View source for 0-6-0

{{Short description|Locomotive wheel arrangement}}
{{other uses|060 (disambiguation)}}
{{Infobox steam wheel arrangement
| name             = 0-6-0 (Six-coupled)
| image            = WheelArrangement 0-6-0.svg
| alt              = Diagram of three wheels, all coupled together with a coupling rod
| caption          = 
| image2           = Hackworth's 'Royal George', 1827 (British Railway Locomotives 1803-1853).jpg
| alt2             = 
| caption2         = Hackworth's ''Royal George'' of 1827
<!--Equivalent classifications-->
| hatnote          = 
| UIC/Germany/Italy= C
| French/Spanish   = 030
| Turkish          = 33
| Swiss            = 3/3
| Russian          = 0-3-0
<!--First tank engine version-->
| date             = 1850s
| country          = 
| locomotive       = 
| railway          = 
| designer         = 
| builder          = 
| evolvedfrom      = 
| evolvedto        = [[0-6-2]], [[0-6-4]]
| mainbenefit      = Total engine mass available for adhesive weight 
| maindrawback     = Instability at speed 
<!--First tender engine version-->
| date2            = 1817
| country2         = Scotland
| locomotive2      = ''[[Steam spring#The Duke|The Duke]]''
| railway2         = [[Kilmarnock and Troon Railway]]
| designer2        = [[George Stephenson]]
| builder2         = [[Losh, Wilson and Bell|Walker Iron Works]]
| evolvedfrom2     = [[0-4-0]]
| evolvedto2       = 
| mainbenefit2     = Less axle loading than four-wheel locomotives
| maindrawback2    = Broke the tracks due to its weight
<!--First "True type" version-->
| date3            = 1827
| country3         = United Kingdom
| locomotive3      = ''Royal George''
| railway3         = [[Stockton and Darlington Railway]]
| designer3        = [[Timothy Hackworth]]
| builder3         = [[Timothy Hackworth]]
| evolvedfrom3     = [[0-4-0]]
| evolvedto3       = [[2-6-0]], [[0-6-2]], [[0-6-4]]
| mainbenefit3     = Total engine mass available for adhesive weight
| maindrawback3    = Instability at speed
}}
'''{{nowrap|0-6-0}}''' is the [[Whyte notation]] designation for [[steam locomotive]]s with a [[wheel arrangement]] of no [[leading wheel]]s, six powered and coupled [[driving wheel]]s on three axles, and no [[trailing wheel]]s. Historically, this was the most common wheel arrangement used on both [[Tender (rail)|tender]] and [[tank locomotive]]s in versions with both [[Cylinder (locomotive)|inside and outside cylinders]].

In the United Kingdom, the Whyte notation of wheel arrangement was also often used for the classification of electric and diesel-electric locomotives with side-rod coupled driving wheels. Under the UIC classification, popular in Europe, this wheel arrangement is written as '''C''' if the wheels are coupled with rods or gears, or '''Co''' if they are independently driven, the latter usually being electric and diesel-electric locomotives.<ref>[[Whyte notation#Internal combustion locomotives|Whyte notation]]</ref>
{{TOC limit|3}}

==Overview==

===History===
The 0-6-0 configuration was the most widely used [[wheel arrangement]] for both [[Tender (rail)|tender]] and [[tank locomotive|tank]] steam locomotives. The type was also widely used for diesel [[switcher locomotive|switchers (shunters)]]. Because they lack [[leading wheel|leading]] and [[trailing wheel]]s, locomotives of this type have all their weight pressing down on their [[driving wheel]]s and consequently have a high [[tractive effort]] and [[factor of adhesion]], making them comparatively strong engines for their size, weight and fuel consumption. On the other hand, the lack of unpowered leading wheels has the result that 0-6-0 locomotives are less stable at speed. They are therefore mostly used on trains where high speed is unnecessary.

Since 0-6-0 tender engines can pull fairly heavy trains, albeit slowly, the type was commonly used to pull short and medium distance [[Freight rail transport|freight]] trains such as pickup goods trains along both [[main line (railway)|main]] and [[branch line]]s. The tank engine versions were widely used as [[switcher|switching]] ([[shunter|shunting]]) locomotives since the smaller [[0-4-0]] types were not large enough to be versatile in this job. {{nowrap|[[0-8-0]]}} and larger switching locomotives, on the other hand, were too big to be economical or even usable on lightly built railways such as [[dockyard]]s and [[goods yard]]s, precisely the sorts of places where switching locomotives were most needed.

The earliest 0-6-0 locomotives had outside cylinders, as these were simpler to construct and maintain. However, once designers began to overcome the problem of the breakage of the crank axles, inside cylinder versions were found to be more stable. Thereafter this pattern was widely adopted, particularly in the United Kingdom, although outside cylinder versions were also widely used.

Tank engine versions of the type began to be built in quantity in the mid-1850s and had become very common by the mid-1860s.<ref>Bertram Baxter, ''British locomotive catalogue 1825–1923,'' Vol. 1, Moorland Publishing, 1977.</ref>

===Early examples===
0-6-0 locomotives were among the first types to be used. The earliest recorded example was ''[[Steam spring#The Duke|The Duke]]'', built by [[George Stephenson]] for the [[Kilmarnock and Troon Railway]] in 1817.

