T. Green No. 2135 -latest report 

On Sunday 9th May 2010 2135 was prepared for a full steam test and road run.

After much work over the winter the engine sounded much better but final timing was still necessary.

We took the roller for a test run of about half a mile, the engine sounded OK, but the gear train was more than noisy and the vibration was horrendous!

And so it was back to the yard and back to the drawing board.

Here we had a conference on what should be done. We decided that the gear train needed to be stripped down and assessed, and repaired as necessary.

And so on Thursday 13 May we started to strip the gear assembly.

Firstly let me explain how we thought that something was amiss.

After the primary gears and selector had been repaired, changing gear was very difficult, this we assumed was that it needed 'running in', but we now know better.

The primary to secondary meshing was too deep! More about that later.

After removal of the ash pan, for 'jacking purposes' the engine was jacked and supported with timbers, for safety, the wheel hub cap removed and the pin and sleeve removed in readiness for rear wheel removal.

This done and the wheel rolled forward and tied off for safety.

We then proceeded to remove the gear guards and put in the barn out of the way.

What greeted us was horrendous.

The differential spur gear was 85 thou loose on the bevel gear shaft, this sleeve bearing was later found to be the original and was already worn out. After removal of the differential spur gear, (laid flat on a pallet) it was found that the 'new bevel gear', which is the drive to the roller was loose on the drive shaft, was later found to be 15 thou too loose! (Should be a 'drive on fit',) and could be pulled off easily and the flat bed keys just fell out! Should also be a tight fit. These keys had had some weld added and filed to 'fit' but were 100 thou too loose!

So together with the diff spur movement and the bevel gear and keys moving, the gear teeth have suffered, and will also need redressing.

So now to the secondary shaft, this was also too loose, both play in the sleeve bearings and laterally (side to side), of some 80 thou and 185thou. Respectively.

This shaft was then removed, for bearing replacement.

So correct gear train meshing could never have been attained, with a combination of incorrect sized bearing, or worn bearings or incorrectly fitted bearings and keys!!

Also to add to the problems, the main drive bearing support casting, which has taken the brunt of this vibration, is cracked, (this has been braised before!), I may however get away with this as it is, we think, supported adequately. See enclosed photos.

So in short the mechanics of this beautiful rare engine have been a total 'Stuff up'

And have caused me a lot of work and some considerable expense, and it hasn't stopped yet!

My biggest headache is to reduce the bore of the bevel gear, this I intend to do by having it's internal diameter chrome plated and reground to fit, plus new keys.

I don't want to have to have a 'new' gear cut, as that would really cost.

As you can imagine this work, could take me the rest of this years rally season, mainly because I am at the mercy of specialist engineering services, but when completed and the engine timing finally done should give me a good mechanically sound engine and roller.

I will then need to have it boiler tested for another year.

In conclusion, so far, I think that the 'Restoration, mechanically' has been very suspect, but at the same time a steep learning curve for me.

Photo gallery

Sandstone Heritage Trust - Rail News - Private Rail in South Africa

RN 97 - The Weekly Steam Shed Report - 16th - 23rd September 2005

INTRODUCTION:
This week saw a very busy week at the Steam Shed. We are trying to catch up with the backlog of work still to be done. Each and everyone made a huge effort to make a remarkable progress. The previous report was taken to last Monday, and all in this report was done in four days only.

THE KALAHARI:
Derrick started with the modifying of fire bars for the Kalahari on Monday and was finished on Friday. The Kalahari will now have brand new shaker bars that will work more easily when cleaning fires. In these days of modern technology there is no time and by speeding up the time to clean fires, minimizes delays during operating days. This however does not end here, and a number of smaller locomotives with no shaker or drop rates will be modified to make it easier to clean fires. With modern Diesel locomotives, there are no delays to service stops, and by minimizing service stops with steam locomotives, we could actually place Steam in a better light under the more sceptic Railway enthusiasts. We also await quotes for a “better than A grade coal” for all the smaller locomotives. By using this very rare coal that is actually just for export purposes, we would be possible to operate little locomotives without any fire cleaning necessary. This coal actually just burns away and forms no clinker at all. It is very rich on oils and makes real black smoke without using a lot of coal at one time.
Here is Derrick busy with the modifications to the Kalahari’s fire bars!

THE BARCLAY:
Des fitted two new non-return valves to the Barclay. The old non-return valves were taken of and were faced again. The new ones were fitted halfway on the delivery pipes and will help to prevent blow back from the boiler if the original clack valves would stuck open again.
Above and left, Des is busy with the fitting of the new non-return valves to the Barclay's delivery pipes!

