THE ULOLIWE
The Railways of Southern Africa: Past & Present SpoorweĂŤ van Suidelike-Afrika: Toeka tot Nou A monthly railway historical and research publication ‘n Maandelikse spoorweg historiese en navorsing publikasie Vol 4 No 10 Un-official / Nie Amptelik - Gratis Everything to do with the former SA Railways: i.e. lighthouses, harbours, staff, photos, books, RMT, stations, tugs, SAR Police, SAA, catering, pipelines, stamps, models, rolling stock, armoured trains, diagrams, etc
Hennie Heymans, Pretoria, ZA uloliwe@gmail.com October 2013
All photographs carry copyright by their respective photographers.
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CONTENTS All photographs carry copyright by their respective photographers. .....................................................................................................................1 WELCOME ........................................................................................................................................................6 FRONT COVER – VOORBLAD ......................................................................................................................6 16E NO 855: SCHALK BURGER.....................................................................................................................6 EDITORIAL – REDAKSIONEEL ....................................................................................................................7 WEPENER’S PERAMBULATIONS AND … SOME RAILWAY HISTORY .............................................7 20130921..................................................................................................................................................7
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PHOTO ESSAYS..............................................................................................................................................15 Linda Jansen van Rensburg [JVR Photo-Art] ..................................................................................15
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Knysna ..............................................................................................................................................15
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Prieska: Stealing a railway station in broad day light?..............................................................16
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Redhouse Station.............................................................................................................................18
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Sedgefield .........................................................................................................................................20
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Swartkops .........................................................................................................................................23
NATAL MAIN LINE ......................................................................................................................................30 Jacobus Marais .....................................................................................................................................30
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Phelophepa at Mooi River .............................................................................................................30
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Umlaas Rd ........................................................................................................................................32
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Cato Ridge ........................................................................................................................................32
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Cattle Crossing ................................................................................................................................35 Rudi Venter ..........................................................................................................................................36
WESTERN CAPE ............................................................................................................................................37 2
Francois Mattheüs ...............................................................................................................................37
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Paarl – Dal Josephat ........................................................................................................................37
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18E Cab inside .................................................................................................................................39
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OM V2 Lennings Rail Services ......................................................................................................39
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Touws River: Willie Marais ...............................................................................................................40
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Cape Town Sta .....................................................................................................................................41 •
David Settle reporting ....................................................................................................................41
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Durbanville: Jeanette Edwards Victor..............................................................................................43
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Klein Brak River: Tubby Myburgh ...................................................................................................43
TRANSVAAL ..................................................................................................................................................47 Grootvlei - Leeuspruit: Johannes Botha ...........................................................................................48
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EASTERN CAPE .............................................................................................................................................50 Masango : Jan Greyling ......................................................................................................................50
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THE SALDANHA – SISHEN LINE..............................................................................................................50 RHODESIAN RAILWAYS.............................................................................................................................50 ARMCHAIR TRAVEL & RAILWAY HISTORY: RICHARD CLATWORTHY ......................................51 •
American Transcontinental Railroad (Part 2) .................................................................................51
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Locomotive Types: Garratt, Six-Coupled, 4’ 9” Wheels, 3’ 6” Gauge:.........................................58
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Railway History...................................................................................................................................59 •
Cape Government Railways: Jan van Breda ...............................................................................59 Railway Grave: E Cape: Jan Greyling ..............................................................................................60
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Henry Charles Cox (1865 - 1887) ...................................................................................................60
RAILWAY ART ...........................................................................................................................................61 3
Christel Herselman .............................................................................................................................61
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RAILWAYANA...............................................................................................................................................63 Marie Myburgh ...................................................................................................................................63
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RAIL IMMIGRANTS FRON NZ: MEL TURNER & QT ............................................................................64 SA METRO RAIL ............................................................................................................................................66 METRO .............................................................................................................................................................66 Cape Metropole: David Settle ...................................................................................................................66 Cape Town - Malmesbury .........................................................................................................................67 Durban Metropole...............................................................................................................................69
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METRO: WESTERN CAPE ................................................................................................................72
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Cato Ridge: Jacobus Marais ...........................................................................................................69
Paarl: Francois Mattheüs ................................................................................................................72 METRO: EAST LONDON..................................................................................................................72
GAUTRAIN .....................................................................................................................................................72 •
Gautrain News: Compiled by Johan Jacobs ....................................................................................73
RAILWAY POLICE: BRIG RONNIE BEYL .................................................................................................76 •
SASP-Reunie ........................................................................................................................................76
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The railway accident in which Chief Luthuli died / Die treinongeluk waarin hoofman Albert
Lutuli gesterf het: Andries Burger ...........................................................................................................77 •
Mounted Railway Detective /Die Spoorwegpolisie se beredepolisieman ..................................77
RAILWAY PEOPLE – SPOORWEGMENSE ...............................................................................................80 •
Vryheid East / Vryheid-Oos: Foto: Marie Myburgh.......................................................................80
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Visitor from Australia: Ray Ellis .......................................................................................................81
PREVIOUS ISSUES OF ULOLIWE ...............................................................................................................81 4
RAIL HUMOUR ..............................................................................................................................................82 BOOK SHELF ..................................................................................................................................................82 LEGAL AFRICA ..............................................................................................................................................82 •
Law & Rail............................................................................................................................................82
RAILWAY HISTORY GROUP: WALLY GREIG ........................................................................................82 RMIG: L Penning.............................................................................................................................................83 SOUTH AFRICAN AIRWAYS ......................................................................................................................84 •
Johannes Botha ....................................................................................................................................84
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Jan Smuts Airport: Paul Mills............................................................................................................84
RAILWAY MODELING.................................................................................................................................84 Model German Railway Gun ....................................................................................................................84 NEWS................................................................................................................................................................88 PRESS RELEASE .............................................................................................................................................88 •
[ZA] Vossloh EuroDual and Euro4000 for Prasa ............................................................................88
RAIL HUMOUR ..............................................................................................................................................89 •
Darling: David Settle ..........................................................................................................................89
PANDORA’S BOX ..........................................................................................................................................90 RAILWAY ARCHEOLOGY ..........................................................................................................................90 RAILWAY HISTORY......................................................................................................................................90 •
Soul of a Railway: C Lewis ................................................................................................................90
MAIL BAG .......................................................................................................................................................91 •
Mike Spilsbury van Sasolburg ..........................................................................................................91
STOP PRESS .....................................................................................................................................................91 5
DISCLAIMER AND GREETINGS ................................................................................................................91 NEXT ISSUE & GREETINGS .........................................................................................................................92
WELCOME Welcome to our Octber issue. Welkom by ons Oktober-uitgawe.
FRONT COVER – VOORBLAD What a “classic and atmospheric” photograph!!
Stoker Sarel Potgieter and his driver Ivan
Stoker Sarel Potgieter en drywer Ivan Cooper op
Cooper on the footplate of 16E-855.
die voetplaat van die 16E 855.
