12th December 2007

Some years ago an agreement was entered into between the James Hall Transport Museum and the Sandstone Heritage Trust. As a result of this  agreement Texas Jack, the famous Sentinel Steam lorry, was restored. In  addition the James Hall Transport Museum assisted in the acquisition of the Sandstone Sentinel S4, which has been restored and which has been the subject of some  recent publicity.

Owing to the fact that we now have capacity in our steam restoration workshops  the Lawley which has been based at the museum for many years has been moved  to Sandstone's Bloemfontein workshops for a complete rebuild.  Details of the moving of this Lawley are as follows:

On the 4th December 2007, one of Sandstone Estates' heavy haulage low-bed rigs arrived at the James Hall Museum of Transport located in the heart of Johannesburg's south.  The reason for this, to collect a very famous locomotive, one of the ex-Beira Railways Lawley locomotive which was donated to the museum by The Dryden Engineering Co (PTY) Ltd  who purchased the locomotive (along with Sandstone's Lawley, Falcon 233) from the Zebedeila Estates where the engines ended their working lives.  It has been suggested that the James Hall Lawley ended its working life as Zebedeila No. 4 with Sandstone's Lawley being No. 5.  After the rebuild at Bloemfontein, the engine will be reunited with her sister engine at Sandstone Estates.

Built by the Falcon Engine and Car Works, a subsidiary of the Brush Electrical Engineering Co Ltd, Loughborough, England in 1897 for the Beira Railway in Mozambique, this engine is of the F4 type with stepped running boards, single slide bar and 9 inch cylinder bore.  At various stages of its working life the locomotive changed ownership a couple of times, it is almost certain that the true identity of the locomotive will be confirmed during the rebuild.   According to various sources, the locomotive should be Beira Railway No. 29 making it Falcon works No. 267.  She was designated Class NG6 No. 101 during SAR days and finally Zebediela No. 4.

The loading of No. 267 was achieved with the help of a four man crew from ReefSteamers namely Andrew King, Piet Steenkamp, Sakkie Kekana and Shaun Ackerman assisted by Sandstone Estates HMV driver Leon Flynn.  This joint operation between Sandstone, the James Hall Museum of Transport and ReefSteamers forms part of the Steam in Action initiative and will help to develop steam preservation and tourism in South Africa as well as boost public awareness.

After about an hour and a half of winching, No. 267 was finally on top of the low bed and in position in readiness for its journey to the Free State.  The next job was to secure the engine and its tender onto the low-bed.  Finally it was time to clean up and gather all the rigging equipment.

If anyone would like to add to the above information or would like to submit a more comprehensive article about this famous locomotive, please do not hesitate to contact us.

REFERENCES:

Plateway Press, Antony Baxter.  The Two Foot Gauge Enigma: Beira Railway 1890-1900.

SA Rail, October-December 2002 pages 130-135, article by Leith Paxton and Robin Lake.

Despite power cuts Lukas Nel has given us two further updates.

As you can see we completely stripped the locomotive and have  started the rebuild.

Lawley No. 97 is progressing extremely well in the Bloemfontein workshops. We have regular visitors who stop in to admire the work done by Lukas Nel and his team.  Our photograph shows Lukas and Anna Nel on the right with their experienced team, and two visitors on the left, Claudia Moreno and
Gareth Mole from Australia.  Claudia recently moved to Australia from Colombia.

The Bloemfontein team is starting to replace the insulation material and the boiler cladding...

This week the cab of the Lawley was restored, wood fitted to the ceiling, and then it was fitted to the locomotive. It is coming together quickly.

Thee Lawley now looks like a Lawley...

Below is a photo of the two sliding cab windows with frames which had to be fitted on the outside of the cab made from solid Teak wood by an enthusiast for only the price of the wood.

For those with a practised eye for locomotive rebuilds we submit these 2 photos…the detail is appearing rapidly...  Stand by for a special double headed Lawley event...

Patrick Ackerman who restored the Sandstone Lawley reviews progress on Lawley no 25:
Lawley 263 progress report (1.6Mb PDF - opens in a new window)

Also....

Lucas Nel has updated us on on the dynamic Lawley restoration taking place...

Another update on our work. It was possible to install the fabricated turret and valves. Also replace the missing clackbox and blowervalve and spindle.

Lawley No 2. A loco at last....

Lucas Nel reports that the cab of the locomotive and the outside vacuum pipe work and fabricated sandboxes have been completed.

Lawley… like a great master Lukas is producing his masterpiece...

As the restoration of Sandstone’s second Lawley nears completion, Sue Lawrence sent us this wonderful line drawing of the locomotive in her Beira Railway livery as BR25, thanks Sue!

Lawley No. 267 is complete and will be relocated to Sandstone Estates shortly for steam trials.

Loading the Lawley in Bloemfontein...

