South African Railways Illustrated Volume 7
February 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 Attwell Jacque Wepener Col. André Kritzinger
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 John Carter Charles Baker Aidan McCarthy
Front Cover Photo. Class 36 (200), 36-251, taking the Trans Natal down to the Carriage & Wagon inspection pits just north of Durban Station. Photo – Charles Baker (1st May 2015). Inside Front Cover Photo. Class 7E, E7010, at Transnet Engineering in Durban after being put into the purple Shosholoza Meyl livery. Photo – Charles Baker (4th June 2010). Inside Back Cover Photo. Road Knowledge Coach No. 40117 with Class 5E1, E1102, pushing contra flow through Lions River Station. Photo – Charles Baker (22nd October 2011). Back Cover Photo. Class 8E centre cab electric shunting locomotive, E8056, working just north of Durban Station. Photo – Charles Baker (7th April 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 7 Page 5.
Editor’s Comment
Page 6.
Steam Power on the South African Railways (Part 5)
Page 14.
Featured Station Layout Diagram – Somerset West
Page 16.
Memories of Bethlehem – 30 years on
Page 19.
Type CCRD Wagon / RR Coach No. 2057
Page 20.
South African Railway Clock “Kimberley”
Page 21.
DANGER / GEVAAR Siding Signage
Page 22.
Metrorail Photo Gallery
Page 26.
Electric Motive Power Photo Gallery
Page 40.
Diesel Motive Power Photo Gallery
Page 56.
Steam Motive Power Photo Gallery
Page 62.
The National Collection
Page 66.
Veld to Berg Steam Photo Tour
© 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 The front cover photo of South African Railways Illustrated (February 2016) has particularly fond memories for me. Standing in the open doorway is Louwtjie Coetzee, with Driver Pine (William) Pienaar at the controls, of Class 36 (200), 36-251, while busy shunting the Trans Natal in Durban. I met both these gentlemen in May 2013 when they arrived in Durban on temporary transfer to work the PRASA shunts. We immediately became good friends and I quickly discovered that Louwtjie in particular shared my own passionate interest in all things South African Railways. Sadly, Louwtjie passed away suddenly in June 2015 from a heart attack and Pine has since returned to Johannesburg. Great and lasting memories left behind from a chance meeting. Steam lovers are in for a real treat in this issue! Les Pivnic continues with Part 5 of his series of historical (1968) articles on the evolution of the standard gauge steam power on the South African Railways and we get some wonderful insight into Classes 19D, 15F, GEA, GMAM, 23 and S1 locomotives (amongst others) in this instalment. John Middleton shares some of his wonderful images from around Bethlehem towards the end of steam and John Carter has contributed two beautiful photos to support Greg Hart’s featured station layout diagram this month, Somerset West. John Middleton (John’s been very busy for this issue) then provides us with an extremely interesting updated piece on the “National Collection” as things stand at the moment. Look out for the two supporting photos to this article – awesome! The regular photo galleries have once again been extremely well stocked with fantastic images from Eugene Armer, Fanie Kleynhans, Aidan McCarthy, Wayne Nauschutz, Greg Hart, James Attwell, Noel Welch and Jacque Wepener. As always, thanks guys – much appreciated! Closing off this month’s issue is all you need to know about the “Veld to Berg Steam Photo Tour” that is being organised by Aidan McCarthy, Rod Hering and David Benn from the 18th June 2016 through to the 27th June 2016. From the itinerary, it certainly looks as though this photo tour is going to be truly memorable! 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 Five – August 1968) The Class 15F, which is probably the most famous locomotive type on the S.A.R., first entered service in 1938. The pre-war 15Fs, particularly those built by Henschel and Berliner Maschinenbau, were virtually identical to their predecessor, the Class 15E.
Above: The Class 15F – a fine and famous locomotive. The only significant difference was the valve motion, which in the case of the 15F is the Walschaert type. The pre-war German-built 15Fs originally had handrails and flat-rimmed chimneys, which have since being replaced by smoke deflectors and standard chimneys respectively. The exceedingly handsome appearance of the pre-war German 15Fs was further enhanced by stainless steel 6
cylinder covers. Due to the success of the first batch, additional 15F locomotives were ordered from North British. This second order for 15F locomotives was also placed in service before the war. Due to the critical shortage of steam power during the war, and negotiations at Ministerial level, 30 austerity 15F locomotives were supplied in 1944 by Beyer Peacock. The term austerity was applied to these wartime 15Fs due to all previously plated components such as handrails and boiler bands being painted a dull black. Immediately after the war 60 additional 15Fs were ordered from the North British Locomotive Company. These engines were also partially austerity in their finish. In 1946 yet another order for no less than 100 additional 15F locomotives was placed with the North British Locomotive Company. These engines with automatic stokers and the “frills” replaced, were placed in service in 1947. The later 15F engines were fitted with vacuum brakes in place of the steam brake fitted to the earlier locomotives. With the exception of the Germanbuilt 15Fs, all this type are now fitted with mechanical stokers. The Class 15F of which 255 were eventually placed in service, has deservedly earned its popularity, not only among railwaymen, but also with members of the public who take an interest in locomotives. The “F” as it is frequently called, is equally at home hauling the Orange Express or a 1,600 ton goods train. Through the years the 15F has worked on every System except Natal, South West Africa and possibly the Cape Northern. At the time of writing, the 15Fs are hard at work on the Cape Midland, O.F.S., and Eastern & Western Transvaal Systems. The 15F can, without doubt, lay claim to being one of the finest steam locomotive types ever, on the S.A.R. In 1936 additional branch line locomotives were needed, which resulted in an order with Krupp and Borsig for 40 Class 19C locomotives. Mr. W.A.J. Day, who had succeeded Mr. Watson as C.M.E., specified Walschaert valve gear and long-travel valves for these new locomotives. The difference in valve gear resulted in these locomotives being reclassified 19D. These original 19Ds, which were placed in service in 1937, had domeless boilers, which incorporated a steam collecting pipe arrangement similar to that employed in the standard 3A and 3B boilers. In later orders however, 19Ds were fitted with normal boilers with the conventional steam dome, which proved desirable in cases where the loading gauge would permit it. The 19D proved to be a highly successful type which eventually resulted in 235 units of this type being placed in service, although the war had in fact interrupted deliveries. Detail improvements were incorporated in the 19D as later orders were placed in service. In fact, for the final 19D order supplied by North British after the war, Dr. M.M. Loubser specified large “Van der Bilt” type torpedo tenders running on 7
two six-wheeled “Buckeye” bogies. A few of these torpedo tenders have since been removed from the 19Ds and attached to 19Cs on the Cape Western System. Similarly to the 15F becoming the standard S.A.R. main line locomotive, the 19D became the S.A.R. standard branch line locomotive suitable for 61 lb. rail. The 19D was some years ago, described by a world-renowned railway engineer, as being undoubtedly one of the world’s finest steam designs. Indeed the 19D has and is still giving invaluable service on branch lines throughout the Republic. The 19Ds are in fact employed on six out of the nine S.A.R. Systems. The 19D has certainly become a familiar sight to the farmer waiting for goods or perhaps livestock at some obscure halt on a “platteland” branch line. The 19Ds over and above their numerous duties, can also be found hauling main line passenger trains on sections such as that between Kimberley and Mafeking, and Oudtshoorn and Klipplaat. In spite of the steam locomotive losing favour even on the S.A.R., we will still find 19Ds hard at work on branch lines for many years to come.
