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63-602: The Matadi–Kinshasa Railway was built between 1890 and 1898 in order to bypass the series of rapids and falls which hindered access from the South Atlantic Ocean to the Congo Basin . Its length is 366 km (227 mi) and it is run by Société commerciale des transports et des ports (SCTP) (until 2011, ONATRA ). The line reopened in September 2015 after about a decade without regular service. As of April, 2016 there

126-497: A class MH Mallet 2-6-6-2 , and a newly arrived class GA Garratt 2-6-0+0-6-2 – the first Garratt of that gauge to enter service in South Africa. The trial was conducted on the line between Durban and Ladysmith , which had gradients as steep as 1 in 30 and curves as tight as 4.5 chains (91 metres) in radius. The Garratt proved the superior locomotive in all regards. The most powerful of all Garratts irrespective of gauge were

189-449: A portage railway . In 1928, Congo (Belgium) and Angola (Portugal) did a land exchange to facilitate the new route of the railway to Congo-Kinshasa. The railway line and the port of Matadi are the main connection for Kinshasa to the external world. The renovation of the Road to Matadi, in beginning of the 2000s, however somewhat alleviated this situation. Over time, the rolling stock of

252-707: A 65% increase in loading was achieved. In 1911, Beyer, Peacock & Company built six 2-6-0+0-6-2 Garratts for the Western Australian Government Railways . The M class were followed by the Ms class and the Msa class . These locomotives formed the pattern for the Victorian Railways narrow gauge G class and the Australian Portland Cement Garratts. Beyer, Peacock built more than

315-501: A career with British colonial railways. Garratt first approached Kitson and Company with his design, but his idea was rejected, perhaps because that company were already committed to the Kitson-Meyer articulated design. He then approached Beyer, Peacock and Company , which were only marginally more interested. In 1907, Beyer, Peacock and Company submitted a proposal for a 2 ft ( 610 mm ) gauge 0-4-0+0-4-0 Garratt to

378-703: A connection to the Cabinda enclave is possible. The line reopened in September 2015 after over a decade without regular service. As of April, 2016 there was one passenger trip per week along the line and more frequent service was planned. In August 2019, suburban services between Kasangulu to Kinshasa resumed, along with freight transport between Kinshasa and Matadi. 5°49′10″S 13°29′28″E  /  5.8195°S 13.4912°E  / -5.8195; 13.4912 Livingstone Falls Livingstone Falls ( French : Chutes Livingstone ; Dutch : Livingstonewatervallen ), named for British explorer David Livingstone , are

441-482: A high rate of evaporation. Although at the end of the steam locomotive era, most conventional steam locomotives had reached their maximum in "critical dimensions", the Garratt still had potential for further development, with larger driving wheels, larger boilers, and greater output still achievable. The major theoretical disadvantage of a Garratt (shared with all tank engines ) was that adhesive weight decreases as water

504-406: A normal locomotive, allowing longer continuous runs without needing to stop and empty the ashpan to clear combustion products from the grate. A large firebox and its unrestricted air supply also allowed the Garratt to operate with poor-quality fuel without reducing steaming capacity. Garratts ran equally well in either direction, negating the need for turntables. Often they ran with the cab leading

567-440: A single crew, but to spread the dead weight over many axles and thus avoid excessive loads on the track and under-line bridges, and at the same time retain flexibility of wheelbase to facilitate operation on severely curved sections of line. The Mallet, having driving-wheel units beneath the boiler, retains the limitation in dimensions inherent in the orthodox type of steam locomotive, while the immense length of some of these machines

630-553: A speed of 132 kilometres per hour (82 mph)—a record for any Garratt class (and indeed any articulated class). All three main railways in Angola used Garratts. The largest user was the 3 ft 6 in ( 1,067 mm ) gauge Caminho de Ferro de Benguela . Forty-eight were purchased from Beyer, Peacock between 1926 and 1956. They came in four batches: class 10A (301–306); class 10B (311–324) in 1930; class 10C (331–348) in 1954; and class 10D (361–370). The second-largest user

693-670: A succession of enormous rapids on the lower course of the Congo River in west equatorial Africa , downstream from Malebo Pool in the Democratic Republic of the Congo . Livingstone Falls consist of a series of rapids dropping 900 feet (270 m) in 220 miles (350 km). They start downstream of Malebo Pool and end in Matadi in Bas-Congo . The Congo River has the second largest flow rate in

