Kimberley - Beaconsfield

SOUL OF A RAILWAY: CAPE NORTHERN SYSTEM PART 2

KIMBERLEY – BEACONSFIELD

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.

INTRODUCTION

Having got as far as Kamfersdam with the previous chapter, we move on to Kimberley – the seat of the System Manager, Cape Northern System and the largest station on the entire System.

The chapter opens with several historical photos that reflect Kimberley in its youth and the early railway premises serving the town.

Quoting from Wikipedia: “On 2 September 1882, Kimberley was the first city in the Southern Hemisphere and the second in the world after Philadelphia, Pennsylvania in the United States to integrate electric street lights into its infrastructure. The first Stock Exchange in Africa was built in Kimberley, as early as 1881. South Africa's first school of mines was opened here in 1896 and later relocated to Johannesburg, becoming the core of the University of the Witwatersrand. A Pretoria campus later became the University of Pretoria” End quote.

Moving on, we take a brief diversion from railways to show the bustling electric tramway services that graced the city from 1906 to 1947. See photo no.7. Prior to this, horse-drawn and then steam trams were already serving the city from 1887 to 1906.

All of the above was brought about by the discovery of diamonds in 1871 and to quote again from Wikipedia:

The famous “Big Hole” is described as follows:-

“From mid-July 1871 to 1914 up to 50,000 miners dug the hole with picks and shovels, yielding 2,720 kilograms (6,000 lb; 13,600,000 carats) of diamonds. The Big Hole has a surface of 17 hectares (42 acres) and is 463 metres (1,519 ft) wide. It was excavated to a depth of 240 metres (790 ft), but then partially infilled with debris reducing its depth to about 215 metres (705 ft). Since then, it has accumulated about 40 metres (130 ft) of water, leaving 175 metres (574 ft) of the hole visible.” End quote.

A photo, courtesy of Bjorn Christian Torrissen, of the famous “Big Hole” in Kimberley is essential to this narrative of Kimberley.

Returning to railway matters, the original System Office was completed in 1911 – see photo No.6. This building served as the System HQ up until 1939 when a substantial new building was built to replace the original structure which was put to other use and survives to the present day. The new System Manager’s office then served the System – later referred to as a Region – up until 1962 when a third and much larger edifice was opened as the 3^rd and final Region Manager’s Office – see photo No.51.

The original Loco Depot was situated to the east of the main station but in January 1939, a large new Loco Depot was built to the south of the city at Beaconsfield. This Depot will be featured in our next chapter.

I wish to thank the following photographers (in no particular order) for their contributions to this chapter:

Charlie Lewis, Dick Manton, Dave Fleming, Graeme Hind, Trevor Ermel, Richard Niven, Mike Wright, Yolanda Meyer and Johannes Haarhoff DRISA, Warwick Falconer, Mike Swift, Late Dave Parsons via Les Pivnic, Les Pivnic.

Special thanks to our resident cartographer - Bruno Martin for providing the map.

4. Kimberley 1895 by EH Short: general view of the goods yard in 1895 looking south. The yard pilot, a CGR Cape 1st class is prominent in the foreground.

6. This is the original System Manager’s Office opened in 1911. To the best of my knowledge, it survives to this very day – having been succeeded by not one but two new buildings to serve the System Manager over 50-plus years! It can be seen right alongside the railway lines to the south of the station.

7. Here is the diversion from railways, referred to in my introduction. A Kimberley Street scene in the 1920s, showing the amazing number of electric trams in the centre of town!

8. This is the new System Manager’s Office built in 1938 and opened in January 1939.

9. This composite photograph taken in Kimberley Station in April 1947, shows the Royal Train staff who served the British Royal Family during their Union-wide tour as well as Rhodesia in 1947. Head Chef Spiros Metaxis headed the group on the tour.

10. A rather special occasion for Kimberley Station. In the foreground, Princess Elizabeth (the present Queen) is greeted by a local dignitary while Queen Elizabeth (wife of George VI) is being welcomed by another dignitary representing Kimberley. The splendid Royal Train providing a suitable background.

11. Here is Kimberley Station again seen from the street-side of the town and judging by the cars parked in the photo, it was taken by the official SAR photographer in the mid- fifties. The original building seen in photo 5, has been retained with modern additions.

12. The photographer must have moved inside the entrance hall (booking office) to take another photo of the station precinct. Note the model of a class 16CR in the glass case – it was one of those standard coin-in-the-slot models placed on various stations around the country. In the background, is the original Orange Express with a type A-24 or A-28 twin diner carrying the train’s name-board above the centre windows of the saloon.

13. We have been unable to trace when this ex NGR converted Reid 4-8-2T (SAR class H2 – originally built as a 4-10-2T) arrived at Kimberley, possibly upon completion of SAR’s link to the South West Africa system in 1915. Les’s records show that from 1950 to July 1961 she was stationed at Klerksdorp whereafter she went to Mafeking, finally being withdrawn in December 1964.

14. This is a close-up of 16E 854 seen in the title photograph. I took this photo in the early 1950s, having travelled behind her from Bloemfontein on train No.91 and returned behind her again on train 92. Yes, I just went for the ride! I noticed that on this turn, the engine did not go to Beaconsfield Loco for servicing – her driver just oiled all-around and the fireman topped-up the water from an ancient water column seen in the opening photograph.

15. On the same visit I found class 10BR No.750 booked on station shunt-duty. She was far away from her sisters in Port Elizabeth!

16. An un-identified 19D waiting for signals before moving off for Warrenton and Vryburg with a goods load. Note the LO-4 reefer wagons - on this northbound train they would have arrived here earlier that day from Cape Town their cargo of frozen fish for Rhodesia

17. This was taken earlier when my train had arrived from Bloemfontein at exactly 1pm – on time, like things used to be! Class 16E 854.

18. In June 1953 Don Baker (frequent contributor to SoAR but sadly no longer with us) and Charlie Lewis were fortunate to be sent by their parents on a Schools & Varsities camp to the South Coast of Natal. Two articulated coaches of the Orange Express were set aside for the participants. With 2230 miles of steam haulage this was the experience of a lifetime. One of many highlights was being hauled by a brand-new 25NC from De Aar to Kimberley. Their train was held at Kimberley’s four-post home signal which afforded a ring-side seat for the enthralling sight of another new 25NC dragging its block load of coal destined for Cape Town up the 1/80 incline out of Kimberley (this was before construction of the Kamfersdam-Beaconsfield bypass that reduced the grade to 1/100). There were hardly less than two seconds between each canon-shot exhaust beat and no trace of a slip thus giving the lie to the (later and undeserved) reputation of the class for being slippery. That is Don observing the action from the next window.

