The Ulolwe by Hennie Heymans, Nongqai Publications

THE ULOLWE SOUTH AFRICA – SUID-AFRIKA A monthly railway research / historical publication ‘n Maandelikse spoorweg historiese en navorsing publikasie Un-official / Nie Amptelik

Patron – Les Pivnic - Beskermheer “Everything to do with the former South African Railways & Transnet; i.e. Railway Stations, Harbours, Airways, RMT, SAR Police, Lighthouses, Pipelines, Catering, SAR Models, Diagrams of Locomotives etc and books on the Railways in Southern Africa”

Hennie Heymans, Pretoria, South Africa heymanshb@gmail.com April 2011 Vol 2 No 4 (Revised)

Photo by Johan Botha – Airbus A332 ZS-SXY

Contents - Inhoud Photo by Johan Botha – Airbus A332 ZS-SXY .......................................................................... 1 Our Main Story – Second World War – SAR Hospital Trains ....................................................... 5 A JOURNEY AHEAD ..................................................................................................................... 5 Repatriation of Sick and Disabled Italian Prisoners of War................................................... 5 By WO II RS TOMS - Zonderwater ........................................................................................... 5 Illustrated by Lt-Comdr FH Sibson .......................................................................................... 5 Zambian Railway Coach – Capital Park ........................................................................................... 9 SAR Catering Divison – SAS Verversingsafdeling.......................................................................... 9 Carlos Vieira ................................................................................................................................. 9 The Blue Room Johannesburg Station – Die Bloukamer Johannesburg-stasie.................... 9 19D 3369 Lorraine Gold Mines - HBH ............................................................................................ 14 ??-Truck - Greylingstad – 7 Dec 2010 - HBH .......................................................................... 15 SAR 3’ 6’’ Gauge Wagon Drawings – Leith Paxton ...................................................................... 15 Current photos of the old coal sidings between Ladysmith and Newcastle – Huidige foto's van ou steenkool sylyne tussen Ladysmith en Newcastle - Rudi Venter .................................. 17 Dannhauser: right coal syding / Dannhauser: regs steenkool sylyn ................................. 17 Ballengeigh Station: mine siding / Ballengeigh stasie en myn-sylyn ................................. 17 Glencoe stasie – Glencoe Station .............................................................................................. 18 Dannhauser – right coal siding / Dannhauser –regs steenkool-sylyn ............................... 18 Elandslaagte stasie / Station...................................................................................................... 19 Houer trein tussen Wasbank en Wesselsnek-stasie / Container train between Wasbank & Wesselsnek .............................................................................................................................. 20 A Very fast Goods Train – Near Irene – HBH................................................................................ 20 Imperial Military Railways Bridge – nr Irene – over Hennops River (?) ................................... 21 A Tribute to the South African Railways Police ............................................................................ 22 1st of October 1986 ...................................................................................................................... 22 National Transport Police ......................................................................................................... 23 National Transport Plan ............................................................................................................ 23 SAR Police Dogs ......................................................................................................................... 23 Oubaas se honne! ....................................................................................................................... 25 A History of the South African Railways Police – Brig R Beyl .................................................... 26 2

Enquiries: "Ronnie" <rbeyl@iburst.co.za> ....................................................................................... 26 The South African Police and the SA Railways ............................................................................. 27 Capt Thys du Plessis – SAP New Canada .............................................................................. 27 Anglo-Boer War: Boers leaving POW Camps for Home .............................................................. 32 Dec 2010 Gautrain – Pretoria ............................................................................................................ 33 Berea Rd Station, Durban.................................................................................................................. 34 The Wepener’s perambulations through the country................................................................... 36 1989: Springfontein to Koffiefontein - Jacque Wepener ........................................................... 36 2009 Dundee ................................................................................................................................... 37 RRL ore haulages in Welkom area – Jacque Wepener .............................................................. 39 Heilbron Railway Station – Jacque Wepener ......................................................................... 41 Ladybrand – J & J Wepener ...................................................................................................... 42 The YAY! Train ................................................................................................................................... 43 Greytown-line ..................................................................................................................................... 44 Coach 49 - HBH .................................................................................................................................. 44 RMO’s 3-Axle Caboose ...................................................................................................................... 45 Photo’s 2004 – Hennie Heymans @ Mill Site .......................................................................... 47 Steam Heating Cars - Stoomverhitters ............................................................................................ 48 1949 - Nuwe Metode om Elektriese Passasierstreine te Verwarm .......................................... 49 Green Steamheater on the Trans Karoo ...................................................................................... 50 Dangerous travelling ......................................................................................................................... 52 Train surfing ....................................................................................................................................... 53 History ......................................................................................................................................... 53 References ................................................................................................................................... 54 External links .............................................................................................................................. 54 The Star Surfing Soweto 10 April 2011 ........................................................................................ 55 Correspondence DA Hendrie ........................................................................................................... 58 “Blackie” Col Andre Kritzinger ....................................................................................................... 59 Manufacturer .............................................................................................................................. 61 Service .............................................................................................................................................. 61 Cape Town-Wellington Railway.............................................................................................. 61