Above: Note the domeless boiler on this Class 19D. In 1938 besides the Class 15F, another heavy main line 4-8-2 type was placed in service. Known as Class 23, these locomotives are for a number of reasons, particularly interesting. In the first place, the original drawings prepared by Mr. Day, which specified 5 ft. 6 in. coupled wheels, were unfortunately “thrown out” 8
by the Chief Civil Engineer, due to the fact that the coupled wheelbase would have been too long. At this point the writer would like to add that although steam power development on the S.A.R. has through the years resulted in some of the world’s finest steam locomotives, this has been achieved with a severe handicap of a Civil Engineering Department, which has undoubtedly failed to keep pace with its mechanical counterpart. Even on the Cape Government Railways, Mr. Beatty encountered difficulties with his locomotives running on track of a poor standard. Much later, Mr. Watson even had to resort to the construction of such components as cabs, running-plates and ashpans etc. out of thinner material than usual with his Class 16E, in order to keep within axle-load limitations. And now again, with the Class 23, we find the Mechanical Department’s progress being hampered by the Civil Engineering section. One cannot help but wonder what steam locomotive developments would have taken place on the S.A.R., had the Civil Engineering Dept. not proved to be a hampering factor.
Above: The Class 23 with its massive tender. Returning to the Class 23, it was originally intended to try the first few locomotives in service before ordering anymore. However, with additional steam power an urgent necessity and with the clouds of war looming ever closer in Europe, it was decided to increase the orders on Henschel and Berliner Maschinenbau for Class 23 locomotives to a total of 136 units, before any of the original order had arrived to facilitate testing. As it was, the last consignment of 9
23s arrived in Cape Town just before the outbreak of the Second World War. By the end of 1939 all 136 23s were in service on the Cape main line. With their 5 ft. 3 in. coupled wheels they were particularly suited to fast and heavy passenger trains, although they were equally at home on heavy goods trains. The first 23s placed in service had handrails, which were later replaced by smoke deflectors. The later engines were fitted with deflectors by the builders. The Class 23 has always been famous for its massive tender, which runs on two six–wheeled bogies. The builders were asked to quote on streamlining a few of the Class 23 locomotives, which would have been earmarked to haul trains like the Union Limited. The additional cost would have been approximately R1,000 per locomotive, while the streamlined casing would have added an additional 2 tons in weight; it was thus decided to drop the idea, in spite of streamlining being much in vogue at the time. The 23s for many years formed the backbone of steam power on the Cape main line and even today (at the time of writing), there are 71 of these locomotives on the Cape Northern System, while the remainder are hard at work in the O.F.S. The birth of a famous line of garratts occurred in 1938. Known as Class GM, this 4-8-2-2-8-4 type was the first garratt to appear since the GL in 1930. Sixteen GMs were supplied by Beyer Peacock for service on the Johannesburg – Mafeking section. The GM, virtually two 19D engines with a common boiler, was suitable for operation on 61 lb. rail. The 4 ft. 6 in. coupled wheels proved to be a major factor in the considerable success these locomotives enjoyed. The GM had however, one rather awkward feature; to keep within axleload limitations, the locomotive could not carry sufficient water in its own tank, which resulted in the unusual feature of a permanently coupled water tank car. This arrangement, which was probably unique throughout the world, resulted in an extremely long locomotive. Nevertheless all credit must go to the shed staff at the now defunct Braamfontein locomotive depot for handling these long engines in a confined area with comparatively little difficulty. Although the Class GM has occasionally worked elsewhere, it has spent most of its time on the Johannesburg (latterly Krugersdorp) – Mafeking section, working both passenger and goods trains. Stationed now at Krugersdorp, they are confined to goods working, as the newer GMAs are used for passenger trains. The success of the Class GM resulted in additional locomotives of this type being placed in service in 1954. Known as Class GMA, these new locomotives were of course, considerably modified to incorporate the latest developments in locomotive construction. Integrally cast steel locomotive frames and cylinders were utilised, while the heavy girder frame supporting the boiler was also redesigned to the latest standards. Another innovation with the GMA was mechanical lubrication and a new cab design, which had the crew’s comfort 10
particularly in mind. Other detail improvements were also incorporated. Nevertheless, these new GMAs are still basically similar to the original GM. The GMA / GMAM types can be readily distinguished from the original GM by their larger semi-streamlined tanks and coal bunkers.
