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Equivalent classificationsC+C030+03033+333/3+3/3, 6/6 from the 1920sRussian class0-3-0+0-3-0First known tank engine versionFirst usec. 1870CountryUnited KingdomLocomotiveDesignerBenefitsTotal engine mass as adhesive weightDrawbacksDriver isolated from firemanFirst known tender engine versionFirst use1903CountryLocomotiveRailwayDesignerBuilderKitson and CompanyUnder the for the classification of, 0-6-0+0-6-0 represents the of an articulated locomotive with two separate swivelling engine units, each unit with no, six powered and coupled on three axles and no. The arrangement is effectively two locomotives operating back-to-back and was used on,. A similar arrangement exists for steam locomotives on which only the front engine unit swivels, but these are referred to as.In the United Kingdom, the Whyte notation of wheel arrangement was also used for the classification of electric and diesel-electric locomotives with side-rod coupled driving wheels. The Kitson-Meyer type was tried out by three railways in Southern Africa.
In 1903, Kitson persuaded the CGR, the Beira and Mashonaland Railway (B&MR) and the (CSAR) to try their new 0-6-0+0-6-0 Kitson-Meyer articulated steam locomotive. In 1903, and two to the B&MR and, in 1904, one to the CSAR. Unlike a Garratt, both engine units on these locomotives were arranged with the cylinders aft of the coupled wheels. All three railways found their Kitson-Meyers to be poor steamers and, as built, none of these locomotives had a long service life.
The three CGR and B&MR locomotives were all scrapped by 1912. In 1906, the CSAR modified its locomotive by reducing the diameter of the cylinders to bring them within the range of the boiler’s steam generating capacity.
While this reduced the locomotive’s tractive effort, it improved its performance sufficiently to allow it to survive in service longer than the other three. In 1912, it was assimilated into the South African Railways and designated Class KM.
United Kingdom The only steam locomotive example of this type of engine in the United Kingdom was the. It was originally commissioned by the but it was completed by in 1949. The locomotive was a class of experimental, produced in the United Kingdom to the design of the innovative engineer.
The Leader was effectively a since both sets of drivers were articulated. It was built in an attempt to extend the life of steam traction by eliminating many of the operational drawbacks associated with existing steam locomotives. ^ Hamilton, Gavin N., retrieved 10 November 2012.
^ Hamilton, Gavin N., retrieved 10 November 2012. ^ Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. Pp. 31, 84. Shepherd, Ernest (2004). Bulleid and the Turf Burner and Other Experiments with Irish Steam Traction.
KRB Publications, Southampton. 70.
Dulez, Jean A. Railways of Southern Africa 150 Years (Commemorating One Hundred and Fifty Years of Railways on the Sub-Continent – Complete Motive Power Classifications and Famous Trains – 1860–2011) (1st ed.). Garden View, Johannesburg, South Africa: Vidrail Productions. P. 21. Abbott, Rowland A.S. The Fairlie Locomotive, (1st ed.).
South Devon House, Newton Abbot, Devon: David & Charles, Newton Abbot. 34, 36-38. ^ Holland, D.F.
Steam Locomotives of the South African Railways. 1: 1859–1910 (1st ed.). Newton Abbott, Devon: David & Charles. Pp. 25–27, 31–32, 69–70, 130–132. Classification of S.A.R.
Tennis Score 6-0 6-0
Engines with Renumbering Lists, issued by the Chief Mechanical Engineer’s Office, Pretoria, January 1912, pp. 9, 15, 46 (Reprinted in April 1987 by SATS Museum, R.3125-6/9/11-1000). Day-Lewis (1964), The Leader locomotive.