SOUL OF A RAILWAY: CAPE NORTHERN SYSTEM PART 7

De Aar Locomotive Depot

By Les Pivnic

Please note: All photographs, maps and text in Soul of a Railway are protected by copyright and may not be copied or reproduced in any way for further use without prior permission in writing from the compilers of this series, Les Pivnic, Charlie Lewis, Bruno Martin,

Peter Stow, Eugene Armer and

Sandy Buchanan

INTRODUCTION

De Aar Steam Locomotive Depot was one of the main Steam Sheds on the Cape Main Line between Johannesburg and Cape Town. Its origins go way back to the days of the Cape Government Railways before the turn of the century. For practical purposes I am confining my comments to the period starting in the mid-1920s and culminating in 1989* when the lines through De Aar were dieselized and the Steam Shed closed.

*Richard Niven kindly provided a comprehensive account of the closure of De Aar Loco Depot and he takes up the story:

De Aar kind of closed and then re-opened with a few engines. As far as I remember, it closed in Des 1989 and the De Aar line went virtually diesel. Then Kimberley lost the Bloem line and we were again given a few trains on the De Aar line. After a few months De Aar Loco re-opened with a few steamers and took on two prestige engines 25NC 3481 and 15CA 2828. De Aar had 25NC 3431 and 3432 for normal trains on and off, but eventually Kimberley took them and all De Aar had, was the Orange Express on a Tuesday morning with 25NC 3481. The last freight would have been about May 1990 and the last of any steam from that shed I should imagine would have been 31 March 1992 with the final Northbound Orange Express. John Gilberthorpe and I worked the very last southbound Orange Express on 3rd April 1992.

On 12-05-92 John and I had 15CA 2828 and Geoff Hall had 25NC 3481 on a massive freight to De Aar where we dropped fires and that was virtually the last steam ever in De Aar on regular service.

Thanks Richard!

Although SoAR is not the place to discuss opposing views on a particular aspect, Peter Odell sent me the following information regarding the final days of steam into De Aar. He writes:

Richard Niven is incorrect on his 12-5-1992 date. Throughout 1992 Spoornet operated steam freights Kly-DR-Kly on selected dates agreed/organized by Steamnet2000 for visiting enthusiasts. The final one being +/- 16 December. Furthermore from 1994-1/3/1997 Steamnet2000 operated scheduled steam freights to De Aar and Orange River on selected pre advertised dates. =Plandampf. The only known instance in the world of privately maintained steam locos replacing diesels on a commercial basis on scheduled freight trains of a national rail operator…. Of course we were spured on by the pioneeeing work going on at Port Shepstone…..

A few words about the locomotive classes in use at De Aar over the period mentioned, would be of use at this point.

In the early 1920s, Hendrie-designed class 15A 4-8-2 locomotives already dominated the scene, both from the south and to the north of De Aar. These fine engines were used on all trains – passenger and goods. Then in 1925/6, the American Baldwin-designed classes 15CB, 16D arrived on the scene and the class 16D in particular, worked the passenger trains on the sections south to Beaufort West and north to Kimberley. In due course, the 16Ds were sent to Cape Town being replaced by class 16DA Pacifics on passenger services. Class 15CB and the slightly later 15CA 4-8-2s handled the goods loads but just for the record, 15CB and 15CA engines worked the passenger trains out of Cape Town and up the main line as far as Beaufort West.

Moving onto the 1930s, CME A.G.Watson designed 4-6-2s, class 16DA (wide firebox) worked the fast passenger trains and from 1935, they were joined by the six class 16E 4-6-2s that were stationed in Kimberley. These engines handled all the passenger services while the 15CA 4-8-2s worked the goods trains. At this stage, the 44 Watson-designed class 15E 4-8-2s were stationed in Cape Town working up the main line as far as Beaufort West.

Then from 1938/9, a big change of motive power occurred. The magnificent CME W.A.J. Day-designed class 23 4-8-2s arrived (just in time) from Henschel and Berliner Maschinenbau A.G., in Germany – just beating the outbreak of WW2! The 136 class 23s were put to work on virtually the entire Cape Main Line and De Aar became home-shed for many of them – the rest being distributed north and south of De Aar. The class 16DAs and 16Es were transferred to Bloemfontein where they worked for the rest of their lives.

Moving onto the early post-WW2 period, we find the 44 class 15E 4-8-2 locomotives split between Beaufort West and De Aar Sheds, working the section between those two points. Now, I need to digress briefly and mention something pertinent about the use of class 15E engines between De Aar and Beaufort West. Having had many trips over that section, hauled by class 15E engines, I can vouch for the incredible performances put in by these engines over that section. I can say without any hesitation, that in the 86 years of my life, hauled by many different classes of engine on the SAR, that the 15E class provided the fastest and at times scariest trips that I ever had on the Cape Main Line. They went like the proverbial rocket between those two points, hauling 600 ton top-link passenger trains like nos.202 and 203, the forerunners of the Trans Karoo Express at speeds that made the hair on my neck stand up!

The THL photo below, shows one of the class 15E locomotives, as I remember them in the 1950s when they ruled the roost between De Aar and Beaufort West.

In my original notebook, where I recorded info on my personal trips, I made a note involving a trip on train 203 from Cape Town to Johannesburg in 1952, wherein I wrote: “Beaufort West to De Aar – 15E No.2883 (working our train) pulls like lightening!!” Indeed, it was probably the fastest trip that I ever had on an SAR top-link fast passenger train!

With the foregoing in mind, it is interesting to contemplate the fact that in 1952, the fastest section on the Cape Main Line was the section between De Aar and Beaufort West and roughly 18 years later, the section north of De Aar up to Kimberley would become known as the ‘Steel Kyalami’ for the speeds attained by steam-hauled trains on that section. There are many reports of hi-speed runs between De Aar and Kimberley with class 25NCs which will be covered in the chapters on the ‘Steel Kyalami’.

In 1953/54, the classes 25NC and 25 (condensers) were placed in service covering the Cape Main Line from Touws River all the way to Welverdiend – only 60 miles west of Johannesburg. The condensers were initially confined to the section between Touws River and De Aar and the 25NCs to De Aar – Kimberley – Klerksdorp – Welverdiend. As electrification of main lines spread, their workings were cut-back to Klerksdorp and then Kimberley.

All the foregoing refers to the locomotives used on the Cape Main Line north and south of De Aar, but De Aar Shed was also home to class 19D engines that worked the line to Prieska and on to what was then South West Africa. However, the line west from De Aar was part of the SWA System and is therefore not part of the current System under review.

It might not be generally known that the previous S A Railway Museum in Johannesburg, had a close association with De Aar Loco Depot from 1972. Late Alec Watson, was Loco Foreman at that Depot since 1970 when he was transferred from Paarden Eiland Loco Depot in Cape Town.

In that year, the then Minister of Transport – the Hon. B.J. Schoeman – instructed the SAR General Manager, to start a National Collection of historically valuable locomotives and other rolling stock. The GM passed this instruction down to the Manager, Publicity & Travel Department who controlled the SA Railway Museum that was then housed under the Rissik Street Bridge in Johannesburg. The original preservation committee consisted of the following people: -

Jan Coffee – Curator, later replaced by Mr. Pieter Crafford;

Les Pivnic – Assistant/Acting Curator.