Plaque on Blackie’s plinth ......................................................................................................... 62 Port Alfred on the Kowie .......................................................................................................... 62 Grahamstown to Cape Town ................................................................................................... 63 See also............................................................................................................................................. 64 References ................................................................................................................................... 64 Where is Blackie now? ....................................................................................................................... 64 The Answer ................................................................................................................................. 64 Carlos’ Junction .................................................................................................................................. 65 “Meet the South African Railways” ............................................................................................ 65 Carlos Veiera – Berea Rd Sta 1902 ........................................................................................... 73 E-mails / Vonkpos .............................................................................................................................. 73 Leith Paxton ................................................................................................................................ 73 Robert’s Heights ......................................................................................................................... 73 NGG13 ......................................................................................................................................... 73 Anesh Singh ................................................................................................................................ 74 Nanthan Berilowitz - Cullinan ................................................................................................. 74 Railways Worldwide Heritage ................................................................................................. 74 6E1 1473 ........................................................................................................................................... 74 FOTR – 29 May 2011 .................................................................................................................. 75 André Kritzinger ........................................................................................................................ 75 Boon Boonzaaier ......................................................................................................................... 75 Cherece du Plessis ...................................................................................................................... 76 Kelvin Naylor (Spyker) ............................................................................................................. 77 Shaun le Roux ............................................................................................................................. 77 Dennis Walters ........................................................................................................................... 79 André Kritzinger, Cape Town, ................................................................................................. 79 What’s this? [May 1987] .................................................................................................................... 80 Conclusion / Slot ................................................................................................................................ 81 I have decided to publish The Ulolwe in .pdf format monthly and to distribute it to my Rail Friends and other Rail Fans. I will still publish the The Ulolwe on ISSUU. Click on http://issuu.com/hennieheymans/docs

for previous issues. Subscribe its free!

Photographs, stories, letters, diagrams and anecdotes are welcome. Railwaymen are invited to take part.

Our Main Story â&#x20AC;&#x201C; Second World War â&#x20AC;&#x201C; SAR Hospital Trains A JOURNEY AHEAD Repatriation of Sick and Disabled Italian Prisoners of War By WO II RS TOMS - Zonderwater Illustrated by Lt-Comdr FH Sibson1

The Prisoner-of-War Hospital at Zonderwater is the largest POW Hospital in the Southern Hemisphere. The modern and most up-to-date equipment in this hospital can favourably compare with any other South African hospital and can adequately meet any emergency that it may be called upon to deal with. Since its inception it has been prepared to combat any epidemic and could accommodate up to approximately 3,000 patients if the occasion demanded.

Lt-Cmdr FH Sibson is identical to Francis H Sibson of The Boys Book of South African Engines

Now that the war has drawn to a successful conclusion the predominant thought uppermost in the minds of the majority of Italian prisoners is repatriation, and naturally, sick and disabled men are given first priority. Owing, however, to International technicalities, the repatriations in the past have not been as expeditious as our Government - in conjunction with the British Government - would have liked them to have been; but as world conditions gradually settle so circumstances will permit more speedy repatriations in the future. The initial spade work in preparing such repatriation involves a tremendous amount of work and careful planning by many Defence Departments. When the provisional figures for a forthcoming repatriation of sick POW are received by the POW Hospital, work commences immediately. Each and every chronic case is carefully examined by two or more UDF Doctors and several Italian MOâ&#x20AC;&#x2122;s. After the requisite number of sick have been selected, one of the most difficult tasks arises, and that is the selection of the Italian Protected Personnel who, in accordance with the Geneva Convention, accompany each draft. From the hundreds of Medical Orderlies only a few are fortunate in being selected. Among them there are Interpreters, Medical Orderlies, Clerks and Male Nurses. These are selected from men who were captured in the early stages of the war. Their length of captivity is one of the deciding factors. As the final list nears completion, excitement and tension runs high. At a general assembly the names of those selected are read out, followed by excited cries of joy and expressions of disappointment. Each Patient and Orderly is then given instructions as to various times he has to report to different sections of the hospital-for pay purposes, drawing of equipment and inoculations. It is, for instance, essential that every man be vaccinated and have a yellow fever inoculation. These repatriates are well equipped prior to leaving the country and receive new issues of underclothes, boots, kitbags and a number of other items too numerous to mention here. The organization of this great task runs smoothly and efficiently. Hundreds of sheets of nominal rolls are roneo-ed in strict alphabetical order. For easy reference each man has a card tied to the lapel of his coat on which is a number corresponding to that on the nominal roll. Separate lists have to be compiled for inter-departmental work as the selected patients in each of the 120 wards are scattered throughout the hospital. Mental cases, trachomaâ&#x20AC;&#x2122;s, T.Bs and other ailments have to be kept separate, and the amount of work thrown on to the Orderly Room staff may well be imagined.

From dawn on the day of departure repatriates start lining up on the parade ground. They are soon surrounded with groups of well-wishers and friends bidding and kissing them farewell. Their kit, having been searched and checked the night before, is neatly stacked ready to be conveyed to the station. The buzzing talk grows loader as the time for the final parade draws near, and the word "Ciao" (cheerio) frequently echoes above shouts and laughter. At last the command to fall in sounds, and each man, who IS able to walk falls in his appointed position, ambulances, then start leaving from the hospital wards conveying stretcher, mental and infectious cases. The marching out of the hospital goes with mechanical precision and very rarely does a hitch occur. SAR Hospital train A hospital train awaits the repatriates at Zonderwater Station. While the kit is loaded into the van by a special fatigue party, the patients are quickly taken out of the ambulances as they arrive and systematically placed into the bunks of the ward cars. The beds or train bunks run in double rows down either side of the coach. The blue SAR blankets and spotlessly white sheets would surely meet with a favourable comment from the most exacting of matrons. They are equipped with electric fans and radios for the comfort and entertainment of the sick. Magazines and books are also provided. A unique and compact dispensary coach fully equipped with emergency medicines and drugs is attached to the last ward car. The UDF train staff attached to this hospital train are railway men and their job is to attend to the welfare of the patients and act as a liaison between military and railway officials, Special care is taken with the mental and neurosis cases and trained Italian mental orderlies handle them tactfully. All the repatriates are easily distinguishable as they are dressed in secondhand British pattern battle-dress dyed brown-this appearance gives them the nickname of "Chocolate Soldiers", U.D.F. hospital staff accompanies the draft, and in addition to the Protected Personnel repatriates, are Italian Orderlies who assist on the journey to the point of embarkation. The SAR train staff perform their duties as efficiently as is their custom, and patients on special diets are catered for in every respect. No trouble has ever occurred on these train journeys. The prisoners are docile and willing to co-operate. A psychological study of these people portrays happiness at the thought of seeing their families and sadness in others. Questioning them reveals their mixed feelings; many are returning. With a feeling of great apprehension of bewilderment and uncertainty. One POW has just received a letter informing him that on the capitulation of the German Army in Northern Italy, his mother 7