19. Photographed in the early to mid-1950s, this un-identified 25NC was still relatively new when I saw her picking up a 3^rd class saloon to attach to her train which I also didn’t note for later identification. In later years I learnt to be much more careful in taking down all details for my photo catalogues.

20. In 1946 South African parents were putting a foolscap-sized collection of drawings of SAR engines by Francis H Sibson into Christmas stockings. It was the first book that dealt solely with our engines. Straightaway the 16E caught the imagination – Sibson’s painting of it captured the sense of speed and drama that they seemed to generate throughout their working lives.

The caption to photo 18 made reference to Charlie’s first trip on the Orange Express. As unexpected as was the brand-new 25NC that had hauled us from De Aar was the fact that this train reversed direction at Kimberley so as to continue its journey east via Bloemfontein. But an even bigger surprise was waiting! Backing onto the other end of the train at Kimberley was an engine that had gripped the imaginations of Don and Charlie and probably most other contributors to ‘Soul of A Railway’ since childhood: class 16E 858, of which there were but six examples. This one carried the name of its designer: Allan G Watson.

21. A year later – in June 1954, Charlie was fortunate to repeat his journey of the previous year from Cape Town to Port Shepstone, this time with his cousin Alan Brimer on a relief Orange Express (in Imperial Brown rather than the distinguished Indian Red and Cream). This time the reversal of direction at Kimberley (it was repeated at Kroonstad) was expected when 16E 856 (later named ‘Kroonstad’) backed onto the train.

22. The Orange Express arriving in Kimberley from De Aar with an un-identified 25NC in the mid-1950s. It was around this time that the original coaching stock used on this train was replaced by steel saloons of types C-34 for 1^st class and E-16 for 2^nd class accommodation. The dining car seen passing under the road bridge in still in her Orange Express livery. The C-34s and E-16s would in due course be painted in the Orange Express livery but with one exception – the magnificent “Indian Red” would be replaced by a colour closer to “Red Oxide”. I was sorry to see the regal “Indian Red” replaced by the other similar but less attractive shade of red.

23. The Orange Express 208-Down in the previous photo would now be worked across to Bloemfontein, the next leg on route to Durban, behind 16E No.859, appropriately named “City of Bloemfontein”.

24. Engine 859 has now backed onto the van of the Orange Express – she would take it off for attaching to the opposite end of the train before departing for Bloemfontein. The Orange Express reversed direction twice on her overall journey between Cape Town and Durban – here at Kimberley because the train needs to double-back to Beaconsfield junction where the main line to Bloemfontein takes off from the Cape Main and again at Kroonstad where the train again doubles back to Gunhill Yard where the line to Bethlehem leaves the Free State Main to Bloemfontein. The shunter is attaching the vacuum pipe hoses to allow 859 to take the van off.

25. With the van re-attached to the other end of the train, 859 is now ready to depart for Bloemfontein, 106 miles away.

26. On another visit to Kimberley some months later, after the previous shots of 859 on the Orange Express, I was back at the station to see and photograph class 16DA No.878 also waiting to work the Orange Express 208-Down to Bloemfontein. Her regular driver and fireman obviously putting in a lot of work on their special steed, including an ornamental fan on her smokebox door and Pegasus horses on each cylinder. The small dome ahead of the steam dome was originally provided for a steam cut-out valve to allow fitters to work on the superheater while she was in steam. This valve was later removed – just leaving the small dome as evidence of its previous position on the boiler.

27. Engine 878 is now at the head of the Orange Express and ready to depart for Bloemfontein in the mid-1950s. Note the steel-bodied C-34 main line saloon just behind the tender, now repainted in the train’s special livery. In the earlier photos behind 859, these coaches were still in the plain Imperial brown livery.

28. In November 1961, I photographed my favourite train again – this time, train 212-Up, the Orange Express departing Kimberley at 3pm for De Aar and Cape Town behind 25NC 3432.

29. After the Orange Express had departed, this “Domeless” 19D arrived with the Bulawayo – Cape Town fast passenger 66-Up at 3.25pm from Mafeking. Her task done she uncoupled and moved off to Beaconsfield Loco for servicing before returning to her home shed.

The semaphore signal arm – top left – was known as a “wrong road” shunt signal with an “S” over the wrong-road cross of the arm.

30. SAR’s era of long engine runs was drawing to a close when this 25NC departed from Kimberley with the Trans-Karoo Express on its through run from De Aar to Klerksdorp on a cool morning in November 1962. Little more than a year later electric traction would replace it on the Kimberley-Klerksdorp run.

The 19D on the left was about to work 11-down, the daily Kimberley-Mafeking all stations.

31. The ‘going away’ shot of the same train. Interesting that as late as 1962 one could still enjoy the thrill of riding an open-vestibule Hendrie carriage balcony on a prestige express right behind the engine.

32. 25NC 3437 starting out from Kimberley with express freight 400-up, conveying high-rated traffic for the Western Cape.

33. The make-up of the train is interesting: behind the engine, a LO-4 reefer, probably empty, then a beer tanker, then a parcels van then a Stellenbosch Farmer’s Winery tanker (also empty!) followed by another LO-4 followed by a motley assortment. For more about this train which ran daily (sometimes in several sections) and was a bigger revenue-earner than the Blue Train, please see the caption to photo 110.

The locomotive on the left is Kimberley’s south-end station pilot on that day, an 11th class, number unknown.

34. By 1962 Beaconsfield had two 12ARs employed on shunting; this one, No 1550, allocated to the south end pilot duty at Kimberley.

35. An unrecorded 19D draws out of Kimberley with 105-down, the Rhodesia Mail. At Vryburg it will be replaced by an RR 19th class (practically identical with only minor detail changes – see the caption to photo 106). From late 1966 on, 105-down was hauled by class 5E1 electric units from Kimberley to Warrenton.

Ranking right up there with the Blue Train, the Orange Express and 191/192 between Johannesburg and Durban were 105-down and its opposite number, 66-up. These two trains handsomely served what was then the magnificent country known as Southern Rhodesia (subsequently ransacked by ZANU-PF).

