Sandstone Heritage Trust - Rail News RN 147 - Weekly Steamshed Report - 28th January - 3rd February 2006 - By Gert Jubileus 17th January 2006
The Cosmos signboard at Sandstone's entrance
SANDSTONE STEAM RAILWAY WAGON REPORT: The race is on and it is the final countdown to have fifty wagons in operational condition for the longest Narrow Gauge train ever on the Sandstone Steam Railway before the Cosmos Festival and the “Under the African Skies “that starts at the end of March this year. This week we managed to out shop four wagons and another two is half way restored. But here is the story!
THE GUARDS VANS: The restoration of the two Guards Vans was completed this week and both of them were shunted out to the storage line outside the shed. The broken windows were removed and new windows will be fitted to them in next week. These two Vans will remain their original colours and will make part of a train consist from the “Bygone era” together with old rusty B wagons.
THE RATANGA FLAT WAGON: The Ratanga Flat wagon was then shunted to the pit; all the braking gears were removed, de-scaled and painted. The vacuum cylinder was removed and Ben overhauled it. Here are some photos of its restoration: Before and After!
This flat wagon is making part of the Military train and Henry spray painted it in a camouflaged Military colour. Here are some photos of a camouflaged Ratanga Flat wagon:
TWO B WAGONS: The first two B wagons that will remain in their original rusty colours came to the put on Friday. They will undergo a complete under frame restoration. THE LOADING OF THE MILITARY TRAIN: This week we started with the loading of available flat wagons with Military vehicles. Here are some photos of the loaded flat wagons. We however were not sure if our camouflaging was sufficient, so we pulled the two camouflaged wagons to a vegetation background and put it to the test. Here is the result: The general restorations to the wagon under frames are the same with all the wagons. All the braking gears are removed, de-scaled and painted with red oxide. The vacuum cylinders are overhauled completely with new roll rings and release valves. We use the new plastic release valves and I personally find them to be more reliable than the older ones. The advance of the plastic one are the ports for the vacuum are bigger and therefore the time to create vacuum at the chamber side is very faster than with the old brass ones. Here are some photos of the under frame restorations. Chamber tanks are de-scaled and painted with red oxide. Braking gears are straighten, de-scaled and painted with Red oxide as well. Then we fit the braking gears, vacuum cylinder, chamber tanks are fitted back and the brakes are adjusted. After these steps are completed, we remove the old vacuum pipes and new ones are fitted together with vacuum chamber pipes. New Bearings are fitted and the axle boxes are packed with new wool soaked in oil. After this is done, the wagon handbrakes are tested and they are vacuum brake tested. TWO B WAGONS: The first two B wagons that will remain in their original rusty colours came to the put on Friday. They will undergo a complete under frame restoration. THE LOADING OF THE MILITARY TRAIN: This week we started with the loading of available flat wagons with Military vehicles. Here are some photos of the loaded flat wagons.  THE BSA RAILCAR This week huge progress was made with the restoration of our 1910 BSA railcar. The biggest work to be done is on the body of this car, and needs special attention to rebuild some of the parts as it use to be in 1910. Here are some photos of the bonnet and how Henk and Henry managed to bend the bonnet and bonnet sides of the BSA.It all started with a piece of steel plate and the creativity of the mind was placed to hand. The gearbox arrived and Henry is at present busy to fit it into the BSA. Once this is fitted, it shall enable us to design the floor that we need to make to fit into the enclosed areas. THE SANDSTONE STEAM RAILWAY Casuals are busy with cleaning up the vegetation close to the Railway line. It takes time, but surely looks really neat and clean. We had a really bad thunderstorm last Sunday night, and a rail inspection was done to inspect the railway line of flooded areas. Here are photos of the neat railway line: Here is the Wickham facing towards the Lesotho border, just as a thundershower burst open over the Maluti Mountains. RAILWAY SIGNS Speed posts were fitted to tar poles this week and will be planted at appropriate places on the Railway line. All the speed posts and gradient posts will be fitted on a special rail day that we plan to have. All the required signs and boards will be fitted as well as clearance marks where the new lines were build. From The Past A 19 D shunting at Potgietersrus in Transvaal - Photo by Michael Carter. The 19D ‘s were mainly used on the branch lines in South Africa and therefore also used to perform the shunting duties at such depots. They were very successful locomotives and definitely one of my favourites. PLANNING FOR NEXT WEEK 1.) To finish the restoration of the two B wagons 2.) To finish the restoration of another 2 B wagons 3.) To start with the restoration of another 2 B wagons 4.) To re-rail all the wagons at the coal shed 5.) To clean up the Shed yard 6.) To do Boiler Inspections on 8 boilers (internal, hydraulic and steam test.) 7.) To stencil 3’6” wagons at Waenhuis 8.) To make clearance marks out of short pieces of rail. 9.) To have a Rail day ( signs, speed posts and gradient posts) 10.) Train ride for the visit of the High Commissioner. 11.) To go on with the BSA 12.) To send a train to load all the bags of weeds at the railway line side. STEAM GREETINGS... GERT!!!

