A nice article appeared covering No. 49 in the Snowdon Ranger, Welsh Highland Railway's magazine.
The identity of the locomotive has been established without doubt as being works no. 302, built in 1899. Lukas Nel has found this number stamped on motion parts and elsewhere on the locomotive, so the information from John Middleton and others has been proved correct, as was expected!
It was a fortunate survivor of a number of locomotives at the Dombe Grande sugar plantation in Angola. Its sister locomotives, one of which was spotted in a Benguela scrapyard in 1974, were an interesting mix of locos by various continental builders but went for scrap. Our Decauville survived because it was a resident of the Museum, although when discovered the roof had collapsed, thus the damage and woebegone appearance. This had the advantage of ensuring that many of the non ferrous parts were not stolen, it being too dangerous to get to them.
The locomotive first went to Charles Viljoen in Pretoria as he was going to carry out the restoration. Charles dismantled the loco into its component parts, some of the plate work virtually fell to pieces, and cleaned up the frames and repaired the chimney, and did a fine job as can be seen from the photos. It was then decided that Charles should concentrate on the Kerr Stuart Wren Class loco Little Bess so the Decauville loco 'kit' was loaded up and taken to Bloemfontein.
Lukas Nel reckons this is the smallest loco he has ever worked on, having been more used to Class 25NCs, 15Fs and the like during his SAR days.
A start has been made on the boiler, as this is the heart of the loco and its condition determines whether restoration proceeds immediately or a new boiler has to be built. The photos show the basic boiler and the stages of removing the tubes.
The boiler was thoroughly cleaned and the tubes removed, and as can be seen the smoke box is more hole than metal and will need to be renewed, and the barrel and firebox will be inspected, thickness tested etc. Surprisingly perhaps a local supplier has boiler tubes of the correct diameter for this tiny unit, and as the length required is only 1 metre, not many 8 metre lengths are required. One wonders how many other pieces of mechanical equipment, built in a country thousands of miles away, more than 100 years ago, by a company that has long ceased to exist, can have spares purchased ex-stock?
There will be regular updates on the restoration progress of this unique little loco.
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Beira Railways archive pictures surface in Portugal Carlos Vieria from Portugal has kindly supplied a lot of information on the Beira Railway from his private collection. This has a bearing on Sandstone Heritage Trust as this is the original owner of our Lawley locomotive. |
| Brief History of the Beira Railway: | |
| April 1890 | Arrival of Engineer Poubin in Beira, to start work on the route of the new Beira line |
| 15 January 1891 | A military expedition sent to Beira in charge of Captain Renato Baptista |
| 11 June 1891 | Portugal signs a treaty with Great Britain. Its purpose was for a project for a railway line between the coast and Machona. A six month period was given |
| 4 August 1891 | Captain Renato Baptista, a military engineer was given order by Antonio ???? to begin study on project |
| 1 September 1891 | Henry Theodore van Laun presents the base of his contract for construction of the Beira line |
| 10 October 1891 | Companhia de Mocambique – this was how the colony of Mozambique was known – grants the rights of construction to the Dutchman van Laun to build the line |
| 7 December 1891 | Henry T van Laun signs agreement with British South Africa Company |
| 3 March 1892 | Alterations to the contract in the name of van Laun approved |
| September 1892 | Work begins on the line |
| 1 November 1894 | First trains reach Chimoio |
| September 1892 | Work begins on the Beira to Fontesvilla section |
| July 1896 | The rights of the line Beira to Fontesvilla opens on 22 January of the following year |
| 3 April 1897 | Mashonaland Railway Company formed |
| December 1897 | Line reaches Nova Macequece. |
| 10 July 1900 | New service begins on the wide gauge (3ft 6in). |
| 1 April 1926 | Beira works buys from Beira Junction the harbour and other assets |
| 18 July 194? | All rights of Companhia de Mocambique cease. |
| 1 January 1949 | Beira harbour returns to the government. |
| 1 October 1949 | Caminhos de Ferro de Beira – Beira Railways returns to the Portugese Government. |
Marc A Dubout, Responsable technique, Chemin de Fer des Chanteraines http://perso.wanadoo.fr/cf-chanteraines/ has supplied the following information:
"From the Decauville working list this engine N°302 was built in 1899. Her weight is 3,250 t and the gauge 600 mm.
