Under the Whyte notation for the classification of steam locomotives, represents the wheel arrangement of no leading wheels, six powered and coupled driving wheels on three axles and two trailing wheels on one axle.
Overview
While some locomotives with this wheel arrangement had tenders, the majority were tank locomotives which carried their coal and water onboard.
Usage
Finland
Finland used two classes of 0-6-2T locomotive, the Vr2 and the Vr5.
The Vr2 class was numbered in the range from 950 to 965. Five of them are preserved in Finland, no. 950 at Joensuu, no. 951 at Tuuri, no. 953 at Haapamäki, no. 961 at Jyväskylä and no. 964 at the Veturimuseo at Toijala.
The Vr5 class was numbered in the range from 1400 to 1423. No. 1422 is preserved at Haapamäki.
Indonesia
Nederlandsch Indische Spoorweg Maatschappij or NIS received 10 0-6-2Ts (skirt tank) from Sächsische Maschinenfabrik (Hartmann) in 1903 and 1912 worked for mixed passenger and freight trains on the 3 ft 6 in (1067 mm) Gundih–Gambringan–Cepu–Surabaya NIS and sugarcane freight train on Solo–Wonogiri–Baturetno lines which managed by them. A 0-6-2T also worked on Batavia–Buitenzorg line. These 0-6-2Ts were classified as NIS Class 350 (351-360) using both wood and coal as fuel. However, the NIS 350s used teak wood more often due to the increasing consumption of coal making it difficult to got it. Teak wood is easy to obtain along the Gundih–Surabaya line, especially in the vicinity of Bojonegoro where there are still many teak forests. These NIS 350s have limitation, technically, the position of the tank is on the side of the wheels and only has a water capacity of 3 m³. This small tank capacity, it limits the operating range of NIS 350s that had to haul NIS essential commodity trains on certain routes. They quickly ran out of water, so they had to frequently stop at the station to fill the tank with water. To overcome this obstacle, especially when entering the dry season, a water tower or reservoir was built at each station. After Japanese occupation and Indonesian Independence, these locomotives were renumbered as C20 class. The C20 locomotive has a length of 9420 mm and weighs 33.5 tons, and able to run a maximum speed of 60 kilometres per hour (37 miles per hour). From 10 of them, only C20 01 is preserved at Ambarawa Railway Museum, Central Java.
Philippines
Tank locomotives
There were 30 Dagupan-type locomotives built between 1889 and 1890. All were tank locomotives, weighed and were run a maximum speed of . These were divided into two subclasses: the A subclass built by Neilson and Company and the B subclass built by Dübs and Company.
Another 25 locomotives of the C class were built in 1906 by the North British Locomotive Company (which succeeded Dübs) and were regarded as distinct from the Dagupan class.
During the Manila Railroad era, they were replaced in mainline service by American tender locomotives such as the Porter 4-6-0 built in 1919 or the 4-6-2 Pacifics built by Baldwin Locomotive Works between 1926 and 1929.
A B-class locomotive named Urdaneta (No. 17) remained in shunting service until 1963 and is one of only three steam locomotives preserved by the PNR. After its retirement, Urdaneta was first displayed in the Tutuban station. It is now on static display in Dagupan, Pangasinan. The rest were scrapped between 1917 and 1940.
Tender locomotives
Ma-Ao Sugar Central of Negros Occidental had locomotive No. 8, a rebuild of a saddle tank locomotive built in 1920. It was last seen in January 1982 and was presumed to have been scrapped not long after due to the mill being in a decrepit state during those years.
South Africa
Tender locomotives
Between 1890 and 1898, four 0-6-2 tender locomotives were placed in service by the Cape Copper Company on its gauge Namaqualand Railway between Port Nolloth and O'okiep in the Cape Colony. Acquired to meet the traffic needs of the upper mountainous section of the line, they became known as the Mountain type. The first three of these locomotives were later described as the Clara Class, while the fourth was included in this Class by some and included in the subsequent Scotia Class by others.
Between 1900 and 1905, six more Mountain type 0-6-2 tender locomotives were placed in service by the Cape Copper Company. Later described as the Scotia Class, they were similar to the earlier Clara Class locomotives, but with longer boilers, longer fireboxes and larger firegrates.