The Uloliwe

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 2 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 heymanshb@gmail.com February 2013

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Contents Welcome .............................................................................................................................................................8 Front Cover – Voorblad:...................................................................................................................................8 Editorial – Redaksioneel...................................................................................................................................9 Pressure ......................................................................................................................................................9 Blue Train ...................................................................................................................................................9 Wepener’s Perambulations and … Railway History .................................................................................13 11 January 2013 ........................................................................................................................................13 11 January 2013: Accident: Photos received via J & J Wepener ........................................................14 14 January 2013: The Blue Train at Drie Ruiters .................................................................................17 22 January 2013: Fire at Woodstock – Photos from internet via J Wepener ...................................19 Chaos ná trein in Kaapstad brand ........................................................................................................19 28 January 2013 ........................................................................................................................................21 - Rail bolsters ...........................................................................................................................................22 - Blue Train ...............................................................................................................................................23 All photographs are by J & J Wepener and carry their copyright............................................................24 Railway History: OFS Lines – J & J Wepener ..............................................................................................24 Patron................................................................................................................................................................27 Richard Clatworthy ........................................................................................................................................28 Premier Classe: Eugene Armer .....................................................................................................................28 Various Maps: Bruno Martin .........................................................................................................................29 - Railway Map M5 – Tshwane ...............................................................................................................29 - Railway Atlas of South Africa Map 38...............................................................................................29 Railway Philately ............................................................................................................................................32 2

Braamfontein Rapport: Dr V Mostert...........................................................................................................32 KwaZulu- Natal report: Jacobus Marais ......................................................................................................32 18E: 18-524 ................................................................................................................................................32 Red Mamba: SXSRJ 33-017-263..............................................................................................................34 Jacobus Marais meets Driver Rudi Venter ..........................................................................................34 Natal Mainline – Rudi Venter .......................................................................................................................35 Asburton ...................................................................................................................................................35 Bayhead ....................................................................................................................................................35 A Shunting Mishap – Dries van der Merwe................................................................................................37 Eastern Transvaal: Robbie Green ..................................................................................................................38 Western Cape Report: Tubby Myburg .........................................................................................................41 - Hartenbos to Reebok ............................................................................................................................41 -Trapnet: Koot Swanepoel .....................................................................................................................43 West Coast – Dries van der Merwe ..............................................................................................................45 Railway History of South Africa ...................................................................................................................46 Early South African Locomotives: HBH ......................................................................................................46 CGR ...............................................................................................................................................................46 NGR ..............................................................................................................................................................46 “Blackie”: Cape Town Station: Leith Paxton & Wally Greig ....................................................................46 OVS Staatspoorwegen (OVSS) ......................................................................................................................47 NZASM.............................................................................................................................................................47 Anglo Boer War ...............................................................................................................................................47 NGR ..................................................................................................................................................................47 3

CGR: Narrow Gauge ......................................................................................................................................47 NGR : NG .........................................................................................................................................................47 Railway Stations ..............................................................................................................................................48 Mooirivier / Mooi River Station – Rudi Venter...................................................................................48 Nsongweni station ..................................................................................................................................48 SAR: World War 1 ...........................................................................................................................................49 SAR in GSWA: WW1 ..................................................................................................................................49 SAR: World War 2 ...........................................................................................................................................49 SAR Traction and Rolling Stock ....................................................................................................................49 Transnet Traction and Rolling Stock ............................................................................................................50 Vapour Clarkson steam heating cars at Braamfontein: Derek Walker............................................50 SA Metro Rail...................................................................................................................................................52 Gauteng Metro.............................................................................................................................................52 Langlaagte: Memorial to Gen Koos de la Rey: Andre Grobler .........................................................52 Treinwaens in Jhb aan die brand gesteek ............................................................................................53 Durban Metro ..............................................................................................................................................54 Rudi Venter ..............................................................................................................................................54 SAR Narrow Gauge (NG) ..............................................................................................................................55 Industrial NG ...................................................................................................................................................55 Gautrain............................................................................................................................................................55 Gautrain bus service struggles to attract commuters ........................................................................55 Photo reports: Railway People – Spoorwegmense .....................................................................................57 Jez Smith (UK) .........................................................................................................................................57 4

Petrus Botha: Joahnnes Botha ................................................................................................................60 Railway Padre: Koot Swanepoel ...................................................................................................................61 Kyk Spoorwegman, ek skryf en bid vir jou! ........................................................................................61 Koot Swanepoel.......................................................................................................................................61 Previous issues of Uloliwe .............................................................................................................................61 Rail Humour ....................................................................................................................................................62 Book Shelf.........................................................................................................................................................62 Leon “Div” de Villiers’ Books: Cape Town .........................................................................................62 The Wisky Train – David Scholtz .........................................................................................................62 Road Motor Transport Service [RMT]..........................................................................................................65 South African Airways ...................................................................................................................................68 SAA Collage: Johannes Botha ...............................................................................................................68 SAA History: Johannes Botha ...................................................................................................................69 Flying Boats and fixed wing SAA aircraft ...........................................................................................69 Vaal Dam, the Country’s First International Airport:........................................................................71 Harbours...........................................................................................................................................................72 Durban Harbour: Rudi Venter ..............................................................................................................72 Catering Division ............................................................................................................................................74 SA Railway Police ...........................................................................................................................................74 SARP Ladysmith: 1922 Obstuction between Van Reenen and Swinburne – Mark Newham ......74 Water Police .....................................................................................................................................................76 GSWA/ SWA/Namibia (NamRail) ................................................................................................................76 Rhodesia Railways, National Railways of Zimbabwe ...............................................................................76 5

Railways: Tourism, Steam, Preservation, Societies & Clubs.....................................................................76 Amtrak West 2005: Richard Clatworthy ..................................................................................................76 Filler: The pace of the Ox: Johannes Botha ..............................................................................................94 Mossel Bay Tram (1) – Tubby Myburg ................................................................................................95 Mossel Bay Tram (2) ...............................................................................................................................95 Rovos Rail.....................................................................................................................................................97 RRL Grindrod ..............................................................................................................................................97 Atlantic Rail Cape Town ...........................................................................................................................97 Memories: Bosveld Train Safaris – HBH .................................................................................................97 Railway Society of Southern Africa Natal – A Peter ..............................................................................97 Reefsteamers: Lee Gates .................................................................................................................................98 Friends of the Rail (FOTR) ...........................................................................................................................111 FOTR Calendar – Nathan Berelowitz.................................................................................................111 FOTR .......................................................................................................................................................111 Railway History Group ............................................................................................................................111 Sandstone ...................................................................................................................................................112 JB Tours: Train Tours in Southern Africa ..................................................................................................112 Franschhoek: Wine Tram .........................................................................................................................112 North British Locomotive Preservation Group ........................................................................................112 NBL Preservation Group: Newsletter for January 2013 ..........................................................................112 Railwayana.....................................................................................................................................................113 South African Models ...................................................................................................................................113 Scalecraft: - Adrian Hill ............................................................................................................................113 6

Scalecraft news ..........................................................................................................................................114 Shaun and Rinke’s contact information is as follows ......................................................................114 Scalecraft product information............................................................................................................114 Dream Trains – Wynand Vermeulen .....................................................................................................114 SA RAILWAY RELATED INTERNET GROUPS......................................................................................115 •

Suid-Afrikaaanse Spoorweë / SA Railways / Ulolwe (sic) ......................................................115

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Yahoo: SAR-Miniatures – Adrian Hill .......................................................................................115

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Facebook: ‘RHODESIA RAILWAY’ Group - John Batwell ....................................................115

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Website for Reefsteamers: Lee Gates ..........................................................................................116

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Well worth a look ..........................................................................................................................116

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Andre Kritzinger ...........................................................................................................................116

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Adrian Hill says:............................................................................................................................116

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Touwsrivier / Touws River ..........................................................................................................116

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Soul of a Railway (SoaR) ..............................................................................................................116

Rest of Africa & the World...........................................................................................................................117 Geoffs Trains ..............................................................................................................................................117 The Geoff’s Trains .........................................................................................................................................117 2013 Southern African Steam Season .........................................................................................................117 Angola ........................................................................................................................................................136 Lourenco Marques or Maputo ................................................................................................................136 Tanzam-line ...............................................................................................................................................136 Liberia Railways ........................................................................................................................................136 Pandora’s Box ................................................................................................................................................136 7

Hungarian Trams – Prof Gerhard Dekker .........................................................................................136 Jewish refugees ......................................................................................................................................138 Mail Bag ..........................................................................................................................................................140 First Railway Fatality: Trevor Alborough .........................................................................................140 Railway Websites: Rudie Venter .........................................................................................................140 Uloliwe Vol 4 no 1 .................................................................................................................................141 Books on the SAR and WW2: Ray Ellis ..............................................................................................143 GCR: Coaches circa 1870: Robert Maaswinkel (Belgium) ...............................................................146 First Aid Kits: SAS-SAR/SAV-SAT/Spoornet : J & J Wepener ............................................................147 Rain: Palaborwa via Dries van der Merwe ........................................................................................149 Cogwheel Tram: Budapest – Prof Gerhard Dekker .............................................................................150 Early CGR Coaches: Robert Maaswinkel (Belgium) ........................................................................152 Stop Press .......................................................................................................................................................155 Disclaimer and Greetings.............................................................................................................................155

Welcome Front Cover – Voorblad: Dear Friends, Light units to Cato Ridge from depot in Bayhead for empty 65 truck and made a stop at Kirk falls between Nshongweni Tunnel and New Bretton for this shots ... Hennie hoop dit kan die Ulowe tydskrif eer aan doen vir 'n voorblad.

Enjoy, Rudi Venter

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By Rudi Venter – Well done!

Editorial – Redaksioneel Pressure Currently I am under great pressure to produce certain chapters for a book on our police history. It involves a lot of research. Please bear with me if you should find any grammatical errors. However I try to be as factually correct as possible. Thanks for your understanding.

Blue Train There’s was but one in the world!

The world famous Blue Train was once regarded one of the best passenger trains in the world.

During 1969 the American economic magazine FORTUNE discussed 40 of the best trains in the world. Amongst the best was the Blue Train of the then South African Railways.

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This advertisement appeared in the Afrikaans weekly, Die Huisgenoot, dated June 1970. During 1970 the Diamond Jubilee of the South African Railways was celebrated. As South Africans we felt proud of our national symbols.

We had a national railway, a national South African Defence Force and a national South African Police Force. Our national symbols were placed on a pedestal. Our discipline was strict our service was excellent. The South African Railways even provided chefs for parliament and we all had pride. It is always easy to take over from a bad manager! In a very short time you can produce excellent results! Taking over from a “good team� is more difficult.

Taking over the reins of government and state departments is not a simple process. One has to maintain crucial levels of excellence and competence.

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What I don’t understand is; we all voted for change in South Africa. In turn we were promised heaven on earth! Now it is understandable if the civil service, commerce and industry have to reflect the majority of the people in our society, the questions are: “Whose standards and what values are we going to promote? Whose interests are “we” going to serve?

I would have kept the “best of the best” and encouraged my people to become even better. I can’t see that colour and sexual orientation is that important. Why a useless person should get a position by default, simply because of pigmentation or sexual orientation is beyond understanding. (It’s like winning the race; but getting second place? Crazy!)

The current international status of the Blue Train is uncertain! Give the train to Prasa and paint in a new livery. Once management feels it deserves a “Blue Ribbon” of excellence then, and only then, promote the “New Blue Train”. [How come Rovos is doing so well?]

I hear rumblings and rumours of disinvestment; the rand is also dropping in value. Let’s come with a turnaround strategy where the emphasis is on excellence, productivity, loyalty, passion and national pride (to name a few key success factors!)

Filler – “New” Blue Train at Fonteine - HBH

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Without you, I cannot do this magazine!

Thank you for your support Gentlemen!

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Wepener’s Perambulations and ‌ Railway History 11 January 2013

34-494 hauled dead

At Wesselsbron, shunting complete, returning to Kroonstad 13

From Wesselsbron returning to Kroonstad

11 January 2013: Accident: Photos received via J & J Wepener Hi Guys.

This happened sometime on Sunday night. So far I have been told that is was a "material train" from Bloemfontein to Kroonstad.

Apparently the points turned under the unit?? I can't get close to the derailment. The last photo was sent by one of my driver buddies when he came back from Bloem.

The driver of the derailed train is well known to us and near pension - definitely NOT his fault...

Cheers.

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14 January 2013: The Blue Train at Drie Ruiters Hi guys, We got the Blue train at Grasslands, running about right time and with decent locomotives for a change...

The ore train is also heading South, this shot is at Drie Ruiters.

Friendly greetings from the crews.

Cheers.

J & J.. 14 Jan 2013

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We need a photo for publication of the 14E with the “new” stripes, please - HBH

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22 January 2013: Fire at Woodstock – Photos from internet via J Wepener Chaos ná trein in Kaapstad brand 2013-01-22 17:31 Kaapstad – Pendelaars wat Dinsdag per trein huis toe reis kan vertragings van tot 30 minute verwag nadat 'n trein by Woodstock-stasie aan die brand geslaan het.

Eyewitness News berig vier kompartemente is verwoes nadat die brand omstreeks 16:00 begin het.

Die brand is teen omstreeks 17:15 geblus.

Die treindrywer is vir rookinaseming behandel, maar geen ander beserings is aangemeld nie.

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Die oorsaak van die brand is nie bekend nie.

http://afrikaans.news24.com/Suid-Afrika/Nuus/Chaos-na-trein-in-Kaapstad-brand20130122

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28 January 2013 Hi Guys.

The train of rail bolsters is heading North between Leeudoringstad and Leeubos, hoots from the crew. According to CTC at Klerksdorp there is an occupation between Warrenton and Christiana, hence no more trains, only the Blue.

We got the Blue Train at Lava, just South of Orkney, going past at an incredible speed, hoots from the driver. The second unit has a white stripe livery. Delicious food smells filled the air as the kitchen car passed by...

In the back ground you can see one of the old Vaal Reefs shafts - today the name is Tau Lekgoa. Which I translate as white lion.

We got a gang clearing the line side on the re-laid Orkney – Vierfontein line. Some places still seem to need plenty of ballast. The track looks shiny, we think due to works trains as nobody has mentioned or seen any revenue trains on this section as yet...

Cheers.

J & J.

34-494 hauled “dead” - J & J W.

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- Rail bolsters

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- Blue Train

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All photographs are by J & J Wepener and carry their copyright.

Railway History: OFS Lines – J & J Wepener Hi Hennie, Re: Opening of OFS lines • Norvals Pont Bridge to Bloemfontein 17th December, 1890. 192km.

• Bloemfontein to Kroonstad 20th February, 1892. 127m. As a result of deviations shortened by 6.4km.

• Kroonstad to Vaal River Bridge 7th May, 1892 85m. As a result of devotions shortened by 3.2km.

• Bethulie Bridge to Springfontein 21st May 1892. 43.2km.

• Theunissen to Winburg 1st November, 1898. 44.8km.

• Wolwehoek to Heilbron 31st January, 1899. 48km.

