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"tank locomotive" Definitions
  1. a locomotive having compartments for carrying its own fuel and water and not needing a tender
"tank locomotive" Synonyms
engine train locomotive steam engine tank engine diesel locomotive iron horse rolling stock wagon(US) waggon(UK) carriage stock intercity subway metro line Pullman sleeper tube coach

361 Sentences With "tank locomotive"

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

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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.
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.
A tank locomotive has good visibility for the driver in both directions. As the trains being hauled are usually light, the tank locomotive is more fuel efficient than a large tender locomotive. The cost of maintaining the engine is lower, and there is less wear and tear on the track.
A gauge tank locomotive made by Henschel and used in Togo, 1904. Rail transport in Togo began in 1905.
In 1904, a single 0-4-2 inverted saddle-tank locomotive named Caledonia was acquired from Dick, Kerr & Company of Kilmarnock in Scotland. On a saddle-tank locomotive the water tank is mounted astride the locomotive's boiler, while on the much less common inverted saddle-tank locomotive, the boiler is nested in the water tank. The locomotive was an oil-burner and used outside mounted Morton's valve gear. Apart from being named, it was also numbered 11 on the Cape Copper Company locomotive roster.
It is possible, but not confirmed, that the saddle-tank locomotive Durban was regauged to Cape gauge and retained in service.
The LSWR G6 class was an 0-6-0T tank locomotive designed by William Adams for the London and South Western Railway.
A & G Price Ltd. - Page 2. New Zealand Geared Locomotives. In addition a second-hand smaller saddle tank locomotive #28 was used.
The TKh49 also known as T3A or Ferrum 47 is a class of Polish steam industrial tank locomotive. It was built by Fablok.
The WAGR D class was a class of 4-6-4T tank locomotive operated by the Western Australian Government Railways (WAGR) between 1912 and 1964.
The WAGR Dm class was a class of 4-6-4T tank locomotive operated by the Western Australian Government Railways (WAGR) between 1945 and 1971.
The WAGR Dd class was a class of 4-6-4T tank locomotive operated by the Western Australian Government Railways (WAGR) between 1946 and 1972.
A sugar plantation in Natal.Old steam locomotives in South Africa: Umzinto, Indian Quran Study School, Hunslet 3385/1946 ;Locomotives used: :Hunslet 0-4-2 tank locomotive.
The WAGR U class was a single member class of 0-6-0T tank locomotive operated by the Western Australian Government Railways (WAGR) from 1904 until 1940.
The WAGR D class was a single member class of 0-4-0ST tank locomotive operated by the Western Australian Government Railways (WAGR) from 1884 until 1903.
The Canadian National 47 is a preserved class "X-10-a" 4-6-4T type tank locomotive located at Steamtown National Historic Site in Scranton, Pennsylvania. It is one of only three preserved CN 4-6-4Ts (CN 49 at the Canadian Railway Museum in Delson, Quebec and CN 46 at Vallée-Jonction, Quebec) and is the only Baltic-type suburban tank locomotive remaining in the United States.
When the Natal Government Railways (NGR) identified a requirement for a tank locomotive which could haul at least one-and-a-half times as much as a Dübs A locomotive, a tank locomotive was designed by George W. Reid, Locomotive Superintendent of the NGR at the end of the nineteenth century. On the NGR, these locomotives became known as the Reid Tenwheelers, later designated the NGR Class C.
The WAGR K class was a single member class of 0-6-2T tank locomotive used intermittently by the Western Australian Government Railways (WAGR) between 1891 and 1926.
A C class steam tank locomotive was borrowed from JNR to resume operations on the line from December 1945, and electric train operations resumed from 4 April 1946.
Locomotive SFAI 1400 was a small 0-4-0 tank locomotive built in 1870 for the Società per le strade ferrate dell'Alta Italia (SFAI) by Cockerill of Seraing.
The Ferrovie dello Stato Italiane (FS; Italian State Railways) Class 940 (Italian: Gruppo 940) is a 2-8-2 steam tank locomotive, derived from the Class 740 tender locomotive.
The SECR J class was a class of 0-6-4T steam tank locomotive built for heavy freight service on the South Eastern and Chatham Railway, by Harry Wainwright.
A small group based at Loughborough who are devoted to LNER Chief Mechanical Engineer, Sir Nigel Gresley. They also own large suburban tank locomotive GNR Class N2 No. 1744.
The line terminated in Okaihau until it was closed on 1 November 1987. D 221, a steam tank locomotive, has been on static display at Centennial Park since 1967.
The requirement for a tank locomotive which could haul at least one-and-a-half times as much as a Dübs A locomotive on the Natal Government Railways (NGR) mainline, resulted in the design of a tank locomotive by G.W. Reid, the Locomotive Superintendent of the NGR at the end of the 19th century. On the NGR, the locomotive type became known as the Reid Tenwheeler, later designated the NGR Class C .
The LSWR 46 Class was a class of 4-4-0 passenger tank locomotive designed by William Adams for the London and South Western Railway. None have survived for preservation.
The locomotive roster was expanded that year to include Maid Marian (now operating on the Bala Lake Railway) and an 0-4-0 tank locomotive built by Jung in Germany.
The NZR D class of 1929 comprised one 0-4-0 tank locomotive that was built for the New Zealand Railways Department by the Clayton Wagons Ltd in Lincoln, England.
A 2-4-2 tank locomotive, built by Baldwin Locomotive Works in 1899 and used on the private Raahe track in Finland, was later bought by the Finnish State Railways.
The Lancashire and Yorkshire Railway (LY&R;) Class 111 were designed by Kitson and Company for William Barton Wright, who had a requirement for a short- distance passenger tank locomotive.
The Prussian Class T 12 is an early, German, passenger train, tank locomotive built for the Prussian state railways in large numbers. These locomotives were superheated variants of the T 11.
Following the success of his I3 4-4-2 tank locomotive class, Douglas Earle Marsh decided to enlarge the class to create a tank locomotive capable of hauling the heaviest London-Brighton express trains. The first locomotive No. 325 was classified "J1" and completed by Brighton Works in December 1910. It incorporated a Schmidt superheater and Stephenson valve gear. After initial modifications to the firebox to improve its coal consumption, it proved to be a successful design.
LB&SCR; J1 class A tank locomotive or tank engine is a steam locomotive that carries its water in one or more on-board water tanks, instead of a more traditional tender. A tank engine may also have a bunker (or oil tank) to hold fuel. There are several different types of tank locomotive, distinguished by the position and style of the water tanks and fuel bunkers. The most common type has tanks mounted either side of the boiler.
Dorrigo Steam Railway and Museum has preserved Avonside 0-8-2 Tank Locomotive number 14, formerly operated by South Maitland Railways collieries line in the Hunter Valley of N.S.W. Number 14 is operational, it was built in 1909 in Bristol. The design combination of this 0-8-2 tank Locomotive and the N.S.W. Government Railways 50 class 2-8-0, produced the South Maitland Railways 10 class 2-8-2 Tank Locomotives. Number 14 is the only 0-8-2 in Australia.
1960, pp 30-31 The locomotives were built to two designs: the first four were originally side tank locomotives and are collectively known as the Small England class; the final two locomotives were delivered with saddle tanks and are known as the Large England class. The designation "TT" indicates a tender-tank locomotive, which is a tank locomotive with a tender. In these locomotives, water is carried in tanks on the locomotive while fuel (coal) is carried in the tender.
A character in The Railway Series by the Rev. W. Awdry is based on a Neilson prototype. Neil is a 'box tank' locomotive, who worked on the Sodor & Mainland Railway between 1856 and 1901.
The JGR Class 3900 was a type of 0-6-0 steam tank locomotive used on Japanese Government Railways. The locomotives were imported from Germany for the Abt rack system railway built in Karuizawa, Nagano.
The 1661 Class was William Dean's second design of tank locomotive for England's Great Western Railway. Like the 1813 Class which preceded them, there were 40 1661s, turned out of Swindon Works in two batches.
There are a number of types of tank locomotive, based on the location and style of the water tanks. These include the side tank, the saddle tank, the pannier tank, the well tank and others.
The company also operated four more tank locomotives, one 9 Ton and three 12 Ton, possibly also acquired from Dick, Kerr. In 1904, a single gauge 0-4-2 inverted saddle-tank locomotive named Caledonia was placed in service by the Cape Copper Company as a shunting engine at O'okiep in the Cape Colony. In 1905, the Cape Copper Company also placed a single 0-4-2 tank locomotive named Britannia in service as a shunting engine at Port Nolloth in the Cape Colony.
Novelty, the first tank locomotive The first tank locomotive was the Novelty that ran at the Rainhill Trials in 1829. It was an example of a Well Tank. However, the more common form of Side tank date from the 1840s; one of the first of these was supplied by George England and Co. of New Cross to the contractors building the Newhaven, Sussex branch line for the London Brighton and South Coast Railway in 1848. In spite of the early belief that such locomotives were inherently unsafe,.
The first engine was a small four-coupled tank locomotive in 1827, in addition to a steam traverser and two mobile cranes. These were for their own use, their main business being marine and stationary engines.
Only No. 618 was preserved, also at Haapamäki. Finland had only one tank locomotive class with a 2-8-0 wheel arrangement, the class M1 consisting of one solitary locomotive numbered 66. It was not preserved.
3112 is a two-cylinder, simple, non-condensing, saturated, coal-fired ‘Baltic’ type, 4-6-4 steam C30 class tank locomotive built for the New South Wales Government Railways in 1914 by Beyer, Peacock and Company.
The line closed again in 1922 and all the tracks lifted except the Lower Rhos to Pentre section. This last remaining section was worked using an unknown 0-4-0 side tank locomotive for several more years.
The WAGR U class was a class of 4-6-2 steam locomotives operated by the Western Australian Government Railways (WAGR) between 1946 and the late 1960s. One was rebuilt as a 4-6-4 tank locomotive.
Peckett and Sons 0-6-0 saddle tank locomotive "Hollymoor" It was a standard gauge light railway built by Forster & Dicksee with the help of a "Puffing Billy". Other locomotives used on the line included "Crossness", "Hendon" and "Sherwood".
The Imperial Austrian State Railways (kaiserlich-königliche österreichische Staatsbahnen or kkStB) built two successful locomotives of this wheel arrangement in 1907. Similarly the Federal Railway of Austria (BBÖ) built two examples of an express tank locomotive in 1934 and 1937.
24 August 1927 - the Sevenoaks railway accident. River class tank locomotive No. 800 River Cray derailed at Shoreham Lane between Dunton Green and Sevenoaks. Thirteen people were killed and 20 were injured. The locomotives were withdrawn and rebuilt as tender locomotives.
A 0-4-2 saddle tank locomotive No. 22 was built in 1855 to work the line and remained in service until 1866. The fare up to London was six shillings for first class travel, and three shillings for third class.
This locomotive was soon found to be too heavy for the light 17 kg/m rails of the railway, and it was sold to Estonia. In 1922 the railway purchased a small tank locomotive made by Lokomo in Tampere, Finland; in 1937 it bought a large tank locomotive made by Henschel in Kassel, Germany. This locomotive had to be given to the Soviet Union as a penalty fee for late war reparation payments in 1945. To replace the Henschel lost to the Soviet Union, the railway ordered two new locomotives from S. A. Les Ateliers Métallurgiques Nivelles Division de Tubize in Belgium.
The Czechoslovak State Railways (CSD) was one of the largest tank locomotive users in Europe. The dense railway network in Bohemia and Moravia provided the ideal environment for local short distance passenger train workings powered by numerous classes of tank locomotives. On 31 December 1937, the CSD had no less than 1,250 tank locomotives on its roster, of which 385 were eight-coupled tank locomotives. The first Czechoslovakian 1’D2’t-h2 (2-8-4) tank locomotive was derived from the CSD Class 455.1 1’D-h2 (2-8-0) tender locomotive, with water tanks, a coal bunker and a trailing bogie added.
In 1923 Union Lumber Company transferred a locomotive from the California Western Railroad to replace the aged Dinky. This locomotive had been built by Baldwin Locomotive Works as a 2-4-2 tank locomotive in 1884, and became California Western Railroad number 3 in 1895. It had been rebuilt as a 2-4-4 tank locomotive at Fort Bragg, officially retired from California Western service before 1917, and recorded as sold to Mendocino Lumber Company in 1918; but was not delivered until five years later. No documentation has been found indicating this fourth locomotive was named or numbered in service on Big River.
It was a tank locomotive, designed in 1868 by Reuben Wells for the Jeffersonville, Madison and Indianapolis Railroad and named for its designer. The Reuben Wells is on display at the Children's Museum of Indianapolis. It is long and weighs 55 tons.
The Prussian state railways grouped a variety of different types of passenger tank locomotive into its Prussian Class T 5. Several examples of the sub- classes T 5.1 and T 5.2 transferred into the Deutsche Reichsbahn as DRG Classes 71.0 and 72.0.
LB&SCR; D3 class was a 0-4-4T tank locomotive design, by Robert J. Billinton, built for the London Brighton and South Coast Railway (LB&SCR;) between 1892 and 1896. They were built for working passenger trains along country and main lines.
A crane tank preserved as a static exhibit at Bressingham. A crane tank (CT) is a steam tank locomotive fitted with a crane for working in railway workshops or other industrial environments. The crane may be fitted at the front, centre or rear.
The Midland Great Western Railway (MGWR) Class P were an 0-6-0T tank locomotive designed by Martin Atock introduced in 1881 designed for shunting and banking round North Wall freight yard. After 1925 they became Great Southern Railways (GSR) class 614 / Inchicore class J10.
The Pays de Waes is a preserved tank locomotive built in 1844, which is part of the historical collection of the National Railway Company of Belgium (SNCB), on display at Train World. It is reputed to be the oldest preserved locomotive on the European continent.
The NGR's no. 15 was still in service by 1909. During 1905 or 1906, a locomotive classification system was introduced on the NGR and no. 15 became part of Class K, which consisted of a potpourri of different tank locomotive types with different wheel arrangements.
Prussian T 20, class BR95 Examples on the German railway systems included classes BR84 and BR85, both standard tank locomotive designs built in 1935 and 1937 respectively, and class BR95, a tank locomotive built in 1922 by the Prussian State Railways as the Prussian T 20. From 1936, the German railways built 28 three-cylinder tender freight locomotives of class BR45, which were the largest steam locomotives on the system. Further examples, still in regular service, are the metre-gauge DR Class 99.23-24 on the Harz Narrow Gauge Railways and the 750 mm-gauge DR Class 99.77-79 on the Rügen narrow-gauge railway.
The was also a fairly common wheel arrangement for passenger tank locomotives. As such, it was essentially the tank locomotive equivalent of a tender locomotive, with water tanks and a coal bunker supported by four trailing wheels instead of in a tender. In New Zealand, all 4-6-4T locomotives were tank versions of 4-6-2 locomotives. The first known tank locomotive was rebuilt from a Natal Government Railways (NGR) K&S; Class which was modified in 1896 to enable it to run equally well in either direction on the Natal South Coast line, where no turning facilities were available at the time.
Durban Harbour's Congella of 1902 was a South African steam locomotive from the pre-Union era in the Colony of Natal. In 1902, the Harbours Department of the Natal Government placed a single saddle-tank locomotive named Congella in service as dock shunting engine in Durban Harbour.
In 1904, the Natal Harbours Department placed a single saddle-tank locomotive in service at Durban Harbour. It was built by Hunslet Engine Company of Leeds and was numbered as well as named, ', after Sir Albert Henry Hime, Prime Minister of Natal from 1899 to 1903.
The Oldenburg Class T 1 was an early German locomotive operated by the Grand Duchy of Oldenburg State Railways. It was a four-coupled tank locomotive for shunting duties. There were two types, of which the later one entered the Deutsche Reichsbahn fleet and became Class 98.74.
Novelty was the first tank locomotive as it carried its water in a well tank between its wheels. As one of the rules for the Rainhill Trials related to the weight of the engine without a tender, a special allowance had to be made for Novelty.
"Wellington", North Otago Times 23(1220) [10 March 1876]: 2. Construction was not difficult and the branch opened on 19 March 1877. The first train was hauled by an A class tank locomotive and had three carriages plus a guard's van.Leitch and Scott, Exploring New Zealand's Ghost Railways, 81.
Mecklenburg centred its procurement of locomotives on its largest neighbour, Prussia. As far as possible, Prussian designs were used. One genuine Mecklenburg engine was the T 4, a tank locomotive for branch line operations. In contrast to other German railway administrations the M.F.F.E. ordered no express train locomotives.
In 1904, the Wellington and Manawatu Railway Company (WMR) ordered a 2-8-4 tank locomotive from Baldwin Locomotive Works for banking duties on the % (1 in 40) gradients from Wellington to Ngaio. The locomotive, no. 3, was nicknamed Jumbo. When the New Zealand Government purchased the WMR, no.
In 1878, while construction work by the Kowie Harbour Improvement Company was underway at Port Alfred, the Cape Government Railways acquired one broad gauge (Saddle Tank) locomotive named Aid from Fox, Walker and Company of Bristol for use as construction locomotive on the east bank of the Kowie river.
Forney-type tank locomotive from the Manhattan Elevated Railway on the Guangdong–Sanshui railway in 1903 The Guangzhou–Sanshui railway was built from 1902 to 1904 by an American company from 1902 to 1904 as an extension of the Guangdong–Hankou railway, west from Guangzhou through Foshan to Sanshui.
The remainder of the line was regauged to narrow gauge in 1961Andrews 1991 p. 66 and became part of the TransNamib. OMEG tank locomotive with high-side gondola near Tsumeb about 1931. South African Railways gauge SAR NGG 16 Class Garratt, preserved in operating condition on the Welsh Highland Railway.
The Natal Railway 0-4-0ST Durban of 1865 was a South African steam locomotive from the pre-Union era in the Natal Colony. In 1865, the Natal Railway Company acquired a saddle-tank locomotive with a wheel arrangement. This was the Natal Railway's second locomotive and was named Durban.
The original Meyer locomotive used two articulated bogies beneath a tank locomotive frame carrying the boiler and water tanks. This limited the space available for the firebox, a disadvantage which could be avoided, for small locos, by the use of Bagnall's boiler with a circular firebox entirely above the frames.
The RPSI is also looking at the possibility of building a new member of the class (No.58) to give them a second mainline tank locomotive considering the low availability of turntables on modern day lines. The last locomotives to work in the United Kingdom were two of these tank locomotives.