and daughter ran out of the house into the street to join the celebrations, when, suddenly, the Germans opened fire and killed them. Yet another is returning to a home razed to the ground. Others have had good news. Their families are safe and sound, thanks to the invaluable information and aid given by the Information Bureau of the SA Red Cross. The war with its consequent effects has left its permanent mark. On the arrival at Durban Docks, a word about the highly efficient organisation of the Embarkation Authorities is worthy of record. As the tram draws to a halt, a loading party of native stretcher bearers are awaiting the arrival of the POWs. They are lined up spick and span with their stretchers and wheel chairs in tidy rows beside them. After a short consultation and the handing over of varied documents, the actual embarking of patients from the train to the hospital ship is executed in a smooth clockwork manner. 'The whole operation is Over in a short time, and the 'Orderlies on the quay side wave and shout their good wishes before departing to a Base Depot in Durban, from where they await their return journey. The depressed feelings of the Orderlies who have to return to Zonderwater can easily be understood. Back in camp a silent emptiness assails the hospital for a few days after the repatriation fever wears off, and the remaining prisoners wait in anxious expectation that they will be the lucky ones to be selected on the next draft- When Who knows? One thing is certain. The majority of POWs who have already left this country have taken with them the predominant thought of the democratic treatment that has been conceded them during their captivity; and the kind and generous nature of the South African people with whom they have come into contact at, various times will forever remain with them.

Note composition: locomotive, ship and tug all ‘steaming’. •

In contrast our POW’s had a hard time in Italy and Europe during WW2.

Zambian Railway Coach – Capital Park This lady was seen at Capital Park during 2004. Here is a photo of the ZR logo - HBH

SAR Catering Divison – SAS Verversingsafdeling Carlos Vieira The Blue Room Johannesburg Station – Die Bloukamer Johannesburg-stasie

Dear Carlos, Thanks for sharing! The recipes make for interesting reading! These menus were still in the days of the ÂŁ-s-d, i.e. before the 14th of February 1961! When I was a police recruit during 1964 I used to visit Johannesburg over weekends and even the ordinary restaurant on the Johannesburg station was renowned for its bangers, mash and green peas or pie, chips and gravy! Do not forget the railway coffee which a taste of its own â&#x20AC;&#x201C; HBH.

19D 3369 Lorraine Gold Mines - HBH

During a visit to Port Shepstone with Boon Boonzaaier of Bosveld Train Safaris I met these two old “Gentlemen of Steam”. I did not take their names but I listened to their interesting anecdotes. They were working at Alfred County Railway. They were practicing a dying art! While walking around the ARC I met them and I took some photographs of the NG rolling stock, locomotives and other interesting historic stuff. •

It would be nice to publish a photograph of 19D 3369.

??-Truck - Greylingstad – 7 Dec 2010 - HBH

I photographed this forlorn truck at Greylingstad – I have no idea from where it comes?

SAR 3’ 6’’ Gauge Wagon Drawings – Leith Paxton

Leith writes: Morning Hennie, Thank you for your interest in my wagon book. Because of the difficulty getting drawings and information from the ‘railways’ these days, I resolved a few years ago to collect and redraw is many wagon drawings as I could as a service mostly to modellers/builders, although many armchair railway enthusiasts have also appreciated it. The book consists of 74 highly detailed drawings of a sample of wagon that were service from about 1920 to 1980. There are also 17 pages of numbering chart with the old and new numbers. Any additional publicity will be much appreciated. Might I add, I am an admirer of your work, but have had much difficulty subscribing to your e-Gazette2. Maybe you could make it easier for me. If I can be of assistance to you by way of material or resources please ask. Regards, Leith. The cost of the book is R200 which includes postage with tracking. Deposit the money in Absa Account 4034669357 branch code 632005. Please send proof of payment with your postage address to “The Paxtons” <thepaxtons@cybersmart.co.za>

Thank you Leith you have convinced me – I will distribute every month in .pdf format.

Current photos of the old coal sidings between Ladysmith and Newcastle â&#x20AC;&#x201C; Huidige foto's van ou steenkool sylyne tussen Ladysmith en Newcastle - Rudi Venter

Dannhauser: right coal syding / Dannhauser: regs steenkool sylyn

Ballengeigh Station: mine siding / Ballengeigh stasie en myn-sylyn 17

Glencoe stasie – Glencoe Station

Dannhauser – right coal siding / Dannhauser –regs steenkool-sylyn

Elandslaagte stasie / Station

Elandslaagte stasie en oorblyfsels van ou myn-sylyn / Elandslaagte station and remains of old coal siding

Houer trein tussen Wasbank en Wesselsnek-stasie / Container train between Wasbank & Wesselsnek

A Very fast Goods Train â&#x20AC;&#x201C; Near Irene â&#x20AC;&#x201C; HBH

This train travelled north to Pretoria at speed. Note the reflectors. Does anybody have an idea whether this train has a special name?

Imperial Military Railways Bridge – nr Irene – over Hennops River (?) This beautiful

IMR

bridge dating from the Anglo-Boer War is over the Hennops Riv (?) An uplifted line

ran

over

the

bridge between Irene and Olifantsfontein. Unfortunately

the

Willows

cover

the

Keystone

with

the

letters “IMR”.