Sandstone Heritage Trust - Rail News RN 148 - The Brigade Loco (Feldbahn) makes more steady progress Related articles at the bottom of the page >> The cab for the Feldbahn locomotive is coming together, as one can see from this photograph. When Lukas Nel and his team advise us that they are working on the cab we know that the job is very far advanced. It means the really heavy work is behind them.

RN 193 -Lest we forget, this is what the Feldbahn looked like when it arrived from the UK

RN 192 - Feldbahn locos working in Eastern Europe

RN 176 - Bloemfontein. Brigade (Feldbahn) Locomotive

RN 163 - Our Brigade (Feldbahn) restoration proceeds apace.

RN 148 - The Brigade Loco (Feldbahn) makes more steady progress

RN 132 - The Feldbahn being restored by Sandstone Bloemfontein workshops is proceeding steadily

RN 84 - Work continues on Feldbahn locomotive boiler

RN 72 - Work continues on Feldbahn locomotive

Sandstone Heritage Trust - Rail News RN 150 - The Brigade Loco (Feldbahn) makes more steady progress 20th January 2006
SANDSTONE STEAM RAILWAY WAGON REPORT: Because of the Boiler Inspections this week, the progress on the wagon restorations was on a slower pace, though we managed to have 46 wagons in roadworthy condition to use on the longest train ever on the Sandstone Steam Railway. We took one of the Guards Vans and sanded it. Derrick spray painted the Van in Military colours. The inside of the Van was sprayed with Battle ship grey paint and new seats were fitted.
One of the DZ wagons was spray painted so it can be used on the Military train consists. This DZ also came into the shed for brake adjustment and was vacuum brake tested.
Bearings were fitted to all the B wagons and all the boxes were packed with oil and wool. All of them are roadworthy and only needs minor rectifications to the doors. They all will be shunted to the shunting yard in the Hoekfontein Station in next week to clear up space for the next wagons to be worked on. Here are some photos of this restoration.
Another four wagons were re-railed in this week. Two perfect DZ’s were re-railed and will come to the shed for restoration in the next week.
SANDSTONE STEAM RAILWAY LOCOMOTIVES AND BOILERS Eight boilers were inspected by the Boiler Inspector Willie Lottering this week. First we did the Internal Inspection and as we proceed Henry and Derrick started to close the boilers for the Hydraulic testing.
Here is Willie busy with the inspecting of the boilers:
The boilers then were hydraulic tested and steam tested. All passed the Boiler Inspection and were issued with a three year certificate. We also visited the 15F number 3052 in town to inspect the condition of the Boiler. Work on the boiler of this locomotive will commence in next week to get her Boiler Certificate to be used in April this year on David Shepard’s visit.
SANDSTONE IN STEAM AGAIN: This week we had two train tours on the Farm. The first one was the South African Police that held a Seminar. They started the Seminar early the morning and had lunch in the Waenhuis. They all then were spoiled with an exotic train ride to Grootdraai and back to Hoekfontein. Because we had to steam our Class NGG 16 number 113 for the Boiler Inspector, we used her to haul the 50 passengers.
After the train ride, they were taken on a tour through the Vintage and Steam Shed.
The second train tour was 60 Bikers from the Rabies’ Club who visited the Farm on Saturday.
The Wickham was used again to inspect the Railway line before the train departed and two volunteer line Inspectors inspected the line, but could not find a fault, except for some flowers that were out of line according to them.
We again steamed number 113 to haul the train. All the brass on 113 was cleaned to perfection and was ready in the Hoekfontein Station by 12H00.
Some posed for photos in front of 113 and some could not resist climbing into the cab of this beautiful Lady.
From left to right: Edrique Botha, Charl Meyer, Hannes v.d.Merwe.
THE SANDSTONE STEAM RAILWAY Goldfields Track, the Rail contractor for Sandstone Estates has started with severe upgrading work to the Railway line. They are busy with welding and grinding of all the batters on the line and will start with removing slacks on all the points as well as tamping work in the Hoekfontein Station. A third line will be laid in the Steam Shed to accommodate the fleet of restored locomotives. Below are the photos of the welding and grinding of the batters at Hoekfontein Station.
A full update and photos in next weeks report!
FROM THE PAST!
A Class 6 leaving Kimberley on the well-known “ Kimberley se Trein” organised by Steamnet 2000. Photo by: Judy Odell
PLANNING FOR NEXT WEEK:
1.) To re-rail all the wagons at the Coal shed 2.) To restore a 2 DZ’s and another 2 B wagons 3.) To load consists for Under the African Skies 4.) To start with repairs needed on Locomotives 5.) To Waterproof 3x 3’6” wagons in Hoekfontein Station 6.) To fit speed posts 7.) To wash out and prepare the 15F for B.I. 8.) To spray paint flat wagon in camouflage colours 9.) To spray paint a DZ in camouflage colours 10.) To shunt all wagons not to restore to the Station Storage line 11.) To spray Paint all Railway signs on the Line.
STEAM GREETINGS... GERT!!!

