South African Railways Illustrated Volume 8
March 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 Mark Berry
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 Dave Gallop Charles Baker Aidan McCarthy Dave Richardson
Front Cover Photo. Metrorail provides commuter passenger service on the branch line from Springs to Nigel. A Type 5M2A motor coach leads its short 4-car train No. 1065 out of Nigel, passing the still operational semaphore home signal. This is one of the few remaining locations where Metrorail trains can be photographed alongside semaphore signals (20th June 2009). Photo – Eugene Armer. Inside Front Cover Photo. Between Koster and Boons, a giant Eucalyptus tree towers over Class 34s, 34-123 & 34-019, heading east to Krugersdorp with a freight (mostly containers) from Mafikeng (6th March 2010). Photo – Eugene Armer. Inside Back Cover Photo. Kroonstad based GE Class 34 (400) # 34-406 speeds along the Free State main line near Geneva, between Hennenman and Kroonstad, with the 16-car Phelophepa Health Care Train (14th March 2009). Photo – Eugene Armer. Back Cover Photo. The sun has just set as a quartet of Class 19Es on a 100-wagon train of coal empties gets the green light at Hamelfontein junction near Davel in Mpumalanga, heading west towards the Witbank coalfields. This is where the non-electrified branch line to Bethal branches off from the coal line. Photo – Eugene Armer (22nd April 2013). 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 8 Page 5.
Editor’s Comment
Page 6.
Steam Power on the South African Railways (Part 6)
Page 12.
Featured Station Layout Diagram – Hilton
Page 14.
Bethlehem Station / SAR Signage
Page 15.
B-2 Wagon & V-8 Guards Van
Page 16.
Wrong Road Shunt Signal
Page 17.
Water Tank – Bloemfontein Locomotive Depot
Page 18.
Metrorail Photo Gallery
Page 26.
Electric Motive Power Photo Gallery
Page 42.
Diesel Motive Power Photo Gallery
Page 54.
Steam Motive Power Photo Gallery
Page 60.
National Collection – Further Update
Page 62.
Mooi River Station Building (Snow - August 2012)
Page 64.
FEDRAIL moves into action
© 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 Its very encouraging to see from the stats available to me that the online readership of South African Railways Illustrated is growing all the time, both within South Africa and from around the world. I think it’s safe to say, that there is a definite interest, not only for the wonderful history of the railway in South Africa, but also on the preservation front, as well as the current situation in terms of modern day traction power and regular train workings within the country, both passenger and freight. Speaking of regular train workings, Rovos Rail have acquired the entire Shongololo Express tour train and we can expect to see the 19-coach set in the stunning Rovos Rail “green & cream” livery soon. It is believed that an additional dining car and an observation car will be added to the set. I’m convinced that the new look “three-star” train will be very successful and popular with Rovos Rail and wish them every success with their new train in the future. Visit the Rovos Rail website for more information. A big thankyou to Eugene Armer who supplied the four wonderful photos appearing on the inner and outer covers of this issue! Our regular photographers have ensured that the various photo galleries are well stocked yet again. Fanie, Greg, Eugene, Aidan, Dave, Noel, James, Wayne, Mark, John and Jacque – thanks so much as always! We unfortunately come to the final instalment of Les Pivnic’s “Steam Power on the South African Railways” series of historical articles in this issue. I’m hoping however, that I’m going to be able to persuade Les to look to his (what I imagine to be) vast archive collection for more contributions to SARI in the future – fingers crossed. John Middleton has had his ear to the ground once again and managed to give us an unofficial update on the current status of the National Collection and the moving of some of the locomotives by road to Bloemfontein. Lastly, Dave Richardson gives us a very informative and interesting introduction into the newly formed FEDRAIL SA. 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 Six – September 1968) The first and only 2-8-4 type locomotive on the S.A.R., classified 24, was introduced during 1948/49. These locomotives were intended for service in South West Africa on light 40¼ lb rail. A hundred Class 24 locomotives were supplied to Dr. Loubser’s design by the North British Locomotive Co.