Other early examples included the ''Vulcan'', the first inside-cylinder type, built by [[Charles Tayleur and Company]] in 1835 for the [[Leicester and Swannington Railway]], and ''Hector'', a [[Long Boiler locomotive]], built by [[Kitson and Company]] in 1845 for the [[York and North Midland Railway]].<ref>The Science Museum, ''The British railway locomotive 1803-1850'', H.M.S.O., 1958.</ref>

[[File:S&DR Derwent 2 (Hugh Llewelyn).jpg|thumb|''Derwent'' with a tender at each end]]
[[Derwent (locomotive)|''Derwent'']], a two-tender locomotive built in 1845 by [[William and Alfred Kitching]] for the Stockton and Darlington Railway, is preserved at [[Darlington Railway Centre and Museum]].

===Suffixes===
For a steam [[tank locomotive]], the suffix usually indicates the type of tank or tanks:
* 0-6-0T{{dash}}side tanks
* 0-6-0ST{{dash}}saddle tank
* 0-6-0PT{{dash}}pannier tanks
* 0-6-0WT{{dash}}well tank

Other steam locomotive suffixes include
* 0-6-0VB{{dash}}vertical boiler
* 0-6-0F{{dash}}[[fireless locomotive]]
* 0-6-0G{{dash}}[[geared steam locomotive]]

For a [[diesel locomotive]], the suffix indicates the transmission type:
* 0-6-0DM{{dash}}[[mechanical transmission]]
* 0-6-0DH{{dash}}[[Torque converter|hydraulic transmission]]
* 0-6-0DE{{dash}}[[Diesel-electric transmission|electric transmission]]

==Usage==
All the major continental European railways used 0-6-0s of one sort or another, though usually not in the proportions used in the United Kingdom. As in the United States, European 0-6-0 locomotives were largely restricted to switching and [[station pilot]] duties, though they were also widely used on short [[branch line]]s to haul passenger and freight trains. On most branch lines, though, larger and more powerful tank engines tended to be favoured.

===Australia===
In New South Wales, the [[New South Wales Z19 class locomotive|Z19]] class was a tender type with this wheel arrangement. The Dorrigo Railway Museum collection includes seven Locomotives of the 0-6-0 wheel arrangement, including two Z19 class (1904 and 1923), three 0-6-0 saddle tanks and two 0-6-0 side tanks.
[[File:Victorian Railways Z-Class Locomotive.jpg|thumb|Victorian Railways Z-Class 0-6-0T locomotive Z 526, as restored.]]
In Victoria, the [[Geelong and Melbourne Railway Company]] operated four 0-6-0WT (well tank) goods locomotives; one of their 2-2-2WT passenger locomotives ("Titania", which became [[Victorian Railways]] number 34 in 1860) was converted to an {{nobr|0-6-0WT}} in 1872.<ref name="Breadsell">{{cite book |last1=Cave |first1=Norman |last2=Buckland |first2=John |last3=Beardsell |first3=David |date=2002 |title=Steam Locomotives of the Victorian Railways. Volume 1: The First Fifty Years |location=Melbourne |publisher=Australian Railway Historical Society (Victorian Division) |isbn=1-876677-38-4}}</ref>

On the Victorian Railways system there were [[Victorian Railways O class (1861)|O]], [[Victorian Railways P class (1859)|P]], [[Victorian Railways Q class|Q]], [[Victorian Railways 'Old' R class|old R]], [[Victorian Railways Belgian R class|Belgian R]], [[Victorian Railways new R class|new R]], [[Victorian Railways RY class|RY]], [[Victorian Railways T class (1874)|T]], [[Victorian Railways U class|U]], [[Victorian Railways Nos.103 & 105 (1873)|Nos.103 & 105 (unclassed)]], [[Victorian Railways V class (1857)|old V]], [[Victorian Railways X class (1886)|X]], and [[Victorian Railways Y class|Y]] class 0-6-0 tender locomotives, as well as a solitary [[Victorian Railways Z class|Z class]] 0-6-0T (tank) engine.<ref name="Breadsell"/> Three types of 0-6-0 Diesel shunting locomotives were also used by the Victorian Railways, the [[Victorian Railways F class (diesel)|F]], [[Victorian Railways M class (diesel-hydraulic)|M]], and [[Victorian Railways W class|W]] classes.

===Finland===
[[File:060loco.jpg|thumb|A handcrafted, 1:8 [[live steam]] scale model of a Finnish [[VR Class Vr1]]]]
Tank locomotives used by Finland were the [[VR Class Vr1]] and VR Class Vr4.

The VR Class Vr1s were numbered 530 to 544, 656 to 670 and 787 to 799. They had outside cylinders and were operational from 1913 to 1975. Built by [[Tampella]], Finland and [[Hanomag]] (Hannoversche Maschinenbau AG), they were nicknamed ''Chicken''. Number 669 is preserved at the [[Finnish Railway Museum]].

The Vr4s were a class of only four locomotives, numbered 1400 to 1423, originally built as 0-6-0s by [[Vulcan Iron Works (Wilkes-Barre)|Vulcan Iron Works]], United States, but modified to 0-6-2s in 1951–1955, and re-classified as Vr5.

[[File:loco21.jpg|thumb|left|Restored VR Class C1 no. 21 at the [[Finnish Railway Museum]]]]
Finland's tender locomotives were the classes C1, C2, C3, C4, C5 and C6.

