South African Class NG15 2-8-2

South African Railways Class NG15

Company type	Steam locomotive class
Industry	Railway transport
Founded	1931
Headquarters	South Africa
Products	Narrow-gauge steam locomotives

South African Railways Class NG15 2-8-2

The South African Railways Class NG15 2-8-2 represents a series of steam locomotives built for narrow-gauge railways.

In 1931, the South African Railways procured three narrow-gauge locomotives of the Class NG15, featuring a 2-8-2 Mikado wheel configuration. These engines were designed with similarities to the earlier Class Hd and Class NG5 models and were intended for use by the Otavi Mining and Railway Company in South West Africa. Over the following years, additional units were acquired both for the Otavi Railway and the Tsumeb Copper Corporation, culminating in a total production of 21 locomotives by 1958.

Following the conversion of the Otavi Railway to Cape gauge in 1960, ownership of all 21 NG15 locomotives was transferred to South African Railways. Subsequently, these engines were redeployed to the Eastern Cape region, where they continued operations on the narrow-gauge route connecting Port Elizabeth and Avontuur.

Manufacturers

Due to the intense traffic requirements on the Otavi Railway in South West Africa (SWA), an order for three additional locomotives was placed in 1931. The Class NG15 2-8-2 Mikado type narrow-gauge steam engine was developed by the South African Railways (SAR) and constructed by Henschel and Son for the Otavi Mining and Railway Company. This company managed the 352-mile-long (566-kilometre) narrow-gauge Otavi Railway, which stretched across the Namib Desert from Swakopmund on the Atlantic coast to Tsumeb and Grootfontein in northern SWA. The initial trio of locomotives arrived in 1931, assigned numbers NG17 through NG19. Subsequently, three more were delivered in 1939, numbered NG117 to NG119.

An additional ten locomotives were produced for the Otavi line by Société Franco-Belge, arriving in two groups of five units each during 1950 and 1953, with numbers spanning NG120 to NG124 and NG132 to NG136 respectively.

In 1958, five more locomotives constructed by Henschel and initially numbered TC1 through TC5 were supplied to the Tsumeb Copper Corporation for operation under SAR management, as per an agreement between SAR and the corporation. These units were later renumbered within the SAR system as NG144 to NG148.

Forerunners

The Class NG15 2-8-2 design evolved from earlier models such as the Class Hd and Class NG5 locomotives, which were procured by the Otavi Mining and Railway Company in SWA during 1912 and 1921 respectively. During the 1920s, a Class NG5 locomotive was trialed on South Africa’s Avontuur Railway, but it was returned to SWA after experiencing difficulties negotiating the tighter curves of the Langkloof, despite having one set of flangeless coupled wheels.

Typically, SAR’s approach during the steam era involved designing locomotives internally before contracting external builders. The design work for the Class NG15 is credited to a Chief Mechanical Engineer of the Otavi Railway known locally as Mr. Peters, a German engineer employed as a draughtsman by SAR. Following lessons learned from the Class NG5 trials, adjustments were made to ease the sharpest curves on the Avontuur line, insights that influenced the development of the Class NG15.

Characteristics

File:WHHR NG120 frames.jpg

Class NG15 plate frame

Similar to the Class NG5, these locomotives featured plate frames with valves operated by Walschaerts valve gear, but differed by utilizing piston valves instead of flat slide valves. While earlier models had sandboxes mounted atop the boiler—behind the dome on the Class Hd and ahead of it on the Class NG5—the Class NG15 positioned its sandboxes along the running boards. The driver’s and stoker’s seats were attached to poles that allowed them to swing outside of the cab; crews frequently rode externally during hot conditions. Comparable swing-seats were also implemented on SAR’s narrow-gauge Garratts as well as on Cape gauge locomotives like the Class 6 and Class 7.

Distinct from both Class Hd and Class NG5 locomotives, their leading wheels were mounted within a Krauss-Helmholtz Bissel truck positioned ahead rather than behind the cylinders. The front coupled wheels had limited lateral movement and were connected mechanically to this leading Bissel truck; however, their axle remained parallel with that of the other three coupled axles at all times.

This configuration—linking a pony truck with a coupled axle—is termed a Krauss-Helmholtz bogie, an innovation attributed to Richard von Helmholtz, who served as chief designer at Krauss works in Munich from 1884 until 1917. On European standard-gauge railways, Krauss-Helmholtz bogies enabled large 2-10-0 locomotives to navigate sharply curved mountain routes effectively. Early electric locomotives also incorporated this bogie design.

File:Class NG15 124 (2-8-2) Tender.JPG

Second tender version

The tenders paired with Class NG15 engines were larger than those used on Class NG5 units, having a working order weight of approximately 31 long tons 4 hundredweight (31,700 kilograms), compared with about 25 long tons 11 hundredweight 3 quarters (26,000 kilograms) for Class NG5 tenders. These tenders featured low-profile sides with water tanks extending downward below axle level beside each tender bogie to reduce the vehicle's roll centre on narrow gauge tracks.

