Heritage & Preservation Trains

The first main line electrification was the section between Pietermaritzburg and Glencoe and was completed in 1926. The line was electrified at 3 k V dc and 78 electric locomotives were ordered. At the time it was the largest order for a single type of electric locomotive placed anywhere in the world. The engines are powered by 4 224 KW axle-mounted electric motors with the couplings fitted to the bogies. The engines themselves have air brakes with a vacuum brake for the train. A total of 172 locomotives were built between 1924 and 1925. The maximum safe speed is 72 Km/h. On the Natal main line, with its tight curves and steep gradients, the twin axle locomotives had to be coupled together on most trains as individual locomotives had limited power output.

As a result of the success of Class NGG13, it was decided that any additional engines would be to the same design. In 1937 John Cockerill supplied four locomotives ( No 85 -88) which were initially classified as NGG13. In view of the fact that all carrying wheels were arranged as pony trucks and fitted with roller bearing axle boxes, it was decided to reclassify them as Class NGG16. A second order of 8 locomotives was placed in 1939 and a third order in 1951  for another 7 – numbers 125 to 131 and delivered by Beyer Peacock & Co. The final class NGG16 order for engine no’s NG149 to NG 156 in 1968 was significant since these would become the final steam locomotives to be ordered by the SAR

These were the first of the SAR’s diesel – electric locomotives to be built in quantity, 45 were deliver in 1958 by the American company General Electric. These units are fitted with a single four stroke  V8 turbocharge Cooper-Bessemer engine which powers a DC generator. Four axle mounted traction motors are fitted. The early diesel class did not have inter-bogie control linkage; only three could be coupled together at most. The class 31’s were initially employed on the Johannesburg – Volksrust section on regular passenger trains until this line was electricified. The maximum safe speed is 90 km/h. Numbers : 31/000 -31/744

The first locomotive in South Africa was built by Hawthorn & Co at their Leith Engine Works in Scotland. Upon arrival in Cape Town on 08 September 1859, the engine had to be dismantled before it could be landed off the Brig Charles by means of lighters (small boats). The Engine was accompanied by its engineer-driver, a Scot named William Dubbs. This locomotive remains on the Wellington line until June 1874, when it was shipped to the Kowie to assist with construction at the Port Alfred harbor. In Port Alfred it was officially named “ Frontier”. But since it was painted black at the time, it came to be affection ally known as Blackie. This locomotive worked on the Kowie project until 1883, by which time it was completely unserviceable and abandoned on a siding. In December 1897 a big South African Exhibition take placed in Grahamstown and Blackie was repaired, repainted and railed to that town to be placed on show. It remained in Grahamstown until 1898 when it was decided that the locomotive should be returned to Cape Town and be mounted on the Old Cape Town Station concourse. On 14 April 1936 it was proclaimed a national monument by Government Gazette No 529. When the new Cape Town station was completed in the 1960’s Blackie was plinthed in the main concourse.

As far as known, the Dubs A Locomotives were the first in the world to have a 4-8-2 wheel arrangement, later to become known as the “mountain” type. One hundred of these locomotives were built by Dubs  & Co  for use on the heavily graded sections on the railway in Natal.  They were classified as Dubs A by the Natal Government Railways and thus were logically reclassified Class ‘A’ on the South African railways.

After being displaced from the Natal main line, they were used on the Dundee to Hlobane branch, the Harrismith to Ladysmith branch and the north coast line.

The last of the class A’s were withdrawn from service in 1962.

Numbers : 97- 196

The first five locomotives were numbered 1-5, works order numbers 2317-2319 and 2333, 2334. No 1 was shipped to Durban from where it was transported to Germiston by oxwagon. They were erected at Elandsfontein, now known as Germiston. On 18 July 1889 they were commissioned as construction locomotives on the line between Braamfontein and Springs- The Randtram.

The first of these locomotives, No 1, works order no 2317, which hauled the first train in Transvaal, the Randtram, from Braamfontein to Boksburg on 17 March 1890, was declared a National Monument on 06 April 1936, by Government notice no 59.

This locomotive was withdrawn from service during 1903 after having completed approximately 181 294 km and stood at Pretoria for several years. In 1972 when the Museum moved to Johannesburg station the Emil Kessler returned to its original place of work. The last of these engines was scrapped in 1916.

