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SOUL OF A RAILWAY: CAPE NORTHERN SYSTEM PART 3
BEACONSFIELD LOCO 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 and Bruno Martin.
My grateful thanks to our resident cartographer, Bruno Martin for his detailed map of the Loco Depot at Beaconsfield.
INTRODUCTION
The opening of the new System Office in Kimberley in January 1939 provided an opportunity for the General Manager, Mr. T. H. Watermeyer to inspect the new Loco Depot at Beaconsfield as well as the new Road Motor Workshops. The provision of these major new railway facilities was marked as an important event in the railway history of Kimberley. The SAR & H Magazine for January 1939 featured the event with an extended article. In the opening statement below, there is reference to the dignitaries visiting the new Loco Depot during their visit to officially open the new System Manager’s Office.
Beaconsfield Loco was immediately recognised as a major Depot on the Cape Main Line and apart from the engines stabled there, the Shed also serviced locomotives on turn-around from other Depots like Klerksdorp to the north, De Aar to the south and Bloemfontein to the east.
This Depot was “home shed” to several locomotive types including classes 23, 19D and several veteran types over the years. The year 1964 witnessed the introduction of electric traction from Johannesburg to Kimberley and as a result of this, limited accommodation was provided in the Steam Depot to house electric locomotives as well.
In the latter years of the Shed’s life in the 1980s, it provided a home for the celebrated class 26, “L.D.Porta” also known as the “Red Devil”.
ACKNOWLEDGEMENTS
My grateful thanks to the following photographers who provided photos for this chapter and they are, in no particular order:
Tony Ashcat Marsden, Charlie Lewis, David Fleming, Dick Manton, Warwick Falconer, Graeme Hind, Roger Griffiths, Richard Niven, Trevor Ermel, Yolanda Meyer for Transnet Heritage Library, Dennis Moore and Les Pivnic.
Special thanks to Johannes Haarhoff for his assistance with extracts from the SAR & H Magazine held in DRISA.
1. Dick Manton’s photo of the entrance to Beaconsfield Loco Depot was taken in 1979, by which time, electric traction was already sharing the Depot facilities. Dick adds: One of the dual-language decorative signs placed at the entrance to a number of Loco Depots in South Africa. Electric locos can be seen stabled on the roads immediately inside the entrance with the steam shed beyond.
2. Going back to 1939 and joining the Departmental photographer, we see what a wonderful array of steam power was on-shed on this day. In the foreground was 16E 859 then just four years old, with four brand new 23s on the adjoining roads. The 16E was on the verge of being transferred to Bloemfontein where she and her 5 sisters would spend the rest of their working lives.
3. On the same visit, the next shot shows a slightly different group of engines with 16E 859 still prominent in the foreground. Three 23s and a 19D make up the background with one of the 23s facing south, obviously rostered to work a train down to De Aar.
4. In his third photo our photographer climbed on top of 859’s boiler to get the line-up of four 23s – all looking splendid as they should have considering that they were newly delivered from the builders in Germany in 1938/39. With the outbreak of WW2 imminent the SAR and CME W.A.J. Day, their designer, hastily increased the order for the class 23s from the original 20 to 136! The last engines of this order must have been put ashore in Cape Town just as War was breaking out in Europe!
The 23s looked right because they were right. An extraordinarily successful design, the entire class would give more than 35 years of main-line service, eventually only curtailed by the arrival in bulk of diesels from 1971 onwards.
5. In October 1962 Beaconsfield shed was was home to 33 class 23s, 19 class 25NCs and 24 condensers, the latter recently from Touws River which, as a result of the electrification to Beaufort West, had been downgraded from a main-line depot at the end of 1961.
Upon their arrival at Beaconsfield early in 1961 the condensers practically took over the Postmasburg branch (which had chronic loco water problems) from the 23s and this continued until they too were bumped off the heavy ore traffic by electrification in March 1967.
6. A parade of one of SAR's finest locomotive types at Beaconsfield in December 1968. When this photo was taken, the class 11s of Beaconsfield were no longer entrusted with road work. This was after more than 60 year's service so no shame in that. Until the Postmasburg branch had been energised eighteen months previously their last regular non-shunting assignments had been ore shuttles from the various mine sidings into Postmasburg for assembling into block loads. Also present is an 8th class and what looks like a 15F.
