A tank locomotive is a steam locomotive which carries its water in one or more on-board water tanks , instead of a more traditional tender . Most tank engines also have bunkers (or fuel tanks ) to hold fuel; in a tender-tank locomotive a tender holds some or all of the fuel, and may hold some water also.
55-514: (Redirected from F-class ) Class F or F class may refer to: NZR F class , steam locomotives used in New Zealand Class F, a stellar classification Class F, a type of race car sometimes referred to as F-P as well, for F-Production Class F, an airspace class defined by the ICAO Class F, a designation for model aircraft defined by
110-430: A bunker is used to carry the fuel (for locomotives using liquid fuel such as oil , a Fuel 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 trailing bogie ; or on top of and to one side of the firebox, a positioning typically used in cases where
165-518: A 'well' on the underside of the locomotive, generally between the locomotive's frames. This arrangement was patented by S.D. Davison in 1852. 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 low centre of gravity , creating greater stability on poorly laid or narrow gauge tracks. The first tank locomotive, Novelty ,
220-462: 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. Railway locomotives with vertical boilers universally were tank locomotives. They were small, cheaper-to-operate machines mostly used in industrial settings. The benefits of tank locomotives include: There are disadvantages: Worldwide, tank engines varied in popularity. They were more common in areas where
275-579: 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 the loading gauge . Steam tram engines, which were built, or modified, to work on a street, or roadside, tramway were almost universally also tank engines. Tram engines had their wheels and motion enclosed to avoid accidents in traffic. They often had cow catchers to avoid road debris causing
330-483: A telecommunications cable Class F fire , a class used for fire extinguishers Class F fly ash F-segment , a European vehicle size class F class, code used by some airlines for first class See also [ edit ] F type (disambiguation) All pages with titles beginning with Class F All pages with titles containing Class F Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with
385-415: 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
440-419: A total of eighty-eight members of the class were constructed. The F class was an 0-6-0 ST . They operated essentially everywhere on New Zealand's railway network doing various jobs. F class locomotives could haul light passenger trains at speeds up to 70 km/h (43 mph) or pull up to 800 tonnes (790 long tons; 880 short tons) of freight on flat trackage. Originally the design was meant for use on
495-455: A wing tank and an inverted saddle tank. The inverted saddle tank was a variation of the Wing Tank where the two tanks were joined underneath the smokebox and supported it. This rare design was used for the same reasons as the wing tank but provided slightly greater water capacity. The Brill Tramway locomotive Wotton is believed to have had an inverted saddle tank. The inverted saddle tank
550-527: Is a 4-4-0 American-type with wheels reversed. Wing tanks are side tanks that run the length of the smokebox, instead of the full length of the boiler. In the early 19th century the term "wing tank" was sometimes used as a synonym for side tank. Wing tanks 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 valve gear. The Kerry Tramway 's locomotive Excelsior has been described, by various sources, as both
605-549: The Australian Railway Historical Society at their Bassendean Railway Museum . Nine examples of the class have been preserved, including several in full running order: Four other F class locomotives were preserved as diesel-powered conversions: Saddle tank locomotive 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
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#1732880961218660-773: The Fédération Aéronautique Internationale F Class or CIE 501 Class , a narrow gauge diesel locomotive used on the former West Clare Railway in Ireland F-Class (shooting sport) , a high power rifle discipline F-class escort ship , ships used by the Kriegsmarine during the Second World War F-class destroyer (disambiguation) , several classes of ships F-class submarine (disambiguation) , several classes of submarines F-class Melbourne tram F-class Sydney tram Class F cable ,
715-546: The firebox overhangs the rear driving axle, as this counterbalances the overhanging weight of the firebox, stabilising the locomotive. There are several other specialised types of steam locomotive which carry their own fuel but which are usually categorised for different reasons. A Garratt locomotive is articulated in three parts. The boiler 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
