492:
617:
667:
926:. One or two were coupled in front or behind the locomotive to provide extra braking power when hauling unfitted or partially fitted freight trains (trains formed from wagons not fitted with automatic brakes). They were required as the lighter weight of the new diesel locomotives, compared to steam, meant that they had comparable tractive effort (and thus train hauling capacity) but less braking ability. Originally intended to be used in North East England, where they were usually propelled (pushed) by the locomotive, and later used in other regions. On the
751:
441:, was conveyed to the tender, where it powered a low-pressure turbine used to drive the radiator fans. The steam then passed into the radiator. The condensate was injected into the boiler with another turbine-driven pump. This was a quite complex bit of machinery, also requiring another turbine in the smokebox to provide the exhaust draft normally obtained by blowing the exhaust steam up the stack. Eventually the SAR examples were converted to conventional locomotives by replacing the radiator with a long water tank.
55:
404:
841:
252:
1079:
811:. In New South Wales these vehicles were called "gins", and were used in the predominantly dry western region and on some branch lines. Now prominently use on heritage excursions due to the lack of places with accessible water points. During the catastrophic 2019-2020 bushfire season, as fires devastated towns near the Rail Transport Museum at Thirlmere, south of Sydney, a diesel locomotive from the museum hauled two gins to help replenish firefighting tanker trucks.
592:
463:
114:
125:
263:
337:(in the US, track pans) were provided on some main lines to allow locomotives to replenish their water supply while moving. A "water scoop" was fitted under the tender or the rear water tank in the case of a large tank engine; the fireman remotely lowered the scoop into the trough, the speed of the engine forced the water up into the tank, and the scoop was raised once it was full.
294:
providing easier access to the coal. The ratio of water to fuel capacities of tenders was normally based on two water-stops to each fuel stop because water was more readily available than fuel. One pound of coal could turn six pounds of water (0.7 gallons) to steam. Therefore, tender capacity ratios were normally close to 7 tons (14,000 lb) of coal per 10,000 gallons of water.
140:
1111:(or the locomotive's storm sheet, if available) from the rear of the cab roof to the front of the tender to provide protection from the wind and to prevent coal dust being blown into the cab. Tenders designed for more frequent tender-first workings were often fitted with a fixed cab panel and windows, providing an almost fully enclosed cab.
723:
1305:
See
Vanderbilt, Cornelius, "Locomotive Boilers" (1901), Baldwin Record of Recent Construction No. 23. This speech, delivered on January 8, 1901, to the junior members of the American Society of Mechanical Engineers, provides a detailed description of the design and construction of the boiler, as well
979:
Certain early
British steam locomotives were fitted with powered tenders. As well as holding coal and water, these had wheels powered from the locomotive to provide greater tractive effort. These were abandoned for economic reasons; railwaymen working on locomotives so equipped demanded extra pay as
482:
In the early days of railroading, tenders were rectangular boxes, with a bunker for coal or wood surrounded by a U-shaped water jacket. This form was retained up to the end of steam on many coal-burning engines. Oil-burning engines substituted a fuel tank for the bunker. Variations on this plan were
603:
A form peculiar to oil-burning engines was the "whaleback" tender (also sometimes called a "turtle-back" or "loaf" tender). This was a roughly half-cylindrical form with the rounded side up; the forward portion of the tank held the oil, while the remainder held the water. This form was particularly
449:
A factor that limits locomotive performance is the rate at which fuel is fed into the fire. Much of the fireman's time is spent throwing wood or shoveling coal into the firebox of the locomotive to maintain constant steam pressure. In the early 20th century some locomotives became so large that the
893:
Fuel tenders have also been the cause of controversy for railroads, in particular the Soo Line. In the late 1970s, the management of the railroad discovered that it was cheaper for them to fill their fuel tenders at
Chicago, and then transport the fuel to Shoreham Wisconsin. Doing this avoided the
293:
By the mid-1800s, most steam locomotive tenders consisted of a fuel bunker (that held coal or wood) surrounded by a U-shaped (when viewed from the top) water jacket. The overall shape of the tender was usually rectangular. The bunker which held the coal was sloped downwards toward the locomotive
695:
linking it with the leading coach. The passageway, which ran along the right-hand side of the tender, was 5 feet (1.52 m) high and 18 inches (0.46 m) wide. Further corridor tenders were built at intervals until 1938, and eventually there were 22; at various times, they were coupled to
890:. These tenders were originally used with steam locomotives, then reworked to hold heavy "Bunker C" fuel oil. Fuel capacity was about 23,000 gallons (87,000 liters). When the turbines were retired, some of the tenders were reworked to hold water, and employed as canteens for steam locomotives.
