Australian Standard Garratt

Australian Standard Garratt
G33, formerly of the Fyansford Cement Works Railway, at the Newport Railway Museum, Victoria, in 2007; it moved to the Bellarine Railway in 2013
Type and origin Power type Steam Builder Clyde Engineering Islington Railway Workshops Midland Railway Workshops Newport Workshops Build date 1943–1945 Total produced 57
Specifications Configuration: ​  • Whyte 4-8-2+2-8-4  • UIC 2′D1′+1′D2′ Gauge 1067 mm (3 ft 6 in) Driver dia. 48 in (1219 mm) Length 85 ft 9+1⁄2 in (26.15 m) Axle load 8.5 long tons (8.6 t; 9.5 short tons) Adhesive weight 76.25 long tons (77.5 t; 85.4 short tons) Loco weight 119 long tons (120.9 t; 133.3 short tons) Fuel type Coal Fuel capacity 6 long tons (6.1 t; 6.7 short tons) Water cap. 4,200 imp gal (19,094 L; 5,044 US gal) Firebox: ​  • Grate area 35 sq ft (3 m2) Boiler pressure 200 psi (1379 kPa) Heating surface: ​  • Firebox 163 sq ft (15 m2)  • Tubes 1535 sq ft (143 m2)  • Total surface 2,013 sq ft (187 m2) Superheater: ​  • Heating area 315 sq ft (29 m2) Cylinders 4 outside Cylinder size 14.5 in × 24 in (368 mm × 610 mm)
Performance figures Tractive effort 34,240 lbf (152.3 kN) Factor of adh. 4.4
Career Operators Emu Bay Railway Fyansford Cement Works Railway Queensland Railways South Australian Railways Tasmanian Government Railways Western Australian Government Railways Preserved G33 Disposition 1 preserved, 56 scrapped

The Australian Standard Garratt (ASG) was a Garratt articulated steam locomotive designed and built in Australia during World War II for use on the 1067 mm (3 ft 6 in) narrow-gauge railway systems owned by the Australian states of Queensland, South Australia, Tasmania and Western Australia. After the war, ASGs operated in South Australia and at the Fyansford Cement Works railway in Victoria.

With the outbreak of World War II, in 1939 the Federal Government formed the Commonwealth Land Transport Board (CLTB) to take responsibility for the country's land transport networks. In the national interest it was empowered to over-ride decisions of the state railways. In 1942, the CLTB appointed the Commissioner of Railways in Western Australia, Joseph Ellis, to investigate the capacity of Australia's narrow gauge network and recommend what locomotives should be purchased. Ellis recommended that three variations of Garratt locomotive be purchased; heavy, medium and light.^[1]

The CLTB elected to build only the light type to allow it to operate on any narrow gauge line in Australia. After an attempt to obtain drawings and licences from Beyer, Peacock and Company failed, in July 1942 the CLTB recommended to the War Cabinet that 30 locomotives be built locally. In August 1942, the War Cabinet approved the order, which was increased to 65 locomotives in November 1942. The Western Australian Government Railways' Chief Mechanical Engineer Frederick Mills was seconded to lead a team of engineers in Melbourne to design the new locomotive. The Queensland Railways were vocal opponents, stating its preference for a modified version of its C17 class.^[1]

The result was the Australian Standard Garratt locomotive. The first was built in a record-breaking four months, entering service in September 1943. Only 57 ASGs were completed; assembly of the remaining eight was cancelled at the end of the war. The locomotives were built by the WAGR's Midland Railway Workshops (10), the Victorian Railways' Newport Workshops (12), the South Australian Railways' Islington Railway Workshops (13), and Clyde Engineering, Sydney (22).^[2][3]

Because of differences between the states, especially in regard to loading gauges, the sharpness of curves, and axle load, especially in Queensland, the design had to be a compromise, which went against the idea of having a standardised design.^[1]

To enable the long-wheelbase engine units to negotiate sharp curves, the leading driving wheels were designed to be flangeless, but this proved to be a major flaw as it led to a tendency for the locomotives to derail on curves and points. Another key problem, which made the ASGs unpopular with locomotive crews, was the fact that the firebox door opened flat on the floor of the driving cab, maximising heat radiation into the crew compartment.^[1] This resulted in them having fairly short lives with most withdrawn by the mid-1950s. Some were resold for use on the Emu Bay and Fyansford Cement Works Railways where they would have more successful careers.^[3][4]

The Queensland Railways purchased 23. One was never used and another saw only two months service. In September 1945, the drivers' union placed a ban on them. Attempts to modify them proved unsuccessful, and they were written off in 1948. Three were sold to the Emu Bay Railway and six to the Tasmanian Government Railways, with the remainder scrapped in 1954/55.^[5][6]

The Tasmanian Government Railways purchased 14 new and another six second-hand from the Queensland Railways. Two were sold to the Emu Bay Railway with the remainder scrapped in the late 1950s.^[5][7]

The Western Australian Government Railways purchased 25. They were unpopular with crews, and their use through the state's only tunnel at Swan View caused serious problems, resulting in deaths, industrial disputes,^[8] and a Royal Commission.^[1][9]

Six of the WAGR locomotives were sold to the South Australian Railways in 1952. The last were withdrawn from the WAGR in January 1957.^[2][5]

The Emu Bay Railway purchased three second-hand from the Queensland Railways and two from the Tasmanian Government Railways. It would operate them successfully until the mid-1960s. One was destroyed in an accident in February 1962 with a replacement obtained from the TGR.^[3][4][10]

In 1952, the South Australian Railways purchased six second-hand from the WAGR to haul lead ore between Cockburn and Port Pirie as an interim solution pending the delivery of the 400 class Garratts, with all condemned by February 1956.^[3][11][12]

The Fyansford Cement Works Railway purchased G33 from Commonwealth Disposals in August 1945. It was withdrawn in 1957, but maintained in operational condition until the railway closed in 1966 when it was donated to the Geelong division of the Australian Railway Historical Society.^[3]

The only surviving complete ASG is G33, which ran on the Fyansford Cement Works Railway until 1957. It was on static display at the Australian Railway Historical Society Museum in North Williamstown until 2013, when it was moved by road (together with a spare boiler) to the Bellarine Railway, Queenscliff, with the aim of full restoration.^{[13][14][15][needs update]}

Many front water tanks of ASGs have survived: one at Yatina, South Australia, two on a farm south of Peterborough, South Australia, one at the Workshops Rail Museum in Queensland, two at the Don River Railway in Tasmania, and several dotted around that state. They were used as water tanks for steam and fire-fighting until the early 1980s. Another also survives with the Launceston & North East Railway in Launceston, Tasmania. It was used as a waste oil tank by TasRail until the closure of the Hobart railway yard in 2014, possibly being the last steam engine component used by TasRail.^{[citation needed]}

• Whiting, Alan (1988). Engine of Destruction - The Australian Standard Garratt Scandal. A. Whiting. ISBN 0-7316-1466-6.

• Operating Manual for Australian Standard Garratt
• Forum discussion of whereabouts of former ASG tanks