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4-8-0

Under the Whyte notation for the classification of steam locomotives, 4-8-0 represents the wheel arrangement of four leading wheels on two axles, usually in a leading truck or bogie, eight powered and coupled driving wheels on four axles and no trailing wheels. In North America and in some other countries the type was usually known as the Twelve-wheeler.

Overview
The first 4-8-0 locomotive is believed to have been the Centipede, a tender locomotive built by Ross Winans in 1855 for the Baltimore and Ohio Railroad in the United States of America, where it remained in service for nearly twenty years. It appears to have been delivered in a cab-forward type of configuration that was modified to a Camel configuration in 1864. On a Camel locomotive the cab was mounted atop the boiler, unlike the later Camelback locomotive whose cab straddled the boiler which first appeared around 1877.

The nickname Mastodon is often mistakenly used to describe the 4-8-0 wheel arrangement and was derived from the unofficial name of the first 4-8-0 locomotive of the Central Pacific Railroad in the United States, the wood-fired CPR no. 229, which was designed and built in 1882 by the railroad's master mechanic, Andrew Jackson (A.J.) Stevens, at the railroad's Sacramento works in California. However, several period publications instead use the nickname Mastodon to refer to the 4-10-0. These publications refer to the 4-8-0 as the Twelve-wheeler.

Australia
The 4-8-0 wheel arrangement saw service in Australia from 1900. In Tasmania, the privately owned Emu Bay Railway ordered four 4-8-0 tender locomotives for their gauge system. In 1911, another locomotive was delivered from the North British Locomotive Company. Two of these locomotives are preserved.

A new class of 4-8-0 locomotive, the T class, designed in South Australia for use on the narrow gauge gauge system of the South Australian Railways, was introduced in 1903. It proved to be a suitable workhorse and by 1917 there were 78 locomotives in the class. In 1921 and 1922, the Tasmanian Government also purchased six of these narrow gauge South Australian locomotives and, during 1922 and 1923, five of the class were converted to gauge for use on the broad gauge system of the South Australian. These were converted back to narrow gauge in 1949. During the Second World War, the Commonwealth Railways obtained four of these South Australian narrow gauge locomotives on loan. Several of these locomotives are preserved.

The Queensland Government Railways (QGR) introduced its C16 class of 4-8-0 locomotives in 1903, built at its Ipswich workshops. Altogether 152 of these locomotives were in service by 1917. Beginning in 1920, a number of the QGR C16 class locomotives were equipped with superheaters on an experimental basis, but since their slide valves were not suited to superheated steam and became prone to steam leaks due to excessive wear, they were soon converted back to use saturated steam. During the Second World War, the Commonwealth Government also acquired eleven C16 class locomotives on loan. Only one example of this class was preserved.

The QGR's superheated C17 class entered service from 1920. The Commonwealth Railways also ordered 22 locomotives of the same design for their narrow gauge rail system, designated the NM class. In total, the C17 class eventually numbered 227 locomotives, of which twenty are preserved.

In 1922, the QGR ordered 22 new 4-8-0 locomotives and designated them the C19 class. They were the largest conventional-type locomotives to operate on the QGR.

Austria
In Austria, the 4-8-0 wheel arrangement was used for express locomotives. The Class 570 locomotive was introduced in 1915 and the class 113 locomotive of the Austrian Federal Railways was introduced in 1923. From 1938, both classes were re-designated as Class 33 on the Deutsche Reichsbahn.

Bechuanaland
In 1897, four Cape 7th Class 4-8-0 locomotives were ordered by the Cape Government Railways (CGR) from Neilson and Company for use on the new Vryburg to Bulawayo line of the fledgling Bechuanaland Railway Company (BR). The line through Bechuanaland Protectorate was still under construction and was operated by the CGR on behalf of the BR at the time. The locomotives were eventually returned to the CGR and were designated Class 7A on the South African Railways in 1912.

France
In France, the 4-8-0 wheel arrangement was used on two locomotive classes. The first was in 1907 by the Chemins de fer de Paris à Lyon et à la Méditerranée (PLM). These locomotives were intended for goods trains, as well as passenger trains on the more difficult routes. They were Baudry type compound locomotives, similar to the De Glehn type, but with their low pressure cylinders set at 60% cut-off. All of them originally used saturated steam, but some were later equipped with superheaters while all the others were provided with feedwater heaters. These locomotives had a maximum speed limit of 52.8 mph and were designed to be able to haul 1,177 long tons at 22.4 mph. A total of 282 were built. The PLM had prepared designs for another much larger 4-8-0 locomotive by 1913, but it did not materialise as a result of the outbreak of the First World War.

The second 4-8-0 locomotive to appear in France was the famous 240P class of the Société Nationale des Chemins de Fer Français (SNCF), with "240" in this instance referring to the French classification of wheel arrangement according to the number and arrangement of axles rather than wheels. Technically, these locomotives were developments of some of the earliest 4-6-2 Pacific locomotives in Europe that were built for the Chemin de Fer de Paris à Orléans (PO). The 240P class was considered to be one of André Chapelon's finest designs and benefited from his thorough understanding of thermodynamics and his appreciation of the need to consider the entirety of the steam circuit. The locomotive was a four-cylinder compound, fitted with Lentz-Dabeg poppet valves.

Coupled with an elegant French style tender, the second batch of the 240P class was aesthetically much more pleasing. With a power output of 4700 hp, the 240P class was reputed to have the highest power-to-weight ratio of any steam locomotive. Discussion continues as to how robust they were mechanically, for example whether the size of the bearings was too near the bone, or whether they were simply worked to death during the difficult war years. None have survived in preservation.

Hungary
In the 1920s, the Magyar Államvasutak (Hungarian State Railways or MÁV) adopted the 4-8-0 type as their standard mixed-traffic locomotive in the shape of the 424 class, which was built between 1924 and 1958. Of these, 365 were built for Hungary and 149 for foreign systems, including the Yugoslav Railways, the Soviet Union and North Korea. In Yugoslavia, they were designated the Jugoslovenske Železnice (JŽ) class 11. The last of the Hungarian locomotives were withdrawn from service in 1984.

Ireland
For a short period, the Great Southern and Western Railway in Ireland and its successor, the Great Southern Railways, operated two inside-cylinder 4-8-0T shunting locomotives. Intended for shunting at Dublin Kingsbridge (now Heuston) and for banking on the steep gradient out of Cork Glanmire Road (now Kent), the first locomotive emerged from the company's Inchicore workshops in 1915 and the second in 1924. They proved unsuccessful, being expensive to operate and unsuitable for sharp curves, and were withdrawn in 1928 and 1931 respectively.

On the Irish three-foot gauge, the Londonderry and Lough Swilly Railway operated two 4-8-0 tender locomotives. Built by Hudswell Clarke, they were introduced in 1905 and withdrawn in the 1930s and 1940s. The two were the only tender locomotives ever to operate on that gauge in Ireland and, with two subsequent 4-8-4 tank engines from the same manufacturer, were considered to be the most powerful which ever worked on any Irish narrow-gauge railway.

Mexico
4-8-0 locomotives in Mexico were almost entirely built in the United States. The first locomotives were provided by the Southern Pacific Railroad to independent and subsidiary railroads such as the Cananae, Rio Yaqui & Pacifico and Sud Pacifico de Mexico. The Sud Pacifico de Mexico used, in total, 14 of the Southern Pacific's 4-8-0s, including a few from CRY&P, all constructed at Schenectady between 1889 and 1895.

The National Railways of Mexico had four classes of 4-8-0. The first two orders were relatively small locomotives from Brooks in 1897. In 1924, a much larger locomotive was ordered, the PR-7, numbers 5-A to 2856 and weighing 127 tons. Unusually among American-built 4-8-0s, these were intended for express passenger service and therefore had much larger drivers than 4-8-0s operating in the United States, at 67 inches diameter. The cylinders had an unusually square bore and stroke of 28 x 28 inches. Because the firebox was wide and above the frames, the tops of the last set of drivers projected into the firebox, something which was only possible due to them being oil fired.

In 1935, a further five locomotives were built with larger boilers, which increased the evaporative heating surface by 357 square feet and the superheater surface by 172 square feet. These were designated PR-8, numbers 3000 to 3004. At 144 tons, the PR-8 was the heaviest conventional 4-8-0 ever built. The Norfolk & Western's M2, which is often credited as being the heaviest conventional 4-8-0, weighed 8470 lb less than the PR-8.

New Zealand
New Zealand's first 4-8-0 locomotive was built in the Addington Railway Workshops of the New Zealand Railways Department (NZR) in 1899 and designated B class. Four more were completed that same year and one more in 1901, while Sharp, Stewart and Company built four more over the next two years.

Ten BA class locomotives were built by the NZR at its Addington shops between 1911 and 1913, and thirty BB class locomotives were built by A & G Price in New Zealand between 1915 and 1918. One each of the BA class and BB class have been preserved, BA no. 552 and BB no. 144. Both are in Auckland at the Parnell Depot of Mainline Steam, an organisation devoted to the restoration and operation of historic New Zealand Railways mainline steam locomotives.