Above: The Class 24 – a very useful locomotive. The 24s have a “Van Der Bilt” type tender on “Buckeye” bogies. This tender is similar but smaller than the type fitted to some of the 19D and 19C locomotives. Although as intended 6
most of these engines entered service in S.W.A., a number were in fact utilised on the lighter branch lines of the Republic. The 4-wheeled bogie under the firebox was necessary to stay within axleload limitations. Like so many S.A.R. locomotive types, the 24 was also successful in service. After dieselisation of the S.W.A. System, the 24s thereby released, were immediately put to good use on various branches throughout the Republic. In fact, the Class 24 can be seen on no less than seven out of the nine S.A.R. Systems. The 24s have even assisted with suburban workings out of Port Elizabeth and no doubt they will continue for many years to be a valuable asset to steam power on the S.A.R., particularly the branch line service. Before proceeding any further, mention must be made at this point, of experiments conducted with an oil-fired locomotive on the S.A.R. A Class 14R was used for the trials in 1947/48. The tests were carried out on the Natal north coast line. After the trials and for various factors too numerous to mention here, the idea was dropped. It can be added however, that one major factor against oil-firing, was the prohibitive cost of installations at depots to service the oil-fired locomotives. In any event, the abundant coal supplies available in this country, did not warrant any further investigation into oil-firing.
Above: The Class 14R – one of which was used for the oil-firing tests. 7
In 1952/53 a comparatively small 0-8-0 type shunting locomotive was placed in service. Actually 100 of these locomotives, known as Class S2, were supplied by Fried Krupp of Germany. Due to being very light footed (inclined to slip) the S2s are not popular with the running-staff.
Above: The Class S2 – the light but useful shunter. However, in spite of this, these locomotives are doing very useful work distributed over six Systems, where they are at present employed on lighter shunting duty. They have proved to be particularly suitable for work in the harbour areas and in coaching-stock yards. Although a bigger boiler adding much needed additional weight would appear to be an obvious improvement, the S2s are apparently proving quite useful as they are. Furthermore, the considerable expense involved in modifying and reboilering 100 locomotives, is probably not a practical proposition in this dying age of the steam locomotive. The S2 has a tender similar to the type fitted to the Class 24, except that the coal bunker is cut inwards to improve the crew’s rearward vision in shunting operations. A final point of interest concerning the S2 is its boiler, which is similar to the type fitted to the narrow-gauge Class NG/G 16 garratts. It is a pity such a small boiler was chosen for a standard-gauge locomotive, as it has resulted in a locomotive which although useful is nevertheless confined to lighter shunting duty. The 100 S2s would have been a much greater asset to the S.A.R. had they been capable of heavy shunting duty such as that performed by their S1 sisters. 8
During the period 1953-1955, the S.A.R. placed in service 140 Class 25 locomotives of which 90 were equipped with condensing apparatus. The 50 remaining locomotives were classified 25NC (non-condensing). Prior to ordering the 25s, considerable research was undertaken using a Class 23 as a mobile test-bed. During the test period, various types of firegrate were tried, while a combustion chamber was also fitted to the 23’s standard 3B boiler. All this and other modifications were effected in an effort to design a new boiler which would be more efficient than existing types. At a later stage, the designing staffs of both Henschel and North British were also closely connected with the design of the Class 25.
Above: Massive power for the 3’6” gauge – the Class 25NC. The condensing apparatus was designed and supplied by Henschel, who had considerable experience with this type of equipment. The United States also had “a finger in the pie” with the Class 25, as the cast steel locomotive beds were supplied by The General Steel Castings Corporation. Eventually the locomotives supplied by the two builders mentioned and fitted with American cast steel frames arrived in Cape Town. After erection at Salt River they were placed in service on the Cape main line. The 25NCs apart from a few minor teething troubles (which were corrected) proved to be excellent locomotives. However, the picture was not so rosy with the condensing engines. Considerable trouble was experienced right from the start. It was discovered that char was chipping the blades of 9
the turbine in the smokebox, which resulted in the turbine losing its correct state of balance, whereupon it ceased to function correctly. In a condensing locomotive the smokebox turbine is required to create a draught, which would otherwise be non–existent, due to the steam exhaust being led back to the condensing tender, instead of being allowed to escape up the chimney to the atmosphere as in a conventional locomotive. Upon losing their balance the smokebox turbines were apparently disintegrating. Another difficulty encountered was inefficient oil separation from the exhaust steam and condensate. Needless to say the problems were immediately tackled and with the condensing equipment being the root cause of the trouble Henschel sent out their own engineers to assist in curing the ailing 25s. After much toil and sweat the faults were finally rectified, which has resulted in the locomotives giving satisfactory service. Before the difficulties were overcome, serious consideration was at one time actually given to abandoning the condensing equipment altogether, which would have resulted in the 25s being converted to 25NCs.
