, or to add a second trailing axle to a Columbia design, notably in a 2-4-4(T) configuration to expand its coal capacity.


2-4-4T, Examples
Four 2-4-4T passenger locomotives were built by the Czechoslovak Škoda for Lithuania in 1932 and marked as Tk class. They were seized by the USSR in 1940, then by the Germans. One was used after World War II in Poland as the OKf100-1 until 1950.


2-4-4T, Examples
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2-4-6
In Whyte notation, a 2-4-6 is a steam locomotive with two unpowered leading wheels followed by four powered driving wheels and six unpowered trailing wheels.


2-4-6, Equivalent classifications
The equivalent UIC classification is 1'B3' (or (1'B)'3' for a Mason Bogie).


2-4-6, Examples
This unusual wheel arrangement does not appear to have been used on the mainline railways in the UK. It was, however, one of the configurations used on the Mason Bogie articulated locomotives, in the US during the 1880s. Two examples were constructed at the Mason Machine Works for the narrow gauge Boston, Revere Beach and Lynn Railroad in 1892.


2-4-6, Examples
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2-4-6 block
Wikipedia does not currently have an article on 2-4-6 block, but our sister project Wiktionary does:


2-4-6-2
A 2-4-6-2 steam locomotive, in the Whyte notation for describing locomotive wheel arrangements, has a two-wheel leading truck, one set of four driving wheels, one set of six driving wheels, and a two-wheel trailing truck.


2-4-6-2
Other equivalent classifications are:UIC classification: 1BC1 (also known as German classification and Italian classification)French classification: 1231


2-4-6-2
This most unusual wheel arrangement was only ever used on a duplex locomotive type.


2-4-6-2
Ten 2-4-6-2 (151A) compound locomotives were built in 1932 for the Paris-Lyons-Marseilles Railway (P.L.M.) to haul heavy freight trains on the 0.8% grade between Les Laumes and Dijon. After electrification of the line, the 151A were sent for service in northeastern France. They were withdrawn from service in 1956 and scrapped.


2-4-6-8 Motorway
"2-4-6-8 Motorway" is a song by Tom Robinson. It was released as a single in 1977 by British punk rock/new wave group the Tom Robinson Band, and reached No. 5 in the UK Singles Chart.


2-4-6-8 Motorway, Song information
The music and lyrics were written by Tom Robinson. The song was the first single released by the Tom Robinson Band, who had formed in January 1977 and was signed to EMI in August 1977.


2-4-6-8 Motorway, Song information
Robinson wrote the song between leaving Café Society in 1976 and forming the Tom Robinson Band the following year, at a time when he was performing with whichever friends were available on the night; thus, the song had to be simple enough to learn in a few minutes.


2-4-6-8 Motorway, Song information
Robinson came up with the tune 'trying to work out the chords to Climax Blues Band's "Couldn't Get It Right"' which he could not really remember. This led to the simple three-chord repeat of "2-4-6-8". The verse came from Robinson's memories of driving back to London through the night after gigs with Café Society: "By the time our van hit the last stretch of M1 into London the motorway sun really was coming up with the morning light." The chorus was lifted from a Gay Liberation chant: "2, 4, 6, 8, Gay is twice as good as straight... 3, 5, 7, 9, Lesbians are mighty fine".


2-4-6-8 Motorway, Song information
EMI initially turned the song down. However, after touring the band became much tighter, and guitarist Danny Kustow expanded his riffs, which persuaded EMI to release the record.


2-4-6-8 Motorway, Song information
The song is about the joys of driving a lorry through a rainy night, until dawn. Although the chorus is based upon a gay liberation chant, this is not clear to the casual listener, so the song is in contrast to their far more blatantly political later songs, covering subjects such as homophobia ("Glad to Be Gay") and civil disorder ("Long Hot Summer").


2-4-6-8 Motorway, Release and reception
"2-4-6-8 Motorway" was originally released on 7 October 1977 and immediately attracted attention. It rose to No. 5 in the UK Singles Chart on 22 October 1977, and stayed on the chart for 9 weeks. This is Robinson's highest charting single; his later (solo) single "War Baby" reached No. 6. The band performed it on Top of the Pops on 27 October, and again on 10 November.


2-4-6-8 Motorway, Release and reception
Robert Christgau described it as an "instant hit" whilst David Quantick described the song as "somewhere between a terrace chant (or a demo marching song) and a Brucie Springsteen number".


2-4-6-8 Motorway, Release and reception
The B-side is a cover of Bob Dylan's "I Shall Be Released" which Robinson performed many times, including as part of the supergroup "The Secret Police" at The Secret Policeman's Ball in 1979.


