729:, during the Second World War as far south as Timaru and sometimes Oamaru and Dunedin, once certain bridges had been strengthened to accept the 14-ton axle loading of the rebuilt G and K class locomotives. The G class after their first full A grade overhaul in late 1941 were prepared and tuned for the trial on the summer SIMT expresses, part of the rebuilt G class purpose being an assessment of a planned new class of larger 3-cylinder Pacifics for SIMT fast Express services. The G class were cleared to operate all traffic classes on the Christchurch-Timaru on 1 Dec 1941 section including express trains. Over this demanding summer with wartime peak traffic, increased by the start of the Pacific war on 7 December 1941, the G class were extensively employed on the SIMT and West Coast express trains, until major failure on northbound train 174, the South Island Express to Christchurch on 16 January 1942 terminated their use on passenger express service. The run of the South Island expresses between Christchurch and Timaru was fast but with only a few stops, with restarts downhill on 1/100 grades. The northbound SIMT express trains faced a largely uphill fast run over the 160 km from Timaru to Christchurch with difficult, uphill 1/100 grade starts with heavy wartime loads, often 14-16 carriages out of the plains with stops at Temuka, Winchester, Orari, Hinds, Ashburton, Rakaia and Burnham.
761:
remaining four locomotives remained in service but saw little use until the end of May 1956, when they were officially withdrawn. Despite their deteriorating condition, owing to the lack of available replacement locomotives, the G class did see some further use, with the final service hauled by G 100 operating on 10 May 1956. By 31 March 1957 it was reported that the G class had been supplanted by five J class locomotives reallocated from Otago to make up for their withdrawal.
737:
were fragile, thin and insufficient in number. The K tenders specified by the class designer, NZR Chief
Mechanical Engineer, Angus would have had the same 14-ton axle load as the G locomotive. To save 2000 pounds of weight on each G class locomotive, improved light A tenders were fitted with only 9.75-ton axle loads. The tenders were completely inadequate for water and coal requirements for fast 160 km, NZR runs leading to time losing extra refuelling stops.
1460:
31:
601:. The locomotives proved a disaster on the light NZR tracks. It has been suggested the most likely reason was that the engines were too powerful for the system and also the valve gear mechanisms were complicated. The design was most unusual in that the coal bunker was carried on an extension to the boiler frame rather than the normal Garratt positioning on the rear engine's frame. Unlike a
644:. The trailing engine axle under the cab carried a heavier load than the leading engine trailing axle and experienced continual problems with overheating. Also, the coal bunker carried insufficient fuel in-service and this problem was never remedied because it would have increased the axle loads beyond the light track capabilities.
749:
the latter being remediated in 1941 when
Ragonnet power-reversing gear was installed. Although said to run well if kept in good repair, the G class were highly unpopular and the EFCA resolved that the class could not be used in regular service after 31 March 1956 due to visibility concerns created by the steam blows.