391:, where long-distance express trains operated, was the lack of troughs a problem. Rather than install troughs the L&SWR (and the Southern) equipped its express locomotives with special high-capacity tenders with a water capacity of 4,000 gallons (18,200 L) running on a pair of twin-axle
902:
caught onto the railroad's actions, legislation was passed which charged the same over the road tax on the fuel movement over rail which was charged for truck drivers. Doing this completely negated the benefit of moving the fuel by way of the tenders, and Soo quietly withdrew the practice.
933:
The tender took the form of a hollow box, low enough to avoid obscuring the driver's view when pushed. The body was carried on a pair of former carriage bogies, which provided the automatic brakes. The body was filled with scrap steel to raise the weight of the vehicle to
962:
tons; consequently increasing the available brake force. Four lamp brackets were provided at each end to display locomotive headcode discs describing the class of train – when propelled, the tender obscured the front of the locomotive, and hence the headcode.
422:
of the engine is also increased, since much of the heat otherwise lost in the exhaust is used to preheat water injected into the boiler. In some cases condensing was employed simply to improve visibility by eliminating clouds of exhaust.
1106:
at the terminus point, locomotives ran in reverse with the tender leading the train. In such instances, a headlamp (US) or headcode lamps/discs were placed on the leading end of the tender. Locomotive crews often rigged a
643:
service, because they greatly improved the engineer's ability to see behind the locomotive when switching cars. The reduced water capacity was not a problem, as the tender's water tank could be frequently refilled in the
191:) and water. Steam locomotives consume large quantities of water compared to the quantity of fuel, so their tenders are necessary to keep them running over long distances. A locomotive that pulls a tender is called a
966:
Introduced around 1964–65, they were taken out of use in the 1980s when the practice of using unfitted trains was discontinued. None survived in preservation but an operational replica has been constructed on the
243:, the vast majority of locomotives burned wood until most of the eastern forests were cleared. Subsequently, coal burning became more widespread, and wood burners were restricted to rural and logging districts.
146:
cross section showing a
Spanish tender designed for fuel oil. Green areas hold water and brown areas hold fuel oil. There is a special arrangement to prevent sloshing around during the movement of the train.
518:
Compared to rectangular tenders, cylindrical
Vanderbilt tenders were stronger, lighter, and held more fuel in relation to surface area. Railroads who were noted for using Vanderbilt tenders include:
996:
in the United States, but these experiments were not considered successful due to the varying mass of the tender. Powered tenders were used extensively on geared logging steam locomotives like the
832:
made a 188-mile run from King's Cross to York non-stop using a second tender. As railways in
Britain tend to be much shorter than those in the US, the canteen was not an economical proposition.
367:– mainly because the majority of the Southern's operations were based around short-distance commuter, suburban and rural services with frequent station stops where water could be taken on from
426:
A primitive approach to condensation simply injected the spent steam into the tender tank, relying on the mass of water for cooling. More sophisticated tenders, such as those used in the
708:, but by the end of 1948, all were running with class A4 locomotives. Use of the corridor tender for changing crews on the move in an A4 loco is shown in the 1953 British Transport film
491:
616:
742:
in
England. Unlike the usual British six-wheel tender, it was a double-bogie design with inside bearings. This gave it a distinctive appearance because the wheels were very obvious.
691:
service on 1 May 1928, ten special tenders were built with means to reach the locomotive from the train through a narrow passageway inside the tender tank plus a flexible bellows
666:
879:
have fuel tanks and serve as fuel tenders for the attached locomotives, especially those that are converted from locomotives that are retired due to worn-out diesels.
273:
454:(typically using an auger feed between the fuel bunker and the firebox) became standard equipment and were adopted elsewhere, including Australia and South Africa.
352:
on many of their routes, allowing locomotives to pick up water at speed. The result was that the water tanks on these tenders were proportionally much smaller.