The Taff Vale Railway U and U1 classes were 0-6-2T steam tank locomotive operated by Taff Vale Railway, Wales, from 1895. All were still in use when the Taff Vale Railway was acquired by the Great Western Railway in 1922, but were withdrawn from traffic between 1927 and 1931.
In New Zealand, Mainline Steam's Bagnall tank locomotive has appeared as Thomas on a number of different locations, including at the Britomart Transport Centre in Auckland and has also appeared at the extremely popular biannual "Day out with Thomas the Tank Engine" weekends at the Glenbrook Vintage Railway, south of Auckland.
The Olomana is a narrow gauge 0-4-2 saddle tank locomotive built by Baldwin Locomotive Works in 1883 for the Waimanalo Sugar Company in Hawaii. It is currently in the Railroad Museum of Pennsylvania, on loan from the Smithsonian Institution. It was the third self-propelled vehicle to operate in Hawaii.
In February 1881, two Dübs & Co two 2-4-2T locomotives entered service on the Bundaberg Railway. Per Queensland Railway's classification system they were designated the 4D9 class, the 4 representing the number of driving wheels, the D that it was a tank locomotive, and the 9 the cylinder diameter in inches.
After the war, in 1947 the locomotive was given a designation Tx3-427. According to new regulations, in 1961 the locomotive was included into Tx26 class and renumbered to Tx26-427 (tank locomotive, x - D axle arrangement, 26 – Polish origin locomotive designed in 1926, which in this case was an errorPokropiński, Bogdan (2000).
G.W. Reid The requirement for a tank locomotive which could haul at least one-and-a-half times as much as a Dübs A locomotive on the mainline of the Natal Government Railways (NGR) resulted in the design of a tank locomotive by NGR Locomotive Superintendent G.W. Reid. Altogether 101 of these locomotives were built by Dübs and Company and North British Locomotive Company, delivered between 1899 and 1903 and numbered in the range from 149 to 249. On the NGR, the locomotive type became known as the Reid Tenwheeler, until a classification system was introduced in 1905 or 1906 and they were designated the NGR Class C.The Railway Report for year ending 31 Dec. 1908, Natal Government Railways, p.
While the wheel arrangement and type name Atlantic would come to fame in the fast passenger service competition between railroads in the United States by mid-1895, the tank locomotive version of the Atlantic type first made its appearance in the United Kingdom in 1880, when William Adams designed the 1 Class T of the London, Tilbury and Southend Railway (LT&SR;). The is the tank locomotive equivalent of a 4-4-0 American type tender locomotive, but with the frame extended to allow for a fuel bunker behind the cab. This necessitated the addition of a trailing truck to support the additional weight at the rear end of the locomotive. As such, the tank version of the wheel arrangement appeared earlier than the tender version.
This number started out in 1881 on a 4-2-4T, the only tank locomotive built by the Great Western Railway with single driving wheels (though not the only tank locomotive operated by the Great Western, which inherited some from the Bristol and Exeter Railway), these being in diameter and had unusually large cylinders. It did little work as it was prone to derailing, indeed it did this in front of William Dean on its first trial move out of the shed. In 1884 it was rebuilt as a strange-looking 2-2-2 tender locomotive with outside Stephenson's valve gear. In 1890 it was rebuilt with more conventional double frames and inside valve gear similar in style to the Queen Class.
The next digit indicated the axle load, with a '0' being used for 10 Mp and a '1' for 11 Mp. The last two digits indicated whether the engine was a tank locomotive (01 to 50) or a tender locomotive (from 51). The last steam locomotives in the Deutsche Reichsbahn were decommissioned in the 1980s.
The 6D8½ class was a class of similar locomotives built by John Fowler & Co, Leeds over a 23-year period. Per Queensland Railway's classification system they were designated the 6D8½ class, the 6 representing the number of driving wheels, the D that it was a tank locomotive, and the 8½ the cylinder diameter in inches.
The standard type of locomotive on PLR was the 20 ton 0-6-4 tank locomotive with small (27 inch diameter) coupled wheels and an axle load of only 4.75 tons. During the SER centenary celebrations in 1987, set of four postage stamps were released. One of the stamps featured the PL 691 locomotive.
Freight included cattle, milk, and general goods. One pick-up freight train per day, usually with a 52xx Class 2-6-2 Prairie tank locomotive in charge. Passenger trains usually consisted of one or two coaches, often using older "Hawksworth" stock, and pulled by either a 0-6-0 ex GWR Pannier tank, or another 2-6-2 Prairie.
A Kurrajong-bound two-car passenger train trundles along March Street in Richmond (circa 1950). The regular passenger train on the railway consisted of a Z20-class tank locomotive hauling two carriages. Just like the Camden line, the train was given the nickname of 'Pansy'. The journey was timed to take between 30 and 35 minutes.
Tank locomotive number 13 first appeared in 1886 as a 2-4-2WT, or well tank. In this form it worked on the St Ives branch and also on the Watlington branch. In 1897 it was rebuilt as a 4-4-0ST, or saddle tank. The large bunker and rear water tank were reduced in size.
25 and 45. 55051 was withdrawn in the summer of 1956, but 55053 was overhauled and continued in service. However early in 1957 its leading axle broke while it was hauling a mixed train on the branch. No-one was injured but this was the end of 55053, and an 0-6-0 pannier tank locomotive, no.
Initially steam locomotives of Orenstein & Koppel (O&K;) and a saddle tank locomotive of Bagnall were used. One O&K; locomotive was named Florence, one had the number 7 (O&K; works number 12678 of 1935)Vidar Skilnand: Guano Railway. and another one the number 11 (O&K; works number 9880 of 1922). Later diesel locomotives were used.
Resolution by Parks and Recreation Committee. City of Flint, MI. January 22, 1981. Around 2010, Knotts Berry Farm became the home to H.K. Porter tank locomotive "Jennie K.". The planned restoration of this locomotive did not happen and it was sold in 2017 to Garner Holt of Garner Holt Productions, who is planning to restore it to operating condition.
On the line between Heidelberg und Wiesloch one locomotive achieved a speed of 54 km/h with 20 wagons. On a fast run the engines could manage 85 km/h. The majority of the engines were retired by 1863. Only the last one was converted in 1854 into a tank locomotive and stayed in service until 1867.
The German Class 87 was a standard (see Einheitsdampflokomotive) goods train tank locomotive with the Deutsche Reichsbahn-Gesellschaft (DRG). It was specifically designed by the firm of Orenstein & Koppel for use in Hamburg Harbour. The harbour lines had minimal curve radii of only and high train loads to be moved. The axle load had to be no more than .
There were five passenger trains each way weekdays, and the journey time was 15 minutes. Branch trains used a bay platform at Chathill NER station. An 0-6-0 saddle tank locomotive was obtained from Manning Wardle on hire purchase as no money was available for an outright purchase. The locomotive was given the name Bamburgh.
Durban Harbour's John Milne of 1879 was a South African steam locomotive from the pre-Union era in the Colony of Natal. In 1879, the Harbour Board of Natal placed a single saddle-tank locomotive in service, its first own locomotive for shunting work on the docks.NGR Class K of 1879, John Milne & no. 15Espitalier, T.J.; Day, W.A.J. (1944).
The opening of the Belfast Central Railway in 1872 led to an increase in railway freight along the Belfast quays. The BNCR ordered an 0-4-0 saddle tank locomotive from Sharp, Stewart and Company in Manchester to work the traffic. This engine, works number 2444, was delivered in 1874. It was numbered 42 in the BNCR's stock.
The Cape Copper Company 0-4-2T Britannia of 1905 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1905, a single 0-4-2 tank locomotive was placed in service by the Cape Copper Company as a shunting engine at Port Nolloth in the Cape of Good Hope.
Blyth, who organised the construction of the line, was also given the task of negotiating for the locomotives and rolling stock. Orders for these were rather late in being placed for the opening of the line. At the start all they had was one engine and two carriages. This engine was a 0-4-2 tank locomotive and was named Banff.
The Lickey Banker Only two 0-10-0 locomotives saw service on British railways. One was a suburban tank locomotive prototype, built by James Holden for the Great Eastern Railway in 1902 and called the Decapod. The other was a tender locomotive, no. 2290, built by the Midland Railway in 1919, specifically for use as a banker for the Lickey Incline.
Photographic evidence shows that at least one of these locomotives was rebuilt to a saddle-tank engine. Towards the end of 1896, a saddle-tank locomotive was sold to the Oranje-Vrijstaat Gouwerment-Spoorwegen (OVGS), where it was classified as 2nd Class, allocated number 3 and named Bloemfontein. It was employed as shop locomotive at the Bloemfontein railway workshops.Espitalier, T.J.; Day, W.A.J. (1944).
Durban Harbour's Sir Albert of 1904 was a South African steam locomotive from the pre-Union era in the Natal Colony. In 1904, the Harbours Department of the Natal Government placed a single saddle-tank locomotive, named Sir Albert, in service as harbour shunting engine in Durban Harbour.Espitalier, T.J.; Day, W.A.J. (1944). The Locomotive in South Africa - A Brief History of Railway Development.
The RPSI was considering the possibility of building a new member of the class (No.58) to give them a second mainline tank locomotive considering the low availability of turntables on modern day lines. However, a NCC Class W Mogul is being built instead, due to the longer range between coaling and watering allowed by a tender engine.RPSI Newsletter June 2010.
The Shropshire and Montgomeryshire Railway's 0-4-2WT locomotive "Gazelle" has trailing wheels of the Mansell type. "Gazelle" is preserved at the Colonel Stephens Railway Museum. The first examples built of the GWR 4-4-0 Duke class of 1895 also used Mansell wheels for their bogie and tender. Another tank locomotive 0-4-4T class bogie used Mansel (sic) wheels.
Awdry himself puts it. He does bear a resemblance to several designs of 0-4-0 tank locomotive built by the Avonside Engine Company such as GWR No. 1340 Trojan, and so Awdry stated that Percy had probably begun as one of these, but had been extensively rebuilt - "fitters at Crovan's Gate have found components made by Hunslet and other manufacturers".
Stanley is based on a Baldwin Class 10-12-D 4-6-0 pannier tank locomotive. 495 of these locomotives were built by Baldwin and ALCo from 1916 - 1917 to run on the War Department Light Railways trench lines. Stanley's role is taken by Smudger in the television series, who is more akin to Rheneas (indeed, Smudger's model was Rheneas' repainted).
For branch line service, the DR designed a smaller wheeled version of the Class 65.10. This locomotive had only a 15-ton axle load and became the DR Class 83.10. Its maximum speed in both directions was . These locomotives were also fitted with the DR's version of "Witte" smoke deflectors, the only tank locomotive designed for freight service that had them.
522, GWR 517 Class 0-4-2 saddle tank locomotive (built at Wolverhampton in 1868), was affectionately known as the Marlow Donkey. No. 522 was rebuilt at Swindon Works in 1884 and similar Metro 2-4-0 class locomotives remained in service until 1935 when autotrains were introduced. The GWR acquired the remainder of the capital and owned the line from 1897.
Hecate at Eastleigh in 1950 In 1904, an 0-8-0 tank locomotive was purchased for the K&ESR.; It is widely thought that this locomotive was purchased to work on the H&MJLR.; The builder was Hawthorn Leslie & Company (works number 2587/1904) and it became K&ESR; No.4 Hecate, later Southern Railway No.949 and British Railways No.30949.
The Cape Copper Company 0-4-2IST Caledonia of 1904 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1904, a single 0-4-2 inverted saddle-tank locomotive was placed in service by the Cape Copper Company as a shunting engine at O'okiep in Namaqualand in the Cape of Good Hope.
The Pureo7-100 class (푸러7-100) was a class consisting of a single steam tank locomotive with 2-6-2 wheel arrangement operated by the Korean National Railroad in South Korea. The "Pureo" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, the Chosen Government Railway owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52 - including this one; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea. The Chosen Gyeongnam Railway, a privately owned railway in the southwestern part of colonial-era Korea, received a single 2-6-2T tank locomotive built by Nippon Sharyō of Japan in 1928, which it numbered 101.
The first locomotive to be designed for the Natal Government Railways (NGR) by D.A. Hendrie, who had succeeded G.W. Reid as Locomotive Superintendent of the NGR on 8 January 1903, was a tank locomotive. It was built by the newly established North British Locomotive Company (NBL) in the former Dübs shops in Glasgow, Scotland.The Railway Report for year ending 31 Dec. 1908, Natal Government Railways, p.
Durban Harbour's Edward Innes of 1901 was a South African steam locomotive from the pre-Union era in the Colony of Natal. In 1901, the Harbours Department of the Natal Government placed a single side-tank locomotive named Edward Innes in service as harbour shunting engine in Durban Harbour.Espitalier, T.J.; Day, W.A.J. (1944). The Locomotive in South Africa - A Brief History of Railway Development.
The NZR WA class locomotives were a class of Tank locomotive built for use for New Zealand Railways (NZR). 11 were built in-house at the Addington Workshops and at Hillside Workshops. Four more were converted from old J class 2-6-0 locomotives. Three were fitted with brakes to assist descent on the Fell- operated Rewanui and Roa inclines on the South Island's West Coast Region.
Victorian Railways class NA 2-6-2 tank locomotive on the Puffing Billy Railway In Australia, no tender versions of the 2-6-2 operated on any system. However, three classes of did. In New South Wales a class of twenty engines, the Z26 class, formerly the (I)17 class, entered service in 1892 and operated until the end of steam. Two are preserved, no.
The JGR Class 2120 was a B6 type 0-6-2 steam tank locomotive used on Japanese Government Railways for shunting and pulling freight cars. The earliest locomotives of this type were imported from Great Britain. One is preserved at the Ome Railway Park in Ome, Tokyo. During the Russo-Japanese War, the Imperial Japanese Army captured the southern portion of the Russian-owned Chinese Eastern Railway.
Under the Whyte notation for the classification of steam locomotives, ' represents the wheel arrangement of two leading wheels on one axle, four powered and coupled driving wheels on two axles and no trailing wheels. The notation 2-4-0T indicates a tank locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself, rather than in an attached tender.
Baxter (1977). The more common side-tank version was introduced on the Great Eastern Railway by Samuel Waite Johnson in 1872, and was soon afterwards adopted by most mainline railways in the UK, and became the standard configuration for a passenger tank locomotive until about 1900. Examples have included the LSWR O2 Class, Midland Railway 2228 Class, the LSWR M7 Class and the Caledonian Railway 439 Class.
The superheated variant of the Prussian T 5.was the first superheated tank locomotive in the Prussian state railways. They were built to a Schmidt design and had better performance than the saturated steam variant of the T 5.2. Externally they differed from the wet steam T 5.2 locomotive in that they had a higher smokebox, a different location for the steam dome and a longer wheelbase.
Bullard Company No. 2 is a small tank locomotive at Steamtown National Historic Site. It spent its working life as an industrial switcher in Bridgeport, Connecticut. The locomotive joined the Steamtown, USA collection in Bellows Falls, Vermont in June 1963, and is displayed inoperable at Steamtown National Historic Site. It is among the smallest standard gauge locomotives in the world, being no larger than an average car.
Natal Government Railways 'A' Class 4-8-2 tank locomotive No. 196 (Works Number 3819 of 1899) returned to the UK for preservation by the NBL Preservation Group on 12 May 2011. It is on display at the Mizens Railway near Woking in Surrey. Full details can be found on www.nbloco.net On the Isle of Man Railway, Manx Northern Railway 0-6-0 no.
The South African Railways Dock Shunter 0-4-0T of 1909 was a steam locomotive. A single second-hand 0-4-0 tank locomotive was bought by the South African Railways in 1941 and employed as harbour shunting engine in Cape Town. The engine had, until then, been used as construction locomotive by the contractors who undertook the construction of the new Table Bay harbour.
However, one of the subsequent designs of a 0-4-4-0 wheel arrangement had an unacceptably high axle-loading of , which increased the risk of damaging the Southern Railway's track. By developing the proposal further, Bulleid settled for a 0-6-0+0-6-0 design of bogied tank locomotive, which spread the weight more evenly over the rails and reduced the axle- loading.
The Baden X b of the Grand Duchy of Baden State Railway was a goods train tank locomotive with a 0-8-0T wheel arrangement. In 1925 out of the 98 examples built, 90 entered the Deutsche Reichsbahn as DRG Class 92.2–3 in their numbering plan. Of these, 80 were taken over by the Deutsche Bundesbahn and two by the Deutsche Reichsbahn (GDR).
Baltimore and Ohio Railroad 0-4-0VB Atlantic no. 2 1832, the Grasshopper at the B&O; Railroad Museum An early example of the 0-4-0 vertical boiler type was the Baltimore and Ohio Railroad's Atlantic No. 2, built in 1832 by Phineas Davis and Israel Gartner. In the United States, the 0-4-0 tank locomotive was principally used for industrial railway purposes.
The Princess, a Festiniog Railway 'Small England class' , at Portmadoc Harbour railway station around 1871. A tank locomotive may also haul a tender behind it. This is usually found on narrow gauge railways where the small size of the locomotive restricts the space available for fuel and water. Where a tender was used it usually carried only fuel with the locomotive's water tanks remaining in place.
In 1889, six small 0-4-0T tank locomotives were delivered to the NZASM by the German engineering firm and locomotive builder Maschinen­fabrik Esslingen, owned by Emil Kessler. Five of these were the NZASM 14 Tonners. The sixth, the sole 13 Tonner, was also a well-and-side-tank locomotive with a 0-4-0T wheel arrangement and was similar to, but lighter than the 14 Tonner.
Before this station was opened, Bilson Halt on the Forest Of Dean Branch temporarily served the town from August 1907 until the opening of the loop which connected the two railways. The last day of passenger services was 1 November 1958. The 14:52 Newnham to Cinderford train consisted of four coaches hauled by a GWR 5700 Class pannier tank locomotive No. 7750 built at Swindon Works.
The NZR W class consisted of two steam locomotives built at the Addington Railway Workshops in Christchurch, New Zealand by the New Zealand Railways Department (NZR). They were the first locomotives to be built by NZR. Almost all subsequent tank locomotive classes built by NZR were classified as sub- classes of the W class, e.g. WA, WAB, WB. The only exception was the Y class.
It is a standard gauge superheated steam tank locomotive with 5 coupled axles, which is similar to the Henschel-Type E800 but with some notable exceptions. Therefore it is called Henschel-Type Bochum. During World War II the firebox could not be made from copper, and steel was used instead. In 1956 it was modified by installing roller bearings and a mixing pre-heater by Henschel.
