1.
Belpaire firebox
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The Belpaire firebox is a type of firebox used on steam locomotives. It was invented by Alfred Belpaire of Belgium in 1864, today it generally refers to the shape of the outer shell of the firebox which is approximately flat at the top and square in cross-section. The flat firebox top would make supporting it against pressure more difficult compared to a round-top, however the use of a similarly shaped square outer boiler shell allows simpler perpendicular stays to be used between the shells. The Belpaire outer firebox is, nevertheless, more complicated and expensive to manufacture than a round-top version, stays are used to support the surfaces against the high pressure between the outside wall and the interior firebox wall, and partially to conduct heat into the boiler interior. In some boiler designs, the top of the boiler is cylindrical above the firebox, matching the contour of the rest of the boiler and those features are difficult to build and weaken the boilers structure. This arrangement gives the firebox end of the boiler a squarer shape, many locomotives with a Belpaire firebox dispense with a steam dome because steam can be collected at the top corners of the firebox. As boilers were made larger, approaching the limit of the British loading gauge, in the USA, the Belpaire firebox was introduced in about 1882 or 83 by R. P. C. Sanderson, who at the time was working for the Shenandoah Valley Railway, Sanderson was an Englishman who had attained his engineering degree from Cassel in Germany in 1875. Having obtained knowledge of a form of locomotive boiler, Sanderson wrote to an old acquaintance from his college days who was working at the Henschel locomotive factory at Cassel. He sent Sanderson a tracing of Henschels latest Belpaire boiler and this was the beginning of the use of this type of locomotive boilers in the United States. The Pennsylvania Railroad used Belpaire fireboxes on nearly all of its steam locomotives
2.
Cape Government Railways
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The Cape Government Railways was the government-owned railway operator in the Cape Colony from 1874 until the creation of the South African Railways in 1910. The first railways at the Cape were privately owned, the Cape Town Railway and Dock Company started construction from Cape Town in 1859, reaching Eerste River by 1862 and Wellington by 1863. Meanwhile, by 1864 the Wynberg Railway Company had connected Cape Town, for the moment, railway development at the Cape did not continue eastwards beyond Wellington because of the barrier presented by the mountains of the Cape Fold Belt. The discovery of diamonds, and the consequent rush to Kimberley that started in 1871, in his very first speech to the Cape Parliament he announced the purchase of all existing lines and the founding of the Cape Government Railways. The announced expansion was to see the construction of a network over ten times more extensive than the length of railway that existed in the whole of southern Africa at the time. This gauge went on to become the standard for all railways in southern, the government planned for lines to strike northwards, from the three ports of Cape Town, Port Elizabeth and East London, towards Kimberley and the developing hinterland. These three lines became known as the Cape Western, Cape Midland and Cape Eastern lines respectively, the Cape Western Line was charted by the Prime Minister himself. The Cape Midland Line only began when the Cape Government took over the rudimentary and incomplete line of the Port Elizabeth, however building accelerated massively over the next few years, with twin lines reaching northwards to Graaff-Reinet, and eastwards to Grahamstown. These connected with the Cape Western Line at De Aar and thus to Kimberley, the Cape Eastern Line was built partially to serve the frontier, and its network of military forts. The port of East London was likewise chosen partly for strategic reasons, the line was begun in 1873, when the Prime Minister turning the first spades for both the East London harbour and the Eastern Railway Line on 20 August 1873. Though frontier wars disrupted construction from time to time, the line reached Queenstown in 1880, from an initial total of 92 kilometres in 1872, the Cape was now criss-crossed with over 2,000 kilometres of railway. In 1886 gold was discovered in the South African Republic, setting off the Witwatersrand Gold Rush and this line reached Bloemfontein in 1890, and the first trains operated from Cape Town to Johannesburg in 1892. In 1897 the OFS government took control of its portion of the line. The Cape railway network played a significant role in supporting and supplying the British forces during the Second Boer War, Cape Gauge Rail transport in South Africa Kleingeld, Christo. Locomotives of the South African Railways, ISBN 0-86977-211-2 Burman, Jose, Early Railways at the Cape, Cape Town, Human & Rousseau, ISBN 0-7981-1760-5
3.
