"GM has an industry-leading truck franchise and industry-leading electrification capabilities," Barra said.
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Through Convoy, another leading truck brokerage app, requests for detention payment is automatic, but tops out at $40 an hour for five hours of waiting, or $200 maximum.
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Finicum, who was driving the leading truck, sped off in a short pursuit with law enforcement that ended when he swerved off the road to avoid a police barricade and was shot by troopers.
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Analysts said its fight for a slice of the more than $700 billion U.S. companies spend on trucking each year could pose a long-term threat to leading truck brokers like C.H. Robinson Worldwide and United Parcel Service.
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The company's products are now in 225 car and truck models, and Nvidia's recent partnerships with Bosch, the world's biggest auto supplier, and Paccar, a leading truck manufacturer, show the company making definitive forays into the autonomous vehicle space.
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All examples of this type are cab forwards. Normally, the leading truck sits under the smokebox and the trailing truck under the firebox. On a cab-forward, the leading truck supports the firebox and the trailing truck and smokebox are at the rear next to the tender. A 4-8-8-2 is effectively a 2-8-8-4 that always runs in reverse.
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A remoter descendant, Conrad Dietrich Magirus, founded in 1866 a business to manufacture fire fighting equipment which grew to become, during the first half of the twentieth century, one of Germany's leading truck producers.
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Such a truck was first patented in the United Kingdom by Levi Bissell in May 1857. In 1864, William S. Hudson, then the superintendent of Rogers Locomotive and Machine Works, patented an equalized leading truck that was able to move independently of the driving axles. This equalized suspension worked much better over the uneven tracks of the day. The first locomotive built with such a leading truck was likely completed in 1865 for the New Jersey Railroad and Transportation Company as their number 39.
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It was powered by a naturally aspirated eight cylinder engine rated at . Some had the Batz truck originally developed by the Atchison, Topeka and Santa Fe Railway as a leading truck for steam locomotives. 548 VO-1000s were built.
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Logo of Bandag. On 5 December 2006, Bridgestone Americas and Bandag Inc. announced a merger agreement whereby Bridgestone would acquire Muscatine, Iowa-based Bandag, Inc., a leading truck tyre re-treader that was founded in 1957 and had over 900 franchised dealers worldwide at the time.
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Under the Whyte notation for the classification of steam locomotives, 2-12-2 represents the wheel arrangement of two leading wheels on one axle (usually in a leading truck), twelve powered and coupled driving wheels on six axles, and two trailing wheels on one axle (usually in a trailing truck).
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A Württemberg K locomotive, an example of this wheel arrangement. Under the Whyte notation for the classification of steam locomotives, 2-12-0 represents the wheel arrangement of two leading wheels on one axle (usually in a leading truck), twelve powered and coupled driving wheels on six axles, and no trailing wheels.
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Great Northern Railway 2-8-8-0 Class N-1 locomotive, built at the Baldwin Locomotive Works in August 1912. 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.
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Under the Whyte notation for the classification of steam locomotives, ' 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 Mastodon' and sometimes as the Twelve-wheeler.
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The wheel arrangement for the Z21 class was 2-6-0. Under the Whyte notation for the classification of steam locomotives, 2-6-0 represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, six powered and coupled driving wheels on three axles and no trailing wheels. This arrangement is commonly called a Mogul.
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Norris built the Lafayette for the Baltimore and Ohio Railroad the following year based on plans of the George Washington. Named after the Revolutionary War hero Marquis de Lafayette, this new 4-2-0 engine was the B&O;'s first locomotive to feature a leading truck and may have been the first standardized production model locomotive in the entire world.
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Under the Whyte notation for the classification of steam locomotives, ' represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, six powered and coupled driving wheels on three axles and no trailing wheels. This arrangement is commonly called a Mogul'.White, John H., Jr. (1968). A history of the American locomotive; its development: 1830–1880.
