South African Railways Illustrated Volume 6
January 2016
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South African Railways Illustrated Editor / Design & Layout
Charles Baker Email Telephone Cell
Photographers / Contributors
Fanie Kleynhans Greg Hart Noel Welch John Middleton James Lee Attwell Jacque Wepener Les Pivnic Collection
Proof Reader / Copy Typing
Dave Gallop
Advertising / Sponsorship
Charles Baker
sarillustrated@gmail.com
(031) 337-7760 082 923 4868 Eugene Armer Les Pivnic Wayne Nauschutz Mark Berry Charles Baker Aidan McCarthy
Front Cover Photo. Class 18E Series 2 locomotive, 18-773, new to the TFR fleet at the time with the Blue Train at Umlaas Road. Photo – Charles Baker (17th November 2013). Inside Front Cover Photo. PRASA Class 6E1, E1658, outward bound from Durban at Ashburton Station. Photo – Charles Baker (18th March 2015). Inside Back Cover Photo. TFR Class 18E Series 2, 18-678, at Umlaas Road with a Durban bound container train. Photo – Charles Baker (12th December 2013). Back Cover Photo. Class 5E1 Series 5 locomotive, E1101, at Umlaas Road with Road Knowledge Coach No. 40117. Photo – Charles Baker (10th July 2012). 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.
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Contents – Volume 6 Page 5.
Editor’s Comment
Page 6.
Steam Power on the South African Railways (Part 4)
Page 14.
Featured Station Layout Diagram - Gillitts
Page 16.
Keeping The Natal Main Line Moving
Page 17.
RRL Grindrod Locomotives For Ncala
Page 18.
Metrorail Photo Gallery
Page 28.
Electric Motive Power Photo Gallery
Page 40.
Diesel Motive Power Photo Gallery
Page 54.
Steam Motive Power Photo Gallery
Page 62.
Transnet’s 160T KIROW Breakdown Cranes
Page 66.
The Sisonke Stimela, a stunning livery!
© COPYRIGHT STATEMENT All Rights Reserved. All the photos / images, sponsored adverts and text contained in South African Railways Illustrated are copyright, and remain the property of, and / or, under the control of their original authors / photographers and South African Railways Illustrated. None of the content may be copied, saved (stored on a PC or / Retrieval System), shared or posted / distributed on other web pages or websites, either in part or in full, without the written permission of the editor of South African Railways Illustrated or the original author / photographer.
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Editor’s Comment Volume 6 of South African Railways Illustrated and the start of 2016, let’s hope it’s a truly memorable and prosperous one for all! 2015, in South African railway administration terms, will certainly go down as the worst ever in its 155 year history. The epic PRASA (Passenger Rail Agency Of South Africa) management issues, together with the as yet unresolved Afro 4000 locomotive specification problems, have been jaw-droppingly staggering! It’s always a mystery at the start of putting each issue together as to what the final draft will look like. Apart from a very broad outline and brief, our regular contributors have carte blanche to submit photos from their own collections of their choosing for the various featured photo galleries. Last month’s issue unfortunately saw the last of Lindsay Bridge’s retro South African Railway photographs, and I would like to thank Lindsay once again for making his wonderful photos available for use in SARI. We welcome Eugene Armer this month as our newest photo contributor. Now residing in New York, Eugene certainly needs no introduction and his impressive collection of fine photos on RailPictures.Net are certainly worth viewing. I’m hoping that we see regular contributions from Eugene in future issues of SARI. Part Four of Les Pivnic’s fantastic (the supporting photos are awesome) “Steam Power on the South African Railways” once again starts off proceedings in this issue. The various motive power galleries are packed with a super selection of photos as usual, and I put together a photo feature on Transnet’s first two 160T KIROW breakdown cranes as they left Durban for Johannesburg after their arrival by sea. Greg Hart’s beautifully redrawn featured station layout diagram this month is “Gillitts Station”. As always, my sincere thanks and appreciation once again to all involved with this issue. Enjoy the read everyone! Charles Baker
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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 Four – July 1968) Some reference must be made to the standard boilers designed and introduced by the late Mr. A.G. Watson. The boilers were Nos. 1, 1A, 2, 2A, 2B, 3A & 3B. The following table shows the boilers and locomotives for which they were suitable. Standard Suitable for Locomotive Classes Boiler No. 1
5, 5B, 10A, 10B, 10C
1A
19, 19A, 19B, 19C, 19D
2
3, 3B, 4A, 12, 12B, 14, 14A, 14C
2A
15, 15A, 15B
2B
16, 16B, 16C
3A
16E
3B
15E, 15F, 21, 23
Dr. M.M. Loubser continued Mr. Watson’s standardisation programme and designed a standard boiler to suit the Class 12A as well as a standard boiler to suit the Classes 15CB and 15CA. The boiler for the 12A was of a size bigger than the Watson No. 2 type, but not as big as the No. 3 series. Below: The Class 12AR, an extremely useful locomotive.
