Garratt locomotive
- For people named Garratt, see Garratt (surname)
A Garratt is a type of steam locomotive that is articulated in three parts. Its boiler is mounted on the centre frame, and two steam engines are mounted on separate frames, one on each end of the boiler. Because a Garratt locomotive has the wheel arrangement of two locomotives back to back, it is typically named "Double x," where x is a named arrangement. For instance, the 4-6-2 arrangement is often called the Pacific, so a 4-6-2+2-6-4 Garratt would be a Double Pacific.
Articulation is used in locomotive design so larger locomotives can go round curves which would otherwise restrict the size of rigid framed locomotives. Many articulated designs aim to double the power of the largest conventional locomotives operating on their railways, thus eliminating the need for two locomotives and therefore two crews.
The Garratt's main competition was the Mallet, however no railway that possessed Mallets and purchased Garratts ever purchased another Mallet.
Early Development
The concept for the Garratt articulated locomotive was developed by Herbert William Garratt, a British locomotive engineer who after a career with British colonial railways was for some time the New South Wales Railways' Inspecting Engineer in London. He first applied for a patent on the idea in 1907, after observing articulated gun carriages.
Garratt first approached Kitson & Co., but was rejected there, perhaps because that company were already committed to the Kitson-Meyer. He then approached Beyer-Peacock, who were only marginally more interested. However Beyer-Peacock submitted a proposal for a 0-4-0+0-4-0 Garratt in reply to an enquiry from the Tasmanian Government. The proposal was accepted; two locos were built in 1909, and became the K class. However, contrary to Garratt's patent, the Tasmanian Railways insisted on a compound arrangement with cylinders facing inwards, in order to reduce the distance between both the main steam pipe and the high-pressure cylinders and the distance between the high-pressure and low-pressure cylinders. Not only did this make the locomotive unnecessarily complicated, it also placed the high-pressure cylinders directly underneath the cab, making the cab uncomfortably hot, especially in summer. The pattern was not repeated on any succeeding Garratt design, and indeed only one more Garratt design, again built by Beyer-Peacock, was ever produced with compound propulsion.
Early difficulties were encountered with the design and construction of steam-tight flexible steam connections between the boiler unit and the power units. These were solved by Beyer-Peacock's designers after studying a description of rhe spherical steam joints used on a Fairlie locomotive built for the Ffestiniog Railway followed by a visit to the FR to observe these locomotives at work. [1]
The third Garratt built was, like the first two, an 0-4-0 + 0-4-0 built in 1910 for the Darjeeling Himalayan Railway which became the DHR class "D". As with many early Garratt classes, this engine's dimensions and power were designed to be roughly equivalent to those of two of the line's existing 0-4-0T engines. The "D" class was true to Garratt's patent, without compounding of the cylinders, and with the cylinders facing outwards. It also incorporated Beyer-Peacock's first improvement to the design. They placed the engine unit pivot above the rear axle, rather than between the two axles, as Garratt had specified. This would allow the engine units of future Garratts to become larger, and the design to evolve into the large and powerful locomotives they are best remembered as. Although technically successful, the locomotive was not particularly heavily-used and was withdrawn in 1954.
In 1911 Beyer-Peacock built six 2-6-0 + 0-6-2 Garratts for the West Australian railways.The locos were placed in the M class, and they were followed by the Ms and later the Msa class. They also formed the pattern locos for the Victorian Railways G class, and the Garratts supplied to Australian Portland Cement. These were the first built for main line use, the first built in any numbers, and the first design to be repeated and developed.
Beyer-Garratt
Garratt licenced the British firm of Beyer-Peacock to build the locos. Beyer-Peacock developed, marketed and sold the design extensively. as well as licensing the design to other builders. After the original Garratt patents expired in 1928 Beyer-Peacock continued to market Garratts under their own brand, Beyer-Garratt. By continuing to develop and patent improvements to the design Beyer-Peacock maintained leadership with the Garratt, and just under two-thirds (1023 of 1651) were built at Beyer-Peacock's Gorton Foundry. The remainder were constructed by a number of licensees, as well as a small number by non-licensed builders. Garratts have been built in Britain, France, Spain, Germany, Italy, Belgium, South Africa, Brazil, and Australia.
