NGR Class D1 & D2 4-8-2T South African Class A 4-8-2T
SAR Class A Belpaire no. 196, ex NGR no 133, at Masons Mill, Pietermaritzburg, 10 December 2010
Type and origin ♠ – Round-top firebox ♥ – Belpaire firebox Power type Steam Designer Natal Government Railways (William Milne) Builder Dübs and Company South African Railways Serial number 2446–2451, 2499–2504, 2604–2628, 2965–2967, 3317–3322, 3363–3368, 3477–3486, 3604–3605, 3556–3567, 3811–3834 Build date 1888–1915 Total produced 102 Rebuilder South African Railways Rebuild date 1926 Number rebuilt 21 toClass 17 4-8-0TT (Mastodon)
Specifications Configuration: ​  • Whyte 4-8-2T (Mountain)  • UIC 2'D1'n2t Driver 2nd coupled axle Gauge 3 ft 6 in (1,067 mm)Cape gauge Leading dia. 25+3⁄4 in (654 mm) Coupled dia. 39 in (991 mm) Trailing dia. 25+3⁄4 in (654 mm) Wheelbase 24 ft 9 in (7,544 mm) ​  • Leading 5 ft (1,524 mm)  • Coupled 11 ft (3,353 mm) Length: ​  • Over couplers 32 ft6+1⁄2 in (9,919 mm) Height ♠12 ft1⁄2 in (3,670 mm) ♥12 ft2+1⁄2 in (3,721 mm) Frame type Plate Axle load ♠ 8 LT 9 cwt (8,586 kg) ♥ 9 LT 4 cwt (9,348 kg) ​  • Leading ♠ 7 LT 18 cwt (8,027 kg) ♥ 7 LT (7,112 kg)  • 1st coupled ♠ 8 LT 2 cwt (8,230 kg) ♥ 8 LT 9 cwt (8,586 kg)  • 2nd coupled ♠ 8 LT 9 cwt (8,586 kg) ♥ 9 LT 4 cwt (9,348 kg)  • 3rd coupled ♠ 8 LT 2 cwt (8,230 kg) ♥ 8 LT 14 cwt (8,840 kg)  • 4th coupled ♠ 8 LT 2 cwt (8,230 kg) ♥ 8 LT 17 cwt (8,992 kg)  • Trailing ♠ 6 LT 10 cwt (6,604 kg) ♥ 6 LT 8 cwt (6,503 kg) Adhesive weight ♠ 32 LT 15 cwt (33,280 kg) ♥ 35 LT 4 cwt (35,760 kg) Loco weight ♠ 47 LT 3 cwt (47,910 kg) ♥ 48 LT 12 cwt (49,380 kg) Fuel type Coal Fuel capacity ♠♥ 2 LT 5 cwt (2.3 t) Water cap. ♠ 1,062 imp gal (4,830 L) ♥ 1,358 imp gal (6,170 L) Firebox: ​  • Type ♠ Round-top ♥ Belpaire  • Grate area ♠ 15.7 sq ft (1.46 m2) ♥ 23.5 sq ft (2.18 m2) Boiler: ​  • Pitch ♠6 ft7+1⁄2 in (2,019 mm) ♥ 7 ft (2,134 mm)  • Diameter ♠ 3 ft 11 in (1,194 mm) ♥3 ft10+3⁄4 in (1,187 mm)  • Tube plates ♠♥10 ft10+1⁄8 in (3,305 mm)  • Small tubes ♠178:1+3⁄4 in (44 mm) ♥187:1+3⁄4 in (44 mm) Boiler pressure ♠ 140 psi (965 kPa) ♥ 160 psi (1,103 kPa) Safety valve ♠Salter &Ramsbottom ♥ Ramsbottom Heating surface: ​  • Firebox ♠ 90.18 sq ft (8.378 m2) ♥ 62 sq ft (5.8 m2)  • Tubes ♠ 888.20 sq ft (82.516 m2) ♥ 929.5 sq ft (86.35 m2)  • Total surface ♠ 978.38 sq ft (90.894 m2) ♥ 991.5 sq ft (92.11 m2) Cylinders Two Cylinder size 17 in (432 mm) bore 21 in (533 mm) stroke Valve gear Stephenson Valve type Slide Couplers Johnston link-and-pin AAR knuckle (1930s)
Performance figures Tractive effort ♠ 16,340 lbf (72.7 kN) @ 75% ♥ 18,660 lbf (83.0 kN) @ 75% Factor of adh. 3.99
Career Operators Natal Government Railways South African Railways Class ♠ NGR Class D1, SAR Class A ♥ NGR Class D2, SAR Class A Belpaire Number in class 102 Numbers NGR 49–148 SAR 97–196, 332–333 Delivered 1888–1915 First run 1888 Withdrawn 1962 Disposition 5 preserved, remainder scrapped
The leading coupled axle had flangeless wheels