Initially, tenders were constructed with flat-sided box-like shapes. Later batches included a second tender variant where coal bunker sides were inset for reasons not documented. This alteration did not affect crew visibility toward the rear; its probable advantage was lowering axle loads due to decreased coal capacity.

Service

File:SAR NG 15 Locomotives at Humewood Depot.jpg

NG 15 stationed at Humewood Road depot in Port Elizabeth (1981)

In South West Africa (SWA), the Class Hd, Class NG5, and Class NG15 Mikado locomotives were managed as a unified fleet. These represented the most powerful narrow-gauge steam engines without articulation in SAR's inventory.

File:SAR Class NG 15 17 (2-8-2) ID.JPG

Number plate featuring the "NG" prefix

File:SAR Class NG15 147 (2-8-2) ID.JPG

Number plate lacking a prefix

Following the conversion of all SWA narrow-gauge tracks to Cape gauge in 1960, the Class Hd and Class NG5 locomotives were retired. Meanwhile, all 21 Class NG15 units were transferred to Port Elizabeth to serve the Langkloof route toward Avontuur. The first locomotive arrived at Port Elizabeth in April 1961, still fitted with a single central buffer and side chains, which was the standard coupling system on former German lines in SWA. Their introduction raised the number of locomotives operating on the Avontuur Railway from 23 in March 1961 to 43 by July that year. Consequently, nearly all Class NG10 locomotives, along with Class NG G11 no. 51—the first Garratt in South Africa—were withdrawn by July 1962.

On the Avontuur line, the Class NG15 earned the nickname Kalahari, although this was somewhat inaccurate since its original operations had been westward beyond the Namib desert, not within the Kalahari. Initially, Garratt locomotives continued service in the Langkloof because Class NG15 engines were restricted from running past Humansdorp from Port Elizabeth due to the absence of turning facilities; at that time, only a turning triangle existed at Avontuur’s terminus. Previously, additional turning points had not been necessary as Garratt locomotives, capable of bi-directional running, dominated this region for many years. Between 1963 and 1964, turning triangles were constructed at Assegaaibos, Louterwater, and Misgund. After these installations, Garratt use west of Assegaaibos mostly became limited to daily transshipment and pick-up duties.

Despite Garratts remaining active on the line, the spacious cab design of the Class NG15 quickly made it favored among engine crews. These locomotives were efficient steamers with commendable speed and offered hauling capacity comparable to that of Garratts. Typically, Class NG15 crews managed round trips exceeding 200 miles (322 kilometres) between Assegaaibos and back within a single shift—an achievement unheard of during Garratt operations. During peak fruit harvesting seasons, these Kalaharis frequently logged over 3,000 miles (4,828 kilometres) monthly.

In its final steam years on the Avontuur Railway, the Class NG15 was the sole non-Garratt steam engine regularly operating in the Langkloof region. Outside apple-picking periods, it gained renown for hauling the Apple Express tourist train every Saturday from Humewood Road railway station in Port Elizabeth to Loerie and back. Its popularity increased further when an annual train race marathon was introduced where runners competed against an Apple Express train carrying spectators.

Preparations began late in 1986 for commemorating eighty years since the Apple Train route to Avontuur opened on January 1, 1907. Locomotives NG122 and NG124 underwent repainting at Humewood diesel depot in red and green hues respectively; additionally, no. NG122 received a headboard featuring an apple emblem. The red-painted no. NG122 was named Starking after a red apple variety cultivated in Langkloof, while green no. NG124 bore the name Granny Smith, honoring the green apples that marked each season’s end.

In 1990, locomotives NG19 and NG146 were sold privately and moved to the Alfred County Railway (ACR) located at Port Shepstone in Natal. No. NG19 was stored in poor condition without essential parts like its cab and chimney and was never operated by ACR. It is believed that this locomotive was later sold or transferred to Sandstone Estates, who collected it on April 11, 2003; its tender followed on July 18 that same year.

No. NG146 appeared sidelined until late April 1992 when it was found undergoing repairs. It returned to service hauling ACR’s Izotsha trains along the Harding line before May ended that year. After a turning triangle was installed at Paddock in June 1994, it also began working Paddock routes. Eventually, this locomotive was sold by its owner to the Brecon Mountain Railway in the United Kingdom and was transported by road to Durban Harbour on September 17, 2001.

Conclusion of steam era

The transition from steam to diesel-electric traction on the Langkloof line commenced in 1973 with the arrival of the General Electric-manufactured Class 91-000 GE UM6B diesel-electric locomotives. For several years, steam and diesel operated concurrently along the route. However, by the late 1980s, road transport had overshadowed rail on the apple corridor, leading to the retirement of the narrow-gauge steam locomotives. The final Kalahari, engine no. NG147, was preserved as a static exhibit adjacent to the disused Avontuur Station, while the red no. NG122 Starking can be viewed at the Outeniqua Transport Museum located in George.

Manufacturing details

The table below provides information on the manufacturers, works numbers, and South African Railways (SAR) renumbering for the Class NG15 locomotives.

