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Garratt articulated Locomotives[Inhalt]
East African Railways Class 56 with wheel arrangement 4-8-2+2-8-4T and one of the heavier models at nearly 150 tons
East African Railways Class 56 with wheel arrangement 4-8-2+2-8-4T and one of the heavier models at nearly 150 tons

Herbert William Garratt thought about how a powerful and flexible steam locomotive for narrow gauge railways should look like. His design consisted of a locomotive divided into three parts. Two running gears each contained a complete steam engine, on one side carrying a water tank and on the other a combined water and fuel tank. The third part consisted of a bridge frame that carried a boiler and a cab. The bridge frame was suspended centrally between the two running gears and supplied the two engines with steam.

For the implementation, he first turned to Kitson & Co., where he was unsuccessful. This can probably be explained by the fact that they were already producing articulated locomotives of the Kitson-Meyer design. He had more success with Beyer, Peacock & Co., so that the design is now also known as the Beyer-Garratt.

The first locomotive that can be called a Garratt was built for the North East Dundas Tramway in Tasmania and still had some deviations from the later standard form. It had the wheel arrangement 0-4-0+0-4-0 T and is known today as Tasmanian Government Railways class K. At the special request of the customer, the two locomotives worked in compound action and had the cylinders on the inside. This arrangement was very complex and also caused problems with the cylinders directly under the driver's cab. Later Garratts had single steam expansion and outside cylinders. The first model built for mainline service was the West Australian Government Railways class M with a 2-6-0+0-6-2T wheel arrangement.

Herbert William Garratt (1864-1913)
Herbert William Garratt (1864-1913)

The biggest advantage of the Garratt was that the designer had a free hand in designing the boiler and there were no frames, axles or wheels in the way. This was particularly important on the narrow gauge, because they could create a wide firebox. In addition, the firebox could be manufactured inexpensively with straight side walls and the ash pan was more accessible. The boiler barrel could also be made short and with a large diameter in order to be able to develop optimal performance.

One disadvantage the Garratt shared with tank locomotives was the reduced adhesive weight as supplies dwindled. The train loads either had to be planned in such a way that the locomotive could pull them even when the supplies were almost empty, or water had to be taken more often than actually necessary to keep the mass high. In addition, during construction, care had to be taken to ensure that the space between the smoke box and the front water tank is large enough to open the smoke box door. This could be ensured by an indentation in the water tank or a sufficiently large distance between both.

The running characteristics were characterized by the fact that the chassis was symmetrical and high speeds could be run in both directions. Especially on routes with many tunnels, they often ran with the cab first, i.e. “bunker leading”. Because the boiler, unlike that of the Mallet, didn't swing outward in turns, tighter curves could be negotiated and the running was better at higher speeds.

Tasmanian Government Railways Class K, the first ever Garratt
Tasmanian Government Railways Class K, the first ever Garratt
Phil Parker

A special form was the Union Garratt. The front water tank was still on its own frame, but the rear water and coal tanks were on the frame that also carried the boiler and driver's cab. The rear chassis was designed as a bogie. So it was a hybrid of Garratt and Modified Fairlie

Most Garratts were built for Africa and many for Australia and South America. Others were used in Asia and only a few in Europe. This can be attributed to the fact that there were many narrow-gauge routes in the main areas of application, which had many curves and were often only designed for low axle loads, which made the Garratt an ideal option. Since there were large quantities of raw materials to be transported in these countries, large Garratts were built, especially for the Cape gauge and meter gauge, which were more powerful than the most powerful steam locomotives in Europe. The most powerful Garratt is the class 59 of the East African Railways with the wheel arrangement 4-8-2+2-8-4T. Although it only ran on the meter gauge, it had an operating mass of over 250 tons, had a grate surface of 72 square feet and had a starting tractive effort of around 83,000 pounds

Since the general speeds were often low, the Garratts were mostly used for mixed traffic. Depending on the route network, vehicles with larger drivers were also built, which were then primarily used for passenger trains. So it was possible that a railroad would purchase a small-wheel 4-8-2+2-8-4T “Double Mountain” for freight trains and a large-wheel 4-6-2+2-6-4T “Double Pacific” for passenger trains. The standard-gauge 231-132.AT and BT from PLM Algérie with 71 inch coupled wheels are considered the fastest Garratts at 82 mph

Express Garratt of the Central de Aragón, later RENFE 462 F
Express Garratt of the Central de Aragón, later RENFE 462 F
collection Jean-Pierre Vergez-Larrouy

