The Sandstone Heritage Trust is a private Preservation initiative established on a commercial farm in the Eastern Free State in South Africa. The present owners purchased the farm from the Wille family in 1995. The farm has been in the continuous ownership of the Willes since the 1840's, which means the farm has only had two owners over a period of 170-years.

Heritage - Rail - News

Moving of Dairy Wagon

30th November 2007

Into the Big Blue Skies!

Two weeks ago Reef Steamers shunted our Dairy wagon number 14013649 to Kommandonek with our Class 15F Avril. The Dairy wagon was bound to be moved to Hoekfontein storage line next to the Waenhuis. Early on Monday morning we started with the operations to move this special wagon by road. Because of two DZ wagons at the stop block, we had to redirect the line at Kommandonek. The Rail panel fishplates were loosened and we re-aligned the line onto an off ramp.

Below left: The Dairy wagon was moved to the loading place with the help of a Tractor.

Below right: The tracks were first lifted out of the ballast before we aligned it to the off ramp.

Below left: Leon Flint, our Crane operator for the operations.

Below right: Lifting the track out of the ballast.

Below: Time to align the straight track into the direction of the ramp.


Henk used the TLB and build a off ramp and to level the loading place. The line was then filled with ballast to support it.


The Dairy wagon was pulled onto
the off ramp with the tractor and Derrick uncoupled the braking gears and pivot
to enable us to lift the wagon from the bogeys. Our New Crane lifted the Dairy
wagon from the front bogey and the bogey was taken off from the track and was
loaded onto a trailer.



Our Freightliner truck reversed up onto the ramp and in under the Dairy wagon. The wagon was lowered onto the fifth wheel of the Freighliner and proper alignment was needed to align up the holes in the frame of the wagon with the holes on the fifth wheel attachment.


This is a slow process and all bolts were secured properly to secure the wagon onto the fifth wheel attachment.

Below left: The Freightliner taking up its load.

Below right: Derrick securing the wagon frame on the fifth wheel.

The Freightliner pulled the wagon forward just after the bolts on the fifth wheel was secured and we lifted the rear end of the Dairy wagon to separate it from the rear bogey.


The rear bogey was removed and was loaded onto the trailer. The Dolly wheels then were fitted in under the rear of the wagon and were secured the same way.

Below left: Henry moving the rear bogey out with our 10ton Hyster.

Below right: The wagon was lifted high enough to enable us to fit the dolly wheels in.

Below left: The Hyster lifted the dolly wheels and placed it right under the wagon.

Below right: Ready to depart to Hoekfontein.

It took about one hour to travel from Kommandonek to the Farm and our Freightliner arrived just after 15H00 at Hoekfontein. We offloaded the rear bogey first and fitted it onto the track. The Freightliner reversed in over the 3'6" Storage line and we loosened the bolts on the dolly wheels. The Crane lifted the wagon and the dolly wheels were pushed out under the wagon.

Below left: The Freightliner with our Dairy wagon nearing the main gate at Hoekfontein.

Below right: The rear bogey on the storage line.

Below left: Derrick loosening the bolts under the wagon.

Below right: The dolly wheels pushed out under the wagon.

Below: Our Hyster was used to lift the dolly wheels out of the way. The dolly was lifted high because of confined space.


The rear bogey was pushed in under the wagon and the wagon was lowered onto the bogey. The Freightliner pushed the wagon back on the line. The bolts were loosened on the fifth wheel and the Crane lifted the wagon from the Freighliner.


The rear bogey was pushed in under the wagon and the wagon was lowered onto the bogey. The Freightliner pushed the wagon back on the line. The bolts were loosened on the fifth wheel and the Crane lifted the wagon from the Freighliner.


Below: The Freightliner pulling out under the wagon.


The Hyster placed the front bogey on the tracks and we pushed the front bogey in under the wagon. The wagon was lowered onto the bogey and our mission was complete. Our Dairy wagon is now safe and sound at her new Home.


STEAM GREETINGS FROM THE STEAM TEAM!

Sandstone Heritage Trust - Rail News

23rd May 2006

Subject: Re: a day to remember
Hi Chris,

I was the fireman on 3052 who provided you with all that nice smoke you ordered (well, with a bit of help from the mechanical stoker!) and I just want to reinforce what you say - it was indeed "a day to remember".