36. The daily milk run from Kimberley to Johannesburg, 777-down, called at every station and halt en route. It was very unusual to find two 25NCs with an extra-heavy version departing from Kimberley on a Friday evening in November 1962.

37. By late 1962 condensers released by the Touws River-Beaufort West electrification were arriving at Beaconsfield in numbers. They were put straight to work hauling ore on the Postmasburg line, replacing class 23s in the process. Additional duties included the daily passenger and mixed trains, illustrated here by the imminent departure of 21-down to Postmasburg on a November morning in 1962.

In the background a class 24 just arrived from Douglas is making up the load for 421-down fast perishables from the Western and Northern Cape to Braamfontein (for the complete train see photo 39)

38. 21-down now on its way to Postmasburg. Alongside the adjacent platform a class 24 has just built up the consist of the vegetable train it brought in overnight from Douglas, filling in the load for Johannesburg with reefers from the Western Cape (in the background of photo 37).

39. Modern irrigation techniques were introduced around Douglas in the early 1950s, extending along both banks of the Vaal River as far as its confluence with the Orange. Principle crops in these immaculate lands were vegetables destined for the tables of the Witwatersrand. Getting this produce freshly to market became a vital function of 701-down, the daily Douglas-Kimberley goods, which as you can see employed large numbers of reefer wagons to good effect. From Kimberley the train, now including additional perishable traffic from the Western Cape, would be hauled northwards to the reef by a class 23 or a 25NC in fast goods No 421-down (see next photo).

40. 21-down departing for Postmasburg on an overcast day in November 1962. In the background, waiting to follow as far as Kamfersdam is a 25NC with 421-down, the all-important perishables for Johannesburg.

41. For barely a month either side of the summer solstice it was possible to get daylight photographs of SAR’s premier train arriving and departing from Kimberley. No 2-up, the Blue Train, coming in past the home signals in November 1962.

42. The ‘going-away’ shot of the same train quite unusually drawing into platform 2, probably because 777-down Johannesburg all-stations (normally due off at 17:45) was still awaiting departure from platform 1.

43. 777-down has cleared platform 1, thus making possible this shot of a lonely-looking 2-up about to depart from platform 2.

44. Having worked through from Klerksdorp the same 25NC heads out of Kimberley with the southbound Blue Train. November 1962.

45. Photo 44 was taken from off the De Beers Road bridge (it had been there since the 1890s – see photo 4). By running across the road it was possible to get the going-away shot. In the left background you can see the Road Motor Service depot.

46. The carriage and wagon examiner next to the relay box on the right, is ready for the arrival of 122-up mixed from Postmasburg, November 1962.

47. A 15F departing with 92-up, the daily all-stations to Bloemfontein. On the right 12AR 1550 is sorting trucks in Kimberley’s small goods yard while the back end of an 11th class is visible in platform 2.

48. Postmasburg-line empties departing behind 23 3276 in November 1962. Note the array of point rods and signal wires, such hazardous laissez-faire would hardly be permitted by the Health & Safety officials today.

49. En-route from Bulawayo to Cape Town, 66-up Rhodesia Mail drawing into platform 1 at Kimberley. The train and its passengers have already been on the road for 29 hours and during the stop at Kimberley those fresh beds piled on the barrows will replace stale ones used the previous night.

The lady on the left looks singularly uninterested in the travel-stained 19D reaching the end of its 5-hour shift from Vryburg. The two coaches on the right will be added to the consist for the rest of its journey to Cape Town.

50. Not quite stationary yet but a porter stands at the ready with his barrow and the bedding attendant is about to spring into action – first he must chuck out the used beds then fetch the freshly laundered ones from the barrows in the previous picture.

51. The 25NC will shunt those extra coaches onto the Up Rhodesia Mail making (on this day) a 15-coach formation for the rest of the journey to Cape Town.

52. The 25NC has coupled and 66-up is ready to go. The driver’s family have come to see him off and make a movie of the event.

53. This is the ultra-modern System/Regional Manager’s Office building that was opened in 1962. It was named the “J.W.Sauer”* Building. One can only wonder what this building looks like today with the massive decline of railway services in South Africa.

*Jacobus Wilhelmus Sauer, was a prominent liberal politician of the Cape Colony. He served as Minister in multiple Cape governments, and was influential in several unsuccessful attempts to enshrine equal political rights for black South Africans in the constitution of the Union of South Africa.

54. A 25NC heading the down Rhodesia Mail is about to duck under the De Beers Road bridge while the 12AR station pilot shuffles wagons.

56. 91-down, the day stopper from Bloemfontein to Kimberley, has just taken the crossover to the up line from where it will proceed to platform 2.

57. On 1st June 1963 I was back in Kimberley to photograph trains and the first one was train 21/121 to Hotazel with condensing 25 3483 in charge. This one was still equipped with the alligator crosshead and Timken roller-bearings with which they were equipped when new. These engines were veritable giants of the 3ft6in gauge!

58. At 9.20am, 3483 got the signal to depart and here she is setting off for Barkly West, her first major stop and then onto Sishen and Hotazel.

59. South of the station 15AR 1817 was waiting for the signals to enter Kimberley. With safety valves lifting she gave the impression that she was losing patience waiting for the signal arm to lift off! The “De Aar and SWA” sign hanging on her smokebox door was probably just a prank from some railwayman having a bit of fun.

60. 1817 finally got the shunt signal to move into the Station Yard and with drain-cocks open, she set off to move into the Yard. That signal gantry is rather special! The large tent in the background was probably the Boswell's Circus tent.

61. 209-down, the northbound Orange Express arrives from De Aar behind 25NC 3417 looking a bit grubby, considering that it was in charge of the Orange Express – the second-best top-link passenger express on the SAR! In the background a 15F is waiting to work the train across to Bloemfontein on the next stage of its 1300-mile journey to Durban. The livery looked more like brown and cream – not the beautiful Indian Red and Cream of the earlier coaching stock used on this train. Date 1 June 1963.

62. Having left Kimberley and heading towards Beaconsfield, the same Orange Express (now as train 208 and minus its nameboard) has 15F No.3006 in charge for the run across to Bloemfontein. All clerestory main line saloons except for the air-conditioned twin diner - one of nine sets imported from Wegmann in Germany in 1958/9 with an elliptical roofline.

63. Back in Kimberley and using my second camera loaded with B&W film on 1 June 1963, I photographed 16E No.854 at the head of the Bloemfontein train, No.92-up shortly before departure.