The boiler test time is 9th September 1899 and supplied date 2nd October 1899 to Souza Lara & Co (Decauville agent in Loanda (Angola)). She was called BATHALA.
Please find enclosed the page from the Decauville catalogue."
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David Blondin wrote as follows:
"Regarding to the works list published by K.W. Clingan, your engine was delivered on 30 Sept 1899, boiler test on 9 Sept 1899 to the Souza Lara & Co by the Decauville agent at Loanda in Angola. This is a Bt type, of 3,25 tons weight and 600 mm gauge. I think you already know all this information... The name of your engine was BATHALA.
I don't have a lot of information about this type of engine. Only the page I join and find in the 1916 Decauville catalog. It's the same engine but in 500 mm gauge.
I know one engine like yours is in the AMTP museum in Pithiviers (France). http://assoc.wanadoo.fr/amtp45/index.html
I think the best for you is to contact the CEMNAD society. This is the national society for the creation of a Deceuville museum
:http://www.ifrance.com/musee-decauville/ They have a lot of documents about decauville vehicle.
Best regards
David BLONDIN
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P'tit train de la Haute Somme (Voie de 60 cm)
Musee des C.F. a voie etroite Revue Voie Etroite
"P'tit train de la Haute Somme" (Touristic steam railway)
Narrow Gauge Railways Museum Voie Etroite magazine
Retrouvez-nous sur / Find us to :
http://www.appeva.org
http://www.appeva.com
http://www.VoieEtroite.com
Adresse :
APPEVA, BP 106, 80001 AMIENS CEDEX 1, FRANCE
Tel. : +33 (0)3 22 44 55 40 Fax : +33 (0)3 22 44 04 99
Voie Etroite : +33 (0)3 22 83 11 89 (repondeur et fax)
We are very grateful to our French colleagues for this information and continue to see drawings and other information, both from France and Angola.
There is a photograph of a very woebegone example as rescued from New Caledonia on
http://www.cftt.org/images/photo0022.htm
The locomotive is slightly older than Sandstone's example, being No. 288 of 1898.
As far as the restoration goes Lukas Nel reports that on December 21 the locomotive was running on compressed air, with all motion etc reassembled. Work on the boiler starts in the new year and provided there is nothing nasty in store, and initial inspections by boiler inspectors indicate that is the case, it could well be steaming in 2005.
There are a couple of illustrations of the cleaned up and refitted wheelsets as progress continues.
Sandstone Steam Railroad - Workshop
Lukas Nel and his team are making good progress on the NG4 restoration. The boiler has been retubed, and for those who wonder what this entails see the pictures taken during the operation. The tubes are put into place than expanded into the holes, first by mechanical means, then by hand operated expanders. Once they are properly fitted the ends are beaded over with a hand tool, a dying art that Lukas has taught to his apprentice Leon. You can see from the pictures taken from inside the firebox and smokebox that a first class job is the result.
The loco is also missing the cap for the chimney, it having disappeared along the way. In steam days a new one would have been cast from a pattern, but with no pattern available, and the cost of a new one prohibitive, Lukas has\ invented a new way of forming a chimney cap. A very simple technique, and one it is painted will be indistinguishable from the original.
Just another example of a dedicated, highly skilled, steam restorer at work.
