that became renowned in the 20th century was another innovation, the Beyer-Garratt articulated locomotive (generically known as a "Garratt"), invented by Herbert William Garratt, who was granted a patent in 1908; Beyer, Peacock had sole rights of manufacture in Britain. After the patents ran out in 1928, the company began to use the name "Beyer-Garratt" to distinguish their locomotives. They became widely used throughout Africa, South America, Asia, Australia and the South Pacific, where difficult terrain and lightly laid, tightly curved track, usually narrow-gauge, severely limited the weight and power output of conventional locomotives. In Garratt's design, two girders holding a boiler and a cab were slung between two "engine" units, each with cylinders, wheels and motion. The weight of the locomotive was therefore spread over a considerable distance. Both engine units were topped by water tanks. The unit adjoining the cab end also held a fuel bunker. Between 1909 and 1958, Beyer, Peacock built more than a thousand Garratts; significant types are listed below. Among them, three of the most significant are preserved (see the "Preserved steam locomotives" table below): first: the Tasmanian Government Railways K class, built in 1909 for the North East Dundas Tramway of western Tasmania most powerful: the East African Railways 59 class of 1955 last: the South African Railways NG G16 class locomotive of 1958. Diesel and electric locomotives In the decade following 1954, the company built four types of diesel-powered locomotives and two electric types, listed below. Decline and closure The late 1950s saw a rapid transformation in locomotive manufacture. In 1955 British Railways decided to switch from steam to diesel traction and by then overseas railways had done the same. A major problem the company soon faced was that it had chosen to make diesel-hydraulic locomotives when the Western Region had opted for lightweight locomotives with hydraulic transmission under the British Railways Modernisation Plan of 1955; but British Railways opted for diesel-electrics. The company all but closed down the Gorton Foundry at the end of 1958. In 1966, after 112 years of operation, all production ceased at Gorton Foundry. During that time, the company had built nearly 8,000 locomotives. As of 2012 the building that housed the former boiler shop, tender shop and bolier mounting shop – 550 feet (167 metres) in length – remained in use as part of the Hammerstone Road Depot of Manchester City Council. Gallery (click to enlarge)