Uloliwe Vol 4 no 3 by Hennie Heymans, Nongqai Publications

Uloliwe (Zulu word for railways) A monthly railway historical and research publication on The Railways of Southern Africa Past & Present with a glimpse on the rest of the world’s railways ‘n Maandelikse spooweg historiese navorsingspublikasie oor Spoorweë in Suidelike Afrika met ‘n kykie na die res van die wereld se spoorweë March, 2013

Vol 4 No 3 Mk 4! UnUn-official - Gratis - Nie Amptelik

Maart 2013

Hennie Heymans, Pretoria, ZA heymanshb@gmail.com

Everything to do with the former SA Railways: i.e. lighthouses, harbours, staff, photos, books, RMT, stations, tugs, SAR Police, SAA, catering, pipelines, railway stamps, SAR-models, rolling stock, armoured trains, diagrams, etc

Okalweni: Mike Wright 1

Contents Welcome & Editorial .......................................................................................................... 4 Front Cover .............................................................................................................................. 5 Previous Issue .......................................................................................................................... 5 The Uloliwe .......................................................................................................................... 5 Patron: Then - 1963 & Now - 2013 ........................................................................................ 5 Wepener’s perambulations (Free State) ............................................................................... 7 NATAL RAILWAY COMPANY – BRUNO MARTIN .................................................... 22 An Illustrated History of the Natal Railway Company: Bruno Martin .................... 22 Setting the Scene............................................................................................................ 22 Construction and Opening .......................................................................................... 22 The Earliest Recorded Use of the Railway Principal in South Africa ....................... 28 The First Railway at the Cape ......................................................................................... 29 The Life and Times of the Natal Railway Company ................................................... 29 Opening of the Narrow Gauge Line from the Point to Umgeni ................................ 33 Bibliography .................................................................................................................. 34 RSSA Commemorative Brochure: Union Ltd/ Express in September 1977: Carlos Veiera ...................................................................................................................................... 57 Metro Line: Cape Town to Simons Town (HBH) ............................................................. 60 Atlantic Rail – Rudi Venter .................................................................................................. 61 Touwsrivier: Touws River: Marius Avenant .................................................................... 65 SAR Models: Johan Beukes .................................................................................................. 68 SNCC (DR Congo): The “Coca Cola Diesels” at Welkom: J & J Wepener .................... 70 Chinese Hi-speed Trains: New Innovation ....................................................................... 72 1903 Natal Government Railways; Van Reenen: Gilles van Schalkwyk ....................... 73 Railway Society of South Africa (Natal): Ashley Peter ................................................... 79 Railway History Society: Wally Greig ............................................................................... 81 Early Locomotives of the Cape Government Railway Leith Paxton ............................. 82 Accident in Mozambique (Spoornet trucks): Dries van der Merwe.............................. 84 SAR Houses; Goageb: South West Africa – Dries van der Merwe ................................ 86 2

Metro Accident: Pretoria (Via J & J Wepener) .................................................................. 87 SNCC (DR Congo): The “Coca Cola Diesels” at Welkom: Andries Meiring ............... 89 Songololo; Cape Town: Adrian Hill ................................................................................... 90 1933 SA Police from Pretoria via Cape Town to Bitterfontein for duty at Alexander Bay: Joe Momberg ................................................................................................................. 91 1938 – 1945 War Photos of Mickey Dillon - Gerald Prinsloo .......................................... 92 The SAR and the War: Gen JC Smuts................................................................................. 93 SAR: The War Train .............................................................................................................. 96 South African Airways Aircraft of the past ...................................................................... 98 Submitted by Johannes Botha - Compiled by Johan Jacobs.................................... 98 Fort Klapperkop, Pretoria: Johannes Botha..................................................................... 100 Anglo-Boer War: IMR Locomotive ........................................................................... 101 Gold Reef City – Johannes Botha ...................................................................................... 101 Narrow Gauge: SAR & Industrial: Gold Reef City: Johannes Botha ........................... 102 Dream Trains – Wynand Vermeulen ............................................................................... 103 Dream Trains: February 2013 Newsletter.................................................................... 103 In this Newsletter... ............................................................................................................... 103 •

Durban swapmeet ....................................................................................................... 103

•

Krugersdorp swapmeet ............................................................................................. 103

•

Walthers........................................................................................................................ 103

•

Kadee ............................................................................................................................ 104

•

Featured product......................................................................................................... 104

Launching in 2013!............................................................................................................... 103 Dream Trains: March 2013 Newsletter ........................................................................ 104 In this Newsletter... ............................................................................................................... 104 •

Durban swapmeet ....................................................................................................... 104

•

Krugersdorp swapmeet ............................................................................................. 104

•

Walthers........................................................................................................................ 104

•

Kadee ............................................................................................................................ 104

•

Featured product......................................................................................................... 104 3

Launching in 2013!............................................................................................................... 104 Scalecraft: - Adrian Hill .................................................................................................. 104 Scalecraft news ................................................................................................................ 105 Shaun and Rinke’s contact information is as follows ............................................ 105 Scalecraft product information ................................................................................. 105 Models by Adrian Hill ................................................................................................... 106 RMIG – Lionel Penning ...................................................................................................... 107 Reefsteamers: Lee Gates ..................................................................................................... 109 3 March 2013: Lee Gates ................................................................................................. 110 Fancois Mattheüs: Western Cape...................................................................................... 113 Other photos by Fancois Mattheüs............................................................................... 115 D Force: Jonathan Pittaway ............................................................................................... 115 Gary Meyer (Congo) ........................................................................................................... 116 South African Engineers during WW1 East African campaign ................................... 119 SAR&H tugs Alwyn Vintcent & Cecil G White .............................................................. 119 Villiersdorp Tractor and Engine Club ......................................................................... 119 Durban se Hawe: Desember 2012: Saamgestel deur Johan Jacobs .............................. 130 Gas Suction Loco ................................................................................................................. 135 Craig Duckham ................................................................................................................... 136 Disclaimer and Greetings .................................................................................................. 139 Key Words............................................................................................................................ 140

Welcome & Editorial Welcome to this somewhat disjointed issue of our railway magazine. I have received a new computer and a new program. This is the 4th attempt to publish this issue. I am not sticking to the previous format. Please forgive me. So without any further ado; please sit down and relax in your armchair and enjoy the various contributions from our friends across the globe. With the diaspora of the South African we find our drivers in Australia, the UK and all over Africa. 4

Front Cover Hello Hennie, Here attached are two photos taken by Mike Wright (ex South African) who now lives in Salem, USA - they are forwarded to you with his permission to show how the old SAR maintained branch lines and secondary main lines! The branch line with the GCAs is the Underberg branch line - note the neat and extensive ballast and specially burnt and CLEAN WEED-FREE right-of-way! The second photo emphasizes the neatly maintained trackside fence! Compare these photos to those that Jacque takes these days on the Free State and Kimberley Main lines!!!! The OLD SAR knew how to run a railway! Regards, Les Pivnic.

Previous Issue

The Uloliwe Railways in Southern Africa. History of ... Impressions: 1368

Patron: Then - 1963 & Now - 2013 It was our patronâ&#x20AC;&#x2122;s wedding anniversary and we wish them well down under. He wrote to us as follows: Morning Hennie,

Thanks for your kind wishes on our 50th Wedding Anniversary - very much appreciated! Here are two photographs as requested - Then and Now. With the black & white wedding photo, please rotate through 90 degrees and reduce to 75%. We had a lovely family celebration and dinner to mark the occasion. Thanks again! Les and Carol

Wepenerâ&#x20AC;&#x2122;s perambulations (Free State) 20130130: Hi Guys. Today, again, we got the return working of the WelgeleĂŤ pick-up. This time just past Kalkvlakte towards Whites. IMG 1259 & P1010050 is especially for Les. I quote from their "Soul of a Railway" series on the Free State mainline: "...fast-watering column at Glen.

They were a patent design by the Nathan

(USA) Company with a special lever-operated valve that enabled them to dump 3000

gallons/minute

through

18-inch

delivery

pipe,

provided

that

there

was sufficient head. " This is what is left of the columns at Virginia (IMG 1259) and Vetriver, I always wondered as to what the remains were, thanks for clearing it up for me! Seems they are too heavy to be carted away!! I have been told that the level crossings in Jan Hofmeyr Road and Stateway are to get booms to protect the RRL ore trains, will see if that ever happen...

Cheers. Jacque & John.

WelgeleĂŤ Pickup

5 February 2013

20 February 2013: Hi Guys. Well our normally dead line was quite active this afternoon.

I gave my buddy a call and he told me he was on his way back from Bloemfontein with a load of containers, mielies and fuel. He had worked an air braked load of containers though this morning. We got him at Whites where the uplifted leg of the tri-angle to Welkom used to be. Plenty of hoots. We noticed the Southbound signals were also green and were duly informed that the empty car train was on its way. Then we learnt that Fridays Virginia ballast shunt was staged at Hennenman and was also about to leave for Kroonstad. 10

We decided to get both trains at Holfontein. The car train arrived first and thundered past, next was the pick-up, which also didn't mess around coming through, friendly greetings from the crews as usual. Cheers. J & J.

20 Feb 2013: Hi Guys. 13

Today we found E 1473 staged at Hennenman, note all the windows are open... Les have a look at the weeds in the yard area! While we were here 34 906 came through with yesterday's train that was staged at the silos. We then headed towards Virginia and saw a unit hauling a damaged diesel locomotive

towards

Bloemfontein.

These

trains

have

30km/h

speed

restriction so we easily got ahead of her and waited line side between Cronnel and WelgeleĂŤ. While we were waiting for this train a Kroonstad bound load of mielies and fuel sped past, greetings from the crew. Then E 1276 trundled past with 35 346. Does anybody know what might have happened to her? At Bultfontein we got the pick-up, staged, crews time up. Amazingly the corrugated iron goods shed still stands! Cheers. J & J.