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The design of the standard boiler for the Classes 15CB / 15CA was based on the original boilers of these two types. Mr. W.A.J. Day also designed a standard boiler, in this case, one suitable for Classes MJ and MJ1. Of further interest, as detailed below, is a table showing the leading dimensions of the standard Watson boilers. Standard Boiler 1 1A 2 2A 2B 3A 3B
Heating Surface Internal Distance Grate Area diameter between Firebox Tubes Superheater Sq. ft. Sq. ft. first course tube plates Sq. ft. Sq. ft. 5'0" 5'0" 5'7½" 5'7½" 5'7½" 6'2¼" 6'2¼"
17'9" 20'2" 19'4" 21'8" 18'4" 19'0½" 22'6"
123 123 142 142 142 206 206
1497 1700 1933 2171 1836 2682 3168
366 404 492 537 472 592 676
36 36 37 37 37 63 63
The introduction of standard boilers by the late Mr. A. G. Watson was one of his greatest contributions to the evolution of steam power on the S.A.R. These new boilers have made it possible for older locomotives to continue giving valuable service, whereas had they retained their original boilers, it would have, in many cases, been uneconomical to keep the locomotives in service. At the same time due to extensive standardisation, the number of spares needed at the depots has been considerably reduced, which in turn has lowered maintenance costs.
Above: A Class 15AR fitted with a standard boiler. 7
The introduction of the 15CB and 16D certainly proved to be a turning point in the history of the S.A.R. steam power, as far as non-articulated types were concerned. However, we come now to what was probably a turning point of even greater significance. The first locomotive type to mark the opening of this new era was the Class 19C. This type was an improvement on the 19B, particularly in that it had a standard boiler. North British, the builders, offered in their tender to fit R.C. Duplex poppet valves in place of the more conventional Walschaert gear. Mr. Watson decided to accept this offer, due to favourable results achieved overseas with the R.C. gear. Thus fifty 19Cs with R.C. gear entered service in 1935. Almost immediately a few 19Cs were stationed at Braamfontein depot to work the Nancefield suburban services. It was quickly discovered that the locomotives were not suited to this type of work. Apparently some difficulty was experienced when the locomotives had to run tender first. At one stage the Operating Department arranged two 19Cs back-to-back at each end of the suburban trains, to work them on a “push pull” basis. However this proved to be too costly an arrangement, as it entailed providing two locomotives and crews for each train; so that idea was also dropped. Mr. Watson was, at the time, criticised for the locomotive’s failure to handle its assignment successfully. However, what everybody failed to remember, particularly the Operating Department, was that the 19C was a continuation of a family of branch line locomotives, and was never even intended to handle suburban trains. To condemn a locomotive’s inability to cope with a certain type of work for which it was never designed, is to say the least, extremely short-sighted. However, let me hasten to add (in fairness to the 19C’s critics) some difficulty was experienced with the R.C. gear on these locomotives. Drivers complained of difficulty in operating the reversing mechanism. Excessive wear in the drive shafts was also evident. However, after certain modifications were effected, the difficulties and faults were eliminated. The 19Cs have since proved their ability to render extremely useful and successful service on branch lines; the type of work for which they were designed. A 19C achieved the remarkable speed with 4 ft. 6 in. coupled wheels of 66.7 M.P.H. when on test between Wellington and Cape Town. All 50 19Cs are still hard at work on various branch lines of the Cape Western System. In 1935 a 2-10-2 type suitable for service in South West Africa on 40¼ lb. rails was placed in service. Known as Class 20, this locomotive was constructed in the Pretoria Mechanical Workshops to the design of Mr. A. G. Watson. The way in which this locomotive came into being was rather unique. A Class 19A provided the boiler (the 19A itself being fitted with a standard boiler). The coupled wheels were obtained from scrapped 8th Class locomotives. As far as the rest was concerned, some parts were imported and others made locally. After spending a short time in South West Africa, the locomotive (only one was built) was transferred to the Eastern Transvaal System. In the early post-war years, it was decided to convert and use the Class 20 as an experimental condensing locomotive. Henschel and Sohn duly supplied the necessary locomotive apparatus, as well as a condensing tender. After conversion, the Class 20 or “Trapsuutjies” (chameleon) as she was named, was tested on various sections of the S.A.R. The name “Trapsuutjies” was fitted to the two wing type deflector plates which were similar to those found on German locomotives. The condensing tender was mounted on 8
two “Buckeye” bogeys. The results obtained from “Trapsuutjies” must have been favourable, due to the fact that no less than 90 condensing locomotives were subsequently ordered. After completing her task as a mobile test-bed, the Class 20 having served her purpose was withdrawn and scrapped.
