An analysis by engineers at Imperial College London subsequently revealed that the mark was most likely caused by a fire in a coal bunker of the ship.
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Experts believe the streak is evidence of a fire in a coal bunker below deck, which may have caused damage in the very same region where the ship came into contact with an iceberg.
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Two critical photos show a 30-foot long black streak, which experts cite as evidence that a fire in a coal bunker below deck caused serious damage, weakening the "unsinkable" ship's hull in the same region where the iceberg later struck.
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Pictures of most of these locomotives in service show them with tenders with built-up sides to the coal bunker, to increase the coal capacity. Early versions of the built-up coal bunker sides were in the form of a slatted open-top cage, made of rectangular steel rods. Later versions were constructed of sheet-metal. In the second example depicted, a Type XE1 tender with a sheet-metal extended coal bunker is plinthed with CGR 6th Class no.
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This new design was classified La, but their limited coal bunker capacity remained a drawback. The solution was to add a trailing pony truck to accommodate a larger coal bunker, converting them to a 4-4-2T wheel arrangement. A further four L class locomotives were similarly converted.
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As built, it had a water capacity of and a coal capacity of only . Photographs show that the coal bunker sides of the tenders were raised by fitting a slatted open-top cage made of rectangular steel rods on top of the coal bunker to increase the coal capacity.
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The Red Devil's Type EW1 tender with raised coal bunker sides The coal capacity of the Class 25NC's Type EW1 tender was increased from to about by raising the coal bunker sides. With all the modifications done, the total weight of the locomotive in full working order had been increased from to about .
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Service terminated at Mackies on Whitefish Lake, Milepost 47. The station and its nearby coal bunker were abandoned by CNR.
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The coal bunker was behind the driver's cab. For branch line duties, all machines were equipped with a steam-operated bell.
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1634, which was also modified by shortening and raising the sides of the coal bunker, to the sole Type XP1 tender.
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Pictures of most of these locomotives in service show them with a modified tender with built-up sides to the coal bunker to increase the coal capacity. Early versions of the built-up coal bunker sides were in the form of a slatted open-top cage, made of rectangular steel rods. Later versions were constructed of sheet-metal.
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Titanic Research & Modeling Association: Coal Bunker Fire Of the engineering crew, the trimmers were paid the least. The working conditions of a trimmer were poor, primarily as a result of their environment: the inside of a coal bunker was poorly lighted, full of coal dust, and extremely hot due to residual heat emanating from the boilers.
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The original slatted upper sides of the Type WG tender's coal bunker were soon extended higher or replaced by sheet-metal sides.
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The original slatted upper sides of the Type YE1 tender's coal bunker were soon extended higher or replaced by sheet-metal sides.
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Some Type TL tenders were subsequently modified to increase their coal capacity from to , by extending the top of the coal bunker rearwards.
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The original slatted upper sides of the Type XD tender's coal bunker were soon replaced by sheet-metal sides to increase the coal capacity.
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While the tender was similar in general appearance and dimensions and had the same wheelbase as the Type MY tender of the Class 24, it had a different coal bunker top design. As was done with the tenders of the Classes S and S1 shunting locomotives, the top sides of the coal bunker were scalloped out to improve the crew's rearward field of vision.
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Compared to builder's pictures, which show the locomotives and tenders as built, pictures of most of these locomotives in service show them with a modified tender with built-up sides to the coal bunker to increase the coal capacity. Early versions of the built-up coal bunker sides were in the form of a slatted open-top cage, made of rectangular steel rods. Later versions were constructed of sheet-metal.
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South Africa's 'Red Devil' (Accessed on 28 July 2016) A number, when added after the letter code, indicates differences between similar tender types, such as function, wheelbase or coal bunker capacity.
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The heavier Type MT tender had smooth sides all the way to the top of the coal bunker. It had a fuel capacity of and a water capacity of , with a axle load.
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It has 4 bedrooms, 5 bathrooms, 2 fireplaces, and a sunroom that was added in the 1980s. The north wing of the house is a dedicated servants' quarters which includes a bedroom and bathroom on the second floor, kitchen on the first floor, and a scullery with built-in mangle, serving panty, and coal bunker in the basement. In the Marriott era, the coal bunker was converted to an office. Connecting the servant floors is a dumbwaiter and private stairwell.
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Plate on no. 2723 Between 1945 and 1948, several of these tenders were reclassified to Type MT2 after being modified to increase their coal capacity by extending the top of the coal bunker rearwards.
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The units each had a coal bunker, and there was a bath underneath a wooden top in the kitchens. In 2001, the Trust celebrated its centenary year and changed its name to Southern Housing Group.
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When the replica station was constructed in 1977, the Ministry of Natural Resources decided to burn the collapsing structure the original station. The remains, as well as those of the fairly well-preserved coal bunker, sat overgrown in the brush beside the former railway grade. In 1999 the entire Boundary Waters area was hit by an intense weather system that caused massive blowdowns, and became known as the Boundary Waters – Canadian derecho. The storm caused extensive damage to the site, particularly to the coal bunker.
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The Union Garratt was a hybrid locomotive, part Garratt and part Modified Fairlie, designed and built for the SAR by Maffei in Munich, Germany. The front end of the locomotive was of a typical Garratt arrangement, with a water tank mounted on the front engine unit’s frame, while the rear end was constructed in the Modified Fairlie fashion, with the coal bunker mounted on a rigid extension of the locomotive’s main frame and with the pivoting rear engine unit positioned beneath the coal bunker.
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The front end of the locomotive was of a typical Garratt arrangement with a water bunker mounted on the front engine unit's frame, while the rear end was constructed in the Modified Fairlie fashion with the coal bunker mounted on a rigid extension of the locomotive's main frame and with the pivoting rear engine unit positioned beneath the coal bunker. One reason which had been put forward for the construction of the rear end on the Modified Fairlie principle was to enable the coal bunker to be rigidly in line with the boiler frame to ensure a satisfactory arrangement for the installation of the mechanical stoker. Since the locomotive was neither Garratt nor Modified Fairlie, its unique configuration was dubbed Union Garratt. The locomotives were superheated and had round-topped fireboxes, Walschaerts valve gear and bar frames.
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The tender was equipped with a mechanical stoker. The water tank was of welded construction and the coal bunker was of the self- trimming design. Each Bissel truck was compensated with two pairs of rigidly mounted wheels.
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There was almost no overlap in the ships used in the two coastal coal trades. The interstate ships were larger than most 'sixty-milers' and making longer voyages needs different crewing arrangements and larger coal bunker capacity..
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It had an longer wheelbase and was longer over the couplers. A larger coal bunker increased its fuel carrying capacity from to , while larger water tanks increased its capacity from . The operating pressure of its boiler was reduced from .
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Most of these tenders were modified by shortening and raising the sides of the coal bunker, in effect making the coal at the rear of the bunker more easily accessible to the stoker and apparently without affecting the tender's coal capacity.
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Cartela's first engine was a reciprocating triple-expansion steam engine built by Plenty and Sons, Newbury, England. It had three cylinders, powering a four-bladed propeller in diameter. . The engine was used from 1912 to 1958. Coal bunker capacity was .
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Besides the previously mentioned coal bunker extension, it also had a siding on the south side of the tracks, for an engine house, smaller coal bunker and water tank. The line east of Port Jefferson was abandoned in 1938, and the lumber from the station was used to build a nearby store north of the former station.Bob Emery Map of Wading River Station & Vicinity The right-of-way is now owned by the Long Island Power Authority and used for power lines, but there are plans to create a rail trail for bicycling, running, and walking.
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The condensing tender was rebuilt to a Torpedo tender by mounting a tank and coal bunker, supplied locally in Bulawayo, on the frame. This rebuilt tender is the one paired with no. 330 which is preserved in the Bulawayo Railway Museum.Hamer, E.D. (2001).
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Most of these tenders were later modified by shortening and raising the upper sides of the coal bunker, in effect making the coal at the rear of the bunker more easily accessible to the stoker and apparently without affecting the tender's coal capacity.
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However, Kasagi was hit below the waterline by a Russian shell, which flooded a boiler room and coal bunker, killing one crewman and injuring nine others, and was forced to withdraw from combat to address the damage.Willmont, The Last Century of Sea Power.
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It had coupled wheels of diameter. The coal bunker had a capacity of and the side-tanks had a water capacity of . The total weight of the engine in full working order was and it had a tractive effort of at 75% of boiler pressure.
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Builder's works pictures of most of these locomotives show them with the original slatted upper sides on the tender. Pictures of most of these locomotives in service, however, show them with a Type TJ tender with built-up sheet-metal sides to the coal bunker.
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The original slatted upper sides of the Type SH tender's coal bunker were soon replaced by sheet- metal sides. The sheet-metal tops appear to have not been uniform in dimensions, with some extending further towards the rear end of the tender than others.
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A selection of coal hole covers from Gordon Square, London and surrounding streets A coal hole is a hatch in the pavement (sidewalk, in US usage) above an underground coal bunker. They are sometimes found outside houses that existed during the period when coal was widely used for domestic heating from the early 19th century to the middle 20th century. In Britain they became largely obsolete in major cities when the Clean Air Act of 1956 forced a move towards oil and gas for home heating. The coal hole allowed the easy delivery of coal, generally in sacks and often from horse-drawn carts, to the house's coal bunker.
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Builder's works pictures of the Classes 6B and 6E show them with the same coal capacity Type XC1 tender. Pictures of most of these locomotives in service, however, show them with Type XC1 tenders with built-up sides to the coal bunker, to increase the coal capacity. Early versions of the built-up coal bunker sides were in the form of a slatted open-top cage, made of rectangular steel rods. In the second example depicted, one of the four CGR locomotives which were sold to the Benguela Railway in Angola in 1907 is shown with a Type XC1 tender with such a slatted extension of extraordinary proportions.
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The Single Fairlie design was essentially half a Double Fairlie. It retained the ability to negotiate sharp curves and, while it abandoned the bidirectional nature of the Double Fairlie, it regained the ability of conventional locomotives to have a large water and coal bunker behind the cab and to use a trailing tender if necessary. Most Single Fairlies were tank locomotives and early models were similar in general appearance to conventional tank engines with side tanks and a coal bunker aft of the cab, all mounted on a single rigid frame. The pivoting engine unit was mounted under the boiler and the unpowered bogie under the cab and bunker.
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Over the next 5 years, Rebecca and general contractor Gary Bender, restored every room, fixture, and decor to its neocolonial roots. The entire basement was refinished and the coal bunker was converted to an office. The house was commonly referred to as "Marriott Manor" by the contractors.
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However, the conversion resulted in a heavier locomotive, as an increase in water capacity was incorporated, as was an extended coal bunker to enable longer journeys to be achieved. This entailed the extension of the locomotive's frames, resulting in a longer locomotive than the original 4-4-0 design.
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Livery remained black in the guise of BR Freight Black, and the locomotives were provided with the BR crest on the tanks, whilst the numbering was located on the sides of the coal bunker. The Z class were given the numbers 30950-30957 under the BR standard numbering system.
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See air brake and vacuum brake. :36 Water compartment – Container for water used by the boiler to produce steam. :37 Coal bunker – Fuel supply for the furnace, may be wood, coal/coke or oil. Fed to the firebox either manually or, for bigger fire grates, by mechanical stoker.
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Between 1945 and 1948, several of these tenders were reclassified to Type MT1 after being modified to increase the coal capacity by extending the top of the coal bunker rearwards, to the extent that the raised part of the tender sides are approximately three-quarters of the tender's length.
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One of these locomotives, no. 27, and possibly more were rebuilt in the Usakos Workshop for use on the Otavi Railway's fast passenger service by removing the side-tanks and coal bunker and coupling it to a tender. Similar modifications were done on two of the Jung locomotives.Röhr, Gustav F. (1980).
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The locomotive's coal bunker had a capacity of and the side-tanks had a water capacity of . It had coupled wheels of diameter and cylinders of bore and stroke. The total weight of the engine in full working order was and it had a tractive effort of at 75% of boiler pressure.
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39, par 14.NGR appointment dates - W. Milne & G.W. Reid The rebuilding resulted in a heavier locomotive, with its weight increased from to . It had a longer wheelbase and was longer over the couplers. A larger coal bunker increased its fuel carrying capacity from to , while larger water tanks increased its capacity from .
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More likely candidates which better fit the description on the OVGS engine power chart in respect of cylinder bore, tender and lack of onboard coal bunker, may be one or more of these 1st Class engines of 1881, numbers 444, 446 and 447, which were last reflected on the CGR roster in 1896.
