South African Class 15F 4-8-2

The South African Railways Class 15F 4-8-2 of 1938 was a steam locomotive.

The Class 15F was the most numerous steam locomotive class in South African Railways service. Between 1938 and 1948, 255 of these locomotives with a 4-8-2 Mountain type wheel arrangement entered service.^[1][2][3][4]

Manufacturers

The Class 15F 4-8-2 Mountain type steam locomotive was designed by W.A.J. Day, Chief Mechanical Engineer (CME) of the South African Railways (SAR) from 1936 to 1939, based on the design of the Class 15E by his predecessor, A.G. Watson, and modified again by his successor, M.M. Loubser. It was built in five batches by four locomotive manufacturers in Germany and the United Kingdom over a period of eight years spanning the Second World War.^[2][4]

• The first 21 were built in Germany in 1938. Seven were delivered by Berliner Maschinenbau, numbered in the range from 2902 to 2908, and fourteen by Henschel and Son, numbered in the range from 2909 to 2922.^[2][5]
• Another 44 were built by the North British Locomotive Company (NBL) of Glasgow in 1938. They were delivered in 1939, numbered in the range from 2923 to 2966.^[2][6]
• Locomotive building was interrupted by the Second World War, but because of a critical motive power shortage which developed in South Africa during the war, manufacturing of the Class 15F was resumed even before hostilities had ceased. In 1944, production started on thirty locomotives by Beyer, Peacock and Company (BP), delivered later that same year and numbered in the range from 2967 to 2996.^[2][7]
• In 1945, sixty were built and delivered by NBL, numbered in the range from 2997 to 3056.^[6]
• The final batch of 100 Class 15Fs were built by NBL in 1946 and 1947 and delivered between 1946 and 1948, numbered in the range from 3057 to 3156.^[6]

Lineage

The Class 15F represented the ultimate stage in a long history of development spanning thirty years. The first Class 15 4-8-2 tender loco­motive entered SAR service in 1914. It sported a 40 square feet (3.7 square metres) grate, a boiler pressure of 185 pounds per square inch (1,276 kilopascals), a maximum axle load of 16 long tons 10 hundredweight (16,760 kilograms) and 57 inches (1,448 millimetres) diameter coupled wheels. Later models incorporated major improvements in succession, until the Class 15CA was commissioned in 1926 with a 48 square feet (4.5 square metres) grate, a boiler pressure of 210 pounds per square inch (1,448 kilopascals), a maximum axle load of 17 long tons 15 hundredweight (18,030 kilograms) and 60 inches (1,524 millimetres) diameter coupled wheels.^[8]

Characteristics

W.A.J. Day

The Class 15F locomotive was similar to its predecessor Class 15E, but it was built with Walschaerts valve gear, as specified by Day, who was not a protagonist of Rotary Cam Poppet valve gear. This and some other differences led to it being classified 15F. The locomotives used Stone's electric lighting, with a 150 watt Tonum E type headlight, cab lighting which included a light over the reversing controls, a bunker light and rear headlights on the tender. The locomotive was capable of traversing curves of 275 feet (84 metres) radius with ³⁄₄ inch (19 millimetres) widening.^[2][4]

The Class 15F was delivered with a Watson Standard no. 3B boiler and a Watson cab. During the 1930s, Day's predecessor as CME, A.G. Watson, designed a standard boiler type as part of his standardisation policy. Many serving locomotives were reboilered with these Watson Standard boilers and in the process most of them were also equipped with Watson cabs, with their distinctive slanted fronts compared to the conventional vertical fronts of their original cabs. New locomotives which were acquired in the Watson era and later, such as the Class 15F, were built with such boilers and cabs.^{[2][4][9][10]}

To fit within the loading gauge, the Watson Standard no. 3B boiler was domeless. The maximum height of the locomotive was 12 feet 11 ¹⁄₂ inches (3,950 millimetres), the maximum width 10 feet (3,048 millimetres) and the length over coupler faces 73 ft 5 ¹⁵⁄₁₆ in (22,401 mm).^{[1][9][10][11]}

