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Alwin
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| Joined: | 29 Jun 2013 |
| Location: | Netherlands |
| Posts: | 635 |
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Yep, give us more!
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pipopak
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| Joined: | 13 Apr 2011 |
| Location: | Florida USA |
| Posts: | 2086 |
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YES!. WE WANT MORE!!!.
Jose.
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Junk is something you throw away three weeks before you need it.
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Kitbash0n30
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oztrainz wrote: Front bunker detail - Rivets anyone?? 1-2-3-4-..... 
That is one impressive beast.
Imagine one of them babies built to US loading gauge, Big Boy's big brother?
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See y'all later, Forrest.
Screw the rivets, I'm building for atmosphere
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Herb Kephart
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Wunnreful, John, just wunnreful!
Thank you!
A most logical design, to get a maximum portion of the the weight on driving wheels--without the extra drag and length of an auxiliary car (when operating under normal service).
The only detriment is the possibility of extra wear on the second ''loco'' unit, caused by airborne dirt kicked up by the front one, The PRR found this to be true on one of their experimental engines. The first Garrett, K1 design, would have negated this--but all units after that were built with the cylinders at the ends-- any theories why?
And Si
That background is judt some beginners way of dealing with a self-created vertical area of scenery--that's all
Thanks again John, now all I have to do is dry out my shirt!
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Fix it again, Mr Gates--it still works!"
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Kitbash0n30
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I think one main goal of design was to make room for a bigger boiler than would otherwise be possible within clearances.
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See y'all later, Forrest.
Screw the rivets, I'm building for atmosphere
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oztrainz
Super Moderator
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Hi all,
CAUTION - long wordy reply about some of the technical stuff behind this beast.
For Si,
The background is actually "gunned" concrete coloured to look a bit like sandstone. The underlying surface was sandstone with some shale bands. The softer shale bands spalled away over time and left overhanging sandstone and the bank in danger of collapse.
The shale also softens up when wet, so the small white pipes in the photos are drains that help any water buildup in the shale bands to escape from behind the outer concrete protective layer.
For Herb,
The rear cylinders on K1 were under the cab floor and made for most unpleasant working conditions (even in Tasmania where it does get pretty cold by Australian standards). K1 and K2 were the only "compound" Garratts where the steam was fed from smaller high pressure cylinders and then to larger lower-pressure cylinder, before exhausting up the stack, all the rest were "simple" locomotives, where the steam at full boiler pressure is supplied to all cylinders. The compounding was done at the request of the Tasmanian government to minimise the distances between the cylinders in the steam circuit.
As originally supplied, The AD60's were designed to run with the water bunker leading, Some locomotives including 6029 were later fitted with extra controls to run either way. These units were distinguished by the letters DC (Dual Control) beside the locomotive number on the bunkers. See the first photo. However on branchline service and on some mainlines there were no turning facilities large enough to handle the Garratts, so that they ran one way with the water tank leading and did the opposite journey with the water tank trailing. To see Garratts in action having an "each-way bet", check out this Youtube from about 5 minutes in https://www.youtube.com/watch?v=SK-plM-mgoY.
The ++ code on the other side of the numbers signifies that this loco had been "ballasted up" to increase its tractive effort. From wiki - As originally supplied the AD60 Garratt was designed with a 16 long ton axle load for a tractive effort of 59,560 lbf. This increased the axle load to 18 tons and the tractive effort to 63,490 lbf. This loco also has the extended coal bunker that lifted coal capacity from 14 tons to 18 tons.
Rails in the US were built to far heavier standards than in NSW. Originally the NSWGR Garratts were designed to "go anywhere", including branchlines limited to 16 ton maximum axle loads. Mainline NSWGR standards at the time were less than 20 ton axle loads. Compare this to the Big Boy that weighed in with a 31 ton axle load, designed to run on far heavier rail and track infrastructure such as bridges.