No. 26 (Blackrock) was converted into a 2-4-0T tank locomotive in 1900 and served on the Shillelagh branch line thereafter. No. 25 was Irish Civil War loss. All were life expired by 1925 and withdrawn immediately on the amalgamation to Great Southern Railways apart from No. 24 which lasted until 1928 becoming GSR No. 422 and the sole member of class 422 / G7.
On 10 July 2008, the Duke of Kent visited the railway following the 40th anniversary of its reopening. While at the railway, the Duke travelled in the carriage and on the locomotive footplate of a specially prepared "Royal Train", consisting of tank locomotive 41241, an LMS Class 2MT, pulling a single carriage, The Old Gentleman's Saloon, as featured in The Railway Children, which is a former North Eastern Railway directors Saloon.
The Natal Government Railways Class K 0-6-0ST of 1880 was a South African steam locomotive from the pre-Union era in the Colony of Natal. In 1880, the Natal Government Railways placed a single saddle-tank locomotive in service. It was virtually identical to the Harbour Board of Natal's locomotive John Milne of 1879 and was built by the same manufacturer. During 1905 or 1906, the locomotive was designated .
The German DRG Class 95 was a ten-coupled tank locomotive with a 2-10-2 wheel arrangement, which was procured by the Deutsche Reichsbahn (also referred to later as the Deutsche Reichsbahn-Gesellschaft or DRG) in 1922 for hauling heavy goods trains on steep main lines. Because the development of this class was begun by the Prussian state railways, it was designated as the Prussian Class T 20.
The Natal Government Railways (NGR) Class D 4-8-2T Mountain type tank locomotive was designed by William Milne, the locomotive superintendent of the NGR from 1877 to 1896, and built by Dübs and Company. One hundred of these locomotives were delivered in ten batches by Dübs between 1888 and 1899 and in 1915 another two were built from spare parts by the South African Railways (SAR) in their Durban shops.
Ericsson and Braithwaite's entry for the Trials, their Novelty, was an 0-2-2 well tank locomotive. Both the driving wheels and trailing wheels were the same size, and there may also have been the facility to fit a coupling chain drive to give better adhesion 'when needed'. Novelty has also been described as a 2-2-0WT design, as there is no clear 'front' or 'rear' to this design.
During the 1850s and 1860s these designs were widely copied by other railways, both in the United Kingdom and overseas.Hamilton Ellis, Some Classic Locomotives, George Allen and Unwin, 1949, pp.19-32. 0298 Class Well tank locomotive During the mid-1840s, Sir John Hawkshaw developed a new style of 2-4-0 passenger locomotive with outside cylinders in front of the leading wheels and the rear driving axle behind the firebox.
The network of Spain used one Mikado tank locomotive and two versions of tender locomotives. The Spanish manufacturer MTM delivered six 2-8-2T locomotives to the Madrid-Caceres-Portugal line in 1925. A project at MTM in 1942 to build a big 2-8-2 never realised. The first tender version was built by two American companies in 1917, fifteen by Brooks Locomotive Works and forty by Schenectady Locomotive Works.
The Baden VI b was the first German tank locomotive with a 2-6-2 wheel arrangement. It was developed by the firm of Maffei for the Grand Duchy of Baden State Railways in order to provide faster services on the Höllentalbahn. As a result, the first six batches were given a firebox sloping to the rear. One striking feature was also the connecting pipe between the two steam domes.
In 1842, Laird, who not receiving the financial return he expected, left the partnership. Kitson was then joined by Isaac Thompson and William Hewitson, the company becoming Kitson Thompson and Hewitson. In 1851 the company exhibited an early tank locomotive at The Great Exhibition, and was awarded a gold medal. In 1858 Thompson left and the firm became Kitson and Hewitson, then, finally, Kitson and Company in 1863 when Hewitson died.
In October 1898, two Dübs & Co locomotives entered service. Per Queensland Railway's classification system they were designated the 4D11½ Abt class, the 4 representing the number of driving wheels, the D that it was a tank locomotive, and the 11½ the cylinder diameter in inches. They were built to assist conventional locomotives up and down a steeply graded rack railway section of the Central Western line at Mount Morgan.
This sole locomotive later became the Class C2 on the South African Railways (SAR). The first known locomotive class to be designed with a wheel arrangement, the NGR's Class F tank locomotive, was based on this modified locomotive and built by Neilson, Reid and Company in 1902. These became the Class E on the SAR in 1912. One streamlined 4-6-4T was built for the Deutsche Reichsbahn in 1935.
Four tank locomotive designs were introduced in the United Kingdom during 1910 and 1911. Charles Bowen- Cooke of the London and North Western Railway (LNWR) introduced his Prince of Wales Tank Class in 1910. It was a tank locomotive version of his successful Prince of Wales Class. 47 were built for suburban services out of Euston station. In the same year, the NER Class Y, designed by Wilson Worsdell and later to become the LNER Class A7, was introduced by Worsdell's successor for hauling coal trains. It had been developed from the NER Class X heavy shunters, later the LNER Class T1. LB&SCR; class J1 of 1910 Also in 1910, D. E. Marsh of the London, Brighton and South Coast Railway (LB&SCR;) designed an entirely new J1 class locomotive for London to Brighton express trains. Only one was built before his successor, Lawson Billinton, altered the design to create the J2 class.
The Natal Government Railways Class I 2-6-2T of 1901 was a South African steam locomotive from the pre-Union era in the Colony of Natal. In 1894, the Natal Government made provision for the extension of the North Coast line from Verulam to the Tugela River. The Zululand Railway Company was contracted for the construction of the line in 1895. In 1901, the company acquired one side- tank locomotive as construction engine.
In June 1899, a single small side-tank locomotive with a 2-4-2 Columbia type wheel arrangement was shipped from Kerr, Stuart and Company of Stoke-on-Trent in England. It arrived in Walvis Bay on 22 August 1899 aboard the barque Primera, along with a distilling plant, railway trucks and 200 tons of coal. The engine was named Hope and was placed in service on the short Walfish Bay Tramway.Jux, Frank (1991).
The new locomotive was more efficient than Shay locomotives on that section of track, but it could not negotiate the steep grades and sharp curves over Baxter Pass between Wendella and Atchee.Bender, pp.95-111 The railroad had operated passenger trains since 1905 consisting of a 0-6-2 tank locomotive pulling a single combine car between Mack and Dragon or Watson. This passenger train service was discontinued in 1921.Bender. p.
Two 4-6-2 Pacific type narrow-gauge side-tank steam locomotives were built for the Cape Government Railways (CGR) by W.G. Bagnall in 1908. The engines were equally powerful tank locomotive versions of the CGR Type B narrow-gauge tender locomotive of 1904, also built by Bagnall, but with Walschaerts instead of Stephenson valve gear. They were not classified and were numbered 42 and 43.Baker, Allan C.; Civil, T. D. Allen (1984).
In Germany, attention was given to ensuring that tender locomotives were capable of moderately high speeds in reverse, pushing their tenders. The numerous DRB Class 50 (2-10-0) locomotives, for example, were capable of in either direction, and were commonly used on branch lines without turning facilities. A source of possible confusion with regards to German locomotives is that in German, ' means a tank locomotive. A locomotive with a separate, hauled tender is a '.
The design featured a boiler pressed to delivering saturated steam to two cylinders connected by Joy valve gear to the driving wheels. The dimensions quoted in the class title could be misleading: several locomotives ran for a period with cylinders; and the “5ft 0in” referred to the diameter of the wheel centres – measured of the tyres the diameter was . A tank locomotive version was also produced as the LNWR 18in Tank Class 0-6-2T.
Towards the end of 1896, a CGR 2-6-0 saddle-tank locomotive was sold to the Oranje- Vrijstaat Gouwerment-Spoorwegen (OVGS), where it was classified as 2nd Class, allocated number 3 and named Bloemfontein. It was employed as shop locomotive at the Bloemfontein railway workshops.Updated information on the 1st Class Kitsons During the Second Boer War, engine no. 3 came onto the roster of the Imperial Military Railways (IMR) as no. 303.
With the D16 and D17 class locomotives becoming life expired, between 1948 and 1952, twelve DD17s were built at North Ipswich Railway Workshops. Per Queensland Railway's classification system they were designated the DD17 class, D representing they were a tank locomotive, and the 17 the cylinder diameter in inches. The first tank engine was painted black with red lining. The next five tanks were painted blue and the last six engines midway blue.
In January 1903, two Beyer, Peacock & Co built crane locomotives entered service. Per Queensland Railway's classification system they were designated the 6D11½ class, the 6 representing the number of driving wheels, the D that it was a tank locomotive, and the 11½ the cylinder diameter in inches. There delivery was delayed after the ship Duke of Sutherland they were aboard ran aground off Lizard Island. Both had their cranes removed in 1911/12.
Alfred John Hill (1862–1927) was Chief Mechanical Engineer at the Stratford Works of the Great Eastern Railway from 1912 to 1922. His best-known design is probably the GER Class L77 0-6-2 tank locomotive which was perpetuated (as Class N7) by Nigel Gresley of the London and North Eastern Railway after the 1923 grouping. He was made a Commander of the Order of the British Empire in the 1918 Birthday Honours.
Nos. 302-309, eight outside-frame 0-6-0 saddle tanks built in 1864-5. These have slotted frames as on the 360 Class tender engines, to which they roughly correspond. They were the first of the larger type of GWR tank locomotive, and had long lives. No. 302 was still a saddle tank when withdrawn in 1918, but the others became pannier tanks when reboilered with Belpaire fireboxes between 1911 and 1923.
Photographs taken at Wenallt in 1926 also show a small wing tank locomotive with a cab, but no further details are known. In the mid-20th century, Heath filters were decommissioned, to be replaced by a treatment works at Rhiwbina. In the 1960s, the Corporation built Llandegfedd Reservoir. It was designed to hold , and is located in the valley of the Sôr Brook near Pontypool and the Royal Ordnance Factory at Glascoed.
The single Upper Hessian Railway variant of the T9 was a goods train tank locomotive with a 0-6-2T wheel arrangement. It was built in 1895 by Krauss to a Bavarian design shortly before the transfer of this Hessian state railway to the Prussian state railways. It was given the number 26 by the Upper Hessian Railway; the Prussian state railway initially designated it as "Frankfurt 1871" and in 1906 as "Frankfurt 7205".
Hudswell Clarke as No. 1238 of 1916, now on the Apedale Valley Light Railway in England The Ashanti Goldfield Corporation operated a gauge railway near Akrofuom. They used a well tank locomotive built by Hudswell Clarke as No. 1238 of 1916. It was, however, plated as Robert Hudson, who had placed the order. Its working life ended in 1952 when it fell into a river near Akrofuom, killing its driver and was abandoned.
GCR Class 8H in 1949 To operate the yard special, powerful, locomotives were needed and the GCR developed a large, three-cylinder, 0-8-4T tank locomotive, four of which were built by Beyer Peacock & Company, at Gorton Foundry, being delivered in December 1907 and January 1908. On delivery these were numbered 1170-1173, which in 1923 became L.N.E.R. 6170-6173. They were known as Wath Daisies, GCR Class 8H (LNER Class S1).
In 1929 the First Locomotive Factory in Poland (Fablok) designed a W5A type locomotive, basing upon its earlier W2A type (PKP Tx26-427), and manufactured two units (later designated PKP class Px27). In 1938 another one slightly differing locomotive was ordered by Września County Railway (Wrzesińska Kolej Powiatowa), later to become Px38 class.Pokropiński (2016), p. 38-42, 204 It was a D (0-8-0) axle arrangement tank locomotive with an additional two-axle tender.
To eliminate the time-consuming tedium of ferrying the locomotive to and fro across the river, an order for a second locomotive was placed through the Crown Agents for the Colonies in 1877. Fox, Walker and Company of Bristol in England supplied a 0-4-0 saddle-tank locomotive which was shipped in two sections and on two brigs, the Frieda and the Lena, which arrived at Port Alfred on 1 January 1878.
The DRG Class 86 was a standard (see Einheitsdampflokomotive) goods train tank locomotive with the Deutsche Reichsbahn-Gesellschaft. It was intended for duties on branch lines and was delivered by almost all the locomotive building firms working for the Reichsbahn. From 1942 it was built in a simplified version as a 'transitional war locomotive' (Übergangskriegslokomotive or ÜK). The most obvious changes were the omission of the second side windows in the cab and the solid disc carrying wheels.
A second locomotive was acquired by the Natal Railway Company in 1865, a saddle-tank locomotive named Durban. By 25 January 1867, the line had only been extended a further to Umgeni, from where stone, quarried from the Umgeni River, was transported to the harbour.It's a Puzzlement, Article by Bruno Martin, SA Rail December 1990, pp. 214-215. No further railway development took place in Natal until 1875, when the Natal Government Railways (NGR) was established.
GNR Class L1 locomotive In the United Kingdom, a number of tank locomotive designs were built of the 0-8-2 type, including the London and North Eastern Railway (LNER) R1 class, designed by Henry A. Ivatt and built originally for the Great Northern Railway as their class L1. These locomotives were intended for suburban passenger service, but did not prove satisfactory, so they ended up on freight service.Marsden, Richard. The Ivatt R1 0-8-2 Tank Locomotives .
The Class N 4-6-2T tank locomotive was designed by D.A. Hendrie, Locomotive Superintendent of the Natal Government Railways (NGR) from 1902 to 1910. It was the first narrow-gauge locomotive of the NGR. An order for the construction of two of these locomotives was placed with Hunslet Engine Company in 1906. They were delivered in April 1906, numbered 1 and 2, and were placed in construction service on the new narrow-gauge line to Weenen.
The LSWR G16 class is a steam tank locomotive class of 4-8-0T wheel arrangement. It was designed by Robert Urie and introduced in 1921 specifically for heavy shunting over humps at Feltham marshalling yard, on the London and South Western Railway (LSWR). They were based upon Urie's previous S15 class freight design, and apart from several periods of operating elsewhere on the LSWR and Southern railway network, they remained at Feltham for most of their operational careers.
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 engine Hope, c. 1948 In 1899, the Walvis Bay Railway in the British territory of Walvis Bay, a Cape of Good Hope exclave in Deutsch- Südwest-Afrika (German South West Africa), placed a single tank locomotive in service. The engine, named Hope and built by Kerr, Stuart and Company, remained in service until 1904 when operations on the railway were suspended. The line was abandoned in 1905, partly as a result of being buried by a sandstorm.
The LSWR M7 class is a class of 0-4-4 passenger tank locomotive built between 1897 and 1911. The class was designed by Dugald Drummond for use on the intensive London network of the London and South Western Railway (LSWR), and performed well in such tasks. Because of their utility, 105 were built and the class went through several modifications over five production batches. For this reason there were detail variations such as frame length.
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.
Bullard Co. No. 2, at Steamtown, U.S.A., Bellows Falls, Vermont, c. 1974 Bullard Company No. 2 is a small tank locomotive built by H.K. Porter Company for the Bullard Company, October 1937. It is on display at Steamtown National Historic Site, as of September 2010. According to the Steamtown Special History Study, this locomotive was used to switched cars around the Bullard tool plant in Bridgeport, Connecticut, for about 15 or 20 years before acquisition by Steamtown.
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.
U and Ut Class Steam Locomotive Rail Heritage WA In 1957, U664 was converted to a 4-6-4 tank locomotive at the Midland Railway Workshops to allow it to maintain the faster schedules on Perth suburban services introduced when ADG class railcars were placed in service. Although deemed a success, no more followed due to its high operating costs. After being stored, it returned in 1966 to haul ballast trains on the Midland and South Western lines.
Class T 5 of the Palatinate Railway was a German, goods train, tank locomotive class with five coupled axles and no carrying axles. In 1925 they were absorbed by the Deutsche Reichsbahn as DRG Class 94.0 into their renumbering plan. These engines were bought specifically for the inclines between Pirmasens and Biebermühle. They could reach a speed of 40 km/h on the level with a 1,510 tonne train load, and 30 km/h on an incline of 2%.
The Cape Government Railways NG 0-4-0T was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. The Cape Government Railways acquired a single small side-tank locomotive for use as construction engine on the Avontuur branch, probably at the same time that it acquired its single narrow-gauge steam locomotive in 1903.Espitalier, T.J.; Day, W.A.J. (1944). The Locomotive in South Africa - A Brief History of Railway Development.
In 1904 the North Ipswich Railway Workshops assembled six 0-6-0T locomotives. The wheel sets came from B15 class locomotives and the cylinders have been purchased for an aborted project. Per Queensland Railway's classification system they were designated the 6D13½ class, 6D representing they were a tank locomotive with six wheels, and the 13½ the cylinder diameter in inches. They were generally used as shunters in Brisbane, but on occasions were used in Toowoomba and Warwick.
In 1884 Dübs & Co delivered five 2-8-2T locomotives to the Queensland Railways. Three were delivered to the Southern & Western Railway and one each to the Central (Rockhampton) and Great Northern (Townsville) Railways. The latter was transferred to the Central Railway without use. Per Queensland Raiway's classification system they were designated the 8D15 class, the 8 representing the number of driving wheels, the D that it was a tank locomotive, and the 15 the cylinder diameter in inches.
The Kerr, Stuart designs are typified by having a single trailing truck (allowing a large firebox to be placed behind the driving wheels) and/or having a saddle tank. Several designs of side tank locomotive were produced that shared a chassis and boiler with a saddle tank design and it is not unknown for a standard chassis from one design to be used with a different design's standard boiler to produce a locomotive to suit a customers special requirements.
Baldwin Class 10-12-D T no. 778 at the Leighton Buzzard Light Railway Two 4-6-0 tank locomotive types saw service in France. The Réseau Breton tank locomotives were a class of locomotives of which five were built in 1904 for the Réseau Breton railway by Société Franco-Belge at its Raismes factory. A further seven locomotives were built by Société Alsacienne de Constructions Mécaniques (SACM) at its Belfort plant in France in 1909.
In keeping with the style of the time, the locomotive body was not equipped with a brake device; a brake was provided only for the tender. This form was used with relatively little remodeling compared to the 2-4-0 type tank locomotive imported at the same time. Additionally, it was used for installing the brake device to the locomotive body and installing a salter type safety valve. In some cases, the cylinder cover was also enlarged.