After the patent for the design expired, other manufacturers in other countries also made Garratts. For example, the South African Railways had a larger number manufactured by the German companies Hanomag, Henschel and Maffei. The last Garratt built was the South African Railways Class NG G16, the last of which left the Hunslet-Taylor factory in South Africa in 1968 and were fitted with boilers from the parent company in England. Like the very first Garratt, these ran on the small two-foot gauge

A total of 1,704 Garratts were built, of which 1,124 went to Africa alone. Especially there, some operators were still dependent on their services for a very long time. In Zimbabwe, for example, Garratts were still used regularly in front of passenger trains after the turn of the millennium. It is currently assumed that there are still around 250 existing locomotives in a wide variety of conditions. Of these, however, there are probably fewer than 100 in reasonably decent condition and around 15 are still roadworthy.

Bengal Nagpur classes N and NM
India | 1929
26 produced

After the Bengal-Nagpur had tested two class HSG 2-8-0+0-8-2 Garratts for slow and heavy coal trains on inclines, they ordered the 4-8-0+0-8-4 class N in 1929. With a service weight of 234 tons, they are the heaviest locomotives ever to run in India and were perfectly suited to well-laid and relatively straight tracks found on the BNR network. They could haul up to 3,000 tons on the level and even managed 2,400 tons on inclines of one percent.

No. 815 at the Delhi Railway Museum
No. 815 at the Delhi Railway Museum
flickr/TrainsandTravel

To enable the operation on a wider selection of lines, the 16 class N locomotives were joined in 1931 by ten NM class locomotives which were similar, but lighter. To date, these 26 locomotives are the only Garratts ever built with a 4-8-0+0-8-4 wheel arrangement. Two locomotives of class N are still existing. While No. 811 has run a few times in 2006 and 2019 but has an unclear future, No. 815 is on display at Delhi Railway Museum.

VariantNNM
General
Built19291931
ManufacturerBeyer, Peacock & Co.
Axle config4-8-0+0-8-4T (Double Mastodon (Garratt)) 
Gauge5 ft 6 in (Indian broad gauge)
Dimensions and Weights
Wheelbase27 ft 6 in
Rigid wheelbase15 ft 7 in
Total wheelbase84 ft 1 in81 ft 5 in
Service weight524,160 lbs457,296 lbs
Adhesive weight357,056 lbs310,352 lbs
Axle load45,360 lbs39,400 lbs
Water capacity12,009 us gal5,995 us gal
Fuel capacity31,360 lbs (coal)17,920 lbs (coal)
Boiler
Grate area69.8 sq ft67.6 sq ft
Firebox area286 sq ft330 sq ft
Tube heating area3,118 sq ft2,631 sq ft
Evaporative heating area3,404 sq ft2,961 sq ft
Superheater area642 sq ft
Total heating area4,046 sq ft3,603 sq ft
VariantNNM
Power Plant
Driver diameter56 in
Boiler pressure210 psi
Expansion typesimple
Cylindersfour, 20 1/2 x 26 infour, 20 x 26 in
Power
Power sourcesteam
Estimated power2,300 hp (1,715 kW)2,225 hp (1,659 kW)
Optimal speed21 mph
Top speed45 mph
Starting effort69,656 lbf66,300 lbf
Calculated Values
steam locomotive
freight
Garratt
last changed: 09/2024
Central de Aragón No. 101 to 106
Spanish State Railways 462-0401 to 0406
Spain | 1931
6 produced
A member in the Valencia-Alameda depot
A member in the Valencia-Alameda depot
collection Jean-Pierre Vergez-Larrouy

For the expected increase in traffic towards the French border, the Central de Aragón ordered two types of Garratts for express and freight traffic. The locomotives for express service were designed as double Pacifics and were built by Babcock & Wilcox after plans by Beyer, Peacock & Co.

They were the most powerful express locomotives in Europe at the time and at the same time the only Garratts that were used on express trains. When they were incorporated into the RENFE, they became 462-0401 to 0406, whereby the 462 was to be understood as “two times 231”. Between 1955 and 1962 they were converted to oil firing and renamed 462F. Their use on express trains ended in 1966 and they were used in freight transport for another four years. Today only the non-operational 0401 exists.