7. When I visited Beaconsfield Loco in 1967, I took this portrait of 25NC No.3450 and naturally, I had no way of knowing that she would become the famous Red Devil, 15 years later, in 1982.
8. SAR's biggest shunters (the Yanks called them 'switchers') were the S1s. Outstanding engines, the first 5 consigned to the CN System arrived at Beaconsfield in 1954. Soon after De Aar got three and Klerksdorp two and thus it remained until our records ran out in 1974.
9. The running shed had 12 through roads plus three 15M bays. The line-up could be impressive in the early morning.
10. On 7th September 1970, I visited Beaconsfield Loco and found 25NCs “Pietermaritzburg” and “Estelle” ready to go on duty. Unfortunately, I omitted taking their respective engine numbers.
11. “Pietermaritzburg” was very well-groomed and demanded another photo before she set sail to couple onto her load. A class 23 can be seen in the background.
12. Classes from left to right: 6E1; 25NC and 25 condenser.
12. This pair also provided a nice photo: 25NC 3440 and 6E 153. Road 1 was electrified to accommodate the electric units.
13. The late Don Baker noticed where Beaconsfield shed staff stored the name-train drumheads, which made this interesting photo c 1968
14. Beaconsfield's large (1200-ton capacity) coal bunkers re-victualling a 23 and a condenser c 1968
15. Regular passenger-link 25NC 3442, being prepared for a southbound working of SAR's finest: No 2-up Blue Train, in December 1970.
No. 16
17. In 1972, the era of the 16E Pacifics, in service for 37 years, was coming to an end. To celebrate 33 years of the 37 in service to the OFS Capital, 16E 857 “Ann Smith – Bloemfontein Queen” was chosen to haul the 3-times weekly passenger return working to Kimberley on 16th December 1972. Three years later, in 1975 she was mounted on a plinth outside the main station building in Bloemfontein as a tribute to this class of engine that had served the OFS faithfully for 33 years. She is seen in this photo at Beaconsfield, her original home shed, being serviced before her return working to Bloemfontein. She was not destined to remain as a static monument for long. She was later removed and repaired for service on enthusiast specials run by SATS Museum. This special service also didn’t last. The running of enthusiast specials – although well supported by visiting overseas groups – was doomed by the changing political climate.
18. Roger Griffiths took this photo on 19th October, 1973 during a tour of South Africa by a party of British rail enthusiasts. The condenser (the first seen by the visiting group) was No 3511, looking a bit grubby.
19. Trevor Ermel was a member of a British group of rail-enthusiasts which visited South Africa in 1976 to see and photograph SAR locomotives and trains. Trevor takes up the story:
"All my pictures at Beaconsfield were taken on the morning of Monday 23rd August 1976, before our group travelled by minibus to Modder River to do some lineside photography. The impressive Class 25 4-8-4 condensers were the locomotives most of us had travelled to South Africa to see. Here are two of them, although only the one on the left is identifiable as No 3498. This shows the huge tenders and distinctive smokeboxes of these locos, with plenty of smoke as they are being prepared for the day’s work."
20. Trevor’s second photograph of the same pair of engines.
21. In contrast, Class 25NC No 3502 ‘Elize’, one of the rebuilt locos (as evidenced by the cut-down tender) is obeying the bilingual sign we passed near the entrance to the shed.
22. "This is a better view of a rebuilt cut-down tender of a Class 25NC, known to their crews as ‘worshonde’ (sausage dogs) because of their shape!" Editor: These tenders were rebuilt from the original condensing tenders when the locomotives were still classified class 25.
23. Here’s an original Class 25NC with a conventional tender. This is No 3423 ‘Victoria’.
24. A picture showing the dirty side of working with steam locos – shed staff clear away firebox and smokebox ash and char beside No 3502 ‘Elize’.
25. Kimberley was the changeover point between steam and electric traction back then. In this view Class 6E1 electric loco No E1540 provides a contrast with No 3423 ‘Victoria’.
26. Inside the main shed building, with two Class 25NC on view. On the left is No 3537 ‘Jafta 3’, with No 3423 ‘Victoria’ outside.