Above: The condensing Class 25. Both types of Class 25 are equipped throughout with roller bearings: this also includes the coupling and connecting rods. The 25’s boiler is of massive proportions, with a grate area of 70 sq.ft. The boiler pressure is 225lbs. per sq. in., while the cylinders are 24” dia. x 28” stroke which with 5ft. coupled wheels result in a tractive effort at 75% B. P. of 45,360 lbs. 10
The foregoing figures and dimensions apply to both Classes 25 and 25NC. The locomotives are fitted with “Hadfield” reversing engines, and the cabs have a layout which offers the crews additional comfort. The 25NC has a massive tender on two six-wheeled bogies which carries 18 tons of coal and 10,500 gallons of water. The tender of the condensing 25 is even larger, due of course to the condensing equipment. At the time of writing, the 25NCs are employed on passenger and goods trains between Kimberley – De Aar and Beaufort West, while the condensing 25s are utilised on the De Aar – Beaufort West section and also between Kimberley and Hotazel. Prior to electrification, the condensing 25s also worked on the Beaufort West – Touws River section, while the 25NCs also worked between Kimberley and Klerksdorp. Earlier still the 25NCs worked through to Welverdiend, only 60 odd miles from Johannesburg. In the past the 25NCs have also worked to Hotazel and Bloemfontein. A few years ago, a 25NC was experimentally fitted with a “Giesel” ejector to determine its effect on the locomotive’s performance. Apparently the results did not warrant the conversion of any further locomotives. The 25s and 25NCs are today rendering excellent and valuable service, handling the bulk of traffic on the Cape main line between Beaufort West and Kimberley, and also on the Kimberley – Hotazel section. The Class 25 brings to an end this series of articles, which were designed to shed some light on the history of S.A.R. standard steam power. The “iron horse” has truly been one of South Africa’s most faithful servants; let us not forget them in this space-age in which we live today. The Previous five parts of this series have appeared in SARI Volume 3 (October 2015), SARI Volume 4 (November 2015), SARI Volume 5 (December 2015), SARI Volume 6 (January 2016) and SARI Volume 7 (February 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. 11
Featured Station Layout Diagram – Hilton Hilton Station officially came off the Natal Main Line following the installation of the Cedara Tunnels in 1960. Greg Hart’s drawing above is from the original station layout drawing of the 11th February 1963. Supporting Photos - courtesy Greg Hart (2010). Page 12 (Top): The original corrugated iron station building, which now houses a small museum. Page 12 (Below): Looking towards the Pietermaritzburg end, the overheads having been removed around 2000. The section down to Boughton was abandoned after the floods and washaway at Sweetwaters in 1987. Page 13 (Top): The semaphore signals which were disconnected in 1992. Page 13 (Below): The Hilton Station lever frame now an exhibit in the little museum. 12
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Bethlehem Station Beautiful Bethlehem Station (27th December 2010). Photo – Charles Baker.
Typical SAR / SAS14 Station Signage Platforms 2 & 3 at Bethlehem Station (27th December 2010). Photo – Charles Baker.
Type B-2 Wagon (Coal) Very rarely seen now, at Merrivale Station (13th April 2012). Photo – Charles Baker.
15 Type V-8 Guards Van (90-038 975) The last of her type seen in Durban (24th October 2010). Photo – Charles Baker.
16 1930s Wrong Road Shunt Signal This one displayed at Danskraal Locomotive Depot. Photo – Charles Baker.
