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369 Sentences With "tank engines"

How to use tank engines in a sentence? Find typical usage patterns (collocations)/phrases/context for "tank engines" and check conjugation/comparative form for "tank engines". Mastering all the usages of "tank engines" from sentence examples published by news publications.

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Most importantly, it means console players might be able to battle giant Thomas the Tank Engines in the skies above Skyrim.
Imagine Dr. Phil, but in virtual reality, and with the constant risk of being harassed by a mob of Thomas the Tank Engines with Nic Cage faces.
Potential foreign partners could be attracted by MHI's armored vehicle technology, notably its heavy-duty tank engines, its gear technology and water jet propulsion systems that could be used to drive amphibious vehicles.
In 1908, these became the NZR's NA class and NC class, with two units each. The NZR's Addington Workshops joined the list of Prairie suppliers in 1889, producing the first of two NZR W class tank engines. These were followed between 1892 and 1901 with eleven similar NZR WA class tank engines. Baldwin followed this up with ten similar NZR WB class Prairie tank engines in 1898.
One of the later tank engines is preserved outside Bilbao Abando railway station.
The Western Australia Government Railway N Class 4-4-4 tank engines were introduced in 1896.
Four engines were converted to 4D10 class 2-4-4T tank engines between 1887 and 1890.
Vertical boiler locomotive "Taffy". Railway locomotives with vertical boilers were also tank engines. This enabled the use of a smaller, cheaper-to-operate machine.
Ross, Travellers Joy, p. 13 The two locomotives bought for the line were small 2-2-0 tank engines costing a total of £2622 7s.
The Highland Railway Drummond 0-6-4T or X class were large tank engines originally intended for banking duty. They were designed by Peter Drummond.
Other unique locomotives that operated on DRLR were the several ex. Kalka - Simla Railway K class 2-6-2 tank engines by Kerr Stuart and 2-6-4 tank engines by Henschel that arrived from the Shahdara - Saharanpur Light Railway. Due to the decline in traffic and competition to road in the late 1970s, the DRLR succumbed and closed to traffic on 16 July 1984.
In the 1991 film The Little Engine that Could, Tillie and Jebediah are based on this engine but are portrayed as 4-2-2 tank engines.
Locomotive nos. 3 to 6 were early, German, four-coupled, tank engines designed for shunting duties with the Leipzig–Dresden Railway Company (Leipzig-Dresdner Eisenbahn or LDE).
The Metropolitan Railway D Class was a group of six 2-4-0T tank engines built for the Metropolitan Railway in 1894-1895 by Sharp, Stewart and Company.
The British Rail Class 03 was commonly seen performing this duty, having gradually replaced the assortment of four and six-coupled tank engines which had previously been used.
Barry Railway Class C were originally 2-4-0T steam tank engines of the Barry Railway in South Wales. They were designed by J. H. Hosgood and built by Sharp Stewart.
The 119 Class of the Great Western Railway consisted of a series of 11 0-6-0 saddle tank engines. They were numbered 119-21 and 123-30 and had originally been built in 1861 at Swindon Works as tender engines to a design of Daniel Gooch, part of the 79 Class. Their rebirth as tank engines was the result of their being renewed at Wolverhampton Works under the aegis of George Armstrong between 1878 and 1883.
The railway also purchased several locomotives, second hand, notable among which were the A/1 class 2-8-4 tank locomotives built by Hudswell Clarke that arrived from the Pulgaon - Arvi system of Central Railway in 1959. Other unique locomotives that operated on DRLR were the several ex. Kalka - Simla Railway K class 2-6-2 tank engines by Kerr Stuart and 2-6-4 tank engines by Henschel that arrived from the Shahdara–Saharanpur Light Railway.
Larkin (1992), p. 30 A new erecting shop was built in 1882 under Adams' successor J.C. Park, who continued producing 4-4-0 and 0-6-0 tank engines for the railway.
One notable feature of the G&SWR;’s locomotive stock was its aversion to tank engines. Until very late on in the company’s history these were used only when circumstances absolutely demanded it.
On the road, the Italians could hear British tank engines on the flanks and from the rear and further north, the 4th Armoured Brigade surrounded another group, at which point the Italians surrendered.
The Lancashire and Yorkshire Railway (L&YR;) Barton Wright 0-6-2T were tank engines introduced by Barton Wright between 1877 and 1883. This was the first use of the type in Britain.
By 1855, the company was building four-coupled tank engines, along with 2-4-0 and 0-4-2 tender locos. Some of these were for Cowlairs and St. Rollox, but many more went to India. Through the 1870s considerable numbers of 0-4-4 tank engines were built for the London, Chatham and Dover Railway, the Midland and the Great Eastern. Many other types were built for railways at home and abroad, including fifty 0-4-2s for India.
The NZR L class were a series of ten small tank engines built in England for the New Zealand Railways Department (NZR) during the early years of the development of New Zealand's railway network.
Barry Railway Class F were 0-6-0ST steam saddle tank engines of the Barry Railway in South Wales. They were designed by J. H. Hosgood and built by a number of British companies.
They purchased 63 2-6-2 Saddle tank engines from the Railway Operating Division (Belgian State Railways Type 22, later SNCB Type 57) and used them for switching and light freight trains until the 1960s.
The Class 80 tank engines were German standard locomotives (Einheitsloks) with the Deutsche Reichsbahn. They were intended to replace the aging, rickety state railway line engines performing shunting duties in their dotage at large stations.
The Cornwall Railway also contracted their motive power from the same company as the South Devon Railway. From 1867 the South Devon Railway also bought the Cornwall Railway locomotives and operated them as a single fleet with their own, and also the ones now purchased for the West Cornwall Railway. Most of the locomotives were 4-4-0 tank engines for passenger trains and 0-6-0 tank engines for goods trains. Later some smaller locomotives were purchased for branch lines and the dock branches.
SL&NCR; locomotives had names, but were not numbered. The company had the use of only two turntables: its own at and the Midland Great Western Railway one at , and so tank engines were the preferred option.
The steam locomotives of kkStB Class 99 were 2-6-0T tank engines operated by the Imperial Royal Austrian State Railways (kaiserlich-königliche österreichische Staatsbahnen), or k.k.StB, for duties on secondary routes (Nebenbahnen) and branch lines (Lokalbahnen).
The London and South Western Railway B4 class was a class of 0-4-0 tank engines originally designed for station piloting and dock shunting. They were later used extensively in Southampton Docks for nearly half a century.
The Rhymney Railway A class were 0-6-2T tank locomotives introduced into traffic in 1910 and designed by the railway's engineer Hurry Riches. These were substantial sized tank engines, and weighed ( after rebuilding) and were in length.
The Oldenburg Class G1s were German steam locomotives procured by the Grand Duchy of Oldenburg State Railways (Großherzoglich Oldenburgische Staatseisenbahnen) from 1867 to 1877. They were intended to work both as tank engines as well as with a tender.
The Highland Railway O Class locomotives were built as 2-4-0T tank engines, but were soon rebuilt as 4-4-0Ts. They were designed by David Jones and three were built at the company's Lochgorm Works in 1878 and 1879.
The major disadvantage of a Garratt (shared with all tank engines) is that the adhesive weight decreases as the water is used from the front tank and coal from the rear bunker. As the weight on the wheels decreases slipping occurs.
Initially, the newly nationalised network continued to be run as four different concerns, and pursued the policy of building of well-established designs. Some of these were already quite old, one class (the J72 tank engines) being a pre-Grouping design.
Barry Railway Class A were the first steam tank engines to be built for the Barry Railway in South Wales and had a 0-6-0T wheel arrangement. They were designed by John Wolfe Barry and built by Sharp Stewart.
The LTSR 37 class was a class of 4-4-2T suburban tank engines built for the London, Tilbury and Southend Railway in 1897–98. They were designed by Thomas Whitelegg as a development of the earlier LT&SR; 1 Class.
With a few exceptions the class remained in the Northern Division, and the last was withdrawn in 1927. Nos. 60 and 67 ran between 1876/7 and 1886 as saddle tank engines, having been renewed in that form by George Armstrong.
It had quickly to acquire and hire in the necessary locomotives. Notable among the new fleet were ten condensing tank engines purchased second hand from the Mersey Railway, which was electrifying its system. The condensing apparatus was removed in due course, and they were fitted with cabs in place of the weatherboards. Hopwood, writing in 1919, said that the company possessed 35 locomotives, all tank engines; there were 19 of the 0-6-0 type, seven 2-6-2s, three 0-6-4s and 3 0-6-2s, an 0-4-2 and two 0-4-0s.
These locomotives had larger boilers than the Eight- Coupled Tank locomotives which had been delivered from the same manufacturer between 1907 and 1910, but their cylinders, frames and motion were interchangeable with those of the tank engines. As on the tank engines, the second pair of coupled wheels had a total sideplay of , while the trailing coupled wheels had a sideplay of . The locomotives were equipped with dust shields over the coupled wheels and valve gear to protect the moving parts from blown sand in the Namib desert. The tender rode on two four-wheeled bogies.
The Great Western Railway (GWR) 7200 Class is a class of 2-8-2T steam locomotive. They were the only 2-8-2Ts built and used by a British railway, and the largest tank engines to run on the Great Western Railway.
The vessels often operated under cover of darkness, landing or picking up commandos, rescuing partisans, and intercepting or raiding small German forces. Many ships were powered by Matilda tank engines and used long-range radios taken from Kittyhawk (P-40) fighter aircraft.
Two were converted to tender engines in 1890/91. All were later reboilered. The tank engines were written off in October 1922, the tender locomotives in 1938 having spent their finals years hauling limestone and water trains to Mount Morgan gold mine.
They received contracts from Edward Bury and Company for three engines for the Petersburg Railroad. Two were four coupled and the other was a four-wheeled single, completed in 1833. The following year a number of orders were fulfilled for tank engines among other equipment.
The train consisted of 22 wagons of coal, three of goods, 11 empties, and a brake van; it was worked by three 0-6-0 saddle tank engines; the aggregate weight of the train was 397 tons. Two drivers and two firemen were killed.
Little is known about the earliest engine shed on the line at Enfield Town which existed from 1849 to 1867 other than it could hold two locomotives. The shed was demolished but due to the financial crisis the GER was facing at the time it was not until 1869 that the replacement structure was built. There was a turntable on the site but as all services were worked by tank engines (so did not require turning) this was removed in July 1921. There was an engine shed located at Enfield Town station which housed a number of tank engines outbased from Stratford engine shed.
Dublin, Wicklow and Wexford Railway (DW&WR;) 4 and 5 were a pair of 0-6-2T tank locomotives purchased from Kitson & Co. in 1897. Ahrons indicated he had no idea purpose these particular pair of engines were ordered for. Grierson, the Locomotive Superintendent, is understood to have held the theory that tenders were less economic than tank engines due to the need to haul around the weight of the tender., more conventional thinking is tank engines are generally better for short trips, suburban and branch line work; and tender engines are better suited to longer main line trips with their higher water capacity and possibly better running at speed.
Snailham Halt was inaccessible by public road, and could only be reached by a rough track. The station was never modernised, and retained its original wooden platforms. Steam railcar services were withdrawn in February 1920 and replaced with tank engines. Snailham Halt closed on 2 February 1959.
The GWR 322 Class tank engines comprised six Great Western Railway outside- framed 0-6-0 steam locomotives, originally built by Beyer, Peacock and Company as 322 class tender engines, and subsequently rebuilt in 1878–85 as saddle tank locomotives by George Armstrong at Wolverhampton Works.
Other locomotives used are noted. There is note of a with driving wheels from Sharps. Grendons had built some small locomotives that were later to converted to tank engines notably without brakes. Goods work was mainly handled by engines, two of which were from Beyer Peacock.
16564, newly built in 1928 Preserved No. 47324 on the East Lancashire Railway The London Midland and Scottish Railway (LMS) Fowler 3F 0-6-0T is a class of steam locomotive, often known as Jinty. They represent the ultimate development of the Midland Railway's six-coupled tank engines.
In later years the main allocation of the shed was tank engines for working suburban services to and from London Liverpool Street and from the 1920s the allocation was exclusively the LNE N7 0-6-2T locomotives. The shed was closed in 1960 when the line was electrified.
The Bavarian Class D VI were German, 0-4-0, steam locomotives of the Royal Bavarian State Railways (Königlich Bayerische Staatsbahn). They were light, twin-coupled, saturated steam, tank engines. Maffei supplied the first 30 locomotives from 1880 to 1883, and Krauss delivered a further 23 up to 1894.
Vallance, The Great North, p. 43£4,500 in 1861 was worth about £9,500,000 in 2017 Two more powerful locomotives, 2-4-0 tank engines, would operate this route as the line was steeply graded for the first 6 of its 9 miles. These were named Glen Grant and Lesmurdie.
There was no turntable at Witney, so only tank engines might be used, and a turntable was to be provided within twelve months. Sidings seem not to have been provided at first. The line was single, and eight miles long,Actually . with earthworks and overbridges made for double track.
Stratford men worked running in turns for locomotives returned to traffic (or indeed new) at the adjacent locomotive works. In the 1920s tender engines worked to Broxbourne and tank engines to Enfield Town. In the 1950s coaching stock trains were worked to Spelbrook on the main line to Cambridge.
On the opening of the mixed gauge, the LSWR 318 Metro type 4-4-0 tank engines were used, but they were found to be unsuitable and were replaced by the 0298 class of Beattie Well tanks. When Drummond's large LSWR M7 class 0-4-4 tank engines were introduced in 1897, several of the class were allocated to work semi-fast passenger services between Exeter and Plymouth. However they were withdrawn from these duties after a high-speed derailment near Tavistock in 1898, following criticism by the Board of Trade inspector about the use of front-coupled locomotives on fast services. As a result, the class was transferred to stopping services, and the London suburban lines.
The twin turntables gave access to 28 roads each of varying length, each with an inspection pit, in total capable of accommodation up to thirty- six tender engines and twenty-eight tank engines. Most major express trains ran north and terminated or changed engines at Birmingham Snow Hill or Wolverhampton, making access to Wolverhampton (Stafford Road) TMD easier and quicker. Hence Tyseley always played second fiddled to its major regional sister shed, its allocation mostly made up of tank engines and freight locomotives. Allocated 72 engines on opening in 1908, it fulfilled both local services as well as those heading south from Tyseley South Junction and Bearley to Stratford, Cheltenham, Gloucester, Bristol, South Wales and the West Country.
The NZR J class were steam locomotives with the wheel arrangement of 2-6-0 that were built in 1874 to operate on the New Zealand Railways (NZR). The J class was the first class of locomotive in New Zealand to have a tender; all previous classes were tank engines.
At 5:45 Leibstandarte headquarters started receiving reports of the ominous sound of tank engines as the Soviets moved into their assembly areas. Soviet artillery and Katyusha regiments were redeployed in preparation for the counterattack. German soldiers pause during the fighting. At around 08:00, a Soviet artillery barrage began.
According to D.L. Bradley, Martley's locomotives were "neat and attractive with a special charm of their own. In service they proved hard-working, reliable and above all, durable."Bradley (1979) p. 8 His classes included 0-4-2 and 2-4-0 tank engines and 2-4-0 tender locomotives.
Prior to the 1930s the line was worked entirely by steam locomotives, with six tank engines built by Sharp Stewart. For almost all of its existence the railway made a loss (and required a subsidy from local ratepayers). The greatest profit ever made by the company was in 1904 - only £791.
The Kerr Stuart 777 Cabanatuan, one of the two 0-6-0 tank engines preserved in Tutuban station. The Manila Railway Company both purchased tank locomotives of this type. The first class was the Cabanatuan class of 3 locomotives built in 1905. These were followed by the Cavite class of 1914.
The Mark V had a new, more powerful six cylinder engine (also ordered by Stern) designed by Harry Ricardo, displacing 19 litres and developing .Smith, K. C. A. (2000). "First World War Tank Engines". "A Pioneer of the Internal Combustion Engine - Sir Harry Ricardo F.R.S. 1885–1974" University of Cambridge Department of Engineering.
Tank engines with the 2-6-4T wheel arrangement were produced for many different railway systems worldwide and were mainly used for freight and suburban passenger working. They have been less successful on express passenger trains. The earliest known example also originated in South Africa, the Pretoria- Pietersburg Railway's 55 Tonner of 1898.
In many rural or suburban areas, metre-gauge railways were built to transport agricultural produce. Such was the case of two light railways east of Pudong, Shanghai. They were isolated systems using small tank engines, like 4-4-2Ts. Later, experiments were made with gasoline railcar and trailer sets having Ford engines.
The growth of London suburban traffic saw a requirement for additional tank engines. The GER borrowed some Metropolitan Railway A Class engines in the early 1870s and had 15 T7 class engines built, followed by some engines, one of which was the first locomotive to carry the distinctive GER Royal Blue livery.
The first locomotives of the PPR were three saddle-tank engines which were built by Hawthorn, Leslie and Company, one in 1896 and the other two in 1897. They were employed as construction locomotives while the line was being built and were not classified or numbered, but named Pretoria, Pietersburg and Nylstroom.
The tenders had six wheels, but considered small. All were still in service in 1907, but in 1923 only five had survived. Two 2-4-0 passenger locomotives were built at Lochgram in 1877, followed by three 2-4-0 tank engines in 1878/9 for shunting and branch line duties. The tank engines were rapidly converted to 4-4-0s after problems with the leading axle. After two of the earlier 2-4-0 locomotives had been successfully converted into 4-4-0 for the Dingwall & Skye Railway, nine of the 4-4-0 'Skye Bogie' Class were built between 1882 and 1901. Eight 4-4-0 tender locomotives for main line services were built in 1886 by Clyde Locomotive Co., and a small 0-4-4 saddletank was built at Lochgorm for the Strathpeffer branch in 1890. The 'Strath' Class followed, twelve 4-4-0 locomotives built by Neilson in 1892 for the main-line, to an enlarged form of Jones' standard design. In 1892, Dübs & Co. sold the Highland two 4-4-0 tank engines that had been built for the Uruguay Eastern Railway but not delivered.
The steep 1 in 30 gradients over the Darling Scarp presented a major problem to the early railway system, so in 1893/94 the K class 2-8-4T tank engines were introduced for traffic on this Eastern Railway. The K class was the first class of locomotives designed new for the WAGR, and some were later ordered for use in South Africa. The K class was unfortunately too heavy for branch- line operations and was so restricted to main-line services. In 1896 two new classes were introduced to the WAGR, namely the N Class 4-4-4T suburban tank engines and the O Class 2-8-0T&T;, so classified for the presence of tenders and boiler-side fuel-storage bunkers.
Doyle and Hirsch, p. 96Shepherd, p. 9 The first locomotives designed specifically to burn turf were three 0-4-0 well tank engines, built by Andrew Barclay of Kilmarnock, Scotland, and introduced by the nationalised turf producer Bord na Móna on its 3 ft (914 mm) gauge lines at Clonsast, near Portarlington, in 1949.
The Great Southern and Western Railway (GS&WR;) Class 37 consisted of six 4-4-2T tank engines. The first two built by locomotive superintendent Henry Ivatt (Snr.) were based on a previous 2-4-0T design by McDonnell, as were some 2-4-2Ts Ivatt produced two years earlier for the Kerry branches.
A sale notice dating from 1874 indicated that in addition to sawing tables, there were also planing tables, slate dressing machines, two steam locomotives and stables. The locomotives were vertical-boilered tank engines with vertical cylinders, manufactured by De Winton of Caernarfon. One of them was later sold to the Coedmadoc Slate Company of Nantlle.
The 1955 Modernisation Plan called for the phasing out of steam traction. Major withdrawals occurred during 1962–1966, and steam traction ended in August 1968, coinciding with the Beeching Axe. Some tank engines were sold to London Transport, where steam traction remained in use until 1971. Steam on industrial lines remained until the 1980s.
