Type EW tender on Class 23, 8 January 2010 | |||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||
| |||||||||||||||||||||||||||||||||||
The South African type EW tender was a steam locomotive tender.
Type EW tenders entered service in 1938, as tenders to the Class 23 4-8-2 Mountain type steam locomotives which entered service on the South African Railways in that year. [1] [2] [3] [4] [5]
The South African Railways Class 23 4-8-2 of 1938 was a steam locomotive.
Type EW tenders were built in 1938 by Berliner Maschinenbau and Henschel and Son. [1] [2]
Berliner Maschinenbau AG was a German manufacturer of locomotives.
Henschel & Son was a German company, located in Kassel, best known during the 20th century as a maker of transportation equipment, including locomotives, trucks, buses and trolleybuses, and armoured fighting vehicles and weapons.
The South African Railways (SAR) placed 136 Class 23 locomotives in service in 1938 and 1939. The locomotive and tender was designed by W.A.J. Day, Chief Mechanical Engineer of the South African Railways (SAR) from 1936 to 1939, as a general utility locomotive capable of operating on 80 pounds per yard (40 kilograms per metre) rail. [1] [2] [3]
The tender rode on six-wheeled bogies. To enable longer runs to be undertaken between watering stops in the Karoo and to skip bad watering places, they were the largest tenders to have been used in South Africa up to that time and, as originally designed, would have had a water capacity of 10,000 imperial gallons (45,500 litres) and a coal capacity of 18 long tons (18.3 tonnes). Owing to axle load restrictions, however, it was necessary to reduce the water capacity to 9,200 imperial gallons (41,800 litres). The first batch of twenty locomotives were delivered with such tenders. [1] [2] [3] [4] [5]
The Karoo is a semi desert natural region of South Africa. No exact definition of what constitutes the Karoo is available, so its extent is also not precisely defined. The Karoo is partly defined by its topography, geology and climate, and above all, its low rainfall, arid air, cloudless skies, and extremes of heat and cold. The Karoo also hosted a well-preserved ecosystem hundreds of million years ago which is now represented by many fossils.
The second batch of 116 locomotives were delivered with tenders of which the underframe was modified. To improve the weight distribution, both bogie pivot centres were relocated 6 inches (152 millimetres) towards the rear. This enabled the water capacity to be increased to 9,500 imperial gallons (43,200 litres) on these 116 tenders. [1] [2] [4] [5]
Four vacuum cylinders operated clasp brakes on all tender wheels and a hand brake was included. Since experience showed that a firegrate of 63 square feet (5.9 square metres) cannot be served effectively under all conditions by manual stoking, particularly on long runs, a mechanical stoker was fitted. The mechanical stoker's engine was mounted on the tender. [1] [2] [3]
Only Class 23 locomotives were delivered new with Type EW tenders, which were numbered in the ranges from 2552 to 2271 and 3201 to 3316 for their engines. An oval number plate, bearing the engine number and often also the locomotive class and tender type, was attached to the rear end of the tenders. [1] [3]
When the Class 23 were withdrawn, many of their Type EW tenders were coupled to Class 15F locomotives to increase their range. [3] [6]
Since many tender types are interchangeable between different locomotive classes and types, a tender classification system was adopted by the SAR. The first letter of the tender type indicates the classes of engines to which it can be coupled. The "E_" tenders were arranged with mechanical stokers and could be used with the locomotive classes as shown. [4] [5]
The second letter indicates the tender's water capacity. The "_W" tenders had a capacity of between 9,200 and 10,000 imperial gallons (41,800 and 45,500 litres; 11,000 and 12,000 US gallons). [4] [5]
At least one of the tenders, no. 3209, was later rebuilt to a water-only tender.
The South African type ZB tender was a steam locomotive tender from the pre-Union era in the Cape of Good Hope.
The South African type ZA tender was a steam locomotive tender from the pre-Union era in the Cape of Good Hope.
The South African type SH tender was a steam locomotive tender from the pre-Union era in the Natal Colony.
The South African type SK tender was a steam locomotive tender.
The South African type XM1 tender was a steam locomotive tender.
The South African type TL tender was a steam locomotive tender.
The South African type XJ tender was a steam locomotive tender.
The South African type WG tender was a steam locomotive tender from the pre-Union era in the Cape of Good Hope.
The South African type XS tender was a steam locomotive tender from the pre-Union era in Transvaal.
The South African type MR tender was a steam locomotive tender.
The South African type LP tender was a steam locomotive tender.
The South African type HT tender was a steam locomotive tender.
The South African type GT tender was a steam locomotive tender.
The South African type MS tender was a steam locomotive tender.
The South African type MT1 tender was a steam locomotive tender.
The South African type MT2 tender was a steam locomotive tender.
The South African type JV tender was a steam locomotive tender.
The South African type MX tender was a steam locomotive tender.
The South African type ET tender was a steam locomotive tender.
The South African type ET1 tender was a steam locomotive tender.
| Cape gauge | |
|---|---|
