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South African Class 15F 4-8-2

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South African Class 15F 4-8-2
2940 Lynette on the Johannesburg-Magaliesburg line, 6 April 1992
Type and origin
♠ Numbers 2902-2915 & 2917-2966 - ♥ Number 2916
♣ Numbers 2967-3056 - ♦ Numbers 3057-3156
Power typeSteam
DesignerSouth African Railways
BuilderBerliner Maschinenbau
Henschel & Son
North British Locomotive Company
Beyer, Peacock & Company
Order numberBP 1554, 1555
Serial numberBerliner 10820-10826
Henschel 23932-23945
NBL 24463-24506, 25536-25595, 25941-26040
BP 7082-7111
ModelClass 15F
Build date1938-1947
Total produced255
Specifications
Configuration:
​
 • Whyte4-8-2
Driver2nd coupled axle
Gauge3 ft 6 in (1,067 mm) Cape gauge
Leading dia.30 in (762 mm)
Coupled dia.60 in (1,524 mm)
Trailing dia.34 in (864 mm)
Tender wheels34 in (864 mm) all
Minimum curve275 ft (84 m)
WheelbaseJT, ET: 65 ft 6+3⁄16 in (19,969 mm) ​
 • Engine35 ft 8 in (10,871 mm)
 • Leading6 ft 10 in (2,083 mm)
 • Coupled15 ft 9 in (4,801 mm)
 • TenderJT: 20 ft 5 in (6,223 mm)
JV: 24 ft 11 in (7,595 mm)
ET: 20 ft 5 in (6,223 mm)
EW: 30 ft 8 in (9,347 mm)
 • Tender bogieJT, ET: 6 ft 2 in (1,880 mm)
EW: 8 ft 8 in (2,642 mm)
Length:
​
 • Over couplersJT, ET: 73 ft 5+15⁄16 in (22,401 mm)
Width10 ft (3,048 mm)
Height12 ft 11+1⁄2 in (3,950 mm)
Frame typeBar
Axle load♠ 18 LT 2 cwt (18,390 kg)
♥ 18 LT 8 cwt (18,700 kg)
♣ 18 LT 19 cwt (19,250 kg)
♦ 18 LT 15 cwt (19,050 kg) ​
 • Leading♠ 20 LT (20,320 kg)
♥ 19 LT 7 cwt (19,660 kg)
♣ 20 LT 12 cwt (20,930 kg)
♦ 20 LT 10 cwt (20,830 kg)
 • 1st coupled♠ 17 LT 15 cwt (18,030 kg)
♥ 18 LT 1 cwt (18,340 kg)
♣ 18 LT 19 cwt (19,250 kg)
♦ 18 LT 10 cwt (18,800 kg)
 • 2nd coupled♠ 18 LT 2 cwt (18,390 kg)
♥ 18 LT 8 cwt (18,700 kg)
♣ 18 LT 13 cwt (18,950 kg)
♦ 18 LT 15 cwt (19,050 kg)
 • 3rd coupled♠ 18 LT 2 cwt (18,390 kg)
♥ 18 LT 8 cwt (18,700 kg)
♣ 18 LT 13 cwt (18,950 kg)
♦ 18 LT 15 cwt (19,050 kg)
 • 4th coupled♠ 17 LT 15 cwt (18,030 kg)
♥ 18 LT 1 cwt (18,340 kg)
♣ 18 LT 9 cwt (18,750 kg)
♦ 18 LT 10 cwt (18,800 kg)
 • Trailing♠ 16 LT 18 cwt (17,170 kg)
♥ 16 LT (16,260 kg)
♣ 18 LT 5 cwt (18,540 kg)
♦ 18 LT 6 cwt (18,590 kg)
 • Tender bogieBogie 1:
JT: 33 LT 18 cwt (34,440 kg)
