| CSAR Class 10-C 4-6-2 | |
| Hatnote: | ♠ Class 10C as built with a Belpaire firebox Class 10C, superheated Class 10CR rebuilt with a Watson Standard boiler ʘ Type XC tender - Type XM2 tender |
| Powertype: | Steam |
| Designer: | Central South African Railways (G.G. Elliot) |
| Builder: | North British Locomotive Company |
| Serialnumber: | 19195-19206 |
| Buildmodel: | CSAR Class 10-C |
| Builddate: | 1910 |
| Totalproduction: | 12 |
| Whytetype: | 4-6-2 (Pacific) |
| Uicclass: | ♠ 2'C1'n2 - 2'C1'h2 |
| Driver: | 2nd coupled axle |
| Leadingdiameter: | NaN0NaN0 |
| Coupleddiameter: | 570NaN0 |
| Trailingdiameter: | 330NaN0 |
| Tenderdiameter: | ʘ NaN0NaN0 as built ʘ 340NaN0 retyred |
| Wheelbase: | 52feet |
| Engine Total: | 28feet |
| Leading: | 60NaN0 |
| Coupled: | 100NaN0 |
| Tender Total: | ʘ 14feet 16feet |
| Tenderbogie: | ʘ 4feet |
| Over Couplers: | ʘ 59feet 62feet |
| Height: | ♠ 12feet 12feet |
| Axleload: | ♠ 14sigfig=4NaNsigfig=4 14lt 15lt |
| Leadingbogie/Pony: | ♠ 11lt 13lt 15lt |
| Coupled All: | ♠ 14sigfig=4NaNsigfig=4 |
| Coupled 1: | 13lt 14lt |
| Coupled 2: | 14lt 15lt |
| Coupled 3: | 14lt 14lt |
| Trail Bogie/Pony: | ♠ 11lt 11lt 12lt |
| Tenderbogieload: | Bogie 1: ʘ 17sigfig=4NaNsigfig=4 24lt Bogie 2: ʘ 17lt 25lt |
| Tenderaxle: | ʘ 8lt 12lt |
| Weightondrivers: | ♠ 42sigfig=4NaNsigfig=4 42lt 44lt |
| Locoweight: | ♠ 64lt 68lt 72lt |
| Tenderweight: | ʘ 34lt 49lt |
| Locotenderweight: | ♠ʘ 99lt ♠ 114lt ʘ 102lt 117lt 121lt |
| Tendertype: | XC (2-axle bogies) XM2 (2-axle bogies) XC, XC1, XD, XE, XE1, XF, XF1, XF2, XJ, XM, XM1, XM2, XM3, XM4, XP1, XS permitted |
| Fueltype: | Coal |
| Fuelcap: | ʘ 51NaN1 101NaN1 |
| Watercap: | ʘ 2600sigfig=3NaNsigfig=3 4000sigfig=3NaNsigfig=3 |
| Fireboxtype: | ♠ Belpaire - Round-top |
| Firearea: | ♠ 32square feet 36square feet |
| Boiler: | Watson Standard no. 1 |
| Pitch: | ♠ 7feet 80NaN0 |
| Diameterinside: | ♠ 4feet 50NaN0 |
| Lengthinside: | ♠ 16feet 17feet |
| Smalltubediameter: | ♠ 183: NaN0NaN0 100: NaN0NaN0 76 NaN0NaN0 |
| Largetubediameter: | 18: NaN0NaN0 24: NaN0NaN0 |
| Boilerpressure: | ♠ 2000NaN0 |
| Safetyvalvetype: | ♠ Ramsbottom Pop |
| Totalsurface: | ♠ 1905square feet 1525square feet 1620square feet |
| Tubearea: | ♠ 1783square feet 1403square feet 1497square feet |
| Fireboxarea: | ♠ 122square feet 123square feet |
| Superheaterarea: | 345square feet 366square feet |
| Generator: | Pyle National turbo-generator |
| Cylindercount: | Two |
| Cylindersize: | ♠ 180NaN0 bore ♠ 260NaN0 stroke |
| Valvegear: | Walschaerts |
| Valvetype: | Piston |
| Coupling: | Johnston link-and-pin AAR knuckle (1930s) |
| Tractiveeffort: | ♠ 22170lbf @ 75% |
| Operator: | Central South African Railways South African Railways |
| Operatorclass: | CSAR Class 10-C, SAR Class 10C |
| Numinclass: | 12 |
| Fleetnumbers: | CSAR 1003-1014, SAR 767-778 |
| Deliverydate: | 1910-1911 |
| Firstrundate: | 1910 |
| Withdrawndate: | 1973 |
The South African Railways Class 10C 4-6-2 of 1910 was a steam locomotive from the pre-Union era in Transvaal.
In 1910, the Central South African Railways placed twelve Class 10-C Pacific type steam locomotives in service. In 1912, these locomotives were renumbered and designated Class 10C on the South African Railways roster.[1] [2]
In November and December 1910, twelve light Pacific type passenger locomotives were placed in service by the Central South African Railways (CSAR). Designed by G.G. Elliot, Chief Mechanical Engineer (CME) of the CSAR, they were built along similar lines to the Class 10-2 which had been delivered to the CSAR earlier in that same year, but they were slightly smaller and had smaller coupled wheels.[1]
They were built for the CSAR by the North British Locomotive Company (NBL) and were designated Class 10-C, numbered in the range from 1003 to 1014. As built, they used saturated steam and had Belpaire fireboxes and Walschaerts valve gear.[3]
They embodied some of the features of their larger Class 10-2 superheated predecessors, with the notable exceptions of the feedwater heaters and superheating. They were also fitted with the Flaman speed recorder, of which the driving gear was connected to the right trailing crank pin. A new feature was the placing of the Pyle National turbo-generator unit behind the dome on top of the boiler barrel.[1]
Since they were originally intended for local passenger work around the Reef, the locomotives had been delivered with comparatively small Type XC tenders with a coal capacity of 51NaN1 and 2600sigfig=3NaNsigfig=3 of water.