• Bloemfontein to Sannaspos [Waterworks] 1st May, 1902. 19.2km. [IMR] • Sannaspos to Thaba Nchu 22nd March 1903. 27.2km. [IMR] • Harrismith – Abberfeldy 1st April, 1903. 32km [IMR] • Thaba Nchu to Modderpoort 15th June, 1904. 72km. [ICCR] • Hamilton to Tempe 1st September, 1904. 6.4km [IMR] • Springfontein to Jagersfontein 1st February, 1905. 76.8. [ICCR] • Aberfeldy to Bethlehem 1st March, 1905. 70.4km. [ICCR] ORKNEY [EASTLEIGH] TO VIERFONTEIN 1st AUGUST, 1905. 6.4km. Tvl 5m OFS [ICCR].

• Modderpoort top Ladybrand 16th December, 1905. 11.2km. [ICCR} • Marseilles to Maseru 18th December, 1905. 25.6km.[ICCR] • Dover to Parys 22nd December, 1905. 32km. [ICCR] • Jagersfontein to Fauresmith 6th February, 1906. 12.8km. [ICCR]. Track travels through the main street of Fauresmith, town maximum speed 10km/h over this section.

• Bethlehem to Kroonstad 21st June 1906. 144km. [ICCR] • Modderpoort to Bethlehem 2nd July, 1907. 164.8km. [ICCR] • Hamilton to Beaconsfield 8th April, 1908. 152km. [ICCR] • Sannaspos to Dewetsdorp 1st April 1911. 40.3km.

• Dewetsdorp to Jammersdrif 4th September, 1911. 35.2km.

• Bethlehem to Reitz 2nd December, 1911. 56km.

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Jammerdrif to Wepener 7th February, 1912. 6.4km.

Firnham to Vrede 1st May, 1912. 24km - Tvl 40km. OFS Arlington to Senekal 15th May, 1913. 43.2km.

Reitz to Marsala 3rd November, 1913. 51.2km.

WESTLEIGH TO VIERFONTEIN 31st JULY, 1915. 83.2km [Later joined at Ancona to Welkom line] • Faurismith to Koffiefontein 31st MAY 1915. 51.2km.

• Aliwal North to Zastron 30th June, 1916. 1.6km – Cape; 84.8km OFS. VIERFONTEIN TO BOTHAVILLE 31ST JULY, 1916. 36.8km. [Later joined to Welkom line.]

• Wepener to Zastron 16th April, 1924. 73.6km.

• Heilbron to Petrus Steyn 24th July, 1924. 49.6km.

• Senekal to Marquard 14th October, 1925. 33.6km.

• Frankfort to Villiers 26th November, 1925. 46.4km.

• Harrismith to Meulrivier 9th MARCH 1926. 30.4km.

• Meulrivier to Warden 7th June, 1926 15m.

BOTHAVILLE TO WESSELSBRON 18th JULY, 1928 43m. [Later joined to Welkom line] • • • • •

WESSELSBRON TO BULTFONTEIN 16TH APRIL, 1929, 35M. • Arlington to Lindley 31st July, 1929. 19.2km.

• Parys to Vredefort 24th April, 1030. 16km.

• Petrus Steyn to Lindley 14th May, 1930. 43.2km.

WHITES TO ODENDAALSRUS 7th June, 1948. 38.4km. Site of Mothusi Diesel depot, large shunting yard and operating centre. One line from yard to mine network and one from Welkom station to mine network. *Mine network extended from GLEN HARMONY TO FRIDIESHEIM all mines inter connected. [1998 siding built to AECI depot from Mooiveld, closed road used.]

ODENDAALSRUS TO ALLANRIGDE 18th DECEMBER, 195. 12.8km [25km/h speed restriction between all signals at Welkom station as well as under all road over rail bridges.]

VIRGINIA TO *GLEN HARMONY 1st SEPTEMBER, 1954. 8km. [Closed uplifted].

ALLANRIDGE TO ANCONA 10 JANUARY, 1966 81km [Rooiblom, Rooiblom East, Rooiblom West].

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IMR Imperial Military Railway. ICCR Inter Colonial Council Resolution.

In the Gold/Sandveld the following stations cleaned passenger stock in accordance with the [1973]. Local Appendix.

• Allanridge, • Bothaville, • Bultfontein, • Hennenman.

• SAR Police Post Commanders were stationed at Virginia and Welkom.

Section Hennenman to Allanridge an approved bogie truck may be attached to the back of a passenger train for parcels and perishable items.

Tri-angles were available at • Welkom, • Odendaalsrus and • Allanridge.

Explosive trains Explosive trains from Beaconsfield to the OFS Goldfields must be compiled as follows.

Locomotive/s one type FB, GZ, OZ empty truck, two B, BB empty trucks [Runners], then explosive trucks [Maximum 60 axles] in following station order. Chrisbouw, Friedsheim, Glen Harmony, Odendaalsrus, Virginia and Welkom. Two type B, BB – one FB, GZ, OZ all empty as runners and one bogie guards van. The same procedure to be followed with trains from Elandsfontein, short explosive trucks may be included in this load.

Token less operating Token less operating was in use between Whites and Whites West signal cabins.

Semaphore signals were in use at Whites, with colour light signalling at Whites West.

Whites West to Kalkvlakte used block code bells, and telephonic conformation train left/arrived. Kalkvlakte also had Semaphore signals. [Both Whites and Whites West had illuminated diagrams in the cabins. Whites, Kalkvlakte and Whites West had track circuits and direct telephonic contact with all three cabins, all signals on this tri-angle were also equipped with telephones.].

Rooiblom on section from Allanridge, East Rooiblom on section from Skoonspruit [Wesselsbron] and West Rooiblom on section from Losdorings [Bothaville]. Fully automatic 26

van Schoor trains working instruments were found at all points. All three points also had direct telephonic connections with each other. All sets of points were secured by means of Chubb locks. The driver/assistant/guard would obtain a tablet and also open and close these locks.

Tri-angle section There were also telephones to contact Allanridge, Wesselsbron and Bothaville. Under no circumstances were the three legs of this tri-angle to be used for crossing purposes.

However should a train be in one of the legs to Rooiblom, other trains could wait at the various warning boards erected before the points, until the train had cleared tri-angle section. Then a following train could proceed, with the next train also proceeding or going straight onwards to Bothaville/Wesselsbron.

Whites West to Kalkvlakte During the middle eighties the local operating inspector “xxxxxx” had the Whites West to Kalkvlakte leg closed, de-electrified and uplifted. Trains to the south have to be hauled to Kroonstad, shunted and sent back south. [Of the two bridges crossing both legs, only one bridge is in use]. Then the leg from East Rooiblom to West Rooiblom was closed and uplifted. Again trains to and from Vierfontein have to go to Allanridge, the locomotive/s run around and proceed back to Rooiblom. Today few trains travel from Kroonstad to Bothaville due to poor condition of track at Mirage, trolley has to do a test run first.

Bultfontein/Wesselsbron and Bothaville served from Kroonstad via Welkom.

Information obtained from Official SAR documents: • “Statement showing, in chronological order, the date of opening and the mileage of each section of Railway” [Starting on 26th June, 1860 Point to Durban 3.2km.

• SAS Plaaslike Aanhangsel – Afdeling Oranje Vrystaat 1973 Nr. 5 [Containing all train working methods and regulations on the different sections in the OFS].

Trein bedryf-groete, John en Jacque.

Patron

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Our patron is Les Pivnic. He is a renowned railway photographer and author. His book on SAR Dining Cars is a classic book and by now Africana. He was assistant-curator at the old SAR museum in Johannesburg. He is one of the experts on the SA Railways as he has a lifelong interest in railways.

Richard Clatworthy See Amtrak West.

Premier Classe: Eugene Armer

Photo: Eugene Armer

Hi guys With the recent reduction in services announced by PRASA for the long distance trains, I went out yesterday afternoon to get a shot of the last Sunday departure of the Premier Classe to Cape Town. For some months now the Premier has been running via Fochville 28

instead of Randfontein, so I drove down to Meyerton to get it there. On a Sunday the Algoa and Amatola also leave JHB southbound, so I would hopefully see three main line passenger trains.

There was a track occupation on the south side of Daleside station (Metrorail) to replace a set of points, so only the northbound track was open. All trains were delayed, including the freights. I waited at the Meyer Road bridge between Henley-on-Klip and Meyerton, which is one of the better spots on this line for southbound trains.

The Algoa passed at 16:08, running on the southbound track with 6E1's E1302 & E1318. The Amatola went through Daleside at 17:46 with 6E1 E1411 (clean!). Finally I got the Premier Classe at Daleside at 18:09 with 18-423 & 18-425 in PRASA livery, power car was in SM colours, also the last car carrier. All of these were running about two hours late.

I also got a class 36 at 16:23 on the work train heading south after unloading ballast at Daleside, then got 2 x 10E (clean!) on southbound empties and 4 x 6E1 on southbound cement empties. Northbound I saw 3 x 18E on block load of lime and 3 x 6E1 on car train from PE. Plus the usual Metro's.

Not bad for one afternoon! I figured they must have sent the Premier via Randfontein, so I was already at Rand Water on my way home when it suddenly appeared, so I doubled back to Daleside and got it there from the bridge, luckily a speed restriction was in effect there.

The Premier now only runs Tuesdays from CPT and Thursdays from JHB. Cheers Eugene Armer

Various Maps: Bruno Martin - Railway Map M5 – Tshwane - Railway Atlas of South Africa Map 38

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Railway Philately -

Braamfontein Rapport: Dr V Mostert See Gautrain

KwaZulu- Natal report: Jacobus Marais 18E: 18-524

Boughton Station: 3 x 18Es with 6 tankers

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A bin for coal 33

Red Mamba: SXSRJ 33-017-263

Jacobus Marais meets Driver Rudi Venter

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Natal Mainline – Rudi Venter Asburton

Bayhead

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Umbilo locomotive workshops at Depot

Frere Bridges getting a fresh coat of paint!

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A Shunting Mishap – Dries van der Merwe A shunting movement went horribly wrong. The wagon was lifted with the overhead crane. While the wagon was suspended in the air the shunting movement took place. The overhead crane was taken off its rails and the building structure severely damaged. Thank goodness nobody was injured.

Report published as “is” – no date, time, place was reported - HBH

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Eastern Transvaal: Robbie Green Robbie Green is interested in the railways, nature conservation and police history of the Eastern Transvaal. He brought the following to our attention:

Regular newsletter/Gereelde nuusbrief No. 51 Mpumalanga Historical Interest Group Mpumalanga Historiese Belangegroep 22.01.2013 www.routesmp.co.za (Click: Historical Interest) NOTE: This is not an edited publication. It is merely the stick and pasting of the contributions and comments of members and participants LW.: Hierdie is nie ‘n geredigeerde uitgawe nie maar bloot ‘n samevoeging van bydraes en kommentaar deur ons lede en ander deelnemers Centenary of railway line between Nelspruit and Graskop Nelspruit na Graskop takspoorlyn 100 jaar oud

Some say this year marks the 100th anniversary of the town of Graskop. What we do know is that the branch railroad from Nelspruit to Graskop as railhead, was completed in 1914 which means that the village might have been proclaimed some time in advance.

Sadly it is just about a hundred years later that this track – once a lifeline to the area it served, is now vandalized to such an extent that it was put out of commission.

Media enquiries about the future of this line had been put to Spoornet.

Johan Tate, some time ago, presented me with some scans of photos whilst the branch line was still under construction. I still need to make contact with him again to collect the originals to produce scans with a better resolution for future print processing. Included here are some of these lovely samples.

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This writing is to see if any celebrations or publications to honour the foundation of Graskop or the completion of the railway line, are being planned. This is also a request to all interested to pool possible information, knowledge, manuscripts, photographs and reminisces to enable us to compile and publish something about the construction and heyday of the railroad. The towns, railway stations and sidings that followed in its wake, each with its own unique community - all make for the recollection of an great regional historical project: Photographs that accompany the article:

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Western Cape Report: Tubby Myburg - Hartenbos to Reebok

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Sonsondergang oor die spoorlyn tussen Reebok en Hartenbos.Ons wil nie altyd negatief wees nie maar jare gelede sou dit nie so langs die spoorlyne gelyk het nie. Tot so paar jaar terug 3/4? het hulle die area teen die spoorlyn met plantdoder gespuit en was dit altyd mooi skoon.

Reebok Groetnis.

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-Trapnet: Koot Swanepoel

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Trapnet? Koot en Ronel Swanepoel van Joubertina

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West Coast – Dries van der Merwe

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Railway History of South Africa Early South African Locomotives: HBH CGR -

NGR -

“Blackie”: Cape Town Station: Leith Paxton & Wally Greig

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Blackie goes in hiding 2009: Photos via Wally Greig from PRASA xchange webpage

OVS Staatspoorwegen (OVSS) -

NZASM -

Anglo Boer War -

NGR -

CGR: Narrow Gauge -

NGR : NG 47

Railway Stations Mooirivier / Mooi River Station – Rudi Venter

Nsongweni station

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SAR: World War 1 -

SAR in GSWA: WW1 -

SAR: World War 2 See bookshelf.

SAR Traction and Rolling Stock

AY (HBH)

B-5 52 191 860 (HBH)

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Transnet Traction and Rolling Stock Vapour Clarkson steam heating cars at Braamfontein: Derek Walker

A steam heating car in the old SAR liverly

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SA Metro Rail

Gauteng Metro Langlaagte: Memorial to Gen Koos de la Rey: Andre Grobler These plaques at Langlaagte station mark the spot where Gen Koos de la Rey was shot by the police after he and his companions failed to stop at a road block. The SAP was searching for the Foster Gang who had killed policemen in cold blood. In the car were Gen Beyers and their driver. After failing to stop Const Drury fired one shot. The bullet ricocheted killing Boer War hero Gen Koos de la Rey. It was just after World War One was declared. Gen Beyers was head of the Union Defence Force. The plaque has been stolen. Does anybody have a photogrpah of it?

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Treinwaens in Jhb aan die brand gesteek 2013-01-23 18:01 Johannesburg – Twee treinwaens is by die Croesus-treinstasie in Johannesburg aan die brand gesteek, het Metrorail Woensdag gesê.

Die waens was deel van ‘n trein wat Dinsdagaand na Braamfontein op pad was, het ‘n woordvoerder van Metrorail, Lawrence Venkile, gesê.

“Geen beserings is aangemeld nie, maar voorlopige ondersoeke dui dat brandstigting die oorsaak kon wees.”

Woodstock, Cape Drie treinwaens is Dinsdagmiddag by die Woodstock-stasie in Kaapstad vernietig. Vier pendelaars is beseer en is na die Groote Schuur-hospitaal geneem.

Metrorail sê beide brande was waarskynlik weens brandstigting.

Mosenngwa Mofi, uitvoerende hoof van Metrorail, sê die maatskappy doen ‘n beroep op hulp van alle wetgewers om ‘n einde te bring aan die vernietiging van sy bates.

http://afrikaans.news24.com/Suid-Afrika/Nuus/Treinwaens-in-Jhb-aan-die-brand-gesteek20130123 53

Durban Metro Rudi Venter

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SAR Narrow Gauge (NG) -

Industrial NG -

Gautrain

Both sides of the Gautrain Card.

Gautrain bus service struggles to attract commuters 19 Jan 2013 11:27 - Sapa

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The Gautrain bus system has been struggling to attract commuters and has been operating at its bare minimum especially during off-peak hours.

The Bombela Operating Company (BOC) which runs the Gautrain's railway and bus service said by the end of 2012, the Gautrains were carrying 41 000 people a day while the bus system carried 15 000, Saturday Star reported.

Spokesperson for BOC, Kelebogile Machaka, told the newspaper that while the off-peak demand for the bus service was low, the same applied to any public transport service.