The cylinder barrels had cast iron liners. The valve gear, brake gear and the hubs on the coupled wheels were fitted with soft grease lubricating nipples, while the bronze axle boxes and connecting and coupling rods had hard grease lubrication. The leading and trailing wheels were fitted with roller bearings. The axle boxes and motion were similar to those of the Classes 15CA and 23 and were interchangeable in most cases. The weight of the reciprocating parts on each side of the engine was 1,273 pounds (577 kilograms), of which 20% was balanced to ensure that the hammer blow per wheel does not exceed 1 long ton 12 hundredweight (1.6 tonnes) at 55 miles per hour (89 kilometres per hour) and with the overbalance equally divided on all the coupled wheels.^[2]

Pre-war models

The pre-war Class 15Fs were manually stoked and were delivered without smoke deflectors. The original 21 Berliner- and Henschel-built engines remained hand-fired for the full duration of their working lives. On the pre-war NBL-built engines, on the other hand, provision was made in the design to later convert them to mechanical stoking. A mechanical stoker was tested on no. 2923 before the remaining locomotives of that group were all equipped with such stokers by the late 1940s. Their brake systems consisted of steam brakes on the engines and vacuum brakes on the tenders.^{[1][2][8][12]}

One of the Henschel-built locomotives, no. 2916, is documented as having a lighter all-up weight and different axle loads than the rest of the engines from the same batch, although its adhesive weight is more than a ton heavier. While sources are silent on the reason for the differences, it is known that this engine was oil-fired, although it is not clear whether it was delivered as an oil-burner or modified post-delivery.^[1][9][10]

Post-war models

The post-war locomotives were built to the design and specifications of Doctor M.M. Loubser, who succeeded Day as CME in 1939. His specifications included mechanical stokers, smoke deflectors, vacuum brakes on the coupled wheels as well as the tenders, with two 24 inches (610 millimetres) diameter brake cylinders on the engine and two 21 inches (533 millimetres) diameter cylinders on the tender.^{[1][2][8][12]}

The engine's vacuum brake cylinders were fitted outside the main frames under the running boards on each side, between the second and third pairs of coupled wheels. The vacuum brake operated automatically whenever the train brakes were applied. The use of vacuum braking instead of steam braking became standard practice on locomotives from 1944 onwards and was welcomed by SAR drivers, who were always reluctant to make use of steam brakes for fear of skidding the coupled wheels. In practice, the trigger on the steam brake attachment, to isolate the proportional device which admitted steam to the brake cylinder automatically upon the application of the vacuum brake, was invariably wedged down with a wooden peg by drivers to eliminate the steam brake entirely.^[1][2]

Loubser also modified the leading bogie to have swing links with three-point suspension, which eliminated the side control springs which were used on earlier versions. As a unit, the modified bogie was interchangeable with those of earlier versions and with those of the Classes 15E and 23. The leading bogie had a side-play of 8 inches (203 millimetres), while the trailing Bissel truch had a side-play of 9 ³⁄₈ inches (238 millimetres).^[2][11]

The engines from Beyer, Peacock were war-time austerity models on which planished steel boiler lagging was replaced by ordinary steel lagging, while cosmetic dressing items like stainless steel lagging bands, chrome-plated handrails and rounded corners on the front of the firebox lagging were absent or replaced by unplated items. While the boiler barrels of the pre-war engines were of nickel steel, the austerity locomotives had boiler barrels made of carbon steel, with steel plates of ¹⁄₁₆ inch (2 millimetres) greater thickness. When it was subsequently found that the increased thickness was unnecessary, ¹³⁄₁₆ inch (21 millimetres) thick carbon steel plates were used on later orders, the same thickness as earlier used with nickel steel plates, which resulted in a desirable reduction in axle loads.^[2]

Final steam test at NBL, c. 1945

Like the pre-war NBL-built engines, the early post-war locomotives, built by BP and NBL in 1944 and 1945, were delivered with Type JT tenders, which had a 14 long tons (14.2 tonnes) coal capacity and a 6,000 imperial gallons (27,300 litres) water capacity. As delivered, they were arranged for manual stoking, but with provision made in their design for their subsequent conversion to mechanical stoking. All these locomotives were equipped with mechanical stokers post-delivery.^[2][12]

The locomotives in the final batch of 100 which were received from NBL in 1947 and 1948, numbers 3057 to 3156, were delivered new complete with mechanical stokers and smoke deflectors. These engines were delivered with Type ET tenders, which also had a 14 long tons (14.2 tonnes) coal capacity, but a smaller 5,620 imperial gallons (25,500 litres) water capacity to accommodate the mechanical stoker mechanism, while its empty weight was 1,232 pounds (559 kilograms) more due to the additional stoking equipment. These appear to have been the only differences between the Types JT and ET tenders. Apart from these differences, the post-war locomotives were identical to the earlier ones. Elephant ear smoke deflectors were later installed on the pre-war locomotives as well.^[4][12]