16E NO 855: SCHALK BURGER 16E No 858 + 25-3511 nr Kraankuil on 17-08-1991.
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EDITORIAL – REDAKSIONEEL The year is speeding to an end, and before we know it, its Christmas time. Remember to support our South African model manufacturers. Today we have choice South African Railways, Spoornet, Prasa and Metro models to pick and choose from and to relive our past railway history. We sincerely hope that passenger traffic picks up and that the Orange Express route wil be operational soon. Many people die on the roads – we must urge people to use and utilise the railways! The security on the main line passenger trains have improved tremendously. Supervision and security on the Metro must be improved so that ordinary people can also use the Metro.
Photo via Johannes Botha
Thank you for your support Gentlemen! Without you, I cannot do this magazine!
WEPENER’S PERAMBULATIONS AND … SOME RAILWAY HISTORY • 20130921 Hi guys. Between Eensgevonden and Vet river, E 1596 & sister were heading south with a short load of fuel, also
in the consist were a 36 and 34 class diesel
heading to Bloemfontein. Hoots from the crew. The two orange 6E's are heading to Bloemfontein light, this is at Virginia.
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Greetings from the crew. Rooiblom/Ancona was the scene for the 2 blue 34's heading back to Kroonstad with a load of mielies from Wesselsbron. Rails were being replaced near Wesselsbron. 34 499 was shunting the Mondi timber siding at Friedesheim. Shots of the line between Chrisbouw and Odendaalsrus. Friedesheim saw the arrival of a load of mielies headed to Allanridge. In the station RRL's Hercules was being rescued by their 35 07 after it had failed in the section. The temporary numbers are now removed. This train was held back for the timber shunt to proceed before she was allowed to return to Welkom. 34 406 was shunting at Hennenman silos, taking an air braked load of mielies back to Kroonstad. Then a load of mielies just south of Welgelee, the silos are visible is the background. The old pump station at Kingswood. E 1484 & E 1356 headed through Boskuil heading south, the catenary guys were busy here. Just before Makwassie E 1579 & sister went south on a load of containers. Some pics of the destroyed station at Makwassie. Old rails "CGR 1890" were found in the remains of a fence on the platform. A southbound load of ore wagons being looped for a crossing with a northbound load of ore
wagons.
Both
these
trains
has
over
100
trucks
in
the
consist.
Greetings from all the crews. Cheers. J & J. 8
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Stuur asb u foto’s en stories na uloliwe@gmail.com Sonder u kan ons nie die tydskrif uitgee nie
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The Pumphouse
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PHOTO ESSAYS • Linda Jansen van Rensburg [JVR Photo-Art] • Knysna
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• Prieska: Stealing a railway station in broad day light?
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For obvious reasons the suspect’s face has been deleated - HBH
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• Redhouse Station
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• Sedgefield
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• Swartkops
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NATAL MAIN LINE • Jacobus Marais • Phelophepa at Mooi River
Note the Americanism: “Diner”; in South African English it was a dining car. 30
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• Umlaas Rd
• Cato Ridge
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• Cattle Crossing
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Freedom gives you rights; but also obligations. In order to be free one has to obey the law. To some “freedom” means you have the freedon NOT to obey the law. These cattle are crossing the Natal Main line.
• Rudi Venter
Due to technical problems at Uloliwe this is all from Rudi .... next month much, much more from Rudi ... 36
WESTERN CAPE • Francois Mattheüs
22 Sep 2013: No’s 18-685, 18-686 & 18-687 at Worcester
• Paarl – Dal Josephat
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• 18E Cab inside
• OM V2 Lennings Rail Services
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• Touws River: Willie Marais
Die paaltjie waaraan die 'inkaplig' geplaas was as die P&T die passasierstreine se wiele inkap as dit in die platform intrek op Touwsrivier...nooit kon dink dat ek jare later as treinryer Kaapse treinpersoneel by dieselfde lig sou aflos as ek as treindrywer die Trans Karoo se lokomotief bestyg nie......dieselfde plek wat ek as jong seun by die 'wheeltapper' gesit het as 'sakdraer' Pieter van Rooyen and 7 others like this. Willie Marais Daardie tyd het ek as hoërskoolleerling vakansietye by die Spoorweë gewerk as 'student' vir sakgeld terwyl my skoolmaats vakansie hou....150 staal briekblokke gehang in die op-yard op BA steenkoolvragtreine.....Brieke opgetrek onder passasierstreine langs die toilet uitlaatpyp “op-13 af” en “18-op” ....terwyl die passasiers die toilet gebruik.....onnodig om te sê...na so 'n episode moes daar gestort word en nuwe overall aangetrek word, want jy was vol k@#$%k!!!!! en dit het behoorlik gestink!!!!!!! 40
• Cape Town Sta • David Settle reporting
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Photo taken at the third class platforms
GO Garratt 2575 captured on film at Capetown
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• Durbanville: Jeanette Edwards Victor Photgraphed in an Old Age Home: Green Pastures, Durbanville
• Klein Brak River: Tubby Myburgh Tubby Myburgh has sent in a photo essay of the Klein Brak River (Little Brak River) between George and Mossel Bay. Even Rovos Rail used to pass here. [I don’t know who uses this line and when.]
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Who will join me for: “A steak, eggs & chipps and a cold Black Label?” .... or..... “Snoek, chips and a light cold white wine.......?”
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This is an area frequented by visitors and tourists. This is in one of the most picturesque areas of the Southern Cape coast. I have enjoyed many train trips in this part of the world. From Worcester to Mosselbaai; from Mosselbaai to George; from George to Knysna; and from George to Oudtshoorn. And finally from Oudtshoorn via Towerwaterpoort to Port Elizabeth. Over the Outeniqwa Pass by train is a world class experience! Today everybody just loves fast cars! Rushing of to holiday and clogging the roads! How I miss the train when going on holiday!!! For me: “The holiday starts when I get onto the train!”
TRANSVAAL [I really don’t know in which new province Grootvlei is. A guess? Mpumalanga but I know it is in the old Transvaal.] 47
• Grootvlei - Leeuspruit: Johannes Botha
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EASTERN CAPE • Masango : Jan Greyling
THE SALDANHA – SISHEN LINE -
RHODESIAN RAILWAYS -
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ARMCHAIR TRAVEL & RAILWAY HISTORY: RICHARD CLATWORTHY • American Transcontinental Railroad (Part 2)
This ruling was made public in April 1869, with the proviso that the CP would lay track to the meeting point and the UP was to build track from Ogden to the meeting point, which track the CP was to buy and own. The CP purchased 47.5 miles and leased 5 miles (the last 5 miles into Ogden) of track from UP to control 742 miles altogether. The UP had 1,085 miles from Omaha to Ogden. To me there are two probably unanswerable questions: where exactly did the two construction gangs encounter each other, and up to where had each company built grade (the more common American expression) at the time of suspension? (Sorry, that makes three questions!).
