Reefsteamers Depot News Report
- Weekend, 01-02 December 2007 -

Introduction :


FP01 – I hate mornings! But some Steam Action is always worth getting up for. And if you have been minding locomotives overnight, you get first pick of the morning photographs. The guys were in a hurry, but I was lucky enough get this smoke deflector and cylinder glint shot as Class 25(NC) No.3472 ‘Elize’ backs into the yard from the morning coal top-up.

Another deceptively quiet weekend passed at the Reefsteamers Germiston Depot as we once again had a day trip train running on both Saturday and Sunday. Not including the catering staff, we usually have a crew of about 8 depot \ workshop people on board the train(s), and a depot person that come in later in the depot workday, as to be awake for a night shift of Locomotive Minding on Saturday Night. (And we ask a volunteer to tend the engines on Friday night too – a graveyard shift after a day at work.) However, while it slows things down a bit at the depot in terms of workshop manpower – this is Steam in Action, rolling out the miles on the rails and earning some revenue.

Saturday’s day-tripper train was another successful train as arranged by SANRASM (South African National Rail and Steam Museum) and it ran to Magaliesburg with over 440 passengers on board! It was reported as being a sprightly run, with the Class 25(NC) No.3472 ‘Elize’ just playing with her train. Good timings were made on the trip home with clear lines and green lights all the way.

Sunday’s train was also to the Magaliesburg area, but actually through Magaliesburg Station and beyond to the private stop of Swallows Inn. The entire train was booked as a company function but only about 3 coaches of the 10 vehicle train were in use. The magnificent 25(NC) took the load like a shopping trolley full of helium balloons. There were a number of halts and a wait for a train load of crushed coal at Magaliesburg that spoilt our timing a bit.

Back at the depot, we had six people for the day, including our resident videographer. The speedometer drive as well as the lubrication components was re-installed on the newly overhauled and re-installed Bissel Truck under the Sandstone Heritage Trust’s GMAM Garratt No.4079 ‘Lyndie Lou’ The removed Bissel Truck from the trailing engine unit was parted from it’s axle and placed into storage, the axle to be serviced and used in the frame of the donor Bissel. Work continued on the grease pad press as well as the fabrication of more Vesconite bushes for the Class 12AR No.1535 ‘Susan’. Andrew made progress on the axle pad grease press.

But … on with the detailed reports!

PROJECT – Finishing up the GMAM Garratt Bissel Truck :


FP02 – Zero to sixty in two weeks? Sandstone Heritage Trust’s GMAM Garratt No.4079 ‘Lyndie Lou’ is almost ready to run under the Steam in Action banner and we plan to run this engine on the 17^th December.

We’re under a bit of pressure to get the ‘big mean green machine’ aka the GMAM Garratt back in steam for the 17^th December. (Post edit – Actually the 15^th December for a test run) Steam in Action is about getting things done, but the schedules and requirements of a national steam preservation and coordination programme will certainly chivvy the individual clubs on a little bit. With the benefits of having clear goals, commitments and incentives come the deadlines, but a bit of stress is good and sorts out the priorities. The donor Bissel Truck needs to be reassembled with the new Vesconite slide bearings installed, and the Bissel Truck itself put back in under the frames. The bolster plate and swing links are ready and waiting. The axle from the Bissel Truck that was removed last week (trailing) will be used in the donor’s frame.

Meanwhile, the stoker motor is to be re-assembled and reinstalled. The crankshaft, and the crankshaft bearings have been prepared and the big end bearings have been scraped to suit. A surprise job that came up was the discovery of a broken spring on a driving axle – so that needs to be replaced as well. All this in two weeks! There are some week nights of depot work coming up.

There’s always the detail work to be done on a major project and the Bissel Truck re-assembly was no different. Shaun ‘Smudge’ Ackerman attended to the re-mounting of the speedometer drive, which is on the RHS axle end of the leading Bissel Truck. Simultaneously, ‘Nippies’ Juan reassembled the lubricator cups and the pipes.

A typical speedometer drive on a South African Railways steam locomotive looks rather like the gravity driven odometer drive that one sees on the hubs on many trucks and busses. (Pic F01 below) Much larger, of course, as everything is with the elephantine engineering of steam. However, this is an electric device, the rotation of the wheels spinning a magnet to generate an electric current in a set of windings, the amount of current being proportional to the speed of the engine. These speedometers work in both forward and reverse.

