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Tank Locomotives 0-8-2T and 0-8-4T[Inhalt]
UIC Classification D1' and D2'
German Reichsbahn class 9810
originally Bavarian GtL 4/5
Germany | 1929
45 produced

In order to increase the top speed of the successful GtL 4/4 local locomotive, it was provided with a carrying axle. It was decided to attach this to the rear end of the locomotive and connect it to the last coupling axle using a Krauss-Helmholtz bogie. The boiler and cylinders remained unchanged compared to the GtL 4/4, but the supplies had been increased. The locomotives were unofficially called GtL 4/5, although according to the Reichsbahn scheme they became the class 9810.

In practice, the trailing axle was not entirely convincing, so the top speed could only be increased from 40 to 45 km/h. When production stopped, 45 had been produced. It was finally decided to equip the GtL 4/4 with a leading axle. The resulting class 9811 could be approved for 55 km/h.

General
Built1929-1933
ManufacturerKrauss
Axle config0-8-2T
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length32 ft 11 11/16 in
Wheelbase19 ft 4 5/16 in
Service weight120,152 lbs
Adhesive weight101,853 lbs
Axle load25,794 lbs
Water capacity1,664 us gal
Fuel capacity6,614 lbs (coal)
Boiler
Grate area14.6 sq ft
Firebox area63 sq ft
Tube heating area593.5 sq ft
Evaporative heating area656.5 sq ft
Superheater area203.8 sq ft
Total heating area860.3 sq ft
Power Plant
Driver diameter39.6 in
Boiler pressure174 psi
Expansion typesimple
Cylinderstwo, 18 1/8 x 20 in
Power
Power sourcesteam
Indicated power444 hp (331 kW)
Optimal speed12 mph
Top speed28 mph
Starting effort24,495 lbf
Calculated Values
steam locomotive
freight
passenger
tank locomotive
secondary line
last changed: 09/2023
Great Northern (UK) class L1
London & North Eastern class R1
Great Britain | 1903
11 produced
J.R. Howden, The Boys' Book of Locomotives

The L1 was a Great Northern Railway tank locomotive designed by Henry Ivatt for running commuter trains on the Metropolitan City Lines in London. Although four coupled axles and a driving wheel diameter of only 4 feet 8 inches looked more like a freight locomotive, this design was chosen to achieve the fastest possible acceleration. The boiler and the cylinders were largely the same as the eight-coupled class K goods locomotives. Since the area of operation was in the city and partly in tunnels, a facility for condensing the steam was used. This was recognizable by the pipes from the smokebox to the water tanks.

At first only a prototype was built and it quickly became apparent that the axle load was too high. This can be explained by the fact that the weight of the large boiler was additionally increased by the water reserves and the condensation device. That is why the ten other production engines were created with a slightly smaller boiler, cylinders adapted to it and reduced water supplies. These eleven engines were used in passenger service as planned, but they do not seem to have performed particularly well. While they demonstrated the ability for very rapid acceleration to 30 mph, they did not significantly exceed 40 mph

Schematic drawing with dimensions
Schematic drawing with dimensions
Locomotive Magazine, August 1903

As the locomotives had great pulling power, 30 more were built in 1905 and 1906 for use on freight trains in West Riding of Yorkshire. In 1907 the eleven others from London were also transferred there. Spread over the years from 1909 to 1926, the locomotives were given a larger boiler that corresponded to the original plans. A superheater was installed on seven and the boiler pressure was reduced from 175 to 170 psi. Locomotive number 131 was experimentally converted to oil firing. From 1923 they became class R1 at the LNER. From 1927 the first engines were retired. During this time there was a proposal to convert the locos to diesel powered compressed air locos. A 400 hp diesel engine would have filled a tank with compressed air, which would then have acted on the existing cylinders. However, these plans were not implemented and in 1934 the last engine was retired.