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William L. Grout (1833-1908) was an U. S. industrialist and pioneer manufacturer of sewing machines and automobiles. In 1876 he started, together with Thomas H. White, the White Sewing Machine Company in Cleveland, Ohio. The company was founded with a joint capital of $400 which he brought in. Later, White began building steam and gasoline automobiles and became a leading truck manufacturer for decades.
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LNER Class V2 4771 Green Arrow showing pony truck in front of cylinders and driving wheels A pony truck in railway terminology, is a leading truck with only two wheels. Its invention is generally credited to Bissell, who devised one in 1857 and patented it the following year. Hence the term Bissel bogie, Bissel truck, or Bissel axle is used in continental Europe. In the UK, the term is Bissell truck.
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The leading wheels (boxed) on a 4-6-2 locomotive The leading wheel or leading axle or pilot wheel of a steam locomotive is an unpowered wheel or axle located in front of the driving wheels. The axle or axles of the leading wheels are normally located on a leading truck. Leading wheels are used to help the locomotive negotiate curves and to support the front portion of the boiler.
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The CSD ordered three Class 486.1 1’D2’-h3 (2-8-4) locomotives, based on the three-cylinder Class 114 locomotive of the Austrian Federal Railways (BBÖ). This hand-fired locomotive had a Krauss-Helmholtz leading truck and the diameter of its coupled wheels was . Its total weight in working order was 107.6 tons, of which 63.9 tons were adhesive weight. All three cylinders were of bore with a stroke.
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The Mason Bogie was still, though, plagued by one of the biggest problems of the Fairlie - the jointed steam pipes to the driven truck leaked far too much steam. Mason eventually changed to a different scheme, in which the pivot point for the leading truck became a hollow ball joint through which the live steam for the cylinders passed.William Mason, Improvement in Locomotive Truck Engines, , granted Oct. 20, 1874.
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For the , Jervis introduced a four-wheel leading truck under the locomotive's smokebox. It swiveled independently from the main frame of the locomotive, in contrast to the English engines which had rigid frames. The pistons powered a single driving axle at the rear of the locomotive, just behind the firebox. This design resulted in a much more stable locomotive which was able to guide itself into curves more easily than the .
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An 0-4-4-0 of the metre gauge C. de F. de Madagascar. Baldwin Locomotive Works #44609, built December, 1916. In the Whyte notation for the classification of steam locomotive wheel arrangement, a 0-4-4-0 is a locomotive with no leading truck, two sets of four driving wheels, and no trailing truck. Examples of this type were constructed as Shay, Heisler, Climax, Mallet, Meyer, BMAG and Double Fairlie locomotives.
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Gladstone at the National Railway Museum, York Accessed 22 December 2006. A single leading axle (known as a pony truck) increases stability somewhat, while a four-wheel leading truck is almost essential for high-speed operation. The highest number of leading wheels on a single locomotive is six, as seen on the 6-2-0 Crampton type and the Pennsylvania Railroad's 6-4-4-6 S1 duplex locomotive and 6-8-6 S2 steam turbine.
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Dripps wasn't too sure that the locomotive would prove effective on American railroads, and his reservations turned out to be correct. The locomotive's tractive effort was not sufficient for long term or heavy work. With only one driving axle and three unpowered leading axles, too much of the locomotive's weight was distributed over the unpowered lead three axles. Almost a century passed before a six-wheel leading truck was used again, on the PRR S1 and S2.
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The railroads noted their increased pulling power, but also found that their rather rigid suspension made them more prone to derailments than the locomotives of the day. Many railroad mechanics attributed these derailments to having too little weight on the leading truck. The first true 2-6-0s were built in the early 1860s, the first few being built in 1860 for the Louisville and Nashville Railroad. The new design required the utilisation of a single- axle swivelling truck.
