Standard Class 6 'Clan' pacifics

‘Clan Pacific’


The BR Standardization program following nationalization was highly controversial to say the least. Many people who hailed from the GWR, Southern or LNER were unhappy with the level of LMS influence on all the new types and the ignoring of the designs of the engineers Bullied, Peppercorn and Hawksworth, particularly as the latter two had only had the job of locomotive superintendent for a few years. Indeed, despite the success of Bullied’s pacifics, Peppercorn’s three designs and Hawksworth’s ‘Modified Halls’, these were overshadowed by the supposedly more modern and less complex tanks and tender moguls of Ivatt on the LMS. The fact was that the complex oil-driven chain baths of Bullied’s Pacifics, the LNER complex 3-cylinder designs, and the lack of innovation in GWR practice were unattractive for a standard, all-routes design theory.

However, BR did not follow its own standardization practice, that is no building of superfluous locomotives or experimentation. An example of this was the prevention of Riddles building the Standard 8P Pacific design (a more powerful version of the ‘Britannias’) due to the large number of ex-LMS/LNER pacifics operating, even though many of these were either worn out and in need of repair work, or machines that did not fit in with the ‘ease-of-maintenance’ Standardization program (case in point: Gresley’s 3-cylinder pacifics, whose 3rd-cylinder with its conjugated valve gear was complex and required careful attention. Also, the Railway Executive was also biased against 3-cylinder designs which shows up in the fact that all but one Standard class had two cylinders.). The sole member of the class was constructed only after the Princess Coronation-class pacific, Princess Anne, was destroyed in the terrible triple collision at Harrow and Wealdstone. (The resulting engine, Duke of Gloucester, was doomed thanks to errors made in construction, among them the fitting of a normal chimney compared to the preferred Klychap exhaust. A poor performer in BR service, it was happily rescued from the scrap-head by preservationists who during rebuilding corrected the errors made. The result was one of the finest express locomotives ever seen, and still a great performer on heritage main-line services).

Despite the lack of tolerance towards mavericks, BR still gave permission for Riddles to construct just ten members of the smaller version of the ‘Britannias’ for service on lighter branch lines along wider route availability. The new design: christened the Standard Class 6 Light pacific, was given the more commonly known title of ‘Clan’ Pacific.

Considering the emphasis on ‘economy’ by British Railways for its new designs, it seems a strange decision to make such a small number which did not match the other designs and would hence cause bottlenecks in part availability. This can be partially explained; originally 25 locomotives were planned, however due to the shortage of steel in Britain at the time the second batch of fifteen were continually postponed until they were cancelled in the wake of the infamous ‘Modernisation Plan’ of 1955. (Co-incidentally, there was a second superfluous group of engines was constructed that BR would have been better off either expanding or leaving alone: the BR standard class 3 2-6-0, of which only 20 were built). The small number of locomotives prevented effective training of personnel, which led to problems when a ‘Clan’ was sent to areas other than where the enginemen and support crews were familiar with them. (It must be added that many locomotive crews had a bias against the new ‘standards’ which replaced their old types from the ‘Big Four’, especially those crews who were from the GWR/LNER/Southern since the standards had an overwhelming LMS influence to them).

To make matters worse the design was not given time for its various bugs and defects to be worked out, due to the demand for a light pacific on the main lines in the West of Scotland. The main problem, which would have been ironed out if Riddles had been given the chance to modify the design (this was prevented by the Modernisation Plan of 1955, once again), was the fitting of a blast pipe too small to allow good airflow, and a single chimney rather than a double. Many drivers complained of a lack of pulling power, which can partially be explained by the unfamiliarity of many crews with the type, but certainly the rushed construction was mostly to blame.

Despite these problems, the ‘Clans’ could be excellent machines when handled properly, and were found useful when used in areas such as the Midlands and on heavy Scottish boat trains. The class even holds a record that is very unique: a member of the type was the only ‘pacific’ locomotive to ever run on the West Highland Line, in a successful test to see if a 4-6-2 could manage the tightly graded/curving line. They were also tried in services on the eastern region until dieselization forced them into secondary duties. However, their reputation was tarnished by an error which accidentally had them working heavier Class 7P duties (which they were unable to keep to due to their lower 6P rating) which caused missed timetables and a shift of 7P/8P pacifics to replace them there.

