South African Class 26 4-8-4
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The Red Devil at Pretoria, Transvaal, 25 April 1981 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The South African Railways Class 26 4-8-4 of 1981 is a steam locomotive.
The Class 26, popularly known as the Red Devil, is a 4-8-4 steam locomotive that was rebuilt from a Class 25NC locomotive by mechanical engineer David Wardale from England, while in the employ of the South African Railways. The rebuilding took place at the Salt River Works in Cape Town and was based on the principles developed by Argentinian mechanical engineer L.D. Porta.[1][2]
Manufacturer
The original locomotive from which the Class 26 was rebuilt entered service in 1953 as the last of the Class 25NC 4-8-4 Northern locomotives to be built. The Class 25 condensing and Class 25NC non-condensing locomotives were designed by the South African Railways (SAR) in conjunction with Henschel and Son and were built in 1953. The first Class 25, number 3451, most of the Class 25 condensing tenders and Class 25NC in the number range from 3412 to 3450 were built by Henschel, while Class 25NC in the number range from 3401 to 3411 and the other eighty-nine Class 25 condensing locomotives were built by the North British Locomotive Company (NBL) in Glasgow, Scotland.[3][4]
Trial run rebuilding
The rebuilding project suffered from the outset from, at best, half-hearted support on the side of the SAR management, who had by then already decided to replace all steam traction with electric and diesel-electric power.[4]
Wardale, however, was determined to demonstrate that the efficiency of steam locomotives could be drastically increased by making use of a Gas Producer Combustion System (GPCS) to produce more steam for less fuel consumed, and the Lempor exhaust system developed by Argentinian mechanical engineer L.D. Porta to utilise steam with maximum efficiency.[5]
As a trial run Wardale was allowed to carry out extensive modifications on a Krupp-built Class 19D 4-8-2 branchline locomotive, number 2644. A GPCS and tandem dual Lempor exhausts were installed, along with some other small improvements that included high mounted smoke deflectors.[4]
The modifications enabled the locomotive to achieve significantly higher power and lower fuel consumption than other unmodified Class 19Ds, which resulted in Wardale being allowed to continue with the building of a Class 26 prototype.[2]
Red Devil rebuilding
Work on Class 25NC number 3450 started at the end of 1979. The manufacturing of all new items and modifications to existing parts were carried out at the SAR workshops at Salt River in Cape Town, Bloemfontein, Beaconsfield in Kimberley, Koedoespoort in Pretoria and Pietermaritzburg, the work being allocated to the workshop best suited to the particular task at hand.[5]
Combustion
The primary objectives of the modifications were threefold.[5]
- To improve the combustion and steaming rate.
- To reduce the emission of wasteful black smoke.
- To overcome the problem of clinkering.
This was achieved by the use of a single-stage gas producer, the GPCS, which relies on the gasification of coal on a low temperature firebed so that the gases are then fully burnt above the firebed. It minimises the amount of air being drawn up through the firebed, the main source of air required for combustion being through ancillary air intakes located above the firebed.[6][7]
The most serious waste of fuel in a conventional steam locomotive is the loss of unburned coal particles from the fuel bed because of the rapid flow of air through the grate. With the GPCS the coal is therefore heated to drive off the volatile components which are then burned in the secondary air admitted above the grate. The result is improved combustion, thereby minimising black smoke, which is evidence of incomplete combustion with the result that unburnt coal particles are ejected through the exhaust.[6][7][8]
Engine modifications
Amongst many minor detail improvements, other major modifications to the engine included the following:[5]
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- A lengthened smokebox to accommodate the tandem double Lempor exhausts.
- Offset double chimneys.
- A feedwater-heater between the chimneys.
- Improved lubrication on cylinder and valve liner rubbing surfaces.
- A booster for increased superheating.
- New piston valves.
- Articulated valve spindles.
- New cooled valve liners.
- Redesigned chromium cast iron rings and valve liners with streamlined cylinder ports.
- New cylinder liners.
- Altered valve gear.
- Herdner starting valves.[9]
- Air sanding.
- An altered self-cleaning smokebox.
- Enlarged steam chests.
- Direct steam pipes.
- Improved pistons.
- Improved valve and piston rod packings.
- An improved variable stroke lubricator drive.
- Improved insulation.
- Improved Walschaerts valve gear with computer calculated dimensions.