17 Bloemfontein Loco Water Tank Seen at Bloemfontein Locomotive Depot (28th December 2010). Photo – Charles Baker.
Metrorail Photo Gallery Above & Below: The large PRASA / Metrorail Yard/s just north of Durban Station. The platform portals of the station can be seen towards the top left of the photo. One of the Blue Train sets is staged on the Catering / Laundry Platform (Above - just left of centre), having arrived in Durban at about 4am in the morning headed by two (brand new at the time) red TFR liveried Class 18E Series 2 locomotives, 18-770 and 18-767 (28th January 2014). Opposite Page: Train No. 1041 (Set M6) is about to pass under the Congella Road steel bridge on its way to Durban on an all stops from Cato Ridge (8th May 2015). Photos – Charles Baker.
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Above: Type 10M5 motor coach heading Train No. 0243 out of Durban and bound for Stanger on the KZN North Coast (12th January 2014). Below: A Type 5M2A set bound for Durban from Kelso crosses the Umkomaas River on the KZN South Coast (17th June 2014). Photos – Charles Baker.
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A Durban bound (from Cato Ridge) Type 21 10M5 set passing through Congella th (6 April 2013). Photo – Charles Baker.
A newly refurbished Type 5M2A motor coach heads Train No. 0768 (Set S7) 22 the KZN South Coast (9th February through Congella on its way to Kelso on 2016). Photo – Charles Baker.
Train No. 1072 (Set M10), headed by a 10M5 motor coach in a variation of the blue PRASA "be moved" livery, has just23 left Congella Station and is bound for Cato Ridge (9th February 2016). Photo – Charles Baker.
Above: Set M10, with the blue 10M5 motor coach ready to leave the yard in Durban (11th February 2016). Photo – Greg Hart. Below: Train No. 9015 departs Lawley Station – semaphore signals have recently been decommissioned (30th October 2011). Photo – Aidan McCarthy.
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A Durban bound Type 10M5 set crossing the Amanzimtoti River on the KwaZulu Natal South Coast (12th January 2014). Photo – Charles Baker.
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Electric Motive Power Photo Gallery Above: Class 6E1, E1657 heads a Premier Classe set through Gouda Station (20th November 2015). Below: Class 20Es, 20 031 & 20 032 journey through the extremely beautiful Hex River mountains with the Blue Train (5th February 2016). Photos – Wayne Nauschutz.
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Above: Class 18Es, 18-855 & 18-863 at Bloemhof, heading south with the pick-up (18th January 2016). Below: Four Class 20Es, with 20 077 leading, head north between Bloemhof and Grasslands amid quite a nice thunderstorm (18th January 2016). Photos – Jacque Wepener.
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Above: A southbound container train approaching Makwassie with Class 18E, 18-836 in charge (18th January 2016). Below: The Class 20Es, with 20 077 in charge, departing Makwassie after crossing with the southbound load of containers (18th January 2016). Photos – Jacque Wepener.
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Above: 18-646 and an empty “Python” (65 X CAR Wagons) has just exited Cedara Tunnel after the climb out of Pietermaritzburg (2nd August 2012). Below: 18-502 unravels from the top of Boughton, with a grain train – varied wagon types (30th August 2012). Photos – Greg Hart.
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Above: 18-502 climbing up towards Tweedie with a grain train comprising varied wagon types (30th August 2012). Below: 18-096 heads light units in the section between Cato Ridge (COR) and Camperdown, probably bound for Masons Mill (9th August 2012). Photos – Greg Hart.
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Above: Class 6E1, E1314, with a Durban bound Trans Natal on the top balloon at Boughton in Pietermaritzburg (1st July 2011). Below: Class 18E, 18-650 heads a container train through Mooi River in the KwaZulu Natal Midlands (15th October 2011). Photos – Charles Baker.
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Above: Class 18E, 18-012, is supporting a load of coal behind her as she drops down through Boughton Station (29th April 2012). Below: Class 18E, 18-408, with a Johannesburg bound container train climbs up towards Cedara Tunnel (1st June 2012). Photos – Charles Baker.
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Above: Class 6E1s, E1531 & E1702, leaving Bayhead to return to Wentworth Depot after cutting off their load (25th February 2011). Below: Class 18Es shut down at Glencoe Station after colliding with a car – see cowcatcher on 18-091 (24th December 2010). Photos – Charles Baker.