Like the other BR standards, the type had hopelessly un-economic lives, the oldest surviving a mere 14 years, all being scrapped by 1966. The second batch had been cancelled well before, but part of the frames for the first of the new 15, to be named ‘Hengist’ had been completed but stopped due to the steel shortage.

The class has never lost its reputation of being a failure even though it did have many successes, probably stemming from the multitude of complaints received about the many troubles. There is little doubt however that the construction of a mere 10 engines was a tremendous waste of development money given that they were never multiplied upon and were not modified to give better service as Riddles intended. However, the ‘Clans’ were easy to maintain, all-purpose given their lighter weight and smaller size and excellent performers when treated with care. Overall, they can be classed as a success, but were not without their problems.

Although none of the class survived, thanks to the miracle of ‘new-build’ projects, what would have been the first of the next batch of 15 engines is well underway at the East Somerset Railway. Depending on whether it beats the new-build Standard Class 3 2-6-2T into service, ‘Hengist’ will be the 1000 steam locomotive to be built to a BR standard design. More importantly, given the modifications that will be added to bring the class up to Riddles’ original intentions, the ‘Clan’ pacific may well undergo a redemption in reputation not unlike that of the similarly maligned Duke of Gloucester.

The Mighty Garratts: Aussie Edition Part Two

Finally, the last of my garratt pieces!

First off, we'll start with Tasmania.

INfamously, the worlds first Garratt was ordered from Beyer Peacock in 1909 for the North-East Dundas Tramway in Tasmania. This narrow-gauge line, long vanished, is survived by one of the historic K CLass Garratts, K1, currently in working order on the Welsh Highland Railway in Wales! (the second was scrapped and its psrts used to rebuild K1). The 0-4-0+0-4-0 were different from the later garratt standard, in that they had compounding and cylinders facing inboard. Compared to later Garratts they were tiny, but the clear roots of ancestry are still present, and the type's success prompted its widespread dissemination.


Above: K1 on the Welsh Highland Railway.

Two others were used on Tasmania's narrow gauge lines. Sadly neither of these types have survived, regretable considering their historical significance but the same could be said of hundreds of other locomotives lost all over the world.

The first type, from 1912, is unusual in that it was designed for passenger working, which is not usually a duty Garratts are made for. The M Class had a 'double atlantic' wheel arrangement, (4-4-2+2-4-4). The class gained noterity when it broke the speed record for an articulated locomotive at 85km/h (53mph). This would be impressive even for a regular type on a narrow gauge track. Thanks to their performance, the class worked the main line between Launceston and Hobart, until 1930when they were replaced by conventional types. As stated, all members of the class were scrapped.


Above:The M Class on a special Excursion train

The other design was ordered at the same time as the M, two frieght-hauling Garratts of the 2-6-2+2-6-2 type. Designated L class, they succesllfully worked the main line between Launceston and Hobart's goods services, helped by the fact they had a tractive effort (30170 lb) that made them the most powerful narrow gauge engines then in use. Despite their small driving wheels they were sometimes scheduled on passenger workings and were surprisingly suited in this role. Although they too were mothballed in 1930, they were not scrapped, and saw a brief return to work in the dark days of World War Two. Once again, they were tragically scrapped, leaving K1 as the sole-surviving Tasmanian Garratt.



Above: The L Class near its last days in 1944/45
Tasmania briefly used the Australian Standard Garratt during World War Two, and ironcially they were the only state to get them to work relatively succesfully, and only after heavy modification.

QUEENSLAND had just one indigenous Garratt type (they also used the infamous Australian Standard Garratt or ASG), known only as 'Beyer Garratt'. These were the most powerful steam locomotives ever used on Queensland Railways, unsurprisingly. Ordered in 1950, 30 of these 4-8-2+2-8-4s were constructed, 20 by Franco-Belge and the rest by Beyer Peacock. Painted red, they were assigned to passenger and freight services around Rockhampton initially before dispersal. Restrictions had to be imposed on their use, however, after enginemen complained of excessive heat and smoke in tunnels, not surprisngly. Like South Australia's Garratts, their role was taken over by diesels, shifting their base of use to the heavy coal fields in the Dawson Valley. They had a short working life, removed from the railways between 1964 and 1970. Happily, one survives at Redbank Museum. It was restored o working order in 1995 and now works heritage specials.