"It's the reason that you also see fewer minibus taxis and metro buses on the roads between 9am and 2pm. The Metrorail as well as SAA's domestic flight services are no different," she was quoted as saying.

Vaughn Mostert Transport expert Vaughn Mostert who has been informally monitoring the Gautrain commuter numbers said the situation was "frightening and appalling" especially because of the money which was spent on the system.

"If you divide 15 000 passengers by 125 buses Gautrain operates on all routes daily you will recognise that this comes to only 120 people per bus per day.

"If you break it down further it gives you an average of 10 people per trip one way," he was quoted as saying.

Mostert said the buses needed to reach more areas.

The buses were currently operating in major residential suburbs and working districts between Pretoria and Johannesburg. – Sapa http://mg.co.za/article/2013-01-19-gautrain-bus-service-struggles-to-attract-commuters • We need a Gautrain correspondent. I have written to them, not even the courtesy of a reply! - HBH

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Photo reports: Railway People – Spoorwegmense Jez Smith (UK) Hi Oom Hennie,

First pic is me.

About me - I was born in 1973 to a Mersey Ferry Captain who was fanatical about steam. Sadly I was 5 years too late. Growing up near our local docks in Birkenhead, Merseyside (near Liverpool), I was able to observe the many now obsolete diesel locomotive classes prevalent at the time.

Upon graduation, I became a driver for Freightliner UK, based at Crewe Basford Hall, passing out on classes 57, 66, 86 and 90.

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As my family grew, it became necessary to transfer to my local train operating company (TOC) Merseyrail. There I drove the 750v DC 3rd rail EMUs of Classes 507 & 508. Sadly, illness and family issues led me to reluctantly leave my job 2 years ago, but I long to ride the rails once more.

Who knows?

Maybe one day soon in South Africa....

Second is E1325 & E1667 northbound from Kimberley with a Rovos, 31st July 2007.

Location - Windsorton Road, NC.

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Third is Unidentified 6E1s with engineers train, 2nd August 2007. Location - Slypklip, NC.

Fourth is EWS (Now DB Schenker) owned class 90 25kv electric loco no. 90028 at Crewe, Cheshire, UK. Date December 2nd 2007.

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Fifth is Freightliner owned class 90 no. 90041. Location - Wolverton, UK, August 20th 2008.

Liverpool Finally, my home station, Liverpool Lime Street, opened in 1836. A class 150/1 'Sprinter' DMU, no. 150142 sleeps at 3am on January 28th 2008.

I also have a profound fondness for the Kimberley/Bloemfontein/Lime Acres/Sishen areas.

Dankie for featuring me - It means so very, very much, Oom Hennie!

Petrus Botha: Joahnnes Botha A collage of Petrus Botha (Newcastle) by his brother Johannes Botha.

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Railway Padre: Koot Swanepoel Kyk Spoorwegman, ek skryf en bid vir jou!

Koot Swanepoel

U kan Koot direk kontak by 082 041 9123 U kan Koot per epos kontak by: J.C. Swanepoel koots@telkomsa.net

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 Leon “Div” de Villiers’ Books: Cape Town AFRICANA & OTHER BOOKS BOUGHT & SOLD, including: Book Collections, Manuscripts, Maps, Paintings, Prints, etc. Pertaining to our Literature, History, Historic Buildings & Places, Hunting, Nature, Wildlife, Railways, Maritime, Military, Wars, People etc. as well as related Topics on the African Continent.

Contact Leon at TEL/FAX: 021 592 3460 CELL: 084 436 0842 e-mail: australb@mweb.co.za http://antiqbook.com/bookdealer.phtml?o=australafrica

http://www.bidorbuy.co.za/seller/435994/Boekesmous http://www.facebook.com/africabooks (Free advert for our readers)

The Wisky Train – David Scholtz Dear Hennie I regret that, due to work pressures, I have not been able to respond earlier to your email dated 16 November 2012.

I attach for your interest a copy of a short article on the unveiling of the memorial, which was published in the December 2012 edition of the Military History Journal.

I also attach a photograph of the memorial.

Yours sincerely

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David Scholtz Brig Hennie, Skitterend en bly daar is nou gedenksteen opgerig. Sal dit graag wil gaan besoek met my volgende kuier in SA. Nogmaals dankie, ek waardeer.

Walk Tall Piet van Zyl. Dear David Thanks very much.

I publish the monthly eNONGQAI and The Uloliwe and I would like to publish something about the Whisky Train as I am sure our readers will be interested.

I will publish your email & annexure in both under the heading: BOOKS. Do you think it will be in order? Don't want to be charged for plagiarism.

Salute Hennie Heymans

Dear Hennie Thank you for your email. I am a member of the Committee of the SA Military History Society. There will not be any problem if you publish the article which appeared in the Military History Journal. Please however note the source of your article. The journal is published about twice a year and is not actually a book.

Yours sincerely David Scholtz

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Road Motor Transport Service [RMT]

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South African Airways SAA Collage: Johannes Botha

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SAA History: Johannes Botha Flying Boats and fixed wing SAA aircraft

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BOAC’s Comet •

Johannes Botha obtained these photographs from the SANDF archive in Pretoria - HBH

Vaal Dam, the Country’s First International Airport: According to the 1993 SAP Year Book South Africa’s first international airport was situated at Deneysville. (I did not know this.) The SAP at Deynesville had to patrol the Vaal Dam with patrol boats. 1

(HBH)

1

(HBH)

Compiled by the SAP Public Relations Division 1993 p 213

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Harbours Durban Harbour: Rudi Venter

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Catering Division -

SA Railway Police SARP Ladysmith: 1922 Obstuction between Van Reenen and Swinburne – Mark Newham

Mark Newham, former SAP, knows of my “love” for Van Reenen’s history. He totally bowled me over with the above note from the Railway Police at Ladysmith to the SA Police Van Reenen.

•

I would love to hear Brig Ronnie Beyl’s comments – HBH. 74

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Water Police -

GSWA/ SWA/Namibia (NamRail) -

Rhodesia Railways, National Railways of Zimbabwe -

Railways: Tourism, Steam, Preservation, Societies & Clubs Amtrak West 2005: Richard Clatworthy The National Railroad Passenger Corporation, Amtrak, provides long-distance and intercity passenger transportation in the USA. In the western part of the country routes radiate from Chicago to New Orleans (City of New Orleans), San Antonio (Texas Eagle), Los Angeles (Southwest Chief), Emeryville, for San Francisco across the Bay (California Zephyr), and Portland and Seattle (Empire Builder). Linking these terminal points are the Sunset Limited, New Orleans (originating in Orlando) to Los Angeles, and the Coast Starlight, Los Angeles to Seattle. Thus a number of triangular journeys are possible. We chose to ride the California Zephyr to, firstly Salt Lake City, then on to California, then the Coast Starlight to Portland, then return to Chicago by the Empire Builder with two stopovers.

Non-Americans can buy a variety of Railpasses, of which the 15 day Western pass for $210 (£126 including a booking fee, through a British travel agent) suited our purpose. There are High season and Low season rates, the former applying during the summer from the end of May to the first Monday in September (Labour Day) (the rate quoted above is Low Season). One travels Coach Class – sleeper roomettes are available at considerable supplementary rate, but we considered we could sleep adequately in the reclining seats with alternate nights in a hotel. Jenn and I set out to travel early in September, after Labor Day. The proposed itinerary was: from Chicago on the California Zephyr to Salt Lake City, where we would hire a car and travel north to the Golden Spike Historical Site where the tracks being built from east and west had met (now by-passed). We would then continue westward by train to Sacramento, State Capital of California, where we would meet a vet 76

who had been over on the Foot and Mouth outbreak. We had already visited San Francisco in 1999 so from Sacramento we would travel northward on the Coast Starlight to Portland, Oregon, and then commence the return leg on the Empire Builder as far as the Glacier National Park. After a day there we would continue eastward to La Crosse, Wisconsin, the nearest point to where our other veterinary contact, John and Jody Flint, lived in Iowa. We would hire a car to visit them before completing the journey, from La Crosse to Chicago, on the fifteenth day.

John and Jody had an alternative idea: they would come to La Crosse and we would do a two-day river cruise on the Mississippi. We readily agreed to that.

Having a son working (Senior First Officer) for British Airways entitled us to Staff Travel fares, and Trevor did a roster swap so he could fly us to Chicago himself.

Accordingly on Tuesday 6th September we travelled to Heathrow and Jenn and I checked in. As we boarded Trevor met us and introduced us to the Captain. Heathrow was very busy that afternoon, our take-off slot was delayed, we held at the runway end for a long time, and eventually took off an hour late. It was just getting dark when we landed at O’Hare. Trevor met us in the baggage hall and we travelled on the crew bus to the hotel used by BA. Having had dinner on the plane, we had an early night.

The next morning we rose early and walked into the city, finding a diner to have breakfast.

We then made our way to Union Station where we verified our booking for the next day’s California Zephyr. From there we walked north-eastward, across the Chicago River, to the Hancock Observatory Tower which we ascended for fantastic views of the city and lake, though it was a bit hazy. From there we took a taxi to the Navy Pier, having lunch at an open air café. After lunch we returned to Trevor’s hotel, gathered our luggage and departed to our chosen hotel, the Cass Hotel, leaving Trevor to rest prior to his return flight that evening.

On a previous trip to Chicago we had stayed at the Cass and found it clean, secure and comfortable at a reasonable rate. After checking in we explored neighbouring blocks, locating a Bank of America branch where ATM withdrawals were without surcharge. In the evening we walked two blocks east to Friday’s where we had previously eaten.

On Thursday morning, after an adequate budget breakfast in the hotel, we walked out, locating a Wal-greens where we bought various sundries, as well as buying light blankets for the train at Marshall Fields. After lunch at the Corner Bakery opposite Friday’s we got 77

a taxi to Union Station and made our way along the close-roofed platform to our coach vestibule. We had been too late to check our suitcases in, but in the vestibule there was an adequate luggage rack. We climbed the narrow staircase to the upper deck and found our allocated seats, on the left side next to a disappointingly dirty window.

In Superliner coaches the main seating is on the upper level and inter-coach gangways are at this level. The paired seats all face forward with reclining backs, a thigh supporter which hinges upward and, on the back of the seat ahead, a fold out table and a fold out footrest. The lower level has on one side of the central vestibule a cluster of toilets including a Ladies changing room (or Ladies’ Lounge as some coaches had it); on the other side, beyond the stairs, a compartment with additional seating.

Departure at 1.50pm was on time, but at Cicero yard, within city limits, we were held for 20 minutes. Then we got away through the suburbs until we were rolling through farmland – fields of ripening corn (maize) with differences in height and colour, leading me to speculate on varieties – just what does standing popcorn look like? The farmland was punctuated by small towns – white clinkerboard houses in open-plan rough lawn, plenty of trees but virtually no flower gardens, the main street crossing the railway on the level, with traffic lights suspended above the intersections. From being hazy, in mid-afternoon it got positively dark under lowering clouds and we passed through rain which did nothing to clean our window -in fact it showed how rain from the roof converged there to produce eddies for dust to adhere to. The weather lifted as we crossed the Mississippi River to Burlington in Iowa, where a pair of small road diesels in different Santa Fe liveries were standing for a photo.

We were hauled by a pair of the streamlined locomotives built specifically for Amtrak by General Electric, going under the class name of Genesis. Behind them was a baggage car, then the sleepers, the dining car, the lounge car with large, high windows and the cafeteria/takeaway food counter on the lower level. Then the Coach Class coaches, with a boxcar of mail following behind.

As we entered the small town of Ottumwa I was interested to see the school playing field with children being coached in American Football. Ottumwa was a smoko stop – there is No Smoking on the train, periodically a stop will be extended to five minutes or so and passengers allowed to alight to light up or stretch their legs. We carried on, waiting at a siding while a massive coal train with mid-train and pusher diesel units curved off to a power station impressive on the top of the ridge. It was now evening and we went to the dining car for dinner, seated with a couple of Americans heading to the Rockies for a 78

holiday.

As daylight was fading we came to a stop, normally controlled it seemed to me and I assumed it was for traffic, but we stood for some time and then there was a PA announcement that due to debris on the track the locomotives had sustained damage but the engineer was fixing it. After a while there was a further announcement – a crosstie (sleeper to us, and presumably timber) had been placed on the track, and debris had damaged the control cables between the locomotives. Accordingly we would have to wait until a relief locomotive could arrive. I wondered how long that would be – we ate our dinner and were still in the dining car when lights went past on the adjacent track (fortunately a double track section) – it was now dark outside Soon afterwards we were on the move again.

We were now a couple of hours behind schedule and I was keenly aware of one point – we were due into Salt Lake City toward midnight the following day, we had a hotel room booked, but the hours that we would have available to sleep in it were diminishing.

Anyway, having attended to toilet matters, we reclined our seat-backs, raised our leg supports, pulled out the foot rests, pulled our blankets over ourselves and I put on my eye shades, and we slept quite well.

In the morning I found we were rolling through grassland interspersed with cornfields.

We crossed freights hauled by teams of Burlington Northern Santa Fe (BNSF) diesels in various liveries. The first PA announcement of the day advised us that as the freight locomotive assisting was limited to 70 mph (compared to our normal 79 mph limit) we were losing further time. For breakfast we chose to forsake the dining car for the takeaway service of the lounge car. On the parallel highway a large articulated truck was keeping pace with us, a target for a photo.

There was a smoko stop at McCook and I hurried forward to find, ahead of Genesis 204 and 202, a General Motors SD70MAC (I think) from BNSF – no.9880 if anyone has a list.

We rolled on and as we neared Denver, came the call for lunch. We decided to go to the dining car, sharing a table with a rather unconversational couple, and as we completed the meal we were in the outskirts of Denver, where we stopped and set back into the station.

Standing on a spur was Genesis 193. I excused myself, leaving Jenn to pay for the meal, and disembarked, hurrying forward to see 202 being uncoupled from 204 and the rest of the train – showing “bandaged” hoses – and towed away by 9880. 193 was brought out of the spur and coupled up to 204. I photographed all this – only later did I find I had fallen victim to a hazard common to places where air-conditioning is prevalent – taking a cold 79

camera into a warmer, humid, environment allows condensation on the lens. Many photos were to be spoiled by this factor.

We left Denver but on the outskirts came a long wait, and it was announced on the PA that through running late we would be subject to further delay due to maintenance on the track ahead. Eventually we got going, climbing through the suburbs. In the open country at the foot of the Rockies we crossed a long coal train with two Union Pacific diesels in front, three mid-train, and one on the tail. The line swung left and we climbed amongst spurs and valleys, with on the uphill side a train of rock-filled hopper cars permanently parked on parallel track as a windbreak, as was explained by a guide who had boarded the train.

After several curves we found we were high up on the mountainside with the train we had crossed below us. Soon we entered the tunnel through “Flatiron Mountain” – flat surface sloping up to a pointed peak, the first of many tunnels through spurs. Unfortunately my attempts to photograph the leading end of the train on curves were not successful – much better when you can lean out of a window! – while the view to the east was over featureless plain. After a while we headed into a high valley and crossed the bridge which had just been worked on. Soon we entered the Moffat Tunnel and emerged on the other side of the Continental Divide to stop at the resort town of Granby in light rain.