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756-472: A thousand Garratt or Beyer-Garratt locomotives. The final built to a Beyer-Peacock design, in 1967–1968 , were eight 2 ft ( 610 mm ) gauge South African Railways Class NG G16 locomotives. The following list shows known Garratt construction by all manufacturers. Garratts were used in Africa , Asia , Australia , Europe , and South America . No Garratts were used on North American railroads ,

819-400: A total of 143. More details are in the following table. The East African Railways 4-8-2+2-8-4 59 class Garratts were the largest and most powerful steam locomotives to run on metre gauge, having a large 70-square-foot (6.5-square-metre) grate and a tractive effort of 83,350 pounds-force (370.76 kilonewtons). The 34 oil-fired locomotives remained in regular service until 1980. As of 2020 ,

882-727: Is a type of articulated steam locomotive invented by British engineer Herbert William Garratt that is articulated into three parts. Its boiler , firebox , and cab are mounted on a centre frame or "bridge". The two other parts, one at each end, have a pivot to support the central frame; they consist of a steam engine unit – with driving wheels, trailing wheels, valve gear, and cylinders, and above it, fuel and/or water storage. Articulation permits locomotives to negotiate curves that might restrict large rigid-framed locomotives. The design also provides more driving wheels per unit of locomotive weight, permitting operation on lightly engineered track. Garratt locomotives produced as much as twice

945-467: Is about 42,000 cubic metres per second. Given this flow rate and the 96 metre fall, it is possible to calculate that the Inga Falls alone has a power potential of approximately 40 GW . In 2014, Inga Falls was the site of two large hydro-electric power plants and is being considered for a much larger hydro-electric power generating station known as Grand Inga. The Grand Inga project, if completed, would be

1008-403: Is itself a handicap. Except with oil firing, ... one cannot put the cab in front. H.W. Garratt ... patented ... the idea of having a single large boiler slung on a cradle carried on two entirely separate engine units. ... The boiler could be developed to ideal proportions, unfettered by any wheels beneath it. It could be kept short, and of large diameter, which is the best possible form for securing

1071-573: Is used up from the front tank and coal and water from the rear tank and bunker. The phenomenon does exist, but was minimised by the adhesion of the multiplicity of driving wheels, sufficient usually to avoid wheel slippage. The Garratt was not alone in the field of articulated locomotives; most notably, articulated locomotives in the United States based on the Mallet design achieved power outputs far exceeding those of Garratts. Away from North America were

1134-536: The 20th and 20A classes . Many went to Zambia Railways in 1967 when Rhodesia Railways surrendered the lines in Zambia to its government. Zimbabwe's economic and political situation has extended the life of its Garratts. Five Garratts, including some from the Zimbabwe National Railway Museum , were returned to service in 2004–05 to haul commuter trains. As of 2011 they were performing shunting duties around

1197-519: The Fairlie and Meyer articulated types. Further, similar designs to the Garratt were the Union Garratt, Modified Fairlie, and Golwé . Of these, the closest was the Union Garratt, a type originally prompted by the perceived necessity for a rigid connection between a bunker or tender and a firebox fed by a mechanical stoker. They were, in effect, a hybrid Fairlie and Garratt with the rear bunker attached to

1260-524: The Livingstone Falls , which follow one another for 300 km (190 mi). Transport was done by human bearers, which was not very efficient and often fatal. Therefore, it was decided to build a railway line along this route. The Compagnie du Congo pour le Commerce et l'Industrie (CCCI) was incorporated on 31 July 1887. On the same day its subsidiary the Compagnie du Chemin de Fer du Congo (CCFC)

1323-553: The Nairobi Railway Museum held two of them. 4-6-4+4-6-4 and 4-8-2+2-8-4 Garratts operated in Mozambique, some built as late as 1956. Rhodesia imported 246 3 ft 6 in ( 1,067 mm ) gauge Garratts of four different wheel arrangements: 2-6-2+2-6-2 s of the 13th, 14th and 14A classes; 4-6-4+4-6-4 s of the 15th class , 2-8-2+2-8-2 s of the 16th, 16A, and 18th classes; and 4-8-2+2-8-4 s of

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1386-478: The South African Railways ' eight 3 ft 6 in ( 1,067 mm ) gauge GL class locomotives of 1929–30, which delivered 89,130 lbf (396.47 kN) of tractive effort . They were all out of service by the late 1960s. There was also a proposal for a quadruplex super Garratt locomotive with a 2-6-6-2+2-6-6-2 wheel arrangement for South African Railways , but this was never built. On