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Cooper is also responsible for developing in 1894, a system of calculations and standards for the safe loading of railway bridges. Cooper's loading system was based on a standard of E10, meaning a pair of 2-8-0 type steam locomotives, pulling an infinite number of rail cars. Each locomotive was given an axle loading of for the driving axles, for the leading truck, and for the tender trucks. Each trailing rail car was given an axle loading of of track.
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A 4-4-4-4 steam locomotive, in the Whyte notation for describing locomotive wheel arrangements, has a four-wheel leading truck, two sets of four driving wheels, and a four-wheel trailing truck. While it would be possible to make an articulated locomotive of this arrangement, the only 4-4-4-4s ever built were duplex locomotives--with two sets of cylinders driving two sets of driven wheels in one rigid frame, essentially a 4-8-4 with divided drive.
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Under the Whyte notation, a 2-8-4 is a steam locomotive that has one unpowered leading axle, usually in a leading truck, followed by four powered and coupled driving axles, and two unpowered trailing axles, usually mounted in a bogie. This locomotive type is most often referred to as a Berkshire, though the Chesapeake and Ohio Railway used the name Kanawha for their 2-8-4s. In Europe, this wheel arrangement was mostly seen in mainline passenger express locomotives and, in certain countries, in tank locomotives.
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Under the Whyte notation for the classification of steam locomotives, ' represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, eight powered and coupled driving wheels on four axles, and no trailing wheels. In the United States and elsewhere, this wheel arrangement is commonly known as a Consolidation', after the Lehigh and Mahanoy Railroad’s Consolidation, the name of the first 2-8-0.White, John H., Jr. (1968). A history of the American locomotive; its development: 1830-1880.
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ALCO-built 2-6-6 suburban tank locomotive of the New York Central and Hudson River Railroad. In the Whyte notation for describing steam locomotive wheel arrangement, a 2-6-6 is a locomotive with a two-wheeled leading truck, six driving wheels, and a six-wheeled trailing truck. All the locomotives produced of this arrangement have been tank locomotives, and the vast majority in the United States. It was a popular arrangement for the larger Mason Bogies, as well as some of the largest suburban tank locomotives.
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Under the Whyte notation for the classification of steam locomotives by wheel arrangement, the is a Garratt articulated locomotive. The wheel arrangement is effectively two 2-8-0 locomotives operating back to back, with the boiler and cab suspended between the two power units. Each power unit has a single pair of leading wheels in a leading truck, followed by four coupled pairs of driving wheels and no trailing wheels. Since the 2-8-0 type is sometimes known as a Consolidation, the corresponding Garratt type could be referred to as a Double Consolidation.
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They did not require high speed or long range, so had no need for a leading truck or the greater coal capacity of a tender. Other than this though, they were quite distinct. The first example was the Great Central Railway Class 8H of 1907. These were designed for hump shunting and so required high tractive effort, good adhesion and traction for starting from rest. Although developed from the 8A tender class, and having some interchangeable parts in their running gear, they also had three cylinders rather than two.
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These inside cylinders' main rods were connected to a rear crank axle with a connecting rod between the two axles to power the front axle. Due to poorer quality track than was the norm in its native England, the locomotive had much trouble with derailment; the C&A;'s engineers added a leading truck to help guide the engine into curves. The leading truck's mechanism necessitated the removal of the coupling rod between the two main axles, leaving only the rear axle powered. Effectively, the John Bull became a 4-2-0.
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Under the Whyte notation for the classification of steam locomotives by wheel arrangement, is an articulated locomotive using a pair of power units back to back, with the boiler and cab suspended between them. The 2-6-2 wheel arrangement has a single pair of leading wheels in a leading truck, followed by three coupled pairs of driving wheels and a pair of trailing wheels in a trailing truck. Since the 2-6-2 type was often called the Prairie type, the corresponding Garratt and Modified Fairlie types were usually known as a Double Prairie.