A Tribute to the South African Railways Police

1st of October 1986 On the 1 of October 1986 the South African Railways Police ceased to exist ... This once st

proud force was integrated into the South African Police during a parade at Esselen Park which I was fortunate to attend. I was a witness to the demise of the Railway Police and that led to the ultimate demise of the railways, the national carrier we once knew. The SAR Police were active all over the globe guarding the vested interests of the SA Railways, Harbours and Airways. Due to certain events that took place the State President at a meeting of the State Security Council decided that all law enforcement agencies in South Africa would be rationalised. I was a staff officer at the Secretariate of the State Security Council. I wrote the letter to the Commissioners informing them formally of the decision that had taken place. National Transport Police As a (retired) South African Police officer who is interested in trains, aircraft and transport generally I secretly hoped that a National Transport Police would be established to police the roads, railways, harbours, waterways, airports and airways. The South African Police serve the country and the people generally – while the SAR Police served a specific client, viz the South African Railways (or the ultimately Dept of Transport.) At one time the SAR was part of the Dept of Transport and I would have kept the SAR under Transport and that would be the portfolio the SAR Police as the National Transport Police could serve! (One could also see that South Africa was mainly focused on the revolutionary onslaught and trying hard to improve matters on the social side of society – schools, hospitals, education, water, and, and.) National Transport Plan If we had a coherent National Transport Plan which covered the whole spectrum of transport including: roads, railways, airways, commuter traffic, taxis, busses, ships, boats, heavy transport, integrated transport systems between them all, I think the Gautrain would not have been necessary! A Strategic Reserve of Steam Locomotives, rolling stock including preservation and tourism would have been catered for in a coherent and integrated way. [A rail service from Groblersdal via the old KwaNdebele would have been a much be better investment! The present Metro between Pretoria and Johannesburg could have only been improved upon. More feeder lines between various new townships and Pretoria, Johannesburg, Sharpeville, Vereeniging, and Sasolburg is very necessary – to mention a few ideas. A new line for fast passenger train service is needed between Pietersburg / Polekwane / Moria (ZCC Church) and Pretoria, Johannesburg and Soweto! The line between Magaliesburg and Pretoria is slowly being stolen! While the sleepers on the line between Cullinan and Rayton is being stolen bit by bit! ] Here are some photographs that I found in a collection of photographs that belongs to MajGen Leon Mellet, former spokesman of the Ministry of Law & Order: SAR Police Dogs

Sers ‘Skip’ Scheepers (later major en die BO van die hondeskool op Esselenpark) met sy hond R2 Rommel / Sgt Scheepers and Rommel.

Sersant ‘Tokkie’ Koen (oorlede) met sy hond R3 Rex

Oubaas se honne!3

The book below, by Brig Ronnie Beyl, is in Afrikaans and a valuable reference to what the old SAR Police did in South Africa before 1981.

This Police dog is undentified. (The identification of the dogs and their handlers was done by Brig R

Beyl)

A History of the South African Railways Police â&#x20AC;&#x201C; Brig R Beyl

Enquiries: "Ronnie" <rbeyl@iburst.co.za>

The South African Police and the SA Railways

Capt Thys du Plessis – SAP New Canada Below: Capt Thys du Plessis is a 2nd generation railway policeman – Thys and I was at school together in Durban. We met again in Soweto, at New Canada.

Both Thys and I gave evidence at the Goldstone Commission on Train Violence. I contacted the HSRC and Dr De Kock visited us on the spot to help us understand th complex problems of train violence. There were many factors â&#x20AC;&#x201C; e.g. when the train ran smoothley commuters were attacked in order to intice them to use the taxis. I travelled many a day on these trains!

Source: Scope 30 April 1993

Comments HBH: I was attached to the ‘Physical Rendering of Service’ in Soweto during 1992.

We had 6 000 policemen in Soweto.

At that time I regularly travelled on the

commuter trains between Soweto and Johannesburg. We had approx 500 policemen on the trains daily. We were in a “catch-22” situation. The trains travelled fast and if there was a fight on board in the next coach we could not go there, as each coach was sealed off. When the train stopped at the station there were so many commuters that that you could not move from coach A to B! I would not have believed it, if I had not seen it myself. The coaches were sealed off because it stopped robbers from moving from coach to coach. One train e.g. full of commuters would sing hymns from Vereeniging – via Soweto – to Johannesburg, the next train would be full of XYX Party while the next train would be ABDC–Party. I saw trains travelling next to one another, in the same direction, fighting running battles when the train stopped – they would fight across the platform until the trains departed. Getting in the wrong train could mean death! Many dead commuters were picked up along the line!

Anglo-Boer War: Boers leaving POW Camps for Home

It appears to be a train of the NGR somewhere, I presume, in either in Northern Natal – on the line north to Heidelberg or in the Ladysmith – Bethlehem area on the NGR’s Free State line. Any comments will be welcome. Photo: Leon Mellet-Collection

Dec 2010 Gautrain â&#x20AC;&#x201C; Pretoria

Mainly Continental rolling stock

Berea Rd Station, Durban

SAR Magazine March 1924 page 283

SAR Magazine November 1924 p 1119 There has been a lot of discussion on SAR-List about the Berea Rd station in Durban. I thought I would place a few old photographs of the station. To-day the line has sunk much deeper â&#x20AC;&#x201C; during the 1960â&#x20AC;&#x2122;s the station was near the Natal Technical College.