Initially the line was worked by Public Works Department F class tank engines. The Railways Department used R class locomotives until 1895 when 2-8-0 T class tender engines were introduced. They were still in service in 1905. O and P class locomotives were regularly used as were 2-6-2 V class engines.
The 517 Class were small 0-4-2T tank engines designed by George Armstrong for local passenger work on the Great Western Railway. They were built at Wolverhampton Works and were outshopped between 1868 and 1885. They were built in thirteen lots commencing with 517–528 and ending with 1477–1488 in 1884–1885.
Barry Railway Class E were 0-6-0T steam tank engines of the Barry Railway in South Wales. They were designed by J. H. Hosgood and built by Hudswell Clarke. The locomotive was designed for light shunting duties at the docks. Their small size made them particularly suited to shunting on the Barry Island Breakwater.
Built by Hudswell Clarke, they were introduced in 1905 and withdrawn in the 1930s and 1940s. The two were the only tender locomotives ever to operate on that gauge in Ireland and, with two subsequent tank engines from the same manufacturer, were considered to be the most powerful which ever worked on any Irish narrow-gauge railway.
Chemins de fer armoricains The locomotives and other rolling stock also had a scaled-down appearance when compared with those of the larger networks. The steam locomotives were often tank engines, generally having three axles, with or without Bissel bogies front or rear. They were comparatively light, weighing from unladen. Later, petrol and diesel multiple units appeared as railbuses.
Two more Manning Wardle tanks, and two Sharp, Stewart and Company 0-4-2 tender locomotives were added by September 1876. The railway was taken over by the Great Eastern Railway in 1880, with the locomotives joining the GER stock list. The Sharp locomotives being scrapped in 1891 and the tank engines in the late 1880s.
On 1 January 1948 the GWR and the LMS, in common with all other main line railways in Great Britain, were taken into national ownership, following the Transport Act, 1947; British Railways operated the lines. In this period the typical locomotive power on the line was tank engines of the 14XX class, or 0-6-0 pannier tanks.
The division of locomotives into class variants and different designs showed a clear predominance of tank engines. These were procured in widely varying, sometimes, large quantities totally some 9000 in all. That reflects a structure that largely consisted of unconnected branch lines (Kleinbahnen) for which no long-range locomotives – i.e. tender locomotives – had to be built.
The companies agreed to a merger, with the railway company buying out the canal company to form the St Helens Canal and Railway Company (SHCR).Diggle, p. 19 Royal assent for this was received on 21 July 1845. The company, which owned nine-second-hand tank engines and had a staff of 122, was described as being "ramshackle".
In 1965, the town's railway station was closed under the Beeching Axe. The station was dismantled and rebuilt at Alresford, on the Mid Hants Watercress Railway in Hampshire. The route to Lyme Regis was notable for being operated by aged Victorian locomotives. One of these Adams Radial Tank engines is now preserved on the Bluebell Railway in Sussex.
These engines proved most successful in service, and withdrawals did not commence until 1913, following the introduction of the larger DDE (later D4) class suburban tank engines from 1908. The last ME locomotives were scrapped in 1922, having been rendered surplus by the conversion of suburban lines to electric traction from 1919 onwards; none have been preserved.
The Met (Metropolitan) Shed was put together in 1932 following the demolition of the Roundhouse. The front half was part of the original 1850 running shed whilst the rear was formed by the 1862 extension to the carriage and wagon shops. It housed the tank engines and locomotives which worked the inner and outer suburban services from Kings Cross.
In New Zealand the 0-6-0 design was restricted to tank engines. The Hunslet-built M class of 1874 and Y class of 1923 provided 7 examples, however the F class built between 1872 and 1888 was the most prolific, surviving the entire era of NZR steam operations, with 88 examples of which 8 were preserved.
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.
The latter were the last 19th-century GWR locomotives to be built by an outside contractor. Like the 79 Class, they were initially used between Pontypool Road and Birkenhead. Between 1878 and 1885 six were rebuilt at Wolverhampton as saddle tank engines. The rest were withdrawn between 1912 and 1934, and quite exceptionally three of the class, Nos.
The first tank engines in the country to be fitted with doors on the cabs, these later worked on the suburban services and one was fitted with a cowcatcher to work the St Combs Light Railway at Fraserburgh. They had been withdrawn by 1936. In 1887 two locomotives similar to the Class G were built at Kittybrewster works.
The SR Class W were 3-cylinder 2-6-4T tank engines designed in 1929 by Richard Maunsell for use on the Southern Railway. They were introduced in 1932 and constructed at Eastleigh and Ashford. The class was intended for short distance, inter-company/regional freight traffic transfer in London, and were standardised with parts from the N, N1, U and U1 classes.
The Oldenburg Class T 0 (originally Class VIII) were goods train tank engines operated by the Grand Duchy of Oldenburg State Railways. They were built specifically for branch lines, because four-coupled engines had proved uneconomical. Their wheelbase of 7.70 m enabled them to travel at up to 60 km/h. They were considerably more economical than the four-couplers.
The GNR Class A1s remained Class A1 and the NER Pacifics were reclassified A2. The LNER also classified Pacific tank engines with A-numbers, and these were initially classified A5-7, and were eventually joined by a class A8. However, because of their different lineage and operational use, they are not further considered here. The LNER completed an additional three A2s in 1924.
Dean type 35XX tank engines were employed on the line, followed by 3521 class rebuilt 4-4-0 tender engines. When railmotors were introduced on GWR branches, they worked on these lines as far as Tavistock. They were replaced later with class 517 type engines fitted for auto-train working. From the 1920s the 45XX and 44XX type were dominant.
From 1900 a total of twelve were built, the last two in 1910/11, and they worked between Perth and Inverness. One was fitted in 1912 with a Phoenix superheater, but this was later removed. Between 1903 and 1906 seven tank engines were built at Lochgorm, three 0-6-0s for shunting and four 0-4-4s for branch services.
The first of the class, 214 Gladstone, was preserved as a static exhibit thanks to the efforts of the Stephenson Locomotive Society and is normally on display in the National Railway Museum, York. Gladstone is the only ex LB&SCR; tender locomotive to be preserved, as all the other preserved locomotives (ten A1/A1x "Terriers", one E1, and an E4) are tank engines.
They were described by an engineering journal as 'one of the handsomest tank engines to have made their appearance anywhere in recent years', although not everybody agreed. Unfortunately, by the time that the first few were in service, the coal traffic for which they had been designed was dwindling; and so they found themselves on work for which they were not ideally suited.
This included Belpaire boilers and new cabs. Following the reclassification of locomotives in 1891, three additional similar locomotives were added to the class. With the arrival of the T class saw the class relegated to secondary roles and coal services in Newcastle. Between April 1902 and February 1910, fourteen were converted to 20 class 2-6-4 tank engines at Eveleigh Railway Workshops.
In effect, since Garratt locomotives had hitherto been considered as tank engines because they carry all their water and fuel on board, this arrangement introduced the tank-and-tender Garratt. In all other respects, the design followed that of the heavy Class GL Garratt. SAR Class GEA Garratt During 1946 and 1947, the SAR placed fifty Class GEA Garratts in service.
Some may have originated as 2-2-2s, and some were later rebuilt as 2-4-0 tank engines. One was rebuilt as a 2-4-0 saddle tank engine. These were among the last locomotives to be built in Bury. Other manufacturers to supply the ELR were Sharp, Roberts and Company, Stothert, Slaughter and Company, and Beyer, Peacock and Company.
However the railway struggled to cover costs and declared bankrupt in 1866. The line was damaged during the Carlist War and closed from 1873 and 1875. In 1878 the railway was absorbed by the Compañía del Norte. Beyer Peacock provided forty one 2-4-0 steam locomotives for the railway in 1861 and 1862, followed by eight 4-4-0 tank engines.
The 'Directors' and C13s lasted well into the nationalisation era and were eventually displaced by LMS and BR standard tank engines. Dieselisation of passenger services began in the early 1960s with class 108 and later class 101 diesel multiple units displacing the steam locomotives. The route was a very busy freight artery – especially the section between Greenbank and Deansgate Junction.
In 1946, France ratified ILO No.29, in light of a permanent state of emergency, due to indigenous revolt. The line includes the Bamba tunnel and 14 large reinforced concrete viaducts. The steepest eastbound gradients are 1 in 67, the steepest westbound 1 in 50. The initial locomotives were 2-8-2 tender and articulated tank engines with six driving axles.
When the Great North of Scotland became part of the London and North Eastern Railway in 1923, it passed on 122 steam locomotives, 100 4-4-0 tender locomotives and 22 tank engines, all of which were capable of being used on both passenger and goods trains. One locomotive, No. 49, Gordon Highlander, has been preserved as a static exhibit.
In addition, there are reports of Class 70 (ex Bavarian Pt 2/3) tank engines being employed. After the line was refurbished and the track and ballast upgraded, Class 64 locomotives took over the running of passenger services and Class 81s handled the goods traffic. Later, diesel engines were also used for the latter and Uerdingen railbuses for the former.
The G&SWR; had historically favoured small tender locomotives for almost all duties other than light shunting, and prior to the delivery of the Baltics its only passenger tank engines were 14 small 0-4-4Ts built for suburban services. However, Robert Whitelegg had previously served as Locomotive Superintendent of the London, Tilbury and Southend Railway which made almost exclusive use of tank engines on its heavy commuter traffic, and he brought this experience with him when he joined the G&SWR; as Chief Mechanical Engineer in 1919. During his time at the LT&SR; Whitelegg had designed the first 4-6-4T locomotives to operate in Great Britain; the LT&SR; 2100 Class. Some of the G&SWR;'s passenger traffic resembled the LT&SR; express services, so Whitelegg again opted for a 4-6-4T.
The NZR M class were a series of four tank engines built in England for the Otago railways Bluff to Winton section. They were acquired by NZR in the late 1870s and rebuilt in the late 1880s. As rebuilt they were not very successful and were used in shunting duties until retirement in the 1920s. They were rather ineffectual engines derisively called the Pullets by engine men.
The NZR Q class were a pair of 2-4-4T type tank engines built by Rogers Locomotive and Machine Works in New Jersey. They were similar, in appearance, to the earlier K class of the same manufacturer and were purchased by the Rakaia & Ashburton Forks Railway Company for working their newly constructed railway to Methven from Rakaia, which later became the Methven Branch.
Standard Hungarian Railways 2-6-2 of 324 class, introduced in 1909 The most numerous steam locomotive type used in Hungary was the , built from 1909 onwards, which were still at work in the last days of steam. The Hungarian State Railways (MÁV) also ran three important classes of 2-6-2 tank engines. These were the large class built from 1917, and the smaller and .
Battlefield experience would demonstrate that the diesel engine was superior. The quest for a better engine eventually settled on the Ford GAA engine, but there was a persistent shortage of tank engines. Some 49,234 of the reliable, versatile, low-cost M4 Sherman and its variants would be produced. After the GHQ Maneuvers, the Army expected to have a period of "remedial training" to fix problems.
Over one hundred industrial tank engines have survived into preservation, from over ten different manufacturers, ranging from small to big numbers. Most of these locomotives were, naturally, bought for preservation from industrial service or private use. These locomotives would've been cheap to purchase and maintain and many also formed the beginning of many heritage railways that have expanded from the start to the present.
The line used former LSWR O2 Class tank engines as the main form of motive power for many years but in the 1950s newer LMS Ivatt Class 2 2-6-2T engines took over. By 1964 steam had been ousted from the line and DMUs had taken over, working as two-car sets. Today services are operated by Great Western Railway using Class 150 diesel multiple units.
The Great Western Railway's 1813 Class was a series of 40 0-6-0 side-tank engines built at Swindon Works in two lots of 20 engines each. No. 1813 was sold to the Pembroke & Tenby Railway in May 1883 becoming No.7 Holmwood, retaining this name after being absorbed by the GWR. Nearly all of these engines spent their lives on the GWR's Southern Division.
The LSWR was merged into the Southern Railway in 1923. By then services had been reduced even further. There were now 6 or 8 services a day, mainly formed of 2- or 3-coach trains hauled by Drummond M7 tank engines, with T9s remaining for faster services. Goods services remained vital to the line, with a twice-daily service – one trip south-bound and one north-bound.
The London, Tilbury and Southend Railway (LTSR) 79 Class is a class of 4-4-2T suburban tank engines. They were designed by Thomas Whitelegg, as a development of the earlier 37 Class. They could reach a top speed of 65 mph (105 km/h). The four locomotives ordered by the LTSR were numbered 79–82 and were named after places in Essex, near the LTSR route.
The Baden Class I e locomotives with the Grand Duchy of Baden State Railways were twin-axled tank engines that were built by the Maschinenbaugesellschaft Karlsruhe for duties on branch lines. Of the total of 30 engines, 25 were taken over by the Deutsche Reichsbahn and, together with the Baden I b grouped into DRG Class 88.75 in the DRG renumbering plan for steam locomotives.
Fuel bunkers, commonly simply known as bunkers, are containers for the storage of fuel on steam-powered boats or steam tank engines, or rooms for the storage of fuel in furnaces. The term "bunker" or "fuel bunker" is typically only used for storage areas for solid fuels, especially coal; the term "fuel tank" is typically used for liquid fuels (such as Petrol), or gaseous fuels (such as natural gas).
An engine shed was located at Wood Street railway station and this was a sub-shed of Stratford engine shed. It had an allocation of tank engines for suburban use – largely class L77 (LNE Class N7) and was closed around the time of electrification. There were also carriage sidings located at Wood Street and at Chingford. , there are still sidings at Chingford used for the stabling of EMU sets.
In 1899, the SAR took over operations on the Glenelg Railway Company's two lines. The P and K classes replaced the small tank engines on this line, running until 1929 when the lies were closed. The P class served out the remainder of its career on shunting duties and hauling freight trains between Adelaide and Port Adelaide. P117 has been preserved by the National Railway Museum, Port Adelaide.
For the easier run to Longburn a faster tender locomotive was required, and three engines similar to the NZR V class were ordered in 1883. The tank engines were averaging about 24,000 miles each in 1887-88 but about 17,000 miles each in 1889. By 1892, half of the running of Nos. 2, 3 & 5 was for track maintenance work (some 25,000 miles) and half for shunting and Wellington-Paekakariki banking.
Others, such as Kings Cross engine shed in London, predominantly provided locomotives for passenger workings. Nearly all depots at this time had a number of shunting locomotives. Normally 0-4-0T or 0-6-0T tank engines, these would be allocated to shunt turns and could be found in goods yards, carriage sidings, goods depots and docks. Many large rail connected industrial sites also had engine sheds, primarily using shunting locomotives.
Forrester's engines were extremely successful for their time, but the outside cylinders and cranks caused the locomotives to sway so much that they were referred to as "Boxers". From 1834 an extra trailing axle was added for some for the Liverpool and Manchester Railway. The Dublin and Kingston Railway also converted all their Forrester engines to well tank engines by 1841, the process being described as "not difficult".
Six 'Big Bens' followed, similar to the 'Small Bens' but with slighter larger boilers. In 1909 and 1911 twelve 0-6-4 tank engines were built, designed for banking. Drummond changed the locomotive livery soon after joining the company, removing the red lining, edging instead in white, and adding 'HR' on the tenders or tanks and front buffer beams. These initials became 'Highland Railway' in full on the Castle class.
A short tender was added which was coupled to the engine with a shaft and improved the riding qualities when running in reverse. The locomotives were classed as tank engines and initially worked in the Munich area, later in Augsburg and finally by Lake Constance. They remained the only ones of their type and were retired as early as 1961. Neither of the two DB Class 78.10 locomotives has been preserved.
Their bodies were buried in mass graves initially. Both Treblinka and Bełżec were equipped with powerful crawler excavators from Polish construction sites in the vicinity, capable of most digging tasks without disrupting surfaces. Although other methods of extermination, such as the cyanic poison Zyklon B, were already being used at other Nazi killing centres such as Auschwitz, the Aktion Reinhard camps used lethal exhaust gases from captured tank engines.
It also appears that > after the break the IWCR did all they could to facilitate the exchange of > passengers, luggage and parcels between the two stations.Blackburn and > Mackett, page 16 The engine power the FY&NR; procured now consisted of two locomotives only, indicating the limited volume of traffic it was running. They were second-hand 0-6-0 tank engines, dating from 1902 and 1876. The 1902 locomotive, no.
While Forrester's Vauxhall ran the next service and both continued running trips throughout the day. The D&KR; commenced its full scheduled service in January 1835. Maintenance of the class was at the Serpentine Road "engine hospital" with one section reserved for Forrester locomotives with their man Alexander Allan on site for one year per the purchase contract. Most (all) were rebuilt to tank engines to match the later Comet Class.
It was principally as a freight depot with, responsible for cross-London transfer freights and received a batch of SR W class 2-6-4 tank engines for this purpose. During the 1950s the depot also began to acquire a number of diesel shunters of the 08 and 09 classes It ceased to service steam locomotives in October 1961, but the buildings continued in use to service diesel locomotives.
Finally, after years of building only tank engines, Wolverhampton added another seven entirely new locos to the class, Nos. 3226-3231, bringing the class total to 27. Intended for secondary trains, the original 111s were initially shedded at Chester for trains to Birkenhead, to Manchester, and south to Wolverhampton. Some of the later engines were allocated to Hereford, and the class subsequently worked further south, on the Gloucester and Oxford routes.
Nos. 17, 18, 1002, 1003, 11, 177, 344-346, nine 2-4-0 tank engines built in 1864. Nos. 17 and 18 were numbered 1A and 2A until July 1865; 1002-3, 3A and 4A until Sept. 1866; 227 was 177 until August 1867 and then 238 until July 1870. The class was not uniform but to start with all had back and well tanks, inside frames, and domeless boilers.
On 4 January 2014, sources revealed that Turkey was interested in signing a joint development deal of tank engines based on the Type 10's engine. The Type 10 tank boasts of high mobility, including a backward movement speed of .Japan is looking to develop an engine for main battle tank in collaboration with Turkey – Armyrecognition.com, 7 January 2014 The engine was to power the Turkish Altay indigenous tank.
Hungarian Railways class 242 During the 1930s there was a trend for express passenger locomotives to be streamlined by enclosed bodyshells. Express locomotives were nearly all tender locomotives, but a few fast tank engines were also streamlined, for use on high-speed, but shorter, services where turn-around time was important and the tank engine's independence from turntables was useful. Examples included the German Class 61 and the Hungarian Class 242.
Worldwide, tank engines varied in popularity. They were more common in areas where the length of run was short, and a quick turn around time was needed or turning facilities were not available, mostly in Europe. With their limited fuel and water capacity, they were not favoured in areas where long runs between stops were the norm. They were very common in the United Kingdom, France, and Germany.
The engine compartment could only be wide. No tank engines in production or development at the time were suitable, so the Jaguar 4.2-litre petrol engine was used.Foss & Sarson, p. 8 This was modified to use military-grade fuel, with a compression ratio lowered from 9:1 to 7.75:1 and a single Solex Marcus carburettor, resulting in a power output reduction from 265 bhp to 195 bhp.
In 1856 the South Australian Railways ordered two 2-4-0 tender locomotives from Robert Stephenson and Company, the first arriving in November 1856 and the second in March 1858. They entered service on the Gawler and Outer Harbor lines. In 1875 both were rebuilt as 2-4-0T tank engines. In 1887, number 7 was rebuilt by Islington Railway Workshops as a crane locomotive with number 4 following in 1893.
Reflecting the growth of the automotive industry, tank engines, transmissions, and track systems were improved. By the beginning of the war in September 1939, tanks were available that could travel hundreds of miles on their tracks with a limited number of breakdowns. The war accelerated the pace of change in design. In particular, the gun-vs-armor race of the war led to rapid improvements in firepower and armor (both in thickness and design).