2-4-6-8 Motorway, Release and reception
It was released in Europe, reaching No. 1 in Sweden on 27 January 1978, and staying at the top for 4 weeks, while in the US (Harvest 4533) has "2-4-6-8" on both sides. It was re-released on Old Gold in 1983 and on EMI in 1987, including a 12" version.


2-4-6-8 Motorway, Release and reception
The song also reached No. 13 on the Australian Singles Chart in early 1978.


2-4-6-8 Motorway, Release and reception
"2-4-6-8 Motorway" was not issued on a UK album at the time, and Robinson still rues what he calls the "fatal mistake" of omitting the band's most famous songs "2-4-6-8 Motorway" and "Glad to Be Gay" from their debut album Power in the Darkness, although both songs appeared on a 12" bonus record included with the US release of Power in the Darkness.


2-4-6-8 Motorway, Release and reception
The song has subsequently appeared on numerous compilation albums, including Rising Free (1980), The Collection (1987), Last Tango, Midnight at the Fringe (1988), Winter of '89 (1992), Home from Home (1999) and Tom Robinson Band The Anthology 1977–1979. It also appeared on No Thanks! The '70s Punk Rebellion (2003), and is still a part of Robinson's live set.


2-4-6-8 Motorway, Release and reception
The song also features in the final episode of the first series of Ashes to Ashes, when Alex Drake and Ray Carling go to a Gay Pride march which Tom Robinson (played by Mathew Baynton) is attending, and in the Only Fools and Horses episode "The Jolly Boys' Outing".


2-6-0
Under the Whyte notation for the classification of steam locomotives, 2-6-0 represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, six powered and coupled driving wheels on three axles and no trailing wheels. This arrangement is commonly called a Mogul.


2-6-0, Overview
In the United States and Europe, the 2-6-0 wheel arrangement was principally used on tender locomotives. This type of locomotive was widely built in the United States from the early 1860s to the 1920s.


2-6-0, Overview
Although examples were built as early as 1852–53 by two Philadelphia manufacturers, Baldwin Locomotive Works and Norris Locomotive Works, these first examples had their leading axles mounted directly and rigidly on the frame of the locomotive rather than on a separate truck or bogie. On these early 2-6-0 locomotives, the leading axle was merely used to distribute the weight of the locomotive over a larger number of wheels. It was therefore essentially an 0-8-0 with an unpowered leading axle and the leading wheels did not serve the same purpose as, for example, the leading trucks of the 4-4-0 American or 4-6-0 Ten-Wheeler types which, at the time, had been in use for at least a decade.


2-6-0, Overview
The first American 2-6-0 with a rigidly mounted leading axle was the Pawnee, built for heavy freight service on the Philadelphia and Reading Rail Road. In total, about thirty locomotives of this type were built for various American railroads. While they were generally successful in slow, heavy freight service, the railroads that used these first 2-6-0 locomotives didn't see any great advantages in them over the 0-6-0 or 0-8-0 designs of the time. The railroads noted their increased pulling power, but also found that their rather rigid suspension made them more prone to derailments than the 4-4-0 locomotives of the day. Many railroad mechanics attributed these derailments to having too little weight on the leading truck.


2-6-0, Overview
The first true 2-6-0s were built in the early 1860s, the first few being built in 1860 for the Louisville and Nashville Railroad. The new design required the utilisation of a single-axle swivelling truck. Such a truck was first patented in the United Kingdom by Levi Bissell in May 1857.


2-6-0, Overview
In 1864, William S. Hudson, then the superintendent of Rogers Locomotive and Machine Works, patented an equalized leading truck that was able to move independently of the driving axles. This equalized suspension worked much better over the uneven tracks of the day. The first locomotive built with such a leading truck was likely completed in 1865 for the New Jersey Railroad and Transportation Company as their number 39.


2-6-0, Overview
It is likely that the locomotive class name derives from a locomotive named Mogul, built by Taunton Locomotive Manufacturing Company in 1866 for the Central Railroad of New Jersey. However, it has also been suggested that, in England, it derived from the engine of that name built by Neilson and Company for the Great Eastern Railway in 1879.


2-6-0, Usage, Australia
Beyer, Peacock and Company provided large numbers of standard design 3 ft 6 in (1,067 mm) narrow gauge Mogul locomotives to several Australian Railways. Users of the Mogul type include the South Australian Railways with its Y Class, the Tasmanian Government Railways with its C Class, the Western Australian Government Railways with its G Class (in a 4-6-0 configuration as well) and numerous private users.


