Under the Whyte notation for the classification of steam locomotives, 4-2-4 represents the wheel arrangement of four leading wheels on two axles, two powered driving wheels on one axle, and four trailing wheels on two axles. This type of locomotive is often called a Huntington type.
The configuration was most often used for tank engines, which is noted by adding letter suffixes to the configuration, such as 4-2-4T for a conventional side-tank locomotive, 4-2-4ST for a saddle-tank locomotive, 4-2-4WT for a well-tank locomotive and 4-2-4RT for a rack-equipped tank locomotive.
This wheel arrangement was mainly used on various tank locomotive configurations. Eight 4-2-4 well- and back-tank locomotives which entered service on the Bristol and Exeter Railway in 1853 appear to have been the first with this wheel arrangement. The engine was designed by James Pearson, the railway company's engineer, and featured single large flangeless driving wheels between two supporting four-wheeled bogies. The water was carried in both well- and back-tanks, leaving the boilers exposed in the same way as on most tender locomotives.
In 1923, the South African Railways (SAR) conducted trials with a prototype petrol-paraffin powered road-rail tractor and, in 1924, placed at least two Dutton steam rail tractors in service on the new 2 ft (610 mm) narrow gauge line between Naboomspruit and Singlewood in Transvaal. One of the latter had a 4-2-4 wheel arrangement.[1][2]
The designer, Major Frank Dutton, SAR Signal Engineer and the Motor Transport Superintendent, argued that a rubber tyre in contact with a hard road would be better at transferring tractive power than a steel wheel on steel rail. At least two Dutton Rail Tractors were built, both steam-powered and both rebuilt by the Britannia Engineering Works of Johannesburg from Yorkshire steam tractors.[2][3]
The second Dutton tractor, no. RR1155, was a rail-only vehicle. It had a bogie at either end with the single pair of driving wheels on a differential axle in the centre. It was arranged for forward and reverse movement at all speeds, but it could only be used on the rails. Since, on occasion, the vehicle had to be transported by road, its construction was such that it could be readily disassembled into more easily transportable units, to be moved on road wheels to a workshop or for transfer of any other kind. In service, the tractor was often equipped with a water tank tender loaded with additional bags of coal on its running boards.[2][4][5]
The first eight known 4-2-4 locomotives entered service on the broad gauge Bristol and Exeter Railway in 1853 and 1854, numbered in the range from 39 to 46. They had 9 feet (2,743 millimetres) diameter flangeless driving wheels, supported by leading and trailing two-axle bogies. The water was carried in both well- and back-tanks. Two more engines were built in 1859 and 1862, but with much smaller 7 feet 6 inches (2,286 millimetres) diameter driving wheels.
Between 1869 and 1873, new locomotives were built to replace four of the original 9 feet (2,743 millimetres) diameter driving wheeled engines, re-using the engine numbers of the locomotives being replaced. These four replacement engines had slightly smaller 8 feet 10 inches (2,692 millimetres) diameter driving wheels.
In 1881, this wheel arrangement was also used by the Great Western Railway on William Dean's experimental locomotive no. 9. Since it was prone to derailing, it did little work and was rebuilt to a 2-2-2 tender locomotive in 1884. Dugald Drummond of the London and South Western Railway built a 4-2-4T F9 class combined locomotive and inspection saloon in 1899. It was little used after Drummond's death in 1912.[6]
The engine C.P. Huntington was one of three identical 4-2-4 tank locomotives. They were the first locomotives to be purchased by Southern Pacific Railroad in 1863, for use on light commuter services in the Sacramento area. The locomotives had serious shortcomings. The single driving axle did not carry the full weight of the engine's rear end due to the trailing truck and, in addition to being too light, it therefore lacked adhesion to reliably pull trains, especially on gradients. The short water tank on the Forney-type frame prevented the locomotives from travelling any moderate distance without consuming all of their water. As a result, these locomotives were only used when absolutely necessary.[7]
In 1863, a sister engine, the T.D. Judah, was built by the Cooke Locomotive Works for a railroad which was unable to pay for it and was purchased by the Central Pacific Railroad. This locomotive was rebuilt to a 4-2-2 wheel arrangement in 1872.[7]
The Little Blue Engine from the original 1906 book The Little Engine That Could was a Forney with this wheel arrangement.[8][9]
2. Bristol and Exeter Railway – The Bristol & Exeter Railway was an English railway company formed to connect Bristol and Exeter. It was built on the gauge and its engineer was Isambard Kingdom Brunel. It opened in stages between 1841 and 1844 and it was allied with the Great Western Railway, which built its main line between London and Bristol, and in time formed part of a through route between London and Cornwall. At first it contracted with the GWR for that company to work the line, avoiding the expense of acquiring locomotives, but after that arrangement expired in 1849, the B&ER operated its own line. It opened a number of branches within the area it served, to Clevedon, Cheddar, Wells, Weston-super-Mare, Chard, Yeovil. The B&ER was financially successful but amalgamated with the GWR in 1876, the Great Western Railway obtained its authorising Act of Parliament in 1835, to build its line between London and Bristol. The merchants of Bristol were anxious to secure a route to Exeter, an important commercial centre. They promoted the Bristol and Exeter Railway and when they issued a prospectus on 1 October 1835, the Bill had an easy passage and was enacted on 19 May 1836. The Act did not specify the gauge of the track, branches at Bridgwater, notwithstanding the apparent family connection to the neighbouring GWR, none of the B&ER directors was also a GWR director at this time. The GWR was still under construction, the early euphoria turned to great difficulty in raising finance for construction. 