The Wepenerâ&#x20AC;&#x2122;s perambulations through the country 1989: Springfontein to Koffiefontein - Jacque Wepener On 20 June 1989 we arrived at Springfontein (height 1519m) at 01:30 by car. As usual it was well below freezing. (No global warming those days - Ben van Tonder will be able to tell you how cold Springfontein and the surrounding areas can get!) As the car's lights fell onto passing trees they glistened with frozen dew drops. As soon we had met the friendly station staff and the crew of our train and were invited into the warm Station Foreman's office. Here we spent about an hour chatting and hiding from the bitterly cold Free State morning. We saw the departure of the Amatola to East London with one "Fris Chris" walking down the corridor with only shorts on and a beer in the hand! We had left Welkom at 01:15, the Amatola had left Hennenman at 19:23 and we had actually caught up with at Springfontein. Soon after that an Algoa full of sleeping passengers, oblivious to the cold, heading for Johannesburg arrived and departed. At approximately 02:20 our train to Koffiefontein (train no. 973) was shunted in with class 35 no. 35 - 303 at the head. We boarded an ancient "TX" van no. 290084, one of the first type of all steel coaches to be built and departed at 02:30. As we started moving the cold really sank its teeth into us and it felt as if we were going to freeze to death in this deep freeze we called a train. The smell of the guard's paraffin heater drifted into our cold compartment. We took out all our warm sleeping kit and tried to get some sleep. We awoke after a most cold and uncomfortable morning and later arrived at Koffiefontein at 07:14 (143 km). (We can clearly state that this was the coldest we have ever been on a train anywhere) After plenty of shunting we once again departed for Springfontein at 09:09 (train no. 976). The sun was warming everything up nicely by now. We travelled through a quite dull and flat countryside. Only on nearing Fauresmith the scenery started to change to a more hilly type of view. All along the route we stopped to pick up or set down passengers and goods together with some shunting. At Fauresmith we left the train to do the shunting and walked down the main street with the railway line running down the middle of it. We took some photos of the old 8th class and strolled back to the station telling some of the people we met to keep a look out for us because we would soon be coming down the road by train! Duly we departed from Fauresmith and how strange it was to be sitting in a railway coach and going down the main street at the same time. We waved at the people we had just met and others sitting on their stoeps or standing in their driveways watching us go by at an almost walking pace. Cars moved behind the train in slow procession. Near the end of the

Any comments Carlos?

road the line swung to the right and the main road to the left. Our next stop was at Jagersfontein. Then on to Springfontein arriving at 14:15. From Springfontein by car to Aliwal North for our next adventure – “The Reverses”. John & Jacque.

2009 Dundee During August 2009 the Wepeners paid a visit to Dundee in Natal and this is their photo report:

RRL ore haulages in Welkom area â&#x20AC;&#x201C; Jacque Wepener

RRL's Diesel Hydraulic at Welkom station, November 2009.

RRL 35 02 & 35 01, Just "delivered", Welkom station January 2009.

RRL 91 01 nearing the exchange yards with the mines at the show grounds, April 2010.

RRL 33 02, heading towards Friedesheim, December 2010.

Heilbron Railway Station â&#x20AC;&#x201C; Jacque Wepener

Ladybrand â&#x20AC;&#x201C; J & J Wepener

The YAY! Train One during the 1990’s my Father travelled on the Trans-Natal and he was given this metal badge. He in turn gave it to me – does anybody know more about the “YAY”-train?

Greytown-line What is the correct name for this item?

Coach 49 - HBH

This coach was built in 1947. I find no record that she was used in the Royal Train of 1947. She was later used on the Governor General and State Presidentâ&#x20AC;&#x2122;s White Train. Also used in the RSA / Rhodesia / Zambia-talks at the Victoria Falls. (Photo: SAR).

RMOâ&#x20AC;&#x2122;s 3-Axle Caboose This caboose used the

Railway

Medical

Officer.

It was plinthed at De Aar with loco 6A No 462. Later this

coach

Africana

and

Railwayana

im-

portance

was

staged at Mill Site where

photo-

graphed her in a pitiful state. (Photo â&#x20AC;&#x201C; Hennie Heymans-Collection)

â&#x20AC;˘

I wonder what a diagram from Leith would look like.

Photo’s 2004 – Hennie Heymans @ Mill Site

Steam Heating Cars - Stoomverhitters The following article on Steam Heating Cars was found in the South African Railways and Harbours Magazine of 1949. Please have a look at the various photographs and liveries: 48

1949 - Nuwe Metode om Elektriese Passasierstreine te Verwarm South African Railways and Harbours magazine February, 1949 - 35 'n Elektriese stoomverwarmingswa wat doeltreffender en meer ekonomiese verwarming van elektries verhitte hooflyn-passasierstreine in die vooruitsig stel, is vir proefdoeleindes in die spoorwegwerkwinkels te Pietermaritzburg gebou. Die voertuig is aan verskillende geslaagde toetse onderwerp, en gehoop word dat dit in die nabye toekoms in gebruik geneem sal kan word. Die verskaffing van stoom vir die verwarming van hooflynpassasierswaens gedurende die wintermaande het in die geval van elektriese trajekte nogal moeilikheid opgelewer. Op die oomblik word 'n steenkoolketelvervoerwa agteraan elke trein gehaak—'n taamlike duur reëling, wat die dienste van 'n spesiale stoker vereis. Toe die jongste tipe van elektriese lokomotiewe bestel is, is 'n elektries verhitte ketel, as deel van die lokomotief se toerusting, by die spesifikasie ingesluit. Dit is egter moeilik bevind om 'n voldoende voorraad water in die lokomotief vir lang reise te vervoer, en die metode is slegs vir kortafstand passasierstreine doeltreffend. Die nuwe voertuig, waarmee gehoop word om die vraagstuk op te los, sal agteraan die lokomotief gehaak word, en die romp daarvan sal heelwat ooreenkom met die van 'n elektriese lokomotief klas 1E. Dit is gebou op 'n onderstel van 40 voet, soortgelyk aan die wat vir voetrokke gebruik word. Die stoomtoestel sal uit twee ketels bestaan, elk met 'n vermoë van 320 kw. en 2,900 volt gelykstroom. Die maksimumwerkdruk van elke ketel is 120 pd. per vk. dm., en nagenoeg 800 pd. stoom per uur kan teen 'n drukking van 70 pd. per vk. dm. verkry word. Elke ketel is voorsien van 'n tenk met 'n vermoë van 224 gelling, asmede 'n elektriese suierpomp. Die ketels word deur middel van verstelbare drukregulateurs en 'n veiligheidstermostaat gekontroleer. Die ketel bestaan uit 'n horisontale romp van sagte staal en van klinkwerkkonstruksie, toegerus met elementpype van sagte staal uit een stuk. Die nikkelchroomweerstandselemente is met kwartsbuise omhul, wat in die elementpype aangebring is, en dit kom dus met die gebruiklike vlampypketel ooreen. Die ketelromp is met 'n asbesvesel bekleding geïsoleer en daar is 'n plaat staalomhulsel om die bekleding. Daar is vier addisionele tenks, met 'n vermoë van 290 gelling elk, in die hoeke van die voertuig aangebring sodat daar 'n ruim watervoorraad vir die hele rit van Durban na Volksrust—die volledige elektriese trajek —beskikbaar sal wees. Die 2900-volt-toevoer vir die ketels word deur middel van 'n standaard pantograaf, wat op die dak van die voertuig aangebring is, van die bogrondse kontakdraad verkry, terwyl die 110-volt-hulptoevoer deur 'n 11-kw-motorgeneratorstel, van die tipe waarmee die Witwatersrandse voorstedelike passasierswaens toegerus is, verskaf word.