2-6-0, Usage, Belgian Congo
Twenty 2-6-0 locomotives were built by Les Ateliers de Tubize locomotive works in  Belgium for the 1,000 mm (3 ft 3+3⁄8 in) metre gauge CF du Congo Superieur aux Grands Lacs Africains (CFL) between 1913 and 1924. The first eight, numbered 27 to 34, were built in 1913, followed by six more in 1921, numbered 35 to 40. Six more of a slightly larger version followed in 1924, numbered 41 to 46.


2-6-0, Usage, Belgian Congo
They had 360 by 460 millimetres (14 by 18 inches) cylinders and 1,050 millimetres (41 inches) diameter driving wheels, with the smaller versions having a working order mass of 28.8 tonnes (28.3 long tons; 31.7 short tons) and the larger versions 33.4 tonnes (32.9 long tons; 36.8 short tons). Most of the CFL was regauged to 3 ft 6 in (1,067 mm) gauge in 1955, as were all of the serving Moguls. Most of them still survived in 1973.


2-6-0, Usage, Canada
A large number of 2-6-0 locomotives were used in Canada, where they were considered more usable in restricted spaces, being shorter than the more common 4-6-0 Ten-Wheelers. The Canadian National Railway (CN) had several. One of them, the CN no. 89, an E-10-a class locomotive built by Canadian Locomotive Company in 1910, has been owned and operated since 1972 by the Strasburg Rail Road in Pennsylvania in the US, in conjunction with the Railroad Museum of Pennsylvania.


2-6-0, Usage, Canada
A good preserved version, the White Pass and Yukon Railroad no. 51, can be found at the MacBride Museum of Yukon History in Whitehorse, Yukon.


2-6-0, Usage, Finland
Finland's 2-6-0 locomotives were the Classes Sk1, Sk2, Sk3, Sk4, Sk5 and Sk6.


2-6-0, Usage, Finland
Finnish Steam Locomotive Class Sk1s were built from 1885 by Swiss Locomotive and Machine Works. They carried numbers 117 to 131, 134 to 149, 152 to 172 and 183 to 190. These locomotives were nicknamed Little Brown.


2-6-0, Usage, Finland
Class Sk2 locomotives were numbered 196 to 213, 314 to 321 and 360 to 372. They were built by Tampella. No. 315 is preserved at Tampere in Tampella.


2-6-0, Usage, Finland
Finnish Steam Locomotive Class Sk3s were built from 1903 by Tammerfors Linne & Jern Manufakt. A.B. They were numbered 173 to 177, 191 to 195, 214 to 221, 334 to 359, 373 to 406 and 427 to 436. These locomotives were nicknamed Grandmothers.


2-6-0, Usage, Indonesia
The State Railway Company of the Dutch East Indies (Staatsspoorwegen, SS) in Indonesia operated 83 units of 2-6-0 tank locomotives of the C12 series, built by Sächsische Maschinenfabrik of Chemnitz, Germany in 1896. They were wood-burning locomotives which consumed two cubic metres of wood and 3,500 litres (770 imperial gallons; 920 US gallons) of water for 4½ hours of steam production.


2-6-0, Usage, Indonesia
Of these locomotives, 43 survived the invasion by Japan during the Second World War and were still being operated following independence from the Netherlands. They were based in Cepu in Indonesia and were used on the Cepu-Blora-Purwodadi-Semarang-Bojonegoro-Jatirogo route, now closed.


2-6-0, Usage, Indonesia
By the early 1980s, the survivors of the class were in poor condition. One example, C1218 no. 457, was revived in 2002 after twenty-five years, in  Ambarawa motive power depot. By mid-2006 it was operational, and since 2009 it was moved to Surakarta, Central Java to haul a chartered steam train across the main street of the heart of Surakarta, named Jaladara.


2-6-0, Usage, Italy
The Ferrovie dello Stato Italiane came to operate more than 500 2-6-0 locomotives of the Class 625 for mixed traffic and the Class 640 for light passenger trains. These locomotives, nicknamed Little Ladies (Signorine), were very successful and several were preserved after the end of regular steam services, with some still operational for heritage trains.


2-6-0, Usage, New Zealand
The Class J of the New Zealand Railways Department (NZR) was its pioneering tender freight locomotive, introduced in 1877 for use in the re-gauged Canterbury region of the South Island. Built by the Avonside Engine Company and other locomotive works in the United Kingdom, they were shipped to New Zealand in kit form. They eventually served all over New Zealand's fledgling rail network on both islands. In time, they were replaced on mainline running as larger power arrived. Many survived into the 1920s as yard shunters and some were converted to tank locomotives.


2-6-0, Usage, South Africa, Cape gauge
In 1876 and 1877, the Cape Government Railways (CGR) placed eighteen Mogul locomotives in freight service on the Cape Western system, built by Beyer, Peacock and the Avonside Engine Company. They were designated 1st Class when a classification system was adopted. By 1912, three of them survived to be considered obsolete by the South African Railways (SAR), designated Class 01 and renumbered by having the numeral 0 prefixed to their existing numbers. All were withdrawn from service by 1916.