The speedometer drive is via an off-set pin that engages in a claw. The speedometer drive itself is a sealed unit and is a modular design, able to bolt onto any standard Bissel Truck’s axle box. Pic F02 (below) shows the drive pin. The first job was to clean out the battered and dirty threads in the axle end. The first challenge that came up was that the original drive pin was too short and not engaging in the claw. It’s the typical problem faced when working on half-century old locomotives where parts have been swapped, refitted and plain simply bastardized – not much standardization remains. That’s why the trade is called FITTING and turning.


F01 – General view of the Bissel Truck. You can see the speedometer coupling and the cable on the concrete workshop floor. Notice that the lubrication gear has already been installed.	F02 – Internal detail of a speedometer drive coupling. This is a rare and exotic shot as the interior of the speedometer cup is common to the axle box cavities and is usually full of grease.	F03 – Shaun uses a try square to measure the depth beyond the axle box flanges.

So a bolt had to be scrounged to fit the drive pin’s newly rethreaded hole and then cut down to suit after measuring the depth required to drive the speedometer. (Pic F03 above) This required 2 measurements
– the depth down to the axle end and the depth of the speedometer drive cup. Shaun did the job with an engineer’s try square as a depth gauge and adding the figures together. However, he also had to allow
for the depth of the threaded portion as well.

A round headed bolt was scrounged, screwed in to the axle end and then marked with the required depth.
The bolt head had to be cut off at the mark, requiring some close quarter sawing work from the wrong side.
(Pic F04) Shaun had the hacksaw set as standard, cutting on the forward cut, so he had to crouch on the left side, awkwardly under the steam lines, to have the forward cut tend to tighten the bolt clockwise rather than loosening it. Shaun also had to crouch down under the characteristic steam transfer lines of the Garratt
(Pic F04 again) and his brand new hard hat is already bearing many marks and scuffs.


F04 – Cutting down the speedometer drive pin. Notice that Shaun is cutting wrong handed as to have the cutting stroke of the saw tend to tighten the bolt.	F05 – It is just not done to have the speedometer fall off the locomotive! Poor show! Here we see the Speedometer’s generator casing being carefully torqued up to the drive casing.	F06 – The plain end of the Bissel Truck with lubrication hardware mounted and the pipes aligned to the axle box horn guides. The pipes will be removed during painting.

After filing down the rough cut end of that bolt, the speedometer drive went together with little trouble.
The flange bolts had to be torqued carefully in sequence as the mating surfaces aren’t quite square.
The bolts holding the speedometer assembly together were also tightened up. (Pic F05 above.)

Meanwhile, Juan was putting the lubricator cups and the associated drip feed piping back on the opposite axle end. (Pic F06 above) He’s a very quiet, speedy worker and we were hardly aware that he was there. He faced his own challenges though. As per the loss of standardization for the speedometer coupling drive pins, the standardization for the oil cups and their pipes was lost long ago. This is especially true as the removed and cleaned parts were all put into one box to be locked away safely in the brass store. Juan had to tweak the pipe brackets to fit, clean some threads, and bend the convoluted, somewhat battered copper pipes to optimize the lubrication to the sliding surfaces of the axle box horn guides.

It may seem a little odd that we’ve had all the lubrication hardware mounted on the frame
before the Bissel Truck gets painted. (Pic F06 above) What we’ve done may seem analogous
to putting a light switch’s face plate on before painting a wall, and then trying to paint around it.

However, the odd job sequencing does have a reason. The mechanical people prefer to do their own work from start to finish. Those oil pipes can be removed temporarily to paint neatly behind them – but at least it is known that they and their brackets actually fit. It is planned to have the Bissel painted black by the pensioners this week.

So that’s one Bissel Truck done and one to go! Now we just need to work out the terms of Warrantee!

PROJECT – Dropping an axle on a GMAM Bissel Truck :

We knocked off for lunch at about 2pm – fish n’ chips and Russian n’ chips, simple, solid food upon which locomen thrive. And the Russians usually have enough grease in them to do up both sets of cross head
slides and have enough left over to seal the smoke box ring! We were disciplined enough to get back on our
feet just as the summer afternoon nap-attack was sneaking up, and we settled down to dropping the axle from the removed Bissel Truck. However, this wasn’t without a serious and vital discussion of allocated nicknames and the addition of glasses, horns and moustaches to the mug shots on the bulletin board.

