BEB01_Bamboeskloof_19D_3323__NBL_26043_1948___10_7_99.jpg (109293 bytes)|
The Railfaneurope.net Picture Gallery
Directory: /pix/ne/South_Africa/1067mm/steam/19
Last update: Tue Nov 7 18:11:57 CET 2023
|
| BEB1_Bamboeskloof. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. A journey was made from Aliwal North to Barkly East and back, over 10th/11th July 1999, starting before dawn, to allow the train to be at Bamboeskloof to meet the rising sun. The mixed train was hauled on both days by 4-8-2 Class 19D 3323 (NBL 26043.1948). roger.griffiths@hotmail.com |
| BEB2_Motkop_coaling. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. With no steam facilities remaining, support was provided by a diesel locomotive, which placed water tank cars at several locations and at Motkop, a coal wagon with diesel-powered crane to refuel the 19D. roger.griffiths@hotmail.com |
| BEB4_4th_reverse. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. Having descended into the Karringmelkspruit valley by way of Reverses 1, 2 and 3, the 19D is seen departing from Reverse 4; it will cross the river and start the climb to Reverse 5. roger.griffiths@hotmail.com |
| BEB5_4th-5th_reverse_(1). Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. The ascent from Reverse 4 to Reverse 5 was mostly on a ledge along one side of the narrow river valley. Working very hard, 19D 3324 is seen from above as it progresses to Reverse 5. roger.griffiths@hotmail.com |
| BEB6_4th-5th_reverse_(2). Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. Bringing the train into each reverse required careful driving to ensure there was no stopping short, or indeed, over-running. Nearing the end of the climb from Reverse 4 the locomotive driver has shut off steam, allowing the 19D’s forward motion to be slowed by the gradient and safely enter Reverse 5. roger.griffiths@hotmail.com |
| BEB7_5th_reverse. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. 19D 3324 and its train have halted at Reverse 5 to wait for the point to be set for the road to Reverse 6. The line from Reverse 6 to the high veld and beyond to Reverse 7, is seen near the top of the picture; note the difference in height, clear indication of the gradients involved negotiating each reverse. roger.griffiths@hotmail.com |
| BEB8_5th-6th_reverse. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. With the 19D propelling in reverse, the train makes its way over the S-bend between Reverses 5 and 6. roger.griffiths@hotmail.com |
| BEB10_near_New_England_double-S_(1). Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. Crossing the veld between the sets of reverses, the Barkly East branchline followed the land’s contours, involving short falls and rises and much twisting and turning. Nearing a place called New England, the line went through a series of S-bends the first of which the train is seen approaching. The line went right, through a sharp bend to appear again and then disappear right once more, before a further sharp curve brought it past the camera, going left. roger.griffiths@hotmail.com |
| BEB11_near_New_England_double-S_(2). Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. After passing the camera the line took another S-bend, turning sharp right then quickly left to disappear behind a hill - such alignment was a common feature of the branchline. roger.griffiths@hotmail.com |
| BEB12_New_England. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. The station at New England was, for a number of years, terminus of the line from Aliwal North, before it continued, in 1930, through Reverses 7 and 8 to eventually reach Barkly East. Well before 1999, traffic had dwindled to almost nothing, with New England station being abandoned by the railway, but occupied by several native families. Here 19D 3324 arrives over the weed-grown tracks; later it will take water from the tank car left earlier by the diesel-hauled service train, for the final stage to Barkly East. roger.griffiths@hotmail.com |
BEB13_Tierkraans_Bridge_eastbound__Kraairivier__19D_3323__NBL_26043_1948__10_7_99.jpg (137233 bytes)| BEB13_Tierkraans_Bridge_eastbound. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. Having travelled down through Reverses 7 and 8 to the bottom of the Kraairivier valley, the line followed the north bank of the river to Tierkraans, where it crossed over by means of a bow-plate under-girder bridge of six-spans. 19D 3324 traverses the bridge just in time to catch the light of the lowering sun. roger.griffiths@hotmail.com |