My
conclusion, based on this research, is that the UP built to Monument Point while the CP built toward Corinne. (I have discovered a statement that the CP built grade as far as Blue Creek, the 51
watercourse running alongside the industrial site referred to). Anyway, once the meeting point was announced, each company engaged in a rush of tracklaying. On the CP, the laying of 10 miles of track in a day was occasioned not by dire necessity but in making good a $10,000 bet by contracter Charles Crocker (of the Big Four) with UP Vice-President Thomas Durant. A crew of Chinamen was boosted by “eight burley Irishmen” to manhandle the rails, and the job was completed in twelve hours.
A Panoramio picture at 41-34-37/112-35-37 shows a sign
commemorating “10 miles of track laid in one day”, and as this is less than 10 niles from the meeting point it obviously denotes the completion end. Measuring 16km (10 miles) backward brings us to around 41-38-40/112-42-33. The CP track is reported to have reached the meeting site on April 30 with the “Last Spike” ceremony scheduled for 8th May. A temporary “town” was being constructed at the site. The UP apparently had catching up to do, specifically in the construction of trestle bridges, of which there were two according to a website, confirming the Google Earth evidence.
The
Wikipedia entry for the Big Fill states: “Within sight of the Big Fill, the Union Pacific line was also attempting to cross the ravine. The Union Pacific was several months behind Central Pacific, and opted to build a wooden trestle instead of using an earthen fill. The Big Trestle was built in 36 days and was completed only 5 days before the golden spike ceremony at Promontory Summit “ Regarding the “5 days before” I do not know if this means the scheduled or actual date of the ceremony – there was a two day delay. Also I do not unquestioningly accept that this does refer to the Big Fill trestle – the other one is between here and the meeting place, though it could have been completed earlier. Be that as it may, the UP reached the meeting place and constructed a triangle (or wye) a bit short of the summit – one assumed the reconstructed one seen on Google Earth is in the same place. The present one’s tailshunt divides into two tracks entering a building in which today’s replica locomotives are shedded. Nearby is a building identified by Panoramio as a visitor center. Anyway the Meeting and Last Spike ceremony was scheduled for May 8th which my computer says was a Saturday (two websites agree). However at that date the UP was assailed by a problem – the previous day at Piedmont in Wyoming, while the train carrying UP Vice President Thomas Durant was taking water, a gang of 400 workers who had not been paid for three months uncoupled and impounded his carriage and him. Arrangements were hastily made to telegraph money through, (there is a suggestion that Durant engineered the whole thing, for whatever purpose), but by now heavy rain had swollen the Weber River and partially washed out a bridge support. The cars were rolled (downhill) across one by one with the passengers crossing on foot, but the locomotive could 52
not cross and a replacement, no.119, was sent up from Ogden to take the train on, arriving at Promontory Summit at 10am on Monday May 10th. Leland Stanford, President of the CP, was already on site (and had whiled away the weekend with an excursion back to Monument Point, hence the photo described), but his journey had not been uneventful either. In Nevada his train, travelling behind the scheduled daily train, had hit a log rolled onto the track by workers who did not realise that the regular train had another following, and the locomotive Antelope was damaged. The regular train was held at its next stop, Antelope limped to reach it, and its locomotive, #60, Jupiter, took both trains forward. Thus both locomotives that faced each other at Promontory Summit were substitutes for the intended ones. Both locomotives had the 4-4-0 wheel arrangement with outside cylinders, a type loosely known as American (4-4-0s with inside cylinders were similarly known as British). CP’s Jupiter had 60” (5’0”) coupled wheels, two cylinders 16” x 24”, 110psi boiler pressure and weighed 65,450lb (about 29 and a quarter tons) without tender. UP’s 119 had rather smaller coupled wheels at 54”, same size cylinders and was apparently rather lighter (no further specifications found). Jupiter burnt wood and consequently had a bulbous spark-arresting smokestack – coal-burning 119 had a conventional straight-sided stack. Both engines were relatively new: Jupiter had been built in the works at Schenectady, New York, and shipped around Cape Horn; 119 had been built by Rogers at Paterson, New Jersey and presumably ferried across the Missouri. To quote Michael W. Johnson, Director of the Utah History Fair, Utah State Universiy: “A Chinese crew leveled the gap between the rails shortly before eleven. Then a white crew of Union Pacific workers laid the rail on the north side of the gap, and a cleanly frocked Chinese crew laid the final rail for the Central. A few spikes were left to be driven near the junction point.” The rails would have been cut to length in readiness. Now an argument arose as to who should drive the last spike, resolved by agreement that Durant and Stanford should simultaneously drive in an iron spike each, after ceremonially “driving” silver and gold spikes into pre-drilled holes in a laurel crosstie (I do not know the significance of the wood). Each of them received a golden spike from California, and respectively a silver spike from Nevada and a silver alloy one from Arizona. These were placed in the prepared holes. After speeches the two main dignitories stepped forward to drive in the final iron spikes. Stanford’s spike and hammer were wired up to complete an electrical circuit and send a signal along telegraph wires nationwide. In the event it appears that both men missed their spikes – Stanford tapped his spike to make the contact and the signal was received in Washington at 2.47pm, two hours ahead of Promontory time – the time was not recorded locally (no official time zones or even standardised time then but there is 38 degrees longitude difference). A few more blows were necessary to set the 53
spikes, and the precious metal ones were recovered. The laurel crosstie was recovered and replaced by a conventional pine one, and souvenir hunters started paring slivers of laurel until a knife broke and the flying blade inflicted an arterial cut, fortunately not fatal. The remains of the laurel crosstie accompanied Stanford back to California. The engineers then drew their trains forward until the “pilots” (cowcatchers to us) made contact. Then under the direction of photographers the two engineers stood on the pilots with arms, wine bottle in hand, outstretched toward each other, while the two Chief Engineers – Crocker and Grenville Dodge - shook hands in the foreground. In fact, reading onward, I find myself overwhelmed by fascinating detail and can only recommend reading Michael Johnson’s full article: http://history.utah.gov/historical_society/educational_resources/lesson_plans/documents/ArticleRe ndezvousatPromontoryEDITED.pdf . Google Earth imagery shows the replica locomotives standing on replaced track, which one trusts is laid faithfully in position, on the line of the CP formation. Behind the tender of the UP loco the track bends to the south, to gain the UP formation, and continues to the wye and visitor center mentioned above. Beyond the wye there is sufficient headshunt to accomodte a locomotive, then the track ends. From the convergence point the UP track extends westward as a spur for 440m, continuing as a road. Behind Jupiter’s (CP) tender there is a switch (points) with a spur running west for 150m. The main line continues for 385m from the tender. While the occasion was momentous, it allowed some pedantry – while the railway facilitated transContinental travel, with a ferry ‘cross the Missouri, it was not a coast-to-coast railway – there was the ferry just mentioned, and Sacramento was 50 miles from the sea. The second objection was wiped out later in 1869 with a rail link to San Francisco Bay, while at the other end the UP had a branch from Cheyenne, Wyoming, to Denver, Colorado. On 15th August 1870 the Kansas Pacific Railway completed a bridge over the Comanche Creek at Strasburg, Colorado to link Denver to the east and the chain was completed. The 25th of March 1873 saw the completion of a bridge over the Missouri River between Omaha and Council Bluffs, Iowa, giving Union Pacific a connection to Chicago and the east. To go back to Promontory Summit: initially this remained an interchange point, with CP and UP locomotives turning on the wye and taking over trains brought in by the other company. Initially passengers had to transfer from one train to another but soon through passenger trains, including Pullman cars, were operating. Both companies had station buildings of a sort and a town arose on 54