The passenger accommodation at Ryde was extremely limited, and within two years a second platform was provided to handle a more frequent train service than had been envisaged. During this period a turntable was put out of use, as the entire locomotive stock was tank engines. At Shanklin the line originally ended in a turntable used for engine release purposes, but this too was removed when the line was extended to Ventnor.
The railway established workshops at Bristol Temple Meads railway station in September 1854, the site later being known as Bath Road. Engine sheds were provided at major stations and on some branches including at Taunton railway station and Exeter St Davids railway station. The engineer was Charles Hutton Gregory until May 1850, when James Pearson was appointed as Locomotive Engineer. He designed several classes of tank engines, including large 4-2-4T locomotives.
Caïques typically had 5–6 man crews and were heavily armed with 20mm cannons, Browning machine guns and Vickers aircraft machine guns.Allied Special Forces History: Levant Schooner Flotilla . The caïques often operated under cover of darkness, landing or picking up commandos, rescuing partisans, and intercepting or raiding small German forces. Many of the ships were powered by Matilda tank engines and used long-range radios taken from Kittyhawk (P-40) fighter aircraft.
Swindon Marlborough & Andover Railway single Fairlie 0-4-4T locomotive of 1878. The SM&AR; purchased three 0-6-0 tank locomotives from Dübs and Company for its opening; numbered 1 to 3 they had diameter wheels and outside cylinders. Three 2-4-0 tank engines were acquired from Beyer Peacock in 1882 and a fourth in 1884. These were intended for passenger work and were numbered 5 to 8, having wheels and outside cylinders.
London-Gosport services were hauled by Adams 'Jubilee' engines. The lighter Alton-Fareham trains were worked by Adams 'Radial' and Adams O2 Class tank engines (a 'Radial' hauled the first public train on the line). Twice a day the line was used by a London-Gosport fast express service, usually hauled by a Drummond T9 'Greyhound'. As was expected in such an agricultural region, the bulk of traffic came from shipping agricultural produce.
Because heat losses from the smokebox are of little consequence, it is not usually lagged. In most cases it appears to be the same diameter as the boiler in the finished locomotive but this only because of the boiler cladding; the boiler is narrower. Tank engines usually had their water tanks stop short of the unlagged smokebox as it could raise the temperature of the water sufficiently to cause problems with the injectors.
The locomotives initially were 0-4-0T tank engines of about . Four new locomotives were purchased from Manning Wardle of England, plus 14 (probably) from the Mont Cenis Pass Line. These locos were of limited capacity and expensive to maintain, and possibly affected by the Brazilian climate. They were replaced in 1883 by new 44-ton adhesion-only locomotives from the Baldwin Locomotive Works, though the Fell centre rail was retained for braking.
On the day after the attack, a Mosquito photographed the target for Medmenham to assess the damage. The pictures showed that the roof of the great Zeppelin shed was intact but half of the northern wall had been blown out and the damage to the radar-antenna factory inside was likely to be severe. Two nearby factories, producing tank engines and gearboxes, had also been severely damaged. The raid had been a partial success.
The T-14 is powered by a ChTZ 12N360 (A-85-3A) diesel engine delivering up to 1,500 hp. The engine's theoretical maximum power, not normally used, is 2,000 hp, at the cost of radically decreasing its service life, projected min 2,000 hours at nominal 1,500 hp, comparable to other modern tank engines, and up to 10,000 hours at moderated 1,200 hp. The engine is electronically controlled. Operational range is over 500 km.
These became known as Balerno Pugs. From 1934 standard tank engines were gradually brought into service replacing the pug engines. Engine number CR419 was one of those used and is now in the possession of The Scottish Railway Preservation Society having been restored by them in 1971 and again in 2009. Railway enthusiasts were enthralled to see these little trains weaving along in such delightful rural surroundings yet so close to the heart of Edinburgh.
In 1860 sole rights were obtained for Giffard's patent injector. The company acquired limited liability in 1864. The company provided a number of 0-4-0 tender engines for the Furness Railway of which Number 20, built in 1863 has been restored to working order by the Lakeside & Haverthwaite Railway in Cumbria. In 1862, the company began making larger engines, first some 4-6-0 saddle tank engines for the Great Indian Peninsula Railway.
Steam was reintroduced in 1866 with tank engines from local firm Manning Wardle. In 1881 the railway was converted to allowing it to connect with the Midland Railway. Other extra links included one to the Great Northern Railway in 1899 and sidings serving other sources of freight including Robinson & Birdsell's scrapyard and Clayton, Sons & Co's engineering works. The Middleton Estate & Colliery Co became part of the nationalised National Coal Board in 1947.
In 1924 the class was renumbered becoming the Z12 class. The Z was an ominous sign however, denoting that the class was regarded as obsolete, and the conversion of 77 C30 class suburban tank engines (made redundant by electrification) into C30T class 4-6-0 branchline engines saw withdrawals begin with 23 taken out of service between 1928 and 1933. Many of the others survived into the 1950s hauling branch line services.
The United States 0-6-0s were generally tender locomotives. During the Second World War, no fewer than 514 USATC S100 Class 0-6-0 tank engines were built by the Davenport Locomotive Works, for use by the United States Army Transportation Corps in both Europe and North Africa. Some of these remained in service long after the war, having been purchased or otherwise adopted by the countries where they were used.
During World War II, the Rootes No 1 Shadow Factory was located in Stoke Aldermoor. Four-wheel drive scout cars, tank engines, truck engines and aero engines were produced at the factory. Rootes also maintained a training school in the area.The Light Car, 1912, Temple Press The factory was more recently used as the Peugeot UK head office until they relocated to new purpose-built premises a short distance away in Pinley in 2008.
These were 0-4-2T side-tank engines, named: Hampton, Kempton and Sunbury. They were painted a lined dark green livery, with much polished brasswork, including the prominent dome cover. Photographs indicate that the engines were maintained in immaculate condition.> The railway fulfilled its function until after the Second World War when, after a working life of 32 years, the quantity of coal transported fell dramatically and it was decided to shut the railway down.
During World War II Tatra was instrumental in the production of trucks and tank engines for the German war effort. Production of passenger cars ceased in 1999, but the company still produces a range of primarily all- wheel-drive trucks, from 4×4 to 18x18. The brand is also known as a result of Czech truck racer Karel Loprais: in 1988-2001 he won the off-road race Dakar Rally six times with a Tatra 815.
The Great Western Railway (GWR) 5400 Class is a class of 0-6-0 pannier tank steam locomotive. They were similar in appearance to many other GWR tank engines but smaller than the ubiquitous GWR 5700 Class. The nominally Collett- designed 5400 Class had driving wheels for greater top speed with autocoaches, and were all fitted with the required remote control gear for working the push-pull autotrains. They had a modern cab and a larger bunker.
In the 1920s, the workmen's trains were discontinued and only one passenger locomotive and set of carriages were required to work the branch. The F1 tank engines were replaced by one of the GCR Class 2A (LNER class D7) locomotives then allocated to Northwich shed. The F1's returned in 1928 but were in turn supplanted by Sentinel Waggon Works steam coach no 602 which worked the branch until passenger services ceased at the end of .
At the outset, the Isle of Wight Railway ordered a fleet of standardized tank engines from Beyer Peacock, as well as 24 passenger carriages, four of which had brake compartments, and 30 open wagons from the Oldbury Carriage and Wagon Company. In 1865 the railway ordered 10 more wagons and bought two carriages from the Ryde Pier Company. In 1872 a luggage van was also added to the stock. In 1873 five third class coaches were ordered.
The Wirral Railway had been predominantly a passenger line, with a locomotive fleet consisting of tank engines. Electrification had been considered as early as 1900; Mercer reported in 1914 that the powers had been acquired; but no action was taken then. In 1936 the LMS decided that the time was right for electrification, and work was put in hand. Station modernisation and signalling improvements were incorporated into the scheme, but the Seacombe line was scheduled for closure.
He believed in the benefits of the bogie and produced a class of 4-4-0 with six foot drivers and his '0' class freight with five foot drivers. He also produced over a hundred 0-4-4 tank engines, and in 1898 the 4-4-0 'B' Class. The first Locomotive, Carriage & Wagon Superintendent for the South Eastern and Chatham Railway was H.S. Wainwright who produced a series of successful and elegant designs at Ashford.
To mask the operational objectives, the Second Army initiated a deception plan that included diversionary attacks launched by XII and XXX Corps. The three armoured divisions moved to their staging positions west of the Orne only at night and in radio silence; artillery fire was used to mask the noise of the tank engines. During the hours of daylight all efforts were made to camouflage the new positions. For artillery support, Goodwood was allocated with of ammunition.
The BR Standard Class 3 2-6-0 was a class of mixed traffic steam locomotive designed by Robert Riddles for British Railways. It was essentially a hybrid design, the chassis being closely based on and sharing a number of parts with the LMS Ivatt Class 4, and having a boiler derived from a GWR No.2 boiler as fitted to the GWR Large Prairie 2-6-2T and 5600 Class 0-6-2T tank engines.
LNWR Locomotive classes Scots Dictionary Another suggestion is that the locomotive type is named after the small sturdy 'Pug' dog, an ancient and well known breed with a snub nose, wrinkled face, and squarish body.Definition of the word Pug. Many were saddle tanks, with the water tank sitting on top of the boiler like a saddle. Whilst most commonly used for small shunting engines, on some railways the term 'Pug' was used for all tank engines.
The wheel arrangement was widely used on passenger tank locomotives during the last three decades of the nineteenth and the first decade of the twentieth centuries. The vast majority of 2-4-2 locomotives were tank engines, designated 2-4-2T. The symmetrical wheel arrangement was well suited for a tank locomotive that is used to work in either direction. When the leading and trailing wheels are in swivelling trucks, the equivalent UIC classification is 1'B1'.
The Oldenburg T 2 steam locomotives were German 0-4-0 tank engines built between 1896 and 1913 for the Grand Duchy of Oldenburg State Railways (Großherzoglich Oldenburgische Staatseisenbahnen). They were designed for use on branch lines (Lokal- and Nebenbahnen). A total of 38 units were produced, based on a Prussian T 2 prototype and differing only in the boiler fittings. Unlike their Prussian cousins, they had no steam dome and the regulator was located in the smokebox.
The Rhymney Railway M class was a class of 0-6-2T tank locomotive introduced into traffic on the Rhymney Railway in 1904. These were substantial sized tank engines, and weighed ( after rebuilding) and were in length. There were six locos in the class. They were built by Robert Stephenson and Company and are sometimes referred to as the Rhymney Stephensons even though Hudswell Clarke and Beyer, Peacock and Company contributed many of the derived designs.
The steam locomotive class BBÖ 12 was an express train tank locomotive class with the Federal Railway of Austria (BBÖ). Convinced by the performance of the kkStB-Class 112 the BBÖ decided in 1934 to procure tank engines for regional express services as well. For reasons of cost, however, they achieved this by converting 0-6-0 tank locomotives built in 1898 by Krauss/Linz). One unit was converted by the Lokomotivfabrik Floridsdorf in 1934 and another in 1937.
Sub-classes are groups of locomotives that many have different mechanical characteristics between the sub-class of locomotives and the original design of those locomotives. For example: when NSWGR C30 class suburban tank engines where displaced because of the electrification of Sydney suburban railways, many were converted to tender engines adding the prefix of “t” to C30. Some were even converted to superheighted engines, adding another prefix of “s” to either C30 or C30T to become C30S or C30TS.
Locomotives of the London, Tilbury and Southend Railway. Initially, the London, Tilbury and Southend Railway (LTSR) hired Eastern Counties Railway (ECR) locomotives and then after the amalgamation of that railway into the Great Eastern Railway (GER), locomotives from that company were hired. In 1880 the company bought its first locomotive saving on hiring costs from the GER and further engines followed that year. The LTSR principally operated tank engines, which it named after towns on the route.
The Industrial Archaeology of Northern Ireland, William Alan McCutcheon, Northern Ireland. Dept. of the Environment, Fairleigh Dickinson University Press, 1984 Construction started on 1 August 1880 and with difficulties in raising finance, opened on 25 April 1882, 4 miles short of Donegal. It took another 7 years before the last 4 miles into Donegal could be constructed, opening in September 1889. Three tank engines were obtained from Sharp, Stewart and Company, named Alice, Blanche and Lydia.
They were given six-wheeled L class tenders, but some had larger A class tenders in the last years of use, increasing the operation radius. The boiler designed for the E class was also used for the Sb class tank engines, as SJ wanted to use standard parts for that class. For this reason the boiler was sometimes referred to as the ESb type. The G8 class locomotives were also rebuilt with E type boilers in 1950-1951.
All the major continental European railways used 0-6-0s of one sort or another, though usually not in the proportions used in the United Kingdom. As in the United States, European 0-6-0 locomotives were largely restricted to switching and station pilot duties, though they were also widely used on short branch lines to haul passenger and freight trains. On most branch lines, though, larger and more powerful tank engines tended to be favoured.
Steam tram locomotive of Geldersche Tramwegen, Netherlands Steam tram engines, which were built, or modified, to work on a street, or roadside, tramway were almost universally also tank engines. Tram engines had their wheels and motion enclosed to avoid accidents in traffic. They also had cow catchers to avoid road debris causing a derailment. Some tram engines were fitted with a roof and enclosed sides, giving them an appearance more like a goods wagon than a locomotive.
The condition of the line was good, except that the station buildings were incomplete and a turntable was still to be finished, and Yolland recommended that approval for opening be given, subject to the use of tank engines in the absence of the turntable, and the adoption of one engine in steam working, There was a separate bay platform for branch trains at Twyford, approached by a sharp curve; there was one intermediate station at Shiplake.
The duties of the two tank engines included piloting the station, shunting the goods yard and banking goods trains up to . Following Nationalisation, the code 70E was allotted to Reading depot in 1950, which it retained until 1959, when it became a sub-shed of Basingstoke. The depot was reduced in importance in May 1954, when most of the locomotives were transferred away leaving just two shunting engines, but complete closure did not occur until January 1965.
They were replaced in 1859 and 1860/1 by two 2-4-0 tank engines. These were numbered 3 and 4 by the Morayshire and became the GNoSR railway's 41 and 42 and were used on the Oldmeldrum branch before being withdrawn in 1883 and 1885. The GNoSR took over the operation of the Deeside Railway in 1866. Their first two locomotives were 0-4-2 tank engines, built by Hawthorns and arrived in 1854. No. 3, a tender locomotive, was delivered in 1854 from Dodds & Son of Rotherham, but this had mechanical defects and was never satisfactory. Between 1857 and 1866 four 0-4-2 tender locomotives arrived from Hawthorns; these were similar to the Banffshire's Nos. 3 and 4; the Deeside also bought the Banffshire's No. 4 in 1864. These locomotives were numbered 4 to 8 and most had four wheeled tenders except for No. 8, which was given a larger six-wheeled tender to allow it to haul the Royal Trains from Aberdeen to without stopping.
Initially it was assumed that tank engines would operate the branch line, but it was found more practical to use small tender engines, partly due to the lack of water facilities intermediately between Cambridge and Fordham. There was a 50-feet turntable at Mildenhall. In later years the E4 2-4-0 locomotives were in general use of passenger trains, and J15 0-6-0s on goods trains. The line was said to be the "last haunt" of the E4 locomotives.
They spread beyond Canterbury and could also be found working in Auckland, Waikato, and Hawke's Bay. The J class worked well whether it was pulling a long goods train or operating important passenger services in the early days of the Main South Line, but as traffic increased, it was superseded by more powerful locomotives and in 1917-18, four members of the class were converted to 2-6-2 tank engines (the NZR WA class) to perform shunting duties in yards.
Since the Bundeswehr also used the Lüneburg Heath for exercises, and semi-annual war games were held by German, Dutch and American forces from other nearby bases, the local population was subject to substantial hardships. At times, there were dust clouds over the Osterheide rising up to 300 feet and the noise pollution from tank engines went on at all hours. Crops were destroyed, woodlands damaged, paths made unusable, ammunitions, oil and other refuse were left behind by training troops.
The Great Eastern Railway, and other main line companies, transported coal to the southern counties, and the company's engines took coal to Immingham in great quantities. The company had a fleet of tank engines. The Sheffield branch was not completed, but interests in Sheffield encouraged its extension which was built by a nominally independent company, the Sheffield District Railway, sponsored by the LD&ECR; and the Great Eastern Railway with the support of the Midland Railway. It opened in 1900.
The Belgian State Railways ordered 91 inside-cylinder 2-6-2 tank engines between 1878 and 1881 (Belgian State Railways Type 4) with large drivers and side tanks longer than the boiler. They hauled commuter trains and fast trains on short lines. Some of them survived the war and were used on local trains until 1930. After World War I, the Belgian State Railways were desperately needing new engines in order to replace the ones that were lost or damaged during the war.
The world's first 2-6-2 Prairie type locomotives were also the first locomotives to enter service on the new Cape gauge mainline of the Cape Government Railways. They were 2-6-2 side-tank engines that were delivered between 1875 and 1879. Four-wheeled tenders were also acquired on a subsequent order and the locomotives could be operated in either a tank or tank-and-tender configuration, as circumstances demanded. These locomotives were later designated the Cape 2nd Class.
The park owned three steam locomotives. When the railroad was originally built in the 1960s, two former U.S. Army 0-6-0T saddle tank locomotives were purchased as Army surplus with the idea that they would power the train ride. These locomotives were U.S. Army #5002 and #5014, both USATC S100 class tank engines, built by H.K. Porter & Co. in 1942. However, the steep grades proved too much for these engines and their use was abandoned almost from the start.
Although there were more guards known as Ivan at Treblinka, Ivan the Terrible was also referred to as Ukrainian.Bill Ong Hing, Defining America: Through Immigration Policy, Temple University Press, 2003, (page 223) His function at the camp was to operate the two tank engines that fed the gas chambers. The motors had been installed and fine-tuned by SS-Scharführer Erich Fuchs. Holocaust survivor Chil Rajchman testified that Ivan was about 25 years old at the time he worked in the camp.
The 0-6-4 wheel arrangement appears to have only been used on tank engines and Single Fairlies. The earliest known example was the Moel Tryfan narrow gauge locomotive, built for use on the North Wales Narrow Gauge Railways. It was a Single Fairlie type, built by the Vulcan Foundry near Manchester in 1875. It was followed by the R class and S class, built by the Avonside Engine Company of England for the New Zealand Railways Department between 1878 and 1881.
LMS locomotive design should have ended in 1948 at Nationalisation, but had enormous influence over the design of British Railways's 'Standard' steam locomotives by former LMS man R.A. Riddles. Some of the designs were little changed from the comparable designs by Ivatt. Riddles built quite a few examples of designs from the 'Big Four', including most of the Fairburn/Ivatt tank engines. These were distributed around the system, with quite a few of the 2-6-2 designs going to the Southern Region.
In 1914, the Crewe works built an armoured train which used a Class N1 engine. The engine was covered by 14mm steel plate, and featured observation apertures to the front and side, closed by sliding steel shutters. Two of the Ivatt tank engines No. 1587 and No. 1590 were loaned to Crewe to be fitted with armor plating and were named HMT Norna and HMT Alice respectively. They were sold back to the LNER in 1923 and had their armor plating removed.
Following Stroudley's death in December 1889, Billinton was appointed as his successor the following month. He was responsible for the design of a number of successful locomotive classes at Brighton including the D (later D3) class 0-4-4T, the C2 class 0-6-0, the B4 4-4-0. He also designed and four classes of radial tank engines E3, E4, E5 and E6. Many of his locomotives were rebuilt with larger boilers by his successor D. E. Marsh.