765:
were placed at regular intervals along the track, making a canteen unnecessary in most cases. However, there were times that canteens proved economical. The
570:
1035:
In
Germany, attention was given to ensuring that tender locomotives were capable of moderately high speeds in reverse, pushing their tenders. The numerous
919:
863:
used fuel tenders in remote territory where fuel was expensive. Diesel fuel could be bought cheaply and loaded into the tender. A common consist was two
1364:
1345:
968:
847:
train with tank car supplying fuel to the locomotives, reducing the number of fuel stops required on the transcontinental journey across
Australia
605:
542:
1560:
1604:
761:
An additional tender which holds only water is called a "canteen" or "auxiliary tender". During the steam era, these were not frequently used.
1499:
437:, replaced most of the water tank with a huge radiator, in which the steam was cooled and condensed. Exhaust steam, after passing through an
340:
The fuel and water capacities of a tender are usually proportional to the rate at which they are consumed, though there were exceptions. The
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240:
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were designed to recycle exhaust steam by condensing it into feed water. The principal benefit is conservation of water, but the
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727:
682:
384:
364:
1043:) locomotives, for example, were capable of 80 kilometres per hour (50 mph) in either direction, and were commonly used on
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227:
to a tender that carries the water and fuel. The fuel source used depends on what is economically available locally. In the
780:
locomotives on coal trains, timed freights, fast freights, and merchandise freights. Use of the canteen allowed one of the
317:, to replace that which is consumed during operation. Early engines used pumps driven by the motion of the pistons. Later,
537:
1519:
860:
430:
408:
894:
railroad needing to pay extra taxes on the fuel, and the system was continued until the mid 1980s. When the states of
766:
415:
69:
63:
971:
from the remnants of a Mk1 corridor coach and has been given the next number in the brake tender sequence; B964122.
195:. Locomotives that do not have tenders and carry all their fuel and water on board the locomotive itself are called
1012:
796:
on excursion trains. Virtually all the trackside tanks were removed when steam locomotives were retired. Nowadays,
754:
575:
1330:, Scranton, 1886; pages 32 and 123 provide the reason for the sloped back, pages 54 and 142 provide illustrations.
503:
filed a patent application covering a new type of tender. Vanderbilt was the great-grandson of the founder of the
1609:
872:
633:
504:
345:
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80:
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hookups are used, which fills the tanks much more slowly. The canteens allow for greater range between stops.
1619:
1087:
1083:
686:
1024:
883:
785:
629:
580:
427:
310:, who is responsible for maintaining the locomotive's fire, steam pressure, and supply of fuel and water.
307:
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341:
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fireman could not shovel coal fast enough. Consequently, in the United States, various steam-powered
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117:
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649:
532:
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298:
The water supply in a tender was replenished at water stops and locomotive depots from a dedicated
251:
1078:
648:. In the 1880s, numerous locomotive manufacturers were offering tenders with this design on small
239:
made this the obvious choice from the earliest days of the steam engine. Until around 1850 in the
1542:"The Diesel Brake Tender | Great Central Railway – the UK's Only Main Line Heritage Railway"
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with 34P bogie tender, being filled from a water crane (Nantes
Blotterau, France, August 1969)
224:
1327:
1340:
Boddy, M.G.; Fry, E.V.; Hennigan, W.; Proud, P.; Yeadon, W.B. (July 1963). Fry, E.V. (ed.).
784:
to be skipped, allowing the train to avoid climbing a hill from a dead stop. Currently, the
596:
471:
165:
133:
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they were effectively running two locomotives. However, the concept was tried again on the
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661:
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372:
266:
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196:
143:
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In the United States, tenders with sloped backs were often used for locomotives in yard
208:
is a locomotive tender with a passageway to one side, allowing crew changes on the fly.
113:
1016:
511:
with a fuel bunker set into the front end. This design was soon adopted by a number of
318:
39:
1328:
Illustrated Catalogue of Locomotives manufactured by The Dickson Manufacturing Company
1008:
types where the steep grades and heavy trains necessitated the extra tractive effort.
215:
is a tender that is heavy and used (primarily) to provide greater braking efficiency.