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The police found documents during the raid that had been hidden in a coal bunker incriminating Mandela. As a result, he was charged and brought to trial with the others. The trial, which ran from October 1963 to June 1964, ended with Mandela and seven others found guilty and sentenced to life imprisonment.
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She was sold to the Falkland Islands Company and used, afloat, as a storage hulk (coal bunker) until 1937, when she was towed to Sparrow Cove, scuttled and abandoned. In 1881, after the death of William and the later retirement of Robert Bright, the firm was acquired and absorbed into Antony Gibbs & Sons.
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The TCLR locomotives did not carry numbers, all were named, these being carried on cast plates fitted to the side tank. The makers plate was fitted to the coal bunker. Hunslet No. 611 was named Argadeen. This locomotive, along with 0-4-2T St. Molaga, passed to the GSR on amalgamation in 1925.
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Pritchard's design for the Moran Plant, which was featured in Architectural Record, may have been influenced by the 1950 Sewaren Generating Station in Woodbridge, New Jersey, which followed a similar, stepped plan (a three-story service building, a taller turbine room, and an even taller coal bunker with exterior boiler structure and stacks).
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Steam was supplied by four single-ended, coal-fired Scotch boilers with a working pressure of . With a coal bunker capacity of 1,590 tons and average coal consumption of 46 tons per day, the ship had a steaming radius of .United States Shipping Board 1920. pp. 241–42. Rhaetia had a service speed of .
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This required a new type of smokebox saddle, cab and enlarged coal bunker. This alteration was deemed to be successful, adding an extra 100 sq. ft. of heating surface; rather than rebuild the remaining six WGs due to the poor condition of their frames, NZR decided to rebuild twelve existing WW class locomotives, Nos.
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When this was in operation a plume of steam could be seen rising from the rear face of the coal bunker backwall. This equipment greatly helped the locomotive's fireman to meet the high demands for power during the non-stop run of between London Euston and Glasgow Central, when operating the Coronation Scot train.
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Titanic Research & Modeling Association: Coal Bunker Fire The fire was finally extinguished on 14 April.Titanic: Fire & Ice (Or What You Will) Various Authors. Retrieved 23 January 2017. There has been some speculation and discussion as to whether this fire and attempts to extinguish it may have made the ship more vulnerable to its fate.
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The first engine was only 8,880 mm long due to the lack of a coal bunker on the driver's cab. All the vehicles were taken over by the Deutsche Reichsbahn-Gesellschaft in 1925 as DRG Class 98.77 and remained in service until 1931. Only numbers 98 7706 and 98 7707 were retired shortly after the renumbering.
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On 1 July 1896, George William Reid succeeded William Milne as Locomotive Superintendent of the NGR. Later in that year, he rebuilt one of the Stephenson-built batch of locomotives of 1882, no. 21, to a wheel arrangement. In the process, the frame had to be extended to accommodate the trailing bogie and the coal bunker could be enlarged.
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From c. 1925, several of the Types TJ and TM tenders were completely rebuilt by the South African Railways (SAR) by mounting a new upper structure on the existing underframe. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They were designated Type TL.SAR Mechanical Department.
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The first surviving deed dates from 1627. There are other similar deeds dated 1687, 1750 and 1808. Subsequent deeds do not appear to have survived. Over the years the basement has been used for the storage of cargo, as a grain store, coal bunker, for growing mushrooms and also a worm and bait store for local fishermen.
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Two minutes later, the German ships began returning fire, primarily concentrating on Lion, from a range of . At 10:28, Lion was struck on the waterline, which tore a hole in the side of the ship and flooded a coal bunker. At 10:30, , the fourth ship in Beatty's line, came within range of Blücher and opened fire.
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The LSWR 415 class combined side tanks and a well tank Large side tank engines might also have an additional rear tank (under the coal bunker), or a well tank (between the frames). This may have been to increase the water capacity, to equalise the weight distribution, or else improve the stability by lowering the centre of gravity.
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Condensing Locomotives for South Africa - Class "25" locomotives with a total weight in working order 230.5 tons. The Railway Gazette, 26 February 1954. pp. 237-240. The tender was as long as the engine itself. Almost one-third of the total length of the condensing tender was taken up by the coal bunker, with a capacity of .
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The original slatted upper sides of the tender's coal bunker were often replaced by sheet-metal sides. Some Type YC tenders were fitted with new tanks and modified to increase their coal capacity from to . The new tank was slightly bigger, which increased the water capacity from . The maximum average axle load of the modified tender was .
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In addition, an open gondola-type goods truck between the tender and the passenger carriage is loaded with more coal and two workmen. More permanent modifications to increase coal capacity were in the form of a slatted cage mounted on top of the coal bunker and, in later years, a sheet- metal extension to raise the bunker sides.
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It is possible the failure came, not directly from one of the boilers in boiler room no. 1, but rather in the high-pressure steam lines to the turbines. The original torpedo damage alone, striking the ship on the starboard coal bunker of boiler room no. 1, would probably have sunk the ship without a second explosion.
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The wheels on the centre axle were made without flanges to improve curve running. The engine could hold 0.6 tonnes of coal in side tanks either side of the boiler, and 1.8 m2 of water in the frame and in an attachment to the coal bunker. The engine was first equipped with electrical lighting in 1953.
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During the 1930s, some of the Type MP1 tenders were rebuilt by the SAR by mounting a completely new upper structure on the existing underframe. The modification was done to drawings approved by Chief Mechanical Engineer A.G. Watson in 1929, in respect of Type MP1 tenders of the Classes 12, 12A, 12B, 14, 14A, 14B, 15, 15A, 16, 16A, 16B and 16C. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the self-trimming coal bunker. The new tank increased the water capacity from and these rebuilt tenders were therefore reclassified to Type MR.SAR&H; Mechanical Department. Alteration of Tender to Self Trimming Coal Bunker Type - Class 12, 12A, 12B, 14, 14A, 14B, 15, 15A, 16, 16A, 16B, 16C.
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On the Type MP1 tender, the top of its coal bunker sides were distinctly separate, mounted within the top edging of the water tank. It had a fuel capacity of and a water capacity of , with a axle load. Many of these tenders were subsequently rebuilt to smooth-sided Type MR tenders with a water capacity and a axle load.
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As a railway junction station Niedernhausen received a roundhouse (now converted into six loft apartments) with a turntable, a water tower, a coal bunker and sidings for the operation of steam locomotives. The engine shed and water tower now have heritage protection. The first station building was built in 1880. It was replaced on 1 January 1906 by a prestigious new building.
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From c. 1925, several of the Type TM tenders were completely rebuilt by the SAR by mounting a new upper structure on the existing underframe, with smaller water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They were designated Type TL.SAR Mechanical Department.
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In honor of Pelé, Young did a screen print in 2015 for the World Cup.Wall Street International, 24 September 2015. In October 2018, Russell Young Superstar, opened at the Modern Art Museum Shanghai, a former coal bunker along the banks of the Huangpu River. It is the most extensive survey of his work to date and introducing his 5-year project West.
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If too much coal built up on one side of a coal bunker, the ship would actually list to that side. Trimmers were also involved in extinguishing fires in the coal bunkers. Fires occurred frequently due to spontaneous combustion of the coal. The fires had to be extinguished with fire hoses and by removing the burning coal by feeding it into the furnace.
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Meyer and Kitson-Meyer locomotives The Kitson-Meyer locomotives which were delivered to the three Southern African railways had Walschaerts valve gear. They carried no water, but had a coal bunker to the rear of the cab with a capacity of . All its water was carried in the tender, which had a capacity of as well as an additional coal capacity of .
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SAR Mechanical Department. New Tender Tank - Class 6H, 6J, 8, 8A, 8B, 8C, 8D, 8E, 8F, 8Y, 8Z, 10C old tenders, Exp 4, 20. SAR Mechanical Department Drawing Office, Drawing L-5076/12, 1925. A second version of these rebuilt tenders had a coal bunker of which the sides extended further rearwards to immediately ahead of the tank's refill manhole.
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From c. 1925, several of the Type TJ tenders were completely rebuilt by the SAR by mounting a new upper structure on the existing underframe, with larger water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They were designated Type TL.SAR Mechanical Department.
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From c. 1925, several of the Type SH tenders were completely rebuilt by the SAR by mounting a new upper structure on the existing underframe, with larger water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with smooth sides all the way to the top of the coal bunker. They were designated Type SK.SAR Mechanical Department.
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The Modified Fairlies and the Union Garratt variations of it were not successful in South Africa and they suffered from the same shortcomings. On the Union Garratts, as on the Modified Fairlies, the frames were prone to metal fatigue and cracking, brought about by the long frame overhang at the rear beyond the engine unit pivot centre. The overhang, laden with the coal bunker which extended completely beyond the rear engine unit's pivot centre was subjected to severe vertical oscillation while the locomotive was in motion and this led to structural weakening of the frame over time. In addition, since the coal bunker was mounted on the frame instead of on the engine unit, the rear pivot bearings were subject to quite rapid wear since they carried a considerable additional vertical load compared to those on a purebred Garratt.
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Each generator produced , and the four generators collectively turned eight traction motors. Defying the usual convention, the M-1 was arranged with its boiler in the rear and the coal bunker in the front. The turbine-generator system meant that the M-1 contained no cylinders. The reduced number of moving parts meant that, in theory, the M1 required far less maintenance than a conventional steam locomotive.
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In 1931 the Dutch Limburgsche Tramweg Maatschappij (LTM) 'Limburg tramway company' ordered a single standard gauge Garratt, numbered LTM 51, from Henschel (Germany) with builder's number 22063. This design was slightly different in that the coal bunker was located on the boiler frame and both machines only holding the watertanks. More importantly, it was the only Garratt with inside cylinders. The wheel arrangement was C+C ().
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204 In March, he crossed into Helsinki, where he had radical friends, including Hella Wuolijoki, the future politician and SDKL member of parliament. With their help, he was hidden in the hold of a freighter. On 13 March, customs officials in Finland found Reed in a coal bunker on the ship. He was taken to the police station, where he maintained that he was seaman "Jim Gormley".
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This tender carried 19 tons of coal and 16,500 gallons of water. It is identifiable by having a six-wheel truck under the coal bunker and a four-wheel truck under the water cistern. In 1934, Lima Locomotive Works delivered 25 22RA tenders to the NKP for Mikados. These tenders were nearly identical to those behind the Berkshires (2-8-4) built by Lima.
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After 210 engines had been built No. 5 of lot 36 in 1898 was completed with long frames and an increased coal capacity of in a distinctly longer coal bunker at the back. Water capacity increased to and the overall weight to with maximum axle load now . The total length increased to while the wheelbase remained unchanged. All subsequent builds were to use long frames.
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These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They had a coal capacity of , a water capacity of and a maximum axle load of . They were reclassified as Type XF.SAR Mechanical Department. New Tender Tank - Class 6H, 6J, 8, 8A, 8B, 8C, 8D, 8E, 8F, 8Y, 8Z, 10C old tenders, Exp 4, 20.
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1941 plans show extensive loco depot arrangements at Thirroul with an oil store, ash truck, coal bunker, turntable, weighbridge and offices. In 1986 the line was electrified and a new platform canopy was added to the entry end of Platform 2/3. Until the 1960s, Thirroul Railway Depot existed to the north of the station. In 1989 the Platform 1 building was extensively upgraded.
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From c. 1925, several of the Type SH tenders were completely rebuilt by the South African Railways (SAR) by mounting a new upper structure on the existing underframe, with larger water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They were designated Type SK.SAR Mechanical Department.
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The ships had a range of at a cruising speed of . The engine rooms on these ships were lengthened to accommodate the larger Parsons steam turbines, which meant the after boiler room had to be eliminated. The remaining boiler rooms were widened by ; to do this and maintain adequate underwater and coal bunker protection, the ships were made beamier than the Delawares. Funnel spacing was therefore closer than in the Delawares.
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It was built from a reinforced concrete frame, clad with brickwork. It housed four 120 MW Metropolitan-Vickers 3,000 rpm turbo generators, each connected to a Babcock & Wilcox boiler, situated in the boiler house. Each boiler and generator set operated independently, with no connections to other sets. Coal fed into the boilers was pulverised by a Babcock & Wilcox pulveriser, fed by a coal bunker with a capacity of .
