SARI - Volume 4 (November 2015) by South African Railways Illustrated

South African Railways Illustrated Volume 4

November 2015

Special Issue South African Preserved Steam Locomotives

South African Railways Illustrated Editor / Design & Layout

Charles Baker Email Telephone Cell

Photographers / Contributors

Fanie Kleynhans Greg Hart Lindsay Bridge Paul Treleven James Lee Attwell Jacque Wepener Mark Berry

Proof Reader

Dave Gallop

Advertising / Sponsorship

Charles Baker

sarillustrated@gmail.com

(031) 337-7760 082 923 4868 Joyce Van Der Vyver Les Pivnic Local History Museum - Durban Aidan McCarthy Charles Baker John Middleton Justin Wood

Front Cover Photo. Umgeni Steam Railway’s Class 19D, No. 2685 “WESLEY” at Gillitts, on her way to Inchanga. Photo – Greg Hart (27th July 2014). Inside Front Cover Photo. Umgeni Steam Railway’s Class 19D, No. 2685 “WESLEY” at Kloof, on her way to Inchanga. Photo – Greg Hart (28th June 2015). Inside Back Cover Photo. Sisonke Stimela’s Class 19D, No. 2669, enroute to Riverside from Creighton. Photo – Charles Baker (17th July 2011). Back Cover Photo. Reefsteamers Class 15F, No. 3046 “JANINE”, at Reefsteamers Depot in Germiston, Johannesburg. Photo – Charles Baker (23rd July 2011). Special acknowledgement and appreciation to Col. André Kritzinger and the “List of South African Locomotives” on Wikipedia (the free online Encyclopaedia), the preferred SA locomotive reference and research source of SARI.

Contents – Volume 4 Page 5.

Editor’s Comment

Page 6.

Steam Power on the South African Railways (Part 2)

Page 14.

The Lindsay Bridge Retro Photo Gallery

Page 17.

Featured Station Layout Diagram - Inchanga

Page 19.

Railway Heritage in South Africa

Page 25.

Transnet Heritage Museum - Bloemfontein

Page 27.

Port Shepstone Narrow Gauge – Ex Banana Express

Page 31.

KZN Preserved Steam Locomotive Gallery

Page 42.

Patons Country Narrow Gauge Railway - Ixopo

Page 43.

NATAL (0-4-0WT)

Page 44.

Highveld Preserved Steam Locomotive Gallery

Page 64.

Western Cape Preserved Steam Locomotive Gallery

Page 75.

Sandstone Preserved Steam Locomotive Gallery

Page 84.

Hilton Steam Heritage Association

Page 86.

Apple Express Update

Page 89.

Seen At Bloemfontein – December 2010

Page 92.

List Of Preserved Locomotives Featured

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Editor’s Comment This month’s issue of South African Railways Illustrated has been devoted entirely to “steam”, with the main focus and emphasis on the preserved heritage steam locomotive scene in South Africa. First off, we return to Les Pivnic’s historical archives, with Part 2 of his 1967 series of articles entitled, “Steam Power on the South African Railways”. I must say, that retyping these scans of the original articles has been a pleasure and a really enjoyable task for me. I thank Les for making them available once again for all to enjoy, nearly 50 years after they originally appeared in the SASSAR magazines. Tremendous insight and history of times past! The “Lindsay Bridge Retro Photo Gallery” stays with us in this issue – just six photos, but as always, real South African Railway gems. Greg Hart’s “Featured Station Layout Diagram” is Inchanga Station in KZN. Being the home of Umgeni Steam Railway, Inchanga ties in neatly with the steam locomotive preservation theme of this issue. John Middleton’s wonderful introductory and supporting article entitled “Railway Heritage in South Africa”, together with Les Pivnic’s article that follows directly after, entitled, “Transnet Heritage Museum – Bloemfontein”, lead into the various photo galleries perfectly, really bringing the whole issue together, providing solid direction and structure. Justin Wood provides a progress update on the revival of the Apple Express in Port Elizabeth. High hopes of having NG15, No. 119, in steam by December 2015, which is great news. The refurbished coaches certainly look fantastic! A huge thankyou and my sincere appreciation to all involved with this “special” issue; Les & John for assisting with my queries, Dave for proof reading, all the contributors for their time and invaluable input, particularly the talented group of photographers for making their stunning photos available! Enjoy the read everyone! Charles Baker 5

Steam Power on the South African Railways By H.L. Pivnic A brief study of the evolution of the standard gauge steam power on the South African Railways. This series of articles originally appeared in the SASSAR Magazine between April 1967 and September 1968.

(Part Two â&#x20AC;&#x201C; July 1967) In resuming our study of the evolution of the S.A.R. locomotives, we turn our attention now to a 4-6-4 tank locomotive placed in traffic in 1915. This type, known as Class J, was designed by Mr. Hendrie for suburban work on the Natal South Coast. Regrettably however, the work proved to be beyond the capacity of the diminutive Class J. These locomotives were soon relegated to shunting duty. A beautifully maintained example of this type can still be seen hard at work on a mine property near Springs. 1915 can also claim to be quite a significant year in the history of the S.A.R. locomotives. This is largely due to the fact, that it was in this year that a rather unique locomotive type, particularly for the 3ft. 6 in. gauge, went into service. I refer to the Class 16A which had no less than 4 cylinders! The two locomotives of this type placed in service did not prove very popular with shed maintenance staff due to cramped conditions between the mainframes, which in turn, was brought about by extra gear necessitated by the inside cylinders. None the less however, Mr. Hendrie was to be congratulated on achieving a design for a 4cylinder locomotive, with two of the 4 cylinders inside, on a (by world standards) narrow gauge of 3 ft. 6 in. The two locomotives of this type were stationed at Braamfontein and hauled various types of goods and passenger trains to and from Johannesburg. However, although the 16A proved that an inside-cylindered locomotive could be built for, and indeed run on a 3 ft. 6 in. gauge, the rather cramped but none the less ingenious design was still not suited to this comparatively narrow gauge. Thus the 4-cylindered locomotive with two inside-cylinders was a type, which was not developed any further, either by Mr. Hendrie, or any of his successors. Although the mallet locomotives enjoyed little success on the S.A.R., they certainly provided the locomotive enthusiast with ample food for thought. Among those interesting mallets, there was one type, which was probably the most fascinating of all. This locomotive known as Class MG, and placed in traffic in 1911, was unorthodox to say the least. The coupled wheels of the leading unit were larger than those of the rear unit (an unusual feature in itself). This locomotive (only one of its type built) was also fitted with a contraption, which could possibly be referred to as a crude form of mechanical stoker. Known as the â&#x20AC;&#x153;streetâ&#x20AC;? mechanical stoker, this apparatus was so noisy in operation that the 6

crew had to use “sign language” to communicate on the footplate. Briefly, the mechanism employed a system of buckets, which conveyed the coal from the crusher on the tender to the footplate, from where it was distributed by steam jets into the firebox. The fireman had to initially feed the coal into the crusher on the tender, which was in itself an awkward arrangement.

Above: The Class MG – an interesting but short-lived mallet. Thus the interesting, but not particularly successful Class MG, had a comparatively short span of life, being withdrawn and scrapped in 1927. We come now to what can probably be termed the first giant of the S.A.R. Mr. Hendrie designed what was to be the biggest mallet ever, in service on the S.A.R. Classified MH, these massive locomotives caused quite a stir at the builders’ works in Glasgow. In fact the Class MH drew worldwide attention, largely due to the fact, that it was a colossal locomotive for the 3ft. 6 in. gauge. The MH locomotives were placed in service in 1915 on the Witbank / Germiston section. However, even these giant mallets were, only six years later, outperformed by the first main line garratt, Class GA. In 1917 the S.A.R. were offered seven 4-6-4 tank locomotives which were originally intended for the Manilla Railways. The administration took up the offer and after slight alterations to the buffer gear, placed these locomotives in service on the Reef hauling suburban passenger trains. Known as the K Class, they were finally withdrawn in 1938 and scrapped. 7

Additional motive power was an urgent necessity in 1917; however, British builders could not undertake to supply more locomotives at short notice, obviously due to the effects of the great war, which was still raging in Europe. Montreal Locomotive Works offered to supply (at short notice) locomotives based on Mr. Hendrie’s 14th and 15A designs, but with the provision that they (the builders) would not adhere strictly to Mr. Hendrie’s drawings.