| BEB14_above_Tierkraans. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. After crossing Tierkraans bridge, seen in the distance behind trees, the line climbed steeply by means of continuous S-bends, to emerge into the sunlight once again. roger.griffiths@hotmail.com |
| BEB15_Barkly_East_approach. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. After rising and falling and always turning left or right, 19D 3324 nears Barkly East as the sun sets on 19th July 1999. roger.griffiths@hotmail.com |
| BEB16_Tierkraans_bridge_westbound_(1). Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. On 11th July 1999, 19D 3324 again crosses the Tierkraans bridge in beautiful morning sunshine. roger.griffiths@hotmail.com |
| BEB17_Tierkraans_Bridge_westbound_(2). Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. Curving sharply off the end of the bridge the train heads along the river bank for Reverse 8, on its way back to Aliwal North. roger.griffiths@hotmail.com |
| BEB18_8th_reverse_approach. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. With the railway along the Kraairivier valley visible in the background, the train passes a warning board announcing the approach to Reverse 8. roger.griffiths@hotmail.com |
| BEB19_8th-7th_reverse. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. In a picture taken from above Reverse 8, locomotive 19D 3324 has just started to propel its train around the bend to the left, on a steep gradient with incurred much wheel-slip! Nevertheless, the 4-8-2 and its crew succeeded without too much trouble to arrive at Reverse 7, from where the train went forward to approach through the cleft in the rock, upper left and curve left to pass in front of the camera. roger.griffiths@hotmail.com |
| BEB20_Drizzly. Steam in Southern Africa 1973 - 1999. The 98 mile (157km) branch line from Aliwal North to Barkly East in the Cape Eastern section, was unusual in South Africa. Built close to the mountainous border with Lesotho (formerly Basutoland), between 1903 and 1930, the branch’s route entailed the crossing of two rivers, each in a deep gorge, with high veld before, between and after. To effect the crossing of the Karringmelkspruit, trains had to negotiate six reverses - zig-zags - down and up the valley-sides, while nearing the Barkly East end of the line, two further reverses were necessary for descending to cross the Kraairivier. This difficult railway was never an economic success, but it did open access to small communities that otherwise were poorly served by other means of transport. Not suprisingly then, the building of new roads allowed the branch to be closed in 2002, though recent surveys show the track still in place. Between Reverses 7 and 6 the Barkly East branchline attained the second-highest summit on South African Railways. That was at the small halt of Drizzly, situated literally in the middle of nowhere, at an altitude of 6532 feet (1991m). roger.griffiths@hotmail.com |
| SA_-_Barandas Steam in Southern Africa 1973 - 1999. Travelling over the Cape Midland line from Oudtshoorn toward Willowmore, Class 19D 4-8-2 No.3324 (NBL 26044.1948) negotiates the cliff-side track along the Olifants Rivier gorge at Barandas, on 14th July 1999. Nowadays this dramatically scenic line carries little if any, traffic. roger.griffiths@hotmail.com |
| SA_-_Breyten_plinthed_19_1369 Steam in Southern Africa 1973 - 1999. NOT Breyten 1973 - 1999, but May 2023, and a view of 4-8-2 No.19 1369 (BM 9282.1928), mounted on a plinth beside the main road out of town, towards Ermelo. Every scrap of non-ferrous metal, with the exception of the whistles, has been taken off the locomotive but otherwise it is in fair condition, wearing the “rainbow” colours of South Africa’s national flag. roger.griffiths@hotmail.com |
| Madiba_2145_FO_Kimberley-Mafeking. Steam in Southern Africa 1973 - 1999. In 1980 the secondary main line between Mafeking, Vryburg and Warrenton was carrying definitely more than “secondary” traffic, all in the care of 19D 4-8-2. Daily passenger trains were fitted into the heavy freight workings, but one or two single-day only passenger workings also had to be catered for. Here, 19D 2737 & 3366 (RSH 7250/1945 & NBL 26086/1948, respectively) approach Madiba, south of Mafeking, on 6th December 1980. The pair are hauling the sixteen-coach, Fridays Only, 2145 passenger train from Kimberley to Mafeking, which they had taken over at Vryburg. roger.griffiths@hotmail.com |