Rhodesia
Between 1899 and 1903, 52 Cape 7th Class 4-8-0 locomotives were built for the Beira and Mashonaland and Rhodesia Railways (BMR) that later became a constituent part of the Rhodesia Railways (RR). These locomotives were acquired by Southern Rhodesia at the time when railways were still expanding from the Cape Colony via Bechuanaland Protectorate into Southern Rhodesia in the southwest, from Beira in Mozambique to Umtali in the east, and while the Second Boer War was still in progress. At the time, the system was composed of four smaller railways, all of them still largely under construction, that were eventually all linked up in 1902. These were the fledgling Bechuanaland Railways (BR), the Mashonaland Railways (MR), the Rhodesia Railways Northern Extensions (RRM) and the BMR. The locomotives were ordered in five batches from three British manufacturers, 24 from Neilson, Reid and Company in 1899 and 1900, eight from Kitson and Company between 1901 and 1903, and twenty from North British Locomotive Company in 1903. In 1915, five of the Neilson, Reid locomotives were sold to the South African Railways, where they were designated Class 7D.

South Africa
All Mastodon locomotives that saw service in South Africa were built for.

Following a decision by the Cape Government Railways (CGR) to acquire eight-coupled goods locomotives, a complete design for such a locomotive was prepared at the Salt River works in Cape Town under the supervision of Locomotive Superintendent H.M. Beatty. This became the Cape 7th Class 4-8-0, the legendary locomotive that played a part in the construction of a large part of the railways into the interior of Africa south of the equator.
 * In 1892 and 1893, 38 of these 7th Class locomotives were delivered from Dübs and Company and Neilson and Company. In 1912 they were designated Class 7 when they were assimilated into the South African Railways (SAR).
 * Between 1896 and 1901, a second batch of 46 7th Class locomotives entered service on the CGR. These had increased heating capacity. Built by Sharp, Stewart and Company, Dübs and Neilson, they were designated Class 7A on the SAR in 1912.
 * Between 1899 and 1903, the Beira and Mashonaland and Rhodesia Railways (BMR) in Southern Rhodesia placed 52 Cape 7th Class locomotives in service. In May 1915, five of these locomotives, all built by Neilson, Reid and Company, were sold to the SAR who designated them Class 7D.
 * Between 1899 and 1904, the New Cape Central Railway (NCCR) placed seven Cape 7th Class locomotives in service on its 211 mi line from Worcester to Mosselbaai in the Cape Colony, built by Neilson, Reid and North British Locomotive Company (NBL). In 1925, when the NCCR was amalgamated into the SAR, these seven locomotives were designated Class 7E.
 * In 1900, the Imperial Military Railways (IMR) placed 25 Cape 7th Class locomotives in service, as well as three more that had been ordered by the Pretoria-Pietersburg Railway, all built by Neilson, Reid. They all came onto the Central South African Railways (CSAR) roster at the end of the Second Boer War in 1902. In 1912, they were designated Class 7B on the SAR.
 * In 1902, the CGR placed its last ten 7th Class locomotives in service. They were built by Neilson, Reid and had larger diameter boilers with a higher boiler pressure rating and larger cylinders. In 1912 they were designated Class 7C on the SAR.
 * In 1913, the NCCR placed three Class 7 locomotives in service, built by NBL. They were more powerful than earlier models and also different in appearance, without the distinctive covered smokebox saddle and with running boards that dipped down ahead of the smokebox and beneath the cab. In 1925, these three locomotives were designated Class 7F on the SAR.

In 1902 and 1903, the CGR and CSAR placed a number of Cape 8th Class 4-8-0 locomotives in service. Initially designed in 1901 as a 2-8-0 Consolidation by H.M. Beatty, some trouble had been experienced with the leading pony trucks of the first locomotives and it was dropped in favour of a four-wheeled bogie in later orders for more locomotives.
 * Altogether 23 8th Class locomotives entered service on the CGR in 1902 and 1903, built by Neilson, Reid. They had larger coupled wheels than the 7th Class, bar frames, used saturated steam and had Stephenson valve gear. In service it was found that the four wheeled bogies and the slightly shorter fixed wheelbase made them steadier and easier riding than their 2-8-0 predecessors. In 1912, they were designated Class 8 on the SAR.
 * In 1902, forty Cape 8th Class locomotives that had been ordered by the IMR a year earlier, were delivered to the CSAR from Neilson, Reid and Sharp, Stewart. They were designated Class 8-L1 on the CSAR and in 1912 they became Class 8A on the SAR.
 * In 1903, when the first batch of 8th Class 4-8-0 locomotives had been tried and proven successful, the CGR placed 38 more in service, delivered in four batches from Neilson, Reid and NBL. In 1912 they became Class 8D on the SAR.
 * At the same time, the CGR ordered four additional locomotives of the 8th class. It was an experimental design built to modified specifications in order to accommodate a grate area that was increased from 21 to 27.5 sqft. They were also built by Neilson, Reid in 1903 and, in 1912, they were reclassified to Class 8E by the SAR.
 * In 1903, the CSAR also placed thirty Class 8-L2 locomotives in service, built by Neilson, Reid and NBL to the specifications of the Cape 8th class, but equipped with Drummond firebox tubes. In 1912, they were designated Class 8B on the SAR.
 * Also in 1903, the CSAR acquired a second batch of thirty Class 8-L3 locomotives, built by NBL. They differed from the previous thirty only by not being equipped with Drummond water tubes and were the last locomotives to be ordered by the CSAR that were built to the design of another railway. In 1912 they were reclassified to Class 8C on the SAR.
 * In 1904, the CGR received its final batch of ten 8th Class locomotives from NBL. In 1912 they became Class 8F on the SAR.
 * In 1930, SAR Class 8X no. 883, a 2-8-0 Consolidation that had been built by the American Locomotive Company (ALCO) for the CGR in 1902, was reboilered by the SAR with a purpose-built boiler. At the same time, it was superheated, converted to a 4-8-0 Mastodon wheel arrangement by replacing the leading pony truck with a bogie, and reclassified to the sole Class 8R.

Because of the limited coal and water range of the existing fleet of Natal Government Railways (NGR) tank locomotives, Locomotive Superintendent D.A. Hendrie was tasked to produce a locomotive of greater power and capable of longer distances without refuelling or rewatering, to work the main line's steep 1 in 30 gradients. The result was the NGR Class B, the first NGR tender locomotive to be built in quantity.
 * Fifty Class B 4-8-0 locomotives were delivered from NBL in 1904, the first tender locomotive fleet to be placed in service by the NGR. They had plate frames, Walschaert valve gear with Murdoch's D slide valves, Belpaire fireboxes and used saturated steam. Six of them were modified to a 4-8-2 Mountain wheel arrangement in 1906 and, in 1912, the remaining 44 were designated Class 1 on the SAR.
 * In 1910, the NGR placed 21 Improved Class B locomotives in service. They were built by NBL and incorporated various improvements to the original design of the Class B. Their boilers had been raised by 1+1/4 in to give a better rake on the sides of the ash pan and they were built with Hendrie's steam reversers. In 1912, they were designated Class 1A on the SAR.

At the end of the Second Boer War, the CSAR inherited 35 4-10-2T Reid Tenwheeler tank locomotives from the IMR and designated them Class E. The CSAR found them to have an inadequate coal and water supply for trips of any length and, beginning in 1905, 29 of them were converted to 4-8-0 tank-and-tender locomotives by removing the trailing bissel bogie, the fifth pair of driving wheels and the coal bunker, shortening the main frame and adding tenders reclaimed from various scrapped locomotives. In 1912, these locomotives were reclassified as Class 13 on the SAR.

In 1906, the CGR placed a single experimental 10th Class 4-8-0 locomotive in service on the Cape Eastern System. Designed by H.M. Beatty and built by Kitson and Company, it was in most respects a larger and more powerful version of Beatty's last Cape 8th Class of 1904, the Class 8F on the SAR. Despite its good performance, the design was never repeated since some trouble was experienced with the firebox. In 1912, it was designated Class Experimental 6 on the SAR.

Between 1926 and 1929, when a shortage of suitable shunting locomotives developed as a result of increasing traffic throughout the country and particularly on the Witwatersrand, the SAR rebuilt 21 of its Class A 4-8-2T locomotives to Class 17 4-8-0 tank-and-tender locomotives. They were modified by removing the trailing bissel bogie and the coal bunker, shortening the main frame and adding a tender to increase the coal and water capacity. Tenders from various scrapped locomotive types were used and they were employed as shunting engines around Durban and Port Elizabeth. In 1953, two of them were sold to the Zambezi Saw Mills Company for use on their Livingstone-Mulobezi logging railway in Northern Rhodesia. The rest were withdrawn from service by 1961, more than seventy years after the first one was built for the NGR.

Soviet Union
In the Soviet Union, 4-8-0 locomotives were the first passenger engines to be built by the new state after the October Revolution. One hundred of these locomotives were built by the Putilov Works in Leningrad in 1927. Although intended for speeds up to 100 km/h, they proved unsteady at speed and had to be kept to slower trains. Some were built as oil-burners. Initially built as three-cylinder locomotives, they were later rebuilt as two-cylinder engines since there were apparently severe problems with the crank axle, with up to half the engines being out of service at one point due to such troubles. Boiler pressure in the two-cylinder rebuilds was raised from 185 psi to 206 psi and they were reclassified Mr (Мр in Cyrillic). The M class was not considered to be a great success.

Spain
RENFE (Red Nacional de los Ferrocarriles Españoles), the Spanish rail system that was nationalised in 1941, inherited 4-8-0 locomotives from the Madrid, Zaragoza and Alicante Railway and continued to construct the type as its 240F class and also existed 4-8-0 Steam Locomotives in the Northern, Andaluces & Western Spain Railway Companies. The last survivors, all oil-burners, were concentrated at the Salamanca shed around 1970, someone Of them survived, for example Oeste 1015.