We descended gently through upland valley till we came to a stand at a siding with placid river on our left, and on the right a UP General Electric C44-9W snoozing. The PA advised us that we would wait to cross firstly a UP freight and then, following it, the eastbound California Zephyr. Looking across the river to the rifle-sight break in the far horizon, I discerned a train snaking to the right – after a short while the UP freight appeared alongside us and rolled past. After a further while the California Zephyr rolled through and we got the road again.

In the gap the placid river reflected the overlooking bluff, and then – white water! We followed the churning water downstream in a gorge which opened out. The sun was going down as we entered the Glenwood canyon, with the on-board tour guide explaining how the conflicting demands of road traffic and environmental preservation had led to the most stringent engineering standards in construction of the accompanying I-70 highway. Much of it is on stilts, sometimes with one carriageway directly above the other. It was dark when we got to Glenwood Springs and the commentary, and other PA announcements, ceased. We bought a takeaway supper in the lounge car and settled down for the second night.

Sometime much later I woke – we were stationary and remained so for some time.

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Looking out of the window I could see occasional distant lightning to the east. After a while I rose and walked down the aisle, encountering another passenger who said we had been standing for an hour. He suggested that the Conductor might be in the Dining car so we went there and found the Conductor sitting at a table. He explained that there had been a mudslip ahead, he did not know how long we would be held. I returned to my seat, explained the situation to Jenn, and went back to sleep. A little while later I realised we were moving, later I found we were stopped at Helper station. After a further doze I woke – it was just getting light, we were in a cutting and then entered a long tunnel and emerged in upland valley. I later found we had just traversed Soldier Summit. After a while we started descending, with attractive mountainside views, and as the sun rose the bushes on the hillside were thrown into sharp relief. On a curve I spotted Genesis’ and passenger coaches approaching, on double track – the eastbound CZ, the third that we crossed We reached level ground at the town of Provo, with Lake Utah to the west mirroring the hills beyond it.

After a further hour or so we reached Salt Lake City, at 9.30 am instead of the previous 11.30 pm. We detrained, finding ourselves on an open platform with a large Portakabin – or so it looked – as the station building. We passed through it, passing a number of waiting passengers who had spent the night in cinema-type chairs.

We got a taxi to the Holiday Inn Downtown – actually not all that close to the City centre – having agreed to forgo the plan to hire a car and explore. We had to pay for the missed night, not having had the means to cancel, but decided to stay that (Saturday) night there.

[The plan had been to hire a car and drive to Ogden and the Golden Spike Historical Site, where the transcontinental railway had joined up, spending the night somewhere there and returning to SLC on Sunday afternoon].

After a shower we took up the hotel’s facility of free travel “downtown” and were carried to the City Centre, in the vicinity of the Mormon temple. After lunch we visited the Temple and had a conducted tour by a pair of earnest young Sisters, but declined their missionary approaches. Exploration indicated that the neighbouring blocks were squeaky clean, but beyond the old Union Pacific depot – closed for a private function – was a lively recreational area with a multiple fountain and youngsters dodging the intermittently spurting jets. Came the half-hour and a musical “Dancing Waters” display commenced – most attractive.

We walked back, passing the old Rio Grande railroad depot, now the local Historical Museum (but closed) and a hotel that, from a distance, resembled a grain storage silo with 81

windows. After dinner we settled down for a good night’s sleep.

After breakfast we walked towards town until we encountered the Utah Transit Authority (UTA) tram system, bought tickets from the machine, and rode in. On another, unescorted, visit to the Mormon Temple we watched a video of the migration of the sect to the region.

People were emerging from church in their Sunday best. Most of the shops were open and we discovered the common association of a bookshop with a coffee bar. This suited us for a light lunch. We then boarded the tram and rode it to its suburban terminus and back.

This time the Union Pacific depot was open, a vast open concourse with murals – one could imagine its former importance. Beyond was a shopping complex and I recognised that an upper level walkway with shops would have been the viaduct carrying the tracks to the station, on sloping ground above. The fountain’s display on the hour was even more spectacular.

We returned to the hotel – we had checked out but left our luggage and arranged that they would deliver us to the station at 10 pm. On arrival there we were very pleased to learn that the train was running to time, and at 11.30 it pulled in. We boarded and were soon settled and asleep.

At first light next morning I woke, and, being in the aisle seat, moved to a free window seat, with periodic transfers to one on the other side. We were rolling down a wide valley, with a parallel track far to the right. We rolled through a settlement with enough name signs to confirm Battle Mountain, and I was able to identify the location on a railroad map of Nevada and California that I had. Jenn woke up and advised that we had been standing for some time during the night, and at the first scheduled stop we found we were about three hours late.

After a length of shared trackage worked uni-directionally we reverted to single track and followed the Humboldt River through treeless country until it dissipated in a salt flat.

Once we joined the Truckee river the scenery became more interesting as we climbed to the rail centre of Sparks and, after a service stop, on to the neighbouring city of Reno (like having a crew change at Dabuka, calling at Gweru as an afterthought!). Anyway the latter was a smoko stop. After Reno the scenery became impressive as we climbed up the Truckee gorge, double track, with old mining water flumes, and, across the river, the I-80 Highway. After Truckee station we climbed a long double loop to look out over Donner Lake where so many of the ill-fated emigrant party perished. We had a good look at the Lake, with a holiday resort on the far shore, while we waited for a freight to clear the single track tunnel ahead, which saved a lot of curves, seven short tunnels and 60 feet of summit 82

altitude from the old, disused route. Then it was down a deep, wide valley, looking across to rock surfaces with a few trees maintaining a roothold. We descended into more heavily wooded country with occasional distant views, crossing another reciprocal California Zephyr as well as freights, uniformly powered by yellow UP locomotives.

As we neared Sacramento, about three hours late, there were PA announce-ments – passengers for San Jose, beyond the Emeryville termination, should transfer to their connecting train (the last of the day) at Sacramento as that train would probably overtake the Cal Zeph during the last part of the journey. This was our disembarkation point, anyway, and we entered the terminal we knew from our 1999 trip. I found the free-calls-to hotels phone that we had previously used was no longer available, I had to pay 50c to call the Vagabond Inn and request collection. With some delay stated, I bought a copy of the Sacramento Bee to see what was going on locally.

The Vagabond Inn was as remembered. We went for a walk to the nearby Old Town and returned as it got dark. I phoned Heidi Hamlen, a veterinarian whom I had met on the Foot and Mouth job in 2001, and she said she would call for us the following evening and show us round Sacramento (she had already promised to take us out on the day following).

As before, we dined at the adjacent Denny’s.

The following morning at sunrise I walked to the station where a square-ended UP switch loco towed a GP38 (I think) through. Back to breakfast where we discovered in the hotel breakfast room a waffle machine with mugs of mixture ready to be poured in for cooking.

However the supervising lady decided I was not fit to operate it and did one for me.

We then walked into the centre of the town to access the tramway (Rapid Transit) system.

My Railroad Atlas showed that part of it ran along the route of a disused railway to Folsom which another source identified as the first railroad in the far west. The Sacramento Rapid Transit website had stated that they were extending their line to Historic Folsom, completion 2005, and I wondered if it would be open. At the first station we came to my question was answered – a system map showed the extension, annotated “Opening October 15th 2005”. We were a month too early.

Anyway we bought Day passes at Senior Citizen rate and boarded a train, four car set similar to the Salt Lake City ones but sleeker and shinier. Boarding was at street level except that each station had a short ramp to floor level, and trains stopped with the first door against this. If a disadvantaged passenger was waiting on the ramp the driver would pop out of the cab, open the door, swing out a bridge-flap for a wheelchair, assist the 83

passenger aboard and ascertain the disembarkation point in order to provide assistance there. At one station an elderly, grey-haired and –bearded gentleman, apparently eight months pregnant, waited on the ramp and was assisted aboard. Shortly afterwards the conductor approached – we showed him our passes and he moved on to the elderly gentleman, who took out his wallet and offered money. However the conductor was having none of it – the train being at a station they left together.

At Sunrise, the western terminus, the new tracks stretched tantalisingly into the distance.

As a returning train was ready for departure we boarded it. At a junction we got off and waited for another train, of older stock, which we rode to the southern terminus, remained aboard it to the northern terminus, and returned to the city centre. From the handsome Capitol we walked to an imposing bridge over the Sacramento River, and lunched at a riverside eatery. After lunch Jenn went shopping in the Old Town while I waited for a train to cross the massive swing bridge, double deck with a road on the upper level. When one came I got a photo, but the line-up of yellow UP locos is obscured by the massive girders. There had been some pleasure boat traffic but none at the crucial moment.

I then walked toward the Railroad Museum, outside which stood, coupled together, a brand new EMD SD-something and GE AC44 or larger (my identification book dates from 1996, and I have not seen a more recent edition), in UP colours, together with a small square ended switcher proclaiming its environmental friendliness. An attendant said that UP was holding a staff conference within. As the main-line locos were coupled tail to tail, they afforded a ready comparison of the respective builders’ radiator-housing characteristics.

Time to meet Jenn – she went back to the hotel while I entered the museum. Having little cash but not regarding the $6 entrance fee as worthy of a credit card transaction, I asked to cash a travel check (American terminology), showing my passport. On realising I was an overseas visitor the cashier insisted on giving me a complimentary ticket. I resolved to spend some money in the shop.

I renewed acquaintance with the SP cab-forward 4-8-8-2 (if you accept the reverse notation – the bogie is under the firebox and cab), chatting to the volunteer in attendance – a retired Air Force man with no railway background. In conversation with someone else he revealed that certain cab fittings were recent donations but there are still gaps to be filled.

Exploration was cut off by the 5 pm closing time but the shop stayed open longer. I bought a historical account of the Sierra Nevada crossing and A Conductor Remembers, a collection of “Jack” stories.

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At 6 pm Heidi called for us, and in the remaining daylight showed us the Capitol Park, where she spent lunch hours when working for the Agriculture Department. We then went to another riverside restaurant, and as we walked in Heidi found the veterinary practice where she worked part-time on a staff outing. After introductions we dined separately, there was a birthday party going on with uninhibited revelry. A very pleasant evening.

We arranged that the following morning we would catch a train (Caltrans division of Amtrak) to Davis, 20 miles away, where Heidi lived. Early in the morning I went across to get tickets, a fortunate move as it took the ticket clerk, with her supervisor, ages to interpret our pass (the tickets we already had were boarding passes). I returned for breakfast, we checked out and were delivered to the station. The Caltrans coaches are similar to Superliners, with two vestibules instead of one, but generally fresher and smarter. On the front was a F59PHI loco. Out of Sacramento, the accompanying road was on stilts – I learned that the area was a floodplain.

At Davis Heidi met us, we loaded our luggage into the trunk of her car, and we headed west toward the Muir Woods, north of San Francisco. The National Park is the domain of California Redwoods and other native conifers saved from the logging industry by John Muir. We had a very pleasant walk, then proceeded to a viewpoint overlooking the Pacific for a picnic lunch. Alongside was what appeared to be a viewing shelter, but abandoned and overgrown. It was in fact a wartime observation post. It could have provided welcome shelter from the gale force wind!

We then drove northward to Stinson beach, completing the journey to the shining sea.

Heidi took a photo of me paddling, beckoning to Jenn (out of shot) but she did not join me, though she did get her feet wet. Heidi then drove us further north towards Reye’s Point, calling at an earthquake centre where a displaced line of trees commemorated the 1906 earthquake that devastated San Francisco.

Reviewing our intended movements – we were travelling northward that night on the Coast Starlight, departing Oakland at 9.30 pm – the train did pass through Sacramento but at midnight. We already had Sacramento-Oakland tickets but intended to catch the train at Suisun-Fairfield, midway, at about 7.15 pm.

More importantly, Heidi had a Parent/Teachers meeting at 7 pm, and I was now coming to have doubts that she would make it back in time. We recrossed the northern arm of the bay and turned off toward Fairfield. However railway stations are relatively unimportant to many Americans, 85

signposting was nil and people vague. Eventually we got clear instructions and located the station – we jumped out, grabbed our luggage, had a rushed farewell and Heidi sped off. I felt guilty as I would have liked to fill her tank with gasoline.

The station building, shared with Greyhound, was closed but Jenn spotted a pizza parlour across the street so we repaired there for a drink, a snack and to watch some baseball on TV. At the appointed time the F59PHI brought its train in. We were held for some time en route at a bridge swung for river traffic, and by then it was dark. At Oakland we entered the roomy station building, checked in our baggage, and were advised that the Coast Starlight was about 50 minutes late. However about 30 minutes after schedule time a pair of Genesis’ rolled in with Superliner stock, but no announcement. It was the CS, and we were directed to the rear coach, where the conductor, on the platform, directed us to seats 3 and 4. Upstairs we found the coach virtually empty and, not wishing to sit right at the front with restricted sideways view, took the fifth row back. Shortly afterwards the female conductor came upstairs and put on a very good Gestapo camp-guard act: “I told you to sit in seats 3 and 4”. We explained our reasoning. “Well, you can sit there (front row) or there (row 3)”. So we accepted the compromise and honour was satisfied all round.

The next morning I found we were in northern California and soon snow-capped Mount Shasta came into view on the right. We entered Oregon and stopped at Klamath Falls, two hours behind schedule. Behind us, on tracks to the east, stood a mixed fleet of UP locomotives with the sun directly behind them. I took a photo anyway, and we stretched our legs as it was a smoko stop (but I couldn’t risk venturing back for a better photo). We continued through upland coniferous woodland, with interestingly shaped mountain peaks on either side. Then the peaks loomed closer, we looked across a broad, deep valley, and ahead I could see, at considerably lower level, a tunnel mouth. Before the descent began in earnest, we were held for a freight. We were in the last coach; many Amtrak trains have a tail of mail-carrying boxcars, but we were not so encumbered and the window in the connecting door gave a rearward view. The crossing train was completed by a pair of pusher locos, giving me a picture equivalent to an approaching train.

We continued downgrade with numerous curves but the front end always concealed by the trees. We emerged from the tunnel mouth that I recognised as the one seen from above and curved around the bottom of the valley, coming to a stand in another siding. Here a PA announcement advised us that due to congestion at Eugene we would be held to cross not one but two freights. By the time these cleared, we were three hours late. At a further siding we overtook a freight (all trains were UP) and I expressed sympathy for the crew, to be reminded by Jenn that they were no doubt on overtime.

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After Eugene we made better progress, crossing at one point a Cascades train (SeattleEugene) with its F59PHI standing proud of the single-decker coaches which followed it. It was getting towards dusk when we crossed the Willamette River and entered Portland’s Union Station with its high tower. While waiting to reclaim baggage I noticed a picture of the station, no locomotives visible but strands of coal smoke, apparently unchanged from the present state. We got a taxi to Days Inn City Centre where we had booked, and settled for the night.

After breakfast the following morning we established that the best way into town was to walk outwards for two blocks, to intercept the Rapid Transport (MAX) line. Arriving at a station point, we looked for a ticket machine and were advised that travel was free in the central zone. We rode to the centre, looked at the Willamette River, about equal to the Thames in London, did some shopping, and caught a MAX train to Washington Park. Out of the city centre the line entered a tunnel, and after a while we disembarked at an underground station. As we entered the elevator I noticed a display saying 452 ft. I took this to be the depth – actually when we reached the surface it read 713 ft (actual height above sea level) but still the difference of 261 ft. makes it America’s deepest underground station.