ET: 33 LT 18 cwt (34,440 kg)
EW: 54 LT 14 cwt (55,580 kg)
Bogie 2:
JT: 35 LT 10 cwt (36,070 kg)
ET: 35 LT 10 cwt (36,070 kg)
EW: 54 LT (54,870 kg)
 • Tender axleJT: 17 LT 15 cwt (18,030 kg)
JV: 14 LT 18 cwt (15,140 kg)
ET: 17 LT 15 cwt (18,030 kg)
EW: 18 LT (18,290 kg)
Adhesive weight♠ 71 LT 14 cwt (72,850 kg)
♥ 72 LT 18 cwt (74,070 kg)
♣ 74 LT 14 cwt (75,900 kg)
♦ 74 LT 10 cwt (75,700 kg)
Loco weight♠ 108 LT 12 cwt (110,300 kg)
♥ 108 LT 5 cwt (110,000 kg)
♣ 113 LT 11 cwt (115,400 kg)
♦ 113 LT 6 cwt (115,100 kg)
Tender weightJT: 69 LT 8 cwt (70,510 kg)
JV: 78 LT (79,250 kg)
ET: 69 LT 8 cwt (70,510 kg)
EW: 107 LT 14 cwt (109,400 kg)
Total weight♠JT 178 LT (180,900 kg)
♥JT 177 LT 13 cwt (180,500 kg)
♠JV 186 LT 12 cwt (189,600 kg)
♥JV 186 LT 5 cwt (189,200 kg)
♣JT 182 LT 19 cwt (185,900 kg)
♦ET 182 LT 14 cwt (185,600 kg)
♦EW 221 LT (224,500 kg)
Tender type♠♥♣ JT (2-axle bogies)
♠♥♣ JV (2-8-2)
♦ ET (2-axle bogies)
♦ EW (3-axle bogies)
Fuel typeCoal
Fuel capacityJT: 14 LT (14.2 t)
JV: 15 LT (15.2 t)
ET: 14 LT (14.2 t)
EW: 18 LT (18.3 t)
Water cap.JT: 6,000 imp gal (27,300 L)
JV: 7,250 imp gal (33,000 L)
ET: 5,620 imp gal (25,500 L)
EW: 9,200 to 9,500 imp gal (41,800 to 43,200 L)
Firebox:​
 • TypeRound-top
 • Grate area♠♥♦ 63 sq ft (5.9 m2)
♣ 62.5 sq ft (5.81 m2)
Boiler:
​
 • ModelWatson Standard no. 3B
 • TypeDomeless
 • Pitch9 ft 2+1⁄2 in (2,807 mm)
 • Diameter6 ft 2+1⁄4 in (1,886 mm)
 • Tube plates22 ft 6 in (6,858 mm)
 • Small tubes136: 2+1⁄2 in (64 mm)
 • Large tubes36: 5+1⁄2 in (140 mm)
Boiler pressure210 psi (1,448 kPa)
Safety valveRoss-pop
Heating surface:​
 • Firebox206 sq ft (19.1 m2)
 • Tubes♠♥♦ 3,168 sq ft (294.3 m2)
♣ 3,179 sq ft (295.3 m2)
 • Arch tubes26 sq ft (2.4 m2)
 • Total surface♠♥♦ 3,400 sq ft (320 m2)
♣ 3,414.5 sq ft (317.22 m2)
Superheater:
​
 • Heating area♠♥♦ 676 sq ft (62.8 m2)
♣ 661 sq ft (61.4 m2)
CylindersTwo
Cylinder size24 in (610 mm) bore
28 in (711 mm) stroke
Valve gearWalschaerts
Valve typePiston
Loco brakePre-war: Steam
Post-war: Vacuum
CouplersAAR knuckle
Performance figures
Tractive effort42,340 lbf (188.3 kN) @ 75%
Factor of adh.3•86
Career
OperatorsSouth African Railways
ClassClass 15F
Number in class255
Numbers2902–3156
Delivered1938-1948
First run1938
Withdrawn1980s