1593:
992:
may be seen as an extension of this principle. Powered tenders were also seen on the
844:
825:
705:
701:
547:
17:
855:. This is typically a tank car with a fuel line that connects to the locomotive and
30:"Coal car" redirects here. For the modified automobile once popular in Vietnam, see
1036:
868:
821:
797:
556:
383:
system also made the installation of water troughs impractical. Only on the former
334:
185:
161:
859:
connections to allow locomotives behind the tender to be controlled remotely. The
124:
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1149:
1044:
368:
303:
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129:
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In some instances, particularly on branch lines having no turnaround such as a
262:
1414:
1103:
864:
781:
762:
380:
139:
43:
35:
1515:
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1050:
A source of possible confusion with regards to German locomotives is that in
824:
that had previously supplied long-distance expresses had been removed during
1108:
899:
645:
388:
349:
322:
173:
1062:
means a tank locomotive. A locomotive with a separate, hauled tender is a
1318:, Lipincott, Philadelphia, 1881; pages 120 and 146 provide a photographs.
1120:
895:
508:
181:
1460:
1306:
as the results of numerous tests that Baldwin Locomotive Works had run.
774:
770:
188:
31:
1316:
Baldwin Locomotive Works Illustrated Catalogue of Locomotives, 2nd Ed.
1040:
483:
made for operational reasons, in attempts to economize on structure.
376:
314:
285:
232:
820:
during enthusiast excursions in the late 1960s and early 1970s. The
1359:
Boddy, M.G.; Neve, E.; Yeadon, W.B. (April 1973). Fry, E.V. (ed.).
722:
1094:. The front of the tender has a half-cab for tender-first running.
1077:
839:
749:
721:
665:
615:
590:
490:
461:
434:
402:
392:
261:
250:
922:, brake tenders were low, heavy wagons used with early main line
475:
236:
223:
The largest steam locomotives are semi-permanently coupled by a
177:
169:
875:
also briefly experimented with fuel tenders for diesels. Some
48:
867:
with a tender between them. Some of the tenders survived the
814:
In the United Kingdom, a canteen was used on the preserved
356:
228:
395:. These were known to railwaymen as "water cart" tenders.
1488:
Hydraulic vs Electric: The battle for the BR diesel fleet
1290:
Cornelius Vanderbilt, Tender for Locomotives, &c.,
714:, the name of another London-Edinburgh non-stop train.
495:
Cylindrical Vanderbilt tender, of the Canadian National
910:
for diesel locomotives converted to run on that fuel.
411:
condensing locomotive; note the large radiator section
1217:
Illustrated Encyclopedia of World Railway Locomotives
1181:
Illustrated Encyclopedia of World Railway Locomotives
871:
merger but retain the black and green BN colors. The
1440:, David Larkin, D. Bradford Barton Ltd, 1975, p.61,
313:
Water carried in the tender must be forced into the
306:
or gantries. Refilling the tender is the job of the
1561:"Steam locomotive tenders have a life of their own"
1209:
1207:
1173:
1171:
1169:
930:they were normally hauled behind the locomotive.
1280:(seventh ed.). London: Virtue & Co Ltd.
507:; his tender featured a cylindrical body like a
274:Roaring Camp and Big Trees Narrow Gauge Railroad
1438:BR Standard Freight Wagons - A Pictorial Survey
738:was a type of high-capacity tender used by the
515:with oil-burning and coal-burning locomotives.
1184:. New York: Hawthorn Books. pp. 314–315.
620:Locomotive with slopeback tender, loading the
27:Steam locomotive fuel and water tank container
1389:"Drummond T9 "Greyhound" class 4-4-0 Tenders"
788:uses two canteens with its steam locomotives
8:
1064:
1056:
1019:that draw electricity from the locomotive's
571:Nashville, Chattanooga and St. Louis Railway
1455:
1453:
1361:Part 2A: Tender Engines - Classes A1 to A10
1344:. Locomotives of the L.N.E.R. Potters Bar:
1144:
1142:
1140:
1138:
1136:
1415:"Fuel Storage - LNG Locomotive Tender Car"
1363:. Locomotives of the L.N.E.R. Kenilworth:
906:Tenders have also been developed to carry
321:replaced the pump while some engines used
1433:
1431:
1220:. New York: Hawthorn Books. p. 472.