By 1850, the design of most of the locos was to Alexander Allan's pattern, with outside cylinders, and the long-boiler 4-2-0 popularised by Robert Stephenson. As a result, they had a very rough ride and derailed frequently. They also built five 0-6-0 engines for the Scottish lines, which, however were converted to 0-4-2. Seven 2-2-2 well tank engines were provided to the London and Blackwall Railway which served for many years.
Since then other tank engines around the world have been dressed up as Thomas. Some heritage railways, most notably the Strasburg Rail Road and Mid Hants Railway, built working locomotives from original engines. This caused some controversy among railway preservationists who claimed it disfigured historic locomotives and trivialized the preservation movement. However, those in favor claimed the new projects would draw much-needed visitors and would help associate interest into steam and diesel engines and historical train travel with young children.
The British Beardmore Tornado was based on medium-speed diesel engine practice and was both heavy, underpowered and unreliable. Only Maybach made significant use of tunnel crankshafts for petrol engines, with both its airship engines and also a number of World War II tank engines, such as the Maybach HL210 and HL230. These engines were used across all of the German medium and heavy tanks. Thousands of these engines were produced, although surviving examples are now extremely rare, particularly in working order.
Following nationalization in 1948 the depot was initially part of British Railways London Midland Region, although on 20 February 1949 it transferred to the Eastern Region. The depot code was changed to 33A which it retained until closure in 1962 following electrification of the LTSR system. In 1950 Plaistow had an allocation of 83 locomotives, the majority (70) of which were tank engines for passenger traffic to and from Fenchurch Street with 6 freight engines and 7 shunting engines making up the balance.
Acocks Green was the location for a custom-built factory which made parts for the Bristol Hercules radial engines. Construction of the factory commenced in late 1936 on the site of Westwood's market gardening business near the canal. The factory was the Rover shadow factory and it was operational by July 1937. Towards the end of the war, the Rover factory began to produce Meteor tank engines, and the Meteorite engine. The factory was visited by King George VI in March 1938.
Typically branch line services were worked by small tank engines usually with ancient carriages handed down from main line or suburban services. Generally many branch services would be timed to connect to services to the main line thus providing through journeys. Many rural branch lines had no more than a handful of services each day. For instance in the July 1922 Bradshaws Timetable Guide, Table 316 showed five departures from Framlingham at 07:20, 08:30, 12:40, 16:25 and 18:30.
In the mobile column, mortars and Katyusha rocket launcher passed through followed by the motorized infantry. The two hour parade concluded when tank engines finally went through the square and a military band departed as well. The parade is notable in that it was the only one ever held in honor of Victory over Japan Day. Soviet leader Joseph Stalin ordered that the country's only V-J Day parade not be held on Soviet territory, for reasons unknown to present.
Many European tank engines had inside cylinders to reduce the wear and tear on shunting yard tracks from frequent and heavy use. Outside cylinders are easier to maintain, however, and apparently for many US railroads this was considered more important than other considerations. The maintenance costs associated with the nigh-inaccessible inside cylinders on Union Pacific's 4-12-2 locomotives may have hastened their retirement. Steam motor based locomotives have smaller and more numerous reciprocating components that require much lighter parts, and are easier to balance well.
Passenger service was typically four return journeys Mondays to Fridays, with six on Saturdays.Gordon Stansfield, Ayrshire and Renfrewshire's Lost Railways, Stenlake Publishing Limited, Catrine, 1999, Both initially and later, tank engines hauled the usual one- or two-coach train, but were replaced for a period by an innovative steam railcar. Designed by James Manson, the railcar was better known as a railmotor, a passenger coach incorporating a small integral steam locomotive. The branch operated this type until the suspension of services during the First World War.
Within the T 13 class of locomotives were also the five Mallet tank engines that were taken over on 1 January 1913 along with the Bergheimer Kreisbahn and Mödrath-Liblar-Brühler railway west of the Rhine. This handful of B'B n4vt engines was acquired by the Royal Prussian Railway Division of Cöln (Cologne) and they were numbered as Cöln 7946–7950. They were the only Mallet tank locomotives in Prussia. At the same time several locomotives of the Hohenzollern version were delivered to the Filderbahn and Moselbahn.
Walhalla township in 1910 After many years of lobbying from business interests, the Victorian government eventually agreed to the construction of a rail line into town. The line was completed into Walhalla in 1910, the last of four narrow gauge () railways built by the Victorian Railways. The seventeen small 2-6-2 NA-class tank engines which operated were interchanged between the four lines. The six remaining NA-class locomotives are owned by Puffing Billy Railway near Melbourne—five of which are preserved and operating.
Until 1952 only tank engines had been repaired, but the efficiency of the works was such that they were asked to handle the smaller two-cylinder tender engines. They were so successful that larger engines were sent, the first being the 4-6-0 Number 5955 Garth Hall. Around 1958 Swindon was committed to diesel locomotives and Caerphilly was sent Castle class and BR Standard locomotives. With the withdrawal of steam on British Railways, the works closed in 1963 and the site converted into an industrial estate.
Subsequent locomotives were named Cyclops, Vulcan and Jupiter and were completed in by 1847–8. Jupiter was the last new build locomotive for the D&KR.; As built in common will all D&KR; tank engines the locomotives did not have brakes, the drivers stopping the locomotives when running light by skilled use of the reversing gear. A bad collision with Cyclops coming with a train into Westland Row Station caused this policy to be altered and brakes were subsequently fitted to the locomotives.
South Australian Railways 1, 2 & 3 were the first three locomotives used to pull trains on South Australian Railways on the Adelaide to Port Adelaide line in 1856. Built by William Fairbairn in Manchester they were named Adelaide, Victoria and Albert, later being renumbered 1-3. They were later used on the Adelaide to Kapunda line. These locomotives were originally tank engines but received a tender engine conversion in 1869 to increase their capacity for fuel and water prior to their being withdrawn by 1873.
The names of the little tank engines were especially original, intending to describe the way they moved, such as HIN, HER, FLINK, FLOTT (literally: Here, There, Fast and Agile). By contrast, the names of historical people were not used, in order not to "give cause for unnecssary plays on words and connotations". On retirement the spare names were reused for newly delivered locomotives. The GOE held onto the practice of naming locomotives far longer than the other state railways(Länderbahnen); this continued until 1920.
Due to the low axle load permitted on branch lines, Bavarian Lokalbahn locomotives were employed on the route. For goods traffic, Bavarian BB II tank engines from Passau locomotive depot (Bahnbetriebswerk) were usually used. These Mallet locomotives later became the DRG Class 98.7 and were used on the routes to both Freyung and Haidmühle. From the beginning of the 1930s to the start of the Second World War, four- wheeled diesel railbuses of Classes 135 and 137 were also used, together with their respective trailer cars.
TGV Sud-Est by the lac de Sylans Motive power began with steam, was replaced by diesel locomotives then diesel railcars before electrification brought the TGVs,. The DSE used 120-T and 030-T tank engines. Later in the 19th century, the PLM used 120 and 030 Bourbonnais, some of which were still in service in Bourg in 1950. But these locos were not powerful enough for the steep grade; most trains had to be double headed. Later and up until the second war, 140B, 140F, 230A came in.
This came about because Rolls-Royce Merlin engines came under the Ministry of Aircraft Production, but tank engines came under the Ministry of Supply, and the huge demand for the Merlin engine was causing Meteor production to falter and this was in turn affecting Cromwell tank production. Meadows was already involved with the Ministry of Supply, so they were brought in from 1944 to manufacture Meteor engines to cover the shortfall.Cromwell Cruiser Tank 1942–1950, David Fletcher, Osprey Publishing, 2012 The Rover Company also produced Meteor engines in this period.
The Bishop's Waltham branch was one of the few lines in the region to be worked by railmotors. These were popular for light rural lines around the turn of the century, and consisted of a small 0-4-0 type locomotive rigid-coupled to a single carriage. This provided a low-cost and simple vehicle. However, railmotors lacked the power to pull any other carriages, and so were unable to cope with sudden high passenger numbers, such as occurred on market days or public holidays, and so were replaced by light standard tank engines.
D.A. Hendrie To cope with the increasing traffic on the Natal South Coast, D.A. Hendrie, the Chief Mechanical Engineer (CME) of the South African Railways (SAR), reverted to the old Natal Government Railways preference and designed a new Baltic type side-tank steam locomotive. Six of these locomotives were built by Nasmyth, Wilson and Company of Patricroft in Salford, England, and delivered in 1915, numbered in the range from 341 to 346. They were designated Class J and were the first side- tank engines to be acquired by the SAR since Union.
During the last year of the war, the concentration camp prisoner population reached its peak. The SS deployed hundreds of thousands of prisoners on war-related forced labor projects, including some of the most important to the war effort. In the meantime, many war factories had been bombed by the Allies, leading to the decision to disperse production. In 1943, the Auto Union factory in Chemnitz-Siegmar was ordered to be turned over to the production of Maybach HL230 tank engines, much in demand due to attrition on the Eastern Front.
A second trial on the Metropolitan Railway in 1862 was also a failure, and the fireless engine was abandoned, becoming known as "Fowler's Ghost". The locomotive was sold to Isaac Watt Boulton in 1865; he intended to convert it into a standard engine but it was eventually scrapped. On opening, the Metropolitan Railway's trains were provided by the Great Western Railway, but these were withdrawn in August 1863. After a period hiring trains from the Great Northern Railway, the Metropolitan Railway introduced its own, Fowler designed, 4-4-0 tank engines in 1864.
As a result of the distances involved on the new lines which were being built into the arid Karoo and the limited onboard coal and water capacities of tank engines, the CGR favoured tender locomotives over tank locomotives for mainline work from the outset. At the time these locomotives entered service in 1876, the Western System's line from Cape Town was completed to Worcester, having been officially opened on 16 June 1876.The South African Railways - Historical Survey. Editor George Hart, Publisher Bill Hart, Sponsored by Dorbyl Ltd.
It is not known whether this back- to-back pair displayed the same instability in operation as the 0-6-0T back- to-back locomotive pair on the Eastern System, but by 1881 they had also been separated. In the process they were rebuilt to saddle-tank engines for use in shunting service in Port Elizabeth, where both spent the rest of their service lives. When a classification system was introduced on the CGR, they were designated . During the CGR era, both locomotives were renumbered more than once.
The Fox Walker locomotive "Gabriel" built for the Windsor and Annapolis Railway in Nova Scotia The company began trading in 1864 at the Atlas Engine Works, St. George, Bristol, as Fox, Walker and Company, building four and six-coupled saddle tank engines for industrial use. They also built stationary engines and pioneered steam tramcars, the first being tested in Bristol in 1877. Much of their output was exported, mostly , with some , and . In 1878 they produced six gauge trench engines for the Royal Engineers at Chatham using Henry Handyside's steep gradient apparatus.
KG 53 supported Fall Blau and the German Sixth Army at the Battle of Stalingrad, and took part in the desperate resupply operation after the Russian counteroffensive had encircled the Sixth Army. Attacks were also carried out in northern Russia, against Leningrad. Strategic bombing attacks were also conducted against Gorki in June 1943, aimed at the Tank factory at Gorkovskiy Avtomobilniy. All of GAZ No. 1 plants 50 buildings, 9,000 metres of conveyors, 5,900 units of equipment and 8,000 tank engines were destroyed or damaged.Bergström 2007 p. 20.
For this railway, special steam locomotives were built, even during the planning and construction stages, by the firm of Krauss in Munich. These were Class PtzL 3/4 locomotives, passenger tank engines with a rack railway system, three of the four axles being driven, with the works numbers 4101–4003, 8033. Later they were taken over by the Deutsche Reichsbahn and operated as numbers 97 101 to 104 from Bw Passau. The first loco was delivered in 1912, two more quickly followed but the fourth was not supplied until 1923.
In 1941 the Tank Board was further re- organized to include a Director of Artillery and representatives from the General Staff. As 1941 progressed, with development of greater horsepower tank engines, greater stresses were placed on many of the tank components. Rolls- Royce, aided by Leyland and Vauxhall, started to become more involved in improving the design of a greater array of tank components, increasing performance and reliability. This saw the transition from work on an improved Crusader tank, the Cavalier tank, to development of the new Cromwell tank.
As well as having reduced smoke emissions, the new engine was much more powerful than the existing ones. The new six-cylinder engine produced , compared with , and later modifications produced and By April 1917 one hundred engines were being produced a week. A total of over 8,000 of his tank engines were put into military service, making it the first British-designed engine to be produced in large numbers. The Mark IX tank, as well as the British version of the Mark VIII, also used a Ricardo engine.
During World War I, the company devoted itself to munitions work. However, between 1917 and 1920, a large batch of ROD 2-8-0 and SNCV type 18 0-6-0 tram locomotives were ordered by the War Office for use on the continent. From then on, business was slack, for various reasons. Notable were thirty 2-6-0 mixed traffic locomotives for the GWR in 1921, a batch of thirty 0-6-0 tank engines for the LNER and five 7F 2-8-0s for the Somerset and Dorset Joint Railway.
Under the Whyte notation for the classification of steam locomotives, ' represents the wheel arrangement of four leading wheels on two axles, two powered driving wheels on one axle, and four trailing wheels on two axles. This type of locomotive is often called a Huntington' type. The configuration was most often used for tank engines, which is noted by adding letter suffixes to the configuration, such as for a conventional side-tank locomotive, for a saddle-tank locomotive, for a well-tank locomotive and for a rack-equipped tank locomotive.
Barry Railway Class K were 0-6-2T steam tank engines of the Barry Railway in South Wales. They were designed by J. H. Hosgood and built by an American company, Cooke Locomotive and Machine Works of Paterson, New Jersey. At the time the Barry wanted to order these locomotives, British manufacturers already had a full order book. In order not to face an indefinite wait, invitations to tender were advertised in the United States. Hosgood's aim was to have a tank engine equivalent to the “Class B1”.
Maybach rose to become technical director of the Daimler Motoren Gesellschaft (DMG) but did not get along with its chairmen. As a result, Maybach left DMG in 1907 to found Maybach-Motorenbau GmbH together with his son Karl in 1909; they manufactured Zeppelin engines. After the signing of the Versailles Treaty in 1919 the company started producing large luxury vehicles, branded as "Maybach". The company joined the German war effort in 1940, ceasing automotive production in favour of tank engines, including those for the Tiger I and Tiger II heavy tanks.
From 1930 auto train operation was begun on the branch. The M7 0-4-4 tank engines are most associated with the line in its post-war years; these engines used the Westinghouse brake on passenger trains, making a characteristic sound as the train brake pipe was charged with compressed air. Bulleid light pacifics were reported to have run on the branch. On summer Saturdays after 1949 there was considerable extra traffic on the line, with two locomotives together operating nine-coach trains with through coaches to and from London.
These tank engines were employed on the Waldbahn for many years, predominantly on goods duties. Passenger services were initially hauled by the two Ostbahn engines, E 1 and E 2, tender locomotives with a 0-4-0 wheel arrangement. Then, according to von Welser (see Sources), the former Ostbahn 2-4-0 Class B engines were deployed here for passenger duties. They were redesignated as Class B V by the state railway and given numbers 1003–1068. On 15 May 1880 four pairs of passenger trains per day ran on the Forest Railway.
Their policy was to modernise and standardise the locomotive stock, and Riches designed a standard boiler and cylinders for all the railway's tank engines. He also designed a new class of 0-6-2 tank engine to be built by Robert Stephenson and Company who had provided six of their own design in 1903. In 1919 Sellars became the Works Manager. Until 1922 the works only repaired its own locomotives, but they began to be sent from the Barry Railway and in 1924 the first Swindon-built locomotive arrived.
Later the hand-rail antenna was replaced with a whip antenna, because experience in the Spanish Civil War and Battle of Lake Khasan showed that the hand-rail antenna drew fire onto commander tanks. The tank was powered by a T-26 flat row 4-cylinder air-cooled petrol engine, which was a complete Soviet copy of the Armstrong Siddeley engine used in the Vickers 6-Ton. The engine was located in the rear part of the hull. Early Soviet-made tank engines were of bad quality but they became better beginning in 1934.
Leleux, pages 125 to 130Leleux, pages 144 to 148 There were seven passenger trains each way on weekdays, increased to nine each way on weekdays and three each way on Sundays. The company gave an undertaking to the Board of Trade inspecting officer that passenger trains would be worked by tank engines; this avoided the necessity of providing a turntable. Almost immediately after opening a man was struck and killed by a goods engine running tender-first, so a turntable was installed there and a small engine shed built.
A further ten locomotives of the AA class were built by Baldwin in 1914. AB class no. 778 on the Kingston Flyer The most notable class in New Zealand was the AB class, built between 1915 and 1927 by Addington, Price and the North British Locomotive Company in Scotland. These were reputed to be the first locomotives to generate one horsepower for every of weight and eventually became the most numerous class of steam locomotives in New Zealand, with a total of 143 built, and a further 12 rebuilt from WAB class Hudson tank engines.
Of the original LTSR, 4-4-2T number 80 survives as a stationary exhibit at Bressingham Steam Museum in Norfolk. Ex-LTSR BR Standard Class 4 80079, which was involved in the 1958 Dagenham East rail crash, is preserved on the Severn Valley Railway in Shropshire. Another ex LTSR locomotive BR 42500 is the sole remaining member of the 37 3 cylinder 2-6-4 tank engines built by the LMS in the 1930s for the LTSR. It is preserved in LMSR livery at the National Railway Museum in York.
These developments enabled the more powerful 42XX class 2-8-0 tank locomotives to be used on Cynheidre trains, in place of multiple pannier tanks. 56XX 0-6-2 tank engines were also tried. The new colliery did not prove to be the huge development that had been planned, and traffic was seldom heavy enough to justify the improvements which had been carried out. Magpie Grove signal box is believed to have been closed by 1965, and those at Sandy and Cynheidre were closed from 25 February 1968.
The USSR, when the war broke out and a policy was not yet in place, arranged to fly jet fuel from Soviet bases to Tehran. This was followed, by Soviet-ordered shipments from Syria of 130 mm towed field guns M1954 (M-46), tank engines and ammunition. Arranged by Soviet Ambassador Vladimir Vinogradov, two Soviet-Iranian arms cooperation agreements were signed in July 1981. This agreement also provided Soviet advisors, justified as helping defend Iran against U.S. attack, as in the April 1980 Operation Eagle Claw hostage rescue.
Polish-built side tank locomotive 7646 Northampton at its naming ceremony in 2001 Tank locomotives are popular with heritage railways for a number of reasons. They are usually cheaper to purchase than a tender locomotive due to their smaller size, and cheaper to transport to heritage lines which are isolated from the national rail network. Many locomotives were bought from former industrial railways; more tank engines were available from this source, resulting in lower prices. Most heritage railways are short and usually do not have turntables at both ends of the line.
Much of this was because of the success of the 'Terriers' themselves, as they had speeded up suburban passenger services, encouraging people to move out of the centre of London. Trains became progressively heavier while the need for shorter journey times remained the same. As a result, the engines gradually became largely unsuited for their original purpose, and they were replaced by the larger D class tank engines. However the 'Terriers' were so reliable that they were put on other work, often finding use on branch line passenger and freight workings and as shunting engines.
Petiet's Duplex 0-6-6-0T Petiet expanded the fleet of Nord locomotives from 187 at his appointment in 1848 to 841 at his death in 1871. One of Petiet's “Camels” – Crampton-inspired tank locomotive He designed a class of 0-8-0T locomotives known as Fortes Rampes; and built 20 even bigger 0-6-6-0 tank engines. Looking like a pair of 0-6-0s back-to-back, they had a long-rigid chassis. They were not as powerful as anticipated, and Petiet's successor rebuilt them into forty 0-6-0T locomotives.