Actually, Andrew ‘Noddy’ King and Paul Hloben had already rolled the Bissel Truck along the trolley tacks, trussed and hung the Bissel Truck (Pic D01 below), while Shaun and Lee went on the road house food run.


D01 – Hung like a dressed turkey, the old GMAM Bissel Truck is tipped back to expose the four span bolts, two across the axle cavity and two under the axle boxes. The stripped locomotive in the background is Class 12R “Rosie.’	D02 – Lacking only whips to spur them on, the Bissel Boys do a bit of capstan work to ‘crack off’’ one of the span bolts’ nuts. Notice that Paul Hloben (Right) is already letting go of the cheater tube in case the nut lets go and the tube swings into the grey ‘Komati’ box.	D03 – A locked nut. No, a locked wheel. No, a locked bolt. The old fashioned style spoked wheel comes in useful to lock the spanner on the very last span bolt. The black vertical cylinder above the spanner is the spacer sleeve.

Dropping a Bissel Axle isn’t all that difficult a concept, involving the removal of the four span bolts and lifting the frame off the axle. This unit was filthy and it was hard to tell the bolt ends from the nut ends under a uniform rounded coating of dirt. Fortunately, the Bissel tipped over like a dead bull – that is, nuts up. Three of the span bolts came loose reasonably easily with Shaun Ackerman, Fred Sewell and Paul Hloben doing capstan work with an old boiler tube as a cheater bar. (Pic D02 above) Each bolt was held in place with properly tightened double nuts and each one required properly expressed grunting to get them off.

Shaun had the unenviable task of bucking all that leverage with only a spanner, and was finding inventive
ways to block the spanner from turning. He managed without getting of his fingers trapped. (Pic D03 above.)

But the third span bolt was a bugger, sticking tighter than an ANC politician to their version of a court testimony. (Pic D04 below) You could see the quality and craftsmanship of the dismantling work degrading in the increasing desperation of trying to get that bolt out. First some civilized tapping with a four pound hammer, which became full armed swings.

Fred ‘Sparky’ Sewell went into Wiley Coyote mode after using a piece of scrap steel as a spacer to protect the threads – the shock and vibration running right up his arm and fusing his central nervous system. The pieces of scrap timber that we tried just bounced or otherwise dented under the load. (Pic D05) Then the heavy mallets came out and it became a kinetic energy carnival – three swings to the dollar. We gave up on preserving the nut and eventually on the threads.


D04 – Three out of four isn’t bad for a test, but spells absolute failure for a Bissel Truck rebuild. The jammed bolt is the one that is second from the left – with the other three bolts all submissively loose and their heads resting at ground level.	D05 – Still in the refined and correctly techniqued stage of the attempted removal – a wood block is used to try and protect the nuts and the span bolt’s threads. It wasn’t successful, just bouncing futilely off and absorbing the energy from the hammer.	D06 – Fred nervously holds the drift with a ring spanner while Shaun cranks up for another fusillade of blows. It was as awful lot of energy expended for less than an inch of motion.

With all the hammering, the bolt slowly turned and we could soon see why it was ‘sticking to its point.’ The bolt is bent. Great. With much hammering and surprisingly self depreciatory good humour (and equally surprisingly little swearing), the recalcitrant bolt was drifted down to the pad and then no more. It seems as if the head was spreading under all the hammering and the stupid bolt was getting tighter all the time.

What happens when an irresistible force meets an immovable object? The acetylene torch comes out.

As I said, you could see the degrading of techniques from refined hammer taps, to lusty whacks and blows
to the point of last resort. You could almost see the locomotives wincing at the sight of the cutting torch.
The baulky bolt and its sleeve were cut through in short order and fortunately through the bent section –
the halves coming out with absolute and ridiculous ease after the fight the bolt had put up.

D07 – We reluctantly resorted to the acetylene torch, cutting through the
bolt and the trapped spacer sleeve.

D08 – The defeated bolt and the truncated sleeve came out with absurd ease … a few taps with a drift and a very welcome clank as it hit the ground.

We didn’t even knock off for a well deserved cup of tea, but used the pneumatic hoist to gently lift the hanging Bissel (with the axle boxes temporally pinned by their bolts put in the opposite way, heads retained by gravity.) As mentioned in a previous newsletter, the weight of the Bissel is very close to the crane’s rated working load. The hoisting cable is getting a bit frayed too – so we took care to just lift this big lump off the ground enough to rotate it 90 degrees and put it back down again. We then wanted to let the hoist cable out, and traverse the hoist at the same time to guide the A-frame safely down to ground level. That’s when we discovered that the chain has come off the traversing pulley. (Pic D09 below) So, we used ourselves as highly skilled paper weights to guide and rock the Bissel Truck down with the hoist cables being carefully allowed to hang diagonally.