Locomotive naming

Although the naming of locomotives in South Africa dates back to the Cape Town Railway and Dock Company's 0-4-2 locomotives of 20 March 1860 and the Natal Railway's 0-4-0WT Natal of 13 May 1860, it was rarely done. In 1945, the Minister of Transport at the time, the Honourable F.C. Sturrock MP, instructed that a number of Classes 15F and 23 engines should be named after various South African cities and towns and fitted with suitable nameplates in both official languages. The decorative plates were fitted to the sides of the smokebox, or to the elephant ears smoke deflectors of engines which were so equipped. Twelve Class 15F locomotives were named.^[2]

Kroonstad nameplate, now on Class 23 no. 3300

Germiston nameplate, now on Class 15F no. 3046

• No. 3044 - Kroonstad
• No. 3045 - Harrismith
• No. 3046 - City of Bloemfontein
• No. 3047 - City of Pretoria
• No. 3049 - City of Johannesburg
• No. 3050 - Springs
• No. 3051 - Vereeniging
• No. 3052 - Brakpan
• No. 3053 - Benoni
• No. 3054 - Bethlehem
• No. 3055 - Germiston
• No. 3056 - Potchefstroom

In later years, some of these name plates migrated to other engines and classes, with several eventually ending up on Classes 23 and 25NC locomotives.

Service

While the Class 15F was used predominantly in the Orange Free State and Western Transvaal, it also saw service in every system country-wide, including Garratt territory in Natal, where it was used on the line from Newcastle to Utrecht. The Class also briefly served on the Cape Eastern system, when it worked out of East London in the early 1960s.^[4]

Some briefly served outside South Africa's borders. In 1978, six Class 15Fs were hired to Rhodesia Railways, but they were returned nine months later and replaced by Class GMAM Garratts.^[3]

When the Class 23 was retired, many of the Class 15F locomotives which were equipped with mechanical stokers inherited their huge twelve-wheel Type EW tenders which, apart from increasing their range with its larger fuel and water capacity, also greatly enhanced their appearance. In later years, when the Class 15F was relegated to heavy shunting and local work, many of the locomotives had their mechanical stokers removed.^[3]

Preservation

As would be expected, given its usefulness and the large quantity placed in service with the SAR, several Class 15F locomotives have survived into preservation.

The Pretoria-based steam heritage club Friends of the Rail (FOTR) possesses two locomotives of this class, numbers 3094 and 3117.^[13]

• No. 3094 was in service with FOTR until its withdrawal in 2007 due to failing flexible stays surrounding the firebox. This locomotive was awaiting its turn to be overhauled in 2011 and was back in service by 2015.^[14]
• No. 3117 was restored by FOTR and returned to service in December 2008, after 17 years of standing idle. This locomotive was derailed near Cullinan due to sleeper theft in July 2009. It, too, was awaiting repairs by November 2011 and was back in service by 2015.^[15][16][17]

David Shepard OBE FRSA FGRA, his wife Avril and a Transnet official with no. 3052 Avril at Kimberley, 30 July 1991

The Germiston-based Reefsteamers has three Class 15F locomotives in its stable, no. 2914 Spikkels, a hand-fired version, no. 3016 Gerda and no. 3046 Janine. The latter was the club's only operational 15F as of February 2016. The boiler certificate was due to expire by July 2016, which took no. 3046 out of service for a while. The club was, however, already in the process of restoring no. 3052 Avril, the locomotive which David Shepard OBE FRSA FGRA traded a painting for during the 1991 steam festival. The locomotive is ultimately in the care of Sandstone Estates, but a refurbishment contract was awarded to Reefsteamers late in 2015.^[18]

Beyer, Peacock-built no. 2994 is preserved at the Worcester Museum at Kleinplasie, where it is displayed astride the locomotive inspection pit in the old locomotive shed.^[19]

In 2006, NBL-built no. 3007 was returned to its builder's home city, Glasgow in Scotland, where it was initially put on static display in George Square for fundraising purposes by the North British Locomotive Preservation Group. The move of no. 3007 from storage in the Bloemfontein locomotive depot to Glasgow was recorded in Season 3 of the television documentary series Monster Moves in 2008. The locomotive was originally to have been trucked to Durban by Moveright International, but the transporter was not capable of carrying the locomotive. Instead, it was towed by rail on a two-day journey across the country, with ten flat wagons used to augment the braking capacity of the locomotives which hauled the Class 15F. The locomotive now resides in the Glasgow Museum of Transport's collection at the new Riverside Museum.^[20][21]