For many years railway enthusiasts have been aware of the locomotives and other equipment at the old Sena Sugar Estates in Mozambique. In 1998 a large number of narrow gauge locomotives and some traction engines were purchased and shipped to England, where some were sold to collectors. This left some locomotives built by Peckett of Bristol, 18 Baguley Drewry 2 ft gauge diesels and a few assorted dismantled locomotives. The Pecketts and the diesels were retained for the possible reinstatement of the sugar estate railway should it ever be restored to use.
During early 2002 rumours began to reach Sandstone Heritage Trust that these locomotives, and a number of other historic items may be sold for scrap, or otherwise disposed of. It was now or never to save them for posterity.
In September 2002 a party from Sandstone visited Sena Sugar Estates at the reopened mill at Marromeu, and the still derelict Luabo mill.
Flying from Beira in the Sena chartered Czech built twin engined aircraft it was apparent what a huge railway system there must have been at Marromeu. As we flew over the reopened mill we could see piles of scrap and the locomotives outside the loco shed. After landing on the dirt strip at Marromeu, with shacks virtually up to the sides of the strip, the end of which is graced by a badly damaged Russian Antonov transport plane, we proceeded on a tour of the area before arriving at the mill.
At the old mainline interchange yard were numerous overgrown and derelict wagons, the connection to the interior having been destroyed during the war. A couple of 3ft gauge Fowler locomotives were seen, remnants of the old Caia Marromeu Railway, as well as piles of cane trucks, rails and other scrap - it seemed we were just in time.
We had a good nights sleep in some of the mill's staff accommodation, very deluxe too, and one of the few places in Mozambique where you can drink the tap water, the mill having its own water purification plant. Being in the middle of nowhere it also has its own power generators and everything else required to sustain life there.
For many years the locomotives were kept under cover in the loco shed, but were recently moved out into the open as the shed was required for mechanics involved in repairing the large fleet of road vehicles and trailers involved in transporting the raw cane from the fields.
There were four 2ft gauge Pecketts outside .
These were:
11 0-6-0ST 2143 1953
12 0-6-0ST 2144 1953
13 0-6-0ST 2145 1953 Purchased by an American collector.
14 0-6-0ST 2161 1957
Although in relatively good exterior condition all the brass fittings and worksplates were missing, and we are going to have to source replacements. No. 14 is of particular interest being the penultimate steam locomotive built by Pecketts. It was despatched to Sena on 29th March 1957, via Chinde, the port at the mouth of the Zambesi, the mill being situated on the southern bank of the river about 100 kms inland.
There were also seven 2ft gauge Baguley Drewry 1976 built diesel locomotives in pretty fair condition, largely complete, which had been working at the time of the mill's closure. Two of these are destined for the USA, the remainder will be coming to Sandstone.
One other 2ft gauge locomotive was located. This was an 0-4-0T, a Henschel or similar, lying on its side next to a pile of scrap. Although missing a fair number of parts, and with no visible identification numbers on it, it seemed a shame to leave it behind so that was also purchased.
Also outside the shed were a number of 3ft 6in gauge locomotives used in the main line yard and elsewhere.
There were two Pecketts here:
6 0-6-0T 2141 1954
7 0-6-0T 2165 1958
These were in similar condition to their narrow gauge sisters. Originally built to 3ft gauge they were later regauged to the main line standard. No. 7 is extremely interesting, being the last steam locomotive constructed by Peckett of Bristol before they closed. It has been established from the Peckett works register that there were no locomotives constructed between 2161 and 2165, so these are definitely the last two built. It was despatched to Sena, via Chinde on 12th June 1958. These two locomotives will be restored for use by the Bethlehem Steam Railway in the Eastern Free State of South Africa.
A number of redundant cane trucks, parts from the stores, traction engines, ploughs and other bits and pieces were also purchased.
After a tour of the mill and a good nights rest it was an early start to visit Luabo mill. This is 30 kms downstream from Marromeu on the north bank of the river, and as there is no bridge over the river, nor much of a road alongside it, we were taken down in two small open outboard powered boats. This is not a Sunday afternoon type cruise as the channel is ever changing and there are sandbanks, hippo and crocodiles to avoid as well as the occasional dug out canoe and tree trunks. Luabo has not been renovated and still shows the scars of war - blown up bulk fuel storage tank, cannon shell holes in the walls and roof etc.