Their outside-admission piston valves with straight-ported cylinders made them extraordinarily free runners and they were soon found suitable for the mainline as well. To better equip them to handle mainline passenger trains, an order for new larger Type XM2 tenders was placed with Robert Stephenson and Company. Since the original tenders were already numbered for their respective engines, the new tenders, with works numbers D1540/1 to D1540/12, were numbered N1 to N12. They had a coal capacity of 101NaN1 and 4000sigfig=3NaNsigfig=3 of water.[4]
In March 1922, one of these engines, no. 775 with a new Type XM2 tender, worked a special Johannesburg-Cape Town fast passenger train over the Klerksdorp-Kimberley section. The locomotive covered the 1820NaN0 with the 3200NaN0 train in 5 hours 55 minutes, including 34 minutes which were lost taking water and attending to a hot-running big-end bearing, attaining an average speed of 33.750NaN0. This was a creditable performance for a comparatively small locomotive with only 570NaN0 coupled wheels and which, at the time, was not yet superheated.
With the new larger tenders, the locomotives were therefore put to work on the Kimberley-Klerksdorp line. To enhance their performance in their new role as mainline locomotives, they were soon reboilered and equipped with superheaters, but they retained their Class 10C classification.
When the Union of South Africa was established on 31 May 1910, the three Colonial government railways (Cape Government Railways, Natal Government Railways and CSAR) 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.[2] [5]
In 1912, these locomotives were renumbered in the range from 767 to 778 and designated Class 10C on the South African Railways (SAR).
In the 1930s, many serving locomotives were reboilered with a standard boiler type, designed by then CME A.G. Watson as part of his standardisation policy. Such Watson Standard reboilered locomotives were reclassified by adding an "R" suffix to their classification.[6]
All but two of the Class 10C locomotives, numbers 772 and 776, were eventually reboilered with Watson Standard no. 1 boilers and reclassified to Class 10CR.[4] [6]
Their original boilers were fitted with Ramsbottom safety valves, while the Watson Standard boilers were fitted with Pop safety valves. An obvious difference between an original and a Watson Standard reboilered locomotive is usually a rectangular regulator cover, just to the rear of the chimney on the reboilered locomotive. In the case of the Class 10CR locomotives, an even more obvious difference was the absence of the Belpaire firebox hump between the cab and boiler on the reboilered locomotives.[6]
When the Kimberley-Klerksdorp line was eventually relaid with heavier rails, the Class 10CR were displaced by larger and more powerful locomotives and transferred to Cape Town, where most of them worked the local inter-urban services. Part of their duties was to haul the weekly mail trains between the East Pier and Monument Station. On Fridays, the Union-Castle Line’s mailship berthed at the East Pier, from where mail trains to Transvaal and Rhodesia would depart. A shunting engine would bring these carriages from the pier via Dock Road to Monument Station, where the mainline locomotive, dining saloon, kitchen car and carriages for local passengers would be attached. They remained in this service until they were later relegated to shunting and goods pickup work for the rest of their years.[4]
The two Class 10C locomotives went to Bloemfontein to assist with shunting. After the entire Class was withdrawn in 1973, no. 771 was sold to Lorraine gold mine in the Free State. After being retired from mine service, it was obtained by Sandstone Estates for restoration in 2011.
The table lists the locomotive and tender works numbers, the CSAR to SAR renumbering and the tender numbers for the Class 10C and 10CR locomotives.
Works No. | CSAR No. | SAR No. | Tender Works No. | Tender No. | Class |
|---|---|---|---|---|---|
| 19195 | 1003 | 767 | D1540/1 | N1 | 10CR |
| 19196 | 1004 | 768 | D1540/2 | N2 | 10CR |
| 19197 | 1005 | 769 | D1540/3 | N3 | 10CR |
| 19198 | 1006 | 770 | D1540/4 | N4 | 10CR |
| 19199 | 1007 | 771 | D1540/5 | N5 | 10CR |
| 19200 | 1008 | 772 | D1540/6 | N6 | 10C |
| 19201 | 1009 | 773 | D1540/7 | N7 | 10CR |
| 19202 | 1010 | 774 | D1540/8 | N8 | 10CR |
| 19203 | 1011 | 775 | D1540/9 | N9 | 10CR |
| 19204 | 1012 | 776 | D1540/10 | N10 | 10C |
| 19205 | 1013 | 777 | D1540/11 | N11 | 10CR |
| 19206 | 1014 | 778 | D1540/12 | N12 | 10CR |
The main picture shows Watson Standard reboilered Class 10CR no. 778, with a large dome cover, passing through Woltemade No. 4 near Cape Town, c. 1930. Woltemade No. 4 no longer exists and was located between the present-day Thornton and Goodwood stations on the line from Cape Town to Bellville. The pictures illustrate the differences in the appearance of the locomotives over their lifespan.