Variantprototypeproductionsuperheated
General
Built19031904-19061916
ManufacturerDoncaster
Axle config0-8-2T (River Irt) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length38 ft 7 1/4 in
Wheelbase25 ft 2 in
Rigid wheelbase17 ft 8 in
Service weight176,960 lbs157,360 lbs161,728 lbs
Adhesive weight147,840 lbs130,480 lbs135,296 lbs
Axle load38,080 lbs34,160 lbs
Water capacity2,402 us gal1,801 us gal
Fuel capacity9,856 lbs (coal)7,392 lbs (coal)
Boiler
Grate area24.5 sq ft17.8 sq ft24.5 sq ft
Firebox area136.7 sq ft107.7 sq ft135.5 sq ft
Tube heating area1,302.3 sq ft936.3 sq ft1,027.5 sq ft
Evaporative heating area1,439 sq ft1,044 sq ft1,163 sq ft
Superheater area254 sq ft
Total heating area1,439 sq ft1,044 sq ft1,417 sq ft
Variantprototypeproductionsuperheated
Power Plant
Driver diameter55.5 in56 in
Boiler pressure175 psi170 psi
Expansion typesimple
Cylinderstwo, 20 x 26 intwo, 18 x 26 intwo, 19 3/4 x 26 in
Power
Power sourcesteam
Estimated power780 hp (582 kW)650 hp (485 kW)950 hp (708 kW)
Optimal speed18 mph19 mph23 mph
Starting effort27,874 lbf22,376 lbf26,169 lbf
Calculated Values
steam locomotive
passenger
tank locomotive
condensator
Henry Alfred Ivatt
last changed: 04/2022
Lancashire & Yorkshire class 32
London, Midland & Scottish class 6F
Great Britain | 1908
5 produced
Locomotive Magazine, May 1909

Since the Great Northern's L1, it had become the fashion in Britain to procure very heavy tank locomotives without a leading axle for jobs requiring high tractive effort or rapid acceleration. The poorer running smoothness at higher speeds and the shorter range compared to a tender locomotive could be ignored here. While the L1 was built for the rapid acceleration of commuter trains, the Lancashire & Yorkshire Railway's Class 32 was intended to be used for heavy shunting or hauling freight trains. The area of application was primarily in the port of Liverpool, which had short, steep gradients. George Hughes, chief engineer of the L&YR, based the development to a certain extent on the class 30 D tender locomotive of his predecessor Aspinall.

The diameter of the boiler was increased by a full foot while still sticking to the saturated steam principle. Considerations had come to the conclusion that the superheaters of the time did not work with full efficiency in shunting operations and that the additional complexity would therefore not be expedient. The wheelbase of the coupled axles was increased, which required the four middle coupled wheels to be designed without flanges. The cylinders were very large for a locomotive without a compound engine and powered the second axle. They provided a pulling force of about 34,000 pounds

The last built engine, No. 1505
The last built engine, No. 1505

Five examples were ordered, all delivered in March and April 1908. Their use was initially planned on the shunting yards in Aintree with humps, but this was ultimately not possible. The reason for this was that some chassis parts damaged the conductor rails attached there. Ultimately they were stationed at Accrington and Agecroft and used for heavy shunting and pushing work. After the grouping of 1923, the L&YR belonged to the LMS and there there was no great need for small classes with a few vehicles. Therefore, they were retired between 1925 and 1929 when the maintenance deadlines for the boilers expired.