We deemed the hoist to be located centrally enough to be able to lift the frame. We then set up a three way sling with our ‘octo-chain’ and the cable sling, and withdrew the last two span bolts under the axle boxes. We lifted the Bissel Truck frame carefully to disengage the coil springs from their crowns. The process went well, but because of the offset hoist, the a-frame was nosing up first and thus forming an asymmetrical load. (Pic D10 below)
We also had to use crowbars to ease the axle boxes out of the slides, but whether that’s due to a distorted frame, misaligned horns or simply the tilt of the hoist is unclear. The axle initially tried to tip back, but we kicked the boxes and pushed the Bissel forward and caught the springs with ease. (Pic D11 below)

We then let the Bissel Frame hang while Lee Gates and Paul Hloben were dispatched to find
a ladder long enough to reach the gantry, so as to reseat the traversing chain in the hoist.


D09 – The ‘derailed’ traversing chain of the pneumatic hoist. Not the nicest discovery when you’ve already got 4 ½ tons hanging from the hoist. Fortunately, re-fitting the chain was a simple task.	D10 – With the hoist off-center (hence the nose-up tilt) we lift the frame off the axle. Here, the coil springs have just disengaged from their crowns. We used crowbars to ease the axle boxes out.	D11 – The Bissel Frame disengages and swings freely.

You stand a better chance of finding a green Class 6E1 parked in our yard than finding a ladder – but we
found a nice long fiberglass electrician’s ladder. The traversing chain went back on the pulley with little trouble.
We moved the Bissel Frame to a storage spot between two tracks with two men guiding the heavy frame, two applying traction to the traversing chain and one applying light tension to the slack to keep it between the pulley flanges. We managed to get the Bissel Frame safely horns-to-the-floor without hurting anyone or cracking the concrete slab.

This frame is to be retained as a spare and no work is to be performed on it. It is planned to remove the richly encrusted muck off the bolster plate and to soak the seized slides in diesel to free them up. The solid brass axle horn guides are to be removed and put into safe storage. The axle is to have the bearing boxes stripped and inspected – it is planned to use the axle and it’s bearings in the donor Bissel frame as the donor’s axle ends and bearings are damaged. We’ve got two weeks to get the donor truck overhauled and back under the locomotive where it belongs!

Steam in somewhat frenetic action!

PROJECT – New Axle Pad Grease Press :

Andrew ‘Noddy’ King spent the day on his current project – which is something a little different. Instead of convoluted, highly technical work on a steam locomotive, he’s working on a custom fabricated grease press.
We use these devices to press hard grease into semi circular perforated backing pads – and the half round grease pack is used on the journals of the locomotive axles. (Except for the 25(NC), which uses roller bearings.)

Today’s project was the fabrication of the sliding grease gate. After double checking the ¾ inch steel plate for size, Andrew started by marking up and slow-w-w-ly drilling out the rounded ends of the grab handle holes.
(Pic G01) It required patience and much oil. The job was managed without breaking the bit or revolving the work piece.


G01 – A multi-tasking automatic lubricator at work. Andrew feeds in the oil and the bit as he drills out the rounded end of the grab slots.	G02 – The grab slot is being cut between the two drilled holes. Notice the scrap metal as a combination ruler and shield to keep the slot straight.	G03 – Cooling down on the trolley, the raw edged grease gate shows its grab slot.

The grab handle slots were cut through with an acetylene torch. (Pic G02) A porter’s trolley formed a handy workbench in front of the tool store, especially as the acetylene cylinders are such a drag (pun intended) to move around the depot. The game plan was to make two cuts between the drilled holes to form the outline of a grab handle. The top surface had to be shielded with scrap metal to guide the edge of the cutting torch’s flame. Andrew wisely let the plate cool down before moving it – and ended up getting sucked into the work of the Bissel Boys.

But Andrew got away and disappeared to the corner vice where the angle grinder was used to round off the raw edges and corners. Then the operations were transferred to the corner shop where the grease gate was cleaned up some more as well as the slots and back plates on the grease table itself. The project ran out of Saturday during the mark up and cutting of a backing plate for a pneumatic valve to operate the cylinder.