THE VALVE SETTING:
Des stripped of the slide valve covers and started with the measuring of all the motion components. We did found the problem and will be rectified.
Below, Des is busy with measuring and comparing left to the right sides!

WAGON RESTORATION:

THE FLAT WAGON:
A complete under frame restoration was done to the flat wagon. All the brake gears and pull rods were sandblasted and painted with red oxide paint. Arno fitted the overhauled vacuum cylinder to the flat wagon and the brake gears were fitted over the put. A complete vacuum steel pipe was fitted and the brakes were adjusted. This wagon needs a few paint touch-ups to be completely restored. We have stencilled the remaining wooden crates that will be tied onto the new restored flat wagon.
Here are some photos of the new Flat wagon:

B-WAGONS NUMBERS 1629, 2436, 1812:
This three B-wagons was completely sandblasted. New bearings were fitted and the vacuum cylinders were removed and overhauled by Arno.

The overhaul of the vacuum cylinders includes, a new roll ring, new neck ring, Neck ring housing gasket and cylinder cover ring. New vacuum release valves were also fitted.

Ben spray-painted the B-wagons completely and they are now ready to go over the put. We only needs to fit back the three overhauled vacuum cylinders, and fit brake blocks. The brakes will then be adjusted and a vacuum brake test will be done. We then need to paint the handbrakes with yellow paint and will complete the restoration on three B-wagons. We shall have 13 B wagons restored after this three is completed.
It would look spectacular working a train up the Pandora embankment with 13B wagons with a brake van at the end.

3'6" WAGONS:

WAGONS FROM FICKSBURG:
Six 3'6" wagons and three passenger coaches were roadworthy last Friday. Spoornet shunted them on Wednesday and they were moved to Vailima and Kommandonek respectively.

The three passenger coaches were left at Vailima and will be moved by road to be a part of the consists behind the Class 10Cr at the Hoekfontein Station.

THE MOBILE WORKSHOP:
The Mobile workshop was prepared to assist us with the movement of the three passenger coaches to Hoekfontein. This is a challenging and excited exercise that will take place in the next week.
Four 50 ton air jacks were loaded into the workshop and all the rest of the essential equipments and tools.

The Mobile workshop will be parked in the siding at Vailima Station and the full extend of the workshops ability's will be places into act to enable the movement of the almost 20 metre long, 37 tons coaches.

GENERAL ACTIVITIES: INSTALLATION OF SOFTENER HOUSES: Henry just needs to finish the third softener house, almost completed. The other two are already spray painted in a green livery. Len will give the quotes to do the cement works at each water column. As soon as this is done, we can mount the softener houses to the cement foundations and then we will be able to mount the softeners into the houses. The softeners will ease up the wash outs of boilers, for all the undesired elements will be trapped inside the softeners and will not enter the boilers anymore.

COSMETICAL UPGRADING OF DISPLAYED STATIONARY BOILERS:
Jacob started with the cosmetically upgrading of the three stationary boilers on display. He have started with the one at the admission blocks and will proceed to the two standing near the end of the polo field.

TRAINING:
Training is certainly one of the aspects that will never reach the end of the line. We are holding a safety meeting each Friday morning and then have a lecture on operating safety for the last half hour of the Friday shift.

CERTIFICATES:
Des Clark has attended the first aid coarse and have past the required examination to get his certificate in First aid.

Derrick van Zyl has past his fireman training and was issued with a fireman certificate by Spoornet.
Here is Derrick, smiling ear to ear, in front of the locomotive on which he has been passed as a fireman by the Locomotive inspector. This was done during the Avontuur Adventurer in the beginning of September.

The next step for him is to pass his exams on driving these magnificent machines.

PLANNING FOR NEXT WEEK:
1.) To move three coaches from Vailima to Hoekfontein.
2.) To spray weeds on railway line
3.) To finish three B wagons
4.) To fit fire bars to Kalahari.
5.) To finish third softener house
6.) To finish Barclay valve setting

RN 96 - The Flying Kalahari

Our thanks to everyone in the Port Elizabeth area and particularly the Spoornet engineering staff who assisted with the complex arrangements. As can be seen from the attached handling these locomotives is a nontrivial affair.