Above: “K” Class originally intended for Manilla. The locomotives however would do the same work as Classes 14 and 15A. Mr. Hendrie being very conscious and indeed proud of the appearance of his locomotives did not approve of Montreal’s offer. However, additional steam power was so urgently needed that Mr. Hendrie under protest, ordered the Montreal locomotives based on his 14th and 15A designs. The first batch duly arrived and were placed in service in 1918. The Montreal equivalent of the Class 14 was classified 14C, while the 15A’s counterpart was to be classified the 15B. The 14C locomotives were placed in service between 1918 and 1922, while the 15B type were delivered between 1918 and 1920. Both the Class 14C and the Class 15B have proved extremely successful in service, and are still today (having been fitted with standard 8

boilers), very useful locomotives. With the standard boilers they are classified 14CR and 15BR respectively. With the Class 14CR, there is an additional arrangement whereby locomotives balanced for branch line working, are known as Class 14CRB, and those for main lines, 14CRM. Among railwaymen and enthusiasts the 14C and 15B locomotives were always known for their loud exhaust-beat or “bark”. Strange as it may seem, and in spite of the war, the Administration were able to obtain additional 16th Class Pacifics from Britain in 1917. Mr. Hendrie improved his original 16th Class design, largely by fitting a roomier cab, a subject which has already been dealt with in this series. These improved “sixteens” were known as Class 16B, and were utilised as intended, on main line passenger traffic. The 16B locomotives have subsequently also been fitted with standard boilers and as such are strictly speaking, classified 16BR; however as the 16BR is identical in every respect to the 16CR, the two classes are grouped together as one type. The 16BRs are still giving good service mainly on suburban work around Durban.

Above: The GB – a highly successful pioneering garratt. Mr. Hendrie developed his 16th Class design yet another stage further. In 1919 he introduced the Class 16C. The major improvement embodied in this type was the provision of a combustion chamber in the firebox, similar to that on the Class 15A. The Class 16C was one of the most successful “Hendrie” designs. Additional locomotives of this type were placed in service up until 1922. Like the other Pacifics, the 16Cs also worked main line passenger trains, particularly on the Johannesburg / Kimberley and Johannesburg / Volksrust sections. The pre-war Union Limited Express trains were frequently hauled by the Class 16C locomotives. Having all been fitted with the standard boiler, the locomotives are now known as Class 16CR and as such are still proving very successful on suburban passenger work, as well as light goods and shunting work. 1919 also saw the introduction of what can be regarded as the finest steam locomotive ever designed especially for goods working on the S.A.R. I refer of course, to the Class 12A. 9

This type, based on the original 12th Class, also embodied the firebox fitted with a combustion chamber. These locomotives proved to be an unqualified success; in fact, repeat orders were delivered in 1928, nine years after the original 12A type went into service. Unlike most other “Hendrie” locomotives, not all the 12As have been fitted with standard boilers. There are still quite a number of 12As hard at work fitted with their original type boilers. However, a large number of 12A locomotives, have been reboilered with a standard boiler designed by the late Dr. M.M. Loubser. These locomotives are thus classified 12AR and as such are still rendering extremely varied and useful service. This undoubtedly brilliant “Hendrie” design was even used since the last war, for locomotives supplied for private use on a coal mine near Witbank in the Eastern Transvaal. In 1918 Montreal Locomotive Works also supplied mallet locomotives based on the Class MJ. Known as Class MJ1, they gave fairly good service, surviving in traffic almost as long as their Class MJ sisters. In 1939 Mr. W.A.J. Day modified both Classes MJ and MJ1 so that they would both accept one standard type boiler. The Class MJ1 like the original MJ rendered good service on the Cape Eastern System, particularly on the Umtata branch. 1920 witnessed the arrival of 12th Class locomotives from America. These locomotives supplied by Baldwin were very aptly classified 12B. They embodied certain improvements on the original Class 12; the most notable being the roomier cab. The Class 12B have also given stalwart service, particularly in the Cape Midlands, and have all since been fitted with the standard boiler. After reboilering one would expect them to be classified 12BR, however, as the standard boiler makes the 12BR identical to the 12R, both Classes are now grouped as one type known simply as 12R. The year 1921 proved to be a real milestone in the history of S.A.R. locomotives. That was the year that the first garratts made their debut on the S.A.R. In actual fact, five garratts were placed in service for experimental purposes. Three of the locomotives were for 2 ft. gauge service, however, in this series we will only deal with the remaining two types, which were built for trial on the 3 ft. 6 in. gauge. The locomotive intended for main line work was classified GA, and the engine for branch line service, GB. The Class GA immediately proved its superiority over its nearest rival, the Class MH. The GA actually hauled a greater load at higher speed than the rival mallet locomotive. There is little doubt that the results of the tests between Classes MH and GA proved on one hand to be the death of the mallet type on the S.A.R., while on the other, the birth of the garratt. The Class GA was in itself however, not an entirely successful machine. Excessive flange wear was evident due to the absence of inner carrying wheels. Other difficulties were also encountered; however the lessons learned with this pioneer were destined to make the garratt-type an unqualified success on the S.A.R. 10

The Class GB entered service hauling passenger trains on the Natal South Coast. This locomotive proved so successful, that six additional engines of the same type (with only slight detail improvements) were ordered and placed in service in 1924. The additional GBs were placed in service on the Port Alfred / Grahamstown and Aliwal North / Barkly East branch lines.

Above: The HF, a modified, Fairlie. The GBs have all given excellent service, and only now (at the time of writing) are they due to be withdrawn and scrapped. In fact, two of the Class are already lying derelict and awaiting scrapping at Queenstown Locomotive Depot. The remaining five, which were still pounding up and down the reversing stations on the Aliwal North / Barkly East branch until the end of last year, have now also been withdrawn from service. The very first one that came out (No. 2166) is destined for a special place of honour at Aliwal North Station, where it is to be preserved for prosperity. On the success of the GB type, Colonel Collins, who had succeeded Mr. D.A. Hendrie as C.M.E., prepared specifications for a similar but heavier and more powerful garratt locomotive. Six engines of this heavier type classified GC, were placed in traffic in 1924 also on the Natal South Coast. The Class GC locomotives after having given useful but not particularly successful service, have all been withdrawn and scrapped. 1925 almost witnessed what would have been a unique locomotive conversion, not only in South Africa, but also in the entire world. Several 4-8-0 Class 1A locomotives required new boilers; a fact which gave birth to a 11

