1.
0-6-2
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The type is sometimes known as a Webb or a Branchliner. While some locomotives with this arrangement had tenders, the majority were tank locomotives which carried their coal. Finland used two classes of 0-6-2T locomotive, the Vr2 and the Vr5, the Vr2 class was numbered in the range from 950 to 965. Five of them are preserved in Finland, no.950 at Joensuu, no.951 at Tuuri, no.953 at Haapamäki, no.961 at Jyväskylä, the Vr5 class was numbered in the range from 1400 to 1423. No.1422 is preserved at Haapamäki, between 1890 and 1898, four 0-6-2 tender locomotives were placed in service by the Cape Copper Company on its 2 ft 6 in gauge Namaqualand Railway between Port Nolloth and Ookiep in the Cape Colony. Acquired to meet the needs of the upper mountainous section of the line. The first three of these locomotives were described as the Clara Class, while the fourth was included in this Class by some. Between 1900 and 1905, six more Mountain type 0-6-2 tender locomotives were placed in service by the Cape Copper Company, later described as the Scotia Class, they were similar to the earlier Clara Class locomotives, but with longer boilers, longer fireboxes and larger firegrates. In 1892 and 1893, the Nederlandsche-Zuid-Afrikaansche Spoorweg-Maatschappij of the Zuid-Afrikaansche Republiek placed twenty 3 ft 6 in Cape gauge 0-6-2T locomotives in mainline service, since the railway classified its locomotives according to their weight, these locomotives were known as the 40 Tonners. Three classes of 600 mm gauge 0-6-2 locomotives were supplied to German South West Africa between 1904 and 1908, in 1904, the Otavi Mining and Railway Company acquired fifteen tank locomotives from Arnold Jung Lokomotivfabrik in Germany. Two of them survived to be taken onto the South African Railways roster in 1922 and they were never classified and were referred to as the Jung locomotives. Ten Class Ha tank locomotives were supplied by Henschel & Son in 1904, one survived the First World War into the SAR era. Fifteen Class Hb tank locomotives were supplied by Henschel between 1905 and 1908, the last six locomotives were delivered as tank-and-tender engines, equipped with optional coal and water tenders. Six of them survived into the SAR era, in the United Kingdom, the type was only ever used for tank engines and was first used by William Barton Wright of the Lancashire and Yorkshire Railway in 1880. The arrangement was soon used by F. W. Webb of the London. Many locomotives of type were also used to haul coal in the South Wales Valleys by the Great Western Railway. J. Billinton between 1894 and 1904, the Great Eastern Railway Class L77 of 1914, designed by Alfred John Hill. The Great Northern Railway N1 and N2 Classes, designed by Nigel Gresley between 1906 and 1921, Gresley later improved upon the GER class with various versions of his London and North Eastern Railway N7 class, built between 1925 and 1928
2.
Track gauge
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In rail transport, track gauge is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails. All vehicles on a network must have running gear that is compatible with the track gauge, as the dominant parameter determining interoperability, it is still frequently used as a descriptor of a route or network. There is a distinction between the gauge and actual gauge at some locality, due to divergence of track components from the nominal. Railway engineers use a device, like a caliper, to measure the actual gauge, the nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a distance below the rail head as the inner faces of the rail head are not necessarily vertical. In some cases in the earliest days of railways, the company saw itself as an infrastructure provider only. Colloquially the wagons might be referred to as four-foot gauge wagons, say and this nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at a variation from the nominal gauge for pragmatic reasons. Track is defined in old Imperial units or in universally accepted metric units or SI units, Imperial units were established in United Kingdom by The Weights and Measures Act of 1824. In addition, there are constraints, such as the load-carrying capacity of axles. Narrow gauge railways usually cost less to build because they are lighter in construction, using smaller cars and locomotives, as well as smaller bridges, smaller tunnels. Narrow gauge is often used in mountainous terrain, where the savings in civil engineering work can be substantial. Broader gauge railways are generally expensive to build and require wider curves. There is no single perfect gauge, because different environments and economic considerations come into play, a narrow gauge is superior if ones main considerations are economy and tight curvature. For direct, unimpeded routes with high traffic, a broad gauge may be preferable, the Standard, Russian, and 46 gauges are designed to strike a reasonable balance between these factors. In addition to the general trade-off, another important factor is standardization, once a standard has been chosen, and equipment, infrastructure, and training calibrated to that standard, conversion becomes difficult and expensive. This also makes it easier to adopt an existing standard than to invent a new one and this is true of many technologies, including railroad gauges. The reduced cost, greater efficiency, and greater economic opportunity offered by the use of a common standard explains why a number of gauges predominate worldwide
3.