We had been in Ficksburg since Tuesday to prepare the loco. We had already taken her to Komandonek the day before to extract our two NZs and four coaches from the string of old vehicles in the siding there.
That was hard work - couplers refused to couple and uncouple, every vehicle seemed to have vacuum leaks, and many had vacuum pipes in awkward positions necessitating the use of double-ended extension pipes. The Spoornet pilot and track official from Bethlehem who helped us with the shunt were invaluable - in fact they were great for the whole event, and we want to express our thanks to them - it was a pleasure working with them.

Sandstone Steam Railroad - Workshop

RN22 - Kerr Stuart No. 4031 built 1919 'Little'Bess'

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A picture has been received of Little Bess at work on the Sunday Rive Irrigation project. Unfortunately its not of the best quality but its an interesting historical record.

Little Bess was donated to the Railway Enthusiasts Society in Port Elizabeth in September 1974, at which time it lay abandoned, in poor condition, in a wooded area of the Eastern Cape. It was collected by the new owners and transferred to what looks like a railway workshop, probably Uitenhage, where it was restored.

The accompanying photographs show members of the Railway Enthusiasts Society inspecting and collecting the locomotive from its resting place and we would be interested to hear from any of them or anyone else who can throw further light on this history of this diminutive locomotive. It does show the woebegone state it had sunk to and the fine job the restorers did.

We have not been able to establish whether these photographs are subject to copyright and have published them in good faith and for no personal gain. Should this be problematical for any copyright holders please contact us and we will withdraw them if necessary. However, we believe they deserve a wider audience.

Sandstone Steam Railroad - Rail News

Restoration of NG/G13 No. 49

A nice article appeared covering No. 49 in the Snowdon Ranger, Welsh Highland Railway's magazine.

Sandstone Steam Railroad - Rail News

RN 23 - News of the Decauville locomotive

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The identity of the locomotive has been established without doubt as being works no. 302, built in 1899. Lukas Nel has found this number stamped on motion parts and elsewhere on the locomotive, so the information from John Middleton and others has been proved correct, as was expected!

It was a fortunate survivor of a number of locomotives at the Dombe Grande sugar plantation in Angola. Its sister locomotives, one of which was spotted in a Benguela scrapyard in 1974, were an interesting mix of locos by various continental builders but went for scrap. Our Decauville survived because it was a resident of the Museum, although when discovered the roof had collapsed, thus the damage and woebegone appearance. This had the advantage of ensuring that many of the non ferrous parts were not stolen, it being too dangerous to get to them.

The locomotive first went to Charles Viljoen in Pretoria as he was going to carry out the restoration. Charles dismantled the loco into its component parts, some of the plate work virtually fell to pieces, and cleaned up the frames and repaired the chimney, and did a fine job as can be seen from the photos. It was then decided that Charles should concentrate on the Kerr Stuart Wren Class loco Little Bess so the Decauville loco 'kit' was loaded up and taken to Bloemfontein.

Lukas Nel reckons this is the smallest loco he has ever worked on, having been more used to Class 25NCs, 15Fs and the like during his SAR days.

A start has been made on the boiler, as this is the heart of the loco and its condition determines whether restoration proceeds immediately or a new boiler has to be built. The photos show the basic boiler and the stages of removing the tubes.

The boiler was thoroughly cleaned and the tubes removed, and as can be seen the smoke box is more hole than metal and will need to be renewed, and the barrel and firebox will be inspected, thickness tested etc. Surprisingly perhaps a local supplier has boiler tubes of the correct diameter for this tiny unit, and as the length required is only 1 metre, not many 8 metre lengths are required. One wonders how many other pieces of mechanical equipment, built in a country thousands of miles away, more than 100 years ago, by a company that has long ceased to exist, can have spares purchased ex-stock?

There will be regular updates on the restoration progress of this unique little loco.