rather interesting scheme which entailed utilising the frames and wheels of two Class 1A locomotives “back-to-back” supporting a newly designed boiler between them on the garratt principle. In fact, drawings were actually prepared for these “garratt conversions”, but the plan was never carried out. On the success of the garratts, Col. Collins was given “the green light” to experiment with other types of articulated locomotives. Thus in 1925 there appeared the first locomotive of a type known as the Modified Fairlie. Briefly, the principle of this type utilised a heavy girder-frame, which supported as a rigid unit the leading tank, the boiler, and the coal bunker. In turn this complete girder-frame was supported by two engine units pivoted under the leading tank and the coal bunker respectively and worked in similar fashion to bogies under a coach. The first locomotives of this type classified FC, must have originally shown promising results, as 14 additional Modified–Fairlies were placed in service by 1928. Of the 14 locomotives, four classified FD were placed in traffic in 1926. The FD was very similar to the original FC; both classes had a wheel arrangement of 2-6-2 + 2-6-2. The remaining ten locomotives classified HF and of the 2-8-2 + 2-8-2 type, were the first locomotives supplied by Henschel and Sohn to the S.A.R. The Class HF spent most of its time working on the Natal North Coast. However, the Class HF as well as FC and FD locomotives proved to be anything but successful. Probably the most serious fault with the Modified-Fairlies was excessive wear on the pivots, which, as already explained, had to bear the entire weight of the leading tank, boiler and bunker, as well as the heavy girder-frame. The Modified-Fairlies are thus no longer in service, having been scrapped years ago. In 1927 Col. Collins, still experimenting with articulated locomotives, introduced a type, which was certainly interesting, if not particularly successful. Ten locomotives of this type, known as Class U, were supplied by J. A. Maffei of Munchen. They embodied what was known as the garratt-union principle, which in effect, was a cross between a garratt and a Modified-Fairlie. In this case only the boiler and coal bunker were supported on a rigid girder, with the rear engine-unit pivoting under the bunker like a bogie, while the leading tank, secured to the forward engine-unit, pivoted in front of the smoke box, as in the garratt principle. The Class U locomotives or “U-boats” as they were nicknamed, proved to be sluggish when first placed in service; in fact, the engines stood idle for some considerable time, and it was not until 1933, when Mr. A.G. Watson modified the exhaust passages, that these locomotives began to earn their keep. The U-boats spent many years on hauler-work along the Reef. These large locomotives were originally fitted with mechanical stokers, which were removed when the engines were 12

utilised on the comparatively short trips on the Reef. The U-boats were finally scrapped in 1949/50. In spite of the early difficulties with the early â&#x20AC;&#x153;U boatsâ&#x20AC;? yet another two still larger garrattunions were placed in service in 1928. Classified GH these two locomotives had a wheel arrangement of 4-6-2 + 2-6-4, with 5ft. coupled wheels. The GHs were, by any standards, massive locomotives. Judging by the size of their coupled wheels, it would appear that they were intended for fast passenger working over heavily graded sections. In fact, it is the writerâ&#x20AC;&#x2122;s opinion, that the GHs were intended for the Cape main line, south of De Aar, where they would have been suitable for hauling such trains as the Union Limited. Photographic evidence has been showing a GH arriving at Monument Station (Cape Town) with the Union Limited. However, information on the general whereabouts of the two GHs in the years preceding the war, is rather vague, the photograph showing the GH at Monument Station does not necessarily indicate that they worked on the Cape main line for any length of time. However, we are certain as to where they spent their final years of service. It was on the Natal main line between Glencoe and Volksrust. It is a pity that a locomotive such as the GH, which appeared to have such high potential as a passenger engine on heavily graded sections, should fade into virtual obscurity and be scrapped by1956. In 1925 the first order of Class GE garratt locomotives were placed in service. These locomotives of the 2-8-2 + 2-8-2 type, were considered the most powerful engines of their type in the world, for operation on 60lb. track. The GEs were put to work on the Johannesburg / Mafeking and Pretoria / Pietersburg sections. They proved so successful that two further orders for the same type, but with certain improvements, were placed in service up until 1931. The GEs are now showing signs of old-age, but are nevertheless still hard at work on the Natal North Coast, particularly between Stanger and Empangeni.

Above: The Class GH, massive by any standards. To be continued in SARI Volume 5 (December 2015). 13

Lindsay Bridge Retro Photo Gallery Above: Class 16E, No. 855 “CITY OF JOHANNESBURG” (4-6-2), built by Henschel in 1935 pictured here at Klerksdorp (11th April 1969). Below: Class 24, No. 3632 (2-8-4) built by North British Locomotive in 1949, pictured at Knysna (26th April 1969). Photos – Lindsay Bridge.

Above: Post being taken across from the Durban Post Office to “old” Durban Station (4th June 1969). Below: A Class GEA (4-8-2+2-8-4) alongside Type A-18 Dining Car “KUMANI” No. 183 at George Station (25th April 1969). Photos – Lindsay Bridge.

Above: A branch line departure from Ladybrand with a Class 24 (2-8-4) and an afternoon train (28th December 1968). Below: A Class GMAM (4-8-2+2-8-4) at Wolseley Station in the Western Cape (12th April 1969). Photos â&#x20AC;&#x201C; Lindsay Bridge.

Featured Station Layout Diagram - Inchanga Greg Hart’s choice of Inchanga Station as the Featured Station Layout Diagram in this issue blends in nicely with the preserved steam locomotive theme, as Inchanga is the home of the KwaZulu Natal preservation group, Umgeni Steam Railway. Greg’s fantastic drawing above is based on the layout as it was in the 1940s. Below: “Waiting for the night train on Platform 1 at Inchanga Station” – note the layout diagram above the lever frame. Photo – Greg Hart.

Above: Inchanga Station Circa 1900. Built under the Natal Government Railways administration in 1892, the station is situated on the old Natal main line, 44km from Durban. On the platform is a NGR Dubs A / SAR Class A tank locomotive with a passenger train. Photo – Local History Museum – Durban. Below: A wet Inchanga Station (6th January 2013). Photo – Greg Hart.

Railway Heritage in South Africa By – John Middleton. In the 1920s, South Africa started recognising the importance of railway heritage and set aside important artefacts and archival material. The first locomotive to be preserved had actually been some years before this. “BLACKIE” 0-4-2WT, built in 1859 by Hawthorns of Leith, which was the first locomotive in South Africa, was displayed at an exhibition in Grahamstown in late 1897, eventually returning to Cape Town Station for permanent display. Left: “BLACKIE” plinthed at Cape Town Station (5th September 1975). Photo – John Middleton. Another early locomotive preserved was the Natal Railway 0-4-0WT named “NATAL”, built by little known engineers Carrett Marshall at their Sun Foundry in Leeds in 1860. The preservation of this locomotive was more tenuous as it had been buried as scrap in 1875. Its remains were unearthed in 1944 and were restored by the SAR workshops in Durban and it is today mounted on the Durban Station concourse. Both of these came from the early and short-lived 4’8½” gauge lines. Below: Class 6A, No. 462, at De Aar in 1975. This locomotive is now at the Big Hole Museum in Kimberley. Photo – John Middleton.

The first 3’6” gauge locomotive to be preserved was NZASM No. 1, a little 0-4-0WT of 1889, which had been withdrawn in 1903. It was mounted on Pretoria Station and declared a national monument, later being moved to Johannesburg. This little locomotive was restored to operation in 1989 for the centenary of the NZASM railway and used on a couple of short main line rail tours, but is now in the Outeniqua Railway Museum in George. A few other small locomotives were preserved by SAR and plinthed at stations in the 1950s, but the first SAR Museum was only opened in Johannesburg in 1956. A commitment to largescale preservation only came in 1972, with the intention of forming a National Collection. Although the museum to house this collection never materialised as intended, many locomotives were retained for preservation and others preserved as monuments around the Country. Currently the core collection and around 80 of the plinthed locos still exist, although sadly, many are now falling into disrepair. However, the core of the National Collection were moved to the dry air of De Aar where the late Alec Watson (shedmaster) took on voluntarily restoring them on lengths of track adjacent to the apprentice school in the shed yard. When De Aar shed was dieselised, the collection was sent for storage at Millsite Shed in Krugersdorp (where it remains to this day), but for various reasons (both political and financial), the creation of appropriate facilities to conserve all of this equipment has not yet materialized. Above: NZASM No. 1, being removed from the old SAR Museum in Johannesburg (15th October 1989). Photo – John Middleton. Below: Millsite gem, Class 5R No. 781, likely to be one of the first locos moved to safety at Bloemfontein (13th February 2015). Photo – John Middleton.