Above: The Class 15E, the forerunner of the Class 15F. In 1935 Mr. A. G. Watson introduced his Class 15E, a 4-8-2 type suitable for heavy passenger or goods working. Fourty-four locomotives of this type were constructed jointly by Robert Stephenson, Henschel and Sohn and Berliner Maschinenbau. These engines certainly had an impressive appearance due to their high-pitched boilers which resulted in an extremely squat chimney and no dome at all (except for a flat man-hole cover). Their appearance was further enhanced by stainless steel cylinder covers and boiler bands.
Above: A very rare photo of a brand new Class 15E, No. 2885, at the Henschel Works in Kassel, already fitted with "Wagner" type smoke deflectors. No. 2885 was probably the very first S.A.R. engine to carry this type of smoke deflector, that would become the standard type of smoke deflector used on the S.A.R. Photo – The Les Pivnic Collection. 9
The 15Es were fitted with the R.C. Duplex poppet valve gear, and the standard 3B boiler. When first placed in service, these locomotives had wide rim chimneys (particularly the German engines) and stainless steel handrails. In later years smoke defector plates replaced the handrails while the wide-rimmed chimneys have also given way to the present standard chimney casting as used on Classes 15E, 15F and 16E. The 15Es worked for many years on the Cape main line, particularly between Beaufort West and De Aar. Apart from certain misgivings about the R.C. valve gear (modifications effected similarly to the 19C), the 15Es have given good and valuable service. The author can recall a “run” in 1952, behind a 15E between Beaufort West and De Aar, which proved the locomotive’s ability to maintain a speed of 60 M.P. H. with a load of approximately 600 tons for mile after mile. On the arrival of the condensing 25s the 15Es were transferred to Bethlehem in the O.F.S., and can still be found hard at work between that centre and Bloemfontein, Kroonstad and Harrismith. Mr. A. G. Watson was, in direct contrast to his predecessor, not at all keen on articulated locomotives, even for branch line service. These feelings obviously motivated the introduction in 1937 of an experimental 2-10-4 locomotive suitable for service on 61-lb. track. Known as Class 21 this locomotive was fitted with a standard 3B boiler and had 4 ft. 6 in. coupled wheels. The Cass 21 (only one was built - No. 2551), was initially stabled at Braamfontein to work passenger trains on the Johannesburg – Zeerust – Mafeking section. However, the garratt locomotives, particularly the Class GM which was soon to follow, proved to be superior to the Class 21 on light-rail service.