4-6-0
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During the second half of the nineteenth and first half of the twentieth centuries, the 4-6-0 was constructed in large numbers for passenger and mixed traffic service. The primary limitation of the type was the size of the firebox. In passenger service, it was superseded by the 4-6-2 Pacific type whose trailing truck allowed it to carry a greatly enlarged firebox. For freight service, the addition of a driving axle created the 4-8-0 Mastodon type, which was rare in North America. The 4-6-0T locomotive version was a far less common type, during the First World War, the type was also used on narrow gauge military railways. In 1907, five 6th Class locomotives of the Cape Government Railways were sold to the 3 ft 6 in Benguela Railway and these included one of the Dübs-built locomotives of 1897 and two each of the Neilson and Company and Neilson, Reid and Company-built locomotives of 1897 and 1898. In the mid-1930s, in order to ease maintenance, modifications were made to the running boards, the former involved mounting the running boards higher, thereby getting rid of the driving wheel fairings. This gave the locomotives a much more American rather than British appearance, in April 1951, three Class NG9 locomotives were purchased from the South African Railways for the Caminhos de Ferro de Moçâmedes. They were placed in service on the Ramal da Chibía, a 600 mm gauge line across 116 kilometres from Sá da Bandeira to Chiange. The locomotives were observed dumped at the Sá da Bandeira shops by 1969, the line through Bechuanaland Protectorate was still under construction and was operated by the CGR on behalf of the BR at the time. The locomotives were returned to the CGR. The Finnish State Railways operated the Classes Hk1, Hk2, Hk3, Hk5, Hv1, Hv2, Hv3, Hv4, Hr2, the Class Hk1, numbers 232 to 241, was built by Baldwin Locomotive Works in 1898. The ten Baldwin locomotives were originally designated H1 class, numbers 291 to 300 and 322 to 333 were built by the Richmond Locomotive Works in 1900 and 1901. The 22 Richmond locomotives were originally designated H2 class and were nicknamed Big-Wheel Kaanari, another 100 of these locomotives were manufactured in Finland from 1903 to 1916, numbered in the range from 437 to 574 and initially designated H3 to H8 classes. The Class Hk5 was numbered from 439 to 515, the Class Hv1 was built from 1915 by Tampella and Lokomo. They were nicknamed Heikki and were numbered 545 to 578 and 648 to 655, the class remained in service until 1967. One, no.555 named Princess, is preserved at the Finnish Railway Museum, the Class Hv2 was built by Berliner Maschinenbau and Lokomo in the years between 1919 and 1926. They were numbered 579 to 593,671 to 684 and 777 to 780, the Class Hv3 was built by Berliner, Tampella and Lokomo in the years from 1921 to 1941
4.
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
5.
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
6.
Safety valve
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A safety valve is a valve that acts as a fail-safe in a thermal-hydraulics plant. Pilot-operated relief valves are a type of pressure safety valve. Safety valves were first developed for use on steam boilers during the Industrial Revolution, early boilers operating without them were prone to explosion. Vacuum safety valves are used to prevent a tank from collapsing while it is being emptied, when sizing a vacuum safety valve, the calculation method is not defined in any norm, particularly in the hot CIP / cold water scenario, but some manufacturers have developed sizing simulations. The earliest and simplest safety valve was used on a 1679 steam digester and utilized a weight to retain the steam pressure, however, on the Stockton and Darlington Railway, the safety valve tended to go off when the engine hit a bump in the track. A valve less sensitive to sudden accelerations used a spring to contain the steam pressure and this dangerous practice was sometimes used to marginally increase the performance of a steam engine. In 1856, John Ramsbottom invented a tamper-proof spring safety valve that became universal on railways, Safety valves also evolved to protect equipment such as pressure vessels and heat exchangers. The term safety valve should be limited to compressible fluid applications, the two general types of protection encountered in industry are thermal protection and flow protection. Flow protection is characterized by safety valves that are larger than those mounted for thermal protection. They are generally sized for use in situations where significant quantities of gas or high volumes of liquid must be discharged in order to protect the integrity of the vessel or pipeline. This protection can alternatively be achieved by installing a high integrity pressure protection system, Relief valve, an automatic system that is actuated by the static pressure in a liquid-filled vessel. It specifically opens proportionally with increasing pressure, Safety valve, an automatic system that relieves the static pressure on a gas. It usually opens completely, accompanied by a popping sound, Safety relief valve, an automatic system that relieves by static pressure on both gas and liquid. Pilot-operated safety relief valve, a system that relieves on remote command from a pilot. Low pressure safety valve, a system that relieves static pressure on a gas. Used when the difference between the pressure and the ambient atmospheric pressure is small. Vacuum pressure safety valve, a system that relieves static pressure on a gas. Used when the difference between the vessel pressure and the ambient pressure is small, negative and near to atmospheric pressure
7.