828:of the railway network. On 25 July 2009,
99:Learn how and when to remove this message
433:locomotives designed for service in the
359:water troughs were used by three of the
138:
123:
112:
62:This article includes a list of general
34:. For freight cars that carry coal, see
1132:
851:Sometimes a tender will be used for a
730:locomotive with a "water cart" tender
7:
466:A locomotive and tender designed by
1522:from the original on 6 October 2011
68:it lacks sufficient corresponding
25:
1585:United States locomotive tenders
1516:"Modelling Diesel Brake Tenders"
740:London and South Western Railway
728:Southern Railway (Great Britain)
683:London and North Eastern Railway
385:London and South Western Railway
363:railways. The exception was the
329:With track pans or water troughs
53:
1251:(1st ed.). Newton Abbott:
1249:Twilight of South African Steam
803:Canteens were also used on the
595:Whaleback tender built for the
553:New Zealand Railways Department
1011:Nowadays, slugs are used with
982:Ravenglass and Eskdale Railway
333:In the UK, the US and France,
1:
1605:Steam locomotive technologies
1465:Southern Railway E-mail Group
1393:Southern Railway E-mail Group
769:used canteens with its giant
371:. The Southern's decision to
1559:Lustig, David (2023-10-16).
1047:without turning facilities.
869:Burlington Northern Santa Fe
861:Burlington Northern Railroad
807:which crosses the waterless
681:For the introduction of the
416:Condensing steam locomotives
1214:Ransome-Wallis, P. (1959).
1178:Ransome-Wallis, P. (1959).
1013:diesel-electric locomotives
767:Norfolk and Western Railway
1636:
1342:Part 1: Preliminary Survey
1150:"Steam Locomotive Tenders"
757:with second tender at York
659:
576:Seaboard Air Line Railroad
29:
1486:Clough, David N. (2011).
1417:. Energy Conversions, Inc
886:used fuel tenders on its
873:Southern Pacific Railroad
505:New York Central Railroad
346:New York Central Railroad
288:visible in the background
132:runs tender-first at the
1615:Steam locomotive tenders
1296:, granted Sept. 3, 1901.
805:Trans-Australian Railway
501:Cornelius Vanderbilt III
235:, a plentiful supply of
1276:Bell, A Morton (1950).
1084:LMS Ivatt Class 2 2-6-0
1074:Tender-first operations
1066:Schlepptenderlokomotive
160:(US only) is a special
83:more precise citations.
1600:Steam locomotive types
1461:"Diesel Brake Tenders"
1095:
1065:
1057:
884:Union Pacific Railroad
848:
786:Union Pacific Railroad
758:
731:
678:
636:
600:
581:South African Railways
538:Great Northern Railway
496:
479:
458:Tender design variants
428:South African Railways
412:
296:
289:
259:
147:
136:
121:
1092:Severn Valley Railway
1081:
969:Great Central Railway
908:liquefied natural gas
843:
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634:Southern Pacific R.R.
624:onto the train-ferry
619:
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406:
342:Pennsylvania Railroad
291:
265:
254:
142:
127:
116:
18:Tender (railroad car)
1255:. pp. 107–109.
1247:Durrant, AE (1989).
677:with corridor tender
650:switcher locomotives
604:associated with the
523:Baltimore & Ohio
470:around 1842 for the
118:Sierra Railway No. 3
1293:U.S. patent 681,760
1253:David & Charles
1154:Steamlocomotive.com
994:triplex locomotives
711:Elizabethan Express
696:engines of classes
533:Grand Trunk Western
439:oil-water separator
1467:. 10 December 2002
1395:. 30 December 2009
1096:
990:Garratt locomotive
924:diesel locomotives
849:
759:
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637:
601:
565:NZR G class (1928)
513:American railroads
497:
480:
452:mechanical stokers
420:thermal efficiency
413:
399:Condensing tenders
290:
278:Felton, California
260:
148:
137:
122:
1501:978-0-7110-3550-8
1348:. pp. 64–65.
1023:to provide extra
853:diesel locomotive
632:, San Francisco,
528:Canadian National
478:railway in France
468:Claude Verpilleux
219:General functions
199:or tank engines.
193:tender locomotive
109:
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101:
16:(Redirected from
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1610:Locomotive parts
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920:British railways
606:Southern Pacific
597:Kahului Railroad
543:Southern Pacific
375:its routes into
365:Southern Railway
197:tank locomotives
166:steam locomotive
134:Bluebell Railway
104:
97:
93:
90:
84:
79:this article by
70:inline citations
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1553:Further reading
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1494:. p. 137.
