17 December 2014

Florida, Roodepoort: RSME (Rand Society of Model Engineers): Industrial (Class H design) 4-10-2T NBL 23722/1928 ex-Witbank Colliery No 1


2015 image (c) Patrick Ackerman via fb

In in June 2014, a Reid Ten-Wheeler, built in 1928 by NBL for an industrial user, was plinthed on the premises of the Rand Society of Model Engineers (RSME) in Florida in Roodepoort.


Locohunter's post June 2014 image as posted on flickr


This locomotive, deployed in industrial use from day one, was the last one built to the original design used for the South African Railways Class H locomotives.


The locomotive was originally ordered by Witbank Colliery and delivered in 1928.

Below follows an article copied from here - this tells the story best.

locomotive "WITBANK COLLIERY LTD NO. 1"
-- A BRIEF HISTORY
(The original version of this article was sourced here on 16 Dec 2014.)


This article compiled by Shaun Ackerman – Engineering Director of Reefsteamers Association with history researched by John Middleton – One of the founding members of SANRASM.

A total of 137 locomotives of this type were built of which Witbank Colliery No. 1 is the last survivor in original condition.

Rail traffic on the Natal Government Railways was increasing rapidly in the 1890s and G.W. Reid, their Locomotive Superintendent identified the need for a locomotive that could haul at least 50% more than a Dübs A class 4-8-2T. Because of the great size of the proposed 4-10-2T locomotive (for that era) a prototype was delivered in 1899 from Dübs of Glasgow, Scotland. It was subsequently deemed successful and a further 100 locomotives followed from Dübs between 1900 and 1903. The last four of the order were completed by the North British Locomotive Company which absorbed Dübs in 1903.


NGR class C 171 (SAR class  253). Image: Wikipedia Commons.
 
They were Natal Government Railway Class C becoming South African Railways Class H in 1912.

During the Anglo-Boer War the Imperial Military Railways urgently required new locomotives and ordered a further 35 “Reid Tenwheelers” being a proven design. These were manufactured by Neilson, Reid & Co, also in Glasgow and later became South African Railways Class H1.

Although successful in service they were rapidly replaced by more advanced
locomotives and the vast majority of the Class H were rebuilt as 4-8-2T for shunting (South African Railways Class H2). The H1’s where rebuilt more radically to Class 13 4-8-0 tender engines, using redundant 6-wheel tenders from older locomotives. The few not rebuilt were scrapped before 1910.

In 2014 four Class H2 (but no Class 13) locomotives survive including one in the
National Collection in the Outeniqua Railway Museum at George. The last locomotive in service in 4-10-2T form was in the early 1920s.

However, one further “Reid Tenwheeler” was to be built several years after they had ended service on the main line. The Witbank Colliery Co Ltd had operated a coal mine since 1896 in Witbank (today eMalahleni) in Mpumalanga.

In 1928 the company opened a new “South Section” and required a large locomotive to haul coal to the exchange sidings at Witbank station, a distance of about 4 kilometers.


Although for a 4-8-2T this image by Ron Fisher posted on flickr included here to illustrate the railway operation at Witbank Colliery in the 70's


An order was placed with the North British Locomotive Co in Glasgow for the 137th and final “Reid Tenwheeler”. It was delivered as North British No. 23722 of 1928, painted blue with white lining and lettered “WITBANK COLLIERY LTD No. 1” on the side tanks. It received a new boiler from North British in July 1938, but the reason why the original lasted only 10 years is unknown. 

Image posted to flickr by Ron Fisher

However, with its new boiler it continued in service hauling coal for another 25 years until it was last steamed in March 1963.


9 September 1972 Image posted to flickr by Ron Fisher


16 Ocober 1973 image courtesy of Roger Griffiths

As WITBANK COLLIERY No. 1 it seems to have held sentimental value for the mine as it remained stored for over 20 years at the South Section loco shed until it was donated to the Railway Society of South Africa (RSSA) in a ceremony on 1 December 1985 when the RSSA ran a special train right into the colliery from Johannesburg to mark the occasion.