748:
Although powerful, the G class had a low adhesive factor and had issues notably with steam blows created by excessive movement of the thin plate frames. The steam leaks were of particular concern to the Engine drivers, Firemen and
Cleaners' Association (EFCA), as was the lack of power-reversing gear,
736:
The G class could often not generate enough steam to build up speed for timekeeping and being complex and rather too light, were prone to valve and motion link failure, the cylinder blocks should have been held by 1.5-inch plates as in the K class locomotive rather 0.75 plates, and the link guidances
721:
locomotives, and the remaining freight trains usually by K class and one or two G class, or sometimes up to three G class. While difficult engines disliked by engine crews, the G class moved huge tonnage in these hard vital years, running more mileage, at lower operating costs than the A or A classes
760:
The decision was made to retire the now badly worn-out G-class locomotives after reaching a certain mileage. Both G 96 and G 97 were withdrawn in
November 1955, as having reached their allotted mileage. The EFCA then placed a ban on operating the G-class locomotives in March 1956. As a result, the
716:
locomotives. Only 9 trains in each direction could be run, each way, through the steep 45 miles (72 km) section from Arthur's Pass to
Springfield, six regular freight, an extra run as required freight in both directions, the West Coast express three times a week and the overnight perishables
772:
until the early 1960s when they were broken up for scrap. Three of their tenders were used for W class tank locomotives being converted to A class tender locomotives, with the other three G class tenders being used for A class locomotives. Other components, such as the steam injectors, were also
744:
While the G class were partly redesigned with express work in mind, they were incapable of the sustained 60-65 mph running on the 160 km northbound Timaru-Christchurch run, recovering time on heavy fast expresses over the
Canterbury plains. As a result, no G class were used on express
740:
After their first 1941, A grade overhaul, the G class were only leakproof for top link express service for the first 4000 miles, and each locomotive was only used for 120 days in 1941-42 to allow their express trial to be in top link condition which was only possible for each G locomotive for
732:
Often running late to meet the overnight steamer express from
Lyttelton to meet tighter schedules than the, the fast timetable of 2hrs 54 min (express) and 3hrs 15min (mail) timetable to Christchurch, were beyond the G class, only once did a G manage the return leg of the express run back to
745:
passenger trains from 1942 onwards. The G class continued to be used on regular
Christchurch-Timaru express freight and stopping freight services until 1955, and were often employed on regional stopping passenger trains, such as Christchurch - Burnham and Christchurch- Springfield trains.
696:. Some minor adjustments were required although the performance of the initial rebuild was deemed satisfactory and the other five engine units were subsequently rebuilt with the last locomotive, G 100, outshopped on 4 March 1938. The rebuilt locomotives were largely used between the
590:
three-cylinder enthusiasts (i.e. Lynde) was evident in this unwise decision." These engines had three cylinders (16.5-by-24-inch or 419-by-610-millimetre) on each of the two set of engine frames, thus creating a 6-cylinder
Garratt. The engines entered service in 1929.
560:
was used to feed coal into the locomotive. The locomotives lasted longer in rebuilt form as standard
Pacific locomotives than they did as Garratts, but their numerous mechanical issues lead to their final withdrawal following a union ban on their use in 1956.
659:
Due to the troubles faced with the Garratts in their original form, a proposal was put forward in late 1935 for the three Garratts to be dismantled and the engine units used to build six new 4-6-2 tender locomotives. The three locomotives were dismantled at
585:
of England to suggest a suitable Garrett for the NIMT, and they were then asked to quote for engines with either four or six cylinders. But the three six-cylinder engines were supplied "against their own better judgement. The influence of the
627:. The central section of the NIMT of 93 miles (153 km) from Taumarunui to Taihape had been relaid with heavier 70 lb/yd (34.8 kg/m) rather than 53 lb/yd (26.3 kg/m) rails in 1901 for the introduction of the heavier
733:
Christchurch without major delays or failure. Tests proved the G and K with their high axle loads, unique complexities as booster or three-cylinder systems more efficiently deployed moving heavy coal trains on the Midland line.
639:
Trainloads were reduced and this defeated the purpose for which the Garratts were purchased – namely to operate heavy loads over a vital mainline section of the NIMT route, the central section including the
608:
The engines operated at 200 psi (1,400 kPa) and delivered 51,580 lb (23,400 kg) of tractive effort which, on the lightly laid New Zealand tracks, proved to be too powerful for the
773:
removed from the locomotives for reuse on other locomotives. Boilers from the locomotives were reused as stationary boilers for generating steam, the last being in use at Whanganui's
1447:
2362:
647:
One engine (G 99) was withdrawn from service in 1935, with G 98 and G 100 following in early 1936. Their numerous design faults sealed the fate of these locomotives when the
612:
on rolling stock and broken drawbars occurred wherever the engines ran. Further, the locomotives when hauling a full load, generated such intense heat in restricted
2357:
1760:
1740:
1735:
1730:
1425:
1440:
1377:
1352:
1253:
1230:
680:
based on those used on the A class, but of welded construction and fitted with roller bearing bogies. The original plate frames were retained as was the
2332:
725:
After the introduction in 1939 of the new K class both the G class and the K class were trialled on the South Island Limited and mail express on the
581:
Pacifics no more was heard of Garratts. Then with the retirement in 1925 of the Chief Mechanical Engineer E E Gillon his successor G S Lynde invited
2246:
757:
In 1954, with the locomotives requiring substantial work, and complaints from the EFCA mounting, NZR decided to stop overhauls of the locomotives.
