- REEFSTEAMERS LOCOMOTIVE PROFILES

Transcription

- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 25NC NO.3472 ‘ELIZE’ (EX-CLASS 25)
The Class 25 family are the largest non-articulated 3ft 6in Cape Gauge locomotives in the world. Their
massive boilers and 70 Sq/ft fireboxes are bourne by an unusual 4-8-4 (Northern) wheel arrangement.
Easily capable of 120kph, they were specially built for high-speed heavy running across the expansive,
arid flat lands of the Great Karoo. (Touws Rivier - Beaufort West - De Aar)
These modern locomotives are ‘totally boss’, kitted out with cast frames and integral cylinders,
mechanical stokers, independent tender brakes, auto-injectors, combustion chambers, roller bearings on
axles n’ motion, and full mechanical lubrication. They were known as the ‘Cadillacs’ of the SAR.
There were 2 varieties. 90 of the spectacular Class 25 Condensers were built from 1953 and 50 were
built as conventional 25NCs from the start. The Class 25s were designed with special condensing
tenders with forced-air radiators to cool their exhaust steam - condensing it back into water for re-use.
The Type CZ tenders had 8 huge radiators, 5 turbine-driven fans and were about 17 meters long!
Recycling their water up to 8 times, these huge desert-dwelling machines did 800km on a single tenderload of water and after some initial design improvements, they proved to be great performers.
When the Touws River-Beaufort West line was electrified, the 25s were displaced to running between de
Aar and Kimberly, and to Bloemfontien. They displaced a brace of 22 of the ‘original’ 25NC’s
eastwards to replace some 15F’s running on the Bethlehem line. Some 25s worked ore trains from
Sishen far afield in the thirsty Kalahari.
With the water-saving requirement negated on the new Kimberly/Bloemfontien routes, the efficient but
high-maintenance condensing gear was no longer needed. Gradually, 87 of the 90 Class 25s were
converted to simpler conventional 25NCs. However, they are not suitable for frequently stopping trains
or for shunting duties due to large 60 inch dia. driving wheels and light axle mass. Unlike many other
large locos, such as the famous 15F, 25NCs were generally not demoted to shunting duties or trip works
– and when their 2nd homes were taken over, they were retired – often still in running condition.
Our 25NC No.3472 ‘Elize’ was originally built as a condenser in 1954 by North British Locomotive
Works. (Designed in Germany by Henschel and Sohn) Like the others, she was converted at the Salt
River works. Towards steam’s end, No.3472 was teamed with 3 other converted 25(NC) for longdistance trains, including the Trans Karoo. (Pictured below) This ensured her survival. Unusually for a
converted Class 25, she now runs with a conventional 6-axle tender from an original 25NC. She weighs
226.6 tons in working order and is 27m long. The max. axle load is 19 tons on the 2nd driver axle.
Luckily, 25NC No.3472 was never allowed to go derelict. Although functional, she failed a boiler
inspection due to a cracked reinforcing plate on the safety valve saddle. After some years of safe
storage, the safety valve saddle was replaced with a new one, with much specialized welding and
fabrication work, and the safety valve seats modified. The locomotive was put back into service in 2006
and her first long distance trip, paired with 15F No.3016 ‘Gerda’, was for the Bethal Potato festival.
She has since proven to be a reliable performer. During Reefsteamers service, the chimney stack was
found to be slightly misaligned. Correcting this minor-looking fault made a noticeable improvement on
the locomotive, not the least the ability to blow smoke rings!
This impressive machine is not often used on our day trips because of the high water and coal
consumption, as well as the risk of excessive wear on the wheels on turning triangles designed for shorter
locomotives and diesels with bogies. However, she is a favourite for our long distance runs - once or
twice a year. The roller bearing-equipped axles and motion, and the mechanical lubricator, really reduce
the servicing requirements on the main line. Perhaps one day we will have a business case for long
distance runs and this beautiful machine can race across the endless plains like she used to do.
File Name :
Doc. Author :
Reefsteamers Locomotive Profiles.Doc
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 1 of 16
Reefsteamers Association NPC (Non-Profit Company) is incorporated under New Companies Act 71 of 2008. Company Registration = 1995/002590/08
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 25NC NO.3472 ‘ELIZE’ (EX-CLASS 25)
Class 25 – numbers 3451 to 3540
90 were built in 1953 - 1954.
Class:
Designer:
L.C. Grubb, CME, in cooperation
with Henschel and Son for
condensing apparatus.
Builder(s):
Henschel & Sohn (Prototype 3451)
North British Locomotive Company
Tender Type:
Tender Weight:
Fuel Type:
CZ (Condensing tender) as 25.
EW1 (Long Range) as 25NC.
120.8 tons in working order. (25)
107.2 tons in working order. (25NC)
Coal – via Archimedean
Screw-type Mechanical Stoker.
Configuration:
4-8-4 ‘Northern.’
All axles with roller bearings.
Tender Coal:
19.3 tons as 25.
18.3 tons as 25NC.
Track Gauge:
3 ft 6 in (1,067 mm) Cape Gauge.
Tender Water:
24,800 liters as 25.
48 000 liters as 25NC.
Driver Wheel
Diameter:
5 ft. (1,520 mm)
(Wheel sizes never changed.)
Total Locomotive + 107 ft 6 in. (32.768 m) as 25.
Tender Length:
91 ft 6.57 in (27.9 m) as 25NC.
Boiler
Dimensions:
6 ft 4.125 in. (1.934 m) int dia.
19 ft.
(5.791 m) int length.
9 ft 1.625 in (2.784 m) pitch.
Boiler
Pressure:
225 psi. (1,550 kPa) (Same boiler
– smokebox was changed)
2
Height:
13 ft. (3.962 m)
Fire Grate Area
70 sq. ft. (6.503 m )
Frames:
Cast steel with integral cylinders.
Heating Surface
of Tubes:
136 tubes 2.5 in. (63.5 mm) ext dia
36 tubes 5.5 in. (140 mm) ext dia
2
3,168 sq. ft. (294.317 m )
123 tons working order as 25.
119.3 tons working order as 25NC.
Heating Surface
of Flues:
37 sq. ft. (3.437 m )
Max. Axle Load:
19.6 tons on 3rd Driver. (25)
nd
19 tons on 2 Driver. (25NC)
Heating Surface
of Firebox:
294 sq. ft. (27.313 m )
Total weight on
driver wheels:
78.1 tons as 25.
75.4 tons as 25NC.
Total Heating
Surface:
3,390 sq. ft. (314.941 m )
Tractive Effort:
45,360 lbf. (201.8 kN) at 75%
boiler pressure (both 25 & 25NC)
Superheater
Area:
630 sq. ft. (58.529 m )
Two.