PHOTO: IVOR MARKMAN / WEEKEND POST

RN 95 - The romance of the railways

Article from The Telegraph (UK) website - Opinions Section - To visit the site, Click here >>

World of books
By A. N. Wilson
(Filed: 19/09/2005)
The romance of the railways

Steam trains are still to be seen chugging through English and Welsh valleys, especially during the summer months, but there is something melancholy about them. The melancholy is not the sadness which Tolstoy evoked when he first introduces us to Anna Karenina sitting on a train and hearing the clinking of the couplings. The sadness is for the fact that these lovely old machines are now nothing more than toys for hobbyists and tourists.
The wheezing monsters which inspired Auden to write Night Train are no more, and mine is the last generation who read about Thomas the Tank Engine and friends and who had actually seen the Flying Scotsman whizz through the snow-flecked night.
"The guard blew his whistle and waved his flag - how weighted with ritual have the railways in their brief century become!" So begins one of my favourite Michael Innes mysteries, Appleby's End, the one in which Appleby meets, not his end, but his future wife.
The title refers not to his murder but to a station. As darkness falls in the second chapter, "the engine, while daylight lasted simply an obsolescent locomotive tugging grimy carriages across English ploughland, was now a creature alien and dragonish, panting on some vast and laboured quest".

There are many memorable railway scenes in Innes's oeuvre. Perhaps the very best is in the novel which itself takes its name from a railway poem, one of Thomas Hardy's The Journeying Boy. Particularly good is the train journey through Northern Ireland: "The train had slowed down and on the parapet of a stone bridge he could read the inscription prepare to meet thy god".
These passages in Innes would not be so interesting if the train in question were one of the present-day Virgin or Inter-City trains, where passengers are constantly harangued by loud-hailed admonitions to read the safety instructions, or invitations to sample the unappetising selection of hot and cold snacks in the buffet. How inevitable it was that the Hogwarts Express, for example, though apparently conveying Harry Potter and friends to school in our own day, should be an old-fashioned steam train.

These themes are explored in an excellent book by A F Garnett, who combines the qualities of the railway buff and the man of taste. Steel Wheels (Cannwood Press, £18.50) reminds us of many of the great railway moments in literature, from Dickens's Mugby Junction, to the ominous use of Willesden Junction in Trollope's The Prime Minister.

It recalls one of the finest novels of Zola, La Bete Humaine, which starts on a railway. "Zola, complete with pince-nez, and stiff collar, travelled on the footplate from Paris to Mantes as part of his research and the novel describes the happy comradeship between Jacques Lantier, the engine driver, Pecqueux, the fireman, and La Lison, their engine, as a menage à trois."
As well as being an evocation of the railways as they inspired the novelists, the poets, the songwriters and the painters, A F Garnett has also written a book which touches on the place of the railway in history, from Lenin's momentous arrival at the Finland Station, to the murderous use of railways by the Nazis to transport prisoners to the death camps. But the book is primarily a celebration, and its core is a first-rate history of the railways themselves.

I wish he had written it before I completed my book on the Victorians. Here is a man who is a first-rate engineer writing with authority about the evolution of railway technology. I am not a trainspotter by instinct but I read enthralled his chapters on the engineering heroes, Stephenson and Brunel, and on the spread of railroads over England from the 1840s onwards. His chapters on the spread of the railways across other parts of the globe, and especially in America, are also wonderfully exciting.

Garnett's book leaves the reader full of nostalgic anger - against Beeching for wrecking our national rail network, against those who pioneered motorways and encouraged the public to buy cars. But this sort of pointless fantasy-rant is absent from his good-humoured and well-informed pages. Rather, the book ends with an analysis of the sort of railways, and systems, which should be in use in the future.

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RN 94 - The Avontuur Adventurer - Behind the scenes!

TUESDAY 6 September 05
NGG 16 number 131 was specially steamed to haul the passenger train from Port Elizabeth to Chelsea. This train ran as train number 33504 to Chelsea and as 33505 back to Port Elizabeth.

The train departed at 09h00 and the whistle sounded joyfully. With driver Hannes Nel and fireman Mark Ruddy we were sure that we were going to have a safe and unforgettable journey to Chelsea. At Chelsea the tables were taken out and it was time for some cake and tea. While everyone was enjoying them, the locomotive ran around the train and the driver and fireman prepared the locomotive for the return trip to Port Elizabeth.

After the train arrived back in Port Elizabeth, the tour group was taken to the Scotia Game Reserve at Coega. The Garratt was stabled and we all went to rest for the trip to Avontuur after we had received a precautionary fire course by the local Fire department.

WEDNESDAY 7 September 05:
The Kalahari was steamed up for the ride during the early hours of this incredible day. The Sandstone team arrived at the Humewood Steam Shed at 06h00 and the Kalahari NGG15 number 17 was polished up, for this special lady really took my breath away.
The train departed at 08h30 from Port Elizabeth bound for Patensie. She ran as train number 33506 to Patensie again with driver Nel and firemen's Ruddy and Derrick van Zyl.