the site but water and all supplies had to be brought in. It is in fact clear that while an official meeting point had to be chosen within the limits of overlapping grade construction, it was recognised that the handover point had to be at a watered settlement and that was why UP was ordered to sell the track to Ogden to CP, that city having already been chosen – Corinne, as well as being “gentile”, was that much further from Salt Lake City. It will be recalled that UP had laid the track from Ogden to Promontory Summit, with two timber trestles built rather hastily, and CP were understandably not very happy about running trains over them. The usual remedy in such situations is to convert the trestle to an embankment, or fill, by tipping soil into and around the trestle. However here CP had perfectly good embankments of their own, so they laid tracks over them, between them and at each end to a convenient crossover point where the tracks were close alongside. These we have seen on our outward journey from Ogden to be between 41-38-42/112-28-27 and 41-37-39/112-32-00, which measures about 7km, or nearly 5 miles, conforming to a website statement of 4 miles. Some websites make the point that, for all the duplicated formation, there was no parallel track – however presumably trains continued to work over the UP track while the CP rails were laid, so there was that much track duplication. Completion of the project was in February 1870. To the east, the Mormons of Salt Lake City were not going to let the “gentiles” of Corinne get away with their usurpation of the Montana Trail traffic. The Utah Northern Railway was formed to follow an alternative route into Idaho with a 3’ gauge line via the Cache Valley.
The
commencement site was at Three Mile Creek, or Perry, (3 miles from Brigham City?), the point where the UP (now CP) line north out of Ogden turned north-west towards Corinne. The first sod was turned on 24th August 1871 and the line headed north through Brigham City, which had been by-passed by the transcontinental line. Progress was slow, by February 1873 they had reached Logan and in May 1874 they reached Franklin in Idaho, where the terminus stayed for several years. In the meantime they had built a branch south-westward to Corinne from a point north of Brigham City, opened in May 1873, and had extended the line back from the starting point to Ogden, opened in May 1874 (their 3ft. gauge line parallelling the transcontinental’s standard gauge line). In January 1870 Salt Lake City had been linked to Ogden by the Utah Central Railroad, giving it access to the Transcontinental line. In April 1878 the Union Pacific bought the Utah Northern, changed its name to Utah and Northern, resumed construction northward into Montana, and ultimately converted the line to standard gauge. The link to Corinne from the north-east had long been closed but Corinne had enjoyed nearly 10 years of trans-shipment business. To remain with Corinne, in 1906 UP completed a line from Brigham City west to Corinne and north-westward to Malad in Idaho, once a stop on the Montana Trail.
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To go back to the beginning: there was another railroad in California, the Southern Pacific, started in 1865 to connect San Francisco and San Diego. In 1868 it was purchased by The Big Four and from 1870 onwards it was progressively merged with the CP – different websites talk about a lease, essentially it subsumed the latter and by 1885 the western part of the Transcontinental line was operating under the name Southern Pacific (SP). In 1901 it was merged with the Union Pacific but in 1913 UP was forced to give it up and it reverted to SP. It was during this time that a change of route took place. From a little above the lake surface level of about 1283m on the north-eastern corner of the Great Salt Lake the line climbed 217m (over 700 ft.) to Promontory Summit, then descended almost as much to 1290m at the head of the eastern arm near Corinne, the drop to Blue Creek at 1336m being on a 2% gradient, one in fifty (for comparison, the maximum gradient in most of southern Africa is 1:40). To save this climb and drop, and to provide a more direct route, in 1904 the SP commemced a new route from Lucin on the Nevada-Utah border, south-eastward in a nearly straight line to a point on the west shore of the lake at about the same latitude as the tip of the promontory.
Here a timber trestle was built across the comparatively shallow lake straight
eastward to make a landfall at the point of the promontory, validly named Promontory Point and making the earlier mis-naming of Promontory Summit especially unfortunate. From here another shorter trestle crossed the north-eastern arm of the lake to give a straight line continuation to Ogden. This line, the Lucin cut-off, saved 43 miles in distance as well as the altitude climb and drop. I did see one source which indicated that initially passenger trains remained on the original route, and I can see that the long overwater trestle could cause disquiet to nervous passengers, but traffic on the original line fell away and by the late ‘30s had dwindled to almost nothing, though a website records a significant track repair in 1938. In 1942 the track was lifted for the war effort, starting with a ceremonial withdrawal of the first spike. As well as the track between Lucin and Corinne, the direct line between Corinne and Perry was lifted – track through Corinne and over the Bear River Bridge remained as part of the UP Brigham City to Malad line. In the late ‘50s a program was commenced to replace the ageing trestles by a causeway across the northern arms of the lake. This was rock and soil fill alongside the trestles, with, according to one website, three x 100 foot (30m) openings which I deduce must be one on the east side of the point and two on the west. In fact, studying the Google Earth image: in the middle of the eastern causeway is a bridged gap 150m long, with clear swirl marks; along the west causeway are two 10 metre openings and at the west shore a 70m gap with clear indication of flow. (I wonder if the website meant 30ft openings?) Anyway this obstruction to the natural circulation of water has major ecological implications.
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The lake receives inflow water off the Wasatch Mountains to the east via, south to north, the Provo, Weber, Ogden and Bear Rivers. The Provo River flows ino Lake Utah from which an outflow, the Jordan River, flows north into the southern arm of the lake. The Weber and Ogden also flow into the southern arm, just south of the causeway. The Bear River flows into the north-eastern arm. There is virtually no regular inflow into the north-western arm, the Indian Creek being heavily tapped for irrigation (41-47-20/110-07-20).