Charles McLean – staff member.

George Barclay – GM’s Motive Power Office.

Mr.Mann - GM’s Rollstock Office.

In addition to the above, Messrs. Fowler and Best of the CME’s Office were involved on the fringes, representing the CME’s Office in Pretoria.

As locomotives and coaches were withdrawn from service, Mr. Barclay (locomotives) or Mr. Mann (coaches) would send us an internal letter indicating what was being withdrawn and asking whether the particular loco or coach would be required “for Museum purposes”. We would then respond and if in the affirmative, it was initially retained in the particular Mechanical Workshop pending its transfer to the planned major railway museum.

This arrangement did not last too long, I received a call from the CME’s Office, indicating that we would need to find alternative track space to stage (store) our relics until the new Museum was ready to receive them. The Mechanical Depots did not have the spare track space available for us.

At this point I need to mention that a 103 acre site had been set aside at Kaalfontein, adjoining the Railway College for the planned major Museum. However, due to dolomite problems at the College site, we needed to find an alternative home for the new Museum and we found the perfect solution – the then (1972) dis-used extensive Mechanical Workshops adjoining the main station at Pretoria. The large workshop buildings would provide immediate cover for all our exhibits and detailed planning in this direction was set in motion. However, this was not to be – but it is a long story and this is not the place to continue with that saga. Getting back to our connection with De Aar, I gave the issue some urgent thought as to where we could store our locomotives and rolling stock and I remembered the fairly large yard adjoining the De Aar Loco Depot. So, I phoned Alec Watson and asked him if he would be prepared to store our locos at his Depot? I obviously needed to get permission from the System Manager’s office in Kimberley as well. I also contacted the Bridge Engineer in Johannesburg who controlled the yard adjoining the Loco Depot at De Aar. To cut a long story short, all parties agreed to the plan and I advised the CME’s Office that all our relics could be labelled-off to De Aar Loco and the coaches to the Bridge Yard in De Aar.

Alec Watson, being an enthusiast in his own right, happily received the engines arriving for storage at his Depot. He then, out of his own volition, started to cosmetically restore the Museum’s relics as they arrived in his Depot. In no time at all, he had most of them looking really smart and cosmetically, ready for the road!

Dave Parsons, on one of his visits to De Aar, took this photo of the great man who put De Aar Loco Shed on the map – worldwide!

Gordon Alexander Watson in the cab of a class 16E named ‘Allan G. Watson’ after the great CME of the SAR who designed the engine. Two ‘Watsons’ and a famous Pacific!

Alec had already made a name for himself by presenting the engines under his control, in a reasonably smart condition with a few engines stabled at De Aar for local station pilot and general shunting duties, in ‘super-shine’ condition. He also decided to name all the engines under his control with female names: -

These engines were, as listed by Alec himself C.1970:

As was typical on the SAR, names on locomotives (with a few exceptions) were seldom permanent and over the passage of time, many of the names affixed to particular engines as reflected in Alec’s list above, either changed of disappeared altogether.

Another aspect that had an effect on the engine names list, was the fact that in the mid-1970s, 25 class 25NC locos (all carrying names) were transferred from De Aar to Bethlehem. Some names were removed prior to transfer but whether they were all removed is unknown.

In 1978, Alec was transferred to Germiston Loco Depot on promotion, but this happened to be a fateful disaster for this dear man – he only lasted two years at Germiston – dying at his desk in his office! Not long before, I was in his office and he complained bitterly about the never-ending staff hassles that he had to deal with at Germiston. He was much happier in De Aar where he should have remained with his wife and pet cat ‘Felix’ who often accompanied him to the Loco Shed.

Late Dave Parsons who also knew Alec well, wrote this Obituary for Alec on his passing: - S A Rail Magazine for May/June 1980.

C.P. Lewis:

No.1. Harald's picture of Milly (see photo 13) prompted a mini-rant about how reboilering took away the dignified presence of the Hendrie engines. However, Don's magnificent portrait of 15BR 1990 reminds us that some types seemed to look better after the reboilering programme. The 14C's and 15B's were built by Montreal Locomotive Works in 1915. With their bar frames and high-raised running boards they featured modifications recommended by the builders but somehow looked awkward (although excellent performers).

For most of their working lives the 15B/BRs worked the top end of the Midland mainline, between Alicedale and De Aar. They weren't stationed at De Aar but called here from their Home Depot at Noupoort. Editor: The reboilering might have removed the ‘dignified presence’ of the Hendrie engines but Watson’s standard boilers saved the Administration millions of Pounds by drastically reducing the number of spares to be kept in Depot stores around the Country.

No.2. Class 6J and an 11th class on shed in July 1957.

The bar-framed 6Js were an ideal engine for the South West Africa main line, laid as it was with 45lb rail by SAR and (later) army engineers at the time of World War 1. Along with class 7 they handled the business between De Aar and Prieska until the 24s came along in 1948. After the 24s arrived three (later two) 6Js were retained at De Aar for shunting.

We have written many lines in praise of PA Hyde's class 11, twenty years ahead of their time when introduced in 1904. By the 1950s De Aar had an allocation of 4 engines, employed solely on heavy shunting. At the end of the decade their number at De Aar had increased to six when suddenly they were transferred to Beaconsfield and replaced by 12ARs released by electrification in the Transvaal.

No.3. A general scene of De Aar Shed in October 1959. Charlie describes the scene: At the end of the fifties the shed had an allocation of two sixes, two eights, five elevens, three 12ARs, 21x 23s, 12x 25NCs, three 19Ds and two S2s. One of the most interesting allocations departed for scrapping in 1955, that was the sole class 20, a light 2-10-2 which had been converted to a condenser as a trial run for the design of the condensing 25s. Prior to conversion, as a light axle-load engine suitable for 40lb rail she was used on the South West Africa system. Another allocation worthy of note was the three 19Ds. They could only have worked the South West Africa run, and then only as far as Prieska where the relaying with 60lb rail had reached c 1958. With the arrival of class 32 diesels for South West Africa in 1959/60 they were no longer needed at De Aar.

No.4. In April 1979 Harald Navé and Alfred Luft came to RSA and visited De Aar with its wonderful fleet of named 4-8-4s. How many sheds had this unique feature?

No.5. Here is the same line-up in black & white – photographically worthy of inclusion!

No.6. Milly shoves fresh coal up to the bunkers while 3494 "Sadie" sidles up to the chutes.

No. 7. You could tell Alec Watson was in town. He made an immediate impact. Three immaculate 12ARs (out of an allocation of ten in December 1970) heading out to the yards for a day's heavy shunting.

No.8. A stitch-up of three negatives taken from the top of the huge concrete reservoir at the south-western corner of the shed. This was Christmas Eve 1970 and already engines were being parked off for Christmas, hence the unusual number of road engines present. At least six of De Aar's nine condensers are visible as are several of its 38x 25NCs but only two of its 19x 23s so perhaps some of them hadn't come home yet.