Valve Gear:
Walschaerts.
(With powered Reverser)
24 in. (610 mm) bore.
28 in. (711 mm) stroke.
Locomotive
Brake:
Vacuum, with independent.
Loco Weight:
Cylinders:
Cylinder Size:
Our Class 25NC No.3472 used to look like this! Note the
condensing tender with 8 radiator panels, and the unusual
‘banjo’ shaped smokebox. This is No.3511 ‘Frieda’, watering
at Hartswater in 1981. Only 3 of the 25s were not converted,
and one of those 3 was scrapped. The locomotive pictured
survives, unserviceable, in Kimberly. (Pic – Malcolm Best)
File Name :
Doc. Author :
Lee D. Gates
2
2
2
2
No.3472, then named ‘Lilly’, hauling the Trans Karoo
through Oberholzer. No.3472 was one of four 25NC’s
kept in running order for this type of service. Notice the
SATS-era coaches. She still has the unusual copper-pipe
cow catcher to this day, but it is now painted black.
(Pic source : Unknown)
Date of Print :
Fri, 27 Jul 2012
Page 2 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15F NO.3046 ‘JANINE’
Class 15F No.3046 ‘Janine’ was the first restoration project undertaken by Reefsteamers in 1992.
She needed major work, including a full strip-down of all the axles and motion. The project took too
long and the young group had to work with locomotives requiring less work to be able to earn
revenue. Thus, this great machine was laid aside under cover and remained in a partially restored
state for over 15 years. With a mixed collection of boiler fittings and pipes, she was finally restored
to steam in 2009 and is named after the daughter of one of the Reefsteamers firemen.
With the exception of a failure on the RHS valve gear, No.3046 hasn’t needed anything more than
minor running repairs. She has proven to be a reliable, hard-working locomotive. Although heavy
on coal if the mechanical stoker is overused, she eats a lot less if hand fired by a competent fireman.
The narrow, deeply winged firing portal is not designed for hand firing, so hand-firing this hungry
machine has become a challenge to which the young volunteer firemen are striving!
The Class 15F is a heavy mixed-traffic locomotive of the 4-8-2 wheel arrangement. (‘Mountain’) It
is very closely based on the Class 15E ‘Bongol’ (Donkey), but with old-fashioned Walshaerts valve
gear instead of the 15E’s unusual rotary-cam poppet valve gear. With the more conventional (if less
free-running) valve gear, the Class 15Fs were very successful. 255 15Fs were built by four different
manufacturers, making it the most numerous locomotive class in Africa. The 15Fs were initially used
in the Free State and Western Transvaal, but were eventually found in service all over South Africa.
They are conventional locomotives by SAR standards, but advanced in Glasgow, where the later
batches were built. They feature full vacuum braking, powered grate shakers, powered reversers,
self-cleaning smoke boxes, hydrostatic lubrication and mechanical stokers. A distinguishing feature
on the ‘F’s’ are the prominent, wide Wootten-type fireboxes and the long, high pitched boiler which
allowed room underneath for 5 ft dia. driving wheels. (Large wheeled locomotives are difficult to
design on the ‘narrow’ 3ft 6in Cape Gauge.) They were also noted as being built from new with a
standardized boiler (The Watson 3B) as well as the then-recently adopted slope-fronted ‘Watson
Cab.’ Many other classes were re-boilered to C.M.E. Watson’s standards and had their old cabs
replaced. The 15F’s were amongst the last SAR steam locomotives to remain active in service.
15F No.3046 is a ‘war baby’, being built in 1945 by North British Locomotive Works. As a later
version, she was equipped with a mechanical stoker, smoke deflectors and a vacuum-operated locobrake from new – those features not included in the earlier models. Many elderly 15Fs had their
mechanical stokers removed when they were demoted to shunting service, but No.3046 retained
hers. Many of the class spent their last active days doing heavy shunting and trip working.
However, like many of her sisters, No.3046 gained a surplus type EW2 long-range tender from a
retired Class 23. The six-axle tender is huge and is ideal for long distance work. The 15Fs, as built,
had surprisingly short tenders to be able to fit on the turntables that were then in use.
Class 15F No.3046 is famed for having pulled the Royal Train in 1947, with the then-Princess
Elizabeth on board. No.3046 was only 2 years old then. Built in 1945, this locomotive was retired
in 1988 after 43 years of service. The aged locomotive was kept intact as a reserve by thenSpoornet and although not in use, she underwent steam testing for four consecutive years, until use
of steam traction officially ended in 1992. 15F No 3046 is also one of the locomotives named in
1945 by the then-minister of Transport, the Hon. FC Sturrock and she originally bore the name ‘City
of Bloemfontein.’ Naming of locomotives on the SAR was not the usual official practice.
Numerous examples of 15Fs still exist. Reefsteamers has six of them on the premises.
As of July 2012, No.3046 ‘Janine’ is the only operating Class 15F locomotive in South Africa.
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 3 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15F NO.3046 ‘JANINE’
Class:
Class 15F numbers 2902 to 3156
255 were built from 1938 to 1946.
Built : 1945 by North British.
Tender Type:
Designer:
Chief Mech. Engineer W.A.J Day.
Tender Weight:
Builder(s):
Berliner Maschinenbau.
Henschel and Sohn.
North British Locomotive Co.
Beyer, Peacock and Company.
Type ET – Original.
Type EW – Ex Class 23.
70.5 tons wk/order. (Orig. ET)
109.4 tons wk/order. (EW)
Fuel Type:
Configuration:
4-8-2 ‘Mountain.’
Tender Coal:
14.2 tons. (Original ET Type).
18.3 tons. (Long EW Type)
Track Gauge:
Tender Water:
25 000 liters. (Original ET Type)
43 000 liters. (Long EW Type)
Driver Wheel
Diameter:
5 ft. (1,520 mm)
Total Locomotive
73 ft 6 in. (22.401 m)
Length:
Height:
Frames:
Loco Weight:
Max. Axle Load:
Total weight
on drivers:
Tractive Effort:
Cylinders:
Cylinder Size:
Boiler
Dimensions:
6 ft 2.25 in. (1.89 m) int dia
22 ft 6 in. (6.86 m) int length
9 ft 2.5 in. (2.8 m) pitch
Boiler
Pressure:
210 psi (1,450 kPa)
12 ft 11.5 in. (3.950 m)
Fire Grate Area
63 sq. ft. (5.85 m )
Bar Frame with split saddle.
Heating Surface
of Tubes:
2
3,168 sq. ft. (294.32 m )
114.9 tons.
