SARI - Volume 5 (December 2015)

South African Railways Illustrated Volume 5

December 2015

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South African Railways Illustrated Editor / Design & Layout

Charles Baker Email Telephone Cell

Photographers / Contributors

Fanie Kleynhans Greg Hart Lindsay Bridge Peter Micenko James Lee Attwell Jacque Wepener Mark Berry Soul of A Railway

Proof Reader / Copy Typing

Dave Gallop

Advertising / Sponsorship

Charles Baker

sarillustrated@gmail.com

(031) 337-7760 082 923 4868 Joyce Van Der Vyver Les Pivnic Wayne Nauschutz Aidan McCarthy Charles Baker Dave Gallop Noel Welch

Front Cover Photo. TFR's Luxrailer Inspection Trolley K9525020 passing through Lions River Station in the KwaZulu Natal Midlands. Photo – Charles Baker (19th April 2014).

Inside Front Cover Photo. Class 37, 37-090, at Umkomaas on the KwaZulu Natal South Coast. Photo – Charles Baker (7th June 2013).

Inside Back Cover Photo. The first Class 18E into the PRASA blue livery, 18-421, at the yard in Durban. Photo – Charles Baker (14th October 2012).

Back Cover Photo. Class 6E1, E1594, at Empangeni Station. Upgraded / Refurbished to Class 18E Series 2 in 2013, now 18-733. Photo – Charles Baker (19th March 2011).

Special acknowledgement and appreciation to Col. André Kritzinger and the “List of South African Locomotives” on Wikipedia (the free online Encyclopaedia), the preferred SA locomotive reference and research source of SARI.

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Contents – Volume 5 Page 5.

Editor’s Comment

Page 6.

Steam Power on the South African Railways (Part 3)

Page 14.

The Lindsay Bridge Retro Photo Gallery

Page 18.

Featured Station Layout Diagram - Largo

Page 20.

Gautrain & Metrorail Photo Gallery

Page 32.

Sishen / Saldanha Ore Line Photo Gallery

Page 46.

Diesel Motive Power Photo Gallery

Page 56.

Electric Motive Power Photo Gallery

Page 66.

Steam Motive Power Photo Gallery

Page 74.

Impressive new book release……

Page 76.

Riebeeckstad Railway Museum

© 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 Judging by the great feedback that I received following last month’s Preserved Steam Locomotive Special, I must once again begin by thanking everyone that has been involved, not only with last month’s “special” issue, but also with all four issues of South African Railways Illustrated to date.

It’s honestly been a wonderful experience for me putting the content of each issue together from the material submitted by the very enthusiastic and supportive contributors.

The format of South African Railways Illustrated, specifically the photo galleries, changes a bit from this issue. The regional, or area-specific photo galleries, that we’ve done previously, have been replaced with motive power themed photo galleries i.e. Diesel, Electric, Gautrain & Metrorail and Steam.

We kick off this issue once again with the next instalment of Les Pivnic’s Steam Power On The South African Railways. Part Three originally appeared in the June 1968 issue of the SASSAR magazine. Fascinating and insightful reading indeed!

The various photo galleries contain a super assortment of beautiful images from our photographic contributors yet again. Fanie Kleynhans & Joyce Van Der Vyver, together with some help from Aidan McCarthy, have shared some fantastic images from their respective photo collections of the big trains on the Sishen / Saldanha Ore Line.

We welcome Wayne Nauschutz from the Western Cape this month as our newest photo contributor. Wayne has really put forward a great set of photos to open with, and hopefully we can look forward to regular photo contributions from him going forward.

Lastly, thanks to Peter Micenko, Les Pivnic, Charlie Lewis and “Soul of A Railway” for providing and allowing the use of the supporting photos to Greg Hart’s stunningly redrawn featured station layout diagram this month, “Largo Station”.

Enjoy the read everyone!

Charles Baker

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Steam Power on the South African Railways

By H.L. Pivnic A brief study of the evolution of the standard gauge steam power on the South African Railways.

This series of articles originally appeared in the SASSAR Magazine between April 1967 and September 1968.

(Part Three – June 1968) While reference has already been made to the fact that the GH was probably intended for fast passenger working, we come now to a garratt locomotive, which was indeed designed specifically for that work. Known as Class GG, only one of her type was built, and she duly went into service in 1925 on the Cape Town - De Aar section hauling passenger trains, including the crack Union Limited and Union Express. The Class GG, recorded speeds just short of 60 m.p.h., and also hauled a load of 340 tons up the Hex River Pass without the assistance of a banking engine. In spite of the GGs obvious success, her type was not perpetuated, probably due to the operating department’s preference for mixedtraffic locomotives. She was withdrawn and scrapped in 1948.

Above: The Class GK originally supplied by the N.C.C.R. In 1925 when the S.A.R. bought out the New Cape Central Railway, they (the S.A.R.) were also obliged to take over the latter systems two garratts. These two locomotives were 6

given the S.A.R. classification GK. The two GKs, which were originally supplied to the N.C.C.R. by Beyer Peacock in 1922, have both been withdrawn and scrapped.