The first order for 40 engines was delivered in 893 and became the SAR Class 6. A further order for 50 locomotives was placed with Dubs and Co and Sharp, Stewart and Co between 1895 and 1897. These engines had larger boilers than the first order and were classified Class 6A on the SAR and distributed throughout the Cape colony.

Numbers : 441- 489

Three engines were built by Hawthorn, Leslie & Co in 1896 and 1897 for the Pretoria Pietersburg Railway (PPR). On 30^th October, 1895, the Government of the South African Republic granted a concession to Mr Hendrik Jacobus Schoeman for the construction of a railway running from the station at Pretoria West through Warmbaths (Bela Bela) and Nylstroom (Modimille) to Pietersburg (Polokwane), a distance of about 176 miles. The first engines obtained by the PPR was three 0-6-0 locomotives built in 1896-7, which were named Pretoria, Pietersburg and Nylstroom. Pretoria was scrapped many years back, but Nylstroom and Pietersburg are mounted on Modimolle and Polokwane stations.

These locomotives were the main motive power of the Nederlandsche Zuid Afrikaansche Spoorwegmaatschappij (NZASM). Between 1882 and 1898, 175 were delivered by Emil Kessler and 20 more by the Nederlands Locomotive Factory. As they did not have a leading bogie they gave a rough ride and were usually operated bunker first. Many were damaged in the South African War and only 55 were taken into SAR stock, all of which were withdrawn by 1930. They were used in Transvaal, Free State, and later for shunting in the Western Cape.

They had outside plate frames, Walschaerte’s valve gear and used saturated steam.

The main type was built over a period of 10 years, with two major variations, plate and bar frames.

The most successful bar-framed 6^th class were the 14 locomotives supplied in 1902. Used initially on the Cape main line they became the Class 6J on the SAR. They were the most successful of the bar frame designs and the last locomotive  of this class was withdrawn from service in Bethlehem in 1972.

The 6J class is easily distinguishable by their raised running plates and absence of splashers, and none of these ever received Belpaire boilers.

Numbers: 635- 648

The 8 class is also of Cape Government Railway origin, designed by Beatty, and is a substantially larger conception than the earlier 7 Class. The 8 Class were fitted with larger wheels and was considered a mixed traffic class. Many of the 8 to 8F ‘s were fitted with superheated boilers and either inside or outside admission piston valves. The classification of the inside admission engines was indicated with the suffix “W” while the outside admission engines retained their old classification.

The second order of 8 Class locomotives was placed by the CGR and delivered in 1903 by Neilson, Reid and Co and the North British Locomotive Co. These 38 engines differed only slightly from the original order and were classified as Class 8D on the SAR.

Numbers : 1192 - 1229

The Class 11 was designed by P.A. Hyde for goods working for the CSAR.  Very advanced for their time, they initially proved too heavy for the track, and some were stored until the track was upgraded. Features included wide Belpaire fireboxes on boilers which were later superheated, and outside admission piston valves, driven by Walscheart’s gear, giving a very free and modern sounding exhaust. They were withdrawn from service in 1975.

Numbers : 912-947

The first locomotive designed by DA Hendrie, locomotive superintendent of Natal Government Railways (NGR)  was a 4-8-2 t locomotive to be used for working main line passenger trains out of Durban. 25 Locomotives were built by Dubs & Co of Glasgow and were known on the NGR as the DUBS locomotive. When taken into SAR ownership they became class G. The last pair were withdrawn from shunting duties around Pietermaritzburg in 1962. It is said to believe that this type of  locomotive hauled the train on which Ghandi was travelling to Pietermaritzburg as a passenger and was removed from the first class to the third class and inspired him to start his path to passive resistance. 

Six R4’s were built and placed in traffic in 1906 and numbered 861 – 866. In these cars the pantry was enlarged and separated by a partition from the kitchen, which resulted in the loss of two seats in the saloon. At Union the cars were renumbered and number 866 was renumbered 134 and named KAFUE. These cars were destined to serve the SAR for a considerable period of time. As inherited from the CGR, they were not fitted with a bar, in place thereof they were equipped with a commodious wine cellar- rather appropriate for a Cape Car. In 1922 approval was obtained to convert the cellar into a bar and thereby bring these cars more into line with standard practice. In November 1944 car no 134 was in the Pretoria shops undergoing normal overhaul, but in view of the Catering Manager’s remark “ obsolete and quite unsuitable for present day requirements” repair was suspended. The last type of the type A-12 cars, No 134 became departmental coach no 14002 in January 1964.four years earlier in 1960, consideration had actually been given to converting no 134 for specialized use on non-white trains. However , due to the vehicle’s age it was decided not to proceed with the alterations. Thus the family of A12’s also dropped into the pages of history.