Valve gear
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It can also serve as a reversing gear. It is sometimes referred to as the motion, in the simple case, this can be a relatively simple task as in the internal combustion engine in which the valves always open and close at the same points. A further benefit may be obtained by admitting the steam to the cylinder slightly before front or back dead centre and this advanced admission assists in cushioning the inertia of the motion at high speed. Instead, a system of eccentrics, cranks and levers is used to control a D slide valve or piston valve from the motion. Generally, two simple harmonic motions with different fixed phase angles are added in varying proportions to provide a motion that is variable in phase. A variety of mechanisms have been devised over the years. Both slide and piston valves have the limitation that intake and exhaust events are fixed in relation to each other, lap is provided on steam edges of the valve, so that although the valve stroke reduces as cutoff is advanced, the valve is always fully opened to exhaust. However, as cutoff is shortened, the exhaust events also advance, the exhaust release point occurs earlier in the power stroke and compression earlier in the exhaust stroke. Early release wastes some energy in the steam, and early closure also wastes energy in compressing an otherwise unnecessarily large quantity of steam and these inefficiencies drove the widespread experimentation in poppet valve gears for locomotives. Intake and exhaust poppet valves could be moved and controlled independently of each other, a very late British design, the SR Leader class, used sleeve valves adapted from internal combustion engines, but this class was not a success. In stationary steam engines, traction engines and marine engine practice, in stationary engines trip valves were also extensively used. Valve gear was a field of invention, with probably several hundred variations devised over the years. However, only a number of these saw any widespread use. They can be divided into those that drove the standard reciprocating valves, those used with poppet valves, slip-eccentric - This gear is now confined to model steam engines, and low power hobby applications such as steam launch engines, ranging to a few horsepower. The eccentric is loose on the crankshaft but there are stops to limit its rotation relative to the crankshaft, the engine is pushed forwards to put the eccentric in the forward gear position and backwards to put it in the backward gear position. There is no control of cutoff. These included the Teutonic, Greater Britain and John Hick classes, gab or hook gear - used on earliest locomotives. Allowed reversing but no control of cutoff, one component of the motion comes from a crank or eccentric
4.
Railway coupling
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A coupling is a mechanism for connecting rolling stock in a train. The design of the coupler is standard, and is almost as important as the gauge, since flexibility. The equipment that connects the couplings to the stock is known as the draft gear. The different types of coupling do not always have formal or official names and these couplings followed earlier tramway practice but were made more regular. The vehicles are coupled by hand using a hook and links with a turnbuckle that draws the vehicles together, in Britain, this is called a screw coupling. Vehicles have buffers, one at each corner on the ends and this arrangement limits the slack in trains and lessens shocks. The earliest buffers were fixed extensions of the frames. This coupling is still the standard in European countries, the link-and-pin coupling was the original style of coupling used on North American railways. After most railroads converted to semi-automatic Janney couplers, the link-and-pin survived on forestry railways, while simple in principle, the system suffered from a lack of standardisation regarding size and height of the links, and the size and height of the pockets. The link-and-pin coupler consisted of a body that received an oblong link. During coupling, a worker had to stand between the cars as they came together and guide the link into the coupler pocket. Once the cars were joined, the employee inserted a pin into a hole a few inches from the end of the tube to hold the link in place. This procedure was exceptionally dangerous and many brakemen lost fingers or entire hands when they did not get out of the way of the coupler pockets in time. Many more were killed as a result of being crushed between cars or dragged under cars that were coupled too quickly, brakemen were issued with heavy clubs that could be used to hold the link in position, but many brakemen would not use the club, and risked injury. The link-and-pin coupler proved unsatisfactory because, It made a connection between the cars, with too much slack action. There was no design, and train crews often spent hours trying to match pins. Crew members had to go between moving cars during coupling, and were injured and sometimes killed. The links and pins were often pilfered due to their value as scrap metal, john H. White suggests that the railroads considered this to be more important than the safety issue at the time
5.