Between 1925 and 1926 fourteen locomotives of yet another garratt type were placed in service. Classified GD, they originally worked on the Cape Town - Caledon, Pietermaritzburg - Franklin and Natal North Coast sections. The GD was in effect a heavier version of the GC. The GDs have proved quite useful, and are still employed on the Grahamstown - Port Alfred and Grahamstown - Alicedale sections.

Improved locomotives of the Class GC were placed in traffic in 1927 and 1928. Known as Class GCA, these locomotives worked on the Natal South Coast, where they are still utilised mainly for light goods work. They are also used on a branch line from Nelspruit in the Eastern Transvaal. Although most of the GCAs are still working and have indeed rendered extremely useful service, they were, strange as it may seem, not particularly successful locomotives. It has been stated that their cylinders, which were too small, could not make effective use of the steam producing capacity of the boiler. In addition the coupled wheels were also too small, which resulted in broken coupling rods due to excessive speed. While obviously excessive speed was not the locomotives fault, it must be remembered, that on occasion, drivers must try and make up lost time; a task which proved quite difficult with a locomotive such as a GCA with its small coupled wheels.

Above: The magnificent Class GL. 7

During 1927 and 1928, three orders for yet another garratt type were placed and the locomotives placed into service. Totalling no less than 65 locomotives, they were classified GFs. The GFs, which proved to be a highly successful general utility type, have given excellent service, and in fact are still hard at work on various systems of the S.A.R. The GF with a wheel arrangement of 4-6-2 + 2-6-4 enjoyed the advantage of 4ft. 6in. coupled wheels, which made it suitable for passenger as well as goods trains.

Such was the success of garratt type locomotives, that the Railway Board of the day instructed that no non-articulated locomotives were to be ordered unless under special circumstances. Such circumstances were to arise as will be seen later in this series.

Reference has already been made to “milestones” and other important events in the history of the S.A.R. locomotives; however, we come now to what can probably be regarded as one, if not the most glorious hour in S.A.R. locomotive history. The year of this momentous occasion was 1929, and the locomotive was the Class GL. Initially two GLs were placed in service on the Cato Ridge - Durban section. These locomotives were built

by Beyer Peacock to specifications prepared by Col. Collins, closely assisted by the Locomotive Superintendent for Natal, Mr. W. G. Bishop. The engine-units of the GL were in effect the equivalent of two 14th classes.

The GL when built, was and still is the most powerful locomotive in the world on any gauge under 4ft. 8.1/2in. In fact, her tractive effort at 85% boiler pressure exceeded 89,000lbs. and placed her in world class for power irrespective of gauge! The 214-ton GL has a tremendous boiler and firebox with a grate area of no less than 74 sq. ft. Due to their massive proportions the GLs had to first undergo test trips on the section to determine clearances in tunnels etc.

The locomotives were also required to work bunker first in the “up” direction due to difficulties with smoke in the tunnels. Special removable smoke deflecting cowls were fitted over the chimneys, to help with the smoke problem. In addition, special apparatus was also fitted, which pumped clean air into the cab. Initially the GLs handled loads of 1000 tons up to Cato Ridge and 2000 tons down. It has been stated the GLs load was governed not by her capacity, but by the length of the passing loops and sidings. On the success of the first two locomotives an additional six GLs were ordered and placed in service in 1930.

One GL, number 2351, carries the name “Princess Alice”, which was bestowed on the locomotive after it hauled the Royal Train in 1934. After electrification of the Cato Ridge section, the eight GLs were transferred to the Glencoe - Vryheid line, where they are still hard at work. With this latter section also being electrified it has been rumoured that the GLs are finally going to end their days shunting on the new hump yard at Bloemfontein.

In 1929, due to the advent of the Class GL, another type of garratt also entered service virtually unnoticed, this was the Class GDA. The GDA was a modern development of the original Class GD. The new type has bar-frames as opposed to the plate frames of the GD. Five GDAs entered service on the Natal North Coast, where they are still employed mainly around Stanger and Eshowe. They were supplied by the German firm of Linke Hoffmann, and have been proved to be good sturdy locomotives capable of reliable service.

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Chronologically the Class GL has brought us to the year 1930. However to continue our history of S.A.R. locomotives, we must return to the year 1924. It was in this year that Mr. G. E. Titren visited the United States of America to see at first hand, locomotive development in that country. Mr. Titren’s visit resulted in two “experimental” types being ordered and placed in service. The two types, a 4-8-2 mountain and a 4-6-2 pacific, were designed and built by Baldwin and were classified as 15CB and 16D respectively. Two locomotives of each class were ordered. These two types showed a marked advance over any class in service at that time. Running staff were not long in nicknaming the 16D “Big Bertha” and the 15CB “Big Bill”. They were primarily intended for the Johannesburg Cape Town main line; the 16D handling traffic between Johannesburg, Kimberley and Beaufort West, and the 15CB working between the latter station and Cape Town. The 16D and 15CB were not long regarded as “experimental” types, as the Operating Department were more than impressed with these machines.

Above: The Class 16D “Big Bertha”.