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Above: Class 6E1, E1440, heads cement wagon empties bound for Durban into Lions River Station (20th November 2010). Below: Early evening and Class 18E, 18-291, heads a Durban bound grain train through Umlaas Road Station (20th February 2011). Photos – Charles Baker.
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Above: Class 18E, 18-030, heads a Durban bound container train through Ladysmith Station. Below: Class 18Es, with 18-619 in charge, passing through Ladysmith Station with a load of coal in CAR Wagons for Cato Ridge. Photos – Charles Baker (19th February 2011).
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Above: Crossing trains at Lions River Station. 18-524 is outward bound from Durban with empty grain wagons (18th January 2011). Below: Heavy rain as Class 6E1, E1506, passes through Lions River Station with a load of blast furnace coal (16th October 2010). Photos – Charles Baker.
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Above: In the now pouring rain at Lions River Station, 18-157 is Durban bound with tanker wagons (16th October 2010). Below: Class 6E1s, E1625 & E1490, departing Bayhead with empties for Simuma on the KZN South Coast (18th February 2011). Photos – Charles Baker.
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Above: An empty car train headed by 18-175 is passing through the remains of Camperdown Station (14th December 2010). Below: Class 10E, 10 025, being dead hauled through Cato Ridge after a visit to Transnet Engineering in Durban (13th February 2011). Photos – Charles Baker.
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Above: A CTC problem resulted in 18-216 and this container train having to sit and wait just outside Cedara Station (7th November 2010). Below: Class 5E1, E1101 and Class 6E1, E1358, now Class 18E, 18-721 (2012), at Danskraal (5th December 2010). Photos – Charles Baker.
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Above: Class 6E1, E1633 (now Class 18E, 18-811), approaching Redan near Vereeniging with containers. Below: Class 6E1, E1623 (now Class 18E, 18-816), with her Spoornet “striped” livery variant approaching Redan near Vereeniging. Photos – Aidan McCarthy (10th July 2011).
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Above: Class 18E locomotives, headed by 18-826, are north bound with a railway sleeper train just outside Orkney (12th April 2014). Photo – Mark Berry. Below: 18-134 leads five Class 18E locomotives with a heavy coal drag up to Argent (6th March 2011). Photo Aidan McCarthy.
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Diesel Motive Power Photo Gallery Above & Opposite Page: Class 44 Diesel, 44 016. Along with 44 004, 44 007, 44 015 and 44 017 the locomotives were seen at Ogies Station. They are not in revenue earning service as yet, as they are still undergoing their acceptance tests, in this case having their “low speed” loading capabilities verified at one of the mines, as per Philmar du Plessis. Below: Class 44, 44 017. Photos – Dave Gallop (4th February 2016).
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Above: Class 34, 34-082, leads Class 35s, 35-426 & 404, across the Berg River bridge at Moravia (19th March 2014). Below: Class 35s, 35-485 & 066, passing through Rust on a Friday evening with the last dolomite train of the week (21st November 2014). Photos – Wayne Nauschutz.
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Above: Class 35, 35-016, leads the Worcester to Voorbaai freight up the climb at the Gouritz river with the aloes in full bloom (2nd June 2004). Below: Class 35, 35-407, taking a break between shunting duties in the George yard. (3rd June 2004). Photos – Fanie Kleynhans.
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Above: Class 34s, 34-010 and 34-014 head a Rovos Rail set between Groot and Klein-Brakrivier towards Voorbaai (3rd June 2004). Below: The same Rovos Rail set as above with Class 34s, 34010 and 34-014, crossing the Klein-Brakrivier (3rd June 2004). Photos – Fanie Kleynhans.
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Above: 34-010 & 34-014, after uncoupling from the Rovos Rail set in the Voorbaai yard, are returning to the loco shed here. Below: 33-509 & 33-501 lead the Rovos Rail set through Albertinia as the sun is about to set for the day. Photos – Fanie Kleynhans (3rd June 2004).
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Above: Class 34s, 34-064 & 34-045 after uncoupling from the Shongololo Express. Below: North of Springfontein Station, the Shongololo Express waits for authority to proceed to Bloemfontein behind Class 34, 34-045. Photos – Eugene Armer (14th November 2015).