| Mafikeng_19D_2765_&_GMAM 4117. Steam in Southern Africa 1973 - 1999. By the beginning of the 1980s, heavy traffic over the line south from Mafeking was proving beyond the capabilities of the 19D 4-8-2s, so Class GMAM 4-8-2+2-8-4 Beyer Garratts were drafted in from late 1980, to help carry the load. However, on 5th December 1981, the 0913 freight working from Mafeking to Kimberley had NO traffic! Even so, a 19D and a GMAM were each required at Vryburg to haul northbound trains to Mafeking, so super-power resulted! 19D 2765 and GMAM 4117 (RSH 7278/1945 & BP 7832/1955, respectively), depart from Mafeking with just one brake van! Of historical interest perhaps, the town of Mafeking was besieged between 13th October 1899 and 17th May 1900, during the Second Anglo-Boer War. Mafeking engine shed formed part of the defences when the British used the inspection pits inside the depot, with locomotives parked over them, for sheltering from the Boer artillery, especially the 155mm Creusot “Long Tom” guns. In the small wooded area visible behind the Garratt are the marked graves of some of the Colonial soldiers who died during the siege. roger.griffiths@hotmail.com |
| Marseilles_(1)_1045_to_Maseru. Steam in Southern Africa 1973 - 1999. The independent Kingdom of Lesotho was served by a switchback railway line from the junction of Marseilles, on the Bloemfontein to Bethlehem line, to Lesotho’s capital, Maseru. The service of several trains a day each way, were hauled by Class 19D 4-8-2, with those from Marseilles requiring banking by another 19D for the first mile or so, from the start. Here, on 10th March 1981 19D 2769 (RSH 7282/1945) makes a smoky exit from Marseilles with the 1045 to Maseru, a heavy freight train. In the background is the smoke from the 19D banker and just seen at right, the main line from Bethlehem, with signals controlling the entrance to Marseilles station. roger.griffiths@hotmail.com |
| Marseilles_(2)_1045_to_Maseru. Steam in Southern Africa 1973 - 1999. The independent Kingdom of Lesotho was served by a switchback railway line from the junction of Marseilles, on the Bloemfontein to Bethlehem line, to Lesotho’s capital, Maseru. The service of several trains a day each way, were hauled by Class 19D 4-8-2, with those from Marseilles requiring banking by another 19D for the first mile or so, from the start. Here, on 10th March 1981, 19D 2627 (Borsig 14644/1937) provides assistance to the 1045 freight to Maseru. roger.griffiths@hotmail.com |
| SA_-_PAH_branch Steam in Southern Africa 1973 - 1999. At Wolseley, on the main line from Cape Town to Touws Rivier, a 16-mile (26km) branch line runs through the spectacular Witsenberg mountains over Michells Pass, to Ceres and Prince Alfred Hamlet. In 1999, the branch had not seen regular traffic for some time, but a rail tour was allowed to progress as far as Kilometre Two, hauled by 4-8-2 19D 3334 (NBL 26054.1948). Converted to oil-firing and bearing the name “DAIZY,” the 19D is here seen by KM 1.5, returning to Wolseley, with the Witsenberg Mountains in the background. roger.griffiths@hotmail.com |
| Rooiwalle_(Red_Wall_200m_cliffs). Steam in Southern Africa 1973 - 1999. Near Barandas on the Cape Midland, Outdshoorn to Kliplaat line, the railway curves along the base of 656-feet (200m) cliffs known locally as “Rooiwalle” (Red Wall). The name was given because the red stone of the cliffs can, for a few minutes each day, catch the rays of the setting sun and glow red - a perfect place for photographing steam locomotives. Unfortunately, on 14th July 1999, a train hauled by 19D 3324 (NBL 26044.1948) was a few minutes late, by which time the “Red Wall” had descended into shadow. Nevertheless, some stunning images were captured. roger.griffiths@hotmail.com |
|
Steam in Southern Africa, 1973 – 1999
The sky is blackened by 4-8-2 Class 19D 2627 (Skoda 942.1938) on 10 March 1981, as it climbs the steep gradient away from a stop at Cabriere station. This somewhat ramshackle-looking mixed train is actually of “international” status, being the 0930 from Maseru, capital of the independent Kingdom of Lesotho, to Marseilles on the Bloemfontein to Bethlehem line. Freight traffic on the Maseru line remains buoyant today, but the main line beyond Marseilles to Vicksburg, on the route to Bethlehem, is now closed.