64. A very nice SAR official photo of the Blue Train drawing in to a crowded platform 1 at Kimberley.

65. It is 3.30pm and train 92-Up is setting off for Bloemfontein with a class 16E Pacific in charge.

66. Class 11 No.932 is seen arriving in the Station Yard for pilot duty in June 1963.

67. Class 25NC No.3449 had just arrived from Klerksdorp with a goods load and was waiting for signals before moving on to Beaconsfield Loco.

68. Train 122/22 ex Hotazel and Sishen arrived on platform 3 at 1.30pm behind class 25 No.3477 carrying “Pietermaritzburg” wing-type nameplates on her smoke-deflectors.

69. In this interesting scene, 23 3312 was photographed shunting a dead 5E1 451 and goods load before heading south to De Aar. The balcony saloon behind the electric unit was providing sleeping accommodation for the electric crew accompanying the 5E1 on transfer.

On the left, class 25 3477 has the signal off to proceed to Beaconsfield.

70. On platform 1, domeless 19D 2521 had just arrived with 66-up – the Bulawayo-Cape Town fast passenger - and now had the signal to move on to Beaconsfield Loco for servicing. The train would be worked forward on its next leg with a class 25NC.

71. On 2nd June 1963 Klerksdorp-based 23 3231 was seen in the late afternoon, having arrived with a goods load for the Cape.

72. On the same afternoon, a class 11 (unidentified) was seen taking a break from shunting duty in the Station Yard. Note the Boswell's Circus train in the background. Two major circus operators in South Africa – Pagel’s Circus and later, Boswell’s Circus both used special trains to move their equipment, tents and animals as well as staff around the Country. Even the elephants had a special van with extra roof height to accommodate them on the metals! Such trains have long since been discontinued.

73. In 1966 and back in Kimberley, 25NC 3439 has just set-back onto the head of the Orange Express for Cape Town. The young fireman is walking forward to remove the red marker off the front buffer-beam.

74. With signal off, the 25NC, making a lot of smoke, starts the journey south to De Aar with train 212-Up, the Orange Express.

75. The last photo taken on this particular visit, was of 66-up, the Bulawayo – Cape Town fast passenger (usually called the Rhodesia mail); arriving in Kimberley behind 19D No.2785 at 2.20pm. The chap in the blue overalls is a carriage & wagon examiner standing ready to tap each wheel of the train as it steams slowly into the station.

76. Class 6J 645 spent many years mounted as a monument on a plinth at Kimberley station but she was withdrawn as a static relic to be refurbished for special train use during the “Steam Train Festivals” that were held on the Cape Main Line between Kimberley and De Aar in 1989 and 1991 as a celebratory farewell to steam traction on the SAR. In her latter normal working life, she was stationed at De Aar from 1958 to 1967 before being preserved on Kimberley platform.

77. Allen Jorgensen took this shot of a very clean 25NC 3442 in 1970 with painted wheels at Kimberley station at the head of the stopping passenger to De Aar. At this time it had the same “Fly Bettie” name on the smokebox but did not have the East London smoke deflector nameplates that it previously carried.

78. This is an historical photo! It shows 25NC 3414 “Carol” at the head of the old Blue Train on arrival at Kimberley from De Aar, on its final journey from Cape Town to Johannesburg on August 31, 1972. Driver Harmse and fireman van Wyk of De Aar had the honour of handling this final trip on the De Aar – Kimberley section with their regular engine - 3414.

79. This is the actual guard’s journal for the De Aar – Kimberley section, written-up by guard J.D. Swart on the last northbound journey of the old Blue Train. In spite of several temporary speed restrictions encountered on route*, Driver Harmse with 3414, still arrived in Kimberley on time. Those were the days when time-keeping was a religion on the SAR!

*This was due to disruptions caused by the upgrading of the section for 110kmh running.

80. Mike waited for the exchange of motive-power from steam to electric traction for the last leg of the Blue Train’s final journey up to Johannesburg. Two dedicated 6E1s in special blue livery were rostered to complete the old Blue Train’s last journey to Johannesburg from Cape Town. Mike took this photo with the train ready to depart from Kimberley.

81. Days later the new Blue Train arrived in Kimberley on a trial run. Management had decreed that its passengers could not enjoy steam haulage along any portion of its route, so a pair of class 34s, like the class 6E1s specially painted blue, came on at Kimberley. August 1972.

82. This was almost at the end of regular steam on the Orange Express. The last working unconverted condenser 3511 worked 212-up out of Kimberley in April 1984. Note the RMS bus still in traditional red-and-cream standing outside its garage.

83. In the grand style of the SAR's named passenger trains, the Cape Town-bound Orange Express slowly draws alongside platform 1 at Kimberley station behind Bloemfontein-based 23 3269. 23rd March 1975.

84 The Drakensberg Express has arrived in Kimberley from the south behind 25NC 3492 and will be worked across to Bloemfontein behind 23 3282. The latter has coupled to the van and will soon move off with it to hand over to #3492 for it to be attached to the rear of the train for the run to Bloemfontein and Kroonstad. 23rd March 1975.

85. Trevor Ermel was one of a group of rail enthusiasts who visited South Africa in 1976 to enjoy and photograph our trains and especially, our steam locomotives. Trevor takes up the story:

"During a tour of much of the railway system in South Africa in 1976, our party was based in Kimberley for three nights in August. Several of us made a point of walking to the station each morning, before joining the scheduled outings, to photograph any steam activity and in particular, to see the 08.35 passenger train departure to De Aar.

On 23rd August 25NC 4-8-4 No 3450 (the one destined for later conversion to the celebrated Class 26 ‘L.D.Porta’* was at the head of the 08.35 departure, as Class 12AR 4-8-2 No 1550 was shunting alongside."

*nick-named the ‘Red Devil’

86. "The following day, 24th August, another 25NC No 3447 made a spirited departure with the same train."

87. "Later that evening of 24 August, after spending most of the day at Bloemfontein, some of us returned to the station in Kimberley during the hours of darkness, for some night photography and found Class 25NC No 3440 waiting to leave with a southbound freight. The time exposure has captured a ghostly figure swinging a hand lamp up onto the footplate!"

