Atank locomotive is asteam locomotive which carries its water in one or more on-boardwater tanks, instead of a more traditionaltender. Most tank engines also havebunkers (orfuel tanks) to hold fuel; in atender-tank locomotive a tender holds some or all of the fuel, and may hold some water also.
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. This type originated about 1840 and quickly became popular for industrial tasks, and later forshunting and shorter-distancemain line duties.
Tank locomotives haveadvantages and disadvantages compared to traditional locomotives that required a separate tender to carry needed water and fuel.
The first tank locomotive was theNovelty that ran at the Rainhill Trials in 1829.[1] It was an example of awell tank. However, the more common form ofside tank date from the 1840s; one of the first of these was supplied byGeorge England and Co. ofNew Cross to the contractors building theSeaford branch line for theLondon Brighton and South Coast Railway in 1848.[2] In spite of the early belief that such locomotives were inherently unsafe,[3] the idea quickly caught on, particularly for industrial use and five manufacturers exhibited designs atThe Great Exhibition in 1851. These wereE. B. Wilson and Company,William Fairbairn & Sons, George England,Kitson Thompson and Hewitson andWilliam Bridges Adams.[4] By the mid-1850s tank locomotives were to be found performing a variety ofmain line and industrial roles, particularly those involving shorter journeys or frequent changes in direction.
There are a number of types of tank locomotive, based on the location and style of the water tanks.
Side tanks arecuboid-shaped tanks which are situated on both sides of theboiler, extending all or part of the boiler's length.[5] The tank sides extend down to the running platform, if such is present, for at least part of their length.[6] This was a common configuration in the UK.
The length of side tanks was often limited in order to give access to thevalve gear (inside motion). Tanks that ran the full length of the boiler provided greater water capacity and, in this case, cut-outs in the rectangular tank gave access to the valve gear. Longer side tanks were sometimes tapered downwards at the front to improve forward visibility. Side tanks almost all stopped at, or before, the end of the boiler barrel, with the smokebox protruding ahead. A few designs did reach to the front of the smokebox and these were termed 'flatirons'.[citation needed]
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The water tank sits on top of the boiler like asaddle sits atop a horse.[5] Usually, the tank is curved in cross-section, although in some cases there were straight sides surmounted by a curve (like an inverted 'U'), or even anogee shape (a concave arc flowing into a convex arc).[7] Walter Nielson patented the saddle tank arrangement in 1849.[8]
Saddle tanks were a popular arrangement especially for smaller locomotives in industrial use. It gave a greater water supply, but limited the size of the boiler and restricted access to it for cleaning. Furthermore, the locomotive has a highercentre of gravity and hence must operate at lower speeds. The driver's vision may also be restricted, again restricting the safe speed.
The squared-off shape of theBelpaire firebox does not fit easily beneath a saddle tank, and so most saddle tanks retained the olderround-topped boiler instead. A few American locomotives used saddle tanks that only covered the boiler barrel, forward of the firebox.
Water in the tank is slightly pre-heated by the boiler, which reduces the loss of pressure found when cold feedwater is injected into the boiler. However, if the water becomes too hot, injectors lose efficiency and can fail. For this reason, the tanks often stopped short of the hotter and uninsulatedsmokebox.
Box tank locomotives have saddle tanks but the tank itself is box shaped. These locomotives were used globally, the most extensive user of such locomotives was the United States with many box tanks being used on thePennsylvania Railroad[citation needed] on older steam locomotives built during the 19th century.
