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Under theWhyte notation for the classification ofsteam locomotives,0-6-2 represents thewheel arrangement of noleading wheels, six powered and coupleddriving wheels on three axles and twotrailing wheels on one axle. This type is sometimes known as aBranchliner orWebb type.[1]
While some locomotives with this wheel arrangement had tenders, the majority were tank locomotives which carried their coal and water on board.
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Finland used two classes of 0-6-2T locomotive, the Vr2 and the Vr5.
The Vr2 class was numbered in the range from 950 to 965. Five of them are preserved in Finland, no. 950 atJoensuu, no. 951 atTuuri, no. 953 atHaapamäki, no. 961 atJyväskylä and no. 964 at the Veturimuseo atToijala.
The Vr5 class was numbered in the range from 1400 to 1423. No. 1422 is preserved atHaapamäki.
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Nederlandsch Indische Spoorweg Maatschappij orNIS received 10 0-6-2Ts (skirt tank) fromSächsische Maschinenfabrik (Hartmann) in 1903 and 1912 for mixed passenger and freight trains on the3 ft 6 in (1067 mm) Gundih–Gambringan–Cepu–Surabaya NIS, as well as sugarcane trains onSolo–Wonogiri–Baturetno lines. A 0-6-2T also worked onBatavia–Buitenzorg line.[2] These 0-6-2Ts were classified as NIS Class 350 (351–360) using both wood and coal as fuel. However, the NIS 350s usedteak wood more often due to the depletion of coal supplies. Teak wood is easy to obtain along the Gundih–Surabaya line, especially in the vicinity of Bojonegoro where there are still many teak forests.
The NIS 350s were limited by the position of the tanks and had a water capacity of only 3 m3 (790 US gal). This small tank capacity limits the operating range of NIS 350s that had to haul NIS essential commodity trains on certain routes. They quickly ran out of water and had to frequently stop at stations to refuel. To overcome this, especially during thedry season, a water tower or reservoir was built at each station. AfterJapanese occupation andIndonesian Independence, the locomotives were reclassified as C20.[3] The C20 locomotive has a length of 9420 mm and weighs 33.5 tons, and able to run a maximum speed of 60 km/h (37 mph).[2] Of the 10 built only C20 01 is preserved atAmbarawa Railway Museum,Central Java.
There were 30Dagupan-type locomotives built between 1889 and 1890. All were tank locomotives, weighed 32 tonnes (71,000 lb) and were run a maximum speed of 33 km/h (21 mph).[4] These were divided into two subclasses: the A subclass built byNeilson and Company and the B subclass built byDübs and Company.[5]
Another 25 locomotives of the C class were built in 1906 by theNorth British Locomotive Company (which succeeded Dübs) and were regarded as distinct from theDagupan class.[5]
During the Manila Railroad era, they were replaced in mainline service by American tender locomotives such as thePorter4-6-0 built in 1919 or the4-6-2 Pacifics built byBaldwin Locomotive Works between 1926 and 1929.[5]
A B-class locomotive namedUrdaneta (No. 17) remained in shunting service until 1963 and is one of only three steam locomotives preserved by the PNR. After its retirement,Urdaneta was first displayed in theTutuban station. It is now on static display inDagupan,Pangasinan.[6] The rest were scrapped between 1917 and 1940.[5]
Ma-Ao Sugar Central ofNegros Occidental had locomotive No. 8, a rebuild of a saddletank locomotive built in 1920.[7] It was last seen in January 1982 and was presumed to have been scrapped not long after due to the mill being in a decrepit state during those years.[8]
Between 1890 and 1898, four 0-6-2 tender locomotives were placed in service by the Cape Copper Company on its2 ft 6 in (762 mm) gaugeNamaqualand Railway betweenPort Nolloth andO'okiep in the Cape Colony. Acquired to meet the traffic needs of the upper mountainous section of the line, they became known as the Mountain type. The first three of these locomotives were later described as theClara Class, while the fourth was included in this Class by some and included in the subsequent Scotia Class by others.[9]
Between 1900 and 1905, six more Mountain type 0-6-2 tender locomotives were placed in service by the Cape Copper Company. Later described as theScotia Class, they were similar to the earlier Clara Class locomotives, but with longer boilers, longer fireboxes and larger firegrates.[9]
In 1892 and 1893, theNederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij of theZuid-Afrikaansche Republiek (Transvaal Republic) placed twenty3 ft 6 in (1,067 mm)Cape gauge 0-6-2T locomotives in mainline service. Since the railway classified its locomotives according to their weight, these locomotives were known as the40 Tonners.[10]
Three classes of600 mm (1 ft 11+5⁄8 in) gauge 0-6-2 locomotives were supplied toGerman South West Africa between 1904 and 1908.
In theUnited Kingdom, the type was only ever used for tank engines and was first used byWilliam Barton Wright of theLancashire and Yorkshire Railway in 1880 with theL&YR Barton Wright 0-6-2T.[14]
The arrangement was soon afterwards used byFrancis Webb of theLondon and North Western Railway on his famousCoal Tanks of 1881–1897. Many locomotives of this type were also used to haul coal in theSouth Wales Valleys by theGreat Western Railway and its predecessors, where the arrangement proved sufficiently successful to lead to the development of theGWR 56xx class in 1924.[15]
Several railways around London later used the type for heavy suburban passenger trains, notably the following:
Gresley later improved upon the GER class with various versions of hisLondon and North Eastern Railway (LNER)N7 class, built between 1925 and 1928.
In 1904, theLambton Railway ordered their first 0-6-2T fromKitson & Co. to use on the collery systems. This proved to be successful over the next few years a further 6 0-6-2T were ordered, 2 in 1907 provided by Kitson, 2 in 1909 provided byRobert Stephenson & Co., another provided by Stephenson in 1920, and a final in 1934 provided byHawthorn Leslie.[16] In 1931, the railway bought 5 0-6-2Ts from theGreat Western Railway, three of which were from the formerTaff Vale Railway, and the remainder from theCardiff Railway.
The primary usage of 0-6-2 types in the United States were Tank locomotives. Many were found in the state ofHawaii on sugar cane railroads across the state. Most notable were the 0-6-2T's of the Mcbryde Sugar Company of Kauai, 3 of which survive and are currently the only original steam engines operating in Hawaii.