The final Garratts were built in 1967-8. They were a group of 8 belonging to the South African Railways NGG16 class, built for the 2' (610mm) gauge. The order was placed with Beyer-Peacock, but at Beyer-Peacock was in the process of closing down, they subcontracted the order to the Hunslet Engine Company. Hunslet constucted most of the locomotives in South Africa.
Garratts Around the World
The intrinsic qualities of the Garratt design found these locomotives many homes. On European lines, Garratts were employed in Great Britain (the LMS Garratts, the LNER class U1 and several narrow-gauge Industrial engines) and Spain, where there were eventually some five railway companies employing seven classes of Garratt locomotives. These included the Central of Aragon Railway, employing six double-Pacific Garratts for fast passenger service, and the Rio Tinto Railway which possessed two Beyer-Garratts, used for hauling mineral trains of up to 2,000 tonnes downhill and 550 tonnes of empties uphill.
The Garratt was most widely used throughout Africa; of these, the most powerful by Tractive Effort were the South African Railways' eight GL class locomotives, while the largest was eventually to become the East African Railways 59th class locomotives. Garratts also appeared in Asia, Australia, South America, a few European countries, and the British Isles. No Garratts were ever introduced into service on North American railroads, the most common explanation being that American rail companies considered the Garratt's coal and water capacities unequal to their requirements.
British usage was slight, despite Beyer-Peacock's location. In the UK a single large Garratt (2-8-0+0-8-2, number 2395/69999 LNER Class U1) was built in 1925 for banking heavy coal trains on the Woodhead route. A class of 33 2-6-0+0-6-2 locomotives were built for the LMS and several 0-4-0+0-4-0s were built for industrial use, one of which is preserved. However in general the Garratt design was not justified on British railways, as most goods trains were short and light, and operated on railways with broad curves and moderate grades compared with elsewhere in the world.
The New South Wales Government Railways introduced the 4-8-4+4-8-4 AD60 Garratt in 1952, built by Beyer Peacock. The AD60s weighed 265 tonnes, with only a 16 tonne axle loading. They had a tractive effort of 265 kN, and were some of the most powerful locomotives in the southern hemisphere at that time. On one occasion, a 1220-tonne, double-headed, diesel freight failed on a 1 in 66 grade. An AD60 was used to clear the dead train from the section. It pulled the entire load (now 1450 tonnes) up the grade without any wheel slip.
The British company of Beyer Peackok constructed what was the largest steam locomotive built in Europe. This was a 4-8-2+2-8-4 for Soviet Russia built as works order number 1176 in 1932. The locomotive gained the Russian Classification Ya.01 (Я.01). This massive machine was built to the Russian standard of 5 foot gauge and a loading gauge height of 17 feet. The locomotive underwent extensive testing and proved to be very able to operate in the extremely low temperatures due to specific measures to ensure adequate protection of the external plumbing between boiler and engine units. This may have been the lowest temperature operation of a Garratt type. The locomotive was used for a number of years for coal traffic in the Donbass region, but was never replicated. This decision appears to be a combination of unfamiliar maintenance processes and politics. The Russians latter went on to experiment with Mallet locomotives, the P34 2-6-6-2 and the P38 2-8-8-4.
Advantages of the Garratt concept
The principal benefit of the Garratt design is that the boiler and firebox unit are slung between the two engine units. This frees the boiler and firebox from the size constraints imposed where they are placed over the frames and running gear, as in conventional designs and other articulateds such as Mallets. Garratts can have a boiler with a greater diameter, which increases heating area and aids the production of steam. The boiler can also be shorter than other designs with the same heating area. In some loco designs, the boiler is so long almost no heating of the water occurs at the smokebox end of the boiler. A larger firebox promotes more efficient combustion of fuel and also increases the heat available to the boiler.