1449-593: The Uganda Protectorate from 1929 to 1948, acquired 77 Garratts between the same years. The Tanganyika Railway also acquired 3 in 1928. In 1948, the railways merged to form the East African Railways and Harbours Corporation , commonly known in the railways context as East African Railways, shown by the letters "EAR" on rolling stock. In addition to the 80 acquired Garratts, East African Railways operated 63 that it purchased new between 1954 and 1956, making

1512-650: The Yellala Falls just above Matadi , are a barrier to navigation on the lower part of the river, the Matadi-Kinshasa Railway was constructed to by-pass them. Inga Falls on Congo River is a group of rapids in the latter portion of the Livingstone Falls, 177 miles (285 km) after the Malebo Pool. The Congo falls about 96 metres within this set of cataracts . The mean annual flow rate at Inga Falls

1575-614: The largest hydro-electric power generating facility on Earth . The current project scope calls for the use of a flow rate 26,400 cubic metres per second at a net head of 150 metres; this is equivalent to a generating capacity of about 38.9 GW. This hydro-electric generator would be almost double the current world record holder, which is the Three Gorges facility at 22.5GW on the Yangtze River in China . Garratt A Garratt locomotive

1638-404: The upper Congo , Livingstone never travelled to this part of the river and the falls were named in his honour by Henry Morton Stanley . Stanley described the falls as "...the wildest stretch of river that I have ever seen. Take a strip of sea blown over by a hurricane, four miles in length and half a mile in breadth, and a pretty accurate conception of its leaping waves may be obtained. Some of

1701-462: The Assam Railway. The Trans-Iranian Railway had four 4-8-2+2-8-4 Garratts (class 86) built in 1936. Mauritius had three standard gauge 2-8-0+0-8-2 Garratts that were built in 1927. The Nepal Government Railway (NGR) had 2-6-2+2-6-2 Garratt locomotives manufactured by Beyer, Peacock and Company in 1932 and 1947. The Royal State Railway of Siam acquired 8 Garratts built by

1764-885: The GE class, was built for Burma Railways in 1949, but was diverted to the Assam Railway in India. Two 0-6-0+0-6-0 2 ft 6in gauge Beyer-Garratts were supplied to the Buthidaung-Maungdaw Tramway which became the Arakan Light Railway. BP works Nos. 5702 & 5703 of 1913 refer. Ceylon had 10 Garratts: an H1 class 2 ft 6 in ( 762 mm ) 2-4-0+0-4-2 in 1924, a C1 class 5 ft 6 in ( 1,676 mm ) 2-6-2+2-6-2 in 1927 and eight more C1 class 5 ft 6 in gauge 2-6-2+2-6-2 s in 1945. India had 83 Garratts. One 5 ft 6 in ( 1,676 mm ) gauge 2-6-2+2-6-2

1827-589: The GT class on the Bengal Assam Railway . Three types of Garratt were supplied for war service on the BAR: ten MWGL class 2-8-0+0-8-2 locomotives; twelve MWGH 2-8-2+2-8-2 locomotives; and 18 MWGX class 4-8-2+2-8-4 War Department standard light Garratts. Of these, only nine MWGX stayed in India, with the remainder transferred to Burma. After the war, the four Burma Railways GE class 4-8-2+2-8-4 s were diverted to

1890-656: The German company Henschel during 1929–1937 for heavy freight duties in the Pak Chong highland areas. One has been preserved; it is displayed at Kanchanaburi railway station . Turkish State Railways had just one standard gauge 2-8-0+0-8-2 Garratt that was built in 1927. The Australian Standard Garratt (ASG) was designed in Australia as an emergency measure during World War II , when demand on 1067 mm ( 3 ft 6 in ) narrow-gauge railways could not be met by

1953-528: The Mallet design on account of the geometry of the design. When swinging around curves, the boiler and cab unit moved inward, reducing the centrifugal force, whereas the Mallet's forward articulated unit moved out as the locomotive rounded curves. As O.S. Nock wrote, the Garratt type holds several advantages over the Mallet type: This [the Mallet] was so designed to provide a very large engine unit, to be managed by