Sandstone Steam Railroad - Rail News

RN 24 - Sandstone Steam Weekend November 2004

The Eastern Free State of South Africa resounded to the sound of working steam locomotives in early November as Sandstone Steam Railroad held one of its now renowned steam weekends. Situated next to the long lamented Bloemfontein to Bethlehem Cape gauge line where the mighty class 25NCs once ruled, Sandstone’s 2ft narrow gauge line provided more spectacle in two days than most railways can provide in a year.

Coinciding with the return to steam of class NGG13 Garratt no: 49 to service after a long restoration under the hand of Lukas Nel and his wife Anna at the Sandstone Bloemfontein workshops, it was decided to stage a spectacle that probably has never been seen before on the narrow gauge, triple headed Garratts!
With the assistance of master photographer, Dennis Moore, a programme of train movements was worked out for the two days culminating in the triple header. In addition Beira Railway no: 7 Lawley 4-4-0 was rostered on”Hands On” driving experience duties for the weekend.

Saturday the 6th saw the debut of No: 49 on a short mixed train with a run to Grootdraai and back to warm up the cameras while NG 15 no: 17 and NGG16s nos; 113 & 153 prepared for a triple header to Vailima.. On arrival there, the two Garratts took a photographic charter up the new extension to Vailima Halt which is characterised by extreme gradients and sharp curves.

Following lunch, as the high midday South African sun slid lower in the sky enhancing the photographic conditions, the Garratt triple header was prepared with No: 49 leading 113 & 153. Although no: 49 was giving some teething problems, Sandstone loco foreman, Gert Jubileus, had the loco ready in time for a momentous run to Vailima. Dark skies were threatening as the train left Hoekfontein and some classic sun and rain shots were captured. Soon after arrival at Vailima No: 49 was officially launched into service by Anna Nel, wife of Lukas Nel. This husband and wife team together with Leon Myburgh having been responsible for its restoration. No: 49 was then stood down for the day for attention to a steam leak while 113 & 153 headed up to Vailima Halt. Photography was very mixed as the sky darkened and the heavens opened bringing some welcome rain to this very dry area.

Although the photographers looked glum, the Sandstone Estates farm managers where the railway is situated were extremely pleased as this area, as is a lot of the agricultural land in South Africa, subject to ever increasing drought conditions.
Following a slightly soggy ride home all the invited guests enjoyed a typical South African braai (barbecue) which rounded off a great day. Most people were early to bed as photography the next day was timed for a dawn start.

Luckily next morning awoke with clear skies as NGG13 no: 49 performed a number of runpasts near Hoekfontein station as the sun rose. Kalahari NG15 no: 17 then ran through to Grootdraai followed by no: 49. Dennis Moore had worked out a combination of shots never done before whereby two trains could be photographed against the spectacular Maluti Mountains back drop. To add to the fun, the Sandstone collection of military vehicles were also paraded for some shots and then pressed into service as photographic vantage points, further adding to some new photo opportunities.

This signified the end of organised photo action and the trains returned to Hoekfontein. A final run to Vailima with NGG15 No:113 rounded off the weekend’s events.

Of course while all this was going on the “Hands On” participants were having fun driving the 1895 Falcon built Lawley. The loco was confined to the Grootdraai section and only ran when the main photographic train was in the Vailima section. 16 participants enjoyed themselves including some females who were learning what makes their train mad partners tick!

As the Sandstone collection is not only confined to rail, a number of vintage tractors were on display, plus an ex Wales AEC bus, the military vehicles and a span of Oxen. Throughout the weekend the flexibility of Sandstone operating enabled all of these to be used as photographic props when required.
Nearly 200 people attended throughout the weekend, not all rail enthusiasts when they arrived but certainly well on their way to becoming hooked on steam when they left.

