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South African Class 16C 4-6-2
The South African Railways Class 16C 4-6-2 of 1919 was a steam locomotive.
During 1919, the South African Railways placed ten Class 16C steam locomotives with a 4-6-2 Pacific type wheel arrangement in mainline passenger service. Another twenty entered service in 1922. Unlike the earlier Classes 16 and 16B, these locomotives had combustion chambers.
The Class 16C 4-6-2 Pacific type locomotive was designed by D. A. Hendrie, Chief Mechanical Engineer (CME) of the South African Railways (SAR), and built by the North British Locomotive Company (NBL) in Glasgow, Scotland. Ten locomotives were delivered in 1919, numbered in the range from 812 to 821. A second order followed in 1921 for another twenty locomotives which were numbered in the range from 822 to 841 when they were delivered in 1922.
They were identical to the predecessor Classes 16 and 16B in most respects, except that Hendrie had added a combustion chamber to the boiler, similar to that of the Class 15A. This reduced the distance between tube plates from 18 feet 3 inches (5,563 millimetres) to 15 feet 10+1⁄2 inches (4,839 millimetres). The presence of the combustion chamber was visible externally as an extension of the Belpaire firebox hump.
The engines were equipped with Lambert sanding gear, which was a "wet" system whereby a mixture of water and sand was delivered to the rails. Under ideal conditions with fine-grained sand, results were fairly good, but maintenance problems and cost led to reversion to gravity sanding on later engines.
The boilers were fitted with the Robinson type superheater, the first time this type was used on a Hendrie engine. The Robinson header was constructed with compartments, alternately for saturated and superheated steam. There were eight inlet and outlet ends of superheater elements expanded into the bottom wall of each compartment, with the exception of those compartments at each end, into which only three element ends were expanded. Three cover plates were bolted to the front of the header to allow access to the respective compartments, for expanding the element tubes in position or forcing them out when necessary.
During 1937, the Class 16C engines were fitted with Stone-Deuta speed indicators. As built, the second coupled axle had flangeless wheels, but these were later retyred with flanges to obtain better distribution of tyre flange wear and improved running.
Like the subsequent Classes 16D and 16DA, the Class 16C locomotives were all delivered with 60 inches (1,524 millimetres) diameter coupled wheels. Their as-delivered boiler operating pressure was set at 190 pounds per square inch (1,310 kilopascals). During 1936, their coupled wheel diameter was enlarged to 63 inches (1,600 millimetres), similar to the modification which was also done on some Classes 16D and 16DA locomotives. In the process, their boiler operating pressure was raised to 200 pounds per square inch (1,380 kilopascals) to not have their tractive effort reduced by the larger coupled wheels.
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South African Class 16C 4-6-2
The South African Railways Class 16C 4-6-2 of 1919 was a steam locomotive.
During 1919, the South African Railways placed ten Class 16C steam locomotives with a 4-6-2 Pacific type wheel arrangement in mainline passenger service. Another twenty entered service in 1922. Unlike the earlier Classes 16 and 16B, these locomotives had combustion chambers.
The Class 16C 4-6-2 Pacific type locomotive was designed by D. A. Hendrie, Chief Mechanical Engineer (CME) of the South African Railways (SAR), and built by the North British Locomotive Company (NBL) in Glasgow, Scotland. Ten locomotives were delivered in 1919, numbered in the range from 812 to 821. A second order followed in 1921 for another twenty locomotives which were numbered in the range from 822 to 841 when they were delivered in 1922.
They were identical to the predecessor Classes 16 and 16B in most respects, except that Hendrie had added a combustion chamber to the boiler, similar to that of the Class 15A. This reduced the distance between tube plates from 18 feet 3 inches (5,563 millimetres) to 15 feet 10+1⁄2 inches (4,839 millimetres). The presence of the combustion chamber was visible externally as an extension of the Belpaire firebox hump.
The engines were equipped with Lambert sanding gear, which was a "wet" system whereby a mixture of water and sand was delivered to the rails. Under ideal conditions with fine-grained sand, results were fairly good, but maintenance problems and cost led to reversion to gravity sanding on later engines.
The boilers were fitted with the Robinson type superheater, the first time this type was used on a Hendrie engine. The Robinson header was constructed with compartments, alternately for saturated and superheated steam. There were eight inlet and outlet ends of superheater elements expanded into the bottom wall of each compartment, with the exception of those compartments at each end, into which only three element ends were expanded. Three cover plates were bolted to the front of the header to allow access to the respective compartments, for expanding the element tubes in position or forcing them out when necessary.
During 1937, the Class 16C engines were fitted with Stone-Deuta speed indicators. As built, the second coupled axle had flangeless wheels, but these were later retyred with flanges to obtain better distribution of tyre flange wear and improved running.
Like the subsequent Classes 16D and 16DA, the Class 16C locomotives were all delivered with 60 inches (1,524 millimetres) diameter coupled wheels. Their as-delivered boiler operating pressure was set at 190 pounds per square inch (1,310 kilopascals). During 1936, their coupled wheel diameter was enlarged to 63 inches (1,600 millimetres), similar to the modification which was also done on some Classes 16D and 16DA locomotives. In the process, their boiler operating pressure was raised to 200 pounds per square inch (1,380 kilopascals) to not have their tractive effort reduced by the larger coupled wheels.