Above: The first of a long line of successful garratts – the Class GM. Due to a critical shortage of main line steam power in the early “Fifties”, it was decided to order additional GMA type locomotives to work on main lines. These engines, first placed in service in 1953, and known as Class GMAM, are identical to the GMA with the exception of their water tanks, which were constructed to hold more water, which in turn resulted in a higher axleload. The difference in the water tanks of the GMA and GMAM is internal, which results in an identical exterior appearance. In fact, by altering the internal construction of the water tanks, the locomotives can, and indeed have been converted from a type GMAM to a GMA and vice versa. In all, 120 GMA / GMAM locomotives were placed in service by 1958. 25 of the GMA / GMAM locomotives were supplied by Henschel under licence from Beyer Peacock in 1953/54. The remaining 95 units were built by Beyer Peacock. Although as already mentioned, conversions have taken place, originally there were 20 GMAs built and 100 GMAMs. The GMA / GMAMs have seen varied service on nearly all the Systems of the S.A.R. They are at present, employed on five different Systems, doing both main and branch line work. The GMA / GMAM 11
locomotives have also proved to be highly successful and are likely to give many more years of very useful service. Yet another variation of the original GM design also appeared on the scene in 1954. Classified GO, this type is very similar to the GMA, except that it has a smaller boiler, and is generally a lighter locomotive. 25 GOs were supplied by Beyer Peacock of Manchester. Their tractive effort at 75% B.P. is 49,430 lbs. as opposed to the heavier GMAs tractive effort of 60,700 lbs. Originally the GOs were used for a while on the Johannesburg – Mafeking section; however, they were transferred to Mason’s Mill at Pietermaritzburg, to work branch lines from that centre. At present all 25 GOs are now employed on the Belfast – Lydenburg section, where they are apparently giving good service. Dealing with the GM and its post war developments, has brought us through to 1958; in order to continue our study of locomotive development on the S.A.R. we must return to the year 1946. That year witnessed the introduction of the Class GEA. 50 of these locomotives were supplied by Beyer Peacock to the design of Dr. M.M. Loubser. The GEA was a development of the successful prewar Class GE. Initially the GEAs worked on the Reef and on the Johannesburg – Mafeking line. They also worked on the Mossel Bay – Oudtshoorn and Mossel Bay – Riversdale – Worcester sections. The GEAs have proved quite successful in service and are presently employed on the Mossel Bay – George – Oudtshoorn and Mossel Bay – Riversdale section. They are also utilised on the Natal north and south coast lines, while just recently a few have been transferred to Paarden Eiland (Cape Town) to work on the Bredasdorp line. The GEAs have proved particularly useful on lines where sharp curvature is encountered, due of course to the comparatively short coupled wheelbase, which in turn was achieved by fitting coupled wheels only 4ft. in diameter. During and after the war, additional locomotives of the S Class were required for shunting duty. Pressure from the Management was brought to bear on Dr. Loubser, to build the new shunting locomotives locally. In fact, the original suggestion was that branch line locomotives be built in the S.A.R. workshops. However, Dr. Loubser, aware of the numerous difficulties involved, was not keen to accept the idea. Nevertheless he was urged to tackle the problem. The proposal for locally built branch line locomotives was dropped, as 19Ds were on order with North British; so Dr. Loubser prepared drawings for a 0-8-0 shunter which was to be built at Salt River. In fact 12 of these S1s (as they were classified) were eventually built at Salt River, the first of which entered service in 1947. No. 375 of this type was appropriately named “Voortrekker” as this was the first instance where as many as 12 locomotives of a particular type were constructed locally. The S1 proved an immediate success, which resulted in a further 25 locomotives of this type being ordered from North British and placed 12
in service in 1954. The imported S1s have detail improvements such as the addition of mechanical lubricators. The S1’s boiler is similar to the type fitted to the 12AR; the main difference being the length of the barrel. All 37 S1s have proved highly successful and are still giving invaluable service in marshalling yards on the Cape Northern and Western Transvaal Systems.
Above: A locally built Class S1 shunting locomotive. To be continued in SARI Volume 8 – March 2016.
Soul of A Railway © 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 – Somerset West Above: The Somerset West Station layout diagram as redrawn in August 2015 by Greg Hart. The original diagram was prepared in February 1932 and amended in October 1937. Left: A Firgrove / Somerset Wes (West) Van Schoor tablet (Photo – Greg Hart). Somerset West Station is situated about 45 kilometers south east of Cape Town in the scenic suburb of the same name at the foot of the Helderberg mountains. The station still sees regular Metrorail traffic and although the full semaphore signalling system is no longer working, Van Schoor machines are still used in the signal cabin together with hand-worked points. Left: A very young Col. André Kritzinger’s first foray into rail photography! André, as a young schoolboy in STD 9, was on his way to Strand for a Sunday school picnic when he captured this Type 4M Motor Coach at Somerset West Station in 1965. “These two-pantograph metal sheathed wooden motor coaches started disappearing from South African rails during the 1960s and 1970s” – A.K. 14
Above & Below: Two wonderful photos from a working Somerset West Station towards the end of the South African Railway steam era (Circa 1980) very kindly contributed by John Carter. Class 14CR, No. 1992 (Above), on a Strand goods. Class 19C “SANDRA” (Below), with a mixed freight.
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Memories of Bethlehem – 30 years on photos by John Middleton Page 16 – Above: Class 25NC No. 3403 slogs up the grade towards Retiefsnek on the morning of 18th August 1984. The crew only have about another half an hour or so before arrival in Bethlehem after an undoubtedly long night shift. Page 17 – Above: Class 25NC No. 3410, now part of the National Collection, climbs out of Bethlehem in July 1982 with the morning “Bombela” to Ficksburg carrying mineworkers back to Lesotho. This train was a photographer’s favourite, as it left shortly after sunrise and offered several possible shots before reaching its destination. Page 17 – Below: An unidentified Class 25NC catches the last rays of the afternoon sun as it climbs towards Meynell in June 1984 with the Bethlehem bound passenger. Page 18 – Above: The following morning dawned cold and frosty as Class 19D No. 2703 took the Ladybrand branch train out of Modderpoort, note the interesting variety of vans and wagons, traffic which has almost completely disappeared from TFR in 2016. Page 18 – Below: A rare occurrence captured on the 15th June 1984, as double headed Class 25NCs, No. 3408 & No. 3413, head towards Bethlehem just outside Slabberts. This happened because two trains had ended up at Ficksburg together and as it was a Saturday afternoon and the crews wanted to get home, they decided to combine the trains. The driver on the leading locomotive was Australian enthusiast and Bethlehem driver, Mike Carter, who also thought it would make for some interesting photographs – it certainly did! 16
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Type CCRD Wagon At Standerton Station (6th March 2011). Photo – Charles Baker.