Sudan
Known as the Dongola Class, Cape 7th Class locomotives were also built for the Soudan Military Railway during Kitchener's campaign in Sudan. When he arrived in the territory in 1895, he built a railway strictly for military purposes. It ran parallel to the Nile River for nearly 200 mi from Wadi Halfa to the Third Cataract at Kerma. Another line was built from Wadi Halfa across 571 mi through the Nubian Desert to Atbarah and on to Khartoum to the south. For motive power, three Cape 7th Class locomotives were ordered from Neilson and Company and delivered in 1897. These were followed by five more in two batches in 1898. The locomotives were initially not numbered, but named after places in Sudan.

Sweden
The E9 class of Steam locomotives and its improved version the E10 were type 4-8-0 engines. The G12 locomotives had been built for the Halmstad-Nässjö Railway and after nationalization those locomotives had ended up at SJ the state railway company and renamed E9. SJ needed a locomotive with moderate axle weights for the Inland Railway and after being impressed with the E9 ordered an improved variant named the E10 all 10 units of which was delivered in 1947. These were the last large steam engines built in Sweden.

United Kingdom
Two classes of 4-8-0 tank locomotives were used in the United Kingdom, both built for hump shunting.
 * Ten were built by the North Eastern Railway (NER) in 1909 and 1910, designated the NER Class X, later the London and North Eastern Railway (LNER) Class T1. The LNER added a further five Class T1 locomotives in 1925. These locomotives had three cylinders, following Robinson's design for the 0-8-4T Class 8H of the Great Central Railway.
 * In 1921, the London and South Western Railway (LSWR) built four G16 class two-cylinder tank locomotives to Urie's design, for use in the Feltham marshalling yard.

The London, Midland and Scottish Railway and the Southern Railway both contemplated the construction of 4-8-0 tender freight locomotives, but these never materialised.

United States
In the United States, the 4-8-0 was essentially a freight locomotive that was a development of the 2-8-0 Consolidation. Most American 4-8-0 locomotives were built in the late 19th or early 20th century. The type never achieved great popularity, although there were five occasions when a 4-8-0 locomotive was considered as the heaviest and/or most powerful in the world upon its introduction. Those locomotives were the no. 20 Champion of the Lehigh Valley Railroad in 1880, the no. 229 Mastodon of the Central Pacific Railroad in 1882, the G5 class of the Great Northern Railway in 1897 and the no. 640 of the Illinois Central Railroad in 1899. It is noteworthy that the Great Northern G5 had 16 in piston valves, as large as the pistons of many locomotives then in service.

Finally, the Duluth and Iron Range Railway ordered a number of trim-lined Mastodons, beginning in 1893, which were reportedly the heaviest freight engines constructed at the time. They had long, between-the-drivers fireboxes and a relatively short stroke for freight engines of the era. They were numbered from 60 to 89 and became the railroad's class J. After 1900, they were gradually phased out in favor of the more conventional Consolidation type. All were scrapped by 1933.

Even though, at the time, the wide-firebox 2-8-2 Mikado had much more potential as far as speed is concerned, the Norfolk and Western Railway opted for the class M 4-8-0 for its shorter wheelbase that enabled it to have over 90 percent of the locomotive's weight on the driving wheels, and the four-wheel leading truck for greater stability. The N&W operated 4-8-0s from the early 1900s to the late 1950s. Built by Baldwin Locomotive Works from 1906 and nicknamed Mollies, the class M, class M1 and class M2 became the most numerous American class of 4-8-0.

The class M2 locomotives are often mistakenly believed to be the largest conventional 4-8-0s built, but the Mexican PR-8 was over four tons heavier. Many of them lasted into the 1950s, but were poor steamers since the boiler's heating surface had been significantly increased compared to the classes M and M1, but with no corresponding improvement of firebox volume and grate area.

A total of six 4-8-0s are left to survive in the United States, Southern Pacific 2914, Norfolk and Western 433, 475, 1118, 1134, and 1151, and one of them, No. 475, continues to operate for the Strasburg Rail Road in Strasburg, Pennsylvania.

Zambia
In November 1953, the Zambezi Saw Mills Company (ZSM) in Northern Rhodesia (Zambia since 1964) purchased two Class 17 4-8-0T+T locomotives from the South African Railways for use on their Livingstone-Mulobezi logging railway. The company worked the teak forests that stretched 100 mi to the north-west of Livingstone and it built one of the longest logging railways in the world to serve its sawmill at Mulobezi. The locomotives were scrapped between 1961 and 1963.

In 1966, two Class 7, four Class 7A and two Class 7B 4-8-0 locomotives were also purchased by the ZSM from the SAR. These eight locomotives joined the existing fleet of eight ex Rhodesia Railways 7th Class locomotives that had been acquired by the ZSM between 1925 and 1956. After being withdrawn from service, one of the Class 7B locomotives was configured as a stationary boiler at Livingstone.

In November 1971, the ZSM also purchased one Class 8A 4-8-0 locomotive from the SAR. This was the last locomotive to be purchased by the logging company and it was employed as a shunting engine at Mulobezi after logging operations ceased. It was returned to Livingstone in December 1975 and was eventually preserved at the Railway Museum at Livingstone.

title: 4-8-0


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4-4-4

Under the Whyte notation for the classification of steam locomotives, 4-4-4 represents the wheel arrangement of four leading wheels on two axles, four powered and coupled driving wheels on two axles, and four trailing wheels on two axles. In the United States, this arrangement was named the Reading type, since the Philadelphia and Reading Railroad was the first to use it. In Canada, this type is known as the Jubilee.

Other equivalent classifications are:
 * UIC classification: 2B2 (also known as German classification and Italian classification)
 * French classification: 222
 * Turkish classification: 26
 * Swiss classification: 2/6

Bavarian Railways
A single, experimental 4-4-4, classified as S 2/6, was built for the Royal Bavarian State Railways in 1906 by Maffei. It was successful in an experimental sense, but was too light to haul passenger trains of useful capacity. It was fast, attaining 154 km/h on test, and was semi-streamlined with a pointed nosecone and fairings around the cylinders, stack and dome, and slanted-back cab windows. It inspired the later Bavarian S 3/6 4-6-2 "Pacifics". It passed to the Deutsche Reichseisenbahnen when the German railways were centralised, and was classified as BR 15, number 15 001. It was taken out of service in 1925, and was restored by Maffei to be exhibited at the Munich Transport Exhibition of that year. After the exhibition ended, it was placed in the Nuremberg Transport Museum, where it remains.

Reading Railroad
The Philadelphia and Reading Railway built four C1a Class locomotives in 1915, numbered 110 to 113. They proved to be quite unstable; after that year, they were rebuilt to 4-4-2 "Atlantic" locomotives, classified as P7sa, and renumbered 350 to 353.

Baltimore & Ohio
B&O created a single 4-4-4 in 1934, rebuilding a 4-4-2 "Atlantic" into a solitary class J-1, named Lady Baltimore. This and the single class V-2 4-6-4 Lord Baltimore were built for new lightweight passenger trains. In the Lady Baltimore's case the Abraham Lincoln on the Chicago and Alton Railroad, a wholly owned subsidiary of the B&O. Despite the Alton's flat territory and straight track, the locomotive did not do well. It was returned to the B&O and was again modified at the railroad's Mount Clare shops, a less streamlined cab and front end being fitted. Subsequently, it was placed into local service on the railroad's Wheeling Division, mostly operating between Holloway and Cleveland, Ohio. It proved no more successful in that service, and was sent to the B&O's Riverside Shop for storage. It was scrapped in 1949.

Canadian Pacific
The Canadian Pacific Railway built two classes of 4-4-4 "Jubilee" locomotives. Both were semi-streamlined, in a similar fashion to the 4-6-4 "Royal Hudson" and 2-10-4 "Selkirk" locomotives. The F2a was styled after the Milwaukee Road "Hiawatha" "Atlantic", but with a four-wheel trailing truck to support a longer firebox.

Class F2a consisted of five locomotives, Nos. 3000-3004. They can be most easily distinguished from the other type through the main rods being connected to the leading pair of drivers. Some trouble was discovered with this arrangement, as they had a tendency to bend the main rods in reverse. However, they did hold the Canadian record for speed, at 112.5 mph, during a braking test. The pilot was smoothly rounded and streamlined, with two stainless-steel bands. None of this group survive.

Class F1a consisted of twenty locomotives, Nos. 2910-2929. These had the main rods connected to the trailing set of drivers, and a more regular pilot, with a straight pilot beam, a drop-coupler sheet steel pilot below that, and a more regular front deck. Two of this class of locomotive, Nos. 2928 and 2929, have survived. No. 2928 is at the Canadian Railway Museum in Delson, Quebec, while No. 2929 is at Steamtown National Historic Site in Scranton, Pennsylvania.