Sandstone Heritage Trust - Rail News RN 151 - Weekly Steam Report - 19th - 25th February 2006 - By Gert Jubileus 17th January 2006
SANDSTONE STEAM RAILWAY “ RAIL NEWS” Goldfields Track is still busy with the upgrading of the Railway line on the Estates. All the mainline points are serviced and all the slacks over these points are removed. The line through the Hoekfontein Station was moved to have a safe clearance of passing trains to the Station building roof. The slacks in the Station were removed and tamped. The rails at the Pandora embankment were loosen and removed to enable the slewing of the gradient. The first curve past the Pandora house is also going to be moved to ease the radius. This however is not the only place where the gradients are slewed. The gradient at the Farm School as well as on the newest line also will be slewed. Here are some photos of the work on the Railway Line:
THIRD LINE IN STEAM SHED This week we had to move locomotive number 88 out of the shed to clear the space where the third line must be lay. Because of too much rain every day it was not possible to move outside the shed and we loaded the units on available Flat wagons and will move them again.
All the little locomotives were shunted to the wagon shed for the mean time. First of all the paving is removed to fit in the set of points and the rails for this line. Goldfields Track will fit the points and the new line and the paving will be laid again after completion. This is a good opportunity to clean the shed and new floor paint will be painted in next week.
SANDSTONE STEAM RAILWAY LOCOMOTIVES: NGG 16 Number 113 This week we have done all the repairs on 113 including changing the water pipe between the Front unit and the Main Frame. This water pipe is connected to the pipe under the front unit water tank and there is not much space to work. We also washed out this locomotive and cleaned all the tubes. Here is Derrick busy with the wash out of 113:
The Fowler also was washed out this week!
SANDSTONE STEAM RAILWAY WAGONS: Almost all the wagons at the Coal Shed were re-railed this week and were shunted to the Storage line at Hoekfontein Station.
Two wagons were brought to the put and all the braking gears, vacuum cylinders and tanks were removed, de-scaled and painted with Red Oxide paint. The vacuum cylinders were overhauled and were fitted back together with the braking gears. New chamber pipes were fitted and secured by glue and clamps to secure a leak free joint on the chamber side. The brakes were adjusted and the handbrakes were made workable. The Dz wagon was de-scaled and will be spray painted in camouflaged colours. The total of restored wagons is 48 and we need to do another 2 wagons to have 50 wagons ready by the end of March for the longest train on the Sandstone Steam Railway.
Here are photos of the restoration of another B wagon and a beautiful DZ wagon.
We started with the restoration of the Ratanga wagon again. Henry finishes the fitting of the wooden floors inside this wagon and I am busy with the windows of the wagon.
From the Past
Photo by Allen A Jorgenson Running 12 hours late, the Orange Express, hauled by a 15E 4-8-2 after leaving Kransfontein. The new devoted line had been in service less than a week when this photo was taken in April 1968.
PLANNING FOR NEXT WEEK: 1.) To move rails and points from Pandora 2.) To waterproof 3’6” goods wagons at Waenhuis with steel plates 3.) To go on with the restoration of the Ratanga Wagon. 4.) To wash out locomotives and do repairs needed 5.) To move wagons to the storage line in Hoekfontein Station. 6.) To paint shed Floors 7.) To start with the preparations for the Under African Skies. 8.) To clean up at Coal Shed 9.) To move all spares and locomotive frames to be stored under new Roofs. 10.) To spray paint a Dz in camouflage colours 11.) To shunt all wagons not to restore to the Station Storage line 12.) To spray Paint all Railway signs on the Line. 13.) To fit speed posts 14.) To have a train for weed spraying to Grootdraai and Mooihoek.