The [[Finnish Steam Locomotive Class C1]]s were a class of ten locomotives numbered 21 to 30. They were operational from 1869 to 1926. They were built by [[Neilson and Company]] and were nicknamed ''Bristollari''. Number 21, preserved at the [[Finnish Railway Museum]], is the second oldest preserved locomotive in Finland.

The eighteen Class C2s were numbered 31 to 43 and 48 to 52. They were also nicknamed ''Bristollari''.

The C3 was a class of only two locomotives, numbered 74 and 75.

The thirteen Class C4s were numbered 62 and 78 to 89.

The fourteen [[Finnish Steam Locomotive Class C5]]s were numbered 101 to 114. They were operational from 1881 to 1930. They were built by [[Hanomag]] in Hannover and were nicknamed ''Bliksti''. No 110 is preserved at the [[Finnish Railway Museum]].

The C6 was a solitary class of one locomotive, numbered 100.

=== Indonesia ===
==== Skirt tank locomotives ====
[[File:COLLECTIE TROPENMUSEUM Een locomotief rijdt over een spoorbrug van de Nederlandsch-Indische Spoorweg Maatschappij op de lijn tussen Setjang en Parakan resisentie Semarang Java TMnr 10007728.jpg|thumb|A 0-6-0T NIS 254 on a bridge on the Secang–Parakan line, Central Java]]
The colonial government of the Dutch East Indies ordered [[Nederlandsch-Indische Spoorweg Maatschappij|''Nederlandsch Indische Spoorweg Maatschappij'']] (NIS) to build a {{cvt|47|km|mi}} [[3 ft 6 in gauge railways|3 ft 6 in (1,067 mm)]] railway line connecting [[Yogyakarta]] to [[Magelang]], which was the important city for the economic and defense sectors in [[Central Java]] and finished in 1898. By 1903–1907, they continued to build the line from Magelang to Secang–Ambarawa–Temanggung–Parakan because there were tobacco plantations. Just after the line finished, the NIS ordered around 12 units of 0-6-0[[Tank locomotive|T]] (skirt tank) locomotives from [[Sächsische Maschinenfabrik|Sachsische Maschinenfabrik (Hartmann)]], Germany and came in 1899–1908 and they were classified as NIS Class 250 (NIS 250–262), these locomotives were used to haul mixed freight and passenger trains.<ref name=":0" /> By 1914, NIS Class 251, 253, 255, 256, 257 were moved to the {{cvt|23|km|mi}} Solo ([[Purwosari railway station|Purwosari]])–Boyolali line and {{cvt|51|km|mi}} Solo–Wonogiri–Baturetno line for sugarcane freight and passenger transports, both of the lines were purchased by NIS from the ''Solosche Tramweg Maatschappij'' (SoTM) or Solo Tramway Company. They also acquired a 0-6-0T which had been operated by SoTM with similar characteristics and performance as well as the same manufacturer, which raised its skirt tanks collection to 13 and renumbered as NIS Class 259. 

At first, these 0-6-0Ts were saturated steam and the tanks are located at both low sides of boiler near the wheels, they have a water capacity of {{cvt|3|m3|usgal impgal}} and their length is {{cvt|7940|mm|ftin}} with [[Cylinder (locomotive)|inside cylinders]]. The [[driving wheel]]s of the locomotive has a distinctive feature, using the ''''''Golsdorf'''''<nowiki/>' wheel movement systems. By this, all wheels (first wheel, second and third wheel) would only shift left/right following the rail track. Wheels with the ''''''Golsdorf'''''<nowiki/>' system are suitable for railroads with a large bend radius. This system was patented by Austrian railway engineer [[Karl Gölsdorf|Karl Golsdorf]]. By 1924–1931, the NIS Class 250, 252, 254, 258 and 259 were converted and equipped with [[superheater]] technology and cylinder with piston valve. During [[Japanese occupation of the Dutch East Indies]] in 1942, all of Dutch East Indies private or state owned railway locomotives were renumbered based on [[Japan Railways locomotive numbering and classification|Japanese numberings]], while the NIS Class 250s were renumbered to C16, C17 and C18 and still used after [[Indonesian Independence]] by ''Djawatan Kereta Api'' (DKA) or Department of the Railways of Railways of the Republic of Indonesia until the era of ''Perusahaan Jawatan Kereta Api'' (PJKA) or Railway Bureau Company, out of 13 locomotives only C16 03, C17 04 and C18 01 are preserved in [[Ambarawa Railway Museum]].<ref name=":0">{{Cite book |last=Oegema |first=J. J. G. |title=De Stoomtractie op Java en Sumatra |publisher=Kluwer Technische Boeken, B.V. |year=1982 |isbn=978-90-201-1520-8 |location=Deventer-Antwerpen |language=nl}}</ref><ref name=":1">{{Cite book |author=Yoga Bagus Prayogo |author2=Yohanes Sapto Prabowo |author3=Diaz Radityo |title=Kereta Api di Indonesia. Sejarah Lokomotif di Indonesia |publisher=Jogja Bangkit Publisher |year=2017 |isbn=978-602-0818-55-9 |location=Yogyakarta |language=id}}</ref>