1533:
2287:
1799:
1507:
1502:
692:
The first rebuilt locomotive, G 96, was outshopped on 8 September 1937 and dispatched north after initial tests to Christchurch for use on the
2277:
1673:
1433:
1335:
1293:
1261:
616:, which are common in New Zealand, that crews disliked working them. Their large size driving wheels also made them unsuitable for the NIMT.
556:(NIMT) and to do away with the use of banking engines on steep grades. They were one of the few Garratt designs to employ six cylinders. A
2347:
2310:
1875:
1844:
1703:
1698:
602:
1385:
1360:
1312:
1238:
587:
1589:
1584:
1579:
781:'s Parnell, Auckland depot as a spare for A 663. It was later scrapped in 2018 when the Trust relocated from the Parnell depot.
1829:
1678:
1657:
1641:
1621:
1594:
1559:
1554:
1538:
1527:
1522:
1517:
1492:
1487:
1482:
545:
266:
2352:
2305:
2251:
1814:
778:
681:
598:
2337:
1859:
1824:
1819:
582:
61:
1410:
2342:
2300:
1834:
810:
1346:
1804:
693:
2241:
1854:
1789:
764:
The locomotives were then stored on "rotten row" at Linwood locomotive depot. The G class locomotives were not
1403:
2282:
1839:
624:
620:
553:
1809:
1794:
594:
1849:
217:
207:
1371:
573:
considered the importing of ten articulated Garratt engines and ten Pacifics. With the success of the
2236:
2231:
665:
541:
346:
1636:
1497:
672:
for eventual rebuilding. The engines as rebuilt were fitted with a new third cylinder, a modified
2100:
2095:
2090:
2085:
2020:
2015:
2000:
1995:
1980:
1965:
1960:
1955:
1950:
1945:
1940:
1920:
1915:
1900:
1895:
795:
790:
774:
709:
648:
537:
2256:
1381:
1356:
1331:
1308:
1289:
1257:
1234:
677:
609:
557:
457:
447:
701:
697:
676:
boiler, a new cab and trailing truck based on those used on the Baldwin A class, and a new
1327:
1285:
726:
480:
240:
156:
777:
in the 1980s. One of these boilers was acquired by Tony Batchelor and transferred to the
661:
641:
384:
107:
2326:
2200:
2160:
1574:
1569:
578:
549:
544:
type locomotives. They were the only Garratt type steam locomotives ever used by the
396:
120:
741:
approximately, 20 return runs Christchurch-Arthur's Pass or Christchurch to Timaru.
2261:
2205:
2195:
2190:
2185:
2180:
2175:
2170:
2165:
2155:
2140:
2135:
2130:
2125:
2080:
2075:
2070:
2060:
2055:
2040:
2030:
2025:
2010:
2005:
1975:
1935:
1930:
1925:
1910:
1905:
1781:
1631:
1626:
1564:
1512:
805:
800:
769:
718:
713:
705:
673:
574:
113:
30:
2215:
2210:
2150:
2145:
2120:
2115:
2110:
2105:
2065:
2050:
2045:
2035:
1990:
1970:
1459:
628:
570:
1420:
1415:
839:
1721:
1411:
Photo of a Garratt locomotive steaming out of Wellington on preliminary trials
700:
and Christchurch section of the Midland line on heavy coal haulage during the
708:
locomotives and were able to move tonnage which would have required fourteen
597:
operated the outside cylinders with the inner third cylinder operated by a
1751:
704:
and the immediate post-war years. The G class worked alongside the six
669:
613:
765:
389:
717:
mixed train 205/220. The express and perishables were hauled by
1429:
605:
the rear water tank was still mounted on the rear engine unit.