27. Here’s a front view of No 3537 ‘Jafta 3’, with man and machine both having a breather.
28. "A general view showing examples of Classes 19D, 25 and 25NC". Editor: Thanks for your captions Trevor.
29. Graeme Hind provides details of his photo: "A class 25 condenser tender at the rear of the Beaconsfield 15M shops. For those interested in the technical detail, the large pipe is the exhaust steam return flow to the radiators located in the walls of the tender. The stoker tunnel and screw are visible in the centre, resting on the tender draught box compression spring. When the tender is reunited with the locomotive, both the stoker and the steam pipe will be lifted to allow them to slide into the corresponding places under the cab floor. The front of the tender houses four gauges which indicate oil pressure in the cooling fan drive, feedwater temperature, condensate temperature, and water level in the condensate tank. Whilst the control of the goings on in the tender were largely self-regulating, the four valves and the lever all visible on the face of the tender allow the crew to manually manipulate condensate temperature and water level, and also cooling fan operation if the need arose. Crews on these magnificent locomotives had to be observant, with a total of sixteen gauges, plus boiler gauge glasses and the speedometer to keep their eyes on. Date: 20.6.1977."
30. The huge smokebox-door swung open to allow access to the superheater header, elements and flues as well as the exhaust-driven turbine fan. Beaconsfield loco 1970.
31. Graeme again: "Two 25NCs await their next duties. The curious looking trolley in the foreground is a portable oil tank which shed staff use to top up the large (100 litre) oil tanks supplying the mechanical lubricators fitted to the 25s. These tanks are on the driver’s side on the running board, and one can be seen on the distant loco, partly obscured by the shed upright. 20.6.77"
32. "A long line of Class 25NCs at the southern end of the shed. Most of these are De Aar allocated engines and have been coaled and serviced by the Beaconsfield shed crews whilst the De Aar men take rest at the nearby barracks prior to returning home. 20.6.77"
33. "25 Condenser 3478 shunts recently converted sister 3518, now a 25NC, around the departure roads at Beaconsfield loco. At the time of this photo in 1977, 3478 was one of about 32 remaining class 25s not yet converted to non-condensing, with almost two thirds of the class already operating as 25NCs." Editor: Thanks for this interesting fact, Graeme.
34. "In the 15M shop, a class 25 condenser is undergoing its scheduled 15M intermediate repairs. On the 25 class, the 15M repairs took place about every 30,000 miles (48,000 kilometres). Here, the staff are carefully removing the turbine driven fan for inspection. This fan was the source of major problems when these engines first entered traffic, with fan failure and excessive wear. A change in design and better materials went a long way to solving the problem but the fan continued to be a major maintenance cost issue till the very end. Below the smokebox floor can be seen the exhaust steam driven turbine which drove the fan. It looks like the valve and piston rings are getting replaced also". Editor: another informative caption Graeme but here is an interesting fact: in terms of maintenance cost/kilometer there was only one class on SAR that had a better record - the 25NCs!
35. Dennis Mitchell was standing alongside Graeme when he took this slightly different view of the same activity in the 15M Shop.
36. Dick Manton's 1979 view of the north end of the depot with the sun reflecting off the front ends of both original and rebuilt 25NC's.
37. David Fleming : "The November 1979 visit to Beaconsfield Loco was on a hot day with a thin shield of cloud that took the edge slightly off the sharpness but I did find condenser no 3495 towing class 24 no 3626 at the back of the shed with two 25NCs on the triangle in the background."
38. "At the front of the shed, class 25 condenser 3495 received attention to its headlight alongside a non-condenser. There were various classes ranged at the front of the shed for a broad view."
39. During 1973 when Dave Rodgers made this magnificent portrait, Beaufort West - De Aar was in the process of dieselisation and the former's allocation of 60 condensing 25s was being transferred to the Cape Northern's sheds at De Aar and Beaconsfield. Soon after, the programme of de-condensing (if that's the right word) the 25s began.
40. On the same day, Dave found a host of condensers at the southern end of the shed facing the right way for southbound assignments. The non-condenser in between was already carrying the headboard for that evening's Trans Karoo express.
41. A slightly less tidy view of the north end of the depot in January 1980, with locos being prepared including rebuilt 3484 in the centre.