A 16D number 860 even created a world record for steam traction in 1925 by hauling the Union Limited (forerunner of the Blue Train) single handed from Johannesburg to Cape Town, a distance of 999 miles. What is more, “Big Bertha” accomplished this feat in 29 hours over the old track and not the modern track linking the two cities today. Number 860s achievement was all the more remarkable, when one stops to consider that she had to replenish her coal supply en route in addition to drawing water. A written report of the record run states that 860 actually wasted time en route, so as not to upset the booked schedule of the Limited! The obvious conclusion then, was that “Big Bertha” was capable 9

of an even greater record run than that which she had actually accomplished. Although “Big Bill� the 15CB did not achieve any world records like its sister, it did nevertheless also prove to be highly successful. In fact, the 15CB due to its suitability as a mixed-traffic locomotive, was to prove to be the more useful of the two types.

On the success of the 15CB an additional ten engines of this type were ordered from Baldwin, and placed in traffic in 1926. The same year also witnessed the arrival of the first of a new 4-8-2 type built to a slightly modified 15CB design. Known as 15CA, these locomotives were supplied by the American Locomotive Company; the North British Locomotive Company, Societa Italiana Ernesto Breda and Baldwin Locomotive Works, totalling by 1930 no less than 84 units. The 15CA has also proved to be a most successful design, having rendered extremely useful service originally on the Cape main line and later, in the O.F.S. In later years they also constituted the backbone of steam power on the Pretoria - WatervalBoven section. The 15CAs have long since become a familiar sight on most sections of the Eastern Transvaal System. More recently, however, a few 15CAs have joined the 15CBs at Greyville in Durban, to work the North and South Coast Lines. Certain improvements and modifications have been effected to both the 15CBs and I5CAs, resulting in locomotives which are still employed on heavy main line work after, in some cases, 40 years service.

Both types have a standardized boiler built by Dr. M. M. Loubser, while their coupled wheels have also been increased from the original 4ft. 9in. to 5ft. With 24in. cylinders in place of the original 23in. ones, the tractive effort is now 42,340 lbs. at 75% of B.P. An additional five I6Ds were also supplied by Baldwins in 1926. The seven locomotives of this type have also given good service, originally on the Cape main line, and later, between Johannesburg and Bloemfontein. All seven 16Ds are at present stationed at Paarden Eiland in Cape Town, where they have been for some considerable time. They were employed on suburban work around Cape Town and also the Wellington service, as well as pick-up goods work. However, electrification has somewhat curtailed their duties, particularly on passenger services.

In 1928, Baldwin and Hohenzollern A.G. supplied 14 pacifics of a slightly modified 16D design. Classified 16DA, these locomotives embodied modifications which were similar to those effected on the Class 15CA. Although not as useful as the 15CAs, the I6DAs have also given stalwart service in the Transvaal and O.F.S. They are still actively employed on suburban work around Bloemfontein and can also be seen working light goods trains on the Free State main line and on the Virginia - Glen Harmony branch. Certain I6DAs employed on suburban work around Bloemfontein are amongst the cleanest and most beautiful kept locomotives on the S.A.R. In 1930 Mr. A. G. Watson introduced an improved 16DA type with a wide firebox, which had a grate area of 60 sq.ft., as opposed to the earlier 16DAs with a grate area of 45 sq.ft.

Six of these locomotives were supplied by Henschel & Sohn of Kassel in Germany. The last locomotive of this improved 16DA design, number 879, was fitted for experimental purposes with Caprotti poppet valve gear, which was driven from a single inside gearbox 10

on the driving axle. Due to the large firebox the steaming capacity of these Watson 16DAs was considerably higher than that of the earlier type, which resulted in these locomotives being employed exclusively on the Union Limited and other express passenger trains on the Kimberley - Johannesburg section.

Number 879 survived with her Caprotti valve gear for just over ten years, after which the locomotive was rebuilt with Walschaert valve motion. These enlarged 16DAs have given very good service, initially on express work on the Cape main line and later, in the O.F.S., also on passenger service including the Orange Express. However, more recently they have been relegated to light goods and shunting work around Bloemfontein. Happily one of these wide firebox 16DAs still survives on passenger service; that being number 875 which is employed on the Allanridge branch in the Free State Goldfields. Both the narrow and wide-firebox 16DAs, as well as the original 16Ds have had their coupled wheels increased to 5ft. 3in. which has resulted in longer mileages between overhaul and lower maintenance costs. Although the 16DAs were essentially passenger locomotives, they have given, and are still giving very useful general service, as already detailed elsewhere in this article.

1n 1926 twenty-one Dubs A Tank locomotives were altered and fitted with tenders, which resulted in the birth of the Class 17. The tenders were found necessary to allow the locomotives to spend longer periods of time in the shunting yards without returning to the depots to replenish their coal supplies. There are no longer any Class 17s in service on the S.A.R., although at least one has survived in private ownership.

Above: The 3 cylindered Class 18.

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December 1927 and January 1928 saw the arrival of the two three cylindered Class 18 locomotives. These massive 2-10-2s were known at the builder’s works in Germany as the “Henschel Giants�. These two big locomotives were intended for the Witbank - Germiston section to haul heavy coal trains, which indeed they did! On one particular trip a Class 18 hauled a load of over 2,000 tons at over 40 miles per hour on certain sections of the line.