Sandstone Heritage Trust - Rail News

RN 152 - Steam technology - A Combined Cycle Locomotive? - Courtesy of Rob Dickson

The Sandstone Heritage Trust is investigating a number of areas where it can use steam power (which in turn is fired by easily available bio mass). One of the fuel sources is timber from invasive species of trees which must be cleared by Law. The attached article deals with one area of this technology that is currently being investigated.A Combined Cycle Locomotive? Harry Valentine, Transportation Researcher. This email address is being protected from spambots. You need JavaScript enabled to view it. writes (16th April 2001). (Harry adds, 24th September 2001 "There is a modification which can be made to the combined cycle steam locomotive concept. A US company called Ramgen http://www.ramgen.com builds a ramjet which turns a shaft, which in turn drives electrical generating gear."

There seems to be some modern opportunity to re-introduce the combined cycle locomotive (gas turbine plus steam) to modern service. As you may be aware, there is a new gas-turbine project underway with the Railpower group http://www.railpower. com
A combined cycle locomotive using steam could pave the way for a return of steam traction, but burning bio-fuel instead of coal.

Introduction:
Combined cycle power systems are exist in power stations, in the form of bottom-cycle engines which operate off the waste heat of another power generation system. The CHP (combined heat and power) power station can qualify as a combined system, since its waste heat goes to another use. In navy operation, combined power cycles usually saw the use of diesel and gas turbine, or diesel and steam turbine powering the same vessel, where waste heat from one system was used to supplement the energy input into another system. Combined power cycle was used in railway operations, in the UK in 1927, in which the Still locomotive combined steam and diesel power. The Still company was a small company which went bankrupt during the economic upheavals of the late 1920's, yet their locomotive achieved an in-service efficiency of 27-percent. The waste heat from the diesel engine (22-23-percent efficient) preheated the water prior to entering the boiler, thus raising the overall locomotive drawbar efficiency above that on any pre-1930 steam or diesel locomotive.

Periodically, the idea of using the waste heat of diesel locomotives has resurfaced, to no avail. Railway companies had developed an aversion to steam locomotives following the switch to mainline diesel power. The concept of a combined diesel and steam system on rails was not something to be mentioned to top railway management. During the 1960s, railroad management were all to aware of the high maintenance and low availability of steam traction. A successful water recirculation system had not yet been developed (oil from the pistons would get into the exhaust steam), on-board water purification was also essentially unavailable, fluidised bed combustion was still in the experimental stages, steam turbine was out of the question and direct current generators were still in widespread use on diesel locomotices. Besides, in countries where mainline diesel traction had become the predominant motive source, diesel fuel was still selling at bargain prices. When diesel fuel prices started rising after the mid-1980's, discussions revolved around electric traction in some nations.

The Contemporary Situation:
Rising fuel prices as well as environmental concerns have focused attention on alternative energy sources for the transportation industry, including railways. The price of high-horsepower fuel-cell locomotives is still quite prohibitive (US$2, 000-US$3, 000 per Kilowatt). The cost of long distance railway electrification in countries like the USA (cost of US$6-million/mile) is also prohibitive ..... the USA is also amidst a shortage of electrical generating capacity, not to mention the clearance problems of overhigh US rail cars such as triple-stacked shipping containers and tri-level car-carriers going under bridges and through tunnels.

One alternative fuel being tested for rail power in the USA is natural gas. It can be combusted in a reciprocating engine (a converted diesel engine), it can be processed by solid-oxide fuel cells or be combusted in gas turbine powerplants. Contemporary turbines such as the Rolls Royce Trent and the Mercury 50 by Solar Turbines operate as high as 38-40-percent efficient on natural gas, while a piston engine delivers less power as well as lower thermal efficiency. A locomotive experiment is getting underway in the USA to use a natural gas fueled 5500-Hp Mercury 50 regenerative gas turbine powerplant driving electrical generating equipment. This locomotive is intended for heavy freight use, while another gas turbine high-speed locomotive experiment is also underway.

The price of natural gas has risen with market demand, but is still lower that diesel fuel. The classic part-load efficiency loss still exists for new generation, high-efficiency regenerative turbines ..... which typically will deliver 80-percent of maximum efficiency at 50-percent power output. Despite this part-load efficiency loss, the cost of the natural gas turbine is still very competitive against modern diesel locomotives. The Mercury 50 Solar Turbine can be developed to an output of 10, 000-Hp on natural gas. Savings are not only realised from the lower cost of fuel, there is also a substantial cost savings in lubricating oil and engine coolant. In operation, the contemporary gas turbine locomotive is expected to be cost competitive against its diesel counterparts, in heavy-haul freight service. It is also expected to be far more environmentally friendly, emitting only a miniscule amount of the pollutants typically emitted by a modern diesel locomotive.