22 Feb 2013: Hi Guys. The empty car train heading South through Karee. Cheers.

J & J. Hi Boet, As always a pleasure reading about your sightings and seeing your photos. Thanks for sharing. I know I speak for all. As to this train and by looking at the open back of the last wagon, I cannot help think that in this new SA, this train probably left with a full car load.... With humours best regards C. Hi guys This photo is interesting and quite rare, because the two 6E1's are both in the blue Spoornet livery. There were only a few 6E1's that were painted in this livery (which is not the same as the Blue Train livery), because the 18E conversion programme started and most 6E / 6E1 loco's have remained in original SAR red, Spoornet orange or Spoornet maroon / brown. Cheers E

2 March 2013; Shunting Hennenman Silos 19

NATAL RAILWAY COMPANY – BRUNO MARTIN An Illustrated History of the Natal Railway Company: Bruno Martin

Setting the Scene The early port facilities for Durban were situated at the tip of the Point – a sand spit on the eastern side of the Bay of Natal – while the town lay about a mile away to the northwest of the lagoon. Goods off-loaded at the landing site were brought to the town centre on wagons along a track of deep sand. It was the general dissatisfaction with the lack of transport that stimulated the demand for a railway. News of a project that was to introduce a new era of transport was first carried in a report in the Durban newspaper, the Natal Mercury, on 20 January, 1859, under the heading “A RAILWAY FOR THIS PORT”. It announced that a railway was to be built from the Point to the town centre under the supervision of an eminent engineer, and that a company was to be formed which would cater for the discharge and loading of goods at the wharf, as well as its delivery and acceptance at the town terminus. The proposed undertaking would yield a handsome dividend on a moderate capital outlay was optimistically predicted. Construction and Opening On 31 January, 1859, the prospectus of the Natal Railway Company was issued which sought to raise a capital of £10,000 in 1000 shares of £10 each. [1] When the first meeting of shareholders was held at the beginning of March, no less than 949 shares had been allocated and the Deed of Trust contained over 100 signatories. [2] William Smerdon was elected Chairman of the Board of Directors, which was made up of six leading merchants from Durban and three from Pietermaritzburg. Edmund Tatham was appointed secretary and Albert Robinson, the visiting engineer from London, was charged with “the entire management and control of the works”. Even before statutory authority had been obtained to enable construction to begin, the route of the railway had been staked out and work on clearing the bush was started. When the Board of Directors met again on 7 March, a resolution was passed for an application to be made to the Town Council for a portion of land at the Market Square, 206 by 300 feet, adjoining the fence on the east of the Market House, to be leased for 50 years as the railway terminus. The choice of this site was bitterly opposed by the burgesses, who felt that “the Market Square ought not to be appropriated in view of the prospective requirements of commerce and health”. After protracted negotiations, an alternative site on Ordnance Land, abutting the Market Square, was 22

eventually agreed upon at a fixed rental of £200 per annum for 50 years. The station erected there later came to be known as the “Tin Shanty”. Legislation for the incorporation of the Natal Railway Company was enacted on 21 June 1859, which sanctioned building the railway and the necessary works. The company was also given exclusive rights of accepting rail traffic to and from the Point for 14 years. Meanwhile, a letter of credit for £2000 had been deposited by the Crown Agents of the Company, Messrs. G Buchanan & Co., at the Union Bank in London for purchasing railway equipment. [3] The first batch of railway material arrived on 19 December, 1859, on board the “Mona”, but hazardous conditions at the entrance of the bay prevented the vessel from entering and it was forced to drop anchor for over a month. [4] The trackbed had the mean time been graded all the way up to the town terminus and fenced in along Pine Terrace. Further along towards the Point, pedestrians and horse riders could not be kept off the trackbed even though thorn bush barriers had been erected alongside. Towards the end of November notice boards were put up along the route warning that trespassers would be liable to prosecution. Even before the first rail was laid, the Company’s engineer and mastermind, Albert Robinson, tendered his resignation and left Durban in early January, 1860, to return to England. [5] He received £600 for his services and Edmund Tatham was appointed as his replacement. The directorate proposed to hold a public ceremony to mark the laying of the first rails on 22 January, 1860, but whether this event actually took place on that day does not seem to have been recorded in any of the newspapers. [6] It was also at this time that Henry Jacobs arrived in Durban from Plymouth to take up his position as locomotive driver and engineer. His salary was fixed at £15 per month. Until the locomotive arrived he was engaged with the assembly of the passenger carriage and the goods wagons. [7] On 12 April, however, the Natal Mercury announced “….the line is already half-laid the distance, and in a fortnight, if circumstances continue favourable, the rails will have been laid up to the final termination near the church”. The 1 mile and 66 chain railway line was made up of Greaves’ all iron rails, which were laid to a gauge of 4 feet 8½ inches and held in place with pot-lid chairs, about 18 inches in diameter, on a road bed of sand. The pot-lid chairs were kept in gauge by being joined together with of a narrow iron tie-bar. Wedges, made from English Oak, fastened the rails to the pot-lid chairs.

By the time the track-laying had been completed, the Company’s wagon stock – six open goods trucks and a passenger carriage – as well as two travelling cranes, were fully assembled and ready to be taken into use. The passenger vehicle was divided into 3 compartments, one in the centre seated 8 to 10 first class passengers, while the second class sections at either end accommodated 20 passengers altogether. On 13 May, 1860, the brig “Cadiz” berthed at the Point with the locomotive, stripped down and packed in several crates, in its hold. The crates were loaded on to the open goods wagons and pushed by Zulus to a makeshift structure near the terminus in Pine Terrace. Here, Henry Jacobs, assisted by Alexander Davidson, formerly a marine engineer, but now employed a chief smith, fitter, spring maker and head of the repair workshop, assembled the locomotive. A young seaman named Austin was taken on as a cleaner and greaser. Under Henry Jacobs’s special training he was ultimately promoted to stoker. During May, the first station masters, (originally ‘station agents’) were appointed: George Russell, who had owned an Oil and Fibre Mill, took up office at the town terminus, while Henry William James, holder of a ship master’s certificate, assumed duty at the Point. No proper station had been built at the town end other than a wooden platform with a small cabin at one end, which served as the station master’s office. At the Point, however, a structure of corrugated iron was erected across the track and some poles supporting the platform were said to have stood in the water a high tide. An event of more than passing interest took place on 23 June when the Company’s locomotive, which had been given the name “Natal”, first raised steam and ushered in the railway age with three, prolonged blasts from its whistle. This event took place sometime between three and four in the afternoon, while the band of the 85th Regiment was entertaining the townsfolk on the Market Square. For the first time in the annals of Durban was a military band abandoned for a greater attraction. Before the admiring eyes of officials and spectators – the first linesiders – “Natal” steamed to and fro with Henry Jacobs at the controls. While the locomotive was being assembled in the temporary structure draped in tarpaulins behind Hull’s Store in Pine Terrace “an unsightly and incomprehensible fabric of daily dimensions and complexity” attracted many an inquisitive passerby. When the iron monster was put on display for the first time that Saturday afternoon, a correspondent for the Natal Mercury described it as “a rather strange looking , but withal very neat little engine… The funnel – like an inverted extinguisher, or a peg-top breed – savours of Yankee Dom, and is new to most British eyes … Her compact and rotund sides are painted green, while the wheels and machinery are of a bright copper hue. On each side, 24

in glittering brass letters is the name given to the engine … It is simply ‘Natal’. The ‘Natal’ has no tender, that appendage being sufficiently represented by an iron coal box which forms the back of the locomotive. Near this, in one corner, is a small donkey engine, for guiding and regulating purposes …” The Natal Mercury correspondent provides a vivid account of the trial run to the harbour: “the smoke is pouring very peaceably out of the chimney, and little jets of steam are intermittently discharged from mysterious apertures. The indefatigable engineer, Mr Jacobs, is very busily engaged in packing dangerous cavities, and making all ready for the start of the machine he has put together with so much cleverness and care. We already feel a kindly interest in the panting debutante, and watch keenly for the least sign of motion, which may justify a conviction that she is a practical fact. Now every preparation is made and the driver mounts his rostrum, turns a wheel, pulls back another, and sends out a preliminary whistle. She moves, the spectators cry, and lo! as they speak the boiler emits strange stomachic sounds, the wheels creep cautiously round; a universal palpitation seems to throb through her iron frame, and like a thing slowly waking into life she glides ahead. Off – indubitably and without question, off on her auspicious mission of regeneration and progress. Off for the first time on these South African shores. Having fully tested the peripatetic powers of his protégé, Mr Jacobs returns to his stand, and takes up Messrs. Smerdon and Tatham, Chairman and Engineer of the Company. Now the trial is to be fairly made and due notice is given of the fact. Shriek, shriek, shriek, rings out the whistle. How the k@firs instinctively respond with initiative cries. How the horseman and pedestrians, ladies, children and natives come rushing from the neighbouring square to witness the first departure. How severely determined to dare the dangers of the way the riders appear, with their arms crossed and their hats stubbornly pulled down. Shriek, shriek, shriek, and she is fairly off on her journey to the Point. Panting and screeching and puffing she flies faster and yet faster over the iron way. The horseman gallop down to meet her, at the other end: the spectators á pied scamper over the sand hills to get the last glimpse of her before disappearing into the leafy shades of the bush, while we, meditatively await her return crowned with the laurels of complete success. Not very long we have to wait. Barely half-an-hour has elapsed, and again we hear the shrill scream echoing through the resonant air. Shriek, shriek, shriek, long before the black funnel hove in sight, or the white steam patch dappled the blue winter sky. Now from every quarter, the townspeople, white and coloured, strong and gentle, young and old, congregate down the line and gaze anxiously for the ‘first train’s’ advent. There are men here to whom the locomotive is only a thing of hearsay. There are k@firs to whom the engine will be invested with supernatural attributes. There she comes. Slowly and sedately, for accidents may 25