Ex Rhodesia Railways 19 Coach No. 2057 Coach No. 2057, was built by the Metropolitan Cammell Carriage and Wagon Company in 1951 and now works on the Shongololo Express tour train (11th April 2015). Photo – Charles Baker.
20 South African Railway Clock SAR clock from the Kimberley Signal Cabin. Photo – Charles Baker.
21 DANGER / GEVAAR Siding Signage This one on the goods siding line at Lions River Station. Photo – Charles Baker.
RRL Keeping Grindrod The Natal Locomotives Main Line For Moving Ncala th th Diesel Overhead locomotives maintenance for Ncala, team Mozambique at Umlaas Road (15(7 September February 2013). Photo – Charles Baker.
Metrorail Photo Gallery Above: A 10M5 set, Train No. 0752, is returning from Kelso on the KwaZulu Natal South Coast to Durban. The train is about to make a stop at Ilfracombe and Umkomaas is visible on the upper right of the photo (2nd July 2012). Photo – Greg Hart. Below: A Cato Ridge bound Type 5M2A set from Durban winds its way through the Shongweni / Cliffdale area (16th June 2012). It is such a pity that personal security and safety considerations make opportunities to photograph the main line in and out of Durban to Cato Ridge too risky and best left alone. Photo – Charles Baker.
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Above: The Boland Blitz on a very rare occasion when the set was unable to proceed to Cape Town due to a fallen tree that damaged the catenary (27th November 2015). Photo – Wayne Nauschutz). Below: Train No. 1040 at Delville Wood (28th January 2011). Photo – Charles Baker.
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Above: A Type 5M2A set, Train No. 0741 (Set S8), is Durban bound from Kelso and about to make a stop at Umbilo. Below: A Type 10M5 set, Train No. 0043 (Set M3), is Durban bound from Pinetown and about to make a stop at Umbilo Station. Photos – Charles Baker (16th June 2012).
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Above & Below: A SPAD (signal passed at danger) infringement was the cause of this collision between two Type 10M5 Metrorail sets just north of Durban Station. Thankfully there were no injuries. Photos taken from the Argyle Road Bridge (8th February 2012). Photos – Charles Baker.
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Electric Motive Power Photo Gallery Above: Class 8E centre cab electric shunting locomotive, E8082, looking good in her refreshed South African Railway red & whisker livery under a stormy sky at Bayhead (28th October 2011). Below: Class 18E locomotives, 18-238 / 18-224 / 18-520, are outward bound from Durban with loaded CFR type wagons. The train is pictured here as it begins the very twisty climb up and out of Balgowan in the KwaZulu Natal Midlands (3rd July 2012). Photos – Charles Baker.
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Above: Cedara Station and 18-209 has just completed the climb up through Cedara Tunnel with this Johannesburg bound tanker train (25th November 2011). Below: 18-415 & 18-410 leaving the PRASA yard just north of Durban Station (26th February 2012). Photos – Charles Baker.
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Above: Class 6E1 locomotives, E1374 & E1382, at the PRASA yard just north of Durban Station (20th May 2012). Below: Class 18E, 18-636, is in charge of this Durban bound grain train as it rolls down through Boughton in Pietermaritzburg (29th May 2012). Photos – Charles Baker.
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Above: 18-830 & 18-785, at the northern side of Kroonstad Station with a load bound for the Welkom branch (29th December 2015). Photo Jacque Wepener. Below: 18-311 unravels from the top of Boughton, with refrigerated containers (5th July 2012). Photo – Charles Baker.
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Above: Class 18E, 18-333, heads empty CAR Wagons from Cato Ridge through Camperdown Station (3rd February 2011). Below: Class 8E locomotives in their SAR red & whisker livery (E8051) shunting STJ (Timber) Wagons at Bayhead (4th March 2011). Photos – Charles Baker.
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Above: Class 6E1s, E1411 & E1448, head a very late running Port Elizabeth passenger out of Kroonstad. Below: Class 6E1s, E1411 & E1448 head a very late running Port Elizabeth passenger past the semaphores at Rooiwal. Photos – Aidan McCarthy (9th January 2016).
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Above: A rare Class 6E / 6E1 combination, E1200 & E1583, with a container train just south of Heuningspruit (16th December 2009). Below: Class 6E1, E1417, with a southbound “Algoa” from Johannesburg to Port Elizabeth at Rooiwal Station (20th July 2010). Photos – Eugene Armer.
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Above: PRASA 18-434 & 18-435 head the "Algoa" from Port Elizabeth past the semaphores at the south end of Rooiwal Station (3rd January 2015). Photo – Eugene Armer. Below: Class 7E2 E7161 & Class 7E E7048 at Swartkops Diesel Depot (12th December 2015). Photo – Noel Welch.
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Above: Class 6E, E1173, leads the Trans Karoo through De Grendel Station towards Cape Town (10th May 2004). Below: Class 6Es, E1222, E1162 & E1221, haul a dead Class 34 through Klapmuts with the afternoon freight out of Bellville (17th May 2004). Photos – Fanie Kleynhans.
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Above: Class 6E1s, E1813 & E1816, lead a Cape Town bound Trans Karoo through Parow - note the steam heater in SAR livery (24th May 2004). Below: Class 6E, E1206, leads a grain train out of Bellville through Brackenfell in the afternoon (25th May 2004). Photos – Fanie Kleynhans.
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Above: Class 18Es, 18-414 & 18-430, on the Trans Karoo from Cape Town approaching Krugersdorp station (20th June 2015). Photo – Eugene Armer. Below: E1659, one of the few Class 6E1s to get the purple Shosholoza Meyl livery (5th November 2010). Photo – Charles Baker.
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Above: In recent years (certainly since 2009) E1147 has been the only Class 6E to have worked a train into Durban. E1147 is pictured here in Durban after arriving with the Shongololo Express tour train from Johannesburg (2nd July 2012). Photo – Greg Hart. 37
Above: 18-311 climbs away from Lions River towards Tweedie with Durban bound refrigerated containers (5th July 2012). Photo – Greg Hart. Below: A single class 7E hauls a Cape Town bound container train through Witput (11th August 2009). Photo – James Attwell.
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Above: The Trans Karoo shortly after passing De Wet headed by Class 6E1 E1468 (6th June 2015). Photo – Wayne Nauschutz. Below: A brand new Class 18E Series 2, 18-664 at Cedara Station early on a very chilly winter morning (2nd July 2011). Photo – Charles Baker.
