Hazlitt Beatty: Difference between revisions
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[[File:H.M. Beatty.jpg|thumb|H.M. Beatty]] |
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{{Infobox person |
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| name = H. M. Beatty |
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| image = H.M. Beatty.jpg |
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| nationality = |
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| death_date = 1916 |
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| death_place = [[Rondebosch]] |
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| education = |
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| module = {{Infobox engineering career |
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| discipline = Mechanical / Locomotive |
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| employer = [[Cape Government Railways]] |
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By 1901, it was becoming increasingly apparent that a larger and more powerful version of the successful [[Cape Government Railways 6th Class locomotives]] would require fireboxes with appreciably larger grate areas. This was not possible with the existing type of frame on a Cape gauge locomotive, where the firebox was arranged between the rearmost coupled wheels. To overcome this problem, Beatty prepared designs for a new [[South African Class 6Z 2-6-4|Cape 6th Class]] locomotive with a {{nowrap|2-6-2}} wheel arrangement of which the frame terminated in front of the firebox, where it connected to a casting termed the "bridle casting". This casting extended out on either side and had wider spaced frames attached to its rear, which allowed a wider and deeper firebox. This was the first time that such a method of widening the frame had been used and it proved to be so successful that it was copied widely by both the [[Natal Government Railways]] (NGR) and the [[Central South African Railways]] (CSAR) in their subsequent locomotive designs. The one disadvantage of the bridle casting was that it proved prone to serious damage in even minor collisions. The design was applied to South African locomotives for many years to come, until boiler centre lines were raised to a height which permitted the main frames to be reduced in depth and therefore to continue right through to the rear [[buffer beam]].<ref name="Holland 1">{{Holland-Vol 1|pages=52-54, 56}}</ref><ref name="Paxton-Bourne">{{Paxton-Bourne|page=45}}</ref><ref name="SAR&H Feb 1944">Espitalier, T.J.; Day, W.A.J. (1944). ''The Locomotive in South Africa - A Brief History of Railway Development. Chapter II - The Cape Government Railways'' (Continued). South African Railways and Harbours Magazine, February 1944. pp. 97-101.</ref> |
By 1901, it was becoming increasingly apparent that a larger and more powerful version of the successful [[Cape Government Railways 6th Class locomotives]] would require fireboxes with appreciably larger grate areas. This was not possible with the existing type of frame on a Cape gauge locomotive, where the firebox was arranged between the rearmost coupled wheels. To overcome this problem, Beatty prepared designs for a new [[South African Class 6Z 2-6-4|Cape 6th Class]] locomotive with a {{nowrap|2-6-2}} wheel arrangement of which the frame terminated in front of the firebox, where it connected to a casting termed the "bridle casting". This casting extended out on either side and had wider spaced frames attached to its rear, which allowed a wider and deeper firebox. This was the first time that such a method of widening the frame had been used and it proved to be so successful that it was copied widely by both the [[Natal Government Railways]] (NGR) and the [[Central South African Railways]] (CSAR) in their subsequent locomotive designs. The one disadvantage of the bridle casting was that it proved prone to serious damage in even minor collisions. The design was applied to South African locomotives for many years to come, until boiler centre lines were raised to a height which permitted the main frames to be reduced in depth and therefore to continue right through to the rear [[buffer beam]].<ref name="Holland 1">{{Holland-Vol 1|pages=52-54, 56}}</ref><ref name="Paxton-Bourne">{{Paxton-Bourne|page=45}}</ref><ref name="SAR&H Feb 1944">Espitalier, T.J.; Day, W.A.J. (1944). ''The Locomotive in South Africa - A Brief History of Railway Development. Chapter II - The Cape Government Railways'' (Continued). South African Railways and Harbours Magazine, February 1944. pp. 97-101.</ref> |
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He died in 1916 at [[Rondebosch]].<ref name=steamindex>{{cite web|url=https://steamindex.com/people/overseas.htm#beatty |title=Overseas engineers |work=steamindex.com |access-date=18 November 2020 |at=Beatty, Hazlitt Michael }}</ref> |
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==See also== |
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* [[:Category:H.M. Beatty locomotives]] |
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==References== |
==References== |
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{{Reflist|30em}} |
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{{Authority control}} |
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{{DEFAULTSORT:Beatty, Hazlitt Michael}} |
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[[Category:Year of birth missing]] |
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[[Category:1916 deaths]] |
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[[Category:Locomotive superintendents]] |
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Latest revision as of 21:28, 11 May 2024
H. M. Beatty | |
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| Died | 1916 |
| Engineering career | |
| Discipline | Mechanical / Locomotive |
| Employer(s) | Cape Government Railways |
Hazlitt Michael Beatty was Cape Government Railways (Western System) Locomotive Superintendent (1885-1896) and Cape Government Railways Chief Locomotive Superintendent (1896-1910).
Locomotives
[edit]By 1901, it was becoming increasingly apparent that a larger and more powerful version of the successful Cape Government Railways 6th Class locomotives would require fireboxes with appreciably larger grate areas. This was not possible with the existing type of frame on a Cape gauge locomotive, where the firebox was arranged between the rearmost coupled wheels. To overcome this problem, Beatty prepared designs for a new Cape 6th Class locomotive with a 2-6-2 wheel arrangement of which the frame terminated in front of the firebox, where it connected to a casting termed the "bridle casting". This casting extended out on either side and had wider spaced frames attached to its rear, which allowed a wider and deeper firebox. This was the first time that such a method of widening the frame had been used and it proved to be so successful that it was copied widely by both the Natal Government Railways (NGR) and the Central South African Railways (CSAR) in their subsequent locomotive designs. The one disadvantage of the bridle casting was that it proved prone to serious damage in even minor collisions. The design was applied to South African locomotives for many years to come, until boiler centre lines were raised to a height which permitted the main frames to be reduced in depth and therefore to continue right through to the rear buffer beam.[1][2][3]
He died in 1916 at Rondebosch.[4]
See also
[edit]References
[edit]- ^ Holland, D.F. (1971). Steam Locomotives of the South African Railways. Vol. 1: 1859–1910 (1st ed.). Newton Abbott, England: David & Charles. pp. 52–54, 56. ISBN 978-0-7153-5382-0.
- ^ Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. p. 45. ISBN 0869772112.
- ^ Espitalier, T.J.; Day, W.A.J. (1944). The Locomotive in South Africa - A Brief History of Railway Development. Chapter II - The Cape Government Railways (Continued). South African Railways and Harbours Magazine, February 1944. pp. 97-101.
- ^ "Overseas engineers". steamindex.com. Beatty, Hazlitt Michael. Retrieved 18 November 2020.