Britain
In Britain the 4-4-4 arrangement was confined to tank locomotives and there to specific applications requiring either high speed stability in both directions (created by a symmetrical arrangement with bogies front and rear) or a powerful locomotive with as short a fixed wheelbase as possible. Eric G. Barker designed three examples for the Wirral Railway in 1896. The Midland and South Western Junction Railway purchased two 4-4-4 tank engines from Sharp, Stewart and Company but these were not a success due to their poor traction. The North Eastern Railway Class D was designed by Vincent Raven in 1913. Between 1931 and 1936 they were rebuilt with a 4-6-2T wheel layout and re-classified as A8. The H Class locomotives built for the Metropolitan Railway in the 1920s are an example of both these factors leading to a rare use of the 4-4-4 arrangement.

Australia
The Western Australia Government Railway N Class 4-4-4 tank locomotives were introduced in 1896.

Hungary
MÁVAG introduced some MÁV Class 242 4-4-4 streamlined tank locomotives between 1936 and 1939.

India
The Vishveshwaraiah Iron and Steel Company, Bhadravati introduced a Class-E 4-4-4 tank engine in March 1921. No. 22782 was built by the North British Locomotive Company at Atlas Works, Glasgow in 1920, the first of 23 examples. It is currently exhibited in the Railway Museum in the Mysore Junction railway station.

Uruguay
The "D type" 4-4-4T of the Central Uruguay Railway were eight locomotives (Vulcan Foundry 1913 and 1915) for use in the suburban services around Montevideo Central Station.

Venezuela
The 3 ft 6 in (1,067 mm) gauge Gran Ferrocarril de Venezuela (Great Venezuela Railway) acquired a class of three 4-4-4T locomotives in 1892, the Cóndor, Gavilán and Halcón. They were built by Hartmann's Sächsische Maschinenfabrik in Chemnitz, Germany. Their maximum speed was 70 kph.

Halcón still exists and, after an overhaul in 1975, was in service on a heritage line until 1997. Today it is in a desolate condition.

See more

 * Ehrenreich, Thomas. 1915 Reading Company Locomotive 110. Retrieved on May 18, 2005.
 * Barris, Wes. SteamLocomotive.com: Surviving Streamlined Steam. Retrieved on May 18, 2005.

title: 4-4-4


text:
Talk:Nick Holmes

Requested move 27 December 2020

 * The following is a closed discussion of a requested move. Please do not modify it. Subsequent comments should be made in a new section on the talk page. Editors desiring to contest the closing decision should consider a move review after discussing it on the closer's talk page. No further edits should be made to this discussion.

The result of the move request was: Moved per nom. The 10:1 pageview difference is more than sufficient to declare the singer primary topic, particularly since it is basically a TWODABS situation. No such user (talk) 12:39, 28 January 2021 (UTC)

– The singer has 3447 views in the last 30 days, the footballer (Nick Holmes (footballer)) only 278 in the same time. These are the only 2 people with that name -- Binho24 (talk) 05:49, 27 December 2020 (UTC) —Relisting. — Nnadigoodluck  █ █ █ 14:44, 3 January 2021 (UTC)
 * Nick Holmes (singer) → Nick Holmes
 * Nick Holmes → Nick Holmes (disambiguation)
 * This is a contested technical request (permalink). GeoffreyT2000 (talk) 14:52, 27 December 2020 (UTC)

 * Oppose. Neither are well-known enough to be primary topic. -- Necrothesp (talk) 14:07, 27 December 2020 (UTC)
 * Oppose per Necrothesp. While I'm more familar with the singer, and I've not heard of the footballer, in wiki-terms, there is no primary topic.  Lugnuts  Fire Walk with Me 08:47, 4 January 2021 (UTC)
 * Support per nom. This is a clear WP:Primary topic in a WP:TWODABS situation. Roughly 9 out of 10 readers landing on the unnecessary dab page want the singer. A hatnote on this article will work just as well for the 10% who want the footballer. Station1 (talk) 09:50, 4 January 2021 (UTC)
 * Disambiguation is not required with a primary topic and one other use. Support Nick Holmes (singer) to Nick Holmes with a hatnote to Nick Holmes (footballer). Delete the current redirect Nick Holmes (disambiguation). Shhhnotsoloud (talk) 09:31, 10 January 2021 (UTC)
 * Only applies if one is primary topic. I would dispute that there is a primary topic here. -- Necrothesp (talk) 12:43, 14 January 2021 (UTC)
 * |Nick_Holmes_(footballer) Pageviews indicate a clear primary topic by usage. Shhhnotsoloud (talk) 11:29, 26 January 2021 (UTC)

 * The discussion above is closed. Please do not modify it. Subsequent comments should be made on the appropriate discussion page. No further edits should be made to this discussion.

title: Talk:Nick Holmes


text:
4-2-2

Under the Whyte notation for the classification of steam locomotives, 4-2-2 represents the wheel arrangement of four leading wheels on two axles, two powered driving wheels on one axle, and two trailing wheels on one axle.

Other equivalent classifications are:
 * UIC classification: 2A1
 * French classification: 211
 * Turkish classification: 14
 * Swiss classification: 1/4

Like other steam locomotive types with single pairs of driving wheels, they were also known as singles.

History
The 4-2-2 configuration offered designers eight wheels to spread the weight of a larger locomotive, but prior to the bogies (invented in the 1830s) becoming popular, created a long rigid wheelbase with limited adhesion. As a result, the type was relatively rare until the 1870s. The first steam locomotive made by Borsig of Berlin in 1841, the Borsig No 1, was a 4-2-2, but the company quickly reverted to the more common 2-2-2 configuration.

UK developments
The London and North Western Railway No. 3020 Cornwall was built as 4-2-2 at Crewe Works in 1847, but was extensively rebuilt, and converted to a 2-2-2 in 1858.

The one area where the type proved to be useful was on broad gauge locomotives, where sharp bends were less of an issue. Daniel Gooch built 29 examples of his Iron Duke express locomotive class for the Great Western Railway between 1847 and 1855. They had an 8 ft diameter driving wheel size. Twenty examples of a similar design were built for the Bristol and Exeter Railway after 1849, by Stothert & Slaughter in Bristol. Because both sets of leading wheels are mounted independently in the frames in these classes, they are sometimes described as (2-2)-2-2 rather than 4-2-2.

The first 4-2-2 to have a bogie was built by Archibald Sturrock of the Great Northern Railway (GNR) in 1853. This had 7 ft flangeless driving wheels, and was only moderately successful, having a tendency to derail. By the 1870s, improved design of bogies giving more flexibility enabled designers to create fast standard gauge express passenger locomotives of this type. On the GNR, Patrick Stirling built 53 examples with outside cylinders at Doncaster Works between 1870 and 1895, for use on the East Coast Main Line between London King's Cross and York. They ran at an average speed of more than 60 mph during the race to the north, and were called eight-footers because of the driving wheel, that was more than 8 ft in diameter. Stirling's successor Henry Ivatt built a further twelve singles between 1898 and 1901 before moving on to larger 4-4-2 designs.

The attraction of the 'single' (4-2-2 or otherwise) was that, thanks to the 'gearing' effect of the large single driving wheels, a locomotive could obtain high speeds while the operating speed of the engine's pistons and valve gear remained relatively low. This was important because of the relatively unsophisticated lubrication systems available at the time, with many of the parts of the engine's motion requiring to be 'oiled round' with the locomotive stationary before and after a run, or on longer trips by one of the crew taking to the running board to oil the required parts while on the move. Low piston speed also meant that the steam demand on the boiler would be relatively low, allowing a smaller, lighter boiler.

Before the development of the 'large boiler' designs in the 1890s, many boilers could not sustain the steam supply required of a small-wheeled locomotive operating at speed, thus requiring the large driving wheels of a single. At 70 mph, an 'eight-footer' single's driving wheels would be revolving at 245 revolutions per minute, opposed to the 327 revolutions of the driving wheels of a 'six-footer'. A locomotive with coupled wheels also suffered extra rolling resistance from the presence of coupling rods between the driving wheels which incurred a slight but measurable resistance arising from the small variances in the diameter of the driving wheels that were nominally of the same size. This meant that without the coupling rods, for a given locomotive speed the driving wheels would turn at very slightly different rate, but the coupling rods and the axles forced the driving wheels to turn at the same speed, with the added work being incurred as a binding force in the coupling rod bearings. Aside from this force, the coupling rod bearings themselves were a source of rolling resistance. Additionally, each driving axle of a locomotive had to be supported on large plain bearings, with required further lubrication, introducing a potential point of mechanical failure through overheating and a considerable source of friction. With only one driving axle, a 'single' had much less rolling resistance than a four-coupled engine, requiring less steam to achieve a given speed and also being more free-running when coasting downhill.

The 4-2-2 wheel arrangement had other specific advantages - the front bogie supported the weight of large cylinders and a long boiler which could exceed the load limits on a single front axle while also providing a superior stability and cornering at high speeds. Without restriction from a rear driving axle and wheels, a wide and deep firebox could be used, carried by the small single trailing axle, which provided good steam-making properties and a large ashpan making these locomotives suitable for running long distances at high speeds.

