South African Class Experimental 1 4-6-2

The South African Railways Class Experimental 1 4-6-2 of 1907 was a steam locomotive from the pre-Union era in the Cape of Good Hope.

CGR Compound Karoo 4-6-2
South African Class Experimental 1 4-6-2
CGR 3 Cylinder Compound Karoo no. 900
SAR Class Experimental 1 no. 764, c. 1907
Type and origin
Power typeSteam
DesignerCape Government Railways
(H.M. Beatty)
BuilderNorth British Locomotive Company
Serial number17600
ModelCGR Compound Karoo
Build date1907
Total produced1
Specifications
Configuration:
 • Whyte4-6-2 (Pacific)
 • UIC2'C1'nv3
Driver2nd coupled axle
Gauge3 ft 6 in (1,067 mm) Cape gauge
Leading dia.28+12 in (724 mm)
Coupled dia.60 in (1,524 mm)
Trailing dia.33 in (838 mm)
Tender wheels37 in (940 mm)
Wheelbase49 ft 7+58 in (15,129 mm) ​
 • Axle spacing
(Asymmetrical)
1-2: 5 ft 2 in (1,575 mm)
2-3: 5 ft 3 in (1,600 mm)
 • Engine28 ft 9 in (8,763 mm)
 • Leading6 ft (1,829 mm)
 • Coupled10 ft 5 in (3,175 mm)
 • Tender11 ft (3,353 mm)
Length:
 • Over couplers58 ft 3+34 in (17,774 mm)
Height12 ft 10 in (3,912 mm)
Frame typeBar
Axle load14 LT 5 cwt (14,480 kg) ​
 • Leading12 LT 16 cwt (13,010 kg)
 • 1st coupled13 LT 12 cwt (13,820 kg)
 • 2nd coupled14 LT 5 cwt (14,480 kg)
 • 3rd coupled14 LT (14,220 kg)
 • Trailing10 LT 19 cwt (11,130 kg)
 • Tender axleAxle 1: 11 LT 8 cwt (11,580 kg)
Axle 2: 10 LT 11 cwt (10,720 kg)
Axle 3: 11 LT 10 cwt (11,680 kg)
Adhesive weight41 LT 17 cwt (42,520 kg)
Loco weight65 LT 12 cwt (66,650 kg)
Tender weight33 LT 9 cwt (33,990 kg)
Total weight99 LT 1 cwt (100,600 kg)
Tender type3-axle
Fuel typeCoal
Fuel capacity5 LT (5.1 t)
Water cap.2,920 imp gal (13,300 L)
Firebox:
 • TypeRound-top
 • Grate area26.5 sq ft (2.46 m2)
Boiler:
 • Pitch7 ft 3 in (2,210 mm)
 • Diameter4 ft 9 in (1,448 mm)
 • Tube plates15 ft 6 in (4,724 mm)
 • Small tubes181: 2 in (51 mm)
Boiler pressure200 psi (1,379 kPa)
Safety valveRamsbottom
Heating surface:
 • Firebox114 sq ft (10.6 m2)
 • Tubes1,469 sq ft (136.5 m2)
 • Total surface1,583 sq ft (147.1 m2)
CylindersThree
High-pressure cylinder19 in (483 mm) bore
26 in (660 mm) stroke
Low-pressure cylinder21+12 in (546 mm) bore
26 in (660 mm) stroke
Valve gearWalschaerts
Valve typeBalanced slide
CouplersJohnston link-and-pin
AAR knuckle (1930s)
Performance figures
Tractive effort23,470 lbf (104.4 kN) @ 75%
Career
OperatorsCape Government Railways
South African Railways
ClassCGR Compound Karoo
SAR Class Experimental 1
Number in class1
NumbersCGR 900, SAR 764
Delivered1907
First run1907
Withdrawn1933

In 1907, the Cape Government Railways placed a single experimental three-cylinder compound steam locomotive with a 4-6-2 Pacific type wheel arrangement in service between Beaufort West and De Aar. It was based on the second series of its Karoo Class locomotives. In 1912, when the locomotive was assimilated into the South African Railways, it was renumbered and designated Class Experimental 1.[1][2][3][4]

Manufacturer

edit
 
H.M. Beatty

In the first few years of the twentieth century, H.M. Beatty, Chief Locomotive Superintendent of the Cape Government Railways (CGR), experimented with various forms of compound steam locomotives. One of these engines was delivered by the North British Locomotive Company (NBL) in 1907. It was a three-cylinder compound locomotive, based on the second version of the CGR’s Karoo Class. The locomotive was numbered 900, but it was not classified by the CGR and was simply referred to as the Compound Karoo.[1][2][3][5]

Compound expansion

edit

Compound locomotive

edit

In a compound locomotive, steam is expanded in phases. After being expanded in a high-pressure cylinder and having then lost pressure and given up part of its heat, it is exhausted into a larger-volume low-pressure cylinder for secondary expansion, after which it is exhausted through the smokebox. By comparison, in the more usual arrangement of simple expansion (simplex), steam is expanded just once in any one cylinder before being exhausted through the smokebox.[6]

Three-cylinder compound

edit

On the Compound Karoo, the cylinders were arranged in the "Smith" system of compounding, with a single high-pressure cylinder situated between the two low-pressure cylinders. The Smith system of compounding was developed from the two-cylinder Worsdell-von Borries compound system. Walter Mackersie Smith, a Scottish engineer, improved on this system by developing a three-cylinder compound system with one high-pressure cylinder inside and two low-pressure cylinders outside. It permitted the locomotive to be worked in either compound, semi-compound or simplex mode.[1][2][3][7]

