| Weight | 180t 18cwt |
| Driving Wheels | 4ft 9ins |
| Boiler Pressure | 180psi (15A 200psi) Superheated |
| Cylinders | Four Outside – 17½in x 26in |
| Tractive Effort | 42,740lbf (15A 47,490lbf) |
The Rhodesia Railways class 15 (later Zambia Railways and National Railways of Zimbabwe classes 15), was the second-largest class of Garratt locomotives, with 74 locomotives built. Only the class GMA/GMAM of the South African Railways was more numerous at 120 locomotives.
A requirement for a locomotive with a larger driving wheel diameter for higher speed train service on the more level parts of the railway led to the design of a new class. Initially a 4-6-2+2-6-4 was considered, but after examining the Sudan Railways the Rhodesia Railways settled on a design with the same wheel arrangement and same driver diameter as the Sudanese 2-8-2+2-8-2 locomotives
Initially four locomotives were ordered from Beyer, Peacock and Company (BP) in 1940, and they were numbered 271–274. These Garratts were built with a semi-streamlined rounded front bunker (water tank), that would become synonymous with modern Garratt locomotives.
The locomotives proved their worth, with a high availability, achieving 6,200 miles per month. After the World War II, a further 70 locomotives were ordered from BP.
In 1947 a batch of ten were (275-280 & 290-293) delivered by BP with a modified front bunker, and a rounded rear bunker as well (the first four had a standard rectangular rear bunker). The next twenty locomotives (364-383) had further modifications to the front bunker, while the rear bunker had been modified to increase the coal capacity.
The last forty locomotives (384-423) supplied by BP were designated as class 15A locomotives. Whilst these were almost identical externall they had an increased boiler pressure (180psi to 200psi)
With the introduction of the 17th class (numbered 271–280) and the 18th class (numbered 281–289), the early members of the class were renumbered to put all of the 15th class into a solid block.
Over the following years there were some swapping of boilers between locomotives of 15th, 15A and 16th classes, as well as exchanges of front bunkers, so it was impossible to say for certain if a particular locomotive is 15th or 15A class (i.e. has a 180 or 200 psi boiler).
The class 15 locomotives were Intended for the 500-mile long run from Bulawayo to Mafeking, South Africa via Francistown and Gaborone, Bechuanaland (now Botswana) but this was dependent on the strengthening of certain bridges which could not be carried out due to the war. They therefore worked the Salisbury-Gwelo section and proved their value there, so after the Second World War more were ordered.
After use on most of the system they eventually worked in Botswana after 1959 and reached Mafeking in 1966 when Rhodesia Railways took over operation of the whole system. They dominate the line, to the extent that they became the only type used until diesels were assigned to the Bulawayo–Mafeking trains in 1973. On these trains, the locomotives were worked almost continuously on the 1000-mile round trip, with two crews, one working, one resting in the caboose.
The locvomotives were also used on the Bulawayo to Salisbury (now Harare), Bulawayo to Victoria Falls, and Gwelo to Malvernia, Mozambique trains. A few were also used in Northern Rhodesia (now Zambia). When Zambia took over the operation of railways in its territory, only a few of the locomotives went to Zambia Railways. Consequently there was no wholesale renumbering of the class.
One locomotive that was renumbered was 404 following its derailment. It ran away on a downhill section between Thompson Junction and Dett (now Dete). It derailed and overturned on one of the many curves near Entuba siding, killing its experienced driver Danny Grace. The fireman, Dutch born Gerard Smout and the African coal trimmer were thrown clear of the engine and survived the crash. The locomotive was believed to be jinxed, and so after repair, was renumbered 424. One of its old number plates became a memorial at the derailment site but has since been stolen.
By June 1975 there were 52 locomotives of the class left in service, all allocated to Bulawayo.
In 1978 Rhodesia Railways started a rebuilding program for its steam locomotive fleet. Between 1980 and 1983 the remaining Garratt locomotives were completely overhauled and had some modernisation, including the installation of roller bearings. The work was undertaken by private companies, especially the RESSCO works in Bulawayo.
Thirty-four locomotives of the 15th and 15A classes were rebuilt with 200psi boilers, but locomotives from the 1940 and 1947 batches were excluded. As a result there were no class 15 locomotives left the class 15A engines were reclassified as class 15 locomotives.
Due to the continuing difficult economic situation in Zimbabwe, the rebuilt steam locomotives remained in service longer than originally planned. Only at the turn of the millennium was the end of general steam operation decided. After this time, the locomotives were only used until general repairs became due. The out of service locomotives were then used for spare parts.
In 2006 and 2007 ten Garratts underwent minor repairs and were put back into service, although their use was confined to shunting, suburban and special service trains. The ten included four members of the 15th class: numbers 386, 395, 416, and 424.
The Hwange Colliery (formerly Wankie Colliery) acquired a total of five 15th class locomotives from National Railways of Zimbabwe for shunting and working transfers to the NRZ at Thompson Junction. In September 2018 the use of steam locomotives at the colliery ceased which brought to a close the use of daily working steam locomotives on the African continent.
Preservation
Beyer Peacock Works No 6936 – RR 271 & 350
Beyer Peacock Works No 6938 – RR 273 & 352
Beyer Peacock Works No 7340 – RR 398
Beyer Peacock Works No 7353 – RR 401
Back to Preserved Outside Britain – By Country
Preserved British Steam Locomotives 