happen, and Natalians are not yet accustomed to such rapidity of transit – she bursts into view. Not empty-handed this time. Good proof she brings of her ability to perform the work assigned. Five large trucks loaded with nearly 40 tons of machinery erected with not a few jolly boatmen form the harbour, afford an appropriate earnest of the kind of service we may reasonably anticipate at her wheels. Many an eye kindles at the well remembered sight.” An interesting observation made by George Russell in his account of the trial run reveals that the “Natal” had been erected with her chimney facing the Point, as there were no turning facilities at that end she had to return ‘stern’ first. The official opening ceremony took place on Tuesday, 26 June 1860, amid rejoicing and celebrating. All business concerns closed their doors for the day and most buildings were decorated with patriotic bunting. Flags waved from every post, triumphal arches draped with palm leaves, spanned the railway line at short intervals and even the vessels in port were decked in a display of colour. A boisterous westerly wind sprang up early in the morning and continued unabated throughout the day. Crowds of people, many of them from up-country, and dressed in their best attire for the occasion, had already converged on the station by 10 a.m. The band of the 85th Regiment then drew up opposite the platform and entertained the spectators with a medley of tunes. Many of the dignitaries began to arrive: Bishop Colenso and other clergy, the Directors of the Natal Railway Company, town councillors, members of the Legislative Council and other officials. School children were given a holiday and assembled on a space especially reserve for them on the platform. Meanwhile “Natal” impatiently blew off steam with a decorated rake of vehicles drawn up behind her – one of the open trucks having undergone a makeshift conversion with planks nailed across from side to side to provide seating and fitted with an awning to protect its passengers from the sun. Excitement grew as, shortly before 11 a.m., the acting Lieutenant-Governor, Major Williamson, arrived escorted by Royal Durban Rangers in full uniform. All the dignitaries formed a circle while Bishop Colenso invoked the Divine Blessing on the enterprise. Thereafter, the school children concluded the short ceremony by singing “God save the Queen”, with averse added to commemorate the occasion. Following an exchange of pleasantries, Major Williamson and his entourage, about 60 in all, boarded the train. As soon as all were seated, George Russell gave the signal to start. “With a prolonged, wailing shriek Jacobs turned on the steam, and the first train moved off amid deafening and prolonged cheers of the assembled spectators. Gathering speed as he cleared the engine house, he ran smartly down to the Point, which he reached in five minutes. The crowd of natives hurled back a defying yell and started in pursuit, while a number of well mounted Dutchmen, who knew a thing or two, decided to test the bottom of the iron horse, so 26

put spurs to their quadrupeds and successfully headed the train until it reached Stanger Street, when it was declared to have bolted around the corner into the bush screaming at them as it ran”. When the train returned a short while later, the public was given the opportunity to have a ride at a charge of one shilling for a return journey. In all, about 800 tickets were issued that day. It was originally intended to take the dignitaries on a tour of the Bay on the steam tug “Pioneer”, which had been place in service in 1854, but the strong wind prevented this from taking place. The dignitaries and other guests were then treated to a sumptuous luncheon, which was served in the Point station and followed by long-winded speeches. As was the custom of the times, toasts were offered from everyone from Her Majesty down to the lowliest politician. The eventful day concluded with a ball at the Masonic Hall in the evening. Following the hectic schedule of the opening day, train services were suspended for two days so that “Natal” could be thoroughly cleaned out. Sand and grit had lodged itself in the machinery as a result of the wind and the motion. Henry Jacobs lamented “she was just grinding herself to pieces”. When the service was resumed on 29 June, two trains operated daily in each direction. The following timetable was published for July 1860: PASSENGER TRAINS WILL LEAVE DURBAN TERMINUS AS UNDER: 9 a.m.

returning at 9.30 a.m.

12 a.m.

returning at 12.30 p.m.

FARES: First class

1/- each way

Second class

6d each way

Additional passenger trains were run when there was a demand and goods trains began operating as from 2 July. Full loads of passengers and goods necessitated the Company to revise its timetable. Scheduled departures from Durban were changed to 9 a.m., 11.30 a.m. and 3.30 p.m. with the last train returning from the Point at 4.00 p.m.

The Earliest Recorded Use of the Railway Principal in South Africa An account of South Africa’s early railways would be incomplete without reference being made to two tramways laid down in the 1850s to assist with harbour works at the Bay of Natal and the Kowie River mouth, respectively. At the Bay of Natal the process of eliminating the notorious at the entrance to the lagoon was started by John Milne, the first harbour engineer, in 1849. His scheme involved building a 2000 ft long pier extending eastwards from the Point. The stone needed to build the pier was quarried from the base of the Bluff, the transported with wagons, operating on a wooden track, to the channel where the spoil was loaded onto a flat-bottomed boat and ferried across to the other side. A contemporary account describes the tramway as being “100 yards short of a mile” in length and laid to a gauge of about four feet. Its formation was kept dead level, about six feet above the spring high tide. Tree trunks were cut in half served as crossties, laid flat side down and then cut on the upper side to fit the wooden rails, which were not all the same lengths, curves or thickness. Wooden chocks bolted down on the outside prevented the rails form being forced out of gauge and double sleepers at the butt-ends firmly secured the joints. The rolling stock consisted of eight wagons, each about eight feet long, five feet wide and three feet high with flanged, wooden wheels. Four laden trucks represented a full load which was drawn by a span of eight oxen. This tramway is said to have been in operation from about 1850 until 1857. The development of the Kowie River mouth (Port Alfred) as a harbour started during the 1830s, but during the construction phase under the Kowie Harbour Improvement Company (1852-1870) mention is made in 1857 of a tramway laid down with iron rails on the western embankment where “wagons of so efficient a construction were at work, that one horse, without a strain, draws eight thousand pounds at a trot.” On the east side of the river, one hundred tons of stone were required to advance the pier by one foot, which represented the amount each wagon on the “railways” deposited daily. By 1858, the capacity of the tramway had been stepped up to 250 tons a day. Early in April 1870, the Kowie Harbour Improvement Company was dissolved and work on the harbour was discontinued. In the same year, new plans for the development of the Kowie River mouth were drawn up by John Coode, an eminent harbour engineer, for which a locomotive was purchased but its delivery was delayed because no means of transporting it was available. Meanwhile, the tramway was reinstated in September 1872 and eight more oxen were purchased for hauling 28

the wagons. The locomotive finally arrived in June 1874, but after a trial run it was found that the curves were too sharp for the engine. By September, the curves had been improved and the locomotive was put to work. It would appear that this particular locomotive was none other than the first one to be landed for the contractors of the Cape Town to Wellington Railway in 1859. Since this engine operated on the 4 ft 8½ in gauge, one must therefore assume that the track originally laid down on the west bank of the Kowie River also adopted the British standard gauge.

The First Railway at the Cape While the honour of operating the first public railway was bestowed on the Natal Railway Company, an equally important event in South Africa’s railway history took place at Fort Knokke (Woodstock), near Cape Town, on 31 March, 1859. On that gloomy, autumnal day, the first spadeful of soil was turned by Sir George Grey, then Governor of the Cape Colony, the mark the start of construction of the Cape Town to Wellington railway. After first attempts to finance a railway in 1845 had failed, the interest was revived in the early 1850s with the founding of the Cape Town Railway and Dock Company on 21 August 1853. The Company was registered in London on 1 March 1854 with a capital of £600,000 in 30,000 shares of £10 each. A dispute with the contractor and labour problems retarded the progress of construction that it was not until 13 February 1862 that the first section of the railway was taken into use. The 57 mile rail link from Cape Town to Wellington was eventually completed and opened to traffic on 4 November 1863.

The Life and Times of the Natal Railway Company In the first year the Natal railway Company recorded an operating loss of £1465 2s 4d – already three months before the enterprise was even up and running, the company’s expenses had exceeded the initial capital raised by £800. Further share issues and with financial help from the Natal Bank kept the enterprise going until May 1861 when the company was compelled to retrench staff, mortgage property and leasing the operation of the line was even considered. By the beginning of 1863, the shadow of financial doom hung over the company and the banks were asked to defer the payment of bills, while 500 more shares were issued for borrowing an amount not exceeding one third of the paid-up capital. Coupled with the increasing debts, the expenditure on station buildings at the Market Square, the roofing of the platform and the purchase of additional rolling 29

stock had consumed £2400. At a meeting of the shareholders, the company faced the choice of either applying to the Legislative Council for sanction to sell or lease the line, or to raise £2000 amongst themselves. Since the railway was under threat of being closed down, the Mayor of Durban was petitioned to convene a public meeting. By the end of February 1863, £3000 of new capital had been injected into the enterprise and under new management, the railway showed a profit of £1220 after four months. In 1865, the Natal railway Company obtained a second locomotive from Kitson & Co., of Leeds. The Natal Mercury reported the landing of the locomotive on 5 August 1865 off the clipper barque “Actaea”, belonging to the White Cross Line. It was reported to have run under steam for the first time at 2.30 p.m. on 12 October, when the Directors invited leading merchants and the press to the Market Square to celebrate the inauguration of the new locomotive. The locomotive was a small saddle-tank type with a 0-4-0 wheel arrangement and was given the name “Durban”. A correspondent of the Natal Mercury provided the following description: “This is a fine and powerful piece of machinery, more massive and adapted to the circumstances of the line. We believe it is about 5 tons heavier and was working under 100 lbs of steam. In appearance it is very different. It has a small cylindrical funnel instead of the American inverted cone; it has water jackets, copper tubes and a more comfortable covered-in place for the driver.” The Natal Railway Company’s was thrown a life line when the Colonial Government decided to build a tramline to transport stone from a quarry near the Umgeni River mouth needed to build a breakwater and other harbour works. Accordingly, an agreement was signed which authorised the Government to finance building the line and the Natal Railway Company lease and work it for 15 years. For the first 3 years of the contract, the company was to pay a fee of only 1 shilling per annum, and for the remaining 12 years £600 annually. In return, the company undertook to transport stone for the Government at 3 pence a ton for the first three years and for 1 pence per ton/mile thereafter until the lease expired. A provision in the contract also included the option for the Government to purchase the Natal Company’s line. Tenders for the construction of the line were invited and the contact awarded during 1866. The construction of the line presented some difficulties since the route passed over sandy and swampy flats. On 20 January, 1867 a trial run on the new extension was made by a train carrying a party of officials, including Col. J J Bisset, T Shepstone and Directors of the Natal railway Company. At Queens Bridge glasses were filled and the party drank to the success of the line. The official opening 30