Matadi–Kinshasa Railway - Misplaced Pages Continue

2016-520: The Matadi-Kinshasa line fell into disrepair, so became increasingly dangerous. In 2003, a train derailment resulted in 11 deaths, and the line immediately fell into disuse, which endured for over a decade. Angola proposed, in 2012, to link its three isolated lines, and also to link with adjacent countries including the Matadi-Kinshasa line. By using the Matadi Bridge (formerly a road-rail bridge ),

2079-562: The New South Wales Government Railways, which was not proceeded with. The following year a design for a 2 ft gauge Mallet locomotive was submitted in reply to an enquiry from the Government of Tasmania . The company then proposed a Garratt design based on, but a little heavier than, the design for New South Wales, with capacity to negotiate curves of 99 ft (30.18 m) radius and 1 in 25 gradients. The proposal

2142-619: The Société Franco-Belge de Matériel de Chemins de Fer at Raismes in Northern France, operated until the Algerian independence war caused their withdrawal in 1951. This class, designated 231-132BT, was streamlined and featured Cossart motion gear, mechanical stokers and 1.8 m (5 ft 11 in) driving wheels, the largest of any Garratt class. On a test in France, one of these achieved

2205-482: The South African Railways GMA/M 4-8-2+2-8-4 Garratts of 1954, which developed a tractive effort of 60,700 lbf (270 kN). Following modifications in 1958 to thirty AD60s, their tractive effort was increased to 63,016 lbf (280.31 kN). These locomotives remained in service until the early 1970s with a replacement "6042" using the boiler cradle of 6043 (The original was scrapped in 1968)

2268-498: The Western Australian Government Railways for 14 years, during which periods many of the defects were rectified or components replaced. New South Wales Government Railways introduced the 4-8-4+4-8-4 AD60 Garratt in 1952, built by Beyer, Peacock. The AD60 weighed 265 tonnes, with a 16-tonne axle loading. As delivered, it developed a tractive effort of 60,000 lbf (270 kN)), not as powerful as

2331-786: The available stock of locomotives. The ASG was used on the railways of Queensland , Western Australia and Tasmania and, after the war, on the South Australian Railways , the Emu Bay Railway in Tasmania and the Fyansford Cement Works railway in Victoria. The first was built in a record-breaking four months, entering service in September 1943. Considerable differences between the states, especially in loading gauges , sharpness of curves and limits to axle load, compromised

2394-417: The boiler (sometimes called [fuel] bunker leading), especially on routes with tunnels. Most Garratts were designed for freight or mixed traffic, but several Garratt classes were designed for passenger service. A French-built Algerian Railways Garratt holds the world speed record for an articulated locomotive at 132 kilometres per hour (82 mph). Garratts operating at higher speeds had one advantage over

2457-514: The boiler unit and the power units. However, Beyer, Peacock's engineers solved them after studying a description of the spherical steam joints used on a Fairlie locomotive. The third Garratt (another 0-4-0+0-4-0 , like the first two) was built in 1910 for the Darjeeling Himalayan Railway and given the class letter "D". The power output was intended to be double that of the line's existing 0-4-0 ST locomotives, but only

2520-538: The channel width is less than 300 metres and for the majority of the length the channel is less than 800 metres wide. This is an extraordinarily narrow channel since the river flow rate typically exceeds 42,000 cubic metres per second (1,500,000 cu ft/s). Investigations in 2008 and 2009 showed that sections between the rapids may be as deep as 200 m (660 ft). The powerful rapids separate fish populations from one another, causing new species to evolve in close proximity to one another. Although he explored

2583-554: The city of Bulawayo. On the Sierra Leone Government Railway , this 2 ft 6 in ( 762 mm ) gauge system had 2-6-2+2-6-2 Garratts starting in the 1920s and in the middle 1950s purchased 14 4-8-2+2-8-4 Garratts. In 1921, the South African Railways held a comparative trial between three 3 ft 6 in ( 1,067 mm ) locomotives: a class 14B 4-8-2 tender engine;

Matadi–Kinshasa Railway - Misplaced Pages Continue

2646-446: The concept of gauge widening on curves, the entire line was built to a gauge of 765 mm ( 2 ft  6 + 1 ⁄ 8  in ). Alterations were made from 1923 to 1931, when it was converted to 3 ft 6 in ( 1,067 mm ) gauge on a new alignment. Several tens of thousands of people, convicts and forced workers, were employed for this renovation. Seven thousand people lost their lives here. In spite of