Sandstone Steam Railroad - Rail News

RN 26 - Beira Railways archive pictures surface in Portugal

	Beira Railways archive pictures surface in Portugal Carlos Vieria from Portugal has kindly supplied a lot of information on the Beira Railway from his private collection. This has a bearing on Sandstone Heritage Trust as this is the original owner of our Lawley locomotive.
Brief History of the Beira Railway:
April 1890	Arrival of Engineer Poubin in Beira, to start work on the route of the new Beira line
15 January 1891	A military expedition sent to Beira in charge of Captain Renato Baptista
11 June 1891	Portugal signs a treaty with Great Britain. Its purpose was for a project for a railway line between the coast and Machona. A six month period was given
4 August 1891	Captain Renato Baptista, a military engineer was given order by Antonio ???? to begin study on project
1 September 1891	Henry Theodore van Laun presents the base of his contract for construction of the Beira line
10 October 1891	Companhia de Mocambique – this was how the colony of Mozambique was known – grants the rights of construction to the Dutchman van Laun to build the line
7 December 1891	Henry T van Laun signs agreement with British South Africa Company
3 March 1892	Alterations to the contract in the name of van Laun approved
September 1892	Work begins on the line
1 November 1894	First trains reach Chimoio
September 1892	Work begins on the Beira to Fontesvilla section
July 1896	The rights of the line Beira to Fontesvilla opens on 22 January of the following year
3 April 1897	Mashonaland Railway Company formed
December 1897	Line reaches Nova Macequece.
10 July 1900	New service begins on the wide gauge (3ft 6in).
1 April 1926	Beira works buys from Beira Junction the harbour and other assets
18 July 194?	All rights of Companhia de Mocambique cease.
1 January 1949	Beira harbour returns to the government.
1 October 1949	Caminhos de Ferro de Beira – Beira Railways returns to the Portugese Government.

Sandstone Steam Railroad - Rail News

Decauville restoration and research proceeds apace

Following the transfer of the ex Angolan Decauville N. 302 to Luks Nel in Bloemfontein terrific progress is being made.

Marc A Dubout, Responsable technique, Chemin de Fer des Chanteraines http://perso.wanadoo.fr/cf-chanteraines/ has supplied the following information:

"From the Decauville working list this engine N°302 was built in 1899. Her weight is 3,250 t and the gauge 600 mm.
The boiler test time is 9th September 1899 and supplied date 2nd October 1899 to Souza Lara & Co (Decauville agent in Loanda (Angola)). She was called BATHALA.
Please find enclosed the page from the Decauville catalogue."

 

Sandstone Steam Railroad - Workshop

RN21 - More NG 4 progress

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Lukas Nel and his team are making good progress on the NG4 restoration. The boiler has been retubed, and for those who wonder what this entails see the pictures taken during the operation. The tubes are put into place than expanded into the holes, first by mechanical means, then by hand operated expanders. Once they are properly fitted the ends are beaded over with a hand tool, a dying art that Lukas has taught to his apprentice Leon. You can see from the pictures taken from inside the firebox and smokebox that a first class job is the result.

The loco is also missing the cap for the chimney, it having disappeared along the way. In steam days a new one would have been cast from a pattern, but with no pattern available, and the cost of a new one prohibitive, Lukas has\ invented a new way of forming a chimney cap. A very simple technique, and one it is painted will be indistinguishable from the original.

Just another example of a dedicated, highly skilled, steam restorer at work.

Sandstone Steam Railroad - Workshop

RN20 - Rescue of equipment from Sena Sugar Estates Mozambique

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For many years railway enthusiasts have been aware of the locomotives and other equipment at the old Sena Sugar Estates in Mozambique. In 1998 a large number of narrow gauge locomotives and some traction engines were purchased and shipped to England, where some were sold to collectors. This left some locomotives built by Peckett of Bristol, 18 Baguley Drewry 2 ft gauge diesels and a few assorted dismantled locomotives. The Pecketts and the diesels were retained for the possible reinstatement of the sugar estate railway should it ever be restored to use.