Above: The Class 21 – note the unusual tender. In addition, the 21’s long coupled wheelbase was not suited to the excessive curvature encountered on the Zeerust Section. Soon after the advent of the Class GM garratts in 1938, the 21 was transferred to the Eastern Transvaal System. The Class 21 even enjoyed the honour of being the official mascot of an army regiment in Pretoria during the war. Deflector plates were fitted to Class 21 while she was still stabled at Braamfontein. 10
The original chimney-casting was also finally replaced by the standard type used today on 3B boilers. The Class 21 had an unusual tender, which in place of bogeys, had a wheel arrangement of 2-8-2. The eight centre wheels were rigid, with two pony trucks at each end. A larger tender of similar design was also built for experimental service attached to Classes 15E and 15F; however, the design did not show any advantage over the standard bogey tender, which resulted in the idea being dropped. After a short life of only 15 years, the Class 21 was finally withdrawn and scrapped. The boiler however survived, being a standard 3B type, it was reconditioned and made available for use on a Class 15F. A design for a massive goods locomotive was prepared by Mr. Watson shortly before he retired. This type, which would have been known as the Class 22, would indeed have been a giant of the rails. The drawing actually prepared, specified a 2-10-4 wheel arrangement with 5 ft. coupled wheels. The 6 ft. 11 in. diameter boiler was to have a firebox with a grate area of 80 sq. ft. The tractive effort at 75% B.P. would have been 66,406 lbs. From the foregoing it can be realised that had the Class 22 been built, it would have been even larger than existing Class 25 locomotives, which in themselves are massive engines. The locomotive alone weighing 140 tons would undoubtedly have ranked alongside the world’s largest non-articulated locomotives irrespective of gauge. It is assumed that Mr. Watson had the Germiston – Witbank section in mind when he designed the 22, which would have handled loads of 2,200 tons without difficulty between those two points. The Class 22 did not go beyond the drawing board, probably due to the fact that locomotives which have to be confined to certain main lines of the S.A.R., would prove from an operating point of view, to be more of a burden than an asset. By 1935 most major railway systems of the world had placed prestige locomotives in service, to haul their crack trains. Mr. Watson, deciding to keep pace with trends overseas, placed in service in 1935, six pacific locomotives which were classified 16E. These engines were intended for express passenger service between Kimberley and Johannesburg. Mr Watson had trains like the Union Limited and Union Express particularly in mind, when he designed the Class 16E. Speed without fuss was achieved with coupled wheels of 6 ft. in diameter. Official tests conducted with the 16Es revealed their speed capabilities to be far in excess of the 55 M.P.H. maximum laid down by the S.A.R. To avoid public concern the maximum speed attained was quoted as just over 70 M.P.H. However, reliable though unofficial sources claim a 16E on test hauling 350 tons, exceeded 85 M.P.H. with the regulator only half open. It was further claimed that the engineers and driver on this particular occasion were quite satisfied that the 16E could have exceeded 100 M.P.H. had the track been suitable for such high speed running. The 16E is without doubt the fastest steam locomotive in the world on any gauge less than 4 ft. 81/2 in. The 16Es originally appeared with hand rails which have since been replaced with smoke deflectors. 11
In 1939, when the air-conditioned saloons were placed in service on the Union Limited and Union Express trains, the 16Es were transferred to Bloemfontein for passenger service in the O.F.S.
Above: The “Greyhound” of the S.A.R. – The Class 16E. The weight of the air-conditioned expresses was too heavy for the 16E, particularly if the train had to be started from a standstill on a gradient such as that between Kamfersdam and Kimberley. Once stationed at Bloemfontein the 16Es were employed on passenger trains to Johannesburg, as well as working south to Noupoort and west to Kimberley. On the last mentioned section they have been used to haul the Orange Express for many years. At the time of writing, all six 16Es carry official names on their deflector plates, however, No. 858 has the further distinction of being named after her designer “Allan G. Watson”, while 857 carries the additional name “Anne Smith – Bloemfontein Queen”. No. 857 was named after a young lady employed in the System office in Bloemfontein, who won a Union-wide beauty competition. Generally speaking the 16Es have always been well groomed, mainly due to the fact that they have always had regular crews. The 16Es are still all stationed at Bloemfontein, but were last seen in Johannesburg in 1953, and since been confined to the Noupoort and Kimberley sections, employed mainly, although not entirely on passenger service. Comparatively recently, the 16Es were finally barred from hauling the Orange Express, apparently due to the addition of a lounge-car to the train’s consist, which has made the Express too heavy. The fact that the addition of a lounge-car has made the Express too heavy for a 16E, is, in the author’s opinion, a debatable point. I find it hard to accept that the 12
addition of one saloon (even air-conditioned) would seriously affect the 16Es ability to haul the train to the times laid down in the Work Time Book. Although the 16Es have proved unpopular with the Operations Department, due to their inability to handle heavy goods trains (a duty for which they were never designed) they have, in spite of unfair criticism, proved to be highly successful locomotives, and, given loads within their capacity are rendering extremely useful service.