The Stirling 'eight-footers' were very successful, but were best suited to the predominantly straight and flat GNR main line in Cambridgeshire and the Vale of York. Other railways slowly replaced their original 'singles' with 4-4-0 locomotives that offered better traction at the cost of ultimate speed. However, in 1886 Francis Holt, manager at the Derby Works of the Midland Railway invented a practical form of steam sanding gear which allowed locomotive crews to quickly and effectively stop wheelspin. This led to the Midland reviving the 'single' in the form of the distinctive inside-cylinder "Spinners"; eighty-five were built to five designs by Samuel Waite Johnson between 1887 and 1900. One 115 class, No. 673, survives at the National Railway Museum in York. Concurrent with Holt's invention was the so-called Race to the North, when groups of railway companies on the East Coast and West Coast routes between London and Edinburgh competed with each for the fastest journey times. For its portion of the West Coast route, the Caledonian Railway used its unique 4-2-2, No. 123. This had been built in 1885 as a showpiece for the 1886 world's fair in Edinburgh rather than to fulfil a traffic need for the railway, and so had used the now-unfashionable 4-2-2 'Single' layout. But when pressed into service during the Race to the North, No. 123's high speed performance and reliability made other locomotive engineers reconsider the advantages of the single-driver engine, especially when joined with the new steam-sander (No. 123 had a similar sanding system working by compressed air).

These factors lead to a resurgence of interest in the 'single' for fast express passenger work in the 1880s and 1890s. William Dean of the Great Western Railway built fifty examples of the standard gauge 3031 Achilles Class from 1893 to 1899. No. 3065 Duke of Connaught contributed to the record-breaking run of the Ocean Mail express train from Plymouth to Paddington in 227 minutes on 9 May 1904, when it took over the train at Bristol from No 3440 City of Truro and completed the journey to Paddington in 99 minutes 46 seconds. By 1900, average train loads had grown beyond the capability of even a sander-fitted 'single' and their development was stopped. On the GNR, Stirling's famous 'eight-footers' required double heading with 4-4-0s before they were replaced by the 'Klondyke' 4-4-2 engines designed by Henry Ivatt, while on the Midland Railway Samuel Johnson developed a powerful compound 4-4-0 to replace his 'Spinners'.

Other notable UK examples of the 4-2-2 include the GER Class P43, which was an early oil-burning engine, developed by the pioneer of oil-boilers, James Holden. The last British 'single' to be designed was the Class 13 of the Great Central Railway, designed by Harry Pollitt in 1900 for work on the company's new main line to London. Ivatt Class A5 singles of the GNR, designed before the Great Central engines, continued to enter service during 1901, being the last of their type to take to the rails in Britain.

US developments
The T. D. Judah locomotive was built as a 4-2-4 by the Cooke Locomotive and Machine Works in 1863. It was purchased for use on the Central Pacific Railroad and was rebuilt as a 4-2-2 in 1872.

By 1900, typical loads on express trains had grown beyond the capabilities of 4-2-2 locomotives and the configuration was superseded by the 4-4-2.

Asia
In 1910, the British locomotive manufacturer Kerr, Stuart and Company produced four 4-2-2 locomotives, weighing 120 tons and with 7 ft driving wheels, for the Shanghai–Nanjing railway. These were the last recorded 'singles' built and almost certainly the largest.

title: 4-2-2


text:
2-8-8-0

In the Whyte notation for the classification of steam locomotives by wheel arrangement, a 2-8-8-0 is a locomotive with a two-wheel leading truck, two sets of eight driving wheels, and no trailing truck.

Equivalent classifications
Other equivalent classifications are:
 * UIC classification: 1DD (also known as German classification and Italian classification)
 * French classification: 140+040
 * Turkish classification: 45+44
 * Swiss classification: 4/5+4/4

The UIC classification is refined to (1'D)D for Mallet locomotives.

United States
The Great Northern Railway used the 2-8-8-0s as their N-1's which were built by Baldwin in 1912. They were rebuilt by GN in 1932 as a N-2, and later re-rebuilt in 1940 as an N-3, The locomotives, after their third rebuild into a N-3, had a larger boiler and bigger tender. The N-3's served on the GN for a collective 45 years (including previous service lives as N-1 and N-2 classes), in use until retired in 1957.

The Union Pacific Railroad also operated this type. The Union Pacific 2-8-8-0s were built in 1918 and 1924 by ALCO-Brooks. The locomotives were used to haul heavy loads over Sherman Hill on the UP. An example of one is Union Pacific #3559, which was built July 1924 by ALCO-Brooks. The locomotives were most likely retired in the late 1940s to early 1950s because of slow speeds on freight, hauling at 12 miles an hour. In comparison, the 9000 class of the Union Pacific can pull the same weight at 50 miles an hour.

Out east, the Reading Railroad had 2-8-8-0s for coal switching on Steep Hills, also known as the Reading N-1, and the Baltimore and Ohio operated this type, with the B&O owning dozens of examples, most notably the EL-3 class. They were retired by the early 1950s. In the Midwest, the Kansas City Southern was a principal user of this configuration.

The Atchison, Topeka and Santa Fe Railway was the first to use the configuration. In 1911, their own workshop took a pair of standard 2-8-0 and combined them into a 2-8-8-0 Mallet articulated locomotive. Four examples were built, but were never entirely satisfactory and were converted back to 2-8-0 in 1923. The first 2-8-8-0 operated by Baltimore and Ohio was numbered EL-1/a, which was built in 1916 at Baldwin Locomotive Works. The western end of their network had ruling gradients greater than 2%, and the 2-8-8-0 offered exceptional tractive effort, enabling a single locomotive to move the heaviest freight trains. As well as building these locomotives from scratch, the last in 1920, ten were converted from 0-8-8-0 configuration in 1920 and a further ten from 2-8-8-2 in 1922. These locomotives remained in operation until after World War II, the last being withdrawn in 1955.

No 2-8-8-0 locomotives survive today; all were scrapped. However, one tender from the 2-8-8-0 #759 of the Kansas City Southern Railroad has been preserved, while the locomotive was scrapped. It is now preserved at the Illinois Railway Museum.

Indonesia
Indonesia was also recorded operating several types of 2-8-8-0 locomotives. This dates back to the colonial era, under the government of Dutch East Indies by their state railway company named Staatsspoorwegen (SS). In the early 20th century, especially in West Java (known as Priangan), faced with the increase in passenger and freight rail traffic. By 1913, it was reported that they lacked powerful locomotives to serve the increasingly congested train traffic. This was worsened by the southern Priangan line passing through the hills requiring a special locomotive to climb the steep contour line there. The only available locomotive of the time were the 0-4-4-2T SS Class 500 (DKA BB10), 2-6-6-0T SS Class 520 (DKA CC10) and the 2-12-2T SS Class 800 (DKA F10) or known as Javanic. However, these classes were not adequate for the line, with the SS 800's six rigidly-connected driving axles being unsuitable for the winding Priangan lines.

This was exacerbated by the outbreak of First World War which paralyzed many industries in Europe. Amid limited choices and demands to get new locomotives immediately, SS decided to order a class of extremely large locomotives from American Locomotive Company (Alco) in 1916. In just 6 months, eight 2-8-8-0s of the first batch arrived and were classed as SS Class 1200 (1201–1208), which were the largest locomotives in the Dutch East Indies. With a total weight of 133 tons, these locomotives have the profile of large American Mallets scaled down for narrow gauge (3 ft 6 in). However, their extreme size was not proportional to their capabilities; SS was disappointed because the Class 1200 could only reach the maximum speed of 40 km/h which was not suitable to haul the express trains in heavy terrain with the minimum speed of 45 to 50 km/h. Learning from that, the 1920 batch of twelve were modified. Despite looking similar to the first batch, these weighed almost 5 tons heavier, making them the heaviest locomotives used in Java. However, their performance was not much improved from the first batch, with high fuel consumption and problems with unbalanced steam pressure (or back pressure) causing cracks in their frames, causing high operational and maintenance expenses.

By the end of First World War, European locomotive builders were once more operational, and SS soon ordered 10 new locomotives from three manufacturers: Hanomag, Sachsische Maschinenfabrik (Hartmann) in Germany and Werkspoor, N.V. in the Netherlands, which arrived in 1923–24. These were made based on Alco design but with a large number of refinements resulting in a 21 m length and 135-ton weight, being classed as 1250 (1251–1260). While the Alco SS 1200s used bar frames, those on the European SS 1250s used plate frames. The SS 1250 was much faster, able to reach speeds of 50 km/h, but the problems with back pressure worsened.

Finally in 1926, the SS Experimental Service managed by de Gruijter made modifications to SS 1260. After the back pressure was fixed, a double chimney was installed to maximize the engine performance, with the power output raised to 1700 hp while driving at a constant speed of 45 km/h. These modifications were extended to the entire SS Class 1250s and 12 units of the second batch of SS Class 1200, while the first batch of SS 1200s was unchanged due to severe cracks in their frames. The next modification was aimed at operational efficiency; as the class requires a large amount of coal, SS trialled mechanical stokers that automatically moved coal to the firebox. However, this was called off due to increasing the axle load from 12 tons to 13 tons above the rail capacity.

During the Great Depression in the 1930s, SS withdrew their giant locomotives to save money on fuel and in response to declining traffic. However, in 1938 these locomotives were reinstated to haul freight trains, except for the first batch of Class 1200s (which had been dismantled for parts). After the Japanese occupation and Indonesian Independence, these locos were renumbered to DD50 (first batch), DD51 (second batch) and DD52 (SS 1250s) used by Djawatan Kereta Api (DKA) or Department of Railways of the Republic of Indonesia. When the Japanese arrived in 1942, they continued to work on Purwakarta–Banjar line.