During early 2002 rumours began to reach Sandstone Heritage Trust that these locomotives, and a number of other historic items may be sold for scrap, or otherwise disposed of. It was now or never to save them for posterity.
In September 2002 a party from Sandstone visited Sena Sugar Estates at the reopened mill at Marromeu, and the still derelict Luabo mill.
Flying from Beira in the Sena chartered Czech built twin engined aircraft it was apparent what a huge railway system there must have been at Marromeu. As we flew over the reopened mill we could see piles of scrap and the locomotives outside the loco shed. After landing on the dirt strip at Marromeu, with shacks virtually up to the sides of the strip, the end of which is graced by a badly damaged Russian Antonov transport plane, we proceeded on a tour of the area before arriving at the mill.
At the old mainline interchange yard were numerous overgrown and derelict wagons, the connection to the interior having been destroyed during the war. A couple of 3ft gauge Fowler locomotives were seen, remnants of the old Caia Marromeu Railway, as well as piles of cane trucks, rails and other scrap - it seemed we were just in time.
We had a good nights sleep in some of the mill's staff accommodation, very deluxe too, and one of the few places in Mozambique where you can drink the tap water, the mill having its own water purification plant. Being in the middle of nowhere it also has its own power generators and everything else required to sustain life there.
For many years the locomotives were kept under cover in the loco shed, but were recently moved out into the open as the shed was required for mechanics involved in repairing the large fleet of road vehicles and trailers involved in transporting the raw cane from the fields.

There were four 2ft gauge Pecketts outside .
These were:
11 0-6-0ST 2143 1953
12 0-6-0ST 2144 1953
13 0-6-0ST 2145 1953 Purchased by an American collector.
14 0-6-0ST 2161 1957

Although in relatively good exterior condition all the brass fittings and worksplates were missing, and we are going to have to source replacements. No. 14 is of particular interest being the penultimate steam locomotive built by Pecketts. It was despatched to Sena on 29th March 1957, via Chinde, the port at the mouth of the Zambesi, the mill being situated on the southern bank of the river about 100 kms inland.

There were also seven 2ft gauge Baguley Drewry 1976 built diesel locomotives in pretty fair condition, largely complete, which had been working at the time of the mill's closure. Two of these are destined for the USA, the remainder will be coming to Sandstone.

One other 2ft gauge locomotive was located. This was an 0-4-0T, a Henschel or similar, lying on its side next to a pile of scrap. Although missing a fair number of parts, and with no visible identification numbers on it, it seemed a shame to leave it behind so that was also purchased.
Also outside the shed were a number of 3ft 6in gauge locomotives used in the main line yard and elsewhere.
There were two Pecketts here:
6 0-6-0T 2141 1954
7 0-6-0T 2165 1958

These were in similar condition to their narrow gauge sisters. Originally built to 3ft gauge they were later regauged to the main line standard. No. 7 is extremely interesting, being the last steam locomotive constructed by Peckett of Bristol before they closed. It has been established from the Peckett works register that there were no locomotives constructed between 2161 and 2165, so these are definitely the last two built. It was despatched to Sena, via Chinde on 12th June 1958. These two locomotives will be restored for use by the Bethlehem Steam Railway in the Eastern Free State of South Africa.

A number of redundant cane trucks, parts from the stores, traction engines, ploughs and other bits and pieces were also purchased.

After a tour of the mill and a good nights rest it was an early start to visit Luabo mill. This is 30 kms downstream from Marromeu on the north bank of the river, and as there is no bridge over the river, nor much of a road alongside it, we were taken down in two small open outboard powered boats. This is not a Sunday afternoon type cruise as the channel is ever changing and there are sandbanks, hippo and crocodiles to avoid as well as the occasional dug out canoe and tree trunks. Luabo has not been renovated and still shows the scars of war - blown up bulk fuel storage tank, cannon shell holes in the walls and roof etc.

First stop was the loco shed which contained nine 2ft gauge Baguley Drewry diesels, a couple of Wickham trollies, an 0-8-0 loco chassis and some dismantled Ruston and Hornsby 48DL locos, an intact example of which was found elsewhere in the complex. It looked like the staff had gone for a break and would return at any moment. In reality they were given 24 hours to pack their bags and leave, never to return.

In the long grass outside was a partially dismantled Peckett, probably 2106 of 1949, an 0-4-0T which looked German and the 0-8-0T boiler. Also to be seen in the distance were a number of Wickham trollies.
There were numerous bits and pieces of what might best be termed industrial archaeology including three large stationary engines. Some of this equipment is destined for the USA.