4,000 of the 15,000 subscribed shares were forfeited for non-payment of calls before the line was built, a contract was let for the first part of the line, from a temporary terminus at Pylle Hill, west of the New Cut. The position improved somewhat in 1838, and indeed the Company obtained Parliamentary powers for four short branches, of only one. It was not until 5 March 1839 that the Company adopted the broad gauge, five locomotives were ordered from Sharp, Roberts & Co for the purpose. By the end of 1839 the Directors had decided to avoid the capital outlay by arranging with the GWR—by now in operation—to operate the line for them, by this time three Directors were also directors of the GWR, and the alliance was beginning to strengthen. The proposal to lease the line to the GWR was ratified by shareholders at a meeting in September 1841. The rent was to increase proportionally with the completion of the system, the first section of the line was opened between Bristol and Bridgwater on 14 June 1841, just before the GWR completed its line from London to Bristol. It was 33½ miles in length and double track, with a 1½ mile single-line branch to Weston-super-Mare, the Exeter station was at the site now known as Exeter St Davids station. The opening to Exeter competed the B&ER main line, and with the GWR formed a broad gauge line from London to Exeter with a mileage of 194 miles
4. Tank locomotive – A tank locomotive or tank engine is a steam locomotive that carries its water in one or more on-board water tanks, instead of a more traditional tender. A tank engine may also have a bunker to hold fuel, there are several different types of tank locomotive, distinguished by the position and style of the water tanks and fuel bunkers. The most common type has tanks mounted either side of the boiler and this type originated about 1840 and quickly became popular for industrial tasks, and later for shunting and shorter distance main line duties. Tank locomotives have advantages and disadvantages compared to traditional tender locomotives, the first tank locomotive was the Novelty that ran at the Rainhill Trials in 1829. It was an example of a Well Tank and these were E. B. Wilson and Company, William Fairbairn & Sons, George England, Kitson Thompson and Hewitson and William Bridges Adams. By the mid-1850s tank locomotives were to be performing a variety of main line and industrial roles. There are a number of types of locomotive, based on the location. These include the side tank, the tank, the pannier tank. A configuration very common in the U. K, the water is contained in rectangular tanks mounted on either side of the locomotive, near to the boiler but not quite touching. The tank sides extend down to the platform, if such is present. The length of side tanks was limited in order to give access to the inside motion. If it was desired to extend them to the front of the locomotive for greater capacity, with larger side tanks it was sometimes necessary to taper the tanks slightly at the front end to improve forward visibility. Side tanks almost all stopped at, or before, the end of the boiler barrel, a few designs did reach to the front of the smokebox and these were termed flatirons. The water tank sits on top of the boiler like a saddle sits atop a horse, usually the tank is curved in cross-section, although in some cases there were straight sides surmounted by a curve, or even an ogee shape. Saddle tanks were a popular arrangement especially for smaller locomotives in industrial use and it gave a greater water supply, but limited the size of the boiler and restricted access to it for cleaning. However, the locomotive has a centre of gravity and hence must operate at lower speeds. The drivers vision may also be restricted, again restricting the safe speed, Water in the tank is slightly pre-heated by the boiler, which reduces the loss of pressure found when cold feedwater is injected into the boiler. However if the water becomes too hot, injectors lose efficiency, for this reason, the tanks often stopped short of the hotter and uninsulated smokebox
5. Flange – Thus flanged wheels are wheels with a flange on one side to keep the wheels from running off the rails. The term flange is used for a kind of tool used to form flanges. Pipes with flanges can be assembled and disassembled easily, a flange can also be a plate or ring to form a rim at the end of a pipe when fastened to the pipe. A blind flange is a plate for covering or closing the end of a pipe, a flange joint is a connection of pipes, where the connecting pieces have flanges by which the parts are bolted together. Surrey and York flanges fit to the top of the hot water tank allowing all the water to be taken without disturbance to the tank and they are often used to ensure an even flow of water to showers. An Essex flange requires a hole to be drilled in the side of the tank, there is also a Warix flange which is the same as a York flange but the shower output is on the top of the flange and the vent on the side. The York and Warix flange have