However, in spite of these isolated achievements and impressive dimensions, the Class 18s were anything but successful. Most troublesome was the Gresley conjugated valve gear for the inside cylinder. Valve motion components were continually breaking, while trouble was also experienced with the leading pony truck, which resulted in the locomotives being prone to derailment; not a desirable feature of a railway engine! The Class 18s were stabled at Germiston and later in Braamfontein where they just managed to survive World War II. Much to the relief of maintenance staff at Braamfontein, No. 1360 & No. 1361, the two Class 18s, were finally withdrawn from service and scrapped. The two 18th Class tenders (which were not scrapped) have since been suitably modified to work with Class 15CA locomotives.

During 1928/9 fourteen S Class shunting locomotives were placed in service. Supplied by Henschel these locomotives have proved to be highly successful. They were the first locomotives ever designed specifically for shunting duty, which resulted in a wheel arrangement of 0-8-0 and a speed restriction of 25 m.p.h. The S is still a familiar sight, particularly in Braamfontein yards, after 38 years of faithful service. They can also be seen chuffing up and down the yards in Germiston. These locomotives originally had a tractive effort of 45,500 lbs, but due to a low factor of adhesion, the boiler pressure was lowered from 215 lbs to 170 lbs per sq. in., which has resulted in the tractive effort being lowered to 35,890 lbs. The Class S has a very distinctive tender with a strong American flavour in its appearance.

Prior to 1928, Classes 6, 7 and 8 dominated the branch line scene, handling almost all traffic over branch lines with 60 lb. and 45 lb. track. However, in 1928, the first of a family of 4-8-2 branch line locomotives was born on the S.A.R. The first four locomotives supplied by Schwartzkoff were classified 19. These four 19s are still hard at work stationed at Empangeni in Natal. A year later in 1929, 36 similar locomotives were placed in service. Known as Class 19A, they differed from the original 19 in that they had slightly smaller boilers and also 4ft.3in. coupled wheels which were 3in. smaller in diameter than those of the Class 19. The 19As have and are still giving invaluable service, particularly on the smaller branch lines. They are employed at present on the Natal and Cape Eastern Systems, stationed at various depots. A few 19As have been fitted with a standard boiler, resulting in the Class 19AR. At the time of writing two 19ARs have the domeless 19D boiler fitted in place of the normal standard boiler. The 19As were the only locomotives ever supplied to the S.AR. by the Swiss Locomotive Works.

Schwartzkopff supplied fourteen additional 19th Class locomotives in 1930. These engines were classified 19B, and with the exception of an increased leading bogie wheelbase and a slightly modernised cab design, were virtually identical to the original 19th Class. One of the 14 19Bs placed in service, was fitted as an experiment with Caprotti valve gear. This locomotive, No. 1414, worked for a time on suburban service along the reef, and on the Nancefield trains. However, in 1943 Walschaerts valve gear was fitted to No. 1414 at the 12

Uitenhage shops in place of the Caprotti valve motion. Similarly to the 16DA No. 879, No. 1414 also had a single gearbox-drive for the valves on the driving axle. All fourteen 19Bs are still very active, working between Rosmead, Graaff Reinet and Klipplaat on the Cape Midlands System.

Above: Class 19, the first of a famous family.

To be continued in SARI Volume 6 – January 2016.

Soul of A Railway Š

By Les Pivnic and Charlie Lewis Les and Charlie are working together on this project to convey to future generations the essence of a once magnificent transport network in South Africa - the South African Railways or SAR. Introduction https://sites.google.com/site/soulorailway/home/introduction The SAR was divided into nine systems as follows: 1.

2.

3.

4.

5.

6.

7.

8.

9.

Cape Western, based in Cape Town Cape Northern, based in Kimberley Cape Midland, based in Port Elizabeth Cape Eastern, based in East London Orange Free State, based in Bloemfontein Natal, based in Durban Western Transvaal, based in Johannesburg Eastern Transvaal, based in Pretoria South West Africa, based in Windhoek

Charlie is doing systems 1 to 4 while Les is doing systems 5 to 8.

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Lindsay Bridge Retro Photo Gallery

Above: Johannesburg “and beyond”. Below: Class 25C, No. 3496, at Laingsburg with “The 30th Anniversary Blue Train Special” (12th April 1969). Photos – Lindsay Bridge.

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Above: A Type 2M2 suburban set at Doornfontein Station in Johannesburg (25th August 1968).

Below: SAR / SAS road transport service from Nigel Station on the Reef (9th November 1968).

Photos – Lindsay Bridge.

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Above: Class 5E Series 1, No. 305, heading a freight train on the Reef (2nd November 1968).

Below: SAR / SAS road transport bus with trailer on an early morning at Humansdorp in the Eastern Cape, about to depart for Port Elizabeth (28th April 1969). Photos – Lindsay Bridge.

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Above: Number Plate & Maker Plate on Class 23, No. 2567 (12th April 1969). Below: Class 23, No. 2559 “City Of Durban”, at Klerksdorp while working the 1969 Blue Train 30th Anniversary Special. Photos – Lindsay Bridge.