ceremony followed on 25 January performed by His Excellency Col. J J Bisset, the Lieutenant-Governor. For the townsfolk of Durban and surrounds this was yet another festive occasion with all business concerns closing their doors for the day. The first train was scheduled to leave the Point at 9.30 a.m. and then run at hourly intervals. In describing the scene at the Market Square station, the Natal Mercury stated “Never before in the history of Natal have such vast masses of people been carried off by one conveyance. Two or three trains consisting of eleven large trucks and two carriages all crowded with folk, great and small. Some of them must have conveyed 400 to 500 persons”. According to official railway records, the line was supposed to have been opened to traffic on 4 April 1867, but the timetable, published in the Natal Mercury, indicates that scheduled services commenced on Monday, 29 April 1867. The extension to Umgeni increased operating length of the Natal Railway Company’s lines from 2 to 6 miles which also included a short extension along Pine Terrace to the intersection with Grey Street built in 1864. From the outset, the revenue generated by the Umgeni extension had little impact on the railway company’s finances. Compounded by a period of economic downturn from 1866 to 1870, earnings for the railway company slumped to an all time low at the beginning of 1868 which saw its Indian employees owed 12 months’ wages while the salaries of officials were paid at irregular intervals. The company’s debts amounted to £13,695 14s. 5d., its revenue for that year was £3,815 1s. 7d., expenditure £3,005 1s. 1d. leaving a net profit of £810 0s. 6d. When the Queen’s road bridge over the Umgeni River was swept away by flood waters in August 1868 the situation was exasperated even further by the disruption of transport of sugar and other commodities from the Victoria County. Goods were ferried across the river with boats until a rough bridge was built of logs fastened together with dog spikes and anchored to the river bed by wedge-shaped receptacles filled with stones. An external impetus – the discovery of diamonds – led to a gradual economic recovery not only for the Colony of Natal, but also the Natal Railway Company’s financial position improved markedly. By June 1870, the company’s liabilities had fallen to £11,447 6s. 8d., revenue was £4,185 1s. 3d., expenditure was £2,708 11s 2d and leaving a net profit of £1,476 10s 1d. In February 1872, the Natal Railway Company declared its first dividend of 5%, and at the next half-yearly meeting of shareholders, a further 8% was declared. At the end of 1873, the financial success of the enterprise seemed assured when a dividend of 20% was declared and shares in the railway company became very sought after and were traded for £15 to £18. Three years later, in June 1876, the company’s liabilities had dropped to £3,994 14s 2d., 31

revenue had increased to £9,632, and although expenditure had reached £5,480 1s. 9d., it still left a tidy profit of £4,151. With the steady increase in the volume of goods landed at the Point a system of tramways was laid along Pine Terrace, Gardiner Street, 300 yards along West Street, along Smith Street and including a turntable in Field Street to improve delivery in town. Following correspondence with the Kitson Company of Leeds in 1872, an order for another locomotive was placed on 17 November 1874 “incorporating additional modern improvements as described in a letter dated 19 December 1872”. Another passenger carriage was also ordered at the same time. Legislation for the establishment of a government-owned system of railways was drafted in September 1875 paving the way for the construction of 105 miles of track. At about the same time the Colonial Government approached the Directors of the Natal Railway Company “to name its price” for the sale of the railway and property. The value of the company’s assets was put at £45,000 by the Directorate (£40,000 for the Point line, £3757 for the locomotive and passenger carriage on order and £1243 for ceding the lease on the Umgeni line). In response the Government offered the company £35,000 on account of the supposedly poor state of the rolling stock and the unsafe condition of the track. After further hard bargaining and recourse to arbitration, legislation was drafted in October 1876 in favour of a fixed payment of £40,000 and which empowered the Colonial Government to take over the railway as from 1 January 1877. Meanwhile, construction of the Natal Government Railways was initiated in Durban on New Year’s Day 1876 with a ground-breaking ceremony performed at the intersection of Pine Terrace and Grey Street. Ten days later, the new locomotive, the 3rd, for the Natal Railway Company arrived at the Point. The Natal Mercury of 11 January reported the following: ”Yesterday, some of the material for the Natal Railway Company was landed from the “Parthenia” at the railway wharf. The locomotive cause considerable trouble and after being hauled up ready for heaving over to the wharf, came down with a crash onto the bulwarks, smashing some of the timber. The damage, however, is nothing to speak of.” The new locomotive, a 4-4-0 side tank, obtained from the Kitson & Co., was named “Perseverance” at a meeting of the board of directors on 2 February 1876. Her service to the company was to be of short duration and was subsequently relegated to driving saw mill machinery in the Durban Railway Workshops after the abandonment of the 4 ft 8½ in gauge lines in May 1878.

Notices announcing the liquidation of the Natal Railway Company appeared in the Natal Mercury on 2 January 1877, stating shareholders were being offered £15 per share certificate. The company’s affairs were wound up at a meeting held on 30 May with this statement by the secretary, Richard Vause “The Chairman and management having the thanked the meeting for the vote passed in their favour, the board resolving that upon the fulfilment of the afore going resolutions, the company be and the same be dissolved.” This brought down the curtain on an ambitious enterprise founded on colonial capital and which stole the march on the Cape in introducing the first steampowered railway to South Africa, albeit only a mere 1 mile and 66 chains in length. The railway continued operating after the takeover by the Colonial Government while the formation for new narrow gauge was built and rails were laid alongside the existing line from the Point to Durban station. By February 1877 track laying was completed to Durban station and two locomotives for the contractors were taken into service in February and March. There would have been an interesting traffic arrangement having both lines in operation simultaneously with building material being transported on the narrow gauge while passenger services were being maintained on the old broad gauge railway. This arrangement came to an end on 11 May 1878. After the last passenger train had arrived back at Durban station that Saturday night workmen worked all night changing the points and making the necessary connections so that the new line was fully operational by 5 p.m. on Sunday. The Natal Mercury carried the following report on the end of the broad gauge on 13 May:

Opening of the Narrow Gauge Line from the Point to Umgeni The new narrow gauge through line, running from the Market Square to the Point on the one side, and to the Umgeni on the other, was opened to passenger and goods traffic this (Monday) morning, and, although the circumstances was an important one in connection with our railways, there was no ceremony whatever. Immediately after the last train had arrived from the Umgeni on Saturday, gangs of men were set to work to make the different connections, and after working the whole night, under the personal superintendence of Mr. Ridley, the Resident Engineer, the line was made fit for traffic by yesterday afternoon, when a special train was got in readiness to make an official trip to Umgeni and the Point. No.4 engine was used for the occasion, and the train, which was in charge of Mr. Milne, locomotive superintendent, composed of a guard’s van, five passenger carriages and a k@ffir truck, left the Market Square about 5 o’clock. Amongst the officials present, we noticed Mr. Izard, Mr. Carr and Mr. Cobley. At the Umgeni they were met by Mr. Le Breton, who had charge of that section of the line. The run being such a short one a lengthy description of it will be unnecessary, but suffice it to say that the trial trip 33

was accomplished without a hitch and much to the satisfaction of the officials present. The train returned from the Umgeni at a very good speed, and both at Durban and the Point everything was found to run as smoothly as possible. The old rolling stock will now be put to one side, or perhaps converted, and for the future the new plant will be used on these lines. The passengers who travelled in this morningâ&#x20AC;&#x2122;s trains, especially those from Victoria County, were agreeably surprised at the change, and the line in its present working state is as pretty piece of railway as one could wish to see. There will be no alteration in the times of the departure of the train, and the arrangements will be the same as those which have been observed during the past few months. The engineers, we understand, were highly pleased with the present state of these sections of line. All that has survived from the days of the Natal railway Company is the locomotive Natal, albeit a reconstruction of the original. The locomotive stands at Durban station and carries the inscription: THE FIRST TRAIN IN SOUTH AFRICA OPERATED BETWEEN THE POINT AND DURBAN ON 26 JUNE 1860. THIS LOCOMOTIVE IS A RECONSTRUCTION ON THE ORIGINAL CHASSIS AND WHEELS WHICH WERE RECOVERED IN THE UMZIMVUBU RIVER NEAR PORT ST JOHNS. ONVEILED BY HIS WORSHIP THE MAYOR OF DURBAN, SENATOR THE HONOURABLE S J SMITH, 9 SEPTEMBER 1946. Rails no longer occupy the route taken by the Natal Railway Company, but the course can still be easily recognised by shapes of the streets created by the servitude. The last train, a freight service, traversed the line from Durban station to the Point on 2 May 1936, while passenger services ceased during 1927. Bibliography Brookes, E H & Webb, C de B, A, History of Natal, Pietermaritzburg, 1965. Burman, J, Early Railways at the Cape, Human & Rousseau, Cape Town, 1984. Campbell, E D, The Birth and Development of the Natal Railways, Shuter & Shooter, Pietermaritzburg, 1951, pp. 4. Chick, G H. Reminiscences by, Natal Government Railways, South African Railway Magazine, May 1910, pp. 141-151. Cox, G A S, Railway development between Durban and Pietermaritzburg, 1865-1880. Unpublished MA Thesis, University of South Africa, 1979. 34

Heydenrych, D H, Die geskiedenis van die spoorweë in die Kaapkolonie tot 1885. Unpublished MA dissertation, University of Stellenbosch, 1965. Heydenrych, L, Port Natal Harbour, pp.16-41, Heydenrych, H, Railway Development, pp.47-51, Enterprise and Exploration in a Victorian Colony, Editors Guest W R & Sellers, J M, University of Natal Press, Pietermaritzburg, 1985. Heydenrych, D H & Martin, B, The Natal Main Line Story, HSRS Publishers, Pretoria, 1992. Holland, D F, Steam Locomotives of the South African Railways, volume 1: 1859-1910 Hutson, T R, Wooden Railway on Durban’s Bluff, Natalia. Vol. 26, 1997, pp.74-77. Minutes