Commemoration

A 40c postage stamp, depicting a Class 15F locomotive, was one of a set of four commemorative postage stamps which were issued by the South African Post Office on 27 April 1983, to commemorate the steam locomotives of South Africa which were rapidly being withdrawn from service at the time. The artwork and stamp design was by the noted stamp designer and artist Hein Botha. The particular locomotive depicted was NBL-built Class 15F no. 2954. The outline of a traditional SAR locomotive number plate was used as a commemorative cancellation for De Aar on the date of release.^[22]

Works numbers

The table shows the Class 15F engine numbers, builders, years built and works numbers.^[3][5][6][7]

Illustration

The main picture shows pre-war NBL-built no. 2940 "Lynette", with an ex Class 23 type EW tender, at speed near Princess station on the Johannesburg-Magaliesburg line on 6 April 1992.

• 
  Preserved Henschel-built oil-fired no. 2916 with an accordingly modified Type JT tender at Monument station, 10 April 2010
• 
  Pre-war NBL-built no. 2928 with an ex Class 23 Type EW tender, Bloemfontein, Free State, 14 October 2009
• 
  Beyer, Peacock-built austerity model (note unrounded lagging on firebox front) at Beaconsfield, 17 September 2009.
• 
  Post-war NBL-built no. 3007 with a Type ET tender arriving at George Square in Glasgow, 25 August 2007
• 
  Post-war NBL-built no. 3040 with an ex Class 23 Type EW tender at Clocolan, Free State Province, 9 July 1999
• 
  Post-war NBL-built no. 3046 with a Type EW tender at Magaliesburg, Gauteng, 30 October 2010

References

External links

External video

South African Steam: 15F 3153 Magaliesburg Express 1994 Class 15F no. 3153 at Magaliesburg and during the return trip to Johannesburg in July 1994. (Time 6:17)

External video

Class 15F no. 2916, Malmesbury to Moravia (16 June 2002) Class 15F no. 2916 at work between Malmesbury and De Hoek in the Swartland, on the Steam Loco Safari Tours trip in 2002. (Time 13:20)

External video

Class 15F nos. 2916 and 3153, Malmesbury (17 June 2002) Steam Loco Safari Tours trip in 2002. Class 15F nos. 2916 and 3153 double heading from Malmesbury southwards on the following day. (Time 13:49)

Wikimedia Commons has media related to South African Class 15F (4-8-2).