Heating Surface
of Flues:
26 sq. ft. (2.42 m )
18.4 tons on 2nd & 3rd drivers.
Heating Surface
of Firebox:
206 sq. ft. (19.14 m )
2
2
2
71.8 tons.
Total Heating
Surface:
3,400 sq. ft. (315.87 m )
42,340 lbf. (188.3 kN)
at 75% boiler pressure.
Superheater
Area:
676 sq. ft. (62.802 m )
Two.
Valve Gear:
Walschaerts.
24 in. (610 mm) bore.
Locomotive Brake:
2
2
Pre-war models: Steam
Post-war models: Vacuum
Snapped at the Germiston Depot , where she still lives today 30 years later, a grubby and then-nameless
Class 15F No.3046 waits in the Western Yard, coaled-up for her next turn of duty. Notice that the diesels
had already started to move in. (Visible in the background.) Photo by Phillip Briathwaite – Circa late 1980s.
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 4 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15CA NO.2056 ‘DOROTHY’
Class 15CA No.2056 ‘Dorothy’ represents American practice, being amongst the few ALCO-built
locomotives on the SAR. They are based on the Class 15C ‘Big Bills.’ The initial 12 Class 15Cs
were ordered on an experimental basis from the USA (Baldwin) in 1925, designed with an unusually
large boiler that was pitched 10 inches higher than was then-usual. The larger boiler size would be
an advantage, but there were then doubts as to the stability of the ‘tall design’ on the Cape Gauge.
The experimental Class 15Cs were successful locomotives and the high-pitched boilers did not cause
stability problems. (The methodology was adopted for all future SAR main line locomotives.)
Unfortunately, the bar frames soon started to fracture under the front end of the firebox.
The Class 15CA is basically a Class 15C with an improved frame design with an added bridle
casting for additional strength. The ‘A’ stands for ‘ALCO.’ The original 12 15Cs were modified to
the improved standards of the 15CA, and were reclassified 15CB. (‘B’ for ‘Baldwin’) From 1926
onwards, 84 of the new Class 15CA machines were built. These simple, powerful locomotives are
an early SAR heavy mixed-traffic design and are the ‘grandmothers’ of the famed Class 15Fs and
later, the Class 23s. They were also incidentally reputed to be the loudest locomotive on the SAR!
The new 15CAs started work between Kimberly and Cape Town, eventually moving to East and
North Transvaal after working some years based from Bloemfontein. (Free State.) They are
conventional 4-8-2 machines, but with a profiled combustion chamber equipped with arch tubes.
All the class 15CAs are manually stoked. An archaic feature of the Class 15CA is a steam-powered
locomotive brake. Being difficult to modulate, those steam-brakes were unpopular amongst SAR
drivers as they tend to come on too hard. (Most later locomotive types used vacuum.)
Their 57 inch dia. driving wheels were later replaced with 60 inch (5 ft.) wheels to allow slightly faster
running, and the boiler pressures were increased slightly to compensate for the reduced tractive
effort. These mixed-traffic engines could then also be used for fast main-line passenger work. In the
1980s, the now-modified Class 15CAs were used across the border to Mozambique and were also
prominent around Pretoria. Because of the 17 ton axle load, they could be used for heavy shunting
and nearly 40 of these locos ended their days in the great shunting yards of Kaserne and Germiston.
Entering our roster in 2005 (not running) our 15CA No.2056 was repaired and operated. Although
the boiler passed inspection, the tubes were worn and the locomotive suffered several boiler-related
failures. The decision was taken to completely re-tube the 15CA in 2007, to eliminate the weakened
tubes. The job was done on a night shift rush-basis during the week before a Dave Rogers tour!
No.2056 ran successfully for two years until a flue (‘super heater tube’) failed. The problem turned
out to be poor flue welding from the later railway days. Although only one flue actually failed, other
similarly poor welds were detected and the 15CA was withdrawn from service by the Boiler Inspector.
During the 2007 rebuild, the bronze bearings of the valve motion were replaced with Vesconite, a
synthetic self-lubricating plastic material that is tolerant of intermittent lubrication. Reefsteamers is a
pioneer in using low maintenance Vesconite bearings for steam traction and operate the only
Vesconite-equipped steam locos in Africa. 15CA No.2056 was the 2nd of our fleet to be converted.
While our 15CA No.2056 awaits for boiler flues as of July 2012, the KT-type tender’s leaky water
tank needs repair. The tender’s plain white-metal axle bearings are also to be converted to roller
bearings for reduced maintenance. The boiler flue work alone will cost about R400 000. 15CA
No.2056 is one of the two primary engines that we were using for day trips, being simple,
economical, powerful and yet short enough to turn easily within a turning triangle. Apart from the
boiler flues, the locomotive is otherwise in excellent shape and should run for many years to come.
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 5 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15CA NO.2056 ‘DOROTHY’
Class 15CA – 84 Built by ALCO.
12 x 15C rebuilt to 15CB. (Same Stds)
Class:
Designer:
Baldwin Loco Works for SAR
15CA – Improved by ALCO.
Builder(s):
American Locomotive Company.
Baldwin Locomotive Works.
Società Italiana Ernesto Breda.
North British Locomotive Company.
Configuration:
Track Gauge:
Driver Wheel
Diameter:
57 in. (1,450 mm) as built.
60 in. (1,520 mm) new wheels.
Total
Locomotive
Length:
73 ft 3.2 in. (22.331 m)
Tender Type:
Type KT.
Tender Weight: 70.5 tons working order.
Fuel Type:
Tender Coal:
Tender Water:
Coal – hand fired.
14.2 tons.
27 000 liters.
Boiler
Dimensions:
6 ft 2.25 in. (1.9 m) int dia
20 ft 0.5 in. (6.1 m) int length
8 ft 6 in. (2.6 m) pitch as built
8 ft 7.5 in. (2.63 m) pitch (60" wheels)
Boiler
Pressure:
200 psi. (1,380 kPa) as built
210 psi. (1,450 kPa) with 60" wheels
Height:
12 ft 10 in. (3.912 m) as built
12 ft 11.5 in. (3.950 m) w. 60" wheels
Fire Grate Area: 48 sq. ft. (4.46 m )
Frames:
Heating Surface
of Tubes:
2
2
2,554 sq. ft. (237.3 m )
105 tons as built.
106.1 tons with 60” wheels.