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Diesel Motive Power Photo Gallery Above: Four Class 34 GEs (34-493, 34-456, 34-121, 34-056) leaving Zeerust westbound to Mahikeng (spelling changed again) with a block load of 50 container wagons, after crossing an eastbound train of Botswana Railways salt wagons (visible above the 4th unit). Below: A set of five Class 34s led by 34-414, on an eastbound train of Botswana Railways salt wagons near Swartruggens, a few minutes before sunset. Photos – Eugene Armer (22nd November 2015).
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Above: Class 34, 34-493, heads a container train through Lucerne siding on its way to Mahikeng. Below: Botswana Railways GMs (Canada) GT22LC-2, BD 231 & BD 228, depart Mahikeng with soda ash empties for Sua Pan in Botswana. Photos – Eugene Armer (22nd November 2015).
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Above: Class 34, 34-028, and a Kroonstad to Sasolburg local freight, just north of Greenlands (15th February 2015). Photo – Eugene Armer. Below: Class 34s 34-092 & 34-925 and a car train approaching Springfontein near Bloemfontein (31st December 2015). Photo – Aidan McCarthy.
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Above: Class 34s, 34-116 & 34-509, bring a load of containers towards Trompsburg near Bloemfontein under stormy skies (29th December 2015). Below: 34-913 heads four Class 34s on a heavy cement train towards Trompsburg (30th December 2015). Photos – Aidan McCarthy.
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Above: Class 34, 34-092, with a car train approaches Springfontein near Bloemfontein (31st December 2015). Photo – Aidan McCarthy. Below: North of Koppies, Class 34s, 34-453 & 417, working a mixed freight from Kroonstad to Sasolburg (3rd January 2015). Photo – Eugene Armer.
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Above: A return working of the Bothaville pick-up at Rooiblom / Ancona (15th August 2013). Below: Class 34 (400), 34-409, at Rooiblom with a Wesselsbron working returning to Kroonstad (12th September 2013). Photos – Jacque Wepener.
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Above: Class 34 (400), 34-499, with the Wesselsbron pick-up return working at Rooiblom / Ancona (30th July 2015). Below: Class 34, 34-043, with the Sebenza Weed Chem spray train from Vierfontein, heading to Welkom at Rooiblom (27th March 2011). Photos – Jacque Wepener.
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Above: The Allanridge silos are on the horizon and 34-499 is heading to Willemsrus with a load of empties (2nd May 2011). Photo – Jacque Wepener. Below: Class 34s, 34-045 / 037, ready to depart for Port Elizabeth with a load of cement (22nd December 2015). Photo – Noel Welch.
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Above: Class 35 (400), 35-404, leads a long train through Brackenfell towards the Bellville yard. Below: Three Class 35 locomotives in their orange Spoornet livery run light through Brackenfell with 35-046 at the back. Photos – Fanie Kleynhans (25th May 2004).
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Above: Smoke is pouring out of these two Class 33s as they start to climb the grade up from the Gouritz river towards Cooper with 33-509 leading. Below: Class 33, 33-509, leads a Worcester to Voorbaai freight through Cooper in the early morning. Photos – Fanie Kleynhans (2nd June 2004).
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Above: Consecutive Class 35s, 35-016 & 35-015 lead a Worcester to Voorbaai freight across the Gouritz river in the afternoon (2nd June 2004). Below: Class 36, 36-024 leads a short freight through Parow towards the Bellville yard (29th April 2004). Photos – Fanie Kleynhans.
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Above: Class 36 (200), 36-235, at Bayhead while turning a Plasserail works train consist (ballast cleaning) (2nd July 2012). Photo – Greg Hart. Below: Class 34, 34-057, works the Orange Express between Kimberley and Bloemfontein (12th August 2009). Photo James Lee Attwell.
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Above: Class 34, 34-063, with a cement train has just crossed the Orange Express at De Brug, along the Bloemfontein to Kimberley mainline. Below: Class 34, 34-064, hauls a works train along the Bloemfontein to Kimberley mainline. Photos – James Lee Attwell (12th August 2009).
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Above: Four Class 39s are hard at work along the Belfast to Lydenburg line with a mixed train, seen here just outside Dullstroom. Below: The same train as above crosses over the Lunsklip River as it approaches Santa siding. Photos – James Lee Attwell (6th December 2013).
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Above: Four Class 39 locomotives hard at work along the Belfast to Lydenburg line with a mixed train. Below: Four light Class 38 locomotives (under diesel power) head towards Witbank. Photos – James Lee Attwell (6th December 2013).
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Above: Class 35, 35-485, waiting in Moorreesburg for another train to clear the line before proceeding to the PPC factory in De Hoek (25th March 2014). Below: Class 35, 35-019, coupling up to 35-029 after it had failed earlier that week (1st March 2014). Photos – Wayne Nauschutz.
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Steam Motive Power Photo Gallery Pages 56 / 57 / 58: A selection of photographs of Ceres Rail Company’s (CRC) oil burning Class 19D, No. 3321, between Ceres and Wolseley (26th December 2015). Photos – Aidan McCarthy.
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Above: Oil burning Class 19D, No. 3321, on a CRC run to Wolseley (2nd January 2016). Below: Saiccor No. 3, ex SAR Class 19D, No. 2767, after having her fire cleaned two days before the end of steam workings on the KZN South Coast (2nd August 2015). Photos – Wayne Nauschutz.
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Above: Saiccor No. 1, ex South African Railway Class 19D, No. 2697, working down the bottom end of the Timber Exchange Yard (2nd July 2012). Photo – Greg Hart. Below: Umgeni Steam Railway’s Class 3BR, No. 1486, at Kloof Station (14th March 2010). Photo – Charles Baker.