General
Built1931
ManufacturerBabcock & Wilcox
Axle config4-6-2+2-6-4T (Double Pacific (Garratt)) 
Gauge5 ft 5 11/16 in (Iberian broad gauge)
Dimensions and Weights
Length93 ft 8 in
Rigid wheelbase12 ft 7 in
Total wheelbase82 ft 11 in
Service weight404,327 lbs
Adhesive weight206,793 lbs
Axle load34,392 lbs
Water capacity22,000 us gal
Fuel capacity8,000 lbs (coal)
Boiler
Grate area53 sq ft
Firebox area275 sq ft
Tube heating area3,156 sq ft
Evaporative heating area3,431 sq ft
Superheater area742 sq ft
Total heating area4,173 sq ft
Power Plant
Driver diameter69 in
Boiler pressure200 psi
Expansion typesimple
Cylindersfour, 19 x 26 in
Power
Power sourcesteam
Estimated power2,350 hp (1,752 kW)
Optimal speed32 mph
Starting effort46,250 lbf
Calculated Values
steam locomotive
express
tank locomotive
Garratt
last changed: 12/2023
Central de Aragón No. 201 to 206
Spanish State Railways 282-0401 to 0406 and 0421 to 0430
Spain | 1931
16 produced
282.0421 in May 2011 in Lleida
282.0421 in May 2011 in Lleida
Juan Enrique Gilardi

For the expected increase in traffic towards the French border, the Central de Aragón ordered two types of Garratts for express and freight traffic. The locomotives for freight service were designed as double Mikados and were built by Babcock & Wilcox after plans by Maffei of Munich. The six locomotives delivered in 1931 were numbered 201 to 206 and dubbed “Garratts pequeñas” (small Garratts) in reference to their express counterparts.

When they were incorporated into the RENFE, they became 282-0401 to 0406, whereby the 282 was to be understood as “two times 141”. Between 1955 and 1958 they were converted to oil firing and renamed 282F. In 1961, ten more were built which were among the last Garratts to be completed. They were retired between 1971 and 1973 and 282F-0421 was preserved in running condition.

VariantFCARENFE
General
Built19311961
ManufacturerBabcock & Wilcox
Axle config2-8-2+2-8-2T (Double Mikado (Garratt)) 
Gauge5 ft 5 11/16 in (Iberian broad gauge)
Dimensions and Weights
Length83 ft 2 7/16 in
Wheelbase73 ft 9 13/16 in
Rigid wheelbase18 ft 0 9/16 in
Service weight361,558 lbs381,399 lbs
Adhesive weight241,847 lbs255,736 lbs
Axle load30,203 lbs32,628 lbs
Water capacity5,812 us gal
Fuel capacitycoaloil
Boiler
Grate area45.2 sq ft
Firebox area171 sq ft169 sq ft
Tube heating area1,947.2 sq ft1,951.5 sq ft
Evaporative heating area2,118.2 sq ft2,120.5 sq ft
Superheater area736.3 sq ft747 sq ft
Total heating area2,854.5 sq ft2,867.5 sq ft
VariantFCARENFE
Power Plant
Driver diameter47.2 in
Boiler pressure213 psi
Expansion typesimple
Cylindersfour, 17 5/16 x 24 in
Power
Power sourcesteam
Estimated power1,877 hp (1,400 kW)
Optimal speed22 mph
Top speed37 mph
Starting effort55,289 lbf
Calculated Values
steam locomotive
freight
tank locomotive
Garratt
last changed: 06/2024
East African class 59
Kenya | 1955
34 produced
flickr/Historical Railway Images

The class 59 of the East African Railways wasn't only the most powerful and heaviest Garratt locomotive ever built for meter gauge, but most likely also heavier than all built for cape gauge and nearly as heavy as the heaviest standard gauge Garratts in Australia and the Soviet Union. They were designed to accelerate freight traffic on the 330 miles between Mombasa and Nairobi. While Mombasa is located on the coast, Nairobi's elevation is 1.661 m or 5.450 ft above sea level.

Their wheel arrangement 4-8-2+2-8-4 is also called “Double Mountain”, since it resembles two 4-8-2 “Mountain” locomotives coupled back to back. In fact, the 34 locomotives built by Beyer-Peacock in 1955 were named after mountains. Their task was to haul 1,200 ton trains up long inclines of 1.5 percent. When needed, they also had to take over express trains with 35 coaches.

For the whole of their lives, they operated on the same line. Many of their crews only consisted of Sikhs. These always kept their locomotive in the best and cleanest condition and decorated their cab in a special way. After all had been withdrawn between 1973 and 1980, No. 5918 “Mount Gelai” was overhauled at the Nairobi Railway Museum. Until 2005, it wasn't only used to haul excursion trains, but sometimes even had to stand in when there was a shortage of diesel locomotives.