Lunch was served at Loerie station and this gave us a perfect opportunity to service the locomotive without wasting precious time. We arrived at Patensie just before sundown. Dinner was served in a big tent on the station platform.

We wanted to assist the fireman's job for the next day, and loaded 10 tons of coal onto the tender of the Kalahari. THURSDAY 8 September: Driver Hannes Nel and fireman Mark Ruddy were on duty early this morning and they prepared the locomotive for the long run from Patensie to Assegaaibos.The train ran as train number 33508 to Assegaaibos Station and departed 08h30.

The passengers enjoyed every second of the train ride. This was a once in a lifetime experience for all of us. Photo run pasts took place at only selected places alongside this beautiful countryside.
The train was accompanied by two Locomotive Inspectors.Mr. Hennie van Rooyen and Mr. Adre Steyn. We also had a special guest onboard the train on Thursday, the Steam Curator of Spoornet.

We reached Assegaaibos Station just before sundown. Some of the local community awaited the train at the station. The passengers left for their Hotels and we had a wonderful "Railway party" on the station platform. With music in the background, and a fire in a old wheelbarrow, we all were back in a nostalgic era. These use to be how the old Railway people would enjoy a night and I would not change this for the world.

The train departed at 08h15 as train number 33510 on the last section of this awesome narrow gauge railway line. According to all the local people, it was the first time in seven years for a Kalahari to go over this spectacular line to Avontuur.

We also needed to take water despite the extra water tank wagon that was coupled to the Kalahari's tender.

Driver Hannes Nel and Fireman Mark Ruddy reliving the past.
Magic moments were caught at the end of the day, near the end of the journey, a farewell to a great journey.

We arrived in Avontuur just about sundown. The Station was crowded with people from the local community and Derrick and I had our hands full to keep them off the footplate during the night.

All the passengers on the train, for their support and kindliness.
The local community at each overnight station.
The Apple Express, you were great!
The Apple Express Tavern, Bruce and Sandra Strang. You were real lifesavers and an mobile oasis on this long journey.

We easily forget the people working on the background, which made an essential part of this successful journey. Without them, it could not be possible for us to reach the end safe and sound.

ABOVE FROM LEFT TO RIGHT:
Mr. Brian van Niekerk (Loco Foreman Humewood Diesel Depot) who helped with offloading and loading of Kalahari
Mr. M.J. Olivier (Diesel Loco Fitter) who helped with offloading and loading of Kalahari
Mr. M. Meyer (Diesel loco Fitter) who helped with offloading and loading of Kalahari
Mr. A. van Hollstein who was responsible for the wagon maintenance and safe running of coaches.
Mr. A.C. Barnard (Diesel Loco Fitter) who helped with offloading and loading of Kalahari.
Mr. E Dobson (Diesel Loco Fitter) who helped with offloading and loading of Kalahari
IN THE CAB:
Mr. A Herion who was responsible for the wagon maintenance and safe running of coaches.

ABOVE FROM LEFT TO RIGHT:
Mr. W. Ferreira the Train Manager
Mr. Hannes Nel the Train Driver
Mr. Hennie van Rooyen the Loco Inspector.
Mrs. Lesley Lowe from the Apple Express.
Thanks are also due to:
Mr. Sydney Terreblanch (Steam Loco Fitter) Apple Express who helped with offloading and loading of Kalahari and also with preparation of the Kalahari and who we couldn't get him to stand still long enough to photograph!
Mr. Cliffe Nel who were responsible for the interior of the coaches who also managed to dodge the cameras!

Steam Greetings, Gert

Sandstone Heritage Trust - Rail News - Private Rail in South Africa

RN 93 - The Weekly Steam Shed Report - 29 August - 5 September 2005

After the trial run with the Kalahari at Port Elizabeth, we rushed back to Sandstone Estates to organise the special train trips prior to the Avontuur Adventurer.