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Above: Saiccor No. 2, ex SAR Class 19D No. 2633, about to leave the Timber Exchange Yard at Umkomaas on the KwaZulu Natal South Coast (18th February 2015). Photo – Charles Baker. 61
The National Collection By John Middleton - It has only taken some 40 years but in mid-November 2015, Transnet and the SA Heritage Resources Agency (SAHRA) finally agreed on a list of 65 locomotives, which are now protected under South Africa’s national heritage legislation. In parallel with this, Transnet Heritage has taken over all nine roads of the former Bloemfontein steam depot, which will become a new “large engine” railway museum. The existing museum at George will remain open, but many of the larger locomotives are unable to reach it due to weight / axle load restrictions, nor could they ever be used in the George area. Several locomotives have already been moved to Bloemfontein and others are following, including some from storage locations such as Krugersdorp (Millsite) depot. The locomotives saved include some of the most important surviving relics such as Class 5B CGR Pacific of 1904 and the “Red Devil” Class 26. Modern traction is not forgotten and includes the first SAR electric locomotive E1 of 1923 and 6E1 E1525, which holds the world narrow gauge speed record of 245 km/h, the latter locomotive is still in use with Transnet Engineering’s research facility for test purposes. Additional diesel and electric locomotives will be added in due course and the most recent addition is 14-101, the first dual-voltage locomotive built in South Africa and only dating from 1994. The selection of rolling stock in particular is not complete and will be added to as well, such as the first ballast tamper built in South Africa in 1964, which has recently been moved from Millsite to George for restoration. Transnet Heritage have an agreement with Transnet’s Bloemfontein Workshops to start cosmetic restoration of the locomotives arriving there.
Above: Two of the locomotives saved for future generations, 16D 860 (currently stored at Bloemfontein and in the National Collection) and 16DA 879 (currently operating with Atlantic Rail and now on a permanent Loan Arrangement) charge out of Battery towards Magaliesburg with the Cape Mountaineer 2 rail tour on the 6th June 1992. Photo – John Middleton. 62
The current complete list of National Collection locomotives and rolling stock now registered as “Heritage Assets” by SAHRA follows, but it should be noted that additional locomotives may still be added. LOCOMOTIVES Gauge: 4’8½” Unclass Unclass
0-4-2WT 0-4-0WT
BLACKIE NATAL
Cape Town Station Durban Station
Unclass Unclass Unclass
0-4-0WT 0-4-0ST 0-6-0ST
ZASM 1 STORMBERG PIETERSBURG
Railway Museum: George Railway Museum: George Pietersburg Station
A B B B G H2 1 3BR 4AR 5B 5R 6A 6J 7A 7BS 8D 10BR 11 12 14CRB 14R 15A 15AR 15CA 15E 15F 16B 16D 16DA 16E 19C 19D 23 24 25NC 25C 26 GB GDA
4-8-2T 0-6-4T 0-6-4T 0-6-4T 4-8-2T 4-8-2T 4-8-0 4-8-2 4-8-2 4-6-2 4-6-2 4-6-0 4-6-0 4-8-0 4-8-0 4-8-0 4-6-2 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 4-6-2 4-6-2 4-6-2 4-6-2 4-8-2 4-8-2 4-8-2 2-8-4 4-8-4 4-8-4 4-8-4 2-6-2+2-6-2 2-6-2+2-6-2
103 ZASM 61 ZASM 230 ZASM 242 221 330 1247 1474 1555 723 781 462 645 1007 1056 1200 750 932* 2111 2010 1718 1791 1850 2802 2878 2994 805 860 876 857 2439 3323 3300 3668 3410 3511 3450 2166 2257
Railway Museum: George Railway Museum: George Bloemfontein Loco Depot (stored) Pretoria Station Railway Museum: George Railway Museum: George Krugersdorp: Millsite Loco Depot (stored) Krugersdorp: Millsite Loco Depot (stored) Krugersdorp: Millsite Loco Depot (stored) Krugersdorp: Millsite Loco Depot (stored) Krugersdorp: Millsite Loco Depot (stored) Kimberley: Big Hole Museum Railway Museum: George Railway Museum: George Railway Museum: George Cape Town: Salt River Workshops Roodepoort Station Bloemfontein Loco Depot (stored) Krugersdorp: Millsite Loco Depot (stored) Ashton: Town Centre Bloemfontein Loco Depot (stored) Krugersdorp: Millsite Loco Depot (stored) Bloemfontein Loco Depot (stored) Esselen Park – Transnet Railway College Bloemfontein Loco Depot (stored) Worcester: Kleinplasie Museum Railway Museum: George Cape Town: Epping (CW Rly Preservation Trust) Bloemfontein Loco Depot (stored) Bloemfontein Loco Depot (stored) Railway Museum: George George: Loco Shed (stored) Bloemfontein Loco Depot (stored) Railway Museum: George Bloemfontein Loco Depot (stored) Kimberley: Beaconsfield Loco Depot Cape Town: Monument Station Railway Museum: George Grahamstown Station
Gauge: 3’6”
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GE GEA GF GL GMAM GO S1 S2 31 32 1E 3E 4E 5E 5E1 6E 14E ES
2-8-2+2-8-2 4-8-2+2-8-4 4-6-2+2-6-4 4-8-2+2-8-4 4-8-2+2-8-4 4-8-2+2-8-4 0-8-0 0-8-0 Bo-BoDE 1Co-Co1DE Bo-BoE Co-CoE 1Co-Co1E Bo-BoE Bo-BoE Bo-BoE Bo-BoE Bo-BoE
2260 4023 2401 2351 4070 2575 375 3706 31-007 32-029 E1 E201 E258 E259 E615 E1525 14-101 E511
Krugersdorp: Millsite Loco Depot (stored) Railway Museum: George Railway Museum: George Railway Museum: George Railway Museum: George Railway Museum: George Krugersdorp: Millsite Loco Depot (stored) Railway Museum: George Bloemfontein Loco Depot (stored) Railway Museum: George Krugersdorp: Millsite Loco Depot (stored) Bloemfontein Loco Depot (stored) Bloemfontein Loco Depot (stored) Bloemfontein Loco Depot (stored) Bloemfontein Loco Depot (stored) Koedoespoort Works (still in traffic **) Bloemfontein Loco Depot (stored) Krugersdorp: Millsite Loco Depot (stored)
* Official records show 933 in error, as at some point the loco was marked as 933 in error. Gauge: 2’0” NG15 NGG16 91
2-8-2 122 2-6-2+2-6-2 131 Bo-BoDE 91-001
Railway Museum: George Port Elizabeth: Humewood (stored) Railway Museum: George