462:
16.5 in × 24 in (419 mm × 610 mm)
222:
16.5 in × 24 in (419 mm × 610 mm)
1062:
1060:
909:
907:
905:
722:
and in ton-miles were outperformed only by the J, J, A and K.
548:(NZR). They were ordered to deal with traffic growth over the
1204:
1202:
1200:
1175:
1173:
1160:
1158:
1145:
1143:
1130:
1128:
1035:
1033:
1079:
1077:
1075:
1008:
1006:
768:
straight away but remained at Linwood locomotive depot in
1348:
Alpine Thunder when the KB class ruled the Midland line
2270:
2224:
1888:
1868:
1780:
1773:
1749:
1719:
1712:
1691:
1666:
1650:
1614:
1607:
1547:
1475:
1468:
518:
510:
502:
497:
479:
474:
456:
446:
438:
430:
422:
414:
406:
395:
382:
373:
368:
352:
342:
337:
328:
312:
304:
296:
288:
280:
272:
262:
257:
239:
234:
216:
206:
198:
190:
182:
174:
166:
154:
146:
138:
130:
119:
105:
96:
91:
75:
67:
57:
49:
44:
23:
1273:Memories of Steam on the North Island Main Trunk
623:and operated between Taihape and Ohakune on the
170:146.8 long tons (164.4 short tons; 149.2 t)
1373:NZR's Rebuilt G Class – The Phoenix That Failed
1305:North Island Main Trunk: An Illustrated History
410:99.5 long tons (111.4 short tons; 101.1 t)
16:Type of Garratt locomotives used in New Zealand
1441:
913:
162:87.7 long tons (98.2 short tons; 89.1 t)
8:
1790:88 seater (also known as Fiats or twinsets)
2363:3 ft 6 in gauge locomotives of New Zealand
1777:
1716:
1611:
1472:
1448:
1434:
1426:
1404:"NZR article on new "G" class locomotives"
1378:New Zealand Railway and Locomotive Society
1353:New Zealand Railway and Locomotive Society
1254:New Zealand Railway and Locomotive Society
1231:New Zealand Railway and Locomotive Society
1208:
1179:
1164:
1149:
1134:
1119:
1107:
1095:
1083:
1066:
1051:
1024:
1012:
997:
985:
973:
961:
949:
872:
494:
471:
365:
334:
254:
231:
88:
41:
2271:Track evaluation, cranes, and maintenance
834:
832:
830:
1986:G Garratt of 1928 (inc. Pacific rebuild)
664:in 1936 and the engine units shipped to
1191:
896:
860:
826:
2358:Railway locomotives introduced in 1928
1731:"English Electric" D (inc. D trailers)
1503:DF (General Motors) inc. DFT, DFB, DFM
1280:Palmer, A. N.; Stewart, W. W. (1965).
1039:
937:
925:
884:
540:used in New Zealand, later rebuilt as
325:
134:84 ft 3.75 in (25.70 m)
20:
35:A G class locomotive in Garratt form.