The Potential of a Combined Steam Locomotive:
A modern steam locomotive, using all the improvements that have been developed or researched thus far, could operate in a combined cycle mode with the natural gas Solar Turbine. The Mercuty 50 Solar Turbine engine operates at 39-percent efficiency at 5500-Hp .... and rejects some 8500-Hp (21, 000, 000-Btu's/hr at some 300-degrees centigrade) from its exhaust. This is energy that could be used to boil water, in either a firetube or water-tube boiler. If the gas turbine locomotive is developed to a level of 10, 000-Hp at 40-percent efficiency, it would reject some 15, 000-Hp(38, 000, 000-Btu's/hr at 300-degrees centigrade) via the exhaust. If 20-percent of that reject heat could be delivered to the driving wheels, that would be 0. 2 x 15, 000 = 3, 000-Hp from the steam section.

In American heavy-haul freight operation, slug units are at times used to provide added tractive effort, but source their energy from a companion locomotive. A combined cylce locomotive could at various times operate as a slug unit allowing added tractive effort, it could provide additional horsepower to help pull heavy trains and it could be used to enable higher fuel efficiencies. A pound of natural gas holds 20, 500-Btu's of energy. At 39% efficiency, the 5500-hp turbine processes35, 900, 000-Btu's/hr or 1750 lbs of natural gas (3. 14-Hp/lb of fuel). The waste heat from the turbine is sufficient to raise superheated steam at 600-psia. If higher steam pressures are desired, or higher superheat temperatures needed, small amounts of natural gas could be burned to these ends (5-Hp/lb of fuel). A triple-turbine in a 1-2-4 power ratio(250-Hp, 500-Hp, 1000-Hp) could enable maximum efficiency at 7-power settings. If the gas turbine is rated for 10, 000-Hp, the steam section could use a quad turbine in a 1-2-4-8 power ratio (250-Hp, 500-Hp, 1, 000-Hp and 2, 000-Hp), yielding 15-power settings at maximum efficiency.

At power levels below 33-percent of maximum gas turbine power, the part-load efficiency loss is sufficiently drastic that the steam section running on its own, directly burning the natural gas, would offer a more efficient and cost effective alternative. Such operations may be desirable on occasions where the combined cycle locomotive is being used to pull a lightly loaded trains between major centres, so that it may be transferred to a much heavier train at the destination. On other occasions, the combined cycle locomotive may be pulling a very heavy heavy train through a speed restricted zone, requiring low overall power (gas turbine off, steam in service) and high tractive effort.
The steam section of the combined-cycle locomotive would benefit from the work of people who have been researching modern and future steam. Concepts like the onboard water purifier and chemical cleaning have reduced boiler wash-downs to twice a year. The modern boiler insulation techniques that reduce heat loss and the concept of using a recirculating water heater to reduce steam generation times, will also enhance the steam combined cycle locomotive. The research at ACE in the area of re-using the steam and using a cooled, multiple-expansion valve to convert exhaust steam to hot water, to be cooled in a radiator, will extend the operating range of the combined cycle locomotive. The research of maintaining heat on cylinder walls can be applied to steam turbines ... a large section of the non-insulated turbine outer casing can be located inside the "firebox", so that high heat will be maintained on the steam turbine stators (or nozzles), raising efficiency. The turbine bearings will be located outside the "firebox", on a driveshaft and away from heat.

Overall Efficiencies:
The gas-turbine concept, fueled by natural gas, has competitive potential over piston engines. The efficiency of modern regenerative gas turbines is almost on par with modern diesel engines ...... with savings in cost of lubricating oils, engine coolants and longer in-service duration between powerplant tear-downs and rebuilds. The gas turbine is also more readily adaptable to combined cycle operation, due to the energy volumes and temperatures in the exhaust, which can raise steam ...... something not easily achieved with a diesel piston engine. The steam side of the combined power cycle can also be used with natural gas powered solid-oxide fuel cells (SOFCs) which operate at temperatures well excess of 500-degrees centigrade. Whereas the overall efficiency of a combined cycle gas turbine and steam (COGAS) can approach 50-percent, a combined cycle of SOFC and steam could operate in the 60-70-percent range .... on natural gas.