The Great Central Railway has a reasonable running length with the added bonus of a mainline setup, and so some of Britain's largest locomotives have been there in recent years. The steam fleet currently comprises over a dozen mainline classes, many of them either heavy freight, express passenger or shunting tank engines. Some are of types that were preserved in abundance elsewhere, but others have been leased from the National Collection. On most days, one of the railway's two British Rail Class 101 DMU sets runs from Loughborough to Leicester.
Examples: BAVARIA, WÜRZBURG, ALTMÜHL, FUNTENSEE, WATZMANN, COPERNICUS, FAUST, ODYSSEUS, PANTHER Locomotives with names were also given a so-called inventory number that was displayed in small figures on the chimney and on the rear wall of the tender or, in the case of tank engines, on the rear wall of the driver's cab. Inventory numbers ran in sequence on new locomotives entering service, regardless of class or type. Names and inventory numbers of withdrawn locomotives were usually reallocated to newly delivered machines. The name plates were then re-used.
Although the Caledonian Railway built a long and successful series of small 0-4-4T passenger tank engines, the twelve locomotives of the 944 Class were the only large passenger tanks operated by the company. They shared much of their design with the contemporary 60 Class 4-6-0s.Essery, Bob & Jenkinson, David (1986), An Illustrated History of L.M.S. Locomotives, Volume Three: Absorbed Pre-Group Classes, Northern Division, OPC, p.61 They were originally used on the Inverclyde Line and so gained the nickname 'Wemyss Bay Pugs' amongst enginemen.
For twenty years the class were the mainstay of the LB&SCR; outer suburban services, until gradually replaced by R.J. Billinton's D3 class 0-4-4 tank engines in the mid-1890s. Thereafter they were used on a variety of secondary passenger, and occasionally freight services throughout the railway. The first locomotive was withdrawn in December 1903, but many of the locomotives were still in good condition and popular with the engine crews. Douglas Earle Marsh therefore sought to rebuild six examples in 1910 with a larger boiler and cylinders.
After the 1938 invasion of Czechoslovakia by Nazi Germany, Tatras were kept in production, largely because Germans liked the cars. Many German officers died in car accidents caused by driving the heavy, rear-engined Tatras faster around corners than they could handle. At the time, as an anecdote, Tatra became known as the 'Czech Secret Weapon' for the scores of officers who died behind the wheel; at one point official orders were issued forbidding German officers from driving Tatras. Tatra 600 Tatraplan Tatra was instrumental in the production of trucks and tank engines for the German war effort.
In 1929, R.E.L. Maunsell of the Southern Railway designed and built eight Z class side tank engines. In 1902, John G. Robinson of the Great Central Railway introduced his Class 8A tender engines, which were designated the Q4 class under the London and North Eastern Railway. From 1934, the class was replaced by the Robinson 2-8-0's and their withdrawal and scrapping began, but between 1942 and 1945 Edward Thompson converted thirteen into side-tanks, designated LNER Class Q1. Under the grouping of 1923, the LNWR became part of the London, Midland and Scottish Railway (LMS).
Between the opening in 1891 and the 1909 closure trains would have been operated by small GER tank engines such as the GER Class R24 0-6-0T. During World War I the auto-train service was worked by Great Eastern Railway Class Y65 (LNER Class F7) 2-4-2T. Local goods services would have been typically worked by GER Class Y14 (LNER J15) and Class G58 (LNER Class J17) 0-6-0 locomotives in GER, LNER and the early British Railways years. Nearly all the locomotives would have been allocated to Stratford engine shed which covered duties in this area.
In Britain the 4-4-4 arrangement was confined to tank locomotives and there to specific applications requiring either high speed stability in both directions (created by a symmetrical arrangement with bogies front and rear) or a powerful locomotive with as short a fixed wheelbase as possible. Eric G. Barker designed three examples for the Wirral Railway in 1896.The ABC of British Railway Locomotives, Summer 1961, Ian Allan Ltd. The Midland and South Western Junction Railway purchased two 4-4-4 tank engines from Sharp, Stewart and Company but these were not a success due to their poor traction.
As a result of the distances involved on the new mainlines which were being built into the arid Karoo, the CGR favoured tender locomotives over tank locomotives for mainline work from the outset, given the limited onboard coal and water capacities of tank engines. At the time these locomotives entered service in 1879, the two Eastern System lines from East London were open as far as King William's Town and approaching Queenstown respectively, while the Western System line from Montagu Road was approaching Beaufort West.The South African Railways - Historical Survey. Editor George Hart, Publisher Bill Hart, Sponsored by Dorbyl Ltd.
In early 1943 the decision was made to convert both aircraft to twin-engine configuration by removing the Lycoming engines and installing a 9-cylinder Pratt & Whitney R-1340-AN1 Wasp engine on each wing. These engines had been imported to Australia in large numbers for use as tank engines. The noses of the two aircraft were to be re-built by installing streamlined structures made of aluminium sheet. By October 1943 VH-UYY had been converted to twin-engine configuration in the Essendon Airport facilities of Australian National Airways which had taken over Airlines of Australia.
Despite various attempts at re- organisation, friction between the distribution systems of the civilian Ministry of Armaments and the Army often led to confrontation and inefficiency. By late 1943 there was a severe shortage of spare tank engines. Rather than concentrate on proven designs, Maybach continued to bring out new, relatively untested models; the wide variety of engine types seriously hampered efforts to fix the multiple defects which Maybach engines developed under combat conditions. The extreme difficulty of stocking so many spares at the front, several thousand kilometres away from the factory, swiftly led to vehicles being unserviceable for combat.
Although none were preserved, relics of J class locomotives can still be seen to this day at sites where NZR dumped withdrawn equipment. A locomotive dump at Oamaru had five J class engines dumped there, Js 15, 82, 83, 116, and 117, although most of these were removed from the seawall by protection works carried out by ONTRACK in 2008—2009. This dump was also the location of WA 120, which was one of the J's rebuilt as tank engines. Elsewhere, J 61 was dumped without cylinders at Branxholme and other miscellaneous components, large and small were dumped in other dump site locations.
River Wye bridges at Monmouth: in the foreground the Wye Valley Railway and background Ross and Monmouth Railway.Eventually the line was ready between Ross and a station, intended to be temporary, was erected at May Hill, Monmouth, and an opening date of Friday 1 August 1873 was published. This was subject to approval by the Board of Trade Inspecting Officer, Colonel Rich. Although he found the line to be generally satisfactory, subject to a number of detail corrections, he stipulated that in the absence of a turntable at May Hill only tank engines might be used on the line.
MR (NCC) locomotive policy continued BNCR practice and remained largely independent of Derby until Bowman Malcolm retired at the end of 1922. Von Borries compounds were still being built during this period. The last were two narrow gauge Class S 2-4-2 tank engines outshopped in 1919 and 1920. In 1920, the NCC's broad gauge stock included twenty five 2-4-0 tender locomotives as compared with twenty two 4-4-0s. The remaining broad gauge locomotives were sixteen 0-6-0s, four 2-4-0 saddle tanks and two 0-4-0 dock tanks.
Pearson 4-2-4T at Exeter in 1876 Locomotives for the railway were provided by the Great Western Railway until its working arrangement finished on 1 May 1849, after which the Bristol and Exeter provided its own locomotives. Engine sheds were provided at major stations and on some branches, and workshops were established at Bristol in September 1854. Charles Hutton Gregory was responsible for the locomotives until May 1850, when James Pearson was appointed as Locomotive Engineer. He designed several classes of tank engines, including his distinctive large 4-2-4T locomotives, the first of which were introduced in 1854.
Captured Sturmgeschütz III assault gun, derived from the Panzer III medium tank, also made by Maybach, at the Bulgarian National Museum of Military History During the Second World War, Maybach produced the engines for most of Nazi Germany's tanks and half-tracks. These included almost all the production tank engines through Panzer I, II, III, IV and V, the Tiger I and II (Maybach HL230) and other heavy tanks: and also engines for half-tracks such as the Sd.Kfz. 251 personnel carrier and prime movers like the Sd.Kfz. 9. The engine plant was one of several industries targeted at Friedrichshafen.
The numbers of shunting and tank engines had been reduced by the arrival of diesel powered units and diesel multiple units had begun to work local services. There were still 33 units allocated overall to the shed in 1959 but by 1967 the facility had been demolished. The Thompson B1s were well suited to the boat train and fast freight traffic, although much of the motive power for the boat trains was provided by Stratford, including Britannia Pacifics when they became more available after the second large batch of the type had been delivered to the Eastern Region.
Unlike the 1813s, the 1661s had larger wheels (), double frames with a longer wheelbase (), and saddle, not side tanks. Their frames had originally been ordered for the tender engines of the 2361 Class; however, more 2361s turned out not to be needed, after tank engines (of Joseph Armstrong's 1076 Class) had been found to be successful hauling the heavy coal trains from Aberdare. Like the 2361s, the 1661s carried long boilers ( barrel) when new, but shorter boilers were fitted on overhaul. As usual with GWR saddle tanks, pannier tanks were later fitted to most of them, between 1910 and 1926.
The Midland shaped the subsequent LMS locomotive policy until 1933. Its locomotives (which it always referred to as engines) followed a corporate small engine policy, with numerous class 2F, 3F and 4F 0-6-0s for goods work, 2P and 4P 4-4-0s for passenger work, and 0-4-4T and 0-6-0T tank engines. The only exceptions to this were its 0-10-0 banking engine for Lickey Incline on its Bristol-Birmingham line, and the 7F 2-8-0 goods engines built by the Midland at their Derby locomotive works for the Somerset and Dorset Joint Railway.
The NZR WF class were steam locomotives designed, built and used by New Zealand Railways (NZR). Their wheel arrangement is described by the Whyte notation 2-6-4T and the first members of the class entered service in 1904. The locomotives were tank engines designed by the Railways Department's Chief Mechanical Engineer A. L. Beattie, and were mainly built for suburban duties such as those between Christchurch and Lyttelton. They also saw main-line service in the Taranaki region, but most of the class members were assigned to branch line and local services throughout the country.
Like all New Zealand branch lines in the 1880s the Cambridge Line was first serviced by small tank engines. Due to axle-load and weight restrictions imposed by both rail weight and the Mangaonua Steam bridge, mainline locomotives have always been forbidden to operate on the line. By the 1940s the B and Bb Class engines were prevalent and by the 1950s the AB class 4-6-2 was the main loco employed on Cambridge Branch trains. With the dieselization of the New Zealand Railways network in the late 1950s and 1960s a mix of steam and diesel motive power became common.
In 1897, the Pacific Coast Borax Company began constructing the Borate and Daggett Railroad to link the nearby borax mines of Borate to the standard-gauge railway at Daggett, and were short on locomotives to run the line. They leased the one of the saddle-tank engines (No. 2, "Emil") from the Waterloo Mining Company to aid in the construction of the new line. The locomotive was said to have been rather slippy on the steep grade ascending to Borate, and was used for only a few months until the arrival of PCB's first locomotive and "Emil" was sent back to Waterloo.
On what is now known as the Sittingbourne and Kemsley Light Railway, the first of three steam locomotives came into operation in 1906, all being 0-4-2 Brazil type tank engines, sourced from Kerr Stuart. In 1910, United Newspapers was created to buy out Lloyd’s newspapers, separating it from the paper-making side which continued as Edward Lloyd Ltd. By 1912, the resultant investment made the Sittingbourne Paper Mill the largest producer of newsprint in the world, with 1200 employees using 17 machines to make over 2000 tonnes per week and supply the demands of Fleet Street.
Earlier in 1875 the company had built four powerful tank engines designed by a Swedish Engineer H.W. Widmark to operate on the Fell mountain railway system on the Rimutaka Incline in the North Island of New Zealand. These and two later engines of very similar design built by Neilson and Company handled the entire traffic for eighty years until the opening of the five mile long base tunnel in 1955. Widmark was an inventive engineer and patented a design of steam operated cylinder cocks which were of great use to Avonside on articulated locomotives since they dispensed with mechanical linkages.
In November 1935 the engine turntable at Chard was removed, as tank engines were in use on the line. In 1949 Chard station was renamed Chard Central. A fuel shortage in 1951 led to the line being temporarily closed from 3 February to 7 May. The sparse population in the area, and more convenient bus services, made the passenger train service of dubious viability, and a census in July 1961 showed that an average of only 155 fare paying passengers alighting from branch trains, including at Chard Junction and Taunton; an average of four passengers alighted from the trains arriving at Chard station.
The Leader was a class of experimental 0-6-0+0-6-0 articulated steam locomotive, produced in the United Kingdom to the design of the innovative engineer Oliver Bulleid. The Leader was an attempt to extend the life of steam traction by eliminating many of the operational drawbacks associated with existing steam locomotives. It was intended as a replacement for the ageing fleet of M7 class tank engines still in operation on the Southern Railway (SR). Design work began in 1946 and development continued after the nationalisation of the railways in 1948, under the auspices of British Railways (BR).
By 1840 the 2-2-0 tender type had largely been superseded by the 2-2-2 configuration. However, there are a few examples of later tank engines, thus William Bridges Adams of the Fairfield Locomotive Works () in Bow supplied a 2-2-0 well tank to the Roman Railway in 1850.Hamilton Ellis, The pictorial history of railways, Hamlyn, 1968, p.58. Also Dugald Drummond of the London and South Western Railway introduced his C14 class 2-2-0T in 1906, for Auto trains, but this design was not successful and several of the locomotives were rebuilt to 0-4-0.
In common with most British locomotive builders, in the postwar era Kerr, Stuart received a number of large orders from the mainline companies who were seeking to replace obsolete inherited equipment with their own standard designs. In 1920 the Metropolitan Railway ordered eight superheated 4-4-4 passenger tank engines for the Aylesbury service. Between 1925 and 1927 the Stoke works built fifty standard class 4F 0-6-0 goods engines for the London Midland and Scottish Railway and in 1929 and 1930 a batch of 25 GWR 5700 Class 0-6-0PTs were built for the Great Western Railway.
Works plate from No. 1679 of 1925: Chemin de Fer des Côtes-du- Nord #36 Works numbers 1416 to 1962 carried Corpet, Louvet & Compagnie worksplates. Production was severely hit by the First World War, with only three locomotives being outshopped in 1915 and none in 1916. During the 1920s, production was mainly metre gauge six-coupled tank engines. During the early 1930s, production was mainly 0-8-0-ST and 2-10-2ST locomotives. The Depression hit the firm hard, with only two locomotives being delivered in 1934, 1935, 1936 and 1938. No new locomotives were delivered in 1937 or 1939.
The 1931 Hawke's Bay earthquake uplifted the area by about 2.5 metres, and the port was transferred to Breakwater, northeast of Bluff Hill. The Napier Harbour Board built a 2.4 km line from Ahuriri to Breakwater, which they operated with two Fowler 0-4-0 tank engines. This line was transferred to the NZR in 1957. With the redevelopment of the Napier Railway Station in 1989-91 most of the Napier railways facilities were transferred to Pandora Point at the beginning of the Port Branch and the old stockyard at the end of the branch closed.
Between 1896 and 1898, the WAGR took delivery of 36 O class locomotives from Neilson & Co with a further 10 built by Dübs & Co. They initially operated services on the Eastern Railway and on the South Western Railway to Collie before being superseded by the Ec and K classes and moving to branch line duties. In 1907/08, 10 O class were rebuilt as N Class suburban tank engines. Between 1909 and 1912, Midland Railway Workshops built a further 10 as the Oa class. The last examples of the O class were withdrawn from service in 1962.
On construction, the OWW built a small servicing depot just north of the station on the route to . The GWR intended to improve this, but were delayed by the outbreak of World War I until 1926, when they built a new standard pattern single roundhouse with coaling/watering and light maintenance facilities, situated north of the station, just north of the A458 Birmingham Street. The depot was allocated with mainly local service tank engines, such as Prairies and Panniers, with a small allocation of dedicated freight types. The original OWW shed was later used to house railmotors and diesel railcars.
The War Department decided that a railway line between Kilnsea and Spurn Point would be the best option for a supply chain and so purchased the land from the local land-owning family. The line was constructed by C. J. Wills and Company with rails and other secondhand materials from the Great Central and Manchester, Sheffield and Lincolnshire Railways. The contractors also brought five standard gauge steam locomotives (tank engines) to help build the line, one of which was left behind after to work the line. It opened in 1915 with the rails extending onto the jetty at Spurn Point.
The 2-4-0 was of Robert Stephenson specification and built by Longridge and was initially loaned to the Londonderry & Enniskillen in 1847. The 2-2-0 tank engines were of NB Adams patent and built by Sharp Stewart. The order for these locos was for six however before delivery one was sent to Dublin for the International Dublin Exhibition of 1853, where it was sold to the Newry and Enniskillen Railway and thus never worked on the line. These engines were unsuitable for a line the size of the Londonderry & Coleraine Railway being under powered and unstable.
When the railways were nationalised in 1947, the works at Derby became part of BR Workshops. From 1948 the works produced 106 Standard Class 4 2-6-4 tank engines, then from 1951 to 1957 turned to Standard Class 5 4-6-0s, 110 in all. The last steam locomotive to be built, bringing the total to 2941, was a BR standard class 5 with Caprotti valve gear, number 73154. In 1948 the first British main-line diesel electric locomotive had been driven out of the paint shop by Ivatt himself, number 10,000, just in time to have LMS livery.
In May 1881, Teague and Company began operating on a short line, known as Teague's Tramway, at the Kimberley diamond mine. This isolated line, the first railway in Kimberley, was about one mile long and was used for waste removal, serving many of the companies operating at the mine. The tramway acquired four locomotives, of which numbers 3 and 4 were saddle-tank engines, built in 1881 by Ruston, Proctor and Company with works numbers 7272 and 7273. They were supplied through agents Sinclaire, Hamilton and Company in 1881, along with 150 four-wheel tip wagons built by Brown, Marshall and Company.
The Cape Government Railways 2nd Class 2-6-2TT of 1875 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. The first mixed traffic locomotives to enter service on the new 3 feet 6 inches Cape gauge mainlines of the Cape Government Railways were 2-6-2 Prairie type side- tank engines which were delivered between 1875 and 1879. Four-wheeled tenders were also acquired and the locomotives could be operated in either a tank or tank-and-tender engine configuration, as circumstances demanded. These locomotives were later designated the Cape 2nd Class.
This led to his appointment as the company's locomotive engineer in 1854, a post he held for eighteen years. Here he introduced his noted series of 4-4-0 tank engines, the first to use the laterally-sprung bogie, and the first continuous train brake. In 1873 Adams took up a similar position with the nearby Great Eastern Railway (GER). There he did not well appreciate the different requirements of the line, a far-flung concern compared with the North London, and his locomotive designs for the company were found to be underpowered for main-line work.
The SR Z class was considered at first, but due to the specialist characteristics of the design as a yard engine for marshalling freight, they were not deemed fit for the purpose of hauling loads under the tight timings of London's railway system. The solution was a smaller wheeled version of the ill-fated K1 class with three cylinders to allow for better acceleration, with three sets of Walschaerts valve gear. The resultant W class was designed in 1929. As a result of the rebuilding of the 'River' K1 class 2-6-4 tank engines following the Sevenoaks railway accident, surplus bogies and leading wheels were available for the new design.
In terms of a prior agreement between the SAR and the Tsumeb Copper Corporation, the SAR would purchase any narrow gauge locomotives that would become redundant should the re-gauging of the SWA system take place. The new locomotives were therefore delivered directly to the SAR in 1958. On the Avontuur Railway, these locomotives were used as tank-and-tender Garratts, but when the Langkloof members of the class were transferred to Natal in 1964, the water tenders were dispensed with since watering points were much closer together in Natal as a consequence of the early use of tank engines on those narrow-gauge branches.