female adapters so that they fit onto a male tank, a closet flange provides the mount for a toilet. There are many different flange standards to be found worldwide, to allow easy functionality and inter-changeability, these are designed to have standardised dimensions. Common world standards include ASA/ANSI/ASME, PN/DIN, BS10, and JIS/KS, in most cases these are interchangeable as most local standards have been aligned to ISO standards, however some local standards still differ. Further, many of the flanges in each standard are divided into pressure classes, again these are not generally interchangeable. These pressure classes also have differing pressure and temperature ratings for different materials, the ANSI/ASME pressure classes for Flat-Face flanges are 125# and 250#. The classes for Ring-Joint, Tongue & Groove, and Raised-Face flanges are 150#, 300#, 600#, 900#, 1500#, and 2500#. The flange faces are made to standardized dimensions and are typically flat face, raised face, tongue and groove, or ring joint styles. Flange designs are available as weld neck, slip-on, lap joint, socket weld, threaded, Pipe flanges that are made to standards called out by ASME B16.5 or ASME B16.47 are typically made from forged materials and have machined surfaces. B16.5 refers to nominal pipe sizes from ½ to 24, B16.47 covers NPSs from 26 to 60. However these classes do not correspond to maximum pressures in psi, instead, the maximum pressure depends on the material of the flange and the temperature. For example, the pressure for a Class 150 flange is 285 psi. The gasket type and bolt type are generally specified by the standard, however, sometimes the standards refer to the ASME Boiler and these flanges are recognized by ASME Pipe Codes such as ASME B31.1 Power Piping, and ASME B31.3 Process Piping
7. Broad-gauge railway – Broad-gauge railways use a track gauge greater than the 1,435 mm standard gauge. In Britain the Great Western Railway, designed by Isambard Kingdom Brunel, pioneered broad gauge in 1838 with a gauge of 7 ft 1⁄4 in, some harbours also used railways of this gauge for construction and maintenance. These included Portland Harbour and Holyhead Breakwater, which used a locomotive for working sidings, as it was not connected to the national network, this broad-gauge operation continued until the locomotive wore out in 1913. The gauge initially proposed by Brunel was 7 ft exactly but this was increased by 1⁄4 in to accommodate clearance problems identified during early testing. It became apparent that standardization on a gauge throughout a rail transport system was advantageous. Rolling stock did not need to match the gauge exactly, a difference of a few millimetres could be coped with, the value of interoperability was initially not obvious to the industry. The standardization movement was gradual, over time the value of a proprietary gauge diminished, being replaced by the idea of charging money for equipment used on other railway lines. Ireland, using the criteria, was allocated a different standard gauge. Broad-gauge lines in Britain were gradually converted to dual gauge or standard gauge from 1864, Ireland and some states in Australia and Brazil have a gauge of 5 ft 3 in, but Luas, the Dublin light rail system, is built to standard gauge. Russia and the other former Soviet Republics use a 1,520 mm gauge while Finland continues to use the 5 ft gauge inherited from Imperial Russia, in 1839 the Netherlands started its railway system with two broad-gauge railways. But the neighbouring countries Prussia and Belgium already used standard gauge, in 1855, NRS regauged its line and shortly afterwards connected to the Prussian railways. There are replicas of one broad-gauge 2-2-2 locomotive and three carriages in the Dutch Railway Museum in Utrecht and these replicas were built for the 100th anniversary of the Dutch Railways in 1938–39. Portugal and the Spanish Renfe system use a gauge of 1,668 mm called Ancho Ibérico in Spanish or Bitola Ibérica in Portuguese, in India, Pakistan and Bangladesh, a gauge of 5 ft 6 in is widespread. This is also used by the Bay Area Rapid Transit system of the San Francisco Bay Area. In Toronto, Canada the gauge for TTC subways and streetcars was chosen in 1861, years after the establishment of gauge in Britain. In 1861, the province was supplying subsidies only to broad gauge railways. The use of a non-standard gauge precludes interoperability of rolling stock on railway networks. On the 5 ft 3 in and 5 ft 6 in gauges, the extra width allowed bigger inside cylinders and greater power, in the event, the most powerful engines on standard gauge in North America and Scandinavia far exceeded the power of any broad-gauge locomotive
The South African Railways Dutton road-rail tractors of 1923 were road-rail steam tractors. — In 1917, the South African …
Dugald Drummond (1 January 1840 – 8 November 1912) was a Scottish steam locomotive engineer. He had a career with the …
The Yorkshire Patent Steam Wagon Co. was a steam wagon manufacturer in Leeds, England. They produced their first wagon …
The 14 Bristol and Exeter Railway 4-2-4T locomotives were broad gauge 4-2-4T steam locomotives built to three different …
C. P. Huntington is a 4-2-4T steam locomotive on static display at the California State Railroad Museum in Sacramento, …
"What I like about black + white photographs is that they are more like reading the book than seeing the movie"
This week has been so amazing!! Emotive. Powerful. Timeless. Bring on the black + white and all that comes along with it!! You are rocking this month straight out of the gate and we are loving every minute of it!! Keep up the fantastic work !