No.9. Christmas eve at De Aar again and condensers seemed to be lurking around unsuspected corners everywhere.

No.10. 25NC 3448 ready for the road in December 1971. When the Boss is enthusiastic the staff generally follow, and De Aar Shed was surely the manifestation of this. Where else was a fleet of main-line engines kept in such beautiful condition, mostly by the enginemen themselves.

Peter Odell offers a correction: Engine 3448 was a Beaconsfield loco. Embellishments made at Beaconsfield.

No.11. Starting during the 1960s, Harald Navé made many visits to South Africa. One of the all-time great photographers, in his fevered search for steam he probably travelled to more countries than any other (starting during the '50s with incredibly rare stuff behind the Iron Curtain with his life-long friend Alfred Luft). He took this general view of the shed during a visit to De Aar in May 1973.

No.12. Shedman Nico Botha was Alec Watson's ‘hostler’ in charge of ensuring that engines were serviced, re-coaled and watered in time for their next turn of duty. He also kept an eye on locomotive cleanliness – No. 3424, Andries Struwig's regular (passenger link) engine being a good example.

No.13. The late Frank Holland was vociferous in his condemnation of CME AG Watson's boiler standardisation program. He maintained that the standard boilers with their wedge-shaped cabs ruined the appearance of the Hendrie engines. Many would agree. (Editor: see my response to Late Frank Holland in the caption to Don Baker’s photo of the 15BR.) Fortunately, we were able to enjoy a few unreboilered examples until the end of steam, as with Alec Watson's pet engine: 15A 1970 "Milly".

No.14. Class 12A No.2111 at the coalstage: Charlie comments: Quite possibly DA Hendrie's finest design was his class 12A, a combustion-chambered heavy-duty 4-8-2 with practically the same tractive effort as a 15F. Despite their small driving wheels (4ft-3ins) they had a good turn of speed rolling along at 60mph with ease thanks to the excellent cylinder design. Alec Watson was acutely aware of this and loved these engines, small wonder that De Aar was the last shed to nurture them, albeit only for heavy shunting.

No.15. 25NC 3432 "Lady Jane" being replenished at De Aar's large (1200-ton capacity) double-sided coal stage, while another 25NC waits behind and a 12A basks in the sunshine on the right.

Mike Wright:

No.1. Mike Wright visited De Aar Loco Depot on the 30^th of August 1972 – the day prior to the last northbound working of the old Blue Train to Kimberley behind 25NC No.3414 named ‘Carol’. Mike photographed 3414 and 16E No.858, taking various shots of these two engines that were specially positioned for him by Alec Watson – Loco Foreman. These shots are so beautiful that I make no excuse for presenting several of them in this segment devoted to Mike’s work.

Here is 3414 beautifully turned out for the final working of the old Blue Train from De Aar to Kimberley with regular Driver J.S. Harmse and fireman M.S. van Wyk.

No.2. 16E No.858 also looking pristine after receiving Alec Watson’s special attention. Alec even had his staff make and fit a wide lip to the chimney to emulate the original chimney fitted to these engines in their heyday.

No.3. A near full-broadside was also an essential shot to show off the graceful beauty of the 16E.

No.4. Mike also had the opportunity to photograph 858 near the coalstage with 15A 1970 ‘Milly’ placing a few ‘B-bogies’ of coal up the ramp to feed the coalstage.

Roger Griffiths:

Roger Griffiths was one of a party of 11 enthusiasts who visited De Aar Loco Depot in 1973 and he takes up the story:

19^th October 1973: I was one of a party of eleven enthusiasts who travelled a 13-day, circular course by rail, around SA, coming to De Aar from Kimberley on the Trans-Karoo express, so we did not have a full day. However, the English chap who organised the trip, but missed it because of a ‘domestic,’ had arranged all the necessary permits etc. So, we turned up at the shed to be very well entertained with tea, biscuits and cake, plus a talk by Mr Watson (I believe) before being allowed free rein for the rest of the day, ending by boarding a Class 25-hauled overnight train on to Beaufort West and Cape Town. Prior to that though, once the light had pretty much gone, we were further entertained to a full dinner in a canteen at the depot (or it may have been the station, I cannot recall) – a really lovely day of friendly hospitality.

No.1. The following photos were all taken on 19.10.73: Note: The first 12 photos are those of engines set aside for the planned major Railway Museum. Unfortunately, our original plans all but collapsed with a compromised display eventually being opened in George in the Southern Cape which excluded almost all our main line engines.

Class NG4 4-6-2T (now at Sandstone) This little engine was originally earmarked for the National Collection but fortunately, it found a home at Sandstone.

No.2. Class 4AR No.1560: These engines in their original form – class 4A – were used on the Cape Main Line between Cape Town and Beaufort West. In later years, as class 4AR (fitted with a Watson standard boiler – hence the ‘R’) they were used on lesser duties in the Transvaal.

No.3. Class 5B No.723 rescued from The Strand in the Cape where it was vandalised on its plinth at the station. In their prime, they were employed in the Karoo on the Cape Main Line working fast passenger trains.

No.4. Class 6A No.454: This engine was selected to represent the CSAR modified version of the Cape class 6A – fitted with a Belpaire boiler which noticeably enhanced its performance. A larger more comfortable cab was also fitted in place of the original small version.

No.5. Class 6A No.462 in its original CGR form with round-topped firebox. The CGR 6^th class engines did phenomenal work all over the Cape – especially on passenger trains. The diminutive coach behind the engine was a small private saloon for the use of clergymen visiting outlying stations to provide ecclesiastical services to railwaymen in remote areas.

No.6. Class 6J No.641 was a later variation of the original 6^th class, also fitted with the larger cab. These particular 6^th class engines were in their prime, used on main line passenger trains.

No.7. Class 7A No.1007 represents a very successful and useful engine type, for goods train working and in later years, for providing motive power at new railway construction sites.

No.8. Class 8FW No.1236 4-8-0. These engines were maids of all work in their prime – working passenger and goods trains on main lines. In later years, they proved invaluable on branch line services. This particular engine was (after this photo was taken) moved onto a plinth at De Aar station.

No.9. Class 11 No.938 2-8-2s of CSAR design. These engines were in their heyday, among the most powerful locos on 3ft 6in gauge for goods train working.

No.10. Class 16D No.860 known as ‘Big Bertha’ soon after its introduction in 1925. This actual engine set up a world record in 1925 which is described by T.J. Espitalier A.M.I.Loco.E, in the previous SAR & H Magazine for May 1946 as follows:

On Thursday, August 13, 1925, engine 860 of class 16D and better known as ‘Big Bertha’, made history after having hauled the ‘Union Limited’ (forerunner of the ‘Blue Train’) from Johannesburg to Cape Town, a distance of 956 miles, in 29 hours. This continuous run for one engine set up a world record.

No.11. Class 19AR No.693 as depicted here, is shown wearing a ‘domeless boiler’ off a class 19D. These engines were employed on the lighter branch lines around South Africa. Engine 693 is also shown, still fitted with her original square cab.