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com |
|
Steam in Southern Africa, 1973 – 1999
4-8-2 times three! Class 19D 3324 (NBL 26044.1948), with Vanderbilt tender and Garratt GEA 4023 (BP 7190.1946), hustle through Kandelaars on the Oudtshoorn – George line on 15 July 1999. The route beyond Kandelaars transits the Montagu Pass, descending to sea-level at George, but today only the ghosts of trains pass that way.
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com |
|
Steam in Southern Africa, 1973 – 1999
Mid-winter’s day in South Africa, 21 June 1981 and the sun has just risen enough to catch the 0710 from Mafeking to Kimberley passenger service at the start of its journey. The locomotive was 4-8-2 Class 19D 2676 (Krupp 1859.1939), one of Mafeking depot’s “star” performers at that time and a regular on this early morning duty.
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com |
|
Steam in Southern Africa, 1973 – 1999
A portrait of what might have been the start of a revolution in steam locomotion. 4-8-2 Class 19D 2644 (Krupp 1824.1938) was known as a poor example of its type, so it was chosen to become a test-bed for a few of the ideas of Argentine engineer L.Dante Porta. A British engineer working for South African Railways, David Wardale, provided a Lempor (a combination of Lemaitre and Porta ideas) exhaust and chimney, arranged for better lubrication all round and made many more minor adjustments. The result was a very much improved locomotive that led to major modifications being applied to a Class 25NC 4-8-4. These gave astounding results all round – alas for nothing in the end.
19D 2644 carries the name “Irene” which probably represented a lady close to the loco’s regular driver and it was based at Mafeking shed, where it is seen here on 21 June 1981, having just run an enthusiasts’ special train, hence the clean condition. Note also the very Polish-looking smoke deflectors, carrying the monogram “DW” – for David Wardale. The locomotive exists today, but in sadly neglected condition.
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com |
|
Steam in Southern Africa, 1973 – 1999
Here is another look at the experimental 19D 2644 from the rear, beautifully glinting in the low, winter sun. The Lempor double-blastpipe chimney can be seen against the background of smoke from a sister 19D, shunting at Kimberley station. Note also that the articulated bogie frames of the Vanderbilt tender were made by the Buckeye Company. 21 June 1981.
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com |
|
Steam in Southern Africa, 1973 – 1999
An immaculate Class 19D 4-8-2 No. 2749 (RSH 7262/1945), leaves the famous diamond mining town of Cullinan with a passenger train for Pretoria. Because the date – 28 November 1981 – was a Saturday, Pretoria’s Capital Park shed had assigned its special, blue-liveried locomotive for the weekend duty. Normally 19D 2749 was used for marshalling the coaching stock of South African Railways prestige “Blue Train”, hence the unique paint job. The beautiful flowering Jacaranda and a few yellow Mimosa trees make an attractive background.
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com |
|
Steam in Southern Africa, 1973 – 1999
It was your scribe’s extreme good fortune to be based in Gaborone, Botswana for two years, 1980-1982. 100 kms south in South Africa, lay Mafeking where the line to Warrenton was still steam worked, by Class 19D 4-8-2. Although very good engines in themselves, the loads carried required frequent double-heading of 19Ds. So, my time in the area saw the introduction of Class GMAM Beyer Garratts for the heaviest workings while the 19D handled the rest.
Some kilometres south of Mafeking the line reached a summit at Madiba after which was a short level stretch at Vryhof. Easter Friday 1981 (17 April), saw the 0710 passenger from Mafeking to Kimberley load to a packed 18 coaches. Two of Mafeking shed’s best 19D were turned out for the train and they are seen here restarting from their stop at Vryhof. The locos were 19D 2769 and 2645 (RSH 7252/1945 and Krupp 1825/1938, respectively).
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com. |
|
Steam in Southern Africa, 1973 – 1999
The west end of Bloemfontein engine shed 18 October 1973. Bloemfontein, in South Africa’s Orange Free State, stood at the junction of several important main lines, only one of which saw diesel traction at the time. All other lines were 100% steam-worked and Bloemfontein depot was putting out to traffic over 200 steam locomotives PER DAY, an enormous spectacle!