2709-403: The design, as did the inclusion of features that led to unreliability. A royal commission convened in 1946 to investigate the locomotives, whose deficiencies had caused enginemen to go on strike, concluded: "It is obvious when one analyses the evidence that the new Australian Standard Garratt has put up a poor performance. At times these locomotives have done good work but they cannot compare with

2772-406: The distances between both the main steam pipe and the high-pressure cylinders and between the high-pressure and low-pressure cylinders. The latter feature made the locomotive unnecessarily complicated and placed the high-pressure cylinders directly underneath the cab, making it uncomfortably hot for the crew on the rare days when Tasmania's West Coast Range was warm. Only one more Garratt locomotive

2835-458: The end of 1892, 7,000 workers had already been recruited, 3,500 of whom had died or fled (for example, to neighboring forests). These conditions made it more difficult to recruit workers. Thys therefore attracted people from Barbados and China in September and November 1892 respectively. The Barbadians refused to leave the boats in the port of Matadi until they were forced by firearms. Seven people lost their lives in this action. The hard labour on

2898-522: The frame instead of being carried on the rear bogie. The class GH and class U Union Garratts of the South African Railways were examples. Herbert William Garratt, a British locomotive engineer, invented the articulated locomotive concept that bore his name, for which he was granted a patent (no. 12079). At the time, he was the New South Wales Railways ' inspecting engineer in London following

2961-529: The last withdrawn in February 1973. Oberg wrote he witnessed an AD60 clear a dead 1220-tonne double-headed diesel freight (total weight 1450 tonnes) from a 1 in 55 grade without wheel slip. Four AD60's survive today: 6029 (which operates occasionally out of Thirlmere), 6039 (under private ownership at Dorrigo Museum), 6040 (on static display at THNSW, Thirlmere), & 6042 (also owned by the Dorrigo museum but sitting in

3024-508: The most likely explanation being that American rail companies considered the Garratt's coal and water capacities insufficient for their requirements. The Garratt was most widely used in Africa : large numbers were in South Africa, Rhodesia (now Zimbabwe) and Algeria, and smaller numbers in Angola, Congo, Ghana, Ivory Coast, Kenya, Libya, Madagascar, Mozambique, Nigeria, Senegal, Sierra Leone, Sudan, Uganda and Zaïre. In Algeria, 29 4-6-2+2-6-4 Garratts, constructed between 1936 and 1941 by

3087-653: The old Beyer Garratts, which have such an enduring record of service." Many were withdrawn in September 1945, weeks after the war ended. Those sold to the South Australian Railways in 1952 (as a stopgap) served for only 18 months, but others lasted longer: on the Queensland Government Railways for two years, at Fyansford and Emu Bay for 11 years, on the Tasmanian Government Railways (including some ex-QR engines) for 13 years, and on

3150-522: The railway line is mentioned by Joseph Conrad in his novel Heart of Darkness , which he witnessed when he worked in the Congo Free State. It is also shown in the 2016 movie The Legend of Tarzan. Started in 1890, the railway line was completed in 1898. It was built to a nominal gauge of 750 mm ( 2 ft  5 + 1 ⁄ 2  in ), and all rolling stock was constructed to this gauge. However, as local labour had difficulty grasping

3213-574: The railway line to leave the gorges of the Congo River, through the canyon of the M'pozo River and a passage along the Monts de Cristal . The living conditions in the construction of this railway were miserable. The sanitary and medical facilities were insufficient. In 1892, about two thousand people worked on the railroad, of which an average of one hundred and fifty workers per month lost their lives due to smallpox , dysentery , beriberi and exhaustion. By

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3276-490: The technical and financial difficulties related to the construction of the railway line, the railway line very quickly proved to be profitable, mainly because of the transportation of ivory and rubber . As a 750 mm ( 2 ft  5 + 1 ⁄ 2  in ) gauge railway it operated a large fleet of 0-6-0T , 0-6-2T , 2-6-2T locomotives before turning to 32 0-6-0+0-6-0 Garratts , and finally 5 - outside-framed 2-8-2 locomotives. The railway can be classified as

3339-422: The tractive effort of the largest conventional locomotives of railways that introduced them, reducing the need for multiple locomotives and crews. The principal benefit of the Garratt design is that the boiler and firebox unit are slung between the two engine units. A further advantage is that the firebox and ashpan are not restricted in dimensions by running gear; the ashpan can have much larger capacity than on