No.12. Class GDA No.2259 2-6-2+2-6-2: These branch line Garratts were placed in service in 1929 and did a lot of useful work in Natal and the Cape Midlands. This is the last of Roger’s photos of engines originally earmarked for the Museum.

No.13. Class 15AR No.2100 named ‘Prudence’: Alec Watson didn’t only spruce-up our Museum engines, he also made sure that the locomotives used locally in De Aar on shunting duties were also a joy to behold. Amongst these was his pet engine ‘Prudence’ – a class 15AR. In no way wishing to detract from Alec’s wonderful work in De Aar, it just needs to be mentioned that the copper-capped chimney on ‘Prudence’ was not standard on these boilers but nobody found it necessary to complain except maybe for a ‘rivet-counter’ and I even doubt that!

No.14. Class 15A No.1970 was another of Alec’s ‘pets’ and local fleet. This engine was one of six class 15As which were never fitted with the Watson standard boiler. In ‘Watson’ I’m referring the to the previous CME of the SAR – ‘Allan G. Watson’ – no relation to Alec. Engine 1970 was in earlier years, stationed at Braamfontein Loco Depot in Johannesburg. She was one of several engines used on local passenger trains to Vereeniging and I would sometimes organise for her to be rostered to a particular train so that I could photograph her working a local to Vereeniging.

No.15. Roger finally turned his attention to one of the 25NCs stationed at De Aar – No.3403 named ‘Joyce’.

No.16. Another pair of 25NCs Nos.3420 ‘Patricia’ and 3426 ‘Delise’ concludes Roger’s visit to De Aar in 1973.

No.17. Roger visited De Aar again in 1976 and he takes up the story:

15^th October 1976: Two friends and I toured SA for nearly four weeks in a VW Camper. We’d followed 25NCs from Kimberley, arriving in De Aar in the evening, repaired to the De Aar Hotel and each had the biggest steak we had ever seen (!) before turning-in in a quiet spot. We arrived at the shed early with our permit and asked for Mr. Watson who greeted us warmly, sat us down with tea and biscuits, answered our questions, and asked us to sign his visitors’ book which we did. It contained many hundreds of names from all around the world, which he said made his job that little bit better. At the time the Condensers were fading fast and he had to admit they were not sorry because of the heavy maintenance they incurred but he assured us that two would be preserved. We then had the depot to ourselves for hours, before setting off in mid-afternoon for Noupoort. Mr. Watson had gone by then but left a message asking us to please come again and keep “spreading the word” among enthusiasts.

Roger’s first photo that I selected from his 1976 visit was of three Museum engines – on the left – 6A 454 and on the right 6J 641 (still having a chat!) and in the background, the famous Western Cape greyhound – class 5R 781. Engine 781 was well-known in the 1950s/60s for working the so-called ‘Strand Expresses’ – the trains conveying business people in the morning from the coastal town known as ‘The Strand’ into Cape Town city, 5 days-a-week and never running late! She would also take them home after work.

No.18. In this shot, we see class 25 No.3504 looking rather grubby behind 15A 1970 ‘Milly’ and a 12AR on the right.

No.19. Roger moved down to ground level to get this fine portrait of 15A No.1970 ‘Milly’.

No.20. This is the first and unfortunate conversion from a condensing 25, to a ‘Worshond’ non-condensing 25NC No.3468. I say ‘unfortunate’ because this original conversion retained the vertical back-plate of a condensing tender – making it look ugly and even adding wind-drag to the engine at speed. Fortunately, this form of conversion was abandoned for all the remaining conversions and this tender was also modified – removing the unsightly back-plate! “Karin’ didn’t look very pretty in this form – fortunately it didn’t last too long!

No.21. Roger photographed two 25NCs going on duty from the Shed – one ‘Worshond’ and one regular NC. The little Garratt stored on the right was also earmarked for the planned Museum – NGG 11 No.54.

No.22. A general scene at De Aar with several 25NCs being prepared for duty. From the left: 3468 ‘Karin’, 3483 ‘Monalisa’, ‘Frieda’ (inside Shed), 3434 ‘Corry’, 3499 ‘Hester’ – as Roger puts it – ‘Five for the price of one’!!

No.23. Class 25NC No.3499 ‘Hester’ was seen a little later at the blowdown chimney before going out on duty.

No.24. In this 1976 shot, Roger photographed 12AR 1544 on the coalstage ramp with empty DZ wagons ready to be brought down and 25NC 3481 ‘Alma’ minus a set of coupled wheels and side-rods – obviously in for repairs.

No.25. Roger also photographed 12AR 1544 pushing two DZ and two B-bogie coal wagons up the coalstage ramp. Editor:The sound effects must have been pretty good!

Tony (Ashcat) Marsden:

No.1. There was always, in my opinion, a different atmosphere in steam depots at night. To me, it was magical as smoke and steam swirled in the limited light. On the very first night of 1974, I was at De Aar depot to experience that magic. Beside the administration buildings at the front of the depot were the preparation roads. At left, two condensers await their next turns, whilst 25NC 3403 ‘Joyce’ does likewise. At right two shunt locos, rest until day shift begins. The closest loco is 1537 ‘Sarie’. 1 January 1974.

No.2. At the rear of the depot, locos had fires cleaned and took water prior to their next duty turns. On the left, one condenser has the ashpan slides open with the glow of the fire reflected in the pit whilst another takes water. 25NC 3406 rests on the right of the picture. 1 January 1974.

No.3. Day has dawned on 2 January 1974 at the prep roads. At left, 25 condenser 3537 takes water prior to heading south to Beaufort West. In the next road 25NC 3407 ‘Louise’ is being readied to head north to Kimberley. Beside her, 3409 ‘Charlotte’ is given a thorough clean by shed staff before also heading north. Alec Watson named most if not all the engines under his control, including people special to him. I’m sure we shall see a shot of a loco 3414 Carol, named after author Les’ lovely wife somewhere in this chapter. It’s obviously a quiet day in the holiday period as the two shunt engines are still at rest on the far right. The closest loco is 12AR 1537 ‘Sarie’.

No.4. 25NCs 3428 ‘Ezette’ and 3426 ‘Trixie’ have been coaled ready for their next duties. They sit at the back of the shed near the fire irons storage rack at the right of the frame. 2 January 1974. Peter Odell adds: The 2 locos shown coaled appear to have just come out of washout. They are standing in front of the washout shed.

No.5. One of four 15ARs allocated to the depot was 2100 ‘Prudence’ and on 2 January 1974 she is on coal stage duty. The immaculate appearance of the loco was not just a ‘one off’. Alec Watson made sure all his shunt locos were clean but 2100 was supershine as was 15A 1970 – the famous ‘Milly’.

No.6. 3416 ‘R.D. Blackwell’ brews up whilst 2100 ‘Prudence’ shunts the coal stage.

2 January 1974

No.7. The imposing length of a condenser tender is shown here. It is about 80 feet of the total loco length of 107’ 6”. 2 January 1974. Editor: This poor old girl is looking rather weather-beaten!

