Class 11 CSAR 700-735 & SAR 912-947 2-8-2 Central South African Railways & South African Railways Gauge 3ft 6in

Weight	Locomotive – 129t 1cwt
Driving Wheels	4ft 0ins
Boiler Pressure	190psi
Cylinders	Outside – 20in x 26in
Tractive Effort	30,780lbf
Valve Gear	Walschaert

In 1904, the Central South African Railways (CSAR) placed 36 class 11 steam locomotives in service which had been built by the North British Locomotion Company (NBL) in Glasgow

The locomotives were designed for goods train service on the Reef by P.A. Hyde, Chief Locomotive Superintendent of the CSAR. One locomotive (CSAR no. 700) was delivered early in 1904 for trial purposes. After successful trials, this locomotive was followed by a further 35 which were delivered later that same year and numbered in the range from 701 to 735.

When the Union of South Africa was established on 31 May 1910, the three Colonial government railways (Cape Government Railways, Natal Government Railways and CSAR) were united under a single administration to control and administer the railways, ports and harbours of the Union. Although the South African Railways and Harbours came into existence in 1910, the actual classification and renumbering of all the rolling stock of the three constituent railways were only implemented with effect from 1 January 1912.

These locomotives were assimilated into the South African Railways (SAR) in 1912 and were renumbered (SAR 912-947) but retained their class 11 classification.

The class 11 was designed by Hyde to take full advantage of the new 80 pounds per yard track of the CSAR which was gradually replacing the old 60 pounds per yard sections on mainlines. Upon delivery, however, the class was found to be too heavy for a large part of the existing track and bridges on the line between Witbank and Germiston, where they were intended to work. It took nearly a year to carry out the programme of track and bridge strengthening and some of the new locomotives ended up being held in staging for all that time before the Chief Civil Engineer would allow them to run.

Whilst most other SAR locomotives with Belpaire fireboxes were later reboilered with the Watson Standard boilers which were introduced in the 1930s, no class 11 locomotive ever underwent this modification.

They were powerful locomotives which gave good service at moderate speeds, but at higher speed the lightly loaded leading truck proved unsatisfactory on curves.

The Witbank line was of such significant strategic importance that, as new and more powerful locomotives were placed in service, these often started their service life on this line. On the Witbank line, the class 11’s loads were later reduced from 1,050 to 900 long tons to reduce running times. This enabled them to run the double trip of 80 miles in each direction. When increased traffic between Witbank and Germiston and the consequent congestion began to cause considerable delays the locomotives were replaced by more powerful engines.

The class 11 locomotives were then relegated to local workings and shunting duties. In the 1940s, most of them were relocated to the Cape Northern system, allocated to Kimberley, and the Cape Midlands system, allocated to Port Elizabeth, where they were employed on similar tasks until they were withdrawn from SAR service in 1975.

Fifteen of the Class 11 locomotives were sold into industrial service, and sometimes resold. All are now withdrawn from service.

918 became President Brand Gold Mine no. 7 and later Freegold no. 8.
921 went to Witbank Coal Mine and later became Tavistock Colliery no. 2.
923 became Western Holdings no. 6.
926 became President Brand Gold Mine no. 6.
928 became President Steyn Gold Mine no. 8 and later Freegold no. 5.
929 became President Steyn Gold Mine no. 6.
932 became President Brand Gold Mine no. 8.
933 became President Steyn Gold Mine no. 7 and later Freegold no. 7.
936 went to ISCOR in Pretoria and later became Tavistock Colliery no. 1.
938 went to President Brand Gold Mine for spare parts.
940 went to ISCOR in Pretoria, later became South Witbank Colliery no. 6 and then Umgala Colliery no. 1 at Utrecht.
943 went to South Witbank Coal Mine and later became Tavistock Colliery no. 3.
944 became Free State Geduld Gold Mine no. 6 and later Freegold no. 6.
945 became Free State Saaiplaas Gold Mine no. 2.
946 went to Blue Circle Cement in Lichtenburg and is now part of a static display at the Andries Beyers Farming Museum in Lichtenburg.