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Pannier tanks are box-shaped tanks carried on the sides of the boiler, not carried on the locomotive's running plates. This leaves a space between the tanks and the running plate. Pannier tanks have a lower centre of gravity than asaddle tank, whilst still giving the same easy access to the valve gear. Pannier tanks are so-named because the tanks are in a similar position to thepanniers on apack animal.[9]
Media related toPannier tank locomotives at Wikimedia Commons
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InBelgium, pannier tanks were in use at least since 1866, once again in conjunction with Belpaire firebox. Locomotives were built for the Belgian State and forla Société Générale d'Exploitatation (SGE), a private company grouping smaller secondary lines.[10]
In theUnited Kingdom, pannier tank locomotives were used almost exclusively by theGreat Western Railway. The firstGreat Western pannier tanks were converted from saddle tank locomotives[11] when these were being rebuilt in the early 1900s with theBelpaire firebox. There were difficulties in accommodating the flat top of the latter within an encircling saddle tank which cut down capacity and increased the tendency to overheat the water in the tank.[12] Pannier tank locomotives are often seen as an icon of the GWR.[citation needed]
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In Logging railroads in the Western USA used2-6-6-2 Saddle tanks or Pannier tanks for heavy timber trains.
In this design, used in earlier and smaller locomotives, the water is stored in a 'well' on the underside of the locomotive, generally between the locomotive's frames. This arrangement was patented by S.D. Davison in 1852.[13] This does not restrict access to the boiler, but space is limited there, and the design is therefore not suitable for locomotives that need a good usable range before refilling. The arrangement does, however, have the advantage of creating a lowcentre of gravity, creating greater stability on poorly laid ornarrow-gauge tracks. The first tank locomotive,Novelty, was a well tank.
Media related toWell tank locomotives at Wikimedia Commons
In this design, the tank is placed behind the cab, usually over a supporting bogie.[14] This removes the weight of the water from the driving wheels, giving the locomotive a constant tractive weight. The disadvantage is a reduction in water carrying capacity. A rear tank is an essential component of the AmericanForney type of locomotive, which is a 4-4-0 American-type with wheels reversed.
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Wing tanks are side tanks that run the length of the smokebox, instead of the full length of the boiler.[15] In the early 19th century the term "wing tank" was sometimes used as a synonym for side tank.[16]
Wing tanks were mainly used onnarrow-gauge industrial locomotives that could be frequently re-filled with water and where side or saddle tanks would restrict access to valve gear. TheKerry Tramway's locomotiveExcelsior has been described, by various sources, as both a wing tank and an inverted saddle tank.[17]
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The inverted saddle tank was a variation of the Wing Tank where the two tanks were joined underneath the smokebox and supported it.[18] This rare design was used for the same reasons as the wing tank but provided slightly greater water capacity. TheBrill Tramway locomotiveWotton is believed[by whom?] to have had an inverted saddle tank. The inverted saddle tank was a speciality ofW.G.Bagnall.[19]
A tank locomotive may also haul atender behind it.[20] This was the common arrangement on the largest locomotives, as well as on narrow-gauge railways where the small size of the locomotive restricts the space available for fuel and water. These combined both fuel and water in a proportion (where coal was used) of 1 pound of coal for every 6 pounds of water.[citation needed].
Where a tender was used with a narrow-gauge locomotive it usually carried only fuel, with water carried in the locomotive's tanks. The tender offered greater fuel capacity than a bunker on the locomotive and often the water capacity could be increased by converting redundant bunker space into a water tank.
Large side tank engines might also have an additional rear tank (under the coal bunker), or a well tank (between the frames).[21] This may have been to increase the water capacity, to equalise the weight distribution, or else improve the stability by lowering thecentre of gravity.[22]
Because tank locomotives are capable of running equally fast in both directions (see below) they usually have symmetrical wheel arrangements to ensure the same ride and stability characteristics regardless of the direction travelled, producing arrangements with only driving wheels (e.g.0-4-0T and0-6-0T) or equal numbers of leading and trailing wheels (e.g.2-4-2T and4-6-4T).[23] However other requirements, such as the need to support a large bunker, would require a non-symmetrical layout such as2-6-4T.