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Jervis' first steam locomotive design was the DeWitt Clinton while working as chief engineer for the Mohawk and Hudson Railroad in 1831. The following year he built the Experiment (later renamed the Brother Jonathan), the first steam locomotive with a leading bogie, a four-wheel leading truck that guides the locomotive into curves. This 4-2-0 locomotive, which had two powered driving wheels on a rear axle underneath the locomotive's firebox, became known as the Jervis type. The Mohawk & Hudson Rail Road began operating the 4-2-0 in 1832.
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Under the Whyte notation for the classification of steam locomotives by wheel arrangement, a is an articulated locomotive using a pair of power units back to back, with the boiler and cab suspended between them. The 2-8-2 wheel arrangement has a single pair of leading wheels in a leading truck, followed by four coupled pairs of driving wheels and a pair of trailing wheels in a trailing truck. Since the 2-8-2 type was known as Mikado, the corresponding Garratt and Modified Fairlie types were usually known as Double Mikado.
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Peloton's system includes connection of each individual truck to a cloud-based monitoring and management system, which they refer to as the Network Operations Center (NOC). The NOC is designed to monitor individual truck safety and geofence the use of the platooning system by approving the linking of pairs of trucks in specific order only on suitable roads under appropriate weather, vehicle and traffic conditions. Peloton's version of truck platooning operates at SAE Automation Level 1, where drivers in both vehicles continue to steer while the following driver's acceleration and braking is automated to immediately mimic the actions of the leading truck.
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475 Even though, at the time, the wide-firebox Mikado had much more potential as far as speed is concerned, the Norfolk and Western Railway opted for the class M 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 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 .
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Since the space between the main frame is also narrow, cast-steel cross beams were inserted between the main frame and the rear frame, which gave more space to install the firebox. This was the first time this technique was used by a Japanese manufacturer. Despite having a very long wheelbase, the Class 900 could pass through curves of radius. To accomplish this, the leading truck was given a movement range of to each side, the first set of drivers had a lateral movement range of , and the flanges of the third set of drivers were narrower than the others.
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The Baldwin VO-1000 is a diesel-electric locomotive (switcher) built by Baldwin Locomotive Works between January 1939 and December 1946. The units were powered by a normally aspirated eight-cylinder diesel engine rated at , and rode on a pair of two-axle trucks in a B-B wheel arrangement. These were either the AAR Type-A switcher trucks, or the Batz truck originally developed by the Atchison, Topeka and Santa Fe Railway as a leading truck for steam locomotives. 548 examples of this model were built for American railroads, including examples for the Army and Navy.
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A USRA standard 2-8-8-2. A 2-8-8-2, in the Whyte notation for describing steam locomotive wheel arrangements, is an articulated locomotive with a two-wheel leading truck, two sets of eight driving wheels, and a two-wheel trailing truck. The equivalent UIC classification is, refined to Mallet locomotives, (1'D)D1'. These locomotives usually employ the Mallet principles of articulation—with the rear engine rigidly attached to the boiler and the front engine free to rotate—and compounding. The 2-8-8-2 was a design largely limited to American locomotive builders.
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Under the Whyte notation for the classification of steam locomotives by wheel arrangement, the is a Garratt articulated locomotive. The wheel arrangement is effectively two 2-4-2 locomotives operating back to back, with the boiler and cab suspended between the two power units. Each power unit has a single pair of leading wheels in a leading truck, followed by two coupled pairs of driving wheels, with a single pair of trailing wheels in a trailing truck. Since the type is sometimes known as a Columbia, the corresponding Garratt type could be referred to as a Double Columbia.
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The locomotive was basically an 0-6-0 but the axle load was lightened by the addition of a leading truck and to accommodate this the frames and footplate were extended forward by a couple of feet or so. It was, to the eye, a Tram-type locomotive. In due time the side-skirting was removed, only the deep, almost enclosed cab steps and the fixing points giving a clue as to it ever being there. The locomotive was subsequently rebuilt, the cab was enlarged and fitted with new steps, a Belpaire firebox and a flat-topped dome fitted.