29 October 1976 courtesy of Roger Griffiths


19 December 1982 Image posted on flickr by TrainsandTravel

As it was a large locomotive, the RSSA couldn’t move it immediately and it remained at Witbank for another nine years until moved to the SANRASM Preservation Site at Randfontein in 1994.

Weight: 70 tonnes
Coal Capacity: 4.1 tonnes
Water Capacity: 8500 litres
See also: http://en.wikipedia.org/wiki/South_African_Class_H_4-10-2T

Locomotive Status in Recent Years

The South African National Railway and steam museum (SANRASM) had a long and rich history which sadly ended in tragedy after almost the entire collection was lost through bad management, lack of vision and the tough situation that all preservation groups experience in South Africa namely the increasing demand for non – ferrous material in particular for “scrap”.

This is an entire article on its own and I will not go into this now as the focus remains on the H class locomotive!

SANRASM partnered with Reefsteamers a few years ago as Transnet would no longer supply them with diesel traction and coaches for their Magaliesburg Express trains which became their only source of income after their trains stopped running from their site on the outskirts of Krugersdorp. Reefsteamers provided the trains with an added bonus of the trains being steam hauled. This partnership worked well for some time until the plundering of the organizations assets became public knowledge about four years ago.

Reefsteamers became involved for obvious reasons to assist in moving and storing what could be saved as did the Sandstone Heritage Trust. The process of actually moving the assets was somewhat held up until recently for a number of reasons that I will also not develop now!

I made a personal proposal to assist the remaining exco of SANRASM who wanted to see the items saved but did not have the knowledge or resources to relocate the very few locomotives and coaches remaining to Reefsteamers. The project was planned and initiated taking seven weeks to complete. Ten coaches where moved and saved as well as seven locomotives counting the H class. Some other smaller items where salvaged for other preservation groups. The site is now nothing more than a flat, tidy barren piece of ground!

The H class was identified to be cut up because of the logistics and cost to move it, but after some thought while working on the project I decided to request the locomotive for the RSME. This way it would be saved and kept safe as the only surviving H class in its original condition with the exception of the front bogie that was missing, but luckily it turned up under a heap of “scrap” on site. The four axle boxes had been stolen so it was quite a task getting the bogie back under the locomotive.

The next step was to get 60 pound rail and steel sleepers to the RSME and Patrick Ackerman senior and junior with the help of Daniel and a few other folk assisted in levelling the ground. Pat ordered a truck load of 19mm stone and put this over the rail panel once built and levelled it off. This created a plinth rail for the locomotive to stand on.



































The locomotive was moved to the RSME using a 80 ton low bed vehicle on Friday the 27th June 2014 and unloaded on Sunday the 29th June with the help of Transcor and Chimes Cranes. The professional team under my guidance rigged the locomotive and lifted it off the low bed and onto the plinth rail where it now stands.

The locomotive still needs to be jacked up about four inches on the front end to enable packing blocks to be fitted under the bogie axles as the axle boxes are missing. This will level off the locomotive.

A replica NGR (Natal Government Railways) style head lamp will be fitted.

Plans are in place to have the locomotive sand blasted and undercoated by a
professional entity and the top coat will be put on by us once this has been done.

It will be painted in its original blue colour but with yellow stripes representing the RSME colours. The RSME emblem and name will go on both side tanks and eventually the cab will be caged in to keep out unwanted nocturnal inhabitants and a small palisade fence and plaque will be put up for the locomotive to ensure the public can be kept informed on the locomotive while also improving security.

14 December 2014

MIZENS RAILWAY Dubs No 3819 (SAR A Class 4-8-2T No 196)

Woking celebrates Dubs tank repatriation

Published: 10:10AM Aug 5th, 2011, By: Robin Jones (this Heritage Railway article originates from here)

Around 50 Mizens Railway members and friends attended an informal ‘steam locomotive rededication ceremony’ at Barrs Lane, Knaphill in Woking on Saturday, July 23, 2011.