Below: “NATAL” plinthed at Durban Station (17th November 1984). Photo – John Middleton. Eventually in the 1990s, after the SAR Museum had become known as Transnet Heritage, the Johannesburg collections were moved to a new museum in George called the Outeniqua Railway Museum. The choice of George was because of the proximity of the George – Knysna branch and its operating base at Voorbaai depot, which maintained many of Transnet Heritage’s operating locomotives. GeorgeKnysna remained as a steam operated tourist line until closure in 2006 due to devastating flood damage, after which Transnet Heritage operated steam tourist trains between George and Mossel Bay, although this finally ended in June 2009. The line through George is a cross country route with sharp curves and severe gradients, as such the museum at George was not suitable for many of the large main line locomotive types in the collection, and so while the museum does contain a fine collection, it is somewhat limited in scope. Left: Locomotives stored at Millsite (31st December 2010). Photo – Charles Baker. Transnet Heritage is still working on a solution for the rest of the collection in storage and in 2015 has taken over part of the old steam locomotive depot in Bloemfontein in the Free State. Several larger locomotives have already been moved to Bloemfontein and more are expected to follow in the coming months. Private preservation of locomotives started around 1960 and one of the first locomotives saved was a 2’0” gauge Lawley 4-4-0 of 1895 by the Rand Society of Model Engineers. This locomotive is today running at the Sandstone Heritage Trust, after being magnificently restored to working order. The leading enthusiast organisation during the 1960s and 1970s was the Railway Society of Southern Africa (RSSA), which organised meetings and rail tours, but had not become actively involved in preservation. That changed with the formation of the RSSA Preservation Group in early 1982, which was given three locomotives by SAR, of which Class 6A (4-6-0) No. 454 was in working order and hauled a special train from Johannesburg to Krugersdorp as part of the handing over ceremony. During the 1980s, as steam came to an end in regular service, other private preservation groups grew up. The Umgeni Steam Railway has operated in Natal since the mid 1980s and today runs trains on the old Natal main line based at Inchanga. Friends Of The Rail established a base at Capital Park depot in Pretoria and operates steam hauled specials in the area, with Cullinan being a favoured destination. 21

Also in Natal, the Patons Country Railway operates 3’6” gauge steam based at Creighton and 2’0” gauge steam on the former Ixopo – Madonela branch. The largest of the enthusiast clubs is Reefsteamers, which took over the former Germiston steam depot, which had closed to steam in 1992. Reefsteamers have a large collection and operate trains in the Johannesburg area. Finally, Atlantic Rail in Cape Town operates extremely popular trips, usually to Simonstown, but is expanding with another venture based at Ceres on the highly scenic Prince Alfred Hamlet branch. The Ceres railway has acquired two Class 19D locomotives, the first of which was steamed for the first time in many years in September 2015.

Above: Class 19D, No. 3321, on the Ceres line in 1993. This locomotive has now been restored to working order and is set to return to regular service with the Ceres Railway Line Project. Photo – John Middleton. Sadly, other steam preservation operations have failed over the years, perhaps the most high profile of which has been the Alfred County Railway, which tried to defeat the odds by operating the 2’0” gauge Port Shepstone – Harding branch commercially. This had been taken over after closure by SAR in 1988 and was operated with steam. However, despite huge increases in efficiency and train loads compared with SAR days, road competition caused the cessation of freight (which was latterly diesel hauled) in March 2001 and the “Banana Express” passenger service finally succumbed in April 2006. Most of the track survives and a small diesel hauled operation has recently been established at Paddock over a short section of line. 22

Above: NG G16, No. 88, during SAR / SAS service (May 1985). Below: NG G16, No. 88, climbing Wilsons Cutting with a load of timber (a couple of years prior to her Alfred County Railway days), while still in service with SAR / SAS (May 1985). Photos â&#x20AC;&#x201C; John Middleton.

Another high profile loss was the “Apple Express”, which operated on the narrow gauge Port Elizabeth – Avontuur line. This has also not run in several years after closure of the railway, but the Apple Express Society does have an operable locomotive and has been trying to resuscitate the operation. Leaving the “best until last”, the brightest star in the heritage sector is Sandstone Estates in the eastern Free State. This is difficult to describe, but in essence comprises a 2’0” gauge railway of around 20 kilometers of total track length, that has been created from scratch on a very large modern mechanised farm estate and in an area of outstanding natural beauty. It also operates the former workshop adjacent to Bloemfontein steam depot, where Lukas Nel and his team have undertaken some truly magnificent restoration work. The collection now comprises almost 100 locomotives which are far too numerous to list, but highlights are the two Beira Railway “Lawley” 4-4-0s of 1895-96, which were restored after almost 50 years disuse, an NG4 Class 46-2T, various Garratts and an NG15, plus numerous industrials, including some restored from total dereliction rescued from the bush in countries such as Angola and Mozambique. Sandstone is unique and leaves most visitors completely overwhelmed. There is one other steam operation that deserves mention, which is part commercial / part preservation. Rovos Rail operates very successful high-end luxury trains from their base at the former Capital Park depot in Pretoria. Established over 25 years ago by enthusiast Rohan Vos, trains were initially steam hauled to various parts of South Africa. Those days are long gone and modern traction now hauls the trains, but three steam locomotives are kept in working order and “put on a show” for joining passengers by shunting the train and hauling it a short distance from the departure station. The locos include an 1893 built 6th Class 4-6-0, now the oldest working loco in South Africa. Railway heritage faces huge challenges in South Africa, in part because of SAR’s historical past as a parastatal, which is seen by many as an instrument of the old government. It is important that heritage operations showcase railway development in an appropriate manner that shows the wide ranging role of the railways (both good and bad) in a way that will be relevant for future generations. A secondary challenge is that of security and particularly metal theft, already the SANRASM site at Krugersdorp has closed after many locomotives were damaged beyond repair by scrap theft on an uncontrollable scale. Let us hope that the heritage sector can overcome such obstacles. Below (Left): Currently the oldest working locomotive in South Africa, Rovos Rail Class 6, No. 439 of 1893, simmers at Capital Park (27th March 2015). Below (Right): ESCOM have preserved several locomotives of which KITSON, a former NGR 4-6-0T of 1879, is the oldest. Currently in store, but seen here at Rosherville in May 1982. Photos – John Middleton.