Cape Colony
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The Cape of Good Hope, also known as the Cape Colony, was a British colony in present-day South Africa and Namibia, named after the Cape of Good Hope. The British colony was preceded by an earlier Dutch colony of the same name, the Dutch lost the colony to Britain following the 1795 Battle of Muizenberg, but had it returned following the 1802 Peace of Amiens. It was re-occupied by the British following the Battle of Blaauwberg in 1806, the Cape of Good Hope then remained in the British Empire, becoming self-governing in 1872, and uniting with three other colonies to form the Union of South Africa in 1910. It then was renamed the Cape of Good Hope Province, South Africa became fully independent in 1931 by the Statute of Westminster. In the north, the Orange River, also known as the Gariep River, served as the boundary for some time, from 1878, the colony also included the enclave of Walvis Bay and the Penguin Islands, both in what is now Namibia. An expedition of the Dutch East India Company led by Jan van Riebeeck established a trading post, van Riebeecks objective was to secure a harbour of refuge for Dutch ships during the long voyages between Europe and Asia. Reflecting the multi-national nature of the trading companies, the Dutch also granted vrijburger status to a number of former Scandinavian and German employees as well. In 1688 they also sponsored the immigration of two hundred French Huguenot refugees who had fled to the Netherlands upon the Edict of Fontainebleau. There was a degree of assimilation due to intermarriage. Many of the colonists who settled directly on the frontier became increasingly independent, known as Boers, they migrated westwards beyond the Cape Colonys initial borders and had soon penetrated almost a thousand kilometres inland. Some Boers even adopted a nomadic lifestyle permanently and were denoted as trekboers, Dutch traders imported thousands of slaves to the Cape of Good Hope from the Dutch East Indies and other parts of Africa. By the end of the century the Capes population swelled to about 26,000 people of European descent and 30,000 slaves. In 1795, France occupied the Seven Provinces of the Netherlands and this prompted Great Britain to occupy the territory in 1795 as a way to better control the seas in order stop any potential French attempt to reach India. The British sent a fleet of nine warships which anchored at Simons Town and, following the defeat of the Dutch militia at the Battle of Muizenberg, the Dutch East India Company transferred its territories and claims to the Batavian Republic in 1798, and ceased to exist in 1799. In 1806, the Cape, now controlled by the Batavian Republic, was occupied again by the British after their victory in the Battle of Blaauwberg. The temporary peace between Britain and Napoleonic France had crumbled into open hostilities, whilst Napoleon had been strengthening his influence on the Batavian Republic. The British, who set up a colony on 8 January 1806, hoped to keep Napoleon out of the Cape, in 1814 the Dutch government formally ceded sovereignty over the Cape to the British, under the terms of the Convention of London. The British started to settle the border of the colony
6.