Outside we sought orientation, then another couple discovered a bus with a very informative driver who explained that he travelled by the Japanese Garden, which he passed hourly, continuing back to town. So we rode with him to the identified drop-off point and walked to the nearby Japanese Garden, then continued to the adjacent Rose Garden, an official testing site for American roses. From the gardens we looked over the city centre, shrouded in mist – at the kiosk postcards on sale showed a backdrop of a snowcovered peak (Mount Hood). I bought a couple, one to send to Heidi, one for the record.

After lunching at the café we rode the bus back to town and the MAX tram back to the hotel. Collecting our luggage, we took a taxi to the station, where a plaque by the National Railway Historical Society, placed in 1996, affirms the status of the then-100-year-old building as a Historic Place. In due course we were called to board the Empire Builder, selecting seats on the right. The hooter blast was unusually close with the short train – previously we had been separated from the front end by the sleeper coaches and dining and lounge cars. We crossed the Columbia River on a two stage bridge with an intermediate island, and entered Vancouver town in Washington State. After a station stop we set off along the backs of riverside houses until we had a clear view of the mighty river, with periodic dams and locks. The weather was overcast and hazy and we did not get the 87

promised view of Mount Hood, but the river had dramatic rocky islands and occasional magnificent bridges. Then up ahead I spied sunshine on the hills, but by the time we got there the sun was on the horizon. However I had established that the moon would be full, and I was soon able to photograph its rise. A paddle steamer passed downstream, on a booze cruise no doubt, and surprisingly my camera captured it, albeit with visible movement. After we settled for the night, periodically I looked out to see the moon reflected in the dark water.

When I woke up much later I looked out and up, and the sky was just lightening. A bit later I did the same, but the sky seemed uniformly dark, and I realised that periodically a light would flash by on both sides. The mystery was solved when we emerged from a tunnel into the dawn. The Flathead tunnel is in fact seven miles long. I had no awareness of the stop at Spokane where the Portland and Seattle portions were joined, but Jenn had been aware of shunting movements. We bought an early take-away breakfast at the lounge car and I photographed the sunrise, again over water, Whitefish Lake this time.

Soon we drew into West Glacier station and we gathered our luggage and disembarked.

As promised by the guidebook, the Highland Resort Motel was just across the road. We crossed, stepped onto the verandah and identified the office door which was closed with a notice “Back in ten” (minutes presumably). We waited around, nobody came, so we acted on a secondary notice “If unattended, enquire at the store”. We walked past the petrol station to the store, where the girl said we would only be able to get into our room at 2.30pm. We enquired about tours into the park and were given a number to ring. At the cost of four quarters we were advised that nothing was available. It looked like the stopover was turning pear-shaped!

We left our luggage at the store and walked up the road to the turn-off to the Glacier National Park, passing under the railway (the settlement where the station was is actually Belton) to the rather larger village of West Glacier. A sign indicated that Agpar, in the National Park, was two and a half miles away, and as it was a cool morning we decided to walk there. We crossed a bridge over the Flathead River (Middle Fork thereof, to give it its full title) and walked through coniferous woodland, passing the turn-off to the Park staff residences. Then we came to the Park entrance and learned that the entrance fee for hikers was $10 (for 7 days, but no short-term rate), so we decided it was not worth it and turned back. At the bridge we spotted a path down to the water and along the bank so we followed it. It turned inland and ended at the wardens’ quarters. We retuned to West Glacier where Jenn sampled the shops while I climbed the bank overlooking road and railway and waited for a train. I waited some time but was eventually rewarded by a 88

colourful locomotive consist – a pair of brick-yellow Burlington Northern Santa Fe units (pumpkins), a grey and striped CSX (CSX being a leasing company), and a red and silver Santa Fe (warbonnet livery but without the actual headpiece). With these in the camera I rejoined Jenn and we went for lunch at the restaurant attached to “our”store.

At 2.30 we called at the motel office and a girl gave us the keys to room 21. We were directed to a stable block of rooms some way up the hillside, no.21 being the last of the line – ideal for honeymooners or clandestine lovers but unnecessarily remote for us (and only one other room was occupied). We went back, asked for a change and were allocated a room in the main building, looking out onto road and railway – much better! In the transit we had noticed, parked under the trees, a 1947 Chevrolet sedan (a popular car in Rhodesia, usually in Coupe Imp form) and a later Ford Falcon.

As we rested, several trains went through – another common livery was the plain green of the Great Northern. We then set out for a walk, initially along the road but there was little to see though we heard trains passing along the wooded gorge below us. We returned to Belton and took a road toward the river. We came to a bridge where a group of canoeers were drying their equipment. The road terminated, we crossed on the timber deck and got to see the underside of the bridge – a very rough looking “Victoria Falls Bridge” concrete arch. A plaque explained that the main road originally crossed here until superseded by the bridge we had crossed in the morning, when it had been closed. Then in the ‘60s a flood had taken out most of the bridges, this arch surviving, so a new deck was fitted and use restored until a replacement was built on the new road.

Later we walked to West Glacier for supper in the restaurant there (discovering Huckleberry pie). It was just getting dark as we walked back, and I realised the westbound Empire Builder was shortly due so decided to wait for it. As schedule time approached a freight rolled into the second road and stopped. Then appeared the headlight of the leading Genesis, on time. Quite a number of people got off (there had been one other couple with us in the morning) and I found several of them queuing at the motel office.

We slept pretty well although awakened a couple of times by trains. In the morning there was no coffee-making facility in the motel but there was complimentary coffee at the store.

We checked out and crossed to the station. I was encouraged by a westbound freight coming in on road 2 and stopping, and there she was, on time!

We found seats on the left, the river side. We headed up the Flathead gorge, with pools and rapids fleetingly glimpsed between the trees – few photo opportunities, it needs a continuously running video camera. An upland pasture with grazing cattle, overlooked by 89

the ranch house, presented an idyllic picture – but what about in the winter?! We finally crossed the Flathead on a high trestle and turned eastward. At Essex, station for the Izak Walton Inn, the brake lights of a minibus served as a stop signal and a group of travellers boarded. We now reached the open plateau of Maria’s Pass, a Continental Divide crossing on the surface. To the left rose a snow-fringed escarpment, with more rolling hills on the right.

We called at East Glacier station and swung right, eastward and parallel to the Canadian border, over rolling grassland. Montana’s claim to be “Big Sky Country” is based on the vast plain in the east of the State. As we progressed I noticed alternating blocks of land freshly ploughed and fallow – presumably an alternate-year cropping system. At intervals I noticed structures which could have been grain elevators some distance to the north – I am sure there was no parallel track but could there have been one previously?

At Shelby a pair of GP-somethings in GN green was standing as station pilot. At Havre (Havver) there was a stuffed and mounted GN S-2 passenger loco - 4-8-4, coupled wheels 6’ 8” diameter, the same as the other Great Northern’s Flying Scotsman. With a 12 wheel Vanderbilt tender, it was well maintained, but the curse of air-conditioning struck again – my camera lens misted over and the photos were spoiled.

So we continued eastward into the afternoon, crossing the westbound Empire Builder and skirting loops of the Missouri river. To the south appeared eroded semi-consolidated sandstone pillars, known elsewhere as Hoodoos and collectively constituting the Badlands.

As it started to get dark we arrived at Minot and a lengthy station stop was promised. Jenn decided to use the station facilities for her evening ablutions rather than the aircraft-style train toilets. I found in the station building a most informative display of local railroad photos. Also there was a map showing the route of Lewis and Clark’s out-and-return crossing of the Continental Divide, that morning’s route. The question remaining unanswered was: who was Maria?

I was just moving on to more photos when there was a loud blast of locomotive hooter, the signal for us to return to the train. I thought it was earlier than expected but obviously had to respond to it. On the platform I was joined by Jenn, flushed from the toilet. Then the hooter sounded again, moving, and we realised it was a freight train on the track behind.

Anyway we reboarded and watched out of the window as a mini-John Deere burbled along with an iron-rim-wheeled trailer, with a single carton on it, trundling along behind.

With familiarity and the effect of a long day (though shortened by one hour by a time-zone switch) I had no difficulty in sleeping, and awoke in rain-soaked suburbs of Minneapolis or 90

St. Paul. St.Paul station was flanked by a pair of Vistadome carriages from pre-Amtrak days. I entered the station building and bought a newspaper, the first for several days.

We were now on tracks that we had ridden before, in 2002 after our stay with John and Jody Flint. John is a vet, the same age as myself, who had come over on the Foot and Mouth outbreak from Charles City, the origin of our Oliver tractor in my childhood (alas, no longer in production). The tracks here are actually Canadian Pacific. On leaving St. Paul we passed a large diesel depot but unfortunately, not having twigged the problem, I had kept my camera closed and the lens still had condensate on it. We crossed the Mississippi to the south-west bank and ran downstream, with two station stops. Then we swung left, crossed three bridges and two islands, and arrived at La Crosse on the east bank of the river.

We disembarked, other passengers dispersed but there was no-one to meet us. We went through the station building and Jenn settled down on a bench facing the street. I found a phone and dialled J and J’s number. An answerphone invitation gave me reassurance that they weren’t at home. I went back, and in the station doorway I met the station clerk who said “I just told your wife that John and Jody phoned to say they have been delayed but will be here soon”.

Shortly afterwards a hooter blast heralded the arrival of a train – by the time I got round the station building the locos had gone past, a long coal block of BNSF wagons came to a halt, then restarted. I waited in hope of tail-end power but there was none. A pair of red CPRail GP-40s shunted wagons. Then Jenn appeared to tell me that J and J had arrived.

Greetings completed, they took us to a classier hotel than we would normally use and insisted on hosting us, though they did accept payment of the steamboat fare. We found a bank to cash our travel checks and do an ATM withdrawal. After lunch we drove out of town to a small private museum they had identified – the husband ran a railway museum and the wife a doll museum. Outside the former was a caboose with visible damage – the owner described the derailment that had caused its withdrawal. Inside the building was an extensive display of photos, timetables, models and other railwayana. John and I had a lively conversation with the owner, a retired conductor. Jenn and Jody found the doll museum equally fascinating.

We returned to La Crosse – I was amused by John’s Iowan comments on the small cornfields tucked in between hills. The following morning we rose early and were transported to the riverfront where the Julia Belle Swain was moored, in rather heavy mist which we were told would delay our departure. Our luggage was loaded into a van for 91

road transportation downriver.

The Julia Belle Swain, we found out as we went along, was built in 1970 to accommodate a pair of 1915 steamboat engines, each a single 12” bore x 60” stroke cylinder, with a metalreinforced pole as con rod to a crank on the paddle wheel. The name derived from the daughter of a steamboat family, of whom the owner’s banker was a one-time admirer, so the name came with the finance!

In due course the mist lifted sufficiently for the boat to cast off and the paddle wheel began to turn. We swung into the stream, under the highway bridge, and found the double line of yellow buoys (bullees) that bounded the shipping channel, dredged where necessary to 9 ft. minimum. Along the river is a sequence of locks and dams, with no.1 at St. Paul. No.7 is just above La Crosse. We would pass through nos. 8 and 9. There is considerable barge traffic, with “towboats” pushing cribs of lashed barges, but we were not to see any on the first day, due to the disruption downriver by Hurricane Katrina.

There was open deck below, with a good view of the engines, a large saloon above and above that a smaller saloon, topped by the wheelhouse. Notices said that passengers were not allowed in the wheelhouse but John established that a discreet presence was permitted, except at locks. So we went up and sat and watched the captain swing the big wheel and listened to him swapping yarns with the engineer. With the boiler vented by a diesel powered fan, the Stephenson principle was not involved, and I was told that most of the exhaust went to a condenser while a little was exhausted in gentle puffs from a stack on each side “because people expect to see steam”.

We passed through Lock 8 with below it Genoa Power Station, with coal-laden barges moored alongside. A wall chart, prepared by the river authority, cited how many railroad cars and lorries a bargeload of coal equated to – I forget the detail. The river was fringed by high, wooded hills, and divided by numerous islands, mostly wooded. A road and railroad followed each bank and we saw occasional trains on the east but none on the west.

There were occasional riverside settlements, another power station, and a further lock during the course of the day. Breakfast, lunch and an early supper were served in the main saloon.

Late in the afternoon we arrived at Prairie du Chien, Wisconsin, on the east bank .We disembarked and were bussed to a hotel for the night. The following morning we reboarded for the return journey. At Lock 9 we were allowed through, a big “tow” waiting above the lock for us to pass. After lunch we were not so lucky at Lock 8 – a towboat was 92

pushing the first half of its tow into the lock. We turned and headed back downstream for a while, then returned to enter the lock that the tow had just cleared. On the hillside above the lock a couple of maple trees stood out red, and a train (BNSF) passed for me to photograph.

Continuing northward, I photographed another train and only on examining the photo later did I realise that the four-unit consist comprised one pumpkin, blue and yellow and warbonnet Santa Fes, and, surprise, a yellow Union Pacific.

Came the evening and supper time. During the meal I suddenly realised that we were stationary in the water, and then going astern. I discovered that we had met an oncoming tow on a bend in the channel, and were backing so as to cross it on a straight.

As darkness fell we discovered a new diversion. Across the stern of the boat was an array of upward-pointing pipes, of variable sizes, and the previous day I had learned that these constituted the ship’s hooter – the crew enjoyed blasting off to get an echo from the hillside.

I now discovered that what I had taken to be a piano in the upper saloon was in fact an organ keyboard and the tubes were individual notes. Such an organ is a Calliope.

Normally a player was carried but she was unavailable for this trip. However one of the crew and a passenger had a go – there is a delay of some seconds between pressing a key and the steam arriving at the tube, which one has to adapt to. Thus we returned noisily to La Crosse.

The following day was the last day of our railpass. John and Jody took us to the station where we discovered that the Empire Builder was running 70 minutes late. Having checked in our luggage we went off for a bit of shopping, allowing me to notice something about their car. The Flints breed llamas, and their herd name is Fllama, and they applied to use this as their car registration. This was granted, but only after the authority had carried out exhaustive checks to be sure this was not a sex- or drugs-related slang word!

We returned to the station, we took our farewells, and John and Jody followed us on to the platform but by the time we had climbed the narrow stairs and found seats the train was rolling and we couldn’t wave goodbye. The route was familiar territory – in Milwaukee station stood a rake of old-style coaches, some with domes, for charter - and we arrived at Union Station in Chicago in the late afternoon. Taxi to the Cass Hotel, supper at Friday’s again.

The following morning was bright and clear – on reflection, a better day to ascend the Hancock Observatory Tower. At Navy beach it was “Surf’s Up!” in the stiff breeze. We 93

walked around Navy Pier, returned to the hotel, checked out and took a taxi to Clark/Lake (streets) station for a train to O’Hare. At the airport we established that all three BA flights (a 747 and two 777s) were heavily booked, but we were able to get seats on the Jumbo.

After all the Amtrak nights, we had no problem sleeping on the flight!

The mileage on the train was: Chicago – Oakland (less Davis – Suisan-Fairfield, 27 m.)

Oakland – Portland Portland – Chicago Total Mississippi mileage: 60 x 2

2416 730 2257 5403 120

Filler: The pace of the Ox: Johannes Botha A span of Red Afrikaner oxen in Pretoria - these oxen belong to Hans Sturgeon.

The ox wagons of the “old” transport riders were displaced by the train.