Gassing with carbon monoxide started in action T4, the programme developed by the Nazis in Germany to murder the mentally ill and disabled people before the war started in earnest. The gas was supplied by IG Farben in pressurized cylinders and fed by tubes into the gas chambers built at various mental hospitals, such as Hartheim Euthanasia Centre. Many key personnel were recruited from the T4 programme to murder much larger numbers of people in the gas vans and the special gas chambers used in the death camps such as Treblinka. Exhaust fumes from tank engines for example, were used to supply the gas to the chambers.
From 1903 and Ivatt's Class L1, several of the UK railway companies introduced extremely large tank engines that were eight- or even ten-coupled, with few carrying axles, so as to achieve the maximum adhesive weight over their driving wheels. Although limited in their maximum speed by the lack of any pilot truck; their size was the maximum permitted by the loading gauge and their axle loading specifications, and so they could achieve a high tractive effort. On some lines this was put to use for accelerating suburban passenger services, in competition with the new electric railways. Other railways required heavy shunters, to cope with the increasing weight of freight trains.
It was Board of Trade policy at the time to avoid tender-first running. It did not prove possible to procure tank engines in time for the planned opening date, and in fact the line opened to May Hill on Monday 4 August 1873. The line was worked from the outset by the Great Western Railway. The May Hill station at Monmouth was in fact more convenient for pedestrian access to the centre of Monmouth than the Troy station of the CMU&PR;, but of course through mineral traffic was hoped for, and work was progressed on the connection, which required a considerable bridge over the River Wye.
The locomotives were the most powerful tank engines procured by the DRG. They could haul a train load of at a speed of on the flat and could still manage at on a 25‰ (2.5%) incline. The very high traction load of enabled it to cope with inclines of up to 70‰ (7%) without needing a rack and its Riggenbach counter-pressure brake ensured that it could brake even heavy loads on a downhill stretch. Of the 45 examples owned by the Reichsbahn, the Deutsche Bundesbahn took over 14 that, towards the end, were stationed in Aschaffenburg and used as pusher locomotives on the Spessart ramp.
Using pulped straw from the local farmers and esparto (imported from Algeria and Southern Spain) as a replacement for expensive cotton rag which was becoming more expensive; the output supplied newsprint his mills in Bow. To speed production, in 1904 Lloyd built a wharf on the tidal inlet at Milton Creek, and a horse-drawn tramway to carry materials to the mill. On what is now known as the Sittingbourne & Kemsley Light Railway, in 1906 the first of three steam locomotives, Premier, came into service, all 0-4-2 Brazil type tank engines sourced from Kerr Stuart. In 1913 the railway was extended to the new dock built at Ridham.
As a company with only a small route mileage the NSR made extensive use of running powers and in exchange granted running powers to other companies. The earliest agreements were reached with the LNWR. In 1849 an agreement was reached where LNWR traffic could work over the NSR system but in exchange a certain amount of the LNWR London trains had to be routed via Stoke. These Manchester to London Euston restaurant car expresses were unique in often being hauled by NSR tank engines from Manchester to Stoke-on-Trent where the LNWR express engines took over for the run via Stone, Sandon, Colwich, and the main line to London Euston.
Under the Whyte notation for the classification of steam locomotives, ' represents the wheel arrangement with no leading wheels, four powered and coupled driving wheels on two axles and two trailing wheels on one axle. While the first locomotives of this wheel arrangement were tender engines, the configuration was later often used for tank engines, which is noted by adding letter suffixes to the configuration, such as for a conventional side-tank locomotive, for a saddle-tank locomotive, for a well-tank locomotive and for a rack-equipped tank locomotive. The arrangement is sometimes known as Olomana' after a Hawaiian 0-4-2 locomotive of 1883.
The locomotive was so successful that another identical one was ordered, no 16 being delivered in 1897. In 1897, two 4-4-4 tank engines with driving wheels were purchased from Sharp, Stewart and Company; they proved to be useful on stopping passenger trains; they were numbered 17 and 18. Six 0-6-0 tender engines were purchased from Beyer, Peacock in 1899 and a further four in 1902; they had wheels and proved capable on both goods and passenger work; they were numbered 19 to 28. They were followed by nine 4-4-0 tender engines acquired from the North British Locomotive Company, delivered from 1905 to 1914.
In 1941 the station's goods sidings were further modified and extended in connection with airfield construction in the locality, and a new signal box with a lever frame that had been relocated from the Cornish Main Line at St Germans. A second, metal, bridge was also built at this time to carry the road over the new goods yard access lines. A camping coach was positioned here by the Western Region from 1958 to 1962. Due to the line's "uncoloured" classification, heavy locomotives such as GWR Classes 43XX 2-6-0 Tender Engine and 51XX 2-6-2T Tank Engines were allowed as far as Nancegollan only.
Swineshead stationWhen Captain Tyler of the Board of Trade inspected the line preparatory to opening for passenger traffic as far as Sleaford, he reported that it was a single line, with four bridges under the railway, and one timber viaduct. He did not approve the opening, but when Colonel Yolland visited on 13 June, he was satisfied that it could be opened, provided that tank engines were used until a turntable was installed at Sleaford. The line to a temporary terminus there was opened to the public from Sleaford to Barkston Junction on 16 June 1857. The GNR worked the line from the start, for 50% of gross earnings.
T9s also began to be used for freight services and shunting. Some newly built types were used during the summer for heavy agricultural trains or tourist services to the coast, such as the Maunsell U-Class. By the outbreak of the Second World War in 1939, rural lines such as the MVR were all coming under threat from rural bus services, and even goods services were being threatened by local lorry services. The bulk of passenger services were now being run by M7 tank engines with a 2-car 'push-pull' train (carriage sets where the locomotive can be controlled from the rearmost carriage, negating the need to turn the train).
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.
Ex Norfolk Railway 2-4-0 locomotives worked early trains on the branch. From GER days until 1958 the passenger service was generally in the hands of a GER Class M15 (LNE class F4 2-4-2T engine hauling two GER corridor coaches (three in summer). Occasionally GER Class Y14 (LNE class J15) 0-6-0 locomotives worked passenger services as did a T26 (LNE Class E4 2-4-0) for one summer. Other GER tank engines occasionally worked passenger services and 0-6-0T engines from the R24 (LNE class J67) and C72 (LNE class J68) classes worked goods traffic until succumbing to dieselisation.
The line was known for its use of 4-4-2 tank engines which were later displaced by 2-6-4Ts after it had been absorbed into the London, Midland and Scottish Railway in 1923. There were three engine sheds on the route, at Plaistow (which was also the location of the works), Tilbury and Shoeburyness. Shoeburyness replaced an engine shed at Southend Central when the line was extended in early 1884. After electrification in 1962 most services were operated by British Railways Class 302 electric multiple units (EMUs), which were withdrawn in 1998, leaving s, s and some loaned s in service until they were replaced by Class 357 EMUs.
Locobreque with two coaches on a tourist trip in 1987. The engine is not one from the 1900 Kerr, Stuart ones but an almost identical Stephenson, builder's plate #4035, from 1931 In addition to the company's standard designs the company accepted many orders to build to the customers' own designs in all gauges. The most impressive example for this certainly are the legendary 0-4-0LB locobreaks from 1900, strong and heavy tank engines designed to secure the trains through a cable claw on SPR (São Paulo Railway) and later EFSJ (Estrada de Ferro Santos a Jundiaí)'s gauge mountain cable incline between Paranapiacaba and Piaçagüera. Six of them are preserved.
The 60 T tank engines of CSD 477 class represent the ultimate development of the CKD 4-8-2 tender locomotive, but added a four-wheel trailing truck as part of the conversion to a tank locomotive. One of five classes of three cylinder locomotives known, they were the last steam locomotives delivered to the Czechoslovak State Railways, with the last group built in 1955. Used primarily in local passenger service, they were pulling regularly timetabled trains as late as 1991. CSD 477.043 in the Railway Museum at Lužná u Rakovníka Three are preserved, as of 2018 two of them were still operational (013 and 043).
The E4 class of "radial tanks" were powerful for their size and were stalwarts of local passenger, freight, and branch work for more than fifty years. They very similar to the E3 tank engines from 1891, but the key differences were that their driving wheels were enlarged from 4 foot 6 inches to 5 foot and they had their boiler pressure increased to 160 lb. Some of these engines were named after towns and villages in the LB&SCR; area, No. 469 Beachy Head was an example of this. Some of their names would later be used for H2 Atlantics a few years later.
The entire value of the of up line was re-assessed by BR at £279,000 (£ in 2015), and the MLST was now paying £3,300 a month (£ in 2015), just to keep it. A deal was struck on 1 April 1976 that would see the remainder of the down line lifted if BR's cash demand was not raised. At that time, passenger trains were still running as far as Rothley, but, without an adequate supply of working mainline locomotives, the trust had to resort to using industrial tank engines working single track - some way short of the original vision of the MLPG seven years previously.
The zigzag was in front of Jones Street, Tonypandy, on the land now occupied by . An Act of 13 July 1899 formalised the ownership. Writing in 1951, Casserley refers to a later time when a stationary engine had been installed: > The incline was worked on the counterbalance system, but there were two > separate ropes for the ascending and descending trains, in contrast to the > endless loop rope more commonly used in this situation. The winding engine worked at a pressure of and the speed on the incline was about . The TVR used three 0-6-0 tank engines specially designed for the incline, acquired from Kitson and Company in 1884.
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.
The first WAGR locomotives were two 1875 2-6-0 tender engines, later classified as the M class, built in England in 1875 and shipped to WA by sea. They operated on the first government railway in Geraldton, some 450 km north of Perth.Geoffrey Higham, (2007). "Marble Bar to Mandurah - A History of Passenger Rail Services in Western Australia" Bassendean, W.A. Rail Heritage WA. The opening of the Fremantle to Guildford railway in 1881 saw the use of two 0-6-0T tank engines from the British Robert Stephenson and Co, numbered Numbers 1 and 2 and later classified as the C Class in 1885.
A list of the names and numbers of the SECR K and SR K1 classes of 2-6-4 tank engines that formed the River class: locomotives initially running on the South Eastern and Chatham Railway (SECR), and subsequently operated by its successor, the Southern Railway (SR) from 1923. The majority of the class consisted of 2-cylinder locomotives built to an SECR design by Richard Maunsell, but one 3-cylinder version, the K1 class, was constructed by the Southern Railway in 1925. They were given the names of various rivers by the Southern Railway in a publicity measure to advertise the area that the railway served.Burridge, p.
According to eyewitness reports and the black box recordings, the An-12BP took off from Cuito Cuanavale at 11:20 am. About 15 minutes into the flight at the altitude of approximately 10,000 feet (3,000 m) the pilot reported an explosion to air traffic control on the aircraft's port side next to the wing and engines. Seconds later the pilot also reported that the transport was experiencing problems with engines three and four and stated his intention to turn towards Menongue airport, located less than away, for an emergency landing. After the explosion, the cargo of two massive tank engines came loose and shifted, altering the aircraft's center of gravity and causing it to bank to the port side.
The locomotives of Palatine Class T 4I were saturated steam tank engines operated by the Palatinate Railway. Krauss delivered four of them in 1895 and a further three in 1897. The development of these engines had been based on the second batch of Bavarian D VIII engines and they differed only in a few dimensions: for example, the diameter of the carrying and coupled wheels was smaller. In addition they had a larger coal tank. In 1908 and 1910 Krauss supplied two batches of four locomotives, which were now designated the Palatine D VIII. These differed in having a larger fuel tank and a higher maximum boiler pressure: 13 as opposed to 12 bar.
In 1908, Hughes produced a locomotive of this type for the Lancashire and Yorkshire. These tank engines were based on the previous Aspinall Class 30 0-8-0 tender engines, although their similarities have often been over-emphasised. Their coupled wheelbase was extended by two feet to , requiring the two centre drivers to be flangeless, with widened tyre treads, to allow them to negotiate a tight radius curve within a marshalling yard. This was more successful than similar flangeless drivers had been with Hoy's Class 26 2-6-2Ts, where they had shown a tendency for the centre drivers to drop between the rails if track in a siding wasn't maintained as well as main-line track.
Green Arrow The first United Kingdom 2-6-2 tender locomotive was the unsuccessful prototype Midland Railway Paget locomotive of 1908. Thereafter, the wheel arrangement was rare on tender locomotives, with the exception of two classes on the London and North Eastern Railway. These were the Class V2 and Class V4 mixed traffic locomotives which totalled 186 locomotives between them. In contrast, 2-6-2T locomotives were very widely used on suburban passenger services, particularly by the Great Western Railway (GWR), who built four main classes between 1903 and 1947. (See GWR 2-6-2T). The Railway Operating Division received 70 2-6-2 Saddle tank engines built by Baldwin Locomotive Works in the United States.
E.N.V. Motors was incorporated on 30 May 1919 which then acquired on 3 June 1919 the engineering business of Joseph Frederick Laycock who traded under the name of E.N.V. Motor Company at Willesden. The property and assets were acquired for £45,000 and new company invested in new plant and machinery including building a new factory for manufacturing of gearboxes and camshafts for engines and in particular spiral bevel gears. In 1928 the company changed name to E.N.V. Engineering Company Limited. The company continued successful production of bevel gears and camshafts for another 50 years; it produced individual components for several World War I aircraft and tank engines, and after the war built complete gearboxes for the automobile industry.
Since the South Australian Railways had the new B class tank engines built to run on the new railway line to Gawler, two more locomotives were purchased to also run this service on the lightly laid line. These locomotives were designated the "C class" and their range was increased to include stops at Roseworthy and Kapunda due to the opening of the new line extension on the 13th of August 1860. During the construction of the Tarlee line extension these new locomotives were utilised during the works. In 1884 & 1885 both locomotives were rebuilt and put back into traffic, the rebuild included new cabs which were complete with front and side circular windows.
The history of the U class is complex as it is linked to the fate of the 2-cylinder K ("River") class 2-6-4 tank locomotives. The design work had for a new passenger 2-6-0 with 6 ft (1.83 m) driving wheels was complete by 1927, when the involvement of a K class locomotive in the Sevenoaks rail crash presented an opportunity to bring forward construction of the class.Southgate, (Steam World, 2008 (251)), p. 21 The K class tank engines were the passenger counterpart to the N class 2-6-0 mixed-traffic design, and were noted for rough-riding over the cheaply laid track of the former SECR.
The Alton Line was converted to electric operation in 1937. It was decided that it was not viable to electrify the MVR, and with that decision went any realistic hope of the line being upgraded to the dual-track standards to which it was built (indeed, the railway would remain single-line for its whole existence). This period saw changes to the stock used on the MVR. The M7 tank engines remained the main type used, but goods services on the line was now being worked by types deemed redundant for main-line passenger working, such as a small number of Drummond L12s, which had been the LSWR's cutting-edge express locomotives when the line was built.
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.
Metropolitan Railway steam locomotive number 23, one of only two surviving locomotives, is displayed at alt=A steam tank locomotive is shown indoors, funnel towards the viewer, in purple livery. A large pipe connects the pistons at the front with the side tank Concern about smoke and steam in the tunnels led to trials before the line opened with an experimental "hot brick" locomotive nicknamed Fowler's Ghost. This was unsuccessful and the first public trains were hauled by broad gauge GWR Metropolitan Class condensing 2-4-0 tank engines designed by Daniel Gooch. These were followed by standard gauge Great Northern Railway locomotives and then by the Metropolitan Railway's own standard gauge locomotives.
The coaches sit on six flatcars originally built in 1941 at Pearl Harbor by the U.S. Navy, which were then used by the Oahu Railway and Land Company and afterwards sold to White Pass and Yukon Route in Alaska. The original plan for the railway called for steam engines to pull the coaches, with diesel engines in reserve. The railway opened under the power of a 1948 diesel-electric end-cab two-axle General Electric locomotive, however, with a 1939 two-axle Whitcomb diesel- mechanical locomotive providing backup. Steam locomotives are scheduled to take over from the diesel engines when renovation of a pair of Baldwin outside-frame 0-6-2 tank engines is complete.
The basis of the Leader originated from a 1944 review of the Southern Railway's steam locomotive fleet, resulting in a Southern Railway design brief which called for a high-powered locomotive requiring little maintenance to replace the ageing fleet of M7 class tank engines. The brief also stipulated that the locomotive would be used on both passenger and freight trains, requiring high route availability. Bulleid proposed an initial design based on his SR Q1 class locomotive, which had proved easy to maintain in service.Day-Lewis (1964), The Leader locomotive As the proposal progressed, Bulleid saw that certain tasks required with conventional steam locomotives could be eliminated by adopting some of the features of the contemporary Southern electric locomotives.
In addition a siding left the line in front of the signal box via a double-slip to serve the goods shed There was also a trailing link to a private siding for the gas works opposite. A 50-foot turntable had been provided before the rebuilding work, and remained connected although usage was low as most passenger trains where operated by tank engines. The station was renamed Bodmin North in 1949 to differentiate it from Bodmin General. Freight facilities were withdrawn on 24 July 1964 although by this time the lines to the cattle dock had already been lifted on 10 May 1964 and those to the Gas Works on 20 February 1964.
The term Four-coupled is often used for 0-4-0 locomotives. Four-wheeled is also sometimes used, but this term can also encompass other wheel arrangements, for example Stephenson's Rocket which was an 0-2-2 four-wheeled locomotive. 0-4-0 locomotives were built as tank locomotives as well as tender locomotives. The former were more common in Europe and the latter in the United States, except in the tightest of situations such as that of a shop switcher, where overall length was a concern. The earliest 0-4-0 locomotives were tender engines and appeared as early as c. 1802. The 0-4-0 tank engines were introduced in the early 1850s.
The railway served the numerous distilleries that operated in the Spey Valley, many of these distilleries having their own small tank engines, or 'pugs' as they were known. In 1923, the railway became part of the London & North Eastern Railway (LNER) and through passenger services were advertised from Boat of Garten to the South via Aberdeen. The line became part of British Railways in 1948 and many cost-saving measures were considered, including the introduction of diesel rail buses in the late 1950s. The Strathspey line closed to passengers on 18 October 1965,Passengers No More by G.Daniels and L.Dench the same date as the closure of the Highland line between Aviemore and Forres.
The Finnish VR Class Pr2, nicknamed "Henschel", was a passenger tank class ordered from the Henschel & Son locomotive workshops by the Estonia State Railways in the spring 1939 and completed in 1941. The outbreak of the Second World War prevented their delivery to Estonia, but at least a few of these engines did manage to operate in Latvia in 1942. These engines became superfluous, because the Germans were converting the Baltic tracks to standard gauge, and so Finland could purchase these four engines. They were classified Pr2 and numbered 1800–1803 after their arrival in December 1942. The Pr2 tank engines were quite advanced locomotives, based on the Henschel Class 62 tank engine design of 1928.
Unlike the original Drummond cab that was also favoured by Urie, the Ashford-style cab was of an all-steel construction and had a roof that was flush with the cab sides. It was inspired by the standard cab developed in 1904 by R. M. Deeley for the Midland Railway, and was one of a number of Midland features introduced by Maunsell's chief draughtsman James Clayton, who transferred to Ashford Works in 1914 from the Midland Railway. Variants of this cab became standard for all new Southern Railway locomotives and converted tank engines. Other modifications included the lengthening of valve travel, and fitting larger outside steam pipes to streamline the flow of steam into the cylinders.
The bomber was asked to perform strategic bombing functions. Targeting Soviet industry had not been high on the OKL's agenda in 1941-42, but prior to the Battle of Kursk several attempts were made to destroy Soviet military production. The tank factory at Gorkovskiy Avtomobilniy Zavod (GAZ) was subjected to a series of heavy attacks throughout June 1943. On the night of 4/5 June, He 111s of Kampfgeschwader 1, KG 3, KG 4, KG 55 and KG 100 dropped 161 tonnes (179 tons) of bombs, causing massive destruction to buildings and production lines. All of GAZ No. 1 plant's 50 buildings, 9,000 m (29,500 ft) of conveyors, 5,900 pieces of equipment and 8,000 tank engines were destroyed.