In 1910 Union Lumber Company moved locomotive number 3 with about 70 tons of rail from a dismantled Navarro River logging operation about south of Big River. Molly was a 2-4-4 saddle-tank locomotive built by Ricks & Firth. The saddle tank was replaced by square tanks on each running board some time after 1915. When the sawmill ceased operation, Molly was abandoned where the railroad dumped logs into the pool five miles upstream of the sawmill.
At the end of the war, these locomotives were staged until they were placed back in service by the South African Railways (SAR) in 1921. When a system of grouping narrow gauge locomotives into classes was eventually introduced by the SAR between 1928 and 1930, they were classified as Class NG6. In 1936, Bagnall built a single tank locomotive, named Burnside and with cylinders, for the gauge line of the Natal Estates sugar plantation at Mount Edgecombe in Natal.
The German DRG Class 71.0 was a four-coupled tank locomotive with the Deutsche Reichsbahn, which was intended as a replacement for railbuses. Originally it had been planned for these standard engines (Einheitsloks) to haul fast passenger trains. Two vehicles were delivered in 1934 by the firm of Schwartzkopff and two each in 1936 by the firms of Borsig and Krupp. The two- cylinder superheated engines were equipped with automatic underfeed stokers for one-man operation.
Its last steam locomotives were two examples built by Hudswell Clarke & Co. of Leeds: No. 34, an outside cylinder, six-coupled side tank locomotive, works No.1523, built in 1925 and delivered new to the Appleby-Frodingham Steel Company in Scunthorpe, which came to the line in the 1950s; and No. 37, an outside cylinder, six-coupled saddle tank. They worked until the mid-1960s, when the line became fully dieselised, Hudswell Clarke again supplying the power.
A house, cottages and orchards previously possessed by the Hiatt family were obtained in 1888 and ironstone production "seems to have begun in 1889".Tonks, p.73. A Manning Wardle 0-6-0 standard gauge Saddle Tank locomotive named Hook Norton was delivered new in November 1889, this was housed in a locomotive shed alongside the Banbury Road, just east of the station. Initially, ironstone was obtained from the field south-east of the station,Tonks, p.73.
A portable engine with round-topped-boiler and parallel-sided firebox 'Austerity' saddle tank locomotive 3809, removed for overhaul. The 'waisted' firebox is at the far end of the boiler A round-topped boiler is a type of boiler used for some designs of steam locomotive and portable engine. It was an early form of locomotive boiler, although continuing to be used for new locomotives through to the end of steam locomotive manufacture in the 1960s.
About 1860 the train staff and ticket system of signalling control was introduced on the branch. On the North Berwick branch subsequently a small 0-4-2 well-tank locomotive, no 20, was the regular motive power. From about 1875 golf became of considerable popularity and began to bring traffic to the line, and in the season regular through trains from Edinburgh were put on. A ticket platform was erected just short of North Berwick station.
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, is a locomotive with one pair of unpowered leading wheels, followed by two sets of three pairs of powered driving wheels and no trailing wheels. The wheel arrangement was principally used on Mallet-type articulated locomotives. Some tank locomotive examples were also built, for which various suffixes to indicate the type of tank would be added to the wheel arrangement, for example for an engine with side-tanks.
However, they performed quite poorly and were soon withdrawn from this task. Along with other high performance steam engines like the "H02 1001" and a coal dust-fired Prussian G 12 (DRG BR 58), loco no. 96 019 was to be seen at the world trade conference in Berlin-Tempelhof in 1930, where she was Germany's and Europe's heaviest Mallet tank locomotive. Quite a few locos were stabled in the locomotive depots (Bahnbetriebswerke or Bw) at Aschaffenburg, Neuenmarkt- Wirsberg and Rothenkirchen .
The first narrow-gauge railway in Canada was not a common carrier, but the Lingan Colliery Tramway built in 1861 on Cape Breton Island north of Sydney. Cars were pulled by horses until a 0-4-0 saddle tank locomotive arrived in 1866 for the final year of operation. The Glasgow and Cape Breton Coal and Railway Company operated the first Canadian gauge railway from 1871 to 1893 with 41 miles (70 kilometers) of branch lines linking several mines to Sydney.
In 1901, the construction company acquired a single 2-6-2 tank locomotive from Baldwin Locomotive Works in the United States of America. In 1902, two tender locomotives were added, designed and built by the same manufacturer. They were built to American specifications and narrow-gauge practice at the time and conformed to NGR practice only in respect of their Johnston link-and-pin couplers and brake gear. The two tender locomotives became the Zululand Railway engines numbers 2 and 3.
The Great Western Railway Metropolitan Class 2-4-0T broad gauge steam locomotives with condensing apparatus were used for working trains on the Metropolitan Railway. The equipment was later removed, though the class continued to work suburban trains on GWR lines in London. The class was introduced into service between June 1862 and October 1864, and withdrawn between June 1871 and December 1877. Twenty-two locomotives were built to the 2-4-0T tank locomotive arrangement from 1862 to 1864.
In 1966 the Society opened Eskbank House, as it was again called, as a house museum. In 1969 a new pedestrian and vehicular entry was provided off Bennett Street. In the same year, "Possum", an A.I.S. saddle tank locomotive that had served at both the Lithgow and Port Kembla iron and steel works, was installed in the grounds. It was joined by a Buffalo Pitts traction engine from Neubeck's colliery and sawmills, and by a Lithgow City Council steam road roller.
Faced with stiff competition and an inability to increase its own capacity, Rogers Locomotive Works was purchased by ALCO in 1905. Rogers' last independently built locomotive was serial number 6271, a 0-6-0 tank locomotive built for W. R. Grace & Company in February 1905. ALCO continued building locomotives at the Rogers plant until 1913 when manufacturing at the plant ceased permanently. Locomotives built at the Rogers plant under ALCO are generally referred to as locomotives built by ALCO- Rogers.
These were usually elderly engines that had been famous top-rank express locomotives when new but had since been surpassed. Examples of such engines include the Caledonian Railway Single, LNWR No.3020 'Cornwall' and NER No. 66 'Aerolite'. Dugald Drummond, when Chief Mechanical Engineer of the London and South Western Railway had a small 4–2–4 tank locomotive with a small saloon body mounted on its rear to serve as his personal transport around the L&SWR; system on inspections and visits.
Assisted by the young American-educated student engineer (a Yung Wing mission student), Kwang King Yang (Kuang Jingyang 鄺景揚 s: 邝景扬 ) also known as K.Y. Kwong and Kuang Sunmou, Kinder supervised the building of the extension which was completed in April 1887. Imported German Krupp rails were used, as well as a ten-wheeled 2-6-2 saddle-tank locomotive from the Grant Locomotive Works of New Jersey (No.4), and forty 10-ton coal wagons.
As a successor to the four-coupled Saxon Class IV T the Sächsische Maschinenfabrik in Chemnitz developed a six-coupled tank locomotive. This new engine was primarily intended to be used in charge of suburban trains in the big conurbations. From 1911 to 1921, 106 of these locomotives, built in three series, were placed in service by the Royal Saxon State Railways. At the time of its appearance, the Saxon XIV HT was the heaviest 2-6-2 in central Europe.
The line was completed in September 1918 and officially opened on 17 February 1919. It was a goods line, with iron ore traffic predominating. From 1918 to 1929, 1,682,000 tons of iron ore was mined from a surface deposit known as 'Iron Duke'. During this period, trains consisting of four-wheeled coal wagons—each holding 16 tons of iron ore—were hauled by a privately-owned 4-6-4 tank locomotive—also 'Iron Duke'—from Cadia to exchange sidings at Spring Hill.
The vehicles were loaded onto open flat bed carriages and pulled by a small pannier tank locomotive, although sometimes they were joined to a scheduled passenger train. The prudent owner paid to cover the vehicle with a sheet, as sparks often flew when the steam locomotive tackled the slope leading to the tunnel exit. A railway coach was provided for passengers and drivers. Reservations could be made and the fee for the car was about thirty shillings (£1.50) in the early 1950s.
In September 1877, a Select Committee recommended no more locomotives be built in the colony. However some materials had already been purchased for proposed new locomotives. In 1884/85 these were put to use to build four 2-4-2T locomotives at North Ipswich Railway Workshops. Per Queensland Railway's classification system they were designated the 4D10 class in 1890, the 4 representing the number of driving wheels, the D that it was a tank locomotive, and the 10 the cylinder diameter in inches.
The Württemberg T 6 was a German, 0-8-0T, goods train, tank locomotive operated by the Royal Württemberg State Railways. The T 6 was specially procured for heavy shunting duties and was mainly used in the Stuttgart area. Locomotive number 1407 was handed over to the French Chemins de fer de l'État in 1919 and allocated number 40-903. The Deutsche Reichsbahn took over the remaining eleven locomotives and grouped them into DRG Class 92.0 within their numbering plan.
In 1876, the Cape Government Railways (CGR) placed a pair of 0-6-0 Stephenson's Patent permanently coupled back-to- back tank locomotives in service on the Cape Eastern system. They worked out of East London in comparative trials with the experimental Fairlie locomotive that was acquired in that same year.What were these, 2-6-0T or 0-6-0T? Natal Harbours Department locomotive John Milne The Natal Harbours Department placed a single saddle-tank locomotive in service in 1879, named John Milne.
Wing tank locomotive Dougal on the Welshpool and Llanfair Light Railway Wing tanks are side tanks that run the length of the smokebox, instead of the full length of the boiler. They were mainly used on narrow gauge industrial locomotives that could be frequently re-filled with water and where side or saddle tanks would restrict access to inside valve gear. The Kerry Tramway's locomotive Excelsior has been described, by various sources, as both a wing tank and an inverted saddle tank.
The NZASM 13 Tonner 0-4-0T of 1889 was a South African steam locomotive from the pre-Union era in the Transvaal. In 1889, the Nederlandsche-Zuid- Afrikaansche Spoorweg-Maatschappij acquired a single locomotive, very similar to its 14 Tonner locomotives and built by the same manufacturer, but with a smaller water and coal capacity. Since the railway classified its locomotives according to their weight, this well-and-side-tank locomotive was known as the 13 Tonner.Espitalier, T.J.; Day, W.A.J. (1944).
Although designed as a large suburban tank locomotive, four WD class locomotives were sold for industrial use after withdrawal by NZR. WD 316 and WD 356 were sold in April 1934 and January 1933 to Wilton Collieries Ltd. for use on their private line between Ngauruwahia and Glen Massey; both were listed as unserviceable by 1935 and were sold for scrap. WD 317 was sold in December 1934 to the Ohai Railway Board for use on their private railway between Ohai and Wairio.
While the broad gauge Cape Town-Wellington Railway was still being built, the independent Wynberg Railway Company was formed. It constructed a broad gauge line to Wynberg from a junction with the Wellington line at Salt River. Work commenced on 19 December 1862 and the line was completed and opened to traffic two years later to the day, on 19 December 1864. The company acquired one side-tank locomotive from Robert Stephenson and Company and named it after Mr. Watson, the general manager.
In 1905, a single 0-4-2 tank locomotive named Britannia was acquired as an additional shunting locomotive from Dick, Kerr & Company of Kilmarnock in Scotland. Apart from being named, it was also numbered 13 on the Cape Copper Company locomotive roster. The locomotive was landed at Port Nolloth in May 1905 and was placed in shunting service at the port. Like the inverted saddle-tank shunting locomotive Caledonia from the same builder, the engine Britannia had a balloon chimney.
This engine returned to service in May 2013 after an overhaul. Plans for a second cosmetic makeover are possibly being taken into consideration due to new discoveries of Union Pacific's 119 and its paint. 1890 steam locomotive "Riva", CFR no. 395-104 Riva, number 104, is the zoo's second steam locomotive, acquired in 1974. It is a 0-6-2 tank locomotive, meaning that it carries its fuel oil and water in tanks on the locomotive rather than in a separate tender, as does the 119.
CC1 was a double-ended tank locomotive on two three-axle bogies, all wheels on each bogie being driven by a two-cylinder steam engine via a chain transmission. A double-ended boiler, comprising two square barrels and a single central firebox, was located in the central part of the locomotive. Turf and water were supplied from bunkers and tanks at either end. As in 356, augers were used to feed turf from the bunkers to the firebox, where two mechanical stokers were fitted.
At some stage, possibly when they were taken off mainline service, the engines were renumbered into the range from 501 to 507. By December 1904, three of them, numbers 504, 506 and 507, were still in service. At some stage in 1905 or 1906, a locomotive classification system was introduced on the NGR and the three survivors of these locomotives became part of the Natal Class K. The Class consisted of a potpourri of different tank locomotive types and also included two and one locomotives.
GWR 5600 Class, 6697 - a GWR development of the pre-1923 Welsh locomotives Former Barry Railway 0-6-2T at Swindon in 1950, British Railways no. 269 This article summarizes Welsh 0-6-2T locomotives and, where possible, give links to main articles. The 0-6-2T tank locomotive could well be described as the standard steam locomotive of the railways of South Wales. Many of the independent railways used them and, at the grouping of 1923, the survivors passed into Great Western Railway (GWR) stock.
The site was originally established as the Coventry Steam Railway Centre in 1986 by a group who set out to preserve Hudswell Clarke 0-6-0 tank locomotive number 1857. The group established the site and located the locomotive and other collected items of motive power, rolling stock and infrastructure, including Little Bowden Junction Midland Railway Signal Box there. The land was previously used as part of the municipal water treatment works and there had never been any railway infrastructure there until the creation of the Centre.
The term 'long hood forward' is not used in Britain, as the hood would be described as a "bonnet" or "engine compartment". Most British diesel locomotives have a cab at each end, so the term does not apply. Where a single-cab design was used, it was designed to be operated long hood forward, but, in practice, it might operate in either direction, like a steam tank locomotive. Apart from shunters, the only single-cab class still in service in Britain is the British Rail Class 20.
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 The first Metropolitan Railway steam locomotives were ordered in 1864 for the Metropolitan Railway, to replace the Great Western Railway locomotive that had opened their first line the previous year. A total of 116 locomotives were built, of which two survive in preservation.
The Mecklenburg T 3 was a German, goods train, tank locomotive built for the Grand Duchy of Mecklenburg Friedrich-Franz Railway (Großherzoglich Mecklenburgische Friedrich-Franz-Eisenbahn) from 1884. Originally designated as the Class XVII it had an 0-6-0 wheel arrangement and was based on the Prussian T 3. These engines were later taken over by the Deutsche Reichsbahn as DRG Class 89.80 and incorporated into their renumbering plan. A total of 68 examples of this locomotive were produced by various manufacturers between 1884 and 1906.
The Hamilton Street (Paisley) terminus was closed to passengers and a new Paisley station named Abercorn was opened on the connecting curve, on Renfrew Road. Locomotive traction was resumed, and a 2-2-2WT locomotive no 159 was ordered from Neilson and Company to work the line. This was the first tank locomotive to be ordered by the G&SWR.; The Renfrew terminus was closed between February 1866 and September 1867, and a new passenger station was opened at Renfrew, Fulbar Street opened on 1 May 1866.
GWR 1854 is a class of tank locomotive designed by William Dean and constructed at the Swindon Works of the Great Western Railway. The class used similar inside frames and chassis dimensions to the 1813 Class of 1882-4. In this they differed from the intervening 1661 Class, which had reverted to the double frames of the Armstrong era. Thus the 1854 Class belongs to the "mainstream" of GWR 0-6-0 tank classes that leads towards the larger GWR pannier tanks of the 20th century.
After the Second World War, the recovering West Germany needed economical assistance. This came, in part, in the form of new locomotive orders placed with the West German locomotive industry, which kept it going in the tough and competitive world markets. Deutsche Bundesbahn Class 65 A new tank locomotive type was designed by Krauss-Maffei and, in 1951, the firm built thirteen locomotives of a new Deutsche Bundesbahn (DB) Class 65 1’D2’t-h2 (2-8-4T) locomotive. Five more followed in 1955.
Class D I of the Royal Bavarian State Railways (Königlich Bayerische Staatsbahn) was a tank locomotive with two coupled axles designed for shunting. As had been specified, these locomotives were simple and robust. They had a double-frame, with water tanks being suspended between the sole bars of the front section. Because the water capacity of 1.74 m3 soon proved too little even for a shunter operating only within the limits of its own station, additional side tanks were added to some engines during the 1880s.
For the construction of the railway by Ambrose Oliver, the "Contractor's locomotive" was noted in reports in the Whitehaven News at work in late 1874 but its identity and its subsequent history has never been determined. Just before the opening of the gauge line to goods in May 1875 an 0-6-0 tank locomotive was obtained from Manning Wardle. Its works number was 545 and it was named Devon. A second, similar, locomotive followed in October 1876 before the line opened to passengers.
The Württemberg T 4 was a class of German, eight-coupled, goods train, tank locomotive operated by the Royal Württemberg State Railways. When the T 3 locomotives were no longer capable of banking services on the Geislinger Steige, a locomotive was designed that was to develop twice the power. Because no more locomotives were needed for duties on the ramps, only eight were produced, of which five were supplied in 1906 and three in 1909. In their day they were the heaviest eight-coupled locomotives in Germany.
The Prussian Class T 14.1 was a German 2-8-2T, goods train, tank locomotive operated by the Prussian state railways and the Royal Württemberg State Railways. They were later incorporated by the Deutsche Reichsbahn into the DRG renumbering plan for steam locomotives as DRG Class 93.5–12. Compared with the Prussian T 14 the axle load on the trailing wheels of the T 14.1 was initially 187.3 kN higher than that of the driving wheels. Later this was able to be reduced to 170,6 kN.
It was declared the world's fastest steam locomotive on gauge when it achieved . In addition, being a tank locomotive, it was able to travel at full speed in both directions. It was used on the Jakarta-Bandung, Jakarta-Surabaya and Malang-Surabaya routes. During the Dutch colonial era, the term Vlugge Vier (Fast Four) was used on the Jakarta-Bandung route, where C28 class locomotives covered the distance of four times a day at a speed of with a travel time of about 2 hours 45 minutes.
19 at Furnace Sidings on the Pontypool and Blaenavon Railway whilst on hire from the Bodmin and Wenford.. No. 19 - aka (Bagnall No' 2962) is a preserved 0-4-0 saddle tank locomotive, built by W.G. Bagnall in 1950. It was the final steam locomotive to work in the HM Devonport Dockyard, and is currently owned by the Cornish Steam Locomotive Preservation Society. In 1996, No. 19 was taken out of service, so it would have its wheel tyres replaced, before returning to service in 1998.