The 3Bs  were the first Hendrie superheated  4-8-2 locomotives and in addition to this , they were built with piston valve cylinders and a raise running plate to accommodate the greater height of these, a feature which immediately set the locomotive apart from the old class D. They were originally built as main line locomotives but have been relegated to shunting after 1930 when they have been fitted with standard  No 2 boilers. They were then reclassified as 3 BR locomotives and were withdrawn from service in 1974

Numbers : 1479 -1488

This class is a development of the Cape government Railways 4-8-2 ,designed by Beatty and delivered just after Union to the SAR. The original 4’s were heavy express engines of a rakish aspect with bar frames, side valves, inside Stephenson gear and saturated steam. Ten further locomotives of this type were delivered in 1913 and 1914 but incorporated several improvements. Their boilers were superheated, which resulted in the fitting of piston valves that were operated by Walschaert’s valve gear, these engines became known as the Class 4A. Their first ten years were spent working various sections of the Cape main line. After their transfer to the Reef they were fitted with a standard No2 boiler and then became the class 4AR.

Numbers : 1551-1560

Hendrie introduced the Class 5 series as a large mixed traffic locomotive for use when grades and curvature were not so severe as on the coastal routes.  The first ten locomotives of this class were ordered from the North British locomotive Co and placed in service in 1914 in the Free State.They had plate frames, Walschaert’s valve gear and were superheated. In order to reduce the weight on the trailing wheels, steel fireboxes were fitted. When more engines of this type were ordered, Hendrie improved the boiler by providing a combustion chamber. In this form they were known as Class 15A. The first 15As retain the narrow cab and dropped rear running plate of the 15 class.

Only 10 of this class of locomotive has been ordered from the British locomotive Company and were delivered in 1917 and 1918. The design were very similar to that of the original 16 class, except that the 16B’s were fitted with Hendrie’s newly designed wide cab and different boiler mountings.

Later during 1930 – 1940 the class 16B’s were reboilered with the No 2 Boiler and reclassified  the  class 16 CR.

No 805 has gained the distinction of being the only reboilered SAR engine to be cosmetically reconverted to the original unreboilered design

Numbers : 802 – 811

Ten Class 15 locomotives were ordered from the North British locomotive Co and had plate frames, Walschaert’s valve gear and were fitted with a super heater. To reduce the weight on the trailing wheels they were fitted with steel fire boxes which became a standard feature on most large South African locomotives.

The original 15 Class retained all the usual Hendrie features, but in the 15A, which turned out to be his most numerous class, a combustion chamber was added to the Belpaire firebox. Fifteen of the 15A Class retained the narrow cab and dropped rear

running plate of the 15 Class. One hundred and nineteen 15As were supplied by Beyer Peacock and North British Locomotive Co from 1914 to 1922.

All ten class 15s were refitted with the standard No 2A boiler and fitted with new cabs and reclassified as 15AR.

Numbers : 1839 - 1858

A single experimental Garratt class GB was supplied by Beyer Peacock for branch line  on the Cape gauge. This locomotive was placed in service in june 1921. Trials on the Natal south coast line were successful and a further six were ordered and placed in service in 1924. At the same time the prototype class GB was renumbered 2166. The  later batch were superheated with plate frames and Walschearts valve gear with a different cab design to the prototype.

Their last allocation was the arduous Aliwal North – Barkly East line, with its eight switchbacks, where they worked for many years until withdrawn in 1967.

The 16 Ds were the passenger version of the 15CB and many components were common between the two classes. Only two of the Pacific type locomotives  were ordered in 1925 from Baldwin in the USA. The crew of the 15 C referred to them as the  “Big Bills” and the 16Ds as  “Big Bertha”

Another order of 5 locomotives was delivered in 1926.