Heating Surface
2
23 sq. ft. (2.14 m )
of Flues:
Max. Axle Load:
17.7 tons on 2nd driver. (As built)
nd
18 tons on 2 driver. (60” wheels)
Heating Surface
2
200 sq. ft. (18.58 m )
of Firebox:
Total weight
on drivers:
70.4 tons on drivers. (As built)
71.5 tons on drivers. (60” wheels)
Total Heating
Surface:
2,777 sq. ft. (258 m )
At 75% boiler pressure:
42,440 lbf (188.8 kN) (as built)
42,340 lbf (188.3 kN) (60" wheels)
Superheater
Area:
716 sq. ft. (66.5 m )
Two
Valve Gear:
Walschaerts.
24 in. (610 mm) bore.
28 in . (711 mm) stroke.
Locomotive
Brake:
Steam.
Loco Weight:
Tractive Effort:
Cylinders:
Cylinder Size:
2
2
A nice clean 15CA No.2056 ‘Dorothy’ takes a break while shunting in the yard
on a Reefsteamers weekend work day, 30 August 2008. (Photo by Lee Gates.)
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 6 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 12AR NO.1535 ‘SUSAN’ (EX-CLASS 12A)
Our grand old lady, Class 12AR No.1535 ‘Susan’ has the triple distinction of being the last surviving
Class 12AR, our oldest operating locomotive and the oldest steam locomotive still operating on a South
African main line. (Umgeni Steam Railway’s Class 3BR is older, but operates on a branch line.)
‘Susan’ was originally built as a Class 12A by North British in 1919. The Class 12’s, from which the
Class 12A’s originated, were the first new class ordered by the then-new SAR. The Class 12A was an
upgraded Class 12 with larger cylinders, better valve porting and an improved boiler with a distinctive
square-topped Belpaire firebox and a combustion chamber. Our Little Susie was the 15th Class 12A
locomotive built in the first batch of 20. Between 1919 and 1929, 67 Class 12A’s were built in 5
batches by 2 different manufacturers. (North British and Henschel & Sohn.)
The 12A’s performed well in their designated duty, which was heavy coal haulage on the GermistonWitbank line. They were good pullers with close-set 51 inch drivers. But the Belpaire fireboxes required
complicated staying. The Class 12s and the derivative 12As came under CME A.G. Watson’s reboilering
program in the mid 1930s, but none of the standard designs would fit. A unique boiler design (Designed
by CME Dr. Kobus Loubser) was applied to 42 Class 12A’s, after an experimental fitting to two of them.
This led to the Class 12AR’s distinctive look, with a large 6ft dia. boiler and the long smokebox overhang
at the front. (The letter ‘R’ in ‘12AR’ stands for ‘reboilered.’) They also lost the combustion chambers
and ran instead with an extra ‘course’ in the boiler. The active heating surface was actually slightly LESS
– the new boilers designed more to maintain a thermal reserve rather than for quick steam raising. The
crews preferred the old 12A’s for easy steam raising, although the maintenance costs were higher.
The 44 reboilered locomotives served alongside more modern locomotives in the steam hubs of South
Africa. In their later days, they were very useful, simple and robust shunters until displaced by the bigger
Class 15CAs. A famous brace of 3 ‘super-shine’ Class 12ARs operated in Kaserne. Unlike many other
retired locomotives, no Class 12ARs were sold into mining or industrial service, which is one reason why
No.1535 ‘Susan’ is the last survivor. (Many mining locomotives outlasted those on the railways.)
In her last SAR years, No.1535 ‘Susan’ worked as the Germiston Station pilot (Displacing 12R No.1947
‘Rosie’, who is also under our care) and was always fairly well looked after. The ‘Susan’ name is original
from her days in service and she still bears the ‘Germiston’ cabside decals to this day. ‘Susan’ was never
formally retired. She hauled heritage trains and specials throughout the late 1980’s and participated in
the last Great Steam Festival in 1990. She was briefly named ‘Little Foot’ at Magaliesburg by the thenSports Minister, after one of the hominid fossils in the nearby Cradle of Humankind.
Unfortunately, she was prone to developing hot bearings on the front bogie axles and had problems with
the steam-powered reverser. No.1535 was laid aside as unreliable after inexperienced repair attempts
were made and leased to Reefsteamers. We sorted out the problems, which turned out to be incorrectly
graded springs and piston cups that were installed back-to-front in the reverser’s steam cylinder!
These days she goes well and is capable of about 100kph even with her small goods engine-sized
wheels. (Of course, we do stick to speed limits.) The ‘little’ 12AR performed well until 2006 when she
broke a bissell truck spring hangar. This coincided with a 3 year boiler certificate renewal, so she lay idle
for 3 years alongside with then-incomplete Class 15F No.3046. With 7 new tubes and the valve gear
bearings upgraded to Vesconite, she was restored to steam in 2009. ‘Susan’ has since become
Reefsteamers’ favourite locomotive for day trips. She is a sure-footed ‘little’ engine and with a 17 ton
axle load, can handle our trains on gradients that would cause the bigger engines to slip. She is also an
ideal training platform with her narrow but forgiving firebox and simple controls.
The locomotive is being partially re-tubed in July 2012 and is expected to run another 3 to 6 years before
needing to have the known-wasted front tube plate replaced, which will be a major operation.
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 7 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 12AR NO.1535 ‘SUSAN’ (EX-CLASS 12A)
Class 12A built – 1919-1929
44 x Reboilered 12AR from 1943.
Class:
Designer:
C.M.E. David Hendrie.
Builder(s):
Originally built by North British
Locomotive Company in 1919.
Tender Type:
Tender Weight:
Fuel Type:
Type MT – Original tender.
67.1 tons working order.
Coal – Hand Fired.
Configuration:
Tender Coal:
12.2 Tons.
Track Gauge:
Tender Water:
27 000 Litres.
Driver Wheel
Diameter:
51 in. (1,300 mm)
Total Locomotive
Length:
69 ft 7 in. (21.209 m)
Boiler
Dimensions:
12 ft 10 in (3.912 m) as built.
13 ft (3.962 m) Reboilered.
Height:
Valve Gear:
Walschaerts.
Boiler
Pressure:
As built: (12A Belpaire Firebox)
5 ft 10.5 in. (1.791 m) int dia
18 ft. (5.5 m) int length
7 ft 9 in (2.4 m) pitch
Reboilered: (12AR)
6 ft.
(1.83 m) int dia
8 ft 6 in. (2.59 m) pitch
190 psi. (1,310 kPa)
2
Plate Frame with split saddle.
Fire Grate Area:
100.6 tons as built.
100.8 tons reboilered.
70.3 tons as built.
70.1 tons reboilered.
As built: (12A Belpaire Firebox)
2
Heating Surface 2,308 sq. ft. (214.420 m )
of Tubes:
Reboilered: (12AR)
2
2,338 sq. ft. (217.207 m )
Tractive Effort:
41,840 lbf. (186.1 kN)
at 75% boiler pressure
Heating Surface
of Firebox:
Cylinder Size:
24 in. (610 mm) bore. (2 of)
Frames:
Loco Weight:
Max. Axle Load:
Total weight
on drivers:
17.6 tons per driver as built.
rd
17.7 tons on 3 driver reboilered.