On its way to Sandstone Estates…

HRASA and Steam In Action (SIA) joint news release

HRASA and Steam In Action (SIA) joint news release 

As you are probably aware HRASA and SIA met recently to discuss the role of SIA in the South African heritage railway scene. The result of the very positive gathering was that both parties gained a better understanding with respect to the role that each plays when it comes to heritage, tourism and preservation in South Africa .

We are pleased to advise that accord was reached on the issues raised including the question as to whether SIA saw itself replacing HRASA. It does not and it was agreed that both parties could, and should work side by side.

The delegates agreed that the members SIA would continued to support HRASA and that members of HRASA would in turn be encouraged to become members of SIA.

The two organisations also agreed that a detailed joint statement would be issued early in the new year, which would deal with the mandates of both parties when those involved have returned from their well-deserved December vacations.

Michael C. Myers for SIA

Mark Robinson for HRASA

End-of-year note

My Board of Directors and I would like to wish all those involved in the heritage railway industry – HRASA members or not – a very peaceful and happy festive season and trust we all have a successful and productive year in 2008.

21st December 2007

Simmer & Jack Mine, a name woven into the fascinating and colourful history of South Africa's Gold Mining industry, was one of the earliest mines to open on the Witwatersrand near Johannesburg.  Situated in Germiston the mine survived for many years but in recent times has gone through a change of ownership.  During this time many of the old buildings and two locomotives, one made by Porter and the other made by Avonside, sat patiently awaiting their fate.  What is particularly interesting about these locomotives is that a number of wooden ore hoppers have also survived and collectively they represent a fascinating insight into the world of early industrial mine locomotives working in South Africa.

The owners of Simmer & Jack Mine have decided to place the future of these items in the hands of Steam in Action and they will be uplifted early in the new year.  Although no date has been set for their restoration they will certainly go through a substantial mechanical and cosmetic upgrade to ensure that they are in good visual order.  It is quite likely that an opportunity will unfold in association with the South African Gold Mining industry for them to play a role in portraying South Africa's Gold Mining heritage.   Many of these locomotives which have been sitting stationary for many years were always potentially at a dangerous crossroad.  One wrong move and they would cease to exist altogether.

Industrial locomotives like these two at Simmer & Jack have never been considered to be that collectable but we believe that their day will come.

Detailed reports on the major logistical work that needs to be done in moving them will follow in the new year.

Following on from Sandstone's acquisition of the two locomotives from the old Simmer & Jack mine in Germiston, John Middleton has sent us this pic from the North British catalogue of a similar loco to S&J no: 6 supplied to Imperial Chemical Industries (now AECI) in 1934. It is a NBL 2-6-2T works no: 24218 of 1934 but was sadly scrapped in 1984.

The detail in the catalogue provides some useful information on the loco type.

The move of the two Simmer & Jack locomotives and the six ancient wooden gold ore hopper wagons is underway.  Pictures are starting to come in.

This is a particularly useful job for Ron because it is a couple of kilometres from where he lives.

Our pictures show the team hard at work (back breaking stuff). The locomotives are being evacuated because the site is being converted into a landfill site and there is a continuous stream of trucks bringing rubbish in and out of the site.

More updates to follow.

The on site team (left to right):
Shaun Ackerman from Reefsteamers (team leader)
Henri from the Sandstone Heritage Trust, Eastern Free State
Lyndie Mole providing encouragement and moral support and if the lads work hard enough refreshments
and Ron Nell from Frameline

A team from Sandstone Estates ably assisted by a team from Reefsteamers got stuck in last week and started removing the two locomotives and six ancient wooden ore hoppers from the Simmer & Jack site.  The site has been purchased by the local Municipality who are turning it into a landfill site.  It is a great pity because there are some magnificent historical buildings there.

The Reefsteamers team liberated the locomotive and it was loaded onto a Transcor low bed.  This enabled Leon Flynn and the Sandstone transport people to move in and remove the six ore hoppers. This was accomplished in two days which is a remarkable achievement.  Five of the hoppers are stored at Reefsteamers nearby and one has been taken to the Sandstone Heritage Trust in the Eastern Free State for restoration.  Leon Flynn had no sooner driven out with the last hopper when the heavens opened and it started raining.  It continued for 5-days.  This has delayed the removal of the final locomotive which should take place in a few days time.

A very detailed report on the move will appear shortly.

The sugar tramways of Natal had some 18 systems in operation in their heyday, spread over the north and south coasts. One of these was at Sezela owned by Reynolds Brothers and close to the SAR south coast line. Named after the Sezela River, this 2ft gauge sugar line was extensive. “Sezela” is Zulu for “smell out” and relates to the tale of a notorious crocodile living in the river with an uncanny ability to smell out his victims. Legend has it that the great Zulu Chief, Shaka, killed the crocodile. The system closed in February 1970 along with many other sugar lines.