Transnet Heritage Museum - Bloemfontein Consummate South African Railways historian, author, accomplished rail photographer and a leading figure behind efforts to preserve the country’s rich railway heritage in the 1970s, Les Pivnic, shares his thoughts on Bloemfontein. Back in the 1970s we had great plans to establish a Railway Museum on similar lines to the National Railway Museum at York and other places. These plans initially started to show real promise of becoming a reality. The plans reached an all-time high when we were on the verge of taking over the old Mechanical Workshops in Pretoria when the Works moved to Koedoespoort. From that point on however, things deteriorated rather rapidly. Left: The burnt-out motor trolley that had been beautifully restored for the Museum by Alec Watson at De Aar. Photo – Les Pivnic. First we lost the old Mechanical Shops to the Pretoria Municipality for road-works in the area, and then had to accept the move to Krugersdorp where I set up the kraal to house our future exhibits. Even the kraal wasn't big enough to house everything, and I was forced to leave many priceless exhibits out in the open where they were easy prey for vandals and industrial action by striking rail workers, who burnt several of them to the ground including a priceless 1M electric parcels motor coach from the Cape and an old CGR dining car! Left: The completely vandalised Dynamometer Car, No. 60. Photo – Les Pivnic. If that was not enough, the old dynamometer car No. 60 was stripped of all her fittings that had been painstakingly refitted by the Chief Mechanical Engineer’s staff for our planned museum. The list of destruction at the time goes on! Can you imagine how I felt at that point - I was devastated! 25

This wanton destruction of priceless museum objects was going on right in front of my eyes and I was powerless to stop it! Then the Museum where I had previously worked in Johannesburg was transferred to George and that showed promise of being something worthwhile, but it had problems too. The rail lines leading down to George couldn't handle big main line engines, which the old SAR was famous for on the 3ft-6in gauge. The late Alan Clarke tried by sending a Class 15CA via Riversdale, and although it got there, it was a very hazardous trip - not conducive to sending any more down there. Left: An old departmental photo showing a tiny part of the META model train collection in the SA Railway Museum at Johannesburg when the Museum was still housed under the Rissik Street Bridge. The two gents in the photo are Dante Parkin (at that time Curator of the Museum) and Ralph King, a departmental photographer. Photo – Les Pivnic Collection.

Then the small artefacts and very extensive model collection that we had in Johannesburg didn't reappear in George - my requests for reasons why, fell on deaf ears! Just a few of the models were to be found on display in George. I have however been advised that some of the “missing” models are in fact on display in the museum at Kimberley Station. My successors in the South African Transport Services Museum got some money to erect a few minor structures at Krugersdorp Loco and have some of the engines from the National Collection repaired to running order to haul steam specials, which was a start in the right direction. The Union Limited tours run by Ian & Jenny Pretorius, as well as the private tours that John Middleton and other British enthusiasts were involved in were doing very well, until operating conditions became so untenable that it led to the demise of those as well. So that is why I am in full support of any moves made by Transnet Heritage to establish a museum at Bloemfontein. I realised that the grandiose plans that we had in the 1970s were truly dead and that I had to accept that a museum collection on a much smaller scale would have to be accepted on the basis of “something is better than nothing”!

Port Shepstone Narrow Gauge â&#x20AC;&#x201C; Ex Banana Express I visited the Port Shepstone Narrow Gauge and the remains of the Banana Express on the 26th February 2011. The four locomotives present, and in pretty good condition still, were Class NG G16 (2-6-2+2-6-2) No. 127 / No. 139 / No. 151 / No. 156, all built in 1937. No. 127 & No. 139 were built by Beyer Peacock and No. 151 & No. 156 were built by Hunslet Taylor. Shortly after my visit No. 127 left for Australia (Puffing Billy Railway). By the end of 2012 all the remaining locomotives and coaching stock had been moved out of Port Shepstone and the area they had occupied had been totally flattened. Photos â&#x20AC;&#x201C; Charles Baker.

Above & Below (left to right): Class NG G16 locomotives (2-6-2+2-6-2) No. 127 built by Beyer Peacock and now in Australia (Puffing Billy Railway) & No. 151 built by Hunslet Taylor, pictured at Port Shepstone (26th February 2011). Photos â&#x20AC;&#x201C; Charles Baker.

Above: Class NG G16 locomotive No. 139 (2-6-2+2-6-2) built by Beyer Peacock – Port Shepstone (26th February 2011). Below: Class NG G16 locomotive No. 156 (2-6-2+2-6-2) built by Hunslet Taylor – Port Shepstone (26th February 2011). Photos – Charles Baker.

Above: Cab photo of NG G16 No. 127 (26th February 2011). Photo â&#x20AC;&#x201C; Charles Baker. 30

KZN Preserved Steam Locomotive Gallery Above: Umgeni Steam Railway’s Class 3BR, No. 1486 (built 1912 - North British Locomotive), “MAUREEN” at Bothas Hill Station (27th June 2010). Photo – Charles Baker. Below: Umgeni Steam Railway’s Class 19D, No. 2685 “WESLEY” (built 1938 - Krupp) passing through Gillitts Station and headed for Inchanga (25th January 2015). Photo – Greg Hart.

Above: Class 19D, No. 2685 “WESLEY” passing through Hillcrest Station on her way to Inchanga (28th December 2014). Below: Class 19D, No. 2685 “WESLEY” arriving at Inchanga Station with a four coach train (25th January 2015). Photos – Greg Hart.

Above: Class 19D, No. 2685 “WESLEY” working a ballast train for the old main line at Cato Ridge (25th November 2012). Below: Class 19D, No. 2685 “WESLEY” heading back to Inchanga from Kloof (6th April 2015). Photos – Greg Hart.

Above: Class 19D, No. 2685 “WESLEY” passing through Gillitts Station and headed for Inchanga (30th November 2014). Below: Class 19D, No. 2685 “WESLEY” entering Bothas Hill Station after completing the steep climb up from Hillcrest (6th April 2015). Photos – Greg Hart.

Above: Class 19D, No. 2685 “WESLEY” starting the climb out of Hillcrest up towards Bothas Hill (7th July 2013). Photo – Greg Hart. Below: Class 19D, No. 2669 (built 1939 – Krupp), at Donnybrook Station as part of the 2011 Aloe Festival (17th July 2011). Photo – Charles Baker.

Above: Class 19D, No. 2669, at Donnybrook Station as part of the 2011 Aloe Festival (17th July 2011). Below: Class 19D, No. 2669, departs tender first from Riverside Station for the run back to Creighton as part of the 2011 Aloe Festival (17th July 2011). Photos â&#x20AC;&#x201C; Charles Baker.

Above: Class 19D, No. 2669, on her way to Riverside Station as part of the 2011 Aloe Festival (17th July 2011). Below: Class 19D, No. 2669, running around at Riverside before the return to Creighton as part of the 2011 Aloe Festival (17th July 2011). Photos â&#x20AC;&#x201C; Charles Baker.

Above: Class GMAM, No. 4074 and Class 19D, No. 2669, at Creighton (20th February 2011). Photo – Charles Baker. Below: Class GMAM, No. 4074, leaving Riverside (15th July 2011). Photo – Aidan McCarthy.

Above & Below: Ex SAR Class GMAM 4-8-2+2-8-4 (built by Henschel in 1953), No. 4074, climbing up to Donnybrook from Creighton as part of the 2012 Aloe Festival (22nd July 2012). Photos â&#x20AC;&#x201C; Aidan McCarthy.

Above & Below: Umgeni Steam Railway’s Class 19D, No. 2685 (with her Type MX / “Torpedo” tender), pictured at Pinetown in KwaZulu Natal, prior to the club’s move to Inchanga (May 2006). Photos – Jacque Wepener.

Above: Sisonke Stimela’s Class 19D, No. 2669, on the way to Riverside from Creighton (20th May 2010). Below: GMAM No. 4074 leaving Donnybrook Station for the run back down to Creighton (22nd July 2012). Photos – Aidan McCarthy.

Patons Country Narrow Gauge Railway - Ixopo Above & Below: Class NG G11 (2-6-0+0-6-2), No. 55, built in 1919 by Beyer Peacock & Company, was looking great on a visit to Patons Country Narrow Gauge Railway at Ixopo on the 4th April 2010. Also seen, UVE No. 2 (0-4-2T) built by Avonside (1933). Photos â&#x20AC;&#x201C; Charles Baker.

NATAL (0-4-0WT) Above: Plinthed on the main concourse of Durban Station is a reconstruction of the little 0-40WT locomotive "NATAL" (designed and built by Carrett, Marshall & Company), the locomotive that started it all off in South Africa in 1860. Photo – Charles Baker. Below: A photo of South African artist, Paul Treleven’s, beautiful 2009 impression of “NATAL” at Point Station in 1860.

