South African Class NG G13 2-6-2 2-6-2

The classes NGG NGG 13 and 16 of the South African Railways (SAR ) are Garratt steam locomotives for 610mm narrow gauge ( NGG stands for Narrow Gauge Garratt ), the largest ever built for that gauge locomotives. The last locomotives of the class NGG 16 were delivered only in 1968; there were until then the last Garratt built. In the recent time, however, new construction Garrats for the Ferrocarril Austral Fueguino were built of type KM.

Manufacturers and supplies

12 locomotives of the class NGG 13 in 1927 and 1928 by Hanomag built (No. NG 49, 50, 58-60, 77-83 ). 1937 was followed by four NGG 16 Cockerill (No. NG 85-88 ) and eight by Beyer Peacock (No. NG 109-116 ). 1951 was followed by a further seven machines by Beyer Peacock (No. NG 125-131 ).

Once again, seven locomotives delivered Beyer Peacock 1958 These were (now Namibia) provided initially for the mine's train of Tsumeb Corporation in West Africa and were also assembled there. ; for the rebuilding of the Tsumeb routes to Cape gauge but they were still before their first use to the SAR (No. NG 137-143 ) cast. While the previously supplied locomotives in addition to the carbon stocks also had water tanks on the rear chassis, there only the coal bunker was built in the machines of this delivery. The volume of the water tank on the front chassis has been through a less rounded shape slightly enlarged, while the locomotives often drove with an additional attached water tender, as it was also necessary in some of the great Cape gauge - Garratts in the SAR. Three of the four NGG 16 who have come to the Welsh Highland Railway, Shipping date from this series, operating on the relatively short distance but without additional water tender.

A further eight locomotives ordered the SAR in 1965; Beyer Peacock since then but was near the closing, the order of Hunslet -Taylor was transferred. The locomotives (No. NG 149-156 ) were 1967 and 1968 supplied as the last steam locomotives for the SAR and as previously last Garratt locomotives ever. The enlarged front water tank the Tsumeb delivery has been retained, but the entrained on the rear truck inventories in line again where the supply of 1951.

Technology

For a gauge of only 610 mm (this corresponds approximately to the typical gauge railways ) can only be constructed as a joint locomotive of the type Garratt a powerful steam locomotive with six driving axles practical. More than three or four driving axles, because of the tight curve radii (in some cases below 50 m) in a rigid frame not be accommodated, and the type Garratt has over other joint types such as Mallet or Meyer the advantage that the boiler between the two chassis and is not about that. Therefore, it can be placed very deep, so the risk of tipping can be reduced as much as possible. As can be seen in the picture above, the ash pan below the firebox reaches down almost to the rails.

The problem of the danger of tipping becomes clear when one considers that the locomotives have a cup diameter of almost 1.50 m and 2,10 m wide; the latter is three and a half times the track!

The NGG NGG 13 and 16 have the wheel arrangement ( 1'C1 ') ( 1'C1 '). Both classes are almost identical; actually differed class NGG each supply 16 more from each other than the first 16 of the NGG NGG 13 Class A difference between the two types is the equipment of the roll axis of the NGG 16 with roller bearings. Furthermore, in the NGG 13 the inner race axles are mounted in the frame, while they are running at the NGG 16 as a bissel.

The trolleys have outer frame and outer cylinder. Coupled driving rods are to crank webs outside the frame mounted ( Hallsche cranks ), a case of large steam locomotives of this small gauge almost inevitable construction. The control corresponds to the type Walschaerts / Heusinger. Be fired locomotives with coal; some of the later abroad brought copies were converted to oil firing.

The unusually long procurement period of 40 years underscores the success of this design.

Use

The locomotives of classes 13 NGG and NGG 16 initially came mainly on the route Port Elizabeth - Avontuur used. This 283 km long - the longest 2-foot track in the world - and was used primarily for the transport of fruit directly into the harbor of Port Elizabeth, which is why reloading of the goods to Cape gauge was not necessary. The trains were therefore known as the Apple Express. The NGG NGG 16 13 and attracted to this route but also heavy laden with limestone trains for a cement plant. From the mid- 1970s, the Garratts of diesel locomotives of Class 91 have been replaced, for lighter trains steam locomotives were still used, but these were one-frame locomotives of the class NG 15

About 40 Garratts were then transferred to four narrow gauge lines in Natal, whose routes were partially curves with only 45 m radius and gradients up to 30 ‰. The locomotives mastered there as universal locomotives before passenger and freight trains all the traffic. With the freight trains mainly sugar and wood was transported.

In the SAR, the narrow gauge Garratt until well into the 1980s in use; However, fewer and fewer of these locomotives were needed by increasing route closures. The last narrow gauge line Natal, the Alfred County Railway, a 122 km long railway line from Port Shepstone by Harding, 1986 was shut down by the SAR. Then took two railway professionals, the web under the name of Port Shepstone and Alfred County Railway Company Limited, shortly ACR. The operation, however, had to be terminated in 2006.

Two locomotives of the ACR (No. 141 and 155 ) in 1989 and converted in 1990 to improve their efficiency. Thanks to the fuel savings of 20 to 25% of this restructuring amortized within 12 months. The rebuilt locomotives are called class NGG 16A. The success of the modifications led to consideration of a new class NGG to develop 17 according to modern principles of construction and building, the collapse of the Alfred County Railway prevented these plans.

Whereabouts of NGG and NGG 13 16

11 of the 12 built NGG NGG 16 13 and all are still preserved. Only the NGG 13 No. 59 has been scrapped after an accident in 1982. Since many of the surplus locomotives were still following the withdrawal in relatively good condition, some also reached on heritage railways outside South Africa.

The NGG 13 No. 50 in 1985 brought by the Hempstead & Northern Railroad in the USA and is the first and only ever operated in North America Garratt locomotive.

In 1996, the Ffestiniog Railway Company bought for her Welsh Highland Railway two locomotives of the class NGG 16 (No. 138 and 143 of the Tsumeb delivery), they let go of the ACR worked up and has since used it to their range. Lok 140 came from the same delivery as a gift by railway enthusiasts to the WHR; reactivation was started in 2005, but runs alongside the main studies of the already operational locomotives. The replacement of large components (boiler, chassis) within this series is as practiced in operating in South Africa. In January 2006 came - by a sponsor - with locomotive No. 87, a fourth NGG 16, whose reconstruction was completed in January 2009, on the WHR. NGG 16 No. 109 was acquired by a private foundation and will be made ​​available after workup also the WHR.

More NGG NGG 13 and 16 are located in Australia, Switzerland ( the NGG 13 No. 60 of the Drakensberg Schinznacher Baumschulbahn ), in England and in Germany. The NGG 13 # 78 is in German Museum of Technology Berlin. Falsely wearing this locomotive numbers and nameplates NGG 13 No. 83, which has also been brought together with the No. 78 back to Germany.

Most remaining in South Africa NGG 13 and 16 is, in part in working condition, on the Sandstone Estates, a private museum railway. On the route Port Elizabeth - Avontuur 16 No. 131 is the NGG still occasionally tourist trains on the coastal part of the route used.

Summary Table

The following table contains all the locomotives are present information about their whereabouts.