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Featured Station Layout Diagram - Largo Greg Hart’s beautifully redrawn featured station layout diagram (above) for this month is Largo, which is situated on the line east of Springs. A big thankyou to photographer Peter Micenko for allowing the use of three of his beautiful photos from the area around Largo Station to support Greg’s diagram. Thankyou as well to Les Pivnic & Charlie Lewis and “Soul of A Railway”, the original published source of the two photos on the next page. Below: Class 15F, No. 3135 “MATHILDA”, working out of Largo with the Kinross mixed goods (1988 – © Peter Micenko).

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Above: A clean long-tendered Class 15F works a short goods out of Largo passing its 3-post home signal (Late 1970s). Below: Another Class 15F works a short goods of general freight out of Largo at midday (June 1986). Photos Š Peter Micenko and reproduced with permission.

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Gautrain & Metrorail Photo Gallery Above: A Gautrain set passes the Midrand Mosque on the way to Pretoria (27th April 2013).

Photo – Aidan McCarthy. Below: A Gautrain set stopped at Sandton Station a few months after the initial Gautrain service began (11th September 2010). Photo – Charles Baker. Opposite Page: A Gautrain set passing the cooling towers of the Kelvin Power Station on the OR Tambo / Sandton section (25th July 2010). Photo – Aidan McCarthy.

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Above: A Gautrain set at Sandton Station shortly after the initial service began (9th June 2010).

Photo Aidan – McCarthy. Below: A Gautrain “crossing” near Midrand Station (27th April 2013).

Photo – Aidan McCarthy.

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Above: This Type 5M2A motorcoach with her diamond shaped pantograph, slide-down windows and station destination scrolls still intact is a rare sight these days (27th January 2014). Below: A Durban bound Type 5M2A set at Rocky Bay (26th February 2010). Photos – Greg Hart.

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Above: A Cato Ridge bound 5M2A set, Train No. 1062, at Cliffdale Crossing heading straight into the winter afternoon sun (30th July 2012). Below: A Type 5M2A set, Train No. 1056, after arrival at Cato Ridge Station from Durban (30th September 2014). Photos – Greg Hart.

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Above: A Type 5M2A Metrorail set passing through St James in Cape Town (21st December 2010). Below: A Type 5M2A Metrorail set passing Kalk Bay harbour, while a fishing boat gets some attention (21st December 2010). Photos – Aidan McCarthy.

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Above: A Type 5M2A Metrorail set leaving Redan on the way to Vereeniging (21st October 2012). Below: A Type 5M2A Metrorail set passing Kalk Bay harbour in Cape Town (30th December 2014). Photos – Aidan McCarthy.

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Above: A Type 5M2A Metrorail set approaching St James Station in Cape Town (31st December 2012). Photo – Aidan McCarthy. Below: A Type 10M5 set shortly after arrival at Cato Ridge Station in KwaZulu Natal (3rd November 2015). Photo – Greg Hart.

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Above: A newly refurbished Type 5M2A motorcoach arriving at the yard north of Durban Station (30th November 2013). Below: A Type 10M5 set, Train No. 0763 is Durban bound and about to make a stop at Ilfracombe Station on the South Coast (31st July 2013). Photos – Charles Baker.

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Above: Some busy 10M5 Metrorail activity just north of Durban Station (6th July 2013). Below: An eight coach 10M5 set, Train No. 0744, departs Umbilo Station under cloudy skies (10th May 2015). Photos – Charles Baker.

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Above: Running contra flow and with Kirk Falls as the backdrop, this Type 10M5 set, Train No. 1056 / Set M5, is on an all stops journey to Cato Ridge (8th May 2012). Photo – Charles Baker.

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Above: A 10M5 set arriving at Durban Station (4th April 2013). Below: Metrorail’s Emergency Train (MET) in Durban staged under the Argyle Road Bridge – note the additional centre window & headlight fitted in the train number indicator area (3rd March 2013). Photos – Charles Baker.

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Sishen / Saldanha Ore Line Photo Gallery Above: A loaded iron ore train snakes through an S curve as it approaches Loop 7 in the Northern Cape (24th January 2015). Photo – Fanie Kleynhans. Below: Class 15E, 15 034, and Class 43, 43 076, lead an empty ore train north through Elands Bay with the Bobbejaanberg to the right (5th January 2014). Photo – Joyce Van Der Vyver.

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Above: Class 15E, 15 009, is at the back of a loaded train as it exits the tunnel underneath the Bobbejaanberg (5th January 2014). Below: Class 15E, 15 025, with empties crossing E9025 at the back of loaded train at Loop 7 (23rd January 2015). Photos – Joyce Van Der Vyver.

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Above: An empty ore train travels across the barren landscape of the Northern Cape back to Sishen (23rd January 2015). Below: E9025 is at the back of a loaded ore train approaching Loop 6 in the Northern Cape (23rd January 2015). Photos – Joyce Van Der Vyver.

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Above: The sun is about to set as Class 15E, 15 013, leads a loaded ore train through Loop 7 (23rd January 2015). Below: A loaded ore train curves around a shallow cutting with Class 15E, 15 039, bringing up the back (24th January 2015). Photos – Joyce Van der Vyver.