- Continental European style high mounted exhaust deflectors, curved round but not parallel to the smokebox.
Tender modifications
The coal capacity of the Class 25NC’s type EW1 tender was increased from 18 tonnes (17.7 long tons) to about 20 tonnes (19.7 long tons).[5]
When done, the total weight of the locomotive in full running order had been increased from 231 tonnes (227 long tons) to about 236 tonnes (232 long tons).[5]
Reclassification
These extensive modifications justified reclassification and the locomotive became the first and only Class 26, although the locomotive’s original Class 25NC number 3450 was retained. The Class 26 number plates, builder’s plate and the Salt River rebuild plate that were attached to the cab sides at the time have since been replaced with plates inscribed "Transnet National Collection".[5]
The Henschel works plates that were mounted on the cab sides of 3450 were not the originals, but were taken off Class GMAM 4-8-2+2-8-4 Garratt no. 4068, Henschel works number 28697, which was withdrawn from service and stored at De Aar at about the time no. 3450 was being rebuilt to Class 26. The Red Devil's actual builder's works number, 28769, had the same digits, albeit in a different order.[10]
Trials
Test runs
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The locomotive was painted in a red livery and was officially named "L.D. Porta" after the Argentinian engineer responsible for some of the ideas and developments incorporated in its modification. Initial steaming and yard running took place on Thursday 5 February 1981 and the first test trip, running light from Salt River to Bellville and back, took place the following day. On Monday 9 February the rebuilt no. 3450 hauled its first three-coach train filled with various railway officials, staff and media representatives to Dal Josafat, about 66 kilometres (41 miles) from Cape Town. In subsequent Cape Town press reports the locomotive was dubbed the Red Devil. The nickname eventually became official and the locomotive now bears it on the Class 25NC type exhaust deflectors that later replaced the Continental European style exhaust deflectors.[5]
Performance
Compared to an unmodified Class 25NC, the Red Devil achieved a 28% measured saving on coal and a 30% measured saving on water, measured during freight service, and a 43% increase in drawbar power based on the maximum recorded drawbar power. Its approximate maximum range in full-load freight service on 1% to 1.25% grades is 700 kilometres (430 miles) based on its coal capacity, and 230 kilometres (140 miles) based on its water capacity.[5]
The Red Devil's rated freight loads are:[5]
- 700 tonnes (690 long tons) on 2% grades
- 1,080 tonnes (1,060 long tons) on 1.25% grades
- 1,320 tonnes (1,300 long tons) on 1% grades
The maximum recorded freight load hauled relative to gradient was 900 tonnes (885.8 long tons) on 2% grades, and it can haul a 650 tonnes (639.7 long tons) passenger train at a constant speed of 100 kilometres per hour (62 miles per hour) on 1% grades.[2][11]
Drawback
The Red Devil's great power, however, also turned out to be its one weakness. The Class 25NC had already proven to be on the slippery side and the much more powerful Class 26, with essentially still the same dimensions as the Class 25NC, was even worse. It was a poor performer at starting or at low speeds on steep gradients. On its first working run from Pretoria to Witbank in Transvaal, a signal stop on a 1 in 50 (2%) gradient resulted in great struggles to restart, eventually causing about twenty minutes delay. Neither the Herdner valves nor the air sanding seemed able to overcome these problems.[4]
Final attempt
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Following Wardale’s departure from the SAR, the Beaconsfield shops carried out a minimal modification on an NBL-built ex Class 25 condenser, number 3454 that had been converted to a free exhausting non-condensing Class 25NC named B.I. Ebing.[4]
Modifications on this locomotive consisted mainly of equipping it with a dual Lempor exhaust system and extending its smoke deflectors upwards and curved around the smokebox. In order to save the cost of extending the smokebox, the chimneys were installed side by side instead of in tandem like on the earlier Wardale locomotives. Apart from the blastpipe and chimneys, no other modifications were incorporated.[4]
The modified no. 3454 was put to work in February 1985. Results as reported by locomotive crews and shed staff were noticeable savings in coal and water consumption when compared to a standard Class 25NC, although the amounts were never quantified. The locomotive was also noticeably more sure-footed than the Class 26, which tended to slip every time it started.[4]
Steam’s demise
In a sense, the outstanding success achieved with the South African Class 26 can be considered as the final spasms of a dying breed. Although it ended up as the most efficient and powerful steam locomotive on South African rails, electric and diesel-electric locomotives had already nearly completely replaced steam by the early 1980s and the project was halted with only the one prototype ever built.[12][13]
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Even though the Red Devil project proved that locomotives, built according to the principles behind some of the modern designs for steam locomotives, will outperform older technology steam locomotives by a large margin, it came too late to prevent the demise of steam rail traction in South Africa. Similar projects with the American Coal Enterprises (ACE) in the United States and later in China also failed to resurrect official interest in steam traction.[14][15]
The most recent such project was Wardale’s proposed 5AT Advanced Technology Steam Locomotive in the United Kingdom, but the same factors that prevented further development of modern steam locomotives in South Africa, the United States and China were likely to also prevent the 5AT proposal from becoming reality.[14]
Preservation
The locomotive last ran on a steam excursion on 23 September 2003 and has since been mothballed, being cared for by private enthusiasts on behalf of the Transnet Heritage Foundation (THF) at Monument Station in Cape Town.