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The original coal bunker capacity was of 2 tons. 270 were built in total. In 1895 after noting current practice elsewhere Aspinall switched to using balanced Richardson slide valves in lieu of the ordinary slide valves that the 1887 experiments of the GS≀'s Robert Coey had endorsed in 1887. The reported feedback results were reduced wear, very slight decrease in coal consumption, freer running, and stronger running.
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She was hit several times by the British guns, and one hit the forward boiler room. The coal bunker caught fire and five boilers were disabled; her speed fell to . Two battlecruisers closed in, one of which was , until they were firing their and guns at a distance of , point-blank range for guns of that caliber. Ariadne returned fire as best she could, but to no effect.
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From 1939, with working pressure increased to 200 psi gave higher power and better acceleration. A number of V1s were rebuilt to conform.Brown, F.A.S: Nigel Gresley, Locomotive Engineer (Ian Allan, London, UK, 1961), pp.186-187 French-style hopper type coal bunker were also fitted. By 1956 there were 57 V1 and 35 V3 types in service,Ian Allan ABC of British Railways Locomotives many on Newcastle- Middlesbrough services.
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994, was ordered in 1897 and was identical to the other three, except that it had a coal bunker and water tanks with larger capacities, which made it heavier. Since the NZASM classified its locomotives according to their weight, the rack locomotives were known as . In addition to being numbered, they were all named as well, with the names and numbers cast in brass and mounted on their tank sides.
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The tender had a coal capacity of , a water capacity of and a maximum axle load of . To improve the crew's rearward vision, the top sides of the tender's coal bunker were set inwards and the top of the water tank was rounded. An unusual characteristic for a tender was a frame which extended behind the water tank to form a platform, equipped with handrails for use by shunting crew.
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The two long edges of the bunker structure carried rails for the travelling gantry crane. It appears that the coal bunker structure and gantry crane dated from around 1951. West from Jones Brothers was R W Miller & Co.'s wharf—perpendicular to the shoreline—and further west was Wharf No. 25, the business of Howard Smith Ltd. The Howard Smith coal wharf was already in operation by 1922.
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Its high clearance was needed to allow 'sixty-milers' to reach the AGL Mortlake Gasworks. All the foreshore industries that used coal and their coal wharves are gone, making way for residential development or repurposing. One coal bunker, the powerhouse building and its chimney remain standing on Cockatoo Island. Some piers of the old Government Pier at Botany on the northern shore of Botany Bay were still standing in 2002.
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At 10:28, Lion was struck on the waterline, which tore a hole in the side of the ship and flooded a coal bunker. At 10:30, , the fourth ship in Beatty's line, came within range of Blücher and opened fire. By 10:35, the range had closed to , at which point the entire German line was within the effective range of the British ships. Beatty ordered his battlecruisers to engage their German counterparts.
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When the refurbished main line station was opened, Aviemore Speyside fell out of regular use, though it was at first retained as a fallback in case of problems with Network Rail. In July 2013 the station building was dismantled and transported to Inshriach House, 3 miles (5 km) to the south of Aviemore. It is planned to rebuild the station as a recording studio. The site is now used as a coal bunker.
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From c. 1925, some of the Type XC1 tenders were rebuilt by the SAR by mounting a completely new upper structure on the existing underframe, with new water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They had a coal capacity of , a water capacity of and were reclassified as Type XE.SAR Mechanical Department.
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Vessels on duty in Alaskan waters required ample food storage room, enough to hold six months' stores and provisions, and enough coal-bunker space to cruise actively for at least two weeks. Commodore Perry was designed to carry only 90 tons. Making room for more coal required stores and provisions to be stored on the deck. Most often, her cruising radius was limited to about , insufficient to meet the duties demanded of her.
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The tender was equipped with a mechanical stoker. The water tank was of welded construction and the coal bunker was of the self-trimming design. Each Bissel truck was compensated with its neighbouring two pairs of rigidly mounted wheels. The eight rigidly mounted wheels were fitted with overhead laminated bearing springs, while the spring gear for each pony truck and two adjacent axles were compensated throughout the springing system, constituting two equal groups.
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Another characteristic unique to the Types JV and FT tenders was the left side of both tenders, where they had a space built-in for the fire-irons and rakes. The stowage space was open at the top, where the upper side of the tender was tied to the top of the coal bunker by four metal straps.Soul of A Railway, System 5, Part 2: O.F.S. Main Line, Makouvlei to Bosrand. Caption 17.
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She slowly capsized at 18:00 and the British were able to rescue 176 men from the freezing waters.Massie, pp. 261–273 Invincible had fired 513 shells from her main guns during the battle,Gardiner and Gray, p. 25 but had been hit twenty-two times. Two of her bow compartments were flooded, and one hit on her waterline abreast 'P' turret had flooded a coal bunker and temporarily given her a 15° list.
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In 1967 the Wight Locomotive Society acquired Calbourne from British Railways and it spent its early years in Southern Railway Malachite Green with Sunshine lettering. After an overhaul in 1992 it was repainted in Southern Railway Maunsell lined Olive Green with an unmodified coal bunker. Calbourne was withdrawn in 2002 for overhaul re- emerging in 2010 in BR Standard Mixed-Traffic Black livery with red and white lining and the larger bunker re-fitted.
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On 15 February 1898, more than 5 tons of gunpowder exploded on the USS Maine in the Havana Harbor, killing 266 on board. Spanish investigations found that it was likely started by spontaneous combustion of the adjacent coal bunker or accidental ignition of volatile gases. The 1898 US Navy investigation laid the blame on a mine, which led to public outrage in the United States and support for the Spanish-American War.
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Developed by Thomas Courtenay of the Confederate Secret Service, coal torpedoes were hollow metal castings resembling a lump of coal. The castings were filled with powder and then secreted in the coal bunker of enemy vessels. When the coal replicas were shoveled into the fire boxes of ship's boilers, the resulting explosions either damaged or sank the ship. A hollowed out piece of wood filled with powder was used against river steamers.
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Compared to the 14 Tonner, the 13 Tonner differed in at least three respects, judging from photographs. The 13 Tonner had a much narrower coal bunker and a shorter chimney. The side- tanks were also much smaller, reaching only as far forward as aft of the boiler-mounted sandbox dome. On the 14 Tonner, the side-tanks on each side were in two parts and reached as far forward as aft of the steam dome.
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Smalls was pilot of the , later recommissioned in the Confederate Navy the Stono in the expedition on Morris Island. When Union troops took the south end of the Island, Smalls was put in charge of the Light House Inlet as pilot. On December 1, 1863, Smalls was piloting the Planter under Captain James Nickerson on Folly Island Creek when Confederate batteries at Secessionville opened. Nickerson fled the pilot house for the coal-bunker.
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Later models were similar in appearance to conventional tender locomotives. It was developed by William Mason in the United States, where the type became known as the Mason Bogie. It had one boiler at the front, a cab in the centre and a water-and-coal bunker at the rear end, all mounted on a single rigid frame, with a single engine unit under the boiler and an unpowered bogie under the bunker.Havron, Michael.
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The gantry crane was demolished at some time before 2007. A partial collapse of the coal bunker occurred as a result of a downpour on 12 February 2007 and some of the damaged structures were demolished in 2007. Balls Head Coal Loader at Waverton on Sydney Harbour - Old loading wharf viewed from former stockpile area in August 2018. The old coal facility at Blackwattle Bay, Sydney Harbour (originally Jones Brothers Coal Co.), in September 2018.
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Compared to the NGR versions, the IMR locomotives were more ornate. In true military tradition, the steam domes, chimney caps and boiler bands were of polished brass. A weatherboard was affixed to the coal bunker to offer better protection to the crew when travelling bunker forward. The practice of polished brasswork was followed on all new IMR locomotives and was continued even after the war, when the IMR became the Central South African Railways (CSAR).
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Locomotive #5 was rebuilt after its first season in service. The saddle tank and coal bunker were removed and a tender purchased from the Illinois Central Gulf in nearby Carbondale, Illinois, was added in its place. The rebuild resulted in a locomotive that looked more at home pulling the passenger trains, and also gave #5 additional fuel and water capacity. About two years later, a second and much larger steam engine was purchased from John Thompson of Chicago, Illinois.
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Clarke (February 2008), p. 38 The firebox was narrower towards the rear and featured a continuously sloping grate, whilst the ashpan was fitted with front and rear damper doors, the latter adjusted to clear the rear driving axle. The lower part of the coal bunker incorporated a water tank of capacity. This was connected to two side tanks by two rectangular pipes on either side of the locomotive that also formed supports for the cab footplate.
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U class. This is one of the rebuilds in British Railways service, No. 31803 at Bournemouth. As K class locomotive No. A803, it was named River Itchen. The rebuilding of the class as tender locomotives was cheaper than relaying track, particularly as in most respects the class had performed well. Rebuilding took place at Ashford, Brighton and Eastleigh railway works between March and December 1928, where the water tanks, rear bogie and coal bunker were removed.
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She was unable to get loose from her moorings for more than seven hours, until the fire was nearly over. Damaged nearly beyond repair, Main was ultimately towed to Weehawken, New Jersey, where she was beached. Amazingly, 16 coal trimmers who had survived the fire hiding in a coal bunker then crawled out of the hulk. Two days after the fire began, the red-hot ship continued to smolder and smoke, which further delayed rescue and recovery efforts.
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The Main was ultimately towed to Weehawken, New Jersey, where she was beached. Amazingly, 16 coal trimmers who had survived the fire hiding in a coal bunker then crawled out of the hulk.“Over 200 Perish in Burning Liners,” New York Times, 1900-07-01. Two days after the fire began, the red-hot ship continued to smolder and smoke, which further delayed rescue and recovery efforts.“Fire Still Holds the Liner Main,” New York Times, 1900-07-03.
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Photos verify the coal bunker was carried on an extension to the boiler frame rather than on the rear engine frame, as with most Garratts. The engines delivered of tractive effort, which was too powerful for the drawbars on the rolling stock. After a few years they were rebuilt as six Pacifics, also unsuccessful, but which saw nearly twenty years of service. Though no NZR Garratts survived, there are three preserved imported African Garratts in New Zealand.
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Beatty's battlecruisers turned for home, catching up to Lion, which was limping along at . Princess Royal hit Derfflinger once, but only damaged two armour plates and caused a coal bunker to flood. She hit Blücher at least twice, including the shot that crippled her, out of a total of 271 shells fired during the battle, a hit rate of only 0.7%. By way of contrast, her sister made four hits out of 243 shells fired, a rate of 1.6%.
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During the mid-1930s, the original batch of ten K class locomotives were equipped with VR's 'Modified Front End' for improved drafting and reduced cylinder back pressure. They also saw other improvements, such as the fitting of cross- compound air compressors, smoke deflectors and a new welded tender tank which incorporated a self-trimming coal bunker. The last seven of the second order of K class locomotives built in 1940-46 were fitted with Boxpok wheels.
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Under the LSWR the class saw various liveries over its pre-grouping career. Most associated with the class during this period was the LSWR passenger light sage green livery with purple- brown edging, creating panels of green. This was further lined in white and black with "LSWR" in gilt on the water tank sides, and the locomotive number on the coal bunker sides. The National Railway Museum has chosen a non-typical green for the livery on No 245.
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In 1927 a prototype steam railcar was built by Clayton Wagons Ltd for the LNER. This was similar to the earlier Sentinel- Cammell cars, but with the coal bunker was outside the car on the powered bogie. A further ten were delivered in 1928, six new to the Heaton shed, later joined by seventh. One car was delivered in the teak LNER coach livery, but painted red and cream in February 1929; the others arrived in this livery.
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A variation of the Fairlie concept was the Single Fairlie, also known as the Mason Fairlie. The Single Fairlie design was essentially half a Double Fairlie. It retained the ability to negotiate sharp curves and while it abandoned the bidirectional nature of the Double Fairlie, it regained the ability of conventional locomotives to have a large water and coal bunker behind the cab and to use a trailing tender if necessary. Swindon Marlborough & Andover Railway Single Fairlie, c.
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Diamond Frame bogie These tenders had a modern appearance, with flush sides all the way to the top of the coal bunker. They were very similar in appearance to those Type XF tenders which had been rebuilt by the SAR by mounting a completely new upper structure on the existing underframes. They had the same water capacity of and coal capacity of as the Type XF, but rode on diamond frame bogies with a longer wheelbase per bogie.
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She slowly capsized at 18:00 and the British were able to rescue 176 men.Massie, pp. 261–273 Invincible and Inflexible fired 513 and 661 twelve- inch shells respectively during the battle, but Inflexible had been hit only three times and Invincible had been hit twenty-two times. Two of her bow compartments were flooded and one hit on her waterline abreast 'P' turret had flooded a coal bunker and temporarily given her a 15° list.
