[, Entered service as "401". [3], The London and North Western Railway locomotive engineer F W Webb adopted the idea and converted some existing locomotives in 1879, followed by de Glehn and others in the 1880s and several American engineers in the 1890s which included some vertical boiler railcar applications. Independent cut-offs for the high-pressure and low-pressure cylinders were advocated by Mallet, but driving standards were inadequate and he later used combined cut-off control. All trailer coaches are Air-conditioned Chiar cars. [1][2], The Beyer, Peacock locomotives ordered by the SAR, numbers NG109 to NG116 and NG125 to NG131, were shared more or less equally between the Natal and Langkloof lines. In Canada, the Canadian Pacific Railway experimented with an unusual design of Mallet promoted by H.H. NG88, Beyer, Peacock-built no. It hauls tourist steam trains on 3% grades. Transferred to Dinas in March by rail using the CTRL. The locomotive has a Gardner 8LW diesel engine de-rated to 132hp. Alternative solutions would either be double-heading longer trains or re-building and re-aligning large parts of the lines to accommodate heavier locomotives. [6], Probably the greatest advantage of the Garratt was that, with its boiler and grate area suspended between two engine units without the need to leave room for coupled wheels and cylinders, wide and deep fireboxes with large grate areas and large diameter boilers were possible. Their engine numbers, builders, years built and works numbers are listed in Table II. Specifications: Scale: 1:19; Dual gauge: 32/45mm All three, numbered in the range from NG51 to NG53, were erected at the Uitenhage workshops and no. With each set of cylinders and coupled wheels constituting a separate engine, the end result was two locomotives in one, with one huge shared boiler which needed only one crew. Arrived ex ship "Belnor". The use of a Garratt locomotive enables the capacity of a line to be approximately doubled without having to strengthen the track, bridges and culverts, or re-align the curvature. On December 17, 2021, C&O 1309 (now WMSR 1309) entered excursion service on the Western Maryland Scenic Railroad. Mechanical Dept. Imported in two variants, one for run on commuter services and other run on long distance services. "The Ultimate Steam Page P. Girdlestone", "Alfred County Railway 2-6-2+2-6-2 NG G16A Garratts 141 & 155", Australian Railway Historical Society Bulletin, South African locomotive numbering and classification, https://en.wikipedia.org/w/index.php?title=South_African_Class_NG_G16_2-6-2%2B2-6-2&oldid=1130989940, Preserved narrow gauge steam locomotives of Great Britain, Short description is different from Wikidata, Use South African English from November 2013, All Wikipedia articles written in South African English, Articles with unsourced statements from April 2021, Creative Commons Attribution-ShareAlike License 3.0, NG85-NG88, NG109-NG116, NG125-NG131, NG137-NG143, NG149-NG156. The DMUs are painted in various liveries, unique to their classes. A Garratt locomotive is a locomotive with two separate engine units, useful for pulling a lot on tracks with a small curve radius like narrow gauge tracks or Lego tracks. In the Dutch East Indies, now the Republic of Indonesia, several types and sizes remained in use into the 1980s. The 400 class class 4-8-2+2-8-4 type Garratt locomotives were built for use on the South Australian Railways narrow gauge system between Port Pirie and Broken Hill hauling heavy ore trains. This created the risk of the locomotive tilting over on tight curves. In contrast to the rest of the Indonesian railways it has a gauge of 750mm (2ft5+12in), as to 1,067mm (3ft6in) for the rest of the Archipelago. While not an outright failure these were considered an unsuccessful design, and by 1916-1917 these units had been converted to a conventional 2-10-0 arrangement. Chesapeake & Ohio 2-6-6-2 #1309, the last domestic steam locomotive built by Baldwin, was scheduled for restoration in September 2017. [1][2], The success of the Class NG G13 narrow gauge Garratts that were introduced by the South African Railways (SAR) in 1927 led to a decision that any additional narrow gauge articulated locomotives would be of the same design. Unrestored, scrap condition. Since then, the Railways have imported locomotives from Canada, Japan, West Germany, India, France, and China[6][7][8]. 7. NG5 as yard shunter at Humewood Road. [9][10], In comparative testing, no. Only the boiler cradle and cab are today genuine 156. The original source of information for this table was the: "Rheilffordd Eryri - Welsh Highland Railway Traveller's Guide" published by the Ffestiniog Railway Company in 2002. Purchased in 2014 from Exmoor Steam Railway by Steam Powered Services and currently owned by Peter Best. In September 2018, Sri Lankan Railway ordered 160 passenger coaches from India under $318M line of credit given by India. It was planned to use them as tank-and-tender Garratts, semi-permanently attached to a water tender for use across the Namib desert in SWA, as was the practice with the Cape gauge Classes GM, GMA and GO tank-and-tender Garratts in South Africa. When fleets of such locomotives appeared in the middle 1920s the trade press called them "Simple Mallets" i.e., simple locomotives articulated like Mallets. NG87 and Beyer, Peacock-built numbers NG130, NG138 and NG143, are used for operational purposes. [3][4], Media related to South African Class NG G16 (2-6-2+2-6-2) at Wikimedia Commons. [2][3][4][5], The locomotives were superheated, with a superheater area of 14.9 square metres (160 square feet) and fifteen elements of 38 millimetres (1.5 inches) outside diameter and a 31 millimetres (1.2 inches) bore. Sitting in the comfort of one of the first-class Pullman carriages is surely one of the finest experiences in North Wales, as is the excitement of riding in one of the open carriages behind the world's most powerful narrow-gauge steam locomotives, the Beyer Garratt NG/G16. Power outputs of over 700 indicated horsepower was achieved and the locomotive was probably capable of achieving a maximum of 800 indicated horsepower, some 25% more than the Class 91-000 narrow gauge diesel-electric locomotive. In 2009 the loco was displayed in Caernarfon town square to collect donations for the restoration of its sister loco, number 134. As of September 2021 it hauls tourist trains on 5% grades.