7:
2288:ETM class rail maintenance equipment
1282:Cavalcade of New Zealand Locomotives
442:1,175 sq ft (109.2 m)
202:2,223 sq ft (206.5 m)
2311:Railway preservation in New Zealand
1815:Leyland experimental petrol railcar
1736:"Ganz Mavag" EM (inc. ET trailers)
1704:ADL/ADC class diesel multiple unit
1699:ADK/ADB class diesel multiple unit
588:London & North Eastern Railway
426:36.5 sq ft (3.39 m)
186:58.2 sq ft (5.41 m)
150:11 ft 6 in (3.51 m)
14:
619:The G class were mostly based at
142:8 ft 6 in (2.59 m)
2333:Steam locomotives of New Zealand
1458:
569:About 1913, the General Manager
485:25,800 lbf (114.76 kN)
245:51,580 lbf (229.44 kN)
29:
2247:ex-British Rail Mark 2 carriage
1800:Edison battery-electric railcar
1741:"Matangi" FP (inc. FT trailers)
840:"Class 'G' Garratt 4-6-2+2-6-4"
267:New Zealand Government Railways
2278:ETM class track evaluation car
1876:A 88 Buckhurst petrol carriage
1830:Sentinel-Cammell steam railcar
1:
2306:Rail transport in New Zealand
1456:Rail vehicles of New Zealand
1370:Shingleton, Jonathan (2023).
1345:Shingleton, Jonathan (2021).
779:Mainline Steam Heritage Trust
682:Gresley conjugated valve gear
583:Beyer, Peacock & Company
62:Beyer, Peacock & Company
2225:Locomotive hauled carriages
1845:Thomas Transmission railcar
1820:McEwan Pratt petrol railcar
434:180 psi (1.2 MPa)
194:200 psi (1.4 MPa)
2379:
2348:Beyer, Peacock locomotives
2301:Locomotives of New Zealand
1328:A. H. & A. W. Reed Ltd
887:, p. 131,133,155,156.
811:Locomotives of New Zealand
599:Gresley-Holcroft mechanism
2296:
914:Palmer & Stewart 1965
493:
470:
402:57 in (1.448 m)
364:
333:
253:
230:
126:57 in (1.448 m)
87:
40:
28:
1307:. A.H. & A.W. Reed.
1250:The NZR Steam Locomotive
651:was introduced in 1932.
1761:AM (inc. AMP, AMT, AMA)
1713:Electric multiple units
1539:DX (inc. DXB, DXC, DXR)
1322:Stewart, W. W. (1974).
554:North Island Main Trunk
423: • Grate area
183: • Grate area
1271:Murphy, J. A. (1976).
1225:McClare, E.J. (1978).
928:, pp. 60, 61, 68.
655:Rebuilding as Pacifics
595:Walschaerts valve gear
2242:AC class (Grassgrubs)
1795:Clayton steam railcar
1692:Diesel multiple units
1498:DF (English Electric)
1416:NZR G class – Garratt
1275:. Wellington: Murphy.
1248:Millar, Sean (2011).
1227:The NZR Garratt Story
2353:Scrapped locomotives
2283:EL class rail cranes
1961:E of 1872 & 1875
1860:Westinghouse railcar
1825:Model T Ford railcar
1622:E (later EO of 1968)
1608:Electric locomotives
1508:DG (inc. DH of 1956)
1303:Bill Pierre (1981).
1286:A H. & A W. Reed
796:NZR A/A class (1906)
546:New Zealand Railways
2338:Garratt locomotives
2257:FM class guards van
1835:Silver Fern railcar
1421:NZR G class – 4-6-2
1324:When Steam was King
940:, pp. 203–205.
842:. New Zealand Steam
538:Garratt locomotives
475:Performance figures
235:Performance figures
1901:A of 1906 (inc. A)
1805:Red Terror railcar
1483:DA (inc. DAA, DAR)
1469:Diesel locomotives
1042:, p. 116-119.
791:NZR Q class (1901)
775:Easttown Workshops
666:Hillside Workshops
347:Hillside Workshops
329:NZR G class (1937)
24:NZR G class (1928)
2343:4-6-2 locomotives
2320:
2319:
1889:Steam locomotives
1884:
1883:
1855:Wairarapa railcar
1769:
1768:
1687:
1686:
1603:
1602:
1337:978-0-589-00382-1
1295:978-0-207-94500-7
1263:978-0-908573-89-9
899:, p. 98–104.