Number 860 made railway history on 13^th August ,1926, hauling the Union Limited on a 1530 km trip between Johannesburg and Cape Town in a record 29 hours.

Numbers : 860 – 866

Lounge Car

In order to provide a more powerful locomotive for working freight trains on the Natal main line, specifications were drawn up for a Garratt with a power equivalent of two 14 class locomotives.  The first two Class GL Garratts were delivered by Beyer, Peacock in 1929 with a further six following in 1930. The GL Garratts were the most powerful steam engines to operate on the SAR. Two chimney smoke clearing devices were experimented with in order to eliminate fumes in the cabs during operation through tunnels. A blower driven by a steam turbine to suck clean air from ahead of the chimney was tried out but eventually the locomotives had to run with the chimney trailing when ascending a gradient in a tunnel. Later a type of cowl was fitted to the locomotives, in order to divert steam and smoke away from the cab, if the locomotive did operate in a forward direction. The locomotives were superheated, had bar frames, Walschaert’s valve gear and a mechanical stoker. Their great weight –over 211 tons- and high axle load limited them to main lines laid with heavy tracks.

Numbers : 2351 - 2357

The original 19 class set the standard for all, including that of the boiler design, which is the same in external dimensions with that built for all but the 19A.

In 1930 a further 14 locomotives were ordered. The wheel base on the front bogie was increased to improve wheel clearance from the cylinders on sharp curves. They were reclassified and became the 19B. The last 19B originally had Caprotti poppet valves and

paved the way for the 19 C class.

Numbers : 1401- 1414

Fifty class 19B locomotives were ordered from North British Locomotive Co and were fitted with a No1A boiler  and RC poppet valves driven by outside Cardan shafts and were reclassified as the 19 C

The 21 element super heaters on the 19 and 19B locomotives were enlarged to a 24 element type in the 19C class and the 19 D class. Cabs with a slope in front were also fitted to the 19C and 19 D. In later years some of the 19C’s were fitted with domeless boilers and torpedo design tenders, obtained from other various other class 19 D locomotives.

Numbers : 2435 - 2484

The 16E, which is the passenger version of the 15E, is amongst the most remarkable locomotives classes ever to run on the SAR. They have the largest driving wheels to be found on any 3’6” gauge railway in the world and these, coupled with ample boiler power and poppet-valve cylinders, gave them a speed potential which had never been realized in practice. They boast the heaviest axle load on the SAR and when built, displaced the 16DA on the best express services. They were deployed in Kimberley for working express passenger trains south to Beaufort West and north to Johannesburg.

Numbers : 854 - 859

Class 23 are the largest of the SAR 4-8-2, and were originally intended to be a halfway stage between the 15F and 16E classes, with a 5ft 6in wheel in comparison to the 5ft0in and 6ft0in of the 15F and 16E respectively. They designed for general purpose, mixed traffic for use on the Cape Main line. The 23 class are recognizable not only by their slightly taller chimney, but mainly for their large tenders mounted upon six wheeled bogies. A total of 136 locomotives were supplied by Henschel and Berliner Maschinenbau.

When the 23 class were placed in service serious flaws in the firebox construction  became evident, specifically as regards the firebox stays. Repairs to the complete collapse of some fireboxes were done by the SAR workshops. During the 1970’s , the entire fleet of 23 Class locomotives were withdrawn from service due to metal fatigue cracks in their rolled steel bar frames.

Numbers : 3286-3316

This is a development of the 15E, but with long-lap piston valves actuated by Walschaerts valve gear, these alterations being affected by Mr  WAJ Day, the new CME responsible for their design.

The original locomotives were hand fired, but the later orders were changed to mechanical stokers . Later orders included the fitment of smoke deflectors which added to the overhaul weight of the locomotives.

With 255 locomotives in use, the 15Fs were the most numerous class of locomotive on the SAR.

Numbers : 2967- 96

Owing to the War situation in 1943, it was not possible to source locomotives from the usual overseas suppliers, hence CME DR MM Loubser, prepared designs for an engine that could be built in the SAR’s own workshops, effectively an improved class S.

The S1 is a direct development of the S class, having many similar major dimensions.

They had bar frames, Walschaert’s valve gear and were superheated with a considerably larger boiler.