First stop was the loco shed which contained nine 2ft gauge Baguley Drewry diesels, a couple of Wickham trollies, an 0-8-0 loco chassis and some dismantled Ruston and Hornsby 48DL locos, an intact example of which was found elsewhere in the complex. It looked like the staff had gone for a break and would return at any moment. In reality they were given 24 hours to pack their bags and leave, never to return.
In the long grass outside was a partially dismantled Peckett, probably 2106 of 1949, an 0-4-0T which looked German and the 0-8-0T boiler. Also to be seen in the distance were a number of Wickham trollies.
There were numerous bits and pieces of what might best be termed industrial archaeology including three large stationary engines. Some of this equipment is destined for the USA.
We thought we had covered everything until our guide asked if we would like to see the electric generators. After a long day in the sun, looking out for snakes and with the possibility of land mines I guess I wasn't too enthusiastic. But what a mistake, as there in the gloom were the four large diesel engines used to produce electricity and I couldn't believe my eyes! There were four English Electric engines, four turbocharger versions, looking just like those fitted to the Rhodesia Railways DE2 locomotives, of which Sandstone as an example imported from Zimbabwe a few years ago. Three were complete, one stripped down for repairs. Now its reasonable to assume that at least one was running at the time of the evacuation so they should be in fair condition. Getting them out is going to be a fun job, as there is no infrastructure on site. The sugar company is planning to have a crane on site soon to remove equipment for reuse at Marromeu and these engines will be uplifted at the same time.
Shipping heavy equipment out of Sena is not without its problems. The national railway has been extensively damaged by sabotage during the civil war and the roads, which are dirt for hundreds of kilometres, are in very poor condition and impassable during the rainy season. With great co-operation from Sena Sugar the locomotives and other equipment will be loaded onto Sena's sea going barge, which has its own 135 ton crane, towed 70 kms down the Zambesi to the sea and then across the Indian Ocean to Beira. This is how the sugar is shipped out, the same barge bringing in all supplies which cannot be flown in or brought by road during the dry season. Here they will be transhipped to a coastal freighter to Durban, where they will be unloaded and transported to Sandstone. The first locomotive, 2161 of 1957 was shipped in Sena's barge surrounded by bags of sugar on the first stage of its journey. It was transhipped at Beira and arrived in Durban where it was collected by one of Sandstone's fleet of heavy trucks and delivered to the Eastern Free State on May 5 2003.
A major factor in our decision to save the Pecketts was the knowledge that the surviving Peckett drawings are in the custody of the National Railway Museum in York. We received enormous assistance from Vicky Stretch and other staff in the Archives section, and during an all too brief visit in November 2002 were able to ascertain which drawings were available and which we would need. As we plan to restore the locomotives to full working order the ability to obtain drawings, and thus make missing or unobtainable parts, was absolutely essential to the plan.
As we flew out of Marromeu on the return journey we had the great satisfaction of knowing that very soon, these historic British built locomotives would once again be operating where they belong, under African skies.
Most of the Marromeu based locomotives have arrived in South Africa but Luabo has not yet been touched, awaiting the arrival of a crane large enough to lift the heavy items.
Among Sandstone's working locomotives is NG 6 4-4-0 No. 106. Built originally for the Beira Railway in 1895 by Brush, and known as a 'Lawley' this 2ft gauge gem completes the Mozambique connection. Restored to use in 2002, after being plinthed for many years, it is the oldest working 2ft narrow gauge locomotive in Africa.
