South African Class 6E1, Series 1

Type of electric locomotive

South African Class 6E1, Series 1

E1228 at Warrenton in August 2007

| Type and origin

Power type| Electric
Designer| Union Carriage & Wagon
Builder| Union Carriage & Wagon
Model| UCW 6E1
Build date| 1969-1970
Total produced| 20
| Specifications

Configuration:
| ​
• AAR| B-B
• UIC| Bo′Bo′
• Commonwealth| Bo-Bo
Gauge| 3 ft 6 in (1,067 mm) Cape gauge
Wheel diameter| 1,220 mm (48.03 in)
Wheelbase| 11,279 mm (37 ft 1⁄16 in) ​
• Bogie| 3,430 mm (11 ft 3+1⁄16 in)
Pivot centres| 7,849 mm (25 ft 9 in)
Panto shoes| 6,972 mm (22 ft 10+1⁄2 in)
Length:
| ​
• Over couplers| 15,494 mm (50 ft 10 in)
• Over body| 14,631 mm (48 ft 0 in)
Width| 2,896 mm (9 ft 6 in)
Height:
| ​
• Pantograph| 4,089 mm (13 ft 5 in)
• Body height| 3,937 mm (12 ft 11 in)
Axle load| 22,226 kg (49,000 lb)
Adhesive weight| 88,904 kg (196,000 lb)
Loco weight| 88,904 kg (196,000 lb)
Electric system/s| 3 kV DC catenary
Current pickup(s)| Pantographs
Traction motors| Four AEI-283AZ ​
• Rating 1 hour| 623 kW (835 hp)
• Continuous| 563 kW (755 hp)
Gear ratio| 18:67
Loco brake| Air & Regenerative
Train brakes| Air & Vacuum
Couplers| AAR knuckle
| Performance figures

Maximum speed| 113 km/h (70 mph)
Power output:
| ​
• 1 hour| 2,492 kW (3,342 hp)
• Continuous| 2,252 kW (3,020 hp)
Tractive effort:
| ​
• Starting| 311 kN (70,000 lbf)
• 1 hour| 221 kN (50,000 lbf)
• Continuous| 193 kN (43,000 lbf) @ 40 km/h (25 mph)
| Career

Operators| South African Railways
Spoornet
Transnet Freight Rail
Class| Class 6E1
Number in class| 20
Numbers| E1226-E1245
Delivered| 1969-1970
First run| 1969

The South African Railways Class 6E1, Series 1 of 1969 was an electric locomotive.

In 1969 and 1970, the South African Railways placed twenty Class 6E1, Series 1 electric locomotives with a Bo-Bo wheel arrangement in mainline service. Their limited number and the fact that they entered service before the Class 6E suggest that the Class 6E1, Series 1 units were obtained as demonstrators on redesigned bogies, before a decision was made on which of the two types would be perpetuated.[1][2]

## Manufacturer

[edit]

The 3 kV DC Class 6E1, Series 1 electric locomotive was designed and built for the South African Railways (SAR) in 1969 and 1970 by Union Carriage & Wagon (UCW) in Nigel, Transvaal, with the electrical equipment being supplied by Associated Electrical Industries and English Electric.[3][4]

Twenty units were delivered in 1969 and 1970, numbered in the range from E1226 to E1245. UCW did not allocate builder's or works numbers to the locomotives it built for the SAR and used the SAR unit numbers for their record keeping.[1]

## Characteristics

[edit]

### Orientation

[edit]

These dual cab locomotives had a roof access ladder on one side only, just to the right of the cab access door. The roof access ladder end was marked as the no. 2 end. A corridor along the centre of the locomotive connected the cabs which were identical apart from the fact that the handbrake was located in cab 2. A pantograph hook stick was stowed in a tube mounted below the bottom edge of the locomotive body on the roof access ladder side. The units had one square and two rectangular access panels along the lower half of the body on the roof access ladder side, and only one square access panel on the opposite side.[1]

The Class 6E1, Series 1 was delivered in the new body shape with squared corners that had been introduced part-way through the construction of the Class 5E1, Series 5, and was equipped with double sealed-beam automobile headlamps. The body dimensions were the same as that of the Class 5E1, Series 5 and the most visually obvious external difference was the replacement of the three small vertically arranged grilles to the right of centre on each side of the Classes 5E and 5E1 with a larger double grille on each side of the Class 6E1. Since the traction struts on the new Class 6E1 bogie allowed room for only one footstep instead of the earlier three to be mounted on the bogie, a stirrup step was added, attached to the bodywork directly below the side door.[5]

### Bogies

[edit]

The twenty Series 1 locomotives were identical to the Class 6E in most respects including their AEI-283AZ traction motors, power output, tractive force and body dimensions. The only visually obvious distinguishing feature to tell the Class 6E1, Series 1 apart was its new design bogies with their distinctive traction struts and linkages.[1][6]

