The double roof was lined with teak while side louvre ventilators with roller slides were fitted. The cab arrangement was made especially convenient for the crew. The front engine unit had two 21 inches (533 millimetres) diameter vacuum brake cylinders, while the hind engine units were provided with steam and hand brakes. The bogies and bissels both had Timken roller bearing axle boxes. The inner bissel trucks were of the radial-arm type with helical spring side control and a total side-play of 4 inches (102 millimetres). The outer pairs of bogie wheels were arranged with tyre flange watering gear. The outer bogies had two-pin swing links and laminated side control springs which provided for a total side-play of 7 inches (178 millimetres). The locomotive was designed to negotiate a minimum curve of 275 feet (84 metres) radius, with 4 + 1⁄ 2 inches (114 millimetres) superelevation and gauge widening not exceeding 3⁄ 4 inch (19 millimetres). It had 2 inches (51 millimetres) larger diameter coupled wheels, all flanged. The wheel arrangement was extended from a 2-8-2+2-8-2 Double Mikado to a 4-8-2+2-8-4 Double Mountain configuration, which permitted increased coal and water capacities. The pivots were of the adjustable type and were oil lubricated. Instead of plate frames, it was built on bar frames of 4 inches (102 millimetres) thick rolled steel bar with a tensile strength of 32 to 38 long tons per square inch (5 to 6 tonnes per square centimetre). The locomotive had a self-cleaning smokebox and was fitted with a spark arrester. The boiler pressure was 20 pounds per square inch (138 kilopascals) higher than that of the Class GE and it had a larger superheater area with 36 elements and incorporating a multiple valve regulator. The finger bar fire grate was operated by two steam shaker cylinders and had two drop grates. The ashpan doors were steam-operated with provision for hand operation when required. The inner firebox was of steel instead of copper and it had a hopper type ashpan, fitted with an efficient arrangement of drench pipes. Its round-topped firebox was fitted with eight flexible cross-stays at the front end. They were the only post-war Garratts on the SAR to be without mechanical stokers and also one of the largest designs of Garratt to be manually stoked. The locomotives were superheated and had Walschaerts valve gear. When they were delivered during 19, they were erected at the Uitenhage shops and numbered in the range from 4001 to 4050. Īn order for fifty locomotives was placed with Beyer, Peacock and Company in 1945, the largest single Garratt order ever placed with them. The Class GEA was the first South African Garratt to have streamlined water tanks and coal bunkers and its engine units were radically different from those of the Class GE, with an expanded wheel arrangement in the form of a leading four-wheeled bogie instead of a two-wheeled Bissel truck. It had a boiler which was designed to be interchangeable with that of the earlier Garratt model regarding external dimensions, but it had a bar frame and a round-topped firebox instead of the plate frame and Belpaire firebox of the earlier locomotive. The South African Railways Class GEA 4-8-2+2-8-4 of 1946 was an articulated steam locomotive.ĭuring 19, the South African Railways placed fifty Class GEA Garratt articulated steam locomotives with a 4-8-2+2-8-4 Double Mountain type wheel arrangement in service. ♥ Locomotive with modified front water tank 4010 and sister at Steenbras, 13 August 1973
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