2-6-0, Usage, South Africa, Cape gauge
Also in 1876, the CGR placed a pair of Stephenson's Patent back-to-back Mogul type side-tank locomotives in service on the Cape Midland system, built by Kitson. They were later separated and rebuilt to saddle-tank locomotives for use as shunting engines. When a classification system was introduced, they were designated 1st Class.


2-6-0, Usage, South Africa, Cape gauge
In 1876 and 1877, the CGR placed eight Mogul tender locomotives in service on the Cape Midland system, also built by Kitson and Company. They were all eventually rebuilt to saddle-tank locomotives for use as shunting engines. When a classification system was adopted, they were also designated 1st Class.


2-6-0, Usage, South Africa, Cape gauge
In 1877, Whythes & Jackson Limited, contracted by the Natal government for the construction of the line from Durban to Pietermaritzburg, took delivery of two 2-6-0 tank locomotives from Kitson and Company for use during construction. The locomotives were not numbered, but were appropriately named Durban and Pietermaritzburg after the two towns which were to be connected by the new railway. Upon completion of the construction contract at the end of 1880, the locomotives were taken over by the Natal Government Railways (NGR) and in 1893 they were sold to the Selati Railway.


2-6-0, Usage, South Africa, Cape gauge
In 1877 and 1878, seven Mogul tank locomotives were also delivered to the NGR by BP, built to the same design as the two contractor's locomotives. Later classified as NGR Class K, they were the first locomotives to be ordered for use on the then newly laid Cape gauge Natal mainline into the interior. One was sold to the East Rand Proprietary Mines and two came into SAR stock in 1912, but remained unclassified as "NGR 2-6-0T Beyer Peacock Sidetank". Although they were considered obsolete, they remained in service as late as 1931.


2-6-0, Usage, South Africa, Cape gauge
In 1879 and 1880, the CGR placed ten Moguls, built by Beyer, Peacock and Company, in freight service on the Cape Western system. While similar to the locomotives of 1876, their cylinders were mounted at a downward inclination towards the driving wheelset. They were also designated 1st Class when a classification system was adopted on the CGR.


2-6-0, Usage, South Africa, Cape gauge
In 1879, the NGR placed seven 2-6-0T locomotives in service. They were subsequently modified to a 4-6-0T wheel arrangement and were designated NGR Class G. In 1912, when fifteen of them were assimilated into the South African Railways, they were renumbered and reclassified to Class C.


2-6-0, Usage, South Africa, Cape gauge
In 1891, the CGR placed two Baldwin-built 2-6-0 Mogul locomotives in freight service, the first American locomotives to enter service in South Africa. They were originally designated 5th Class, but the classification was later changed to 1st Class. One of them still survived in 1912 and was also designated Class 01 by the SAR. It was withdrawn from service in 1920.


2-6-0, Usage, South Africa, Cape gauge
In 1900, while the Second Boer War was still in progress, four 2-6-0T locomotives arrived in the Cape Colony, built by the Dickson Manufacturing Company in 1899. Since they bore cab side-plates inscribed "SS-ZAR" and were named J.S. Smit, J.J. Spier, L.S. Meyer and C. Birkenstock, they were intended for the Netherlands-South African Railway Company (NZASM) in the Zuid-Afrikaansche Republiek (ZAR). They were diverted to Indwe Collieries in the Cape Colony and when the CGR later took control of the colliery line, these locomotives were classified as part of the CGR 3rd Class. All four survived to come into SAR stock in 1912, when they were classified as Class O3. They were withdrawn by 1915.


2-6-0, Usage, South Africa, Cape gauge
Also in 1900, two Mogul saddle-tank locomotives entered shunting service at the Port Elizabeth Harbour, followed by one more in 1903.


2-6-0, Usage, South Africa, Cape gauge
In 1902, the Zululand Railway Company, contractors for the construction of the North Coast line from Verulam to the Tugela River, acquired two 2-6-0 tender locomotives as construction engines. Upon completion of the line in 1903, the locomotives were taken onto the roster of the Natal Government Railways and designated Class I.


2-6-0, Usage, South Africa, Cape gauge
Between 1902 and 1904, eleven Mogul saddle tank locomotives, built by Hunslet Engine Company, were delivered to the Table Bay Harbour Board. All were taken onto the Cape Government Railways roster in 1908 and came into SAR stock in 1912, but were considered obsolete and remained unclassified.