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Mossel Bay Tram (1) – Tubby Myburg

Mossel Bay Tram (2) Some photographs of the tram – Tubby Myburg

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Rovos Rail -

RRL Grindrod -

Atlantic Rail Cape Town Contact Tel: (021) 556-1012 or info@atlanticrail.co.za or visit their website at www.atlanticrail.co.za -

Memories: Bosveld Train Safaris – HBH -

Railway Society of Southern Africa Natal – A Peter RAILWAY SOCIETY OF SOUTHERN AFRICA NATAL •

Founded 1960

P. O. BOX/POSBUS 33202, MONTCLAIR, 4061

SPOORWEGVERENIGING VAN SUIDELIKE AFRIKA NATAL

Dear Ashley– thanks for the Natal Newsletter - HBH

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Reefsteamers: Lee Gates

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Friends of the Rail (FOTR) FOTR Calendar – Nathan Berelowitz Hi Hennie, if you can open this could you publish the calendar advert in the next issue.

I will also

post you a complimentary copy if you send me your postal address please. Cheers, Nathan.

Nathan trainman@friendsoftherail.com

FOTR Friends of the Rail: 012 7678145 Contact Mr. Arno Victor at Tel: 082 293 4616 or sales@friendsoftherail.com or visit their website at www.friendsoftherail.com

Railway History Group

Bulletin No. 114 January 2013

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Unidentified Class 10C on the turntable, at Cape Town, early 1930’s.

Railway Circle Record via Pierre de Wet

Sandstone -

JB Tours: Train Tours in Southern Africa JB Tours issue a lovely program with beautiful pictures. Unfortunately I cannot copy, save and paste it – I work in word.doc/x. Please subscribe to their annual program! For full 2013 year programme here is the email adres: info@jbtours.co.za ; www.jbtours.co.za ; Tel 011 913 2442; 086 152 8687; Fax: 086 687 7344; 011 913 0552

Franschhoek: Wine Tram -

North British Locomotive Preservation Group NBL Preservation Group: Newsletter for January 2013 112

Herewith a letter from the NBL Preservation Group. Theier newsletter is available and is of some importance to South Africans as NBL also built locomotives for Southern Africa: Dear All, Please find attached NBL Preservation Group Newsletter for January 2013 which I hope will be of interest.

New Members and Shareholders are always needed for our projects and so please feel free to forward this information to your friends and colleagues who may wish to help us preserve, (and build) NBL Steam Locomotives.

Look forward to hearing from you all again soon, To unsubscribe from our mailing list, please return this email with the word 'unsubscribe' in the Subject Line.

Thanks & Best Regards, Ken Ken Livermore Hon. Secretary NBL Preservation Group www.nbloco.net

Railwayana -

South African Models Scalecraft: - Adrian Hill

www.scalecraft.co.za http://www.facebook.com/Scalecraft 113

info@scalecraft.co.za 021 592 72 69 +2721 592 7269

Scalecraft news Locomotives, locomotives, locomotives…that is our war cry for the foreseeable future. Our model of the iconic Class 15F has become highly sought after. The model runs well and blends in nicely with our range of rolling stock. So where to from here, well, we have the Class 23, Class 16E, 6E, 6E1, 5E, 5E1 & 18E on the drawing board. The 23 and the 6E will be available shortly with the rest following shortly thereafter. Our steam locomotives are built around Mehano running gear and the electric locomotives are built on Bachmann. We install either constant current lighting or DCC depending on user preference. Keep in mind that the models are designed and assembled in such a way that DCC can be fitted later on if not factory fitted.

Our aim is to provide the avid modeller with products of the highest quality that are an asset to their collection. We have decided to appoint two official agents with this in mind.

Our agents will ensure that your SAR modelling needs is met. Scalecraft products are only available via three channels, namely; ourselves (of course), Mr. Shaun Le Roux of Cape Model Trains and Mr. Rinke Blok of The Model Train Shop. Shaun and Rinke’s businesses are the ONLY two official Scalecraft representatives so please feel free to speak to me, Adrian, Shaun or Rinke should you be interested in our products.

Shaun and Rinke’s contact information is as follows Shaun le Roux, Cape Model Trains, 081 475 4786 Shauncarl.leroux@capetown.gov.za Rinke Blok, Model Train Shop, Tel: 011 795-3270 info@modeltrainshop.co.za www.modeltrainshop.co.za

Scalecraft product information Scalecraft product information is available in the following publications: • The Uloliwe • RMIG (Railway Modeller’s Information Group Newsletter)

Dream Trains – Wynand Vermeulen 114

16 Besembos Avenue, Pellissier, 9301 Bloemfontein, South Africa PO Box 32882, Fichardtpark, 9317 www.dreamtrains.co.za

SA RAILWAY RELATED INTERNET GROUPS • Suid-Afrikaaanse Spoorweë / SA Railways / Ulolwe (sic) Visit our website: http://www.facebook.com/groups/74709226744/ It is an “open group” on the railways in South Africa. Keep abreast with the latest developments of the railways in South Africa. It was started by Hennie Heymans some years ago. Johannes Marais is co-administrator. No politics or no language questions. Keep it simple: only one thing on the agenda: Railways in Southern Africa.

689 Members

• Yahoo: SAR-Miniatures – Adrian Hill Please join us on our mailing list http://groups.yahoo.com/group/sar-miniatures/join We not only talk about modelling SAR but also about modelling in general. The list is free of politics and bickering and our aim is not only to advance SAR modelling but also to exchange ideas and techniques.

• Facebook: ‘RHODESIA RAILWAY’ Group - John Batwell A recent innovation on Facebook has been the start and rapid development of a RHODESIA RAILWAYS site. Started by former railway employee Eddie Roussot, the site has grown in leaps and bounds and has over 260 members already and a plethora of photographs which depict the historical milestones and development of the small country’s railway since those pioneering days back in 1897. Besides photos of stations, sidings, locomotives of all types of traction, there are a number of photos posted too depicting the human resources of the railway. The facility has enabled so many folk spread far and wide across the world to reunite electronically and share their nostalgic and contemporary photographic records and short comments of another time and age working on one of Southern Africa’s most efficient rail systems. The facility also enables technical questions to

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be shared and responses offered, new publications to be marketed, as well as a catch-up time with old friends and work colleagues of yesteryear.

• Website for Reefsteamers: Lee Gates You can find the latest information (albeit a bit scattered) on the 15F 2914 on our Facebook Page at: https://www.facebook.com/groups/387773301244867/

• Well worth a look Reefsteamers Website is : www.reefsteamers.com Reefsteamers Page is : www.facebook.com/groups/reefsteamers/ Reefsteamers Locomotive Restoration Project Page (15F 2914) is: www.facebook.com/groups/387773301244867/

• Andre Kritzinger André Kritzinger, Cape Town, Website: http://mysite.mweb.co.za/residents/grela/chessie01.html http://en.wikipedia.org/wiki/Category:Locomotives_of_South_Africa http://grela.rrpicturearchives.net/ http://www.railpictures.net/showphotos.php?userid=12115 •

Adrian Hill says:

“Take a look at my website www.scalecraft.co.za “

• Touwsrivier / Touws River Touws River on facebook: http://www.facebook.com/groups/77640489112/

• Soul of a Railway (SoaR)

Railway Groups NOT mentioned above: You are welcome to ad your group’s particulars here ...

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Rest of Africa & the World Invitation The Uloliwe invites all its armchair travellers to sit back and enjoy the following tour proudly presented by Geoff Trains. Come along with me and let’s expierence the following wonderful train tour through Southern Africa:

Geoffs Trains Geoff’s Train’s Limited 69 Pitt Street, Kidderminster, Worcestershire, DY10 2UN, England Phone: 01562 632000 geoff@geoffs-trains.com www.geoffs-trains.com

The Geoff’s Trains 2013 Southern African Steam Season A series of tours for railway enthusiasts and their partners.

Make your own holiday by combining the tours that interest you.

Stars of Sandstone Festival 2013 and Sugar Cane Tanks in Natal 03 to 10 May 2013 An exciting package that includes the Stars of Sandstone Festival, special photographic charter trains at Sandstone and a day in Natal with two Avonside tank locomotives in the sugar cane fields. An outstanding week for two foot narrow gauge enthusiasts.

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Garratts in Natal 2013 10 to 17 May 2013 Garratts on two gauges. We start with the second oldest Garratt working, NGG11 # 55 on the two foot gauge line at Ixopo, and then move on to the main part of this tour, a five day GMAM Garratt charter from Creighton to Pietermaritzburg and back. Outstanding photographic opportunities abound on this line, which we will fully explore.

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Garratts to Victoria Falls 2013 18 to 25 May 2013 Six days of charter trains in the land of Garratts between Thomson Junction and Victoria Falls. Two mainline Garratts will visit from Bulawayo for our charters, being a Class 15 and a Class 16A. They will be joined by the 15th Class fleet at Hwange Colliery and the Class 14A at Victoria Falls.

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Bulawayo, Steam and Scenery 2013 24 to 28 May 2013 A special option for those wishing to visit Zimbabwe’s railway city. See the steam depot, diesel depot, railway museum and a selection of more general tourist attractions.

Chobe Wildlife Safari 2013 25 to 27 May 2013 As an alternative to visiting Bulawayo we are offering Chobe, one of Botswana’s best game reserves.

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Botswana Industrial Steam 2013 28 to 31 May 2013 Visit Selebe Phikwe and the BCL Mine steam fleet, starting in Bulawayo and ending in Johannesburg.

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South African Modern Traction 31 May to 11 June 2013 Explore mines and mainline in search of older diesel - electric and electric locomotives.

Stars of Sandstone Festival 2013 and Sugar Cane Tanks in Natal The annual Steam and Heritage gathering will take place between 04 and 12 May 2013. To accommodate the remainder of our southern African steam season, we will arrive at Sandstone on Saturday, 04 May and will leave on Thursday, 09 May, to continue to Natal for a day with two sugar cane tank locomotives between Ixopo and Ncalu. This will be followed by our steam charters with the NGG11, Class 19D and GMAM Garratt.. After that, we continue to Victoria Falls for the Zimbabwe Garratts.

The Stars at Sandstone Festival is a Sandstone Heritage Trust event. It includes their 122

extensive 2 foot gauge railway and recognises the interests of photographers and those wishing to ride on the trains. The Festival will also feature vintage and heritage agricultural, military and vehicular equipment and members of the public will be attending. For those interested in steam, the railway should be supplemented with traction engines and road vehicles. Please note that whilst Geoff's Trains will make reasonable efforts to ensure that the interests of our participants are considered, we are not responsible for the programme.

Sandstone and Geoff's Trains are planning a series of photo charter trains that will run during the Festival exclusively for our participants, There will be three morning and three afternoon charters that concentrate on early morning glint photographs, runpasts for both stills and video and wherever possible avoiding any unauthentic background activity. We will concentrate on sunrise and sunset glint shots with authentic train consists. There will be runpasts suitable for stills photography and video and we plan to reduce activity at lineside that, whilst being good for the festival, may detract from the authenticity of your photographs. Sandstone are charging Geoff's Trains for these charters and they will only be available to participants who have booked through Geoff's Trains or our partners.

Geoff's Trains will run a series of charter trains in Natal following the Sandstone Festival.

We will leave Sandstone on Thursday and will spend Friday with the Paton Country Narrow Gauge Railway's two sugar cane tank locomotives. This is a rare opportunity to see these locos in the sugar cane fields in Natal's Umzimkulu River valley. The first Garratts in Natal steam charter will be on Saturday.

There are two transfers from Johannesburg’s OR Tambo Airport to Sandstone on 03 and 05 May. The first transfer will see you at Sandstone on Saturday, 04 May, the first day of the Festival. The second transfer allows you to fly from Europe on Friday night, arriving at Sandstone for the first time on the morning of Monday, 06 May. There are also two options at the end of your Sandstone visit. Either travel by road to Natal on Thursday, 09 May for a day with the Avonside locomotives. Your tour will then end at Durban airport on 11 May, in time to fly to Johannesburg for connections to Eurpoe and Britain. Alternatively, stay at Sandstone until Saturday, 11 May, when you will transfer back to Johannesburg in time for the evening flights.

Friday, 03 May 2013 Depart Johannesburg's OR Tambo International Airport at 12h00. Travel by coach to Ficksburg, where we will arrive in time for dinner.

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Overnight: The Highlands Hotel, Ficksburg for the next six nights. All meals are included at Sandstone, except for the first at the hotel.

Ficksburg is the closest town to the Sandstone Estate. The Highlands Hotel is a small country hotel that offers clean but basic en-suite accommodation.

Saturday, 04 May Coach transport will be provided between your hotel and the Sandstone Estate, and back again in the evening, on every day. A wide range of activities will be offered at Sandstone.

Sunday, 05 May Full day at Sandstone Estates.

There is an option to transfer from Johannesburg Airport to Sandstone today, departing at 12h00.

Monday, 06 May Two NG6 ex - Beira Railway 4-4-0 locomotives will perform on our photo special train this morning and this afternoon we will use an NGG16 2-8-2+2-8-2 Garratt. Both will be goods trains, made up of ex-SAR wagons - photographers will travel by road. For the next three days, photo runpasts will be arranged with emphasis on early morning and late afternoon glint. The photographer’s trains will only be available to those booking the Geoff’s Trains package. Alternative activities will take place on other parts of the estate. Although not part of the photo charter season and open to everyone, we will co-ordinate a night shoot at Hoekfontein (the main station) with the NGG16.

Tuesday, 07 May An NGG13 2-8-2+2-8-2 Garratt will be used on our first photo goods train today, followed later this morning by the NG4 2-8-0 tank loco on a passenger train. This afternoon, we will use two German tank locomotives on goods trains.

Wednesday, 08 May This morning it will be the turn of a NG15 2-8-2 to head our photo goods train. This afternoon, we will use an NGG16 and NGG13 Garratt, double headed.

Thursday, 09 May Transfer from your hotel to Sandstone in time for early morning photography and breakfast. Later this morning, drive to Natal, arrive at your hotel in Bulwer.

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Overnight: Mountain Lodge Hotel, Bulwer. Meals included: Breakfast at Sandstone, dinner at Bulwer.

If you do not wish to travel to Natal you may return to Johannesburg. Your accommodation at Ficksburg and transfers to Sandstone will continue until Saturday morning when you will depart for OR Tambo Airport, arriving at about 16h00.

Friday, 10 May Spend today on the Patons Country 2 foot gauge railway between Ixopo and Ncalu. Patons Country have two ex - sugar cane Avonside tank locomotives and we will take these into the cane fields near Ncalu for photography.

Overnight: Mountain Lodge Hotel, Bulwer. Meals included: Breakfast and dinner at Bulwer. Lunch at Ixopo.

Alternatively, spend the day at Sandstone. Transfers and accommodation included.

Saturday, 11 May The Natal Garratt tour starts this morning.

If you have not booked the Natal Garratt tour, but have travelled to Natal for the day with the Avonside Tank Locomotives on 10 May, transfer to Durban Airport this morning.

If you have chosen to stay at Sandstone, transfer from Sandstone to Johannesburg Airport this morning.

Please note • This programme is correct when published, but it may change.

• The Stars of Sandstone Festival is operated by the Sandstone Heritage Trust.

• The Ixopo Narrow Gauge and Creighton - Pietermaritzburg trains are operated by Patons Country Railway.

• Geoff's Trains Limited has no connection with either operator other than acting as a sales agent.