This is one of the few locomotives in the Sandstone collection with an uncertain identity. A number of rail historians believe it to be Avonside number 2035 of 1929. We know that during the 1960s the locomotive was modified with Walschaerts valve gear which entailed frame modifications and alterations to its tanks. It is probable that during this rebuild its identification marks disappeared.
The locomotive was purchased by the well known rail engineering company, Dunns of Witbank and plinthed outside their offices. Just before Dunns went into liquidation, it was purchased by Pretoria enthusiast, Charles Viljoen, who began to restore it. Sandstone subsequently purchased the loco. Initial work was done at Hoekfontein but the final restoration was completed by Steven’s Mechanical in Howick. The boiler was retubed in Pretoria and Keith Stevens reassembled the locomotive, having to remake many parts along the way. It is painted in Natal Green with yellow lining and is in working order at Hoekfontein.

Avonside Sezela No. 3 at Sandstone - Photograph by Hannes Paling

Sezela No. 3 of course is in use at Sandstone

Hannes Paling has sent us this amazing picture below. Thank you for your continuing contributions.

Sezela No. 3 in her real working days, presumably at Sezela Sugar Mill. Picture taken by the late Eric Angus, circa 1968/1969.

Heritage - Rail - News

Steam & Cosmos Festival

Sandstone Estates in the Eastern Free State of South Africa operates one of the largest collections of Narrow Gauge locomotives in the world. By public request we from time-to-time open our railway to the public and this we will be doing between 9th and 13th April 2008.

Up to 10 different Narrow Gauge engines will be steamed throughout the Festival with visitors and enthusiasts being given an opportunity to familiarise themselves with not only the railway but all aspects of the Sandstone Heritage Trust preservation programme. Regular guided tours will be held of all items in our collection.

A special highlight will be the Reefsteamers steam hauled passenger train from Johannesburg which will provide an opportunity for visitors to see some of South Africa's biggest steam locomotives in operation on the Eastern Free State line.

Download the full newsletter as a single PDF document...

Steam & Cosmos Festival Intro - 400kb PDF (opens in a new window)
Steam & Cosmos Festival Details and Pricing - 230kb PDF (opens in a new window)

Issued by: Sandstone Estates (Pty) Ltd

Attention: News Editors

For immediate release:

13 February 2008

THE SANDSTONE STEAM AND COSMOS FESTIVAL.

Sandstone Estates situated near Ficksburg in the Eastern Free State will be opening its doors for its annual Steam and Cosmos Festival from the 9th to the 13th April 2008. The Estate is home to the Sandstone Heritage Trust collection of Agricultural exhibits, Classic Military vehicles and Transport Collection as well as the world renowned 2 ft gauge Sandstone Steam Railway. All will be contrasted against an expected display of Cosmos all over the Estate.

A full programme of narrow gauge action will be offered on the railway. Up to 15 different locomotives will be operating during the Festival including three recently restored examples, Kerr Stuart no: 4063 built in1924, originally Illovo Sugar Estates No:3: O&K no 2510, built 1907 which originally operated at Huletts Sugar in Kwa Zulu Natal but will be remembered by many as being plinthed outside the old Train Restaurant in Midrand. The third locomotive is the ex Beira Railway "Lawley" No: BR25 which is reunited with its sister loco BR7 for the first time in over 50 years. These two historic locomotives will be double headed during the weekend.  For modern traction enthusiasts Sandstone will unveil its recently restored 230hp Bagnall Diesel locomotive originally supplied to Rustenburg Platinum Mines in 1961. The Steam and Cosmos Festival will not just confine visitors to trains and flowers. The Sandstone Classic Military Vehicle collection will be on display and giving demonstrations. A highlight of the weekend will be the launch of the restored Sherman tank of World War 2 vintage which will be on display and demonstrated throughout the weekend. To add more excitement the Sandstone transport and agricultural collection will be open to visitors so everyone is promised a weekend of heritage excitement and nostalgia. Catering and refreshments will be available throughout the Festival.

Pricing:

Wednesday 9th April R25 per person
Thursday 10th April R25 per person
Friday 11th April R50 per person
Saturday 12th April R100 per person
Sunday 13th April R25 per person.

An all inclusive ticket for the full event will be offered at R175 per person.

Bookings:

Contact Hester Papenfus on e-mail This email address is being protected from spambots. You need JavaScript enabled to view it.

Michael Myers

Sandstone Estates (Pty) Ltd

Telephone: (011) 805 4692

Facsimile: 0866 148 453

Vintage aircraft join Cosmos Classic Heritage line up...

We are delighted to announce that a number of rare and very special vintage aircraft including a number of Tiger Moths will be joining the line up of Steam, Military vehicles and much much more at this years Cosmos festival.

An excellent selection of aircraft are likely to be flying at Sandstone during Cosmos 08. The list includes:

Two Tiger Moths
One 1948 Bonanza
One Luscombe
One Chipmunk
Two Harvards
DHC1 Chipmunk 
PA12 Piper Cub Super Cruiser 
Cessna 170

Dave Hartman has sent this superb picture of their Chipmunk and Tiger taken over Sandstone during the last Cosmos Festival 2 years ago. The pic was taken by Steve Allison.They will be back in 2008.