Obviously evaporation takes place over the entire
surface. Previously, natural circulation kept the salinity more or less even, and the trestle did not interfere with the process. However the restricted openings into the north-western arm, with a small amount of seepage through the embankment, meant that evaporative losses were replaced by salt water and the salinity in that arm has progressively increased. The opening at the west shore is an attempt to ease the situation, and the eastern causeway has no doubt had its opening widened – I see the north-eastern arm is sub-divided, with another causeway with a similar opening higher up. An effect of the increased salinity in the north-western arm is that the denser solution can “balance” a slightly higher column of less dense solution, so the level is noticeably lower to the north of the causeway. The most important effect is that on the salt-water shrimp, an impertant biological resource. The north-western arm is now effectively sterile, while at the southern end the water may sometimes become too fresh for the shrimps’ liking, resulting in a drop in the population. I wonder if the compartmentation in the north-eastern arm may be an attempt to maintain a balanced salinity level. The lake surface level is subject to fluctuation and due to its shallowness this can affect the shoreline considerably. From a historical high in 1873 of 4,212 ft. above sea level it dropped to 4,193 ft. in 1963 before rising again to the historical high figure in 1988. This converts to just over 1,284m, one metre higher than that indicated on 2011 Google Earth imagery. Its surface area has varied from about 2,400 square miles (6,200 square km) at its highest levels to about 950 square miles (2,460 square km) at its lowest level in 1963. In 1957 a chemical company, ATK Thiokol, which was in the business of producing rocket fuel, needed a test site which was remote but accessible, and chose the site of an abandoned Air Force runway near the disused transcontinental roadbed
at Blue Creek.
The company wished to
reinstate the rail link from Corinne and the Federal government was willing to extend the tracks to the Summit, now proclaimed a Historic Site. However local farmers objected and the project fell through. Nimbyism is worldwide! The site entrance is at 41-39-31/112-26-25, with Panoramio photos of “stuffed and mounted” gateguard rockets and, nearby, more pictures of (horizontal) test firing. 57
• Locomotive Types: Garratt, Six-Coupled, 4’ 9” Wheels, 3’ 6” Gauge: 1. South African Railways Class GG (1925): 2-6-2, 2-cylinder units, TE* 39900 lb, one loco. Largest of SAR first generation Garratts, for assessment as fast passenger loco but unsteady at speed, superseded by 4-8-2s from Baldwin and Alco (classes 15C, 15CA) with same coupled wheels, superior T.E. (42,440 lb), steadier and “Straight” so the GG was not repeated. 2. New Zealand Government Railways Class G (1928): 4-6-2, 3-cyl. units, TE 51580lb Two locos plus one delivered as spares, not assembled. Middle cylinder worked by Gresley’s conjugated valve gear with the problems associated with the system. Excessively powerful, capable of hauling trains too long for crossing sidings. To me, with the wisdom of hindsight, the logical solution would be to blank off the middle cylinders, rotate the wheels on the axles to 90 degrees instead of 120, with replacement of the crank axles with plain ones, to give adequately powered, straightforward maintenance 4-cylinder locomotives. However they chose to use the frames to build, with appropriately-sized boilers, six Straight Pacifics , retaining the problems of the Gresley gear. Consequently they were early candidates for withdrawal. 3. Sudan Railways (1936-7): 4-6-4, 2-cyl units, T.E. 38400 lb, ten locos. For light (50 lb/yd) track, maximum carrying wheels for maximum water capacity. Worked alright but on unballasted track the passage of the front unit caused sand to be blown into the air, to cause excessive wear in the rear unit. In 1949 they were sold to Rhodesia Railways, who owned a growing fleet of similar locomotives derived from them. However they did not take kindly to the change from oil to coal firing and in 1964 they were passed on to the Camino de Ferro de Mozambique (CFM) for use on the Beira-Umtali line, where they survived until the civil war. 4.
Rhodesia Railways 15th class (1940, 1947,1949-52): 4-6-4, 2-cyl. Units, T.E. 37720/41908 lb.
(180/200 psi boiler pressure), 74 locos. Intended as passenger locos for the Mafeking-Bulawayo line through Bechuanaland (Botswana), owned by RR but operated by SAR with RR locos. It was laid with 60lb/yd rail and neither railway was pepared to invest in heavier track. (For their internal main line, RR planned a 4-8-2 similar to the SAR 15CA.) The use of Garratts on the Bechuanaland line was conditional on certain bridges being strengthened and the outbreak of war prevented this, so the four Garratts worked in Southern Rhodesia and so impressed the authorities with their performance that after the war ten more were ordered and then 60 more followed.
The later orders had higher boiler pressure and
were classified as 15A but as boilers were swapped round with maintenance the distinction was meaningless (and later abandoned). The class worked the mainline throughout Southern and 58
Northern Rhodesia (infrequently east of Salisbury but they did occasionally work to Umtali) and in 1966 onto the Botswana line, reaching Mafeking at last! (RR now worked the line themselves.) As they became displaced by diesels on the main line they moved onto certain branches, though they were less effective there than double-2-8-2s with 4’0” wheels. About 8 went to Zambia at the splitup. In 1978-80 30 were refurbished with roller bearings. Several ran up over 2 million miles by the time that they were displaced by diesels. A few were returned from storage and now work tourist trains as well as shunting while others may be restorable, as one hopes 398 will be in New Zealand. On seeing 398 and learning of the service rendered by the class, New Zealanders, aware of the precipitate abandonment of their own two similar locos, can only say “If only . . .” * All Tractive Efforts @ 75% bp.
• Railway History • Cape Government Railways: Jan van Breda
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• Railway Grave: E Cape: Jan Greyling • Henry Charles Cox (1865 - 1887)
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RAILWAY ART • Christel Herselman
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RAILWAYANA • Marie Myburgh Die goeie ou dae saam met spoornet, trokdienste Vryheid-Oos 1990 toe ons al die items gekry het om die nuwe naam Spoornet te vier en help adverteer. Mis al my vriende dit was waarlik goeie jare. Het begin by spoorweg 1987 by Mandini en toe Paulpietersburg:
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RAIL IMMIGRANTS FRON NZ: MEL TURNER & QT Hennie, Tried to phone Ray Ellis earlier in the week, now I know why he was not contactable. Thought his trip to South Africa was later this month, had not spoken on the phone with him since June.
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The list I sent earlier of the second tranche shipment on the BBC Carolina is accurate, it lines up with the Durban observations. Locomotives on the Aurizon 2013 disposal tender, all purchased by Apex Australia (dealer): 1720 Class Clyde GL18C 1743D 67-525 1967 1759D 66-639 1968 1762D 64-642 1968 1763D 64-643 1968 1773D 70-690 1970 2100 Class Clyde/EMD GL26C 2122F 72-750 1972 7 x 2150 Class Clyde/EMD GL26C-2 2155D 79-906 1979 2156D 79-907 1979 2157D 79-908 1979 2159D 79-910 1979 2160D 79-911 1979 2161D 79-912 1979 2162D 79-913 1979 3 x 2170 Class Clyde/EMD GL26C-2 2172F 82-1102 1982 2185D 83-1150 1983 2204D 83-1168 1983 2400 Class Clyde/EMD GL22C 2412D 72-854 1977 3100 Class Comeng/Hitachi (3100 Class is also model; QGN number is also builders number) 3104 1986 KiwiRail DQ Class (ex QGR 1460 Class) trans-shipped from New Zealand, owned by NREC Australia 2 x Clyde/EMD G12C 6324 (1473) 64-361 1964 6376 (1467) 64-355 1964
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Unaware at what point the ownershio was transfered to RRL Grindrod and AR&TS
SA METRO RAIL
METRO Cape Metropole: David Settle
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Old SAR livery!