Dubs A 4-8-2T SAR no. 196 (ex NGR no. 133) unveiled at the Mizens Railway. Unknown Photographer.

The event was held to welcome the repatriation of 112-year-old Dubs ‘A’ 4-8-2T No. 196 that was built in Glasgow in 1899 and spent its working life in South Africa.


From Railtalk Magazine June 2011


Mizens chairman Mike Smith and Ken Livermore from the North British Locomotive Preservation Group addressed the visitors before unveiling new numberplates that had been specially cast and fitted to the locomotive for the occasion.

Mike said that he was delighted that the locomotive had returned to the UK after a four year joint fund raising initiative between the Mizens railway and the NBLPG and that its presence dominating the entrance would provide an excellent landmark for future visitors to the site.

The guests included many of the fundraising team who had raised £25,000 to save the engine and representatives from Gearbulk Shipping who provided a safe passage back from South Africa to Bristol.

The 7.25in gauge Mizens Railway is open every Sunday afternoon until the end of October.

Further information can be found at www.mizensrailway.co.uk


Photographer Unknown


The Dubs arrive at Mizens on 12 May 2011 - Photographer Unknown


Photographer Unknown


Photographer Unknown


Photographer Unknown


Photographer Unknown



NBLPG Dubs Tank No. 196 at Masons Mill shed in January 2009 (Photo by Andy Anderson) (sourced from NBLPG newsletter)

After cosmetic restoration at the Umgeni Steam Railway in South Africa, our Dubs ‘A’ Class 4-8-2 Tank No 196 was ready to return to the UK.  Just £15,000 was needed to cover final repainting and shipping costs to bring this historic, 109 years old, Glasgow built steam locomotive from Durban to a new home that is currently (in 2011) being prepared for her at the Mizens Railway near Woking.


On 10 Dec 2010 Charles Baker made this image of No 196 at Mason's Mill in Pietermaritzburg (South Africa). This image stems from here on Wikipedia.


Class A 196 (4-8-2T) ex NGR 133  photo Charles Baker 10 Dec 2010 Masons Mill  Pietermaritzburg.

100 of the ‘A’ Class Tanks were built at Dubs’ Glasgow Locomotive Works for the Natal Government Railways between 1888 and 1900 and they were the first engines in the World to
utilise the 4-8-2T wheel arrangement. Their great success paved the way for many larger and much more powerful locomotives using the ‘Mountain’ configuration.


Built in 1899 (according to new research by Reg Carter - previously it was thought the locomotive dates from 1900) by Dübs works no 3819 she started life as NGR No. 133; after 1910 she became No. 196 on the SAR and spent many years slogging it out on the 1 in 30 gradients through the mountains of Natal.


Over time many of the "A" Class tanks were fitted with Belpaire fireboxes by the NGR and the SAR - at the same time the open cab was also improved to give better protection for the engine crew. These "Improved Dübs A", of which SAR no 196 was a member, proved to be very successful in operation.

By 1962 the SAR had withdrawn the last of the Class A locomotives from service. 

No. 196 spent far longer in industrial service than she did working on the main line as a change in SAR locomotive policy saw her sold to Daggafontein Mines as early as 1933.
Pressed into industrial service, No 196 found new life as No 1 at the Springs Daggafontein Gold Mines near the town of Springs. 

Daggafontein Mines 4-8-2t No. 1, ex SAR A Class No. 196. 1967 (C) Allen A Jorgensen. This image sourced here. This was also published in the THE GREAT STEAM TREK (1978 - Lewis & Jorgensen)

By the end of the 60's the Daggafontein Mine ran out of gold ore. A move to Amcoal’s Springfield Colliery (some 85 km east of Johannesburg) took place in 1967 where she was also No 1 end was partnered by another Glasgow veteran, NBL ‘G’ Class 4-8-2 tank works no. 16069 of 1904. 

On 4 Oct 1980 photographer TrainsandTravel found No 1 dumped at Springfield Collieries. She was the very last engine built in the SAR Class "A".