DH82A TIGER MOTH ZS-OSS

Martiens & Wendy Steyn have sent the following link to a Photo of their Tiger Moth which will be at the 2008 Cosmos fees.

Click here to see the picture, or visit www.tigermothclub.co.za.

The History is as follows:

• Serial no 82982 with construction number R5100 Manufactured 1940.

• Served during World War II with the Royal Air Force in Britain from 1940 to1943 at various training schools prior to being shipped to South-Africa

• 4 May 1943: Delivered to Cape Town for the Joint Air Training Scheme on board the ship "Clan McIlbraith”

• 12 May 1943: To 7 Air School, Kroonstad

• SAAF no 4641 and fitted with engine no 83785

• 9 June 1944: Accident at 7 AS (pupil pilot W Buxton, RAF) - swung during bad landing, undercarriage collapsed and aircraft tipped up on nose. Airframe Cat- 3 and engine Cat 1- damage

• 13 June 1944: To 4 AD Lyttleton for repair

• 31 July 1944: To 15 AD for storage

• October 1945: Recorded as being in storage 15 AD Baragwanath

• April 1946: Recorded as being in storage 15 AD Vereeniging

• 27 January 1948: Sold to T.W.Phillips, Benoni with engine no 87348 for £25

• 29 March 1948: Registered as ZS-BXC

• 9 May 1956: Registration cancelled and sold to Skywork of Salisbury, Southern Rhodesia and registered as VP-YOG

• The history from here is vague. She was rebuilt by Ted Phelps for Cobus Bekker over an 8 year period and was issued a Certificate of Airworthiness on the 2nd April 2002 and flew as ZS-OSS with engine number A164631

• August 2005: A 50% share was acquired by Martiens Steyn. February 2008 a Further 50 % share’s acquired by Chris Kyle and Christo Lombaard. The Aircraft is presently based At the Jack Taylor Airfield, Krugersdorp and is on charter by CFA air charters, Grand Central Airport.

Johan Mouton has supplied a photograph and details of his Cosmos entry

Vliegtuig : 1947 Luscombe Silvair 8 E
Enjin : Continental C90 , 90 perdekrag
Staakspoed : 47 MPH
Kruisspoed : 105 MPH
Totale opstygmassa : 1450 pond
Tuisveld : Kroonstad

Opmerking: Eerste siviele vliegtuig na die tweede wêreld oorlog gebou wat ‘n totale metaalkonstruksie gehad het.

For the younger generation at the Cosmos event...

If you are little, why not eyeball a scale model working traction engine owned and operated by Shaun Spaan. If you want to talk Steam, Shaun is your man....and a member of the younger up and coming generation as well...

Classic Military vehicles line up to attend Cosmos 2008...

In association with the School of Armour Museum in Bloemfontein expect the biggest line up of Military vehicles ever seen at Sandstone, with some real surprises in store as well.

Agricultural machinery enthusiasts gather at the Cosmos Festival....

You know it's COSMOS time when the old 1955 CATERPILLAR grader rolls out to improve the farm roads...53 yrs old and still as robust as ever...

MG Car Club...

Approximately 30 members of the MG Car Club will be attending the Cosmos Festival.  If you are a classic car enthusiast come and talk to the MG guys - you will find them there...

Click on the image to open the PDF in a new window...

COSMOS Activity Programme

(90kb PDF)

COSMOS Rail Programme

(65kb PDF)

Work is continuing at a feverish pace on all fronts....

Enquiries are coming in thick and fast for our Cosmos Festival which will be held over the weekend of 9th-13th April. Our picture shows one of our tractors hard at work planting Cosmos. Cosmos is quite happy to germinate in Autumn and has a short growing cycle. Cosmos planted now can be expected to flower in early April. That is of course in theory - nature doesn't always play along.

When we see Sandstone’s Class NG15 no: 17 steaming through Hoekfontein or remember its sterling performance on the Avontuur Adventurer in 2005, it is hard to imagine that this loco had a previous life. Rail historian Leith Paxton was very active with his camera on the Port Elizabeth narrow gauge in the 60’s and has kindly allowed us to use these photographs of NG15’s no: 17 and 19 (which still awaits restoration) in everyday service when Sandstone was not even conceived. We hope you enjoy this piece of narrow gauge history, 24 inches apart as it really was.

All photographs courtesy of Leith Paxton.