Wanneer die stroom aangeskakel word, gloei die elemente en verwarm die water, wat deur pype na die verwarmers in die gange en kompartemente van die waens loop. Die nuwe metode is baie sindeliker en doeltreffender as die van die steenkoolketel, en aangesien die toerusting outomaties is, sal dit min aandag vereis. Omrede die wa aan die lokomotief gekoppel word, sal 'n bediende nie nodig wees nie. Die lokomotiefpersoneel kan toesien dat alles in die haak is. —Suid-Afrikaanse Spoorwegnuus.

Green Steamheater on the Trans Karoo

In this official SAR photograph we see the Trans Karoo with a green steam heating car. In my collection I have many photographs of the then new steam heating cars in black and white but not in a colour photograph. I believe there is a Blue & Grey steam-heating car as well. Die Trans Karoo met ‘n groen stoomverhitter – is daar dalk iemand wat ‘n kleur foto het van ‘n groen stoomverhitter.

8 ZNR 182-781

NS-1 94-005-435 Braamfontein 30-10-2003 HBH 51

Photo by Col Andre Kritzinger

Dangerous travelling Another picture from the camera

Col

Andre

Kritzinger!

Train surfing http://en.wikipedia.org/wiki/Train_surfing

Train surfing is riding or climbing ("surfing") on the outside of a moving train. This activity is illegal in many countries and is prohibited by administrative law. History

Riding on the outside of suburban trains is very popular hobby of Russian teenagers

Train surfing is a common phenomenon and a usual way to ride on the trains in India, Indonesia and South Africa. This practice is a serious issue in these countries where people have been killed or injured in accidents. In the rest of world, train surfing is predominantly practised by young people for testing of courage, getting adrenaline or positive emotions. Sometimes people ride on the outside of trains to travel without a ticket. With the creation of the internet, the practice of filming the act and posting online videos of it is on the increase worldwide. While there are no official numbers, the London Underground is now running an advertising campaign against "tube surfing". The advertisements now at most underground stations show a female figure with one arm and the caption "she was lucky" next to it. In Germany, the practice was made popular on TV in the 1990s. There it was called "S-Bahn Surfing". Slowly, the former train surfing culture changed and integrated into the German graffiti culture. The phenomenon was forgotten until the millennium, but in 2005 it was rediscovered by a group from Frankfurt, Germany. The leader of the crew who calls himself "the trainrider" famously surfed the InterCityExpress, the fastest train in Germany. An 53

internet video claimed that he died a year later from an incurable form of leukemia, but later "the trainrider" revealed in an interview of Sat1 Akte 08 that this video was made by a fan and the story of his death was a hoax. An English teenager was killed by hitting a bridge while train surfing in November 2002.[1] A similar fate hit the Danish train surfer Martin Harris on 12 May 2007. After the incident, a campaign against train surfing was launched by two individuals. The homepage (in Danish) can be found at www.trainsurfing.dk. References

^ Teenager died 'train surfing', BBC News, 8 May 2003 External links

This article's use of external links may not follow Wikipedia's policies or guidelines. Please improve this article by removing excessive and inappropriate external links. (December 2010) Extensive Video Collection of Trainsurfing Activity Documentation of the worldwide Phenomenon Trainsurfing South Africa's train-surfing problem BBC News Australian news report on a trainsurfing injury Trains surfing teen loses legs BBC News Train Surfing: Assessment of Risk Jinx Magazine Station 2: Trainsurfing article TV2 (rĂŠsumĂŠ and screenshots from tv-doc, Danish language) Station 2: Train-surfing documentary TV2 (video-on-demand, requires sign-up and payment) (Mirror, login-free leak at YouTube) Trainsurfer Surfs Germany's Bullet Train on YouTube Trainrider DVD Trailer on Google Video A May '05 post to a German online forum documenting the trainsurfing of the InterCityExpress train from Hanau. A May '05 post to a German online forum documenting the trainsurfing of the InterCityExpress train from Hanau. (Google Translated from German to English) A weblog post claiming that the Trainrider may have faked his death. The post contains an anonymous comment claiming to be from a friend of the Trainrider, who says he is very much alive. The Trainrider later performed in a tv-report below, and thus it is official that he isn't dead. German TV-report featuring an interview of Trainrider alive (subtitled version in English) Russian TV-report about the train surfing Danish news article about the first official train surfing accident in Denmark Trainsurfing.dk campaign launched against train surfing after Denmark's first deadly accident The Trainrider The complete account of The Trainrider, Danish language

The Star Surfing Soweto 10 April 2011 Monday, January 10th, 2011 by Sihle Mthembu http://www.mahala.co.za/culture/surfing-soweto/ http://www.iol.co.za/news/south-africa/gauteng/trainsurfing-to-jozi-in-pictures-1.1053745?image=3 Florsheim shoes and bow ties, staffriders are something of folklore on the streets of Soweto.

