The recently restored AD60 class 4-8-4 + 4-8-4 Beyer Garratt has been undergoing (successful) load testing out of Canberra towards Goulburn this week.

Attached image by Howard Moffat shows the loco leaving Goulburn and heading back to Canberra with the temperature blow freezing yesterday morning.

This clip also shows some of the testing run.

http://m.youtube.com/watch?feature=yout ... ImBrqECYlU

That engine was really moving along at the 07:15 mark of that video, they weren't babying her (except maybe in the tonnage dept) on that test run.

That was truly impressive!!! I am wondering what the long-term plans are for this engine now that she appears road-worthy?

Unlike the USA but similar to the UK, Australia has an open track policy which means if "your" locomotive passes all technical inspections "you" can book a slot, pay the fee's and run on the main lines.

Plans for 6029 call for it to operate in ACT / New South Wales on passenger excursions for which the preservation group with their other steam and diesel locos are well known for putting on a good show.

Main restriction on 6029 because it is coal fired, it will be allowed to operate only in the Australian winter months.

TH

i think the garrets are some of the most fascinating locomotives around a three unit set. I would like to see a garret to operate in the US out on the mainline hauling a string of American coaches. I think it would be interesting to see that. Remember in 1969-1971 the Flying Scotsman came to the US it would be interesting to see 6029 to do the same.

I believe 6029 is 5'3" gauge. This may present a bit of a problem re operations in the USA.

A little data on the AD60s:

http://steamlocomotive.com/australia/au ... page=nswgr

Interesting that the Garratt concept did not get a look see here in the states.

AD60's and all locomotives in New South Wales are Stevenson Gauge

6043 was built locally and then renumbered 6042 when the original 6042 was deemed "worn out" and scrapped. The number 6043 was not used due to contractual issues with Beyer-Peacock when the order for the last five was cancelled and the components sold as spare parts (only).

The builder plates for 6043 survive see

http://www.trevorheath.com/livesteaming ... te_-_s.jpg

TH

One of the reasons that Garratts didn't grow popular in the US was because of the similar issue tank engines share and that is as the fuel and water is used up, the weight on the drivers decrease, thus lowering the factor of adhesion. So Mallets and other articulated engines gained the attention over the Garratts because it would be practical to have a strong engine with the ability to maintain its potential rather than have to make frequent stops to regain strength.

I will have to say, though, 6029 is quite the looker and a great performer as well!

The major advantage of the Beyer-Garratt design is maximizing power and steam output for a smaller loading gauge and lighter rail with a boiler design maximized for efficiency by being unconstrained by those pesky drivers and whatnot. This made Garratts ideally suited for smaller gauges such as South Africa's 3' 6" gauge, but not so much for larger loading gauges with heavier rail.

I have seen some evidence that Baldwin supposedly negotiated with Mallet and Beyer, Peacock for rights to a license for the design, but never got anywhere with it. I suspect that the real reasons for a lack of Garratts in North America was simply a combination of the design aspects, the more advanced and larger loading gauges and designs in the U.S., and simply a xenophobic "not invented here" mentality that wasn't present in British Commonwealth areas (i.e. much of the rest of the world in 1910). I've heard and used an analogy to British versus American sports car engineering: Americans simply make everything bigger, faster, and more powerful, while Brits (and Germans, etc.) emphasize the engineering and design aspects to make a more effective car in a small package.

Hello,

Very impressive.

At 4:45 on the video clock it sounds like it commenced into an extended slip. Even if it had a front end throttle...you wonder if there is a delayed response if you immediately close the throttle? The long supply pipes need to exhaust the pressure before the cylinders react? Just curious.

It is interesting to hear the gait at high speed.....it reminds me of the 765 in its early days when it was permitted to run at track speed.

Regards,

Randy

I stand corrected on the gauge issue. I wasn't sure which of Australia's three gauges was involved.

But Standard Gauge or not, I doubt we'll see 6029 or anything like it here.

BTW, I'm sure I've read somewhere that Alco actually had a license to build the Garrett here and that they advertised this in the trade press at one time. Obviously with zero results. Can anyone confirm or correct this?

I remember seeing the advertisement. I searched threads on C&O 1309 and Garratts and cannot find the ad, either.

Wesley

#6029 made her public debut last week. It's a nice feel good story from down under to take you away from the "who can I criticize more, while I sit around cultivating larger hemmorhoids" world of the US steam conversation the Interwebs has provided us with lately.

https://www.facebook.com/nswgrad60class

It wont' be long before there is another Garratt ready to operate "down under"

We have been in New Zealand for 6 months working on a Garratt. This one is 3' 6" gauge and was imported from Zimbabwe a few years back.

It was built in 1953, rebuilt in 1983 and retired in 2000. During the rebuild it received roller bearings on all axles, a new all steel welded firebox, new tires and axles and increased water capacity.

It's been an interesting 6 months for sure. While Zimbabwe and New Zealand technically share the same rail gauge they certainly do not share the same loading gauge.

We have lowered the boiler 7" and narrowed the loco 16.5" mainly in the cab area.

The rail gauge here has a back to back difference of +1/4" so all the wheels have to come out. So far we have dropped 3 sets of drivers and will drop three more this week having replaced two sets last week. (The tires are being turned at the same time together with axle NDT checks and finally bearing condition checks)

Of course we had to gut the boiler but were pleased to find no shell issues.

We are also converting from vacuum to air brakes and from coal to oil firing.

Anyhow here is the loco being turned last Friday so we can remove the rear engine unit and drop the drivers.

https://www.youtube.com/watch?v=QsTBhs_ ... e=youtu.be

TH