General
Built1955
ManufacturerBeyer, Peacock & Co.
Axle config4-8-2+2-8-4T (Double Mountain (Garratt)) 
Gauge3 ft 3 3/8 in (Meter gauge)
Dimensions and Weights
Length102 ft 11 in
Wheelbase92 ft 6 1/2 in
Rigid wheelbase15 ft
Service weight563,763 lbs
Adhesive weight357,347 lbs
Axle load47,040 lbs
Water capacity8,600 us gal
Fuel capacity3,243 us gal (oil)
Boiler
Grate area72 sq ft
Firebox area247 sq ft
Tube heating area3,313 sq ft
Evaporative heating area3,560 sq ft
Superheater area747 sq ft
Total heating area4,307 sq ft
Power Plant
Driver diameter54 in
Boiler pressure225 psi
Expansion typesimple
Cylindersfour, 20 1/2 x 28 in
Power
Power sourcesteam
Estimated power2,700 hp (2,013 kW)
Optimal speed21 mph
Top speed43 mph
Starting effort83,350 lbf
Calculated Values
steam locomotive
freight
Garratt
last changed: 09/2024
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Kenya-Uganda Railway classes EC, EC1 and EC2
East African classes 50, 51 and 52
Kenya | 1926
34 produced
EC2 No. 5202 “Kavirondo”
EC2 No. 5202 “Kavirondo”
flickr/Historical Railway Images

The unsatisfactory results of the unreliable and high-maintenance M-class Mallets led the Kenya-Uganda Railway to switch to Garratt-type locomotives. They weighed over 120 tons loaded, had a Belpaire firebox and were among the most powerful meter gauge locomotives of their time. The first four machines to be delivered came in 1926 from Beyer, Peacock & Co. and were designated class EC. They were fired with eucalyptus wood, which soon proved inefficient and dangerous for the crew. Thus, a conversion to coal firing took place, but they were already sold to Indochina in 1939.

In 1927, 20 examples of the EC1 were purchased, which were essentially identical to the EC but were coal-fired from the start. Two more examples followed in 1930, which differed from the 1927 machines in minimal details. For this reason, the first series later became the class 50 and the second the class 51 in the East African Railways. Ten more oil-fired machines followed in 1931, which ran as the EC2 on the KUR and later became class 52 on the EAR.

Works photo of EC Nr. 41
Works photo of EC Nr. 41
Beyer, Peacock & Co.

With the Garratts, the train loads could be significantly increased compared to the older locomotives. Up to 440 tons could now be towed on the old stretches with a gradient of up to two percent, on which the older eigth-coupled vehicles could tow a maximum of 200 tons. They also hauled passenger trains at higher speeds on the upgraded line between Mombasa and Nairobi. They were mostly phased out in the 1950s and some of the bogies were reused to rebuild class 13 tank locomotives from a 4-8-2 to 4-8-4 wheel arrangement.

VariantECEC1EC2
General
Built19261927, 19301931
ManufacturerBeyer, Peacock & Co.North British
Axle config4-8-2+2-8-4T (Double Mountain (Garratt)) 
Gauge3 ft 3 3/8 in (Meter gauge)
Dimensions and Weights
Wheelbase49 ft 8 in
Rigid wheelbase12 ft 3 in
Service weight280,896 lbs293,216 lbs318,304 lbs
Adhesive weight177,856 lbs187,936 lbs197,120 lbs
Water capacity5,104 us gal6,035 us gal6,305 us gal
Fuel capacity13,440 lbs (wood)13,440 lbs (coal)2,852 us gal (oil)
Boiler
Grate area43.6 sq ft
Firebox area174 sq ft194 sq ft
Tube heating area1,863 sq ft1,856 sq ft
Evaporative heating area2,037 sq ft2,050 sq ft
Superheater area380 sq ft
Total heating area2,417 sq ft2,430 sq ft
VariantECEC1EC2
Power Plant
Driver diameter43 in
Boiler pressure170 psi180 psi
Expansion typesimple
Cylindersfour, 16 1/2 x 22 in
Power
Power sourcesteam
Estimated power1,100 hp (820 kW)1,300 hp (969 kW)1,400 hp (1,044 kW)
Optimal speed17 mph21 mph
Starting effort40,255 lbf42,623 lbf
Calculated Values
steam locomotive
freight
passenger
Garratt
last changed: 09/2022
Kenya-Uganda Railway classes EC4 and EC5
Tanganjika Railways class GB and East African classes 54, 55 and 56
Kenya | 1944
24 produced
flickr/Historical Railway Images

For the requirements of the Second World War, the KUR had seven Garratts of the EC4 class built from 1944, which had a high power despite their light construction. In 1945, the KUR received two more or less identical EC5s, four of which went to the Tanganyika Railways and others to India and Burma. The KUR soon received the machines from Tanganyika and five from Burma. Six more, slightly revised locomotives were ordered in 1949. These entered service directly for the East African Railways and were designated the Class 56, while the EC4 and EC5 formed the Classes 54 and 55.