THE DECAUVILLE: Derrick and I washed out and prepared the boilers of the Decauville and Little Bess for the boiler inspector who visited the farm on Wednesday. These two locomotives were steamed and the safety valves were set at the working pressure of the boilers. The two boilers passed the boiler inspection and the expiry dates were stamped on the test plates. Little Bess arrived on the farm last week and is really something I would rather park in my living room.
	THE LAWLEY: The Lawley got some special attention before she hauled the first train over the new section of the Vailima Halt line. She was steamed for very special guests, Mr. Peter Lemmey and Mr.& Mrs. Ralph Montagu who arrived on the farm on Wednesday. Here are two photo's taken from the cab
THE NEW EXTENSION LINE: Wednesday 31 August 2005 was to see the very first steam train to travel the new line from Vailima Halt to Pandora junction. While having a qualified train driver, Mrs. Ailsa Montagu with me, I thought that the first steam train over the line should be driven by a woman train driver. This was great and after she drove to Grootdraai and back again to Vailima, it seemed that she had full control and feeling of driving the Lawley.

THE PRE ADVENTURE TRAIN TOUR AT SANDSTONE ESTATES:

THURSDAY 01 SEPTEMBER 2005
We steamed Garratt NGG13 number 49 for this special day. All the guests on this day were part of the Avontuur Adventurer.

Derrick and I came out 02h00 on Thursday morning to steam 49.

Number 49 was standing at the station just before sunrise with myself as driver and Derrick van Zyl doing duty as fireman.
We first did some run pasts at Hoekfontein station and departed for Grootdraai at 07h30. On return to Hoekfontein, the photographers had some time for breakfast before taking on the very long and exhausting day to Vailima Halt. NGG13 also had a chance to ride on the new line with new photographical spots.
We returned to Hoekfontein to replenish the coal on the tender, while photographers had the chance to replenish their stomachs at lunchtime. We again departed for Vailima Halt but the other way around where every one had a perfect photographic opportunity with the locomotive near sunset. We returned to Hoekfontein and all of us enjoyed a "braai" at the old Waenhuis.

FRIDAY 02 SEPTEMBER 2005
We steamed the Lawley again for this day. Driver Derrick van Zyl and fireman Des Clark manned the Lawley and worked this special train to Grootdraai and back to Hoekfontein again. She also performed some run pasts near Pandora. Her fire was dropped at 13h00 and Derrick and I rushed home to depart for Port Elizabeth early on Saturday morning.

RN 92 - The Avontuur Adventurer 6-9 September 2005

After a 4 day safari, The Avontuur Adventurer tour train reached its destination of Avontuur at the end of a 283 kilometre journey from Port Elizabeth on Friday 9th September. Hauled by NG15 class locomotive, no: 17, one of the type that originally worked this line, the train traversed the longest 2ft narrow gauge railway in the world without any incident. This locomotive, which is normally based at the Sandstone Heritage Trust in the Eastern Free State, was taken by Sandstone's own road transport to Port Elizabeth especially for the trip. After the tour the locomotive will be returned to its home base.

Conceived by Sandstone Heritage Trust and run in conjunction with the world famous Apple Express in Port Elizabeth this was the first steam hauled passenger train to run the full distance of the line since 1996. The section from Assegaaibos to the terminus at Avontuur has also not seen regular traffic for over 20 years.

The line runs through the Gamtoos Valley and into the Langkloof before terminating at Avontuur.
With lines of this nature under threat of closure by Spoornet, the tour was run as a visible demonstration of the viability of running tourist trains the full length of the line. Throughout the event there was massive interest from towns and people along the route with the overall sentiment that the line must remain open for future generations to enjoy. Local communities by the lineside were encouraged to meet the train at its frequent stops and provided food and accommodation for the tour group in Patensie and Kareedouw as well as setting up informal markets for the passengers. Many local dignitaries also greeted the passengers.
Although tourism can provide impetus for the line, the transport of freight is critical to its long term survival. Many industries and farming operations straddling and close to the railway are very ken to put their goods back on rail. This in turn will reduce the pressure and impact of heavy road vehicles on the R62 road through the Langkloof.

30 overseas guests and a number of local passengers enjoyed the 4 day experience. Numerous stops were made en route to enable photographs to be taken and we expect wide media coverage in local and overseas rail magazines in the near future.
Local media interest was intense with both SABC TV news and Radio Algoa covering the trip. Paul Ash from the Sunday Times and Ivor Markman from the Herald in PE travelled on the train and will be doing feature articles on the tour.

The passengers arrived in Port Elizabeth on Monday 5th September and were hosted to a civic reception by the Nelson Mandela Metro. On Tuesday there was a short run to Chelsea behind the Apple Express NGG16 Garratt no: 131 and then guests were talken off to Coega Harbour for a tour and on to Schotia Game reserve for the evening.