Volunteering at Sandstone and Natal Sandstone Heritage Trust showcase their outstanding collection of working equipment at the annual Festival. This includes about 22 working narrow gauge steam locomotives, traction engines, steam road vehicles and cranes, agricultural machinery and tractors, 125

military equipment including a tank, vintage cars and buses and trek oxen.

The Sandstone Estate is a first rate industrial sized farming business. The employees operate modern tractors and combine harvesters, but there are not enough of them to operate all of the heritage equipment. If you have proven experience in operating any of the heritage equipment, particularly the locomotives and steam road vehicles, there may be an opportunity for you to volunteer.If you have provable qualifications that authorise you to operate similar machinery on your local heritage railway or society, and you would like to become involved in running the vehicles at Sandstone during the Festival, contact Geoff's Trains to find out if your wish can be turned into reality.

Your working holiday will include a transfer from Johannesburg's international airport, hotel accommodation at Ficksburg, a 15 minute drive from Sandstone, local transfers, all meals and your transfer either back to Johannesburg or on to Natal, ending at Durban Airport. There may be temporary accommodation available at Sandstone on any occasion that you are required to start preparations early, or contribute to the night – time servicing or operation of the railway.

There will also be a limited opportunity to be involved in the operation of the steam locomotives in Natal. This primarily involves two 2 foot gauge tank locomotives and their NGG11 Garratt, but there may also be opportunities to assist with the GMAM Garratt and Class 19D on the Cape Gauge line. One day with the sugar cane tanks is part of the Sandstone package, but any involvement with the Garratts and the Class 19D will require that you book on the Garratts in Natal tour as well.

Garratts in Natal 2013 Creighton is a small town attractively nestled in the foothills of the Drakensburg Mountains. It is also home to a remarkable steam railway operation that uses a GMAM 4-82+2-8-4 Garratt and a Class 19D 4-8-2. Our visit will take the Garratt to Pietermaritsburg via Donnybrook and Ncwadi over a dramatically scenic African railway. We will also take the 19D through the gorge from Riverside to Creighton and visit the nearby Patons Country Narrow Gauge Railway for a 2 foot gauge NGG11 2-6-2+2-6-2 Garratt ride.

This tour has been planned to maximise the photographic opportunities on one of South Africa's most dramatic railways. It is suitable for steam railway photographers and anyone interested in steam trains, particularly Garratts.

Friday, 10 May 13h00. Depart from Durban Airport, drive to SAPPI, a timber pulping plant north of Durban. SAPPI is South Africa's only industrial steam operation. Spend the afternoon at 126

SAPPI, chasing a Class 19D 4-8-2 as it works wagons from the factory to the exchange sidings (This is an industrial railway, locomotive movements cannot be guaranteed).

Continue to the Mountain Lodge Hotel, Bulwer, where we will spend the next 7 nights with breakfast, lunch and dinner included.

Saturday, 11 May This morning we will visit the Patons Country Railway, where NGG11 # 55 and mixed train will run from Allwoodburn to Carisbrook. (This route may change depending on forest clearance before the tour.)This afternoon, drive to Riverside where the Creighton based Class 19D and a mixed train will be waiting to take us through the Gorge back to Creighton.

Sunday, 12 May 05h30. Creighton to Donnybrook. Wait for sunrise at the dam about 2km from Creighton.

GMAM and mixed train. Run through to Mjiila, then a number of runpasts to Donnybrook.

Lunch at Donnybrook.14h00. Donnybrook to Sizanenjana with runpasts. Return to Donnybrook.

Monday, 13 May 06h00. Donnybrook to Ncwadi. GMAM and mixed train taking all day with multiple runpasts.

Tuesday, 14 May Ncwadi to Pietermaritzburg. GMAM and mixed train taking all day with multiple runpasts.

Wednesday, 15 May 06h00. Pietermaritzburg to Ncwadi. GMAM and mixed train taking all day with multiple runpasts.

Thursday, 16 May 06h30. Ncwadi to Creighton. GMAM and mixed train taking all day with multiple runpasts.

Friday, 17 May After an early included breakfast, transfer to Durban airport. We plan to arrive there by 10h00.

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If you are continuing to Zimbabwe, your tour starts in Victoria Falls on 18 May. Fly to Johannesburg today, and on to Victoria Falls tomorrow. Your overnight accommodation in Johannesburg at the Airport Grand Hotel, bed and breakfast, will be included free.

This programme is offered as a guide and is what has been planned at the time of publication. However, operating restrictions and other factors may necessitate that some details be changed.

Partners (Tourist) Option The Mountain Park Hotel at Bulwer is a resort used by the residents of Durban and Pietermaritzburg when they wish to escape the coastal climate and relax in the fresh mountain air. With a selection of activities available locally, our tourist option includes your accommodation at the hotel on a dinner, bed and breakfast basis as well as transfers to and from the airport.

The hotel offers guided walks to waterfalls, caverns and natural forests where birds abound and bushmen lived. The hotel has it's own bowling green, tennis court and swimming pool, volley ball and badminton courts, croquet lawn and table tennis. Mountain Park is home to the Mountneys Paint Horse Stud. Rides go out every day to all sorts of interesting places.

There are fast horses, slow horses, horses for beginners and ponies for the children. The stables are situated at the hotel and rides leave and return from there.

Garratts to Victoria Falls 2013 Our successful 2012 tour has persuaded the National Railways of Zimbabwe to give us another chance to show off their Garratt fleet in the photogenic scenery around Thomson Junction and Victoria Falls. Included are charter trains with Class 15A 4-6-4 + 4-6-4 Garratts and Class 16A 2-8-2 + 2-8-2 Garratts. Both will operate a number of different goods and passenger trains, a rare opportunity to see and photograph the last revenue Garratts in the world.

Saturday, 18 May Fly to Victoria Falls. After the British Airways and South African Airways flights from Johannesburg have arrived, transfer by road from Victoria Falls Airport to the Baobab Hotel at Hwange. If you arrive in Victoria Falls early, you will be transferred from your hotel to the airport to meet the incoming group at about 10h30. This evening, visit Thomson Junction for night photography with 15A and 16A in light steam.

Overnight: Baobab Hotel. Meals included: Dinner.

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Sunday, 19 May This morning we will take a steam charter train from Thomson Junction to Zanguja. Depart will be at sunrise to photographs at first light at the Deka River Bridge. Our train will be made up with a diesel electric locomotive followed by service cabooses and support vehicles. This will be followed by a Class 15A Garratt, 12 wagons and a guard's van. At runpast locations, the diesel electric locomotive and support vehicles will move forward, leaving an authentic steam goods train to photograph at Deka River, lower and upper Zanguja. On arrival at Zanguja Siding, the Class 16A Garratt will join us from Thomson Junction for another photographic session at Zanguja with the good strain before we return to Thomson Junction.

Overnight: Baobab Hotel. Meals included: A food box suitable for breakfast and lunch and dinner at the hotel.

Monday, 20 May This morning we will once more run a steam charter to Zanguja, this time with a passenger train and the Class 15A Garratt.This afternoon there will be a shunting re-enactment with both 15A and 16A Garratts in the Thomson Junction exchange sidings.

Overnight: Baobab Hotel. Meals included: Food box and dinner at the hotel.

Tuesday, 21 May Dawn is a good time for photography at Thomson Junction, and so we will arrange for both locomotives to be in steam at their stabling point in the yard for photography at sunrise. Soon after sunrise we will take a steam charter with the Class 16A Garratt southwards around the Tajintunda Horseshoe, through the tunnel, past Baobab Hill to New Hwange Station. From there we will take the old main line to Old Hwange Station and onwards to Thomson Junction past the Baobab tree. Our train should comprise 20 wagons.

This afternoon, visit the Hwange Colliery to see one of their Class 15A Garratts in action.

We will stay at the colliery until sunset for a night photographic session with a locomotive in front of the washing plant.

Overnight: Baobab Hotel. Meals included: Food box and dinner at hotel.

Wednesday, 22 May This morning we will take a steam charter train from Thomson Junction to Lukosi Siding, leaving Lukosi for Thomson Junction at sunrise. The train should be made up of the diesel electric locomotive and support vehicles followed by Class 16A Garratt, 10 wagons and a guard's van. Runpasts will feature Lukosi Bridge, Entuba and the Baobab Hill. This 129

afternoon we will leave Thomson Junction for Victoria Falls with the Class 15A Garratt and a short passenger train. Runpasts will include Matetsi Siding, Kalala Bridge, Dibangombie and Waterford Gorge.

Overnight: The Kingdom Hotel. Meals included: Food box.

Thursday, 23 May Before sunrise this morning a goods train with the Class 15A Garratt will be positioned on the famous Victoria Falls Bridge. We will take our photographs from the Victoria Falls Hotel viewpoint as the sun rises through the spray of the 'Falls behind the bridge, throwing the train into dramatic silhouette. Later this morning the train will return to the Bridge. We will drive there in advance, positioning ourselves on the Zambian side of the border to take advantage of the best photographic viewpoint as the train makes three run-pasts over the Bridge. This afternoon we will make a steam shunting re-enactment at the north end of Victoria Falls Station yard using the Class 15A Garratt. Later this afternoon, the Victoria Falls based Class 14A Garratt will take us to the Bridge with run - pasts en-route. We will enjoy the sunset on the Bridge before steaming back to the station. This evening, there will be an opportunity for night photography at Victoria Falls Station.

Overnight: Kingdom hotel. Meals included: Breakfast.

Friday, 24 May This morning we will run a steam charter with the Class 15A Garratt to Mubiya Siding.

Runpasts will be at Mubiya lake, near the siding and as we return to Victoria Falls. Later this morning there will be a shunting re-enactment as the Class 15A shunts the passenger train coaches.This afternoon there will be time to visit the Victoria Falls before joining an included river cruise above the 'Falls to see the sunset. A fitting end to a busy week of steam photography.

Overnight: Kingdom. Meals included: Packed breakfast.

(If you are continuing to Bulawayo, join the overnight passenger train that leaves Victoria Falls at 19h00 tonight. Travel and bedding included, but meals are not as there is no onboard catering).

Saturday, 25 May After breakfast there will be time for a Bridge Walk (extra cost) before returning to the hotel for your included airport transfer at about 11h00.(If you continue to the Chobe Safari, you will be met at the hotel at about 07h00 this morning.)

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Zimbabwe tourist option If your wife or partner would like to accompany you on your African adventure, but does not want to ride up and down on the train every day, we have the perfect alternative - a tourist package that fills most days with exciting wildlife, cultural and historic experiences whilst spending every night with you.

Saturday, 18 May This afternoon, transfer to Thomson Junction.

Overnight: Baobab Hotel. Dinner.

Sunday, 19 May Join a game drive to the northern part of the Hwange Game Reserve. Visit Sinamatela Camp and look for big game in this more remote part of the game reserve.

Overnight: Baobab Hotel. Meals included: Breakfast, lunch and dinner at the hotel.

Monday, 20 May This morning, drive to the Hwange National Park Main Camp for a day in the game reserve with a picnic lunch included.

Overnight: Baobab Hotel. Meals included: Breakfast, lunch and dinner.

Tuesday, 21 May A more relaxed day. This morning, visit the local community including a village and school.

This afternoon, relax at the hotel attractively located on a cool to catch the cool breeze.

Enjoy a cold drink as you take in the view under the shade of a baobab tree.

Overnight: Baobab Hotel. Meals included: Breakfast and dinner at hotel.

Wednesday, 22 May Travel by road to Victoria falls this morning. The rest of the day at leisure at Victoria Falls.

Overnight: The Kingdom Hotel. Meals included: Breakfast.

Thursday, 23 May Enjoy a tour around Victoria Falls area this morning, with an opportunity to interact with elephant and lion cubs. You will also be able to ride on an elephant and walk with the lions 131

(extra cost).

Overnight:: The Kingdom Hotel. Meals included: Breakfast.

Friday, 24 May Enjoy a morning at leisure. Either visit the 'Falls, explore the shops and markets in town or relax at the well appointed hotel.

This afternoon, join an included boat cruise on the Zambezi River above the Victoria Falls to see the sun set. (If you are continuing to Bulawayo, join the overnight passenger train tonight. Travel and bedding included).

Overnight: The Kingdom Hotel. Meals included: Breakfast.

Saturday, 25 May After breakfast there will be an opportunity for a Bridge Walk (extra cost) before your included airport transfer.(If you continue to the Chobe Safari, you will be met at the hotel this morning.)

Bulawayo, Steam and Scenery 2013 Bulawayo is home to the National Railways of Zimbabwe and the steam fleet. Our visit includes both the railways and a diverse selection of historic and scenic attractions. This tour will be hosted by Geoff Cooke, who grew up in Bulawayo.

Friday, 24 May Join the National Railways of Zimbabwe overnight passenger train from Victoria Falls to Bulawayo. You will have a reserved berth in a first class sleeper with bedding included, no meals are included and the train does not have a dining car.

Saturday, 25 May The train is expected to arrive at about 09h00. This can, however, vary considerably. On arrival, stop for refreshments at the station cafe before joining a visit to Khame Ruins, the second largest ruined stone city in southern Africa after Great Zimbabwe. Khame is located about 14 km from the city. This afternoon, visit the railway museum.

Overnight: Bulawayo Holiday Inn. No meals included.

Sunday, 26 May Visit the steam depot at sunrise. We will request that there will be at least one steam 132

locomotive in steam and available to be moved around the depot for photography. Later this morning, visit the Mopopma diesel depot, a large and relatively modern servicing facility.

This afternoon we will return to the steam depot for afternoon, evening and night photography. We will ask for at least one locomotive in steam, and that it be placed on the turntable close to sunset.

Overnight: Bulawayo Holiday Inn. Meals: Breakfast.(If there are adequate bookings on this tour, we will ask the NRZ to provide one of their steam shed barbecues - extra USD25.)

Monday, 27 May A full day tour of the Matobo Hills. See bushman cave paintings, amazing scenery, Cecil Rhodes grave and the game park.

Overnight: Bulawayo Holiday Inn. Meals: Breakfast and lunch.

Tuesday, 28 May After breakfast, transfer to the airport or join the trip to Selebe Phikwe in Botswana to see the BCL Mine steam industrials.

Bulawayo tourist option Bulawayo is the second largest city in Zimbabwe after Harare, and probably the most historic. The city itself offers a wealth of interest, greatly enhanced by the ancient city of Khame on the outskirts, and the World Heritage Site of the Matobo National Park a short drive away.

Friday, 24 May Join the overnight passenger train from Victoria Falls to Bulawayo. You will have a reserved berth in a first class sleeper with bedding included, no meals are included and the train does not have a dining car.

Saturday, 25 May On arrival, stop for breakfast at the station cafe before visiting Khame Ruins. This afternoon, visit the railway museum.

Overnight: Bulawayo Holiday Inn. No meals included.

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Sunday, 26 May Join a morning Bulawayo City tour, visiting the Natural History Museum, City Centre and Craft Centres. Overnight: Bulawayo Holiday Inn. Meals: Breakfast.

Monday, 27 May A full day tour of the Matobo Hills. See bushman cave paintings, amazing scenery, Rhodes grave and the game park.

Overnight: Bulawayo Holiday Inn. Meals: Breakfast, lunch..

Tuesday, 28 May After breakfast transfer to Bulawayo airport for the daily SA Airlink flight to Johannesburg.

If you are continuing on the Botswana Industrial Steam option to Selebe Phikwe, your coach will leave the hotel after breakfast.