No.8. Framed by 3 museum locos, a 25NC heads for the yard to take tonnage north to Kimberley. Alec Watson and his shed staff admirably kept the museum locos in pristine condition. 2 January 1974. Just putting its nose into the photo on the left is 5B No.723, in the background is GDA 2259 and on the right – class 6A 462.

No.9. In the depot’s repair bays, museum loco Class 5R 781 is being prepared for preservation to Alec Watson’s usual impeccable standard as a 25 class receives fitters' attention on the right. 1 January 1974.

No.10. A class 12A on the left and a 14R No.1911, unusually paired with a type MY tender off a class 24, are being readied for shunt duties. 22 January 1980.

No.11. A busy time on the prep roads as no less than six locos are being readied for both mainline and shunt duties. 25NCs 3512 ‘Elise’, 3517 ‘Janice’ and 3426 ‘Trixie’ and 3452 ‘Maria’ (behind Trixie) stand beside two shunt engines – the one with the torpedo tender is 14R 1911. 22 January 1980.

No.12. 3426 has moved off shed and her place is taken by 3452 'Maria' on the right. 'Maria' has the new stylized Spoornet emblem on her smoke deflector plates which in my opinion, are not as attractive as the 'wing-style' nameplates attached to some engines. The driver of engine 1911, class 14R on the middle road, appears to be making an adjustment to the steam-reverse gear. Peter Odell: The driver looks like late Willem Gresse.

No.13. The back of the shed plays host to five ex-condensers, now 25NCs with ‘Worshond’ [sausage dog] tenders. 22 January 1980.

No.14. 1928 Henschel-built 12A 1533 with her Belpaire boiler, sits near the coal storage road with the rare sight of a fire iron lying on the ground. These irons were treasured and usually never left off a loco. 22 January 1980. At one stage, all but one of SAR’s Belpaire-boilered locos were allocated to De Aar. Alec Watson loved them, which is not surprising, seeing that he was brought-up as a young chap in Germiston – the original home of these fine engines.

No.15. 25NC 4377 ‘Christine’ - perhaps named after Dusty Durrant’s wife – accompanies 12A 1533 near the coal stage. 22 January 1980.

No.16. A 'SAR-Travel Steam Safari’ train is ready to be hauled north to Kimberley by the only working condenser 3511 ‘Frieda’ on the extreme left-hand prep road. 25NC 3436 ‘Anne’ is also being prepared beside another NC and a 12A on the right. 20 February 1980.

No.17. Driver Faan Willers (in white shirt) walks past 3511’s smoke deflector as the shed staff busy themselves, preparing the loco whilst 3465 is blocking the exit for outgoing locos [like 3511] so is almost certainly moving being pushed to or pulled from positioning in the washout shed. 20 February 1980.

No.18. Fireman Peter ‘Bedford’ Odell fills 3511’s 4400 gallon tender as shed staff continue to clean the loco. 20 February 1980.

No.19. A close-up look at the intricate work that has gone into producing the South African National crest made from brass which adorns the smokebox door of 3511. 20 February 1980. Note: The National crest of South Africa was changed after 1994. Peter Odell adds: Driver Faan Willers always told me the crest came from his firing on the 1947 Royal Train. Only have his word for that. But he kept it as his personal property and put it on the smokebox on suitable railtours. No idea what happened to it.

No.20. Worshond 25NC 3452 ‘Maria’ rests after bringing the 'Steam Safari' from Beaufort West earlier in the morning in what was an enthralling performance of enginemanship. Eugene Armer and I forwent sleep to listen to the stack talk which was pretty good to Kromrivier where there was a water stop. We detrained and complimented the young driver who was only in his early 20’s on the superb sound. To our surprise he did not look happy and replied “Oh that was not me. It was the old Loco Inspector who pulled rank - "just wait till I take over from here.” How right he was - making the previous leg seem positively tame! The machine gun exhaust was unbelievably loud and totally unrelenting. The young man sure knew his craft perfectly – as did his fireman to keep the steam and water necessary for such an unforgettable sparkling performance which Eugene and I vividly remember some 42 years later. Driver 1, Loco Inspector 0!! 20 February 1980. Editor's comment: "early 20's" seems a bit young for a passenger driver on the old SAR?

no.21. Another supershine 12A propels more black diamonds onto the coal stage. 20 February 1980.

Dennis Moore:

No.1. 25NC 3467 is depicted in wonderful late afternoon light at the Loco Depot at De Aar. The occasion was the second of two days operation of a specially arranged return revenue earning freight assignment on the line. [21^st June 1996]

Late Dave Rodgers:

No.1. Class 25NC ‘Mildred’ basks in low light with the shadows of the coalstage draping her flanks in De Aar in 1975.

No.2. Two veteran engines earmarked for the planned major Railway Museum (in the 1970s) were these two old-timers – classes 6A 454 and 6J 641 stored at De Aar, having a chat with each other! Loco Foreman Alec Watson, out of his own volition, cosmetically restored the engines and had them on display in his Depot in 1975.

No.3. In this shot by Dave, we see 14R no.1911 up the ramp on the coalstage, placing a few wagons of coal and two unidentified 25NCs that have just had their bunkers filled with coal – also 1975.

No.4. Dave got in closer to get this great shot of 14R 1911 on the coalstage ramp. At this stage, she did not have the torpedo-tender attached from a class 24.

No.5. Another museum veteran ready for the future Museum in 1975 – Class 6A no.462 with the missionary coach tacked on to her tender. In earlier times, the SAR organised rail transport to rural areas for missionaries to go about their ecclesiastical duties in the ‘platteland’ (out-lying stations) and this little coach was typical of the type of private saloon made available for their travels. Alec Watson provided 462 with her copper-capped chimney.

No.6. In the 1970s, Dave Rodgers and his British tour-group visited South Africa on several occasions and these visits included De Aar. In this shot, we see two class 25 condensers being prepared for the road – both engines were not identified.

No.7. Dave’s photo of a rather decrepit-looking ‘Karolyn’ – 25NC 3487 taken in 1986 provided evidence that steam traction was coming to an end on the SAR in regular service. Not a pretty sight!

No.8. In this shot at the ash-pits in 1986, Dave photographed class 16E No.858 looking a lot better than the engine in the previous photo or the 25NC behind 858’s tender. The reason for this is quite simple – 858 was another locomotive earmarked for the planned Museum that was still to come. Sadly, it never came as planned but that is another long story not practical to be aired here.

John Hunt:

No.1. John Hunt visited De Aar Loco Depot on 2.7.76 and he took a few night shots like this one showing 14R No.1911 ‘Aida’ and class 25 No.3501 named ‘Maria’ at the coalstage.

No.2. Another night shot shows 12A 1547 ‘Stephanie’ on an adjacent road near the coalstage. 2.7.76.

No.3. In July 1979, John was back in De Aar and took this photo of 25NCs lined up, waiting quietly for their next turn of duty.

Richard Niven:

No.1. Richard’s segment is largely a tribute to the Late John Gilberthorpe who spent many years in South Africa, firing and driving SAR locomotives.