Class NG15 No.17 at Thornhill 12 Jan 1963

Class NG15 No.17 at van Staden Station 12 Jan 1963.jpg

Class NG15 No.19 at Humewood Rd 21 Nov 1966

Class NG15 No.19 at Port Elizabeth 1 Jan 1966

Class NG15 No.19 Port Elizabeth 1 Jan 1966

Looking at "modern" traction first, albeit from 1961, Zach van Staden's team completed the rebuild of the ex Rustenburg Platinum Bagnall 0-6-0DM built in 1961 as works no: 3204. Three locos of this type were acquired from the now defunct Alfred County Railway (ACR) who had purchased them after they were surplus to requirements at Rustenburg when the 2ft system closed. Being the only Bagnall diesel locos in South Africa they have great historical value. Out of the three, no:11 was chosen as the best candidate for restoration, it is likely that one more can be rebuilt from the other two with the third providing a source of parts. The locomotive is fitted with an 8 cylinder Gardiner 8L3 engine developing some 250 hp at sea level, around 230hp at altitude at 900rpm. The power unit was made up out of two engines as all the locos suffered engine and transmission failures at ACR. In fact the final drive and mechanical transmission was taken from another example. All the locomotives had stood in the corrosive sea air at Port Shepstone and had been vandalized so that all the cab area was rusted and the dashboard and control systems were missing.
Zach's team made up new deck plates for the cab, new steps and a complete dashboard. All the control systems and electrics were remade from scratch. The restoration took three years and is described by Zach as a "Murphy" job where everything that could go wrong did! For example, after fitting the oil cooler which entails about three hours work, it decided to leak which took another six hours of removal and refitting after repair!

The locomotive has been painted out in the Sandstone corporate colours of sand and maroon and has now been delivered to the Hoekfontein workshops at Sandstone Estates.

Compared with Sandstone's Hunslet diesel, the Bagnall is a massive loco on 2ft gauge and extremely powerful. It will be used on shunting duties and the occasional freight and passenger trains.

Just down the road at the steam workshops, Lukas Nel and his team have been equally busy with the outshopping of two locomotives that have been a long time in the restoration queue. Although completed almost simultaneously Illovo Sugar Estates no: 3, a Kerr Stuart built 0-4-2-PT of 1924 vintage, was finished slightly sooner. This locomotive was displayed in a small park at Illovo Sugar Estates after being retired from service and in 1988 was moved to the Midmar Historical Village. Although originally built as a pannier tank, it had been rebuilt at Illovo with side tanks. With the demise of the Midmar project Sandstone bought the loco in 1998. It was in very poor condition and was eventually transferred to Bloemfontein in 2007 for restoration. Although most photographs show the loco as ISE 3 with side tanks it was decided to rebuild it to its original specification and a number of drawings were obtained to assist.

The boiler was rebuilt at Keith Steven's workshop in Howick while Lukas and his team concentrated on the chassis and running gear. The locomotive was virtually refabricated. The frames were checked for alignment and rebuilt. New bufferbeams, frame stretchers, pannier tanks, cab and chimney were manufactured. All the boilermounts, piston and valve gear bushes were also remade from new while the cylinders were rebored with new pistons, piston rings, cylinder covers and drain cocks. On completion of this mammoth task, the boiler was reunited with the frames and the loco steam tested. As one of two Kerr Stuart "Darwin" class locomotives delivered to Illovo no; 4063 is a rare survivor of its type.

The second locomotive which was completed with 4063 is an O&K, work number 2510 dating back to 1907.

Of the 40hp type it was supplied new to Huletts Sugar in Kwa Zulu Natal but subsequently sold to Luipaardsvlei Estatates and Gold Mining Company near Krugersdorp where it became their number 4. From there it is thought that it was put on display at the Krugersdorp Game Reserve before being moved to the Orient Express Restaurant in Halfway House (later Midrand). Many will remember this establishment which became the Train Restaurant and the small red and blue loco parked outside the entrance.. When the restaurant closed in 2003, the loco was purchased by Sandstone. It was stored at Hoekfontein for some time before being transferred to Bloemfontein. As with 4063 it was in poor condition and Lukas Nel's team had a huge task ahead. The frames were in reasonable condition but the boiler needed extensive repairs and retubing and a complete new smoke box and associated piping had to be manufactured. New side tanks and cab were fabricated while the bufferbeams, buffers and running boards were also remade.

The cylinders were rebored but a complete set of motion had to be manufactured from scratch as well as pistons and valves. Having been vandalised while in Midrand all new boiler mounts were sourced while the ashpan, firebars and boiler cladding also had to be newly made. Having completed its steam test 2510 is now back at Sandstone with 4063 for commissioning.

Both locomotives represent significant pieces of history, particularly as survivors the Natal sugar industry rail network where many locos have been exported from South Africa.

The restoration of these three locomotives has been a tribute to the efforts of Zach van Staden and Lukas Nel and their teams who battled against all odds to effectively remake a slice of South Africa's rail heritage from a pile of scrap.

1 & 2 As delivered to Bloemfontein

The superb attention to detail by Zach and his team

The new dashboard being fabricated

The final drive

The loco being loaded for transport to Sandstone

On the sandstone rails

Driver henry Brown gives the Bagnall her first run

The dashboard completed

On the road.

ISE 3 at Midmar

2510/ 4063 After restoration.

4063 undergoing trials at Sandstone

O&K 2510

RN 200 - Peckett No. 2161 - once again the locomotive is going to roll out of the workshops ahead of schedule

Strong evening light in the Bloemfontein workshops makes the Peckett Saddle Tank, No. 2161, look almost incandescent. The picture of the cab shows how everything is virtually complete and once again the locomotive is going to roll out the workshops ahead of schedule.