When the Eskom power station at Grootvlei near the Springfield Colliery was closed the Dubs’ fire was dropped for the last time in 1980, having spent more than 47 of her 81 years in industrial ownership. The locomotive remained at the Springfield Colliery until around 1990, when it was moved to the Grootvlei power station site and stored there for another decade. Her work done, the Dübs locomotive was then donated by AMCOAL to NBLPG. Cosmetic restoration was done at Umgeni Steam Railway to prepare the locomotive for her sea trip to the UK.

In a May 2007 NBLPG Ken Livermore wrote:

DUBS TANK

I have received a confirmation e:mail from Andy Anderson, Commercial Manager of the Umgeni Steam Railway, that No. 196 is safely on site and stored undercover at Masons Mill Loco Shed. In return for the Umgeni’s assistance, we have agreed to make a token donation of £5 per week (R300 per month) towards the restoration of their own NBL (and Dubs) steam locomotives. All movement costs and the first 6 month’s donations have now been paid and we are putting some cash together towards preliminary restoration work and the casting of new numberplates etc.

We fully appreciate that the progress with this loco to date has only been made possible by our NBLPG membership so we would like all those who have who have kindly donated to the Dubs Tank Fund to take part in a vote to decide which livery the loco will initially carry. Mr. Reg Carter, the Librarian of the Stephenson Locomotive Society has kindly supplied a great deal of information about the early days of the Dubs Tanks on the Natal Government Railways and, coupled with what we already knew from later years, we have a choice of at least 4 authentic liveries that the loco has carried during her 107 years of existence !

Separate from this Newsletter, all ‘A’ Class Fund donors will receive a voting slip illustrating the various livery options we are considering and we would like this completed and returned by the end of May so a decision can be made in time for the next newsletter. I’m sure there will be much debate to follow and one of the main decisions will be whether to cast the new plates as South African Railways No. 196 or as Natal Government Railways No. 133. If you have not already contributed towards the Dubs Tank Fund and would like to vote, it’s not too late – please forward a donation and you will receive a voting slip by return of post ! 

Two of the most interesting facts turned up by Reg Carter include the original Dubs works builders date of 1899 (we have always thought that the engine was built in 1900) and comprehensive notes regarding the NGR dark green livery and lining details. Our loco emerged from Glasgow Works at the same time as Dubs were constructing large batches standard British 0-6-0’s for the Highland, Caledonian and Midland Railways – what an amazing design contrast it must have provided at the time !
Image: Edwin (Andy) Anderson (via fb)

Dübs builder's image - actual engine numbers delivered to the NGR ran from 49-148. Note the somewhat open cab!


NGR No 72 as used by the NGR (Pietermaritzburg Archives)

No 105 as used by the NGR (Pietermaritzburg Archives) had dark green livery at the turn of the last century. Note the round top firebox, open cab and stovepipe chimney.

This 1975 photograph by Allen Jorgensen shows an ex-SAR Dübs A in a typical industrial setting at Grootvlei Proprietary Gold Mines. Image sourced here.

1975: Ex-SAR Dübs A at Grootvlei Proprietary Gold Mines with train to collect gold reef ore. Image sourced here.

More information about the Class "A" locomotives on Wikipedia: South African Class A 4-8-2T


Sources:
  • NBLPG newsletters
  • Industrial Locomotives of South Africa 1991 (John Middleton)
  • Locomotives of the South African Railways (Paxton & Bourne)
  • Railways of Southern Africa 2002 (John Middleton)

Frankfort Station SAR GF No 2380 before re-steamed


Jimm Yarrow recently provided an image of this 4-6-2+2-6-4 Garratt locomotive, SAR Class GF No. 2380, when in the early 80's, it was plinthed in front of the Frankfort railway station.

This locomotive was built in 1927 by Hanomag as their works no 10522.

