SA_-_Beaconsfield_25_3484_+_3500_13_10_76.jpg (110934 bytes)

Steam in Southern Africa, 1973 – 1999 The sun breaks through storm clouds at Beaconsfield engine shed, Kimberley, nicely illuminating a pair of “Condensing” 4-8-4, No. (left to right), 25 3484 and 25 3500 (NBL 27344 and 27360.1954 respectively). The date was 13 October 1976 and these huge locomotives’ days were numbered with conversion already started of all but three of the class to non-condensing machines. Photo and scan Roger Griffiths; roger.griffiths@hotmail.com

SA_-_Class_25__tender_interior19_10_1973.jpg (89792 bytes)

Steam in Southern Africa, 1973 – 1999 The double-track main line between De Aar and Kimberley was THE magnet for steam enthusiasts from all over the world. Frequent, heavy freights, interspersed with some passenger workings, were hauled by a few Class 25 4-8-4 condensing locomotives, but mostly by Class 25NC 4-8-4, in single and often, double-harness. The locomotive depots at De Aar and Beaconsfield, Kimberley were the centres of operation for the line, with most emphasis upon De Aar. These photos show the sheds and trains on the main line, nicknamed the “Steel Kyalami” after the South African Gran Prix circuit. This was simply because trains were worked with maximum effort and although the formal line speed limit was 55 mph (88kph), that speed was frequently exceeded, sometimes by a considerable margin! Seen through the inspection door on a Class 25 condensing tender, is one of the cooling fans and the drive shaft that ran the length of the tender. De Aar 19 October 1973. Photo and scan Roger Griffiths; roger.griffiths@hotmail.com

SA_-_De_Aar_25_3526_dep_to_Beaufort_W__19_10_1973.jpg (146104 bytes)

Steam in Southern Africa, 1973 – 1999 This is a scarce view of a South African condensing locomotive working a passenger train. Whining like a jet aircraft, with condensing tender working furiously, 4-8-4 No. 25 3526 (NBL 27386.1955), departs from De Aar in the late afternoon of 19 October 1973, with a stopping train that it will haul across the Karoo desert to Beaufort West. There, electric traction will take over for the remainder of the journey to Cape Town. Just a few months later, the condensers were replaced by diesels on this, their last desert working, for which they had specifically been designed and built. Photo and scan Roger Griffiths; roger.griffiths@hotmail.com

SA_-_De_Aar_Class_25_tender_19_10_1973.jpg (153189 bytes)

Steam in Southern Africa, 1973 – 1999 The double-track main line between De Aar and Kimberley was THE magnet for steam enthusiasts from all over the world. Frequent, heavy freights, interspersed with some passenger workings, were hauled by a few Class 25 4-8-4 condensing locomotives, but mostly by Class 25NC 4-8-4, in single and often, double-harness. The locomotive depots at De Aar and Beaconsfield, Kimberley were the centres of operation for the line, with most emphasis upon De Aar. These photos show the sheds and trains on the main line, nicknamed the “Steel Kyalami” after the South African Gran Prix circuit. This was simply because trains were worked with maximum effort and although the formal line speed limit was 55 mph (88kph), that speed was frequently exceeded, sometimes by a considerable margin! Seen from above is the massive condensing tender of a Class 25 4-8-4. The five fans which drew cooling air through the tender sides are evident, as is one of the perennial problems experienced with this device: the coal spilling over and falling into the fans and their mechanism, causing damage. De Aar 19 October 1973. Photo and scan Roger Griffiths; roger.griffiths@hotmail.com

SA_-_De_Aar_shed_25_3476_off_shed_15_10_76.jpg (134959 bytes)