Bogie frame and wheels

Together with the unit's electronic wheelslip detection system, these traction struts, mounted between the linkages on the bogies and the locomotive body and colloquially referred to as grasshopper legs, ensured the maximum transfer of power to the rails without causing wheel-slip by reducing the adhesion of the leading bogie and increasing that of the trailing bogie by as much as 15% upon starting off. This feature was controlled by electronic wheel-slip detection devices and an electric weight transfer relay which reduced the anchor current to the leading bogie by as much as 50A in notches 2 to 16. These grasshopper legs and linkages were to become a distinguishing feature on the bogies of most subsequent South African electric locomotive classes.[6]

The limited number of Class 6E1, Series 1 locomotives that were placed in service and the fact that they entered service a year before the Class 6E suggest that the Series 1 locomotives were obtained as demonstrators for these new bogies to be evaluated before a decision was made about their continued production.[2]

### Series identifying features

[edit]

The Class 6E1 was produced in eleven series over a period of nearly sixteen years with altogether 960 units placed in service, all built by UCW. This made the Class 6E1 the most numerous single locomotive class ever to have seen service in South Africa and serves as ample proof of a highly successful design.[1][6]

Class 6E1, Series 1 bogie

While some Class 6E1 series are visually indistinguishable from their predecessors or successors, some externally visible changes did occur over the years. Like the Classes 5E, 5E1 and 6E, the Class 6E1, Series 1 units had their sandboxes mounted on the bogies while all the subsequent series Class 6E1s had their sandboxes mounted along the bottom edge of the locomotive body with the sandbox lids fitting into four cut-outs in the body on each side.[1][6]

## Operation

[edit]

### Startup

[edit]

When there was no compressed air in the unit's system to raise a pantograph to start up, a pantograph hook stick was used to manually raise the pantograph. This started the high voltage motor which drove the auxiliary alternator to supply 110 V power to start the compressor and power other control circuits. Once there was enough main air pressure to keep the pantograph in the raised position, the pantograph hook stick could be removed.[7]

The unit was controlled via resistors over which the voltage was dropped in a configuration of series and parallel electrical circuits. The circuit breakers that switched these circuits worked under very high power and voltage and were therefore all pneumatically operated for insulation purposes. Compressed air was required to open or close the switch actions and air was also used for the weak-field Cam Switch that also switched under very high currents.[7]

### Running

[edit]

Upon starting off and in the low notches, the major part of the voltage was dropped over the banks of resistors and all four traction motors were in series. The blowers which accelerated the dissipation of heat in the resistor banks gave the Class 6E1 its very distinctive sound, a deep and loud whine when power was applied.[2][7]

As the driver notched up, some of the resistor banks were cut out via the pneumatically operated switches and the voltage increased across the traction motors. As the driver notched higher, more resistors were cut out and more power was developed by the traction motors. At around 22 to 28 kilometres per hour (14 to 17 miles per hour) the unit switched to a parallel combination where the two traction motors per bogie were in a series electrical circuit while the two bogies were in a parallel electrical circuit. Eventually, when all resistors were cut out, the unit was operating in full-field.[7]

When the traction motors were operated in full-field, be it in series or parallel mode, they were performing at maximum power for normal operation. To increase the speed at this point, if necessary, higher power output was required from the traction motors. The only way to increase power was to force a higher current flow. To accomplish this, the weak-field cam switch switched resistance in parallel with the field coils, which reduced the overall resistance of the field coils. This increased the magnetic flux and more power was generated by the traction motors, but only over short periods.[7]

### Brakes

[edit]

The unit itself used air brakes, but it was equipped to operate trains with air or vacuum brakes. The brake system would be set up for either air or vacuum train working by means of a turning switch on the driver's brake valve and by pre-setting the appropriate brake valves in the corridor.

Compressed air pipes

The Class 6E1 units were built with an air brake system that consisted of various valves connected to each other with pipes, commonly referred to as a "bicycle frame" brake system. The compressed air pipes ran under the unit's belly in a zig-zag pattern, going through bolster and other members to extend its length to allow the maximum amount of moisture to condense on the way to the reservoirs. As a result, it had multiple pipe connections. A weakness of the system was that, after an accident or even a hard coupling, these pipes tended to develop leaks at the joints which were extremely difficult to repair.[8]

While hauling a vacuum braked train, the unit's air brake system would be disabled and the train would be controlled by using the train brakes alone to slow down and stop. While hauling an air braked train, on the other hand, the unit's brakes would engage along with the train brakes. While working either type of train downgrade, the unit's regenerative braking system would also work in conjunction with the train brakes.