The South African Railways Class 15F 4-8-2 of 1938 is a steam locomotive.

The Class 15F was the most numerous steam locomotive class in South African Railways service. Between 1938 and 1948, 255 of these locomotives with a 4-8-2 Mountain type wheel arrangement entered service.[1][2][3][4]

Manufacturers

[edit]
Preserved hand-fired Henschel-built no. 2914 Spikkels of Reefsteamers with a Type JT tender, 22 May 2014
Pre-war NBL-built no. 2928 with a Type EW tender, Bloemfontein, Free State, 14 October 2009
Post-war NBL-built no. 3007 with a Type ET tender arriving at George Square in Glasgow, 25 August 2007
Post-war NBL-built no. 3040 with an ex Class 23 Type EW tender at Clocolan, Free State Province, 9 July 1999
Post-war NBL-built no. 3046 with a Type EW tender at Magaliesburg, Gauteng, 30 October 2010

The Class 15F 4-8-2 Mountain type steam locomotive was designed by W.A.J. Day, Chief Mechanical Engineer (CME) of the South African Railways (SAR) from 1936 to 1939, based on the design of the Class 15E by his predecessor, Allan Griffiths Watson, and later modified again by his successor, M.M. Loubser. It was built in five batches by four locomotive manufacturers in Germany and the United Kingdom over a period of ten years spanning World War II.[2][4]

  • Another 44 were built by the North British Locomotive Company (NBL) of Glasgow in 1938. They were delivered in 1939, numbered in the range from 2923 to 2966.[2][6]
  • Locomotive building was interrupted by World War II, but because of a critical motive power shortage that developed in South Africa during the war, manufacturing of the Class 15F was resumed even before hostilities had ceased. In 1944, production started on thirty locomotives by Beyer, Peacock & Company (BP), delivered later that same year and numbered in the range from 2967 to 2996.[2][7]
  • In 1945, sixty were built and delivered by NBL, numbered in the range from 2997 to 3056.[6]
  • The final batch of 100 Class 15Fs were built by NBL in 1946 and 1947 and delivered between 1946 and 1948, numbered in the range from 3057 to 3156.[6]

Lineage

[edit]

The Class 15F represented the ultimate stage in a long history of development spanning thirty years. The first Class 15 4-8-2 tender loco­motive entered SAR service in 1914. It sported a 40 square feet (3.7 square metres) grate, a boiler pressure of 185 pounds per square inch (1,276 kilopascals), a maximum axle load of 16 long tons 10 hundredweight (16,760 kilograms) and 57 inches (1,448 millimetres) diameter coupled wheels. Later models incorporated major improvements in succession, until the Class 15CA was commissioned in 1926 with a 48 square feet (4.5 square metres) grate, a boiler pressure of 210 pounds per square inch (1,448 kilopascals), a maximum axle load of 17 long tons 15 hundredweight (18,030 kilograms) and 60 inches (1,524 millimetres) diameter coupled wheels.[8]

Characteristics

[edit]

The Class 15F locomotive was similar to its predecessor Class 15E, but it was built with Walschaerts valve gear as specified by Day, who was not a protagonist of rotary cam poppet valve gear. This and some other differences led to these engines being designated Class 15F. The locomotives used Stone's electric lighting, with a 150 watt Tonum E type headlight, cab lighting which included a light over the reversing controls, a bunker light and rear headlights on the tender. The locomotive was capable of traversing curves of 275 feet (84 metres) radius with 3⁄4 inch (19 millimetres) gauge widening.[2][4]

The Class 15F was delivered with a Watson Standard no. 3B boiler and a Watson cab. During the 1930s, Day's predecessor as CME, A.G. Watson, designed a standard boiler type as part of his standardisation policy. Many serving locomotives were reboilered with these Watson Standard boilers and in the process most of them were also equipped with Watson cabs with their distinctive slanted fronts, compared to the conventional vertical fronts of their original cabs. New locomotives that were acquired in the Watson era and later, such as the Class 15F, were built with such boilers and cabs.[2][4][9][10]

To fit within the loading gauge, the Watson Standard no. 3B boiler was domeless. The maximum height of the locomotive was 12 feet 11+1⁄2 inches (3,950 millimetres), the maximum width 10 feet (3,048 millimetres) and the length over coupler faces 73 ft 5+15⁄16 in (22,401 mm).[1][9][10][8]

The pre-war locomotives were equipped with two large inclined Ross-pop safety valves, mounted on the upper sides of the boiler just ahead of the firebox and aimed about 80 degrees apart. When these inclined valves blew off under a station canopy, bystanders often received a shower of slimy wet soot. After the war, they were replaced by four smaller Ross-pop valves at the highest point of the boiler that blew off straight up.[11][12][13]

The cylinder barrels had cast iron liners. The valve gear, brake gear and the hubs on the coupled wheels were fitted with soft grease lubricating nipples while the bronze axle boxes and connecting and coupling rods had hard grease lubrication. The leading and trailing wheels were fitted with roller bearings. The axle boxes and motion were similar to those of the Classes 15CA and 23 and were interchangeable in most cases. The weight of the reciprocating parts on each side of the engine was 1,273 pounds (577 kilograms), of which 20% was balanced to ensure that the hammer blow per wheel would not exceed 1 long ton 12 hundredweight (1.6 tonnes) at 55 miles per hour (89 kilometres per hour) and with the overbalance equally divided on all the coupled wheels.[2]