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Above: The Shongololo Express heading towards Bloemfontein with 34-045 between Tierpoort / Bekerfontein (14th November 2015). Photo – Eugene Armer. Below: A Sheltam Class 33 hauls a three coach Kei Rail passenger set towards Umtata (23rd August 2008). Photo James Attwell.
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Above: Sheltam’s Class 33 hauls a three coach Kei Rail passenger set towards Umtata, seen here crossing the Kei River (23rd August 2008). Below: The Phelophepha Health Train has arrived at the once busy junction Modderpoort with 34-052 (12th September 2010). Photos – James Attwell.
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Above: Class 35 locomotives, with 35-279 in charge, head the Phelophepa Health Train out of Modderpoort. Below: The same train as above, Transnet’s Phelophepa Health Train, heading towards Thaba Nchu. Photos – James Attwell (12th October 2010).
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Above: Class 34, 34-123, leads a container train on the heavy pull out of Magaliesburg on the way to Mafikeng (27th May 2012). Photo – Aidan McCarthy. Below: Class 34 (900), 34-918, with a load of containers at Coega Shunting Yard (4th February 2016). Photo – Noel Welch.
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Above: Class 34 (500), initially designated Class 34 (400) ex Iscor, 34-527, at Swartkops Locomotive Depot (4th February 2016). Photo – Noel Welch. Below: Class 36, 36-008, at Swartkops Locomotive Depot (4th February 2016). Photo – Noel Welch.
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Steam Motive Power Photo Gallery Above: Atlantic Rail’s Class 24, No. 3655 strolls down to the ash pit for early morning fire cleaning, with Ken Campbell signalling the all clear and Jan Botha doing fireman duties (4th June 2012). Photo – Wayne Nauschutz. Below (Left): Reefsteamers’ Class 12AR, No 1535, approaching Orient on her way to Magaliesburg (16th July 2014). Photo – Mark Berry.
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Above: Friends Of The Rail’s ex South African Railway Class 15F, No. 3117, at Capital Park (30th May 2009). Below: Friends Of The Rail’s Class 24, ex South African Railway No. 3664, leaving Cullinan with a short mixed train (10th June 2012). Photos – Aidan McCarthy.
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Above: The then running ‘Outeniqua Choo-Tjoe’ is lead by a Class 24 and her short train, after a day run to Mossel Bay (25th August 2008). Photo – James Attwell. Below: Class S2 shunter, No. 3778, at Masons Mill in Pietermaritzburg (16th April 2010). Photo – Charles Baker.
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Above: Ex South African Railways Class GMAM No. 4123 as R.E.G.M. R 11 “VIVIENNE”. Photo – George Knatten / Charles Baker Collection. Below: Class 15F No. 3149, built by north British Locomotive in 1946, at Masons Mill in Pietermaritzburg (16th July 2010). Photo – Charles Baker.
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Above: Class GF No. 2416 at Masons Mill in Pietermaritzburg (16th July 2010). Photo – Charles Baker. Below: Reefsteamers Rail Tour, Class 12AR No. 1535 at Tarlton Siding on her way to Battery (16th July 2014). Photo – Mark Berry.
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Above: Class 19D, No. 3321, working her train through Mitchells Pass (23rd January 2016). Photo – Wayne Nauschutz. Below: Saiccor No. 3, ex SAR Class 19D No. 2767 has officially been donated to the North British Locomotive Preservation Group (26th January 2015). Photo – Charles Baker.
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The National Collection A further update to South African Railways Illustrated – Volume 7 (February 2016). Transnet Heritage (TH) has started to move the long stored National Collection locomotives from Millsite to Bloemfontein, the first to leave was classic CGR Pacific Class 5B No. 723 on the 27th January 2016. It was followed shortly afterwards by 4-8-2 14R Class No. 1759. This latter loco is not in the National Collection, but seems to have been moved in error by the haulage contractor, but we do now seem to have an additional loco for the Bloemfontein museum! The locos are being moved by road, because over the years, most of the axlebox brasses have been stolen, rendering them unsuitable for towing by rail without expensive repairs first. TH have indicated that eleven locos in total are due to be moved in the coming weeks, five in the initial batch, which are: Class Class Class Class Class
4AR ES 1E 1 5B
No. No. E1 No. No.
