Beyer-Garratt Class NG/G11 No. 52 Update April 2015
The history of the steam locomotive is well documented as are many of the milestones in its development. It is possible, however, that the design of the Garratt locomotive type by Herbert W. Garratt – patented in 1907 – may have been one of the most significant steps forward. The design enabled a powerful locomotive to operate with a relatively low axle loading compared to conventional-style locomotives. The boiler in effect supplied two engines on a separate frame mounted on two power bogies. After Kitson, the locomotive builders, turned down his design, it was accepted by the Manchester based firm of Beyer-Peacock. They held exclusive rights to the design which then became better known as the Beyer-Garratt type.
The first Beyer-Garratt locomotive was built in 1909 for the Tasmanian Government Railways and is now restored to working order on the Welsh Highland Railway.
South African Railways were one of the first railway administrations in the world to show interest in the Beyer-Garratt as the constraints of the “narrow” Cape gauge and 2ft narrow gauge required innovative solutions for balancing power, axle loading and the ability to handle sometimes tortuous curves. With its ability to run either backwards or forwards and the effective power of two engines, the articulated design of the Beyer-Garratt was ideal.
South African Railways would ultimately operate the largest fleet of Beyer-Garratt locomotives in the world.
Surprisingly it was the 2ft narrow gauge system that placed the first order in 1914 but certainly to a lower spec than if it had been a 3’6” gauge version. They were of the 2-6-0+0-6-2 configuration but were unsuperheated and fitted with slide valves. Three were ordered (No’s. 51, 52 and 53), however the advent of the First World War saw their delivery delayed until 1919. On arrival in South Africa they were erected at the Uitenhage workshops near Port Elizabeth and put into service in May 1920.
After initial trials on the Avontuur line they were all sent to Natal to work the Umzinto to Donnybrook line. The performance of these locomotives was considered extremely satisfactory and a further two (No’s. 54 and 55) were ordered in 1925, but with superheated boilers and piston valves together with a modified cab for better crew protection. Both of these survive in preservation today.
From the initial order, South Africa’s first Garratt locomotive, NG51, was earmarked for preservation
and returned to Port Elizabeth while her two sisters in Natal had different fates – No. 52 was sold to Rustenburg Platinum Mines and No. 53 was scrapped.
On the 1st October 1970, the locomotive allocations at Humewood Road show two Class NGG11 locomotives in stock, being 51 and sister 54 from the second batch. No. 55 had been plinthed at Weenen in Natal.
Sadly No. 51 was left unprotected in open storage and sea air at Humewood Road and deteriorated rapidly. Despite its preservation prospects, it was cut up at Uitenhage in 1971.
This left No. 52, now carrying No. 7 at Rustenburg Platinum as South Africa’s oldest Garratt locomotive.
No. 52 hard at work as Rustenburg Platinum No. 7 (Photograph by the late Dusty Durrant)
The locomotive was operational until around 1970 when the 2ft system was closed and was then preserved at the Kleinjukskei Motor Museum in northern Johannesburg. It survived there until the late 1980s when the site was redeveloped and moved to the SANRASM site in Krugersdorp. With SANRASM’s demise it was obtained by Sandstone and relocated to Bloemfontein for restoration.
Having been moved many times during its life and out of use since the late 60s, No. 52 was in poor condition on its arrival in Bloemfontein. Devoid of fittings and with motion and pivot damage, the restoration of the loco has been quite a struggle for Lukas Nel and his team.
Recently the work on the refurbished water tank and coal bunker has been completed. The boiler has been re-tubed and repaired where necessary but the lack of boiler mountings is proving a problem. Nevertheless the boiler will be hydraulically tested in the near future.
As No. 52 is one of the early batch of NGG11 locos with slide valves a major problem is the lack of available drawings for this type. Drawings exist for the latter two piston valve engines but the configuration of piping and boiler mountings is very different. For this reason Lukas will have to make up his own drawings and partially redesign some of these items. However, having restored sister loco No. 55 for Paton Country Railway in 2006 the restoration team will have some experience to draw upon.
This same lack of drawings is causing problems with the motion of the engine units where most of the valve motion and some of the rods are missing. Without the drawings, this is like a jigsaw puzzle with many missing pieces! However, some drawings and photographs have been found at the Manchester Museum of Science and Industry (MSOI) in the UK. The MSOI hold the Beyer Peacock archives and it is hoped these new-found drawings will assist the Bloemfontein team.
Repairs are also required to the boiler cradle and cab cradle which are badly bent from a lot of moving of the loco over the years.
The restoration will be completed in time for the next Sandstone event in 2017 where it will be the star of the show. As South Africa’s oldest surviving Garratt and the forerunner of the largest Garratt locomotive fleet in the world it will be well worth waiting for.
No. 52’s younger sister No. 55 on trial at Sandstone after restoration in 2006 before being transferred to her new home at Paton Country Railway.