.	G04 – Setting up some power in the back shop. This is the custom fabricated grease press with the recently installed cylinder.	G05 – The reason for this new grease press. A bin load of empty axle pad formers await re-greasing, and there’s even more inside! We normally pack these in bulk and then wrap them in thick grease-proof paper for storage.

PROJECT – Class 12AR Valve Gear Overhaul :

Work continued on the fabrication of new Vesconite bushes for the Class 12AR No.1535 ‘Susan’.

This locomotive is out of action waiting for seven new boiler tubes which are on order. We didn’t even waste our time with an official boiler test, for although the tubes weren’t leaking as yet, they were thin and wasted at the firebox tube plate end. This old girl awaits re-assembly and boiler testing alongside Class 15F No.3016 ‘Gerda.’ We are trying to arrange to have both the locomotives tested on the same day as to only have to pay one set of call out fees for the boiler inspector.


J01 – James at work, sporting his pristine new hard hat. We are planning to eventually move this workshop to a more centralized area.	J02 – A newly fabricated lifting link pin being test fitted. The horizontal bar is the radius rod, complete with the square die block on the right side, which runs up and down the expansion link. James is machining bushes for the pin – which connect the lifting link to the way-shaft crank.	J03 - A Vesconite Bush in the lathe. Behind the rear collar (which is the original tube stock diameter) is another thin section. James inserted the actual lifting pin, visible in the center of the lathe chuck, to stop the thin walled bush collapsing.

The valve gear bushes are almost complete. The next stage of the Class 12AR project will be the
fabrication of bushes for the valve spindle bearings and glands, as well as those for the pistons. Because
of the heat and pressures involved, these will be machined in traditional bronze instead of Vesconite.

Pictures from our Sunday Run to Swallows Inn.

I’ve (Lee Gates) have included some pics of the Sunday run. I was the locomotive minder for Saturday Night and thus took the opportunity to sneak a snooze in an empty compartment before possibly getting evicted by booked passengers boarding at Boksburg East. (It’s happened to me before.) I didn’t nap much, not with the wonderful beat of a mighty Class 25(NC) just one coach away, but I didn’t take photos either. And when I did rouse myself to walk through the coaches, I discovered that my camera batteries were flat, and I’d left my reserve batteries in my briefcase back at the depot. Fortunately, ‘Die Ander Elize’ (Alet) lent me some batteries to take some pics of our stop over.

We had only had about 2 ½ coaches full of passengers and the day sitters mainly ran empty. Looks as if this company’s function wasn’t very well attended. We spotted the train in the country and the team split into three. The girls, Lex and myself went to a local store for cool drinks and to look at country curios. The loco crew went out on a hunt, to bring home the braai meat and ended up hooking a ride on a donkey cart!

S01 – What could be better than setting up for a braai with your friends, on a mild summer’s day in the quiet, green countryside – with a steam locomotive simmering in the background? That’s Andre van Dyk’s Bakkie and he’d driven to the spot to fire the Class 25(NC) on the way back.

S02 – Tony ‘Shaky’ King rattles his way from the power car’s kitchen with six glasses for coke. Tony has Parkinson’s disease and
is a bit too fragile for heavy workshop work. However, he has found his place of Action by training as combination Train Manager \ Safety Officer and serves regularly on coach crews.

S03 – The cute chairlady, Elize Lubbe gets arrested and escorted into the paddy-wagon while Alet makes a run for it. Bail was posted at 50c but no one would come up with it.

It was all in good fun but the police were genuinely surprised to see us camped out on the road, next to the train, in the countryside.

We had a decent afternoon with a quiet braai and sitting in the shade of the trees. We had to leave early though, as we had further to run, and needed to turn the engine around as well. With beautiful timing, we had to leave as soon as the meat was cooked – so we nibbled on the train and the crew were chewing chops in the cab. The departure was enlivened by a drunk fellow chivvying his equally drunk wife along with a stick whipped against her ample backside, like whipping an ox along. She naturally objected to this treatment and they laid into each other but were too drunk to do any harm. I wondered if they even noticed the audience watching from the train’s windows and doors.

We had a reasonable run back but were running late with several delays and the locomotive turning. We got the passengers back at the Boksburg East Depot at about 6:30pm, and were already closing the windows and cleaning the trash in the coaches on the way home. There were water problems back at the depot on Sunday – but when we arrived, there was water laid on to service the engine and wash out the ash pans before our traditional after-run cup of tea.