Garratts are known for their smooth running capacity. This compares with the Mallet, where the forward articulated unit tends to throw out as the loco rounds curves. As a result Garratts were capable of higher speeds, and were less likely to damage track. While most Garratts were designed for freight or mixed traffic, there were a number of passenger Garratt classes. In fact a Garratt holds the world speed record for an articulated locomotive.
Operationally Garratts have several advantages when used on light and narrow gauge railways. They are tank locomotives, thus eliminating the need for expensive turntables or wyes. They don’t need to be run through to terminals increasing operational flexibility. Because the engine units are separated by the boiler unit, the weight of the locomotive is split over the two units. Therefore they can run over bridges that might not be able to support conventional or Mallet locomotives of similar weight.
Disadvantages of the Garratt concept
The major disadvantage of a Garratt (shared with all tank engines) is that the tractive weight reduces as the water is used from the tanks. This can lead to problems with slipping and is one reason why some of the locomotives used in Africa ran with an additional tank wagon containing water (this also reduced the axle load). The weight of the water in the tanks can of course be predicted in advance, and this problem was not normally an operational issue.
Another disadvantage, when compared with two separate locomotives, is that both power units are controlled by one regulator, thus if one power unit slipped the steam to both was reduced as the driver tried to control the slipping.
The Garratt has a potential safety problem when operating through tunnels, especially those of a narrow profile. Should a Garratt hauled train stall in a tunnel the crew may become trapped, since there is no route forward or backwards past the hot cylinders. A normal engine has hot cylinders at only one end, and there is always an escape route at the other end. In this way a Garratt crew is in exactly the same position as the crew of a pilot engine coupled to the front of a train. Two crew died in Western Australia in the 1940's when an Australian Standard Garratt stalled in the state's only tunnel, the Swan View Tunnel. This problem is diminished if the tunnels are double tracked.
Class-Specific Issues
Garratt locomotives sometimes exceeded the operational capacities of the railways they operated on.
In New Zealand the Beyer-Garratt built 4-6-2+2-6-4 NZR G class locomotives were much too powerful for the drawgear then used in New Zealand, and short crossing sidings made it impractical to haul loads proportionate to the power of the locomotive.
The smooth operation at speed of the early Tasmanian M class 4-4-2+2-4-4 locomotives resulted in drivers exceeding speed limits, and subsequent unacceptable levels of derailment. This led to these locomotives early withdrawal.
Preservation
Around 250 Garratts are known to still exist today. While a considerable proportion of these are either stored or dumped in various stages of disrepair, in excess of 100 are preserved within museum collections or heritage railway operations. Operating Garratt locomotives can be found in several European and African countries, India and Australia. A single Hanomag narrow gauge example in Texas, United States was auctioned as part of an estate in around 2000. Current whereabouts are unknown.
The first Garratt preserved was the first Garratt built, the K class numbered K1 from the North-East Dundas Tramway, a 2' narrow gauge line of the Tasmanian Government Railways. After the line closed in 1929 the locos were put up for sale. K1 was purchased by Beyer-Peacock in 1947 for their museum. The locomotive was returned to Britain with the boiler and fittings from K2, the original boiler having been previously sold. When the Beyer-Peacock company ceased trading, the locomotive was sold to the Ffestiniog Railway, who initially proposed to cut it down to meet their loading gauge. For a number of years it was on loan to the National Railway Museum and exhibited in York. Later it was returned to Wales and is now preserved on the Welsh Highland Railway. It was fitted with a new boiler and restored to full running order in September 2006.
References
- ^ Rolt L.T.C., A Hunslet Hundred David & Charles, Dawlish, 1964, (page 66) quoted by Tom Rolt from Edgar Alcock regarding his time at Beyer Peacock's.
- Durrant, A.E. Garratt Locomotives of the World David & Charles, 1981. ISBN 0-7153-7641-1
Web Sites
- A Complete List of All Garratt Locomotives, Gavin Hamilton
- K1 The World's First Garratt, Ben Fisher
- Karamoja,a Kenya-Uganda Garratt Locomotive, garrattmaker
- K1 class Garratt,
- Herbert William Garratt.
- Illustrations of Garratts.