Compound mode

When working compound, the whole of the exhaust steam from the high-pressure cylinder passed into the low-pressure cylinders.[2]

Semi-compound mode

Upon starting, semi-compound working allowed boiler steam to be admitted directly to the low-pressure cylinders through a reducing valve. This obtained greater tractive effort and avoided starting trouble due to the high-pressure crank being at or near dead centre.[2]

Simplex mode

Non-return valves were fitted which, under certain conditions, caused both ends of the high-pressure cylinder to be in communication, with the result that the piston would be floating and the low-pressure cylinders would be receiving high-pressure steam, thus converting the engine to simplex working.[2]

Characteristics

edit

The locomotive had a bar frame, Walschaerts valve gear and used saturated steam.[3]

The inside high-pressure cylinder had a slide valve below, while the two outside low-pressure cylinders had balanced slide valves above. The cylinder ratio was 1 to 2.45. The outside cranks were placed 90 degrees apart, while the middle inside crank was placed at 135 degrees from each of the outer two. All three cylinders actuated the middle coupled axle and their valves were actuated from this axle by an eccentric for the inside cylinder and two return cranks for the outer cylinders. The exhaust from the high-pressure cylinder passed directly into a large steam chest common to both low-pressure cylinders, which eliminated the need for a receiver pipe.[2][3]

Performance

edit

During 1907, extensive comparative tests were carried out with the Compound Karoo and a simplex two-cylinder locomotive, Karoo Class no. 907. Initial results showed that, while the compound locomotive displayed no marked economy of fuel over the simplex, it ran with remarkable steadiness and could take a heavy train up a long continuous grade at a much higher speed than the simplex. With the direct admission of boiler steam into the low-pressure cylinders in semi-compound mode, the engine started without difficulty, without fail.[1][2]

After having been in service for two years, however, experienced drivers of the Compound Karoo reported that, if treated and handled properly, the compound locomotive could outperform the simplex in terms of power as well as fuel and water consumption. In 1909, Beatty could report that the engine showed a coal economy of 8% in comparison with the simplex, doing the same work. One driver described how the judicious use of semi-compound mode on heavy grades, injecting high-pressure steam in the low-pressure cylinders, enhanced the locomotive’s performance, and how the life of the high-pressure big-end bearings, which initially proved troublesome, could be prolonged by mixing castor oil in with the regular oil which was used on all the bearings and the valve motion.[1][2]

The long gradients in the Karoo did not allow the locomotive to be worked in simplex mode for extended periods, however, since the boiler's steaming capacity was insufficient. The difficulties regarding accessibility to the inside cylinder, inherent with the cramped space allowed for a third cylinder by the 3 feet 6 inches (1,067 millimetres) Cape gauge, probably also served as a deterrent and only the one locomotive was therefore built.[2]

Service

edit

Cape Government Railways

edit

The Compound Karoo was placed in service in the Karoo, on the section between Beaufort West and De Aar. It performed well, provided the centre high-pressure big-end bearings were given adequate care and frequent lubrication.[3]

South African Railways

edit

When the Union of South Africa was established on 31 May 1910, the three Colonial government railways (CGR, Natal Government Railways and Central South African Railways) were united under a single administration to control and administer the railways, ports and harbours of the Union. Although the South African Railways and Harbours came into existence in 1910, the actual classification and renumbering of all the rolling stock of the three constituent railways were only implemented with effect from 1 January 1912.[4][8]

In 1912, the Compound Karoo was designated Class Experimental 1 on the South African Railways and renumbered 764. It continued to work passenger trains through the Karoo until it was withdrawn from service in 1933 and scrapped.[2][3][4][9]

References

edit
  1. ^ a b c d e Holland, D.F. (1971). Steam Locomotives of the South African Railways. Vol. 1: 1859–1910 (1st ed.). Newton Abbott, England: David & Charles. pp. 73–75. ISBN 978-0-7153-5382-0.
  2. ^ a b c d e f g h i j k Espitalier, T.J.; Day, W.A.J. (1944). The Locomotive in South Africa - A Brief History of Railway Development. Chapter II - The Cape Government Railways (Continued). South African Railways and Harbours Magazine, March 1944. pp. 169-173.
  3. ^ a b c d e f g Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. p. 82. ISBN 0869772112.
  4. ^ a b c Classification of S.A.R. Engines with Renumbering Lists, issued by the Chief Mechanical Engineer’s Office, Pretoria, January 1912, pp. 9, 12, 15, 35 (Reprinted in April 1987 by SATS Museum, R.3125-6/9/11-1000)
  5. ^ North British Locomotive Company works list, compiled by Austrian locomotive historian Bernhard Schmeiser
  6. ^ van Riemsdijk, John T. (1970). "The Compound locomotive, Parts 1, 2, 3". Transactions of the Newcomen Society (2).
  7. ^ van Riemsdijk, John T. (1994). Compound Locomotives: An International Survey. Penryn: Atlantic Books. pp. 36–40. ISBN 0-906899-61-3.
  8. ^ The South African Railways - Historical Survey. Editor George Hart, Publisher Bill Hart, Sponsored by Dorbyl Ltd., Published c. 1978, p. 25.
  9. ^ Holland, D. F. (1972). Steam Locomotives of the South African Railways. Vol. 2: 1910-1955 (1st ed.). Newton Abbott, England: David & Charles. p. 140. ISBN 978-0-7153-5427-8.