Meetings

the

Natal

Railway,

1859-1860,

Natal

Archives,

Pietermaritzburg. Russell, G, The History of Old Durban, P Davis & Sons, 1899. The Natal Mercury: 20 January 1859; 3 February 1859; 3 March 1859; 12 April 1860; 21 June 1860; 28 June 1860. South African Railways, A Century of Progress, 1960. Turpin, E, Basket Work Harbour (The Story of Kowie) Foot notes [1] The Deed of Submission, Natal Railway Company, dated 1 March 1859, extended over 15 pages, the first page read as follows: “Honour all Men by these Present. And whereas we whose names are here to subscribed have agreed to form a company for the construction, working and maintenance of a railway from a place called “the Point” at or near the present site of the Custom House, Durban, to the town of Durban, with wharf or wharves, buildings, fixed plant for landing, shipping and warehousing goods etc and rolling stock for conveyance of same and passengers, the motive power being Steam Locomotive Engines or otherwise, and for the general purposes of traffic, with Terminus at Durban aforesaid, from whence it is contemplated to deliver goods by tramways or by other means. And whereas for the purpose of carrying into effect the above agreement we have agreed to raise and invest a capital of Ten Thousand Pounds to consist of One Thousand Shares, in shares numbering from one to one thousand of the value of Ten Pounds each. And whereas three-fourths of the said number of one thousand shares have been subscribed for by us, and allotted to us, and the sum of Two Pounds ten shillings per share 35

having been paid by us as the first instalment on such shares. Now therefore, we do by those Present in consideration of the mutual profit and advantage to accrue from the said enterprise, and of the several covenants, clauses and agreements hereafter expressed and contained, agree, each for himself, his heirs, executors, administrators and associates to associate together as a Company having for its object the construction, working and maintenance of a Railway to lead from the Point to the town of Durban aforesaid with all the aforesaid necessary plant, rolling stock, wharf age accommodation, buildings and other appliances for working and maintaining the same, under the style and name of “The Natal Railway Company” subject nevertheless to the stipulation, clauses, conditions and agreement, hereunder contained, that is to say”. [2] 1 March 1859: Entry in the Minutes records total of 949 shares allotted; 591 in Durban raising £722 10s; 358 in Pietermaritzburg raising £552 10s, total raised £1274 10s. [3] 18 March: Letter of Credit for £2000, Union Bank of London, ordering railway equipment to Messrs J Buchanan & Co. [4] 19 December: Large portion of railway equipment shipped by ‘Lady Mona’ and ‘Salina’ arrives at Durban. [5] 21 November: Albert Robinson advises on 19 Nov of his departure from the Colony, departs on 12 Jan 1860. [6] 2 January 1860: Proposal to invite the Governor-General to lay the first rail at the Point. 21 January: Proposal to lay the first rail on 22 Jan. [7] 19 February: Henry Jacobs, Engine Driver, ratified agreement in England at £15 per month of 28 days. Passage to Cape paid by Buchanan & Co. (£31 10s 0d) & £1 0s 6d railway fare paid from Plymouth. At the time the currency in use was Pounds (£), shillings (s.) and pence (d.) Units of measurement were: inch (1 in. = 25,4 mm); foot (1 ft. = 304,8 mm); chain (1 chain = 20,1168 metres); mile ( 1 mile = 1,906 km).

NATAL MERCURY, 20 JANUARY 1859 A RAILWAY FOR THIS PORT We are happy to announce that a project is on foot, under the auspices of an eminent practical engineer, at present in this colony, for constructing a railway, with steam locomotive power, between the Point and the town, through the bush and along the principal street thoroughfares. The great width of our streets renders this practicable, without injury to general traffic. We believe it is intended to form a company for this undertaking, which includes a wharf for the discharge and lading of vessels direct from the terminus of the railway, and delivery and receipt of goods of the principal warehouses in town. It is estimated on safe data that the traffic will yield a very handsome dividend on the moderate outlay; and besides the obvious commercial advantages, this undertaking will afford cheap facilities for the conveyance of materials for permanently hardening our streets, and for the enjoyment of frequent trips to the pure sea and fine Bluff scenery, without weariness. The effect of such a march of social progress would be felt all over the colony, but owners of properties and the residents in Durban, would more especially realise the benefits almost incalculable. A similar project was entertained two or three years ago, by a few of our fellow tradesmen; but it then lacked the valuable aid of an accomplished and influential engineer on the spot, ready to undertake the whole practical details of the scheme. It has commonly been thought that the Bay Beach should be the line of any rail or tram way from the Point to the town; but it is wisely suggested that the beach should be reserved for the purposes hereafter of a ship channel to the town, and for the wharves and warehouses along its side. Within two years from this time, we hope to see the snorting steam horse, hurrying to and fro between the port and the town, dragging swiftly behind it the commercial interchanges of South Africa and the outer world, and goodly numbers of our fellow-colonialists on business or pleasure bent.

RSSA Commemorative Brochure: Union Ltd/ Express in September 1977: Carlos Veiera Hi Everyone, I bought recently an old RSSA commemorative brochure issued on the occasion of the running of the Union Ltd/ Express in September 1977. The editor was the late AF Clarke. No doubt some of you may remember this special train which ran in 1977 and might be even be familiar with the brochure. Anyway there is a part which I have found quite interesting and I am going to quote a part of it. ".......Before considering other aspects of these two famous trains, let us retrace our steps to the 18th March 1922. On that date a special train left Pretoria to Cape Town, conveying General Smuts and staff and the General Manager. Opportunity was taken with this train to see just how much time could be cut off the normal schedule, particularly with the Johannesburg-Cape Town section. The consist from the end end was as follows: Truck number ----5213, 10032 39009 Saloon numbers 624 621 637 663 711 Private saloon 26 Van number 4116 Saloon 1 The tonnage of the train (excluding passengers and cars) was 320 tons. (Trucks 5213, 10032, 39009 were used to transport cars.) The following locomotives were used on the main test section: Johannesburg â&#x20AC;&#x201C; Klerksdorp ---- --- class 16 no 840 Klerksdorp - Kimberley--------- ---class 10 no 775 Kimberley--De Aar-----------------class 15A no 2015 De Aar ---Beaufort West------ --- class 15A no 1855 Beaufort West --Touws River----class 15A no 1963 Touws River----Cape Town ------class 15A no 2024 57

The test train arrived in Cape Town 145 minutes ahead of schedule and were it not for a number of delays en route it would have arrived in Cape Town even earlier. Although more than a year elapsed between the running of the test train just detailed and the introduction of the UNION LIMITED, it can be accepted that it was the famous 1922 test which ultimately gave birth to the crack express plying between Johannesburg and Cape Town......." There are four survivors of this train today. 16CR 840 at THF Millsite 15AR 1963 at USR/ NRM Hilton Coach 26 at Sandstone Estates Coach 1 at THF George Museum. Nice to know that this famous 1922 test train has left us with four survivors that still exist today. I decided to share this with you all because at least you appreciate this sort of information unlike the idiots in power who are selective when it comes to history. Best Regards to you all Carlos. Peter Sinclair replied: Your quotation regarding the forerunner of the Union Limited/Express in 1922 was brilliant, particularly the tailpiece about the four surviving vehicles. I can connect with regard to 15AR 1963 and give a bit more of her history. She was obviously brand new when that test run was carried out. She entered service with the SAR on 4 May 1921 when allocated to Touws River Loco. At the end of her working life, she was scrapped at PMB Mechanical Workshops in January 1988. Not a bad performance after a hard working life of 67 years. Purchased for scrap by a company, she was saved for preservation through the actions of Ashley Peter, Andy Anderson, Roy Raats, and Allen Duff amongst others 58

who I obviously have forgotten in the enthusiasm of the moment. I know there was the involvement of many. My apologies if I have forgotten someone. Moved to Hilton when it was still a going concern, she was brought back to the immaculate state you see in the photograph, chief among the volunteers being Martin Venter (then driving on Transnet) and Merlin Jackson, all members of USR. Roy Raats, being of course the main man, made it all possible, being a skilled steam fitter, then based at Masonâ&#x20AC;&#x2122;s Mill. His hoard of spare parts was legendary. The spotlight fell on her in all her finery, when she hauled the PMB heritage Week Excursion to Howick in July 1990, a mere stroll in the park, taking over from the Electrics which had done the honours from PMB to Cedara. Sadly today, she is derelict at Hilton, trapped by washaways and theft of wooden sleepers in years gone by, and subject to vagaries of weather, theft and vandalism. I also understand that Martin Venter and Merlin Jackson are sadly no longer with us either. Thank you for opening my small window Cheers Peter Sinclair.

Metro Line: Cape Town to Simons Town (HBH) To me this is one of the most scenic short railway lines in South Africa. (Beauty is in the eye of the beholder.) I never miss using the Metro from Cape Town to Simon’s town. A lovely halfway water hole is the “Brass Bell” at Kalk Bay and one can take lovely photos of the train and the sea there! On various Bosveld Train Safari trips we staged the train at Muizenberg and I have pleasant memories of the days and nights we stopped at Muizenberg. There use to be a restaurant car and there was no greater pleasure to have bacon, eggs and coffee on the train and reading the Burger – A Cape Afrikaans daily.

Atlantic Rail â&#x20AC;&#x201C; Rudi Venter

Touwsrivier: Touws River: Marius Avenant

Marius Avenant is a former SAR Policeman and he received these photos of Touws River station from a former colleague and he passed them on to me. The name “Touws River”, like Matjesfontein, conjures up our romantic past, Jimmy Logan the enterprising caterer who had various station restaurants along the Karoo line, dating back to the time when diamonds were found at Kimberley. One has only to read the wonderful works of Laurence Green and others to appreciate the past. I am sorry to say but the whole of South Africa appears to be under a state of siege. Even when one reaches Namibia, Zimbabwe or Zambia or Kenya; there is a different climate in the air! I don’t understand the violent spiral of violence in our country. We 67

have a large private security industry and a large but ineffectual and lethargic police service. As a loyal South African I can only say that all our prestigious trains pass here and I shudder to think the impression this has on our visitors. I hope “they” will restore Touws River Station to its former glory! It’s part of our heritage – good or bad! [We old policemen cannot understand all the violence and destruction of public property! (15 000 murders were reported – could be more.) Instead of building (or “reconstruction”) we as South Africans, are destroying and plundering. Sometimes I wonder if it is due to negative chants and political slogans e.g. “Kill the Boer, Kill the farmer!”; “Liberation before education”; “Pass one, pass all” and boycott this and boycott that! I have visited Eastern Europe, Africa, and the Far East and still I cannot understand the dynamics of our society. We had good education, good health, good police and defence forces – nothing I mention is even a shadow of its former glory. One has always has to see the humour in everything. I sign this article off with a true anecdote: “We will break the chains of Apartheid!” was posted at Goodge Street tube station in London. A witty chappie pencilled below it: “Yes, you chaps will break everything!”]

SAR Models: Johan Beukes Johan has shared with us his model SAR collection.