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1031:German practice
1017:traction motors
1015:. The slug has
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935:
928:Southern Region
916:
838:
817:Flying Scotsman
809:Nullarbor Plain
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720:
688:Flying Scotsman
674:Flying Scotsman
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662:Corridor tender
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589:
499:In early 1901,
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460:
447:
407:Tender from an
401:
387:routes west of
331:
319:steam injectors
284:and extendable
267:Shay locomotive
256:SNCF 241P Class
249:
221:
205:corridor tender
168:containing its
150:
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75:Please help to
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241:United States
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130:SECR O1 class
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1568:. Retrieved
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1157:. Retrieved
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1045:branch lines
1037:DRB Class 50
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914:Brake tender
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798:fire hydrant
773:Y Class and
760:
735:
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709:
687:
685:'s non-stop
680:
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625:
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557:NZR AB class
517:
498:
481:
448:
425:
414:
409:SAR Class 25
354:
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332:
312:
304:water cranes
297:
292:
269:
247:Water supply
222:
213:brake tender
212:
210:
203:
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164:hauled by a
162:rail vehicle
157:
153:
151:
95:
86:
67:
1278:Locomotives
1121:Coal bunker
1021:prime mover
865:EMD SD40-2s
836:Fuel tender
782:water stops
763:Water tanks
561:NZR J class
445:Fuel supply
300:water tower
282:water tower
81:introducing
1594:Categories
1570:2023-10-17
1526:3 November
1421:2008-08-20
1262:0715386387
1233:2011-11-28
1197:2011-11-28
1159:2008-08-20
1127:References
1082:Preserved
988:, and the
986:River Mite
736:water cart
718:Water cart
693:connection
630:Port Costa
487:Vanderbilt
381:third rail
350:track pans
323:turbopumps
128:A British
89:April 2009
64:references
44:Open wagon
36:Hopper car
1492:Ian Allan
1109:tarpaulin
1100:turntable
900:Wisconsin
755:"Bittern"
672:No. 4472
646:rail yard
641:switching
612:Slopeback
587:Whaleback
389:Salisbury
373:electrify
186:torrefied
1520:Archived
1471:15 March
1399:16 March
1115:See also
1025:traction
896:Illinois
888:turbines
656:Corridor
509:tank car
431:Class 25
361:Big Four
344:and the
158:coal-car
1090:on the
1088:Bewdley
1006:Heisler
957:⁄
943:⁄
830:Bittern
778:A Class
775:2-6-6-4
771:2-8-8-2
746:Canteen
599:in 1928
379:with a
355:In the
308:fireman
272:at the
270:Dixiana
225:drawbar
189:biomass
144:Cutaway
77:improve
32:Xe than
1565:Trains
1498:
1444:
1371:
1259:
1224:
1188:
1052:German
1041:2-10-0
1004:, and
1002:Climax
698:A1, A3
626:Solano
393:bogies
377:London
315:boiler
286:spigot
233:Europe
154:tender
120:tender
66:, but
42:, and
877:slugs
435:Karoo
348:used
1528:2011
1496:ISBN
1473:2009
1442:ISBN
1401:2012
1369:ISBN
1365:RCTS
1346:RCTS
1257:ISBN
1222:ISBN
1186:ISBN
998:Shay
898:and
882:The
794:4014
792:and
734:The
704:and
476:Lyon
237:coal
178:coal
174:wood
170:fuel
1104:wye
1102:or
984:'s
918:On
790:844
628:at
474:to
184:or
182:oil
156:or
1596::
1563:.
1518:.
1490:.
1463:.
1452:^
1430:^
1391:.
1206:^
1168:^
1152:.
1135:^
1070:.
1054:,
1027:.
1000:,
950:37
936:35
857:MU
726:A
706:W1
702:A4
700:,
652:.
608:.
567:).
563:,
559:,
357:UK
325:.
276:,
229:UK
211:A
202:A
180:,
176:,
152:A
38:,
1573:.
1544:.
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1403:.
1377:.
1265:.
1236:.
1200:.
1162:.
1039:(
959:2
955:1
952:+
948:–
945:2
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555:(
172:(
102:)
96:(
91:)
87:(
73:.
46:.
20:)
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