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
8.
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
9.
Janney coupler
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The Janney Coupler is a semi-automatic railway coupler. The earliest commercially successful version of the coupler, it was patented by Eli H. Janney in 1873. The AAR/APTA Type E, Type F, and Type H tightlock couplers are all compatible knuckle couplers, prior to the formation of the AAR these were known as MCB Couplers. After 1910 the MCB reconstituted itself into the AAR, in 1913 the American Steel Foundries had developed the new Type D coupler that was accepted as the standard coupler for the United States, and no new equipment could be built using any other coupler. It was and is still the most used knuckle coupler in the world, the modern Alliance coupler still uses the modern AAR-10 and/or -10A contour, as well as others, but cannot be used in the US on an interchanging railway. Brand names of the now standard AAR Type E, F and Tightlock couplers are ASF, Buckeye, the Interlocking contour of knuckle couplers was the first aspect to be standardized. In about 1910 the producers were all using the then standardized MCB-10 contour, in the 1930s the AAR Type D was improved and became the Type E, the contour, however, stayed the same. A few years later the 10 contour was modified into an optional standard called the 10A contour. The most modern contour, for a plain Type E knuckle coupler, is still the AAR-10 and -10A, the same MCB-10 contour has been an approved standard for interchange service for over 100 years, with only the slightest dimensional changes. The Type H Tightlock couplers, which are used on passenger-carrying rolling stock, the purpose of couplers is to join rail cars or locomotives to each other so they all are securely linked together. Major Eli Janney, a Confederate veteran of the Civil War, Janney couplers are usually attached to draw gear, but sometimes, in the case of locomotives, the Type E is bolted directly on the headstock. The Janney coupler is used in Canada, the United States, Mexico, Japan, Australia, South Africa, Saudi Arabia, Cuba, Chile, Brazil, China and elsewhere. Among its features, Maximum tonnage as high as 32,000 metric tons such as on the Fortescue Railway, minimum ultimate tensile strength, Grade E knuckles,650,000 pounds-force Grade C or Grade E knuckles are required for interchange service. Such as Victorian narrow gauge lines, Janney couplers are always right-handed, i. e. their shape resembles the human right hand with fingers curled, as viewed from above. Required coupler heights, in North AmericaEmpty cars,33.5 inches ± 1-inch Loaded cars,32.5 inches in ± 1-inch Janney couplers are uncoupled by lifting the pin with a lever at the corner of the car. This pin is locked when the coupler is under tension, so the usual uncoupling steps are to compress the coupling with a locomotive, lift and hold up the pin, side operated variants are called the Sharon or Buckeye coupler. Most Janney couplers are now bottom operated, trains fitted with Janney couplers can accommodate heavier loads than any other type of coupler. Thus, the heaviest coal trains in New Zealand use Janney couplings, also, long-distance freight trains in North America are commonly more than 1-mile long, whereas this is not seen in Europe, where most freight trains still use English buffers and chain couplers
10.