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At 10:28, Lion was struck on the waterline, which tore a hole in the side of the ship and flooded a coal bunker. At 10:30, , the fourth ship in Beatty's line, came within range of Blücher and opened fire. By 10:35, the range had closed to 17,500 yards (16,000 m), at which point the entire German line was within the effective range of the British ships. Beatty ordered his battlecruisers to engage their German counterparts.
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In comparison to the NGR version, the IMR locomotives were more ornate. In true military tradition, the domes, chimney caps and boiler bands were of polished brass. A weatherboard was affixed to the coal bunker to offer better protection to the crew while travelling bunker forward. The practice of polished brasswork was followed on all new IMR locomotives and was continued even after the railways became the Central South African Railways (CSAR) at the end of the war.
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From c. 1925, many Type XF tenders were completely rebuilt by the SAR by mounting a new upper structure on the existing underframe, with new water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They had a coal capacity of and a maximum axle load of , but since their water capacity remained unchanged, they were not reclassified.
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From c. 1925, some Type Type XE1 tenders from Classes 6H, 6J and 8 were completely rebuilt by the SAR by mounting a new upper structure on the existing underframe. Since their new tanks increased their water capacity from , these tenders were reclassified to Type XF. They had a coal capacity of and a maximum axle load of . These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker.
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They had taken a cart and passed themselves off as a Rollwagenkommando"haulage detail"a work group which consisted of between four and twelve inmates pulling a freight cart instead of horses."Byłem Numerem: swiadectwa Z Auschwitz" by Kazimierz Piechowski, Eugenia Bozena Kodecka- Kaczyńska, Michał Ziokowski, Hardcover, Wydawn. Siostr Loretanek, Bendera went to the motorpool; Piechowski, Lempart, and Jaster went to the warehouse in which the uniforms and weapons were stored. They entered via a coal bunker which Piechowski had helped fill.
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On 11 March 1904 she collided with the merchant ship off Europa Point. Later that year she was transferred to the China Station after a refit. Two years later Hogue became the boys' training ship for the 4th Cruiser Squadron on the North America and West Indies Station. She was reduced to reserve at Devonport in 1908 and then assigned to the reserve Third Fleet at the Nore the next year. On 26 November 1909 a coal bunker explosion killed two crewmen.
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These were the first Cape gauge engines to enter mainline service in South Africa. In service, the locomotives were operated with or without the tenders, as circumstances demanded. In practice, they were used in the tank engine configuration while performing shunting work and in the tank-and-tender configuration when an increased coal and water supply was required while working over longer distances. Since the tender had no coal bunker, bags of additional coal were often carried on top of the tender.
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The class's design borrowed heavily from the British scout cruisers. The ships displaced , and their dimensions were overall, between perpendiculars, at the beam, and a draft of forward, amidships, and aft. They were powered by five Parsons steam turbines, and ten Yarrow boilers, with a coal bunker that could hold a normal load of , and a maximum load of . The Bahia class was designed to reach a speed of ; both ships exceeded this during trials with Bahia reaching at trial.
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The 0-4-4 configuration appears to have been introduced in the US, with the Forney locomotive, was patented by Matthias N. Forney between 1861 and 1864. These were characterized by a single frame under the boiler and fuel/water tank, which is supported at the rear by the truck under the coal bunker/water tank. The locomotives were designed to run cab (or bunker) first and were built for commuter lines in cities such as New York, Chicago and Boston.
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The tender rode on six-wheeled bogies, each with a wheelbase and fitted with Timken roller bearings. It was equipped with a mechanical stoker, of which the engine was mounted on the tender. The tank had a water capacity of and the coal bunker a capacity of . The tender had a one-piece steel casting water-bottom frame, with the frame itself forming the bottom of the tank instead of being a separate tank and frame as in previous designs.
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Caption 3. (Accessed on 26 November 2016) Since the rear bunker carried only coal, an additional large underbelly water tank under the boiler compensated for the resulting diminished water capacity. All the engine's water was carried in the front bunker tank and in the underbelly water tank, with a combined capacity of , while the rear bunker had a coal capacity of . The main frame therefore carried the smokebox, boiler, firebox, cab, coal bunker, as well as the underbelly water tank.
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Four giant bucket-wheel excavators, called dredgers, operate 24 hours a day in the Loy Yang open cut mine, mostly feeding coal directly to the boilers via conveyor belt, 18 hours of reserve supply is held in a coal bunker. Each year approximately of coal are extracted from the open pit. The open cut coal mine pit is about deep, and wide at its widest. The current mining licence has been extended by the Victorian Government up to the year 2065.
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From c. 1925, several of the Type ZC tenders which had entered service with the Class 7A in 1896, the Class 7B in 1900 and the Class 7C in 1902, were completely rebuilt by the SAR by mounting a new upper structure on the existing underframe, with larger water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance with flush sides all the way to the top of the coal bunker. They were designated Type ZE.SAR Mechanical Department.
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The ship was built by Edward Withy and Company in their Middleton Yard at Hartlepool and launched on 12 June 1884 by Mrs James Huddart of Melbourne. She was designed for the passenger and cargo service between Grimsby and Hamburg. On 28 August 1887 when the ship had arrived at Antwerp, a sailor entered the coal bunker with an open lantern and caused an explosion which caused considerable damage to the ship of around £2,000. Fortunately there were no serious injuries.
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The reversing and hand brake gear were provided with universal joints. The steam and exhaust pipes had ball-and-socket joints, with the centre of the ball coinciding with that of the spherical pivot casting. The exhaust of the inner cylinders on the front power unit passed to the smokebox via a similar ball-and-socket joint, installed close to the universal joint. The exhaust of the rear power unit's cylinders escaped through the auxiliary chimney in the coal bunker.
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In 1890 a further two locomotives were procured, followed by five more in 1893 (railway numbers 946, 947 and 1901–1905). In 1898 four more machines were acquired (Nos. 1906–1909), for the Ammersee Railway and in 1903 another five for the Munich–Herrsching railway. On these new engines the coal bunker lay behind the driver's cab, so that the distance between the third coupled axle and the trailing axle was increased by 200 mm and the total length of the locomotives by 500 mm.
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Samuel Halpern has concluded that "the bunker fire would not have weakened the watertight bulkhead sufficiently to cause it to collapse."Fire Down Below - by Samuel Halpern. Retrieved 7 January 2017. Also, it has been suggested that the coal bunker fire actually helped Titanic to last longer during the sinking and prevented the ship from rolling over to starboard after the impact, due to the subtle port list created by the moving of coal inside the ship prior to the encounter with the iceberg.
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The station was closed temporarily between April 1926 and April 1927 and finally on 8 July 1929, after a bacterial outbreak due to horse faeces.South Yorkshire Railway Stations, 'Yesterdays Yorkshire' series by Norman Ellis However the wooden signal box at the station's southern end was still extant in 1959, when it was photographed by H. B. Priestly.Railway Signalling and Track Plans by Bob Essery, Ian Allan Publishing. Only the station master's house and some remnants of the platform and the signal box's coal bunker still exist.
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Concerned that she was damaged and believing Lady Elgin had got safely away, Augusta made for Chicago. Aboard Lady Elgin, Captain Wilson ordered that cattle and cargo be thrown overboard to lighten the load and raise the gaping hole in Lady Elgin's port side above water level while the steward was down in the coal bunker trying to stop the leak with mattresses. Captain Wilson ordered a lifeboat lowered on the starboard side to check the extent of the damage but it never regained the steamer.
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Six side- tank-and-tender passenger locomotives were built for the Cape Government Railways (CGR) by Neilson and Company in 1881, numbered in the range from M44 to M49 in the Midland System's number range. They were built to the same specifications as the eleven 1st Class locomotives of 1875, but without the onboard coal bunker and with the plate frame shortened accordingly. Instead, they were equipped with permanently attached six-wheeled tenders with an estimated capacity of water and coal.Espitalier, T.J.; Day, W.A.J. (1943).
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6029 entered service in 1954 on the Main North line also working one the Main South and later Main Western line. On 17 February 1959 the locomotive was converted to dual control and had an extension to the coal bunker, increasing its coal capacity.6029 Australian Steam It was withdrawn in September 1972 and condemned on 4 January 1973. In 1974, the National Museum of Australia acquired the locomotive and placed it in the custody of the Australian Railway Historical Society's Canberra Railway Museum.
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William A Irvin is powered by geared steam- turbine engines, rather than the gigantic, two-story tall reciprocating engines used in older ore-carrying ships of the period. The steam from the boiler room at the front of the engine room, came from a gravity-fed coal- burning boiler. The coal bunker is directly above the boiler room, carrying up to 266 tons of coal. This coal drops down to the twin-arm Firite spreaders, burning 1.2 tons of coal per hour to get the steam.
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Neilson produced the batch 479-489. A duplicate number was granted to class members between 1903 and 1924, so that after grouping in 1923, the Southern Railway inherited locomotives with a '0' prefix to the LSWR numbers. The final three class members that survived the mass withdrawal of 1929 were renumbered 3488, 3125 and 3520 after overhaul. Livery under the Southern was Richard Maunsell's darker version of the LSWR Sage Green livery, with yellow numbering and lettering on the water tank sides and coal bunker.
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Walschaerts valve gear operated the outside cylinders with the inner third cylinder operated by a Gresley/Holcroft mechanism. The locomotives proved a disaster on the light NZR tracks. It has been suggested the most likely reason was that the engines were too powerful for the system and also the valve gear mechanisms were complicated. The design was most unusual in that the coal bunker was carried on an extension to the boiler frame rather than the normal Garratt positioning on the rear engine unit's frame.
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On 15 March 1918, Amazon was on a voyage from Liverpool, United Kingdom to Brazil with 24 passengers and without escorts. She had left Liverpool on 14 March and was forced to sail at slow speed due to a thick fog. On the morning of 15 March 1918 at 9.30AM, when she was traveling in a zigzag manoeuvre at about 51 miles off the coast of Northern Ireland. She was hit by a torpedo at hold number four, where the coal bunker was located.
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The Navy's report blamed an external cause, believed by many to be a Spanish mine or bomb, for the sinking of Maine (modern reports have suggested an internal explosion within a coal bunker). Despite the increased calls for war, McKinley hoped to preserve peace. However, when it became clear that the United States would accept nothing but Cuban independence, which the Spanish were not prepared to grant, negotiations broke off. On April 11, McKinley asked Congress for authority to secure Cuban independence, using force if necessary.
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The Type EW2 tender rode on three-axle bogies with roller bearings and was as long as the engine itself. The brake riggings of its bogies were independent of each other and only the front bogie was equipped with a hand brake. Almost one-third of the total length of the tender was taken up by the coal bunker, with a capacity of , while the D-shaped tank had a water capacity of . The mechanical stoker equipment had a maximum delivery rate of of coal per hour.
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Prior to the modification of its intermediate draw and buffing gear to convert it to the Type XP1, the tender had already been modified. Most of the Type MP1 tenders were modified by shortening and raising the sides of the coal bunker, in effect making the coal at the rear of the bunker more easily accessible to the stoker and apparently without affecting the tender's coal capacity. The profile of the Type XP1 tender corresponds with the official dimensional drawing of such a modified Type MP1.
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Attached to the southern side of the Boiler House is a former coal bunker, comprising opposing buttressed concrete walls, which is now used to store building materials. Just north of Reservoir No. 1 are three simple buildings which are remnants of a former caretaker's or groundkeeper's area. The larger building is a small, two roomed building built of timber framing clad in asbestos concrete sheeting with a corrugated iron gable roof. It has a narrow verandah on its southern side beneath the roof overhang and sits on low brick piers.
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The cab was in the center with a coal bunker ahead of it and a backwards-mounted conventional boiler behind it (the tender only carried water). These locomotives were intended for a route from Washington, D.C. to Cincinnati, Ohio but could never travel the whole route without some sort of failure. Coal dust and water frequently got into the traction motors. While these problems could have been fixed given time, it was obvious that these locomotives would always be expensive to maintain and all three were scrapped in 1950.
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Coal bin at Dawson Valley Colliery, Australia, seen in 2008 A coal bin, coal store or coal bunker is a storage container for coal awaiting use or transportation. This can be either in domestic, commercial or industrial premises, or on a ship or locomotive tender, or at a coal mine or processing plant. pavement Domestic coal bunkers are associated with the use of coal in open fires or for solid-fuel central heating. Free-standing bunkers were commonly made of wood or concrete and are currently sold in materials including plastic or galvanised metal.