3402-459: The troughs were 100 yards in length, and from one to the other the mad river plunged. There was first a rush down into the bottom of an immense trough, and then, by its sheer force, the enormous volume would lift itself upward steeply until, gathering itself into a ridge, it suddenly hurled itself 20 or 30 feet straight upward, before rolling down into another trough. If I looked up or down along this angry scene, every interval of 50 or 100 yards of it

3465-1019: The two foot gauge lines in South Africa, several successive classes of Garratts were made, of which the NG G16 became the most powerful steam locomotive ever built for the gauge. Some of these were imported to Wales for the Welsh Highland Railway . Sudan operated at least one 4-6-4+4-6-4 Garratt. Burma had 43 metre gauge Garratts. Five B class 2-8-0+0-8-2 Garratts went to the Burma Railway Company between 1924 and 1927, with seven more built by Krupp of Germany in 1929. They were followed by 31 locomotives transferred from India for War Department service: ten 2-8-0+0-8-2 locomotives, class GB (ex-Indian class MWGL); twelve 2-8-2+2-8-2 locomotives of class GC (ex-Indian class MWGH); and nine 4-8-2+2-8-4 locomotives of class GD (ex-Indian class MWGX). A class of four 4-8-2+2-8-4 locomotives,

3528-453: The world after the Amazon , which has no falls or rapids (except near its sources). The lowest rapids of Livingstone Falls, therefore, are the world's largest waterfall in terms of flow rate — provided one accepts these rapids as being a waterfall. An interesting aspect of the 220-mile-long (350 km) Livingstone Falls is the width of the channel. The channel is very narrow: in several stretches

3591-502: Was accepted, and two locomotives were built in 1909, which became the K class . The Tasmanian Railways stipulated two features that were not in Herbert Garratt's original concept. The first was a compound configuration in which two high-pressure cylinders were on the rear engine unit and a pipe led to two larger, low-pressure cylinders on the front engine unit. The second was to have the cylinders facing inwards, which would reduce

3654-494: Was built for the Indian State in 1925. The 5 ft 6 in gauge Bengal Nagpur Railway had 32 Garratts: a pair of HSG class 2-8-0+0-8-2 locomotives built in 1925; 16 N class and 10 NM class 4-8-0+0-8-4 locomotives built in 1930–31 and four P class 4-8-2+2-8-4 locomotives built in 1939. The metre gauge Assam-Bengal Railway had six T class 2-6-2+2-6-2 locomotives built in 1927. They later became

3717-406: Was created. Work on the railway was directed by Albert Thys , who would give his name to one of the stations, Thysville (now Mbanza-Ngungu) . The completion of the railway officially cost the lives of 1,932 people (1,800 Africans and 132 Europeans), although the real numbers were likely higher. Up to 60,000 labourers worked on the project at one time. The main difficulty was to make it possible for

3780-418: Was marked by wave-towers - their collapse into foam and spray, the mad clash of watery hills, bounding mounds and heaving billows, while the base of either bank, consisting of a long line of piled boulders of massive size, was buried in the tempestuous surf. The roar was tremendous and deafening. I can only compare it to the thunder of an express train through a rock tunnel." Since the falls, which start with

3843-491: Was one passenger trip per week along the line and more frequent service was planned. Services between Kasangulu to Kinshasa resumed in 2019. In the 1880s the exploration and exploitation of the Congo territory was carried out by the Congo Free State , which benefitted from hydrographic network of the Congo River . But between Matadi and Kinshasa (formerly known as Léopoldville ), the river was not navigable, being barred by

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3906-517: Was produced with compound propulsion (by Beyer, Peacock & Co. in 1927 for Burma Railways ). The company built no more Garratts with inward-facing cylinders, but two Garratts operated by the Southern Fuegian tourist railway at Ushuaia in Argentina, largely based on the K class, have that feature. Early design and construction difficulties involved the steam-tight flexible connections between

3969-657: Was the Caminhos de Ferro de Luanda , which bought six 4-8-2+2-8-4 locomotives (501–506) from Beyer, Peacock in 1949, and six more (551–556) from Krupp of Germany in 1954. The third user was the Caminhos de Ferro de Moçâmedes , who bought six 4-8-2+2-8-4 locomotives (101–106) from Henschel & Son of Germany. Garratts operated on 3 ft 6 in ( 1,067 mm ) gauge through trains from South Africa to Rhodesia. Kenya and Uganda Railways and Harbours , which operated railways in British East Africa and

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