42. The front end of a 25NC having the smokebox cleaned out probably in preparation for a washout. January 1980.
43. At the south end of the depot in 1980: 25NC 3442 carrying 'City of East London/ Oos London' nameplates on the smoke deflectors and 'Fly Bettie' on the smokebox. A 12AR and 12R can be seen in the background. January 1980.
44. Also in January 1980, 25NC 3445 then named JL Steenkamp after a previous Locomotive Superintendent at Kimberley was being shined up for that day's Orange Express to Cape Town.
45. Tidying up, January 1980. The best thing for morale, motivation and team spirit was keeping the place clean, but it took a lot of labour.
Bean counters, with their accountancy and MBA 'qualifications', constantly remind us that a labour-intensive business is bad news. We have not been able to understand how that applies in South Africa with its chronic unemployment problem. For instance, at the monthly management meetings the Regional Mechanical Engineer at Kimberley at this time, Mr Yspeert, consistently produced figures showing that in terms of end cost per ton/km of haulage, steam was the most economical motive power on the Cape Northern. And it wasn't just a squeak in: the ratio of costs for a 25NC compared to diesel and electric haulage was 1:2:3.
46. 25NCs, both original and re-built from their condensing form, being serviced in the washout bays, January 1980.
47. Superheater elements were routinely checked at washouts, in this case No 1A seems to be suspect and the fitter, having identified it, makes way for his somewhat less tidy assistant to take it out, check it and replace it if necessary.
48. Three Class 25NCs in various stages of repair in the Beaconsfield 15M shop. 16 August 1982.
49. Graeme adds: There is no more atmospheric time to be in a steam shed than the middle of the night. The dark sky, the quiet hiss of steam, and the smell of smouldering coal fires and warm cylinder oil. Once experienced, never forgotten. At the southern end of Beaconsfield shed the shed crews have placed recently serviced engines on the appropriate roads in the correct order depending on the engines next rostered duties, taking particular care that they are pointing in the right direction. There are no less than ten 25NCs visible, with the ones facing most likely to be heading to De Aar on their next job, whilst the others will be heading to Bloemfontein. Also visible are two 12ARs and a lone 19D.
THE NEXT EIGHT PHOTOGRAPHS ARE DEVOTED TO THE CELEBRATED CLASS 26, THE "RED DEVIL"
50. This shot by the official photographer emphasizes the bold and impressive front-end of class 26 No 3450 as built. Date: 1982
51. Another angle to confirm her bold appearance.
52. This photo collage was made up to show how her appearance changed when she was fitted with these rather grotesque elephant ears. My Aussie friend Ashcat Marsden told me (from his personal experience in South Africa working on the footplate) that the soft exhaust let much soot into the cab and it was very uncomfortable.
53. Graeme Hind also polished and photographed the “Red Devil”: It’s a scorching hot January afternoon in 1982, and Class 26 No 3450 is on the preparation roads at Beaconsfield. It has only been a month since 3450 arrived at Beaconsfield from Capital Park where it had been for the ten months since the completion of its conversion from Class 25NC. Later this day it was rostered to haul train 71202, the up Trans Karoo Express as far as De Aar, and is shown already wearing the headboard. The Trans Karoo will have an extra car this evening as Dr Loubser, the then General Manager of the SAR, was travelling in his private saloon on route to Cape Town. So mid-afternoon, I and another ten or so firemen were evicted from the theory school we were attending in the buildings nearby and told to clean the paintwork and polish the brass to ensure it made a good impression. This photo was taken before we set to it. By the time it whistled out it looked stunning!
54. Dave Fleming saw the Red Devil on 28 February 1981. Dave adds: Class 26 no 3450 is still brand new as it peers out of the front of the shed standing next to a class 25NC
55. Not to be outdone, Tony 'Ashcat' Marsden also photographed 3450 and tells us: "26 class 3450 waits at the TR point before running light engine to Kimberley station then working train number 71202 - the Trans Karoo Express to De Aar. 27 March 1982."
56. Ashcat again: "Silhouetted against steam from the cylinder cocks of 25NC 3448 'Durban', fireman Alan Johnstone* carries a drop grate handle and fire-iron whilst preparing sister NC 3449. 11 April 1982."
*Don't miss Alan's dramatic acount (in the previous chapter) of firing a 16E to Bloemfontein on the night his son Robbie was born.
