Walvis Bay 2-4-2T

The Walvis Bay 2-4-2T ''Hope'' of 1899 was a South African steam locomotive from the pre-Union era in the Cape of Good Hope.

In 1899, the Walvis Bay Tramway in the British territory of Walvis Bay, a Cape of Good Hope exclave in German South West Africa, placed a single locomotive in service. It remained in service until 1915, when a Cape gauge railway was opened between Swakopmund and Walvis Bay.Espitalier, T.J.; Day, W.A.J. (1948). ''The Locomotive in South Africa - A Brief History of Railway Development. Chapter VII - South African Railways (Continued).'' South African Railways and Harbours Magazine, January 1948. p. 32.Lee, Charles E. (1951). ''The Walfish Bay Railway''. Article in The Railway Magazine with which is incorporated "Transport & Travel Monthly", September 1951. Tothill Press Limited, London. pp. 627-628, 631.

Walvis Bay Tramway

The British territory surrounding the port of Walvis Bay in ''Deutsch-Südwest-Afrika'' (DSWA), an exclave with an area of , was administered as part of the Cape of Good Hope.
The Walvis Bay railway began as a gauge horse-drawn tramway within the confines of the harbour town. The gauge was most probably selected to ensure a wide enough path for horses between the rails, as was probably also the case on the light mule-drawn Namaqualand Railway which was built to the same gauge between Port Nolloth and O'okiep in northwestern Cape of Good Hope.Walvis Bay: exclave no more
Ieuan Griffiths, ''Geography'', Vol. 79, No. 4 (October 1994), page 354 (Accessed on 10 July 2016)

Manufacturer

In June 1899, a single locomotive was shipped from Kerr, Stuart and Company of Stoke-on-Trent in England. It arrived in Walvis Bay on 22 August 1899 aboard the barque ''Primera'', along with a distilling plant, railway trucks and 200 tons of coal. The engine was named ''Hope'' and was placed in service on the short ''Walfish Bay Tramway''.Jux, Frank (1991). ''Kerr Stuart & Co. Ltd. Locomotive Works List''. Compiled and published by Frank Jux.SAR-L Group. ''South African Railways Fans'', Yahoo! Groups message no. 51279, 11 July 2016.
(Accessed on 12 July 2016)

The locomotive was a standard Sirdar class engine, similar to the two Class NG1 locomotives which were to enter service on the Bezuidenhout Light Railway a year later during the Second Boer War, but with leading and trailing pony wheels added and a tropical cab roof. Kerr, Stuart was a supplier of contractor's engines and often built locomotives to standard designs, but without frame stretchers and axles. These semi-completed locomotives were kept in stock until an order was placed. This allowed them to be delivered with a minimum of delay.

Characteristics

The engine was built on thick plate frames, arranged outside the coupled wheels. It had a boiler with an inside diameter of , set at an operating pressure of . Its inclined cylinders were arranged outside the plate frames and had a bore of and a stroke. It used Murdoch's D type slide valves, actuated by Stephenson valve gear through rocker arms.

It had coupled wheels of diameter. The coal bunker had a capacity of and the side-tanks had a water capacity of . The total weight of the engine in full working order was and it had a tractive effort of at 75% of boiler pressure.

Walvis Bay Railway

In 1899, the Cape government began to extend the tramway as a railway to a terminus named Plum, due east of Walvis Bay near Rooibank, essentially in the middle of the Namib desert on the DSWA border. The decision to build the railway between the harbour and the international border with DSWA followed the start of construction of the ''Swakopmund-Windhuk Staatsbahn'' in DSWA in 1897 and was an attempt to not forfeit freight trade opportunities into the interior once that line was completed.

The object with the railway was to bridge the region of shifting sand dunes between the harbour and the interior so that goods could be forwarded by rail to Plum and then by ox wagon from there into the interior. The extension was completed in 1903, but saw very limited use, mainly to obtain firewood and to render possible the occasional picnic in the desert.

Service

The engine ''Hope'' operated on the railway for some five years, until it became apparent by 1904 that the short link had no economic benefit. In March 1905, the Acting Magistrate reported an income over two years of £39 against expenditure of £1,200. By then, sections of track of more than had been buried during a sandstorm under high dunes.

The main reason for the abandonment of the railway was the opening of the copper mines at Tsumeb and the construction of the Otavi Railway, which commenced in November 1903 to connect Tsumeb with the port of Swakopmund, just north of the DSWA border. The locomotive continued to work the of remaining track in and about the settlement, working cargo in the harbour and removing insanitary rubbish to a safe distance from the village.

Preservation

After a Cape gauge railway was opened between Swakopmund and Walvis Bay in March 1915, the locomotive remained stored in a local siding in Walvis Bay for years, until it was repaired for preservation by the South African Railways administration and plinthed in Windhoek during the 1940s. It was returned to Walvis Bay in 1963, to be plinthed at Walvis Bay railway station. To protect it against Walvis Bay's notoriously corrosive sea air, the engine has since been enclosed in a glass cage.

Illustration

File:Walvis Bay 2-4-2T Hope.jpg, ''Hope'' on a work train, c. 1899
File:Walvis Bay 2-4-2T Hopeless.jpg, ''Hope'' on the way to Plum, c. 1899
File:Walvis Bay 2-4-2T a.jpg, ''Hope'' plinthed in a glass cage at Walvis Bay, 2016
File:Walvis Bay 2-4-2T b.jpg, Plaque on ''Hope'' in Afrikaans, English and German, Walvis Bay, 2016

References

{{Locomotives of South Africa

1000
1000
2-4-2T locomotives
1′B1′ n2t locomotives
Kerr Stuart locomotives
2 ft 6 in gauge locomotives
Railway locomotives introduced in 1899
1899 in South Africa