Similarly, the 0-6-0 tank locomotives became the most common locomotive type on all railways throughout the 20th century. All of the Big Four companies to emerge from the Railways Act, 1921 grouping used them in vast numbers. The Great Western Railway, in particular, had many of the type, most characteristically in the form of the pannier tank locomotive that remained in production well past railway nationalisation in 1948. When diesel shunters began to be introduced, the 0-6-0 type became the most common.
Joseph Howe & Company used an 0-4-0 saddle tank locomotive to transport building materials during the hospital's construction. The locomotive was purchased new in 1900, and sold in 1903 following the completion of the hospital and electrification of the line. In 1902, the decision was taken to electrify the railway using power generated from the hospital's own power plant, the line was electrified at 500 V DC using a single overhead line. The hospital was also connected to the local 11 kV electricity distribution system.
Examples of steam engines fitted with Bissell trucks include the German DRG Class 64 and Class 99.73-76 locomotives. Some older electric locomotives have Bissell trucks, if the driving axles are located in the main frame rather than the now usual bogies. A British example was the London and North Western Railway 0-4-2 tank locomotive which was known as a "Bissell tank" or "Bissell truck tank". It was also used on the South African Class 4E electric and Class 32-000 and 32-200 diesel-electric locomotives.
The design brief called for a powerful locomotive with good acceleration and adhesion: one that was able to climb the steep gradients over the flying junctions that were to be found all over the Southern Railway's London network. The ability to operate over tight curves and be able to pull away from a standstill on the aforementioned gradients were also key considerations that needed to be incorporated into the design. A tank locomotive design was also preferable since the journeys were relatively short, and the work would involve frequent changes in direction.
The line was heavily used during World War I and World War II, with extra Air Ministry sidings provided at Dereham in 1943. In the early days of the war, Dereham was used as a reception centre for the construction materials used to build the local airfields. In early 1944 Dereham was handling an average of 75 wagon loads of construction material per day. The line was also defended by an armoured train, reporting as Train G, based at Heacham and using F4 2-4-2 tank locomotive 7189 as motive power.
ALCO-built 2-6-6 suburban tank locomotive of the New York Central and Hudson River Railroad. In the Whyte notation for describing steam locomotive wheel arrangement, a 2-6-6 is a locomotive with a two-wheeled leading truck, six driving wheels, and a six-wheeled trailing truck. All the locomotives produced of this arrangement have been tank locomotives, and the vast majority in the United States. It was a popular arrangement for the larger Mason Bogies, as well as some of the largest suburban tank locomotives.
The Walvis Bay 2-4-2T Hope of 1899 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1899, the Walvis Bay Tramway in the British territory of Walvis Bay, a Cape of Good Hope exclave in German South West Africa, placed a single tank locomotive with a 2-4-2 Columbia type wheel arrangement in service. It remained in service until 1915, when a Cape gauge railway was opened between Swakopmund and Walvis Bay.Espitalier, T.J.; Day, W.A.J. (1948).
The F class was a tank locomotive with a wheel arrangement of 0-6-0. They operated essentially everywhere on New Zealand's railway network doing a variety of jobs. F class locomotives could haul light passenger trains at speeds up to or pull up to 800 tonnes of freight on flat trackage. Originally the design was meant for use on the Southland Railways, and three prototypes were built by Neilsons of Glasgow in 1872; among these was what would become F 13, now preserved at the Ferrymead Railway in Christchurch.
For the next ten years, the entire locomotive fleet of the Natal Railway Company consisted of this locomotive and the engine Natal. By 25 January 1867, the original line between Market Square in Durban and Point station at Durban harbour, had only been extended by a further to Umgeni. From there stone, quarried from the Umgeni River, was transported to the harbour. No further railway development took place and the locomotive fleet was only expanded to three in January 1876, upon the arrival of the engine Perseverance, a tank locomotive.
Under the Whyte notation for the classification of steam locomotives by wheel arrangement, a is a locomotive with one pair of unpowered leading wheels, followed by two sets of three pairs of powered driving wheels and one pair of trailing wheels. The wheel arrangement was principally used on Mallet-type articulated locomotives, although some tank locomotive examples were also built. A Garratt type locomotive with the same wheel arrangement is designated . Under the UIC classification the wheel arrangement is referred to as (1'C)C1' for Mallet locomotives.
The local community's enthusiasm for the line can be seen from the fact that 72% of the land required for the tramway () was donated. Two services a day were operated, plus additional runs during fruit harvesting season. The journey time was one hour, with a return fare being 5/- (five shillings) and freight costing 17/6 (17 shillings and sixpence) per long ton. Two locomotives were operated, a Shay locomotive, noted as out of service in 1932, and a Krauss tank locomotive, which has been preserved at Buderim.
This wheel arrangement was mainly used on various tank locomotive configurations. Eight 4-2-4 well- and back-tank locomotives which entered service on the Bristol and Exeter Railway in 1853 appear to have been the first with this wheel arrangement. The engine was designed by James Pearson, the railway company's engineer, and featured single large flangeless driving wheels between two supporting four-wheeled bogies. The water was carried in both well- and back-tanks, leaving the boilers exposed in the same way as on most tender locomotives.
When the Barry Railway had need of more coal locomotives for coal trains on the Vale of Glamorgan Line it returned to Sharp Stewart, who had also supplied most of the locos on the railway, for similar engines to the Class D. The result was the Class H 0-8-2T, a tank locomotive variant with an additional rear pony truck, which allowed a coal and water capacity greater than that of the small Class D tender, whilst also being shorter and not requiring the use of turntables.
242x242px The Butts Spur was a freight railway line constructed around 1860 with the aim of linking Worcester Foregate Street railway station to Diglis where the Worcester and Birmingham canal joined the river Severn. From around 1892 the line was worked by a small wheeled 0-6-0 saddle tank locomotive No. 2007 constructed in Wolverhampton. It was hoped that goods arriving at Diglis from the river Severn would be transhipped to the railway. The line was used by Dent's factory and Stallards's distillery and brought cattle to the cattle market.
The LSWR 415 class is a steam tank locomotive of 4-4-2T wheel arrangement, with the trailing wheels forming the basis of its "Radial Tank" moniker. It was designed by William Adams and introduced in 1882 for service on the London and South Western Railway (LSWR). Originally rostered for suburban traffic, the class was soon displaced to the countryside by Dugald Drummond's M7 class. Most of the class was scrapped around the end of the First World War, and further decreases meant that all of them were due to be withdrawn by 1929.
When assets were acquired by the Main Colliery Co. Ltd. in 1889, these included four locomotives, of which two were scrapped. This company converted its narrow gauge lines to standard gauge in 1899 and advertised six locomotives for sale, of which two had been built by the Neath Abbey Ironworks, three by Pecketts and one unknown. The gauge was . There were three 0-6-0ST with Peckett works Nos. 501/1890, 542/1890 and 602/1896, one 0-6-0T, one more saddle tank locomotive and one completely unknown locomotive.
The Surprise was a nineteenth-century British railway locomotive. It achieved notoriety by killing its crew when its boiler exploded during unsuccessful trials in the early days of the Lickey Incline. Built by William Church, who is mainly remembered for his typesetting machine, although he also experimented with locomotives, it was an 0-2-2 well tank locomotive with horizontal outside cylinders at the rear. Dr Church had invented an expanding mandrel for fixing boiler tubes, and it was the first tank engine to have a multitube boiler.
This so-called railmotor was three coaches being pushed by a 2-4-2 tank locomotive, Number 5, which was running bunker first. The lead car was apparently a railmotor coach that had been converted to an autocoach. The driver stood in the front of this car and had primitive controls to control the regulator (throttle) and whistle on the steam engine that was in the back of the train, as well as the train's vacuum brakes. The head car was 27 tons with an all-steel undercarriage.
Locomotive use on plateways was uncertain, because the plates were not always capable of carrying the heavy wheel loads that were likely to be imposed by practical locomotives. Available adhesion was also an uncertain factor. The Act also authorised a further of tramway, but these were required to have a gauge of . Nonetheless in 1860 an 0-4-0 well-tank locomotive was ordered, and it seems to have been successful, as three more were delivered in 1864, and a fifth, this time an 0-6-0, in 1865.
When the old Table Bay harbour in Cape Town became inadequate to cope with the vast increase in shipping, a contract was awarded to the Hollandse Anneming Maatschappij Eiendoms Beperk to construct a new harbour. Work to reclaim ground on the Foreshore, dredge the New Basin and build new and deeper docks began in 1938. The contractors brought out a small tank locomotive to use on site for general haulage work. The locomotive's arrival date is not known, but it was removed from Dutch boiler records in October 1939.
In June 1883, Kitson & Co delivered three steam trams and six trailers for a proposed tramway in Brisbane from Ann Street to Petrie Bight. The tramway was not built and with the locomotives considered unsuitable for railway use, they were stored. Per Queensland Railway's classification system they were designated the 6D11½ class, 6D representing they were a tank locomotive with six wheels, and the 11½ the cylinder diameter in inches. In 1884 one was assembled at North Ipswich Railway Workshops and operated a trial from Ipswich to Brisbane.
In 1881, the Queensland Land & Coal Company purchased two locomotives for a proposed colliery on the Burrum coalfields near Maryborough that would join with the Queensland Railway’s network at Torbanlea. After the proposal fell through, they were sold to the Queensland Railways, entering service on the Southern & Western Railway. They were used as shunters. Per Queensland Railway's classification system, they were designated the 6D13 class, the 6 representing the number of driving wheels, the D that it was a tank locomotive, and the 13 the cylinder diameter in inches.
In October 1900, two Dübs & Co locomotives entered service. Per Queensland Railway's classification system they were designated the 6D13½ Abt class, the 6 representing the number of driving wheels, the D that it was a tank locomotive, and the 13½ the cylinder diameter in inches. They were built to assist conventional locomotives up and down a steeply graded rack railway section of the Central Western line at Mount Morgan. In 1906 a further pair were built by the North British Locomotive Company with a further two delivered in 1915.
In 1874, the Vulcan Foundry delivered a 0-4-4-0 locomotive to the Norwegian Government Railways who refused to accept it, After being rebuilt as works number 850, it was trialled by the Queensland Railways on the Ipswich to Toowoomba line and later purchased. Numbered 41 it was named Governor Cairns. Per Queensland Railway's classification system it was designated the 8D11 class, 8 representing that it had eight driving wheels, D that it was a tank locomotive and the 11 the cylinder diameter in inches. It was scrapped in 1902.
GWR 57xx class pannier tank locomotive Pannier tanks are box-shaped tanks carried on the sides of the boiler, similar to side tanks, but not going all the way down to the locomotive's running plates, leaving a space between each tank and the running plate. The pannier arrangement lowers the centre of gravity compared to a saddle tank, whilst still allowing easy access to the inside motion that the latter gave. Pannier tanks are so-named because of their positioning's similarity to the position of a pannier on a pack animal.
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.
The NER Class X (LNER Class T1) was a class of 4-8-0T tank locomotive designed by Wilson Worsdell for the North Eastern Railway. They were intended for use as powerful shunting engines to arrange and move coal wagons for loading into ships. In total 15 were built, 10 by the NER between 1909 and 1910, and a further five in 1925 by the London and North Eastern Railway (LNER). They had three cylinders with divided drive: the inside cylinder driving the leading axle, the outside cylinders driving the centre.
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 line, promoted by the Denaby and Cadeby Colliery Company, was operated by the Hull and Barnsley Railway and connected at Wrangbrook with its main line between Cudworth, near Barnsley, and Hull. The station was a wooden structure and its facilities included a locomotive shed to house the branch tank locomotive. This was destroyed by fire. Originally there was no connection with the M.S.& L. R. line, this was not put in place until Great Central days, opening on 13 July 1908 in order for that company to reach Brodsworth Colliery.
To satisfy the requirement for more powerful locomotives on the Eastern System of the Cape Government Railways due to the heavy grades on the mainline out of East London, a single Double Fairlie tank locomotive was acquired for experimental purposes in 1876. It was built by the Avonside Engine Company and supplied through the Crown Agents for the Colonies. When it was shipped from England, the locomotive was accompanied by Mr. Edmund Roberts, a specialist engine driver who had gained considerable experience on Double Fairlie locomotives in Peru.
It was operated by an 0-4-2 tank locomotive and a single push-and-pull coach. The passenger trains was known locally as "the bunk" but the 1947 writer stated that the origin of the term was unknown. Wallingford station closed to passenger trains on 15 June 1959, although there was some use later in connection with carnivals in 1967 and 1968. Goods operation to Wallingford station ceased on 13 September 1965, when the residual use was to the Associated British Maltsters (Southern) Ltd mill some little distance short of the station.
The very limited power of the small traction unit was always an issue, and on the steeply graded Forest of Dean Railway section it proved impracticable. Instead higher capacity units known as auto-trains, consisting of a tank locomotive coupled to one or two coaches were used. The coach remote from the locomotive had driving controls and a mechanical linkage enabled the driver to operate the locomotive regulator. Some configurations marshalled an intermediate trailer between the driving trailer and the locomotive, and in the extreme this could be done both ends of the locomotive, giving four passenger coaches.
Because the advantages of a pony truck come into play particularly on tight curves, the Krauss-Helmholtz bogie initially appeared on branch line, Lokalbahn and narrow gauge locomotives. One of the first locomotives of this type was the Bavarian D VIII. On this tank locomotive the bogie was located at the rear; however in the majority of cases it was at the front or - if the locomotive had to have equally good riding qualities in both directions - at both ends. Later this pony truck arrangement was also adopted by the DRG standard locomotives (Einheitslokomotive) of the Deutsche Reichsbahn, e.g.
During the 1970s the Omaha Zoo Railroad and the zoo as a whole saw large increases in attendance. Especially on the weekends, it became evident that the original four car train could not provide the needed capacity, and a search was begun for a second train. By chance, a small tank locomotive of Austrian Heritage named "Riva" was found in Romania and its owner, Plasser & Theurer, was willing to donate it to the zoo. The locomotive was restored in the UP's shops and entered service at the zoo in 1976, together with two extra cars that were purchased to augment the original four.
With the prospect of storing 20 locomotives whilst the necessary upgrading took place, the management recommended the class be fully withdrawn from service. To recoup the expense of constructing the engines, Maunsell was given permission to rebuild them to the new SR U class 2-6-0 tender engine design in 1928. This decision also reduced the adverse publicity generated by the accident. However, many of the components discarded during the rebuilding process would later be re-used on another 2-6-4 tank locomotive designed to haul heavy freight on short trips: the 3-cylinder W class of 1932.
The entire U1 class had smokebox snifting valves, a feature previously used on the other Maunsell moguls. The main batch saw the front steps relocated ahead of the cylinders, as opposed to behind on the A890 rebuild, which was another relic of its previous guise as a 2-6-4 tank locomotive. Smoke deflectors were fitted to the whole class from 1933, as with most of the locomotives designed by Maunsell. The smokebox snifting valves were removed by Oliver Bulleid by the end of the Second World War, although the U1 class chimney was used to improve draughting on the other Maunsell moguls.
The Railway Report for year ending 31 Dec. 1908, Natal Government Railways, p. 39, par 14.The Railway Report for year ending 31 Dec. 1904, Natal Government Railways, Annexure B, Durban, January 1905.NGR Class K 0-4-0ST of 1891 At some stage in 1905 or 1906, a locomotive classification system was introduced on the NGR and they became part of the Natal Class K, which consisted of a potpourri of different tank locomotive types, including an and four engines. Both locomotives were still in service in 1905, but by the end of 1906, no.
The station was equipped with a LNWR type 4 signal box from which a key could be obtained to unlock the Toft & Kingston siding to the west which handled sugar beet and hay traffic.Simpson, B., p. 123. The traffic through Lord's Bridge was to change during the Second World War when a large ammunition store was built up at the station which brought many new workings to the line including an ex-Midland 2F tank locomotive which was kept permanently there for the purposes of shunting each train into the depot as they arrived and preparing the empties for return.Simpson, B., p. 83.
The rail line was built in 1894 using surplus rail from the Chicago World's Fair, which had closed in 1893. The line was used to ship logs south to the mills in Marinette and Menominee, and it also offered passenger service. In the 1920s, the railroad owner John Marsch (1869–1954) operated a gravel pit with its own narrow-gauge railroad with a saddle tank locomotive next to the W. & M. line in Walsh. Gravel from the pit was delivered to Iron Mountain and then used to build the Ford Motor Company factory in nearby Kingsford.
The first locomotive arrived on the ship Navarino on 2 October 1862. There is no known photograph of it, and no information about either the builder or the tank configuration have been found. A painting by Otto Lansberg which depicts the breakwater under construction in 1869, shows a side- or well-tank locomotive at work and, since the second locomotive is known to have been a saddle-tank engine, this painting may well depict the first locomotive. Given the possibility of artistic licence, however, the painting cannot be accepted as factual confirmation of the locomotive's appearance or configuration.
The Cape Government Railways 0-4-0ST of 1874 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1874, a single Cape gauge saddle-tank locomotive with a 0-4-0 wheel arrangement was placed in service by the contractors to the Port Elizabeth and Uitenhage Railway Company for the construction of railway lines into the interior. When construction work was completed, the locomotive was taken onto the roster of the Midland System of the Cape Government Railways.C.G.R. Numbering Revised, Article by Dave Littley, SA Rail May–June 1993, pp. 94-95.
The fast-growing number of locomotives made a numbering scheme inevitable. Most of the various state- owned German railway companies (called Länderbahnen in German) developed their own schemes, e. g. the Prussian state railways (preußische Staatseisenbahnen sometimes erroneously referred to as the Königlich Preussische Eisenbahn- Verwaltung or KPEV) introduced P for passenger train locomotives (the P 8 was one of the most important locomotive types with a total of over 3,000 units built), S for Schnellzug (express train) locomotives (e. g. the famous S 10), G for Güterzug (freight train) locomotives and T for Tenderlokomotive (tank locomotive).
Unlike the often-lethal movie roles by their diesel-powered equivalents, the film appearances by steam rollers are relatively benign: The 1934 short film Mickey's Steam Roller involves a steamroller hijacking by Mickey Mouse's nephews which leads to devastating but non-lethal results. A steam roller was part of the supporting cast in the 1953 British film The Titfield Thunderbolt, which encountered a GWR tank locomotive in the film. In the 1971 film Dad's Army, the Walmington-on-Sea platoon is sent on an exercise for Home Guard training. On the way, an incident that disables Jones's van results in Capt.