Cape Town - Malmesbury
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• Durban Metropole • Cato Ridge: Jacobus Marais
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• METRO: WESTERN CAPE • Paarl: Francois Mattheüs
Bergrivier, Paarl, Cape
• METRO: EAST LONDON -
GAUTRAIN
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Both sides of the Gautrain Card.
• Gautrain News: Compiled by Johan Jacobs
Gautrain Photo Competition: Capture, Share, Win and Grow with Gautrain. It's a new way to experience the world ‌public transport.
Capture public transport as you see it, share how your life has grown by using Gautrain as public transport and stand a chance to win fun prizes 73
The way the competition works: For five weeks running from 30 September 2013, there are five different topics of which relevant photos should be taken – a topic a week. Take Instagram, twitter pictures each week according to the topic, share on Instagram or Twitter using #gautrain or post on Gautrain’s Facebook page (www.facebook.com/Gautrain). You could be the lucky winner for the week. From weekly winners, and overall winner will be decided upon. Weekly announcements will be made of successful submissions. • • • • •
Week of 30 September - Travel grows smooth with public transport Week of 07 October - Communities grow with public transport Week of 14 October - Cities grow greener with public transport Week of 21 October - Energy efficiency grows with public transport Week of 28 October - City economies grow dynamic with public transport
Use Instagram or one of the many mobile photo editor apps on your smartphone to transform its look and feel, then share on Instagram or Twitter with the hashtag #gautrain — it's that easy. Oh yeah, the prizes are: • •
Weekly winner gets Gautrain Gold Card loaded with R1,000.00 Overall winner gets a Samsung GALLARY Camera GC100.
The criteria according to which your submitted a picture will be judged are: • • • • • •
How subject matter relates to competition topic, week by week Composition Lighting and the effect it has on the subject matter Strength of image, does it hold the viewer’s interest Creative interpretation of the scene/subject Creative use of photo editing application
Winners will be announced by: 74
• • • • • •
Week one’s winner – 11 October Week two’s winner - 18 October Week three’s winner – 25 October Week four’s winner – 1 November Week five’s winner – 8 November Overall winner – 15 November
The judges’ decision rules! • Explore Johannesburg with your family on weekends! The Johannesburg City Sightseeing tour provides a unique way of exploring this fascinating, culturally and historically rich city and opens up a whole new side to the streets of Gold.
Stops along the route, which will begin at the Gautrain Station @ Park, are: Gandhi Square, the Roof of Africa, at the Carlton Centre, the James Hall Transport Museum, the Apartheid Museum and Gold Reef City, the Mining District, the World of Beer, Newtown Precinct, the Origins Centre, Wits Campus and Constitution Hill. With a Tour Office at Gold Reef City Hotel and with Bus Stop 1 at Gautrain Station @ Park, you can be assured of safe and secure departure points. I’ve been charged the wrong amount. What is the refund process? Before claiming for a refund, passengers are advised to check that the claim is not due to a misunderstanding on the part of the passenger regarding correct usage of the system and respective charges that apply.
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• Refund applications should be submitted by filling in an application form available at each station • Refund requests cannot be processed through the call centre or website. Each form is uniquely numbered and progress with the application can be tracked by logging on to the web site and completing the “Contact Us” page that will register a query on the Customer Service Query Desk and which will issue you with a reference number. (http://join.gautrain.co.za/Contact.aspx) • Several applications are however slightly more complicated to assess since they require verification against bank statements etc. These do take slightly longer to process and patience is appreciated. • An administration fee will be levied for any refund application due to a misunderstanding on the part of a passenger regarding the correct usage of the system and respective charges that apply. Lost and found All lost and unattended items or luggage is kept at a Security holding facility. The Lost and Found Security Administrator is situated at Midrand Station and can be contacted on the following numbers: • Midrand Station Lost and Found: (011) 253 0352/3 • Security Control Centre: (011) 253 0006/7
RAILWAY POLICE: BRIG RONNIE BEYL (Reprinted from the eNONGQAI Vol 4 No 10 & sent in by Brig Beyl)
• SASP-Reunie Hennie: Die re-unie vir die oud SASP lede en hulle families vind plaas op Saterdag 19 Oktober 2013, vanaf 09:00 by die Poloklub te Addo. Dit gaan 'n lekker kuier geleentheid wees met 'n skaapbraai en die gaste sal vermaak word deur die sangeres Bianca Rademan, 'n plaaslike sangeres van die Oos Kaap. Lede van so ver as Witbank het reeds plek bespreek en blyplek bekom. Die lede het ook geleentheid om 'n besoek aan Slagboom en die Addo Olifantpark te bring terwyl hulle in die 76
omgewing is. Belangstellendes kan my kontak vir verdere besonderhede. Groete, Ronnie.
• The railway accident in which Chief Luthuli died / Die treinongeluk waarin hoofman Albert Lutuli gesterf het: Andries Burger Terwyl ek 'n speurdersersant op Stanger was, was ek een aand vir ʼn botsing by die kruising te Groutville uitgeroep. Met my aankoms by die spooroorgang was daar al ʼn menigte mense wat daar saamgedrom het. Ek het voortgegaan met my ondersoek en gesien dat die bestuurder van die motor, wat met die trein gebots het, reeds oorlede was. Ek het toe by die omstanders gevra of hulle die oorlede geken het. Hulle het geantwoord dat dit Albert Lutuli was, maar die naam het nie ʼn klokkie by my gelui nie. In my onkunde oor wie die oorledene was, het ek die normale prosedure van opmetings, foto’s neem en uitkenning van die lyk gereël. Daardie jare het ons sommer die lyk met die vangwa na die lykshuis vervoer. Ek en speurdersersant Ernest Mahkatini het die lyk in die vangwa gelaai en na die lykshuis op Stanger geneem. Met aankoms by die aanklagtekantoor het ek die inligting aangaande die botsing aan Durban aanklagtekantoor gestuur, wat op hulle beurt weer die misdaadopgawe saamgestel en dit soggens aan die Bevelvoerende offisier se kantoor gestuur het. Vroeg die volgende oggend het speurder-sersant Charlie Lewis by my op Stanger aangemeld en gesê hy het opdrag ontvang om die ondersoek van die vorige aand se oorgangbotsing by my oor te neem. Ek was verbaas want ek het elke week G.O.S.(geregtelike nadoodse ondersoeke) gehad en ek het nie verstaan wat dié een so besonder gemaak het dat hy, in plaas van myself, dit moes ondersoek nie. Hy het my toe ingelig dat hierdie saak nie sommer so saak was nie, want die oorlede was niemand anders as Albert Lutuli nie. Nadat hy aan my verduidelik het wie die oorlede nou eintlik was, het ek verstaan waarom dié saak nie sommer enige saak was nie, maar kon nog steeds nie verstaan waarom ek nie die ondersoek kon voltooi het nie.