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Above: An empty ore train runs up the grade through a big S curve with Class 15E, 15 063, at the back (24th January 2015). Below: Two Class 15E, 15 028, approaches Loop 8 with an empty ore train behind (25th January 2015). Photos – Joyce Van Der Vyver.

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Above: Class 15E, 15 009, with three Class 34s outside the Salkor Yard at the head-end of a loaded train (20th January 2011). Photo – Fanie Kleynhans. Below: E9023 at the back of a loaded train just after Loop 7 (25th January 2015). Photo – Joyce Van Der Vyver.

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Above: Class 34, 34-927, busy shunting empty ore wagons in the Saldanha harbour (20th January 2011). Below: Class 15E, 15 044, with a Class 34 in SAR red and yellow leads an empty ore train north at Elands Bay (3rd January 2014). Photos – Fanie Kleynhans.

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Above: A loaded and an empty train cross at Loop 1 outside Dwarskersbos. Both trains headed by a Class 15E & Class 43 (5th January 2014). Below: Class 15E, 15 035 leads an empty train up the grade between Loops 7 and 8 (24th January 2015). Photos – Fanie Kleynhans.

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Above: Class 15E, 15 047, waits at the head-end of a loaded ore train in Loop 7 as an empty train passes by (24th January 2015). Below: Class 15Es lead a loaded ore train away from Loop 7 after crossing an empty train moments earlier (25th January 2015). Photos – Fanie Kleynhans.

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Above: Class 15E, 15 025, at the back of a loaded ore train as it enters Loop 2 (22nd September 2014). Photo – Joyce Van Der Vyver.

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Above: The second loco set consisting of a Class 15E and a Class 43 diesel on a loaded ore train approaching Loop 2 (22nd September 2014). Photo Joyce Van Der Vyver.

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Above: E9006 and a Class 34 diesel run light out of the Salkor Yard on a day of very few train workings (30th October 2007). Below: E9019 with a passenger coach and three Class 34s lead an empty train up the grade outside Velddrif (30th October 2007). Photos – Fanie Kleynhans.

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Above: A Class 9E & two Class 34 diesels pull a train through Elands Bay (13th December 2010).

Below: After waiting in the heat, finally a shot of the Class 9E & Class 34 diesels emerging from the tunnel at Elands Bay (14th December 2010). Photos – Aidan McCarthy.

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Above: A friendly wave from the driver of Class 9E, E9003, on an iron ore train near Elands Bay. Below: At this time TFR were running the new 15Es in the middle of the trains as not all drivers had passed out on them. Photos – Aidan McCarthy (13th December 2010).

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Diesel Motive Power Photo Gallery Above: Class 34, 34-020, at Sheldon Station (3rd October 2015). Photo Noel Welch. Below: Class 34 (400), 34-460. Transnet shunts the timber siding at Friedesheim, wood from Natal gets treated and becomes flame retardant for use underground on the mines. Photo – Jacque Wepener. Opposite Page: Ex SAR / TFR Class 33, now No. 112 in the livery of cdn - Corredor de Desenvolvimento do Norte at Maydon Wharf (1st June 2013). Photo – Charles Baker.

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Above: Class 34 (400), 34-499, and the return working from Friedesheim with a now empty timber train heading back to Kroonstad. Photo – Jacque Wepener. Below: Class 34, 34-103, at Rosmead Station (25th October 2015). Photo – Noel Welch.

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Above: Class 34 locomotives, 34-113 & 34-091, at Cradock with a car train (19th October 2015).

Photo – Noel Welch. Below: Class 34, 34-113, being dead hauled through De Aar following a repaint at Kimberley (29th December 2010). Photo – Charles Baker.

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Above: Class 35 (600), 35-621, on shunt duty at Hammarsdale (10th January 2011). Photo – Greg Hart. Below: Class 33 (400), 33-499, shunts the iron ore tipplers at Saldanha (21st December 2009). Photo – Aidan McCarthy.

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Above: Class 33 (400), 33-499, shunts the iron ore tipplers at Saldanha (21st December 2009).

Photo – Aidan McCarthy. Below: Class 35 (400) locomotives, 35-431 & 35-404 climbing towards Nuy with a mixed freight consist (14th April 2015). Photo – Wayne Nauschutz.

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Above: Class 34, 34-101, at Bloemfontein Locomotive Depot (28th December 2010). Below: Sunrise, and Class 37, 37-048, heads the Phelophepa Health Train through Umkomaas on the KZN South Coast to Durban from Port Shepstone (22nd February 2014). Photos – Charles Baker.

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Above: Class 35 (600) locomotives, headed by 35-630, running CAR Wagons through Umlaas Road to Cato Ridge. Below: Class 35 locomotives, headed by 35-671, with empty wagons from Cato Ridge to stage on the loop line at Umlaas Road. Photos – Charles Baker (11th June 2011).