Late John Gilberthorpe took this photo of class 15E No.2878 at De Aar in 1974 which was reserved for the Museum. Alec had already restored her to near original condition with handrails in place of the later smoke deflectors. This particular 15E was selected for preservation because it had a rather privileged position when still brand new at the Henschel Works in Germany in 1936. It was placed at the top of the erecting shop and garlanded with flowers to celebrate the fact that she was the 23,000^th engine built by Henschel and at the same time, to celebrate the marriage between a Henschel son and a Siemens daughter at the Works.

No.2. Richard took this photo of two ‘Worshond’ 25NCs at the coalstage in De Aar in June 1982.

No.3. This photo of ‘Worshond’ 25NC 3488 ‘Enchantress’ at the De Aar ash-pits was captured by Phil Braithwaite in 1991. Submitted by Richard Niven.

No.4. This shot from Richard’s Collection, shows himself on the left with his driver – John Gilberthorpe posing next to their steed ‘Enchantress’ – 25NC 3488 in July 1991 at De Aar.

No.5. Another shot of John Gilberthorpe at De Aar in 1991 servicing his 25NC. Sadly, John is no longer with us, having passed away in the UK.

Robert Kingsford-Smith (Rags):

Trevor Ermel:

No.1. Trevor visited De Aar Loco Depot on 25 August 1976 and again on the following day – 26 August. He took several fine photos including this shot of 25NC 3512 ‘Anne-Marie’ picking up her reflection in the water lying in the track ahead of the engine.

No.2. Class 25NC No. 3426 ‘Delise’ beside the coaling stage looking rather grubby!

No.3. Class 14R No. 1911 propels another load of coal up to the coaling stage on 25^th August 1976, as Class 25NC No. 3502 ‘Elize’ stands below.

No.4. Trevor writes: The first of the Class 25 rebuilds, No. 3468 ‘Karin’ at De Aar on 25^th August 1976, showing the unique style of tender as first fitted. Editor: See my comments on this engine in Johannes Haarhoff’s and Roger Griffiths’ segments. Trevor’s excellent photograph clearly shows the original conversion that retained the vertical back-plate of the condensing tender.

No.5. Class 25NC No. 3528 ‘Valerie’ with No. 3499 ‘Hester’ on the right on 25^th August 1976. Editor: The fireman on Valerie was obviously using his spray-pipe to clean the footplate – note the stream of hot water spraying out of the cab.

No.6. An unidentified class 25 Condenser alongside the ash pits on 25^th August 1976. Editor: Note how Trevor captured the engine’s reflection again in the ash-pit water!

No.7. Ash disposal with a pair of Class 25NCs beyond on 25^th August 1976.

Warwick Falconer:

No.1. Warwick Falconer provided his own captions to his photos.

I have precious little taken at De Aar, the shed closed to allocated steam in 1989 when I was only 14, all line working being return runs from Beaconsfield after that happened. This was taken in December 1988 showing 25NCs 3427 at the north end of the main running shed with 3431 behind.

Editor: Not bad photography for a 14 year-old!

No.2. 25NC no. 3455 riding the coal stage at De Aar on 16 December 1988.

No.3. The ash pits at De Aar loco were adjacent to the coal stage at the south end of the depot. Another shot from December 1988 of 25NCs 3522 on the right and 3431 on the left, I cannot remember the number of the engine between them.

No.4. My earliest recollection of SAR steam was at this very spot in April 1981 aged 6. My dad took me between the lines of simmering 25NCs, it was a cold dark day, it's fair to say I was petrified! This view of the north end of the running shed was taken on 29 December 1988.

No.5. By the end of 1990 De Aar shed was only being used to turn and service locos working south from Kimberley. After hauling train 5534 from Beaconsfield class 25NC no. 3496 is having her fire cleaned at the ash pit within De Aar depot. At 15h40 she returned north on train 2447. Editor: This very engine, back in 1969, as an original condensing class 25, worked the special steam-hauled Blue Train from Beaufort West to Touws River and again on the return over the same section. She won the prize for the most beautifully cleaned engine of all the locos used on the trip between Johannesburg and Cape Town. This left a slightly bitter taste in the mouth because 3496 had been put through the Workshops at Salt River to get her into a magnificent condition – even some of the parts of the condensing tender were chrome-plated. In contrast, all the other engines used on the trip, were cleaned with elbow grease in their home Sheds – hence the justified dissatisfaction in some quarters.

Dick Manton:

No.1. Original 15A 1970 ‘Milly’, a long time De Aar Prestige loco, sits in the sunshine between shunting duties In April 1975. The loco was subsequently given a full overhaul and used on mainline railtours in the 1990’s.

No.2. 12A 1547 ‘Stephanie’, another of the immaculate De Aar shunt locos, is seen alongside the coal stage in July 1976.

No.3. Next in line was Class 25 3452 ‘Maria’ which was one of the first Condensers to be rebuilt. The conversion work was undertaken at De Aar with a different design to subsequent conversions and retained the shape of the original condensing tender, which many considered more attractive. However, the tender was subsequently converted to the new standard at the next overhaul.

No.4. Class 14R 1911 ‘Aida’ another immaculate De-Aar shunt loco is seen together with Classes 12A and 25NC alongside the coal stage in July 1976.

No.5. Class 12A 1528, another of the shunt locos, was for a time painted green and is seen here being cleaned in 1977.

No.6. Class NGG11 No. 54, one of two 2’ foot gauge preserved locos at De Aar (along with NG4 16) is seen glinting in the sunshine contrasting with a dirty converted condenser working off shed, circa 1979. The large building in the background was the De Aar Loco Depot Apprentice School - where young men were trained to become locomotive fitters.

No.7. The immaculate lines of preserved Class 5B 723 are shown off to good effect in late afternoon light in 1979. Looking in on the right is class 6A No.462.

No.8. Class 6A 462 another of the preserved locos is seen in June 1979 together with a preserved (missionary coach).

No.9. Another of the 12A shunt locos, 2123 is certainly not immaculate but looked good in the late afternoon light, in 1979. Peter Odell says: This shot was taken in the “Yard” not “loco depot” Looks like Link2.

No.10. Converted condenser 3473 ‘Johanna’, and original 25NC’s 3425 ‘Victoria’ and 3427 ‘Ina’ look ready to depart after servicing and cleaning, June 1979.

No.11. A brace of original Class 25NC’s 3426/3427 sit alongside one another waiting for the off with two further 25NC’s behind.

No.12. The cleaning crew look ready to go home after their work is complete on 3473 and 3427.

No.13. Converted condenser 3497 ‘Ethel’ is reflected in the ash pits. Editor: Lovely reflection shot, Dick!

No.14. A view of the departure roads with 4x 25NC’s waiting to depart, 1979.

No.15. By March 1982 engine 3511 ‘Frieda’ was the last operational condenser still working and it is seen here being cleaned prior to returning to Kimberley on the afternoon stopper.