Staffriding, otherwise known as train-surfing, began when trains first started ferrying commuters from Soweto to Jozi.5 More than just a means of showing off, staffriding became a way to outrun the cops after a secret meeting or to avoid being caught without a dompas. Both activists and criminals surfed the tracks as they sought a fast means of escape. Fast forwards fifty years and the culture is alive and well, and just as deadly. Generations of young, rebellious teenagers have made the pastime their own, and train-surfing has taken an all together different and more dangerous direction from its early days as a way to stick it to the state. Directed by Sara Blecher (known for producing local TV shows like Zero Tolerance and Bay of Plenty among many others) Surfing Soweto takes us deep into this surprising, Youtubefriendly phenomenon. Developed over three years, the film follows Prince, Lefa and Mzembe. They are Soweto’s ultimate badasses. We see how train surfing quickly morphs from an after school lark for the trio to a burgeoning cult thing they are both proud of and freaked out by. Prince is The Godfather of train surfing in the township – schooling guys on the dangers. He’s a self-declared platinum medallist of the ‘sport’. This is a community that has changed so much since the Soweto Uprising and now has a new form of youth rebellion, more nihilistic and doomed, that chimes with the blunted Zuma era. “I wanted to show what’s going on with the youth of Soweto thirty years after that famous uprising. That change is what inspired me,” Blecher says. Train-surfing is a death-game played out by a series of counter-culture anti-heroes trapped in a hopeless situation. No jobs. No future. It’s a punk reaction to being caught without prospects in the rising postapartheid consumer culture. But Surfing Soweto is not chiefly a political film. It’s more a humanist tale exploring the conditions that drive these kids to casually risk their lives for fun and fame. We stay with Mzembe as he tries to find his roots, and follow Prince and Lefa as they try to get an education. There are stupendous, edge-of-chair train-surfing montages and vivid realtime interludes of drugs and crime. One of Blecher’s biggest concerns making the film wasn’t whether her subject would be open to the process, but how to develop their trust. The answer was to get the train-surfers to document their own experiences. Turning the camera on their own lives, giving this pungent film a rare immediacy. “We often thought the guys wouldn’t bring the camera back,” Says Blecher. “We were sure they’d steal it. And having to deal with Mzembe being drunk and Prince being high were real challenges!” 5

I never saw this in Soweto - HBH.

Surfing Soweto is doing the international festival circuit and has already won the TriContinental Human Rights prize. Simply getting the film out there has been a victory for both Blecher and the surfers. “People really love this film,” she says. “Especially the kasi audiences. We really show the reality out there for far too many of our kids. I wish I could take credit for all this, but it’s really about the guys who gave so much of their lives to this film.” She means it literally. A major talking point for audiences is Lefa’s shocking death. His body is found on a railway line. According to Blecher, Lefa’s death pushed her to get the project done. “It was such a tragedy and it forced us to finish the film. Lefa gave so much to the whole process. There was no way we couldn’t finish. It felt like we had to, so his life meant something.”

409158858.doc Trainsurfer strikes a pose in the Matrix style while leaping and hopping along the top of the moving train. While keeping his balance is key, he also has to keep a constant lookout for the dangerous electric cabling running above his head. Photo: Ziphozonke Lushaba, The Star, April 7 2011 at 16:10

1389583467.doc

620981626.doc A school exam question paper is used to crush mandrax pills which the young trainsurfers take before their stunts. Photo: Ziphozonke Lushaba, The Star - April 7 2011 at 16:10 http://www.iol.co.za/news/southafrica/gauteng/trainsurfing-to-jozi-inpictures-1.1053745?image=3

3717441995A

A trainsurfer strikes a pose in the Matrix style while leaping and hopping along the top of the moving train. While keeping his balance is key, he also has to keep a constant lookout for the dangerous electric cabling running above his head. Photo: Ziphozonke Lushaba, The Star - April 7 2011 at 16:10.

A grinning trainsurfer, high on adrenalin, does the 2020 as the train roars through the open veld at high speed while he clings onto the outside of the coach by just his fingertips. Photo: Ziphozonke Lushaba, The Star.

A trainsurfer, high on adrenalin, does the “2020” as the train roars through the open veld at high speed while he clings onto the outside of the coach by just his fingertips. Photo: Ziphozonke Lushaba, The Star April 7 2011 16:10

A staffrider prepares to jump between the coach and the platform several times before ending up inside the train. Photo: Ziphozonke Lushaba, The Star -April 7 2011 at 16:10

My mode of travel … and right a free pass!

Correspondence DA Hendrie From the Rick Searle-collection:

“Blackie” Col Andre Kritzinger South African "Blackie" 0-4-2WT - From Wikipedia, the free encyclopaedia.

