South African Class 34 500

Manufacturer

The South African Class 34-500 type GE U26C diesel-electric locomotive, also known as Class 34-400 ex Iscor, was designed by General Electric and was built for the South African Iron and Steel Corporation (Iscor) by the South African General Electric-Dorman Long Locomotive Group (SA GE-DL, later Dorbyl). Altogether forty-four locomotives were delivered to Iscor, on three orders:

In 1977, two locomotives were also built for the Douglas Colliery near Witbank in Transvaal, numbered D5 and D6. Thirty-nine of the Iscor mainline locomotives were transferred to the South African Railways in that same year.

The Iscor locomotives were delivered with a 7,000 litres (1,500 imperial gallons) fuel tank, in order to cope with the lack of en route refuelling points on the Sishen-Saldanha line. To facilitate the larger fuel tank, the inter-bogie linkage, found on all other South African U26C models, was omitted on these locomotives.

GE and GM-EMD designs

The Class 34 locomotive family consists of seven series, the GE Classes 34-000, 34-400, 34-500 and 34-900, and the General Motors Electro-Motive Division (GM-EMD) Classes 34-200, 34-600 and 34-800. Both these manufacturers also produced locomotives for the South African Classes 33, 35 and 36.

Distinguishing features

As built, the GE Class 34-000, 34-400 and 34-900 locomotives were visually indistinguishable from each other. The Class 34-500 locomotives could be visually distinguished from the other series by the air conditioning units mounted on their cab roofs and initially, when it was still a feature unique to them, by their running board mounted handrails. At some stage during the mid-1980s, all Class 34-000, 34-400 and 34-500 locomotives had saddle filters installed across the long hood, mounted just to the rear of the screens behind the cab on the sides. Since then, Class 34-900 locomotives could be distinguished from the older models by the absence of the saddle filter.

Running board mounted handrails

All South African diesel-electric locomotives have their side handrails mounted along the upper edges of their long hoods. The ex Iscor Class 34-500s, however, were equipped with additional removable running board mounted handrails. Since these handrails are slide-fit into brackets, welded onto the running boards, they are easily removed.

Since c. 2009, other mainline diesel-electric locomotive types also emerged from the Koedoespoort Transwerk shops with running board mounted handrails, after major overhauls.

Electronic control system

Beginning in 2010, some locomotives were equipped with electronic fuel injection and GE "Brite Star" control systems. On some of the first locomotives which were so modified, externally visible evidence of the modification is a raised middle portion of the long hood.

Changes in ownership

In 1977, all mainline rail operations on the Sishen-Saldanha iron ore line was taken over from Iscor by the South African Railways (SAR). Between November 1977 and June 1978, thirty-nine of the Iscor mainline locomotives were transferred to the SAR. They were initially designated Class 34-400 ex Iscor by the SAR and renumbered in the range from 34-501 to 34-539, but these locomotives were also commonly referred to as Class 34-500, from their SAR number range. This eventually became the accepted official classification.

Five locomotives were retained by Iscor to work at the Sishen mine, numbers G01 to G04 and 40D. These are now Kumba Iron Ore’s locomotives, numbers 01 to 05, with no. 40D having become Kumba no. 05.

The Douglas Colliery locomotives are now in Sheltam livery, initially as Sheltam numbers 5 and 6 and later renumbered to 2602 and 2603 respectively.

South African Railways service

While it is believed that they were for the most part renumbered from Iscor numbers to SAR numbers in sequence with their Iscor numbers, at least one locomotive has been observed as being out of sequence. No. 34-523 bore works plate no. 35265, identifying it as ex Iscor no. 5D. It can be presumed that no. 34-505 carried works plate GE 40402, which would make it ex Iscor no. 23D, but since the works plates have, over time, disappeared from most of these locomotives, this cannot be confirmed.

Until 2012, when they began to be replaced by new GE Class 43-000 type C30ACi locomotives, the Class 34-500s worked exclusively on the 861 kilometres (535 miles) Sishen-Saldanha iron ore line, to haul export ore from the open cast iron mines at Sishen, near Kathu in the Northern Cape, to the harbour at Saldanha in the Western Cape. They were then gradually reassigned to other depots.

Mixed power working

On the Sishen–Saldanha Orex line, GE Class 34 series diesel-electric locomotives ran consisted to Class 9E and Class 15E electric locomotives, to haul the 342-wagon iron ore trains. Each wagon has a 100-ton capacity and the trains are at least 3.72 kilometres (2.31 miles) in length, powered by mixed consists of Class 9E and Class 15E electric and GE type U26C Class 34-000, 34-400, 34-500, 34-900 and, from 2012, GE type C30ACi Class 43-000 diesel-electric locomotives. In South Africa, mixed electric and diesel-electric consists are unique to the iron ore line.

A Class 9E or Class 15E electric locomotive serves as the master of each mixed electric and diesel-electric consist, with a total of between nine and twelve locomotives per train, twelve being the maximum number allowed. Before the Class 15E was placed in service in 2010, motive power usually consisted of three sets of locomotives, each set made up of one or two Class 9E electrics and one or two Class 34 diesel-electrics, with each set’s leading electric locomotive controlling its respective set of diesel-electrics by means of a slimkabel (smart cable). In effect, each ore train was made up of three separate 114-wagon trains, consisted together, with the locomotives of all three trains being controlled by means of a Locotrol radio distributed power control system by one crew in the leading electric locomotive. A typical train would therefore be made up of locomotive set A, 114 wagons, locomotive set B, 114 wagons, locomotive set C, and 114 wagons.

Some problems were experienced using this configuration, and after a couple of major derailments, the locomotive configuration was changed to four sets, with locomotive set D initially made up of two Class 34 diesel-electric locomotives at the rear end of the train, pushing at between 40% and 50% of tractive power at all times, depending on the grades being traversed. The total maximum number allowed was still between nine and twelve locomotives per train.

As more Class 15Es were delivered and placed in service, Class 9E or Class 15E electrics replaced the pair of Class 34 diesel-electrics in set D. At the same time, the more powerful Classes 15E and 43-000 also made it possible to use as few as seven locomotives per train, with locomotive sets A, B and C each made up of one Class 9E or 15E and one Class 34 or 43-000, and set D of a single Class 9E or 15E.

Works numbers

The Class 34-500 builder’s works numbers, ownership changes and renumberings are listed in the table.

Illustration

The main picture shows no. 34-530 in Spoornet blue livery with outline numbers. Some of the other liveries which were applied to Class 34-500 locomotives are illustrated below.