General
Built1908
ManufacturerHorwich
Axle config0-8-2T (River Irt) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Wheelbase24 ft 6 in
Rigid wheelbase17 ft
Service weight188,160 lbs
Adhesive weight152,320 lbs
Axle load39,200 lbs
Water capacity2,402 us gal
Fuel capacity6,720 lbs (coal)
Boiler
Grate area25.6 sq ft
Firebox area190 sq ft
Tube heating area2,008 sq ft
Evaporative heating area2,198 sq ft
Total heating area2,198 sq ft
Power Plant
Driver diameter54 in
Boiler pressure180 psi
Expansion typesimple
Cylinderstwo, 21 1/2 x 26 in
Power
Power sourcesteam
Estimated power950 hp (708 kW)
Optimal speed18 mph
Starting effort34,052 lbf
Calculated Values
steam locomotive
freight
tank locomotive
George Hughes
last changed: 02/2022
Lokalbahn AG No. 84 to 86
German Reichsbahn class 9817
Germany | 1935
3 produced
General
Built1935-1936
ManufacturerKrauss-Maffei
Axle config0-8-2T (River Irt) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length33 ft 4 7/8 in
Wheelbase19 ft 4 5/16 in
Service weight121,254 lbs
Adhesive weight102,956 lbs
Axle load26,015 lbs
Water capacity1,664 us gal
Fuel capacity6,614 lbs (coal)
Boiler
Grate area14.4 sq ft
Evaporative heating area656.5 sq ft
Superheater area203.8 sq ft
Total heating area860.3 sq ft
Power Plant
Driver diameter43.3 in
Boiler pressure188 psi
Expansion typesimple
Cylinderstwo, 18 1/8 x 20 in
Power
Power sourcesteam
Indicated power444 hp (331 kW)
Optimal speed12 mph
Top speed37 mph
Starting effort24,268 lbf
Calculated Values
steam locomotive
freight
passenger
tank locomotive
secondary line
London & North Western class 380
London, Midland & Scottish class 5F
Great Britain | 1923
30 produced
Locomotive Magazine, October 1923

Instead of ordering another batch of the class 1185 with a 0-8-2T wheel arrangement, H.P.M. Beames developed the class 380 with a two-axle trailing bogie to get more space for the supplies. Their area of application was the steep and winding lines in the valleys of South Wales, on which they were to pull freight trains and, if necessary, also be used in front of passenger trains. When the locomotives were delivered, the LNWR had already been merged into the LMS, where they were classified in power class 5F. 14 of the 30 locos survived the founding of British Railways, but these were retired by 1951.

General
Built1923-1924
ManufacturerCrewe
Axle config0-8-4T 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Service weight197,120 lbs
Adhesive weight148,960 lbs
Water capacity2,438 us gal
Fuel capacity7,840 lbs (coal)
Boiler
Grate area23.5 sq ft
Evaporative heating area1,687 sq ft
Superheater area359 sq ft
Total heating area2,046 sq ft
Power Plant
Driver diameter53 in
Boiler pressure185 psi
Expansion typesimple
Cylinderstwo, 20 1/2 x 24 in
Power
Power sourcesteam
Estimated power1,050 hp (783 kW)
Optimal speed22 mph
Starting effort29,925 lbf
Calculated Values
steam locomotive
freight
tank locomotive
Hewitt Pearson Montague Beames
last changed: 07/2023
Mindener Kreisbahnen No. 11
Germany | 1911
only one produced

When the two 0-6-2T locomotives No. 1 and 5 of the Mindener Kreisbahn (Minden County Light Railway) couldn't keep up with rising requirements in freight traffic, No. 11 was ordered from Jung. This one was a 0-8-2T where the first driving axle was movable to both sides by 18 mm to ensure smooth running on the meter-gauge line. It had two side tanks and a third one between the frames.

It was used by the MKB until 1936 when the tracks were converted to standard gauge. The 11 was now sold to the Sylter Inselbahn, where it only lasted eleven years. In the following years it got multiple new owners, of which the last one was the Hessische Landesbahn. They used it on the line between Giessen and Bieber and retired it in 1963.

General
Built1911
ManufacturerJung
Axle config0-8-2T (River Irt) 
Gauge3 ft 3 3/8 in (Meter gauge)
Dimensions and Weights
Length loco28 ft 6 7/8 in
Rigid wheelbase6 ft 6 3/4 in
Total wheelbase15 ft 9 in
Empty weight56,879 lbs
Service weight76,059 lbs
Water capacity1,189 us gal
Fuel capacity4,409 lbs (coal)
Boiler
Grate area12.9 sq ft
Evaporative heating area807.3 sq ft
Total heating area807.3 sq ft
Power Plant
Driver diameter32.3 in
Boiler pressure174 psi
Expansion typesimple
Cylinderstwo, 13 3/4 x 15 3/4 in
Power
Power sourcesteam
Indicated power296 hp (221 kW)
Optimal speed14 mph
Top speed19 mph
Starting effort13,700 lbf
Calculated Values
steam locomotive
tank locomotive
secondary line
freight
narrow gauge
last changed: 05/2024
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