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A handrail was provided, passing round the back of the footplate without impeding the stoker's access to the coal bunker, an arrangement which was subsequently adopted as standard practice. It gave the stoker a much more stable foothold and reduced the risk to the crew in the event of a broken intermediate drawbar. Many of the reboilered locomotives also received new Type MT tenders with a coal capacity of and a water capacity of . Their original boilers were fitted with Ramsbottom safety valves, while the Watson Standard boilers were fitted with Pop safety valves.
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The rebuilding process involved the removal of the side water tanks, the rear coal bunker and the trailing axles. In featuring similar components to the U class, the U1 was similar in profile, although a slab-front was incorporated above the front buffer beam to house the third cylinder and associated valve gear assembly between the frames. Nevertheless, the U1 retained the driving wheels and general cab layout of the U class, and the Maunsell tender previously used on the N class locomotives, with No. A890 entering revenue-earning service in June 1928.
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Their coupling rods extended from crank-pin to crank-pin, with no knuckle joints. The wheelbase bogie had a lateral traverse of to each side, which was restrained by two cylindrically-shaped rubber cushion pads, each in diameter and deep. Two inverted laminated springs carried the vertical load. Since the engine did not have a coal bunker, photographs of a locomotive working in the tank engine configuration will sometimes show the engine with a bag of coal slung onto the side tanks or stowed on the running boards.
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In that position, he patented an 0-4-4T locomotive that was the first of the "Forney" types of locomotives, characterized by the truck (US) or bogie (UK) under the coal bunker/water tank. In 1865 Forney changed employers again, this time to the Hinkley Locomotive Works, where he stayed until 1870. At that time, he started working as an associate editor for Railroad Gazette and quickly earned a reputation as an expert in steam locomotive theory. In late 1886, he bought the rival publication American Railroad Journal, as well as Van Nostrand's Engineering Magazine.
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Fires occurred frequently on board steamships due to spontaneous combustion of the coal. The fires had to be extinguished with fire hoses, by moving the coal on top to another bunker and by removing the burning coal and feeding it into the furnace.Titanic Research & Modeling Association: Coal Bunker Fire This event has led some authors to theorise that the fire exacerbated the effects of the iceberg collision, by reducing the structural integrity of the hull and a critical bulkhead.Huge fire ripped through Titanic before it struck iceberg, fresh evidence suggests – The Telegraph.
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There is an increased cost to the user or consumer owing to the costs of mass manufacture although the loss of volatile chemicals such as coal tar can offset those costs to the manufacturer. Those extra costs make the fuel more expensive than coal, but the effect is small at about a 30% premium over coal at 2020 prices. Since solid fuels are bulky and heavy, they need manual transport to the fireplace and storage in a convenient spot near to the house such as a coal bunker.
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The cab was mounted in the center, with a coal bunker ahead of it and a backwards-mounted boiler behind it, the tender only carrying water. These locomotives were intended for a route from Washington, D.C., to Cincinnati, but could never travel the whole route without some sort of failure. Coal dust and water frequently got into the traction motors. These problems could have been fixed given time, but it was obvious that these locomotives would always be expensive to maintain, and all three were scrapped in 1950.
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Although they were now more powerful than the F class and were reasonably successful, the FA class was hampered like the LA 4-4-0T rebuilds in that their coal bunkers were too small. The decision was made in 1897 to extend the frames of F 9, then undergoing conversion at Addington Workshops, and fit an extended coal bunker. To accommodate this, a two-wheeled trailing truck would be added. Initially, FA 9 was classified as an FB class locomotive to differentiate it from the 0-6-0T conversions.
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Trainloads were reduced and this defeated the purpose for which the Garratts were purchased - namely to operate heavy loads over a vital mainline section of the NIMT route, the central section including the Raurimu Spiral. The trailing engine axle under the cab carried a heavier load than the leading engine trailing axle and experienced continual problems with overheating. Also, the coal bunker carried insufficient fuel in-service and this problem was never remedied because it would have increased the axle loads beyond the light track capabilities. In 1937 the engines were withdrawn from service.
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Annual report of the Director of Artillery and Stores, 1 May 1884; National Archives WO33 In 1885 the pier-head had been extended to landward and within this a new shell store, a coal bunker and a new cartridge store were built. In 1886 the committee assembled at the turret to watch the guns being fired. Four rounds were fired and the committee reported that the turret was ready to be handed over to the Royal Artillery.The Royal Artillery and Royal Engineers Works Committee Report No.18, 24 March 1886Carpenter (1993). pp.
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At 10:39 two more shells hit her, killing three men in the boiler room and flooding a coal bunker. Around this time Slava and her compatriots were ordered to retire to the north while Bayan trailed behind to divert fire from the battleships.Staff, pp. 113–116 Slavas draft had increased too much to allow her to use the dredged channel between Hiiumaa Island and Vormsi (Worms) Island so she was ordered to wait until all the other deep- draft ships had entered the channel and then scuttle herself at the channel entrance.
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The tender was arranged for manual stoking and had a coal capacity of and a water capacity of . As on the Type GT tender of the Class S shunting locomotive, the top sides of its coal bunker were set inwards to improve the crew's rearward vision. The front of the engine and the back of the tender were fitted with modified and strengthened draft gear and both were fitted with vacuum brakes. It was built with an underframe and bogies identical to those of the Type JT tender.
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The main frame therefore carried the smokebox, boiler, firebox, cab and coal bunker, as well as the underbelly water tank. The Class U were large and powerful locomotives. With their firegrate, they were originally equipped with mechanical stokers of the duplex type, but these were removed at the Germiston shops in 1937. Two reasons were given for the removal, firstly that the locomotives were being used in short-haul service on the Reef by then and secondly that the stokers were difficult to clear in the event of a blockage.
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Type CZ condensing tender The Type CZ condensing tenders were slightly longer than their engines. One-third of the total length of the tender was taken up by the water tank and coal bunker, while the rest was taken up by eight large radiators on each side, cooled by five steam-driven roof-mounted fans. Roller bearings were used throughout on all these locomotives, including the coupling and connecting rods, the crosshead gudgeon pins as well as the three-axle bogies of both the standard and condensing tenders.
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She was joined a few minutes later by , Malaya, and ; the ships concentrated their fire on Von der Tann and Moltke. At 17:16, one of the 15 in shells from the fast battleships struck Moltke, where it pierced a coal bunker, tore into a casemate deck, and ignited ammunition stored therein. The explosion burned the ammunition hoist down to the magazine. Von der Tann and Moltke changed their speed and direction, which threw off the aim of the V Battle Squadron and earned the battered ships a short respite.
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A fake identity, Hugh Anson, was constructed and the relevant paperwork obtained before Chapman joined the crew of The City of Lancaster, sailing out of Liverpool. On making contact with Germans at their Lisbon embassy, he suggested an attempt at blowing up the ship with a bomb disguised as a lump of coal to be placed in the coal bunker. This was in response to a request from Britain's anti-sabotage section that he obtain examples of German explosive devices. He was given two bombs, which, however, he handed to the ship's captain.
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They were filled in the hold of a collier using a scoop and then a wire cable was run through two iron rings at the mouth of the sack to close and hoist it over to the warship, twelve sacks at a time. A sack truck would then be used to take each sack to the chute of the warship's coal bunker where they would be emptied. These sacks were large and heavy, weighing at least sixteen pounds when empty, and costing 11 shillings and sixpence before the First World War.
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In April 1867 Hiram Burnett published a legal notice in the newspaper that his minor son Charles Hiram Burnett was free to go into business with S. B. Hinds. He was in partnership first with Hinds then after their firm merged with Corliss P. Stone he was a junior partner in Hinds, Stone & Co.. When Hinds left the firm became Stone, Burnett. They developed real estate, built a pier with warehouses and they sold wagons and carriages. They were the first merchants to use the Pike Street coal bunker to stock and ship Washington coal.
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Sardinian sailed mostly from Liverpool or Glasgow to different destinations in Canada like Montreal, Quebec and Halifax with some stopovers in the American cities of New York, Baltimore and Portland. Most of her voyages occurred without incident, but on 10 May 1878 after she had left Liverpool a coal bunker onboard exploded when she was near Moville, Ireland. The explosion killed and injured several Scandinavian passengers and the ship caught fire and was scuttled to extinguish it so that only her upper decks stuck out of the water. The survivors were brought to Derry, Ireland.
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Another characteristic unique to the Type FT tender and its Type JV prototype was their left sides, where both had a space built-in to stow the fire-irons and rakes. The stowage space was open at the top, where the upper sides of both tender types were tied to the top of the coal bunker by four metal straps.Soul of A Railway, System 5, Part 2: O.F.S. Main Line, Makouvlei to Bosrand. Caption 17. (Accessed on 3 March 2017)Soul of A Railway, System 8, Part 2: Pretoria: including local services, workshops and running sheds, Part 2.
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They were built by Henschel and Son in Germany, designed to SAR specifications. The top sides of the tender’s coal bunker were set inwards and the water tank top was rounded to improve the crew’s rearward vision.Henschel-Lieferliste (Henschel & Son works list), compiled by Dietmar Stresow SAR Class S1 The second type, the Class S1, was designed by Dr. M.M. Loubser, chief mechanical engineer of the SAR from 1939 to 1949. Twelve of these locomotives, a heavier version of the Class S, were built at the Salt River workshops in Cape Town with the first being delivered in October 1947.
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Second tender version The Class NG15 had larger tenders than the Class NG5 with a working order weight of , compared to the of the Class NG5's tender. The tenders had low-slung sides, with the bottom part of the water tank extending down to below axle level on either side of the tender bogies to lower the vehicle's roll centre on the narrow track gauge. The original tenders were built as flat-sided box-shaped vehicles. A second tender version was delivered with the later batches of locomotives, with the coal bunker sides set inward for reasons unknown.
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A schematic section of a protected cruiser illustrating the protection scheme. Red lines delineate the armoured deck and gun-shields, and grey areas represent the protective coal-bunkers. Note that the deck is thickest on the slopes, that the upper coal bunker is divided longitudinally to allow the outer layer of coal to be maintained while the inner bunker is emptied, and the watertight double-bottom. Protected cruisers, a type of naval cruiser of the late-19th century, gained their description because an armoured deck offered protection for vital machine-spaces from fragments caused by shells exploding above them.
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Class 17 4-8-0TTWhen a shortage of suitable shunting locomotives developed in 1926, the SAR modified 21 Class A and Class A Belpaire locomotives by removing the trailing bissel bogie and coal bunker, shortening the main frame and adding a tender to increase their coal and water capacity. Tenders from various scrapped locomotive types were used. These 21 rebuilt locomotives became the SAR Class 17 tank-and-tender locomotives, numbered in the range from 1415 to 1435. They were used as shunting locomotives around Durban and Port Elizabeth, until they were withdrawn from service by 1961.
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The ship's mizzen mast in Port Stanley In 1882 Great Britain was converted into a sailing ship to transport bulk coal. She made her final voyage in 1886, after loading up with coal and leaving Penarth Dock in Wales for Panama on 8 February. After a fire on board en route she was found on arrival at Port Stanley in the Falkland Islands to be damaged beyond economic repair. She was sold to the Falkland Islands Company and used, afloat, as a storage hulk (coal bunker) until 1937, when she was towed to Sparrow Cove, from Port Stanley, scuttled and abandoned.
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Due to tunnel restrictions at Ventnor none of the final series of ten with the higher cab roofs were sent. Thanks to their compact nature, low weight and relatively high power they proved ideal for island duties, although the lack of adequate coal bunker space initially hampered the class. Thus from 1932 a much larger extended bunker was fitted to W19 (formerly 206), and this design subsequently became the standard for all the island locomotives. They handled trains of up to six bogie coaches on all the Island lines, including the 1-in-70 Apse bank from Shanklin to Wroxall.
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The Czechoslovak State Railways (CSD) was one of the largest tank locomotive users in Europe. The dense railway network in Bohemia and Moravia provided the ideal environment for local short distance passenger train workings powered by numerous classes of tank locomotives. On 31 December 1937, the CSD had no less than 1,250 tank locomotives on its roster, of which 385 were eight-coupled tank locomotives. The first Czechoslovakian 1’D2’t-h2 (2-8-4) tank locomotive was derived from the CSD Class 455.1 1’D-h2 (2-8-0) tender locomotive, with water tanks, a coal bunker and a trailing bogie added.