The railway opened with only five locomotives, and within days one had been seriously damaged in a collision at and a second had a mechanical fault. Two more locomotives had arrived by the end of 1854, and the order was complete by summer 1855. Four more passenger locomotives were ordered in 1857, and weatherboards and sanding equipment were fitted by 1860. Cabs were added in the 1880s, and the locomotives withdrawn during the 1880s and 1890s, the last in 1898. John Folds Ruthven replaced Clark in 1855 and an order was placed with Beyer, Peacock & Co. for two 0-4-0 tank engines to bank trains on the line to Waterloo near Aberdeen harbour.
Class O No. 17 James Manson became Locomotive superintendent in 1883, moving from the Glasgow & South Western Railway. He introduced a more contemporary design of locomotive, with inside cylinders and doors on the side of cabs, and without brass domes or copper chimneys. The first six, Class A, built by Kitson & Co in Leeds in 1884, were followed by three similar but lighter Class Gs in 1885. These all passed to the LNER and withdrawn by 1934. The railway had inherited most its tank engines from the Deeside, Morayshire and Banffshire Railways and these needed replacing, so six 0-6-0T Class D arrived in 1884 and three of the slightly larger Class E the following year.
Gordon Highlander taking on coal in 1964 On 1 January 1923 the Great North of Scotland became a part of the Scottish division of the London and North Eastern Railway (LNER), who received a total of 122 locomotives, 100 4-4-0 tender locomotives and 22 tank engines, all capable of being used on either passenger or goods trains. The LNER reclassified the stock and renumbered them by adding 6800 to the former GNoSR stock number. Forty-four locomotives were still in service when the railway was nationalised in 1948, and the last two GNoSR locomotives to be withdrawn were, Nos. 43 and 30, two of the Aberdeen harbour tanks in 1960.
For operations during the early years of the railway the relatively low-performance steam locomotives of the Ostbahn and the K.Bay.Sts.B. were sufficient. Amongst the classes employed were the tank engines of Class D XII, the all pervasive C III and the Bavarian B VI. Steam locomotives used by the Deutsche Reichsbahn and the Bundesbahn included engines of classes 50, 54 and 57 in goods traffic and 24, 64, 70 and 86 for passenger services. railbuses of classes VT 95 and 98 took over much of the passenger traffic from the 1950s including the fast-stopping trains (Eilzug) on the Rosenheim–Plattling route, whilst for goods duties the Köf III and V 100 ousted the steam locomotives.
Leitmeritz was the largest subcamp of the Flossenbürg concentration camp, operated by Nazi Germany in Leitmeritz, Reichsgau Sudetenland (now Litoměřice, Czech Republic). Established on 24 March 1944 as part of an effort to disperse and increase war production, its prisoners were forced to work in the caverns Richard I and II, producing Maybach HL230 tank engines for Auto Union (now Audi) and preparing the second site for intended production of tungsten and molybdenum wire and sheet metal by Osram. Of the 18,000 prisoners who passed through the camp, about 4,500 died due to disease, malnutrition, and accidents caused by the disregard for safety by the SS staff who administered the camp. In the last weeks of the war, the camp became a hub for death marches.
Harry Wainwright had built two useful and attractive 4-4-0 classes for the South Eastern and Chatham Railway between 1902 and 1908; the D class and the E class, and had completed designs for a larger L class at the time of his retirement at the end of 1913. However, by 1918 they were beginning to struggle with the heaviest express trains. Wainwright's successor, Richard Maunsell, therefore rebuilt several examples of the D and E classes immediately before the grouping of the SECR with other railways to form the Southern Railway in 1923. When Maunsell was appointed as Chief Mechanical Engineer of the new railway he turned his attention to designing new K & K1 class 2-6-4 tank engines.
A fleet of five tank engines, built by Manning Wardle of Leeds in England, were supplied to New Zealand in 1884-85. The private Wellington and Manawatu Railway (WMR) used them for construction, maintenance and local service work. Three were later taken over as the New Zealand Railways (NZR) WH class in 1908. The second batch of Prairie locomotives was built to an order for the New Zealand Railways Department, with the initial order for ten being let to Nasmyth, Wilson and Company of Manchester, England. This later became the NZR V class which, due to political interference and their being overweight, did not go into traffic until 1890. New Zealand's third batch of Prairie locomotives was ordered by the WMR in 1884.
Even though the Act of 1869, which authorised the construction of the first section of the railway to Nonams, near Anenous, did not provide for the use of steam power on the line, two "illegal" tank locomotives were acquired by the mining company on an experimental basis in 1871. They were built by Lilleshall Company of Oakengates in Shropshire in 1870 and 1871. To date, no photographs or drawings of either of the locomotives have been found, but they are known to have been non-identical six-wheeled side-tank engines. The first section of from Port Nolloth was only officially opened for steam traction on 1 August 1886, a further on 1 June 1887 and the line through to O’okiep on 15 March 1893.
In the three and a half months to 30 June 1868, the line had only earned £300 from "coaching" and £43 from goods; the L&SWR; retained £155 and the Company received £145. However, by 1870 matters much had improved, with 81,000 passengers and 13,928 tons of goods being carried in that year; in the same year the platform at Seaton was extended by 180 feet to accommodate the now-heavy volume of passenger traffic. The line was worked at first by Beattie 2-2-2 well tanks, no 12 Jupiter and 3 Phoenix being in use at the beginning. O2 and T1 class 0-4-4 tank engines replaced the Beattie engines in the 1890s, occasionally supported by an Adams radial 4-4-2T.
The 3571 Class was a class of ten 0-4-2T tank engines designed by George Armstrong and built at the Wolverhampton Works of the Great Western Railway in 1895-7. The 3571s, numbered 3571-3580 and built as Lot No. C3, were in essence a continuation, and conclusion, of the series of 517 Class built during Armstrong's long period of virtual autonomy at Wolverhampton. They differed from the 517s (apart from No. 1477 in rebuilt form) in that the outside frames were wider, constructed as a continuation of the valence under the running plate. They also differed in carrying larger U Class boilers with longer fireboxes than the R and S Class boilers carried by all but ten of the 517s.
One of the two British Thomson-Houston distributors (the circular gold-coloured component) on a Rolls-Royce Kestrel aero engine BTH had a major role in developing the world's first prototype jet engine, which was built by Frank Whittle's Power Jets company built at the BTH works in Rugby in 1937. Development was later moved to the Lutterworth works, which were falling into disuse at the time. BTH's directors seemed skeptical of the design and offered little help, and in 1940 decided they were not really interested in making jet engines due to their commitment to electrical equipment. Rover was soon selected to make jet engines, but exchanged jet engine production with Rolls- Royce for making tank engines in 1943.
Initially the line was generally successful. It served both Great Consols and United Mines, the two largest in the area, and traffic by the 1830s was well in excess of 60,000 tons annually with the company reporting profits approaching £3,000. Copper ore transported down to ships for onward movement to South Wales was supplemented by coal carried in the other direction to serve the ever-deeper mines. Initially the railway company had not been carriers, and up to 1854 the line was worked throughout by horses, but in November 1854 two tank engines, Miner and Smelter were delivered and began working between Devoran and Carharrack, making the Redruth and Chasewater one of the first narrow gauge railways to introduce steam locomotives.
In 1862, soon after the company had been formed, they were given the initial design work on William Hamond Bartholomew's compartment boats for the Aire and Calder Navigation. The choice of the company may have been influenced by the fact that Bartholomew, the chief engineer for the Navigation, and William Clayton, one of the founders of Hudswell and Clarke, both lived on Spencer Place in Leeds. They produced at least one of the prototype Tom Pudding compartments, but did not get the main contract for their production once the design work had been done. As steam locomotive builders, like many of the smaller builders they specialised in small contractor's and industrial tank engines, and rarely built anything bigger than an 0-6-0T.
The development of large tank engines was somewhat delayed by problems on the Southern Railway following the Sevenoaks derailment thought to have been caused by the instability of the large K class 2-6-4 tanks. Gresley carried out stability tests on one of these locomotives and finding no trouble and without further delay produced his sophisticated V1 class suburban tank in 1930. This incorporated his 3-cylinder system and was the first example of all three cylinders and valve chests being incorporated into a single steel casting;Brown, F.A.S: Nigel Gresley, Locomotive Engineer (Ian Allan, London, UK, 1961), pp.107-108 this arrangement was used for the P2 Cock o' the North and the subsequent V2, K4 and V4 types.
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.
Number 3 became to prototype of the WAGR A class 2-6-0 tender locomotives. The A class locomotives were soon supplemented by the B class 4-6-0T tank engines which had twice the haulage capacity of the A class. During this time the WAGR had been greatly expanded over the Darling Scarp and into the large agricultural strip to the East, specifically to the centers of Chidlow, Northam and Toodyay (then Newcastle). With the beginning of WA gold rushes in 1888 the railways required massive expansion and in 1889 the WAGR received a larger version of the A class which had been used in the construction of the private Great Southern Railway in Albany, on the southern coast of Western Australia.
The onset of the 20th century saw the introduction of many new locomotives to the W.A.G.R. Notable examples included the E and F class engines of 1902 which were near identical with the exception of their wheel arrangements. An additional variant of the E class was provided as the Ec class, built in the United States. The E class was used for passenger services and was accordingly given the larger diameter driving wheels in a 4-6-0 configuration, while the F class freight locomotives had a 4-8-0 arrangement, providing extra power at the expense of speed. The D class 4-6-4T suburban tank engines were likewise introduced in 1902 and replaced the N class engines in suburban operations.
Within a few months of delivery the locomotives passed into the ownership of the newly formed London, Midland and Scottish Railway, and their green G&SWR; livery was replaced by LMS crimson lake. By the end of the 1920s they were being repainted into lined black. The LMS drive for standardisation saw large numbers of new Fowler 2P and 4P Compound 4-4-0s delivered to the former G&SWR; section, and in time these displaced the Baltic tanks from the top passenger services. There was little other work suitable for such large tank engines, and in any event as a non-standard class of only 6 engines they were doomed to be withdrawn once their boilers became due for renewal.
The J79 locos and their classmates LNER EncyclopaediaReplacement J79 loco with extended side tanks RM Web This loco, one of a class of three, was a six-coupled development of the successful NER Class H 0-4-0T, two of which have survived into preservation. At some point No. 407 was fitted with extended tanks for use on the Cawood branch, as the line's only watering facility was a hand pump at Cawood. Three other tank engines were fitted with Westinghouse continuous brakes and moved to Selby engine shed – sister "H2" No. 1787 from 1905 to 1909 and NER Class E 0-6-0Ts Nos. 296 and 1197 from around 1908; these last are known to have worked the Market Day extra trains for several years.
66–67 The first of these was the N class 2-6-0, which gave the SECR a capable mixed-traffic locomotive. For the express passenger design that could cope with the heavy boat trains, Maunsell wanted to enlarge the existing L class 4-4-0 with Walschaerts valve gear and an enlarged superheater, but this design would have resulted in a too heavy axle loading. Maunsell's newly recruited assistants, G.H. Pearson and Harold Holcroft from the Great Western Railway at Swindon and James Clayton from the Midland Railway at Derby, had recently been involved in the design of large passenger tank engines and persuaded him to use the 2-6-4 wheel arrangement, which would allow the class to operate at high speeds on the poor-quality track in north Kent.
The M13s knocked out all but one anti-tank gun and kept going; the last anti-gun was driven to a flank and fired as the last M13s advanced and knocked out the last tank. On the road, the Italians could hear British tank engines on the flanks, to the rear; in the north the British surrounded another Italian group, just before the 10th Army surrendered. The Beda Fomm area had become a line of destroyed and abandoned lorries, about a hundred guns, one hundred knocked out or captured tanks and including Tellera (found mortally wounded in one of the M13s), Bergonzoli and the 10th Army staff. The Babini Group lost more than a hundred and one M13s of which 39, mainly from the XXI Medium Tank Battalion, were undamaged.
Large- scale troop movements and additional passenger and freight traffic had ensured the NCC's prosperity during World War II. The ending of hostilities, however, saw passenger and goods traffic receipts decline rapidly as fuel for road transport became available. Despite the worsening financial situation, the NCC introduced a number of measures in an attempt to improve the railway's competitive position. Services were accelerated and, although the poor condition of the track due to deferred maintenance meant that it was not possible to attain pre-war timings, strenuous efforts were made to ensure that trains adhered to the published schedules. In 1944 the NCC had decided that its system should be worked by tank engines and placed an initial order for four locomotives to be built at Derby and erected in Belfast.
A King's Royal Hussars Cromwell of the 11th Armoured Division advances through Uedem, Germany, 28 February 1945 The A24 design specification had originally been constrained by the available tank engines of the time, delivering only 300 hp and limiting the weight. The evolution to A27M increased the weight slightly, but fitting a 600 hp engine almost doubled the power-to-weight ratio and created a very fast tank. This was combined with the Merrit-Brown gearbox that allowed the tank to steer while still powering both tracks, allowing it to maintain speed while manoeuvring, while tanks like the Sherman or T-34 lost power while turning and necessarily slowed down. Cromwell was the fastest British tank to serve in the Second World War, with a top speed of .
1400 class No. 4866 at Didcot From the mid-1860s onwards, the 0-4-2 wheel arrangement tended only to be used on tank engines in the United Kingdom. Exceptions were in Scotland on the Caledonian and Glasgow and South Western railways and in southern England on the London Brighton and South Coast Railway (LB&SCR;) and the London and South Western Railway. The LB&SCR; uniquely built express passenger 0-4-2 tender classes until 1891. Stroudley's D-tank From 1868, the Great Western Railway built a number of standard gauge 0-4-2T classes for branch line passenger work to a design known as the 517 class by engineer George Armstrong. This design was developed until the GWR 1400 Class was built between 1932 and 1936, designed for push-pull autotrains.
470 engines of this type were procured between 1903 and 1910 for duties on the Berlin Stadtbahn. Like the superheated locomotive, the Prussian T 12, the T 11 evolved from the T 9.3 in order to replace the older, four-coupled tank engines. Construction of the T 11 was ceased in 1910 in favour of the more economical T 12. In 1923, 16 engines were fitted with a superheater, but they retained their existing running numbers. In 1925, the Deutsche Reichsbahn took over the 358 remaining locomotives as DRG Class 74.0–3, allocating them the numbers 74 001–358. The locomotives were employed together with the T 12s especially on the Berlin Stadtbahn until its electrification in 1926–1933; as a result they had direction plates (Richtungsschilder) on their smokebox and coal tanks.
The 44th Brigade was to be held in reserve and four tanks of D Company, Heavy Section, Machine Gun Corps were to assist the infantry. To maintain secrecy, aircraft were arranged to fly over the German lines again, to drown the sound of the tank engines as they moved into position. Artillery support was planned by Brigadier-General Fasson, the divisional CRA, who had the divisional artillery and brigades of the 1st and 23rd divisional artilleries for a creeping barrage moving at per minute, except for a tank lane wide, to avoid hitting the tanks as they advanced. A preparatory bombardment was to begin on 12 September but no hurricane bombardment was to be fired at zero hour , the tanks and the creeping barrage being relied on to keep the Germans under cover.
Although the modern purpose of a positive crankcase ventilation (PCV) system is to reduce air pollution, the original purpose was to allow an engine to operate underwater without the water leaking in. The first PCV systems were built during World War II, to allow tank engines to operate during deep fording operations, where the normal draught tube ventilator would have allowed water to enter the crankcase and destroy the engine. In the early 1950s, Professor Arie Jan Haagen-Smit established that pollution from automobile engines was a major cause of the smog crisis being experienced in Los Angeles, California. The California Motor Vehicle Pollution Control Board (a precursor to the California Air Resources Board) was established in 1960 and began researching how to prevent blow-by gases from being released directly into the atmosphere.
A short single-track tramway was constructed by the Norfolk Railway from Lowestoft station heading eastwards across the A12 road to Lowestoft Fish Quay. A flagman was needed to cross the road and services were often hauled by small tank engines or Sentinels. In 1866, the line was replaced by conventional rails and over the next 60 years was extended to to reach the end of the North Pier which had been constructed in response to the expansion of the fishing trade at Lowestoft. The Great Eastern Railway and other railway companies invested greatly in the harbour and its infrastructure, although they were not constructed with the fishing industry in mind. By 1892, £320,000 had been invested in the harbour which covered where nearly 1,000 registered fishing boats.
The meagre water supply, which would really only be sufficient for shunting purposes, would be augmented by semi- permanently coupling a purpose-built auxiliary water tender to the locomotive. The Type X-17 water tender first entered service as tenders to these locomotives. In effect, since Garratt locomotives had hitherto been considered as tank engines because they carry all their water on board, this arrangement introduced the tank-and-tender Garratt. In spite of initial criticisms and doubts, the unusual arrangement of auxiliary water tenders which had earlier only been seen on the Kitson-Meyer locomotives of the Cape Government Railways and Central South African Railways of 1903 and 1904 respectively, proved to be very effective and was later repeated upon the introduction of the Classes GMA and GO Garratts in 1954.
Doubling of the line was proposed but never constructed. In 1923 the line became part of the London Midland and Scottish Railway (LMS) following the Railways Grouping of 1923, since the LMS also took over the GSWR line to Dumfries via Annan the Dumfries to Lockerbie line lost its strategic importance, and a gradual decline set in. Lochmaben lost its signal box in the 1930s as an economy measure and subsequently the loop line was lifted. During the war years the station was served by elderly ex London and North western 2-4-2 tank engines working a push pull service between Lockerbie & Dumfries, then in the last few years the passenger trains were pulled by ex Caledonian locomotives, the last being ex CR"Jumbo"0-6-0 17504 on 19 May 1952.
C Battery 4th RHA fired on the Rifle Brigade positions as the tanks passed and the Rifle Brigade resumed fire on Italian infantry following the tanks, to pin them down. The M13s knocked out all but one anti-tank gun and kept going into the reserve company area but the last gun was driven to a flank by the battery commander, his batman and the cook. The improvised crew commenced firing as the last M13s drove towards the Officers' mess tent put up the day before and knocked out the last tank from the tent. On the road, the Italians could hear British tank engines on the flanks and from the rear and further north, the 4th Armoured Brigade surrounded another group, at which point the Italians surrendered.
The G&SWR; had historically made relatively little use of tank engines, and those which it owned in 1915 were exclusively small locomotives for shunting or suburban passenger services. However, Drummond's tenure as Locomotive Superintendent was a time of considerable change for G&SWR; locomotive design and the 45 Class marked a departure from previous practice, as they were built for goods and mineral traffic which had previously used tender engines such as 0-6-0s. They were particularly associated with the Ayrshire coalfield, and were thus a Scottish equivalent to the many Welsh 0-6-2T locomotives employed on similar duties in the South Wales valleys. Their design had many similarities to the Highland Railway X Class 0-6-4Ts which Drummond had built for his previous employer.
As noted previously, motive power on the branch was provided by the MSLR (later the GCR). The first recorded use of locomotives used on the line is in when goods and mixed trains were handled by Charles Sacre's Class 23 0-6-0's. Shortly after the turn of the century, these were superseded by Sacre class 18's. Passenger services were initially handled by a Sacre Class 24 2-4-0 then by similar Class 12A 2-4-0's. At the end of the first decade of the 20th century, the Sacre locomotives started being replaced by Thomas Parker designs, in particular GCR class 9B and GCR Class 9D (LNER Class J9) 0-6-0's. Passenger trains at this period were worked by older Parker GCR Class 3 (LNER Class F1) 2-4-2 tank engines.