[18]. Built by Societe Franco-Belge builders No.2980, Beyer Peacock builders No.7629. As part of the ACR's strategy to keep the narrow gauge railway competitive, two of its Class NG G16 Garratt locomotives were rebuilt using technology similar to that used by mechanical engineer David Wardale in the creation of the Class 26 Red Devil in 1980, based on developments pioneered by Argentinian engineer L.D. Operational after being overhauled in 2020. 486 Rio Grande No. At 56 tonnes this locomotive was one of the largest steam metre gauge locos ever built in Europe. Moved from Paddock to Ixopo by December 2015 with the power units off 149. No. Either method was expensive and, in such conditions, the Garratt design had distinct advantages. [17] There is also a G 2x 2/2 0-4-4-0 No.105 built by Maschinenfabrik Karlsruhe. [9][10], The GPCS relies on the gasification of coal on a low temperature firebed so that the gases are then fully burnt above the firebed. The Mallet locomotive is a type of articulated steam railway locomotive, invented by the Swiss engineer Anatole Mallet (18371919). 6 and 7). The front of the locomotive articulated on a bogie. "Societe Franco-Belge De Materiel Des Chemins De Fer Raismes, France" built 4-8-2+2-8-4 type narrow gauge Garratt steam locomotive. In 1964 they were both transferred to the Avontuur line in exchange for two newer Class NG G13 locomotives. Challenger #3985 was the largest operational steam locomotive in the world until the restoration of UP 4014. 2644 and Class 26 no. As a French-speaking Swiss, Mallet pronounced his name accordingly, something like "Ma-lay". Some parts including the British built Hunslet boiler used to make 116 whole. 141 in 1989. between 1995 and 2002 with numbers RB1 to RB14. Sri Lanka's locomotives have appeared in several different liveries over the years. [5] Received negatively at first due to speed limitation arising from the short wheelbase and stiff suspension, it gained support during service, and it was soon followed by Baldwin examples, and then steadily heavier and more powerful successors. 143's bogies were both taken out of service and the loco ran on 138's bogies until it left service. Weighing 71.25 tons, they were initially used on the main quarry line until replaced by the diesel, later being used as shunters. This has been supplemented by later information as it became available. Finished in U.K. Pullman Car Company livery. [1][8], The rebuilding was done by mechanical engineer Phil Girdlestone, who was employed as Chief Mechanical Engineer of the ACR primarily for this purpose. This was the last locomotive built by Beyer, Peacock and Company in Manchester. In 1989 and 1990 two of these locomotives were rebuilt to Class NG G16A by the Alfred County Railway. They were the first Garratt locomotives to enter service in South Africa. Nicknamed "Old Maude", it was a 0-6-6-0 weighing 334,500lb (151,700kg) and with axle loads of 60,000lb (27,000kg). Only Garratt to do so. A development of carriages 2043, 2044 and 2045. Scrapped by the THF at Humewood Road, Port Elizabeth, South Africa August 2011. Several units out of service shortly after introduction due to cost of spares and repair. Re-entered service in 2010 in crimson lake livery. Altogether 34 more 2-6-2+2-6-2 Double Prairie type narrow gauge locomotives were built, spread over five orders from three manufacturers over a span of 32 years. The units were unpopular with crews owing to frequent steam leakages and derailments resulting from the lack of pilot wheels. 0-4-4-0 metre gauge Mallet built by Maschinenbau-Gesellschaft Karlsruhe, operated commercially by the Zell im WiesentalTodtnau railway and as of 2021 preserved and still operating at the BlonayChamby museum railway. In 1938, locomotives were reclassified, based on wheel arrangement and gauge. In Port Elizabeth, they were employed on shed and yard duty and on transfer trips to and from the docks until, after the arrival of the Class 91-000 diesel-electric locomotives in 1973, they were withdrawn from service in October 1974. It was built for the Drewry Car Co, for Underhill Day & Co, for the South Johnstone Co-operative Sugar Milling Association in Australia. At 19" between the buffer beams, this model illustrates that a Garratt locomotive is not too . Norfolk & Western 2156 is the sole surviving Y6a, preserved at the National Museum of Transportation in St. Louis. [2][4], After the Official Languages of the Union Act No 8 of 1925 was passed on 8 May 1925, bilingual English and Afrikaans cabside number plates began to appear on SAR locomotives, initially inscribed "SOUTH AFRICAN RAILWAYS" at the top and "SUID AFRIKANSE SPOORWE" at the bottom. No. whilst the power units have been rebuilt at Dinas. [8] The AT&SF also had a number of compound 2-10-10-2's, assembled in their own shops from existing 2-10-2's using a kit, supplied by Baldwin, consisting of the front 10-wheel frame and a boiler extension. [1][2], Altogether 34 Class NG G16 2-6-2+2-6-2 locomotives were built for the South African Railways (SAR) between 1937 and 1968. CC 50 22, an early Dutch-built Indonesian Mallets has been returned to the Netherlands and is now exhibited in the Dutch Railway Museum but meanwhile, the other 2 like CC 50 01 is preserved in Transportation Museum in TMII and CC 50 29 is preserved in the Ambarawa Railway Museum. All are diesel hydraulic type except DLW locomotive which is diesel electric. One Mallet ran in New Zealand, and is preserved at Glenbrook Vintage Railway, Auckland. Purchased from Exmoor Steam Centre, who imported it to the UK. Other basic elements of the locomotive remained more or less the same. Back in operation as of February 2020. 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