Namaqualand 0-4-0WT Condenser
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The Cape Copper Mining Company 0-4-0WT Condenser of 1886 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. They were the first condensing steam locomotives to service in South Africa. The Namaqualand Railway was constructed between 1869 and 1876 by the Cape Copper Mining Company, restructured as the Cape Copper Company in 1888 and their use appears to have been restricted mainly to the coastal section of the railway. By July 1887 both of them were out of service. Between 1886 and 1888, three 0-4-0 well-tank condensing locomotives were acquired from Kitson and Company and they were named John Taylor, Juanita and Jackal respectively and, like the earlier 0-6-0T locomotives, they were operated with tenders due to the scarcity of water along the line. The tenders for the first two locomotives seem to have been acquired separately, the condensing equipment was mounted overhead in a roof-like frame and consisted of copper coils which formed an atmospheric radiator. Condensed steam was fed back for re-use into the water tank underneath the locomotives copper boiler. 1, named John Taylor after a director of the Cape Copper Mining Company, was built in 1886 with Kitson works number T198. It was delivered in mid-1886 and commenced trial runs in July 1886 before entering service on the 22-mile long section from Port Nolloth to Abbevlaack in August 1886,2, named Juanita, was also built in 1886 with Kitson works number T220, and was delivered in March 1887. When it entered service, the range of the two condensing locomotives was extended to Anenous, a distance of 47 1⁄2 miles from Port Nolloth. Gross train weights, excluding tenders, for the section to Anenous were 67 tons up and 155 tons down,3, named Jackal, built in 1888 with Kitson works number T234, was delivered in December of that year and entered service in January 1889. Unlike the other two, it was delivered with a tender, after the arrival of their successor tender locomotives beginning in 1890, it was possible to introduce a through steam-hauled service from the coast to Ookiep from 15 May 1893. The condensing locomotives were relegated to lesser duties, mainly ballast, sand clearing. They also served as power to cover breakdowns and overhauls of the new mainline locomotives. The locomotives were rotated occasionally and all three had service spells as the Ookiep engine, by 1910 they were no longer used on the Nababeep line since the trains had become too heavy. As an example, the engine Juanita required a new boiler and firebox in 1895, the condensing system was also never successful due to the high ambient temperatures in the region. They remained in service on lower section traffic on the mainline until at least 1899, according to the Cape Copper Company annual report on the year ending 30 April 1916, all three locomotives were still in service at that time. The pictures serve to illustrate the Condensers in service, as well as some of the modifications which were done to them
7.
Isambard Kingdom Brunel
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Brunel built dockyards, the Great Western Railway, a series of steamships including the first propeller-driven transatlantic steamship, and numerous important bridges and tunnels. His designs revolutionised public transport and modern engineering, though Brunels projects were not always successful, they often contained innovative solutions to long-standing engineering problems. Brunel set the standard for a railway, using careful surveys to minimise grades and curves. This necessitated expensive construction techniques, new bridges, new viaducts, one controversial feature was the wide gauge, a broad gauge of 7 ft 1⁄4 in, instead of what was later to be known as standard gauge of 4 ft 8 1⁄2 in. Brunel astonished Britain by proposing to extend the Great Western Railway westward to North America by building steam-powered iron-hulled ships and he designed and built three ships that revolutionised naval engineering, the Great Western, the Great Britain, and the Great Eastern. In 2002, Brunel was placed second in a BBC public poll to determine the 100 Greatest Britons, in 2006, the bicentenary of his birth, a major programme of events celebrated his life and work under the name Brunel 200. Brunels name is an amalgamation of his parents names and he inherited the family name of his father, and his middle name is his mothers surname. Brunels first name, Isambard, comes from his fathers middle name, Isambard is a Norman name of Germanic origin, meaning iron-bright. A cognate name is the German surname Eisenbarth, which can still be found today among Bavarians and German-Americans and he had two older sisters, Sophia and Emma, and the whole family moved to London in 1808 for his fathers work. Brunel had a childhood, despite the familys constant money worries. His father taught him drawing and observational techniques from the age of four, during this time he also learned fluent French and the basic principles of engineering. He was encouraged to draw interesting buildings and identify any faults in their structure, when Brunel was eight he was sent to Dr Morrells boarding school in Hove, where he learned the classics. When Brunel was 15, his father Marc, who had accumulated debts of over £5,000, was sent to a debtors prison. After three months went by with no prospect of release, Marc let it be known that he was considering an offer from the Tsar of Russia. In August 1821, facing the prospect of losing a prominent engineer, Brunel subsequently studied under the prominent master clockmaker and horologist Abraham-Louis Breguet, who praised Brunels potential in letters to his father. In late 1822, having completed his apprenticeship, Brunel returned to England, Brunels father, Marc, was the chief engineer, and the project was funded by the Thames Tunnel Company. The composition of the riverbed at Rotherhithe was often more than waterlogged sediment. The latter incident, in 1828, killed the two most senior miners, and Brunel himself narrowly escaped death and he was seriously injured, and spent six months recuperating
8.