• Mounted Railway Detective /Die Spoorwegpolisie se beredepolisieman In 1964 is speurdersersant King van Stanger aan ʼn hartaanval oorlede, en ek was vanaf Durban na Stanger as seksie-speurder oorgeplaas. Sersant Thys Kritzinger was toe die posbevelvoerder en 77
daar was net een polisievoertuig op die stasie, en dié was aan die speurdersersant toegeken. Daar was twee swart speurders saam met my en ek het vir speurdersersant Ernest Makhatini geleer om die polisievoertuig te bestuur. Die bestuur van die suikerplase het op daardie stadium hulle lande met perde gepatrolleer en het later besluit om na veldfietse oor te skakel. Hulle het toe ʼn aantal perde gehad waar voor hulle nie meer ʼn gebruik gehad het nie. Die daaropvolgende naweek het ek Durban toe gery en vir my ʼn saal, toom, roskam en ander bybehore gekoop wat jy vir die versorging van ʼn perd nodig gehad het. Die perd moes eet en ek het ʼn voorraad pitvoer en lusern gekoop. Stanger se polisiekantore was in ʼn ou huis geleë en ek het die motorhuis in ʼn stal verander en die buitegeboue as ʼn stoorkamer gebruik. Ek het reeds met die eienaars van die suikerplase gepraat oor die koop van een van die perde. Speurdersersant Ernest het my met die vangwa na die suikerplaas geneem en, nadat ek vir my ʼn perd gekoop het, het ek met hom na Stanger teruggery en op stal gesit. Volgens die eienaars was die perd op Standerton geteel en sy naam was toevallig “Tsotsi”; die naam het nogal ingepas by die tipe werk wat hy sou moes doen. So het ek begin om met die perd ondersoeke te doen en wanneer ek of sersant Ernest nie die voertuig gebruik het nie, kon die posbevelvoerder dit plaaslik gebruik het. So het die Spoorwegpolisie se nie-amptelike beredepolisie begin en die storie van die “Lone Rider” het gou bekend geword. Op ʼn dag het sersant Thys die possak oopgemaak wat vanaf die bevelvoerende offisier se kantoor gekom het en ek het gehoor hoe hy in sy kantoor geskaterlag het. Die volgende oomblik het hy na my geroep en gesê dat ek na sy kantoor moes kom. Hy het ʼn posstuk aan my oorhandig wat hy uit die possak gehaal het. Dit is toe magtiging vir die aankoop van ‘n saal, toom, roskam en die ander items wat ek gekoop het om die perd te versorg. Die matiging het ook die aankoop van pitvoer en lusern ingesluit. Aan die posstuk was daar ʼn aansoek met my handtekening daarop waarin “ek” aansoek gedoen het vir die items. Ek het vir sersant Thys gevra of dit hy was wat die aansoek namens my ingedien het, maar hy het net gelag en ontken dat dit hy was. Ek het geweet dat dit net een van drie persone op Hoofkantoor kon gewees het wat die aansoek ingedien het. Nadat ek twee van die drie persone wie ek vermoed het dit kon wees geskakel het, het Oom Piet van Rooyen erken dat dit hy was wat die aansoek namens my ingedien het.
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Hy het gesê dat dit heelwat oorreding gekos het om die bevelvoerende offisier sover te kry om die aan soek goed te keur. Hy het namens my vir die goedkeuring gepleit asof dit ek was wat die aansoek ingedien het. Op ʼn dag het kaptein Pretorius by die polisiekantoor stilgehou en reguit stalle toe gestap. Na ʼn tydjie het hy by die aanklagtekantoor aangekom en gesê dat hy die inspeksie sommer by die stalle begin het. So het ek en Tsotsi soort van ʼn legende in die Stanger omgewing geword. Ek het talle benoude oomblikke met Tsotsi gehad wanneer ek kortpad langs die spoorlyn gevat het en die treindrywer my gegroet het deur die trein se fluit te blaas. Wanneer die gefluit van die trein in ʼn “cutting” gebeur het, het dit die situasie vererger. Tsotsi kon net nooit aan die treinfluit en die geraas van die rollende treinwiele gewoond raak nie. In 1967 was ek na Pietersburg verplaas en so het Tsotsi ook ʼn departemente verplasing na Pietersburg gekry. Hy was per spoorwegtrok vanaf Stanger na Pietersburg vervoer. Toe ek vanaf Pietersburg verplaas is, het ek Tsotsi aan ʼn plaaslike boer verkoop.
Andries Burger was met die amalgamasie ‘n kaptein te Port Elizabeth vanwaar hy na Pietersburg verplaas was. Later jare was hy bevelvoerder van die onluste eenheid en het as hoof van die provinsie se logistieke afdeling, as kolonel te Pietersburg afgetree.
Hy woon tans in Bethlehem en voer ‘n stryd teen die groot K.
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RAILWAY PEOPLE – SPOORWEGMENSE • Vryheid East / Vryheid-Oos: Foto: Marie Myburgh
Hi dis al name waaraan ek nou kan dink wat op Facebook is, party keer is dit net die vrou wat op is en haar man is nog steeds in diens by Spoornet, dat sy hom op so manier kan betrek. Baie dankie dat jy ons accecept het, dit sal lekker wees om ou herinneringe met mekaar te kan deel. Marie Myburgh
Hendrik Earle Ablie Pieterse Okkie Brits Gideon Heineman
Senior Posisie, Vryheid–Oos Sekuriteit, Vryheid-Oos Spoorbaan, Vryheid-Oos Treindrywer, Vryheid-Oos 80
Miranda Bouwer Senior Klerk, Vryheid-Oos As Muller Mary Tredoux Haar man Sharkie was ‘n treindrywer nou oorlede Vryheid-Oos Sonja Brown Haar man Henry Brown nog steeds spoorbane, slegs sy seun verskyn op Facebook, Vryheid-Oos Wilma Marx Haar man Frikkie Marx is nog steeds by beplanning, Vryheid-Oos Marie Myburgh Ontvangsdame van trokdienste Vryheid-Oos Henry Schwartz Hoofklerk, Mandini Thelma Schwartz Senior Klerk (Hul verskyn saam op Facebook) Mandini. • Visitor from Australia: Ray Ellis
Ray Ellis on arrival in South Africa from Australia – note the “T”-shirt.
