21 April 2009

Pretoria, Koedoespoort Workshops, SAR Class 6A No 482

This photo by Hennie Heymans taken on 5 Nov. 2004.

The photo was posted to the Friends of the Rail forum. It shows the Class 6A No 482 as plinthed at the entrance of the Koedoespoort Workshops. The engine used to stand mounted at the foundry entrance.

July 2008: Photo kind courtesy of Jacque & John Wepener.

This locomotive was built in 1896 as works number 4117 by Sharp, Steward & Co Ltd, Glasgow, Scotland.

Plinthed behind the engine is a Sheldon steam crane. [possibly? 10/20T 4+4W CS 6101/37 KOEDOESPOORT WKS]

19-09-2009 Koedoespoort Works Visit - Photo © Geoff Cooke as posted here on geoff-cooke.fotopic.net

19-09-2009 Koedoespoort Works Visit - Photo © Geoff Cooke as posted here on geoff-cooke.fotopic.net

19-09-2009 Koedoespoort Works Visit - Photo © Geoff Cooke as posted here on geoff-cooke.fotopic.net

19-09-2009 Koedoespoort Works Visit - Photo © Eugene Armer as posted here on RailPictures.Net. Eugene noted: For many years this Cowans Sheldon 10 ton steam crane worked at South African Railways' Koedoespoort workshops. Today the workshops belong to Transnet Rail Engineering and the crane is a museum piece, mounted on a short piece of track at the main entrance to the works. Taken with permission during a Railway Society of Southern Africa group visit.

2009-09-30 photo kind courtesy of Andre Kritzinger. This photo was first posted here by Andre in his South African Steam Locomotive album.

It is great to note that this locomotive is preserved in a friendly environment!

Google Earth 2007 view shows location of the locomotive at the entrance of the Koedoepoort Workshops.

Google Earth 2007 view shows location of the locomotive at the entrance of the Koedoepoort Workshops.

A brief history of the famous SAR Class 6 series as set out in Leith Paxton and David Bourne's Locomotives of the South African Railways - Struik - 1985.

CLASS 6. 6A, GB, 6C, 6D, 6E, 6F, 6G, 6J, 6K, 6L.


Originally designed by locomotive superintendent Michael Stephens for fast passenger service on the Cape Government Railways (CGR), successive orders for the 6th class were placed with both British and American builders between 1893 and 1904 for use on the CGR and Orange Freestate Government Railways (OVGS). For convenience, the following descriptions are distinguished between the plate and bar-framed engines and are examined in date order.

The first order for 40 engines was delivered from Dübs and Co in 1893 and became the SAR Class 6. They were an enlargement of the CGR Class 5 (SAR Class 05) with Stephenson's link motion but with 'D' valves positioned above the now horizontal cylinders. They were placed in service on both the Western and Midlands system.

A further order for 50 locomotives was received from Dübs and Co and Sharp, Stewart and Co between 1895 and 1897. These engines had larger boilers than the first order and were classified SAR Class 6A on the SAR and distributed throughout the Cape colony.

A third order was placed with Neilson, Reid and Co for 54 engines which were delivered between 1897 and 1898 and again shared throughout the colony. Classified SAR Class 6B, they were almost identical to the 6A except they were provided with an eight-wheeled bogie tender.

The 33 engines delivered by Neilson, Reid and Co in 1898 were again similar to their predecessors but were fitted with six-wheeled tenders and became SAR Class 6D.

The last plate-framed 6th-class locomotives built for the CGR were 21 supplied by Neilson, Reid and Co in 1901. Their boilers were again enlarged and were fitted with H.M. Beatty's large cab. They became the SAR Class 6H.

Besides the CGR, the OVGS also bought and operated engines of this type. The first of these were 15 locomotives delivered in 1896 by Dübs and Co, Neilson, Reid and Co, and Sharp, Stewart and Co. After the Anglo-Boer War they were operated by the Central South African Railways (CSAR) where they became the 6L-2 type until they were classified SAR Class 6C.

A further six engines for the OVGS were delivered in 1898 by Sharp, Stewart and Co. Mechanically similar to their earlier engines but with a large cab and a bogie tender, they became type 6L-3 on the CSAR and classified SAR Class 6E on the SAR.

While under CSAR administration several of the Class 6L-2s were fitted by P.A. Hyde with a larger Belpaire boiler and a larger, more sheltered cab. This conversion improved their performance tremendously. Subsequently the SAR rebuilt many of the Class 6, 6A, and 6B in this way, without alteration to their classification.

During the 1930s AG. Watson further displayed his aversion to Belpaire boilers when he reboilered many of this type with round-topped fireboxes but retained the large cab, again without a change of classification.

These little engines had a long and illustrious career on the SAR. As they were displaced from main-line work they were assigned other less glamorous tasks. Most notable was the performance they set up on the Cape and Reef suburban traffic during the 1920s. During World War II, 16 of the classes 6 to 6D were sold to the Sudan to assist with the war effort. While the last 30 years of service was spent mainly on the shunt throughout the country, except Natal, they were used occasionally as late as 1960 to assist with branch-line work. The last of these engines were withdrawn in 1973.

The first bar-framed CGR 6th class was delivered in 1900. These consisted of two locomotives built by Sharp, Stewart and Co and were placed in service on the Cape main line, later to become the SAR Class 6F, but were withdrawn by 1929.

The next two orders were placed with American companies, the first for eight engines was delivered in 1901 by the American Locomotive Co and placed in service on the De Aar-Kimberley section. They had larger boilers and were more powerful than the previous 6 classes and became SAR Class 6G. The last engine of this type was withdrawn from service in East London in 1961.

In the same year, ten locomotives were delivered from Baldwin. They were similar in dimension to the Class 6G but were classified SAR Class 6K by the SAR. They worked on the East London main line and were withdrawn by 1928.

The most successful bar-framed 6th class were the 14 locomotives supplied in 1902 by Neilson, Reid and Co. Used initially on the Cape main line, they became the SAR Class 6J on the SAR. The last engine of this type was withdrawn from service in Bethlehem in 1972.

The final order for CGRs 6th-class locomotives included certain experimental improvements. For the first time in South Africa an engine was superheated and provided with piston valves. Whereas in later designs the superheater elements were passed down the boiler flues, the arrangement on these engines confined the elements to the smokebox. The two engines, to become SAR Class 6L, were delivered by Neilson, Reid and Co in 1904. The superheaters were not successful and in 1915 these engines were reboilered and reverted to using saturated steam.

Again they were confined to the Cape main line and were finally withdrawn by 1939.

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