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This portion of the side armor was also capped on either end by a bulkhead that was thick. The ships' main armor deck was thick in the central citadal, and the sides of the deck sloped downward to connect to the bottom edge of the belt. The sloped portion increased in thickness to , and the resulting compartment created was used as a coal bunker, which would provide additional protection for the ships' interiors when the bunkers were full. Compartments on either side of the torpedo bulkhead, which were set back about , were similarly used to store coal.
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Similar to the K and KA Classes which were converted to oil burning at the same time, the JB Class utilized a separate, removable tank which sat in the former coal space. However, the full-width coal bunker of the J class Vanderbilt tender was cut down so that the oil tank was visible at the sides, with distinctive vertical supports below. The conversion process generally coincided with the removal of the streamlining, but not always. Once converted, the locomotives were re-classified JB in recognition of the conversion, however, they retained their original J class numbers.
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Torpedoing of Pallada (artist's conception). Pallada sunk at Port Arthur In the initial Japanese attacks on Port Arthur on the night of 8 February 1904, Pallada was torpedoed on the port side amidships, but despite a fire in her coal bunker, she was not seriously damaged. In August 1904 at the Battle of the Yellow Sea, after being struck by a torpedo, Pallada managed to make her way back to Port Arthur, and was thus unable to break through the Japanese blockade along with a number of other Russian cruisers. Thereafter, Pallada was trapped in the harbor.
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She did not engage the German battleships, but only fired on the minesweepers and any German ships such as the armored cruiser when they approached the other Russian ships.Nekrasov, pp. 50–51 When the Germans returned the next day Slava was hit three times by shells in quick succession. The first hit penetrated her upper belt armor and exploded in a coal bunker; the second hit penetrated her upper deck, hit the supporting tube of the aft port side six-inch turret and started a fire in the ammunition hoist which caused the magazine to be flooded.
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Between 14:57 and 15:05, the Japanese fleet reversed course to block the Russian northward movement, which put Nisshin as the first ship in the battle line. At 15:00, a 12-inch shell punched through the armor belt of Nisshin one foot below the waterline and flooded a coal bunker. Another 12-inch shell hit the belt about three feet above the waterline but did not penetrate. At 15:06, the Russian protected cruiser attempted to close for a torpedo attack but was driven off by fire from Nisshin, Kasuga and the armored cruiser at .
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The Kitson-Meyer design consisted of two sets of coupled wheels under the frame, with both power units free to swivel in relation to the frame. Compared to the usual practice on steam locomotives, the sets of coupled wheels were both mounted back to front, with the wheels to the front of the cylinders. The cylinders of the rear power unit discharged their exhaust steam up a chimney mounted in the coal bunker to the rear of the cab, while the front cylinders discharged in the usual manner up a chimney mounted on the smokebox in front of the boiler.
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Owing to the bad watering conditions prevailing in Southern Africa, the potential benefit of having the full weight of the engine available for adhesion was partially lost since it was found necessary to attach a tender to the locomotive. This arrangement materially detracted from the hauling capacity of this type of locomotive and proved to be a serious handicap. The Kitson-Meyer locomotives which were delivered to the three Southern African railways had Walschaerts valve gear and Belpaire fireboxes. The engines carried no water, but had a coal bunker to the rear of the cab, with a capacity of .
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Coal was used as fuel by the powerhouse that supplied Cockatoo Island's electricity, including power for the dock pumps. The Nestlé chocolate factory at Abbotsford had a wharf with a coal bunker (located at the water-end) for the coal used to power its boilers. Coal for the Balmain Power Station was landed from barges at the waterfront until 1965 The Lever Brothers factory, on White Bay at Balmain landed coal as well as copra at its wharf. Coal was distributed by coal lighters (or barges); the R.W. Miller company had its origins in operation of coal lighters on Sydney Harbour.
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There is a derelict brick building—the former gate-house—and one side of the coal bunker structure. The timber wharf is gone although the reclaimed land where the rest of the bunker stood remains. There are rusted remains of some coal handling equipment, including grabs and pieces of gantry crane structure. The NSW Government announced in 2016 that the Sydney Fish Markets would be relocated to the old wharf area adjoining Pyrmont Bridge Rd. That would allow the existing Fish Market site— in the shadow of the Anzac Bridge—to be redeveloped as apartment buildings.
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On the NGR, this was overcome by increasing the tyre width of these wheels from to . While the IMR locomotive was identical in construction to those built for the NGR, it had a weatherboard affixed to the coal bunker to offer the crew better protection against the elements when travelling bunker forward. The locomotives were more ornate than those in Natal and, in true military style, their brass domes, chimney caps and boiler bands were polished. The practice of polished brasswork was a trade mark of the IMR and was done with all their new locomotives.
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The pursuing British battlecruisers were steaming at , and quickly caught up to the German ships. At 09:52, opened fire on Blücher from a range of approximately 20,000 yards (18,000 m); shortly after, and began firing as well. At 10:09, the British guns made their first hit on Blücher. Two minutes later, the German ships began returning fire, primarily concentrating on Lion, from a range of . At 10:28, Lion was struck on the waterline, which tore a hole in the side of the ship and flooded a coal bunker. At around this time, Blücher scored a hit with a 21 cm shell on Lions forward turret.
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In recent years, the large marshalling yard, although essentially intact is used for stowing train loads, rather than the original function of re-marshalling trains. In addition, a number of the significant items of equipment installed at the locomotive depot have been removed or demolished, mostly associated with the removal of steam locomotives from service and the then increasing use of diesel-electric locomotives. The roundhouse and some of the other items associated with the depot remain in situ and are in remarkably good condition. Deleted items include the coal bunker, de-ashing arrangement, hot water boiler wash-out plant and a number of small buildings.
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From c. 1925, several of the Type XC1 tenders were completely rebuilt by the SAR by mounting a new upper structure on the existing underframe, with larger water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They were designated Type XE. The program to rebuild several older tender types with new upper structures was begun by Col F.R. Collins DSO, who approved several of the detailed drawings for the work during his term in office as Chief Mechanical Engineer (CME) of the SAR from 1922 to 1929.
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Italian railways relied primarily on 2-6-2s for fast passenger services, while heavy passenger service was assigned to 2-8-0s of the classes 744 and 745. Although Mikado types had little opportunity for development in Italy, Ferrovie dello Stato (FS) commissioned the class 746 for heavy passenger service on the Adriatic route. To serve local branches and mountain lines where tank locomotives were more suitable, FS derived the new class 940 from the 2-8-0 class 740, with the same dimensions but adding a rear Bissel truck to support the coal bunker behind the cab to make it a 2-8-2.
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A pair of class 202 locomotives, similar to those used in the Somali railway These small 0-4-0 tank engines were and are the standard shunter locomotives of the system, built between 1927 and 1937 by the firm of Breda in Milan. They have short side tanks, a rear coal bunker, and a unified, oval dome containing the steam dome inside a larger sand dome - this arrangement, popular worldwide in nations that favored the sand dome, helped both to insulate the steam dome and to keep the sand dry with the warmth. Large, prominent builder's plates adorn the domes. They use Walschaerts valve gear with piston valves and superheating.
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He served in the army during World War II, which conflict saw the end of his exhibiting. After discharge, he became a wages clerk for Plessey and taught art part-time. Hawthorne died in the King George Hospital at Ilford, Essex, on 15 October 1954 and was survived by his wife, Lilian (ne Leahy; they married in 1937 and she died in 1996), who was also an East London Group artist, and their two children. By the time of his death, aged 49, he had become so disenchanted with the art world that he had used one of his paintings, on board, as a shelf in a coal bunker.
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136–37 At nightfall, the Japanese torpedo boats engaged the surviving Russian warships and the cruiser claimed to have sunk one of her attackers at 8:25 p.m. Vladimir Monomakh, mistaking one of her attackers for a Russian destroyer, was hit around 8:40 by a single torpedo which ruptured her hull near the No. 2 coal bunker, but sank the torpedo boat. The damage was severe but her crew kept her afloat and her engines operational, although she continued to take on water. The next morning, however, Vladimir Monomakh headed towards Tsushima Island and began to unload her wounded into her surviving boats.
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On the Type ET tender, for example, the inclusion of a mechanical stoker reduced its water capacity by compared to the virtually identical manually stoked Type JT tender, while its empty weight was more due to the mechanical stoking equipment. Another characteristic unique to the Types FT and JV tenders was their left sides, where both had a space built-in for the fire-irons and rakes. The stowage space was open at the top, where the upper side of the tender was tied to the top of the coal bunker by four metal straps.Soul of A Railway, System 5, Part 2: O.F.S. Main Line, Makouvlei to Bosrand.
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During the first two decades of the 20th century, the Pacific wheel arrangement enjoyed limited popularity on tank locomotives. On a locomotive, the trailing wheels support the coal bunker rather than an enlarged firebox and such a locomotive is therefore actually a tank engine version of the Ten-wheeler tender locomotive. Indeed, many of the earliest examples were either rebuilt from tender locomotives or shared their basic design. Around 1920, it became apparent to designers that the wheel arrangement allowed a too limited bunker size for most purposes, with the result that most later designs of large suburban tank classes were of the Hudson or Adriatic wheel arrangement.
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The German battlecruisers opened fire themselves a few minutes later at 09:11, at a range of , and concentrated their fire on Lion. They first hit her at 9:28 on the waterline with a shell that flooded a coal bunker. Shortly afterwards a shell from Blücher hit the roof of 'A' turret, denting it and knocking out the left gun for two hours. At 09:35 Beatty signalled 'Engage the corresponding ships in the enemy's line', but Tigers captain, believing that Indomitable was already engaging Blücher, fired at , as did Lion, which left unengaged and able to continue to engage Lion without risk.
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The was also a fairly common wheel arrangement for passenger tank locomotives. As such, it was essentially the tank locomotive equivalent of a tender locomotive, with water tanks and a coal bunker supported by four trailing wheels instead of in a tender. In New Zealand, all 4-6-4T locomotives were tank versions of 4-6-2 locomotives. The first known tank locomotive was rebuilt from a Natal Government Railways (NGR) K&S; Class which was modified in 1896 to enable it to run equally well in either direction on the Natal South Coast line, where no turning facilities were available at the time.
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The Kitson- Meyer locomotive consisted of two sets of coupled wheels under one frame, with both power units free to swivel in relation to the frame. Unlike the usual practice on articulated steam locomotives where the engine units would be mounted in opposing orientations, those of the Kitson-Meyer were both mounted back-to-front with the coupled wheels forward of the cylinders. The rear engine unit discharged its exhaust steam up a chimney which was mounted in the coal bunker to the rear of the cab, while the front engine unit discharged in the usual manner up the chimney mounted on the smokebox in front of the boiler.
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The last ship to load coal at Hexham was the MV Camira in May 1988. At Blackwattle Bay, Coal and Allied Operations Pty Ltd took over the R.W.Miller wharf, in 1960, and later bought Jones Brothers Coal Co., taking over operation of Wharf 21 and its coal bunker in 1972. The coal unloader, at Blackwattle Bay, closed during the 1980s, likely soon after the closure of the last loader at Hexham. Coal and Allied relinquished their lease on the Blackwattle Bay coal wharves in 1995. The 'sixty-miler' MV Stephen Brown was donated by its owners, Coal and Allied, to the Australian Maritime College in Launceston, Tasmania, in April 1983.
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Wading River station was originally built in 1895 during the extension of the Port Jefferson Branch to Wading River, and was once slated to continue eastward and rejoin the Main Line at either Riverhead or Calverton. Though neither of these proposals were carried out, it had a siding that crossed Wading River-Manor Road toward a coal bunker, and was extended to the site of an LIRR Demonstration farm from 1905 to 1928. The other demonstration farm was east of Medford station on the Main Line. The station was originally a one-story structure that was converted to a two-story structure in 1906.
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The locomotives were placed in service on the line between Lüderitzbucht and Keetmanshoop and on the lines from the latter north to Windhoek and south to Karasburg. Since the radius of operation of a tank locomotive is limited by the capacity of its small on-board coal bunker, these locomotives often ran with a small auxiliary tender coupled behind to extend their range. During the German South West Africa campaign in the First World War, the territory was taken over by the South African military. On 1 April 1922, all railways in the former German colony came under the administration of the South African Railways (SAR).