Numbers : 374 – 385

The 24 class are the largest branch line engines built for South Africa and the only “Berkshire” type placed in service in 1948 for service on 45lb/yd track. Most of them were in operation in South West Africa (Namibia) until the dieselization process was completed in 1961 and were later dispersed widely amongst the branch lines in South Africa. Despite their small dimensions, they are thoroughly modern, and have a cast-steel bed frame with integral cylinders, with long-lap, Walschearts driven piston valves distributing superheated steam.  Equipped with a cylindrical tender mounted on a six wheel bogie they had a long range from water supplies. A total of 100 24 class locomotives were supplied between 1948 and 1949 and replaced the aging 6,7 and 8 class fleet.

Numbers: 3601- 3700

The S2 is the standard light shunting engine and the most numerous class of shunting engines on the SAR. They were fitted with Walschaert’s valve gear , 4 ft diameter coupled wheels, superheaters and built with cast steel frames. They had “Vanderbilt” tenders with the top of the coal bunker scalloped out to improve driver vision. Whilst they have proved successful in their own right, these engines became unpopular with their crews because of poor steaming resulting from the smaller boilers, which were similar in size to some narrow gauge types. They were all withdrawn by 1983. Numbers : 3701 - 3800

This engine was originally built as a 25NC in 1953 by Henschel. This locomotive was rebuilt at the Salt River workshops in 1981 under the supervision of David Wardale. This project incorporated design improvements pioneered by Argentinian locomotive engineer, LD Porta, after whom the locomotive is formally named. The modifications included the introduction of a gas producer combustion system. In the gas producer combustion system, the coal is preheated in order to drive off the volatile elements which are subsequently burned in hot air above the grate.  Exhaust steam is also directed into the ashpan, where it is mixed with air entering the coal bed. This steam reduces the coal temperature to a point below which clinker formation occurs and the increases the calorific value of the escaping gasses from the fuel bed. The permanent red colour scheme was intended to set this locomotive apart from other SAR steam locomotive and is most probably the origin of the well-known nick name "The Red Devil”.

The class Go was the last of the post-war SAR Cape gauge Garratt classes, a lighter version of the class GMA for use on 45 lb rails. As a variant of the GMA the Class Go differed in having a smaller boiler. The cylinder castings were lined to reduce their diameter to suit the Go’s reduced steaming capacity compared to the GMA. Tractive effort was also reduced and coal and water capacity lessened to reduce the overall weight . Their overall appearance is very similar to the GMA only with a slightly smaller boiler and taller chimney being evident.

Numbers : 2572 – 2596

A modern successor to the Class GM, no less than 150 of these Garratts suitable for use on 60lb rail were delivered between 1954-1956. Classes GMA and GMAM are externally identical in appearance, the only difference between the two classes being baffle plates in the tanks and bunkers which vary the quantity of supplies, the GMAM the heavier version. The locomotives were thoroughly modern in design, having one piece cast steel frames and roller bearing axle boxes. They were superheated and fitted with Walschaert’s valve gear. Like the GM’s they trailed a water tank. They were the last class of Garratt in service on the SAR.

Numbers : 4051 - 4075

This is the only SAR diesel-electric class operating on the narrow gauge. It was supplied by General Electric of the USA. In order to be accommodated on the 610mm gauge, special bogies had to be designed with the traction motors mounted between the axles, however, clearance problems are severe.

 This is a very specialized dining car. It was specifically ordered for use on the GovernorGeneral’s White Train and was built by the Metropolitan Carriage and Wagon co in England. In was placed in service as Car no 126 on 26 June 1947. This car was neither intended nor ordered for the 1947 Royal Train. It is often incorrectly coupled with the 1947 Royal Train in the historical sense, but this is probably due to the fact that the car was intended for the White train but only after the Royal Tour had been completed. This car being intended for specialized use on the White Train is undoubtedly one of the most luxurious diners in service on the SAR, but it must be remembered that it was not for general passenger service. The cars saloon contains one large longitudinal table which can accommodate sixteen persons. The kitchen is fitted out in stainless steel and the whole vehicle is air conditioned. The wall paneling is all satin –finished figured timber. The car was renumbered 49 in 1969 and served on the white Train from June 1947 to 1975 when the State President’s special train was officially withdrawn from service at the personal request of Dr Diedericks, the man in the high office. It was this vehicle which became famous in August 1975 when it formed the central conference coach of the train which was placed in the center of the Victoria Falls Bridge in one of the abortive attempts to bring about peace in Zimbabwe (then Rhodesia)

 On display in the museum and used as an exhibition facility for model train trucks, crockery and glass ware.