TheSouth African Railways Class A 4-8-2T of 1888 is a steam locomotive class from the pre-Union era in theColony of Natal.

In 1888, theNatal Government Railways placed the first five of its eventual one hundred Class D4-8-2T steam locomotives in service. The last was delivered in 1899. They were the first locomotives in the world to be built with a4-8-2 wheel arrangement, later to become known as the Mountain type. In 1912, when these locomotives were assimilated into theSouth African Railways, they were renumbered and designated Class A. In 1915, another two Class A locomotives were built from spare parts.^[1][2]

The Natal Government Railways (NGR) Class D4-8-2 tank locomotive was designed by William Milne, the Locomotive Superintendent of the NGR from 1877 to 1896, and was built byDübs and Company. The first 46 locomotives, with an operating boiler pressure of 140 pounds per square inch (965 kilopascals) and numbered in the range from 49 to 94, were placed in service during Milne's term. They proved to be such good engines that, when G.W. Reid took over as Locomotive Superintendent in 1896, he continued to place further orders for another 58, numbered in the range from 91 to 148, but with the boiler pressure increased to 160 pounds per square inch (1,103 kilopascals). These 100 locomotives, initially known on the NGR as the Dübs A, were delivered in ten batches by Dübs between 1888 and 1899.^[1][3][4]

As far as is known, the Dübs A locomotives were the first in the world to be designed and built with a4-8-2 wheel arrangement, later to become known as the Mountain type.^[1]

The performance in service of the Dübs A was gradually improved by various modifications. New boilers were fitted as and when the originals needed replacement, with a working pressure of 160 pounds per square inch (1,103 kilopascals) instead of the as-delivered 140 pounds per square inch (965 kilopascals) of the first few batches. This increased their tractive effort at 75% boiler pressure from 16,340 pounds-force (72.7 kilonewtons) to 18,670 pounds-force (83.0 kilonewtons). The coal bunkers were also enlarged and the connecting rod big-ends were changed to the marine type to increase ground clearance.^[1][3]

Another modification was an extended smokebox on most locomotives, such as on NGR no. 87 depicted below. In the 1890s, some improvements to smokebox design took place. Extending the smokebox forward increased its volume. The increased amount of exhaust gases present in the smokebox had the effect of stabilising and improving the draught. The date of this improvement can be pinned to 1891 when the second batch of Michael Stephens'Cape Government Railways (CGR)5th Class 4-6-0 locomotives with their lengthened smokeboxes entered service. This had such a profound effect on the boiler's steaming ability that virtually every locomotive on the CGR and NGR had their smokeboxes extended.^[5]

Beginning in 1905, after D.A. Hendrie took over from Reid as Locomotive Superintendent, these locomotives were gradually fitted withBelpaire fireboxes with wider firegrates. The flat-topped Belpaire firebox had the advantage of an increased area of the water-line at the hottest part of the boiler, together with increased steam space over the firebox. In order to accomplish this, Hendrie raised the boiler's pitch by4+1⁄2 inches (114 millimetres) and cut away the frame under the firebox to accommodate the wider grates. The wider firebox required that the water tanks also had to be moved out and the opportunity was taken to enlarge the tanks. The cabs were also improved to offer the engine crew better protection, and new brass-capped chimneys replaced the original straight flared chimneys. These modified locomotives were known as the Improved Dübs A.^[1][3]

