South African Class NG15 2-8-2
The locomotives of the class NG 15 of the South African Railways (SAR ) are a Tender steam locomotives for 610 -mm narrow gauge (NG stands for Narrow Gauge ); They are among the largest and most powerful built for this track steifrahmigen, so do not articulated steam locomotives. Together with its comparatively large tender they are even longer than the Garratt class NGG 13/16.
Technology
The NG delivered from 1931 15 are based on the Class NG 5 from the year 1922. Like these, they have the wheel arrangement 1'D1 ' ( Mikado ) and thus a steifrahmige locomotives for this track unusually high number of axes. Cylinder dimensions, driving wheel diameter, boiler pressure, and thus the theoretical pull were the same for both classes.
The locomotives have outer frame and outer cylinder. Coupled driving rods are secured to the crank webs outside of the frame, one at large steam locomotives of this small gauge almost inevitable construction. The control corresponds to the type Walschaerts / Heusinger. Be fired locomotives with coal.
The front drive axle of NGG 15 is - unlike the NG Class 5 - connected to the first coupling axis to a Krauss- Helmholtz bogie, so that the machines could better drive through tight corners.
The locomotives were relatively modern equipped, including with Schüttelrosten, a self-cleaning smoke chamber, a generator and electric lighting. As is common in South Africa today, they had a vacuum brake. An unusual detail is the side herausschwenkbare seat for the train driver, which provides better visibility and cooling.
The four-axle Tender is still greater than the Class NG 5 and nearly as long as the locomotive itself with 31.7 tons of weight he is with full reserves and almost as heavy. It holds 13 cubic meters of water and 5.5 tons of coal, giving the locomotive a long reach that was necessary in the arid regions of southern Africa. His pulled down from CG reasons outside the scope of the water box gives him a box-like appearance.
Manufacturers and supplies
All NG 15 were built for the then still performed in 600 mm gauge railway network in South West Africa (now Namibia). The first three NGG 15 (No. NG 17-19) were delivered in 1931 by the Henschel factory, of which already the class came NG 5. The locomotives No. 117-119 NG followed in the same year. Franco Belge delivered in 1949, the numbers NG 120-124 and 1952, the numbers NG 132-136. The final delivery in 1957 (No. NG 144-148 ) was again carried out by Henschel, not to the SAR, but for mine course of the Tsumeb Corporation. Overall, this design was so procured over a period of 26 years.
Use in South Africa
Until 1961 the entire route network in South West Africa, including the mine's train was rebuilt in Tsumeb on Cape gauge. All 21 NG 15 were then moved to Port Elizabeth in South Africa, from where they came on the 283 km long Avontuur Railway for use - the longest 2-foot track in the world. Having arrived at this track since the late 1970s diesel locomotives used, the NG 15 were gradually phased out by the end of the 1980s.
The NG 15 in addition to the proven Garratts the NGG classes 13 and 16 and were at the locomotive crews because of their more spacious cab and when maintenance personnel because of their simpler and more accessible technology in popularity. Rumored were robust locomotives up to 80 km / h, but this was far above the permitted speed.
Locomotives received
Remarkably, it has been scrapped 15, although some locomotives are by years of parking in the open air in very poor condition until today not a single NG.
Of the 21 locomotives are 10 sent abroad, four to Wales (three of them to the Welsh Highland Railway ), two in England, two in Australia, one to Texas and one to Schinznacher Baumschulbahn in Switzerland. The latter however, has been sold and returned in 2008 for the restoration to South Africa. Most of these locomotives are currently not operational (as of 2009 ); a restoration of some specimens, however, is planned or already underway.
Locomotive No. 120 arrived at the Welsh Highland Heritage Railway ( WHHR ) and was disassembled for a possible re-commissioning into their individual parts. It was sold in 2009 by the Company to a Member. The restoration work on the No. 134 of WHR ( Caernarfon ) began in October 2008; the tender will be rebuilt there, so that operation in both directions is possible. The sister locomotive 133 is parked in the premises of the WHR in Dinas at Caernarfon.
Seven of the remaining in South Africa NG 15 are still in Port Elizabeth, mostly outdoors. Some locomotives were however repaired or at least saved from decay. The # 122 is in the Outeniqua Railway Museum in George and the No. 147 as plinthed in Avontuur. The locomotives Nos. 17 and 19, both from the first delivery of 1931, in the possession of the Sandstone Estates; the # 17 is operational. Locomotive No. 119 was restored in Port Elizabeth and is since October 2008 for the Apple Express.