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It was discovered that some of the piles on Ryde Pier required replacement and the Southern Railway took the opportunity to construct a fourth platform there as part of the work, ready for the 1933 season. Meanwhile, the electric traction system used on the pier tramway was discontinued in 1927, and 2 petrol-driven tram units built by Drewry Car Co. The former electric unit trailers were retained and the trams operated as two-car units. The petrol engines were replaced by diesels in 1959 - 1960. To allow the O2 locomotives to stay in service throughout the day at busy times, a bigger coal bunker was fitted in 1933, doubling the capacity to three tons.
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On 3 September, while she was steaming from the mouth of the Weser to Wilhelmshaven, the Norddeutscher Lloyd steamer tried to pass between Sophie and a vessel in front of her, but her captain misjudged the distance, and Hohenstaufen rammed Sophie on her port side at 13:40. Sophie was badly damaged in the collision, with a large hole torn into her hull from her weather deck down to below the level of the coal bunker, but her crew quickly contained the flooding. The ironclad took her under tow back to Wilhelmshaven, and Sophie was decommissioned for repairs on 16 September. Repairs were completed by April 1885, and she was recommissioned on the 9th.
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The Denver and Rio Grande Railroad established Sublette in 1880 as a construction camp on its narrow gauge San Juan Branch. Once the line was completed, the camp served as a section crew station town, a base for the crew that maintained the track for the railroad. Structures included a section house for the foreman and his family, two bunkhouses for the section crew, a coal bunker, a speeder shed and a water tower. The D&RGW; operated trains over the branch until 1967, then in 1970 the Cumbres and Toltec Scenic Railroad took over the abandoned track between Chama, New Mexico, and Antonito, Colorado, to operate tourist trains in the summer months.
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During the 1930s, several of the Type MP1 tenders were rebuilt by the SAR by mounting a completely new upper structure with a larger water tank on the existing underframe. The modification was done to drawings approved by Chief Mechanical Engineer (CME) A.G. Watson in 1929 in respect of Type MP1 tenders of the Classes 12, 12A, 12B, 14, 14A, 14B, 15, 15A, 16, 16A, 16B and 16C. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the self-trimming coal bunker.SAR&H; Mechanical Department. Alteration of Tender to Self Trimming Coal Bunker Type - Class 12, 12A, 12B, 14, 14A, 14B, 15, 15A, 16, 16A, 16B, 16C.
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A class 440 locomotive, similar to those used in the Somali railway A R.301 locomotive, similar to those used in Somalia These later, and much larger, compound Mallet locomotives were built by Ansaldo in Genova in 1938 to largely replace the earlier types, both the 440 Series and the unsuccessful 441 Series, which were simple locomotives (i.e., non-compound) and found liable to run out of steam on the heavy grades of the line. Like the other locomotives they are tank engines with large side tanks and a rear coal bunker, under cover of the cab roof in this design. These are quite hefty machines, as required by the tough demands of the terrain.
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For ease of maintenance, the boiler, firebox and smokebox were encased in steel sheeting, which meant that the engine's shape resembled that of a modern diesel locomotive. That was a major departure from traditional steam locomotive design, allowing the engine to be cleaned using a carriage-washing plant. The locomotive was designed to carry 4 tons (4.06 tonnes) of coal and of water, and the coal bunker was covered by a tarpaulin to prevent water ingress into the fireman's cab. Entry into the locomotive was by way of ladders leading up to sliding doors, although, due to the bogie design, the climb into the fireman's cab necessitated clambering over the oilbath casing.
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The locomotive was fitted with Westinghouse air brake equipment to allow it to haul island passenger carriages, and had an extension fitted to its coal bunker to increase its range of operation. Calbourne remained on the island under British Railway ownership, and was retained after steam services ended, with W31 Chale, as a works engine for the Ryde to Shanklin line electrification, until withdrawal in March 1967 when electrification of the line was complete. Calbourne was acquired by the Wight Locomotive Society in 1967 as the flagship locomotive of the Isle of Wight Steam Railway, where it can still be seen today. Calbourne is the only surviving O2 locomotive, the remainder having been scrapped.
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"Ariel", a Forney-type cab-forward locomotive: Front is to the left in this image (note location of headlight and "cowcatcher") Matthias N. Forney was issued a patent in the late 1860s for a new locomotive design. He had set out to improve the factor of adhesion by putting as much of the boiler's weight as possible on the driving wheels, omitting the pilot wheels from beneath the front of the boiler. Such a design would not have been stable at high speeds on the rather uneven tracks which were common at the time. Instead, he extended the locomotive frame behind the cab, placing a four-wheel truck beneath the water tank and coal bunker.
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After the war, the Reid Tenwheeler locomotives were designated Class E on the CSAR. P.A. Hyde, Chief Locomotive Superintendent of the CSAR, found them to have an inadequate coal and water supply for trips of any length and decided to convert 29 of them to 4-8-0 Mastodon type tank-and-tender engines, beginning in 1904. The trailing bissel bogie, the fifth pair of coupled wheels and the coal bunker were removed, the main frame was shortened and three- or four-axle tenders from various withdrawn or obsolete locomotives were attached. This increased the coal and water capacities which resulted in a considerable increase in the operating range of the locomotive.
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The tightness of the curves on the former LCDR mainlines had constrained the size of locomotives operating on the SECR, as they had been hastily erected during the nineteenth century to compete with those of the South Eastern Railway (SER). The longer locomotive could also accommodate a larger boiler than a 4-4-0, giving sufficient power to avoid double-heading of locomotives on heavier trains. The K class design used a "Bissel bogie" leading axle and a plain trailing bogie. The trailing bogie permitted the use of a large coal bunker that was capable of sustaining the locomotive over the run between London Charing Cross and , and side water tanks of capacity were used, negating the need for a tender.
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The rebuilding programme that followed the derailment of K class No. A800 "River Cray" at Sevenoaks began at Ashford works in June 1928. The work involved in converting a 2-6-4 tank engine to a 2-6-0 tender locomotive included the removal of the side water tanks, rear coal bunker and trailing axles, although the 6 ft (1.83 m) driving wheels, right-hand drive and N class–type boiler were retained.Reynolds, W.J.: 'The Maunsell moguls' (The Southern Railway Magazine: 1943, 89), pps. 155-158, 199-202 and 279-282 The aesthetic aspects inherited from the K class were the former Midland Railway engineer James Clayton’s contributions to the design, creating a simple, functional locomotive similar to the N class.
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In design and general appearance, the Class GO was very similar to the Class GMA, with the chief differences aimed at reducing weight, such as a smaller boiler with a reduced diameter, a smaller firebox and grate area and a half ton smaller capacity coal bunker. The one-piece cast steel frame and engine units were identical to that of the Class GMA, except that the cylinders had been lined and sleeved to reduce the bore from to suit the smaller boiler. The Class GO was also a tank-and-tender Garratt and carried water only in its front tank while the rear bunker carried only coal, and it also ran with a semi-permanently coupled capacity Type X-17 water tender.
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On the Union Garratt, as on the Modified Fairlie, the frame was also prone to metal fatigue and cracking brought about by the long frame overhang at the rear beyond the engine unit's pivot centre. The overhang, laden with the coal bunker of which more than 80% extended beyond the rear pivot centre, was subjected to severe vertical vibration while the locomotive was in motion and this led to structural weakening of the frame over time. In addition, the rear pivot bearings were subject to quite rapid wear since they carried a considerable additional vertical load compared to those on a purebred Garratt. As was the case with the Modified Fairlie, this required increased frequency of maintenance and, as a consequence, increased operating cost.
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The latter 15 locomotives were divided into eight GSR Class 372 with driving wheels and six GSR Class 393 with driving wheels: the final kit was kept for spares. The Metropolitan Railway bought six kits for conversion to the Metropolitan Railway K Class 2-6-4T tank engines, which were similar in outline to the SECR K class. The remaining 17 complete kits at Woolwich were bought by the Southern Railway, and formed the basis of later locomotive classes such as the three-cylinder SR W class 2-6-4 tank locomotive. The prototype W class was produced in 1932 from N class parts with the addition of water tanks, a coal bunker, a rear bogie and a third cylinder between the frames.
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Critics of the theory say coal dust would have been too damp to have been stirred into the air by the torpedo impact in explosive concentrations; additionally, the coal bunker where the torpedo struck would have been flooded almost immediately by seawater flowing through the damaged hull plates. In 2007, marine forensic investigators considered that an explosion in the ship's steam-generating plant could be a plausible explanation for the second explosion. However, accounts from the few survivors who managed to escape from the forward two boiler rooms reported that the ship's boilers did not explode. Leading Fireman Albert Martin later testified he thought the torpedo actually entered the boiler room and exploded between a group of boilers, which was a physical impossibility.
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An office for the District Locomotive Engineer (referred to as the DLE) was constructed using concrete drop panels.NSWR drawing 37-116 Broadmeadow Loco Depot Offices for Chargeman, Bookers On Etc dated 14 June 1923 An office building for the Superintendent, Steam Shed Inspector, Timkeepers & Clerks was built near the water tanksNSWR drawing 37-115 Broadmeadow Loco Depot Offices for Superintendent, Clerks Etc dated 11 August 1923 along with a rest barracks for crews from other depots that was located near the depot, with both of these buildings also using the concrete drop panel method of construction. Coaling was provided by a capacity wooden elevated coal bunker capable of loading coal to locos on both sides. The coaling stage was long by high and was served by a 1:30 grade approach ramp.
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The locomotive itself was adequate but not successful enough for further development, and drawings for a revolving coal bunker made by Beyer, Peacock in 1930 were not pursued. Indeed, the design did have some expensive flaws; soft water resulted in the boiler being retubed in 1926, firebox damage was diagnosed in 1927 and 1928, and the loco was out of service for nine months during 1930 during which time some modifications were carried out and a new firebox fitted. After this the loco itself settled down to working its regular beat up and down Worsborough Bank, despite continued steaming problems and a definite susceptibility to poor quality coal. It was renumbered 9999 in the LNER renumbering scheme of 1946, and became 69999 on the creation of British Railways in 1948.
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On March 30, 1911, Augustus Charles Kick, an experienced man who had served as Sechelts chief engineer from about March 4 to March 17, 1911, testified that her bilge pumps were inadequate and she tended to ship a lot of water when the engine was working, this was apparently the result of the loss of two of her propeller blades. The engineer considered Sechelt unstable unless she were well-ballasted, and if cargo were carried only on the main deck (instead the hold, which was entirely used for a coal bunker except for some ballast forward), in his opinion her instability would increase. The engineer testified that he had left Sechelt for this reason. Kick described the weather conditions on the day of the sinking, which he ascribed entirely to the vessel's instability.
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NZR G class of 1928 Three six-cylinder G class Garratt locomotives were built for the New Zealand Railways Department (NZR) by Beyer, Peacock and Company in 1928. They were the only six-cylinder simplex Garratts ever used in New Zealand and used Walschaerts valve gear to operate the outside cylinders, while Gresley conjugated valve gear operated the inner third cylinders. The locomotive was equipped with a mechanical stoker and was of an unusual design, with the coal bunker mounted on an extension to the main frame behind the cab instead of being mounted as a coal-and-water bunker on the rear engine unit’s frame, as was the usual practice on Garratt locomotives. Unlike a Union Garratt, however, the rear water tank was still mounted on the rear engine unit.
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The tender had a coal capacity of and a water capacity of , with a maximum axle load of . An unusual characteristic of the tender was its six axles in a 2-8-2 wheel arrangement, with the leading and trailing wheels in Bissel pony trucks and the rest of the axles mounted with a rigid wheelbase. The rationale behind the design was that, if the tender frame could be carried on more points, represented by the rigidly mounted and Bissel wheels, instead of on only two bogie pivot centres, the frame could be made lighter. The vacuum cylinders which actuated brake blocks on the rigidly mounted wheels were mounted on top of the tank behind the coal bunker since the wheel arrangement left insufficient room to mount them under the frame as usual.
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At the inquest into the incident, suspicion fell on the assistant foreman of the stevedores loading the ship, William J. Bomhardt, who was arrested on suspicion that he had struck a box of dynamite with a bale hook, causing the box to explode and leading to the eventual larger explosion. A theory was advanced during the inquest that the dynamite, which had been frozen for loading, was starting to thaw and form blisters of nitroglycerine. Despite testimony from an explosives expert that such an action would not cause an explosion, and that the more likely cause was fire in the ship's coal bunker, the jury found Bomhardt responsible for the explosion. Debris attributed to the Alum Chine was found during construction of the Fort McHenry Tunnel under Baltimore Harbor.