When a locomotive classification system was introduced on the NGR, the Dübs A locomotive family was designated Class D. The unmodified locomotives became the Class D1 while the modified locomotives with Belpaire fireboxes became the Class D2.^[1][6][7]

When theUnion of South Africa was established on 31 May 1910, the three Colonial government railways (CGR, NGR andCentral 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 was only implemented with effect from 1 January 1912.^[8][9]

In 1912, these engines were designated Class A and were renumbered in the range from 97 to 196, with the unmodified Class D1 locomotives receiving the numbers in the range from 97 to 186 and the ten, at the time, already reboilered Class D2 locomotives receiving the numbers in the range from 187 to 196. In South African Railways (SAR) service, the Improved Dübs A locomotives became known as the Class A Belpaire.^[8][10]

In 1915, to help counter wartime motive power shortages brought about by the diminished ability to order new locomotives from European builders due to hostilities, another two Class A locomotives were built from spare parts by the SAR in theirDurban shops. These two locomotives were numbered 332 and 333.^[10]

In the NGR era, the Class D fleet remained in service on the Natal mainline until they were eventually displaced by more modern locomotives. They continued to serve well into the SAR era on theDundee-Hlobane branchline, theHarrismith-Ladysmith section and on the north coast line toEmpangeni.^[10]

In 1915, shortly after the outbreak of the First World War, theGerman South West Africa colony was occupied by the Union Defence Forces. Since a large part of the territory's railway infrastructure and rolling stock was destroyed or damaged by retreating German forces, an urgent need arose for locomotives for use on theCape gauge lines in that territory. In 1917, numbers 98 and 183 were transferred to the Defence Department for service in South West Africa. Both locomotives are believed to have returned to South Africa after the war.^[11]

The last of theClass A was withdrawn from service in 1962. Several locomotives continued to serve in industrial use for many years.^[10]

Five members of the class survive in preservation.^[1][10]

• Ex NGR No. 84, SAR No. 130 namedPatrys, is plinthed at the Reefsteamers Depot inGermiston.^[12]
• Ex NGR No. 90, SAR No. 136 namedUmbilo, is in the care of the Umgeni Steam Railway.^[13]
• Ex NGR No. 55, SAR No. 103, was moved from Witbank to theOuteniqua Transport Museum in George in August 2014.
• Ex NGR No 133, SAR Class A Belpaire no. 196, was plinthed at Masons Mill in Pietermaritzburg until it was repatriated to the United Kingdom in 2011. It is now displayed at the entrance to theMizens Railway nearWoking.^[5][14]
• Ex NGR No. ?, SAR No. 176, on display at Brikor Limited, Olifantsfontein.

When a shortage of suitable shunting locomotives developed in 1926, the SAR modified 21 Class A and Class A Belpaire4-8-2T locomotives by removing the trailingbissel bogie and coal bunker, shortening the main frame and adding a tender to increase their coal and water capacity. Tenders from various scrapped locomotive types were used.^[2][3][10]

These 21 rebuilt locomotives became the SARClass 174-8-0 tank-and-tender locomotives, numbered in the range from 1415 to 1435. They were used as shunting locomotives aroundDurban andPort Elizabeth, until they were withdrawn from service by 1961.^[3][10]

The builder's works numbers, years built, NGR and SAR numbers, firebox type and Class 17 numbers are listed in the table.

The main picture shows SAR Class A Belpaire no. 196 at Masons Mill on 10 December 2010. Those following illustrate the short and long smokebox versions of the locomotive and some of the post-delivery changes which were made, such as the altered cab for better crew protection.

• 
  NGR Class D1 no. 72 with short smokebox, c. 1900
• 
  NGR Class D1 no. 87 with extended smokebox, c. 1898
• 
  NGR Class D1 no. 105 with short smokebox, c. 1900
• 
  SAR Class A no. 103 with Belpaire firebox, 2010

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