They were nicknamed Si Gombar or The Monster by locals along with CC50 counterparts due to their size and power in the mountain lines. DD50 and DD51 were retired in the late 1960s, but DD52 lasted longer with a few of them still operational in the early 1970s. At the time, the DD52 was the only operational 2-8-8-0 locomotive in regular service in the world. Over time, the engines broke down due to poor condition and difficult maintenance, which hastened to their retirement. All examples of the class were scrapped.

title: 2-8-8-0


text: User talk:200.204.104.165

title: User talk:200.204.104.165


text:
2-6-4

Under the Whyte notation for the classification of steam locomotives, a 2-6-4 locomotive has two leading wheels, six coupled driving wheels and four trailing wheels.

Overview
With only a few known exceptions, the Adriatic wheel arrangement was usually used on tank locomotives, for which various suffixes to indicate the type of tank would be added to the wheel arrangement, for example 2-6-4T for an engine with side-tanks.

Tender locomotives
The earliest known example was the South African Class 6Z, designed by Cape Government Railways (CGR) Chief Locomotive Superintendent Hazlitt Beatty in 1901. The first engines of the class were modified 2-6-2 Prairie locomotives which were equipped with two-axle trailing bogies. In 1902, more were placed in service, but built with the 2-6-4 wheel arrangement. The latter were the first known tender locomotives in the world to be built with this wheel arrangement.

Tank locomotives
Tank engines with the 2-6-4T wheel arrangement were produced for many different railway systems worldwide and were mainly used for freight and suburban passenger working. They have been less successful on express passenger trains. The earliest known example also originated in South Africa, the Pretoria-Pietersburg Railway's 55 Tonner of 1898.

Austria
Two Austrian express tender locomotive types were of this wheel arrangement, the of 1908 and  of 1911 designed by Karl Gölsdorf. The type therefore became known as the Adriatic arrangement, named for the Adriatic Sea which bordered Austria-Hungary.

Brazil
Preserved meter gauge locomotive Dona Joaninha, built to haul sugar cane in Brazil, uses the 2-6-4 wheel arrangement.

Finland
Finland had three locomotive classes with a 2-6-4T wheel arrangement, the Classes Vk1, Vk2 and Vk3. All three classes were nicknamed Iita.

The Class Vk1, numbered 301 to 305, were delivered in 1900 from Baldwin Locomotive Works of Philadelphia, Pennsylvania. The Class Vk1 Iita were also nicknamed Amerikan because they were built in the United States.

The Class Vk2 were numbered 454 to 455.

The Finnish Steam Locomotive Class Vk3 were numbered 456 and 487 to 492. They were built in 1915 by Tampella, a Finnish heavy industry manufacturer, and were used for local passenger duties. One of them, Vk3 No 489, is preserved at the Finnish Railway Museum.

Germany
Two Deutsche Bundesbahn (DB) 2-6-4T Class 66 locomotives, designed for fast goods train and passenger train service, were built in 1955 as part of the DB's Neubaulok construction programme. They were both withdrawn from service in 1968. One, DB 66 002, has been preserved at the Bochum-Dahlhausen Railway Museum. For the private TAG, which operated the railway line from Schaftlach to Tegernsee, the 2-6-4T steam locomotive TAG 8 was built in 1942, using wheels from DRG Class E 79. It was in service until 1970 and has been preserved in the Bavarian Railway Museum.

Sweden
SJ type SB with driving wheels 1.75 m diameter for passenger use, built Motala 1917, one preserved.

SJ type J with driving wheels 1.3 m diameter for mixed traffic use, built Atlas, Motala and Nohab, 1914–1918. Four preserved.

Switzerland
were built by SLM in 1913 for use on the Berne-Neuenberg railway. They were still in use at Basel in 1956. Of slightly British appearance, at that time they were used to transfer stock between the French and Swiss systems, the former having not yet been electrified.

New Zealand
The Ferrymead Railway in Christchurch, New Zealand has a gauge 2-6-4T locomotive that was in regular operation until taken off-line for boiler repairs around 2009. It was built by Baldwin Locomotive Works in 1901.

The Wf class of the New Zealand Government Railways was built between 1903 and 1928 and was a general purpose tank design. It was used all over New Zealand and identical locomotives were also in service as the Ds class of the Tasmanian Government Railways. Three Wf class locomotives survived in preservation:
 * Wf386, one of the engines used on the first Wellington to Auckland train, is preserved at Paekakariki.
 * Wf392 was sold to the Tasmanian Government Railways and used as a Ds class locomotive. Its boiler is on display at Don River Railway
 * Wf393 is preserved at Ferrymead Railway.
 * Wf403 is preserved at Nelson Railway Society.

South Africa
Between 1898 and 1900, the Pretoria-Pietersburg Railway (PPR) placed six 2-6-4T locomotives in service, built by Beyer, Peacock & Company. During the Second Boer War, they were first taken over by the Nederlandsche-Zuid-Afrikaansche Spoorwegmaatschappij (NZASM) and then by the Imperial Military Railways (IMR). After the war, they were taken onto the roster of the Central South African Railways (CSAR) and in 1912 they were assimilated into the South African Railways (SAR) as Class D.

In 1901, the CGR placed four 6th Class 2-6-2 Prairie tender steam locomotives in service, designed at the Salt River works of the CGR and built by Neilson, Reid & Company. During trials, it was found that they were inclined to be unsteady at speed and the locomotive design was therefore modified to a 2-6-4 wheel arrangement by replacing the trailing carrier wheels with a two-axle bogie. Another four locomotives incorporating this modification were ordered later in 1901 and delivered in 1902, the first tender locomotives in the world to be built with this wheel arrangement. The change in design resulted in a marked improvement in the locomotive's stability at speed and the first four locomotives were therefore also modified accordingly. In 1912, when they were assimilated into the SAR, these eight locomotives were all designated Class 6Z.

In 1902, the CGR placed two Type A Adriatic narrow gauge locomotive in construction service on the Avontuur branch, which was being built out of Port Elizabeth through the Langkloof. They were built by Manning Wardle and, at a width of 7 ft, they were the widest locomotives to see service on any of the 2 ft narrow gauge lines in South Africa.

United Kingdom
The first British examples of the 2-6-4T wheel arrangement were two locomotives built for the narrow-gauge Leek & Manifold Valley Light Railway in 1904. The first examples were the class 1B of the Great Central Railway, built in 1914.

Richard Maunsell of the South Eastern and Chatham Railway (SECR) designed the K class in 1914 for express passenger duties, and in 1925 introduced a three-cylinder variant K1 class for the Southern Railway. These locomotives proved to be unsteady at speed and, following the Sevenoaks railway accident in 1927, they were rebuilt as 2-6-0 tender locomotives. Maunsell did however use the type more successfully for his W class freight locomotives of 1930.

Between 1927 and 1947, the London, Midland and Scottish Railway (LMS) built nearly five hundred 2-6-4Ts for suburban passenger work to four similar designs (see LMS/BR Class 4 2-6-4T locomotives). The last of these, the LMS Fairburn, continued to be built by British Railways (BR) until 1951. Fairburn's LMS design also formed the basis of the very successful BR Standard Class 4, which continued to be produced until 1957.

Between 1946 and 1950, George Ivatt of the LMS also built eighteen examples of a very similar design at Derby Works, for use in Northern Ireland. These later became the Northern Counties Committee WT class.

A prototype of the London and North Eastern Railway (LNER) L1 class, designed by Edward Thompson, was built in 1945. The remaining 99 members of the class were built under British Railways administration during the period from 1948 to 1950.

United States
The Reading Company used 2-6-4T Adriatics for commuter service.

Model railroading
The Lionel Corporation used the 2-6-4 wheel arrangement in many of its model steam locomotives, including the 2037 used in the infamous pastel-coloured Girls' Train. Their 2-6-4 model was based on the Pennsylvania Railroad’s K4 class pacific, even though this was a 4-6-2 rather than a 2-6-4.

title: 2-6-4


text:
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 wheel arrangement is sometimes described as a Single, although this name could be used to describe any kind of locomotive with a single pair of driving wheels.

Equivalent classifications
Other equivalent classifications are:
 * UIC classification: 1A1 (also known as German classification and Italian classification)
 * French classification: 111
 * Turkish classification: 13
 * Swiss classification: 1/3

History
The 2-2-2 configuration appears to have been developed by Robert Stephenson & 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 & 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 & Company.

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.

Later UK developments
Sharp, Roberts & 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). John 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.

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.

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 and 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.

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.

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 & Company 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.

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.

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.

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.

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.

Preserved examples and replicas

 * A replica of Adler of 1835
 * A replica of North Star of 1837
 * A replica of Arend of 1839
 * A replica of Odin of 1846 (constructed at Roskilde roundhouse between 2004–2018)
 * LNWR No 1868 (formerly named Columbine) built 1845
 * The LNWR 2-2-2 3020 Cornwall built 1847
 * GS&WR Bury No. 36 of 1848, on display at Cork Kent railway station in Ireland
 * CVRR 2-2-2, Pioneer, built by the Union Works, Boston Massachusetts, 1851. Held by the Smithsonian
 * The East Indian Railway No. 22, also known as "Fairy Queen" is a 2-2-2T built in 1855 for the East Indian Railway. It still operates for them today, making it the oldest operating steam locomotive in the world in regular service.
 * BBÖ Class 12 locomotive of 1937
 * CP 1 - D Luiz I, a 2-2-2 locomotive, built by Beyer, Peacock & Company in 1862 for the Portuguese Royal Train. Currently is under major restoration at Entroncamento yard together with the Royal Train wagons.
 * OKa1 (Latvian Tk-235) in Railway Museum in Warsaw

title: 2-2-2


text:
0-4-4-0

In the Whyte notation for the classification of steam locomotive wheel arrangement, an 0-4-4-0 is a locomotive with no leading wheels, two sets of four driving wheels, and no trailing wheels. The arrangement is chosen to give the articulation of a locomotive with only the short rigid wheelbase of an, but with its weight spread across eight wheels, and with all the weight carried on the driving wheels; effectively a flexible. Articulated examples were constructed as Mallet, Meyer, BMAG and Double Fairlie locomotives and also as geared locomotives such as Shay, Heisler, and Climax types. A similar configuration was used on some Garratt locomotives, but it is referred to as. In the electric and diesel eras, the Bo-Bo is comparable and closest to the Meyer arrangement of two swivelling bogies.