Locomotive Brake: Vacuum.
Lil’ Susie used to look like this – note the square-topped
Belpaire type firebox. This is an original Class 12A
No.1526 running her last years as a shunter at De Aar
in 1979. (Pic by Malcolm Best.)
File Name :
Doc. Author :
Lee D. Gates
41 sq. ft. (3.80 m )
2
200 sq. ft. (18.581 m ) as built.
2
164 sq. ft. (15.236 m ) reboilered.
2
Total Heating
Surface:
2,508 sq. ft. (233.001 m ) as built.
2
2,502 sq. ft. (232.443 m ) reboilered.
Superheater
Area:
515 sq. ft. (47.845 m ) as built.
2
480 sq. ft. (44.593 m ) reboilered.
2
Class 12AR No.1535 ‘Susan’, who started life as a 12A
(left), pictured after servicing at Bethlehem Diesel Depot.
This was on the 2009 Cherry Festival Train and the
12AR ran with 25NC No.3472. (Pic by Lee Gates.)
Date of Print :
Fri, 27 Jul 2012
Page 8 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15F NO.2914
Class 15F No.2914 is the only restored original hand-fired Class 15F in South Africa. (Her surviving
sister No.2916 is oil-fired.) The Class 15F locomotives were built in five batches by four different
manufacturers over the eight years spanning WWII. Only the 21 members of the first and second batch,
(No.2914 is of the first batch) were made with conventional hand-fired fireboxes.
Being hand-fired, No.2914 also never received a long-range mechanical stoker-equipped tender from a
Class 23 (as many later 15Fs did) and she is still runs with the now-rare original ‘shorty’ ET type tender.
The 15Fs were fitted with surprisingly short tenders to be able to fit onto the turntables then in use.
The Class 15F is a heavy mixed-traffic locomotive of the 4-8-2 wheel arrangement. (‘Mountain’) It is
very closely based on the Class 15E ‘Bongol’ (Donkey), but with old-fashioned Walshaerts valve gear
instead of the 15E’s unusual rotary-cam poppet valve gear. With the more conventional (if less freerunning) valve gear, the Class 15Fs were very successful. 255 15Fs were built, making it the most
numerous locomotive class in Africa. The 15Fs were initially used in the Free State and Western
Transvaal, but were eventually found in service all over South Africa.
They are conventional locomotives by SAR standards, but advanced in Glasgow, where the later batches
were built. They feature full vacuum braking, powered grate shakers, powered reversers, self-cleaning
smoke boxes, hydrostatic lubrication and mechanical stokers. A distinguishing feature on the ‘Effs’ are
the prominent, wide Wootten-type fireboxes and the long, high pitched boiler which allowed room
underneath for 5ft dia. driving wheels. (Large wheeled locomotives are difficult to design on the ‘narrow’
3ft 6in Cape Gauge.) They were also noted as being built new with a standardized boiler (The Watson
3B) as well as the then-recently adopted slope-fronted ‘Watson Cab.’ Many other classes were reboilered to C.M.E. Watson’s standards and had their old cabs replaced with sloped cabs. Those on the
15Fs are originals. The 15Fs were amongst the last SAR steam locomotives to remain active in service.
Fraulein No.2914 was built in 1938 by Henschel & Sohn of Germany and was the 13th 15F built, and
the 6th built by Henschel. She was one of the early allocations of 15Fs to the Germiston Locomotive
Depot, working there through the 70s and ended her service life there too. Unlike many of her later
reallocated sisters, she was used for conventional goods trains rather than just trip working and ‘specials.’
Fortunately, she was never allowed to go derelict when the depot finally closed to steam in 1992 and
required relatively little work to be restored. Never known as a good steamer, she was not considered to
be a prestige engine and did not receive special attention mechanically or cosmetically in the latter steam
years. No.2914 was amongst the last steam locos to pull the SATS-era white, orange and blue coaches.
In preservation, No.2914 performed in local trips, as well as runs to Potch, the Bethal Potato Festival and
has shared workings around Capital Park and the Rovos Rail Depot. She has even hauled the Union
Limited on occasion and has worked the lines around Pretoria. No.2914 was formally named ‘Spikkels’
in late 2007, after the wife of our Rail Safety Regulator representative. She wasn’t very popular as the
63sq. ft grate is hard work to fire with a shovel and most of the firemen were getting somewhat elderly.
No 2914 ‘Spikkels’ was staged in Oct. 2007 when the last three year boiler certificate expired, due to
known wasting of the firebox corners. Furthermore a bodged earlier repair came to light – someone had
sealed the smokebox saddle with ordinary concrete instead of refractory cement and it was breaking up
under heat stress. The resulting vacuum leaks reduce the draft on the fire and have made the locomotive
a poor performer. However, the mechanical parts are known to be in good condition.
Since Jan 2012, work has started on patching the firebox corner, requiring specialized welding skills and
steels. The locomotive is also undergoing a strip-down to the boiler shell and will receive new cladding
and thermal insulation – and will be professionally repainted to as-new condition. The leaks in the
smoke box will be repaired as well, to get the locomotive steaming as good as she will look!
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 9 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15F NO.2914
Class:
2914 was built in 1938
by Henschel and Sohn.
Tender Type:
Designer:
Tender Weight:
Builder(s):
Berliner Maschinenbau.
Henschel and Sohn.
North British Locomotive Co..
Configuration:
Track Gauge:
Driver Wheel
Diameter:
5 ft. (1,520 mm)
Total Locomotive
Length:
Height:
Frames:
Loco Weight:
Max. Axle Load:
Total weight
on drivers:
Tractive Effort:
Cylinders:
Cylinder Size:
73 ft 6 in. (22.401 m)
Tender Coal:
Tender Water:
Boiler
Dimensions:
Boiler
Pressure:
14.2 tons.
25 000 liters.
6 ft 2.25 in. (1.89 m) int dia.
22 ft 6 in. (6.86 m) int length.
9 ft 2.5 in. (2.80 m) pitch.
210 psi. (1,450 kPa)
2
12 ft 11.5 in. (3.950 m)
Fire Grate Area:
63 sq. ft. (5.85 m )
Heating Surface
of Tubes:
2
3,168 sq. ft. (294.32 m )
114.9 tons.
Heating Surface
of Flues:
26 sq. ft. (2.42 m )
Heating Surface
of Firebox:
206 sq. ft. (19.14 m )
2
2
71.8 tons.