Locomotives of South Africa
Steam	7' ¼" gauge East London 0-4-0VB Table Bay 0-4-0ST Table Bay 0-4-0T Table Bay 0-4-0WT 4' 8½" gauge Cape 0-4-0T Blackie Cape 0-4-2 Cape 2-4-0T CGR 0-4-0ST Aid Natal 0-4-0ST Durban Natal 0-4-0WT Natal Natal 4-4-0T Perseverance 3' 6" gauge Tank engines CGR 0-4-0ST 1873 CGR 0-4-0ST 1874 CGR 0-4-0ST 1881 CGR 0-4-0ST 1881 Coffee Pot CGR 0-6-0ST CGR 0-6-0T CGR 2-6-0ST 1900 CGR 2-6-0ST 1902 CGR 1st Class 0-4-0ST 1875 CGR 1st Class 0-4-0ST 1876 CGR 1st Class 2-6-0ST CGR 1st Class 4-4-0T CGR 2nd Class 4-4-0T CGR 3rd Class 2-6-0T CGR Railmotor CSAR Class C CSAR Class E CSAR Rack 4-6-4RT CSAR Railmotor Durban's Congella Durban's Edward Innes Durban's John Milne Durban's Sir Albert Port Elizabeth 0-4-0ST Kowie Railway 0-6-0T Kowie Railway 4-4-0T Metropolitan & Suburban 4-6-2T NGR 2-6-0T Durban & Pietermaritzburg NGR Class I 2-6-2T NGR Class K 0-4-0ST NGR Class K 0-6-0ST NGR Class K 2-6-0T NZASM 10 Tonner NZASM 13 Tonner NZASM 14 Tonner NZASM 18 Tonner NZASM 19 Tonner NZASM 32 Tonner NZASM 40 Tonner PPR 26 Tonner PPR 35 Tonner Portuguese SAR Class A SAR Class B SAR Class C SAR Class C1 SAR Class C2 SAR Class D SAR Class E SAR Class F SAR Class G SAR Class H SAR Class H1 SAR Class H2 SAR Class J SAR Class K SAR Railmotor SAR Dock 0-4-0ST SAR Dock 0-4-0T SWA 2-8-0T 3' 6" gauge Tender engines CGR 1st Class 2-6-0 1876 BP CGR 1st Class 2-6-0 1876 Kitson CGR 1st Class 2-6-0 1879 CGR 1st Class 2-6-0 1891 CGR 1st Class 4-4-0 CGR 1st Class 4-4-0TT CGR 2nd Class 2-6-2TT CGR 3rd Class 4-4-0 1883 CGR 3rd Class 4-4-0 1884 CGR 3rd Class 4-4-0 1889 CGR 3rd Class 4-4-0 1898 CGR 3rd Class 4-4-0 1901 CGR 3rd Class 4-4-0 1903 CGR 4th Class 4-4-2 CGR 4th Class 4-6-0TT 1880 CGR 4th Class 4-6-0TT 1882 CGR 4th Class 4-6-0TT 1882 Joy CGR 4th Class 4-6-0TT 1884 CGR 5th Class 4-6-0 1890 CGR 5th Class 4-6-0 1891 NGR Havelock NGR Class I SAR Class Exp 1 SAR Class Exp 2 SAR Class Exp 3 SAR Class Exp 4 SAR Class Exp 5 SAR Class Exp 6 SAR Class S SAR Class S1 SAR Class S2 SAR Class 1 SAR Class 1A SAR Class 1B SAR Class 2 SAR Class 2C SAR Class 3 SAR Class 3A SAR Class 3B SAR Class 4 SAR Class 4A SAR Class 5 SAR Class 5A SAR Class 5B SAR Class 6 SAR Class 6A SAR Class 6B SAR Class 6C SAR Class 6D SAR Class 6E SAR Class 6F SAR Class 6G SAR Class 6H SAR Class 6J SAR Class 6K SAR Class 6L SAR Class 6Y SAR Class 6Z SAR Class 7 SAR Class 7A SAR Class 7B SAR Class 7C SAR Class 7D SAR Class 7E SAR Class 7F SAR Class 8 SAR Class 8A SAR Class 8B SAR Class 8C SAR Class 8D SAR Class 8E SAR Class 8F SAR Class 8R SAR Class 8X SAR Class 8Y SAR Class 8Z SAR Class 9 SAR Class 10 SAR Class 10A SAR Class 10B SAR Class 10C SAR Class 10D SAR Class 11 SAR Class 12 SAR Class 12A SAR Class 12B SAR Class 13 SAR Class 14 SAR Class 14A SAR Class 14B SAR Class 14C 1st SAR Class 14C 2nd SAR Class 14C 3rd SAR Class 14C 4th SAR Class 15 SAR Class 15A SAR Class 15B SAR Class 15C SAR Class 15CA SAR Class 15E SAR Class 15F SAR Class 16 SAR Class 16A SAR Class 16B SAR Class 16C SAR Class 16D SAR Class 16DA 1928 SAR Class 16DA 1930 SAR Class 16E SAR Class 17 SAR Class 18 SAR Class 19 SAR Class 19A SAR Class 19B SAR Class 19C SAR Class 19D SAR Class 20 SAR Class 21 SAR Class 23 SAR Class 24 SAR Class 25 SAR Class 25NC SAR Class 26 SAR Katanga SWA 2-8-0 3' 6" gauge Articulated engines CGR Fairlie CGR Kitson-Meyer SAR Class FC SAR Class