Highveld Preserved Steam Locomotive Gallery Above: Reefsteamers Class 25NC, No. 3472 “ELIZE”, built by North British Locomotive – Germiston (23rd July 2011). Photo – Charles Baker. Below: In a timeless photo, Reefsteamers Class 15F, No. 3046 “JANINE”, built by North British Locomotive in 1946, climbs Hamburg Bank on the way to Krugersdorp (3rd October 2015). Photo – Aidan McCarthy.

Above: Class GMAM, No. 4079, early on a winter morning at Reefsteamers depot in Germiston (23rd July 2011). Below (Left – Right): GMAM No. 4079, Class 15F No. 3046, Class 25 No. 3472 and Class 12AR No. 1535 at Germiston (23rd July 2011). Photos – Charles Baker.

Above: Sandstone Estateâ&#x20AC;&#x2122;s Class GMAM, No. 4079, as the sun starts to come through on a chilly winter morning at Reefsteamers depot in Germiston (23rd July 2011). Below: Class 15F, No. 3046, at Germiston (23rd July 2011). Photos â&#x20AC;&#x201C; Charles Baker.

Above (Left – Right): Before sunrise on a chilly winter morning Class 15F No. 3046, Class 25 No. 3472 and Class 12AR No. 1535 at Germiston (23rd July 2011). Below: Class 12AR, No. 1535 “SUSAN”, at Germiston (23rd July 2011). Photos – Charles Baker.

Above: Class GMAM, No. 4079, early on a winter morning at Reefsteamers depot in Germiston (23rd July 2011). Below: Reefsteamers Class 15F, No. 3046, leaving the yard at Germiston (23rd July 2011). Photos â&#x20AC;&#x201C; Charles Baker.

Above: Late afternoon light highlights, Reefsteamers Class 15F, No. 3046, as she climbs up Three Sisters on the way to Krugersdorp (3rd October 2015). Below: FOTR domeless Class 19D, No.2650, performs a runpast at Capital Park (24th May 2014). Photo â&#x20AC;&#x201C; James Lee Attwell.

Above (Top): Left - Rovos Rail Class 19D, No. 2702. Right - Rovos Rail Class 19D, No. 2701. Both locomotives were built by Borsig in 1938 and have since been scrapped. Above (Bottom): Left - Rovos Rail Class 6, No. 439, built by Dubs and Company in 1893. Right - Rovos Rail Class 25NC, No. 3442 (oil fired), built by Henschel in 1954. Photos – Charles Baker (22nd July 2010).

Above: Friends Of The Rail’s Class 19D, No. 2650 “CHEUGNETTE”, on her way to Cullinan with a short mixed train (14th June 2015). Photo – Aidan McCarthy. 50

Above: Friends Of The Rail’s Class 19D, No. 2650 “CHEUGNETTE”, at Cullinan Station (13th June 2015). Photo – Aidan McCarthy. Below: Reefsteamers Class 12AR, No. 1535 “SUSAN”, about to take on water at Germiston (14th June 2009). Photo – Mark Berry.

Above: Reefsteamers Class 15CA, No. 2056 “DOROTHY”, passing through Hamburg Station (10th August 2008). Photo – Mark Berry. Below: Reefsteamers Class 15CA, No. 2056 “DOROTHY”, at Boksburg East (November 2007). Photo – Jacque Wepener.

Above: Modified Class 19D (WARDALE), No. 2644, pictured at Millsite (June 2007). No. 2644 has since been scrapped (boiler retained by Reefsteamers). Photo â&#x20AC;&#x201C; Jacque Wepener.

Above: The fireman of Friends Of The Rail’s Class 19D, No. 2650 “CHEUGNETTE” looks on.…….. (24th May 2014). Photo – James Lee Attwell. 54

Above: Class 19D, No. 2650, ‘blows down’ as she prepares to depart for Hermanstad (24th May 2014). Below: The first rays of sun on a chilly Gauteng morning catch Class 19D, No. 2650, performing a runpast out of Cullinan (25th May 2014). Photos – James Lee Attwell.

Above: Class 19D, No. 2650, performs a runpast for a photographic charter along the Cullinan / Rayton branch line. The small diamond village can be seen in the background. Below: Class 19D, No. 2650, storms out of Cullinan (25th May 2014). Photos â&#x20AC;&#x201C; James Lee Attwell.

Above: The fireman looks ahead as Class 19D, No. 2650, charges up the steep gradient leaving Cullinan. Below: In a scene that is ‘straight out of Africa,’ Class 19D, No.2650, storms out of Cullinan (25th May 2014). Photos – James Lee Attwell.

Above: The golden rays of sun light up FOTR Class 24, No. 3664 and Class 19D, No. 2650, as they double-head on a short mixed train at Capital Park (23rd May 2010). Below: No. 2650 on the scenic branch line to the east of Pretoria (25th May 2014). Photos â&#x20AC;&#x201C; James Lee Attwell.

Above & Below: The 21st June 2010 will be remembered as a dark day in South Africaâ&#x20AC;&#x2122;s heritage railway history. With a full train of approximately 12 coaches, newly restored Class 15F, No. 3117, rounded the famous s-curve leading into Cullinan and came to a sudden and tragic halt. Due to the theft of several dozen wooden railway sleepers, No. 3117 stood no chance and toppled onto her side. Thankfully, due to the slow speed and heroic driving, there were no serious injuries or fatalities. No. 3117 however, did not fare as well and she now, as a result of the most unfortunate derailment, requires extensive and very costly repair work. Photos â&#x20AC;&#x201C; James Lee Attwell. 59

Above: SANRASM Class 6A, No. 454, at Millsite (June 2007). This locomotive is now with Reefsteamers. Below: Reefsteamers Class 15F, No. 3016 “GERDA”, at Kroonstad, while returning from Ficksburg (November 2006). Photos – Jacque Wepener.

Above: FOTR Class 15F, NO. 3117, blasts out of Cullinan with Jacaranda trees in the background (25th October 2009). Below: (Reefsteamers) David Shepherd's Class 15F, No. 3052 “AVRIL”, leaving Kommandonek (10th April 2008). Photos – Aidan McCarthy.

Above: (Reefsteamers) David Shepherd's Class 15F, No. 3952 “AVRIL”, climbing out of Slabberts (10th April 2008). Below: Sandstone Estates GMAM, No. 4079, powers up the climb at Three Sisters on the way to Krugersdorp (6th November 2010). Photos – Aidan McCarthy.

Above: Reefsteamers Class 12AR, No. 1535, at Magaliesburg Station (21st March 2015). Below: Reefsteamers Class 12AR, No. 1535, passing Orient crossing on the way to Krugersdorp (6th April 2013). Photos â&#x20AC;&#x201C; Aidan McCarthy.

Western Cape Preserved Steam Locomotive Gallery Above: SAR Class 7, No. 970, a locomotive of the type used on the first construction train to visit Riversdal on 3rd December 1903, when the railway line between Ashton and Mossel Bay was built. Below: Class 15F, No. 2916, with the Spier Sunset Train making a stop at Milnerton for the passengers to enjoy the sunset (4th March 2006). Photos â&#x20AC;&#x201C; Fanie Kleynhans.

Above: The cab of Class GMAM No. 4070 at the Outeniqua Railway Museum in George (3rd August 2015). Photo – Joyce Van Der Vyver. Below: Class 19D, No. 2749, departs Mossel Bay with the Choo Tjoe for the trip back to George (4th July 2007). Photo – Fanie Kleynhans.

Above: Class 19D, No. 2749, leading the Choo Tjoe out of Mossel Bay back to George, which is situated on the other side of the bay. Below: Class 19D, No. 2749, leads the Choo Tjoe through Outeniqua Station en route to George (29th June 2007). Photos â&#x20AC;&#x201C; Fanie Kleynhans.