Pre-war models

[edit]

The pre-war Class 15Fs were manually stoked and were delivered without smoke deflectors. The original 21 Berliner- and Henschel-built engines remained hand-fired for the full duration of their working lives. On the pre-war NBL-built engines, on the other hand, provision was made in the design to later convert them to mechanical stoking. A mechanical stoker was tested on no. 2923 before the remaining locomotives of that group were all equipped with such stokers by the late 1940s. Their brake systems consisted of steam brakes on the engines and vacuum brakes on the tenders.[1][2][8]

One of the Henschel-built locomotives, no. 2916, is documented as having had a lighter all-up weight and different axle loads than the rest of the engines from the same batch, although its adhesive weight was more than a ton heavier. While sources are silent on the reason for the differences, it is known that this engine was oil-fired, although it is not clear whether it was delivered as an oil-burner or modified post-delivery.[1][9][10]

Post-war models

[edit]

The post-war locomotives were built to the design and specifications of Dr. M.M. Loubser, who succeeded Day as CME in 1939. His specifications included mechanical stokers, vacuum brakes on the coupled wheels as well as the tenders, with two 24 inches (610 millimetres) diameter brake cylinders on the engine and two 21 inches (533 millimetres) diameter cylinders on the tender, and elephant-ear smoke deflectors instead of smokebox handrails.[1][2][8][14]

The engine's vacuum brake cylinders were fitted outside the main frames under the running boards on each side, between the second and third pairs of coupled wheels. The vacuum brake operated automatically whenever the train brakes were applied. The use of vacuum braking instead of steam braking became standard practice on locomotives built from 1944 onwards and was welcomed by SAR drivers, who were always reluctant to make use of steam brakes for fear of skidding the coupled wheels. In practice, the trigger on the steam brake attachment to isolate the proportional device which admitted steam to the brake cylinder automatically upon the application of the vacuum brake, was invariably wedged down with a wooden peg by drivers to eliminate the steam brake entirely.[1][2]

Loubser also modified the leading bogie to have swing links with three-point suspension which eliminated the side control springs that were used on earlier versions. As a unit, the modified bogie was interchangeable with those of earlier versions and with those of the Classes 15E and 23. The leading bogie had a side-play of 8 inches (203 millimetres) while the trailing Bissel truck had a side-play of 9+3⁄8 inches (238 millimetres).[2][8]

The engines from Beyer, Peacock were war-time austerity models on which planished steel boiler lagging was replaced by ordinary steel lagging, while cosmetic dressing items like stainless steel lagging bands, chrome-plated handrails and rounded corners on the front of the firebox lagging were absent or replaced by unplated items. While the boiler barrels of the pre-war engines were of nickel steel, the austerity locomotives had boiler barrels made of carbon steel with steel plates of 1⁄16 inch (2 millimetres) greater thickness. When it was subsequently found that the increased thickness was unnecessary, 13⁄16 inch (21 millimetres) thick carbon steel plates were used on later orders, the same thickness as earlier used with nickel steel plates, which resulted in a desirable reduction in axle loads.[2]

Like the pre-war NBL-built engines, the early post-war locomotives built by BP and NBL in 1944 and 1945 were delivered with Type JT tenders which had a 14 long tons (14.2 tonnes) coal capacity and a 6,000 imperial gallons (27,300 litres) water capacity. As delivered, they were arranged for manual stoking, but with provision made in their design for their subsequent conversion to mechanical stoking. All these locomotives were equipped with mechanical stokers post-delivery.[2]

The locomotives in the final batch of 100 that were received from NBL in 1947 and 1948, numbers 3057 to 3156, were delivered new complete with mechanical stokers. These engines were delivered with Type ET tenders, which also had a 14 long tons (14.2 tonnes) coal capacity, but a smaller 5,620 imperial gallons (25,500 litres) water capacity to accommodate the mechanical stoker mechanism, while its empty weight was 1,232 pounds (559 kilograms) more due to the additional stoking equipment. These appear to have been the only differences between the Types JT and ET tenders. Apart from these differences, the post-war locomotives were identical to the earlier ones. Elephant ear smoke deflectors were later installed on the pre-war locomotives as well.[4]