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Carl Setzer, a native of Cleveland, Ohio, first came to China in 2004 after graduating from college in Alabama, at the behest of some fellow graduates doing missionary work there.Sinica, at 5:00 He worked at Dongfeng Motor, the country's leading truck manufacturer, in the Hubei city of Shiyan, for a year. There he met and befriended Liu Fang, a Shandong native, before returning to the U.S. for graduate study at the University of Pittsburgh, after which he went to work in Taiwan.Sinica, at 6:20 In 2008 he returned to China, setting up the Beijing office of an American information technology firm.
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Cantilevering the weight of the firebox and the locomotive crew behind the driving axle placed more weight on the driving axle without substantially reducing the weight on the leading truck. However, Norris's design led to a shorter wheelbase, which tended to offset any gains in tractive force on the driving axle by reducing the locomotive's overall stability. A number of Norris locomotives were imported into England for use on the Birmingham and Bristol Railway since, because of the challenges presented by the Lickey Incline, British manufacturers declined to supply. Once steel became available, greater rotational speeds became possible with multiple smaller coupled wheels.
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PRR Class M1 The was most popular on the North American continent. When the 4-6-2 Pacific fleets were becoming over-burdened as passenger trains grew in length and weight, the first North American locomotives were built by the American Locomotive Company (ALCO) for the Chesapeake and Ohio Railway (C&O;) in 1911. It is possible that the "Mountain" name was originated by C&O;, after the Allegheny Mountains where their first locomotives were built to work. ALCO combined the traction of the eight-coupled 2-8-2 Mikado with the excellent tracking qualities of the Pacific's four-wheel leading truck.
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In the late 1870s, only 11 of the 82 goods locomotives in service on the Southern and Western lines of the New South Wales Government Railways had a leading truck. The balance had a wheel arrangement of 0-6-0. To provide a more suitable locomotive for use over the 8 chain (161 m) radius curves of the Blue Mountains line, it was decided to incorporate a Bissell pony truck on an improved version of the A93 class. Beyer, Peacock and Company prepared a design which was considered to be in advance of British contemporary practice.
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Under the Whyte notation for the classification of steam locomotives, represents the wheel arrangement of an articulated locomotive with two separate swivelling engine units, arranged back to back with the boiler and cab suspended between them. Each engine unit has two leading wheels in a leading truck, six powered and coupled driving wheels on three axles and no trailing wheels. The arrangement is effectively two locomotives operating back-to-back and was used on Garratt and Kitson-Meyer articulated locomotives. Since the 2-6-0 type was often known as a Mogul, the corresponding Garratt type was usually known as a Double Mogul.
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The train was powered by a single spark-ignited distillate-burning engine built by the General Motors subsidiary Winton Engine Corporation driving a generator that powered two traction motors on the leading truck of the power car. The two passenger coaches each had a capacity of 60 people; the last coach also included a small galley at the rear end to prepare meals that were served at passengers' seats. Original livery consisted of Armour Yellow sides with a Leaf Brown nose, roof, rear, and lower panels, with red striping separating the two main colors. The nose was subsequently painted Armour Yellow consistent with other early Union Pacific streamliners.
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Southern Pacific Railroad's AC-4 (meaning Articulated Consolidation) class of steam locomotives was the first class of 4-8-8-2 cab forward locomotives. They were intended to improve on the railroad's MC (Mallet-Consolidation) class 2-8-8-2 locomotives with a larger firebox, hence, the four-wheel leading truck (instead of the two-wheel). The AC-4s were the first SP Mallets built for simple expansion. Baldwin Locomotive Works built them in August through October 1928 with a maximum cutoff of 70%, so tractive effort was rated at ; a few years later, limited cutoff was dropped and calculated tractive effort increased to .