Click here to view gallery
As part of the steam weekend held on 6 & 7 November visitors were given the opportunity to drive a narrow gauge locomotive on the Sandstone Steam Railroad. Although the lure of photographing triple headed Garratts and an NG15/NGG16 triple headed and double headed combination attracted most visitors a number of people signed up for a test drive. Utilising the section from Hoekfontein to Grootdraai, where there was no photographic or train activity, participants took the controls of Lawley 4-4-0 no: BR7 under the supervision of a qualified driver. For many this was their first time on the footplate of a locomotive and for all, a dream come true to actually drive a steam loco.
Each partcicipant was allocated 15 minutes during which they were given a brief run down on the principles of a steam loco and its controls. Most commented that although the controls were not complex and it was easy to get going, stopping was a different matter! However, by the end of their time each new "driver" was appreciative of what is required to drive a loco.
A rare BSA open-touring motorcar dated 1912 has been acquired by the Sandstone Heritage Trust. The object being making a classic Edwardian railcar. The remains of this car which are not in good condition will be married to the narrow gauge rail chassis that was originally manufactured in South West Africa for a similar purpose, i.e. to produce an open-touring railcar.
The body of the BSA touring car has now been identified as an Albemarle type, a picture of a 1914 example is illustrated.
You will note the beautiful hand formed curves of this attractive car, manufactured long before the modern concept of a moving assembly line was invented by Henry Ford.
Sandstone Heritage Trust - Rail News
Click on images to enlarge
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After a fast track overhaul by Lukas Nel and his excellent Bloemfontein team NGG No. 13 No. 49 returned to steam on Sunday 24 November. Started in 2003, and interrupted by the overhaul of NGG 11 No. 55 for the Paton Country Narrow Gauge Railway, No. 49 was taken on a brief shakedown run on part of the system. A few, but very few considering the magnitude of the work, adjustments need to be made, but this is not surprising given the magnitude of the work, which saw the locomotive virtually stripped to the last nut and bolt.
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In our third guest gallery we have a stunning selection of pictures from Dennis Moore, taken during July & August 2004. They feature NGG11 No: 55, NGG16 No: 113 & the O&K 0-4-0T.
Click on images to enlarge
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The locomotive is delevered to Sandstone Heritage Trust |
RARE DECAUVILLE 2FT NARROW GAUGE LOCOMOTIVE RESCUED After two years of field work and negotiations, a privately owned 2ft narrow gauge Decauville locomotive dating back to pre-1900 has arrived at the Sandstone Heritage Trust from Angola. This locomotive was located in the derelict remains of a museum that had fallen into disrepair in the early 1970's. The locomotive appears to have been in the museum since the 1930's and could date back as far as 1880. Research into its exact identity has confirmed it as Decauville No: 302, built in 1899. This diminutive locomotive, which has all the charisma and style of a well-bred French lady, is a relatively simple restoration project. It is certainly the smallest locomotive in the Sandstone 2ft narrow gauge fleet, weighing a mere 2 tonne. We believe that this locomotive was last steamed commercially nearly 80 years ago, and as such will be an interesting subject for steam enthusiasts, photographers and archivists from around the world. The locomotive is resting after its 3,500 kms road trip from Angola to the Eastern Free State. We would like to express our appreciation to the many Angolans, both private individuals and at official level, who assisted us with the transfer of this locomotive to the Sandstone 2ft narrow gauge collection, which is being expanded to incorporate locomotives of African as well as South African origin. |
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A similar Decauville locomotive |
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The Sandstone Heritage Trust |
This old print shows a similar locomotive |
In our second guest gallery we have a stunning selection of pictures from English tour operator and photographer, David Rodgers, taken during August 2004. They feature the "Lawley" locomotive, Beira Railway No: 7.
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In the first of a new series featuring outstanding rail photography at Sandstone, we showcase a gallery by father and son, David and Mathew Benn. The pictures are of the NGG11 No.55 and NGG16 No113 taken in July 2004.
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View the images of David Benn >>
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View the images of Mathew Benn >>
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