Wednesday the 7th saw the tour start in earnest with a run to Patensie with lunch taken with a local community caterer at Loerie. After a tour of the citrus plant and a braai supper, guests stayed over in Patensie at the local B&B establishments. The next day the train moved on to Assegaaibos (Kareedouw). A light seafood lunch was enjoyed at the Humansdorp Cultural Centre where the townsfolk had laid on a short programme of entertainment to complement the lunch.
Leaving early on Friday the train moved on to Avontuur where there was a huge reception from the local population. Photographic opportunities were enjoyed along the way and the overall opinion from the passengers was that it was an excellent tour.

By running the train, Sandstone Heritage Trust and Apple Express have proved that it was possible and that the line's potential for tourism in the future, either on long trips such as this or in shorter sections, was extremely viable. The essential ingredient of freight needs to be brought back into the mix to ensure day to day viability but moves are already afoot in the local municipalities to ensure that the "Adventure Line", the longest 2ft narrow gauge railway in the world, will survive for future generations to enjoy and in a profitable and economic manner.

RN 91 - New Era dawns as Sandstone's NG 15 No. 49 steams into Avontuur

A group of dedicated railway enthusiasts from Britain, the United States and Japan arrived at Avontuur at the end of the world renowned narrow gauge railway line which runs the whole length of the Langkloof in the Eastern Cape in South Africa.

The NG15 looking strong and confident steamed into Avontuur just as the sun slipped below the horizon on Friday evening 9 September 2005.

Thus ended a memorable 3-day rail experience which started at 9am in Port Elizabeth on Wednesday 7 September 2005. On the first day the NG15 with its ten unit consist worked its way up the line over the Van Staden's River Bridge and then up the Gamtoos Valley on the Patensie extension. While the engine night stopped at Patensie Station the visitors were disbursed to various local guest house accommodation for the night. New friends were made around the campfires under starlit skies.

On the following morning the train travelled down the Gamtoos Valley, through Hankey and joined the mainline heading for Assegaaibos. This excellent central depot on the Avontuur line had all the facilities to host the locomotive and her crews for the second night while the guests travelled a short distance to the Tsitsikamma Lodge on the international renowned Garden Route for a pleasant evening at a top class establishment.

The next morning saw the train depart at a leisurely 9am for arguably the most exciting section of the line, namely the Joubertina "Louterwater" Avontuur section. The locomotive seemed to get better and better, pulling its rake of carriages, many of which worked over 100 years ago. Numerous stops were made to allow the photographers to capture special sections of the line. Due to the slow water delivery at Louterwater, the train was delayed for an hour and a half which delayed the ultimate arrival into Avontuur that evening, but it made no difference to the visitors. The ever-present NG15 was there to be photographed and to provide the reassuring thought that this train's final destination was in Avontuur come what may.

Through the co-operation of Spoornet, the Apple Express and the Sandstone Heritage Trust who trucked their NG15 and tender some 800 kilometres from its base in the Eastern Free State this trip was made possible. International visitors were quick to realise the potential and acknowledge the historic significance of this trip and indeed every aspect of the 3-day experience.

Many words will be written about this and thousands of photographs captured and published.
In the words of one visitor, Peter Lemmey "we travelled the distance from Waterloo to Exeter behind the same 2ft gauge locomotive – undoubtedly the Port Elizabeth to Avontuur journey was the narrow gauge event of the year world-wide"

A very special experience put together through close co-operation by many people, staffed by a highly competent and dedicated crew from both the Apple Express and the Sandstone Heritage Trust.

RN 89 - Private Rail in South Africa

RN 90 - Avontuur Adventurer Update

RN 88 - Safari train steams forward once again - Volksblad article - 20 August 2005

English translation:

Safari train steams forward once again:
This Locomotive from the Free State arrived in The Bay to help the renowned Apple Express gather steam again. A unique steam locomotive from Sandstone Estates in Ficksburg, in the Eastern Free State arrived in Port Elizabeth to help pull the Apple Express Train on an Eastern Cape four day safari.

The old Class NG15 2-8-2 steam locomotive No. 17, similar to the original locomotives used on the narrow gauge line, was offloaded at the Humewood Apple Express depot. Yesterday, Mr. Baas de Bruin and other workers were hard at work to ensure that the offloading process went according to plan.

RN 87 - NGG 16. No. 88

Errol Ashwell has supplied us with some vintage photographs of NGG 16 No. 88 working the Banana Express in the 1970s. This was later purchased privately and used during the early days of the ACR until it was set aside in need of repair. Purchased by Sandstone in 2003 it is now in the early stages of restoration, having been partially stripped down for assessment. No. 88 is one of only four NGG 16 Garratts built under licence by John Cockerill of Seraing, Belgium in 1937. Of these four, nos. 85 to 88 three are owned by Sandstone, the missing example being no. 87 which is currently for sale in the UK, none of them being in working order.