Above: Class 24, No. 3655 “CITY OF CAPE TOWN”, leads the Spier Sunset Train north through Milnerton (11th March 2005. Below: After having made a stop for the passengers to enjoy the sunset Class 24, No. 3655, departs again (28th June 2008). Photos – Fanie Kleynhans.

Above: The setting sun shines through the cab of Class 24, No. 3655, as she departs from Milnerton (28th June 2008). Below: SAR Class 15CA, No, 2828, standing in the loop at Vink, with some old passenger coaches called the Gospel Express. Photos â&#x20AC;&#x201C; Fanie Kleynhans.

Above: Class GMAM, No. 4122, at Albertinia Station after arriving from George with a special for the Aloe Festival (9th July 2005). Photo – Fanie Kleynhans. Below: Class GEA, No. 4023, at the Outeniqua Transport Museum in George (3rd August 2015). Photo – Joyce Van Der Vyver.

Above & Below: Atlantic Railâ&#x20AC;&#x2122;s Class 16DA, No. 879 (built by Henschel in 1930), at Stellenbosch Station, while on a test run hauling a Metrorail set from Cape Town and return (6th April 2015). Photos â&#x20AC;&#x201C; Joyce Van Der Vyver.

Above: Class 16DA, No. 879, close to Stellenbosch with an Atlantic Rail special (26th April 2015). Below: Class 16DA, No. 879, approaches Vlottenberg with a day outing from Cape Town to Stellenbosch (26th April 2015). Photos â&#x20AC;&#x201C; Joyce Van Der Vyver.

Above: SAR Class NG15 No. 122, pictured at the Outeniqua Transport Museum in George (3rd August 2015). Photo – Joyce Van Der Vyver. Below: Atlantic Rail’s Class 16DA, No. 879, leaving Cape Town for Simon’s Town (29th June 2014). Photo – James Lee Attwell.

Above: Class 16DA, No. 879, has just departed Kalk Bay and is crossing a short viaduct enroute to Simon’s Town. Below: Newly restored Class 16DA, No. 879 “KATIE”, departs Monument Station for Simon’s Town. Photos – James Lee Attwell (29th June 2014).

Above: L. D. Porta / “SOOKIE” aka the “RED DEVIL”, Class 26 No. 3450, pictured here heading the Cape Mountaineer Tour train as it departs Kraankuil for Kimberley in the Northern Cape (July 1990). Photo – John Middleton. Below: The “RED DEVIL”, Class 26 No. 3450 being tested one Saturday morning on the regular Pretoria – Witbank passenger train (June 1982). Below (Left): While departing Pretoria. Below (Right): While passing through Bronkhorspruit. The locomotive had just been painted the night before and if you look closely, some of the coal has also been painted. Photos – John Middleton. The “RED DEVIL” remains part of the Transnet National Collection and is stabled at Monument Station in Cape Town, where the Atlantic Rail team keep an eye on her. Col. André Kritzinger’s Wikipedia research article on the “RED DEVIL” is well worth a read. It contains all the facts & specifications behind the development of this rebuilt Class 25NC (1981).

Sandstone Preserved Steam Locomotive Gallery Above: Sandstone Estate's Feldbahn on the runway (24th May 2010). Below: NG G16 No. 88 and NG G13 No. 49 at Sunrise near Hoekfontein (25th May 2010). Photos Aidan McCarthy.

Above: Sandstone Estate’s Class NG G13, No. 49, at Pandora Pond (25th May 2010). Below: Lawleys (NG6 No.97 & NG6 No. 106) just before sunrise near Hoekfontein (26th May 2010). Photos – Aidan McCarthy.

Above: Sandstone Estate’s, NG G13 and NG15, lie unused inside the locomotive shed, during the open day at the ‘Stars of Sandstone’ event. Below: Newly restored NG G16, No.88, on her way to Hoekfontein Station (NG4, No. 16 behind). Photos – James Lee Attwell (11th April 2015).

Above: NG G16, No. 88, is welcomed by a profusion of cosmos as she enters Hoekfontein with a short mixed train. Below: NG G16, No. 88, enters Hoekfontein, welcomed by a vintage tractor (11th April 2015). Photos â&#x20AC;&#x201C; James Lee Attwell.

Above: NG G16, No. 88, (bunker first) enters Hoekfontein with the profusion of cosmos in full bloom. Below: In what could easily be a shot from the 50s, NG4 No. 16 departs Hoekfontein, as seen through a vintage lorry (11th April 2015). Photos James Lee Attwell.

Above: Two NG G16s power their way up the steep gradient towards Mooihoek with the regular afternoon ‘Mountain Wonderer’. Below: NG G16, No. 153, departs Vailima, heading into the setting sun (11th April 2015). Photos – James Lee Attwell.

Above & Below: Making for a wonderful photo opportunity. A vintage Da Havilland Chipmunk flies over the ‘Mountain Wanderer’, headed by two NG G16 locomotives, at Stars Of Sandstone 2015 (11th April 2015). Photos – James Lee Attwell.

Above: The 2008 Sandstone Estateâ&#x20AC;&#x2122;s Cosmos Festival. Class NG15, No. 17, performs an early morning runpast for photographers. Below: NG15 No. 17 storms up Vailima hill with a profusion of cosmos in the foreground (April 2008). Photos â&#x20AC;&#x201C; James Lee Attwell.

Above: Loading an engine frame onto a train using traction engines with the Barclay (14th April 2014). Below: A beautiful scene with NG4, No. 16, on her way to Grootdraai with a short mixed train (6th April 2015). Photos â&#x20AC;&#x201C; Aidan McCarthy.

Hilton Steam Heritage Association

Above (Top): The charming Hilton Station on a miserable afternoon. Above (Bottom – Left): Small artefacts in the museum, including the full lever frame set. Above (Bottom – Right): Looking down the old alignment towards Boughton. Photos – Charles Baker. I visited Hilton Station and the museum on the 4th February 2012. The corrugated iron station building was in lovely condition - clean and neat. The museum contained a nice selection of small South African Railway artefacts, including the full lever frame set from the station. Around 2011 / 2012 there was a lot of talk and excitement of a revival of preserved steam operations at Hilton, with a new enthusiastic committee in place. Recently however, news on progress from Hilton seems to have quietened down, so one can only wait and see what happens in the future. 84

Above (Top – Left & Right): Class 19B, No. 1402. Above (Centre): Class 15AR, No. 1963. Above (Bottom – Left): Class 19AR, No. 696. Above (Bottom – Right): North British Tank Locomotive, E.R.P.M No. 6. Photos – Charles Baker. Unfortunately all photos taken at Hilton Station in miserable / cloudy weather conditions on the 4th February 2012. 85

Apple Express Update Above: Evoking memories of past years of the Apple Express. In April 1985 Class NG15, No. 124, winds along the Gamtoos Valley heading for Patensie. Photo – John Middleton. By – Justin Wood. In 1965 the Port Elizabeth Historical Society hired a train from Port Elizabeth’s Humewood Road Station to Loerie and return, for a day trip out into the country with steam. That first trip was so popular that the next week it was decided to run another train, and this is where the idea for a tourist train on the narrow gauge line began. This train would eventually become known as the “Apple Express” because of the fruit (Apples) trains that used to operate on the line. The Apple Express was actually the first all-passenger train that ran on the Avontuur Railway. 2015 marks the 50th Anniversary of this tourism service, even though we are not operating at present. The Apple Express ran its last trip on the 29th December 2010, after funding was discontinued. From that date on, the rolling stock was left outside at the risk of the elements and vandals. In 2012, a number of concerned Port Elizabeth citizens came together to try and start an action group to bring back the Apple Express. Headed by Nerina Skuy, Apple Express Rail NPC was established. 86