Rail transport in Sudan
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Sudan has 4,725 kilometers of narrow-gauge, single-track railroads that serve the northern and central portions of the country. Other lines connect Atbarah and Sannar with Port Sudan, and Sannar with Ad Damazin, a 1, 400-kilometer line serves the al Gezira cotton-growing region. A modest effort to upgrade rail transport is currently underway to reverse decades of neglect, service on some lines may be interrupted during the rainy season. The other line, the Gezira Light Railway, was owned by the Sudan Gezira Board and served the Gezira Scheme, rail dominated commercial transport, although competition from the highways has been increasing rapidly. This line, which was stopped by the Governor-General Gordon in 1878 to reduce expenditure, had not proved viable commercially and it was extended by the Nile Expedition in 1884 to Akasha on the Nile but was destroyed by Dervishes when the Anglo-Egyptian troops withdrew to Wadi Halfa. A 20-mile railway line was built by John Aird & Co. from Suakin on the Red Sea inland to Otau in 1884 during the Red Sea Expedition but was abandoned in 1885. The Wadi Halfa - Saras line was extended again to Kerma and this line was poorly constructed and of little other use, was abandoned in 1905. The first segment of the present-day Sudan Railways, from Wadi Halfa to Abu Hamad on the Nile, was also a military undertaking and it was built by the British for use in General Herbert Kitcheners drive against to the Mahdiyah in the late 1890s. The line was pushed to Atbarah on the Nile in 1897 during the campaign and after the defeat of the Mahdiyah in 1898 was continued to Khartoum, which it reached on the last day of 1899. The line was built to 1,067 mm gauge track specifications and this gauge was used in all later Sudanese mainline construction. The line opened a route from central Sudan through Egypt to the Mediterranean. In 1906 the new line reached recently built Port Sudan to provide a connection between Khartoum and ocean-going transport. During the same decade, a line was built from Khartoum southward to Sannar. A westward continuation reached Al-Ubayyid, then the second largest city and center of gum arabic production. In the north, a line was built from near Abu Hamad to Kuraymah that tied the navigable stretch of the Nile between the fourth and third cataracts into the transport system. Traffic in this case, however, was inbound to towns along the river. Much of the traffic, which formerly had passed through Khartoum, has since moved over this line directly to Port Sudan. The final spur of railway construction began in the 1950s and it included extension of the western line to Nyala in Darfur Province and of a southwesterly branch to Wau, southern Sudans second largest city, located in the province of Bahr el Ghazal
11.
Second Boer War
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The Second Boer War, usually known as the Boer War and also at the time as the South African War, started on 11 October 1899 and ended on 31 May 1902. Great Britain defeated two Boer states in South Africa, the South African Republic and the Orange Free State, Britain was aided by its Cape Colony, Colony of Natal and some native African allies. The British war effort was supported by volunteers from the British Empire, including Southern Africa, the Australian colonies, Canada, India. All other nations were neutral, but public opinion in them was largely hostile to Britain, inside Britain and its Empire there also was significant opposition to the Second Boer War. The British were overconfident and under-prepared, the Boers were very well armed and struck first, besieging Ladysmith, Kimberley, and Mafeking in early 1900, and winning important battles at Colenso, Magersfontein and Stormberg. Staggered, the British brought in numbers of soldiers and fought back. General Redvers Buller was replaced by Lord Roberts and Lord Kitchener and they relieved the three besieged cities, and invaded the two Boer republics in late 1900. The onward marches of the British Army were so overwhelming that the Boers did not fight staged battles in defense of their homeland, the British quickly seized control of all of the Orange Free State and Transvaal, as the civilian leadership went into hiding or exile. In conventional terms, the war was over, Britain officially annexed the two countries in 1900, and called a khaki election to give the government another six years of power in London. However, the Boers refused to surrender and they reverted to guerrilla warfare under new generals Louis Botha, Jan Smuts, Christiaan de Wet and Koos de la Rey. Two more years of attacks and quick escapes followed. As guerrillas without uniforms, the Boer fighters easily blended into the farmlands, which provided hiding places, supplies, the British solution was to set up complex nets of block houses, strong points, and barbed wire fences, partitioning off the entire conquered territory. The civilian farmers were relocated into concentration camps, where very large proportions died of disease, especially the children, then the British mounted infantry units systematically tracked down the highly mobile Boer guerrilla units. The battles at this stage were small operations with few combat casualties The war ended in surrender, the British successfully won over the Boer leaders, who now gave full support to the new political system. Both former republics were incorporated into the Union of South Africa in 1910, the conflict is commonly referred to as simply the Boer War, since the First Boer War is much less well known. Boer was the term for Afrikaans-speaking white South Africans descended from the Dutch East India Companys original settlers at the Cape of Good Hope. It is officially called the South African War and it is known as the Anglo-Boer War among some South Africans. In Afrikaans it may be called the Anglo-Boereoorlog, Tweede Boereoorlog, in South Africa it is officially called the South African War
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