Future Steam Railway Traction:
The steam locomotive could return to mainline railway service, as part of a combined cycle locomotive. The advances that have occurred in steam technology, including advances which have occurred in naval service as well as power stations, will inevitably be incorporated into the steam section of a combined cycle locomotive. The potential return of steam technology to railway service does open a door for expanded steam operation, in a non-combined cycle system. Some precedents in the UK, such as Thetford Power Station, indicate a possible future scenario as to what types of fuels a non-combined cycle steam locomotive would use. The environmental revolt against coal makes coal an unlike future locomotive fuel.

Renewable solid fuels are gaining popularity ..... eg, UK's Yorkshire Power Station's Willows to Watts program. Biofuels such as wood pellets (or other bio pellets), alfalfa stems, compacted farm livestock bio-solids, compacted municipal treatment centre bio-solids all feature prominently as potential future locomotive fuels. There is a considerable amount of support amongst environmental groups, various green groups and even in numerous political circles to use domestic bio-fuels. Very powerful farm lobbies exist in many nations. There is a growing revolt against using bio-solids from municipal treatment centres as fertilizer, plus increasingly more stringent regulations pertaining to the disposal of bio-solids from livestock farms. Burning it as locomotive fuel has large-scale support ....... and there is a large availability of such fuel across countries like the USA. First, various railway companies around the world would have to become comfortable with operating combined cycle locomotives which have a steam power section. Once such locomotives gain acceptance, the next step would be the introduction of bio-solid fuel burning steam locomotives ..... ones which use the pioneering work of Andre Chapelon and Livio Dante Porta.

Courtesy of Rob Dickinson.

Sandstone Heritage Trust - Rail News RN 153 - Weekly steamshed report - 27th February - 10th March 2006 - By Gert Jubileus 17th January 2006

SANDSTONE STEAM RAILWAY LOCOMOTIVES:
Four locomotive boilers were washed out during this period. They are 49, Kalahari, Little Bess and the Decauville. The new Star Delta starter for the big centrifugal pump from St Helena was fitted this week and we tested the ability of the new pump and washed out Class NGG13 number 49. The force of the water through this pump is remarkable and is washing out of the boilers very sufficiently.

Here are photos of the Star Delta starter and the wash out of 49:

Above: The Washout through a 2” pipe.

We washed out the Little Bess and the Decauville on the same day because of the size of the boilers, but with the larger locomotives it takes up to two days to complete the process.

The Kalahari's dome was removed and a new brass joint ring has been made for her to ensure a steam tight joint at the Dome. With the dome off, it was an excellent time to wash out the Kalahari too.

Here is Derrick busy with the copper ring:

SANDSTONE STEAM RAILWAY WAGONS:
The Dz and the B wagon were completely restored this week and were shunted out to the Station.
The Dz was also spray painted with the camouflaged colours.
Here are some photos of Ben and Henk busy with the rectifications to the B wagon doors.

THE 49th WAGON came into the shed for restoration. Petrus and Jacob removed the braking gears and vacuum cylinder and also fitted bearings to this wagon. The vacuum cylinder was overhauled and the braking ears were cleaned and painted with the Red Oxide paint. Jacob started with the de-scale work on the Dz.

THE RATANGA WAGON: Henry started with the Ratanga wagon again and is busy with the windows of the wagon while Henkie is busy with the making of the steel frames for the seats with 50x50 angle iron. 3'6" WAGONS: Henkie and Ben started with the waterproofing of the 3 wagons in Hoekfontein Station. First of all they had to secure the existing wooden roof and then covered the wood with 0,8mm steel sheets. This will be finished early in next week.

 

SANDSTONE STEAM RAILWAY LINE:
Goldfields Rail was hectically busy this week. The third line in the Loco Shed was completed and they are halfway with the laying of the paving bricks. Here are photos of the third line under construction:

Here they are busy moving in the very heavy set of point:

Then, the laying of the paving again:
With all the locomotives out of the shed, it was an excellent time to paint the shed floors and the yellow stripes again.

THE PANDORA EMBANKMENT:
The rail panels on the Pandora embankment were loosened and removed fro the track bed.

All the ballast was removed and a stock pile was made. Karel Senekal then started with the earthmoving to slew the gradient. Amazing that only one man can do this with these giant earthmoving machines of Sandstone Estates.

Then the rail panels were laid again:

While Goldfields Rail was busy with the track, Karel started with the curve just above Pandora house.


This morning we started to ballast the line again with the Hunslet and AY wagons.

SPEED POSTS:
All the speed post signs were planted at the appropriate places over the line where special speed restrictions are essential. Seven speed post signs were placed over the line.