In theWhyte notation for classification oflocomotives (primarily bywheel arrangement), various suffixes are used to denote tank locomotives:[24]
In theUIC notation which also classifieslocomotives primarily bywheel arrangement, the suffix 't' is used to denote tank locomotives[25]
On tank locomotives which use solid fuels such ascoal, abunker is used to carry the fuel (for locomotives using liquid fuel such asoil, aFuel tank is used). There are two main positions for bunkers on tank locomotives: to the rear of the cab (as illustrated in the left of the images below), a position typically used on locomotives with a trailing carrying axle or a trailingbogie; or on top of and to one side of the firebox, a positioning typically used in cases where thefirebox overhangs the rear driving axle, as this counterbalances the overhanging weight of the firebox, stabilising the locomotive.[26]
There are several other specialised types ofsteam locomotive which carry their own fuel but which are usually categorised for different reasons.
AGarratt locomotive isarticulated in three parts. Theboiler is mounted on the centre frame without wheels, and two sets of driving wheels (4 cylinders total) carrying fuel bunkers and water tanks are mounted on separate frames, one on each end of the boiler.[27] Articulation is used so larger locomotives can go around curves which would otherwise restrict the size of rigid framed locomotives. One of the major advantages of the Garratt form of articulation is the maintenance of the locomotive's centre-of-gravity over or inside the track centre-line when rounding curves.[28]
A crane tank (CT) is a steam tank locomotive fitted with acrane for working in railway workshops or other industrial environments. The crane may be fitted at the front, centre or rear.[29]
During the 1930s there was a trend for express passenger locomotives to be streamlined by enclosed bodyshells. Express locomotives were nearly all tender locomotives, but a few fast tank engines were also streamlined, for use on high-speed, but shorter, services where turn-around time was important and the tank engine's independence from turntables was useful.[citation needed] Examples included the GermanClass 61[30] and the HungarianClass 242.[31]
The contractor's locomotive was a small tank locomotive specially adapted for use bycivil engineeringcontractor 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.[6]
At the same time, they had to be very powerful with good traction as they would often have to haul trains ofwagons up very steep gradients, such as the sides of railwayembankments or spoil heaps. Many were designed so that large iron ballast blocks could be fitted to the frames when extra weight and traction was required, then removed when it was not. Most had sanding gear fitted to all wheels for maximum traction. Some method of keeping mud and dust from clogging the wheels and brake shoes was also required – this either took the form of scraper bars fitted to the leading edge of the wheels or wheel washer jets supplied from the water tank. To handle long trains of loose-coupled (and often un-sprung) wagons, contractor's locomotives usually had very effective steam-powered brakes. Most lacked a full cab, often only having a front 'spectacle plate'. If a cab was provided it was usually removable along with the chimney, and sometimes the dome, so that the locomotive could be loaded onto a flatbed wagon for transport to new locations by rail whilst remaining within theloading gauge.[32]
Steam tram engines, which were built, or modified, to work on a street, or roadside, tramway were almost universally also tank engines.[33]
Tram engines had their wheels and motion enclosed to avoid accidents in traffic. They often hadcow catchers to avoid road debris causing a derailment. Some tram engines were fitted with a roof and enclosed sides, giving them an appearance more like a goods wagon than a locomotive.[34]
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Railway locomotives with vertical boilers universally were tank locomotives. They were small, cheaper-to-operate machines mostly used in industrial settings.[35]
The benefits of tank locomotives include:
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There are disadvantages:
Worldwide, tank engines varied in popularity. They were more common in areas where the length of run was short, and a quick turn around time was needed or turning facilities were not available, mostly in Europe. With their limited fuel and water capacity, they were not favoured in areas where long runs between stops were the norm.
They were very common in the United Kingdom, France, and Germany. In the United Kingdom, they were frequently used for shunting and piloting duties, suburban passenger services and local freight. TheGWR was famous for itsPrairie tanks (such as the "61xx" class), used for many things including very heavy trains on the Welsh valley coal mining lines that theGWR 4200 Class2-8-0T were designed for.[40] In Germany, too, large tank locomotives were built.[41] In the United States they were used forpush-pull suburban service,switching in terminals and locomotive shops, and in logging, mining and industrial service.[42]
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