==== Side tank locomotives ====
[[File:SPOREN VAN SMARAGD 16.jpg|thumb|NIS 157 hauling train passing local folks fest on Yogyakarta-Sewugalur line]]
''[[Nederlandsch-Indische Spoorweg Maatschappij|Nederlandsch Indische Spoorweg Maatschappij]]'' (NIS) was known operating its [[Standard-gauge railway|4 ft 8½ in (1,435 mm)]] gauge between [[Semarang Tawang railway station|Samarang]]–''Vorstenlanden'' ([[Solo Balapan railway station|Solo]] and [[Lempuyangan railway station|Yogyakarta]]), Brumbung–Gundih and Kedungjati–Ambarawa all of which had been built in the 1870s. NIS expanded its rail network in ''[[Yogyakarta|Jogja]]'' (another term of Yogyakarta) by building branch lines between [[Yogyakarta railway station|Yogyakarta]]–Brosot–Sewugalur in 1895 and [[Yogyakarta railway station|Yogyakarta]]–Pundong in 1919. The line construction in and around Jogja was also to serve the freight transports of sugarcane from many sugar mills that operating in the royal land of [[Yogyakarta Sultanate]]. NIS imported another 10 new 0-6-0[[Tank locomotive|Ts]] as [[Standard-gauge railway|standard-gauge]] runner on Samarang–''Vorstenlanden'' and came in 2 batches in 1910 and 1912 from [[Werkspoor|Werkspoor, N.V.]], Netherlands.<ref>{{Cite book |last=De Jong |first=H. |title=De Locomotieven van Werkspoor |publisher=Alk |year=1986 |isbn=978-90-6013-933-2 |language=nl}}</ref> The first batch engines were classified as NIS 151–156, those on second batch were NIS 157–160 and equipped with steam brake.<ref name=":0" />  These locomotives often worked on southern lines of ''Jogja''. Since [[Japanese occupation of the Dutch East Indies|Japanese occupation]] in 1942, the entire of NIS standard-gauge lines were converted to [[3 ft 6 in gauge railways|3 ft 6 in (1,067 mm)]] gauge which made almost NIS standard gauge locomotives were found derelict. All of NIS 151–160 were also scrapped after Indonesian Independence, while the last one of them was found derelict in Pengok Workshop, Yogyakarta in 1974.<ref name=":2">{{Cite web |last=Dickinson |first=Rob |title=Steam in Java |url=https://www.internationalsteam.co.uk/trains/java.htm |website=The International Steam Pages}}</ref>
[[File:Halte Warungdowo.jpg|thumb|PsSM 6 ''Louisa'' (right) met B16 class at Halte Waroengdowo, [[Pasuruan]]]]
In 1901, the ''[[Staatsspoorwegen]]'' (SS) acquired 24 units of 0-6-0Ts from ''Solo Vallei Waterwerken'' or Solo Valley Waterworks after they sold it due to debts as a result of swelling funds for the construction of irrigation canal dams on the banks of the Bengawan Solo and then, SS classified them as SS Class 500 (501–524). Not quite a long, a local private tramway company named [[Pasoeroean Stoomtram Maatschappij|''Pasoeroean Stoomtram Maatschappij'' (PsSM)]] bought 2 units from SS to assist their sugar-freight transports to the port there along with their [[Hohenzollern Locomotive Works|Hohenzollern]] 0-4-0Tr engines in 1905 and 1908. The remaining owned by the SS were renumbered as SS Class 24–45 and used to aid mainline and rural tramlines, especially in [[East Java]] between Garahan–[[Banyuwangi Regency|Banyuwangi]] line using as transport for construction materials and metal bridge girders. After that, they were used as yard shunter and short harbor works at Banyuwangi and [[Panarukan]]. While 2 units of ''Solo Vallei'' which were acquired by PsSM renumbered to PsSM 6 '''Louisa''' (former SS 506) and PsSM 7 '''Marie''' (former SS 516), by 1911 they also purchased brand new of the same type PsSM 8 '''Nella'''. These locomotives were manufactured by [[John Cockerill (company, 1825–1955)|John Cockerill & Cie.]], Belgium. After Japanese occupation, the SS Class 24–45 were renumbered as C13 class and PsSM 6–8 were reclassified as C22 class, the C13s were brought by Japanese throughout Java while the C22s were brought to Mojokerto as yard shunt duties. From all of these locomotives, not a single one remains. All of them were scrapped around the 1970s.<ref name=":0" /><ref>{{Cite book |last=de Bruin |first=Jan |title=Het Indische Spoor in Oorlogstijd |publisher=Uquilair |year=2003 |isbn=978-90-71513-46-6 |language=nl}}</ref><ref>{{Cite web|first=A. B.|last=Cholisi|title=Class C13/C22 Steam Locomotive 
|url=http://indonesialostrailways.blogspot.com/p/the-c-series-steam-locomotives.html?m=1|website=Tracing The Lost Railway Lines of Indonesia|access-date=2023-06-09}}</ref>
[[File:Lokomotif C19.jpg|thumb|The SJS Class 112 or DKA C19 12 at the Transportation Museum of [[Taman Mini Indonesia Indah]], [[Jakarta]]]] 
In addition to operating trams for transportation facilities in the city of [[Semarang]], Central Java, the private tramway company of Semarang-Joana or [[Samarang–Joana Stoomtram Maatschappij|''Semarang-Joana Stoomtram Maatschappij'']] (SJS) was also extending the construction of their [[3 ft 6 in gauge railways|3 ft 6 in (1,067 mm)]] lines to the east, which connected to Rembang, Blora and Cepu. The line of  Semarang–Demak–Kudus–Rembang (197&nbsp;km / 122 miles) was built in 1883–1900, while the Rembang–Blora–Cepu line (70&nbsp;km / 43 miles) was completed in 1902. The line to Cepu was used for oil transportation and by this area there are fairly extensive teak forests. To serve the freight or passenger transportation on those lines, the SJS ordered 12 '0-6-0T' locomotives from [[Sächsische Maschinenfabrik|Sächsische Maschinenfabrik (Hartmann)]] and came in 1898–1902 and classified as SJS Class 100 (101–112). Originally these locomotives had a funnel-shaped chimney, but was later replaced by a straight one and also equipped with a sand box which it made of [[brass]]. During [[Japanese occupation of the Dutch East Indies]], all of SJS Class 100s were renumbered to C19 and still used up today. After World War II ended, 2 units of C19 locomotives were moved from [[Java]] to [[West Sumatra]] at the Padang locomotive depot to meet the needs of rail transportation in West Sumatra. At the end of its service period around 1973, the C19 locomotive was used to haul the molasses tank wagons around Probolinggo–Pajarakan.<ref name=":0" /><ref name=":1" /> From 12 of them, only C19 12 or SJS 112 is preserved at the Transportation Museum of [[Taman Mini Indonesia Indah]], [[Jakarta]].

