SAR class NG 10
| SAR class NG 10 EPCC No. 2 |
|
|---|---|
 Former EPCC No. 2 on the Brecon Mountain Railway
|
|
| Numbering: | 61-66 |
| Number: | 6 + 1 |
| Manufacturer: | Baldwin |
| Year of construction (s): | 1916 |
| Retirement: | 1962 (1974) |
| Type : | 2'C1 'n2 |
| Gauge : | 610 mm |
| Length over coupling: | 14,386 mm |
| Fixed wheelbase: | 1,981 mm |
| Total wheelbase: | 5,982 mm |
| Service mass: | 28.9 t |
| Service mass with tender: | 47.9 t |
| Friction mass: | 20.0 t |
| Wheel set mass : | 6.9 t |
| Driving wheel diameter: | 914 mm |
| Cylinder diameter: | 343 mm |
| Piston stroke: | 457 mm |
| Boiler overpressure: | 124.0 N / cm² |
| Grate area: | 1.32 m² |
| Radiant heating surface: | 5.20 m² |
| Tubular heating surface: | 67.54 m² |
| Train brake: | Suction air brake |
Vehicles of Class NG 10 of the South African Railways (SAR) were Tender - steam locomotives with the wheel arrangement 2'C1 '( Pacific ) for 610-mm narrow gauge ( NG stands for Narrow Gauge ). The machines were introduced to the Avontuur Railway at the end of 1916 , where they also spent most of their service life.
history
Six were supplied by Baldwin in 1916 - British manufacturers were unable to do so during World War I.
The machines were the largest locomotives ever built for South African narrow-gauge lines and replaced Type A as the most powerful locomotives on the railway. Because of the company numbers NG 61 to NG 66, they were known to the staff as the Sixties . Like all SAR narrow-gauge locomotives, they did not receive the class designation NG 10 until the second half of the 1920s.
Most of the locomotives were stationed in Loerie and Humansdorp . From there they operated, among other things, the branch line to Patensie . They were able to stay there for a while after the appearance of the class NGG 13 Garratts because the Garratts were too heavy for this route.
In 1948 the locomotives no. NG 63 and 64 were moved to South West Africa, where they were used for shunting tasks. The other machines were increasingly doing similar services in Port Elizabeth. By 1962, all of them had been taken out of service - with the conversion of the South West African routes to Cape Gauge and the NG 15 class locomotives that became free , they had become superfluous.
technology
Like the type B machines and the NG 9 class based on them , the NG 10 were purely American designs with an external bar frame, flat slides above the cylinders, a spacious driver's cab and a four-axle tender. The standing kettle was designed in the Belpaire type; the control corresponded to the type Walschaerts / Heusinger.
The tight curves on the Avontuur Railway - in some cases the radius was only 2.5 ch (about 50 m) - did not allow four-way coupled locomotives, so the 2'C1 'wheel arrangement, which is rare for narrow-gauge tender locomotives, was chosen. Compared to the 2'C locomotives of types B and NG 9, the trailing axle allowed a significantly larger grate surface and improved the running characteristics when reversing. Since the diameter of the coupling wheels had been increased from 813 to 914 mm, the maximum speed limit could be increased to 25 mph (40 km / h).
EPCC No. 2
In 1930, Baldwin's Eastern Province Cement Company (EPCC) purchased a class NG 10 locomotive to transport limestone trains on the approximately 19 km route between Chelsea Station on the Avontuur Railway and the cement works. The machine was given number 2 (number 1 was a type B machine bought second-hand by SAR). With two sand domes on the boiler, the locomotive looked even more “American” than the SAR models, in which the sandboxes were arranged on the circumference, which was also a little lower. After an accident in 1974, in which it started moving without a driver and derailed after a few kilometers, the machine was written off as a total economic loss.
Whereabouts
An NG 10 of the SAR and the EPCC locomotive (see illustration) have been preserved.
No. NG 61 was externally repaired after retirement and exhibited in a museum at Humewood Road station in Port Elizabeth. After the museum closed, the now heavily corroded machine was stored and finally handed over to the care of the Sandstone Heritage Trust . It currently appears possible that it will be exhibited in George's Railway Museum after further restoration . It is not possible to restore operability for the time being because of the new boiler required.
EPCC No. 2 was sold at scrap value after being retired and ended up in Great Britain, where it was restored after a long period of storage. It is now in regular service with tourist trains on the Brecon County Railway in Wales .
literature
- Sydney M. Moir: Twenty-Four Inches Apart. The two-foot gauge railways of The Cape of Good Hope. 2nd edition (revised). Janus, Kempton Park 1981, ISBN 0-620-05460-3 .
- Leith Paxton, David Bourne: Locomotives of the South African Railways. A Concise Guide. C. Strui (Pty) Ltd., Cape Town 1985, ISBN 0-86977-211-2 .
Individual evidence
- ↑ Brecon Mountain Railway ( Memento of the original from November 28, 2011 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Sandstone Heritage Trust ( page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