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Only one of this type of saloon was imported during 1896. It consisted of toilet facilities on the one end of the saloon , with a compartment for two, followed by another compartment for two, the saloon area, a third compartment for two, a fully equipped kitchen and lastly the attendant facility accommodating 3 attendants with their own toilet/wash basin facility. Total length of coach is 60 feet with a weight of 63,2 tons. In use by the Cape Government Railways.

A total of 15 coaches were imported and designed to sleep a maximum of 24 passengers or to seat a total of 36 passengers. These coaches are balcony coaches with a cross over corridor and 3 compartments, each providing sleeping accommodation for 4 passengers or sitting accommodation for 6  passengers , on the one side of the coach with the toilet facilities in the center and another 3 compartments , accommodating the same configuration of passengers as the first section, on the opposite side of the coach. The compartments were numbered A to F . Total length of coach over the body is 58’ 1” with a weight of 31,4 tons. These coaches were in use by the Cape Government Railways.

 A total of 181 coaches of this type were placed in service during 1912 – 1923 of which 136 were imported. These coaches are balcony coaches with a total of 5 compartments and 3 coupes providing sleeping accommodation to 26 passengers or alternatively sitting accommodation to 39 passengers, each compartment accommodating 4 sleeper passengers and the coupes limited to 2 sleeper passengers. The coaches were designed with two compartments and two coupe’s on the one side of the coach with the toilet/wash basin facilities in the center and another coupe and three compartments on the opposite side of the coach at the other end. Total length over the body is 63’ with a weight of varying between 32 to 34,5 tons.

The second generation A-18’s , with four exceptions, all entered traffic in 1914. Three were placed in service in 1918 and the last vehicle in 1921. Notwithstanding their obvious NGR(Natal Government Railways) ancestry, these vehicles could lay claim to being the first dining cars built purely under the auspices of the SAR. They were in no way (apart from influence in design) connected with any pre-Union system. Thus 1914 became a “red letter” year in the history of SAR dining cars in that it witnessed the introduction of the first SAR designed and engineered vehicles. Rather appropriately, the first car of this type to actually enter service  was also numerically the first, no 165, placed in service on 31 March 1914. Cars 165 to 176 were built in the Pretoria workshops. The under-frames of these vehicles are constructed of steel, of the standard pattern carried on two four wheel bogies arranged at 44ft 6 inch centers. Two water tanks, each of 135 gallons capacity, are secured to the under-frame, as also are racks for empty bottles, access being given to these by means of trap doors in the floor of the dining saloon and pantry. The interior is arranged with a dining saloon to seat twenty-four, a bar, pantry and kitchen; admission is gained at each end by means of a swing0 door opening on to a half balcony. At one end of the vehicle half the balcony is occupied by a larder, adjoin which is the kitchen; next to this is the pantry, with direct communication to the dining saloon. At the other end of the dining saloon is situated the bar, with an ice chest occupying one –half of the balcony space.   Corridors are arranged to give access to the dining saloon, past the bar at the one end and the kitchen at the other end of the vehicle. This car was one of the last survivors, remaining in traffic at Cape Town for the Port Elizabeth service until she was withdrawn in 1982..

On 11 January 1984,the South African Railways inaugurated the Metroblitz high speed interurban train service between Johannesburg and Pretoria, reaching speeds of 160 k/ph while having to content with other mixed traffic on 1067mm Cape gauge track. Five Class 12E Electric locomotives with a Bo-Bo wheel arrangement, which entered service in 1983, were designed and built specifically for the MetroBlitz. The locomotive were designed and built by Union Carriage and Wagon in Nigel with the electrical equipment supplied by General Electric Company.

After the MetroBlitz service came to an end in 1985, the 5  Class 12E locomotives were repainted blue and replaced Class 6E1 as Blue Train locomotives between Pretoria and Kimberley. They continued work until about 2005 and were then staged at the Koedoespoort workshops. Four of the locomotives were sold on public auction with number  E12-005 identified as a heritage item.