[[File:Lokomotfi C21.jpg|thumb|C21 locomotive at [[Taman Mini Indonesia Indah]]]]

In 1895–1896, two private-owned tramway company named ''Modjokerto Stoomtram Mij.'' (Mdj.SM) and ''Babat Djombang Stoomtram Mij.'' (BDSM) received the permit concession from the colonial Dutch government to build the line of Porong–Gunung Gangsir–[[Bangil railway station|Bangil]]–Pandaan–Japanan–[[Mojokerto]] and Sidoarjo–Tarik–Mojokerto–Jombang which were connected to ''[[Staatsspoorwegen]]'' (SS) lines. In addition, the BDSM was also built their line of Babat–Jombang to serve sugarcane freight transports which was connected to [[Nederlandsch-Indische Spoorweg Maatschappij|Nederlandsch-Indische Spoorweg Mij.]] (NIS) line at the [[Surabaya Pasar Turi railway station|Soerabaia NIS (Surabaya Pasar Turi)]], Babat and Cepu railway stations. The Mdj. SM completed their line construction in 1899, while BDSM completed in 1902 and 1913. To serve their rail transports, The Mdj. SM imported 4 locomotives in 1907–1926 (classified as MSM 11, 12, 15 and 16) and BDSM imported 2 of them in 1903 and 1903 (classified as BDSM 9 &10) from [[Georg Krauß]], Germany. BDSM was defunct in 1916 due to the company's financial difficulties, so all of its assets including their two 0-6-0T units were acquired by SS (became SS 113 &114). After [[Japanese occupation of the Dutch East Indies|Japanese occupation]], they were classified as C21 class.<ref name=":0" /><ref name=":1" /> From 6 of them only 2 remained, the C21 02 of BDSM in [[Industri Kereta Api|INKA]], [[Madiun]] and C21 03 of Mdj. SM in [[Taman Mini Indonesia Indah]].

==== Well Tank locomotives ====
[[File:Loko nis 106.jpg|thumb|NIS 106]]
Type C2-Lts later classified as NIS 106 and NIS 107 were the first generation of 0-6-0[[Tank locomotive|WT]] operated by NIS from [[Hanomag]], Germany and came in 1901. These C2-Lts were wood and coal burners and had a maximum speed of 40 kilometres per hour (24.8 miles per hour).<ref name=":0" /> These locomotives often worked on southern lines of ''Jogja''. Since [[Japanese occupation of the Dutch East Indies|Japanese occupation]] in 1942, the entire of NIS standard-gauge lines were converted to [[3 ft 6 in gauge railways|3 ft 6 in (1,067 mm)]] gauge which made almost NIS standard gauge locomotives were found derelict. Just before occupation, NIS 106 and 107 were converted became armored locomotive by J. C. Jonker who was the former head of NIS traction depot. The last known NIS 106 was re-gauged to 1,067&nbsp;mm and operating as short harbor works in Semarang in July 1945 before being scrapped by Japanese. The chassis of NIS 107 still be found in front of SMK Negeri 2 Yogyakarta (state vocational school), while the most parts of it had been stripped down by the Japanese.<ref name=":2" />

===New Zealand===
In New Zealand the 0-6-0 design was restricted to tank engines. The [[Hunslet]]-built [[NZR M class|M class]] of 1874 and Y class of 1923 provided 7 examples, however the [[NZR F class|F class]] built between 1872 and 1888 was the most prolific, surviving the entire era of NZR steam operations, with 88 examples of which 8 were preserved.

===Philippines===
[[File:Tutubanrailwaystationjf1188 06.JPG|thumb|The Kerr Stuart 777 Cabanatuan, one of the two 0-6-0 tank engines preserved in [[Tutuban station]].]]
[[File:Hawiian Philippine Company Loco 1984 (3212583114).jpg|thumb|Hawaiian-Philippine Company No. 1 in 1984]]

This wheel arrangement was first introduced in 1905. Most of the preserved steam locomotives in the country are of this type as they were popular among [[sugarcane]] [[plantation]], [[sawmill]] and coal mine owners.