2-6-0, Usage, South Africa, Narrow gauge
In 1902, the CGR placed three locomotives with a Mogul wheel arrangement in service on the Hopefield 2 ft (610 mm) narrow gauge branch line that was being constructed from Kalbaskraal. They were built by Baldwin and were of a standard type that was being used on the narrow gauge railroads of Maine in the US. A fourth locomotive, identical to the first three, was ordered from the same manufacturer in 1911. In 1912, when these locomotives were assimilated into the South African Railways, they were renumbered with an "NG" prefix to their running numbers. When a system of grouping narrow gauge locomotives into classes was eventually introduced somewhere between 1928 and 1930, they were to be classified as Class NG7 but had already been withdrawn from service.


2-6-0, Usage, United Kingdom
In the United Kingdom, where locomotives are generally smaller than in the US, the 2-6-0 was found to be a good wheel arrangement for mixed-traffic locomotives.


2-6-0, Usage, United Kingdom
Circa 1870, one 2-6-0T engine was built for the Garstang and Knot-End Railway. The first unsuccessful examples were fifteen locomotives built to a design of William Adams for the Great Eastern Railway in 1878–79.


2-6-0, Usage, United Kingdom
The Midland and South Western Junction Railway acquired two examples built to an Australian design by Beyer, Peacock and Company in 1895 and 1897.


2-6-0, Usage, United Kingdom
A long strike by workers throughout the British engineering industry in 1898/1899 led to a backlog of locomotive orders. This led leading British companies to place orders with American builders for standard light general-purpose locomotives adapted to British requirements. In 1899, the Midland Railway (MR), the Great Northern Railway (GNR) and the Great Central Railway all purchased examples from the Baldwin Locomotive Works in the US. The MR also bought ten from Schenectady Locomotive Works at the same time. In the United States the 2-6-0 was already the common design for this sort of engine and these imports were to be very influential in introducing the wheel arrangement to the United Kingdom.


2-6-0, Usage, United Kingdom
At the time of the Railways Act 1921 Grouping in 1923, 2-6-0 locomotives were operated by the Caledonian Railway (34 class, 1912), the Glasgow and South Western Railway (403 class, 1915), the GNR (H2, H3 and H4 classes, 1920), the Great Western Railway (2600 and 4300 classes of 1900 and 1911 respectively), the London Brighton and South Coast Railway (K class, 1913) and the South Eastern and Chatham Railway (N class, 1922).


2-6-0, Usage, United Kingdom
Several of these designs continued to be built by the Big Four British railway companies after 1923, and several new and successful designs were introduced so that the 2-6-0 became the principal type for medium-loaded mixed traffic duties.


2-6-0, Usage, United Kingdom
Notable new designs included the Southern Railway's U class (1928), the London Midland and Scottish Railway’s LMS Hughes Crab (1926), the LMS Stanier Mogul (1934), the LMS Ivatt Class 2 2-6-0 (1946), the LMS Ivatt Class 4 (1947), the London and North Eastern Railway’s LNER Class K4 (1937) and the LNER Thompson/Peppercorn Class K1 class which were built in 1949–50 after the nationalisation of British Railways.


2-6-0, Usage, United Kingdom
British Railways continued to build the Ivatt and Thompson/Peppercorn designs and then introduced three standard designs, based on the Ivatt classes. These were the BR Standard Class 2 2-6-0 in 1952, the BR Standard Class 3 2-6-0 in 1954 and the BR Standard Class 4 2-6-0 in 1952. 2-6-0 locomotives continued to be built until 1957 and the last ones were withdrawn from service in 1968.


2-6-0, Usage, United States
The first true 2-6-0s with single-axle swivelling leading trucks were built in the United States in 1860 for the Louisville and Nashville Railroad. The New Jersey Locomotive and Machine Company built their first 2-6-0 in 1861, as the Passaic for the Central Railroad of New Jersey. The Erie Railroad followed in 1862 with the first large order of this locomotive type. In 1863, Rogers Locomotive and Machine Works built more for the New Jersey Railroad and Transportation Company.


2-6-0, Usage, United States
The Baltimore and Ohio Railroad (B&O) no. 600, a 2-6-0 Mogul built at the B&O's Mount Clare Shops in 1875, won first prize the following year at the 1876 Centennial Exposition in Philadelphia. It is preserved at the B&O Railroad Museum, housed in the former Mount Clare shops in Baltimore.


2-6-0, Usage, United States
Well over 11,000 Moguls were constructed in the United States by the time production had ended in 1910. Very few of these classic steam locomotives still exist, most of them having been scrapped as newer, faster and more powerful steam engines were developed in the twentieth century. The USRA standard designs of 1914 did not include a 2-6-0.


2-6-0, Usage, United States
Five notable 2-6-0 locomotives are still in operation in the United States.