The 1st of March 1907 saw the introduction of Hughes steam railmotors between Stainland and Halifax, via Greetland and Dryclough jct. These railmotors acquired the nickname of “The Stainland Donkey”, and continued to work the line until the cessation of passenger services on 23 September 1929. Occasionally, the railmotors were supplemented by radial tank engines and compartment coaches, which usually ran on the Saturday evening 21:35 service from Halifax. The radial tank and it’s three coaches would depart Halifax at roughly 21:30, for West Vale and Stainland only; with the rail motor following in close succession at 21:35, calling at Greetland, Rochdale Road halt, West Vale, and Stainland. Railmotors would carry around 60 passengers, however, on the 12:44 service for Halifax each Saturday, a trailer would be attached, increasing the seating capacity to 130.
Small tank engines were used to haul services until the 1870s when Stroudley D1s supplemented by B1 "Gladstones" were used after having been displaced from main-line duties. Heavier and more powerful engines were introduced after the First World War, including Billinton E4 and E5 classes, along with his D3 and B4 classes. Marsh's I3 class was mainly used on Tunbridge Wells-East Grinstead-London services, while his H1 and H2 "Atlantics" were seen on London-East Grinstead-Lewes services. The Southern Railway's neglect of its non-electrified secondary lines in the period leading up to the Second World War resulted in weight restrictions being introduced on the Tunbridge Wells and Lewes lines from which I3s were banned in favour of lighter I1X class locomotives to Tunbridge Wells and SECR B1s, F1s and D1s on the Lewes line.
Early postcard of the platform The port and station owe their origins to the Great Eastern Railway (GER) which opened them on a new track alignment built over reclaimed land in 1883 and named them after its chairman, C. H. Parkes. The original combined station building and hotel is still in existence although the hotel is now converted for office use and is part of the port terminal. Prior to the station's re-development, and its revised layout, it consisted of two through-platforms serving the then double-track line to . This was supplemented by a bay platform at the eastern end of the main platform (the present-day platform 1) which handled Harwich to Parkeston local services, which in the days of steam generally consisted of a J15 and later N2 or N7 tank engines and up to four carriages.
All tank engines, these locomotives were classified by letters of the alphabet. Initially eighteen A Class (4-4-0) were ordered in 1864 and by 1870 a total of forty-four had been built. In 1885 an improved version was ordered and twenty- two B Class were built. From 1891 more locomotives were needed for work on the line from Baker Street into the country. Four C Class (0-4-4) were received in 1891 and six D Class (2-4-0) in 1894. From 1896 to 1901 seven E Class (0-4-4) locomotives were built to replace the A class on this line. In 1901 the Met also received four F Class (0-6-2), a freight variant of the E Class. Not all these new locomotives were fitted with the condensing equipment needed to work south of Finchley Road.
These locomotives were brand new, having been acquired by the IMR shortly before the end of the war, and featured a bar frame, narrow firebox and cylinders with overhead slide valves actuated by Stephenson valve gear. While the Orange Free State obtained their locomotives second-hand from the CGR or directly from the manufacturers used by the CGR, the mainly German suppliers of railway equipment to the old NZASM underestimated the requirements of a railway that would extend over from Komatipoort at the border with Mozambique to Pretoria and rise in the process. Apart from the various smaller tank locomotives, they supplied the NZASM with 46 Tonner tank engines with an adhesive weight of 32 tons and a tractive effort of to work a mainline.Soul of A Railway, System 8, Part 1: Pretoria: including local services, workshops and running sheds, Part 1.
A diesel railbus at Tetbury station in the 1960sFor most of its existence, the daily routine on the branch line was the running of 8 trains per day up and down the line operated by steam tank engines. The passenger service usually consisted of two or three carriages and any freight wagons were added to the passenger train. The train engine performed any required shunting of goods wagons; for that reason the auto- train system was generally not favoured because of the time involved in uncoupling the through control mechanism if the engine was to be uncoupled from the passenger vehicle. At first 0-4-2 side tanks such as the GWR 517 Class were the main engine power on the line; later the 48XX and 58XX classes were in use, and later still 0-6-0 pannier tanks such as the GWR 1600 Class predominated.
The Maeklong Railway's first trains were hauled by three 0-4-2T wood-burning tank engines, purchased from Krauss Locomotive Works in 1903 and 1906. Consists of electric tramcars worked passenger services on the eastern section of the line from about 1927 up until the line's de-electrification in 1955, initially being replaced with conventional trains hauled by two Henschel 4-6-2 steam engines. A pair of Henschel 440hp 2-6-2 diesel locomotives were introduced not long after in 1957, but these were not regarded as a success; the railway did not retire steam traction until 1971, when the older but more reliable Sulzer diesels, among the first used by the SRT, were cascaded down to the Maeklong Railway with the arrival of more modern locomotives on the main network. Since at least 1975, the Maeklong Railway has been operated by relatively modern diesel multiple unit trains.
The railway was constructed at its present location in 1985/86 and opened to the public in July 1986, after the closure in 1985 of its predecessor at Tucktonia in nearby Christchurch, which had run since 1979. Moors Valley uses a narrow gauge prototype to produce tank engines in which one may sit, allowing running during the harshest of conditions, so much so that it runs throughout the year. A further benefit of the style of locomotives built to this prototype is that, unlike models, and standard gauge 7 inch locomotives, the locomotives used on the Moors Valley Railway are considerably more powerful due to the increased boiler size that can be achieved through almost freelance prototypes. Roger Marsh was a pioneer of this principle and built Tinkerbell; when this was spotted a tank locomotive, Talos, was ordered and so started the Tinkerbell-class of locomotives.
Once there, they were to strike southeast to attack the Soviet positions at Prokhorovka from the flanks and rear. The 1st and 2nd SS Panzer divisions were to wait until 3rd SS Panzer Division attack had destabilised the Soviet positions at Prokhorovka; and once underway, the 1st SS Panzer Division was to attack the main Soviet defences dug in on the slopes southwest of Prokhorovka. To the division's right, the 2nd SS Panzer Division was to advance eastward, then turn southward away from Prokhorovka to roll up the Soviet lines opposing the III Panzer Corps' advance and force a gap. During the night of 11 July, Rotmistrov moved his 5th Guards Tank Army to an assembly area just behind Prokhorovka in preparation for a massive attack the following day. At 5:45 Leibstandarte headquarters started receiving reports of the sound of tank engines as the Soviets moved into their assembly areas.
In 1939 Hildesheim had about 72,000 inhabitants. For most of the war Hildesheim was regarded as a minor target by British Bomber Command mainly because the military potential of the industry in and around Hildesheim was underestimated and classified as 'minor plants in major industries, or major plants in minor industries'.The Bomber's Baedeker, PRO London, AIR 14/2662 However, a branch of the Vereinigte Deutsche Metallwerke (United German Metalworks) named VDM-Halbzeugwerke in the town produced aircraft parts for constant speed propellers, landing gear and aircraft engines, others were producing fuzes and tank parts (Senking-Factory), torpedoes (Ahlborn AG) and rubber products such as lifejackets and inflatable dinghies (Wetzell Gummiwerke). In the Hildesheim forest southwest of the city a subsidiary of Robert Bosch GmbH with the code name „ELFI“ (Elektro- und Feinmechanische Industrie, Electrical and Precision Engineering Industry; from 1942 to 1952: Trillke-Factory) manufactured starters, generators and other components for lorry/truck and tank engines.
The new passenger service on the line adopted push and pull working, using a class Y65 2-4-2T locomotive no 1311. The Railway Magazine described the system: > A motor train has now been placed in service between Cambridge and > Mildenhall... > The engine employed is one of the smaller 2-4-2 tank engines of the 1300 > class, introduced for branch traffic two or three years ago, with a boiler > pressure of 160 lb per sq in... Coupled to the engine is a corridor > composite carriage seating nine first and 30 third class passengers... To > this is attached a driving car which is a... third class carriage seating 46 > passengers... The end compartment of this coach is set apart for the driver > and guard. A gangway connection is provided between the two vehicles. > The train is operated by the driver either from the engine footplate or from > the compartment at the other end of the train, according to the direction of > travel.
The vast majority of these being tank engines although a small number of tender engines were constructed. Most engines, whether tank or tender locomotives were built with either 2-4-0 or 0-6-0 wheel arrangements. An urgent need for heavier goods engines prompted the company to go to contractors and a small number of 0-6-0 designs were purchased from Nasmyth, Wilson and Company. In 1903 five 0-6-2T engines were purchased from Vulcan Foundry and with the exception of two locomotives for shunting purchased from Kerr Stuart in 1919 these were the last engines not to be built by the company at Stoke. Apart from engine No 1 of 1848 being named Dragon only two other NSR engines were ever named, in 1882 Class C 2-4-0 No. 55 was named Colin Minton Campbell and Class C No. 54 John Bramley Moore after the chairman and deputy chairman of the company, respectively.
These arrived between 1880 and 1881. A further four followed from Beyer, Peacock in 1881. To assist local industry, a contract for eight was awarded to the Atlas Engineering Works situated in Sydney's Haymarket and delivered in 1881–1882. Their numbers were thinned from 1895 when No. 88 was converted to a 4-4-2T tank engine for Sydney suburban service with a further 19 following by 1902. These Tank Engines were reclassified the CC79 class. The remaining engines became the C80 class. The arrival of newer locomotives such as the D255 (later Z15), D261 (later Z16), O446 (later Z23) and P6 (later C32) classes saw them relegated to hauling secondary and later branch line services radiating out of Dubbo, Werris Creek, Narrabri and Moree, where some were equipped with cowcatchers for operation on unfenced lines. In an attempt to prevent cinders blocking the lower boiler tubes between cleanings in December 1956 an extended smokebox was fitted to 1219 with 1243 similarly modified in the 1960s.
Inspired by European designs, the Japanese tank program designed and developed the tanks which facilitated their campaigns in China and the Soviet–Japanese border conflicts, prior to World War II. They introduced many innovations as they built their designs, including bell crank suspensions, as pioneers in amphibious tanks, and the use of diesel engines that were less likely to catch fire compared with gasoline tank engines that were being used at the time. The Japanese generals had made a mistake in their assessment of the tanks used against China, a country whose army had only three tank battalions, and few anti-tank weapons. Type 1 Ho-Ni II variant with a 105 mm gun By 1937, Japan fielded 1,060 tanks in 8 regiments, most designed for and used in the infantry-support role. But this focus left the IJA without a tank capable of taking on other tanks, a deficiency that was brought home hard during the battle of Khalkin-Gol, a decisive defeat inflicted by the Soviet Union on the Mongolian border in 1939.
Because the improvement and replacement of the typical, former state railway, goods train locomotives such as the Prussian G 8.3 and G 8.2 would be necessary, standard goods train engines were procured too. First to appear after 1925 were the two-cylinder 2-10-0 locomotives of Class 43 and the three-cylinder Class 44s, each with a 20-ton axle load. As part of the drive towards standardisation, many components, such as the boilers, were largely identical with those of the Class 01. The Class 85 was built as a 2-10-2 tank locomotive variant in 1932. In 1928 the lighter 2-8-2 Class 86 tank engines arrived with a 15-ton axle load, as well as the 2-6-2 Class 64 tank locomotives (many parts being identical to those of the Class 24) for passenger and goods traffic on branch lines. The 2-8-2 Class 41 goods train locomotive (many of whose parts were the same as those of the Class 03) was designed for fast goods trains, e.g.
From the 1850s until their withdrawal in 1967 there were regular through trains daily between London Paddington and Birkenhead Woodside, including a sleeper train, all of which were scheduled to call at Hooton: these trains carried boards along their carriage sides proclaiming "PADDINGTON BIRMINGHAM SHREWSBURY CHESTER & BIRKENHEAD". Between Birkenhead and Chester they would always be hauled by fast, powerful tank engines; between Chester and Wolverhampton a "Castle" would typically haul the train, and between Wolverhampton and Paddington a "King" (in the final years it would have been a Western Region diesel hydraulic). Each morning there was a train to Bournemouth (West) and a three-portion train, of green carriages provided by the Southern Region on alternate days, which travelled via Oxford and Reading to Redhill, where the Brighton portion was detached, thence to Ashford where it was split into a portion for Margate, and another for Dover, Deal and Sandwich. The summer timetable would typically include services to and from destinations on the Cambrian Railways reached via Ruabon and Dolgelly (as Dolgellau was spelt by the railways at the time).
The 07 class was originally designed to replace steam power on the Southampton Docks network, which at its peak consisted of some 80 miles of track and immediately prior to the introduction of diesel power was operated by 6 ex-LBSCR 0-6-0 class E2 and 14 ex-Southern Railway USA class 0-6-0 tank engines. The specifications for the class arose from a report produced by the General Managers of British Transport Docks and the Southern Region of British Railways, in which the relative merits of the Drewry 204 hp 0-4-0 and BR 350 hp 0-6-0 diesel shunters were discussed. Due to the need to traverse small radius curves on the docks network, it was concluded that a compromise between the shorter wheelbase of the former and greater power output of the latter was desirable, thus giving rise to the requirement for a locomotive with a fixed wheelbase not exceeding 10 ft and maximum power output of around 275 hp to 300 hp (with a weight not exceeding 10 tons).
The city was also the home of the Nazi propagandist Julius Streicher, the publisher of Der Stürmer. During the Second World War, Nuremberg was the headquarters of Wehrkreis (military district) XIII, and an important site for military production, including aircraft, submarines and tank engines. A subcamp of Flossenbürg concentration camp was located here, and extensively used slave labour. The city was severely damaged in Allied strategic bombing from 1943 to 1945. On 29 March 1944, the RAF endured its heaviest losses in the bombing campaign of Germany. Out of more than 700 planes participating, 106 were shot down or crash-landed on the way home to their bases, and more than 700 men were missing, as many as 545 of them dead. More than 160 became prisoners of war. On 2 January 1945, the medieval city centre was systematically bombed by the Royal Air Force and the U.S. Army Air Forces and about ninety percent of it was destroyed in only one hour, with 1,800 residents killed and roughly 100,000 displaced.
Although much photographed toward the end of steam, this locomotive was not preserved but was scrapped at Eastleigh in 1963. With the Southern Railway concentrating on the design of larger locomotives for the increasingly heavy express passenger traffic on the South Eastern and South Western sections, with designs such as the King Arthur, Schools and Lord Nelson classes, and later the Bulleid Pacifics, as well as the expansion of the electrified third rail system from suburban roles (a system which had replaced the LB&SCR; overhead electrification, which in turn had replaced the role of the D class tanks on suburban traffic from around 1910), the company was not concerned about replacing the veteran tank engines on branch line workings, especially as many of the smaller branch lines were not economically viable for electrification, or were isolated from the rest of the electrified network. As a result, the Southern Railway felt that perseverance with the older locomotives such as the A1X on rural routes was the most economically viable option.
The front set exhausted through the smokebox and the rear set exhausted first through a feedwater heater in the tender and then to the open air through a large pipe, which can be seen in the photo. Since only half of the exhaust steam exited through the smokebox, firebox draft (and thus boiler heating) was poor. Although the boiler was large (in line with contemporary two-cylinder and four-cylinder practice), six large cylinders demanded more steam than even such a boiler could supply. With all six cylinders operating at their full pressure (which could not be sustained for very long), the Triplexes produced huge amounts of tractive effort (TE) that may have been the highest of any steam locomotives before or since. (Westing gives a figure of in compound mode and seems to indicate that it was the largest TE for any locomotive up to the time [1914–1916].) The Triplexes could also be considered the largest tank engines ever built since the tender had driving wheels as well and thus contributed to traction.
The Class H2 was employed extensively in shunting service in many parts of the country, together with the Class H1. By 1964, however, the only large tank engines still active on the SAR were fourteen of the Class H2s and one Class H1. The Class H2s were all allocated to Greyville Loco Depot in Natal, where they were used on station pilot duties at Durban and to shunt in the Harbour.Soul of A Railway, System 6, Part 2: Greyville Loco, Greyville Station to Umgeni & Berea Road to Rossburgh. Captions 8, 16, 17, 28, 33 & 35 (Accessed on 26 November 2016) Because of their light axle loading, the last ones to remain in service were retained for use on the Bluff in Durban until 1977, more than three-quarters of a century after they entered service. The main reason for their longevity was that, until the arrival of Class 36-000 diesel-electric shunting engines earlier in 1975, the H2’s were the only locomotives able to pass beneath the staithes of the aged Bluff coaling appliance at Wests and up to four or five of them were rostered for this work at any time.
In 1941, due to German advances, the factory and design shops were evacuated to the Ural mountains. The plant was united with Uralvagonzavod Plant in Nizhny Tagil into one enterprise called Urals Tank Plant No. 183. Although design improvements and production continued to concentrate on the T-34 and improved T-34-85, new design work was also continued during the war. The T-44 began production in the recaptured Kharkiv factory in 1945, and the first prototypes of the T-54 were built. After the war was over, the factory gradually transferred operations back to Ukraine (now as Kharkiv Diesel Factory No. 75). T-54 production was started in the Urals and Kharkiv in 1947–48, and the move ended with the 1951 establishment of the KB-60M Design Bureau in Kharkiv. During the post-war period, Morozov turned over further development of the T-54/55 to the Kartsev Design Bureau at Uralvagonzavod, and began work on a next-generation main battle tank, which would become the T-64, for which design Alexander Morozov would receive the Order of Lenin. Factory No. 75, renamed Malyshev Plant in 1957, built tank engines, and later took up production of T-54, T-55 (1958, the most-produced tank ever), and T-64 (1967) tanks.
The short distance from the junction with the SWR (Myrtle Hill Junction) to the C&CR; Carmarthen station was opened on 1 March 1860; the South Wales Railway station was renamed Carmarthen Junction on the same day.Stations at Carmarthen, in Railway Magazine, April 1961, page 294 It had been intended to open on 1 November 1859 but the mode of the junction was objected to by the SWR engineer. This was followed by opening of the line as far as Conwil on 3 September 1860; there was an intermediate station at Bronwydd Arms. The C&CR; relied on the SWR to work its line, and friction developed when the C&CR; claimed that the charges for this were excessive. Whatever the truth of that, the C&CR; was not earning enough to pay the working expenses and the service was suspended after only four months' operation, on 31 December 1860. There were outstanding debts to the SWR which the C&CR; was unable to pay, and the SWR seized £1,343 worth of rails and sold them. The C&CR; now determined to work the line itself, and hired two 4-4-0 tank engines; it reopened its line on 12 August 1861.The Disused Stations history gives 15 August 1861.
The pattern suburban E class tank loco was built by Kitson & Co of Leeds, England, in 1888 and was a typical British tank engine of the 2-4-2 wheel arrangement. The original loco, named "Tasmania" by the builder, was displayed in the Centennial International Exhibition in the Melbourne Exhibition Buildings in 1888. There were seventy-one engines in the class, numbered 426 (pattern engine), 346 to 394 (even numbers, Phoenix Foundry), 12, 34, 36, 428 to 460 (even numbers, Phoenix Foundry) and 472 to 520 (even numbers, David Munro). Five additional engines were delivered from Phoenix as EE class 462, 464, 466, 468 and 470, with a new wheel arrangement of 0-6-2T explicitly for shunting use. Following their evaluation, engines 482 and 496 in 1898, followed by 490 and 478 in 1906-1907, were converted to the same format although the latter two used 170psi boilers and 18-inch cylinders in lieu of the earlier 140psi boilers and 17-inch cylinders. The pattern engine was withdrawn in 1915, and two further units in 1917. As Melbourne's suburban electrification project progressed the 2-4-2 tank engines were quickly rendered obsolete. In the period 1919-1923, 20 engines were converted to match the nine existing shunters' 0-6-2T configuration (all bar 494 upgraded to 18-inch cylinders), while a further 25 were withdrawn.

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