88. "On 25th August this Class 24 2-8-4 (probably No 3654) was in charge of shunting duties at the station. This view also shows the preserved Class 6J 4-6-0 No 645 on a plinth on the platform. (I believe this loco is now in the Transport Museum in George)." *

*Editor: Yes Trevor, that is correct – she was removed from her plinth and restored to working order for duty on enthusiast specials in the late 1980s and early 1990s before taking up residence in the Outeniqua Transport Museum in George.

89. "Also on 25th August, the 08.35 was headed by Class 25 Condenser No 3474. We travelled on this train to our next base in De Aar."

90. Tuesday 30th May 1978 was a rather special day for a few steam enthusiasts who could make their way to De Aar to chase the north-bound Drakensberg Express (old Blue Train) between De Aar and Kimberley, being hauled by a double-header – 16E 858 and 15E No.2878. This was a special arrangement organised for us by the Late Alec Watson, Loco Foreman at De Aar. The late Dave Parsons was one of the group and he took a final shot of the train at Kimberley before the double-header uncoupled and returned to De Aar.

91. Late John Gilberthorpe was also on hand to photograph engines 858 & 2878 having just arrived from De Aar with the Drakensberg Express. Driver Faan Willers who had worked engine 858, is seen talking to an enthusiast who has his back to the camera.

92. Dave Parsons then walked to the other end of the Drakensberg Express to photograph the engine that would work the train across to Bloemfontein – the next leg of its journey to Durban. The engine was 15F 2953 fitted with a type EW tender off a withdrawn class 23.

93. The ‘Allan G Watson’, engine 858, was one of two 16Es saved from scrapping by our trusty editor Les. Not only that, but they were preserved in full working order thanks to the redoubtable Alec Watson, the locomotive foreman at De Aar. On 26 September 1981 #858 was rostered for a trial run on 92-up to Bloemfontein in preparation for a forthcoming steam safari. Standing is the driver, Hannes Schrenk (whose regular engine was the constantly-shining rebuilt 25NC 3488) and the fireman is renowned Puffing Billy driver Alan Johnstone who worked for many years on SAR ending up as Driver Special Grade on the Mafeking run.

Fate decreed that on the night Robbie Johnstone was born, Alan would realise a long-held ambition to work a 16E. It turned out to be a nightmare. No sooner had Alan booked on than Pam went into labour, but being a tough Aussie lass she insisted that he should go ahead and do the shift – after all, it was a round trip and he should be back by midnight latest. Well that was the first of a whole host of hurdles. The second was that 16E 858 had been idle for a coupla years - the coal in the bunker was old and dead, dead dead. The third was that at the 11th hour operating decided to use that afternoon’s 92-up (and from Kimberley to Bloemfontein is UP) to ferry eight day/sleeper saloons, making a seventeen-coach load of more than 600 tons instead of the usual nine and a modest 300 tons. The upshot was that 858, with a tender full of vrot coal, was unable to keep time! At Bloemfontein they shovelled out the old coal and filled the bunker with some high octane stuff but by the time Alan and Hannes got back to Kimberley the Johnstones were three.

A more vivid description of that night is given by the man himself:

“It was an interesting trip. I was pretty unfit having spent 4 or 5 weeks on the ‘maternity link’ [the coal-stage shunt at Beaconsfield].

It got dark not long after leaving Kimberley so we turned on the turbo-generator. Apart from the cab lights (which were very good by Australian standards) there was only a small arc of light on the ground about 15 feet in front of 858 from the round headlamp. Nothing else could be seen.........

At Perdeberg Hannes investigated this and found there was a cab light bulb in the headlamp and no proper lamp bulb to be found. We got to De Brug and when I was cleaning fire my right arm seized up with cramp. Hannes finished the fire for me and packed the box. He made a cup of tea for us both and then proceeded to fire and drive from De Brug to Kloofeind while I worked the injector from the fireman’s seat! After Kloofeind I had recovered a bit and was able to fire to BFX (mainly downhill).

At Bloemfontein Loco control point near the top of the flyover the shunter called out 'loskar' [= 'light engine'] as we entered the downgrade towards the coal stage. We serviced 858 and Hannes disappeared for a few minutes.

When we left the loco we had a proper working headlamp! Hannes was a very observant and industrious driver and had spotted a headlamp bulb in the 16DA that was preserved at the depot at that time. Also, it turned out that Operating had gone to a lot of trouble to follow the progress of Pam at the hospital and had indeed arranged for the return working to be 'loskar'. At De Brug the Station Foreman congratulated me on the arrival of my 'Seun'.

I guess I can laugh now but at the time I was ashamed that Hannes had to bale me out on the long uphill section to Kloofeind. When we drew into Bloemfontein the absolute worst was the slow hand clap from the Bethlehem crew on the opposite side of the same platform on their class 25NC, waiting for us to arrive [92-up was a booked connection] so they could start their 190 mile trip home!!

The next time I worked with Hannes he did mention that he still ached and had sore ribs from his efforts as stoker and driver that night.”

Pam and Alan’s son Robbie was born in Kimberley in the early hours of 27 September 1981. Today he is a strapping lad with two beautiful sisters.

94. This was 16E 858 on the occasion of Alan and Hannes’s saga. They were picking up the extra coaches operating wanted to ferry to Bloemfontein.

95. Class 25NC (Worshond) 3537 ready to depart Kimberley with 71202-up – the Trans Karoo Express for Cape Town. 9 January 1981.

Dave Fleming takes up the story: "The locomotive was immaculate both externally and in the cab. We went to Beaconsfield South level crossing to watch and listen to the train as it hurtled towards us around the curve before the signal box. The whistling for the level crossing was drowned out by the roar from the chimney which was like a combination of a machine gun being fired and a jet plane taking off. It made the hairs on the back of my neck stand up!"

96. Dick Manton photographed wide firebox 16DA 879 “Theodora” at the head of the Sunset Limited – an enthusiast’s steam special that was run in April 1979. Engine 879 was certainly immaculately turned-out for the occasion!

97. While travelling on the southbound Orange Express, the stop in Kimberley allowed sufficient time to capture this image of 12A 2107 and 24 3689 sitting in the yard adjacent to the station, taking a break from their shunting duties and having fires cleaned and water tanks filled. 27th August 1982.

98. After working the southbound Orange Express from Bloemfontein across to Kimberley, class 25NC 3513 "City of Bloemfontein" has collected the van from 25NC 3447, which will take the train on to De Aar and is attaching it to the opposite end of the train. The doors of the van are already open and the Parcels Checkers have their barrows ready for loading and unloading the parcels traffic during the 25-minute stop. On this day, the crew of 3513 has provided an extra five minutes for them to do their work, after a fast run from Bloemfontein.