PREVIOUS ISSUES OF ULOLIWE For previous all previous issues of Uloliwe click on: http://issuu.com/hennieheymans/docs
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RAIL HUMOUR BOOK SHELF
LEGAL AFRICA • Law & Rail
http://www.jklsafrica.com/
RAILWAY HISTORY GROUP: WALLY GREIG
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RMIG: L Penning
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SOUTH AFRICAN AIRWAYS • Johannes Botha
• Jan Smuts Airport: Paul Mills
RAILWAY MODELING Model German Railway Gun Johannes Botha
Who can identify this railway gun?
Hennie, Recently Johannes Botha was wondering about the identity of a German Railway Gun. (p110, Uloliwe Vol4, issue 9). It looks similar to a Lima Model I brought in about 1980, and I have in a box with the catalog number "30 9319". Was Johannes' model repainted? There is a good article on the Internet about this gun at http://en.wikipedia.org/wiki/Krupp_K5 This page includes some photos of the real thing. In summary: The gun was developed in the 1930s and saw service in WW2. Two were 84
captured and shipped to the USA, and is now at Fort Lee in Virginia. Technical details of Krupp K5: Barrel Length: 21.5 Metres Caliber: 283mm Rifling: 12 x 7mm deep grooves Aiming was achieved either by using a curved piece of track, of constructing a "Vรถgele Turntable" in front of it such the the forward bogies were perpendicular to the main track. I've attached some photos of my model: Trevor Alborough
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Hallo Trevor, I shall place your letter in the Uloliwe - thanks for your interest. I was so busy with my police & national security magazine. You must have look - there are sometimes APC's and the newest Police Train was featured recently. Is your model a Lima? Best regards & keep in touch! Thanks Hennie, I resent my email, slightly reworded and with better pictures, so I rather you used that one in the magazine. My model was made by Lima. Yes, I do look at both your publications, very interesting. Although I only served as a National Serviceman I find the articles very interesting. I think time and circumstance has given us a freedom to tell our stories and write them down for future generations. I like the concept of remembering the past without trying to live in the past which you encourage. When I was at school I was not too interested in history, but in recent times been reading about the Anglo Boer War, and the political build up to it. And when read about the British claims about the Boer arms build up and the safety of the citizens of J'burg that I thought "that sounds like the weapons of mass destruction stories we heard about Iraq". The lessons of our generation should be past on to the next, hopefully they are wise enough to learn from them. Dear Trevor, I have just finished the Police & National Security Magazine. Now to do the railway magazine - I shall publish you letter in both magazines. The "Boer War" was only about money ... or to put it in another way: Counties have no friends, only vested interests - like people, countries also sometimes have evil minds. But, one can understand the root causes of the Anglo Boer War - who was the winner? The model is not a Lima – it is a model that was built Greetings, HBH 87
NEWS -
PRESS RELEASE • [ZA] Vossloh EuroDual and Euro4000 for Prasa
Vossloh Rail Vehicles has updated its online reference list. According to this list, the Valencia based manufacturer is to supply 50 four-axle EURO Dual locomotives to South African leasing company Swifambo. But that's not all. 20 six-axle EURO 4000 locomotives are part of the deal as well. The locomotives will be leased to South African operator Prasa and will be used to modernize passenger services according to this article: link. A remarkable fact is that the article was published back in August 2012 and already mentioned the purchase of 88 Dual locomotives. However, it seems that the order has been slightly reduced to a total of 70. http://www.railcolor.net/index.php?nav=1405330&id=5501&action=dview (via Rudi V)
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RAIL HUMOUR • Darling: David Settle
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PANDORA’S BOX
RAILWAY ARCHEOLOGY -
RAILWAY HISTORY • Soul of a Railway: C Lewis The section from Assegaaibos to Joubertina is now available for perusal. As usual we value your comments and, especially, your corrections and criticisms. https://sites.google.com/site/soulorailway/home/system-3-1/part-5---assegaaibos--joubertina Please adjust your image if necessary, the photos are not meant to be displayed wider than 25cm. After that they get increasingly fuzzy. With thanks,
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Charlie Lewis
MAIL BAG • Mike Spilsbury van Sasolburg Hennie. Ek is Mike Spilsbury van Sasolburg. My vriend Biebie van Harrismith het vir my jou nommer gegee en gevra dat ek vir jou kan vra oor die geskiedenis van die spoorlyn en ook die van die Durbanse hawe. Ek is ook besig om van "my" mense se geskiedenis te versamel. Dit is nogal moeilik soos ek glo jy sal weet. My groot oupa grootjie Henry het in Durban aangekom toe daar nog feitlik niks daar was behalwe 6 sooi huise. Die oupa Henry het 'n besigheid daar in Durban begin om ossewaens te bou en verkoop en hy het ook transport na die binneland gedoen. (Tot op Harrismith.) Ek verstaan hy het ook iets te doen gehad met die spoorlyn se ontstaan. Dit wil ek ook graag wil weet of dit waar is. Daar is 'n kaai (wharf) wat sy seun Wilson gemaak het wat vandag nog na hom vernoem is. Ek wil baie graag meer daarvan wil weet as jy my dalk sal kan help met enige inligting. Ek sal enige inligting oor "my" voorouers se doen en late wil kry as jy dalk iets van hulle het. Ek sal dit waardeer. Groete. Mike.
STOP PRESS DISCLAIMER AND GREETINGS We don’t like legalize, but it has to be there, so read the small print ….
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Readers and/or Viewers may use content from The Uloliwe for non-commercial purposes on condition that such material is attributed to The Uloliwe and appropriate acknowledgement is given to the author and source. Where it is clear that any material and/or comment is not made by The Uloliwe, this must be clearly stated. The Uloliwe makes every reasonable attempt to screen or edit content in The Uloliwe by third parties, but does not accept any liability for illegal, defamatory or obscene content. Readers and/or Viewers are encouraged to inform The Uloliwe of any content that may be offensive or illegal. Save where the views expressed are clearly those of The Uloliwe, no responsibility is accepted for the view of other contributors. The Uloliwe does not accept any liability, nor will it be responsible for any damages howsoever arising when this information is obtained and/or utilised in an unauthorised and/or illegal manner. All advertisements are placed in the interest of our Readers and/or Viewers. Such advertisements are placed free of charge at the discretion of The Uloliwe. The Uloliwe does not accept any liability nor will The Uloliwe be responsible for any damages howsoever arising from such advertisements. The main purpose of adverts is to be of an informative nature.
Photo : Francois Mattheus: Dal Josafat - Paarl: Donderdag 26 Sep 2013
NEXT ISSUE & GREETINGS The next issue of “The Ulolwe” will be Vol 4 No 11 and will be published, DV, sometime during late November 2013. Send in your comments, anecdotes and photographs please. Take care! Issue / Volgende Uitgawe Stuur solank u stories, herinneringe en eie foto’s aan uloliwe@gmail.com in jpg-formaat Hennie Heymans – Pretoria, ZA
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