Above (Top Left): NG Coach No. 78 before restoration (27th May 2014). Above (Top Right): NG Coach No. 78 after restoration (3rd August 2014). Above (Bottom Left): NG Coach No. 105 before restoration (11th February 2014). Above (Bottom Right): NG Coach No. 105 after restoration (11th November 2014). Photos – Justin Wood. In mid 2013 we were granted access to a shed at the Humewood Diesel Depot, and our rolling stock, along with the locomotives, were moved inside. Our coaches, most of them well over 100 years old, were at this stage badly vandalised and weathered and required much work. Coach restoration work began in November 2013. During this time one of our locomotives, NG15 No. 119, was also stripped down in order to assess what work would be required on her to bring her back to operation. At present, coach restoration is nearing an end, after successfully restoring 16 narrow gauge coaches. Work has now commenced on NG15 No. 119, which includes the removal and replacement of boiler tubes, manufacturing a new set of elements, and reassembling the locomotive. Our goal is to have NG15 No.119 in steam by December 2015. The Apple Express may seem silent, but much work is taking place behind the scenes to bring back this tourism and heritage icon. We have adopted the slogan, “We will get there, one station at a time”. 87

Above (Top Left): NG15 No. 119 (9th July 2015). Above (Bottom Left): Vernon Petzer with NG15 No. 119’s internal parts (19th September 2015). Above (Right): From left to right – Geoff Hamp-Adams, Vuyani Dakuse and Alan Todkill painting NG Coach No. 73 (30th January 2015). Below: NG15 No. 119 ready to depart Loerie for Port Elizabeth (2010). Photos – Justin Wood.

Seen At Bloemfontein – December 2010 Above: Class GMAM, No. 4114, built in 1958 - North British Locomotive Company (subcontracted from Beyer, Peacock and Company). Below: Modified Class 25NC, No. 3454 “BI EBING” built in 1953 - North British Locomotive. Photos – Charles Baker (27th December 2010).

Above: Class 15F, No. 3040, built in 1945 by North British Locomotive Company (27th December 2010). Below: Modified Class 25NC, No. 3454 “BI EBING”, built in 1953 by North British Locomotive (28th December 2010. Photos – Charles Baker.

Above: Part of the steam locomotive shed at Bloemfontein. If I had been told on my visit that it would be business as usual the following day I would have believed it! Below: Class 15F, No. 2928, built in 1938 by North British Locomotive. Photos â&#x20AC;&#x201C; Charles Baker (28th December 2010).

List Of Preserved Steam Locomotives Photographically Featured SAR Class

SAR No.

Builder

"BLACKIE" R and W Hawthorn "NATAL" Carrett, Marshall "KITTY" Kitson and Company NZASM No. 1 Maschinenfabrik Esslingen 6 439 Dubs and Company 7 970 Neilson and Company NG6 (Lawley) 106 Falcon 6A 454 Dubs and Company NG6 (Lawley) 97 Falcon 6A 462 Dubs and Company 11 933 North British Locomotive NG4 16 Kerr, Stuart and Company 5R 781 Vulcan Foundry 3BR 1486 North British Locomotive 12AR 1535 North British Locomotive 15AR 1963 Beyer, Peacock and Company NG G11 55 Beyer, Peacock and Company 15CA 2056 ALCO NG G13 49 Hannoversche Maschinenbau AG 15CA 2828 North British Locomotive 19AR 696 Swiss Locomotive & Machine Works 16DA 879 Henschel and Son 19B 1402 Berliner Maschinenbau AG NG15 17 Henschel and Son NG G16 88 Cockerill NG15 119 Henschel and Son 19D / WARDALE 2644 Krupp 19D 2650 Krupp 19D 2685 Borsig 19D 2701 Borsig 19D 2702 Borsig 15F 2916 Henschel and Son 15F 2928 North British Locomotive 19D 2669 Krupp 19D 2749 Robert Stephenson and Hawthorns 15F 3016 North British Locomotive 15F 3040 North British Locomotive 15F 3046 North British Locomotive 15F 3052 North British Locomotive 15F 3117 North British Locomotive GEA 4023 Beyer, Peacock and Company 19D 3321 North British Locomotive NG15 122 Société Franco-Belge NG15 124 Société Franco-Belge 24 3655 North British Locomotive 24 3664 North British Locomotive NG G16 127 Beyer, Peacock and Company 25NC 3442 Henschel and Son Henschel and Son (Rebuilt 1981) 26 / RED DEVIL 3450 25NC / BI EBING 3454 North British Locomotive 25NC 3472 North British Locomotive GMAM 4070 Henschel and Son GMAM 4074 Henschel and Son GMAM 4079 Beyer, Peacock and Company NG G16 139 Beyer, Peacock and Company GMAM 4114 North British Locomotive (BP) GMAM 4122 Beyer, Peacock and Company NG G16 151 Hunslet-Taylor NG G16 153 Hunslet-Taylor NG G16 156 Hunslet-Taylor

Year

Wheel Arrangement

Operator

1859 1860 1879 1889 1893 1893 1895 1895 1897 1897 1904 1911 1912 1912 1919 1921 1925 1926 1928 1928 1929 1930 1930 1931 1937 1938 1938 1938 1938 1938 1938 1938 1938 1939 1945 1945 1945 1945 1945 1945 1946 1948 1949 1949 1950 1950 1951 1953 1953 1953 1953 1953 1953 1956 1958 1958 1958 1967 1967 1968

0-4-2WT 0-4-0WT 4-6-0T 0-4-0WT 4-6-0 4-8-0 4-4-0 4-6-0 4-4-0 4-6-0 2-8-2 4-6-2 4-6-2 4-8-2 4-8-2 4-8-2 2-6-0+0-6-2 4-8-2 2-6-2+2-6-2 4-8-2 4-8-2 4-6-2 4-8-2 2-8-2 2-6-2+2-6-2 2-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2 4-8-2+2-8-4 4-8-2 2-8-2 2-8-2 2-8-4 2-8-4 2-6-2+2-6-2 4-8-4 4-8-4 4-8-4 4-8-4 4-8-2+2-8-4 4-8-2+2-8-4 4-8-2+2-8-4 2-6-2+2-6-2 4-8-2+2-8-4 4-8-2+2-8-4 2-6-2+2-6-2 2-6-2+2-6-2 2-6-2+2-6-2

Plinthed - Cape Town Station Plinthed - Durban Station ESCOM Transnet Heritage Rovos Rail Plinthed - Riversdale Sandstone Estates Reefsteamers Sandstone Estates Big Hole Museum Transnet Heritage Sandstone Estates Transnet Heritage Umgeni Steam Railway Reefsteamers Hilton S.H.A Paton Country Railway Reefsteamers Sandstone Estates Staged - Vink / Robertson Hilton S.H.A Atlantic Rail Hilton S.H.A Sandstone Estates Sandstone Estates Apple Express SANRASM (Scrapped) Friends Of The Rail Umgeni Steam Railway Rovos Rail (Scrapped) Rovos Rail (Scrapped) Transnet Heritage Transnet Heritage Paton / Sisonke Stimela Transnet Heritage Reefsteamers Transnet Heritage Reefsteamers (Reefsteamers) David Shepherd Friends Of The Rail Transnet Heritage Atlantic Rail / Ceres Transnet Heritage Apple Express Atlantic Rail Friends Of The Rail Puffing Billy Railway Rovos Rail Transnet Heritage (Cape Town) Transnet Heritage Reefsteamers Transnet Heritage Paton / Sisonke Stimela (Reefsteamers) Sandstone Privately Owned Sandstone Estates Transnet Heritage Privately Owned Sandstone Estates (Disputed Ownership)