Above: Another photo of the highly successful Class 16E. The Class 16E marked the end of the pacific era on the S.A.R. Eight-coupled mixed traffic locomotives proved to be more suited to South African conditions and requirements. To be continued in SARI Volume 7 – February 2016.
Soul of A Railway Š By Les Pivnic and Charlie Lewis Les and Charlie are working together on this project to convey to future generations the essence of a once magnificent transport network in South Africa - the South African Railways or SAR. Introduction https://sites.google.com/site/soulorailway/home/introduction The SAR was divided into nine systems as follows: 1. 2. 3. 4. 5. 6. 7. 8. 9.
Cape Western, based in Cape Town Cape Northern, based in Kimberley Cape Midland, based in Port Elizabeth Cape Eastern, based in East London Orange Free State, based in Bloemfontein Natal, based in Durban Western Transvaal, based in Johannesburg Eastern Transvaal, based in Pretoria South West Africa, based in Windhoek
Charlie is doing systems 1 to 4 while Les is doing systems 5 to 8. 13
Featured Station Layout Diagram - GILLITTS Greg Hart’s very detailed and extremely interesting featured layout drawing this month (above) is Gillitts Station on the old Natal Main Line. Situated just over fourty kilometers from Durban, trains were first scheduled to stop at Gillitts in 1879. The beautiful Gillitts Station building, which was built under the NGR (Natal Government Railways) administration, and very typical of the NGR design, first opened in 1903 and closed in 1930. The station played a significant role in the ferrying of soldiers during the Anglo Boer War (1899 – 1902) and horses used in the war were kept to the north of the station. In recent years the station has been occupied by private businesses, but is vacant at the moment. * Reference “The Natal Main Line From Durban To Pietermaritzburg” (Bruno Martin & Michael Cottrell) 2015.
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Above & Below: Still working the section of the old Natal Main Line between Kloof and Inchanga is Umgeni Steam Railway’s ex SAR Class 19D, No. 2685, pictured here passing through Gillitts Station (25th January 2015 & 4th January 2015). Photos – Greg Hart.
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Keeping The Natal 16Main Line Moving Overhead maintenance team at Umlaas Road (7th February 2013). Photo – Charles Baker.
RRL Grindrod Locomotives 17 For Ncala Diesel locomotives for Ncala, Mozambique (15th September 2013). Photo – Charles Baker.
Metrorail Photo Gallery Above: One of the very elusive KZN Business Express sets pictured here staged at Scottburgh Station on the KwaZulu Natal South Coast, while the load of passengers it brought down enjoy a day of fun at the beach to celebrate National Youth Day in South Africa (16th June 2015). Below: A Type 5M2A heading for the Metrorail workshops just north of Durban Station under its own power (21st July 2012). Opposite Page: A Type 5M2A, Train No. 0636 (Set R10) arriving at Pinedene Station in Gauteng from the north (28th December 2011). Photos – Charles Baker.
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Above: A Type 10M5 set, Train No. 1056, is Cato Ridge bound, pictured at Bux Farm (22nd August 2014). Photos – Charles Baker. Below: An 8-coach Type 10M5 set bound for Cato Ridge at Cliffdale (24th June 2014). Photos – Charles Baker.
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Above: This Type 10M5 motor coach in a variation of the PRASA blue “be moved” livery has been in Durban for a few months now (7th August 2015). Photos – Charles Baker. Below: The same PRASA blue liveried motor coach at the head of a train (17th November 2015). Photo Greg Hart.
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Above: A Type 5M2A motor coach with her diamond shaped pantograph heads set K3, Train No. 0237, past Millsite in Krugersdorp. Below: A Type 5M2A set, set N13, Train No. 2231, departs from Platform 12 at Johannesburg Station. Photos – Charles Baker (31st December 2010).
