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to construction costs. Usually the railway lines suffered from low load-bearing capacity because they had been built cheaply; Garratt locomotives, with their weight usually distributed over 12 to 16 driving wheels and 8 to 16 non-driving wheels, minimised destructive forces on rails. Additionally, because they were articulated, they could generally traverse sharper curves than non-articulated locomotives. Their higher ability to penetrate previously impassable regions often had the effect of increasing human and economic interactions between settlements, reducing the isolated nature of previously remote areas of the world.
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increased the capacity to generate steam, on which power output depended. High efficiency compared with that of fixed-frame locomotives reduced the numbers of locomotives per train, allowed much heavier trains, and averted the need to convert rail lines to a wider gauge – an incentive for further rail network and economic expansion.
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featured an engine unit at each end carrying coal and water supplies, and a boiler unit suspended between them on pivots. The design was deployed in many regions throughout Africa, South
America, South-east Asia, Australia and New Zealand. In these regions, difficult terrain often prevailed, adding
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lines not only because of their flexibility: the size of their fireboxes below the "bridge" between the two engine units was constrained only by the lateral distance between the bridge frames – much greater than the distance between the narrow frames of non-articulated locomotives. This greatly
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The firebox space between locomotive frames on a non-articulated locomotive built for 2 ft 6 ins (762 mm) gauge, for example, is only about 40 per cent of the space on a 4 ft 8
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purchased sole rights of manufacture in
Britain. After the patents ran out in 1928, the company began to use the name "Beyer-Garratt" to distinguish the locomotives they had manufactured.
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Garratt began his engineering career by serving an apprenticeship under John Carter Park, then locomotive superintendent of the
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Garratt was granted a patent for an innovative locomotive design in 1908.
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in 1892, and between 1900 and 1906 he worked for railways in
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184:(8 June 1864 – 25 September 1913) was an English
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389:. Retrieved 4 December 2007.
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