2-6-0+0-6-2
Under the Whyte notation for the classification of steam locomotives, 2-6-0+0-6-2 represents the wheel arrangement of an articulated locomotive with two separate swivelling engine units, arranged  back to back with the boiler and cab suspended between them. Each engine unit has two leading wheels in a leading truck, six powered and coupled driving wheels on three axles and no trailing wheels.


2-6-0+0-6-2
The arrangement is effectively two 2-6-0 locomotives operating back-to-back and was used on Garratt and Kitson-Meyer articulated locomotives. Since the 2-6-0 type was often known as a Mogul, the corresponding Garratt type was sometimes known as a Double Mogul.


2-6-0+0-6-2
A similar wheel arrangement exists for Mallet steam locomotives on which only the front engine unit swivels, but these are referred to as 2-6-6-2.


2-6-0+0-6-2, Overview
The 2-6-0+0-6-2 was the second Garratt type to appear after the original 0-4-0+0-4-0 and was first used on the fourth through ninth Garratts to be constructed.


2-6-0+0-6-2, Usage, Australia
A group of six locomotives of 3 ft 6 in (1,067 mm) gauge were constructed for the Western Australian Government Railways in 1911 as their Class M. Further locomotives for this railway included seven more Class Ms locomotives in 1912.


2-6-0+0-6-2, Usage, Australia
The Australian Portland Cement Company took delivery of two 3 ft 6 in (1,067 mm) gauge locomotives in 1936 and 1939, as their no. 1 and no. 2 engines for the quarry line at Fyansford, Victoria. These engines replaced two Vulcan Iron Works 0-6-0ST on the mainline haul until they were later displaced by Australian Standard Garratt no. G33.


2-6-0+0-6-2, Usage, Australia
Fyansford’s no. 2, by then a combination of no. 2's centre unit and no. 1's engine units, was in service until 1966, when the quarry line was replaced by a conveyor belt. Fyansford no. 2 was to be evaluated in 2015 for return to service on the Bellarine Railway, after having been moved there from the Menzies Creek Museum of the Puffing Billy Railway in 2010.


2-6-0+0-6-2, Usage, Philippines
The Manila Railway Company (now the Philippine National Railways) operated four 160-class Kitson-Meyer locomotives that were built in 1914. It was once disputed as to whether the class was 2-6-0+0-6-2T or 2-6-6-2T. Two sources mentioned that they were 2-6-0+0-6-2T, while one source claims that they were actually 2-6-6-2T. It was later confirmed in the Kitson Steam Locomotive Catalogue (1839-1923) that the locomotives were classified by Kitson as a 2-6-0+0-6-2T.


2-6-0+0-6-2, Usage, Philippines
As most of the Meyer locomotives were found in South America, the Manila Railway was the only known operator of the type in Asia. It was also the only articulated locomotive class operated by the company. These tank locomotives were made to operate on the Antipolo line. However due to the steep gradient and a high operational cost, the line was closed in 1917. These locomotives were then relegated to the Pagsanjan line in Laguna and the South Main Line between Manila and Lucena. These locomotives were retired in 1925 after being replaced by larger tender locomotives.


2-6-0+0-6-2, Usage, South Africa, Narrow gauge
Between 1919 and 1925, the South African Railways (SAR) placed five Class NG G11 Garratt locomotives with this wheel arrangement in service on the Avontuur 2 ft (610 mm) narrow gauge line through the Langkloof and also in Natal. They were the first Garratt locomotives to enter service in South Africa. The three locomotives, numbered 51 to 53, were erected at Uitenhage and put on trials on the Avontuur line in May 1920. These first three locomotives were not superheated. They had outside plate frames, Walschaerts valve gear, Belpaire fireboxes and used saturated steam and slide valves.


2-6-0+0-6-2, Usage, South Africa, Narrow gauge
Having been proven successful during trials, another two locomotives were ordered from BP. Numbers 54 and 55 were delivered in 1925 and placed in service in Natal. Since these two were superheated, they had longer smokeboxes and were 9 1⁄2 inches (241 millimetres) longer in overall length, while the incorporation of piston valves required alteration of the valve gear. The cabs of the second order locomotives were also improved to offer better protection to the crew.


2-6-0+0-6-2, Usage, South Africa, Cape gauge
In February 1921, the SAR placed a single experimental Class GA Garratt 2-6-0+0-6-2 locomotive in service. It was ordered from BP in 1914, together with the order for the narrow gauge Class NG G11 Garratts, but wartime hostilities also delayed its delivery until 1920. It was the first Cape gauge Garratt to enter service in South Africa.