Cape Town Railway & Dock 0-4-0T
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The Cape Town Railway & Dock 0-4-0T of 1859 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope, and the first locomotive in South Africa. In September 1859, Messrs. E. & J and this locomotive, later to become engine no.9 of the Cape Town Railway and Dock Company and then of the Cape Government Railways, was the first locomotive in South Africa. It has been declared an object and was plinthed in the main concourse of Cape Town station. While serving at Port Alfred, it was nicknamed Blackie, the company appointed Messrs. E. & J. Pickering as contractors for the construction of the railway. Pickerings ordered a locomotive from Scotland for use as construction engine, the locomotive was built in 1859 by Hawthorns and Company, Leith, and bore works number 162. It was a 0-4-0 side-tank locomotive and was built to run on 4 ft 8 1⁄2 in broad gauge, the locomotive arrived in Cape Town on 8 September 1859 and has the distinction of being the first locomotive in South Africa. Upon arrival in Cape Town, the locomotive had to be dismantled before it could be landed off the brig Charles by means of lighters, the locomotive was accompanied by its engineer-driver, a Scot named William Dabbs. It was partially re-assembled on the jetty and then moved to Alfreds Square, there, a galvanised iron shed was built over it and the re-assembly was completed by Dabbs. The locomotives two cylinders were inside the frame and it was equipped with Stephenson valve gear and its two feedwater pumps were actuated by the piston crossheads. As built, the engine had a cab, but a cab roof was installed some years later. According to one source, the contractor imported another two locomotives of the design from the same manufacturer. However, the first section of track between Fort De Knokke and Salt River was only opened on 8 February 1861. In anticipation of the completion of the line, the Cape Town Railway and these locomotives arrived in two shipments on 20 March and 28 April 1860. They were given names and were numbered from 1 to 8, since the full complement of engines arrived before the lines were laid, they were erected and placed on display for the public, while awaiting the completion of sufficient line to be useful. The slow construction rate of 1 1⁄2 miles of track in 23 months, in October 1861, Cape Town Railway and Dock dismissed the contractors and took over all construction work, as well as the Pickering locomotive. The engine was given the number 9, in spite of having been the first locomotive in South Africa. The line from Cape Town to Wellington took nearly five years to complete, the line to Eersterivier was officially opened on 13 February 1862. Stellenbosch was reached on 1 May 1862 and the railhead at Wellington on 4 November 1863, the inscription on the plaque, however, is untrue
9.
3 ft 6 in gauge railways
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Railways with a track gauge of 3 ft 6 in/1,067 mm were first constructed as horse-drawn wagonways. From the mid-nineteenth century, the 3 ft 6 in gauge became widespread in the British Empire, there are approximately 112,000 kilometres of 1,067 mm gauge track in the world. 1795 One of the first railways to use 3 ft 6 in gauge was the Little Eaton Gangway in England, other 3 ft 6 in gauge wagonways in England and Wales were also built in the early nineteenth century. 1862 In 1862 the Norwegian engineer Carl Abraham Pihl constructed the first 3 ft 6 in gauge railway in Norway,1865 In 1865 the Queensland Railways were constructed. Its 3 ft 6 in gauge was promoted by the Irish engineer Abraham Fitzgibbon,1868 In 1868 Charles Fox asks civil engineer Edmund Wragge to survey a 3 ft 6 in railway in Costa Rica. 1871 In 1871 the Canadian Toronto, Grey and Bruce Railway,1872 In January 1872 Robert Fairlie advocated the use of 3 ft 6 in gauge in his book Railways Or No Railways, Narrow Gauge, Economy with Efficiency v. Broad Gauge, Costliness with Extravagance. 1872 also saw the opening of the first 3 ft 6 in gauge railway in Japan,1873 On 1 January 1873, the first 3 ft 6 in gauge railway was opened in New Zealand, constructed by the British firm John Brogden and Sons. Earlier built 4 ft 8 1⁄2 in and broad gauge railways were converted to the narrower gauge. Also in 1873 the Cape Colony adopted the 3 ft 6 in gauge, after conducting several studies in southern Europe, the Molteno Government selected the gauge as being the most economically suited for traversing steep mountain ranges. Beginning in 1873, under supervision of Railway engineer of the Colony William Brounger, the Cape Government Railways rapidly expanded and the gauge became the standard for southern Africa. 1876 Natal also converted its short 10 kilometres long Durban network from 4 ft 8 1⁄2 in broad gauge prior to commencing with construction of a network across the colony in 1876. Other new railways in Southern Africa, notably Mozambique, Bechuanaland, after 1876 In the late nineteenth and early twentieth century numerous 3 ft 6 in gauge tram systems were built in the United Kingdom and the Netherlands. In Sweden, the gauge was nicknamed Blekinge gauge, as most of the railways in the province of Blekinge had this gauge. An alternate name for this gauge, Cape gauge, is named after the Cape Colony in what is now South Africa, the term Cape Gauge is used in other languages, such as the Dutch kaapspoor, German Kapspur, Norwegian kappspor and French voie cape. After metrication in the 1960s, the gauge was referred to in official South African Railways publications as 1065 mm instead of 1067 mm, the gauge is sometimes referred to as CAP gauge, after C. A. The gauge name Colonial Gauge was used in New Zealand, in Australia the imperial term 3 foot 6 inch is used. In some Australian publications the term medium gauge is also used, in Japan 1,067 mm gauge is referred to as kyōki, which directly translates as narrow gauge. It is defined in metric units, Cape Government Railways Heritage railway List of track gauges Norwegian gauge controversy South African Trains – A Pictorial Encyclopaedia Why Did Japan Choose the 36 Narrow Gauge
10.