SNCC (DR Congo): The â&#x20AC;&#x153;Coca Cola Dieselsâ&#x20AC;? at Welkom: J & J Wepener Hi Guys. First impressions of these diesels are that they look small. On the footplate they look old. They have been re-sprayed and that's basically it. The drivers call them "Coca Cola Diesels" due to the white stripes on the locos. No one can give me the original numbers. Looks like they are here for between 2 weeks and 2 months. They told us they are similar to class 35 200 series. They have dual controls like the 36 classes. I saw a "pipe colour code reference" on one loco which has been painted over, it gives reference to a "drinking water pipe". At least the air-conditioning works! I did not see any hot plate? Cheers. J & J. Hennie, I responded to "all" yesterday with some details - they are 62.5 tonne locos, built as very light axle load (10.4 ton) branch line locos. Built GM-Clyde 1967-70 for Queensland's lightly laid rural branch lines. They have 1000 HP EMD 8-645 engines. RRL have bought six (so far) and they are going to SNCC (DR Congo) as part of a leasing package funded by the World Bank for up to 30 locos (although sources vary on the total number). 1702-9 is the SNCC number (the-9 is a computer check digit). Use in DR Congo has not been confirmed but we think likely shunt and trip work.

SAFLOG are also advertising one of this type for hire (photos are on their website), it is now SAFLOG number L25 ex Queensland 1742 and is painted yellow. ARTS also bought some but none have yet been seen overhauled. For main line use, RRL is supplying ex Queensland 2600 series locos which are being renumbered SNCC 2201 upwards. Regards John J&J You have answered your own question with photo "1620" - the loco is Ex Queensland Rail 1772 (GM-Clyde 689 built 1970). It will be very useful if these small plates are left in place on all the rebuilds. Regards John

Chinese Hi-speed Trains: New Innovation Via Glenn Macaskill: Intriguing - The train that never stops at a station YET PASSENGERS GET OFF â&#x20AC;&#x201C; The train that never stops at a station: - How to get on and off the non-stop high speed train! A new Chinese train innovation - How to get on & off the bullet train without stopping. VERY COOL CONCEPT! No time is wasted The bullet train is moving all the time. If there are 30 stations between Beijing and Guangzhou, just stopping and accelerating again at each station will waste both energy and time.

A mere 5 min stop per station (elderly passengers cannot be hurried) will result in a total loss of 5 min x 30 stations or 2.5 hours of train journey time! The Chinese are innovative enough to come up with a non-stopping train concept. When the train arrives at a station, it will not stop at all. The passenger at a station embarked onto to a connector cabin way before the train even arrives at the station. When the train arrives, it will not stop at all. It just slows down to pick up the connector cabin which will move with the train on the roof of the train. While the train is still travelling away from the station, those passengers will board the train from the connector cabin mounted on the train's roof. After fully unloading all its passengers, the connector cabin will be moved to the back of the train so that the next batch of outgoing passengers who want to alight at the next station will board the connector cabin at the rear of the train roof. When the train arrives at the next station, it will simply drop the whole connector cabin at the station itself and leave it behind at the station. The outgoing passengers can take their own time to disembark at the station while the train had already left. At the same time, the train will pick up the incoming embarking passengers on another connector cabin in the front part of the train's roof. So the train will always drop one connector cabin at the rear of its roof and pick up a new connector cabin in the front part of the train's roof at each station. NOW WATCH THE VIDEO........... ___________.WMV

___________.WMV 1873K Download

1903 Natal Government Railways; Van Reenen: Gilles van Schalkwyk Hello Hennie, Knowing your interest in the van Reenen area I have forwarded some info on Nelsons Kop that you may be interested in although I'm sure you know about the logging station, we have just found some signs would indicate how the logs got down the mountain. Hennie I have also been given a book by an old friend entitled NATAL an official guide to the railways and other interesting places. I was written in 1903 and have some very interesting info including costs and profits of the early railways, it also has in interesting piece on the Van Reenen-line, I'd be happy to scan and send some of the Van Reenen info on to you if you like. Tjou for now, Gillis van Schalkwyk 73

Note: Pre-Anglo Boer War Map of Natal. The Vryheid-district of the ZAR was added to Natal as a reward for taking part in the war. The line went into the Free State to capture the market there. Line was extended to Kroonstad to meet the Cape line.

228 engines, 402 carriages & 1225 trucks after the AB War

Note: North Shepstone

Railway Society of South Africa (Natal): Ashley Peter

Railway History Society: Wally Greig

Bulletin No. 115 February 2013

A class 16D loco reverses across Adderley Street at the Monument Station level crossing. Note the man with the flag to the left of the three wheeled vehicle.

Early Locomotives of the Cape Government Railway Leith Paxton Early Locomotives of the Cape Government Railway Between 1874 and 1882 Hunslet supplied a total of nine 0-4-0ST shunting engines for harbour work. The first of these was Hunslet No.129 of 1874 and was delivered for use in Port Elizabeth and was numbered M3. Another one was delivered in 1875, also for PE and was Hunslet No.135 and which became M4. By contrast with Cape Town and Port Elizabeth, there did not appear to be much local pressure for the construction of the line out of East London. Not only was there a small local population but there were not many towns in the hinterland to service. However, it appears the Cape Government was keen to develop the natural harbour on the Buffalo River. We therefore find railway construction commencing on two fronts. Construction of the line to King William’s Town, which was commenced February 2nd, 1974 and serious work in the harbour construction which commenced August 17th of the same year. For the latter, a pair of vertical boilered engines were built by Alexander Chaplin of Glasgow. They were No.1584 of 1873 and No.1694 of 1874. Two further similar locomotives No.2117 and No.2129 were delivered in 1879. It is reported they were of 7’-5” gauge. The first 3’-6” gauge engines delivered to East London was in 1875 and were of the same design as the Port Elizabeth engines, above. They were Hunslet works No.136, 168, 185, and 186. The last three differed to the earlier examples in that they had large polished brass domes. Unless any of these Hunslet saddle tank engines were loaned, there does not appear to have been any dedicated engines for permanent way construction. It is possibly that the pair of 2-6-2T ‘Mountain’ locomotives delivered by Kitson in 1876 could also being used for this purpose. The railway line, although tortuous finally reached King William’s Town 1st may, 1877. A further three examples of these Hunslet 0-4-0St was delivered to Cape Town for the Table Bay harbour and were works No. 271,272, and 280. and became W43 to 45.

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Holland D.F. Steam Locomotives of the South African Railways. Vol. 2 1910-1955. David and Charles, 1971. Littley D. C.G.R. Numbering Revised S.A.Rail May/June 1993.

Hunslet No.186 of 1875 which become E4 on the East London harbour-board. Note the larger dome.

Accident in Mozambique (Spoornet trucks): Dries van der Merwe

SAR Houses; Goageb: South West Africa â&#x20AC;&#x201C; Dries van der Merwe 86

Metro Accident: Pretoria (Via J & J Wepener)

SNCC (DR Congo): The “Coca Cola Diesels” at Welkom: Andries Meiring

Songololo; Cape Town: Adrian Hill

1933 SA Police from Pretoria via Cape Town to Bitterfontein for duty at Alexander Bay: Joe Momberg Up to the late 1980â&#x20AC;&#x2122;s all passengers and goods of the South African Police was sent by the faithful old SAR. Each police station in South Africa and in South West Africa had an official address book; street address, postal address, passengers station and goods station. Even prisoners were sent by rail. The defence force also used the SAR extensively. Those days are gone. Today the police deliver their stores and goods, in large trucks, all over South Africa.

Class 15 locomotive on mainline between Pretoria and Cape Town.

1938 â&#x20AC;&#x201C; 1945 War Photos of Mickey Dillon - Gerald Prinsloo

I have absolutely no idea where the above photograph was taken. Note wood-burning locomotives were used here. [I know that the Rhodesian Railways burnt Rhodesian Teak in their locomotives.] I was given a packet of World War Two negatives. I donated them to the SANDF archive. Gerald Prinsloo of the SANDF archive (photograph section) was so kind to have these old negatives developed. The negatives (and post cards of Abyssinia) belonged to the late Mickey Dillon of Van Reenen. Mickey Dillon served in Abyssinia with the SA Police ( No 1 M/Cycle Co) and later served in the SA Police Brigade (6 SAI) â&#x20AC;&#x153;Up Northâ&#x20AC;?. I presume that this photograph was taken to the north of South Africa, i.e. in Rhodesia, Northern Rhodesia or even in Kenya. I know my Uncle, Pvte Stanly Mapp, drove vehicles from K@ff@rskraal overland to Kenya. That is why a SAR line was built from Koedoespoort to Hercules. War materiel was sent from Cullinan via Magaliesburg, Mafeking to Lusaka. (?) - HBH

The SAR and the War: Gen JC Smuts

The above booklet is very interesting on the SARâ&#x20AC;&#x2122;s role during WW2.

SAR: The War Train

The WAR TRAIN: The above photograph appears in both publications. Gerald Prinsloo and I had a good look at this photograph. We think the military sensor has censored this photograph. Look at the “white truck”. It looks very clean and we see no shadows on the sides. •

Any comments on the War Train will be welcome.

•

Does anybody have any photographs of the War Train?

South African Airways Aircraft of the past Submitted by Johannes Botha - Compiled by Johan Jacobs

One of SAA DC4’s – ZS-BYC. Least to Air Charter Service Exploration (Pty) Ltd. It could be at Jan Smuts Airport.

The DC-4 1009 was produced at the Douglas Aircraft Company plant at Santa Monica, California. The aircraft was delivered to South African Airways on the 10 May 1946 and registered ZS-AUB and named “Outeniqua”. An American crew delivered the aircraft and arrived at Palmietfontein Airport on the 16 May 1946. The aircraft has eight fuel tanks and was often used to ferry engines and engine change crews to SAA aircraft that had suffered engine failures. May also be Jan Smuts Airport? This aircraft was the last SAA DC-4 to be sold going to the SAAF on the 29 September 1967 and allocated the tail number 6905 and operated by 44 Squadron. South African Airways bought the aircraft in December 1995 to operate with the 98

Historic Flight and registered it ZS-AUB.

This was the last DC-4 Skymaster off the Douglas factory production line. The aircraft was delivered by SAA Captains G.D.B. Williams, Captain G.W. Williams and Captain William J. Morrissey, assistant chief pilot of Douglas Aircraft Company. The aircraft was sold to the SAAF on the 21January 1966, allocated the tail number 6904 and was operated by 44 Squadron. During 1991 the SAAF began phasing out the DC-4 and in 1992 SAA bought the most noteworthy of the DC-4's back from the Air Force. It was ZS-BMH, "Lebombo". After an extensive rebuild she re-entered service with the SAA Historic Flight on 8 April 1993, exactly 46 years after she rolled off the Douglas assembly line in 1947. ZS-BMH was the last DC-4 ever built.