According to Paxton & Bourne, the SAR GF class was designed for working both passenger and goods trains on branch lines. The initial order for 37 locomotives in this Class was executed in 1927 by the German firm Hanomag, which followed with a 2nd batch of 18 engines in 1928. A third order for 10 locomotive was fulfilled by Maffei later in 1928. At the time this was the most numerous locomotive in any SAR Garratt class, until the Class GMA/M engines appeared on the scene.

Superheated, these engines have bar frames and use Walschaert's valve gear.  These useful engines saw service on many lines in Natal, the Transvaal, Free State and Eastern Cape before the last one was withdrawn by 1979.

The good news is that No. 2380 was taken off the plinth, and re-steamed again to haul charter trains around the start of the new millennium.

Image above: Class Garratt GF 'Billy' No. 2380 Steam Locomotive at the Albert Falls Siding while doing a steam special on a South African public holiday - 16.12.2004 Photo: (c) Michael Cookson as published on Panoramio.

No. 2380 is in the good care of the Umgeni Steam Railway (USR) and many images are available on the web - showing her on run-pasts for photographers - for example:


June, 1996: It's a long time since a genuine "stimela" (steam train or steam loco) has passed this way and Umgeni Steam Railway's GF No 2380 really attracts interest as she passes through typical rural countryside, dotted with huts. RailRog's image sourced here.


The rolling hills of Natal posed a challenge to the railroad builders in South Africa. GF Garratt No 2380 works hard climbing the 3% grade (1 in 33) between Arnold's Hill and Baynesfield with a short mixed train. Michael F. Allan's image sourced here.


May, 2003: GF Garratt No 2380 crosses the 3 arch bridge as it leaves Deepdale for Donnybrook. Alan John Crotty's image sourced here.

As far as I can establish, the current status, in Dec 2014, is that No. 2380 has now for a number of years been awaiting re-tubing and replacement of steam elements.

More information about: SAR GF Class on wikipedia.

Kimberley Station Platform SAR 6J No 645 before re-steamed






These 1973 images taken by Roger Griffiths, show SAR 6J No 645 on the plinth before she was re-steamed. Later she was taken up in the Museum collection at George. You can see here in the museum in this entry.

#645 class 6J - Engine 645 was stationed at De Aar between 1958 and 1967 and was later mounted on Kimberley platform as a monument. She was still later, removed from the platform and restored to working order by the THF for use on enthusiast specials. She is now housed in the OTM at George. [Source: 23 May 2010 Les Pivnic (former SAR Museum curator) in the sar-L forum]

The most successful bar-framed 6th class, were the 14 locos supplied in 1902 by Neilson, Reid & Co. Used initially on the Cape main line, they became the Class 6J on the SAR.

Placed in service in 1902, these 4-6-0 engines have a tractive effort of 18,780 lbs at 75% boiler pressure, which is 180 psi. Wheel arrangement, as on the other class 6s, is 4-6-0. Driving wheels are 4' 6" in diameter, and the cylinders measure 17"x 26". Valve-gear is Stephenson. Engine and tender are 53 feet long over the buffer faces, and together they weigh 82 tons 19 cwt. Total heating surface is 1,172.6 square feet, and the fire-grate area 18.75 square feet.

The last engine of this type was withdrawn from service in Bethlehem in 1972.



Drawing of the SAR Class 6J


Photo: Icke Popicke (MIRo) 6J 645 before reconditioning. Later the locomotive was plinthed in Kimberley. 

6J 645 Kimberley Stn. 26.9.73 (c) George Woods (via Flickr)


6J 645 Kimberley Stn. 26.9.73 (c) George Woods (via Flickr)

Class 6J 645 when she was still on the plinth on the Kimberley Station Platform at The Great South African Steam Festival in 1989. (Photographer: Unknown)

source: sa.transport.co.za
Source : sa.transport.co.za



Class 6J 645 , Class 24 3654 (Ansa), Class 15F 2928 at Kimberley Station. 1990. Used as a backdrop to Presentation of Class 15F Avril to David Shepherd.
Photo: Martyn Gomersall