2-6-0+0-6-2, Usage, South Africa, Cape gauge
The locomotive was superheated, with a Belpaire firebox, a plate frame and Walschaerts valve gear. It was erected in the Durban shops and placed in trial service on the Natal mainline. During the trials it was found that the absence of trailing carrying wheels on the engine units was a disadvantage, since it led to excessive flange wear on the driving wheels. As a result, the locomotive remained the only representative of its Class and all subsequent Garratt models of the SAR were equipped with trailing Bissel trucks on their engine units. The locomotive was withdrawn from service in 1938 because of a cracked frame and scrapped.


2-6-0+0-6-2, Usage, United Kingdom
One 21st century example of this wheel arrangement has been built for the Wells and Walsingham Light Railway, a 10 1⁄4 in (260 mm) gauge heritage railway in Norfolk, England.


2-6-0+0-6-2, Usage, United Kingdom
An earlier 2-6-0+0-6-2 Garratt, no. 3, the Norfolk Hero, was built by Neil Simkins in 1986. In 2010, the fleet was augmented by a new Garratt, no. 6, the Norfolk Heroine.


2-6-0+0-6-2, Usage, United Kingdom
The London, Midland, & Scottish Railway built 33 garratt locomotives (3 in 1927, 30 in 1930) to use as heavy freight engines. They were withdrawn from 1955-8.


2-6-2
Under the Whyte notation for the classification of steam locomotives, 2-6-2 represents the wheel arrangement of two leading wheels, six coupled driving wheels and two trailing wheels. This arrangement is commonly called a Prairie.


2-6-2, Overview
The majority of American 2-6-2s were tender locomotives, but in Europe tank locomotives, described as 2-6-2T, were more common. The first 2-6-2 tender locomotives for a North American customer were built by Brooks Locomotive Works in 1900 for the Chicago, Burlington and Quincy Railroad, for use on the Midwestern prairies. The type was thus nicknamed the Prairie in North American practice. This name was often also used for British locomotives with this wheel arrangement.


2-6-2, Overview
As with the 2-10-2, the major problem with the 2-6-2 is that these engines have a symmetrical wheel layout, with the centre of gravity almost over the centre driving wheel. The reciprocation rods, when working near the centre of gravity, induce severe side-to-side nosing which results in intense instability if unrestrained either by a long wheelbase or by the leading and trailing trucks. Though some engines, like the Chicago and Great Western of 1903, had the connecting rod aligned onto the third driver, most examples were powered via the second driver and were prone to the nosing problem.


2-6-2, Usage, Australia
Queensland Railways operated one 2-6-2 tender engine of the B16 1/2 class. It was built in August 1918 by the North Ipswich Railway Workshops as an experimental engine burning coke instead of coal. After nearly 9 years burning coke, it was converted to coal in 1927. The engine spent its working life on the Brisbane to Ipswich line working coal trains. It was withdrawn in February 1950.


2-6-2, Usage, Australia
In New South Wales a class of twenty engines, the Z26 class, formerly the (I)17 class, entered service in 1892 and operated until the end of steam. Two are preserved, no. 2606 at the Rail Transport Museum at Thirlmere and no. 2605 at the State Mine Museum in Lithgow.


2-6-2, Usage, Australia
The Silverton Tramway operated two 2-6-2T locomotives from 1891, both of which are preserved in South Australia.


2-6-2, Usage, Australia
The principal 2-6-2T locomotives which were built for the 2 ft 6 in (762 mm) narrow gauge system of the Victorian Railways (VR), are the now famous "Puffing Billy" engines. Two of these little locomotives arrived from Baldwin Locomotive works in 1898 and a total of seventeen saw service throughout the state on the various narrow gauge timber and gold lines, including the Wangaratta and Walhalla. When the VR determined to close the Upper Ferntree Gully to Gembrook narrow gauge route in the mid-1950s, the Victorian community refused to let the train die. Today, the Puffing Billy Railway has a fleet of saved and modified 2-6-2T engines on active steam roster and is one of Victoria's main tourist attractions.


2-6-2, Usage, Belgium
The Belgian State Railways ordered 91 inside-cylinder 2-6-2 tank engines between 1878 and 1881 (Belgian State Railways Type 4) with large drivers and side tanks longer than the boiler. They hauled commuter trains and fast trains on short lines. Some of them survived the war and were used on local trains until 1930.


2-6-2, Usage, Belgium
After World War I, the Belgian State Railways were desperately needing new engines in order to replace the ones that were lost or damaged during the war. They purchased 63 2-6-2 Saddle tank engines from the Railway Operating Division (Belgian State Railways Type 22, later SNCB Type 57) and used them for switching and light freight trains until the 1960s.


2-6-2, Usage, Hungary
The most numerous steam locomotive type used in Hungary was the MÁV class 324 2-6-2, built from 1909 onwards, which were still at work in the last days of steam.