====Tank and tank-tender locomotives====
The first operators of the type were the [[Manila Railroad Company|Manila Railway]] with its 0-6-0T ''Cabanatuan'' class, named after the now-defunct branch line towards [[Cabanatuan]]. Two of these locomotives were built, No. 777 ''Cabanatuan'' and No. 778 ''Batangas''. It was followed by the [[0-6-2]]ST ''Cavite'' class of 1906, after also defunct [[Naic]] branch of the [[PNR South Main Line]]. This was later known as the ''V'' class. No. 777 ''Cabanatuan'' and No. 1007 ''Dagupan'' (originally ''Cavite'') are in display in front of the [[Philippine National Railways]] headquarters at [[Tutuban station]] in [[Tondo, Manila]].

This type was also used by the 3&nbsp;ft gauge railways in [[Negros]] Island. Central Azucarera de Bais operated 3 tank locomotives. The De La Rama conglomerate of [[Bago, Negros Occidental]] led by Esteban de la Rama (1866–1947) had Locomotive No. 2.<ref>{{Cite book|first=Roy|last=Wright|title=[[1922 Locomotive Cyclopedia of American Practice]]|publisher=[[Simmons-Boardman Publishing]]|date=1922}}, as cited by {{Cite web|first=Steve|last=Llanso|title=Esteban de la Rama 0-6-0 Locomotives in [the] Philippines|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=edlr|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref> Other operators include Ma-Ao Sugar Central,<ref>{{Cite web|first=Steve|last=Llanso|title=Ma-Ao Sugar Central 0-6-0 Locomotives in Philippines
|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=masc|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref> the National Coal Company in which used this locomotive as a 0-6-0STT tank tender,<ref>{{Cite web|first=Steve|last=Llanso|title=National Coal Company 0-6-0 Locomotives in [the] Philippines|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=ncc|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref> and San Carlos Milling Company No. 4 of 1919.<ref name="scmc">{{Cite web|first=Steve|last=Llanso|title=San Carlos Milling Company 0-6-0 Locomotives in [the] Philippines|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=scmc|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref>

====Tender locomotives====
The Hawaiian-Philippine Company of [[Silay]], [[Negros Occidental]] operates three 0-6-0 tender locomotives and are the last active steam locomotives in the country. The three locomotives are No. 2 ''Peter Francis Davies'' of 1919, No. 5 ''The Isabella Curran'' of 1920 and No. 7 ''Edwin H. Herkes'' of 1928.<ref>{{Cite web|first=Eddie|last=Barnes|title=Extant Steam in the Philippines, December 2016|url=https://www.internationalsteam.co.uk/trains/philippines02.htm|website=International Steam|date=2016-12-14|access-date=2022-04-01}}</ref> These are still used for its [[heritage railway]] service after the rail freight service was terminated in 2021. No. 7 was later renamed as the second ''Isabella Curran''.<ref>{{Cite AV media|first=Lloyd Gerald|last=Poblacion|title=The Hawaiian-Philippine Sugar Company|url=https://www.facebook.com/PTERCOfficial/photos/pcb.2705420936373616/2705419799707063|publisher=Philippine Rail Enthusiasts and Railfans Club|date=2020-09-26|access-date=2022-04-11}}</ref> Aside from these, the company also had two more locomotives of the same arrangement that were most likely scrapped.<ref>{{Cite web|first=Steve|last=Llanso|title=Hawaiian-Philippine 0-6-0 Locomotives in [the] Philippines|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=hawaiian-philippine|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref>

Other known operators of tender locomotives include Central Azucarera de Bais with its Baldwin-built also numbered No. 7,<ref>{{Cite web|first=Steve|last=Llanso|title=Central Azucarera de Bais 0-6-0 Locomotives in [the] Philippines|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=cadb|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref> North Negros Sugar Company,<ref>{{Cite web|first=Steve|last=Llanso|title=North Negros Sugar Company 0-6-0 Locomotives in [the] Philippines|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=nnsc|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref> San Carlos No. 5 of 1926,<ref name="scmc"/> and Tabacalera Central No. 5 of 1927.<ref>{{Cite web|first=Steve|last=Llanso|title=Tabacalera Central/CA de Bais 0-6-0 Locomotives in Philippines|url=https://steamlocomotive.com/locobase.php?country=Philippines&wheel=0-6-0&railroad=tcdb|website=SteamLocomotive.com|publisher=Sweat House Media|access-date=2022-04-11}}</ref> Out of these, only the Tabacalera Central No. 5 uses the 3&nbsp;ft 6 in gauge lines being operated in [[Tarlac]] while the other units use the 3&nbsp;ft gauge.

===South Africa===

====Cape gauge====
In 1876, the [[Cape Government Railways]] (CGR) placed a pair of [[CGR 0-6-0T|0-6-0 Stephenson's Patent]] permanently coupled back-to-back tank locomotives in service on the Cape Eastern system. They worked out of East London in comparative trials with the experimental [[CGR Fairlie 0-6-0+0-6-0|{{nowrap|0-6-0+0-6-0}} Fairlie locomotive]] that was acquired in that same year.<ref name="Holland 1">{{Holland-Vol 1|pages=25–28, 80–83, 110, 118}}</ref><ref name="Dulez 150">{{Dulez 150|pages=21–22, 232}}</ref><ref name="Kitson Works List">[[:Talk:CGR Stephenson 0-6-0T#What were these, 2-6-0T or 0-6-0T?|What were these, 2-6-0T or 0-6-0T?]]</ref>