ABOVE: Queensland's surviving Beyer Garratt, in full working order.

WESTERN AUSTRALIA experienced outstanding success with its' first Garratt design, the 1912 M Class (later Ms with superheating added). These 2-6-0+0-6-2s were employed on light passenger operations, and their performance prompted, in 1930, the Western Australia Government Railways to build what was perhaps the first Garratt originating in the Southern Hemisphere (certainly it was the first built in Australia). Titled 'Msa', these had a higher tractive effort and were hence deployed on some of the more hilly portions of the various lines. The original locomotives had been withdrawn by the end of the 1940s but the Msa class continued to almost the end of steam.


Above: The original M Class Garratt
Sadly, despite the M/Ms/Msa's importance and success not a single example from any other types has survived. A tragic loss of a fine type that by all means should be worthy of a new-build program if an Australian version of the 'Tornado' project should ever be considered.



Above: the superheated Ms class
Now, WAGR had one other type of Garratt that is remembered as being the only true Garratt faliure in Australia...and a spectacular faliure at that. During the Second World War in 1943, the Commenwealth Transport Board attempted to build a Garratt design to solve narrow-gauge bottlenecks. 65 were ordered- to an untried design with low axle load and high haulage abilty. Only 57 were completed in 1945 before the rest were cancelled.


The Australian Standard Garratt (ASG)4-8-2+2-8-4 was the type, and it was plagued by difficulty, mishaps and black-bans by enginemen. WA even subjected them to a Royal Commission! Most were gotten rid of as soon as Diesels were avaliable, sold off to private companies and a few were sold to SAR who were awaiting their own Garratts from Franco-Belge.



ABOVE: The disasterous Australian Standard Garratt.
Unsurprisingly, only one has survived, and that solitary example was sold to a Geelong Quarry who in turn sold it to the Geelong Steam Preservation Society, who restored G33 to working order.

The very last Garratt I will descirbe is from NEW SOUTH WALES.. and is undoubtably the most powerful and largest of them all. The mighty AD60 is Australia's strongest steam engine and one of the world's largest Garratt types, nearly equalling some of the African types in size.



ABOVE: Australia's steam giant, the AD60.

42 of them were acquired in 1952, intended to haul coal over the Blue Mountains. However, their surprisngly light axle load allowed them to be used all over the NSW system on all manner of duties from heavy wheat trains to light goods. Throughout their careers they were modified as a result of input from enginemen and from experience.

Diesel influxes started to cut into their duties early, but the type lingered on throughout the 1960s until final withdrawls occured in 1970. Thankfully, no less than four examples of this fine design survive:6029 by the ARHS Canberra, 6039 and 6042 by the Dorrigo Steam Railway and Museum and 6040 by the NSWRTM at Thirlmere. Unfortunately, none of these is in working order, but perhaps in future one will be restored for heritage excursions.

The success of the Garratt design in Australia, and its realtive faliure in Britain contrasts sharply with that of another similar design, the Fairlie, which will be discussed at a later date. It is an interesting lesson that no matter how well thought out a design is, if it is in an unsuitable role or location it will not succeed. It cannot be stressed enough the importance of the type on steam locomotive development and transporting vast amounts of material, and certainly, in the impact they have had upon the development of Australia as a whole.

Return of the Peppercorns...

Again a delay on Garratts part 2, but this time for a marvellous reason.

This month's (in Australia that is, in the UK it was the february edition) Steam Railway had the most wonderful news you could have hoped for: after 18 long years of waiting and 3 million pounds of finance, the 51st Peppercorn A1 pacific, the first main line steam engine built in Britan for over 40 years, has officialy raised steam.

This means that it will be only a short time before, at last, the locomotive is ready to begin its revenue-hauling first trains. By all accounts these will be on the Great Central Railway.

Although the mere act of raising the fire in the Tornado is significant in itself, it also has more wide-reaching effects: the critics who said it could not be done have been silenced, and encouragement has been given to the other 'new-build' projects: the 'County' and 'Patriot' remakes among them.

Ironically, this is only the second Peppercorn pacific to be still in existence, the other being the famous A2, Blue Peter.

here is the official website with some more recent news:
http://www.a1steam.com/index.php?option=com_content&view=category&layout=blog&id=1&Itemid=123