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Above: A Type 5M2A, Train No. 1040 (Set M7) nears its destination, Cato Ridge (20th June 2012). Below: The same set as above (M7), this time viewed from the rear and Durban bound, passing through the cutting into Ntshongweni Station (24th July 2012). Photos – Charles Baker.
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Above: A Type 10M5 sets returns to one of the Metrorail yards just north of Durban Station (29th June 2014). Below: A newly refurbished Type 10M5 motor coach at the rear of this Metrorail set passing through Congella as it leaves Durban (18th June 2012). Photos – Charles Baker.
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Above: A Type 5M2A Metrorail set approaches Lynedoch Station near Stellenbosch in the Western Cape (28th December 2010). Photo – Aidan McCarthy. 25
Above: A Johannesburg bound Type 5M2A Metrorail set passing the level crossing at Redan (1st May 2014). Below: A Type 5M2A set, Train No. 0992, passing through Hamberg Station en-route to Randfontein (17th May 2015). Photos – Mark Berry.
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Above: A Type 5M2A ex Soweto Business Express set (Set SBE 4) at Hamberg Station (22nd March 2015). Photo – Mark Berry. Below: A Type 5M2A set passing the Metrorail yards to the north of Durban Station (16th March 2013). Photo – Charles Baker.
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Electric Motive Power Photo Gallery Above: Class 6E1, E1506, together with three mates (a bit of motive power overkill), working a short Tanker Train through Umlaas Road - probably bound for Masons Mill in Pietermaritzburg. The centre cab door was open for crew comfort due to it being a particularly hot spring afternoon (14th October 2010). Photo – Charles Baker. Below: E1329 passing through Whites with a special Christmas train to the Eastern Cape (22nd December 2006). Photo – Jacque Wepener.
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Above: Class 18E, 18-266, running contra flow down through Boughton in Pietermaritzburg with a load of Anhydrous Amonia tanker wagons. Below: A close up of one of the Anhydrous Amonia tanker wagons on the train (Type XNJ). Photos – Charles Baker (29th May 2012).
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Above: 18-237 heads a Johannesburg bound jet fuel train through Lions River Station at the same time crossing a Durban bound container train. Below: Two Type FCJ Wagons coupled to the back of the jet fuel train referred to above. Photos – Charles Baker (17th April 2015).
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Above: 18-427 with a "Daylight Sitter" train at the Carriage & Wagon inspection pits in Durban shortly after arrival (1st February 2014). Below: Class 7E1, E7111, & Class 7E3, E7245, work empty wagons out of the Richards Bay Coal Terminal (5th May 2013). Photos – Charles Baker.
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Above: 18-405 & 18-429 with the Johannesburg - Port Elizabeth "Algoa" crossing the Sand River (13th November 2015). Photo – Eugene Armer. Below: 18-856 heads through Rooiwal with Reefsteamers’ “Cherry Festival” train (14th November 2015). Photo – Jacque Wepener.
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Above: Class 6E, E1168, northbound between Theunissen and Theron with a load of mielie trucks for Kroonstad (10th October 2014). Below: E1377 moves some old SAR passenger coaches just after Kalkvlakte heading towards Kroonstad (1st February 2015). Photos – Jacque Wepener.
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Above: Sunset and 18-802 & 18-807 with the Blue Train pass through Cedara Station on the way back to Pretoria (21st September 2014). Below: 20 032 & 20 031, are busy running around the Blue Train just north of Platform 14 at Durban Station (7th August 2015). Photos – Charles Baker.
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Above: Class 20E, 20 020, at Transnet’s Green Street Marshalling Yard in Port Elizabeth (5th October 2015). Photo – Noel Welch. Below: E1362 heads a Durban bound Trans Natal into Lions River Station before making a routine crew change stop (1st July 2012). Photo – Greg Hart.
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Above: The Trans Karoo slows for a stop at Bellville Station with Class 6E1, E1951, in charge (5th April 2004). Below: Class 6E locomotives, E1177 and E1222 head the Union Limited out of Cape Town on a sunny morning (12th April 2004). Photos – Fanie Kleynhans.
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Above: Class 18E, 18-776 (failed on a container train earlier), at Boughton Station, amid a hectic late afternoon thunderstorm (3rd January 2015). Photo – Greg Hart. Below: Class 18E, 18-522 heads a Rovos Rail set under the N1 at Worcester (29th March 2015). Photo – Wayne Nauschutz.