770-465: The 1960s, while Butler Bros. sawmill at Ruatapu on the West Coast had another. The majority of the class was scrapped between the late 1940s and late 1960s as diesel traction took over their traditional duties and younger steam locomotives were cascaded down onto shunting work, which the F class excelled at. The last strongholds of the class were Southland and Lyttelton – at Lyttelton the engines shunted
825-666: The Belgian State and for la Société Générale d'Exploitatation (SGE) , a private company grouping smaller secondary lines. In the United Kingdom , pannier tank locomotives were used almost exclusively by the Great Western Railway . The first Great Western pannier tanks were converted from saddle tank locomotives when these were being rebuilt in the early 1900s with the Belpaire firebox . There were difficulties in accommodating
880-611: 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 branch line and shunting duties. The class is unique in that it has been used on every line in New Zealand to be operated by New Zealand Railways, some were operated by the Public Works Department . Several were also owned by the Westport Harbour Board, whose assets were later acquired by
935-767: The German Class 61 and the Hungarian Class 242 . 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
990-485: The Invercargill locomotives were retained as shunters and also to shunt a dairy factory siding at Edendale; here, verandah beside the siding limited clearances and the F class were the only locomotives able to negotiate this siding without any trouble. From this period onwards, many of the locomotives were replaced with the arrival of the D class 0-6-0DM diesel locomotives. The Invercargill locomotives were withdrawn by
1045-501: The Museum of Transport and Technology. F 13 and F 163 were both painted in green and named Peveril and Ivanhoe respectively, and used in 1963 for the NZR's centenary celebrations. Neither was withdrawn until 1965, when F 163 was placed in storage at Arthur's Pass with W 192. By 1968 the class was extinct in NZR ownership with the exception of F 163, retained for nostalgic purposes. F 13, meanwhile,
1100-500: The NZR connection. These lines were usually of a higher standard than the bush tramways, and so no track modifications were required to accommodate these engines. As the locomotives were particularly suited to conversion to petrol or diesel power, several locomotives were rebuilt as diesel locomotives when their boilers expired. The Auckland Farmers Freezing Company (AFFCo) had three such steam to diesel conversions, one at Moerewa, one at Auckland's Export Wharf, and another at Horotiu , in
1155-625: 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 F class 0-6-2 T locomotives. This ensured that only 75 engines of
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#17328809612181210-474: The O class as these had Cartazzi axles , but by the nationwide renumbering of 1890 all were classified F. By this time none of the engines carried names any more. 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
1265-651: The Southland's railways, and three prototypes were built by Neilsons of Glasgow in 1872; among these was what would become F 13 Peveril , now preserved at the Ferrymead Railway in Christchurch. The engines were originally given names from the works of Sir Walter Scott by order of a government official. Originally some had New Zealand names; for example, F 36 (later F 13) was originally named Clutha , and later renamed Edie Ochiltree . Some were at times classified as
1320-489: 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 uninsulated smokebox . [REDACTED] Media related to Saddle tank locomotives at Wikimedia Commons Pannier tanks are box-shaped tanks carried on
1375-467: The boiler's length. The tank sides extend down to the running platform, if such is present, for at least part of their length. This was a common configuration in the UK. The length of side tanks was often limited in order to give access to the valve 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
1430-539: The boiler. 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. 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
1485-514: The boiler. This type originated about 1840 and quickly became popular for industrial tasks, and later for shunting and shorter-distance main line duties. Tank locomotives have advantages and disadvantages compared to traditional locomotives that required a separate tender to carry needed water and fuel. The first tank locomotive was the Novelty that ran at the Rainhill Trials in 1829. It
1540-450: The conversion of C1 was in fact due to an accident sustained in the period 1885–87. Both locomotives worked around Perth until the early 1900s, by which time C1 had been sold in 1899 to a sawmill. It last steamed in 1940 but was purchased by WAGR in 1956 and restored at their Midland Workshops before being placed on display at the Perth railway station . It has since moved into preservation with