VariantEC4, EC556
General
Built1944-19451949
ManufacturerBeyer, Peacock & Co.
Axle config4-8-2+2-8-4T (Double Mountain (Garratt)) 
Gauge3 ft 3 3/8 in (Meter gauge)
Dimensions and Weights
Wheelbase77 ft 9 in79 ft 1 in
Service weight384,160 lbs328,830 lbs
Adhesive weight250,880 lbs197,120 lbs
Axle load31,360 lbs23,968 lbs
Water capacity7,206 us gal5,044 us gal
Fuel capacity2,852 lbs (oil)2,861 lbs (oil)
Boiler
Grate area51.3 sq ft48.8 sq ft
Firebox area212 sq ft164 sq ft
Tube heating area2,328 sq ft1,753 sq ft
Evaporative heating area2,540 sq ft1,917 sq ft
Superheater area470 sq ft370 sq ft
Total heating area3,010 sq ft2,287 sq ft
VariantEC4, EC556
Power Plant
Driver diameter45.5 in48 in
Boiler pressure180 psi200 psi
Expansion typesimple
Cylindersfour, 19 x 24 infour, 16 x 24 in
Power
Power sourcesteam
Estimated power1,700 hp (1,268 kW)1,625 hp (1,212 kW)
Optimal speed19 mph24 mph
Starting effort58,268 lbf43,520 lbf
Calculated Values
steam locomotive
passenger
freight
Garratt
last changed: 03/2023
London, Midland & Scottish Gattatt class 4997
Great Britain | 1927
33 produced
No 4977
No 4977
Bundeena2230
General
Built1927, 1930
ManufacturerBeyer, Peacock & Co.
Axle config2-6-0+0-6-2 (Double Mogul (Garratt)) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length87 ft 10 1/2 in
Rigid wheelbase16 ft 6 in
Total wheelbase79 ft
Service weight333,200 lbs
Adhesive weight259,840 lbs
Axle load45,360 lbs
Water capacity5,404 us gal
Fuel capacity15,680 lbs (coal)
Boiler
Grate area44.5 sq ft
Firebox area183 sq ft
Tube heating area1,954 sq ft
Evaporative heating area2,137 sq ft
Superheater area500 sq ft
Total heating area2,637 sq ft
Power Plant
Driver diameter63 in
Boiler pressure190 psi
Expansion typesimple
Cylindersfour, 18 1/2 x 26 in
Power
Power sourcesteam
Estimated power1,500 hp (1,119 kW)
Optimal speed21 mph
Starting effort45,622 lbf
Calculated Values
steam locomotive
freight
tank locomotive
Garratt
New South Wales class AD60
Australia | 1952
42 produced
AD6003
AD6003
archive NSWGR
VariantAD60AD60++
General
Built1952-1956
ManufacturerBeyer, Peacock & Co.
Axle config4-8-4+4-8-4T (Double Northern (Garratt)) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length108 ft 7 in
Wheelbase97 ft 8 in
Rigid wheelbase14 ft 9 in
Service weight562,000 lbs582,400 lbs
Adhesive weight282,000 lbs322,560 lbs
Axle load35,250 lbs40,320 lbs
Water capacity11,160 us gal
Fuel capacity31,360 lbs (coal)40,320 lbs (coal)
Boiler
Grate area63.5 sq ft
Firebox area238 sq ft
Tube heating area2,792 sq ft
Evaporative heating area3,030 sq ft
Superheater area750 sq ft
Total heating area3,780 sq ft
VariantAD60AD60++
Power Plant
Driver diameter55 in
Boiler pressure200 psi
Expansion typesimple
Cylindersfour, 19 1/4 x 26 infour, 20 x 26 in
Power
Power sourcesteam
Estimated power2,150 hp (1,603 kW)
Optimal speed23 mph21 mph
Starting effort59,560 lbf64,291 lbf
Calculated Values
steam locomotive
freight
Garratt
New Zealand Railways class G
New Zealand | 1928
3 produced
Albert Percy Godber / Godber Collection, Alexander Turnbull Library
General
Built1928
ManufacturerBeyer, Peacock & Co.
Axle config4-6-2+2-6-4T (Double Pacific (Garratt)) 
Gauge3 ft 6 in (Cape gauge)
Dimensions and Weights
Length84 ft 3 3/4 in
Rigid wheelbase21 ft 6 in
Service weight328,832 lbs
Adhesive weight195,664 lbs
Axle load33,376 lbs
Water capacity4,000 us gal
Fuel capacity15,008 lbs (coal)
Boiler
Grate area58.2 sq ft
Firebox area266 sq ft
Tube heating area1,957 sq ft
Evaporative heating area2,223 sq ft
Superheater area542 sq ft
Total heating area2,765 sq ft
Power Plant
Driver diameter57 in
Boiler pressure200 psi
Expansion typesimple
Cylinderssix, 16 1/2 x 24 in
Power
Power sourcesteam
Estimated power1,800 hp (1,342 kW)
Optimal speed20 mph
Starting effort58,462 lbf
Calculated Values
steam locomotive
freight
Garratt
PLM Algérie 231-132 AT and BT
Algeria | 1932
13 produced
231-132 BT 1
231-132 BT 1
flickr/Historical Railway Images