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The locomotives were superheated and had round-topped fireboxes, bar frames, Walschaerts valve gear and Z-ported cylinders with short-lap, short-travel valves. The design of the two Union Garratt types deviated from the Garratt principle, the patent of which was held by Beyer, Peacock and Company, and the end results were hybrid locomotives, part Garratt and part Modified Fairlie. The front end of the locomotive was of a typical Garratt arrangement with a water tank mounted on the front engine unit's frame, while the rear end was constructed in the Modified Fairlie fashion with the coal bunker mounted on a rigid extension of the locomotive's main frame and with the pivoting rear engine unit positioned beneath the coal bunker.Soul of A Railway, System 1, Part 2: Cape Town to Wellington.
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From c. 1925, several of the Type ZC tenders which had entered service with the Class 7A in 1896, the Class 7B in 1900 and the Class 7C in 1902, were completely rebuilt by the South African Railways (SAR), by mounting a new upper structure on the existing underframe, with larger water tanks and a larger coal capacity. These rebuilt tenders had a more modern appearance, with flush sides all the way to the top of the coal bunker. They were designated Type ZE. The program to rebuild several older tender types with new upper structures was begun by Col F.R. Collins DSO, who approved several of the detailed drawings for the work during his term in office as Chief Mechanical Engineer (CME) of the SAR from 1922 to 1929.
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Numerous additions and changes occurred throughout the 20th century including erection of a rest house (1912), wheat silo (1920), Traffic District Headquarters located at Parkes (1920), purchase of existing residences for Station Master and Steam Shed Inspector, (1920 and 1922), conversion of existing Station Master's residence to railway refreshment room accommodation (1923), new footbridge relocated from Liverpool (1923), erection of temporary railway refreshment rooms (1923), alterations and additions to the station building () rail motor shed erected (1927), new railway refreshment rooms opened (1928), relocated footbridge and signal Box (1928) and a new roundhouse built (1928). Later alterations to the site included a new footbridge (1935), an elevated coal bunker built (1941), roundhouse and facilities enlarged for defence works, including new tank and stand, boiler plant, water columns, diameter turntable replacing (1944), new Institute Building opened (1962), and new goods shed built (1964).
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No. 722 was used on Southern's Murphy Branch to pull logging trains between Asheville, North Carolina and Murphy, North Carolina until it retirement from revenue freight service by Southern in August 1952.. In November 1952, No. 722 and classmate No. 630 were both purchased by the East Tennessee and Western North Carolina Railroad (ET&WNC;) and renumbered No. 208 and No. 207, respectively... Originally, the ET&WNC; offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but turned it over in favor of the formers due to the latters being stored outside in dilapidated condition. After the purchasing was complete, Southern cut down the size of the two class "Ks-1" locomotives' tender coal bunker to make sure that it would be easier for the engineer to get a better view during numerous switching moves and reverse operation.
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They were classed M in 1886. Their relatively small coal bunker capacity proved inadequate for the rapidly expanding suburban network of the 1880s, therefore between 1901 and 1905 they were rebuilt at the Newport Workshops as 4-4-2T locomotives, with an enlarged bunker of capacity on extended frames supported by a trailling radial axle. At the same time, the opportunity was taken to replace the troublesome leading Bissell truck with one of the design being used successfully on the contemporary 'New' A and D class locomotives, as well as increasing the cylinder diameter from 17 to 18 inches. When rebuilt, these locomotives were regarded as equivalent to the Victorian Railways' ubiquitous E class 2-4-2T suburban engines for rostering purposes, and were known as the ME class, although the original 'M' class plates carried on the locomotives were not altered.
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SMR18, affectionly known as "Bob", departs Moss Vale with the Cockatoo Run in September 1997 As a result of the NSW Department of Transport seeking expressions of interest to take over the weekends only passenger service on the Unanderra to Moss Vale line as a tourist operation, 3801 Limited commenced the Cockatoo Run heritage tourist train on 19 August 1995.Annual Report June 1996 3801 Limited"3801 Ltd's Illawarra Tourist Railway Commences" Railway Digest September 1995 page 6 Initially the train operated from a base established in the Port Kembla Locomotive Depot Complex. Steam locomotive SMR18 was leased by 3801 Limited from the Hunter Valley Training Company for the service. To enable the locomotive to haul a train from Port Kembla to Moss Vale and return with one load of coal, the coal bunker was modified.
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Department of Railways New South Wales drawing 166–38 Broadmeadow 105 foot Turntable General Arrangement dated 18 June 1952 The two Northern bays of the coaling stage had a dividing wall installed as well as having the bottom of the two bins raised to accommodate coaling of the Garratt locos.Department of Railways New South Wales drawing 153–21 Broadmeadow Alterations to Coal Bunker for Coaling Garratt Locomotives dated 7 July 1954 In 1954 one of the radial roads on No. 2 turntable was altered into an additional departure road from the depot, this road was provided with a de-ashing pit and was adjacent to the water tank and de-ashing pit on the existing departure road from No. 2 shed. Unlike the elevated de-ashing pits near the coaling stage these two pits were conventional style pits in between the rails that required to be manually emptied.
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The depot remained in government service for approximately 46 years. Many major components of important railway centres and work precincts have been demolished or otherwise removed or substantially modified and as a consequence, their past use can no longer be shown. In the 1940s, through to the 1950s period (arguably the pinnacle of steam locomotive operations in the state), the railway precinct at Junee consisted of a large railway station, a relatively large and important shunting yard, a Train Control Centre, two large signal boxes, junction arrangements for the Junee- Narrandera-Hay-Griffith branchline and a relatively modern locomotive depot. The depot comprised a roundhouse, large elevated coal bunker (for fuelling steam locomotives), boiler wash-out plant, ash handling arrangements, large and modern machine shop and a substantial amount of equipment essential for the rapid and efficient servicing and repair of the steam locomotives working in the district.
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The door into the fireman's cab also attracted criticism, as it would have been blocked in the event of the locomotive overturning on that side, preventing the fireman's escape, so that members of the railway trade union ASLEF threatened to stop their crews from operating the Leader. Measurements in the fireman's cab showed temperatures could reach earning the locomotive the nickname of The Chinese Laundry due to the heat and humidity. During work on the crank axles at Eastleigh Works the opportunity was taken to place the locomotive on the weighbridge which showed that the offset boiler and coal bunker caused the locomotive's centre of gravity to be shifted to one side. Experiments had to be undertaken to balance the locomotive by filling the linking corridor with large quantities of scrap metal, replaced in a re- design by a raised floor, covering the weighted material.
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Hull longitudinal section CC – condenser compartment; ER – engine room; BR – boiler room; WTB – watertight bulkhead; WTF – watertight frame. 1 – after capstan; 2, 4 – torpedo head magazine; 3 – mess space; 5 – fore top; 6 – engine room vent; 7 – boiler room vent; 8 – signal tower; 9 – ; 10 – main top; 11 – admirals sea cabin; 12 – chart house; 13 – conning tower; 14 – officers' cabin; 15 – escape trunk; 16 – vent; 17 – capstan; 18 – trimming tank; 19 – capstan engine room; 20 – submerged torpedo room; 21 – 12 in shellroom; 22 – 12 in magazines; 23 – ash hoist; 24 – reserve feed-water tank; 25 – coal bunker; 26 – coal shute; 27 – electric lift; 28 – oil fuel tank; 29 – fresh water tank; 30 – submerged torpedo room; 31 – fresh water tank; 32 – stern torpedo tube. Dreadnought was significantly larger than the two ships of the Lord Nelson class, which were under construction at the same time. She had an overall length of , a beam of , and a draught of at deep load.
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No. 630 was first put into local and branch line service in Knoxville, Tennessee by Southern Railway before it was moved to Asheville, North Carolina to run on the Murphy and Lake Toxaway branch lines until it was retired from revenue freight service in August 1952.. Following retirement by Southern, No. 630 and classmate No. 722 were both sold to the East Tennessee and Western North Carolina Railroad (ET&WNC;) in November 1952 and renumbered as No. 207 and No. 208, respectively... Originally, the ET&WNC; offered Ks-1s No. 685 (Baldwin, 1904) and No. 835 (Baldwin, 1906), but chose the formers instead due to the latters being stored outside in very poor condition. After ET&WNC;'s purchasement, Southern cut down the size of the two Ks-1 locomotives' tender coal bunker to make sure that it would be easier for the engineer to get a better view during numerous switching moves and reverse operation.
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From 1935 onwards, two engines of this class, WF's 398 and 400, were converted to one-man operation by lowering the coal bunker and fitting one continuous back window to the cab, and allocated to work the Greytown Branch. One locomotive would be kept at Cross Creek during the week while the other was stationed at Greytown, and would swap around when the Greytown engine needed to come to Cross Creek for servicing. Both locomotives were withdrawn on closure of the Greytown Branch; WF 400 in December 1955, while WF 398 remained in service for several months primarily to run the demolition trains and during which time it moved the Greytown station building to Woodside Junction to become the new goods shed there. In 1909, trials were conducted with WF 436 to see if a solution could be found to reducing the amount of smoke produced by engines passing through the Lyttelton Tunnel.
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The coal bunker was also provided with storage and drying facilities for sand, with two wet sand bunkers of capacity and two dry sand bunkers of capacity being provided.NSWGR drawing 24295 Arrangement of sand handling Plant on Existing Bunker Broadmeadow dated 26 September 1924 A timber framed machine shop clad in corrugated iron served from one of the radial roads from No. 1 turntable was also provided.NSWR drawing 37-117 Loco Depot Broadmeadow Machine Shop Details dated 3 September 1923 This building housed the wheel lathe as well as general lathes and other machine tools for use in maintaining the locomotives based at the depot. Also housed in this building was a blacksmiths section and the air compressors for supplying compressed air to the depot, along with the pumps for the boiler washing out plant.NSWGR drawing 23161 Arrangement of Machine Shop Broadmeadow dated 14 September 1923 A timber framed corrugated iron clad meal room for running staff capable of housing 140 men was also built near the workshop.
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An outdoor toilet and coal bunker were in the rear yards, and beyond the cobbled back lane to their rear are assorted sheds used for cultivation, repairs and hobbies. Chalkboard slates attached to the rear wall were used by the occupier to tell the mine's "knocker up" when they wished to be woken for their next shift. No.2 is presented as a Methodist family's home, featuring good quality "Pitman's mahogany" furniture; No.3 is presented as occupied by a second generation well off Irish Catholic immigrant family featuring many items of value (so they could be readily sold off in times of need) and an early 1890s range; No.3 is presented as more impoverished than the others with just a simple convector style Newcastle oven, being inhabited by a miner's widow allowed to remain as her son is also a miner, and supplementing her income doing laundry and making/mending for other families. All the cottages feature examples of the folk art objects typical of mining communities.
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As a commerce raider, the Wolf was equipped with six guns, three SK L/55 guns and several smaller caliber weapons as well as four torpedo tubes. She also carried over 450 mines to be dropped outside enemy ports; she laid minefields in the Indian Ocean and off Australia's southern coast which claimed several ships. Her commander was Fregattenkapitän (Commander) Karl August Nerger who was in charge until her return to Kiel, Germany in February 1918. The Wolf had not been designed for speed and her top speed was a mere . Her advantages included deception (fake funnel and masts which could be erected or lowered to change her appearance), false sides which kept her weapons hidden until the last possible moment, and a range of over thanks to a coal bunker capacity of 8,000 tons (assuming a cruise speed of 8 knots, burning 35 tons of coal daily).Guilliatt, Richard and Peter Hohnen, "The Wolf that ravaged the Pacific" (book excerpt), Wall Street Journal, Weekend Section, April 10–11, 2010, p. W3.
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Despite being a very young class, some of the North British JA class members were among the first of the J types to be withdrawn. The first of the class to be withdrawn, JA 1279, was withdrawn in 1964 and sent to Hillside Workshops minus at least one driving wheelset, taken to repair JA 1275 after it suffered an axle fracture while passing through Mercer that year. The rest of the locomotive then became a source of spares for the J and Hillside JA class locomotives in the South Island, with the oil-fired boiler being converted to coal-firing before being fitted to Greymouth-based J 1212 during a C grade overhaul. As the North British JAs were withdrawn, most were stripped of parts to keep the South Island J and JA class locomotives running, along with the remaining North British JAs which by then were based out of Frankton Junction. Several of the tenders from JA 1287, 1288, 1290 locomotives, transferred south in November 1966, which were in relatively good condition, were rebuilt to accommodate a coal bunker in place of the fuel oil tank and attached to J class locomotives whose original 1939-built tenders were life-expired.
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