In 1908 the Royal Württemberg State Railways placed an order with the Maschinenfabrik Esslingen for a powerful passenger tank locomotive. Classified as the Württemberg T 5, this superheated engine was designed for duties on Württemberg's main and branch lines and had the very long fixed wheelbase of 4,000 mm in order to give the locomotive smooth riding qualities. By 1920 a total of 96 engines had been manufactured. In 1919, three examples had to be give to France; the remaining 93 were taken over by the Deutsche Reichsbahn and 89 survived into the Deutsche Bundesbahn fleet.
Built by Samuel and Adams this was used in regular service by the Eastern Counties Railway until the engine was converted into a 2-2-2 tank locomotive. More engine and carriage combinations to Samuel designs were built in the 1850s in the Eastern Counties railway works, and another by Kitson & Co. called Ariel's Girdle. Later, in 1869, Samuel, Robert Fairlie and George England collaborated to build a prototype articulated steam railcar at England's Hatcham Ironworks that was demonstrated in the works yard. However, England went out of business at about this time and nothing is known about the fate of this vehicle.
Most critical was the absence of a tender, meaning that the capacity for fuel and water was very small. A locomotive is already a crowded place, and Fairlie's design gave even less room to place its supplies than a normal tank locomotive, which at least has a space behind the driver's cab to fill. Moreover, the central position of the cab meant that it was hard to add a tender later. As was later the case with Bulleid's Leader class locomotives, limited fuel supplies would not have been a problem if fuel oil had been used instead of coal.
In addition, he became convinced that a single pair of cylinders with conventional valve gear and piston valves was approaching the limits in terms of steam flow. 0-6-6-0T duplex locomotive built by Jules Petiet in 1863 The earliest attempt at duplex locomotive was an 0-6-6-0 tank locomotive designed by Jules Petiet in 1863 for the French Northern Railway, but the idea was not perpetuated. However, the innovation of more rigid hinges that permitted only horizontal swinging movements and not twisting or vertical movement was from ALCO, and not seen until 1936's Union Pacific Challenger.
Although built primarily as a goods tank engine, it proved its worth on passenger trains as well and became an ideal mixed traffic tank locomotive. After grouping they travelled much further than any other NSR class, and thus became one of the most well known from the NSR. All entered the London, Midland and Scottish Railway (LMS) stock upon formation in 1923, although with the LMS policy of standardisation, many NSR classes were prime targets for early scrapping due to the small size of the classes. As a result, all were withdrawn by the end of 1937.
A 1912 Railway Clearing House map showing the coastal section of the Norfolk and Suffolk Joint Railway (in dotted blue/yellow) and connecting lines. As the Joint Committee had no rolling stock of its own, services between Yarmouth and Lowestoft or either and Beccles typically consisted of two coaches hauled by a small tank locomotive such as the M&GN; 4-4-2Ts. The M&GN; initially ran four daily services to and from Lowestoft, while the GER laid on three trains; the M&GN; used Yarmouth Beach and the GER South Town. The GER services were withdrawn during the First World War.
The Millfields entrance to Moorgate station British Rail services to Moorgate were initially steam-operated. A commemorative service ran on 6 June 1971 from Moorgate to the depot at Neasden, powered by a 0-6-0 tank locomotive. Steam was replaced by Cravens-built diesel multiple units and British Rail Class 31 locomotives class hauling non-corridor stock which remained in operation until 1976, when it was replaced with British Rail Class 313 electrics. The Northern City Line connection for Moorgate to Finsbury Park tube was closed beyond Drayton Park on 5 October 1964 to allow work on the Victoria line.
The constant demand for steam requires a periodic replacement of water in the boiler. The water is kept in a tank in the locomotive tender or wrapped around the boiler in the case of a tank locomotive. Periodic stops are required to refill the tanks; an alternative was a scoop installed under the tender that collected water as the train passed over a track pan located between the rails. While the locomotive is producing steam, the amount of water in the boiler is constantly monitored by looking at the water level in a transparent tube, or sight glass.
After introducing two unsuccessful designs of 4-4-2 tank locomotive with the I1 and I2 classes, Douglas Earle Marsh learned a lesson and provided a new design with a far larger firebox. The new design was a tank version of Robert Billinton's successful B4 class tender locomotives. At the time of its introduction locomotive engineers were beginning to take an interest in superheating and Marsh therefore ordered two locomotives from Brighton Works for comparative purposes, one with a traditional saturated boiler and one incorporating the Schmidt superheater. These were built in October 1907 and March 1908 respectively.
Locomotive number 1 arrived in July 1901 to improve overland transport of logs from the remaining forests to the pool five miles upstream of the sawmill. It was Baldwin Locomotive Works 0-4-2 tank locomotive #5353 built in 1880 to pull unpowered street cars around Golden Gate Park. This steam dummy weighed 20 tons with a full-length cab covering the boiler to resemble the street cars it pulled. After replacing the teams on 18 August 1900, the cab length was gradually reduced repairing damage from various woods mishaps over the years until it resembled conventional locomotives.
The South African Railways - Historical Survey (Editor George Hart, Publisher Bill Hart, Sponsored by Dorbyl Ltd, Circa 1978, pp. 6-8.)Natal Society Foundation 2010 - Natalia 40 (2010) p20–31 - The first public railway in South Africa: The Point to Durban railway of 1860Carrett Marshall & Co., Sun Foundry, Dewsbury Road, LeedsGrace’s Guide – The Best of British Engineering 1750-1960s In 1865, the Natal Railway Company obtained a saddle-tank locomotive with a wheel arrangement from Kitson and Company. This was the Natal Railway's second locomotive and was named Durban.It’s a Puzzlement, Article by Bruno Martin, SA Rail December 1990, pp. 214-215.
The T 9 Elberfeld variant of the Prussian state railways was a goods train tank locomotive with an 0-6-2 wheel arrangement. These vehicles were planned for service on the line between Elberfeld and Cronenberg. For that purpose the firm of George Krauss built four examples, which were very similar to the Bavarian D VIII, because the Prussian T 3 was deemed to be too underpowered. After the locomotives had proved their worth, Henschel built another 33 examples. In the 1923 DRG renumbering plan for steam locomotives the locomotives were grouped into DRG Class 90.3 with running numbers 351 - 363.
The Langenschwalbach variant of the T 9 with the Prussian state railways was a 0-6-2T tank locomotive. They were planned for service on the Aartalbahn between Wiesbaden and Langenschwalbach (today Bad Schwalbach), because this line, with inclines of up to 3,3%, had proven too steep for the Prussian T 3 engines on duty there. As a result, it was decided in 1889 to build eight new locomotives for the 21.4 km long route. The engines had Allan valve gear, the carrying axle was designed as an Adams axle and the steam dome was located on the front boiler ring.
A further six wheel saddle tank was obtained from Gibbs and Hogg, ordered in August 1904; it was second hand and was scrapped in 1907 after an accident; it was WCC Nº 6. Locomotive Nº 7 was ordered in August 1904 and delivered the next month from the North British Locomotive Company, and Nº 8 was ordered form Hudswell Clarke and Co, and it was delivered in October 1905. Nº 9, also from Hudswell Clarke, was a six- wheeled side tank locomotive, otherwise similar to Nº 8. Nº 14 was similar to Nº 9 and was obtained from Hudswell Clarke in 1912.
After transfer of the colliery assets to the National Coal Board, the Wemyss Private Railway obtained a former Caledonian Railway six wheel side tank locomotive built in 1899, formerly in British Railways service. It arrived in 1954 but was in poor condition. It was given the number 21, and was scrapped in 1959. In 1958 a further Austerity locomotive was obtained second hand and given the number 15, followed by another Austerity, Nº 14, in 1961, and in 1964 a further example came to the line, numbered 16 replacing the earlier Nº 16, and another, Nº 13, in 1967.
The first locomotives to be designed by Hyde for the CSAR were based on Beatty’s 8th Class 4-8-0 locomotive. Hyde designed this Pacific version which became the CSAR's Class 9 and, at the same time, he extrapolated this design to a 4-6-4 tank locomotive for heavy suburban trains which later became the SAR Class F. Both locomotives were ordered in 1904. Five Pacific locomotives were ordered from the Vulcan Foundry of Newton-le-Willows in England and delivered in 1904. They were numbered in the range from 600 to 604 and designated Class 9 by the CSAR.
The Cape Government Railways 0-4-0ST Aid of 1878 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In June 1874, while construction work by the Kowie Harbour Improvement Company was underway at Port Alfred, the Cape Government Railways shipped their 0-4-0 tank locomotive no. 9 Blackie from Cape Town to Port Alfred for use as construction locomotive. In 1878, when it became necessary to regularly ferry the locomotive from one bank of the Kowie River to the other, a second locomotive was obtained, a saddle-tank engine named Aid.
In the middle of the 19th century, Port Alfred at the Kowie River mouth was considered as a possible third major port in the Eastern Cape, in addition to the ports of Port Elizabeth to the southwest and East London to the northeast. In 1857, the Kowie Harbour Improvement Company commenced work to construct embankments and increase the depth of the river mouth. The work was eventually taken over by the Cape Government, who spent more than £800,000 in the attempt to develop the harbour. In 1874, when the need arose for a construction locomotive on site, the tank locomotive no.
Since there was no precedent for such an enormous Cape gauge tank locomotive, the design was the subject of some severe criticism and various objections were put forward against its introduction. It was therefore decided to order only one experimental locomotive from Dübs and Company. It was delivered in 1899 and numbered 149. G.W. Reid In 1900, the General Manager of the NGR reported that the trials of the Reid locomo­tive had proven successful beyond anticipation and that the engine could haul a gross load of over the worst section of line with ease, 50% in excess of that taken by a locomotive.
The three cylinder tank locomotive was in fashion at this time, as a means of achieving good acceleration from rest, owing to their more even power delivery and the reduced risk of wheelslip.Ahrons, British Steam Railway Locomotive, pp. 337—340 This three-cylindered pattern had begun with Holden's Decapod of 1902 and carried through into Worsdell and Raven's fast passenger tank locomotives of 4-6-2T and 4-4-4T layout for the North Eastern Railway in 1910 and 1913. Worsdell also designed a comparable heavy shunter of his own, the Class X, although this used the 4-8-0T layout with a leading bogie, rather than trailing.
The SR U1 class were three-cylinder 2-6-0 ('mogul') steam locomotives designed by Richard Maunsell for passenger duties on the Southern Railway. The fifth member of the Maunsell "family" of standardised moguls and 2-6-4 locomotives, the U1 was the final development of the Maunsell mogul, and marked a continuation of the basic principles established by CME George Jackson Churchward for the GWR. Developed from Maunsell's previous SR U class design, the U1 class shared characteristics with Churchward’s GWR 4300 Class. The U1 prototype was a rebuild of the unique 3-cylinder SR K1 ("River") class 2-6-4 tank locomotive, becoming operational in June 1928.
The use of four-coupled wheels for a fast express was unusual by this time, as the Atlantic arrangement, a four-coupled tender locomotive with a four-wheel leading bogie for high-speeds, had by now largely been replaced by the larger Pacific. One exception was the US Hiawatha , a 4-4-2 of the same period. US track loadings were higher though, and this locomotive had a driving axle loading twice that of the Hungarian design. With the relatively short range of required, the Class 242 could afford to be a tank locomotive, even though this reduced the water and fuel capacity available.
In 1880, the Natal Government Railways (NGR) placed an order for a single saddle-tank locomotive with Hunslet Engine Company in Leeds. It was virtually identical to the engine John Milne which had been supplied to the Harbour Board of Natal from the same manufacturer in 1879, having been built to the same design, but with some differences in detail such as those visible on the sides of their respective smokeboxes. The locomotive was numbered 15 in the NGR number range, following on from the numbers allocated to the NGR's first batch of Kitson-built Class G locomotives of 1879.The Railway Report for year ending 31 Dec.
Bagnall locomotive Pixie in 1981 In the words of Peter Scott, "The story of the Cadeby Light Railway is really the story of one man - 'Teddy' Boston". In May 1962, Boston bought a Bagnall saddle tank locomotive number 2090, named 'Pixie', and set about building a light railway in the grounds of the Rectory at Cadeby. U-shaped, with a total length of 110 yards, the line opened on 7 April 1963 and carried its first passengers a month later. In 1967, Boston bought from Lilleshall Hall another narrow gauge locomotive, number 1695, which was an engine he had seen working a light railway at Lilleshall when he was young.
The A class was the second class of steam locomotive (after 1872's F class) ordered to work on New Zealand's national railways. Initially ordered by the Public Works Department for use in the construction of lines in Canterbury and Taranaki, the A class was a small tank locomotive with a wheel arrangement of 0-4-0T. An initial twelve were constructed by Dübs and Company in 1873 and two more were built in 1875 by Yorkshire Engine Company. They were not just used by the Public Works Department; the New Zealand Government Railways also utilised the class to operate revenue services on smaller branch lines.
It operated very successfully on the Morayshire line and was highly regarded by railway experts but faced reluctance by other railway companies for its adoption—it is unclear if any other railways also used it. The Mechanic's Magazine after having seen the device in operation, wrote: Within a short time of co-designing the coupling device, Joseph Taylor was killed in an accident near Oakenhead Bridge just outside Lossiemouth on 23 April 1857. He was driving a tank locomotive which collided with a ballast train. In the same year also near Lossiemouth, a passenger was killed when a badly secured barrier gave way on a truck.
2995 was not required by Austin and was sold to a scrap and plant dealer in South Wales from whom it was purchased by the National Coal Board for use at one of their collieries in South Wales until problems developed with its steel firebox. Steel fireboxes are less tolerant of poor maintenance and it is likely that the loco did not receive boiler washouts as regularly as should have been the case. Serious consideration was given to replacing the boiler with one from a Great Western Railway pannier tank locomotive. But this idea was not pursued and the loco was subsequently scrapped on site in 1967.
CGR Fairlie no. E34, c. 1878 In 1876, the Cape Government Railways (CGR) placed a single experimental Double Fairlie side-tank locomotive in service on the Cape Eastern system, working out of East London. Built by Avonside Engine Company, it was the first articulated locomotive to enter service in South Africa and also the first locomotive to be equipped with Walschaerts valve gear. After some shortcomings were brought to the attention of the locomotive builders, a second Double Fairlie which incorporated these improvements was delivered and placed in service in 1878.Abbott, Rowland A.S. (1970). The Fairlie Locomotive, (1st ed.). South Devon House, Newton Abbot, Devon: David & Charles, Newton Abbot. pp.
Fifteen large 4-4-0s, the 'Loch' Class, arrived from Dübs & Co. in 1896, and these had identical tenders to the goods locomotives. The Duke of Sutherland purchased a small 2-4-0 tank locomotive, named Dunrobin, and after the Highland began providing services this was reserved for the Duke's private carriage. After the Duke died in 1892 his son, the 4th Duke of Sutherland, purchased a Jones designed 0-4-4 tank from Sharp, Stewart & Co. that was provided with accommodation in the cab for the Duke's guests. Jones changed the livery of the goods locomotives to black lined with red and white.
The Milhams converted the stationmaster's house into a family residence and made it into their home, converting the first class passengers' waiting room into a lounge area. Restored signal box It was decided to operate the station as a small heritage operation called the Lavender Line after A.E. Lavender & Sons who were the original coal merchants who operated from the station yard; lavender was also grown in the area.Oppitz, L., p. 33. Rolling stock was purchased and the first engine, a Barclay 0-4-0 saddle tank locomotive (945/1904) known as "Annie", arrived on 23 February 1984, the 15th anniversary of the station's closure.
Although the train services were popular, road bus services were considered to be much more convenient by the mid 1920s. The last timetabled passenger train ran on 20 September 1930. Two enthusiasts' special trains traversed the line, the "North Wales Rail Tour" where a tank locomotive propelled three coaches to Dyserth on 2 October 1955Image of ticket Calendariu and "The Welshman" formed of a six car DMU on 11 October 1969. After goods and mineral traffic on the line declined, the branch was closed to general traffic on 1 December 1951, while coal continued to be hauled as the only ordinary traffic; that too ceased on 4 May 1964.
Finnish VR Class Pr2 no. 1800 at Haapamäki in Keuruu, Finland The Finnish State Railways Class Pr2, nicknamed Henschel, was a gauge passenger tank locomotive class, ordered from Henschel & Son by the Estonian State Railways in the spring of 1939 and completed in 1941. The outbreak of the Second World War prevented their delivery to Estonia, but a few of these engines did operate in Latvia in 1942. They became superfluous when the Germans began converting the Baltic tracks to , and the four locomotives were sold to Finland. They were classified Pr2 and numbered 1800 to 1803 upon their arrival in Finland in December 1942.
No tender locomotives saw service in South Africa, but six tank locomotive classes were used, all of them on . In 1896, the Natal Government Railways (NGR) rebuilt one of its Class K&S; 4-6-0 tank locomotives to a configuration, as directed by NGR Locomotive Superintendent George William Reid. This was the first known use of this wheel arrangement and was done to enable the locomotive to run equally well in either direction in shuttle service on the Natal South Coast line, where no turning facilities were available. In 1912, when it was assimilated into the South African Railways (SAR), this locomotive was designated Class C2.
The size was constrained by the heavier axle-loading of Maunsell's proposed 2-6-4 tank locomotive variant of the N class, the K class, and was consequently smaller than was otherwise possible on the 2-6-0 chassis. The need to reduce overall weight also meant that the latter would feature lightly braced frames. Maunsell's Chief Locomotive Draughtsman, James Clayton, brought functional Midland Railway influences to the design, such as the shape of the cab and the drumhead-type smokebox, which sat on a saddle that was of wider diameter than the fully lagged and clad boiler. Clayton was also responsible for the tender and chimney designs.
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).
61 001 and train at the Centenary of German Railways exhibition in 1935. Because it was planned to run the train in shuttle services to a tight time schedule, it was necessary that the engine could run at top speed in both directions. This resulted in a tank locomotive rather than the tender locomotive design otherwise used for long-distance high-speed links. In order to be able to attain the high running performance aimed at, locomotive and coaches were designed to be especially light, albeit the coal and water supplies had still to be sufficient for a one-way trip on the planned route.
The first long section of railway was the Wemyss and Buckhaven Railway; this and several short branches built early on were worked by the North British Railway with that company's locomotives. When the extension railway from Buckhaven to Methil and Leven was made, it was operated by the Wemyss Estate, and a four-wheel saddle tank locomotive was procured in 1884 from Barclays & Co of Kilmarnock; it was named Lady Lilian. In 1887 a second similar engine was obtained from Grant, Ritchie and Company, and named Jubilee. When the Leven dock and railway were sold to the North British Railway, the locomotives were transferred also.