Total Heating
Surface:
3,400 sq. ft. (315.9 m )
42,340 lbf. (188.3 kN)
Superheater
Area:
676 sq. ft. (62.8 m )
Two.
Valve Gear:
Walschaerts.
24 in. (610 mm) bore.
Locomotive
Brake:
Vacuum.
A work-grimed No.2914 on service at Germiston Steam
Locomotive Depot – circa 1985. (Pic by Philip Braithwaite)
File Name :
Doc. Author :
Fuel Type:
Type ET – Original tender.
Lee D. Gates
2
2
15F No.2914 in SATS-era preservation, running as
‘The Ugly Duckling’, circa 2002. (Pic by Bob Adams)
Date of Print :
Fri, 27 Jul 2012
Page 10 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15F NO.3016 ‘GERDA’
Class 15F No.3016 ‘Gerda’ is one of the 255-strong class of 15Fs built over 8 years. She is a ‘war
baby’, having been built by North British in 1945. She was the 38th 15F built and has the distinctive NBL
works number of 25555. Having been built within the last of five batches, No.3016 came out the factory
with the updated features of vacuum brakes, a mechanical stoker and the by-now trade-mark smoke
deflectors. (The very early 15Fs were not built with these, although some were later retro-fitted.)
The locomotives built from 1944 to 1948 (4th batch) were fitted with their vacuum brakes from new, with
the distinctive walkway frame-suspended brake cylinder mounts on either side of the boiler. The earlier
steam brakes were disliked as they tended to come on too hard and skid the wheels. ‘Gerda’ was the
20th 15F so built.
In her later years, ‘Gerda’ was based at Millsite Shed (Krugersdorp) and was soon running with a
dedicated crew. Hence, she was well looked after and was treated to a unique navy-blue paint job in the
early 90s, which she bears to this day. Like many other 15Fs, she ended her active days as stand-by
power, trip working and to shunt unelectrified sidings. As steam workings diminished, No.3016 ended
up as a ‘Shop Shunter.’ She ran with a short ET Type tender in railways service. Reefsteamers retro-fitted
her with a larger EW-type tender from a retired Class 23, which allows for long range work.
Although Gerda never lay derelict, she was well-worn mechanically even though she had a good boiler.
As usual for a mechanically-stoked locomotive, she was uneconomical and pollutive to run as a shunter
as they tend to be over-fired and the crushed coal burns too quickly. Numerous mechanically stoked
15Fs had their stokers removed when they were demoted to shunting duties towards the end of their
working lives. But as No.3016 ‘Gerda’ was a well-dressed ‘prestige’ engine, she retained her factoryfitted mechanical stoker even as a shop shunter.
This locomotive was the first steam locomotive to be converted to use Vesconite valve gear bearings by
Reefsteamers. Vesconite is a synthetic self-lubricating polymer and is a more resilient, lower maintenance
option than the bronze bushes and bearings normally used. The railways were startled and said it could
not be done to a steam locomotive with its exposed reciprocating parts, but we have since proved them
wrong. The experiment was so successful that Reefsteamers then later converted their Class 12AR and
their 15CA to run with Vesconite bearings. To this day, No.3016 is one of the user cases proudly touted
by the Vesconite company and features in their publicity material on an international basis.
No.3016 was restored to service for the 2nd time in May 2007 with a partial boiler re-tube and a full
motion rebuild, including new piston rings. On the night of her commissioning, the author recalls
assisting to re-fit the pistons with the boiler live and seeing leaking steam issuing into the open cylinders!
The new bearings ran beautifully. The only problem was a stuck governor on the turbo-generator and
she promptly fused all her light bulbs! With the niggles sorted out, she ran reliably after her
recommissioning and did her long distance Eastern Free State debut with the 2007 Dave Rogers tour.
She did have a minor derailment as the driver was signaled over a derailer – but no damage was caused.
‘Gerda’ took her last run in Aug 2007 (which was a shunting turn) before the boiler certificate expired.
Unfortunately, she failed her boiler tests as the rear corners of the firebox were found to be wasted and
necessitating expensive repairs. The location of the repairs also requires that the locomotive’s cab be
removed for corner patches (an exercise now in progress on the ‘hand-bomber’ 15F No.2914.)
Reefsteamers’ more economical Class 12AR No.1535 ‘Susan’ was awaiting repairs at the time. Many of
No.3016’s external non-ferrous components were borrowed to restore her long-idle sister Class
No.3046 ‘Janine’ to service – and incidentally, to keep them out of the way of scrap metal thieves. The
remaining non-ferrous components were removed and placed into secured storage.
After a long life, the rather stripped-looking No.3016, is now at rest and is stored safely under cover,
stored against the day that we can afford to get that firebox fixed.
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 11 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15F NO.3016 ‘GERDA’
Class:
No.3016 was built in 1945 by
Tender Type:
Designer:
Tender Weight:
Builder(s):
Berliner Maschinenbau
Henschel and Sohn.
Configuration:
Track Gauge:
Driver Wheel
Diameter:
5 Ft. (1,520 mm)
Total Locomotive
Length:
73 ft 6 in. (22.401 m)
Fuel Type:
Tender Coal:
Tender Water:
Boiler
Dimensions:
Type ET – Original
70.5 tons working order. (Orig. ET)
109.4 tons working order. (EW)
14.2 tons. (Original ET Type)
6 ft 2.25 in. (1.886 m) int dia
9 ft 2.5 in. (2.807 m) pitch
Boiler
Pressure:
210 psi. (1,450 kPa)
2
Height:
12 ft 11.5 in. (3.950 m)
Fire Grate Area:
63 sq. ft. (5.853 m )
Frames:
Heating Surface
of Tubes:
2
3,168 sq. ft. (294.3 m )
114.9 tons.
Heating Surface
of Flues:
26 sq. ft. (2.4 m )
Heating Surface
of Firebox:
206 sq. ft. (19.1 m )
Loco Weight:
Max. Axle Load:
Total weight
on drivers:
Tractive Effort:
Cylinders:
Cylinder Size:
2
2
71.8 tons.
Total Heating
Surface:
3,400 sq. ft. (315.8 m )
42,340 lbf. (188.3 kN)
Superheater
Area:
676 sq. ft. (62.8 m )
Two.
Valve Gear:
Walschaerts.
24 in. (610 mm) bore.