No.16. Dave Fleming was in company with Dick Manton when this photo was taken and Dave provided the details:

On 13th March 1982 Dick Manton and I drove from Johannesburg to Belmont via Koffiefontein because we had been told that Class 6A no.462 was due to be filming on the Belmont to Douglas branch, but on arrival at Belmont we had missed the action, so we slowly made our way to De Aar because we knew that the Red Devil had been requested by The Reef Branch of RSSA to work the daily passenger to De Aar with two additional carriages for the members and for the last condenser, no.3511 to work the return from De Aar with the wonderful Faan Willers at the regulator. The following day, we visited De Aar Shed and I photographed class 6A no.462 standing alongside the shed offices resting quietly after its efforts being filmed on The Douglas Branch. What the film production was, we never found out.

No.17. After earlier working into De Aar on a freight 3466 ‘Vanessa’ has been turned and serviced in quick time and is ready to work back to Kimberley, March 1982. The immaculate ‘Frieda’ is still getting attention on the left.

No.18. In this shot, the Class 26 Red Devil 3450, is added to the line-up. She was booked to work back to Kimberley on a freight ahead of the stopping passenger.

No.19. As was standard practice when leaving the depot, 25NC 3437 ‘Trudie’ is seen blowing down the boiler into the purpose-built blowdown towers which deflect the discharge safely upwards.

No.20. Both this photo and the next one, by Allen Jorgensen, show 25NC 3436 which had been specially prepared by De Aar Depot, to work what was at the time in July 1984, planned to be the last steam run of the Orange Express.

No.21. Here is Allen’s photo of 25NC 3436 at the blowdown towers, ready to go on duty – hauling the north-bound Orange Express.

Dave Fleming:

No.1. Standing over the ash pits on the 13^th of October 1970, was condenser no.3526 and bulled-up and decorated non-condenser no.3427.

No.2. On the 25^th of April 1979, class 25NC no.3452 Maria was seen, running round to the front of the shed past 25NCs 3455 Kerry Anne and 3517 Janice, before taking her place at the front of the shed for final preparations including decorating the smokebox before taking out a northbound train. Editor: Engine 3452 was one of the original conversions to a non-condenser.

No.3. This was one of my final shots on what was my last trip to the steam Mecca at De Aar in March 1982. The Red Devil had arrived at De Aar with the stopper from Kimberley and is running round on shed passing class 25 no.3511 and 25NC 3466 Vanessa both being readied for the road.

No.4. On 13th March 1982 Dick Manton and I drove from Johannesburg to Belmont via Koffiefontein because we had been told that Class 6A no.462 was due to be filming on the Belmont to Douglas branch, but on arrival at Belmont we had missed the action, so we slowly made our way to De Aar because we knew that the Red Devil had been requested by The Reef Branch of RSSA to work the daily passenger to De Aar with two additional carriages for the members and for the last condenser, no.3511 to work the return from De Aar with the wonderful Faan Willers at the regulator. The following day, we visited De Aar Shed and I photographed class 6A no.462 standing alongside the shed offices resting quietly after its efforts being filmed on The Douglas Branch. What the film production was, we never found out.

Editor: This is Dave's B&W version of Dick Manton's colour photo no.16.

No.5. Resting quietly near the coalstage on the 14^th of March 1982, was class 12A no.1539, GMAM no.4112 and a Worshond 25NC – the latter engine not identified.

No.6. At the front of the shed at the blow-downs class 14R no.1911 with a tender from a class 24, presumably withdrawn, faces no.3452 Maria waiting to come off shed to work a northbound train.

No.7. On the same visit, we found this dirty class 12A no.2117 standing quietly on one of the roads adjacent to the coal stage.

No.8. Class 25NC no.3493 over the ash-pits at De Aar – also on 14.3.82.

No.9. Driver Faan Willers is talking to one of the inspectors as class 25 no.3511 Frieda sits gleaming in the sun ready to take out the overloaded north-bound passenger train, with Faan pulling out all the stops with a train that was two carriages overloaded. He told us that he had refused an assistant locomotive as he didn't wish to disappoint the RSSA Reef Branch members who were returning to Johannesburg on the train. This engine was the last working example of the condensing class 25.

No.10. Faan Willers is seen putting the final touches to his beautifully prepared class 25 no.3511 Frieda.

DRISA - Johannes Haarhoff:

Eugene Armer:

No.1. 30th March 1975

The dieselisation of the Cape main line between Beaufort West and De Aar saw the class 25 Condensers being transferred north to work De Aar - Kimberley. On 30th March 1975, numbers 3528 and 3536 stand at the head of the ready lines at De Aar, awaiting their next trips on the Steel Kyalami to Kimberley.

No.2. 20th February 1980

In its usual immaculate condition, class 12A no.1547 "Hendrina" shunts the coalstage at De Aar. In the foreground, former ISCOR diesel locomotive YSV.01 (GE U26C) is sidelined with accident damage, its cab covered in one of the ubiquitous SAR tarpaulins that were so often seen on goods trains around the country. The details of the accident are not known. These locomotives were originally supplied to ISCOR for the Sishen - Saldanha iron ore line, but were taken into SAR service in 1978, becoming SAR class 34-500. 20th February 1980.

No.3. 20th February 1980

On a beautiful summer morning, class 25 3511 "Frieda" stands on the ready tracks at De Aar shed, its tender being topped up with water, while two shed workers do some last-minute polishing before it moves off shed to De Aar station to work a SARTravel "Steam Safari" tour train to Kimberley. 20th February 1980. The fireman on the tender is Peter Odell and his driver was Faan Willers on this occasion.

No.4. 10th October 1980

With their shunting duties for the day completed, class 12A's 1533, 1521 and 1528 rest on shed at De Aar on the evening of the 10th of October 1980. The 10th of October was the Kruger Day public holiday and the crews would have earned double pay for working on this day.

No.5. 10th October 1980

Dancing with fire.... the driver's oil lamp creates a garland of light around class 25NC 3437 "Trudie", as he does the final checks on his loco in preparation for a night run on the Steel Kyalami, north to Kimberley. Friday, 10th October 1980.

No.6. 28th August 1982

On a cool winter morning, columns of steam rise from the stacks of the blow-down tunnels at De Aar shed as converted class 25NC 3493 "Marietjie" is followed closely by sister engine 3512 "Ilse", the pair heading out to work a double-headed goods train to Kimberley. 28th August 1982.

No.7. 20th February 1980

Three of the SAR class 34-000 diesels (GE type U26C) painted blue and dedicated to Blue Train service between Kimberley, De Aar and Beaufort West, stand parked in a siding at De Aar shed between their luxury train duties. The locomotives are 34-055, 34-054, 34-058 and the date 20th February 1980.

No.8. 10th October 1980

While doing some night photography at De Aar shed on Friday, 10th October 1980, I took the opportunity to include a shot of class 33 diesel 33-016 (GE type U20C), awaiting its next turn of duty on the line from De Aar to Upington and South West Africa. Although these stalwarts are now completely withdrawn from SAR / Transnet service, members of the class continue to form the backbone of the TransNamib fleet in Namibia. Editor: See Roger Perry’s photo of this same loco in Namibian livery.