We thought we had covered everything until our guide asked if we would like to see the electric generators. After a long day in the sun, looking out for snakes and with the possibility of land mines I guess I wasn't too enthusiastic. But what a mistake, as there in the gloom were the four large diesel engines used to produce electricity and I couldn't believe my eyes! There were four English Electric engines, four turbocharger versions, looking just like those fitted to the Rhodesia Railways DE2 locomotives, of which Sandstone as an example imported from Zimbabwe a few years ago. Three were complete, one stripped down for repairs. Now its reasonable to assume that at least one was running at the time of the evacuation so they should be in fair condition. Getting them out is going to be a fun job, as there is no infrastructure on site. The sugar company is planning to have a crane on site soon to remove equipment for reuse at Marromeu and these engines will be uplifted at the same time.

Shipping heavy equipment out of Sena is not without its problems. The national railway has been extensively damaged by sabotage during the civil war and the roads, which are dirt for hundreds of kilometres, are in very poor condition and impassable during the rainy season. With great co-operation from Sena Sugar the locomotives and other equipment will be loaded onto Sena's sea going barge, which has its own 135 ton crane, towed 70 kms down the Zambesi to the sea and then across the Indian Ocean to Beira. This is how the sugar is shipped out, the same barge bringing in all supplies which cannot be flown in or brought by road during the dry season. Here they will be transhipped to a coastal freighter to Durban, where they will be unloaded and transported to Sandstone. The first locomotive, 2161 of 1957 was shipped in Sena's barge surrounded by bags of sugar on the first stage of its journey. It was transhipped at Beira and arrived in Durban where it was collected by one of Sandstone's fleet of heavy trucks and delivered to the Eastern Free State on May 5 2003.

A major factor in our decision to save the Pecketts was the knowledge that the surviving Peckett drawings are in the custody of the National Railway Museum in York. We received enormous assistance from Vicky Stretch and other staff in the Archives section, and during an all too brief visit in November 2002 were able to ascertain which drawings were available and which we would need. As we plan to restore the locomotives to full working order the ability to obtain drawings, and thus make missing or unobtainable parts, was absolutely essential to the plan.

As we flew out of Marromeu on the return journey we had the great satisfaction of knowing that very soon, these historic British built locomotives would once again be operating where they belong, under African skies.

Most of the Marromeu based locomotives have arrived in South Africa but Luabo has not yet been touched, awaiting the arrival of a crane large enough to lift the heavy items.

Among Sandstone's working locomotives is NG 6 4-4-0 No. 106. Built originally for the Beira Railway in 1895 by Brush, and known as a 'Lawley' this 2ft gauge gem completes the Mozambique connection. Restored to use in 2002, after being plinthed for many years, it is the oldest working 2ft narrow gauge locomotive in Africa.

Sandstone Steam Railroad - Workshop

" Hands On" at Sandstone

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As part of the steam weekend held on 6 & 7 November visitors were given the opportunity to drive a narrow gauge locomotive on the Sandstone Steam Railroad. Although the lure of photographing triple headed Garratts and an NG15/NGG16 triple headed and double headed combination attracted most visitors a number of people signed up for a test drive. Utilising the section from Hoekfontein to Grootdraai, where there was no photographic or train activity, participants took the controls of Lawley 4-4-0 no: BR7 under the supervision of a qualified driver. For many this was their first time on the footplate of a locomotive and for all, a dream come true to actually drive a steam loco.
Each partcicipant was allocated 15 minutes during which they were given a brief run down on the principles of a steam loco and its controls. Most commented that although the controls were not complex and it was easy to get going, stopping was a different matter! However, by the end of their time each new "driver" was appreciative of what is required to drive a loco.

Sandstone Heritage Trust - Rail News

RN17 Hoekfontein Steam Workshops Tackle Difficult Restoration Project

A rare BSA open-touring motorcar dated 1912 has been acquired by the Sandstone Heritage Trust. The object being making a classic Edwardian railcar. The remains of this car which are not in good condition will be married to the narrow gauge rail chassis that was originally manufactured in South West Africa for a similar purpose, i.e. to produce an open-touring railcar.

 

The body of the BSA touring car has now been identified as an Albemarle type, a picture of a 1914 example is illustrated.
You will note the beautiful hand formed curves of this attractive car, manufactured long before the modern concept of a moving assembly line was invented by Henry Ford.

Sandstone Heritage Trust - Rail News

RN18 No: 49 steams into history   

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