Classes 12A 2107 and 24 3689 are just visible in the left background - see photo 97. 27th August 1982.

99. On 16th December 1983, class 15CA 2806 is on shunting duty at Kimberley station, seen here attaching a second van to the rear of southbound train 81012 (12-Up) from Johannesburg to Cape Town. The track gang is using the opportunity to take a break from raking the fresh ballast on the tracks, while they earn double-time for working on a public holiday, at that time known as the Day of the Covenant.

100. The late John Gilberthorpe took this photo of the class 26 No.3450 – named L.D.Porta who devised some of the modifications effected by Dave Wardale to the converted class 25NC. She was booked to work an unidentified express south to De Aar.

101. The fireman’s view forward from 25NC 3442, at the head of train 81012-up (Pretoria - Cape Town), in platform 1 on 13 August 1983. It’s only a few minutes before departure and the 12AR in the distance on the ‘Goods Side' shunt job is propelling its short rake of vehicles into the yard to our left. Once clear, the facing points before us will change position to send us across to the up main, the signal on the driver’s side will go to green, and we will be on our way to De Aar. A 15CA off the cross-trip shunt sits under the De Beers Road overbridge. It and a couple of others of this class joined the fleet at Beaconsfield in mid 1983 and found themselves confined to heavy shunt duty.

102. On 30th October 1982, 26 Class 3450 stands at Kimberley station in charge of train 71202, the Trans Karoo Express bound for Cape Town, ready for the 6.47pm departure. It’s a special occasion as SAR management had decreed that this would be the very last steam worked Trans Karoo. From the following day 71202, and its down counterpart 17203 would be hauled by double 34 class diesels on the Kimberley to De Aar section. But as if to prove a last-minute point about steam’s capabilities, someone in Cape Northern System management directed that an additional 3 empty coaches be shunted onto the front of the normal consist upon its arrival from Johannesburg. This made the train up to 21 vehicles for a load of over 800 tonnes. The train is far too long for the station, so the rear two vehicles are beyond the end of the platform, as are the first two at the front. 3450 is under the De Beers Road overbridge, already on the crossover which will take it across from the Down to the Up main line. On the night, the train made up over 15 minutes on the scheduled running time for the 235 kilometres, despite being 120 tonnes over the maximum allowable load for this service. It seems that the point about steam’s capability was well made. As a footnote, regular steam operation on the Trans Karoo did officially finish that night, although some years later it did reappear on occasions for public relations purposes, both on Kimberley to De Aar and the Johannesburg to Klerksdorp sections.

103. The south end of Kimberley station in 1984 with a rebuilt condenser waiting to depart at 08.35 with the daily stopping train to De Aar. 6J 645 looks immaculate on its plinth on the left. The 6J was subsequently put back into service and replaced on the plinth by 25NC 3411.

104. On a bright and sunny morning, class 25NC 3531 was captured shunting the parcels depot sidings at the north end of Kimberley station. 31st March 1986.

105. Richard Niven smiling as he leans out of the cab of class 6J No.645 as this string of engines (Classes 6J 645, 24 3654, 15F 2928, 15A 1970 and 25NC 3454) arrives in Kimberley Station Yard from Beaconsfield. Richard describes the occasion:

"I’m sure you already have your own photo of this lot arriving at Kimberley station for the Steam Festival in 1991". [Editor: No Richard, for some reason lost in the mists of time, I was not there!]

Richard continues:

"I worked the 6J up front and Pat Abbott worked 3454 at the rear. Coming up the bank passing Beaconsfield, 3454 was struggling to push the load. Pat had told me to just relay the signals to him and that 3454 will manage alone. As I say, she was struggling so I wound the 6Js reverser clockwise into forward gear and the little indicator went forward. With that I opened the regulator and the engine went jumping all over the show and we came to a complete stand. I looked back only to see Pat waving his fist at me as though to say "what the hell are you doing?". At this point I noticed that the 6J’s reverser worked the opposite way from normal! Winding it anti-clockwise and bringing the arrow back would put the old girl into forward gear. I did that and away we went, puffing up the bank with 3454 doing most of the work. This photo shows us arriving in Kimberley. Photographer unknown - it may be John Gilberthorpe or Robert Wilson".

Will the photographer kindly identify himself so that we can credit the right person – thanks: Editor.

106. While waiting for train 12-Up to depart Kimberley, along came 15F 2909 with a short goods train, heading towards Kimberley station. I am guessing this was either a transfer load from Beaconsfield yard to Kimberley station, or was on its way to service private sidings around the city. Fortunately, the F cleared in time to get the shot of the passenger behind a class 25 (see next photo) 10th January 1973.

107. Class 25 no. 3458 makes a fine sight at the head of 12-up making a spirited departure out of Kimberley, southbound to De Aar and running 'under the wires' as far as Beaconsfield. 10th January 1973. Trains 12-up and 7-down were known as the 'Cape Mail' and ran between Pretoria and Cape Town, completing the journey in 34 hrs 45 min going south, and 20 minutes faster on the northbound journey.

108. Moving down the Cape Main Line from Kimberley, we arrive at Beaconsfield station and this historical photo by E. H. Short reflects the scene in 1896 looking south.

109. Photographer Short took another photo looking south in 1896 which includes a Cape 1st class locomotive shunting on the left.

110. An unknown 23 building 400-up’s speed for the 1/100 out of Beaconsfield South. This train and its counterpart 401-down were likely the poshest goods trains on SAR. They conveyed high-rated traffic between Cape Town and Braamfontein (Johannesburg) and vice-versa and ran every day of the week. Note the impressive instructions for 400-up in the WTB:

“No 400: conveys urgent high-rated traffic from Braamfontein to Cape Town in bogie trucks with a guaranteed time delivery. It is essential that the traffic conveyed by this train be handed over at destination as per schedule. The priorities are (1) High-rated traffic (2) Parcels, post and periodicals (3) Inter-port traffic (4) Tourist motor cars (5) Livestock (6) Perishables (7) Empty fish trucks* (8) Spare dining saloons and empty coaches. Must have preference over all goods trains. On Wednesdays conveys butter for intermediate stations. Scheduled at passenger speed. Conveys parcels traffic for Modder River and Orange River when necessary. Load 920 tons for 120 axles.”

*the first six vehicles in photo 102 are empty fish reefers.