1595-606: The end of the 1950s, as were the two Greymouth examples, F 5 and F 277, which were dumped at Omoto, 2 km from Greymouth, along with other withdrawn locomotives and wagons in an attempt to control erosion of the railway embankment at Omoto by the Grey River. The last allocation for the F class was at Lyttelton, where their short wheelbase allowed them to run over the sharp curves on the wharves. The last two in service, F 13 and F 163, were withdrawn in 1963. Before this, both locomotives were overhauled and repainted in an approximation of
1650-504: 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. Pannier tank locomotives are often seen as an icon of the GWR. In Logging railroads in the Western USA used 2-6-6-2 Saddle tanks or Pannier tanks for heavy timber trains. In this design, used in earlier and smaller locomotives, the water is stored in
1705-536: 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
Class F - Misplaced Pages Continue
1760-629: The frames). This may have been to increase the water capacity, to equalise the weight distribution, or else improve the stability by lowering the centre of gravity . 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. 0-4-0 T and 0-6-0 T ) or equal numbers of leading and trailing wheels (e.g. 2-4-2 T and 4-6-4 T ). However other requirements, such as
1815-411: The front, centre or rear. During the 1930s there was a trend for express passenger locomotives to be streamlined by enclosed bodyshells. Express locomotives were nearly all tender locomotives, but a few fast tank engines were also streamlined, for use on high-speed, but shorter, services where turn-around time was important and the tank engine's independence from turntables was useful. Examples included
1870-592: The green livery used in the 1870s and named Peveril (F 13) and Ivanhoe (F 163) respectively. After taking part in the NZR centenary celebrations at the Christchurch Railway Station in 1963, both were placed in the Arthur's Pass locomotive shed with W 192 for safekeeping. In 1968, NZR donated F 13 to the New Zealand Railway and Locomotive Society Canterbury Branch for their Ferrymead Railway, and it
1925-562: 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. The GWR
1980-408: The lightly built temporary rails and had deeply flanged wheels so they did not de-rail on the tracks which were often very uneven. At the same time, they had to be very powerful with good traction as they would often have to haul trains of wagons up very steep gradients, such as the sides of railway embankments or spoil heaps. Many were designed so that large iron ballast blocks could be fitted to
2035-403: The locomotives were relatively reliable, and some were fitted with extra bunkers behind their cabs to increase their small fuel capacity. The other applications where the F class found a useful second life were at freezing works and coal mines. Here, the locomotives were used as shunters, and in the case of coal mines, to run trains of empty NZR wagons to the loading bins and loaded wagons back to
2090-402: The mid-1850s tank locomotives were to be found performing a variety of main 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 are cuboid -shaped tanks which are situated on both sides of the boiler , extending all or part of
2145-550: The need to support a large bunker, would require a non-symmetrical layout such as 2-6-4 T . In the Whyte notation for classification of locomotives (primarily by wheel arrangement ), various suffixes are used to denote tank locomotives: In the UIC notation which also classifies locomotives primarily by wheel arrangement , the suffix 't' is used to denote tank locomotives On tank locomotives which use solid fuels such as coal ,
2200-593: 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 a saddle 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 the panniers on a pack animal . [REDACTED] Media related to Pannier tank locomotives at Wikimedia Commons In Belgium , pannier tanks were in use at least since 1866, once again in conjunction with Belpaire firebox. Locomotives were built for
2255-474: The size of the boiler and restricted access to it for cleaning. Furthermore, the locomotive has a higher centre 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 the Belpaire firebox does not fit easily beneath a saddle tank, and so most saddle tanks retained the older round-topped boiler instead. A few American locomotives used saddle tanks that only covered
Class F - Misplaced Pages Continue
2310-474: The standard engines. Another two locomotives were dumped at Oamaru Locomotive Dump in 1930 but their identities have not been proven as the locomotives have since been pulled into the harbour by the undertow. The last three F class engines in service were engines F 13 and F 163 in Christchurch, and F 180 at Eastown Workshops. In 1965, F 180 was named Meg Merrilies (which supposedly was the engine's original name, though this has not been verified), and donated to