FD SAR Class GA SAR Class GB SAR Class GC SAR Class GCA SAR Class GD SAR Class GDA SAR Class GE SAR Class GEA SAR Class GF SAR Class GG SAR Class GH SAR Class GK SAR Class GL SAR Class GM SAR Class GMA SAR Class GO SAR Class HF SAR Class KM SAR Class MA SAR Class MB SAR Class MC SAR Class MC1 SAR Class MD SAR Class ME SAR Class MF SAR Class MG SAR Class MH SAR Class MJ SAR Class MJ1 SAR Class U 2' 6" gauge Cape Copper John King & Miner Cape Copper Britannia Cape Copper Caledonia Cape Copper Clara Cape Copper Condenser Cape Copper Scotia Namaqua Copper Pioneer Walvis Bay 2-4-2T Hope 2' & 600mm gauges ACR Class NG-G16A CGR NG 0-4-0T CGR NG 0-6-0T CGR NG 4-6-2T CGR Type A 2-6-4T CGR Type C 0-4-0T NGR Class N 4-6-2T SAR Dutton SAR NG 0-4-0T SAR Class NG1 SAR Class NG2 SAR Class NG3 SAR Class NG4 SAR Class NG5 SAR Class NG6 SAR Class NG7 SAR Class NG8 SAR Class NG9 SAR Class NG10 SAR Class NG-G11 SAR Class NG-G12 SAR Class NG-G13 SAR Class NG-G14 SAR Class NG15 SAR Class NG-G16 SWA Class Ha SWA Class Hb SWA Class Hc SWA Class Hd SWA Jung SWA Zwillinge
Electric	Amcoal Class E38 SAR Class ES SAR Class ES1 SAR Class Exp-AC SAR Class 1E SAR Class 2E SAR Class 3E SAR Class 4E SAR Class 5E s1 SAR Class 5E s2 SAR Class 5E s3 SAR Class 5E1 s1 SAR Class 5E1 s2 SAR Class 5E1 s3 SAR Class 5E1 s4 SAR Class 5E1 s5 SAR Class 6E SAR Class 6E1 s1 SAR Class 6E1 s2 SAR Class 6E1 s3 SAR Class 6E1 s4 SAR Class 6E1 s5 SAR Class 6E1 s6 SAR Class 6E1 s7 SAR Class 6E1 s8 SAR Class 6E1 s9 SAR Class 6E1 s10 SAR Class 6E1 s11 SAR Class 7E SAR Class 7E1 SAR Class 7E2 s1 SAR Class 7E2 s2 SAR Class 7E3 s1 SAR Class 7E3 s2 Spoornet Class 7E4 SAR Class 8E SAR Class 9E s1 SAR Class 9E s2 SAR Class 10E SAR Class 10E1 s1 Spoornet Class 10E1 s2 SAR Class 10E2 SAR Class 11E SAR Class 12E Spoornet Class 14E Spoornet Class 14E1 TFR Class 15E Spoornet Class 16E Spoornet Class 17E Spoornet Class 18E s1 TFR Class 18E s2 TFR Class 19E TFR Class 20E TFR Class 21E TFR Class 22E
Gas-electric	SAR Gas-electric
Diesel	3' 6" gauge Diesel-electric PRASA Class Afro 4000 SAR Class DS SAR Class DS1 SAR Class 31-000 SAR Class 32-000 SAR Class 32-200 SAR Class 33-000 SAR Class 33-200 SAR Class 33-400 SAR Class 34-000 SAR Class 34-200 SAR Class 34-400 SAR Class 34-500 SAR Class 34-600 SAR Class 34-800 SAR Class 34-900 SAR Class 35-000 SAR Class 35-200 SAR Class 35-400 SAR Class 35-600 TFR Class 35-800 SAR Class 36-000 SAR Class 36-200 SAR Class 37-000 Spoornet Class 39-000 TFR Class 39-200 TFR Class 43-000 TFR Class 44-000 2' gauge Diesel-electric SAR Class 91-000 3' 6" gauge Diesel-hydraulic SAR Class 61-000 3' 6" gauge Electro-diesel Spoornet Class 38-000
List of South African locomotive classes South African locomotive numbering and classification

South African steam locomotive tenders
Cape gauge	Type CL Type CZ Type ET Type ET1 Type EW Type EW1 Type EW2 Type FT Type GT Type HT Type JT Type JT1 Type JV Type KT Type LP Type MP Type MP1 Type MR Type MS Type MT Type MT1 Type MT2 Type MX Type MY Type MY1 Type SH Type SK Type TJ Type TL Type TM Type WE Type WG Type X-17 Type X-20 Type XC Type XC1 Type XD Type XE Type XE1 Type XF Type XF1 Type XF2 Type XJ Type XM Type XM1 Type XM2 Type XM3 Type XM4 Type XP1 Type XS Type YB Type YC Type YE Type YE1 Type ZA Type ZB Type ZC Type ZE
List of South African locomotive classes South African locomotive history