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A 2-4-6-2 steam locomotive, in the Whyte notation for describing locomotive wheel arrangements, has a two-wheel leading truck, one set of four driving wheels, one set of six driving wheels, and a two-wheel trailing truck. Other equivalent classifications are: UIC classification: 1BC1 (also known as German classification and Italian classification) French classification: 1231 This most unusual wheel arrangement was only ever used on a duplex locomotive type. Ten 2-4-6-2 (151A) compound locomotives were built in 1932 for the Paris-Lyons-Marseilles Railway (P.L.M.) to haul heavy freight trains on the 0.8% grade between Les Laumes and Dijon.
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These numbers typically represented the number of unpowered leading wheels, followed by the number of driving wheels (sometimes in several groups), followed by the number of un-powered trailing wheels. For example, a yard engine with only 4 driven wheels would be categorised as a wheel arrangement. A locomotive with a 4-wheel leading truck, followed by 6 drive wheels, and a 2-wheel trailing truck, would be classed as a . Different arrangements were given names which usually reflect the first usage of the arrangement; for instance, the "Santa Fe" type () is so called because the first examples were built for the Atchison, Topeka and Santa Fe Railway.
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While this plan placed more of the locomotive's weight on the driving axle, it reduced the weight on the leading truck which made it more prone to derailments. One possible solution was patented in 1834 by E.L. Miller and used extensively by Matthias W. Baldwin. It worked by raising a pair of levers to attach the tender frame to an extension of the engine frame, which transferred some weight from the tender to the locomotive frame and increased the adhesive weight. An automatic version was patented in 1835 by George E. Sellers and was used extensively by locomotive builder William Norris after he obtained rights to it.
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The Pennsylvania Railroad's class S2 was a steam turbine locomotive designed and built in a collaborative effort by Baldwin Locomotive Works and Westinghouse Electric & Manufacturing Company, as an attempt to prolong the dominance of the steam locomotive by adapting technology that had been widely accepted in the marine industry. One was built, #6200, delivered in September 1944. The S2 was the sole example of the 6-8-6 wheel arrangement in the Whyte notation, with a six-wheel leading truck, eight driving wheels, and a six- wheel trailing truck. The S2 used a direct-drive steam turbine provided by the Westinghouse Electric & Manufacturing Company, geared to the center pair of axles with the outer two axles connected by side rods; the fixed gear ratio was 18.5:1.
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The Union Pacific Big Boy is a type of simple articulated 4-8-8-4 steam locomotive manufactured by the American Locomotive Company (ALCO) between 1941 and 1944 and operated by the Union Pacific Railroad in revenue service until 1959. The 25 Big Boy locomotives were built to haul freight over the Wasatch mountains between Ogden, Utah, and Green River, Wyoming. In the late 1940s, they were reassigned to Cheyenne, Wyoming, where they hauled freight over Sherman Hill to Laramie, Wyoming. They were the only locomotives to use a 4-8-8-4 wheel arrangement: four-wheel leading truck for stability entering curves, two sets of eight driving wheels and a four-wheel trailing truck to support the large firebox.
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In the Whyte notation for describing steam locomotive wheel arrangement, a 2-8-6 is a locomotive with a two-wheel leading truck, eight driving wheels, and a six-wheel trailing truck. All 2-8-6 locomotives constructed have been 2-8-6T tank locomotives of the Mason Bogie pattern. Other equivalent classifications are: UIC classification: 1D3 (also known as German classification and Italian classification) French classification: 143 Turkish classification: 48 Swiss classification: 4/8 In the UIC classification as applied in Germany and Italy, a rigid-framed locomotive of this arrangement would be 1'D3', and the Mason bogie (1'D)'3'. Three Mason Bogies of this type were built for the Denver, South Park and Pacific Railroad; #25 Alpine, #26 Rico, #27 Roaring Fork and #28 Denver.