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Above: PRASA Class 6E1, E1597 / E1603 / E1605 locomotives at Monument Station (23rd May 2015). Photo – Wayne Nauschutz. Below: Class 18E, 18-770 & 18-771 with the Blue Train late afternoon at Camperdown Station (18th July 2015). Photo – Charles Baker.
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Above: Class 7E, E7047, with a north-bound freight at Spyfontein just outside Kimberley (2nd April 2007). Photo – Mark Berry. Below: Three Class 18Es with a container train, travelling from Johannesburg to Durban just outside Volksrust (25th October 2009). Photo – James Lee Attwell.
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Diesel Motive Power Photo Gallery Above: Twenty minutes after sunrise and a nicely clean Class 34, 34-102, with the "Algoa" from Port Elizabeth to Johannesburg, is approaching the siding at Rietwater, between Edenburg and Bloemfontein (14th November 2015). Photo – Eugene Armer. Below: Class 34, 34-102 at Bloemfontein not long after being put into the Shosholoza Meyl purple livery, so judging by Eugene’s photo, the loco is looked after nicely (27th December 2010). Photo – Charles Baker.
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Above: Class 35 (600), 35-636, at Bux Farm with just two DZ Wagons behind her filled with pandrol clips (30th May 2013). Photo – Charles Baker. Below: Class 34, 34-058, approaching Virginia with a load of AY ballast hoppers (5th July 2013). Photo – Jacque Wepener.
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Above: Class 34 (900), 34-918, at the head of a load of containers at Coega shunting yard (14th November 2015). Below: Class 34 (900), 34-924, previously a dedicated Blue Train locomotive, at the Swartkops Diesel Depot in Port Elizabeth (24th October 2015). Photos – Noel Welch.
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Above: Class 43 locomotives, 43-097 / 43-041 / 43-017 at Richards Bay (15th February 2014). Below: Class 37, 37-048, heads one of the Phelophepa Health Train sets bound for Durban from Port Shepstone through Clairwood (22nd February 2014). Photos – Charles Baker.
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Above: Class 34, 34-118, at the Swartkops Diesel Depot (10th December 2015). Photo – Noel Welch. Below: Below: Class 34 locomotives, 34-629 & 34-841, head back to Masons Mill with a few empties after a day’s shunting duty at Cato Ridge (14th December 2012). Photo – Greg Hart.
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Above & Below: Two Class 33 (400) locomotives, 33-513 & 33-512, in their original SAR “red & whisker” livery at George Station. They were about to couple onto a few wagons to take back to Voorbaai (23rd February 2004). Photos – Fanie Kleynhans.
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Above: Class 35, 35-019, taking a break at George Station between shunting duties (23rd February 2004). Below: Class 36, 36-006, runs light past the Parow golf course towards Bellville (11th March 2004). Photos – Fanie Kleynhans.
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Above: Class 36 locomotives, 36-012 & 36-006 run light through Parow towards Bellville with Table Mountain as the backdrop (12th April 2004). Below: Three Class 35 locomotives headed by 35-066 run light up the branch line at Kraaifontein (28th April 2004). Photos – Fanie Kleynhans.
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Above: Class 35 (400), 35-425 & 35-426 waiting for a load of dolomite at Moorreesburg (10th August 2013). Below: Class 35s near Koringberg with cement wagons from PPC in De Hoek and agricultural gypsum from a quarry near Klawer (7th September 2013). Photos – Wayne Nauschutz.
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Above: During an arranged RSSA visit, Class 43, 43-153, was being built at Koedoespoort (13th September 2014). Below: A rare sight this, Class 33 (400), 33-500, standing at Germiston Depot in the red Transnet Freight Rail livery (1st March 2013). Photos – Mark Berry.
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Above: Class 34 (100), 34-123, heads a load of containers into Magaliesburg Station (27th May 2012). Photo – Aidan McCarthy. 50
Above & Below: Two Class 34 locomotives (34-052 leading) haul the Phelophepha Health Train, seen here storming through Kommandonek towards Bloemfontein, along the rural and rarely used Bethlehem / Bloemfontein branch line (12th September 2010). Photos – James Lee Attwell.