Here we see 4-8-2s of Class 15F, 23, 12R and 19D; the distinctive white blocks are deflectors against which steam locomotives “blew-down” before leaving the depot, to help rid their boilers of accumulated scale and debris.
Photo and scan Roger Griffiths; roger.griffiths@hotmail.com |
BEB02_Motkop_coaling_19D_3323_10_7_1999.jpg (124298 bytes)
BEB04_4th_reverse_19D_3323__NBL_26043_1948__10_7_99.jpg (153122 bytes)
BEB05_4th-5th_reverse__1__19D_3323__NBL_26043_1948____10_7_99.jpg (154201 bytes)
BEB06_4th-5th_reverse__2__19D_3323__NBL_26043_1948__10_7_99.jpg (157758 bytes)
BEB07_5th_reverse_19D_3323_10_7_1999.jpg (161796 bytes)
BEB08_5th-6th_rev_19D_3323__NBL_26043_1948__10_7_99.jpg (156995 bytes)
BEB10_near_New_England_double-S__1__19D_3323_10_7_1999.jpg (142422 bytes)
BEB11_near_New_England_double-S__2__19D_3323_10_7_1999.jpg (161499 bytes)
BEB12_New_England_19D_3323_10_7_1999.jpg (130359 bytes)
BEB14_above_Tierkraans_19D_3323__NBL_26043_1948__10_7_99.jpg (152623 bytes)
BEB15_Barkly_East_approach19D_3323_10_7_1999.jpg (124371 bytes)
BEB16_Tierkraans_bridge_westbound__1_19D_3323_11_7_1999.jpg (136550 bytes)
BEB17_Tierkraans_Bridge_westbound__2_19D_3323__NBL_26043_1948___2__11_7_99.jpg (159166 bytes)
BEB18_8th_reverse_approach_19D_3323__NBL_26043_1948__11_7_99.jpg (115405 bytes)
BEB19_8th-7th_reverse_19D_3323__NBL_26043_1948__11_7_99.jpg (155570 bytes)
BEB20_Drizzly__alt__6532ft_-_1991m__19D_3323__NBL_26043_1948__11_7_99.jpg (156040 bytes)
Barandas_19D_3324__NBL_26044_1948___2__14_7_99.jpg (150545 bytes)
Breyten_plinthed_19_1369__BM_9282_1928__5_2023.jpg (162353 bytes)
Madiba_2145_FO_Kimberley-Mafeking_19D_2737_+_3366__RSH_7250_1945_+_NBL_26086_1948__6_12_1980.jpg (141294 bytes)
Mafikeng_19D_2765_+_GMAM_4117__RSH_7278_1945_+_BP_7832_1955__5_12_1981.jpg (161147 bytes)
Marseilles__1__1045_to_Maseru_19D_2769__RSH_7282_1945__10_3_81.jpg (137825 bytes)
Marseilles__2__1045_to_Maseru_19D_2627__Bor_14644_1937__banking_10_3_81.jpg (136536 bytes)
PAH_Bch_Km1_5_19D_3334__NBL_26054_1948__2_7_1999.jpg (137016 bytes)
Rooiwalle__Red_Wall_200m_cliffs__19D_3324__NBL_26044_1948___3__14_7_99.jpg (136011 bytes)
SA_-_Cabriere_19D_2627_0930_Mas-Mars_2_10_3_81.jpg (131657 bytes)
SA_-_Kandelaars_19D_3324_+_GEA_4023_2_15_7_99.jpg (161043 bytes)
SA_-_Mafikeng_19D_2676_0710_to_Kly_21_6_81.jpg (114665 bytes)
SA_-_Mafikeng_shed_19D_2644_21_6_81.jpg (137446 bytes)
SA_-_Mafikeng_shed_19D_2644_glint_21_6_81.jpg (123709 bytes)
S_Africa_-_Cullinan_19D_2749__RSH__7262_1945__28_11_81.jpg (151653 bytes)
S_Africa_-_Vryhof_19D_2739+2645__RSH__7252_1945_+_Krupp__1825_1938__17_4_81.jpg (122300 bytes)
S_Africa_-_Bloemfontein_Shed_18_10_1973.jpg (162920 bytes)