57. "Framed by the metal maze of the watering facilities, shed workers clear ash from recently cleaned fires as [sister] 25NCs 3448 'Durban' [left] and 3449 are prepared for road duties just after sunrise on 11 April 1982."
58. "At left, a 25NC has a superheater element replaced by the boilermakers as Red Devil 3450 and another 25NC await their road turns. 5 April 1982."
59. "Looking towards the running shed filled with 25NCs, a fire brews in 3507 soon to be De Aar bound whilst water fills the tender of 3435
which will be heading to Bloemfontein, 24 April 1982."
60. "A short time later, De Aar allocated 3507 'Maxine' has moved towards the TR point whilst 3435 continues to take water."
61. "Wardale-modified 19D 2644 was returning to Vryburg after a lengthy visit to Uitenhage Shops and sits at the west end of the running shed. 31 May 1982."
Tony Ashcat Marsden tells us: "An interesting comparison of the front ends of two standard 25NCs with Red Devil 3450 showing the modifications done during the conversion to class 26.
In an effort to improve steam delivery steam to the valve chests,Dave Wardale replaced the curved internal pipes in the smokebox to straight external pipes which can be seen entering the centre of the steam chest behind the smoke deflector. The pipe coming from the front of the valve chest is for steam delivery to the injector feedwater heater on top of the smokebox. The smaller 'Witte' type smoke deflectors were later replaced by extra-large elephant ears in an effort to clear exhaust soot from entering the cab by lifting the exhaust higher. 28 August 1982."
63. "Standing on the cab roof of 3450 the feedwater heater between the two chimneys can be seen clearly. Domeless 19D 2698 and many standard 25NCs are at rest in adjacent tracks. 28 August 1982."
64. Ashcat’s final contribution to this chapter shows domeless 19D 2698 shunting the coalstage on 19 August 1982. Editor: Thanks Ashcat!
65. Back to Graeme Hind:"The fireman’s view from the 24 class on the Beaconsfield coal stage shunt. The view from the top is looking southwest over the preparation end of Beaconsfield steam sheds. It was a very busy shed most of the time, but mid-morning on this day in September 1982 is relatively quiet with not a lot of activity to be seen. Shed labourers are clearing the accumulated ash from preparation areas at the water columns, whilst a couple of engines are prepared and some maintenance conducted. Locos visible are 12AR, 19D, 24 and 25NC, and a pair of 34 class diesels. The two covered roads in the right of picture have become the de facto Beaconsfield diesel depot, as there is no dedicated diesel facility in Kimberley, nor any diesels formally allocated here at this time. The visiting intruders were allocated to depots to the south and were only being used on a small number of block load workings and the Blue Train, before they returned south. The large Beaconsfield electric depot was a separate depot entirely and was located a short distance to the right of the photographer. Beyond the running shed is the roof line of the 15M shops where intermediate level repairs were conducted. The damaged 24 class in the bottom left of image was awaiting a decision on its fate, having been involved in an incident on the Belmont to Douglas branch earlier that year when it rolled onto its left side at speed where the track was undermined by a washaway caused by heavy rain. 16.9.1982."
66. "The last of this load is now in the bins and we are about to head back down to grab some more. In the foreground below is the kit store. Individual drivers were issued with their own kit containing oil pots, grease guns, bucket, spray pipe, paraffin lamps, and a toolbox with basic tools and emergency items. And if that wasn’t enough, the driver had his own fire irons, which lived in the racks beside the building. The fireman when signing on was issued the drivers keys, and the first task was to get the drivers kit and get it to the engine and at the end of each shift, he had to take it back! Beyond the kit store is the breakdown gang depot and beyond that, the loco stores, administration, and amenities buildings. 16.9.1982"
67. "From the fireman’s seat of the 24-class high on the coal stage again. The 25NC below has just returned from Bloemfontein on a goods working and the crew have departed leaving her for the shed crews to coal, water, clean the fire, and turn if needed ready for its next working. The labourers nearby are preparing to unload wagons of water treatment chemicals for the adjacent treatment plant. In the near distance, Beaconsfield yard is looking unusually devoid of traffic, with only a lone 25NC to be seen shunting. 16.9.1982."
