Just a few from the greatest steam show I ever saw (being too young to have seen the great American locos). South Africa in the '70s was a steam paradise, but it was obvious the diesel and electrics were there to stay.
This railway in an area of roughly Queensland, N.S.W. and maybe a bit of South Australia, had locos on 3' 6" gauge as big as our biggest, that could run at high speed and pull huge loads; that made you wonder why we had standard gauge -- the SA loading gauge was 10' 4" wide and 13' 2" high compared to our 9' 9" wide and 13' 10" high. and they MOVED. Mainline average speeds were around 90 km/h and branch about 60-65.
The 4-8-2 was a South African favourite with over 1,400 in about 25 classes. In 1960 there was 2,742 steam, 76 diesel and 472 electric locos. By 1970 it was 2,473 steam, 379 diesel and 1,112 electric and in 1980, 1,702 steam 1,398 diesel and 2,344 electric. So you can see it was no small concern. You had to see it, but to me it was the greatest show on earth.
SAR: When steam was king, by Dennis Mitchell
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Steve Appleton
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SAR: When steam was king, by Dennis Mitchell
Posted for the photographer, Dennis Mitchell:
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- These WWI 4-6-2s of the 16CR class are working out of Port Elizabeth in 1974 on suburban trains to Uitenhage -- 11 cars, 11 stops over 34 km in 44-48 minutes. And they still arrived early! They were replaced by 4-8-2s in 1975/6. Similar to Australian 35/36 class in size, they could rattle up over 100 km/h. between stations sometimes less than 2 km apart. The local Eveleigh men would have been astounded at the prowess shown by the Port Elizabeth "top link" crews of Sydenham loco.
- 810 Port Elizabeth 20,10,1974.jpg (161.69 KiB) Viewed 2852 times
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- These WWI 4-6-2s of the 16CR class are working out of Port Elizabeth in 1974 on suburban trains to Uitenhage -- 11 cars, 11 stops over 34 km in 44-48 minutes. And they still arrived early! They were replaced by 4-8-2s in 1975/6. Similar to Australian 35/36 class in size, they could rattle up over 100 km/h. between stations sometimes less than 2 km apart. The local Eveleigh men would have been astounded at the prowess shown by the Port Elizabeth "top link" crews of Sydenham loco.
- 16cr 800New Brighton 18,10, 1974.jpg (166.89 KiB) Viewed 2852 times
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- This 15F no 3033, is the passenger pilot at Bloemfontein. The yard is being rebuilt for electrification. Photo: 8 Oct 1974.
- 15F 3033 Pass pilot BFTN Oct 1974.jpg (178.84 KiB) Viewed 2852 times
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- hese 2, 4-8-2s are of the 15F/23 contingent of 391 very similar locos that held "carte blanche" on the very busy Kroonstad-Bloemfontein line that was being electrified in 1974. This line was the busiest steam line in the world in 1974 with 140 trains per day, many double headed. The 23s had longer tenders, but Bloemfontein and Kroonstad locos would swap tenders between both classes so a 23F? or a 15?!! Photo: Karee, October 1974.
- 4-8-2 s battling Karee Koppie 8_10_1974.jpg (238.64 KiB) Viewed 2852 times
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- 15Fs nos 2986+3002 on the Utrecht branch. Big locos for a branch? Yes, the Umgala colliery at Utrecht brought about 10,000 tons of coal a day out by rail in half a dozen trains a day which were all "mixed", i.e. 1,800 tons coal plus about 200 tons of goods and 2 passenger cars on the rear!! Photo: June 1977.
- 15Fs 3002, 2986 approaching Utrecht 1977.jpg (162.34 KiB) Viewed 2857 times
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- WWI 4-8-2s of the 15AR class nos 1962 and 2022 at the water stop at Schoombie with an East London-Cape Town mail. It's minus 15C but that didn't stop these two barrelling along at 100+ km/h. Photo: June 1977.
- 15AR 1962,2022 Shoombie June 1977.jpg (163.64 KiB) Viewed 2857 times
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- 25NC 3431 "Lindy Lou" and 3509 "Amanda" pull away from the water stop at Orange River with a 3,000 ton Cape Town-Johannesburg freight in June 1980. The long tender on 3509 is because it was originally a 25 condenser since de-condensered because diesels worked the desert stretches after 1973/4. Photo: May 1980.
- 25NC 3431 ,3509- Orange River May 1980.jpg (157.76 KiB) Viewed 2857 times
"To train or not to train, that is the question"
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Andreas Umnus
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Re: SAR: When steam was king, by Dennis Mitchell
These are interesting photos.
The description of picture 1 and 2 is almost the same, except the place where the pictures were taken. Is this correct?
When I read the description of picture 5 with the 15Fs I was surprised that there is written that the passenger coaches were on the rear of the train.
What was the reason to put the coaches at the end of the train instead behind the locos?
Wouldn't it be easier for the driver to stop the train with the coaches behind the locos near the platform instead at the rear?
Because the coaches are at the rear, how did they handle it at that time to stop the coaches at the platform?
Sorry for so many questions. :-)
The description of picture 1 and 2 is almost the same, except the place where the pictures were taken. Is this correct?
When I read the description of picture 5 with the 15Fs I was surprised that there is written that the passenger coaches were on the rear of the train.
What was the reason to put the coaches at the end of the train instead behind the locos?
Wouldn't it be easier for the driver to stop the train with the coaches behind the locos near the platform instead at the rear?
Because the coaches are at the rear, how did they handle it at that time to stop the coaches at the platform?
Sorry for so many questions. :-)
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John Ashworth
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Re: SAR: When steam was king, by Dennis Mitchell
If I remember rightly the rule book says that freight wagons are behind the loco because they are heavier; lighter coaches are at the rear.
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Steve Appleton
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Re: SAR: When steam was king, by Dennis Mitchell
The descriptions are as provided by Dennis. The first two photos are of the 16CRs at Port Elizabeth and the same caption refers to both.
Many branch line halts do not have platforms, so the stopping position would not have been a problem. Where platforms do exist, the train would most likely have been stopped in position by a "stop" hand-signal given by the station master, local shunter or the train's guard.
Many branch line halts do not have platforms, so the stopping position would not have been a problem. Where platforms do exist, the train would most likely have been stopped in position by a "stop" hand-signal given by the station master, local shunter or the train's guard.
"To train or not to train, that is the question"
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Andreas Umnus
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Re: SAR: When steam was king, by Dennis Mitchell
Thank you for your explanations.
Okay that there are maybe no platforms is not was I really way thinking about.
The signal by hand was also my idea after I had posted my questions.
Okay that there are maybe no platforms is not was I really way thinking about.
The signal by hand was also my idea after I had posted my questions.