Note: BLACKIE, NATAL and ZASM 242 are owned by PRASA. These and ZASM 1 were already classified as National Monuments under earlier legislation. Several enthusiasts both in South Africa and overseas advised SAHRA on the list and in their view Transnet Heritage have got the best possible outcome under the circumstances, which involved a lot of juggling with the budget available. In particular, the costs of movement (in many cases by road) is high, especially for the larger Garratt locomotives. In addition, new long term Loan Agreements are being finalised with the various clubs for a further 30-35 Transnet locos currently on “lease-lend” arrangements, which will secure their long-term preservation and allow their use for rail tours on the national network. In conjunction with finalization of the National Collection, Transnet now wants to find a way to divest its responsibilities over its other remaining stored steam locomotives (totalling about 115), either for sale, preservation or scrap. The reality is that many are likely to go for scrap and in early December a first list of 38 steam locomotives for disposal was released. These 38 are mostly those in worst condition, and were already mostly earmarked for scrap. It is expected that the second batch to be announced may well include locomotives such as Condenser 25 class 3451 and classes not represented in the new National Collection such as S, 15BR and GM Garratt plus others in almost serviceable condition. However, if no interest is forthcoming from preservationists, they will face the cutter’s torch. It should be noted that despite rumours to the contrary, none of the first list of 38 are unique and with a couple of exceptions, none are of any great historical significance. It seems the intention of Transnet is to offer these for sale by auction in February 2016. This has understandably caused much debate both within South Africa and internationally, but really should be considered in the context of the success in finalizing the National Collection. The first list of 38 is as follows; Germiston Kroonstad Bloemfontein Queenstown
15F (1) 15F (2) 6B (1); 11(1); 15F (1); 25NC (1); GMAM (2) 4AR (1); 14CRB (1); 15AR (5); 15BR (1); 16CR (1); 19AR (1); 24 (1) 64
Klipplaat Voorbaai Epping Worcester Witbank
15AR (1) NRZ 14A (1); NRZ 16A (1); 24 (4) 15F (1); 15A (1) 15F (1); 25NC (2) 7A (1); H2 (1); 19A (1); GEA (1); GM (1); Industrial G (1)
Many of these locomotives are heavily stripped and are little more than derelict hulks. The most important loco listed is 15A 1970, but it is believed that there are serious offers for its preservation and because of Transnet procurement rules, some locos only appear on these lists as a mechanism to facilitate their sale to Clubs. Appearance on the disposal list does not automatically mean scrapping, although for many, sadly scrapping is likely. It is understood from sources within Transnet that a second list is likely to be issued shortly, which will likely include locomotives of greater importance. These are generally those in better condition, of greater historical significance and therefore far better private preservation candidates. While no enthusiast likes to see locomotives scrapped, adding the new National Collection, Loan Agreement locomotives, plus privately owned locos and likely purchases from the second list mentioned above it would mean over 150 steam locos saved, which for an African country (or any country outside Europe, Australasia or North America) is a very large number! The Federation of Heritage Railways of South Africa (Fedrail) is encouraging preservationists both in South Africa and abroad to save certain engines, and is preparing a list of those considered the most worthy of preservation, which will be from later announcements rather than the first 38. Spokesman Dave Richardson said: “With the exchange rate of South African Rand (R24:£1 or R16:$1) the money required will be minimal. There is no reason why foreigners cannot bid for these locomotives and Fedrail will assist with the process.” Mr. Richardson can be contacted by email at dave@fedrailsa.co.za
Above: 1896 built 7A 1007 and the vintage train near Goukamma with a Steam & Safari’s special bound for George on 23rd August 1996. Photo – John Middleton. 65
Veld to Berg Steam Photo Tour Passionate about Photography and Steam Trains
Three friends, all avid photographers, were sitting enjoying a cold beer after a full day of photographing the narrow gauge steam action at Sandstone Estates. The subject of the lack of recent steam photo tours in South Africa became a topic of discussion. This led to the decision to look into the possibility of organising such a tour, particularly with our combined knowledge and experience in the field. It was also felt that this would be a sustainable way of helping with funding for the beleaguered steam preservation fraternity in South Africa. As a result we are happy to present our inaugural tour, and introduce ourselves; David Benn (FPSSA), a psychiatrist practicing in Johannesburg. He donates time to arranging steam photo opportunities, mainly with Friends of the Rail, the Pretoria based preservation group that runs trains to Cullinan. Having received his first camera at the age of 16, since 1978 David has amassed an impressive collection of steam images from around the world. In 2002 he was awarded the prestigious Fellowship of the Photographic Society of South Africa, for a 36-slide presentation exclusively of steam engines. David’s work features on Railpictures.Net. Aidan McCarthy, from the IT industry, resident in Johannesburg, is closely linked to the Reefsteamers preservation group, having been their treasurer, but now prefers a greasy overall working on the locos at their depot in the old Germiston steam running sheds. He is an experienced rail photographer and avid rail enthusiast, and has acted as photo co-ordinator on a number of photo charters in South Africa during their heyday. Aidan also publishes extensively on Railpictures.Net. Rod Hering, is a self-employed businessman from Johannesburg, brings knowledge of the travel industry and logistics to the group. He is a passionate wildlife and motorsport photographer in his spare time, and has had images published in numerous publications. As a shareholder in the Pangolin Voyager houseboat on the Chobe River, he has hosted both local and international guests on photo safaris in this iconic wildlife destination. All three have acted as photo co-ordinators at the annual Sandstone Heritage Trust / Sandstone Estates (PTY) LTD event. Our first tour is scheduled to start on the 18th June 2016 and run to the 66
27th June 2016, and will encompass steam operations in Gauteng, on the Cullinan branch line, Sandstone Estates in the Eastern Free State and Creighton in KwaZulu Natal. With extensive knowledge of the local service providers and conditions, the overriding consideration in putting this, our inaugural tour together, was to ensure that the tour delivers on its promise. The team will be auditing each rail service provider, from ensuring operating permits from the Rail Authority, through to specifying the contents of packed breakfasts.