Steam in Southern Africa, 1973 – 1999 The double-track main line between De Aar and Kimberley was THE magnet for steam enthusiasts from all over the world. Frequent, heavy freights, interspersed with some passenger workings, were hauled by a few Class 25 4-8-4 condensing locomotives, but mostly by Class 25NC 4-8-4, in single and often, double-harness. The locomotive depots at De Aar and Beaconsfield, Kimberley were the centres of operation for the line, with most emphasis upon De Aar. These photos show the sheds and trains on the main line, nicknamed the “Steel Kyalami” after the South African Gran Prix circuit. This was simply because trains were worked with maximum effort and although the formal line speed limit was 55 mph (88kph), that speed was frequently exceeded, sometimes by a considerable margin! Condensing 4-8-4 25 3476 (NBL 27336.1954) comes over the flyover from the freight yards to De Aar depot, after working a train from Kimberley. 15 October 1976. Photo and scan Roger Griffiths; roger.griffiths@hotmail.com

SA_-_De_Aar_shed_Trudie__Jennifer__Gisela_15_10_76.jpg (139028 bytes)

Steam in Southern Africa, 1973 – 1999 The double-track main line between De Aar and Kimberley was THE magnet for steam enthusiasts from all over the world. Frequent, heavy freights, interspersed with some passenger workings, were hauled by a few Class 25 4-8-4 condensing locomotives, but mostly by Class 25NC 4-8-4, in single and often, double-harness. The locomotive depots at De Aar and Beaconsfield, Kimberley were the centres of operation for the line, with most emphasis upon De Aar. These photos show the sheds and trains on the main line, nicknamed the “Steel Kyalami” after the South African Gran Prix circuit. This was simply because trains were worked with maximum effort and although the formal line speed limit was 55 mph (88kph), that speed was frequently exceeded, sometimes by a considerable margin! De Aar shed staff discussion against another inspiring background: “Trudie”, “Jennifer” and “Gisela”. 15 October 1976. Photo and scan Roger Griffiths; roger.griffiths@hotmail.com

SA_-_De_Aar_shed__L-R__Karin__Monalisa__Frieda__inside___Corry__Hester_15_10_76.jpg (153039 bytes)

Steam in Southern Africa, 1973 – 1999 The double-track main line between De Aar and Kimberley was THE magnet for steam enthusiasts from all over the world. Frequent, heavy freights, interspersed with some passenger workings, were hauled by a few Class 25 4-8-4 condensing locomotives, but mostly by Class 25NC 4-8-4, in single and often, double-harness. The locomotive depots at De Aar and Beaconsfield, Kimberley were the centres of operation for the line, with most emphasis upon De Aar. These photos show the sheds and trains on the main line, nicknamed the “Steel Kyalami” after the South African Gran Prix circuit. This was simply because trains were worked with maximum effort and although the formal line speed limit was 55 mph (88kph), that speed was frequently exceeded, sometimes by a considerable margin! De Aar shed (L-R) “Karin”, “Monalisa”, “Frieda” (inside shed), “Corry” and “Hester”, a typical daily scene. 15 October 1976. Photo and scan Roger Griffiths; roger.griffiths@hotmail.com

S_Africa_-_Petrusburg_25_3474_13_10_76.jpg (146521 bytes)

Steam in Southern Africa, 1973 – 1999 South Africa was famous for its Condensing locomotives of Class 25, introduced to economise on water in the Republic’s desert areas. Using its experience in World War 2, Henschel of Germany designed the locomotive and condensing tender and delivered the first, complete machine to North British, which built the remaining 89 locomotives of the class. Very successful in delivering an 85% saving of water, the Class 25 was nevertheless, heavy on maintenance, so when their initial lines of operation were taken over by electric and diesel traction, they were converted to standard locomotives. Three were not converted of which one, No.3511 is today preserved. At Petrusburg on the line between Kimberley and Bloemfontein, 13 October 1976, Condenser 25 3474 (NBL 27334/1954) is seen departing with its freight train. When in condensing mode – as seen here with the steam emanating from the condensing units in the tender - a turbine was used to maintain draughting pressure on the fire. That turbine was situated at the foot of the banjo-shaped smoke box and sounded uncannily like a jet aircraft taxiing! In working order, the locomotive weighed-in at 120 tonne while the longer (!) tender scaled no less than 114 tonne! Photo and scan Roger Griffiths; roger.griffiths@hotmail.com.