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Above: Class 34 locomotives, 34-098 / 063 / 087, at Bergriver working a coal train from Bellville to Saldanha (11th April 2015). Photo – Wayne Nauschutz. Below: Class 34s leave Magaliesburg with a load of wagons from Botswana (3rd October 2015). Photo – James Lee Attwell.

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Above: At the yard just north of Durban Station, Class 36 (200), 36-232, in her new red TFR livery in between shunt duties for Metrorail (23rd October 2014). Photo – Charles Baker.

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Electric Motive Power Photo Gallery Above: Class 6E1 locomotives, E1511 / E1577 / E1569 / E1401, crossing the Umgababa Bridge and are running light units from Umkomaas to their depot at Wentworth, Durban. E1511 and E1569 have, subsequent to this photo being taken, undergone the Class 18E Series 2 upgrade program and are now reclassified and working as 18-784 and 18-778 respectively (27th February 2012). Photo – Charles Baker. Below: Class 6E1, E1448, heading the Trans Karoo through Heuningspruit Station (15th February 2014). Photo Mark Berry.

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Above & Below: The first of the Class 20E locomotives, 20 026, to be built / assembled locally at Koedoespoort in Pretoria, as seen during a Railway Society of Southern Africa (RSSA) visit on the 13th September 2014. Photos – Mark Berry.

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Above: Class 6E1, E1597, leads the Trans Karoo between Beaufort West and Cape Town (13th December 2009). Photo – Aidan McCarthy. Below: Class 6E1, E1474, is in charge of this Premier Classe set as it passes through Botha (10th July 2015). Photo – Wayne Nauschutz.

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Above: A set of five TFR red liveried Class 18Es headed by 18-605 pass through Umlaas Road with CAR empties (11th April 2013). Photo – Charles Baker. Below: E11032 heading a 200wagon coal train (empties) through Ulundi Station (11th March 2012). Photo – Charles Baker.

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Above: Recently imported (from China) Class 21E locomotives, 21 006 and 21 039, at Ogies Station in Mpumalanga. Below: The same two Class 21E locomotives at Ogies Station from the other end (7th November 2015). Photos – Dave Gallop.

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Above: The Blue Train, with 18-802 / 18-807 in charge, has just crossed the Mkondeni Viaduct and is making her way into Pietermaritzburg (21st September 2014). Photo – Charles Baker.

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Above: RIP Louwtjie Coetzee. PRASA Class 6E1s at Lions River Station E1658 / E1595 / E1318 (18th March 2015). Photo – Greg Hart. Below: Class 18E, 18-192, at the head of this tanker train awaiting a crew change at Lions River Station (24th September 2015). Photo – Greg Hart.

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Above: Class 8E centre cab shunting locomotives, E8047 & E8086, at New Durban “A” Yard (5th November 2015). Photo – Greg Hart. Below: Class 19Es, with 19 009 in front, at Nsezi in Richards Bay (8th December 2013). Photo – Charles Baker.

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Above: Six Class 7Es depart the Ermelo Yard with a lengthy coal train destined for Richards Bay (22nd March 2010). Below: Six recently assembled Class 19Es headed by 19 003 wait patiently in the yard at Ermelo (22nd March 2010). Photos – James Lee Attwell.

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Above: Three of PRASA’s Class 6E1s (E1654 visible) are seen here at Platform 24, Cape Town Station, where they are stabled (29th June 2014). Below: E1433 & E1455 with the “Amatola" from East London to Johannesburg at Blomspruit (15th February 2014). Photo – Mark Berry.

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Steam Motive Power Photo Gallery Above: Friends Of The Rail’s Class 19D, No. 2650 “CHEUGNETTE”, is pictured here on the Cullinan branch during an arranged photo special (14th June 2015). Photo – Wayne Nauschutz.

Below: Atlantic Rail’s Class 24, No. 3655 “JENNY”, is pictured departing Monument Station in Cape Town with one of her regular and extremely popular trips to Simonstown on the morning of the 9th February 2014. Photo – Wayne Nauschutz.

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Above: Ceres Railway’s Class 19D No. 3321 on transfer from Voorbaai during a lubrication stop at Heidelberg (17th October 2015). Photo – Wayne Nauschutz. Below: Reefsteamers’ Class 12AR, No. 1535 “SUSAN” through Hamburg Station (6th June 2015). Photo – Mark Berry.

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Above: The early morning sun catches Friends of the Rail’s Class 19D, No.2650, standing above the ashpits at Capital Park (24th May 2014). Below: Reefsteamers’ Class 15F, No. 3046, leaving Magaliesburg en-route to Johannesburg (3rd October 2015). Photos – James Lee Attwell.

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Above: Reefsteamers’ Class 15F, No. 3046, tackling the steep gradient at Three Sisters, as well as trying to make up lost time (3rd October 2015). Below: Classes 12AR, No. 1535, & 15F, No. 3046, doublehead a return trip from Irene (13th September 2014). Photos – James Lee Attwell.

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Above: Sandstone Estates’ GMAM, No. 4079, (on loan to Reefsteamers) at Luipaardsvlei (30th October 2010). Below: Sandstone Estates’ two Lawleys, Class NG 6, perform an early morning runpast for photographers (29th June 2008). Photos – James Lee Attwell.