2
2
No.3016 ‘Gerda’ in SATS service, sporting her then-recent navy blue paint as the Millsite
(Krugersdorp) Shop Shunter. Notice the short tender that she still had then. (Pic by Michael Thiel)
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 12 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS GMA/M NO.4079 ‘LYNDIE LOU’
One of the most remarkable locomotives in the world has to be the Garratt type, which is basically a
single large boiler mounted on two independently pivoting reciprocating engine units – two locomotives
and one boiler. Amongst the largest locomotives in Africa were the awesome crimson Class 59 Garratts
of the Eastern African Railways – but some sizeable examples ran in South Africa and Rhodesia.
Designed by L.C. Grubb, the GMA/M were developed from the GM heavy branch line locomotive and
were introduced in 1953. This makes them amongst the most modern steam locomotive designs in
existence. They have a symmetrical 4-8-2 + 2-8-4 ‘Double Mountain’ wheel arrangement and are
roughly equal to two 19Ds back-to-back. The heavy weight of the articulated machine is spread out over
the 28 wheels, making for a relatively light axle load. The GMA platform is actually designed for branch
line use – providing powerful but light-footed, flexible power for tightly curving rails. A GMA/M (‘M’ for
‘Main’) is simply a GMA with adjusted partitions in the coal bunker and the front water tank. This
enabled them to take on more coal and water, the heavier weight bourne by the heavier main line track.
Like most big SAR Garratts, the GMA/M have built-in piping and valves to run semi-permanently coupled
to a water tanker wagon, as the water tank does not provide a suitable range. In normal operation, the
water in the front-mounted tank is used as ballast weight to provide traction. With ample experience in
building Garratts, the flexible steam joints were reliable enough. The locomotive itself has many modern
features such as ‘cannon’ type roller bearing axles, welded fireboxes & foundation rings, solid cast steel
frames, Franklin-type spring axle horns, and steam operated sanders, grate shaker & cylinder cocks.
120 GMA-based locomotives were built, making them the most numerous Garratt class world-wide.
They were successful machines. They had the effect of extending the usage of steam for heavy haulage
on lighter laid or tightly curved lines which would have required two or more standard engines. Perhaps
their most spectacular service was on the mountainous Montague Pass – but they also served the Natal
system, the Glencoe coal line, Mafeking and the Lootsberg pass. Retired in 1988, they were the last
Garratts used by the SAR – the very last ones working from Waterval Boven in the Eastern Transvaal.
No.4079 was one of many GMA/Ms that were purchased by the REGM gold mine for industrial use.
Numbered R15 and named ‘May’, she was painted in the distinctive black, blue and gold colour scheme.
Soon after being retired by the mine, she was inspected by Wilfred Mole of Sandstone Estates – who was
sadden by the thought of her impending demise. With plans afoot for the Bethlehem main line upon
which Sandstone Estates is based, Wilfred Mole purchased the locomotive and commissioned major
repairs in the REGM’s own workshops. No.4079, smartly turned out in deep blue with silver lettering,
was formally named ‘Lyndie Lou’ after Mr. Mole’s wife. Unfortunately, there was very little work for the
locomotive on the Bethlehem line and along with Dave Shepherd’s 15F No.3052 ‘Avril’, she stood idle.
No.4079 was leased to Rovos Rail (Mid 2005) where she was upgraded for main line use. She also
received the distinctive dark green paint she still wears today. (The Rovos brand.) The GMA/M worked
successfully from May 2006. The Rovos operation is a commercial one, even though they use heritage
equipment and the workload was quite heavy for a preserved machine. Mole, determined to extend the
life of the engine in preservation, had the GMA/M put under the care of Reefsteamers in 28 April 2007.
In our care, No.4079 quickly received rebuilds to the seized bissells and is the only GMA/M to have had
Vesconite bissell guide bearings installed. She has settled in to be a reliable performer and an awesome
addition to our fleet. She is too large for economical running on the standard day trips, but is very useful
when we cannot turn engines around, as she is bi-directional. By agreement, No.4079 retains her green
paint and the ‘Lyndie Lou’ name, and also retains a matching green water tanker – with its bogies
converted to roller bearings. In spite of her size, she’s a pussy cat to fire up and to maintain steam.
As of July 2012, No.4079 is one of only two GMA/Ms still operating and represents the largest operating
locomotive class in South Africa. We are quite proud to have had No.4079 entrusted into our care.
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 13 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS GMA/M NO.4079 ‘LYNDIE LOU’
120 GMA built from 1953-1958
Could be converted to GMA/M.
No.4079 was built in 1956 by
Class:
Designer:
Chief Mech. Engineer L.C. Grubb.
Builder(s):
Henschel and Son.
Tender Type:
Tender Weight:
Fuel Type:
Configuration:
Articulated
4-8-2 + 2-8-4 ‘Double Mountain.’
Tender Coal:
Track Gauge:
Tender Water:
Driver Wheel
Diameter:
54 in (1,370 mm)
(Third Axle = Main Driver,
nd
opposed to 2 axle on most SAR
locos)
Total Locomotive
93 ft 10 in. (28.600 m)
Length:
Boiler
Dimensions:
Boiler
Pressure:
None. Uses a bunker
mounted on rear engine unit.
Water Tanker approx. 55 tons.
14.2 tons. (Bunker.)
9 500 litres in front tank.
30 700 litres in X-20 Tank Wagon.
6 ft 11.5 in. (2.12 m) int dia at 1st ring
7 ft 1.25 in. (2.16 m) int dia at firebox
13 ft 6.5 in. (4.13 m) int length
8 ft 6 in. (2.59 m) pitch
200 psi. (1,380 kPa)
2
Height:
13 ft. (3.962 m)
Fire Grate Area:
63.2 sq. ft. (5.871 m )
(Not much bigger than a 15F !)
Frames:
Articulated Cast Frames.
Bridge-trussed boiler.
Heating Surface
of Tubes:
282 tubes 2 in (50.8 mm) ext dia
50 tubes 5.5 in (140 mm) ext dia
2
2,974 sq. ft. (276.3 m )
4.4 tons heavier than the GMA.
Heating Surface
of Flues:
25.2 sq. ft. (2.34 m )
Heating Surface
of Firebox:
212 sq. ft. (19.7 m )
Loco Weight:
th
Max. Axle Load:
Total weight
on drivers:
Tractive Effort:
Cylinders:
Cylinder Size:
16 tons on 7 driver.
(Main driver on rear unit)
2
124.1 tons.
Total Heating
Surface:
3,400 sq. ft. (315.9 m )
60,700 lbf. (270.0 kN)
Superheater
Area:
676 sq. ft. (62.8 m )
Four.
Valve Gear:
Walschaerts.
20.5 in. (521 mm) bore.
Locomotive
Brake:
Vacuum.
A freshly painted GMAM No.4079 running as the REGM R15
before being renamed R1. (Pic by Dennis Summergill 1985)
File Name :
Doc. Author :
2
Lee D. Gates
2
2
A recommissioned No.4079 doing a test run in Rovos Rail
Service in May 2006. (Still in Sandstone Railway Blue.)