68. This interesting night shot at Beaconsfield Loco taken in 1982, was sent in by Richard Niven who indicated that the author is Jonny Charlton. Locos in the photo include a “Worshond” 25NC, a couple of 19Ds and a 12AR.
69. 25NC’s 3530 and 3435 in Beaconsfield shed awaiting their next duties on 10.7.1983.
70. Whatever one may think of the ‘Spoornet’ livery (and this photographer certainly liked it), it cannot be denied that 25NC 3441, the regular engine of Peter (Bedford) Odell, makes for an impressive sight at Beaconsfield shed on 5th June 1992. #3441 carries the name "Karoo Conqueror".
71. In its 90th year, 6J 4-6-0 645 gurgles away to itself at Beaconsfield shed, for the very last time. On the right is class 26 No 3450, the Red Devil. 5th June 1992.
72. The World’s last working Condensing steam locomotive (Class 25 3511) breathes its last at Beaconsfield shed after 38 year's service. Nearly 30 years later 3511 is still at Beaconsfield but has never steamed again. 5th June 1992
73. "Good Friday 1983, and the last operable class 25, No 3511, is prepared for traffic prior to double heading with 25NC 3515 on 2232 goods to Bloemfontein. 3511 had not steamed for many months prior, and the working was a trial to ensure the engine was ready to haul a special tour train to Bloemfontein the following day. Of note is the double row of water pipes across the preparation area. These are part of a duplicated water treatment and supply arrangement, where the boiler treatment of water destined for 25 class condensing engines was markedly different to non-condensing engines. The crews knew the difference as ‘white’ and ‘red’ water." Editor: Thanks Graeme for another interesting fact concerning the different water supply for condensing and non-condensing engines.
74. Another image of 3511 being prepared. Also visible are a 19D, 12AR, 15CA and 25NCs. 1.4.1983.
75. Richard Niven describes his photo: "On this day, a De Aar engine arrived at Beaconsfield Loco and went under the coal stage to refill its tender, only to discover that the coal stage was totally empty and every bit of coal had been used up. The Shedmaster was quickly informed and as 3504 was standing idle in the nearby yard, she was quickly called upon. Normally, any engine going up the coal stage would go up smokebox first, so as to keep the firebox crown covered with water on the steep gradient and also to make it easier for the driver to see. However, on this day 3504 was facing the wrong way but the driver managed the job without any problems. Editor: All that engine-weight on the coalstage’s slender steelwork!"
76. This is the first of 15 photos sent in by Warwick Falconer and he tells us about them: "Whenever I saw this engine she was in fabulous condition, 25NC 3501 'Monica'. She remained in service till the end of steam in 1992 by which stage she was the regular engine of the late John Gilberthorpe and fireman Richard Niven. She is seen at rest outside the east end of the main running shed on 23 September 1989."
77. "Having been coaled and turned 25NC no 3514 running down from ash pits and into the west end of main running shed on 23 September 1989. The engine behind is 3449, from my experience engines that were out of steam or waiting washouts and repairs were parked on the west side. That's my late father and uncle in the shade of the shed."
78. "The east end of the main running shed looking towards Beaconsfield station. Various unidentified class 25NC waiting their next turns on 23 September 1989."
79. "3501 again but now in the company of 3411 under the coal stage. Engines coming in off the road were left here to be serviced and readied for the next duties by disposal crews. As of 2021 this is the now the site of the Steamnet 2000 collection of engines, the coal stage is still there but the access ramp has been removed."
80. "Inside the main running shed on 9 December 1990. Both engines had by that stage been relegated to shunting duties, 3528 on the left and 3437 on the right."
81. Richard Niven describes an important resident of Beaconsfield Loco – he takes up the story: "The article on 'Kerneels' was published in the Railway Unions magazine - 'The Footplate...Die Foetplaat'. 'Kerneels' on the tender of 3052. This wonderful grey friendly cat was well known by the shed staff and loco crews in Kimberley shed. He used to follow John and myself to our engine where he would sit, looking up at us in the cab until we gave him some food. He was a good member of the team in Beaconsfield shed for over 18 years."
82. "6J 645 and other engines in Beaconsfield Loco. On this day in July 1991, the Steam Festival was about to kick off and so the Shed was filled with many visiting engines. John and I had just prepared our regular 25NC no 3488 "Enchantress" for a working to De Aar. We were just about to leave shed when I took this photo." Editor: Great shot Richard!