Although rigid duplex locomotives were also constructed with pairs of driving axles and the 0-4-4-0 driven arrangement, these were intended for express passenger service and so were given overall arrangements with leading and trailing bogies for stability.

A few Mallet locomotives were built as 0-4-4-0 tender locomotives, mostly by Baldwin for narrow gauge lines, but all others were 0-4-4-0T tank locomotives. As one of the main goals of this arrangement was to place the most adhesion weight on the drivers, it was sensible to include the weight of coal and water with this.

Equivalent classifications
Other equivalent classifications are:
 * UIC classification: (also known as German classification and Italian classification) would be BB for a rigid duplex, but usually B′B for a Mallet locomotive or B′B′ for a Meyer or Fairlie.
 * French classification: 020+020
 * Turkish classification: 22+22
 * Swiss classification: 2×2/2

Development
The first four-wheeled double-bogie locomotives were built by Horatio Allen in 1832. These were four double-boilered locomotives built by the West Point Foundry in New York for the South Carolina Canal and Rail Road Company, the first of these named South Carolina. Although these had many of the features that would later become known as typical for Fairlies, the articulated bogies and the double boiler, the wheels of these bogies were not coupled and so they were instead of a wheel arrangement. The 'double boiler' in this case also meant two narrow boiler barrels side by side at each end, four in total, not just double-ended.

The first 0-4-4-0 locomotive was the, one of the contestants in the 1851 Semmering Trials. The Semmering railway was the world's first mountain railway and faced unprecedented gradients of 2.5%. This required the development of new techniques in locomotive design for which trials were held and the entrants used various forms of articulation in order to place the most useful power through their driving wheels. Seraing resembled what would become the double Fairlie design, with a double boiler and two articulated powered bogies beneath the frame.

After Semmering, some French engineers also experimented with duplex drive locomotives. Jules Petiet, designed some unsuccessful classes of rigid duplexes with an single-boiler but double-ended Crampton in 1862 and a class of twenty s in 1863. Thouvenot in 1863 produced an design which was closer to the Fairlie type, with a double boiler and swivelling bogies.

Meyer locomotives

The first Meyer locomotive, L'Avenir, was built in 1861 and was also derived from a Semmering Trials design, the. This had a similar arrangement of two power bogies to Seraing, but a conventional single boiler. Meyer first used compounding and so the cylinders were placed at the inner end of the bogies, where the intermediate pressure pipework between them could be kept shorter.

The need to place the boiler above the bogies limited the depth of the firebox. W. G. Bagnall worked around this by using their own boiler design with an internal firebox within the circular shell.

Fairlie examples

A decade after Seraing, Robert Fairlie revived the concept and was granted a patent for his design in 1864. It is not known how aware Fairlie was of the other European attempts. Placing the cylinders at the outer ends of the power bogies left a space between them and allowed depth for a conventional firebox, grate and ashpan.

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

Survivors
There are five examples of surviving Fairlie 0-4-4-0T locomotives on the Ffestiniog Railway. Two of these are survivors from the original 19th century line; Merddin Emrys is still in service. Three were built new during the preservation era, the latest James Spooner, was completed in 2023.

Josephine, a Vulcan Foundry-built Double Fairlie, built in 1872 for the Dunedin and Port Chalmers Railway Company, survives as a static exhibit in Dunedin, New Zealand.

Péchot-Bourdon locomotives
These were a small Fairlie in all but name, with a few differences to allow a French patent to be granted in 1887. They were employed over short distances in French military railways.

Mallet locomotives

The most numerous 0-4-4-0 locomotives were the Mallet design. These are articulated compound locomotives. The rear wheels and cylinders were fixed to the frames, as for a conventional locomotive. The front set formed a bogie that was pivoted at its rear and supported the front of the boiler on a sliding pad. As a compound, the lower pressure cylinders were always the swivelling bogie, as this only required the lower intermediate pressure to be passed through the pivoting steam pipe. The first of these was for a Decauville light railway in 1887. Like the Fairlies, these were intended for narrow gauge lines built with tight curves. The most numerous 0-4-4-0T and 0-4-4-0TT Mallets were small locomotives of 600 mm and gauge built for the Javan sugar plantations in the 1900s and 1910s by companies like Orenstein & Koppel and the Dutch Du Croo & Brauns, some of which were still operating into the 21st century.

Switzerland persisted with the 0-4-4-0T and 0-4-4-0 types and in the 1890s J.A. Maffei built classes of each for the standard gauge Swiss Central Railway.

The Mallet type developed and outgrew the original wheel arrangement, particularly in the USA, also gaining tenders and often being simple expansion engines rather than compounds.

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

From 1911, Italian State Railways built at least twelve gauge Mallets as the  class. These were used on the until the end of the 1920s, when they were relocated to Italian colonies in Eritrea.

title: 0-4-4-0


text:
Talk:Shorashim (disambiguation)

Vote to delete:Keep
For a December 2004 deletion debate over this page see Votes for deletion/Shorashim

A suggestion by Jfdwolff that this document is (vfd, much too esoteric for its own page) is crazy. I have spent a good four hours trying to research this information on the web. It clearly is not easily available, especially to a non-hebrew reader, or one without access to Rambam's writings. I haven't even been able to find a definitive list anywhere.

Wikipedia is intended to be an encyclopedia! and as such, it is reasonable to be able to look up stuff like this. I'm sorry Jfdwolff has no interest in knowledge for its own sake, or wants to hide information from people who are earnestly interested.

Jfdwolff is a Dutch doctor. maybe people should just randomly decide articles written by Jfdwolff are too "dutch" or to "medicine" oriented. Clearly, I'm upset by the arbitrary nature of this vfd and I object to the tagging of an article in this way. Perhaps Jfdwolff can justify the opinion expressed. Unsigned by User:152.131.9.69

 * You can discuss this on Vfd. You can use Wikipedia for everything, such as a point-to-point analysis of the Remak's Tomer Devorah, your record collection, a list of all instances where the Raavad disagrees with the Rambam in the Yad etc etc. We have to draw a line what kind of information merits inclusion.
 * You aggressive response is totally unwarranted. If you had closely read my proposal, my suggestion was actually to merge this with 613 mitzvot rather than outright deleting it.
 * We also don't do personal attacks here. JFW | T@lk  01:15, 21 Dec 2004 (UTC)

If we don't do personal attacks, then why did you attack my work by asserting it was too esoteric? Anyway, I certainly didn't intend for any attack of you personally. I merely used information that was publically available to show how frustrated I was that you just arbitrarily wanted to delete all my hard work. Oh, and I re-read what I wrote, perhaps I was harsh in expressing that Jfdwolff wanted to hide information or just had no interest in information for its own sake. This is the only reason I could come up with that the suggestion to delete all my hard work was brought up. I apologize if this was seen as a personal attack.

(not an attack): Jfdwolff assumed I had any idea what a Vfd is. I didn't even see the page you made your suggestion on until today when I came back and saw your response. I am admittedly a newbie, but this encyclopedia software isn't just a simple wiki.

Now that I see you want to just merge it with 613 mitzvot, I have no objection. Perhaps you can help me find the rest of the shorashim? I started the page because I wanted the information, and it wasn't available on the 613 page. It also would be nice to link to these rules from a page on Hermeneutics.

 * I did not attack your work. Esoteric is not a slur when employed properly. If you had read my user page, you would have seen that I have more expertise in Judaism articles than deduced from the line "Dutch doctor".
 * The VFD warning is really not ambiguous. Links to the deletion policy are abundant.
 * As stated, I do feel that the shorashim are encyclopedic on the 613 mitzvot page. When I'm home I'll get the Sefer ha-Mitzvoth and condense the shorashim.
 * This page should really redirect to shoresh, and that page should primarily deal with the Hebrew grammatical phenomenon. The Albo material is probably best merged with Jewish principles of faith. JFW | T@lk  14:01, 22 Dec 2004 (UTC)

If you would condense (and verify) my recording of the 14 Shoreshim I would appreciate it. I tried to be as accurate as I could be with what found, but some of it was confusing and possibly contradictory. I have reached the limit of what I can find from google and web searches. I ran into Albo's stuff because it came up as part of my searching. As I stated earlier, where the information ultimately ends up is not as important as that the information available.

If you think Albo's stuff needs to move, feel free to put it there.