Unlike the Classes 5E and 5E1 whose air brakes could be applied independently on each bogie when the locomotive was stopped, the air brakes on both bogies would be applied together on the Classes 6E and 6E1. The handbrake or parking brake, located in cab 2, only operated on the unit's last axle, or no. 7 and 8 wheels.

## Service

[edit]

The Class 6E1 family saw service all over both 3 kV DC mainline and branch line networks.[3]

### Cape Western network

[edit]

The smaller network is the Cape Western mainline between Cape Town and Beaufort West, with the units based at the Bellville Depot in Cape Town.[3]

### Northern network

[edit]

The larger network covers portions of the Northern Cape, the Free State, Natal, Gauteng, North West and Mpumalanga, the main routes in this vast area being as follows:[3]

* From Johannesburg in Gauteng via Kimberley to Hotazel in the Northern Cape.
* From Johannesburg via Kroonstad to Bloemfontein in the Free State.
* From Johannesburg to Durban in Natal.
* From Johannesburg via Pretoria in Gauteng and Witbank in Mpumalanga to Komatipoort on the Mozambique border as well as to Derwent and Roossenekal.
* From Johannesburg via Springs to Witbank.
* From Johannesburg via Coligny to Lichtenburg.
* From Durban in Natal to Empangeni in the north and Port Shepstone in the south.
* From Ermelo to Ogies and Wonderfontein in Mpumalanga.
* From Kroonstad in the Free State via Bethlehem and Ladysmith to Vryheid in Natal.

The electric locomotives allocated to depots within this network were largely pooled and could operate anywhere in the network as required by the Operating Department, but they returned to their home depots for maintenance every twenty-eight days.[3]

In 2011, the Class 6E1 began to be withdrawn from the Natal Corridor (NatCor) mainline between Johannesburg and Durban and replaced by rebuilt Class 18E locomotives.[3]

In KwaZulu-Natal, the coastal sections from Durban to Empangeni in the north and to Port Shepstone in the south were due to be dieselised at the end of October 2011, using EMD Classes 34 and 37-000 locomotives which were being displaced by the introduction of new Class 43-000 diesel-electric locomotives on the line from Mpumalanga via Swaziland to Richards Bay.[9]

In practice, however, electric locomotives were observed at Port Shepstone as late as 24 May 2012 while the diesel power on the South Coast line consisted predomiminantly of Class 37-000 locomotives. The overhead catenary equipment between Stanger and Empangeni and between Kelso and Port Shepstone was to be removed soon after the end of October 2011, but actual removal only took place in November 2013. By October 2014, the catenary masts, sans wiring, were still standing at Port Shepstone.

## Liveries

[edit]

The whole series was delivered in the SAR Gulf Red livery with signal red cowcatchers, yellow whiskers and with the number plates on the sides enclosed in three-stripe yellow wings. In the 1990s many of the Series 1 units began to be repainted in the Spoornet orange livery with a yellow and blue chevron pattern on the cowcatchers. By 2000 they were all repainted in this new livery.[10]

## Illustration

[edit]

* No. E1227, right hand side, Beaconsfield, 7 October 2015

* No. E1236, left hand side, Kaalfontein, 28 September 2009

## References

[edit]

Wikimedia Commons has media related to South African Class 6E1 Series 1.

1. ^ a b c d e f South African Railways Index and Diagrams Electric and Diesel Locomotives, 610mm and 1065mm Gauges, Ref LXD 14/1/100/20, 28 January 1975, as amended
2. ^ a b c 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. p. 297\. ISBN 9 780620 512282.
3. ^ a b c d e f Middleton, John N. (2002). Railways of Southern Africa Locomotive Guide - 2002 (as amended by Combined Amendment List 4, January 2009) (2nd, Dec 2002 ed.). Herts, England: Beyer-Garratt Publications. pp. 49–51.
4. ^ "UCW – Electric locomotives" (PDF). The UCW Partnership. Archived from the original (PDF) on 12 October 2007. Retrieved 30 September 2010.
5. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 20: Natalspruit to Vereeniging, Part 3. Caption 30. (Accessed on 29 April 2017)
6. ^ a b c d Paxton, Leith; Bourne, David (1985). Locomotives of the South African Railways (1st ed.). Cape Town: Struik. pp. 128–129. ISBN 0869772112.
7. ^ a b c d e Operation – South African Classes 6E, 6E1, 16E, 17E and 18E
8. ^ Information obtained from Transnet engineers and drivers.
9. ^ Railways Africa, 18 Oct 2011: KwaZulu-Natal coastal region de-electrification
10. ^ Soul of A Railway, System 7, Western Transvaal, based in Johannesburg, Part 9. South-Eastwards as far as Volksrust (2nd part) by Les Pivnic. Caption 4. (Accessed on 11 April 2017)

* v
* t
* e

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

* 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
* TFR Class 23E

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

* List of South African locomotive classes
* South African locomotive numbering and classification

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