Hello dear friends, Evgenia Petzer with you. In Russia we celebrate the New Year more than Christmas day and this card is for Russian New year.
If you like to obtain seats in advance and pick them up on the day of the event (come for FREE, or make a donation), please email us at festival@experimentalfilmfestival.com and we’ll reserve seats for you.
Whether you're a duck or goose hunter, a decoy collector, or a sculpture appreciator, you'll enjoy these beautiful waterfowl sculptures from Wild Wings's collection.
Cold cast and skillfully hand painted, our waterfowl sculptures reflect multiple styles, from vibrantly realistic to abstractly representational to traditionally hand carved. If you have a favorite waterfowl species, we offer it: our species choices include mallard, pintail, wood duck, goose, loon, swan, and more. Our waterfowl sculptures and decoys are made for either wall-hanging or tabletop display, so they're perfect for that empty space on either the wall or a shelf in your cabin- or outdoor-themed room.
Other DetailsMfg 1892 Exceptional all original condition, The case is dimensionally very close to the modern .444 Marlin
All of the models listed can be ordered to your specifications within the limits indicated in our brochure. A 30% deposit is required with a custom order which is not refundable. Orders can normally be accepted up to December 1, at the current year’s price. The time required for delivery varies with the model and specifications ordered, the time of year the order is placed, and the gun maker’s production schedules. NOTICE: All prices on “New Imports” include applicable importation fees, duties, & shipping to FFL dealer. Arizona Residents Add 7.95% Sales Tax. Non-Arizona purchasers are responsible for determining and remitting to their home state all applicable taxes relating to an out of state transaction. “Other Terms Apply” see additional terms online at williamlarkinmoore.com Office Hours 10:00am-6:00pm, MST, Monday-Friday.
Price List as of November 1, 2017, subject to change without notice due to exchange rate fluctuation. William Larkin Moore & Co will quote a current cost at the time of order. Other Terms may apply.
PURCHASES & PAYMENT: To order any of the guns in stock, please send a cashier’s check or money order covering the full amount plus shipping cost, and a current copy of an FFL from the dealer who will accept delivery of the gun (firearms shipped must be in care of a Federal Firearms Licensee (FFL) such as a local gun shop in your home state. You are responsible for making all such arrangements, and paying any resulting fees. The FFL will require you to go through the 4473 paperwork & NICS background check to receive the firearms). We also accept payment by business check, personal check (merchandise may be held until check clears), & credit cards. When paying by credit card, we will need the complete name as it appears on the credit card. Credit card number and either the 3 or 4 digit CCV numbers that appears either on the front or back of credit card, expiration date, and the billing address that the credit card is billed to. Arizona residents are subject to 7.95% sales tax. Non-Arizona purchasers are responsible for determining and remitting to their home state all applicable taxes relating to an out of state transaction.
SHIPPING & HANDLING: by UPS regular ground service – $45. Base Shipping Charge per gun, plus $.60/$100. Insurance. All ammunition shipped ground service only. All orders have minimum 24 hr. Processing time. Special request, Overnight and express shipping, Third Party Billing is available with an additional handling fee. RETURNS: all returns are subject to a 5% restocking fee. Phone/Mail Order sales of the Firearms are sold on a “Satisfaction Guaranteed” basis. These phone/mail sales are shipped on 3-Day inspection period and returns are accepted with prior approval, a refund will be made if the firearm is returned in the same condition as shipped within 3 days of the FFL dealer’s receipt of shipment. Purchaser pays all the shipping, handling, and insurance charges. All refunds by WLM&SONS are paid by check. Any product which, in our opinion, shows evidence of being used contrary to manufacturer’s instructions, and/or subjected to improper handling, packaging, or shipping by the customer will not be eligible for exchange, refund, or warranty consideration. We reserve the right to charge a restocking fee or refuse any exceptions. We cannot accept returns on custom-orders.