So many people make enquiries about this locomotive which was the second last narrow gauge locomotive built by Peckett & sons.

RN 201 - Contribution from overseas people

Bruce Anderson has sent us this photo taken on the Durango Silverton Line in Colorado in January 2006.
Bruce is a regular visitor to South Africa and has been on a number of the more high profile steam excursions such as the Avontuur Adventurer trip in 2005 and the Reefsteamers Eastern Free State trip in 2006.

Sandstone Heritage Trust - Rail News

RN 202 - The Sandstone Heritage Trust "Lyndie-Lou's" trip with Rovos on the Tzaneen-Groenbult line - by CA Janisch

Friday 23 June 2006 was a monumental day for steam traction in the preservation era. Not since regular steam ended in South Africa has any operator attempted to do the Tzaneen-Groenbult section, until Rovos Rail, strengthened by the acquisition of a GMAM Garratt, put their hand up and did what no-one had anticipated. The freshly commissioned splendid green machine No.4079 was rostered to work the train all the way from Tzaneen to Pretoria. Having just returned to service with a minimum of testing she was sent out to Springs on Monday 19 June to work the leg to Waterval Boven. She ran and steamed well but water problems caused delays and she had to overnight in Witbank. It was decided to minimize the risk of breakdown by sending her up to Tzaneen with 2702 to double head the train. And so early on the Wednesday morning I was trackside at Pyramid to see 4079 snorting through bunker first towing the dolly northwards. All went well on this trip and I made arrangements to be up there on the Friday. Leaving home at some ungodly hour I greeted the dawn near Haenertsburg, the mountains shrouded in mist. The sun filtered through the mist as I descended the escarpment and dipped down into a decidedly warm town of Tzaneen. I arrived at the station at the scheduled departure time of 7am to find the Garratt being attended to on a siding, while nearby stood a cold lifeless dolly. Glum expressions were all around-apparently a steam leak had been detected in the firebox and her fire was thrown out. Hasty repairs were effected and the crew were readying to light up again. Meanwhile the Garratt's troublesome sanding apparatus was being mended with a piece of wire! Bursts from the mechanical stoker sent thick coal smoke drifting over the engine, the weak sunlight bathing her in a ghostly glint. A word with the crew revealed that she would be taking the train single-headed as originally rostered. There was considerable speculation amongst the crew, train staff and linesiders as to whether she could make it up to Groenbult with 2 tankers and 15 coaches. The crew believed they could do it-and so the stage was set for a drama-filled day! Cylinder cocks opened and the great green hissing monster eased forward chimney-first before backing onto her load at the station. Slow moving black smoke forced its way from 2702's chimney nearby as she started to warm up. Meanwhile the Garratt's two feeder tanks were topped up from the hydrant on the station. A triple-34 combo ambled in from the Pietersburg line and greeted us with a honk.

Lyndie-Lou was nice and hot now and was blowing off continually. Over 2 hours later she was given the road, and for the first time in a decade and a half a steam train whistled out of town, smoke and steam lifting triumphantly into the air. We headed up to the Tzaneen dam where train passengers were waiting to record the crossing. A disappointing cloudy setting with no smoke was all the reward they had for their long wait. A proper run past was held over the next viaduct, which was better but also clouded out. Passengers then boarded the train and soon the Garratt was barking purposefully through the pine forests and logging sites. Just before Politsi the sun burst through and a classic sequence was taken of the loco working very hard around a long bend. At Politsi the station is still neat with pretty trees, and a storming run past was held here. We then moved up to the Merensky Dam where the line hugs the water's edge, surrounded by thick bush not unlike the Banana Express. After this good shot we watched her hammering through the plantations up to Duiwelskloof, the double exhaust beats resounding through the woods. Duiwelskloof has now been renamed Modjajiskloof and looks nothing like it did when I was last here 22 years ago. I still spotted the Diesel pass from the road bridge back then. The train drifted into the station which still features double water columns on both sides, covered in a slivery-rusty sheen. If one attempted to open them they might just fall to pieces! A short stop for orders and then she was off again. Here the countryside changes to bushveld dotted with hills, and the train hugs a mountainside as she climbs steadily up towards the Mooketsi plains. We could observe the train heading through the hillside bush, and the Garratt seemed to be pulling well. She disappeared from view before curving back into Brandboontjies station. Here we waited only to see her stop in the distance, just before the passing loop. From the north came a low grumble and a single blue 34 sidled into the station with a goods. I drove down the line and got a crossing sequence, the green train pulling into the loop to allow the hasty diesel to be on its way. Some more gradual climbing took the train away from the distant mountains and into the heart of the Mooketsi plain.