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Above: A former SAR high-nose Class 31, now converted to low-nose, hauls a couple of mining wagons in Welkom. Below: Ex SAR Class 91, 91-001, converted to cape gauge by RRL Grindrod, working mining operations in Welkom. Photos – James Lee Attwell (12th September 2010).
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Above: Two Class 35 locomotives, with 35-215 leading, haul the Phelophepha Health Train from Lichtenburg through to Coligny, in the North West Province. Below: Having left Coligny, the train is now trundling along towards Delerayville. Photos – James Lee Attwell (5th July 2007).
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Steam Motive Power Photo Gallery Above: President Steyn Gold Mine No. 8, a former CSAR 11th Class (2-8-2), belies its 84 years as it positively sparkles in the spring sunshine (October 1988). Below: Former CGR (later SAR) NG20, built by Manning Wardle in 1902, at work at the Gold Mine Museum (now Gold Reef City) in Johannesburg in 1982. Opposite Page: The last 7th Class working in industry in South Africa, WCCM No. 3 (former Class 7A No. 990), built by Sharp Stewart (Works No. 4147 of 1896) reflecting on 86 years of hard work in May 1982. Photos – John Middleton.
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Above: Atlantic Rail’s Class 24 “JENNY”, No. 3655, at Monument Station after returning from her run to Simonstown (7th December 2014). Photo – Wayne Nauschutz. 56
Above: Friends Of The Rail’s Class 19D, No. 2650, has her fire cleaned in Cullinan during the 2015 Photogala (13th June 2015). Photo – Wayne Nauschutz. Below: Sandstone Estates’ NG15, No. 17, on a cold Free State winter morning (13th April 2008). Photo – James Lee Attwell.
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Above: Rovos Rail’s grand old lady, Class 6, No. 439, performing as the “special guest” at the Friends Of The Rail open day (5th July 2015). Photo – James Lee Attwell. 58
Above & Below: Friends of the Rail’s winter open day saw a “special guest” appearance from Rovos Rail’s grand old lady, Class 6, No. 439 “TIFFANY”. Pictured alongside No. 439 is Friends of the Rail’s Class 19D, No. 2650 “CHEUGNETTE” (5th July 2015). Photos – James Lee Attwell.
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Above: On a sleepy Sunday at Hennenman, Class 15F No. 3080, disturbs the peace as it rolls in with a Bloemfontein bound stopping passenger service (July 1975). Photo – John Middleton. Below: Ex SAR Class 12R, No. 1510, at Creighton Station (17th July 2011). Photo – Charles Baker.
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Above: Ex SAR Class 19D, No. 2669, at Creighton Station, waiting to couple on to her train for a run through to Riverside (17th July 2011). Below: Saiccor No. 3, ex SAR Class 19D, No. 2767 on her way down to the Exchange Yard at Umkomaas (26th February 2011). Photos – Charles Baker.
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Transnet’s 160T KIROW Breakdown Cranes Above: Brand spanking new and on their way to Pretoria, is Transnet Freight Rail's (the first two of six ordered) imported 160T breakdown cranes, built by Kirow in Germany, No. 601 and No. 602. They had arrived in Durban by sea a couple of days earlier. Class 18E, 18-524, assisted by 18-084, were assigned the duty of hauling the new cranes, pictured here at Cato Ridge, through to Pretoria. Below: A CTC / signalling problem saw the cranes held up at Boughton. Opposite Page: Running contra flow through Ashburton. Photos – Charles Baker (20th June 2012).
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Above & Below: A CTC / signalling problem saw the cranes held up at Boughton. This provided the perfect opportunity to get a good look and photograph them, as well as having a chance to chat to Chris Schutte and the late Johan Oberholzer. Photos – Charles Baker (20th June 2012).
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Above & Below: A CTC / signalling problem saw the cranes held up at Boughton. This provided the perfect opportunity to get a good look and photograph them, as well as having a chance to chat to Chris Schutte and the late Johan Oberholzer. Photos – Charles Baker (20th June 2012).
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The Sisonke Stimela, 66 a stunning livery! Sisonke Stimela coaches at Creighton Station (17th July 2011). Photos – Charles Baker.
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