Forrest has it right - a shorter fatter boiler offers better heat transfer than a longer thinner boiler. The boiler suspended between the engine units design allows a bigger fatter boiler to be fitted than for a boiler rigidly fitted to the engine units. Given that NSWGR clearances were a lot tighter than those for US railroads, every inch of boiler diameter counts.
I figured that if Canberra ARHS was good enough to bring the Garratt to town, then I should be prepared to support them by riding behind it, rather than just freeloading by taking photos. Any one interested in what was outside the carriage windows as we rolled along??
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Regards,
John Garaty
Unanderra in oz
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Kitbash0n30
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Yes, am interested.
____________________
See y'all later, Forrest.
Screw the rivets, I'm building for atmosphere
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jtrain
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That's a huge garratt engine! What is it? (2-10-4)(4-10-2)?
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James W.
New Blog (permanent this time)
blackhillsrr.blogspot.com
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oztrainz
Super Moderator
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Hi James and all,
It is a 4-8-4+4-8-4 locomotive. The + signifies articulation with 2 separate engine units spanned by the boiler that can pivot on each engine unit, as compared to the Big Boy's designation of 4-8-8-4, with a pivoting leading engine unit and the rear engine unit fixed to the locomotive frames.
I hope that this helps clear things up for you,
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Regards,
John Garaty
Unanderra in oz
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Salada
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| Joined: | 4 Nov 2013 |
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An excellent looking refurb/rebuild (?); all credit to the ACT volunteers. Built to last by Beyer Peacock at Gorton.
Si: gunned concrete also known as Spraycrete here in Pommieland, but more likely here to be seen on road rather than railway cuttings. We looked at it for the dodgy part of our mine shaft but decided to do the job properly using poured reinforced concrete (no offence to Aussie PW engineers).
Note to U.S. "chimney first" loco engineers : imagine backing THAT up to a rake of passenger cars then setting off on the main line, trying to see the road ahead.
I want to drive it !!
Regards, Michael
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jtrain
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Thanks for clearing that up John, it's such a big loco it was hard to count the wheels in the photos. I'm actually surprised that engine doesn't hold the world record for largest, that Garratt has to rival the size of a big boy.
Michael,
Try backing this one up (though the forward view is nice):
http://www.toytrains1.com/images/trains/sp4294.jpg
--James
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James W.
New Blog (permanent this time)
blackhillsrr.blogspot.com
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pipopak
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| Joined: | 13 Apr 2011 |
| Location: | Florida USA |
| Posts: | 2086 |
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Park-by-ear?
Jose.
____________________
Junk is something you throw away three weeks before you need it.
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Helmut
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A cab-forward is in reverse when going forward and when going the other way, it is in forward gear. Confusing -so what does backing mean?
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Regards, H.
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oztrainz
Super Moderator
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Helmut wrote:
A cab-forward is in reverse when going forward and when going the other way, it is in forward gear. Confusing -so what does backing mean?
Proceeding tender first - "2 cars to go, 1 car to go, 1/2 car to go, ease up dead slow, THUMP, you're there"
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Regards,
John Garaty
Unanderra in oz
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oztrainz
Super Moderator
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jtrain wrote:
Thanks for clearing that up John, it's such a big loco it was hard to count the wheels in the photos. I'm actually surprised that engine doesn't hold the world record for largest, that Garratt has to rival the size of a big boy.
--James
Hi James and all,
yes the NSWGR AD60 class is the biggest Garratt design ever built in terms of dimensions. in terms of engine-unit wheelbase, the NSWGR Garratt beats the US stuff at 103' versus less than 90' for all of the UP Big Boy, C&0 Allegeny, DM&IR Yellowstone locomotives, however once length of the tender is added, then all these US locomotives are longer than 130' overall length.
I hope that this helps,Last edited on 22 Nov 2016 11:43 pm by oztrainz
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Regards,
John Garaty
Unanderra in oz
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Helmut
Registered
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@oz
when shunting with the FR Fairlies, it was easy - just go chimney first....
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Regards, H.
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