678:Vanderbilt tender
558:mechanical stoker
530:
529:
526:
525:
489:
488:
466:
465:
360:
359:
324:
323:
320:
319:
249:
248:
226:
225:
83:
82:
2370:
2237:56-foot carriage
2232:50-foot carriage
1840:Standard railcar
1778:
1720:1500 V DC (
1717:
1612:
1473:
1463:
1462:
1450:
1443:
1436:
1427:
1407:
1391:
1366:
1341:
1318:
1299:
1276:
1267:
1244:
1212:
1206:
1195:
1194:, p. 86-96.
1189:
1183:
1177:
1168:
1162:
1153:
1147:
1138:
1132:
1123:
1117:
1111:
1105:
1099:
1093:
1087:
1081:
1070:
1069:, p. 58-59.
1064:
1055:
1054:, p. 57-58.
1049:
1043:
1037:
1028:
1027:, p. 80-81.
1022:
1016:
1010:
1001:
995:
989:
983:
977:
971:
965:
959:
953:
947:
941:
935:
929:
923:
917:
911:
900:
894:
888:
882:
876:
870:
864:
858:
852:
851:
849:
847:
836:
702:Second World War
495:
472:
366:
335:
326:
255:
232:
159:
89:
42:
33:
21:
2378:
2377:
2373:
2372:
2371:
2369:
2368:
2367:
2323:
2322:
2321:
2316:
2292:
2266:
2220:
1880:
1864:
1810:Midland railcar
1765:
1750:25 kV AC (
1745:
1708:
1683:
1662:
1646:
1599:
1543:
1464:
1457:
1454:
1402:
1399:
1394:
1388:
1369:
1363:
1344:
1338:
1321:
1315:
1302:
1296:
1279:
1270:
1264:
1247:
1241:
1224:
1220:
1215:
1209:Shingleton 2023
1207:
1198:
1190:
1186:
1180:Shingleton 2023
1178:
1171:
1165:Shingleton 2023
1163:
1156:
1150:Shingleton 2023
1148:
1141:
1135:Shingleton 2023
1133:
1126:
1120:Shingleton 2023
1118:
1114:
1108:Shingleton 2023
1106:
1102:
1096:Shingleton 2023
1094:
1090:
1084:Shingleton 2023
1082:
1073:
1067:Shingleton 2023
1065:
1058:
1052:Shingleton 2023
1050:
1046:
1038:
1031:
1025:Shingleton 2021
1023:
1019:
1013:Shingleton 2021
1011:
1004:
998:Shingleton 2023
996:
992:
986:Shingleton 2023
984:
980:
974:Shingleton 2023
972:
968:
962:Shingleton 2023
960:
956:
950:Shingleton 2023
948:
944:
936:
932:
924:
920:
912:
903:
895:
891:
883:
879:
873:Shingleton 2023
871:
867:
859:
855:
845:
843:
838:
837:
828:
824:
819:
787:
755:
727:Main South Line
690:
657:
637:
567:
550:heavy gradients
503:Number in class
481:Tractive effort
439:Heating surface
431:Boiler pressure
375:
338:Type and origin
273:Number in class
241:Tractive effort
199:Heating surface
191:Boiler pressure
157:Adhesive weight
155:
98:
45:Type and origin
36:
17:
12:
11:
5:
2376:
2374:
2366:
2365:
2360:
2355:
2350:
2345:
2340:
2335:
2325:
2324:
2318:
2317:
2315:
2314:
2308:
2303:
2297:
2294:
2293:
2291:
2290:
2285:
2280:
2274:
2272:
2268:
2267:
2265:
2264:
2259:
2254:
2249:
2244:
2239:
2234:
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1406:. NZETC. 1937.