CGR 1st Class 2-6-0 1876 BP
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The Cape Government Railways 1st Class 2-6-0 of 1876 by Beyer, Peacock and Avonside was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1876 and 1877, the Cape Government Railways placed eighteen 2-6-0 Mogul type locomotives in service on the Cape Western system. They were built by Beyer, Peacock and Avonside and were designated 1st Class when a system was adopted. Ten 2-6-0 tender goods locomotives were delivered to the Cape Government Railways from Beyer, Peacock and Company in 1876, the following year, another eight were delivered from Avonside Engine Company, numbered in the range from W17 to W24. All of them were equipped with six-wheeled tenders, while they were acquired as goods locomotives, they were used on all kinds of traffic, including shunting. These locomotives were later designated 1st Class when a classification system was introduced by the CGR. The cylinders were arranged horizontally and outside the engine frame, the slide valves, mounted above the cylinders, were actuated by Stephensons Link motion. The engines boiler barrel setions were not arranged telescopically, but were jointed end-to-end with butt straps, brakes The six-wheeled tender was equipped with a hand brake and wooden brake blocks, but the engines coupled wheels were not braked. 1876, it was universal practice with tender engines to not fit brakes on the coupled wheels, feedwater The feedwater pump was fitted to the front frame stretcher and was driven by an eccentric on the driver axle. The locomotive was equipped with a small feedwater injector, invented by the French engineer Henri Giffard in 1852. The pump and the feed had separate clack boxes. It was abandoned by locomotive design engineers once the injector feed system had proven successful. At the time these locomotives entered service in 1876, the Western Systems line from Cape Town was completed to Worcester, the line from Worcester up the Hex River rail pass to Montagu Road, was completed in 1877. Passengers en route to Kimberley detrained at Montagu Road, where they spent the night in the local hotel before proceeding to Matjiesfontein by horse-drawn coach the following day. Apart from some which were sold or disposed of between 1884 and 1896, all but one these locomotives remained on the Western System. 1882, they saw service on all parts of the system, working out of Cape Town deeper into the Karoo, as the line was being extended and opened to Beaufort West, W17, was transferred to the Midland System, where it was renumbered 414. Early in 1883, the Cape of Good Hope Government, by Act 16, the amount of £100,000 was contributed to the cost of construction by Government, on condition that the line be made equal in all respects to the CGR lines. The CCRs line was opened to traffic in 1887 and most of its stock was purchased from the CGR
11.