9 Blackie had the honour, in 1865, to haul the official inaugural train of the company's Cape Town-Wellington Railway to Welling­ton. The inscription on the plaque is untrue, however, since an engraving which depicts the arrival of the inaugural train at Wellington Station shows the train behind one of these eight tender locomotives and not behind Blackie, which was probably still a side-tank locomotive at the time. One of these eight tender engines had hauled the first train from Cape Town to Eersterivier on 13 February 1862 and also the official train during the opening ceremony at Wellington on 4 November 1863.
The Cape Government Railways Fairlie of 1876 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1876, the Cape Government Railways placed a single experimental Double Fairlie side-tank locomotive in service on the Cape Eastern system, working out of East London. It was the first articulated locomotive to enter service in South Africa and also the first locomotive in South Africa to be equipped with Walschaerts valve gear. After some shortcomings were brought to the attention of the locomotive builders, a second Double Fairlie which incorporated most of these improvements was delivered and placed in service in 1878.
The locomotives were placed in service on the line between Lüderitzbucht and Keetmanshoop and on the lines from the latter north to Windhoek and south to Karasburg. Since the radius of operation of a tank locomotive is limited by the capacity of its small on-board coal bunker, these locomotives often ran with a small auxiliary tender coupled behind to extend their range. During the German South West Africa campaign in the First World War, the territory was taken over by the South African military. On 1 April 1922, all railways in the former German colony came under the administration of the South African Railways (SAR).
Following the fashion of the day, the locomotive was to be streamlined. The symmetrical wheel arrangement of 4-4-4T, particularly with the use of a tank locomotive rather than a tender, was chosen to allow high- speed running in either direction, without the need to reverse the locomotive on a turntable. This was following the earlier practice of 2-4-2T of around 1900 for suburban passenger services, although with their pony trucks replaced by bogies to allow faster running. For the express locomotives of the 1930s though, like the similar DRG Class 61, the intention was to reduce turn-around time at stations, rather than for use at small stations without turntables.
Both fuel and water supplies are carried with the locomotive, either on the locomotive itself, in bunkers and tanks, (this arrangement is known as a "tank locomotive") or pulled behind the locomotive, in tenders, (this arrangement is known as a "tender locomotive"). Trevithick's 1802 locomotive The first full-scale working railway steam locomotive was built by Richard Trevithick in 1802. It was constructed for the Coalbrookdale ironworks in Shropshire in the United Kingdom though no record of it working there has survived. On 21 February 1804, the first recorded steam-hauled railway journey took place as another of Trevithick's locomotives hauled a train from the Pen-y-darren ironworks, in Merthyr Tydfil, to Abercynon in South Wales.
Zululand Railway Co. no. 1, c. 1901 In 1901, the Zululand Railway Company, contracted for the construction of the Natal North Coast line from Verulam to the Tugela River, acquired one 2-6-2 side-tank locomotive as construction engine from Baldwin Locomotive Works. Upon completion of the line in 1903, the locomotive was taken onto the roster of the Natal Government Railways and was designated Class I. CGR 6th Class, SAR Class 6Y The first four Prairie locomotives built for the Cape Government Railways (CGR) by Neilson, Reid and Company, later designated Class 6Z on the South African Railways (SAR), were placed in service in 1901, but they displayed the Prairie's tendency to be unsteady at speed.
The company bought a new loco, NO 1, in 1913 from Andrew Barclay and, in 1914, purchased a second-hand ex-Wellington and Manawatu Railway tank locomotive from NZR, WH 449\. Initial problems with lineside fires were resolved by fitting spark arrestors. A regular Saturday passenger service ran for many years, known as the "Wilton Express", using three ex-WMR clerestory carriages.The End of an Era: Gwyneth Jones page 23 A 'Waipa Collieries' advert, placed by the mine's first manager, showed passenger trains leaving Glen Massey at 8.30am and Ngāruawāhia at 4pm, with passengers also taken on coal trains leaving Glen Massey at 11.30am and 2.30pm and Ngāruawāhia at 10am and 1pm.
0-6-2 Saddle Tank Locomotive for Switching Service. Built by the Baldwin Locomotive Works for the Nevada Consolidated Copper Co. Abandoned Nevada Northern trackage and depot at Currie, Nevada, 2007 The Nevada Northern owes its beginnings to the discovery and development of large porphyry copper deposits near Ely early in the 20th century. Two of the region's largest mines (including the Robinson Mine) were purchased in 1902 by Mark Requa, president of the Eureka and Palisade Railroad in central Nevada. Requa then organized the White Pine Copper Company to develop his new properties, and it soon became evident that rail access to the isolated region would be essential to fully exploit the potential of the mines.
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.
Locomotive No. 44 of the Brunswick State Railway (BLE) was a tank locomotive for mixed passenger and goods traffic. The locomotive, built in 1934 by Krupp, had a 2-8-2T wheel arrangement and a two-cylinder superheated engine. Leading and trailing wheels were housed in a Bissel bogie. Rather unusual for such a locomotive were the smoke deflectors which were attached directly to the side tanks and extended as far as the front buffer beam. After the takeover of the BLE by the Deutsche Reichsbahn in 1938, the engine was given the running number 79 001, re-using a number previously given to a Saxon XV HTV that had been retired in 1933.
Between May 1901 and July 1902, Walkers Limited delivered 20 locomotives to the Queensland Railways. Per Queensland Railway's classification system they were designated the 6D16 class, the 6 representing the number of driving wheels, the D that it was a tank locomotive and the 16 the cylinder diameter in inches. The 6 prefix was later dropped, when the remaining non six-wheel tanks were withdrawn. They were built to the 4-6-2T wheel arrangement. However the combination of double front bogie and single rear truck caused derailments and in 1904/05 all were rebuilt with a four-wheel swinging bolster bogie at both the front and rear thus becoming 4-6-4Ts.
The Mecklenburg T 4 was a German steam locomotive built for the Grand Duchy of Mecklenburg Friedrich-Franz Railway as a goods train tank locomotive with a leading axle and three coupled axles (2-6-0T). In 1925 it was incorporated in the renumbering plan of the Deutsche Reichsbahn as DRG Class 91.19. At the beginning of the 20th century much more powerful locomotives were needed for branch line operations, but the tried and trusted Prussian engines could not be used because the T 9 family was already clearly too heavy. As a result, Henschel-Werke was given an order for what became the Mecklenburg T 4, one of the few locomotive classes to be developed by Mecklenburg itself.
The DB Class 82 was a goods train tank locomotive with the Deutsche Bundesbahn in Germany, that was built in the period after the Second World War and was intended for shunting and normal rail services. They were to replace the ten- coupled state railway (Länderbahn) engines and also the accident-prone Class 87 DRG Einheitslok (standard locomotive). It was the first of the DB's so- called Neubaudampflokomotiven or newly designed steam locomotives, and was built by the firms of Krupp and Henschel in 1950 and 1951 and also by the Maschinenfabrik Esslingen in 1955. Although they were ten-couplers, the 41 engines were also suitable for lines with tight curves such as the Hamburg Harbour railway.
The NZR WD class was a class of tank locomotive built by Baldwin Locomotive Works to operate on New Zealand's national rail network. Essentially a more advanced version of 1898's WB class, the eighteen members of the WD class were ordered in 1901 and most entered service that year, though three were not introduced until the start of 1902. Based in locations all around the country, from Auckland in the north to Dunedin in the south, the WD class were suitable for a variety of trains from freight to suburban passenger services. Withdrawal of the class began with WD 356 in January 1933, with the final three, 327, 359, and 360, written off in March 1936.
Classified as Class S and known for rapid acceleration and sustained high speed, these were the blueprint for the future GNoSR tender locomotives. Manson had left a design for a 0-4-4 tank locomotive and Johnson changed the firebox, boiler and value gear so they were the same as the Class S tender locomotives before ordering nine to work the Deeside line. Classified as Class R, these arrived in 1893, and most were transferred to the Aberdeen suburban services in 1900. Six were scrapped in 1937, the year the suburban services were withdrawn. William Pickersgill replaced Johnson in 1894, and between 1895–1898 twenty-six new locomotives were purchased from Neilsons.
It had no cab and a reduced chimney and was named Electric. Chanters was connected to the Manchester and Wigan Railway line built by the London and North Western Railway (LNWR), in 1864 between Tyldesley and Howe Bridge Station by a short branch provided by the LNWR. Fletcher Burrows bought another Hawthorn's locomotive Atherton and in 1878, a six coupled saddle tank locomotive, Collier, from Manning Wardle in Leeds. Vulcan, a 0-6-0 saddle tank, was bought from the Vulcan Foundry in 1892 A replacement for Lilford with the same name was bought from the Hunslet Engine Company in 1897 and in 1909 the company bought its largest locomotive, another 0-6-0 saddle tank, Atlas from Pecketts in Bristol.
These locomotives made up the largest tank locomotive class on the Compagnie des chemins de fer de l'Est and maintained the suburban service for Eastern Paris until the electrification of the Paris - Strasbourg line in 1962, being allocated to Noisy, Paris-La Villette and Vaires sheds. After that date they replaced the 2-6-2T locos of class 1-131 TB on the Vincennes line. They maintained that service until the eve of integration of the line with RER line A on 14 December 1969. Many of these locomotives were transferred to provincial sheds for varied work and yard shunting on minor routes where their small axle loading of was an advantage. In 1932, 4433 underwent smoke-deflector trials, which were not followed up.
Reference to a second locomotive was made in a report in the Cape Argus on 19 July 1870, in which it was mentioned as "the first locomotive made in South Africa" while the activities were described as "wagons that were hauled along several lines of railway by two engines". It was a 0-4-0 saddle-tank locomotive, now believed to have been built by Henry Hughes and Company, which was shipped to the Cape as a kit of parts to be assembled by the customer. Since Hughes's works started building locomotives around 1863, it would follow that the in-service date of the second locomotive was at some time between 1863 and 1870.The Cape Argus of 19 July 1870.
The junction with the main line was at a flag station known as Beach, and the line terminated at Hutt Park, a 122-metre long platform by the western bank of the Hutt River. In the 1901 Working Timetable these two stops are called Petone Junction and Racecourse Platform respectively.New Zealand Railways Department, 1901 Working Timetable extract Trains ran whenever there was a race meeting, approximately four times a year for one or two days, from Te Aro at the end of the Te Aro Extension via Lambton Railway Station, a predecessor of Wellington railway station. They were run by the New Zealand Railways Department on behalf of the Hutt Park Railway Company and typically employed a WA class tank locomotive as motive power.
The Natal Government Railways (NGR) Class D tank locomotive was designed by William Milne, the Locomotive Superintendent of the NGR from 1877 to 1896, and was built by Dübs and Company. The first 46 locomotives, with an operating boiler pressure of and numbered in the range from 49 to 94, were placed in service during Milne's term. They proved to be such good engines that, when G.W. Reid took over as Locomotive Superintendent in 1896, he continued to place further orders for another 58, numbered in the range from 91 to 148, but with the boiler pressure increased to . These 100 locomotives, initially known on the NGR as the Dübs A, were delivered in ten batches by Dübs between 1888 and 1899.
In April 1933, representatives from Henschel and the coach firm of Wegmann & Co. handed a Study Into A High-Speed Steam Train (Studie über einen schnellfahrenden Dampfzug) to the general manager of the Deutsche Reichsbahn-Gesellschaft, Julius Dorpmüller. This report envisaged a light, 4-4-2, superheated, tank locomotive with a two-coach unit, whose procurement and maintenance costs were low and which also offered passengers greater comfort. In order to minimise air resistance, the whole train would be streamlined and the double-coach rounded off at both ends. The locomotive, its streamlining extending at the back over the coal tank, would be able to push or pull from either end of the double-coach depending on the direction of travel.
Under the Whyte notation for the classification of steam locomotives, ' represents one of the simplest possible types, that with two axles and four coupled wheels, all of which are driven. The wheels on the earliest four- coupled locomotives were connected by a single gear wheel, but from 1825 the wheels were usually connected with coupling rods to form a single driven set. The notation 0-4-0T indicates a tank locomotive of this wheel arrangement on which its water and fuel is carried on board the engine itself, rather than in an attached tender. In Britain, the Whyte notation of wheel arrangement was also often used for the classification of electric and diesel-electric locomotives with side-rod-coupled driving wheels.
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.
Bagnall contractor's loco, with their distinctive cylindrical firebox The contractor's locomotive was a small tank locomotive specially adapted for use by civil engineering contractor firms engaged in the building of railways. The locomotives would be used for hauling men, equipment and building materials over temporary railway networks built at the worksite that were frequently re- laid or taken up and moved elsewhere as building work progressed. Contractor's locomotives were usually saddle or well tank types (see above) but required several adaptations to make them suitable for their task. They were built to be as light as possible so they could run over the lightly built temporary rails and had deeply flanged wheels so they did not de-rail on the tracks which were often very uneven.
A class 65.10 locomotive in service of Leunawerke Like the DB Class 65 built for the Deutsche Bundesbahn in West Germany, the DR Class 65.10 was intended by the Deutsche Reichsbahn (DR) in East Germany for commuter traffic on suburban railways. The DR procured a total of 88 examples of this class, and 7 more went to the Leuna chemical works. The Class 65.10 was developed after the Second World War as a powerful tank locomotive that would replace engines of classes 74, 75, 78, 86, 93 and 94. Numbers 1001 and 1002 were built at VEB Lokomotivbau Elektrotechnische Werke (LEW), formerly Borsig Lokomotiv Werke (AEG), Hennigsdorf, and the production models at VEB Lokomotivbau Karl Marx, (LKM, formerly Orenstein & Koppel) Babelsberg.
Forney-type tank locomotive from the Manhattan Elevated Railway on the Guangdong–Sanshui railway in 1903 The first section of about 10 miles from Canton (Guangzhou) to Fatshan (Foshan) was double-tracked standard gauge line using steel rails. Because of the shortage of funds economies were made by purchasing used equipment from the United States and this included eight reconditioned ex-Manhattan Elevated Railway "Forney"-type tank locomotives, which had been built in 1885–1856 and were designed for running backwards (cab-first).The Locomotive Magazine, April 1903 Most of the stations along the route were initially small temporary mat-shed structures and the only permanent station erected in time for the opening of the railway was at Fatshan. This section was opened to traffic in late 1903.
In New Zealand, two classes of tank locomotive were built with the 2-4-0T wheel arrangement. They were the New Zealand Railways (NZR) D class in 1874 and 1929, and the NZR L class in 1878, both classes having been designed for mixed traffic use. Five D class locomotives were built by Dübs and Company in Glasgow, Scotland, nineteen were built by Neilson and Company and eleven were built by Scott Brothers Ltd. of Christchurch. The first members of the D class entered service in 1874 and all had been withdrawn from NZR service by the end of 1927, which allowed the D classification to be used again in 1929. Of the 33 D class locomotives built, seven have been preserved, although only D16 and D140 were in operational condition.
This wheel arrangement was first used on the Natal Government Railways (NGR) in the Colony of Natal in 1899, on a tank locomotive that was designed to meet the requirement for a locomotive that could haul at least one and a half times as much as an NGR Dübs A 4-8-2T locomotive. In the United States, a simple expansion (simplex) version of the type was used only on the Southern Pacific and Union Pacific Railroads. Baldwin Locomotive Works built an experimental compound expansion in 1926, but since the weight and length of this engine was too much for all but the heaviest and straightest track and compound steam locomotives had already lost favor on United States railroads, its demonstration runs failed to generate interest and no more were produced.Swengel, F.M. (1967).
Under the Whyte notation for the classification of steam locomotives, ' represents the wheel arrangement of two leading wheels on one axle, usually in a leading truck, eight powered and coupled driving wheels on four axles and two trailing wheels on one axle, usually in a trailing truck. This configuration of steam locomotive is most often referred to as a Mikado', frequently shortened to Mike. At times it was also referred to on some railroads in the United States of America as the McAdoo Mikado and, during the Second World War, the MacArthur. The notation 2-8-2T indicates a tank locomotive of this wheel arrangement, the "T" suffix indicating a locomotive on which the water is carried in side-tanks mounted on the engine rather than in an attached tender.
The Pureo7-200 class (푸러7-200) was a class consisting of steam tank locomotives with 2-6-2 wheel arrangement operated by the Korean National Railroad in South Korea. The "Pureo" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, the Chosen Government Railway owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52 - including these; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea. The Chosen Gyeongnam Railway, a privately owned railway in the southwestern part of colonial-era Korea, received at least eleven 2-6-2T tank locomotive built by H.K. Porter, Inc.
The locomotives underwent a number of modifications to allow for reliable high speed operation, including dual Lempor exhausts, oil firing and the addition of a diesel control stand for multiple unit operation. The use of these R class locomotives on the Warrnambool line did not continue after the demise of the private operator in 2004.West Coast Railway Modernised R Class Locomotives R711 & R766Anatomy of West Coast Railway's "Super" R Class, Introduced and compiled by Barry Merton ;Tank locomotives The tank locomotive configuration was a popular type with the Western Australian Government Railways. The D class was introduced for suburban passenger service in 1912. Its successors, both also of the wheel arrangement, were the Dm class of 1945 that was rebuilt from older E class Pacific tender locomotives, and the Dd class of 1946.
The replica Annie was built by Richard Booth to the design of a Bagnall class 'E' 0-4-2T tank locomotive named Annie which was built in 1911 and shipped to New Zealand to operate the Gentle Annie Tramway near Gisborne. The original Annie later ended up at a quarry at Motuhora along with another Bagnall engine from the Gentle Annie Tramway, and was buried on the site by a landslide in the late-1950s/early 1960s. Dug up in the late 1970s, the remains of Annie passed through several owners, and are now owned by the East Coast Museum of Technology at Makaraka near Gisborne, who have prepared what remains of the engine for static display. The replica Annie was constructed based upon working drawings; mechanically identical to Polar Bear but with a 0-4-2 wheel arrangement.
Work on the main line was under way by October 1847, the first, ceremonial sod being cut in "Warmsworth Field", the site of the present day cutting. Work ran overtime but the line was ready for a trial run to take place on 29 October 1849 when a special train left Doncaster, Cherry Tree Lane station located on the triangle junction with the Great Northern Railway (GNR), southwest of Doncaster. The train, made up of two first class carriages loaned by the Midland Railway and a GNR open wagon fitted with seats, was propelled by a four-coupled tank locomotive which had been used for ballasting the line. The Board of Trade inspector, Captain George Wynne, inspected the Doncaster-Swinton section of the line on 31 October 1849 and reported it as safe for use, also noting some deviations from the permitted line.