Locomotive naming

[edit]

Although the naming of locomotives in South Africa dates back to the Cape Town Railway & Dock 0-4-2 locomotives of 20 March 1860 and the Natal Railway's 0-4-0WT Natal of 13 May 1860, it was rarely done. In 1945, the Minister of Transport at the time, the Honourable F. C. Sturrock MP, instructed that a number of Classes 15F and 23 engines should be named after various South African cities and towns and fitted with suitable nameplates in both official languages. The decorative plates were fitted to the sides of the smokebox or to the elephant ear smoke deflectors of engines which were so equipped. Twelve Class 15F locomotives were named.[2]

In later years, some of these names migrated to other engines and classes, with several eventually ending up on Classes 23 and 25NC locomotives.

A 1/1.44th scale of the Class 15F was built by W R Collyer in the 1970s named Kloof. This is one of the largest working scaled models of the Class 15F. It is now in preservation in the United Kingdom.[15]

Service

[edit]

While the Class 15F was used predominantly in the Orange Free State and Western Transvaal, it also saw service in every system country-wide, including Garratt territory in Natal where it was used on the line from Newcastle to Utrecht.[4]

During 1947 King George VI, accompanied by Queen Elizabeth and the Princesses Elizabeth and Margaret, visited the British territories in Southern Africa. The Royal Visit began in Cape Town on 17 February. Transport during the Royal Visit was aboard the Royal Train of the SAR, hauled by selected British-built locomotives. Class 15F no. 3030 took the Royal Train on its first leg, departing from Table Bay Harbour's Duncan Dock in Cape Town on 21 February. The same locomotive was also in charge of the train's last leg two months and 10,000 miles (16,093 kilometres) later, when it brought the Royal Train back to Duncan Dock.[16]

On the Western Transvaal System, the Class 15F was for many years the mainstay of mainline steam at Germiston, working to Witbank, Volksrust and Kroonstad. In 1956 it was decided to temporarily allocate thirty Class GMA Garratts to the Witbank-Germiston section during the transition period from steam to electric working. This released thirty Class 15Fs for the Orange Free State, of which thirteen were required for increases in traffic and seventeen to replace seventeen Class 23s, required for increases in traffic on the Cape Northern System.[17]

In February 1957, the Cape Midland System received its first two Class 15F locomotives, transferred from the Cape Western System's Paarden Eiland shed to Sydenham in Port Elizabeth. By July 1957 there were nine at Sydenham, three at Cradock and one at Noupoort. There was a brief period when both Systems were using Class 15Fs on the mainline. On the Midland, several of the locomotives were equipped with chimney cowls from 1960 onwards to ease the smoke nuisance for footplatemen in the many tunnels, but these were of dubious effectiveness.[18]

By late 1959, the fast Natal-bound passenger trains were worked from Germiston to Volksrust by Class 31-000 or Class 32-000 diesel-electrics, but the lesser passenger trains were still being worked by Volksrust-based Class 15Fs. By mid-1965, the Volksrust locomotives were transferred back to the Germiston shed upon completion of the electrification of the Natal mainline.[14][19][20]

The Class 15F also briefly served on the Cape Eastern system when some worked out of East London in the early 1960s.

Some briefly served outside South Africa's borders. In 1978, six Class 15Fs 3000, 3031, 3066, 3072, 3094, 3126 were hired to Rhodesia Railways, but they were returned nine months later and replaced by Class GMAM Garratts.[3][4]

When the Class 23 was withdrawn, many of the Class 15F locomotives that were equipped with mechanical stokers inherited their huge twelve-wheel Type EW tenders which, apart from increasing their range with its larger fuel and water capacity, also greatly enhanced their appearance. In later years when the Class 15F was relegated to heavy shunting and local work, many of the locomotives had their mechanical stokers removed.[3]

Preservation

[edit]

Given its usefulness and the large quantity placed in service with the SAR, there were many efforts[by whom?] to save a significant number at the end of the steam era. About 60 survived into the 21st century, most still owned by the Transnet Heritage Fund (THF)[as of?]. Since the year 2000, many have now been scrapped with more scrapping expected[when?], especially those stored at Millsite (Krugersdorp) which have been stripped by thieves. This is a list of what remains as of January 2019.

