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Under the Whyte notation for the classification of steam locomotives, 2-10-0 represents the wheel arrangement of two leading wheels on one axle, ten powered and coupled driving wheels on five axles, and no trailing wheels. This arrangement was often named Decapod, especially in the United States, although this name was sometimes applied to locomotives of 0-10-0 "Ten-Coupled" arrangement, particularly in the United Kingdom. In Germany, they were known as BR52's and Kriegslok or War Train. Other equivalent classifications are: *UIC classification: 1E (also known as German classification and Italian classification) *French classification: 150 *Turkish classification: 56 *Swiss classification: 5/6 *Russian classification: 1-5-0 These locomotives were popular in Europe, particularly in Germany, and in Russia; British use of the type was confined to the period during and after World War II. In the United States, the 2-10-0 was not widely popular but was a favorite of a small number of railroads which operated mostly in mountainous terrain. Among these was the Erie Railroad, a major Chicago to New York trunk line railroad. The 2-10-0's main advantage was that five out of six of its axles were powered, meaning almost all the weight was available for traction rather than being distributed over pilot and trailing wheels. The long rigid wheelbase caused problems on tightly curved track, so blind drivers were the norm, either on the central axle, and/or on the second and/or fourth axles. Often lateral motion devices were attached to the leading drive axle. The wheel arrangement's disadvantages included the firebox size restriction caused by the lack of trailing wheel. This meant the firebox was fitted in between the wheels (common on earlier locomotives) and was long and narrow, or if mounted above the driving wheels, was wide and long but shallow. Many locomotives chose the latter option. A firebox mounted over the drivers also restricted the diameter of the driving wheels, which in turn limited speed. As with the Consolidation (2-8-0), "chopping" at speed ensured a rough ride for the crew due to instability caused by the wheel arrangement. In fact, backing any locomotive without a trailing axle was restricted to under twenty miles per hour or less. Most 2-10-0s were not operated at speeds greater than 50 mph (80 km/h). The type operated as freight engine, although locomotives in Germany and the United Kingdom proved capable of hauling passenger trains. == United States == The first Decapods built for the Lehigh Valley Railroad in 1867 proved too rough on the track because of their long coupled wheelbase, so one pair of drivers were removed. No more followed for 19 years, until the Northern Pacific Railway bought two for use on the switchbacks over Stampede Pass, while the tunnel was being built.〔Armstrong (1978). pp. 74, 76〕 In low-speed service where high tractive effort was critical, these Decapods were successful. Small numbers of other Decapods were built over the next twenty years, mostly for service in steeply graded mountainous areas where power at low speeds was the requirement. The type did not prove as popular as the successful Consolidation (2-8-0) type. Among Decapod users was the Atchison, Topeka and Santa Fe Railway. The engines were tandem compounds but their ongoing reversing limitations became the genesis of the 2-10-2 wheel arrangement. The first boost in the number of Decapods occurred when Imperial Russia ordered approximately 1,200 Decapods from American builders during World War I. When the Bolshevik revolution occurred in 1917, 857 had already been delivered,〔Drury. (1993). p. 176〕 but more than 200 were either awaiting shipment or were in the process of construction.〔 These stranded locomotives were adopted by the United States Railroad Administration (USRA), the body created by the Government to oversee and control the railroads during the War, converted to American standards, and put to use on American railroads. Small and light-footed, these Russian decapods proved popular with smaller railroads, and many of them remained in service long after the USRA's control of the railroads ceased. Many indeed lasted until the end of steam on those railroads. Swengel suggested the 2-10-0 arrangement was 'obsolete' by 1916, when the Pennsylvania Railroad (PRR) commenced an experiment with a 2-10-0 locomotive at its Juniata plant.〔Swengel, pp.190-191.〕 Most 10 coupled engines constructed for U.S. railroads during World War 1 were of the USRA 2-10-2 arrangement, but the PRR committed to 122 of the 2-10-0s.〔Swengel; Staufer, p.65.〕 Swengel argued this commitment to the 2-10-0, nicknamed "Deks", was controversial even in 1916 and was more so in 1922 when the PRR placed additional orders. The PRR was soon the biggest user of Decapods in the United States. The type was ideally suited to the Pennsy's heavily graded Allegheny Mountains routes, which required lugging ability according to tractive effort, not speed according to horse power. The PRR bought 598 2-10-0s including 123 built at its own shops. In one of the largest locomotive orders ever, the rest came from the Baldwin Locomotive Works. The PRR 2-10-0s weighed and developed about of tractive effort〔Maximum cutoff as built was nominally 50% (with small auxiliary ports to aid in starting) so "tractive effort" couldn't be calculated in the usual way. Cutoff on most engines was eventually extended and PRR claimed 96000 lb for them.〕 with an axle loading of over . The engines steamed at and had a relatively large superheater. The grate area of about was on the small side, but a mechanical stoker partly compensated for this.〔Swengel.〕 The PRR decapod, class I1s, was unlike the Russian decapod; it was huge, taking advantage of the PRR's heavy trackage and high axle loading, with a fat, free-steaming boiler that earned the type the nickname of 'Hippos' on the PRR. Two giant cylinders (30½ x 32 inch) gave the I1s power and their tenders permitted hard and long workings between stops. They were unpopular with the crews, for they were hard riding.〔Staufer〕 Indeed, one author described them as the holy terror of the PRR. The last operations on the PRR were 1957.〔 A small number of other Decapods were ordered by other railroads; those built for the Western Maryland Railway were the largest ever built, at almost weight. Baldwin developed two standard 2-10-0s for railroads with low axle-load requirements.〔King, E.W., Jr. in Drury p. 351〕 The heavier version sold to the Gulf, Mobile and Northern Railroad (#250–265), and the Kansas City, Mexico and Orient Railway (#800–805). The lighter version sold to the Alabama, Tennessee and Northern Railroad (#401–403), Georgia, Florida and Alabama Railway, the Great Western Railway of Colorado, the Osage Railway, Seaboard Air Line Railroad, and the Durham and Southern Railway, who bought three — Nos. 200–201 in May 1930 and No. 202 in September 1933. Thirteen Decapod locomotives survive in the USA, including two Baldwin standards, six Russian Decapods and one PRR I1s. Two, Great Western 90, a Baldwin Decapod at the Strasburg Rail Road, and Frisco 1630, a Russian Decapod at the Illinois Railway Museum, are operational. One Decapod survives as a static exhibit at the North Carolina Transportation Museum in Spencer, North Carolina (Seaboard Airline 2-10-0 #544). 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「2-10-0」の詳細全文を読む スポンサード リンク
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