At the beginning of the thirties, the PLM in Algeria needed very powerful express locomotives, as the compound ten-wheelers used there had reached their limits, even when running in double. The specifications stipulated that the new locomotive alone should be able to pull trains with 19 to 29 cars sufficiently quickly over the ramps, which had often two percent, and should also have a maximum speed of 110 km/h or 68 mph. The result was a Garratt as a “Double Pacific” with 1.80 m (5 ft 11 in) driving wheels

In 1932, a first prototype was built at Franco-Belge, which was tested first in France and then in Algeria. A special feature was the rotating coal bunker patented by Beyer-Peacock, which automatically transported the coal towards the cab. The cab was generously sized and had a fan to improve comfort in high temperatures. There were also controls in both directions and the Cossart valve gear was electrically actuated.

During the tests, up to 73 cars were successfully transported and the required speed was easily achieved with normal trains. The pulling power of the Garratt was now equated with the pulling power of 2.4 ten-wheelers. Only the special design of the coal bunker led to vibrations above 120 km/h, so it was no longer used in series production. The Kylchap exhaust system was replaced in the series by the usual double chimney of the PLM. The series locomotives were also given a streamlined casing.

After the 231-132 AT, twelve 231-132 BT were built in 1936, which reached up to 132 km/h (82 mph) and were therefore probably the fastest Garratts ever. On a better track, it was even expected that up to 140 km/h would be possible. When the first diesel locomotives were introduced after the Second World War, maintenance of the Garratts decreased. They were brought to Spain and scrapped at the beginning of the fifties.

Variant231-132 AT231-132 BT
General
Built19321936
ManufacturerFranco-Belge
Axle config4-6-2+2-6-4T (Double Pacific (Garratt)) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length96 ft 4 11/16 in
Wheelbase31 ft 0 1/16 in
Rigid wheelbase12 ft 10 5/16 in
Total wheelbase86 ft 11 11/16 in
Service weight423,287 lbs466,498 lbs
Adhesive weight224,871 lbs238,099 lbs
Axle load37,479 lbs39,683 lbs
Water capacity6,604 us gal7,529 us gal
Fuel capacity15,432 lbs (coal)coal
Boiler
Grate area54.6 sq ft58.1 sq ft
Firebox area236.8 sq ft220.3 sq ft
Tube heating area2,543.3 sq ft2,574.6 sq ft
Evaporative heating area2,780.1 sq ft2,795 sq ft
Superheater area742.7 sq ft975.2 sq ft
Total heating area3,522.8 sq ft3,770.2 sq ft
Variant231-132 AT231-132 BT
Power Plant
Driver diameter70.9 in
Boiler pressure232 psi290 psi
Expansion typesimple
Cylindersfour, 19 5/16 x 26 in
Power
Power sourcesteam
Estimated power2,280 hp (1,700 kW)2,548 hp (1,900 kW)
Optimal speed27 mph24 mph
Top speed68 mph
Starting effort53,840 lbf67,294 lbf
Calculated Values
steam locomotive
express
Garratt
tank locomotive
last changed: 01/2024
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