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39-865: (Redirected from L-class ) L class or Class L may refer to: Rail transport [ edit ] Barry Railway Class L , 0-6-4T steam tank locomotives Highland Railway L Class , 4-4-0 steam locomotives Maine Central class L 4-4-0 , steam locomotives NBR Class L , 4-4-2T steam locomotives NZR L class , 2-4-0T steam locomotives LB&SCR L class , 4-6-4 steam tank locomotives Victorian Railways L class , electric locomotives WAGR L class , light axle load steam locomotives WAGR L class (diesel) L-class Melbourne tram L-class Sydney tram Ship types [ edit ] L-class destroyer (disambiguation) , several classes L-class submarine (disambiguation) , several classes Other uses [ edit ] L-class blimp , airships built for

78-430: 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

117-518: 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 ,

156-462: 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

195-579: 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

234-450: 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 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

273-508: 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

312-415: 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

351-455: 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

390-527: 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

429-627: Is different from Wikidata All article disambiguation pages All disambiguation pages Barry Railway Class L Barry Railway Class L were 0-6-4T steam tank locomotives of the Barry Railway in South Wales . They were designed by John Auld , his only design for the Barry Railway, built by Hawthorn Leslie and Company and were introduced in 1914. They were originally intended for use on heavy coal trains from Trehafod but, as

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468-412: 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 the sides of the boiler, not carried on the locomotive's running plates. This leaves

507-466: The Great Western Railway in 1922 and were scrapped in 1926. One story has it that they were unintentionally destroyed resulting from a clerical error at Swindon, but this has never been confirmed. None survived into British Railways ownership and none have been preserved. Tank locomotive There are several different types of tank locomotive, distinguished by the position and style of

546-546: 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

585-554: The B1 class proved more than adequate for the work, they were assigned to different duties. These included pulling mineral trains from Rhymney and New Tredegar on the Brecon and Merthyr, from Rogerstone Yard on the Great Western and from Neath Junction, also on the Great Western. They were also to be seen occasionally pulling the suburban service to Cardiff. One characteristic of the locomotive

624-603: 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

663-767: 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

702-788: The U.S. Navy L-class star , a type of brown dwarves L (complexity) , a complexity class in computational complexity theory L class, indicates "Miscellaneous" when used in the fifth letter notation on the NYSE ticker symbol . See also [ edit ] [REDACTED] Search for "l-class"  or "class-l" on Misplaced Pages. All pages with titles containing Class L All pages with titles containing L class All pages with titles beginning with Class L All pages with titles beginning with L class Class 1 (disambiguation) Class I (disambiguation) I class (disambiguation) L (disambiguation) L type (disambiguation) or Type-L Topics referred to by

741-539: 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

780-418: The disadvantage of not having a locking mechanism which could be found on facing points on the main line. At its worst, the result could be derailment, one example being that of No 147 which when entering Barry Sidings with a coal train from Coity, ended up on its side. Less severe but nonetheless serious damage could also be sustained. If the balancing pipe between the side and bunker tanks became fractured,

819-504: 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

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858-536: 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

897-629: 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

936-411: 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

975-483: 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 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

1014-562: 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

1053-408: 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

1092-550: 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 ,

1131-405: 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 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

1170-408: 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 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

1209-411: The same term [REDACTED] This disambiguation page lists articles associated with the title L class . 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=L_class&oldid=1223401776 " Category : Disambiguation pages Hidden categories: Short description

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1248-432: 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, 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

1287-458: The tanks would lose water rapidly, and the fire would have to be dropped to prevent a boiler explosion. In practical terms, the crews would usually solve the problem by having the fireman hold on to the point lever while the driver took the locomotive through the point extremely slowly. Several engineering solutions were attempted both on the locomotive and on the track to overcome the problem, but never fully successfully. The locomotives passed to

1326-431: 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 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

1365-432: Was a design fault that caused it to derail. The problem would only occur when the locomotive was travelling smokebox-first over facing hand-operated points , usually to be found in colliery sidings, marshalling yards and the dock area. The rear coupled wheels, nearest the bunker, would force the tongue of the point open, causing the trailing bogie not to follow the driving wheels but to take the wrong road. These points had

1404-411: 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

1443-503: 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

1482-413: 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 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

1521-646: 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 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,

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