S04 – Sweet Tannie Dorie Steenkamp quietly watches over her family – innocently not knowing that she was just minutes away from fending off the attempted insertion of a glittery purple vibrator into her right ear!	S05 – The first steps of fireman training – how to handle a braai fire! Senior engine driver Oom Attie de Necker shows a young first-time volunteer how to handle a braai fire. Notice that Oom Attie is wisely standing where the smoke ISN’T !	S06 – A grand, dignified old lady is facing tender forward and simmering quietly while the humans, well, act human. The engine was turned at Magaliesburg.

S07 – Passengers boarding after a great afternoon. Driver ‘Smudge’ Ackerman had to lean on the whistle several times before they started coming. It’s a pleasure to have a neat little built-up private stop with sturdy steps for passengers to board.	S08 – A face-painted young lassie looks pensive as she orientates herself in the train after boarding.	S06 – Shaky and ‘Die Ou Buffels’ ham it up in the crew car. Sometimes you find people that are naturally funny just by having a pulse, and Tony King (Left) and Piet Steenkamp (Right) both fit square in that category. The old African Buffalo

Pictures from around the shed :


M01 – Head Cases. A stack of brand new gleaming white hard hats wait on the club house cupboards. These have been individually allocated to the regular workshop Steam Team, as a newly mandated compulsory item of protective gear. We have also purchased hard hats for visitors to wear.	M02 – There’s something green growing in the sun baked gravel of the workshop yard, even if it is stunted and covered in spines. Any foliage that manages to survive in the Martian landscape at the Reefsteamers workshops earns my respect!	M03 – This is Class 15F No.3046 which was rebuilt from the frames up and even had the boiler demounted. This engine was the first one worked on by Reefsteamers but was never finished. She’s literally as new and just needs pipes and brass work to run again. This is one of the engines for which we seek sponsorship to restore for Steam in Action.

M04 – A light snack. James ‘Poopies’ Thomson is the champion eater amongst the Reefsteamers, something akin to firing a GL Garratt with tomato boxes and toilet rolls. Here, he is contentedly working through the first box of his five course lunch. (Picture posed.)	M05 – A candidate for the steam-powered Darwin Awards, ‘’Smudge’ Ackerman tests the efficiency of his new hard hat by using his own cranium. No extra brainium damage was noticed after the test. That’s the No.93 Booth Rodley steam crane in the background. (Picture not posed.)	M06 – A young enthusiast enjoys a coach step-ride at the end of his first day out with the Reefsteamers. I hoped he would remember to pull himself in as the coach passes through the Western Gates.

M07 – The joys of trying to energize your machinery from a rickety and mostly unlabeled distribution board. Andrew tried to fire up the Punch but was unsuccessful. The increasingly unreliable electrical and plumbing systems of the old Steam Depot are items for which we will eventually seek Steam in Action sponsorship or assistance to repair.	M08 – The Buffels two-step. While step-riding during the Saturday Evening shunt, Piet Steenkamp is actually using his left foot to hold a brake hose down against a dummy to maintain the vacuum in the brake lines. Normally the hoses are clipped on and then the vacuum line seals itself – but the clamps for this hose were distorted.	M09 – The ash pits of the receiving track steam in the cool of Sunday morning as the locomotive moves off to be topped up at the coal dock, prior to the day’s trip.

End Piece :


	EP01 – What a great way to end the day – a balmy summer’s evening of shunting with a beautiful engine.

- Lee Gates -


Primarily driven by three entities, Steam in Action aims to stabilize and further develop steam and rail tourism in South Africa .
Steam in Action Links : Visit the Steam in Action Internet Home Page : http://www.steam-in-action.com/ Download Steam in Action manifesto in PDF Format : http://www.steam-in-action.com/manifesto.html Register to join Steam in Action (On Line Form) : http://www.steam-in-action.com/register.html Contact Steam in Action by E-mailing : joannewest@btinternet.com
Reefsteamers :	Friends of the Rail :	Sandstone Heritage Trust :
Home Page : http://www.reefsteamers.co.za. Email : Elize@reefsteamers.co.za	Web Home Page : http://www.friendsoftherail.com/ Email : trainman@friendsoftherail.co.za Or chrisj@spiderconnect.co.za	Home Page : http://www.sandstone-estates.com/index_sht.html Email : joannewest@btinternet.com