The Pureo7-300 class (푸러7-300) was a class consisting of steam tank locomotives with 2-6-2 wheel arrangement operated by the Korean National Railroad in South Korea. The "Pureo" name came from the American naming system for steam locomotives, under which locomotives with 2-6-2 wheel arrangement were called "Prairie". In all, the Chosen Government Railway owned 227 locomotives of all Pure classes, whilst privately owned railways owned another 52 - including these; of these 279 locomotives, 169 went to the Korean National Railroad in South Korea and 110 to the Korean State Railway in North Korea. The Samcheok Railway, a privately owned railway in the east-central part of colonial-era Korea, received two 2-6-2T tank locomotive built by Kisha Seizō of the Japan in 1938, works numbers 1544 and 1545, which it numbered 351 and 352.
The Wick and Lybster Light Railway Company was simply a financial shell, receiving the working charge from the Highland Railway. The Railways Act 1921 was passed with the aim of grouping the railways of Great Britain; the Highland Railway was a constituent of the new London Midland and Scottish Railway (LMS) but the W&LLR; was simply absorbed; the LMS exchanged £100 ordinary shares in the W&LLR; for £12 10s cash; the company was valued at £42,515. In 1903 an 0-4-4 tank locomotive that had been working on the Strathpeffer branch was transferred to work the Wick and Lybster Light Railway. It had been built in 1890 by David Jones as a saddle tank; it was given a second-hand boiler, and in 1901 it had been altered to a side-tank configuration.
In January 1905 an order was placed by the Central South African Railways (CSAR) with Kitson & Co for two self-contained railmotors. By the end of 1905, it was reported by CSAR Chief Locomotive Superintendent L.S. Smart that a great delay had occurred in the delivery of the two railmotors and that delivery was not expected for months. To avoid further delay with the implementing of the new railmotor service, it was decided to construct a railmotor engine at the Pretoria Works, consisting of a light 19 Tonner 0-4-2 tank locomotive and a 52-seat side-door 3rd Class suburban coach. The locomotive was modified and semi-permanently coupled to the coach, which was modified to contain a driving cab at the rear end with the controls arranged so that the push-pull unit could be driven from either vehicle.
Continuing to enter territory that the LSWR considered its own, the N&SWJR; got authority in 1853 to make a branch to the small rural town of Hammersmith, although the terminus was some distance west of the place. The purpose of the branch is not clear as the area was still undeveloped, and a shareholders' committee found that the directors had improperly arranged construction outside the authorised capital of the company. The junction with the N&SWJR; main line, at Acton Gatehouse Junction, faced Kew and it may be that the directors hoped that the LSWR would work the branch passenger trains. Goods trains started working to the terminus on 1 May 1857, but the main line companies were reluctant to operate a passenger service, and the N&SWJR; itself acquired a Sharp, Stewart 0-4-0 saddle tank locomotive.
The Moreton Central Sugar Mill opened for crushing in 1897. The lift bridge was part of the Moreton Central Sugar Mill Cane Tramway that connected the mill with cane farms, which developed over many years and was in use until late 2003. It was a key factor in the success of the mill and the development of Nambour. Extending the tramway network proved expensive due to the nature of the terrain and there were consequent difficulties with the supply of cane to the mill, though by 1905, when the first locomotive, a Krauss 0-6-0 tank locomotive, was purchased, there were of permanent tramline in use. In 1911 a branch line was constructed to the Maroochy River and although the eastern section of the tramway network continued to be extended, lines on the western side were sold to Maroochy Shire in 1914.
It was built to the company's C Class design, although it was the first member of its class to be built to a gauge less than . The saddle tank locomotive was originally delivered as a with an open cab. Early tests on the railway showed that this wheel arrangement lead to unacceptable vertical oscillation, and in January 1867, Talyllyn was returned to its manufacturer for the fitting of a pair of trailing wheels, converting it into an 0-4-2ST. A cab was subsequently fitted in the railway's workshops at Pendre. Talyllyn at Tywyn Wharf station in 1904 Abergynolwyn Station in 1999, carrying a green livery One unusual feature of the conversion of Talyllyn to an 0-4-2 wheel arrangement is that the trailing axle was fixed rigidly to the frame, resulting in an overall wheelbase of 8 ft.
Tank locomotive, built around 1907 for service on the Bolān Pass railway From Sibi the line runs south-west, skirting the hills to Rindli, and originally followed the course of the Bolān stream to its head on the plateau. The destructive action of floods, however, led to the abandonment of this alignment, and the railway now follows the Mashkaf valley (which debouches into the plains close to Sibi), and is carried from near the head of the Mashkaf to a junction with the Bolān at Machh. An alternative route from Sibi to Quetta was found in the Harnai valley to the N.E. of Sibi, the line starting in exactly the opposite direction to that of the Bolān and entering the hills at Nari. The Harnai route, although longer, is the one adopted for all ordinary traffic, the Bolān loop being reserved for emergencies.
However, after many years of disuse, the site was purchased by the Yorkshire Dales National Park Authority and converted into a museum and tourist information centre in the early 1990s, a role it continues to fulfil to this day. As part of this scheme, the station buildings and platforms were refurbished, a short length of track relaid. A preserved industrial tank locomotive, cosmetically painted in British Railways colours, together with a pair of ex-BR Mark 1 coaches, were installed as a static exhibit (see accompanying photo). Although isolated from the national rail network for over fifty-five years, the Wensleydale Railway hopes to one day eventually rebuild, re-instate and re-open the currently abandoned and derelict section of line between Redmire and Garsdale (thus would involve restoring the station to its former glory and active use).
By 1898, increasing traffic on the new Natal Government Railways (NGR) mainline into the interior, with its sharp curves and severe 1 in 30 (3⅓%) gradients, necessitated double-heading of the NGR's Dübs A locomotives on the heavier section of the Natal mainline between Estcourt and Mooirivier as a means to run longer trains to reduce occupation of the line. The requirement therefore arose for a tank locomotive which could haul at least one-and-a-half times as much as a locomotive. The limitations within which G.W. Reid, Locomotive Superintendent of the NGR at the time, had to meet this requirement were rather severe. The maximum axle load was not to exceed within the construction loading gauge of high by wide, while the locomotive had to be able to negotiate gradients of 1 in 30 (3⅓%), compensated for curves of radius.
Locomotive No. 7 Tom Rolt at Tywyn Wharf station With passenger numbers falling and the line extended to Nant Gwernol, the railway entered a period of consolidation. By 1987, the boiler on locomotive No. 6 Douglas was life expired and in need of replacement. Consideration was given to reviving the project to build a new locomotive from the components of Irish Pete instead of purchasing a new boiler for Douglas and in early 1988 work recommenced on the rebuilding of the ex-Bord na Mona locomotive. A new design for an 0-4-2 side tank locomotive was prepared by the railway's Chief Engineer John Bate, which reused the chassis and boiler from the locomotive with a new superstructure and the addition of trailing wheels, and the new locomotive, officially named Tom Rolt after the Preservation Society's first chairman, was put into service on 6 May 1991.
This was even though track renewal had recently taken place west of Abergavenny and that the Clydach and Abergavenny sections had won "Best Track Length" awards in the 1950s, while Govilon received an award for its outstanding station gardens. The last public timetabled service ran on Saturday 4 January 1958, the last train running was the 08.30 p.m. Abergavenny Junction to Merthyr station, hauled by GWR 5700 No. 4630 pannier tank locomotive, with the down train being the 08.30 p.m. Merthyr to Abergavenny, drawn by GWR 6400 No. 6423. Wagons at Govilon sidings were shunted away by LMS Stanier 3P 40145. The last passenger-carrying train was a special organised by the Stephenson Locomotive Society on Sunday 5 January 1958 made up of 5 eight- wheelers (a GWR corridor and 4 LMS vestibules) hauled by L&NWR; 0-8-0 'Super D' No. 49121.
Seventy were still in service at the 1923 grouping, the LNER adding 7000 to the numbers of nearly all the ex-Great Eastern locomotives, including the Class S69 locomotives. A further ten were ordered in 1928 to ease a power shortage caused by the stalled development on a new class of 4-6-0 locomotives, and the cancellation of the planned suburban 2-6-4T tank locomotive due to the adverse press publicity caused by the Sevenoaks derailment. All the B12 locomotives were fitted with vacuum ejectors between 1924 and 1929 (the 1928 batch had them from new). Fifty-five locomotives were fitted with ACFI feedwater heaters between 1927 and 1934, but these were removed between 1934 and 1942. The first substantive change was the fitting of Lenz poppet valves to the 1928 batch (from new), and six of the ex- GE locomotives (8516/19/25/32/33/40).
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.
As mortgagee, the Queensland government took over the running of the mill between 1904 and 1907. The first locomotive, a Krauss 0-6-0 tank locomotive, was purchased in 1905 although horses were still used to deliver cane to the end of the western line and over a tramline which ran over the Rosemount Range and connected with the Petrie Creek line to the east of the mill. In 1911 a branch line was constructed to the Maroochy River and although the eastern section of the tramway network continued to be extended, lines on the western side were sold to Maroochy Shire in 1914. Some branch lines were dismantled and the line extended to Mapleton. The council operated this line for 30 years, before it was reacquired in 1945 by the Mill and reduced back to the foot of the range before being closed in 1970.
The Jerusalem terminus of the Jaffa and Jerusalem line suffered from restricted space, and after conversion to standard gauge never had a facility to turn 4-6-0 tender locomotives. Running tender first was unpopular in any location, but especially on this route which had tight curves and steep gradients through the Judean hills, so PR sought a tank locomotive powerful enough for the job. In 1922 PR introduced the 2-8-4T K class tanks from Kitson and Company in England, which were powerful enough to haul 250 ton trains up the 2% (1 in 50) ruling gradient to Jerusalem but suffered derailments caused by their eight-coupled wheel arrangement. Therefore, in 1926 PR sent H class locomotives 895, 904, 905, 909, 915 and 918 to Armstrong Whitworth in England whose works at Scotswood in Newcastle-upon- Tyne converted them into 4-6-2T tank locomotives.
The SECR K class was a type of 2-6-4 tank locomotive designed in 1914 by Richard Maunsell for express passenger duties on the South Eastern and Chatham Railway (SECR), which operated between London and south-east England. The Southern Railway (SR) K1 class was a three-cylinder variant of the K class, designed in 1925 to suit a narrower loading gauge. They were among the first non-Great Western Railway (GWR) types to use and improve upon the basic design principles of power and standardisation established by GWR Chief Mechanical Engineer (CME) George Jackson Churchward. The locomotives were based on the GWR 4300 class, improved by the Midland Railway's ideals of simplicity and ease of maintenance.Scott-Morgan (2002), p. 18 The K class was designed to be mechanically similar to the SECR N class 2-6-0 mixed-traffic locomotives. The class was one of the earliest to use the 2-6-4 wheel arrangement in Britain.Casserley (1966), p.
Early preservation efforts in New Zealand were restricted to static public display of locomotives, and it is believed the first was Double Fairlie E class locomotive E 175 Josephine outside the Dunedin Railway Station in 1925. After this, the preservation movement entered a hiatus until the founding of the New Zealand Railway and Locomotive Society in 1944, which established branches throughout the country. The first act of active railway preservation was started by the NZR&LS; Otago Branch when they purchased a small 9-tonne Fowler 0-4-0T tank locomotive built in 1921 and formerly used by the Public Works Department as their NO 540, from the Otago Harbour Board for use on the fledgeling Ocean Beach Railway, established in 1963. Similar works were soon started in Christchurch by the NZR&LS; Canterbury Branch at their new Ferrymead Railway in Christchurch, the NZR&LS; Auckland Branch at their Glenbrook Vintage Railway and the NZR&LS; Wellington Branch at their Silver Stream Railway.
Many members remember earlier trips such as the 19th century tank locomotive "Meg Merriles" (a member of the F class) running trips to Swanson and Drury, C class locomotives double-heading services to Meremere and the mid-winter trips down the North Island Main Trunk. Probably the most memorable excursion of this period was three 4-8-2 JA class locomotives triple-heading an 18 carriage train from Auckland to Hamilton in 1964 – a feat which, to date, has not been repeated on New Zealand's national rail network with steam traction. The Society replicated this operation with classic 1950s DA class diesel locomotives (the specific class members were 1410, 1429 and 1431), on the Auckland – Mt Maunganui "Seatrain" 2000 trip and Auckland – Whangarei "Waves & Wheels" trip in 2001. In the late 1960s and early 1970s, the end of steam traction provided the opportunity to run locomotives from their bases at the time, to Auckland, for preservation as part of the Society's Glenbrook Vintage Railway project.
Pride of place in the Grove Farm Museum locomotive collection is one of the earliest steam locomotives in Kauai, an 1887 Hohenzollern steam engine built in Düsseldorf, Germany for the Koloa Plantation for $4,000, which arrived in 1888. This engine is also notable because it is today the oldest steam locomotive in the state of Hawaii currently being run on rails; it pre-dates all steam locomotives in the State, in any condition, except for two: one is a gauge Baldwin Locomotive from 1883 that is said to be buried in a sand dune in Puunene, on the island of Maui; the other is the Claus Spreckels, dating from 1882, originally a coal-fired engine later converted to oil, which is in storage in Maui in operational condition. At one time, it was thought the first locomotive on Kauai was this 1887 engine. It is a wood-fired side-tank locomotive weighing some 10 tons and has a gauge.
Freight trains off the Wairio Branch were largely industrial, and passengers were carried from Wairio to Invercargill from the line's opening until well into the 20th century. Due to decay of the old WR&CC; line, the Railways Department stated that it would not permit its wagons to be used on the line after 31 December 1924, and thus the timing of the opening of the line to Ohai at the start of January 1925 proved to be fortuitous as it could carry traffic from the mines that had previously utilised the WR&CC; route. Later in 1925 the Nightcaps Coal Company shut down operations and its railway extension was acquired by the Railways Department, which dismantled it in 1926. The Ohai Railway Board used locomotives bought from the Railways Department as motive power - initially one C and two FA class locomotives, later replaced by an X class tender engine and a WAB class tank locomotive.
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.
The F class had originally been conceived as a mainline mixed-traffic tank locomotive, and their capabilities exceeded the expectation of even Charles Rous-Marten, who wrote of having observed them in all manner of duties while in New Zealand. As time went on and lines were extended, it became clear that the F class could no longer keep running as it did on the mainline, and so larger engines were introduced, thus pushing the F class to branchline and shunting duties. The class is unique in that it has been used on every line in New Zealand to be operated by the New Zealand Railways, and indeed, some operated by the Public Works Department. Several were also owned by the Westport Harbour Board, whose assets were later acquired by the NZR. In all, a total of 88 were acquired by the Government and by various private railways, notably the Westport Harbour Board and the Thames Valley & Rotorua Railway (TVRR). Not all of the 88 locomotives were in NZR service at one time. One locomotive, Neilson 1842, was sold to the Public Works Department before the nationwide numbering scheme of 1890 was implemented. Another twelve locomotives were rebuilt as FA class 0-6-2T tank locomotives.
The 10.5 tonne 0-6-0T Decauville locomotive Simonne was manufactured in 1916 by Établissements Decauville Ainé with the works number 1587. It differs from the other locomotives of the Progress type in that it does not have a flat rear wall of the cab, but an inclined one, which makes it easier to operate. It was used by the French army during the World War I and in the post-war period until June 1965 at the Toury sugar mill in Eure-et-Loir. From there it was sold to the owner of a château in Quinéville (Manche) called Touquet, who kept it in the open air in the château's garden. When Jaques Maginot bought it in 1978, it was in good condition but needed a new boiler, which Jaques Maginot rebuilt himself with the help of a professional boiler-maker. The locomotive was taken out of service after Whitsun 2013, as it needed new boiler tubes after 30 years of operation. The 5.5 tonne 0-4-0ST saddle tank locomotive Charles was built by W.G. Bagnall in 1919 with the works number 2094. It is one of four locomotives (works numbers 2092-2095) built by Bagnall for Elias Wild & Son Ltd.
Its power and top speed were to be the same as those of the P 8. Robert Garbe designed this 4-6-4 (2'C2') tank locomotive for 100 km/h with a 17-ton axle load and contracted the Vulkan Werke in Stettin to build it. It was given the designation T 18. A total of 534 engines were built from 1912 to 1927, mainly by the Stettiner Maschinenbau AG Vulcan and, from 1923, also by Henschel, of which 458 alone went to the Prussian state railways and, subsequently, the Deutsche Reichsbahn. The Royal Württemberg State Railways received 20 T 18s in 1919, the Imperial Railways in Alsace-Lorraine 27 also in 1919, the Saar Railway (Saarbahn) 27 between 1922–25 and the Eutin-Lübeck Railway (Eutin-Lübecker Eisenbahn) one in each of the years 1936 and 1939. The Reichsbahn took over 460 vehicles from Prussia and 20 from the Royal Württemberg State Railways, incorporating them into DRG Class 78 with operating numbers 78 001–282 and 78 351–528. Of these, number 78 093 came from Alsace-Lorraine and numbers 78 146–165 from Württemberg. Later the engines from the Saar Railway were numbered 78 283–328 and those of the Eutin-Lübeck Railway as 78 329 and 330.
During his career on the Great Western Railway Holden developed an 0-4-0T side tank locomotive for shunting work. This engine was experimental and only one was built, dubbed the GWR Class "101" Holden Tank. In Holden's first year at Stratford Works four separate locomotive classes were put in hand. These were 2-4-2 tanks, 0-6-0 tanks, 0-6-0 freight engines, and the first of a new 2-4-0 express passenger type. This latter was No. 710, prototype of the well-known T19 Class, which was to prove the mainstay of Great Eastern main line passenger service for many years. While the new engine closely resembled one of the Worsdell Class G14s, the boiler was slightly larger, with 1,230 as against 1,200 sq ft (114 m2 and 111 m2) heating surface, and 18.0 as compared with 17.3 sq ft (1.67 vs. 1.61 m2) grate area; cylinders were 18 in by 24 in, and weight in working order 42 long tons (43 t). Building of these engines continued for eleven years, from 1886 to 1897, until there were 110 of them in all. The first sixty, numbered from 710 to 779 inclusive, had the older three-ring boiler with the dome on the middle ring and a pressure of 140 lbf/in² (970 kPa).

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