2365-401: 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 an ogee shape (a concave arc flowing into a convex arc). Walter Nielson patented the saddle tank arrangement in 1849. Saddle tanks were a popular arrangement especially for smaller locomotives in industrial use. It gave a greater water supply, but limited
2420-550: The title Class F . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Class_F&oldid=1223400805 " Categories : Disambiguation pages Ship disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages NZR F class Meg Merrilies (180) Rob Roy (111) Ada (233) The NZR F class
2475-500: The type were in service with the NZR at any one time, given the length of the period over which NZR acquired these engines. By the 1940s, the F class were in retreat with the largest concentrations being in Christchurch, Invercargill, and Greymouth, where they were still used for shunting duties. The Christchurch locomotives were retained to shunt the Lyttelton wharves (their short wheelbase gave them greater operational flexibility), while
2530-399: 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'. The water tank sits on top of the boiler like a saddle sits atop a horse. Usually,
2585-486: The wharves, while in Southland, the Southland Dairy Co-operative required an F class engine to shunt its Edendale works as these were the only engines that could pass a verandah that stood too close to the tracks for other types to be able to safely shunt the siding. Two Greymouth engines, F 5 and F 277, were dumped at Omoto in 1957 following their withdrawal. F 277 was unique in that it had a larger cab than
2640-451: The withdrawal of F 13 and F 163 in 1963, F class locomotives continued to work in the bush or at a coal mine. The F class, while successful on the NZR network, did not succeed on the roughly laid bush tramways of New Zealand. Being heavier than the older A, C, and D class tank locomotives used on bush trams before, operators who used F class locomotives had to upgrade the standard of their track to accommodate these locomotives. Despite this,
2695-411: Was a speciality of W.G.Bagnall . A tank locomotive may also haul a tender behind it. 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. . Where
2750-503: Was a well tank. [REDACTED] Media related to Well tank locomotives at Wikimedia Commons In this design, the tank is placed behind the cab, usually over a supporting bogie. 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 American Forney type of locomotive, which
2805-763: 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 Seaford 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 idea quickly caught on, particularly for industrial use and five manufacturers exhibited designs at The Great Exhibition in 1851. These were E. B. Wilson and Company , William Fairbairn & Sons , George England, Kitson Thompson and Hewitson and William Bridges Adams . By
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#17328809612182860-742: Was donated to the NZR&;LS Canterbury Branch in 1968. In 1985, F 163 was transferred to Palmerston North and was overhauled by off-duty NZR workers and railfans to ready the engine for the centenary of the Wellington and Manawatu Railway . It then spent another decade based at Palmerston North, before being transferred to Feilding. F 163 is the sole member of the once 88-strong class to be certified for mainline running. The 3 ft 6 in ( 1,067 mm ) gauge Riotinto Railway of Spain ordered two similar locomotives from Neilson in 1875, works numbers 1950/51. A third locomotive of this type, Neilson 3611,
2915-677: Was ordered in 1887. Although largely the same as the NZR locomotives, they had a larger cylinder diameter. None of these locomotives have survived. Two more locomotives were built by Stephensons to this design, as their works numbers 2391/92, in 1880 for the Western Australian Government Railways as their C class . These locomotives were a direct match to the NZR F class and received the numbers C1 and C2 respectively. Due to their small fuel capacity, they were later rebuilt with two-axle tenders and modified cabs to become 0-6-0STT. It has been suggested by one railway website that
2970-414: Was steamed from Arthur's Pass to Christchurch with a special excursion train. The F class was one of the most versatile locomotives in NZR service, and this was also true of these locomotives in industrial service. As larger and more powerful locomotives started to displace the F class from regular service, many were sold into industrial service, working at coal mines, sawmills, and freezing works. Following
3025-483: Was the first important class of steam locomotive built to operate on New Zealand 's railway network after the national gauge of 3 ft 6 in ( 1,067 mm ) was adopted. The first locomotives built for the new gauge railways were two E class double Fairlies for the Dunedin and Port Chalmers Railway Company . The F class was the first class ordered by the central government, and between 1872 and 1888,
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