111. Southwards out of Kamfersdam the avoiding line had a gradient of 1/100. For goods trains conveying maximum loads (1320 tons), as 23 3268 in this photo, it was sufficient to bring them down to walking pace with an exhaust that could be heard in the next province*. Check the spacing of the smoke – the ear-splitting blasts were coming out more than a second apart.

*No exaggeration: the Provincial boundary is only 3 miles away at this point!

112. Before introduction of the new bottom-dumping AZD-series ore wagons in 1962, SAR carried export iron or manganese ore in standard B wagons which had their side doors welded shut. This condenser (and crew about to receive orders from the Beaconsfield Station Forman) was hauling empty ‘Bs’ to Postmasburg, from where they would be distributed to the various mines by the ever-dependable 11th classes.

113. Orders handed over, the train in photo 104 is heading for the avoiding line to Kamfersdam which takes off at the end of the straight visible just under the footbridge.

114. A Beaconsfield 19D departing for Vryburg where it will hand over to a Rhodesia Railways 19th class which will take its load onwards to Bulawayo in October 1962.

In a peculiar anomaly created by the SAR and RR administrations at the time, SAR crews based in Mafeking worked RR 19s down to Vryburg to fetch loads brought in from south of there and worked them through to Mahalapye in Bechuanaland where they handed over to RR crews. Those RR ‘Dollies’ worked 1158-mile round trips with the aid of caboose working, thus setting up unprecedented engine mileages (up to 14,000 miles/month, easily the highest achieved on Cape gauge).

115. A trainload of scrap metal from the Western Cape heads north through Beaconsfield, bound for the steelworks at Vanderbijlpark. At this time (1962) through working of motive power was still in force so this 25NC’s shift would be from De Aar to Klerksdorp with a crew change and refueling at Warrenton.

116. The ‘going away’ shot from off the footbridge at Beaconsfield. At the end of the straight in front of the engine the train will take the avoiding line to Kamfersdam. The state of the station with its neat garden and general tidiness is indicative of the pride in the railway that prevailed in those days.

117. In 1962 the junction at Alex only allowed access to or from Alex yard via flat crossings which created conflicting traffic movements.

By the mid-seventies this junction was grade-separated. But in this scene there were no conflicting movements when the 15F-hauled 92-up to Bloemfontein peeled away from the main line. By pure chance a 25NC on down freight was heading north at the exact same time.

118. Your Editor moved south from Kimberley to Beaconsfield on 2nd June 1963 and first to be photographed was 16E 858 named “A.G.Watson” after her designer, as she/he appeared around the curve with train 91 from Bloemfontein at 1.42pm. Poor old 858 looked particularly grubby – not the usual appearance for the class 16Es which usually were allocated to regular drivers in Bloemfontein.

119. A Klerksdorp-based 25NC No.3439 was next in line to be photographed, working a goods train from Beaconsfield to Klerksdorp.

120. The following train was a string of B-wagons behind class 25 No.3473 heading for Postmasburg. Date: 2 June 1963.

121. Two class 23s; 3226 & 3236 running light, made an impressive sight as they steamed past Beaconsfield station.

122. Equally impressive was this class 25 No.3456 with another load for Postmasburg.

123. Condenser 25 3490 working an iron-ore load destined for the ore berth at Port Elizabeth harbour, southbound through Beaconsfield.

124. Class 23 3294 blasted past Beaconsfield station with a very heavy northbound goods load. The station foreman held up the Van Schoor tablet for the fireman to grab as he steamed past. The young lass sitting on the steps of the footbridge was my newly-wed wife learning what is was like to be a rail-enthusiast’s better half!

125. Highlight of the day on 2 June 1963 was the Orange Express – train 211-down passing Beaconsfield with class 16E 856 “Kroonstad” at 2.20pm – running slightly early! The leading C-34 saloon in Imperial brown livery was obviously a temporary replacement for one of the regular coaches removed for repairs.

126. The same Orange Express – train 212-Up, was now southbound and heading for De Aar on route to Cape Town. Class 25NC No.3435 was in charge. The train, having reversed direction at Kimberley, was now running correctly with the reserved and 2nd class saloons leading.

127. An unidentified 25NC passed by, running southbound to De Aar with a load of coal. Note how clean and well-maintained station premises were in those days.

128. Another 25NC with another load of coal headed south past Beaconsfield station.

129. This unidentified class 19D with torpedo-tender passed us running light and heading for Beaconsfield Loco. It was obviously a regular engine – the give-away was the ornamentation on the smokebox door. On the SAR, when a driver was allocated a regular engine, he was permitted, within reason, to fit ornaments to his charge. These usually took the form of a nameplate under the headlamp bracket and additional brass ornaments attached to the smokebox door and locking-wheel.

130. The sticks are off and this unidentified 25NC with its goods load is heading home to Klerksdorp. The giveaway is the stenciled buck’s head on her smoke deflector plate.

131. In July 1973, Charlie had occasion to catch 66-up from Kimberley to Cape Town. As the train rounded the bend where the avoiding line from Kamfersdam rejoins the main line he recorded his own train approaching the junction while two class 5E1s just up from Kamfersdam waited to follow as far as Beaconsfield’s reception yard.

132. Dave describes his photo: "The photo of Wardale-modified 19D No.2644, was taken on 8th November 1979 prior to setting out from Beaconsfield on one of the early test runs with two of the Beaconsfield Breakdown train’s vehicles and 783 tons of loaded DZs behind the tender. I was lucky enough to have a ride on this train to Belmont and back, including footplating from Modderriver back to Kimberley. All very exciting."

133. The splitting home signal at Beaconsfield South Cabin displayed three boards: top left: main line to Kimberley or the Kamfersdam avoiding line; top right: admission to Alex Down Yard (technically a ‘wrong road’ for down trains which should have had a horizontal cross with purple indicator at night); the ‘off’ board was for Alex Up Yard, which is where this freight was heading.

134. Nearly 20 years elapsed between photo 115 and this one. In the interim the flat junction at Alex was replaced with a flyover for the De Aar main line. Taken from the Oliver Rd overbridge, this photo depicts No 02660-up double-headed 25NCs with block grain for export from the Western Transvaal, destined for East London harbour. It is waiting for a late-running 223-down from the Eastern Cape, heading for Kamfersdam via the avoiding line with petroleum for the Northern Cape. Note the empty bulk cement tankers (on their way to the cement-works at Ulco on the Postmasburg line) being used as the mandatory runners for steam-hauled oil trains (thank you Lumpy).