G-ALZK de Havilland DH106 Comet (1952). This British-built aircraft was the Worldâ&#x20AC;&#x2122;s first jetliner to enter service. On the 2nd of May 1952 BOAC began the worldâ&#x20AC;&#x2122;s first jet passenger service with the revolutionary de Havilland Comet 1, on 99

the London to Johannesburg route. SAA leased two Comet 1 aircraft from BOAC in 1953/4 for use on the Springbok route between Johannesburg and London. Due to structural problems the aircraft were withdrawn from service in 1954.

Future on this photo is a Shorts Sunderland Flying Boat at Bayhead, Durban. It was properly taken in 1946. Durban was host to various military flying boats from around 1942 and a fulltime presence was established early in 1943 when 262 Squadron of the Royal Air Force moved into a base complete with hangar and slipway adjacent to the BOAC facility at Bayhead. The squadron then became SAAF 35 Squadron. The squadron flew reconnaissance patrols out to sea from here and from lakes St. Lucia and Umsingazi in Zululand.

Fort Klapperkop, Pretoria: Johannes Botha

An old Pretoria Tram Car without undercarriage 100

Anglo-Boer War: IMR Locomotive

Gold Reef City â&#x20AC;&#x201C; Johannes Botha

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Narrow Gauge: SAR & Industrial: Gold Reef City: Johannes Botha

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Dream Trains â&#x20AC;&#x201C; Wynand Vermeulen 16 Besembos Avenue, Pellissier, 9301 Bloemfontein, South Africa PO Box 32882, Fichardtpark,

9317

www.dreamtrains.co.za

Dream Trains: February 2013 Newsletter

DREAM TRAINS February 2013 Newsletter #Feb2 In this Newsletter...

Durban swapmeet Krugersdorp swapmeet Walthers

Launching in 2013! After many months of research we are 103

Kadee Featured product

on the brink of releasing a new freight wagon onto the SA market. This wagon is part of a world known train and every modeller would like to have a few. See the secondsmall picture in the insert that shows part of the wagon. Hope this wet your appetite! Price will be in the region of R250 each. This wagon is NOT a repainted model and is developed exclusively for the SA market!

Dream Trains: March 2013 Newsletter

DREAM TRAINS February 2013 Newsletter #Feb2 In this Newsletter...

Durban swapmeet Krugersdorp swapmeet Walthers Kadee Featured product

Launching in 2013! After many months of research we are on the brink of releasing a new freight wagon onto the SA market. This wagon is part of a world known train and every modeller would like to have a few. See the secondsmall picture in the insert that shows part of the wagon. Hope this wet your appetite! Price will be in the region of R250 each. This wagon is NOT a repainted model and is developed exclusively for the SA market!

Scalecraft: - Adrian Hill

www.scalecraft.co.za 104

http://www.facebook.com/Scalecraft info@scalecraft.co.za 021 592 72 69 +2721 592 7269

Scalecraft news Locomotives, locomotives, locomotives…that is our war cry for the foreseeable future. Our model of the iconic Class 15F has become highly sought after. The model runs well and blends in nicely with our range of rolling stock. So where to from here, well, we have the Class 23, Class 16E, 6E, 6E1, 5E, 5E1 & 18E on the drawing board. The 23 and the 6E will be available shortly with the rest following shortly thereafter. Our steam locomotives are built around Mehano running gear and the electric locomotives are built on Bachmann. We install either constant current lighting or DCC depending on user preference. Keep in mind that the models are designed and assembled in such a way that DCC can be fitted later on if not factory fitted. Our aim is to provide the avid modeller with products of the highest quality that are an asset to their collection. We have decided to appoint two official agents with this in mind. Our agents will ensure that your SAR modelling needs is met. Scalecraft products are only available via three channels, namely; ourselves (of course), Mr. Shaun Le Roux of Cape Model Trains and Mr. Rinke Blok of The Model Train Shop. Shaun and Rinke’s businesses are the ONLY two official Scalecraft representatives so please feel free to speak to me, Adrian, Shaun or Rinke should you be interested in our products. Shaun and Rinke’s contact information is as follows Shaun le Roux, Cape Model Trains, 081 475 4786 Shauncarl.leroux@capetown.gov.za Rinke Blok, Model Train Shop, Tel: 011 795-3270 info@modeltrainshop.co.za www.modeltrainshop.co.za Scalecraft product information Scalecraft product information is available in the following publications: • •

The Uloliwe1 RMIG (Railway Modeller’s Information Group Newsletter)

We are honoured, Adrian Hill! – HBH.

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Models by Adrian Hill

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RMIG â&#x20AC;&#x201C; Lionel Penning

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Reefsteamers: Lee Gates Dear Reefsteamers and Friends of Steam, Here is the latest Reefsteamers Depot Report, which covers events up to last week. This week’s photographs have already been uploaded and processing has begun. Since the events covered by this Report, the Class 12AR No.1535 ‘Susan’ has passed her hydraulic boiler inspection. The rear tube ends have since been beaded over, ready for welding, and the new steam downpipes (and their studs) are being fabricated. There remains one more visual inspection after the welding has been done and then we can do a steam test. Before the loco can be steamed up, the safety valves need be refitted, the fire arch rebuilt and the induced draft gear fabricated\repaired for the smokebox. The somewhat thin front tubeplate is probably good for service for another few boiler cycles but the locomotive will need strict adherence to smokebox cleaning routines after every run, to prevent further corrosion. The Class 15F No.3046 ‘Janine’ is going to be removed from service in mid-March, for HER 3 year boiler inspection. So it is essential that we get the 12AR Locomotive back into steam as soon as possible, otherwise we will need to start cancelling trains. She has done well though, being the main bread winner for almost a year instead of the more usual four month cycles. We have a lot of work to do and are still appealing for our members to volunteer some of their time in the workshop over the next few busy weeks. We have had a good turnout for the last two weeks and Engineering Director Shaun Ackerman has already expressed his thanks to the people that came along. Regular road worthy checks have revealed a tyre starting to work loose on the leading axle on the rear bogie of the 15F 3046’s Type EW tender. We had caught it in time and the tyre has started to turn (under braking effort) around the wheel center even during shunting. At the time of sending this email, a spare axle has already been removed from a spare EW bogie and the axle boxes stripped. The bearings will be repacked this week and the faulty axle swapped out. With the recent addition of a few concrete sleepers and very careful manipulation of the points, we were able to get the 15F No.3046 ‘Janine’ into the 15F shop without incident. Now that the new electric fence is up and energized (although it still needs to be connected to its dedicated energizer) it is now worthwhile fixing up our headshunt, replacing the rest of the stolen sleepers as well as the components from the point-gear that were stolen for scrap. 109

The Hunslet Taylor shunter gearbox featured in this report was installed last Saturday. Once the 15F tender axle is done, the fellows will fill that gearbox with oil, tighten the drive line, re-install the rods and recommision ‘Andrew’ the Hunslet. He probably has water in the diesel and a flat battery by now, but Jeandre just loves messing around with IC engines. Another background job under way is the gradual re-allocation of the tools and supplies into the old long-roomed 15M Fitter’s Workshop, which will become the new general shop and centralized tool storage point. AT the same time, the mixedup tools are being categorized and sorted. We might even colour code them in future. There’s a lot of the old junk and a demolished office cubicle making the 15M yard look untidy. But once the Hunslet is running and coupled to a gondola, getting the junk out will be a relatively simple operation. As always, photographs are posted as albums onto the Reefsteamers Facebook Page as the reports are written. There are approximately 130 Photo Albums for viewing at: https://www.facebook.com/groups/reefsteamers/photos/ Complete Reefsteamers Depot Reports are also available for download from https://www.facebook.com/groups/reefsteamers/files/ and also from the Reefsteamers website http://www.reefsteamers.com/News.html Lee Gates

3 March 2013: Lee Gates Dear Reefsteamers and Friends of Steam, Here is a very quick and sloppy Saturday Depot Report for 2nd March 2013. It is text based as I will be busy with some 15F 3046-related stuff for HobbyX this week. If I have time later in the week, I will re-release this list with accompanying photos. Unfortunately, I am battling at the moment with some regression-laden software releases from a software company in India, so my work schedule is going to be a bit erratic. (Well, more than usual.)

But here are today’s Depot highlights.

Class 15F 3036 ‘Janine’ ran a successful final trip to Magaliesburg and back. 110

She will not run commercially again until the mandatory 3-year boiler ticket is renewed. The boiler has been visually inspected by our guys and it looks good – so we don’t expect trouble during this test. ·

Philipp Maurer, our Web Master and firm supporter all the way from

Switzerland, exchanged his OBB 140km/h goods trains for an old steam train for a recertification run. He was successful and steam-assessor Coen Pretorius signed off the certification in the evening. ·

‘Andrew’ the Hunslet Taylor has had the entire wooden cab floor removed and

a new joist fitted cross-ways at the leading end. The existing arrangement had the unsupported planks shifting downwards under the operator’s feet. ·

During the same job, a new composite center plank was cut to size and fitted to

complete the shunter’s cab floor over the awkwardly protruding gearbox covers and bolts. The whole project was done with salvaged planks from recycled heavymachinery crates! ·

A search was made for the missing Hunslet engine covers. It has been decided

to have two new ones laser-cut so we can run ‘Andrew’ the Hunslet looking neater with all six engine covers again. The right rear cover will be made with a separate hinged door for access to the quick start button. ·

A dusty Andrew the Hunslet had been degreased and ‘WAPped’ during the

week – but he is booked for a bit of polishing by Oom Att. ·

The Class 12AR No.1535 ‘Susan’ has had the lower sections of her steam pipes

radially ground-back for clearance for the steam chest flanges, and the pipes have been loosely fitted. Work is now underway to make templates for the bent sections. ·

A new gasket was made for the repacked RHS Bissell Axle box on the 12AR

No.1535 ‘Susan’ ·

The Class 12AR’s regulator cover was refitted, and a loose clack cover

tightened. The dual pepper-pot safety valves had been fitted during the week. ·

The smaller lathe in the machine shop has been partially dismantled for repairs

to a slack speed shifter – and a worn key on a slotted shaft had been found to be the culprit. The removed assembly has been taken away by James Thomson for fabrication of a new key. ·