83. Back to Warwick Falconer: "An original 25NC no 3409 in the foreground and ex Condenser no 3496 behind, this is outside the east end of the shed on 29 July 1991." Editor: 3409 looked rather weather-beaten!
84. "Back to the east end of the running sheds on 29 July 1991, 3501 on the left and 3496 on the right. Both of these engines were still in the mainline working pool and as such were kept looking very smart."
85. "Germiston based class 16DA no 879 and resident 25NC no 3496 at the east end of the running shed on 3 August 1991. 879 was visiting to participate in the 1991 Kimberley Steam Festival."
86. Spoornet 25NC, Peter Odell's 3441 under the coal stage on 3 July 1991. It must have been a right mission to keep those wheels clean!
87. "One of Beaconsfield's most famous residents, 'Lempor' exhaust modified 25NC 3454 in July 1991. She was modified in the 15M shop at the shed in 1985 and named 'BI Ebing' after the senior fitter at the depot. The engine behind is Bloemfontein's green 15F 2928."
88. "The unmistakable front-end of 25NC 3454, behind is one of her stable mates 3496 and Bloemfontein's 15F no 2928. This was taken on the final afternoon of the 1991 Steam Festival outside the east end of the main shed."
89. "Driver Jan Van Aardt's 3482 towing sister 3409 away from the coal stage on 3 July 1991."
90. "One of the depot's finest looking machines from the twilight of steam; 25NC no 3496 enjoying the afternoon sun at the east end of the running shed. This engine was the recipient of the cleanest loco prize after working the 1969 Blue Train Special, she was of course still a condenser at that stage." [in April 1969].
91. "3496 again showing off her 'Soutrivier' nameplate. Geoff Hall's regular engine 3411 is behind."
92. "Lined up and ready for action at the east end of the running shed on 3 July 1991. From the left are 3496, 3411 and 3449. That was a super afternoon, I did not see a great deal of real working steam in South Africa so experiences such as this are very fondly remembered." Editor: Thanks Warwick for a great set of photographs!
93. Richard Niven: "Beaconsfield Shed taken from 25NC 3488 as we pass through the shed,1991. John and I had just prepared 3488 for train 5534 to De Aar. However due to the lines being blocked at the exit to the shed area by the coal stage, we had to pull out towards the blowdown towers then set back through the shed and leave the area via the south side past the ashpits. I think this was the only time ever that we left shed in that direction."
94. Richard again: "25NC 3496 at Beaconsfield blowdown towers 1991. On this occasion John had his camera and wanted a few photos of 3496 at the blowdown towers. For him to get these shots, he walked on ahead of the engine and changed points while I took his seat as driver and reversed off shed. While I blew down the boiler, John phoned the shunters to get permission to leave shed."
95. Dick Manton advises: "By 1990 when this picture was taken, “Worshond” 25NC 3454 had been rebuilt at Beaconsfield Loco with a transversely arranged double “Lempor” exhaust. It is seen here with the “B.I. Ebing” nameplate on the smokebox – named in honour of the senior fitter who had supervised the modification and the new style 'City of Kimberley' nameplates on striking bright blue smoke deflectors and a 'Kimberley Se Trein' headboard."
96. Richard Niven: "Beaconsfield Loco taken from 3441 on top of the coalstage – this was my last working on 7.7.92." Editor: Richard’s photo reveals a very interesting line-up of engines on-shed! From the left: an unidentified 25NC, 3454 “B.I.Ebing”, 6J 645, 19D, 3450 “Red Devil” and amongst the other engines, a 16E and a couple of diesel locos.
97. A younger Richard Niven, photographed by John Gilberthorpe when he had finished his last shift at Beaconsfield Loco on 7.7.92.
98. Geoff Hall’s photo of 3467 with the man himself holding his trommel on the last day of steam in Beaconsfield & Kimberley: 31.12.1992.
99. David Fleming has the honour of closing this chapter with his photo of 3417 in the Depot at Beaconsfield in October 1994 when she was being converted from coal to oil burning.
In my next chapter we finally move on south from Beaconsfield towards Orange River, on our way to
De Aar.
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