[[File:HB Natal 0-6-0ST John Milne (1879).jpg|thumb|Natal Harbours Department locomotive ''John Milne'']]
The Natal Harbours Department placed a single {{nowrap|0-6-0}} saddle-tank locomotive in service in 1879, named [[Durban Harbour's John Milne|''John Milne'']].<ref name="Holland 2">{{Holland-Vol 2|pages=120, 125–129, 131}}</ref><ref name="Paxton-Bourne">{{Paxton-Bourne|pages=21–24, 26, 111–112, 116-117, 121, 157}}</ref>

The [[Natal Government Railways]] placed a single locomotive in shunting service in 1880, later designated [[NGR Class K 0-6-0ST|Class K]], virtually identical to the Durban Harbour's John Milne and built by the same manufacturer.<ref name="Holland 2"/><ref name="Paxton-Bourne"/>

In 1882, [[Kowie Railway 0-6-0T|two 0-6-0 tank locomotives]] entered service on the private Kowie Railway between Grahamstown and Port Alfred. Both locomotives were rebuilt to a [[4-4-0|4-4-0T]] wheel arrangement in 1884.<ref name="Holland 1"/>

In 1890, the [[Netherlands-South African Railway Company|Nederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij]] of the [[Zuid-Afrikaansche Republiek]] (Transvaal Republic) placed six [[NZASM 18 Tonner 0-6-0ST|18 Tonner]] 0-6-0ST locomotives in service on construction work.<ref name="Holland 1"/>

In 1896 and 1897, three [[PPR 26 Tonner 0-6-0ST|26 Tonner]] saddle-tank locomotives were built for the Pretoria-Pietersburg Railway (PPR) by [[Hawthorn Leslie and Company|Hawthorn, Leslie and Company]]. These were the first locomotives to be obtained by the then recently established PPR. Two of these, named ''Nylstroom'' and ''Pietersburg'', came into SAR stock in 1912 and survived into the 1940s.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="SAR Renumber">Classification of S.A.R. Engines with Renumbering Lists, issued by the Chief Mechanical Engineer's Office, Pretoria, January 1912, pp. 2, 11, 13 (Reprinted in April 1987 by SATS Museum, R.3125-6/9/11-1000)</ref>

[[File:HB Natal 0-6-0T Edward Innes (1901).jpg|thumb|left|Harbour locomotive ''Edward Innes'']]
In 1901, a single 0-6-0T harbour locomotive built by [[Hudswell Clarke|Hudswell, Clarke]] was delivered to the Harbours Department of Natal. It was named [[Durban Harbour's Edward Innes|''Edward Innes'']] and retained this name when it was taken onto the SAR roster in 1912.<ref name="Holland 2"/><ref name="Paxton-Bourne"/><ref name="SAR Renumber"/>

[[CGR 0-6-0ST|Two saddle-tank locomotives]] were supplied to the East London Harbour Board in 1902, built by Hunslet. Both survived until the 1930s, well into the SAR era.<ref name="Holland 2"/><ref name="Paxton-Bourne"/>

In 1904, a single saddle tank harbour locomotive, named [[Durban Harbour's Sir Albert|''Sir Albert'']], was built by Hunslet for the Harbours Department of Natal. It came into SAR stock in 1912 and was withdrawn in 1915.<ref name="Holland 2"/><ref name="Paxton-Bourne"/><ref name="SAR Renumber"/>

====Narrow gauges====
In 1871, two {{RailGauge|2ft6in|lk=on}} gauge tank locomotives, built by the [[Lilleshall Company]] of Oakengates, Shropshire in 1870 and 1871, were placed in service by the Cape of Good Hope Copper Mining Company. Named [[Namaqualand 0-6-0T|''John King'' and ''Miner'']], they were the first steam locomotives to enter service on the hitherto mule-powered Namaqualand Railway between [[Port Nolloth]] and the Namaqualand copper mines around [[O'okiep]] in the Cape Colony.<ref name="Bagshawe">{{Bagshawe|pages=8–11}}</ref>

In 1902, [[Orenstein & Koppel|Arthur Koppel]], acting as agent, imported a single 0-6-0 {{RailGauge|2ft}} narrow gauge tank steam locomotive for a customer in Durban. It was then purchased by the Cape Government Railways and used as [[CGR NG 0-6-0T|construction locomotive on the Avontuur]] branch from 1903. In 1912, this locomotive was assimilated into the South African Railways and in 1917 it was sent to German South West Africa during the [[First World War]] campaign in that territory.<ref name="Dulez 150"/><ref name="Paxton-Bourne"/>

===South West Africa===
[[File:DSWA Zwillinge 73A & B.jpg|thumb|Krauss factory picture of Zwillinge 73 A & B, c. 1899]]
Between 1898 and 1905, more than fifty pairs of [[South West African Zwillinge|Zwillinge]] twin tank steam locomotives were acquired by the ''Swakopmund-Windhuk Staatsbahn'' ([[Swakopmund]]-[[Windhoek]] State Railway) in ''[[Deutsch-Südwest-Afrika]]'' (DSWA, now [[Namibia]]). Zwillinge locomotives were a class of small {{RailGauge|600mm}} ''Schmalspur'' ([[narrow gauge]]) {{nowrap|0-6-0T}} tank steam locomotives that were built in Germany in the late 19th and early 20th centuries. As indicated by their name ''Zwillinge'' (twins), they were designed to be used in pairs, semi-permanently coupled back-to-back at the cabs, allowing a single footplate crew to fire and control both locomotives. The pairs of locomotives shared a common manufacturer's works number and engine number, with the units being designated as A and B. By 1922, when the SAR took control of all railway operations in South West Africa (SWA), only two single Illinge locomotives survived to be absorbed onto the roster of the SAR.<ref name="Paxton-Bourne"/>