It was past midday as the rusty old water tank and columns of Mooketsi greeted a steam train once more. How sad that these relics of the steam age still stand here, waiting to replenish the tenders of locomotives that will never come. Perhaps on a stormy windswept night there is still a ghost train, which uses these columns.... And so the Garratt limbered up and set off on the last leg before her destiny with the great escarpment. A wrong turn saw me heading up the direct route to Pietersburg; from on top of the pass there was a lovely vista of the plain with Euphorbia and blooming aloes in the foreground. However this was not my destiny and after consulting my atlas I stormed back down the mountain. Fortunately the line is very twisty and I caught up with the train soon enough. After climbing northwards the line suddenly veers off westwards towards the golden mountains. In the middle of a field the train was halted and it was time to replenish the twin tankers. This was accomplished using a trackside irrigation hydrant belonging to the vast triple Z agricultural estates. Passengers came up to view the engine and over an hour was spent watering here. I decided to move on up the line to find the legendary old watering and fire-cleaning station of Goudplaas. This is situated against the hillside at the foot of a mountain pass. As I drove along a narrow path through thick bush, I felt a sense of anticipation, as I was about to visit a sacred steam site of yesteryear. For years I had wanted to make a pilgrimage to this spot, and only now had the opportunity presented itself. Having seen intact columns at Duiwelskloof and Mooketsi I was somewhat taken aback to find no watering structures left here. Two neat lines ran past the station name board, with the old office and possibly the pump house standing alongside on a small platform, stripped of course of all fittings. A pole with hook stood between the lines and building, probably used to hang the token or a lamp. I walked down the line and found the old column masts, and ash pits still exist under the passing rails. Over to the right you could see remnants of the ash thrown down the slope, and now mostly covered in vegetation. Farther up, the line curves away to the right - but this is obscured by vegetation, making the famous station departure shot impossible. I settled down alongside the station and awaited the arrival of the train. A warm sun baked the scene and the hill hugging the south side loomed silently over the scene. It was hard to imagine that this was once the scene of frenetic activity, carried on constantly around the clock as engines were serviced and fires stoked while the pump house kept up its beat, bringing life-saving loco water up from the depths of the earth.

Presently a whistle was heard and the train rounded the bend into the station, where she halted over the ash pits. Here the ash pan was emptied of its contents and the fire lightly shaken. We were anticipating a quick departure but it was not to be. Rohan informed us that he had been instructed to wait for 2702 to join up before the climb. She was on her way following a freight upgrade. While we waited a run past was organized through the station, the thick smoke towering above the hillside. Shadows were lengthening as eventually the diesel pulled in, a single blue 34 making a nice crossing scene. Soon she was on her way up the pass and we awaited the dolly. Half an hour later the word came over the radios-the dolly had failed in section with a locked trailing axle on the front bogie. The drama had now really begun. Daylight was rapidly running out and the train had to get to Groenbult. Pilot driver Jan Steenberg had no qualms-he reckoned the Garratt could handle this easily. A long time diesel driver on this section, he had fired Garratts in Krugersdorp along with the Rovos driver on the footplate. There was nothing for it and Rohan gave the all clear to leave. As soon as the diesel reported arriving in Groenbult, the stoker was turned on and safety valves lifted. With all the aplomb of years of experience Jan moved into the driver's seat and opened her up. I got a nice shot curving out of the station, and then drove back to the main road and up the pass. There was a stunning view of the train snaking away through the valley below, curving and glinting round the bends. The road moves away for some distance but higher up I managed to find a road taking me back to the line. I set up on a cutting overlooking a dam and farmhouse with the line heading off down into the mountains. After a long wait the sound of a loco working hard and steady was heard, and soon smoke was seen behind the nearest hill. The gallant Garratt clawed its way round a sharp bend, never once losing her feet, before hitting the straight below me and gathering speed. The tranquil pastoral setting was then absolutely shattered by the smoke-belching behemoth dragging that long train past me, a stunning spectacle in this day and age. All too soon it was over and she rounded a bend above me while I scurried off to my car. I found a spot next to the Louis Trichardt line on the approach to Groenbult. It was getting near the end of the climb and the low sun glinted off the train as she slowly but surely ground past me. A quick drive up to Groenbult and I was there to see 4079 triumphantly draw into the station, tired but still pulling hard. Happy faces lent out of the windows, none more ecstatic than that of Rohan Vos himself! Groenbult still retains all her water tanks and columns, along with numerous loops. It is still quite a busy junction. "Lyndie-Lou" had earned a good break and shuffled off down the line, backing up alongside the train where a Garratt feast awaited her. A huge pile of coal served up by a TLB and a whole tanker of liquid refreshment were on the menu tonight. A few glint shots were possible as the sun set, and then a chilly dusk fell over the scene. In the fading twilight I headed away from the station and on to Pietersburg, reflecting on a day full of drama and full-blooded steam action. Not in recent history has a steam locomotive had to put in such a sustained effort single-handedly, and it may never happen again. But for just one glorious day, the Garratt was king of the mountains again. CA Janisch

Sandstone Heritage Trust - Rail News

RN 203 - Weekly Steamshed Report & activities - 08th -15th July 2006 - By Gert Jubileus