No.9. 11th October 1980

Captured on film at De Aar shed on 11th October 1980 is this roster shot of freshly out-shopped class 32-200 diesel, number 32-202, waiting to be returned to South West Africa after overhaul. Only ten of these locomotives were built by GE for the SAR in 1966 (GE type U20C1), being the low-nose version of the high-nose class 32 and also having the 1-Co-Co-1 wheel arrangement. John Middleton has advised that this particular unit was eventually sold to PPC Lime and is in service with them at Saldanha Bay, while four of the class still remain in service with TransNamib on shunting duties in Namibia.

No.10. On the 10th February 1974 I visited De Aar depot and found newly converted class 25 no.3452 "Maria" on shed, sporting its original condensor tender with the condensing equipment removed and fitted with solid side panels. A view of 25NC 3452 from the rear, clearly showing the retention of the original condensing tender, but with the steel mesh side replaced with solid side panels.

No.11. Class 25NC 3416 "R.A. Blackwell" standing alongside the De Aar coalstage, while being prepared for its next trip northwards to Kimberley. 10th February 1974. Charlie Lewis advises that: 'RA Blackwell was an extremely good Locomotive Superintendent of the Cape Western System and was Alec Watson’s boss when he was Assistant Loco Foreman at Paarden Eiland. They got on well because they both loved steam which is probably why Alec named an engine after him.

Blackwell, son of the Judge President of the Cape Province, was a modest man who kept a low profile but he played a big (and unacknowledged) role in the eventual success of the condensers. I met him just when the Touws River - Beaufort West electrification was nearing completion.'

No.12. Photographed at De Aar on 10th February 1974, minus its condensing tender, class 25 no.3511 has seemingly been put out to pasture, sitting at the end of this siding and backed into a tree! Despite its forlorn appearance here, the loco was put back into service and in later years became very well known in the railfan community as "Frieda", the last operating member of its class, working numerous special tour trains, including the "Steam Safari" trains operated by SARTravel.

Editor: Compare this photo of 3511 with photos presented earlier in this chapter.

No.13. While looking for the pics of 3452 I came across this shot of 5R 781 in the shops at De Aar, also taken on 10th Feb 1974. Editor: Engine 781 was in the 15M Shop for cosmetic restoration by Alec Watson as an important addition to the Museum's National Collection being stored at De Aar, pending the opening of the planned large National Museum.

No.14. One of De Aar's fleet of beautifully maintained shunting locomotives, class 15AR 2100 "Prudence" poses for the camera along with its crew on 10th February 1974. Sadly, my notes from this visit do not include the names of the crew. Peter Odell adds: Driver looks like “Swart” known as Blackie, cannot recall his first name. Editor: Most 'Swarts' carried the nickname - 'Blackie'.

No.15. Coupled nose-to-tail "elephant-style", a pair of class 33-000 (GE type U20C) diesels are heading out of the De Aar shed area towards the yards, most likely to pick up a load for the line to Upington and South West Africa. The loco's are 33-014 and 33-021. 10th February 1974.

No.1. The first of two photos taken by Roger Perry at De Aar, shows several diesels in the Diesel Depot taking a break from duty. The two on the left are class 34s in standard SATS livery – then one diesel in the special Blue Train livery and finally, nearest the camera, an ex-ISCOR class 34 which had been taken over by SATS and became the class 34-500.

Late Dave Parsons:

No.1. Unfortunately, Late Dave didn’t leave any records of his photography, so I have taken on the task of providing the captions to his photos.

Dave Parsons visited De Aar Loco Depot on Tuesday 30 May 1978 and he took this photo of a rather dusty 25NC and the preserved class 16E No.858 – named after her designer – Allan G. Watson. This was a prologue to a very special event that was going to take place later in the day. See the next photo.

No.2. Alec Watson had organised for the north-bound Drakensberg Express coming up from Cape Town to be worked north to Kimberley by a famous pair of Allan G. Watson engines – 16E No.858 and 15E No.2878 – both earmarked for the Museum. This is Dave’s photo of the pair leaving the Depot to go on duty.

No.3. Dave was also a good friend of Loco Foreman Alec Watson at De Aar and he was visiting Alec’s Depot in August 1972 at the same time as Mike Wright, when class 25NC 3414 was specially prepared and booked to work the last north-bound run of the old Blue Train from De Aar up to Kimberley. Dave took this photo of Alec in front of 3414’s smokebox, with her regular Driver J.S. Harmse on the left and fireman M.S. van Wyk on the right.

No.4. Dave’s next photo was of 25NC 3414 and 16E 858 specially posed for his camera and Mike’s!

No.5. Dave wanted another close-up of 3414 carrying the old Blue Train headboard and Alec obliged.

No.6. The great man himself in the cab of 858 – two Watsons and both memorable men.

No.7. Dave also photographed a 25NC at the blowdown towers – a recognised essential shot for visiting photographers. He managed to capture another 25NC in the background alongside the Shed office block.

No.9. Another fine Parsons photo shows two class 25 condensers arriving at the Depot in De Aar.

10. In similar fashion to Mike Wright, Dave also decided to take a ¾ broadside view of 3414 complete with her Blue Train headboard. She was booked to depart De Aar at 2.10 am and arrived in Kimberley – right time at 5.49 am on August 31, 1972.

Late Alice Pivnic:

No.1. In September 1975, the Pivnic Family visited Alec Watson in his Depot at De Aar and my Late daughter Alice, took a few photos of some of the engines that we saw as we walked around the Depot with Alec. In this shot she managed to include the Museum engine – class 5B no.723 and in the background, the Missionary coach and a Wickham motor trolley which was also being stored on the Museum’s behalf.

No.2. Her next photo was very special – it was De Aar’s conversion of a 25 condenser, to a class 25NC – No.3452 named ‘Maria’. This conversion looked far better with the full box-shape tender retained, minus the condensing equipment. I was walking around with a movie camera but fortunately, my daughter came to my rescue!

No.3. Alice’s next assignment was a photo of Alec’s pet – 15A No.1970 – looking absolutely splendid!

Les Pivnic:

No.1. The 6^th of September 1970, was a red-letter day for the Pivnic Family. Alec Watson at De Aar was busy providing female names for all his engines in the Depot and he indicated to us that he was naming 25NC 3414, ‘Carol’ after my wife. Engine 3414 had just returned from a ‘Heavy Repair’ at Salt River Shops and it was his intention to allocate a regular crew to this engine who would then wholeheartedly start polishing her, to make her a prestige engine in the Depot. In this photo taken on the naming day, we have Mr.van Tonder, Alec Watson and Carol on the front buffer beam of the engine.

No.2. Carol was really chuffed to sit on the Driver’s seat of ‘her’ locomotive!

No.3. This is another great man from the good old days of the SAR.

Mr. C.H.McLean was on pension when I took this photo in 1970. He was a Senior Special Grade Driver at Braamfontein Loco Depot in Johannesburg and he knew class 15A No.1970 very well from those days when she was a ‘Braamfontein engine’ – this is obviously before her transfer to De Aar.