Tour Itinerary The tour will take place from 18th June to the 27th June 2016. These dates were chosen as it is in the middle of the South African winter, making for early morning steam effects like these possible. The days also tend to be crystal clear, as it is before the burning season starts. It is also low season for tourism, enabling us to negotiate favourable rates. Day One: 18th June 2016 Participants will meet at a hotel situated within OR Tambo Airport. At around lunchtime we will travel by coach to Cullinan for late afternoon and night time photography on the branch line, with Friends of the Rails Class 24, 2-8-4 tender locomotive, with a typical short mixed consist until sunset. Night photography at Cullinan Station and dinner at the Cockpit Brewhouse, and overnight in Cullinan. Day Two: 19th June 2016 Early morning photography on the Cullinan branch line, with the Class 24, and the same consist. A packed picnic breakfast will be supplied, and lunch will be for own account in Cullinan, which 67
has many options to suit all tastes and budgets. After lunch we will depart for our overnight accommodation in Fouriesburg. Day Three: 20th June 2016 Will start with pre dawn and early morning photography at Sandstone Estates, between Fouriesburg and Ficksburg, the mecca for narrow gauge steam preservation. Photo locations will be chosen to maximise the scenic splendour of this 26km private rail line on a fully working African farm, along with sessions in the steam sheds while locos are prepared. The collection includes locos from Mozambique, Angola, Rhodesia as well as South Africa. For this day we will have the use of a NG G16 2-6-2+2-6-2 Garratt and a choice of consists. A packed picnic breakfast will be supplied and lunch will be provided by Sandstone Estates. Late afternoon photography with the NG G16 again, and then dinner and overnight at Fouriesburg. Day Four: 21st June 2016 Once again we will spend the day on the Sandstone system. We will have use of their Class NG15 2-8-2 Kalahari, tender locomotive, and a choice of consists. Once again a packed picnic breakfast and farm style lunch provided by Sandstone Estates. During the course of the day there will be time for photographing the extensive transport heritage collection housed on this farm, as well as landscapes. Late afternoon photography with the NG 15 again, and then dinner and overnight at Fouriesburg. Day Five: 22nd June 2016 Early morning silhouette shots with one of the two Lawley 4-4-0 tender locomotives at Sandstone on the line to Grootdraai, with its views across to the Maluti mountains. These little engines were used on the Beira - Umtali leg of the then Rhodesian railways. After breakfast we will depart for our accommodation in Bulwer, situated in the foothills of the Drakensberg Mountains. Alan Paton’s world. Day Six: 23rd June 2016 Early morning photographic return trip from Creighton to Riverside with Eshayamoya Express Class GMAM 4-8-2+2-8-4 Garratt. Once again a packed picnic breakfast will be provided. Lunch will be provided by the Creighton farming community. A repeat return trip from Creighton to Riverside in the late afternoon will be undertaken to maximise photo opportunities with the different position of the sun. We will return to Bulwer for dinner and overnight. Day Seven: 24th June 2016 Early morning photographic return trip from Creighton to Riverside with Eshayamoya Express Class 19D 4-8-2 tender loco. Once again a packed picnic breakfast will be provided. Lunch will be provided by the Creighton farming community. A repeat return trip from Creighton to Riverside in the late afternoon will be undertaken to maximise photo opportunities with the different position of the sun. We will return to Bulwer for dinner and overnight. The town of Creighton is in a spectacular natural setting and should provide for interesting photography other than rail.
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Day Eight: 25th June 2016 After breakfast at our hotel in Bulwer we will depart on our road transfer to Cullinan, with a bit of landscape photography on the way. Lunch will be en-route, and along with dinner in Cullinan it will be for own account. We will overnight in Cullinan. Day Nine: 26th June 2016 After collecting our packed breakfasts we will proceed onto the branch line for early morning photography of Reefsteamers Class 15CA 4-8-2 tender loco with a short passenger consist that was typical of when the town had a passenger service. Lunch at the participant’s choice and cost, and time to tour the diamond mine and other sights in the town. We will repeat the morning trip again in the afternoon with the same loco and consist. Night photography in Cullinan Station. Dinner free choice, and for own account. Day Ten: 27th June 2016 After collecting our packed breakfasts we will proceed onto the branch line for early morning photography of Reefsteamers Class 15CA 4-8-2 tender loco with a short passenger consist. After a farewell lunch in Cullinan, those who are departing will be transferred by coach to OR Tambo Airport in time for the evening departure of international flights. We will be offering additional options for a wildlife photo safari, either on the Pangolin Voyager houseboat, or at a game lodge with a photo hide in a water hole. Keep an eye on our news page for announcements. Notes In Cullinan we have left the choice of lunch and dinners to your individual taste and budget. Typically a light lunch will cost about GBP 15.00. A three-course dinner will be on average GBP 40. A good South African bottle of wine GBP 10 to 15. Beers, under 1 Pound. Bulwer has a couple of pubs and restaurants, but we have elected to have the hotel cater for us. Creighton has no real pubs or restaurants or hotel, therefore we are relying on the hotel in Bulwer where we are staying for catering.
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Prices (Terms & Conditions) SADC Residents R39,950.00 inc. GBP 2350.00 Euro 3110.00 This price includes all lodging, and all meals, except for where indicated in the itinerary. Where there are multiple options of restaurants we have given guests the freedom to choose according to their own taste and budget. All transport is on an air-conditioned tour bus. Travel on the trains as per the itinerary, and access to all the photo opportunities. The services of three experienced photo hosts with extensive local knowledge to provide tuition and advice. Excluded are items of a personal nature, gratuities, alcohol and refreshments. To secure your booking, the organisers require a 50% deposit. In order for the tour to proceed we require 20 participants who have paid deposits. The decision date will be the 31st March 2016. Should the tour not proceed, all deposits will be returned on the 4th April 2016, without deduction. Once the decision is made to proceed with the tour the remaining 50% balance will be due and payable. Should a participant have to cancel due to unforeseen circumstances prior to 18th May 2016, a refund of 50% of any payments made will be given. Cancellation after 18th May 2016 will regretfully not be subject to a refund. There will be a maximum of 40 participants, to ensure adequate space at photo opportunities and for the hosts to provide personal attention.
For more information and further enquiries on the inaugural Veld to Berg Steam Photo Tour please visit www.veldtobergsteamphototours.co.za and navigate to the “Interested?� page where an online form exists for the purposes of contacting the organisers. 70
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