In 1907, the German Administration in DSWA acquired three [[South West African Class Hc|Class Hc]] tank locomotives for the narrow gauge [[Otavi Mining and Railway Company]]. One more entered service in 1910, and another was obtained by the South African Railways in 1929.<ref name="Paxton-Bourne"/>

In 1911, the ''Lüderitzbucht Eisenbahn'' (Lüderitzbucht Railway) placed two [[South West African 0-6-0T|Cape gauge 0-6-0T locomotives]] in service as shunting engines. They were apparently no longer in service when all railways in the territory came under the administration of the South African Railways in 1922.<ref name="SAR&H Jan 1948">Espitalier, T.J.; Day, W.A.J. (1948). ''The Locomotive in South Africa - A Brief History of Railway Development. Chapter VII - South African Railways (Continued).'' South African Railways and Harbours Magazine, January 1948. p. 31.</ref>

===Switzerland===
During the Second World War, [[Switzerland]] converted some 0-6-0 shunting engines into [[electric–steam locomotive]]s.

===United Kingdom===
The 0-6-0 inside-cylinder tender locomotive type was extremely common in Britain for more than a century and was still being built in large numbers during the 1940s. Between 1858 and 1872, 943 examples of the [[John Ramsbottom (engineer)|John Ramsbottom]] [[LNWR DX Goods class|DX goods class]] were built by the [[London and North Western Railway]] and the [[Lancashire and Yorkshire Railway]]. This was the earliest example of standardisation and mass production of locomotives.<ref>H.C. Casserley, ''The historic locomotive pocket book'', Batsford, 1960, p.23.</ref>

[[File:SR Q1 Class C1 at Sheffield Park.jpg|thumb|Preserved Class Q1 no. 33001]]
Of the total stock of standard-gauge locomotives operating on British railways in 1900, around 20,000<!-- Seriously? Just wondering... --> engines, over a third were 0-6-0 tender types. The ultimate British {{nowrap|0-6-0}} was the [[SR Class Q1|Q1 ''Austerity'']] type, developed by the [[Southern Railway (Great Britain)|Southern Railway]] during the [[Second World War]] to haul very heavy freight trains. It was the most powerful steam {{nowrap|0-6-0}} design produced in Europe.

Similarly, the 0-6-0 [[tank locomotive]]s became the most common locomotive type on all [[railway]]s throughout the 20th century. All of the [[Big Four British railway companies|Big Four companies]] to emerge from the [[Railways Act 1921|Railways Act, 1921]] grouping used them in vast numbers. The [[Great Western Railway]], in particular, had many of the type, most characteristically in the form of the [[pannier tank]] locomotive that remained in production well past [[Nationalization|railway nationalisation]] in 1948.

When diesel shunters began to be introduced, the 0-6-0 type became the most common. Many of the [[British Railways]] shunter types were {{nowrap|0-6-0s}}, including [[British Rail Class 03|Class 03]], the standard light shunter, and [[British Rail Class 08|Class 08]] and [[British Rail Class 09|Class 09]], the standard heavier shunters.

===United States===
In the [[United States]], huge numbers of 0-6-0 locomotives were produced, with the majority of them being used as switchers. The [[USRA 0-6-0]] was the smallest of the [[USRA standard locomotives|USRA Standard]] classes designed and produced during the brief government control of the railroads through the [[United States Railroad Administration|USRA]] during the [[First World War]]. 255 of them were built and ended up in the hands of about two dozen United States [[railroad]]s.

[[File:USRA 0-6-0.jpg|thumb|left|A USRA 0-6-0]]
In addition, many of the railroads (and others) built numerous copies after the war. The [[Pennsylvania Railroad]] rostered over 1,200 0-6-0 types over the years, which were classed as class B on that system. The United States 0-6-0s were generally [[tender locomotive]]s.

During the [[Second World War]], no fewer than 514 [[USATC S100 Class]] 0-6-0 tank engines were built by the [[Davenport Locomotive Works]], for use by the [[Transportation Corps (United States Army)|United States Army Transportation Corps]] in both Europe and North Africa. Some of these remained in service long after the war, having been purchased or otherwise adopted by the countries where they were used. These included Austria, Egypt, France, Iraq, the United Kingdom and Yugoslavia.

The fourteen [[SR USA Class]] engines purchased by the British [[Southern Railway (UK)|Southern Railway]] in 1946 remained in service well into the 1960s. Designed to be extremely strong but easy to maintain, these engines had a very short [[wheelbase]] that allowed them to operate on dockyard railways.
[[File:Western Pacific 165.jpg|thumb|right|Western Pacific 165, 0-6-0 locomotive in Portola, California]]

==References==
{{Reflist|30em}}

==External links==
{{Commons category}}
* [http://www.sparetimelabs.com/animato/animato/3003/index060.html Building a 1/8 scale Live Steam 0-6-0 locomotive] This site includes a full 1914 factory drawing of a Finnish 0-6-0 switcher.
{{Whyte types}}

[[Category:0-6-0 locomotives| ]]
[[Category:C locomotives| ]]