2-6-2, Usage, Hungary
The Hungarian State Railways (MÁV) also ran three important classes of 2-6-2 tank engines. These were the large MÁV class 342 class built from 1917, and the smaller MÁV class 375 and MÁV class 376.


2-6-2, Usage, Italy
The Ferrovie dello Stato Italiane (Italian State Railways) built the 151-strong compound FS Class 680 for express trains from 1907 to 1911. The FS Class 685, built in 271 units from 1912 to 1928, was its non-compound and superheated version, and proved very successful, to the point that all but 31 of the earlier Class 680 were rebuilt as 685 (bringing the size of the class to 391 locomotives). The Class 685 was also the most numerous standard gauge 2-6-2 class in the world.


2-6-2, Usage, New Zealand
A fleet of five tank engines, built by Manning Wardle of Leeds in England, were supplied to New Zealand in 1884-85. The private Wellington and Manawatu Railway (WMR) used them for construction, maintenance and local service work. Three were later taken over as the New Zealand Railways (NZR) WH class in 1908.


2-6-2, Usage, New Zealand
The second batch of Prairie locomotives was built to an order for the New Zealand Railways Department, with the initial order for ten being let to Nasmyth, Wilson and Company of Manchester, England. This later became the NZR V class which, due to political interference and their being overweight, did not go into traffic until 1890.


2-6-2, Usage, New Zealand
New Zealand's third batch of Prairie locomotives was ordered by the WMR in 1884. Their design was almost identical to that of the NZR V class, though they were slightly heavier. They could burn any light fuel, coal or wood as available, and entered service in 1886, soon after the WMR started operating. In 1908, with the purchase of the company by the NZR, they were also awarded the V classification.


2-6-2, Usage, New Zealand
In 1885, Baldwin Locomotive Works built New Zealand's fourth batch of Prairie locomotives. These were to become the NZR N class. Six were delivered in 1885 and were of an almost identical design to the previous, but altered to utilise off-the-shelf components supplied by Baldwin. In 1901, four more were built for the NZR, but these were fitted with piston valves actuated by Walschaerts valve gear. In 1891, two of these locomotives had also been built to the same design for the WMR. In 1908, with the purchase of the WMR by NZR, all of these engines were classified as N class.


2-6-2, Usage, New Zealand
Between 1894 and 1904, four similar engines were built by Baldwin for the WMR. In 1908, these became the NZR's NA class and NC class, with two units each.


2-6-2, Usage, New Zealand
The NZR's Addington Workshops joined the list of Prairie suppliers in 1889, producing the first of two NZR W class tank engines. These were followed between 1892 and 1901 with eleven similar NZR WA class tank engines.


2-6-2, Usage, New Zealand
Baldwin followed this up with ten similar NZR WB class Prairie tank engines in 1898.


2-6-2, Usage, New Zealand
In 1930-31, after nearly thirty years of 4-6-2 Pacific and 4-6-4 Baltic locomotive production, New Zealand dusted off its Prairie plans with the release into service of twenty-four NZR C class 2-6-2 locomotives, designed primarily for shunting and branch line work.


2-6-2, Usage, Poland
The H. Cegielski Metal Works in Poznań produced 122 OKl27 class 2-6-2T locomotives for the Polish State Railways (PKP) during the period between 1928 and 1933.


2-6-2, Usage, Poland
Between 1951 and 1954, Fablok built a series of 116 Ol49 class 2-6-2 tender locomotives for the PKP.


2-6-2, Usage, Romania
Romania designed the 131.000 Class to replace the older Hungarian MAV locomotives used on Căile Ferate Române (CFR) secondary lines. A total of 67 locomotives were built at Reşiţa Works between 1939 and 1942, numbered 131.001 to 131.067.


2-6-2, Usage, Russia & Soviet Union
In Russia, the 2-6-2 was the standard passenger locomotive. They were represented by the pre-revolutionary S (С) (Sormovskij) series and the post-revolutionary Su (Су) series locomotives, the latter of which appeared in 1928. The pre-revolutionary S-series locomotives had the characteristic pointed nose, absent on the Su locomotive. The suffix 'u' means usilenny which translates as "strengthened" or "uprated". Several Su-series locomotives are preserved in working order. However, only one pre-revolutionary S-series locomotive is still around, number S.68. It is preserved at the Saint Petersburg railway museum.


2-6-2, Usage, Russia & Soviet Union
The Su was the standard passenger engine on most mainline routes and it was only on the key trunk lines that the IS class 2-8-4, or later the P36 4-8-4, would be used. Therefore, the majority of passenger miles were hauled by an Su (Су).