1555 511 1247 723
These will be followed in the coming weeks by: Class Class Class Class Class Class
3R 5R 12A 15A GE S1
No. No. No. No. No. No.
1474 781 2111 1791 2260 375
This of course does leave some important locos behind, which are likely to be on the second disposal list, possibly to be auctioned in April 2016. These are the ones that FEDRAIL would encourage those with an interest to bid for - these are split into two categories: PRIORITY FOR SAVING All of these were originally A List, but had to be removed because of Transnet budget constraints. Class S
No. 360
The last remaining S Class 0-8-0 shunter (possible buyer interested).
Class 10C
No. 776
No. 772 & No. 776 are the last two remaining 10C Class 4-6-2 (CSAR 1910) – No. 776 is in better condition.
Class 15BR
No. 1979
Only two Class 15BR locos survive (the other is No. 1832 at Queenstown on the first disposal list) (possible buyer interested).
Class 15CB
No. 2060
First of the 15CA/CB series (possible buyer interested). 60
Class 19
No. 1366
First of the 19 series (possible buyer interested).
Class GM
No. 2292
Only two Class GM survive, other one is No. 2304 in poor condition at Witbank (on first disposal list). Priority should be given to No. 2292.
POSSIBLE SAVING Class 10C
No. 772
See above – No. 772 was in industrial service and its original boiler cladding was replaced by a fibreglass industrial boiler insulation.
Class 16DA
No. 870
Other Class 16D & Class 16DA are preserved, but a nice loco.
Class 15CA
No. 2803
The last locomotive in steam at SAR Germiston on the day the shed closed on the 10th February 1992.
Class GCA
No. 2199
There are three Class GCA locomotives remaining. All are at risk, but No. 2621 at Waterval Boven is likely to be in the best condition and may be saved (possible buyer interested in No. 2199).
Above: Class 16E No. 857 in steam three years after withdrawal on the day it steamed itself onto the plinth outside Bloemfontein Station on the 15th September 1975. The material in the tender was ballast painted black! Of course No. 857 was later retrieved and ran in railtour service and is now part of the national collection. Photo – John Middleton. Thanks to John Middleton for the unofficial update/s. 61
Mooi River Station building after fairly heavy snowfalls (9th August 2012). Photo – Greg Hart.
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FEDRAIL moves into action FEDRAIL SA has been formed in order to link and unify the Railway Preservation community in Southern Africa. It also seeks to establish ties with like-minded federations around the world to enhance and promote their achievements to the broader public and to provide a voice for Southern African organisations on the local and international stage. Railway Heritage has the potential to boost tourism revenues and FEDRAIL SA seeks to promote Railway Heritage and operating railways not only as an attractive tourist experience, but one that is important and relevant to future generations. FEDRAIL SA’s objective is to serve its members for the purpose of expanding the sector and supporting the development operators, interest groups and railway associations. FEDRAIL SA will also provide an advisory service to state railway organisations, operators, interest groups and railway associations. It will have a media strategy, publish articles and have co-ordinated gatherings where historical railway information is disseminated. FEDRAIL SA is not a regulatory body. It is a liaison body designed to further the interests of its members in a positive way and to act for them at the highest level. The authorities have clearly indicated that they need a single voice representing the Railway Heritage industry, which has come into being as a result of a creative democratic process. It is not the function of FEDRAIL to dictate to its members, but it will keep them informed of the regulations that they need to comply with as required by regulatory authorities such as the Rail Safety Regulator of South Africa as an example. Since its formation in December 2015 we have opened our membership both locally and internationally with great success. Most of the major operators in South Africa have joined us and we are sure that within the next few months they will all have joined our ranks. We have also had a preliminary meeting with Transnet Freight Rail to discuss matters of mutual interest and there will be some exciting developments to be announced in the near future. From this first meeting and with the quality of our membership it is clear that FEDRAIL has established its credentials and we invite you to join us in these initiatives for the future. Email membership@fedrailsa.com for further information.
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