Number (*23 class tender) Works nmr THF / Private Leaselend / Owner Current Location Outside South Africa Current Fate
2902 Berliner 10820 THF Krugersdorp Locomotive Depot
2908 Berliner 10826 THF Krugersdorp Locomotive Depot Partly Scrapped
2909 Hensc 23932 THF Waterval-Boven Locomotive Depot
2910 Hensc 23933 Private Sandstone Estate Sandstone Estate
2913 Hensc 23936 THF Krugersdorp Locomotive Depot
2914 Hensc 23937 THF Germiston Locomotive Depot
2916 Hensc 23939 THF Cape Town Station
2929 NBL 24468 THF Krugersdorp Locomotive Depot Partly Scrapped
2934 NBL 24474 THF Krugersdorp Locomotive Depot
2936 NBL 24476 THF Krugersdorp Locomotive Depot
2940* NBL 24480 THF Krugersdorp Locomotive Depot
2958 NBL 24498 THF Kimberley Locomotive Depot
2976* BP 7091 Private Ian Welch Bloemfontein Locomotive Depot
2985* BP 7100 THF Waterval-Boven Locomotive Depot
2994 BP 7109 THF Kleinplasie Museum Worcester (RSA)
3001 NBL 25540 THF Krugersdorp Locomotive Depot
3007 NBL 25546 Private North British Locomotive Preservation Riverside Museum Scotland
3016* NBL 25555 THF Germiston Locomotive Depot
3040* NBL 25579 THF Bloemfontein Locomotive Depot
3046* NBL 25585 THF Germiston Locomotive Depot
3052* NBL 25591 Private Sandstone Estate Sandstone Estate
3075 NBL 25959 THF Krugersdorp Locomotive Depot
3079 NBL 25964 THF Krugersdorp Locomotive Depot
3094* NBL 25978 THF Wonder Steam Trains Hermanstad (Station)
3098* NBL 25982 THF Krugersdorp Locomotive Depot
3103* NBL 25987 THF Krugersdorp Locomotive Depot
3117 NBL 26001 THF Wonder Steam Trains Hermanstad (station)
3135* NBL 26019 THF Germiston Locomotive Depot
3149* NBL 26033 Private Railway Society of South Africa (RSSA) Masons Mill Locomotive Depot
3153* NBL 26040 Private Grant Bradley Epping mark (Cape Town)

No. 3052 Avril formerly owned by the artist David Shepherd[until when?], now owned by Sandstone[as of?] and in the custody of Reefsteamers was loaned out to Friends of the Rail (FOTR). It was derailed near Cullinan on 21 March 2017 while working an FOTR train following the theft of some 250 metres of rail.[citation needed] Damage was minimal, mainly being confined to the destruction of the cowcatcher. However, the loan was terminated and the locomotive returned to the custody of Reefsteamers at Germiston before moving by road to the Sandstone farm.[when?]

In 2006, NBL-built no. 3007 was returned to its builder's home city, Glasgow in Scotland, where it was initially put on static display in George Square for fundraising purposes by the North British Locomotive Preservation Group. The move of no. 3007 from staging in the Bloemfontein locomotive depot to Glasgow was recorded in Season 3 of the television documentary series Monster Moves in 2008. The locomotive was originally to have been trucked to Durban by Moveright International, but the transporter was not capable of carrying the locomotive. Instead, it was towed by rail on a two-day journey across the country, with ten flat wagons used to augment the braking capacity of the locomotives which hauled the Class 15F. The locomotive now resides in the Glasgow Museum of Transport's collection at the new Riverside Museum.[21][22][23]

Commemoration

[edit]

A 40c postage stamp depicting a Class 15F locomotive was one of a set of four commemorative postage stamps that were issued by the South African Post Office on 27 April 1983 to commemorate the steam locomotives of South Africa, which were rapidly being withdrawn from service at the time. The artwork and stamp design was by the noted stamp designer and artist Hein Botha. The particular locomotive depicted was NBL-built Class 15F no. 2954. The outline of a traditional SAR locomotive number plate was used as a commemorative cancellation for De Aar on the date of release.[24]

Works numbers

[edit]

The table shows the Class 15F engine numbers, builders, years built and works numbers.[3][5][6][7]