As of November 2015, the locomotive has become the subject of contractual negotiations between the THF and the newly formed Ceres Rail Company, who wants to put the locomotive back into service to haul weekend excursions between Cape Town and Wolseley as part of its now reopened Ceres branch line project.[16][17][18]
Illustration
The main picture shows the Red Devil in Pretoria just over two months after the rebuilding was completed. Several modifications were done later, some of which are externally visible when comparing the main picture with the later pictures below. Wardale considered some of these modifications to be actually detrimental to the performance of the locomotive.[5]
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Class 25NC no. 3450 near Kloofeind, 28 March 1978
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At Beaconsfield Depot, Kimberley, Northern Cape, c. April 1985
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Named Soekie and in black livery at De Aar shed, c. April 1988
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At Monument Station, Cape Town, on 8 August 2010
References
- ↑ Holland, D.F. (1972). Steam Locomotives of the South African Railways, Volume 2: 1910-1955 (1st ed.). Newton Abbott, Devon: David & Charles. pp. 109–111. ISBN 978-0-7153-5427-8.
- 1 2 3 The Ultimate Steam Page
- ↑ Henschel-Lieferliste (Henschel & Son works list), compiled by Dietmar Stresow
- 1 2 3 4 5 6 7 Durrant, A E (1989). Twilight of South African Steam (1st ed.). Newton Abbott, London: David & Charles. pp. 194–198. ISBN 0715386387.
- 1 2 3 4 5 6 7 8 9 10 11 South Africa's 'Red Devil'
- 1 2 Information supplied by Phil Girdlestone
- 1 2 Gas Producer Combustion System (GPCS)
- ↑ Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. pp. 78–79. ISBN 0869772112.
- ↑ Background information on Herdner Starting Valves, known as Heusinger gear in Germany (comment by Steffen)
- ↑ Middleton, John N. (2002). Railways of Southern Africa Locomotive Guide - 2002 (as amended by Combined Amendment List 4, January 2009) (2nd, Dec 2002 ed.). Herts, England: Beyer-Garratt Publications. p. xx.
- ↑ South African Railways Index and Diagrams of Steam Locomotives: SAR Class 26
- ↑ South African Railways and Harbours Locomotive Diagram Book, 2’0” & 3’6” Gauge Steam Locomotives, 15 August 1941, as amended
- ↑ Excursion from Cape Town to Spier Estate
- 1 2 The ACE 3000
- ↑ Proposed 2-10-2+2-10-2 Garratt for China
- ↑ Railways Africa, 31 Mar 2015: Ceres Railway Company (Accessed 21 Nov 2015)
- ↑ South Africa: Witzenberg Train Connection on Track (Accessed 21 Nov 2015)
- ↑ Ceres Rail Company website (Accessed 21 Nov 2015)
External links
 South African Railways RED DEVIL on goods 1991 Chasing Class 26 no. 3450 on the De Aar to Kimberley line in 1991, near Spytfontein. (Time 2:50) |
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South African Steam: 19D Ceres and Porterville Branch Line Class 19D no. 3323 at work on a mixed train from Wolseley to Prince Alfred Hamlet and return on 28 May 2002. Class 26 no. 3450, The Red Devil, shunting empty wagons at Wolseley before a run through towards Dal Josafat (Begins at 11:32). Class 19D no. 3321 and 3323 on the Union Limited from Hermon to Porterville. (Time 17:21) |
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