CGR 3rd Class 4-4-0 1883
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The Cape Government Railways 3rd Class 4-4-0 of 1883 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1882, the Cape Government Railways placed orders with Neilson and they were intended for fast passenger service on all three Cape Systems and were delivered early in 1883. Eighteen 4-4-0 American type tender locomotives were delivered to the Cape Government Railways from Neilson. They were numbered in the ranges from W77 to W88 for the Western System, E15 and E16 for the Eastern System and they had been ordered in 1882 for passenger service out of Cape Town, East London and Port Elizabeth respectively and were equipped with six-wheeled tenders. Joy valve gear did not make use of eccentrics like the Stephenson Link valve gear which had hitherto been used, the locomotives were equipped with Adams Vortex blast pipes. These had an outer annular orifice for steam and a circular opening for exhaust gases. The lower portion of the scoop was open towards the bottom rows of tubes so that the draught though them was increased, the vortex blast pipes were, however, removed after a few years since it was found to choke up more readily than an ordinary blast pipe. The locomotives became known as the Four-coupled Joys, from the Joy valve gear that they were equipped with,83, which was either the Midland Systems no. M83 or the Western Systems no, all these locomotives were later designated 3rd Class when a locomotive classification system was introduced by the CGR. As was usual practice with passenger locomotives on the CGR, the engines were painted green and had polished brass domes. In service, the Joy valve gear proved unsatisfactory and three of the Western Systems locomotives were converted to Stephenson valve gear at the CGRs Salt River shops in Cape Town. Even though this improved their performance, the modification was not carried out on any of the other locomotives, all these locomotives were renumbered at times during the CGR era. By 1886, the prefixes had been done away with. The locomotives on the Western System retained their numbers, while the Midland Systems locomotives were renumbered to the range from 180 to 183, the Eastern Systems two locomotives were renumbered from E15 and E16 to 610 and 611 respectively. In late 1896, some of these locomotives were sold to the Oranje-Vrijstaat Gouwerment-Spoorwegen, the sale most probably involved the five locomotives whose numbers were absent from the CGR roster for the first time by year-end 1896, as listed in the table. These engines were fitted with the Tilney-design extended type of smokebox with spark arresters. By 1912, only one of these locomotives survived, the Eastern Systems no.611 and it was considered obsolete by the SAR, designated Class 03 and renumbered to 0611. By 1918, it had been scrapped, the works numbers, original numbers and renumbering of the Cape 3rd Class of 1883 are listed in the table
12.
CGR 3rd Class 4-4-0 1884
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The Cape Government Railways 3rd Class 4-4-0 of 1884 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope. In 1884, the Cape Government Railways placed two experimental 3rd Class tender locomotives with a 4-4-0 American type wheel arrangement in service and they were designed at the Salt River shops in Cape Town to be able to use the low-grade local coal with its high content of incombustible matter. While the Colonial coal was much cheaper than imported Welsh coal and this led to difficulties when it was used in locomotives, since it frequently caused train delays as a result of unscheduled stops to allow the stoker to clear the grate of clinker and ash. One of these involved modifying the boilers and frames to accommodate oscillating firebars, Tilneys initiatives did not pass unnoticed. In 1881, the General Manager appointed Mr. Hawthorne R, beginning with the pioneering work done by Tilney, locomotive mechanical engineers of the CGR began to exert greater influence on locomotive designs. The design of the two types was also an attempt at standardisation, since their boilers and tenders and many other parts were made interchangeable. The locomotives were delivered with Joy valve gear, the three-axle tender was unusual, since the leading axle was mounted in a rigid frame while the other two were mounted in a bogie. This was the first time that a bogie was used under a tender in South Africa and this peculiar tender wheel arrangement appeared in South Africa on only one other occasion, eighteen years later on the Baldwin-built Zululand Railway Company 2-6-0 construction locomotive in Natal. The firebox was designed to Tilneys specifications to cope with the high percentage of clinker. A large drop-grate which occupied half of the firebox area. The firebars could be vibrated by a lever in the cab. The 4-4-0 locomotives entered service in 1884 and were designated 3rd Class, numbered E53, E54 was delivered to the Eastern system, where Tilney carried out extensive tests using the Stormberg coal. E53 was initially delivered to the Western System, for evaluation and testing by Chief Locomotive Superintendent Thornton who, in turn, the locomotives gave good results during testing and in service. It was reported at year-end in 1884 that the use of the low-grade coal led to a saving of 1¾d. per engine-mile. No more locomotives of this design were ordered when better quality coal began to become available from the coalfields in Natal. Both locomotives were renumbered by 1886, when the number prefixes were done away with. E53 became no.645 and engine no, neither entered South African Railways service, since both were withdrawn from CGR service between 1900 and 1910
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