Manufacturer	Works Number	Year of Build	Tsumeb Number	SAR Number
Henschel	21905	1931		NG 17
Henschel	21906	1931		NG 18
Henschel	21907	1931		NG 19
Henschel	24475	1938		NG117
Henschel	24476	1938		NG118
Henschel	24477	1938		NG119
Franco-Belge	2667	1949		NG120
Franco-Belge	2668	1949		NG121
Franco-Belge	2669	1949		NG122
Franco-Belge	2670	1949		NG123
Franco-Belge	2671	1949		NG124
Franco-Belge	2682	1952		NG132
Franco-Belge	2683	1952		NG133
Franco-Belge	2684	1952		NG134
Franco-Belge	2685	1952		NG135
Franco-Belge	2686	1952		NG136
Henschel	29585	1957	TC1	NG144
Henschel	29586	1957	TC2	NG145
Henschel	29587	1957	TC3	NG146
Henschel	29588	1957	TC4	NG147
Henschel	29589	1957  TC5  |NG148  |-

Present locomotive conditions

As the preservation status of heritage locomotives is influenced by prevailing leadership and policies, the current conditions outlined below are subject to modification.

Number	Country	Present Location	Remarks

NG17 South AfricaSandstone Estates Operational condition NG18 USA Hempstead & Northern RR, Texas Shipped from South Africa to the United States in 1985; currently non-operational. NG19 South AfricaSandstone Estates Acquired from SATS for ACR use but remained unused; presently stored in dry conditions though in poor state. NG117 South Africa Humewood Road, Port Elizabeth Derelict with boiler mounted on chassis only; tender has been scrapped. NG118 Australia Bennett Brook Railway, Perth, Western Australia Transferred to Australia in 1985; active on this railway between October 1994 and 2003. NG119 South Africa Humewood Road, Port Elizabeth Kept in storage with operational capability intact. NG120 Template:Country data EnglandTemplate:Namespace detect showallEnglandDarnall Trust Privately held in the UK and currently evaluated for restoration potential. NG121 Template:Country data EnglandTemplate:Namespace detect showallEnglandVale of Rheidol Railway Museum Collection Stored privately in southern England as part of Collection X. NG122 South AfricaOuteniqua Transport Museum, George, Western Cape On public display. NG123 Australia Bennett Brook Railway, Perth, Western Australia Exported to Australia in 1985; underwent extensive overhaul beginning May 2017 and resumed operations following a successful run on 2 June 2025. NG124 South Africa Humewood Road depot, Port Elizabeth Stored with operational readiness maintained. NG133 Template:Country data WalesTemplate:Namespace detect showallWalesFfestiniog Railway Company Obtained for possible deployment on the Welsh Highland Railway in 1997; currently stored in derelict condition at Dinas station (Caernarfon) of the Welsh Highland Railway. NG134 Template:Country data WalesTemplate:Namespace detect showallWalesFfestiniog Railway Company Acquired by the Welsh Highland Railway in 1997 and entered passenger service in 2025. NG135 Template:Country data EnglandTemplate:Namespace detect showallEnglandExmoor Steam Railway Maintained in scrap condition storage. NG136 South AfricaSandstone Estates Currently stored dry; procured from Schinznacher Baumschulbahn (Switzerland) in April 2008. NG146 Template:Country data EnglandTemplate:Namespace detect showallEnglandVale of Rheidol Railway Museum Collection Kept at a private location in southern England as part of Collection X. NG147 South Africa Adjacent to Avontuur station Displayed statically and cosmetically well maintained.

Number	Country	Present Location	Remarks

Illustration

The featured image depicts no. NG124, constructed by Franco-Belge and fitted with smoke deflectors, as it crosses the Van Stadens River hauling the Apple Express on 26 October 1985.

• Class NG15 operating on the Otavi Railway around 1932, with the driver positioned outside the cab
  Class NG15 operating on the Otavi Railway around 1932, with the driver positioned outside the cab
• No. NG17, built by Henschel, photographed at Sandstone Estates on 25 February 2005
  No. NG17, built by Henschel, photographed at Sandstone Estates on 25 February 2005
• Franco-Belge-built no. NG124 captured at Van Stadens station, dated 8 April 1985
  Franco-Belge-built no. NG124 captured at Van Stadens station, dated 8 April 1985
• Henschel-made no. NG147 at Avontuur, taken on 18 October 2009
  Henschel-made no. NG147 at Avontuur, taken on 18 October 2009

Further reading

• Namib Narrow Gauge, authored by S.M. Moir and H. Temple. Published by Crittenden, The Oakwood Press.
• 24 Inches Apart, written by Sidney Moir. Released by Janus Publishing in 1981.
• The Kei Explorer 1989, produced by South African Transport Services Museum and Railway Society of S.A.
• The Steam Locomotive, A History, penned by David Ross. Issued by Tempus Publishing Limited in 2006

External links

• Restoration project for Class NG15 No. NG134