1398:
1397:External links
1395:
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1651:25 kV AC
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2262:SX carriages
1985:
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1218:Bibliography
1192:McClare 1978
1187:
1115:
1103:
1091:
1047:
1020:
993:
981:
969:
957:
945:
933:
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897:Stewart 1974
892:
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861:McClare 1978
856:
844:. Retrieved
770:Christchurch
763:
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731:
724:
694:Midland line
691:
658:
646:
638:
618:
607:
593:
568:
565:Introduction
533:
531:
407:Total weight
18:
2252:AK carriage
1040:Millar 2011
938:Pierre 1981
926:Murphy 1976
885:Pierre 1981
806:NZR A class
801:NZR A class
629:NZR X class
571:E. H. Hiley
534:NZR G class
313:Disposition
167:Loco weight
114:4-6-2+2-6-4
2327:Categories
1976:F (inc. F)
1722:Wellington
1560:DH of 1978
1530:(on order)
817:References
753:Withdrawal
688:In service
635:Withdrawal
353:Build date
76:Build date
50:Power type
2101:Q of 1901
2096:Q of 1878
2091:P of 1885
2086:P of 1876
2021:K of 1932
2016:K of 1877
2001:J of 1939
1996:J of 1874
1981:G of 1874
1966:E of 1906
1956:D of 1929
1951:D of 1874
1946:C of 1930
1941:C of 1873
1921:B of 1899
1916:B of 1874
1896:A of 1873
1637:E of 1923
1534:DQ and QR
822:Citations
448:Cylinders
316:Withdrawn
305:Preserved
289:First run
263:Operators
208:Cylinders
112:Garratt:
71:6484–6486
1782:RM class
1774:Railcars
1752:Auckland
1476:Mainline
785:See also
766:scrapped
610:drawbars
519:Last run
418:
415:Firebox:
378:
297:Last run
178:
175:Firebox:
101:
1667:Battery
846:9 March
719:A class
714:J class
710:J class
706:K class
674:A class
670:Dunedin
649:K class
621:Ohakune
614:tunnels
579:W class
575:A class
552:of the
542:Pacific
511:Numbers
343:Builder
281:Numbers
58:Builder
1869:Others
1384:
1359:
1334:
1311:
1292:
1260:
1237:
514:95–100
498:Career
397:Driver
284:98–100
258:Career
147:Height
131:Length
121:Driver
1548:Shunt
390:4-6-2
385:Whyte
139:Width
108:Whyte
53:Steam
1382:ISBN
1357:ISBN
1332:ISBN
1309:ISBN
1290:ISBN
1258:ISBN
1235:ISBN
848:2019
625:NIMT
577:and
532:The
522:1956
399:dia.
356:1937
300:1931
292:1928
123:dia.
79:1928
1590:DSJ
1585:DSG
1580:DSC
1575:DSB
1570:DSA
712:or
668:in
2329::
1658:EF
1595:TR
1565:DS
1555:DE
1528:DM
1523:DL
1518:DJ
1513:DI
1380:.
1355:.
1330:.
1288:.
1256:.
1233:.
1199:^
1172:^
1157:^
1142:^
1127:^
1074:^
1059:^
1032:^
1005:^
904:^
829:^
684:.
2313:.
2216:Y
2211:X
2206:W
2201:W
2196:W
2191:W
2186:W
2181:W
2176:W
2171:W
2166:W
2161:W
2156:W
2151:W
2146:V
2141:U
2136:U
2131:U
2126:U
2121:U
2116:T
2111:S
2106:R
2081:O
2076:O
2071:O
2066:O
2061:N
2056:N
2051:N
2046:M
2041:L
2036:L
2031:K
2026:K
2011:J
2006:J
1991:H
1971:F
1936:B
1931:B
1926:B
1911:A
1906:A
1754:)
1724:)
1679:E
1674:E
1642:E
1632:E
1627:E
1449:e
1442:t
1435:v
1390:.
1365:.
1340:.
1317:.
1298:.
1266:.
1243:.
850:.
506:6
452:3
308:0
276:3
212:6
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