Steam Train at Railtown 1897 Jamestown Sonora California OPENING DAY #steamtrains #vacation #travel

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A steam locomotive is a locomotive that provides the force to move itself and other vehicles by means of the expansion of steam.[1]: 80  It is fuelled by burning combustible material (usually coal, oil or, rarely, wood) to heat water in the locomotive's boiler to the point where it becomes gaseous and its volume increases 1,700 times. Functionally, it is a steam engine on wheels.

In most locomotives, the steam is admitted alternately to each end of its cylinders in which pistons are mechanically connected to the locomotive's main wheels. Fuel and water supplies are usually carried with the locomotive, either on the locomotive itself or in a tender coupled to it. Variations in this general design include electrically-powered boilers, turbines in place of pistons, and using steam generated externally.

Steam locomotives were first developed in the United Kingdom during the early 19th century and used for railway transport until the middle of the 20th century. Richard Trevithick built the first steam locomotive known to have hauled a load over a distance at Pen-y-darren in 1804, although he produced an earlier locomotive for trial at Coalbrookdale in 1802.[2] Salamanca, built in 1812 by Matthew Murray for the Middleton Railway, was the first commercially successful steam locomotive.[3] Locomotion No. 1, built by George Stephenson and his son Robert’s company Robert Stephenson and Company, was the first steam locomotive to haul passengers on a public railway, the Stockton and Darlington Railway, in 1825. Rapid development ensued; in 1830 George Stephenson opened the first public inter-city railway, the Liverpool and Manchester Railway, after the success of Rocket at the 1829 Rainhill Trials had proved that steam locomotives could perform such duties. Robert Stephenson and Company was the pre-eminent builder of steam locomotives in the first decades of steam for railways in the United Kingdom, the United States, and much of Europe.

Towards the end of the steam era, a longstanding British emphasis on speed culminated in a record, still unbroken, of 126 miles per hour (203 kilometres per hour) by LNER Class A4 4468 Mallard.[5] In the United States, larger loading gauges allowed the development of very large, heavy locomotives such as the Union Pacific Big Boy, which weighed 540 long tons (550 t; 600 short tons) and had a tractive effort of 135,375 pounds-force (602,180 newtons).

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From the early 1900s, steam locomotives were gradually superseded by electric and diesel locomotives, with railways fully converting to electric and diesel power beginning in the late 1930s. The majority of steam locomotives were retired from regular service by the 1980s, although several continue to run on tourist and heritage lines.

Generally, the largest locomotives are permanently coupled to a tender that carries the water and fuel. Often, locomotives working shorter distances do not have a tender and carry the fuel in a bunker, with the water carried in tanks placed next to the boiler. The tanks can be in various configurations, including two tanks alongside (side tanks or pannier tanks), one on top (saddle tank) or one between the frames (well tank).

The fuel used depended on what was economically available to the railway. In the UK and other parts of Europe, plentiful supplies of coal made this the obvious choice from the earliest days of the steam engine. Until 1870,[33] the majority of locomotives in the United States burned wood, but as the Eastern forests were cleared, coal gradually became more widely used until it became the dominant fuel worldwide in steam locomotives. Railways serving sugar cane farming operations burned bagasse, a byproduct of sugar refining. In the US, the ready availability and low price of oil made it a popular steam locomotive fuel after 1900 for the southwestern railroads, particularly the Southern Pacific. In the Australian state of Victoria, many steam locomotives were converted to heavy oil firing after World War II. German, Russian, Australian and British railways experimented with using coal dust to fire locomotives.

During World War 2, a number of Swiss steam shunting locomotives were modified to use electrically heated boilers, consuming around 480 kW of power collected from an overhead line with a pantograph. These locomotives were significantly less efficient than electric ones; they were used because Switzerland was suffering a coal shortage because of the War, but had access to plentiful hydroelectricity.

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