References

[edit]
  1. ^ a b c d e f Holland, D. F. (1972). Steam Locomotives of the South African Railways. Vol. 2: 1910-1955 (1st ed.). Newton Abbott, England: David & Charles. pp. 97–98. ISBN 978-0-7153-5427-8.
  2. ^ a b c d e f g h i j k l m n o Espitalier, T.J.; Day, W.A.J. (1947). The Locomotive in South Africa - A Brief History of Railway Development. Chapter VII - South African Railways (Continued). South African Railways and Harbours Magazine, February 1947. pp. 129-131.
  3. ^ a b c d Durrant, AE (1989). Twilight of South African Steam (1st ed.). Newton Abbott: David & Charles. pp. 90–91. ISBN 0715386387.
  4. ^ a b c d e f g Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. pp. 63–64. ISBN 0869772112.
  5. ^ a b Henschel-Lieferliste (Henschel & Son works list), compiled by Dietmar Stresow
  6. ^ a b c d North British Locomotive Company works list, compiled by Austrian locomotive historian Bernhard Schmeiser
  7. ^ a b Beyer, Peacock & Company production list, excluding Garratts, Customer List V1 04.08.02
  8. ^ a b c d e 4-8-2 Class "15F" Locomotives for the South African Railways Railway Gazette 20 September 1946
  9. ^ a b c South African Railways & Harbours/Suid Afrikaanse Spoorweë en Hawens (15 August 1941). Locomotive Diagram Book/Lokomotiefdiagramboek, 3'6" Gauge/Spoorwydte. SAR/SAS Mechanical Department/Werktuigkundige Dept. Drawing Office/Tekenkantoor, Pretoria. pp. VIII, 46.
  10. ^ a b c South African Railways & Harbours/Suid Afrikaanse Spoorweë en Hawens (15 August 1941). Locomotive Diagram Book/Lokomotiefdiagramboek, 2'0" & 3'6" Gauge/Spoorwydte, Steam Locomotives/Stoomlokomotiewe. SAR/SAS Mechanical Department/Werktuigkundige Dept. Drawing Office/Tekenkantoor, Pretoria. pp. VIII, 6a-7a, 21-21A, 46.
  11. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 2. Johannesburg between the Home Signals, Part 2. Caption 19. Archived 9 November 2020 at the Wayback Machine (Retrieved 21 March 2017)
  12. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 10. South-Eastwards as far as Volksrust (3rd part) by Les Pivnic. Caption 15.[permanent dead link‍] (Retrieved 11 April 2017)
  13. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 12. South-Eastwards as far as Volksrust (Part 5) by Les Pivnic. Captions 32 & 33. Archived 24 October 2020 at the Wayback Machine (Retrieved 25 April 2017)
  14. ^ a b Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 6. Germiston, the Steam and Diesel Running Sheds by Les Pivnic. Captions 16, 20. Archived 9 April 2017 at the Wayback Machine (Retrieved 7 April 2017)
  15. ^ "Heritage Railways Trust Welcomes South African Collection". Heritage Railways Trust. 28 September 2024.
  16. ^ Soul of A Railway, System 1, Part 16: Table Bay Harbour © Les Pivnic. Caption 23-25. Archived 24 October 2020 at the Wayback Machine (Retrieved 30 June 2017)
  17. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 21: Witbank Line by Les Pivnic, Eugene Armer, Peter Stow and Peter Micenko. Caption 9. Archived 24 October 2020 at the Wayback Machine (Retrieved 4 May 2017)
  18. ^ Soul of A Railway, System 3, Part 9: The Midland Main Line, Part 1, Port Elizabeth to Paterson. Captions 12, 20. Archived 24 October 2020 at the Wayback Machine (Retrieved 5 February 2017)
  19. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 5. Germiston and Surrounds by Les Pivnic. Captions 4, 8. Archived 24 October 2020 at the Wayback Machine (Retrieved 7 April 2017)
  20. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 7. Germiston Steam and Diesel Running Sheds (2nd section) by Les Pivnic. Captions 11 & 12. Archived 24 October 2020 at the Wayback Machine (Retrieved 7 April 2017)
  21. ^ "Steam Locomotives - North British Loco Class 15F, 3007". NBLPG.
  22. ^ "The Conservation of South African Railways Locomotive 3007". GMT. 22 September 2010.
  23. ^ SA Loco Biggest in UK Museum Railways Africa issue 7.2010 September 2010 page 24
  24. ^ Philatelic Bulletin 176, issued by Philatelic Services and INTERSAPA, 1983
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