WEED SPRAYING!
My worst enemy this year was definitely the weeds that were growing like crazy. This week we sprayed the line from Hoekfontein to Grootdraai and to Pandora to just before where the track was not disconnected.

YARD CLEANING:
This week all the wagons were except three were re-railed. The bogeys of the three wagons are used under the boilers without units, but they were placed neatly near the 3’6”wagons. The rest of the locomotive spares and units were moved and placed under roofs near the main complex.

Sandstone Heritage Trust - Rail News RN 154 - Progress on Sandstone's rail construction and maintenance 17th January 2006 Goldfields Track, the official rail construction subcontractor and maintenance support organisation for the Sandstone Heritage Trust Narrow Gauge Railway, is carrying out some extensive works on the line at present. This involves slightly reducing the gradient and improving the curve at Pandora. This is a well known sticking point but as our trains get bigger and heavier we have decided to improve our margin of safety on this particular section of the line. The pictures tell the story.

Sandstone Heritage Trust - Rail News RN 154 - Progress on Sandstone's rail construction and maintenance 17th January 2006 GMAM 4079, “Lyndie Lou”, nears completion. Since being moved to Pretoria in 2005 on loan to Rovos Rail, GMAM number 4079 has undergone a great deal restoration to bring the locomotive back to mainline standard. Although in excellent condition, the locomotive had been used in mine service for many years where requirements are very different to mainline passenger service. The team led by John Dadford has completed a number of tasks and the loco is expected to steam very shortly. At present 4079 will remain in the colours of Sandstone Steam Railroad as the paintwork is still in extremely good condition and is polishing up well.
Moving around the loco, the following has been done: Running Gear: The brake hangers have been refurbished in the machine shop, the bushes have been replaced and hardened by John. The locating pins have been remade and need to be hardened before fitment.
The composite brake shoes have been removed as they are not entirely suited to this type of loco and will be replaced with iron blocks which are ready and on site for refitting. (Right). Boiler Mountings The coppersmith has remade all the pockets covering the washout plugs including two interesting ‘round a corner’ variations. (Below left and right)
The entire lubricating system has been dismantled, inspected, cleaned, with any problems corrected and refitted on both lubricators. (Below left). The drifting valve steam pipe which had been dangerously routed under the driver’s seat using substandard ‘household’ copper pipe has been safely rerouted, and replaced with ‘grade a’ pipe. In the smoke box the spark arrestor was found not to be in good condition with very large holes and will be replaced. (Below right).
The spark deflector was very rusted and has been replaced.	Some of the vanes above the spark arrestor were replaced.
Two elements are being replaced. (Above right). An initial boiler inspection has been done by Inspector P Britz on 15/3/06 whereby it tested without leaks and maintained a pressure of 1725Kpa. A provisional certificate has been signed but an internal inspection is still required.
The water tanker has been cleaned and wheels and other items (ladder) painted.
Before 4079 can enter service a number of final jobs and inspections need to be done, these are:
A boiler wash out A full internal boiler inspection A Department of Labour boiler inspection and measurement for registration of the boiler on the Department database. The locomotive must then be sealed up and the connecting rods, brake hangers and other motion items refitted before a final steam test.
With the loco having run very little mileage since a comprehensive rebuild in 1997, the whole of the Sandstone team is very excited at the prospect of seeing GMAM number 4079, “Lyndie Lou” take to the rails again in full steam.
John Dadford (left) and Wolf Mensing of Rovos Rail examining the locomotive.	The cab cleaned up.

Sandstone Heritage Trust - Rail News

RN 156 - Steaming through Sandstone - Article in Country Life Magazine - by Alex Cremerd

23rd March 2006

"The Age of steam lives on in a big way on a working Free State farm. Between March 29th and April 9th, Sandstone Estates will be hosting the biggest steam festival under African skies. - Alex Cremer, Country Life Magazine."



 

Sandstone Heritage Trust - Rail News RN 157 - A serious narrow gauge train on a serious estate. The attached photographs shows probably the longest narrow gauge train ever worked by steam anywhere at anytime. Two NGG 16 Garratts and an NG15 is seen here working a 48 wagon train at Sandstone Estates in the Eastern Free State of South Africa. The wagons were pulled by: NG16 No. 113 NG16 No. 49 NG15 No. 17 The list of wagons are as follows:

1. B-wagon 2926 2. B-wagon 2436 3. B-wagon 1125 4. B-wagon 1136 5. B-wagon 922 6. B-wagon 2947 7. B-wagon 921 8. B-wagon 1146 9. B-wagon 1680 10. B-wagon 2951 11. DZ 1405 12. DZ 1976 13. DZ 862 14. Ay 2806 15. Ay 2032 16. O-wagon 4000 17. O-wagon 3733 18. OZ 3197 19. GZ 2834 20. QZ 180 21. V-15 2814 22. V-16 3175 23. PE-coach 52 24. PE-coach 67 25. DZ 2901 26. Passenger 185 (ex G) 27. Open coach Ex DZ 28. Saloon Ex B 29. Dinning car 3185 (ex V-15) 30 O 4003 31 S2 3293 32. S2 3570 33. GZ 2836 34. S2 3571 35. S2 3579ex 1699 36 V-16 3178 37. B 2454 38 V-16 3171 39 B 1629 40 B   41 B 1812 42 B 1118 43 B 931 44 B 2260 45 B 2273 46 DZ 1722 47 B 2464 48 G 2819 Loco Driver Fireman 113 P Maurer P Ackerman 49 J Bunch(WHR) A Shaw (WHR) 17 G Jubileus D van Zyl

A seriously spectacular sight!

Coming up to Grootdraai.

Coming around the bend at Grootdraai. You can see the rest of the train snaking in the background.

Sandstone Heritage Trust - Rail News RN 160 - Update on the Guards Van, NGY 3172, donated and shipped by the Sandstone Heritage Trust to the Welsh Highland Railway 11th May 2006 The Guards Van, NGY 3172, donated and shipped by the Sandstone Heritage Trust to the Welsh Highland Railway, is virtually complete. Marcus Ingram who has been in charge of the restoration project sent us this excelelnt photograph of the pristine Guards Van which will undoubtedly become an integral part of the Welsh Highland Railway network operations from this point on.

Sandstone Heritage Trust - Rail News 17th January 2006 RN 161 - A "Braai" with Little Bess! 12th May 2006 Our event “Under African Skies” was so diverse it is hard to describe all the activities that took place. There was a formal programme and there were many informal gatherings. In this case our Wren Class locomotive, Little Bess, was hooked to a single passenger wagon, and taken up to Vailima Mountain complete with Coco Pan for an impromptu barbeque. Travelling and cooking without gas and without diesel – maybe the future of the world.

Sandstone Heritage Trust - Rail News

17th January 2006

RN 162 - A "Stray Photographer"

12th May 2006

Sometimes photographers stray off the beaten track and take pictures that show the daily life at Sandstone Estates. Here our Hunslet diesel proceeds away from the silos while the Lawley returns to the workshops after carrying out passenger duties.

Sandstone Heritage Trust - Rail News 17th January 2006 RN 163 - Our Feldbahn restoration proceeds apace. 19th June 2006 Related articles at the bottom of the page >> Our Feldbahn restoration proceeds apace. The sand boxes have now been fitted. We have also successfully sourced a banjo pump for lifting water. Traditionally these Feldbahn locomotives would have had the ability to draw water from shell craters during the First World War.

RN 199 - First World War German Imperial Eagle flies again in preservation

RN 193 -Lest we forget, this is what the Feldbahn looked like when it arrived from the UK

RN 192 - Feldbahn locos working in Eastern Europe

RN 176 - Bloemfontein. Brigade (Feldbahn) Locomotive

RN 163 - Our Brigade (Feldbahn) restoration proceeds apace.

RN 148 - The Brigade Loco (Feldbahn) makes more steady progress

RN 132 - The Feldbahn being restored by Sandstone Bloemfontein workshops is proceeding steadily

RN 84 - Work continues on Feldbahn locomotive boiler

RN 72 - Work continues on Feldbahn locomotive

Sandstone Heritage Trust - Rail News 17th January 2006 RN 164 - Track revisions at Sandstone 12th May 2006 Significant improvements to the 2-ft Narrow Gauge railway line at Sandstone Estates have been undertaken in recent weeks. As part of an ongoing process to continually improve and upgrade the line, the Vailima loop and Pandora sections have seen extensive earthworks to create shallow cuttings and ease some of the spectacular (but difficult operationally) climbs over the summit to Vailima and down from the Vailima Mountain to Pandora. Gradients have been eased from 1 in 20 on the new Vailima section descending from the mountain to 1 in 30 while at Pandora a similar reduction in the gradient was carried out reducing the maximum gradient from 1 in 22 to around 1 in 30. By easing the maximum gradients as well as some of the curvature of the line the section from Mooihoek through Pandora to Vailima will put much less strain on locomotives and rolling stock while retaining the outstanding photographic nature of this section.

Laying of track in progress at the new Pandora cutting

The completed line after the new cutting had been completed