Date of Print :
Fri, 27 Jul 2012
Page 14 of 16
- REEFSTEAMERS LOCOMOTIVE PROFILES CLASS 15F NO.3052 ‘AVRIL’
This locomotive is privately owned by David Shepherd CBE, FRSA, FGRA, OBE, a prominent wildlife artist
and conservationist autobiographied as ‘The man who loves giants.’ The giants that are Mr. Shepherd’s
first love are the great elephants of Africa, but the title applies to the steam locomotives of South Africa as
well. Mr. Shepherd is a talented artist who paints from rough sketches – and he was to be found right
here in the Germiston Loco Depot (amongst others) sketching the busy steam scenes still happening after
they had passed in England, his homeland. Mr. Shepherd also owns a BR 2-10-0 Class 9F.
One of those ‘railed giants’ was the Class 15F locomotive – which although running on the ‘narrow
gauge’ of 3ft 6in, is bigger than the 4ft 8½ in standard gauge engines ‘back home.’ The 15F is a heavy
mixed traffic locomotive of the 4-8-2 ‘Mountain arrangement and was very successful. 255 of them were
eventually built in several batches and they were to work throughout most of South Africa.
Class 15F No.3052 was built in 1945 as a part of the first post war batch by the North British
Locomotive Company and was one of the later 15Fs that was built with a mechanical stoker, vacuumpowered locomotive brakes and smoke deflectors from new. During her long life, she also acquired an
ex-Class 23 long-range tender, probably during service at Kroonstad Depot. No.3052 spent much her
life at Germiston Depot where the driving axles were converted from grease pads to oil-based
lubrication, which was preferred for the heavy shunting duties to which she had been down-graded.
Few SAR engines were officially named, although many did carry unofficial names of wives and
girlfriends. No.3052 was one of a batch of then nearly-new Class 15F and 23 machines formally
named in 1945 by the then Minister of Transport, the Hon. FC Sturrock. 15F No.3052 was officially
named ‘Brakpan,’ although she did occasionally run under the name ‘City of Germiston.’
In 1991, after a brief allocation to Millsite Depot (Krugersdorp), No.3052 was selected to be presented
to David Shepherd by then-Spoornet in exchange for an original portrait of the locomotive itself! The
presentation took place on Kimberley Station by Dr. Anton Moolman and No.3052 hauled a short train
southwards from Kimberley. Mr. Shepherd chose not to move his locomotive to England to be a static
exhibit. (Because of the incompatible gauge) He left her in South Africa where she could continue in use.
After some time at Germiston depot, No.3052 was moved to Hilton in Kwa-Zulu Natal. She saw
occasional use but was generally unsuited for the lines in the area. No.3052 was eventually moved to
the Umgeni Steam Railway depot at Mason’s Mill in Pietermaritzburg, and was then staged out of use.
In 2002, Sandstone Heritage Trust funded repairs for the loco to be steamed to coincide with a visit by
the Shepherds to South Africa. In Nov. 2003 No.3052 took a special train from Mason’s Mill to Cato
Ridge and back. An excited Mr. Shepherd asked Sandstone Estates to take custody of the locomotive in
the hope that it could be used on the Bloemfontein/Bethlehem line. (Being based at Ficksburg.) In April
2004, No.3052 was moved to Ficksburg. Unfortunately, trackage rights were not assigned and the 15F
was staged (again) in Sandstone’s Ficksburg facility. The loco was named ‘Avril’ after David’s wife.
Under the initiative of Steam in Action in Oct 2007, No.3052 was tested and steamed up to be moved
back to Germiston in hopes of more regular use and for access to the workshops. The move also
involved the transfer of 25NC No.3488, DE2 No.1207 and four coaches. Upon arrival, the locomotive
needed more upgrades before commencing regular main-line work. The long-range tender was
completely dismantled and overhauled. She was a successful runner and also hauled the Cherry Festival
Train in 2008 – reunited with Mr. Shepherd! Unfortunately, a boiler tube failed on a later revenue run
and upon inspection, a number of the Spoornet-era tubes were found to be worn. Reefsteamers had to
allocate money to other revenue-earning locomotives and so No.3052 has been out of use since 2010.
Plans are currently underway to source funding to restore this engine back to work as was planned.
Apart from the boiler work, this loco is otherwise in good shape and should run for many years to come!
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 15 of 16
No.3052 was built in 1945 by North
British Locomotive Company.
Class:
Designer:
Builder(s):
Berliner Maschinenbau
Henschel and Sohn.
Configuration:
Track Gauge:
Driver Wheel
Diameter:
5 Ft. (1,520 mm)
Total Locomotive
73 ft 6 in. (22.401 m)
Length:
Height:
Tender Type:
Tender Weight:
Fuel Type:
Tender Coal:
Tender Water:
Boiler
Dimensions:
Boiler
Pressure:
Type ET – Original.
70.5 tons working order. (Orig. ET)
109.4 tons working order. (EW)
14.2 tons. (Original ET Type)
6 ft 2.25 in. (1.886 m) int dia
9 ft 2.5 in. (2.807 m) pitch
210 psi. (1,450 kPa)
2
12 ft 11.5 in. (3.950 m)
Fire Grate Area: 63 sq. ft. (5.853 m )
Heating Surface
of Tubes:
2
Frames:
3,168 sq. ft. (294.3 m )
Loco Weight:
Max. Axle Load:
Total weight
on drivers:
Tractive Effort:
Cylinders:
Cylinder Size:
114.9 tons.
Heating Surface
2
26 sq. ft. (2.4 m )
of Flues:
Heating Surface
2
206 sq. ft. (19.1 m )
of Firebox:
71.8 tons.
Total Heating
Surface:
3,400 sq. ft. (315.8 m )
42,340 lbf. (188.3 kN)
Superheater
Area:
676 sq. ft. (62.8 m )
Two.
Valve Gear:
Walschaerts.
24 in. (610 mm) bore.
2
2
The painting of a locomotive that was exchanged for the real item! David Shepherd drives his own locomotive off the ash
This is No.3052 ‘City of Germiston’ hauling a heavy freight past tracks in Nov. 2008. The number plate was borrowed
from the then-incomplete No.3046. (Pic – Lee Gates)
the gold mine dumps of Johannessburg. (by David Shepherd.)
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 16 of 16
File Name :
Doc. Author :
Lee D. Gates
Date of Print :
Fri, 27 Jul 2012
Page 17 of 16

- REEFSTEAMERS LOCOMOTIVE PROFILES

Transcription

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