 * I'm almost done checking the remaining ones. The Sefer ha-Mitzvoth is on my desk, but I'm late for work :-(. JFW | T@lk  08:40, 23 Dec 2004 (UTC)

I'm not sure what to do about this. I was willing to merge the document, but simply asked that it be completed before it is merged. Jfdwolff is clearly able to help complete the document, by his own admission, however I assume the press of other work has been more compelling. I have waited almost 10 months for the information, checking on a regular basis, but I don't really have any recourse. If I could complete it myself, I would have, but alas, the Sefer Ha-mitzvoth is not transcribed on the 'net in any location I have found. I suppose patience is the only virtue I can practice at this time. Unsigned by User:152.131.9.69

 * Please email me in a few weeks. I totally forgot to complete this list, but the Sefer ha-Mitzvoth is in a box somewhere and I won't be able to get to it until the end of the month. I'm sorry. JFW | T@lk  07:29, 7 September 2005 (UTC)

title: Talk:Shorashim (disambiguation)


text:
James Henry Hackett

James Henry Hackett (March 15, 1800 – December 28, 1871) was an American actor.

Hackett was born in New York City. He entered Columbia College in 1815 but withdrew. He then studied law privately. In 1818, he became a wholesale clerk in a grocery firm in New York. In 1819, he married Catherine Leebuff, a young actress. After an unsuccessful entry into business, he went on the stage in March 1826 playing the role of Justice Woodcock in Love of a Village. He played opposite his wife in the play. He soon established a reputation as a player of eccentric character parts. The next year, he played at the Covent Garden in London with success. He traveled back and forth between the United States and Britain, achieving a reputation in the works of Shakespeare, particularly Falstaff. In 1834 he commissioned a play from writer John Neal to suit his strength with eccentric characters but rejected the comedy upon receipt.

As a manager and impresario, he is remembered, among other things, for having engaged the troupe of Italian opera singers who formed the nucleus of the first season (1854–55) of the Academy of Music in New York City. After that, he appeared only rarely on the public stage. He was the author of Notes and Comments on Shakespeare (1863).

He was the father of Recorder John K. Hackett and actor James Keteltas Hackett.

Hackett died on December 28, 1871, in Jamaica, Long Island, New York.

title: James Henry Hackett


text:
Wikipedia:Articles for deletion/The Dover Company

The Dover Company was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was DELETE

Borders on patent nonsense. The IPs responsible have a history of vandalism. RadicalSubversiv E 23:43, 20 Dec 2004 (UTC)

 * Delete this nonsense. Dbenbenn 00:00, 21 Dec 2004 (UTC)
 * Delete --Wikimol 08:50, 21 Dec 2004 (UTC)
 * Delete. Nonsense. Jayjg 22:44, 21 Dec 2004 (UTC)
 * Delete. Now a redir but a useless one, anyone searching for Dover Corporation will find that article directly (and in any case that article is up for deletion too). No useful history. As this was validly listed here, it can be deleted here rather than wasting more time on redirects for deletion. Andrewa 20:29, 24 Dec 2004 (UTC)

This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
Wikipedia:Articles for deletion/The Schluedenkopf Family

The Schluedenkopf Family was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was DELETE

Borders on patent nonsense. The IPs responsible have a history of vandalism. RadicalSubversiv E 23:44, 20 Dec 2004 (UTC)

 * Delete this nonsense. Dbenbenn 23:59, 20 Dec 2004 (UTC)
 * Delete --Wikimol 08:50, 21 Dec 2004 (UTC)
 * Delete. Nonsense. Jayjg 22:44, 21 Dec 2004 (UTC)
 * Delete. Unverified, probable nonsense by a series of IPs, possibly the same person, and at least one of them seems to be one of our long-standing vandals. Andrewa 20:16, 24 Dec 2004 (UTC)

This page is now preserved as an archive of the debate and, like some other VfD subpages, is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text:
Sé (Angra do Heroísmo)

Sé is a parish in the municipality of Angra do Heroísmo on the island of Terceira in the Azores. The population in 2011 was 955, in an area of 1.65 km². It is one of the smallest parishes in Angra do Heroísmo.

History
Designated the island of Jesus Christ (Ilha de Jesus Cristo), at the time of its discovery and exploration by Portuguese navigators: the settlement of Terceira began around 1450, when it was conceded to the Fleming Jácome de Bruges, by Infante D. Henrique. The first settlers to the island disembarked in the areas of Porto Judeu and Pria, and slowly extended throughout the island.

In the hilltop of Monte Brasil is the Fort of São João Baptista (also known as the Fort of São Filipe), built at the beginning of the era of Castilian occupation of the archipelago. It was constructed with the intention of being a potent fortress, to guard the riches and circulation of European shipping into the Americas. This castle, with its high walls and grande scale, was constructed from the middle of the 16th century and first half of the following century. During the period of the Portuguese Restoration War, which began with the revolution of 1 December 1640, and ended with the peace of 1668, forces loyal to the Spanish resisted the Portuguese. It was only two years later, in 1642, that the Spanish rendered and the city of Angra were, in fact, freed.

The name Sé came from the topological name for the religious administrative territory governed by the diocesan cathedral in Angra: Sé is the location of the only cathedral in the archipelago of the Azores.

Geography
Situated on the island of Terceira, the civil parish of Sé, along with the surrounding parishes constitute the city of Angra do Heroísmo, seat of the municipality.

Economy
Many of the economic activities in the parish are related to commerce and service sectors, since the island is a primary destination for tourism.

Civic

 * Episcopal Palace of Angra do Heroísmo (Paço episcopal de Angra do Heroísmo), former 16th century manorhouse, used as the residence of the Bishop of Angra over the centuries, eventually converted and reused in the public sector.

Religious

 * Sé Cathedral (Sé Catedral de Angra do Heroísmo), built after 1570, over the ruins of the 15th century Church of the Divino Salvador, which were severely damaged. Destroyed by violent earthquakes, in the 18th century the Sé of Angra was reconstructed in accord with the Mannerist principals of the 16th century. Its main facade included two two-story bell-towers, linked by a pediment with central clock and iron cross.

title: Sé (Angra do Heroísmo)


text:
Wikipedia:Categories for deletion/Liberal leaders

Category:Liberal leaders and all subcategories
There was recently a consensus to delete Category:Liberal leaders in the United States, which is archived at Wikipedia:Categories for deletion/Category:Liberal leaders in the United States. Based on that consensus, I started deleting the similar categories (Category:Liberal leaders in Albania, Category:Liberal leaders in Sweden, etc.), but I think I was too hasty. So for the record, should Category:Liberal leaders exist? Should any of its subcategories exist? (Please see the archived discussion of Liberal leaders in the United States for cogent arguments for and against.)

 * Delete all for reasons given above   – Quadell (talk) (help)   22:26, Sep 26, 2004 (UTC)
 * Delete. (Although don't delete Category:Leaders of the British Liberal Party, which is different). john k 00:20, 27 Sep 2004 (UTC)
 * Delete. [[User:Neutrality|Neutrality (talk)]] 02:40, Sep 27, 2004 (UTC)
 * Delete some, keep some. Please note that unlike the United States of America, some countries in the world, Liberal is not synonymous with liberal. Particularly, in countries of the British Commonwealth, there are politcal parties following the form of Britain of the last century, where there were a Liberal Party and a Conservative Party, neither of which are definitively liberal or conservative. The category Liberal leaders should not be deleted but a clarifying note should be added that this category is only for leaders of Liberal Parties. And the only subcategories should be of party leaders of actual Liberal parties, and not non-NPOV opinons of what the political views of political leaders are. For instance, Category:Liberal leaders in Canada is a category for leaders of the Liberal Party in Canada Liberal Party of Canada. See liberal party for more info. I don't recall the US ever having a Liberal Party... however the British Liberals are often called the whigs and there was an American political party by that name. Big-L and small-l liberal are two different sets and in some countries may even be disjoint. In New Zeleand, at one point the Liberal Party was more conservative than the conservative party (the National Party). 132.205.15.42 17:26, 27 Sep 2004 (UTC)
 * You make some good points, but please sign in for your vote to be counted.   – Quadell (talk) (help)   16:05, Sep 29, 2004 (UTC)
 * Delete all those listed and where appropriate, move contents to category with better names. There should only be categories for leaders of actual parties. There should not be a general category of Category:Liberal leaders as there is generally no connection between the Liberal parties that exist in various countries and no reason they should be grouped together into a category. The party should be clearly identified in the category name. Thus Category:Leaders of the Liberal Party of Canada is better than Category:Liberal leaders in Canada. older ≠ wiser 18:53, 27 Sep 2004 (UTC)
 * Delete all. Postdlf 21:56, 27 Sep 2004 (UTC)
 * Why all? As others have noted, the category Category:Liberal leaders in Canada is a completely NPOV categorisation referring to an actual, existing party.  --Saforrest 00:02, Oct 1, 2004 (UTC)

 * Delete all categories which do not correspond to actual parties. There is no point having a category if there is no guiding ideology between these parties, and there is little in common between, say, the Liberal Party of Canada, a centre-leftist party, and the Liberal Party of Australia, an (apparently) right-wing one.  --Saforrest 00:02, Oct 1, 2004 (UTC)
 * Keep. Not beeing too informed about this Category-system, I nevertheless feel that if there is a reason to have any category with leaders for political parties and/or ideologies, then Liberal, Conservative and Socialist parties can not be excluded on the basis that some of them or their opponents may find the lable belittling. On the other hand, these categories must be used in accordance with established usage in each of the respective nations, and can't be applied just since some visible media figures refuse to make distinctions that are made by most others. /Tuomas 11:47, 3 Oct 2004 (UTC)