South African "Blackie" 0-4-2WT

“Blackie” plinthed at Cape Town station, 16 February 2007

Power type

Steam

Designer

R&W Hawthorn

Builder

R&W Hawthorn

Serial number

162

Build date

1858

Total production

Configuration

0-4-2WT

Gauge

1,435 mm (4 ft 8.5 in) Standard

Wheelbase

11 ft 10 in (3.607 m)

Length

23 ft 2 in (7.061 m)

Width

6 ft 3 in (1.905 m) engine 8 ft 5 in (2.565 m) cab roof

Height

11 ft 8 in (3.556 m)

Fuel type

Coal

Boiler

3 ft 10.5 in (1.181 m) dia

Cylinders

Two[1]

Career

Messrs E. & J. Pickering Cape Town-Wellington Railway 60

Cape Government Railways Kowie Harbour Improvement Co Number in class

Number

CWR 9

Nicknames

Blackie

Delivered

1859

First run

1859

Last run

1883

Retired

1883[1]

Preserved

Disposition

National monument, plinthed

In September 1859 Messrs. E. & J. Pickering, contractors to the Cape Town Railway and Dock Company for the construction of the Cape Town-Wellington Railway, imported a small 0-4-2WT well-tank locomotive from England for use during the construction of the railway. This locomotive, later to become the Cape TownWellington Railwayâ&#x20AC;&#x2122;s engine no 9, was the first locomotive in South Africa. It has been declared a National Monument and is plinthed in the main concourse of Cape Town station.[1] Manufacturer The first locomotive in South Africa was built in 1858 by R & W Hawthorn at their Leith Engine Works in Leith, Scotland, for Messrs. E. & J. Pickering, the contractors to the Cape Town Railway and Dock Company for the construction of the Cape Town-Wellington Railway. It was a 0-4-2WT well-tank locomotive, works number 162, and built to run on 1,435 mm (4 ft 8.5 in) Standard gauge.[1]

Service Upon arrival in Cape Town on 8 September 1859, the engine had to be dismantled before it could be landed off the brig Charles by means of lighters. The engine was accompanied by its engineer-driver, a Scot named William Dabbs. It was partially re-assembled on the jetty and then moved to Alfredâ&#x20AC;&#x2122;s Square, now part of the Parade in Cape Town. There a galvanised iron shed was built over it and the re-assembly completed by Dabbs. As built, the engine had an open cab, but a cab roof was soon installed.[1][2][3] Cape Town-Wellington Railway The first sod for the Cape Town-Wellington Railway was turned on 31 March 1859 by the Governor, Sir George Grey, using a silver shovel specially made for the opening ceremony, but the first section of track between Fort Knokke and Salt River was only opened on 8 61

February 1861. The slow construction rate of 1Â˝ miles of track in 23 months led to strained relations between the railway company and the contractors that ended in October 1861 with the Cape Town-Wellington Railway taking over all construction work, as well as the Pickering engine. The dispute ended in sabotage when the disgruntled contractors ran the engine into a culvert, with the result that it had to be sent to the newly established workshops at Salt River to have some serious damage repaired.[1][2][3] While the damage was being repaired, the Cape Town-Wellington Railway took delivery of eight more locomotives from R & W Hawthorn. These were 0-4-2 tender locomotives that arrived in two shipments on 20 March and 28 April 1860. They were given names and numbered from 1 to 8. When repairs to the Pickering locomotive was completed, therefore, it was given the number 9 in spite of having been the first locomotive in South Africa.[1][2] The 45 mile (72 km) line from Cape Town to Wellington took nearly five years to complete. The line to Eersterivier was officially opened on 13 February 1862. Stellenbosch was reached on 1 May 1862 and the planned railhead at Wellington on 4 November 1863. Work was completed about a year later, and according to the plaque mounted on its plinth in Cape Town station, engine no 9 did have the honour in 1865 to haul the official inaugural train of the Cape Town-Wellington Railway to Wellington.[2][4] Plaque on Blackieâ&#x20AC;&#x2122;s plinth

Port Alfred on the Kowie In 1872 the Cape Government decided to take over the operation of all railways and the Cape Town-Wellington and Salt River-Wynberg lines were amalgamated into the Cape Government Railways. No 9 remained on the Wellington line until June 1874, when it was shipped to the Kowie to assist with construction at the Port Alfred harbour that was being undertaken by the Kowie Harbour Improvement Company. In Port Alfred, No 9 was officially named Frontier, but since it was painted black at the time, it came to be affectionately known as Blackie.[1][2]

Blackie was reassembled and put to work on the west bank of the Kowie river, but derailed on reaching the first curve on the existing rails that had been laid for ox-drawn wagons and were not fish-plated together. During the repairs it was found that the curves were too sharp for the engine and the flanges on the middle pair of wheels were removed. Blackie was also restricted to a 2 mph (3.2 km/h) speed limit.[1] As pressure of work demanded, it became necessary to regularly ferry the engine from one bank of the Kowie to the other, until a second locomotive was obtained in 1877, an 0-4-0ST saddle tank engine named Aid. Blackie worked on the Kowie project until 1883, by which time it was completely unserviceable and was abandoned on a siding.[1][2] Grahamstown to Cape Town

“Blackie”, 24 August 2003 In December 1897 a big South African Exhibition took place at Grahamstown and Blackie was repaired, repainted and railed to that town to be placed on show. When the exhibition drew to a close at the end of January 1898, the engine was placed in storage in Grahamstown until 1913, when the Cape Government Railways decided that it should be placed on permanent exhibition on Cape Town Station. Blackie was repainted in the Cape Government Railways livery, railed to Cape Town and mounted on the old Cape Town station’s concourse at the ends of Platforms 3 and 4.[1][2] When the Cape’s suburban lines were being electrified in 1927-28, Blackie was found to be in the way of some masts that had to be erected for the overhead equipment, and it was trucked off to Salt River by the engineer in charge with instructions that it be scrapped. Fortunately, the old engine’s historical value was recognised by Salt River’s mechanical engineer in charge, who had it plinthed just inside the entrance to the works. It remained there until it was eventually examined by the Historical Monuments Commission, which had it returned to Cape Town station. On 6 May 1936 it was proclaimed a national monument by Government Notice No 529.[1] When the new Cape Town station was completed in the 1960s, Blackie was plinthed in the main hall.[1]