CGR 0-6-0T

37+1⁄2 in (952 mm)Wheelbase29 ft (8,839 mm) (loco pair) • Coupled8 ft (2,438 mm)Length:
• Over couplers21 ft 4 in (6,502 mm)Height12 ft (3,658 mm)Axle load6 LT (6,096 kg)Loco weight18 LT (18,290 kg)Fuel typeCoalFirebox: • TypeRound-top • Grate area10 sq ft (0.93 m²)Boiler:
• Pitch6 ft (1,829 mm)Boiler pressure125 psi (862 kPa)Heating surface: • Firebox92 sq ft (8.5 m²) • Tubes850 sq ft (79 m²) • Total surface942 sq ft (87.5 m²)CylindersTwoCylinder size13 in (330 mm) bore
18 in (457 mm) strokeValve gearStephensonCouplersJohnston link-and-pin

Performance figures
Tractive effort	7,600 lbf (34 kN) @ 75%

Career
Operators	Cape Government Railways
Number in class	3
Numbers	E5-E7
Delivered	1876, 1879
First run	1876
Withdrawn	1912
Scrapped	1912

The Cape Government Railways 0-6-0T back-to-back of 1876 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope.

In 1876 the Cape Government Railways placed a pair of Stephenson's Patent permanently coupled back-to-back 0-6-0T locomotives in service on its Eastern System. They worked out of East London in comparative trials with an experimental 0-6-0+0-6-0T Fairlie locomotive which was acquired in that same year.^[1]^[2]

A third single locomotive of the same design was delivered to the Eastern System in 1879.^[3]^[4]

Manufacturer

To meet the requirement for more powerful locomotives on the Eastern System of the Cape Government Railways due to the heavy grades on the mainline which was being built out of East London, a pair of Stephenson's Patent permanently coupled back-to-back 0-6-0T locomotives was ordered from Robert Stephenson and Company in 1875, for experimental purposes. The locomotive pair was shipped on the vessel Claremont and arrived in East London on 1 February 1876, numbered E5 and E6 in the Eastern System's number range. A third single locomotive of the same class, numbered E7 and also built by Robert Stephenson, was delivered in 1879.^[1]^[2]^[3]^[5]

Characteristics

The principle of using two tank locomotives which are permanently coupled at their cab ends was patented by Robert Stephenson and Company in 1855. The arrangement allowed the two locomotives to be operated by a single crew. Since each locomotive had separate regulators and reversers, they were also able to be used independently.^[1]^[6]^[7]

A similar arrangement was later used with the German-built Zwillinge locomotives which saw service on the military-built narrow gauge Feldbahn railway lines in German South West Africa and other German territories, where pairs of individual locomotives lettered A and B were semi-permanently coupled back-to-back.^[1]^[2]^[7]

Locomotive trials

The locomotive pair was placed in service between East London and Belstone on the King William's Town line, where they were evaluated during comparative trials with the experimental CGR Fairlie 0-6-0+0-6-0 which was acquired at the same time.^[1]^[2]^[6]

The trials involved running the two types over 32 miles (51.5 kilometres) of finished track with an allowed time of 2 hours 40 minutes. This required an average speed of 12 miles per hour (19 kilometres per hour), with no time discount granted for watering stops, stops to allow steam pressure to build up or to attend to mechanical problems. The difference in altitude between the starting and terminal stations was 1,624.82 feet (495.25 metres), the sharpest curve was of 5 chains (101 metres) radius and the steepest gradient was 1 in 40. Each type took three trial trains, running alternately, and both types were worked by one driver and one fireman throughout the trials.^[6]

Like the Fairlie, the back-to-back engines performed well on curves. Unlike the Fairlie, however, any imperfections in the track affected them badly, especially while descending down a decline. The back-to-back engines lurched badly and, going down a decline, the trailing engine tended to jerk the leading engine from side to side so severely that power had to be applied to the leading engine in order to keep it steady.^[1]^[2]^[6]

While the poor quality coal from Indwe and Molteno, with a high ash content and a tendency to clinker, had an equally negative effect on the performance of both types, the Fairlie proved to be more economical on coal and water. Only two men were allowed to be working each type during the trials, but on the back-to-back engines this was found to be insufficient since both men were exhausted after the short 32 miles (51.5 kilometres) run.^[1]^[6]

Better results were obtained by separating the back-to-back engines and running them in the conventional double-heading manner with both locomotives facing in the same direction. The downside of this option, however, was that it required two crews.^[2]

Service

It was eventually decided to separate the locomotives permanently, equip them with tenders and use them as shunting engines. In this configuration and application they performed well enough to remain in service until they were scrapped in 1912.^[1]^[2]^[6]

No photograph has yet been found of these locomotives.

References

Wikimedia Commons has media related to CGR 0-6-0T.

^ ^a ^b ^c ^d ^e ^f ^g ^h Holland, D.F. (1971). Steam Locomotives of the South African Railways. Vol. 1: 1859–1910 (1st ed.). Newton Abbott, England: David & Charles. pp. 25–28. ISBN 978-0-7153-5382-0.
^ ^a ^b ^c ^d ^e ^f ^g Dulez, Jean A. (2012). Railways of Southern Africa 150 Years (Commemorating One Hundred and Fifty Years of Railways on the Sub-Continent – Complete Motive Power Classifications and Famous Trains – 1860–2011) (1st ed.). Garden View, Johannesburg, South Africa: Vidrail Productions. pp. 21–22. ISBN 9 780620 512282.
^ ^a ^b C.G.R. Numbering Revised, Article by Dave Littley, SA Rail May–June 1993, pp. 94-95.
^ Holland, D. F. (1972). Steam Locomotives of the South African Railways. Vol. 2: 1910-1955 (1st ed.). Newton Abbott, England: David & Charles. p. 120. ISBN 978-0-7153-5427-8.
^ What were these, 2-6-0T or 0-6-0T?
^ ^a ^b ^c ^d ^e ^f Espitalier, T.J.; Day, W.A.J. (1943). The Locomotive in South Africa - A Brief History of Railway Development. Chapter II - The Adoption of the 3 ft. 6 in. Gauge on the Cape Government Railways (Continued). South African Railways and Harbours Magazine, August 1943. pp. 592-594.
^ ^a ^b Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. pp. 117, 121. ISBN 0869772112.

Locomotives of the Cape of Good Hope

7' ¼" gauge

East London 0-4-0VB

4' 8½" gauge

CGR 0-4-0ST Aid

3' 6" gauge

Metropolitan & Suburban 4-6-2T

Port Elizabeth 0-4-0ST

2' 6" gauge

Cape Copper 0-6-0T
Cape Copper Britannia
Cape Copper Caledonia
Cape Copper Clara
Cape Copper Condenser
Cape Copper Scotia

Namaqua Copper Pioneer

Walvis Bay Hope

2' gauge

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
Standard 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
Cape 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
Cape 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
Cape 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

Gas-electric

SAR Gas-electric

Diesel

Cape 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 TFR Class 45-000
2' gauge Diesel-electric	SAR Class 91-000
Cape gauge Diesel-hydraulic	SAR Class 61-000
Cape gauge Electro-diesel	Spoornet Class 38-000