Tender Az

Words pale to explain the rich layers of flavor in every bite of tender belly ham. The smallest bite delivers a rich full mouth experience that will be sure to put a smile on the face of your harshest ham critic.

A tender or coal-car (US only) is a special rail vehicle hauled by a steam locomotive containing its fuel (wood, coal, oil or torrefied biomass) 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 tender locomotive. Locomotives that do not have tenders and carry all their fuel and water on board the locomotive itself are called tank locomotives or tank engines.

Tender Az

Download 🔥 https://urluss.com/2y5IPu 🔥

The largest steam locomotives are semi-permanently coupled by a drawbar to a tender that carries the water and fuel. The fuel source used depends on what is economically available locally. In the UK and parts of Europe, a plentiful supply of coal made this the obvious choice from the earliest days of the steam engine. Until around 1850 in the United States, 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.

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 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 [0.45 kg] of coal could turn six pounds of water (0.7 gallons) [2.7 kg] to steam. Therefore, tender capacity ratios were normally close to 7 tons (14,000 lb) [6,400 kg] of coal per 10,000 gallons [38,000 L] of water.[1]

The water supply in a tender was replenished at water stops and locomotive depots from a dedicated water tower connected to water cranes or gantries. Refilling the tender is the job of the fireman, who is responsible for maintaining the locomotive's fire, steam pressure, and supply of fuel and water.

Water carried in the tender must be forced into the boiler, to replace that which is consumed during operation. Early engines used pumps driven by the motion of the pistons. Later, steam injectors replaced the pump while some engines used turbopumps.

In the UK, the US and France, water troughs (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.

The fuel and water capacities of a tender are usually proportional to the rate at which they are consumed, though there were exceptions. The Pennsylvania Railroad and the New York Central Railroad used track pans 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.

A primitive approach to condensation simply injected the spent steam into the tender tank, relying on the mass of water for cooling.[2] More sophisticated tenders, such as those used in the South African Railways Class 25 locomotives designed for service in the Karoo, replaced most of the water tank with a huge radiator, in which the steam was cooled and condensed. Exhaust steam, after passing through an oil-water separator, 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.[3] 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.[3] Eventually the SAR examples were converted to conventional locomotives by replacing the radiator with a long water tank.[4]

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 made for operational reasons, in attempts to economize on structure.

In early 1901, Cornelius Vanderbilt III filed a patent application covering a new type of tender.[6]Vanderbilt was the great-grandson of the founder of the New York Central Railroad; his tender featured a cylindrical body like a tank car with a fuel bunker set into the front end. This design was soon adopted by a number of American railroads with oil-burning and coal-burning locomotives.[1][7]

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:[1]

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 associated with the Southern Pacific.[1]

In the United States, tenders with sloped backs were often used for locomotives in yard switching 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 rail yard.[1] In the 1880s, numerous locomotive manufacturers were offering tenders with this design on small switcher locomotives.[8][9]

For the introduction of the London and North Eastern Railway's non-stop Flying Scotsman 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 connection 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 engines of classes A1, A3, A4 and W1, but by the end of 1948, all were running with class A4 locomotives.[10][11] Use of the corridor tender for changing crews on the move in an A4 loco is shown in the 1953 British Transport film Elizabethan Express, the name of another London-Edinburgh non-stop train.

The water cart was a type of high-capacity tender used by the London and South Western Railway 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.[12]

An additional tender which holds only water is called a "canteen" or "auxiliary tender". During the steam era, these were not frequently used. Water tanks were placed at regular intervals along the track, making a canteen unnecessary in most cases. However, there were times that canteens proved economical. The Norfolk and Western Railway used canteens with its giant 2-8-8-2 Y Class and 2-6-6-4 A Class locomotives on coal trains, timed freights, fast freights, and merchandise freights. Use of the canteen allowed one of the water stops to be skipped, allowing the train to avoid climbing a hill from a dead stop. Currently, the Union Pacific Railroad uses two canteens with its steam locomotives 844 and 4014 on excursion trains. Virtually all the trackside tanks were removed when steam locomotives were retired. Nowadays, fire hydrant hookups are used, which fills the tanks much more slowly. The canteens allow for greater range between stops.

In the United Kingdom, a canteen was used on the preserved Flying Scotsman during enthusiast excursions in the late 1960s and early 1970s. The water troughs that had previously supplied long-distance expresses had been removed during dieselisation of the railway network. On 25 July 2009, Bittern 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.

Sometimes a tender will be used for a diesel locomotive. This is typically a tank car with a fuel line that connects to the locomotive and MU connections to allow locomotives behind the tender to be controlled remotely. The Burlington Northern Railroad 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 EMD SD40-2s with a tender between them. Some of the tenders survived the Burlington Northern Santa Fe merger but retain the black and green BN colors. The Southern Pacific Railroad also briefly experimented with fuel tenders for diesels. Some slugs 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.

The Union Pacific Railroad used fuel tenders on its turbines. 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.

Fuel tenders have also been the cause of controversy for railroads, in particular[citation needed] 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 railroad needing to pay extra taxes on the fuel, and the system was continued until the mid 1980s. When the states of Illinois and Wisconsin 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. 17dc91bb1f