The Douglas Locomotive
This week almost everyone jumped onto the Douglas Locomotive to have it complete by the end of the week. Henkie finished the roof of the Douglas and gave it a protecting coat of Varnish while Derrick completed the last welding work on this locomotive. Henry and Jacob did the spray painting and the last colouring in of the Douglas. Below are photos of the refurbishing of this Locomotive:
Henry sanding the spray filler that was sprayed onto the tanks.	Henkie fitted the gauges into the cab.
Jacob painting the smoke box with a mix of black and silver paint.	The fitted gauges in the cab
Derrick welding angle iron to the cab floor.	Jacob doing some detailing
Everyone jumped onto the locomotive to speedup the refurbishment.	The inside of the cab.
Right: Derrick, the proud re - builder of the Douglas cab!
CLASS NGG 16 NUMBER 153: More extensive repair work was done to this locomotive this week. The last time I drove her I realized that she is lazy to drift when running downhill. First we removed the snifter baffle plates and then the snifter valve to. The perforated plates were all very dirty and were cleaned. The Bypass valves were then taken out and we found that all the little portholes inside the bypass valves were blocked and that the valves were so dirty that there was no way that any of them could work anymore. All the ports were carefully opened and the bypass valves were cleaned. They will be fit back in next week. Below are photos of the Bypass valves and snifter valves.
The perforated plate	The perforated plate removed
The sifter valve removed
Below: Photos of the Bypass valves and the condition they were in.
This was only the beginning of the repair were done. The play on the rear unit pivot will also receive attention within the next days. Below is a photo of Derrick in a very confined space between the bunker and the unit frame, inspecting the pivot of the rear unit.
THE CLASS NG 15 Number 17: This locomotive was washed out this week and is prepared for boiler inspection. The Gauge columns and blow down corks were taken off and all the water and steam ports were cleaned. The blow down and gauge column valves were overhauled and the packing nuts were packed with new rope. Below are some photos taken while we were busy with number 17. Below: Removing old rope and packing with new wool. Gauge columns and blow down valve The super heater elements THE O& K This locomotive is also being prepared for Boiler inspection. The gauge columns were removed and the steam and water ports were cleaned. The packing nuts on the gauge columns were also packed with new rope. Below is photo of the O&K. SANDSTONE STEAM RAILWAY WAGON REPORT: G WAGON NUMBER 3210: Ben fitted new wood sides to 3210. The doors were removed and replaced with better condition doors from Pandora. Petrus started to sand the wagon down while Ben was busy cutting with new floor planks for this wagon. This wagon will be spray painted in next week and will be restored as a cattle wagon. The under frame restoration of this wagon is already done and she will be fully restored by next week Friday. Ben and Petrus removing the old doors. Ben fitting planks to 3210. During next week we shall spray paint two flat wagon to be used with the consist of the Feldbahn locomotive on the second of September this year. An old Guards Van will also be refurbished for this consist. Derrick had a great idea of spraying the Van white with the Red Cross stencilled on it. SIGNS AND DECALS: Derrick cut out eight plates this week and they were sprayed with yellow paint. These signboards will be stencilled with safety notices on and will be hanged inside the shed just above eye level. Below are some photos. SEMAPHORE SIGNALS: The restoration of the two Semaphore signal were in full swing this week. Both were de-scaled and were painted in original livery this week. The signal arms were removed and the balancing weights were straightened. We only need to repair the signal arms to complete these first two Semaphores. Below are photos of the Semaphore restoration. THE BSA RAILCAR: We started again with the restoration of the BSA Railcar. Henk started with the making of new doors for this special old car. He will work on the BSA for four days of a week and on the fifth day he will go on with the restoration of the Ratanga locomotive (Little Miss Brakpan”) Below: Henk manufacturing the new door for the BSA. Below: Grooves being cut into the angle iron to bend it to a perfect shape. WOODEN CRATES: Ben assembled two wooden crates this week. They will be spray painted and stencilled in next week. THE SANDSTONE STEAM RAILWAY TRACK MAINTENANCE Oupa went on with the track maintenance on the section Hoekfontein to Mooihoek. FROM THE PAST A Class 15CA in a shunting yard in Germiston in the early 1970’s.   Planning for next week... 1.) To hydraulic test number 17 before inspection. 2.) To finish restoration of 3210 3.) To finish two wooden crates 4.) To refurbish Peerless truck. 5.) To spray paint two flat wagons 6.) To sand old Guards Van 7.) To spray Guards Van white. 8.) To go on with the restoration of the BSA railcar 9.) To do Track maintenance from Hoekfontein to Mooihoek. 10.) To upgrade cosmetics of an old ox wagon. 11.) To finish restoration of the Semaphore signals 12.) To move coaches in town. 13.) To finish safety notice signs and fit them. 14.) To go on with repairs on 153 15.) To move spares from Pandora salvage 16.) To washout Fowler B5 and prepare for Boiler inspection.