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0-10-0 pusher locomotive of the Burlington & Missouri River Railroad, c. 1893 The 0-10-0 was not very popular in the United States and North America in general and probably fewer than seventy of this type were constructed. For switching work, large locomotives were preferred, and when more than four driven axles were required, the preference was for articulated locomotives such as 0-6-6-0 and 0-8-8-0 Mallet engines. On mainlines, a with the added stability of its leading truck, or a 2-10-2 or 2-10-4 with room for larger fireboxes, were preferred. The first 0-10-0 in the United States was built to provide service on Madison Hill which, at 5.89%, has the steepest standard gauge grade in the country.
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Under the Whyte notation for the classification of steam locomotives, ' represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, eight powered and coupled driving wheels on four axles and two trailing wheels on one axle, usually in a trailing truck. This configuration of steam locomotive is most often referred to as a Mikado', frequently shortened to Mike. At times it was also referred to on some railroads in the United States of America as the McAdoo Mikado and, during the Second World War, the MacArthur. The notation 2-8-2T indicates a tank locomotive of this wheel arrangement, the "T" suffix indicating a locomotive on which the water is carried in side-tanks mounted on the engine rather than in an attached tender.
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The New York Central Railroad (NYC) called the 4-8-2 type of steam locomotive the Mohawk type. It was known as the Mountain type on other roads, but the mighty New York Central didn't see the name to be fitting on its famous Water Level Route, so it instead picked the name of one of those rivers its rails followed, the Mohawk River, to name its newest type of locomotive. Despite the more common name, the 4-8-2 was actually suited in many ways more to flatland running than slow mountain slogging, with its 4-wheel leading truck for stability at speed. Indeed, the New York Central became the largest user of this wheel arrangement in North America, with 600 locomotives of this type built for its service; only the Pennsylvania Railroad came anywhere close, with 301 M1 of the type.
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In Whyte notation, a 4-6-6-2 is a steam locomotive with four leading wheels (two axles) in an unpowered bogie at the front of the locomotive followed by two sets of driving wheels with six wheels each (three axles each), followed by two unpowered trailing wheels (one axle) at the rear of the locomotive. Other equivalent classifications are: UIC classification: 2CC1 (also known as German classification and Italian classification) French classification: 230+031 Turkish classification: 35+34 Swiss classification: 3/5+3/4 This wheel arrangement was used only as a very limited number of locomotives in North America, most notably as class MM-2 oil-fired cab forward locomotives on the Southern Pacific Railroad. These were effectively 2-6-6-4s running in reverse. They were originally built as 2-6-6-2s but were refitted with a four- wheel leading truck to increase stability at speed.
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They lack axlebox guides (the longitudinal movements of the axles relative to the truck frame are limited solely by the suspension springs themselves), the springs are softer, the central pivot is made of 3 segments (which gives it a degree of flexibility), and the axlebox suspension friction shock absorbers are mounted inside the springs (on the power car trucks, they are mounted outside). The leading truck of the driving trailer has brackets for mounting the cab signal receiver coils. The early ER2 trailer cars had KVZ-5/E type trucks (identical to those on the ER1); later examples had the KVZ-TsNII/E type. The latter had the following design changes: the springs were softer; the bolster was attached to the frame by means of 2 swing links with rubber/metallic elements; the weight of the car body was borne by the bolster only via the skid pads (on the earlier type, part of the weight was also borne by the central pivot).
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On many railways worldwide, Pacific steam locomotives provided the motive power for express passenger trains throughout much of the early to mid-20th century, before either being superseded by larger types in the late 1940s and 1950s, or replaced by electric or diesel-electric locomotives during the 1950s and 1960s. Nevertheless, new Pacific designs continued to be built until the mid-1950s. The type is generally considered to be an enlargement of the Atlantic type, although its prototype had a direct relationship to the Ten- wheeler and Prairie, effectively being a combination of the two types. The success of the type can be attributed to a combination of its four-wheel leading truck which provided better stability at speed than a Prairie, the six driving wheels which allowed for a larger boiler and the application of more tractive effort than the earlier Atlantic, and the two-wheel trailing truck, first used on the New Zealand Prairie of 1885.
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