Sandstone already has no.153 a restored Hunslet Taylor example built in 1968, and no. 113 a restored Beyer Peacock example built in1939, so no. 88 will complete a full set of NGG 16 builders. With NGG 13 no. 49 which was built by Hanomag of Germany, nobody can complain about a lack of variety.

Sandstone Heritage Trust - Rail News

RN 85 - Steam Shed weekly report - 12th - 18th August 2005

NGG NUMBER 153 NGG 153 was steamed again to haul a train to Vailima Halt. Paul Stratford, a UK rail and vintage tractor journalist, visited us on this day and enjoyed a day with Dave Richardson on our narrow gauge line. 153 were fired up early in the morning and were ready to take the train out at 09H00. On return to the shed, we all rushed to get the Kalahari ready to be loaded the next day.

THE KALAHARI:
Arno fitted two brass strips to the cylinder covers on both sides, while Petrus and Oupa were busy with polishing the brass on the Kalahari. The tender was washed out and the last repairs were done.

The Kalahari was steam tested before she was loaded.
NGG number 153 was steamed again to haul the Kalahari to Vailima where we could load it more easily. We departed at 12H00 and proceeded very slowly towards Vailima.

ABOVE: A photo of the Kalahari just before departure for Vailima.

We first loaded the locomotive on the one low bed and then the tender on the second low bed.

153 was used to push the Kalahari and tender onto the low beds.

The Kalahari's tender was uncoupled and moved away from the low bed. The locomotive was secured properly with chains and moved away to sleep over in the Sandstone yard, ready for departure early on Wednesday morning.

We departed 06H00 on Wednesday morning, bound for Port Elizabeth.

The first night we slept over at Cradock and we left early Thursday morning for the last section of the journey. This is the greatest, to load a locomotive, take it all the way, operate it and then bring it home again. We arrived at Humewood depot 15H00 the Thursday and we all were very delighted to have the locomotive safe and sound at her destination. Local journalists welcomed us at the Humewood Diesel depot.

After an exhausting trip we took some time off in the afternoon and visited the sea side.

Vrystaaters at the sea!

THE OFFLOADING: We offloaded the Kalahari on Friday morning. The Humewood Diesel depot is very well equipped and we could easily offload the locomotive and tender with the help of the friendly Spoornet guys that work there. A special thanks to all the Spoornet guys at Humewood. After the locomotive was offloaded, we assembled the tender to the locomotive again. We started with the final touches of the cleaning of the locomotive and got her ready to be steam tested again.

NEXT REPORT: A UPDATE ON THE AVONTUUR ADVENTURER:

Greetings, Gert.

RN 83 - Clean up at Avontuur

One of the by products of the forthcoming Avontuur Adventurer is that not only the railway has been cleaned up and reopened, but the Kalahari, No. 147, plinthed at a filling station, has also enjoyed some long overdue attention.

Now looking spick and span following attention from some locals as part of another short term job creation project, it now looks almost as good as Sandstone's No. 17 which is now in Port Elizabeth, and very much better than most of the woebegone examples in long term storage at Humewood Road.

Sandstone Heritage Trust - Rail News

RN 81 - Weekly steamshed report - 29th July - 4th August 2005

	THE O&K: The O&K was washed out last Friday prior to the Winter Steam weekend. She was used on Saturday to work a short passenger service between Mooihoek and Grootdraai, with Driver Piet Terreblanch and Fireman Ben Kruger. THE DECAUVILLE: The Decauville was steamed on Friday and Saturday. She really steamed her way into everybody's hearts. The little coco pan that was restored recently was coupled to the Decauville and she looked stunning with this little green coco pan. Picturesque!
THE HUNSLET DIESEL LOCOMOTIVE: The Hunslet was used to do all the shunting work that was needed on the Winter Steam weekend. She also worked ballast trains on the new section of the line this week. THE KALAHARI: Desmond finished the repairs that were needed on the Kalahari. The Kalahari will be steam and tested in next week. She will undergo cosmetically upgrading in next week. The Kalahari is bound for Port Elizabeth on the 17th of this month, and will be assembled at Port Elizabeth again. She will then be steam tested again.
	THE JOURNALIST TRAIN: NGG 16 number 153 was steamed to work a special train for all the journalists that were flown in by plane to the Ficksburg Airport. The train departed from Vailima 12h00 and arrived at Hoekfontein at 12H20. The journalists were taken on a Farm tour while the train was waiting in Hoekfontein Station for a train ride to Grootdraai later that afternoon. Left is NGG 16 Number 153 waiting at Vailima, with Driver (myself) and Fireman Derick van Zyl.