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Above: Sandstone Estates’ two Lawleys, Class NG 6, perform an early morning runpast for photographers (29th June 2008). Photo – James Lee Attwell. Below: The first of the Class 19Ds (now scrapped), No. 2506 at Cedara Station (2nd July 2010). Photo – Charles Baker.

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Above: A scan of an original image of a Class NG G13 at Estcourt Station. Photo – George Knatten (Charles Baker Collection). Below: Friends of the Rail’s Class 24, No. 3664, shunts the steel works at Cullinan (9th June 2012). Photo – Aidan McCarthy.

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Above: Friends of the Rail’s Class 24, No. 3664, near the old abattoir sidings leaving Cullinan (10th June 2012). Photo – Aidan McCarthy. Below: Class 16DA, No. 879, passing Vredenheim wine farm on her return to Cape Town (26th April 2015). Photo – Wayne Nauschutz.

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Impressive new book release……

THE NATAL OLD MAIN LINE FROM DURBAN TO PIETERMARITZBURG This carefully researched and fascinating book provides much information about the Old Main Line between Durban to Pietermaritzburg which opened in 1880.

Chapters include the first railway in South Africa; the development of the railway and locomotives; construction and later reconstruction under the Natal Government Railways and South African Railways; Umgeni Steam Railway; famous trains and people and reminiscences.

The book has 216 pages, including about 34 maps, 140 illustrations & sketches and a pull-out map at the back.

The book, which is proving immensely popular, is now available at R150 or R195 post-paid within South Africa.

Opposite Page: The front cover with a beautifully illustrated scene of the little 0-40WT locomotive “NATAL” at the Point in Durban. Right: The back cover with prints of original paintings of Bothas Hill & Kloof Stations by subject specialist and historian Ron Conyngham.

Order from Ashley Peter ashley.peter@rocketmail.com Payment by bank transfer only please to RSSA, Nedbank, Branch Code 130126, Account No. 1301 169242. Please use OML & Your Name as your reference.

Sketches - Top & Bottom: trains in 1880.

Natal Government Railways passenger and freight

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Riebeeckstad Railway Museum The assembly of Jacque & John Wepener’s wonderful collection of exhibits in their private Riebeeckstad Railway Museum started in the 1960s. The 1990 Tornado in the area destroyed much of the vast document collection unfortunately, with only the metal items being saved.

Exhibits currently displayed in the museum building and the outside areas include: •

Gate: Section of track, 6 different sleepers, push trolley. Replica “EQUATOR” (E. A. R. & H. / Kenya Railways) name board, which serves as house identification.

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•

Front walls: Semaphore home, dwarf signals, ex Tunnel (Hex Pass) plus 7 half size signals, depicting all different types.

All signals light up at night.

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Topiary tank locomotive in garden.

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Museum front wall: Cab Class 16CR foot plate items. Number plates. (6E1 E1350, Class 23 3245, Class 25NC 3406, Class 36 36-068).

Maker plates, 5E/6E bogie plates, “van Schoor” tablet holders with discs, canvas message pouch, rear markers. Hand paraffin lamps. CSAR

ticket date presses and wooden boxed brass letters / numerals. Complete 1st Class Coupe, SAR catering department bedding / towels. A selection of ticket nippers and carriage keys.

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Left aisle: SAR telephones Magneto / Dial / Plug in and telex machine. Wooden / Metal First Aid boxes containing old bandages & bottles. Truck cards, flags, stationary, used seals, broken crockery found line side. Hand / pocket battery lamps.

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Right aisle: Examples SAR / SATS / Spoornet / BJ’s crockery, cutlery, menus and take away packs.

“SARAGE” / ”SARTEL” / ”SASHEIM” and commemorative wines.

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Centre aisle: “Lima” SAR model trains collection (no layout).

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Right wall: Envelopes, stationary etc.

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Back wall: SARP Bush wear, SARP “Oshevillo” base crest, transportation police uniform, railway police blazer and “Loubser’s” chocolate brown uniforms.

Left wall: SAR Travel, PX, SAA bags. Various enamel grade badges / insignia / cufflinks / trade union lapel badges. Brochures of named & private trains. Kazerne type office chair, rest room chair, platform / waiting room bench.

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Ceiling: scrolls.

Passenger coach destination

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Back garden: Various SAR information / warning boards.

Colour light signals.

Class 16CR chimney (cast in the PMB work shop in 1963) and steam dome. A Class 34 piston / air filter. Pantograph, cast iron / nylon (610mm / 1065mm) brake blocks.

Outside telephones (magneto, plug in, press button type). Speed board / temporary speed board. Axle counter board, alignment board and old concrete

mileage posts.

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Library: Published railway books, SAR Regulation / Instruction books, Goods Wagon diagram books. Detailed maps / diagrammatic maps SAR and adjoining railways.

Entry is free, but an old “Koffie Blik” with carry handle and a sealed lid is available for donations.

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Riebeeckstad Railway Museum 66 Mozart Avenue Riebeeckstad Welkom Contact John & Jacque Wepener Telephone (057) 388-3151 Cell 081 304 0722 Email jacquewepener@telkomsa.net 78

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