The Hunslet Taylor was fired up and used to shunt the coal handling wagon 111

down to the 15M shop yard. It will be used during the week to clear the scrap cabinets, oil sumps and coal bins that have been removed from the Fitter’s Shop. There are also the wooden panels, an old desk and windows of the demolished foreman’s office that still need to be removed. ·

Along the way, a pile of salvaged rails which were very close to the turning

balloon track were hoisted and placed further away before the 12AR is damaged on her very first run. (She’s lower than the 15F 3046, which barely made it through last week, and the scrap pile would likely snag something on the 12AR.) ·

A spare points frog was hoisted from the coal handling wagon and placed on

wooden sleepers next to the turning balloon track for the ease of future slinging and recovery. ·

A set of three duplex socket outlets (BS546) and a local sub-distribution board

(With a 3 Phase ELU) were installed for the satellite benches next to the 15M shop main entrance. ·

The old socket outlet near the yellow air compressor has been removed entirely

– it was not in a useful position and it was dangerous as it wasn’t wired through an earth leakage. The air compressor and sump pump are now fed through a local distribution board as well, with MCBs set for cascade from the main panel. ·

Plans were discussed to mounted an isolator box and to run a new power line

along the entire wheel drop pit trench – with splash proof sockets conveniently available at every track. ·

The Fitter’s Workshop is also in dire need of new lighting and especially some

new sockets with the elderly, bodged wiring made safe. The sockets need to be done first for safety and then the lighting arranged once the positions of the newly relocated tool cabinets is finalized. ·

Plans were discussed for consolidation of the 15M yard this week – including

shifting Greg McLennan’s 24 Class to get the cab roof clear of the traversing crane and to shunt its tender one or two tracks closer. All of the tender bogie parts are to be moved in between. The 15CA and 12R are to have their smokebox covers and doors temporarily re-mounted as the stored covers are obstructing the crane. ·

Both the 15M workshop and the Running Shed are to be tidied up as they had

been left a bit untidy after all the recent flurry of deadline work.

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Weed busting is continuing. The 15M Yard headshunt, in particular, is rank

with growth. ·

We are awaiting quotes for a JoJo type water tank to be fitted in close proximity

to the 15M yard. It will be filled via a pipeline tapped into the existing sump pump’s drain and used to capture and recycle wash-down and boiler washout water for further cleaning. ·

George is awaiting reports from a sonar scan for the Class 15F No.2914

foundation ring. The Boiler Inspector approved of the newly trimmed and dressed patch, but not of the effect of the welding on the non-original corner piece of the foundation ring. (It had been repaired with somewhat inferior steel in the past by SAR, and the steel is tending to cavitate under the welds.) The other three corners were checked by MRI and found to be sound. Depending on the sonar results, it is likely that we will have to fabricate a new corner for the foundation ring itself. ·

The steel bars for the Class 15F No.2914 crinoline rings and assorted brackets

has arrived, and the thermal blankets for the boiler lagging should arrive this week. Steel sheet is already available to refabricate the cab floor, running bounds and the cut-away ash pan. Lee Gates

Fancois Mattheüs: Western Cape

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Dylan Knott Wictra will shortly have their own Funkey shunter Tuesday at 1:39pm 路 Like 路 1

Hennie Heymans Dylan Knott - what is Wictra, please? Tuesday at 2:52pm 路 Like

Corrie Dreyer Wictra is a private company repairing and doing general overhauls of some of Metrorails coaches. The other company doing overhauls is CTE ( Commuter Train Engineering) in Touwsriver and then also Transnet Rail Engineering in Salt River. Transnet Rail Engineering is doing the 10M5 conversions.

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Other photos by Fancois MattheĂźs

D Force: Jonathan Pittaway Dear Hennie, Please help in watching out for any pics of 'E' Force. Basically itâ&#x20AC;&#x2122;s SA Armoured Cars with the fort in the background. As attached. December 1941 and January 1942. An appeal for any similar pics will be welcomed. Thanks, Jonathan. 115

â&#x20AC;˘

Who knows? Somebody might be able to help Jonathan?

Gary Meyer (Congo)

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South African Engineers during WW1 East African campaign Dear Hennie, Recently, I obtained copies of Neil Orpen's history of the South African Engineer Corps. I was particularly interested in his claim that four companies of South African Railway troops served in East Africa. There is no mention of them in the Official History, and in fact states that the SAR could only release 1 company to serve in France in 1915 onwards. I think that Orpen may have mistaken the four Companies of Railway Sappers and Miners from India as South African. They Indian Companies were numbered 25 - 28 and formed into a Railway Battalion. For their history, please see Sandes, E.W.C., LtCol, 1948, The Indian Sappers and Miners, Chatham, The Institution of Royal Engineers. However, in Lt.-Col. Collinsâ&#x20AC;&#x2122; Report on the Organisation of the South African Engineer Corps, circa 1918, he does say that a company had been specially raised and sent to Nyasaland, and this included 12 railwaymen. Do you have any ideas if South Africa sent 4 railway companies to East Africa and what was the company doing in Nyasaland? Thanks, Julian Rainbow

SAR&H tugs Alwyn Vintcent & Cecil G White Villiersdorp Tractor and Engine Club Dear Hennie, You asked for some detail about SAR&H tugs for your journal, and I am happy to oblige. 119

My interest has been life-long, as well as the urge to build models, and over the years, quite a few examples have been built. Alwyn Vintcent has been in the news recently, with the snatch from the breakers jaws by the Villiersdorp Tractor and Engine Club last year. She now stands in an engineering concern, where she will be restored for display at an as yet unknown location. I have selected about 30 photos dealing with AV and her sister Cecil G White. Most are captioned. Other tugs will be covered in a later note Hope you will find the material of some use Kind regards

Peter Sinclair

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Durban se Hawe: Desember 2012: Saamgestel deur Johan Jacobs Na 15 jaar besoek ek weer die hawe by Durban...dit bring heelwat emosies na vore aangesien ek as ‘n lid van die Suid-Afrikaanse Vloot by vele geleenthede myself met die hawe kan identifiseer. Met ons aankoms daar begroet hierdie ‘motor transporter Freedom Ace’ skip ons...was nogal indrukwekkend.

Oppad na die ingang van die hawe by die Esplanade ry ons verby die bekende Dick King standbeeld wat by die ingang van die duikweg staan(duikweg agter die standbeeld). As vlooties het ons menigmale hier gerus terwyl ons in die aande gewag het vir die ‘ferry’ na Salisbury eiland toe.

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By die ingang van die Esplanade begroet die ‘Royal Durban Yact Club’ ons met sy menigte seil jagte. Op die agtergrond kan die suiker silo’s aan die linkerkant van die foto ook gesien word.

Ons besoek die Maritieme museum by die ‘Maritime Place’, foto onder. Ek was teleurgesteld om nie die gewese mynveër van die SA Vloot, SAS Durban daar te sien nie maar was verheug om te verneem dat sy na die vlootbasis gesleep is vir restourasie. Ook op die foto verskyn ‘n ou sleepboot (wat nog met steenkool aangedryf was) met die bekende draaiende restaurant regs in die agtergrond.

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Die parkeer terrein by die museum met â&#x20AC;&#x2DC;n gedeelte van die stad in die agtergrond.

Vanaf die parkeer terrein kan die Freedom Ace ook beter gesien word aan haar bakboord kant, dit gee â&#x20AC;&#x2DC;n aanduiding hoe groot sy werklik is. Die dag toe ons daar is, is BMW SUV voertuie uit haar gelaai. Op die voorgrond is van die sleepbote.

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Aan die oorkant is die hawe meester se gebou wat aan die linkerkant van die foto vertoon word. Die helikopter vir die ‘pilot master’ land ook hier. In die middel van die foto is ‘n diepte boy met ‘n klok aan.

Op die onderste foto vertoon die stad met sy bekende palm bome en treinspoor na die hawe aan die voorgrond. Let op dat dit ook laagwater is!

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Hier word daar ook in die hawe vis gevang...pa en seun is baie bedrywig maar die vangs was maar vrot daardie dag!

Met ons terug keer na Ballito ry ons weer by die Esplanade uit in Margaret Mncadi laan. Aan die linkerkant vertoon die bruin gebou die Streekkantoor van die Departement van Arbeid.

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Dit was ‘n fantastiese besoek aan die hawe en sy bedrywighede...tot wanneer weet ek nie! ©23/01/2013JohanJacobs Erkenning: Foto’s Jeanette Jacobs

Gas Suction Loco

SAR Gas Suction Loco – Hennie Heymans – Collection.

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Craig Duckham

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Good bye from the Shongololo (2010) – J & J Wepener The next issue of “The Uloliwe” will be Vol 4 No 4 and will be published, DV, sometime during late April 2013. Send in your comments, anecdotes and photographs please. Take care! Issue / Volgende Uitgawe Stuur solank u stories, herinneringe en eie foto’s aan heymanshb@gmail.com in jpg-formaat Hennie Heymans – Pretoria, ZA © 2012

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Key Words “D” force Ashley, Peter Atlantic Rail Botha, Johannes Cape Government Railways: Early Locomotives Dillon, Mickey Dream Trains Durban Harbour Engineers in East Africa: World War One Fort Klapperkop Gates, Lee Goageb (SWA) Gold Reef City Greig, Wally Hill, Adrian Imperial Military Railways Jacobs, Johan Martin, Bruno Mattheus, Francois Metro Line: Cape Town to Simons Town Momberg, Joe Natal Government Railways Natal Railway Company Paxton, Leith Penning, Lionel Pittaway, Jonathan Pivnic, Les Railway History Group Railway Society of South Africa Railway Society of South Africa (Natal) Reefsteamers RMIG Scale Craft SCML-16 Trucks (Spoornet) Shorts Sunderland Flying Boat Sinclair, Peter Smuts, JC SNCC (Congo Railways) South African Airways (History) Touws River Tug: CG White 140

Tug: Vintcent Alwyn Union Defence Force Van der Merwe, Dries Van Reenen Van Schalkwyk, Gillis Venter, Rudi Villiersdorp Wictra World War One World War Two Wright, Mike

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