135. With a triumphant roar, 25NC conversion 2537 finally breaks free of the overhead catenary just south of Alex Junction. Driver Harmse will keep the regulator wide open with cut-off set at 45% until Spytfontein. The whole of Beaconsfield (and even some of Kimberley) will know that 202-up, the Trans-Karoo express, is leaving town (the smoke for this and the next two photos was arranged - much to Les's distaste and Charlie's shame).

136. After the electricity from Klerksdorp to Kimberley was switched on, daylight photos of steam on the Trans Karoo were only possible in November, December and January. Moments after picture 135, driver JJ Harmse* has really got 3537’s bit between her teeth.

I’m repeating Dave Fleming’s description that was given for photo 95: "We went to Beaconsfield South level crossing to watch and listen to the train as it hurtled towards us around the curve before the signal box. The whistling for the level crossing was drowned out by the roar from the chimney which was like a combination of a machine gun being fired and a jet plane taking off. It made the hairs on the back of my neck stand up! Editor: Just look at this photo: it would make anyone’s hair on the neck stand up! Date: 9 January 1981."

*JJ was the senior Special Grade driver at Beaconsfield, later he was appointed Locomotive Inspector, Braamfontein and became one of the most popular enginemen in South Africa as a result of his regular performances on the Friday runs of the Trans Karoo from Johannesburg to Klerksdorp.

137. Dave added: Another shot of 3537 racing south with the Trans Karoo was essential as she sped away heading south! I had just arrived to live in South Africa and was accompanied by Allen Jorgensen, Dick Manton and David Cross for this photo.

138. From a cold start, freights departing from Beaconsfield South departure yard were faced with 3 miles at 1/100 before the grade eased at Westphalia. A good place to watch freight departures was at Beaconsfield South Cabin where spectacular steam effects billowed to the skies as drivers used maximum effort in charging the crossover to the up main at the very foot of the grade.

139. Graeme Hind comments: "25NC 3443 leads a second 25NC as they lift 02222 goods out of Alex up yard bound for Bloemfontein with a block load of export grain bound for East London harbour. The signal visible on right is the Alex Cabin outer home. In the left background can be seen the Beaconsfield rail welding depot which produced train-length long-welded-rail sections. Date: March 1982."

140. Graeme again: "It’s an hour before midnight, and 16E No 858 has coupled onto its load in Alex Up yard, to head 2240 goods bound for Bloemfontein. As the yard staff complete the train examination and the paperwork, the driver will take the opportunity to grease around the loco. Those with a good eye can see the loco’s bucket on the ground under the blow down muffler showing that the driver is using the old trick of wetting and softening the hard grease sticks in hot water. It makes them slip into the hard grease gun, and thus into the coupling and connecting rod bearings, just that bit easier. It’s 1982 and whilst 858 had long been withdrawn from regular service, it was allocated to Beaconsfield and saw irregular service on special trains. On this occasion, it had recently undergone some heavy maintenance, and then did two return trips to Bloemfontein on scheduled goods services to ‘run her in’. Date 4/11/1982."

141. With preparations completed, the crew of 858 await the clearing of the Alex cabin outer home signal and the green light from the control point shunter.

142. Graeme provides the details: "Its 2.03pm and spot on time to the minute, Train 61212, the Up Orange Express blasts past Beaconsfield South Cabin, with 25NC 3434 in charge. Date: 3/8/1982."

143. Graeme again: "3511, by this time in August 1982, the last operable condensing 25 class, has train 81012, or "12-up" as it was more commonly known, around the 100kmh mark as it approaches Beaconsfield South Signal Cabin. The light grey smoke at the chimney devoid of exhaust steam even on such a cold morning is the hallmark of a condenser. The feather of steam next to the chimney is the exhaust of the smokebox char blower. 12-up was the daily Johannesburg to Cape Town semi fast passenger train and had left Johannesburg late the previous evening, running through the night to Kimberley behind electric traction. 3511 and its Beaconsfield crew have taken charge and will run it the 235kms to De Aar before handing over to diesel traction. In the foreground are the tracks into Alex down and up yards."

144. Graeme tells us: "A cheap fish-eye lens has its uses. In this case capturing the cab of 25NC No 3524. The portable radio hanging in the driver’s window is a clue that we are on a shunt job, in this case, the “New Shunt” in Alex down yard. We are having a quiet time between bouts of heavy shunting, hence the fire appearing dormant. The cleanliness of this cab was typical, even on a lowly shunt job, and woe betide any fireman who did not maintain this standard. The cab layout of these engines was a demonstration of good ergonomics, long before we knew what the word meant. Everything in reach or within sight, good seating and good ventilation. In the centre are boiler pressure and water level gauges. To the fireman’s side are gauges indicating pressure to the stoker engine, three of the five stoker jets, and train steam heating. Below them are the multiple valves controlling the stoker, the grate shakers, and both injectors. On the driver’s side, the steam chest pressure and vacuum brake gauges, the regulator, brake valve, and reverser. This engine is fitted with a Standard HT2* stoker, as were all the original 25NCs, and 60 of the 90 Class 25. The other 30, including this engine, were originally fitted with ‘Berkley’ stokers. But at some time, it has been swapped out during overhaul for the HT2. Date: 2.3.1983."

*The word ‘Standard’ relates to the manufacturer being the ‘Standard Stoker Company’ of Erie Pennsylvania.

145. Graeme again: "De Aar-allocated 25NCs 3483 and 3470 blast past Beaconsfield South signal cabin with a block load of coal. 160 axles for almost 2,300 tonnes. It’s a sub-zero morning and the frost is visible on the coal in the wagons. The track in bottom centre connects to Alex Up yard, and the one to the right to Alex Down yard."

146. Warwick Falconer comments: 25NC no 3467 drawing into Beaconsfield yards with a freight from De Aar. She's using the arrival line to the north of the head shunt. The consist of mainly grain wagons and a guard's van suggests this is the daily Orange River pickup that serviced the huge grain elevator at the station. 23 September 1989.

147. This shot of class 15CA No.2828 & class 23 No.3300, working a train of cement wagons was taken during the Steam Festival on 2 August 1991. This Festival was arranged to celebrate and bid farewell to steam traction on the SAR. A 25NC Worshond is kicking off wagons from the Alex Down yard head shunt.