WINTER STEAM EVENT
It was a cold winter morning in the Eastern Free State, and we fired up the Barclay and NGG 16 Number 153. It was amazing how the atmosphere changed when these giant machines come to life. The smell of steam and oil, the sound of the lightingting dynamo and the first whistle that announced the break of day.

153 worked the photographic train to Vailima Halt and returned to Hoekfontein in time for lunch. The little Decauville and the Barclay were standing in Hoekfontein for the afternoon photo sessions. The Barclay and 153 performed some run pasts between Pandora and Hoekfontein in the afternoon. 153 left for Grootdraai just before sunset.

The Barclay and 153 were steamed again for the Sunday's events and the Barclay took a short train to Grootdraai early the morning, while 153 waited for the return of the Barclay to Hoekfontein. 153 was then used to work a special passenger train to Vailima and back. Driver Pat Ackerman and Fireman Derrick van Zyl manned the engine and returned to Hoekfontein at 11h00. This was the end of the weekend's events and the locomotives were stabled.

SANDSTONE WAGON REPORT WAGON NUMBER 2436: Jacob started with the refurbishing of another B wagon (right). This wagon number 2436 will be Jacob's first wagon to restore by himself. WAGON NUMBER 1699: Derrick started to cut down this wagon to be a flat wagon. Ben will fit a wooden floor the same way as the newly refurbished flat wagon.

WAGON 2454:
Derrick is almost finished with the "bunker and tender" part of this wagon. The front part of this wagon will also have a wooden floor and the Britannia will then be fitted to this wagon.

WAGON 3571:
This wagon is loaded with a big boiler and is standing in the wagon shed. This wagon will be offloaded, and Ben will convert it to a flat wagon with a wooden floor as well.

All these wagons due for restoration, will be lined up and sandblasted at once. This will speed up the restoration program by weeks. Bringing back these wagons from scrap to working condition is almost as exciting and rewarding as for locomotives. Some of these wagons really look like a hopeless case at first, but after a few days work, the picture changes. Gold Fields Track is currently busy with the laying of storage lines, and will then be used to store all the restored wagons as well.

All the wagons next to the coal stage will be re-railed and will be taken to some of the sidings on the Farm to wait their turn for restoration.
Here are some photos of wagons restored during this year:

All the wagons and coaches are brought to the shed every two months for brake adjustments and under frame inspection. The wagons are vacuum brake tested every time before they are used and all details of repairs are logged in a logbook available for each wagon

THE COAL EXTRACTOR: (below left)
The coal dust extractor will be finished by the end of next week and will then be used before coaling the locomotives.

WORKSHOP PLANNING: (above right)
We are going to make a gallery inside the workshop, as well as a wall of fame of all our special guests that visit us here at Sandstone Estates.

WAGONS AND LOCOMOTIVES AT ST. HELENA GOLD MINE

They have started with the cutting up of the old hoppers that are not in use anymore. The locomotives will be next and includes the following: 1.) 1 x 19B or 19BR 2.) 2 x 3BR 3.) 3 x 16CR
	There is another North British 4-8-2T tank locomotive (NBL 27090/1951) situated at the sports grounds in Allanridge, that is safe and will not be cut up, but a representative at the Mine told me that if someone is interested, it could be purchased. The Mine approved the buying of two brand new Steam locomotive Dynamo's as well as the conveyor belts that we need in the Vintage shed.
THE 2 FT NARROW GAUGE LINE The Hunslet Diesel locomotive spends the week offloading ballast on the new section of line. The offloading of the ballast is completed now and Goldfields Track can now finish the lift and pack of the line. Here are the new points that were fitted just above Pandora. Goldfields Track is currently busy with the extension of the 3'6" storage line at Hoekfontein station. They are also building a third loop and two storage lines, one at Hoekfontein Station, and one down at the Wagon shed.
We moved steel sleepers and rails to Hoekfontein station this week, for the building of these storage lines. As soon as the tamping of the ballast is completed on the new section from Vailima halt, we shall start with the line cleaning up of the line using the Hunslet Diesel locomotive.

FROM THE PAST
Class 24, number 3635, that worked the last Steam train on the Theunissen to Winburg line in May 1988, with Driver E.J. Seaman, Fireman John Makwena and Loco Inspector Mossie Mostert.

GREETINGS... GERT