Chobe Wildlife Safari 2013 If you enjoy photographing Garratts, you will probably also be happy to have a few of Africa's largest animals in your viewfinder. The Chobe National Park is one of Botswana's best, and conveniently located a short drive from Victoria Falls. We are pleased to offer this two night safari, a chance to relax after a busy steam tour.

Saturday, 25 May After an early breakfast, motor to the Chobe National Park in Botswana. Check in to the Chobe Safari Lodge, where you will spend the next two nights on an all inclusive basis.

Enjoy a morning and afternoon game activity, which may be in open 4x4's or on the Chobe River.

Overnight: Chobe Safari Lodge. All meals included.

Sunday, 26 May Full day at Chobe with activities included.

Overnight: Chobe Safari Lodge. All meals included.

Monday, 27 May Return to Victoria Falls this morning in time for the midday SAA and British Airways flights to Johannesburg.

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If you would like to join the tour to the BCL Mine industrial steam tour, take the overnight passenger train to Bulawayo, where you will be met on the morning of 28 May for a road transfer to Selebe Phikwe.

Botswana Industrial Steam 2013 The BCL Mine at Selebe Phikwe is one of southern Africa's last remaining locations where industrial steam locomotives can be found. (The other two are at SAPPI in Umkomaas in Natal and Hwange Colliery in Zimbabwe).

Ex South African class 19D and Zimbabwean 19th Class 4-8-2’s work heavy ore trains from remote shafts to the smelting plant.

Tuesday, 28 May Transfer by road to Selebe Phikwe in Botswana after anyone who has travelled from Victoria Falls on the overnight train has arrived. We will use Zimbabwean transport as far as the border between Zimbabwe and Botswana at Plumtree, where a South African coach will meet us for the journey through to Johannesburg. On arrival, visit the BCL Mine to complete formalities and see the locomotives Overnight: Syringa Lodge, Selebe Phikwe. Meals: breakfast.

Syringa Lodge is a comfortable hotel in Selebe Phikwe’s suburbs, a short walk from the town centre. All meals are served in the on - site ‘Spur’ steak house and bar, the most economical option is for you to put anything you need on your room account and settle with a credit card when you leave.

Wednesday, 29 May Enjoy a full day at Selebe Phikwe in the mine area and on the lines to remote shafts.

Overnight: Syringa Lodge, Selebe Phikwe. No meals included.

Thursday, 30 May A second full day at Selebe Phikwe. Experience has shown that two days are ideal for photographing steam activity around the mine.

Overnight: Syringa Lodge, Selebe Phikwe. No meals included.

Friday, 31 May Early morning, drive from Selebe Phikwe to Johannesburg. Arrive this afternoon in time for connecting flights home.

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Geoff’s Train’s Limited 69 Pitt Street, Kidderminster, Worcestershire, DY10 2UN, England Phone: 01562 632000 geoff@geoffs-trains.com www.geoffs-trains.com

Angola

Lourenco Marques or Maputo -

Tanzam-line -

Liberia Railways -

Pandora’s Box Hungarian Trams – Prof Gerhard Dekker Gerhard has just returned from a bitter cold Hungary and took these tram photos for us.

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Jewish refugees World War Two A very good photograph taken at the right momnet: Jewish refugees, appraoching allied soldiers, become aware that they have just been liberated!

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Mail Bag First Railway Fatality: Trevor Alborough Hello Hennie, I've a question that hopefully someone can answer. I am curious about our first railway fatality. Who, date, time, circumstance or even GPS location?

An interest in railways does back several generations in our family. My great-grandfather Spencer was a train driver on the Durban-Pmb old main line based at Inchanga. But the story has on occasion been told of a prior generation (great grandfather Spencer's father?), who was the first to be killed by a train in South Africa. One evening as he walked home from work on the line between Point and Durban, he had not heard the train approaching from behind him, was struck and killed by the locomotive. I'd imagine back in those days the Bluff would have still been heavily bush clad, and in places escape routes may have been few. I think there may be a plaque marking the spot but I never looked for it when I lived in Durban. •

I have, however, found the first Cape railway casualty. - HBH

Railway Websites: Rudie Venter Hi Guys Check the following websites for nice picture collections...worth the look http://www.flickr.com/photos/alfav8/sets/72157613413717211/ http://www.flickr.com/photos/8541017@N05 http://perthtrains.nachohat.org/ http://www.pixhunter.com/ http://www.northeast.railfan.net/steam5.html http://www.northeast.railfan.net/home.html http://www.sa-transport.co.za/trains/train_index.html http://steam-locomotives-south-africa.blogspot.com http://www.flickr.com/photos/42309484@N03/sets/72157622477648751/ And don't forget to follow the South African site that's under construction https://sites.google.com/site/soulorailway/home Greetings Rudi 140

Uloliwe Vol 4 no 1 Dear Rail fans, Here is the link to our latest Southern Africa railway magazine: http://issuu.com/hennieheymans/docs/4_no_1_uloliwe My friend Oom Gert (87) recently went down to Cape Town in the Orange Express from Bloemfontein to Cape Town. On the way down to Cape Town the train "broke down" and they arrived in Cape Town at 23:00 by bus. I did not say anything because I thought it was an isolated incident. However on Christmas Day he went down from Bloemfontein to East London. You won't believe it: The train did not complete this journey either. They again completed the journey by bus to East London!

He is an old man who prefers travelling by train and hates the bus. He likes the train because of the privacy and there is a toilet etc.

Like us, he likes the train. He is a former SAR-steward (1943's) - during his student days he worked for pocket money on the SAR during holidays. Today he is a retired professor and the poor chap is ill because of the late night transfer from the train to the bus.

On the first trip to Cape Town he lost his ID with wallet etc when they transferred from the train to the bus but fortunately somebody picked it up and he received it again whilst in Cape Town.

One does not know what to say. He could not book a place on the train from Bloemfontein as nobody answered the phone. Thanks to a friend on this list he made his bookings.

Usually an old person likes travelling by train because its safe and one can eat "padkos" and enjoy a drink or two in the compartment as the country rolls by!

[Padkos (lit. "road food" is a South African word for food one takes along on a journey.)

There is no English word for "padkos" I know of. Padkos is usually in a square basket and usually consists of boiled eggs, frikkadelle (patties), cold sausage, sandwiches, cold chicken, tomatoes, flask coffee, hip flask with XXX for "snake bite" and other boerekos like biltong (jerky) with salt and pepper!)

I wish the "railways" a very good year! Hope they will improve on their service! Why? Because we love the railways!

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A good year to all ferro-equinologists!

Hennie Heymans

Oh yes Hennie this is scary stuff. I am now getting on in years and would dearly love to do a PtaJhb-Dbn-C.T.-Jhb-Pta train trip but I am just too bloody scared as I also HATE travelling by bus.

Thanks very much for a very interesting Uloliwe once again.

Richard G.

Hello Hennie, Thanks for the latest ULOLIWE. I found the item on the BOAC flying boats of particular interest because a late friend of mine had links to the Vaal Dam flying boat base. His name was Mervyn Tunmer and his dad worked for BOAC as Terminal Manager at Vaal Dam. Regards Les Pivnic Dear Hennie Firstly all the best for 2013, then looks like another top draw mag, will read over the next few days once all the In-Laws have gone back down south. Re the English word for Padkos , my wife and her family and I'm sure many others her in England reffer to the 'padkos' hamper as a 'packup' , as we have two young girls whenever we set off down south to visit the family some 2 & 1/2 hours drive we never leave home without a 'packup' which I know is called 'padkos' So here's to 2013 Regards Terry Rowe

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Thank you Hennie for another Uloliwe packed with interesting articles. Long may your magazine continue!

Pierre de Wet

Books on the SAR and WW2: Ray Ellis Good morning guys, I have Les Pivnic to thank for drawing to my attention to the book “We Fought The Miles” produced by the South African Railways & Harbours Publicity Dept., probably in the early 1950s, which commemorates the part played by South African troops, both white & black, in WW2. I had not heard of the book, but checking some bibliographies, I see it is there all right, I had just missed it!! My copy has seen better days, as explained by the seller in South Africa, and I suspect it was owned by an ex-soldier, who obviously had put it to good use to recollect those far off days. There is much of interest therein, and attached are some scans to add to those Les had already sent.

I hope you enjoy reading the scans. Please pass them on to anybody else who you think might be interested.

Les, I loved the ship photos and plenty of tug photos too!!

Regards to all, Cheers Ray Ellis Morning Ray, Glad to hear that you found a copy of "We Fought the Miles".

The old SAR & H was a very large Administration that not only operated the railways and extensive road motor services (passenger and goods) but also controlled the harbours and for the latter, used a fairly large fleet of ocean-going salvage tugs that doubled up as harbour tugs in all the major ports.

The harbour craft fleet included several bucket and suction dredgers as well as smaller craft. There were also the colliers used to convey locomotive coal from Lourenço Marques 143

(Maputo) to Cape Town and on occasion the SAR used its freighters to convey timber sleepers from Burma to South Africa.

Regards Les Ray, Many thanks for the scans. This is a book that was new to me.

Was especially pleased to see the photo of the kits of parts produced by the Southern Railway being assembled, the first photo I recall showing this. And I was fascinated by the concept of constructing concrete blocks and using them as sea defence. It reminded me of the steam locos tipped into the mud for river defence in New Zealand.

Thanks again.

Greg Martin Dear Friends As soon as I have more time I will place in The Uloliwe more photographs and copies of articles as published in the SA Forces magazine, The Nongqai, during World War 2 on the role of the SAR & H Brigade. There were also some fine pics on the SAR & H Brigade in Italy.

I have also some pics on the SA Forces during 1914 - 1918 war in German East Africa (then Tanganyika now Tanzania). Here the Germans also caused a lot of destruction of their railway to frustrate the South African troops. Are you interested?

(I seem to remember that part of East Africa was set aside as a safe haven / sanctuary for Jews fleeing from occupied Europe - this was before Israel was formally established.)

A friend invited me to watch some videos the other day - on one video was about the line in Palestine - attacked by Col TE Lawrence to get rid of the Turks. Some fine relics and rolling stock has survived.

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Greetings Hennie Heymans Thanks.

Yes, there was a scheme to settle Jews in Uganda in 1903 - Herzl insisted this would be only a provisional idea to provide a haven for Jews at risk from pogroms in Russia - but it never really caught on. Tehe Zionist Movement officially dropped ther proposal in 1905 but a few people kept up interest. It was never really realistic. Then there were all sorts of ideas during World War 2, including a large tented camp at El Shatt at the south end of the Suez Canal for Jewish refugees who came via Turkey.

The video you saw relates of course to the Hedjaz Railway - there are some excellent books on it and indeed a part survived (Lord knows what it looks like now after the civil war) from Damascus to Dera'a near the Jordanian border, and then within Jordan itself.

Strangely, the steam locos in Syria were all of pre- First World War period (even if some were delivered just later) whereas all the steam locos in Jordan are post-World War 2, from England, Belgium, Japan... Part of the line survives for mainly tourist purposes, part has been revamped and new connection to Aqaba built for phosphates traffic.

A line from Dera'a to Haifa then led through Palestine (the Yarmuk Valley and Jezreel Valley line) but this closed in 1948-1950. Parts are to be rebuilt as standard gauge within Israel.

Shalom, Rabbi Dr. Walter Rothschild Dear Rabbi You are correct it was a video - British - on the Hedjaz Railway - I am afraid I forgot how to spell it. It was a very beautiful video - the railway and vehicles look so quaint - I must be saved!

Greetings, HBH

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Dear All, The following books will also be of interest Heslop, Derwent Gordon, Through Jungle, Bush and Forest, London: Andrew Melrose [1934] (his autobiography until mid 1930's including joining Sappers in WW1, commission, service in France and Near East, and recce of Hedjaz Railway in about 1919.)

Anderson, K, Nine Flames, Purnell, Cape Town, 1964, an unofficial history of the S.A.E.C in WW2 Orpen, N. and H. J. Martin (1981). Salute The Sappers, SAEC In East Africa and the Middle East 1939-42. Johannesburg, The Sappers Association.

Orpen, N. and H. J. Martin (1982). Salute The Sappers, SAEC in North Africa and Italy 1942-45.

Johannesburg, The Sappers Assocation.

Julian

GCR: Coaches circa 1870: Robert Maaswinkel (Belgium) Hallo Hennie, Inmiddels weer een stuk gevorderd met mijn zoektocht naar de treinwagons aan de Kaap in de jaren 70 van de vorige eeuw.

Het ziet ernaar uit dat er vooral rijtuigen waren met vakken, 2, 3 of 4. Die coupĂŠs waren geheel gescheiden van elkaar. Daarnaast heb ik echter nog een foto gezien waarop een wagon staat afgebeeld met maar een deur aan een kant. Zie tweede foto hieronder.

Jaargetal staat er niet bij, maar het zijn de 'eerste' (early) rijtuigen.

Een langer rijtuig heb ik gezien zonder deuren, of misschien in het midden van de zijkant, foto gedateerd 1879, Grahamstad (SAS). Dat is de vierde foto, zie wagon helemaal links.

Misschien toch maar navragen bij het archief van de SAS? Dit heb ik alles ontnomen uit het boek 'Early railways at the Cape' van Jose Burman, 1984.

De twee bovenste foto's zijn afkomstig van de Kaapse Archieven, de onderste van de SAS. De groeten, Robert Maaswinkel 146

• Please help: Our friend in Belgium is interested in coaches circa 1870 of the the CGR. He would like photogrpahs and diagrams of such rolling stock – HBH.

First Aid Kits: SAS-SAR/SAV-SAT/Spoornet : J & J Wepener Hi, Good old SAS-SAR/SAV-SAT/Spoornet had three types of First Aid Kits. Large wooden boxes/small black tins/Very large containers attached to under frames of certain passenger rolling stock.

The wooden type, photos attached, were kept at large Stations/Offices/Sheds.

Tins were available at Signal Cabins, RTS passenger busses and wooden guards vans used for carrying passengers. [These two were handed in by RTS driver/guard at journeys end for re-issue on next trip].

Under frame kits found on both sides of all Double/Single Dining Saloons/Passenger guards vans. Had soft metal peel away covering, staff grasped handles to reveal contents.

Stretchers/blankets included.

Boxes/tins were inspected by Station Master or the Staff and General Clerk every six months. Dining Saloon kits checked by Catering Staff and vans by Carriage and Wagon Depots at regular intervals.

The usual white grid, as found on rolling stock under frames, also stencilled on these large boxes and the date of inspection replenishment with new items recorded in yellow against Month/Year on grid.

A book RMD 1 [Railway Medical Department], was available with all boxes/tins/kits. Date, Time, Name pension number of injured servant or public - address to be obtained, Injury sustained, Items used and signature of treating official were recorded in this book. Original document was perforated for easy removal and carbon copy remained in book, for record purposes.

Should supplies run low, before the six month inspection period, the box/tin would be sent to the office for replenishment. Servant would make list of items used from the pages, replenish all items necessary. The pages would be removed, date stamp and certificate 147

written on next blank page. “Items all checked for use before dates, items used or in short supply replaced. Box/tin fully stocked according to list pasted in lid”. Blue carbon paper replaced. Box/tin would be sealed by means of SS191/1 wide brown paper, with glue on back tape, later by means of SS291/1 wide Sello tape, both marked SAS/SAR. [Later stylised Springbok, still later SAV/SAT]. Date stamp impressed on all tape to ensure could not be opened without being noticed. [The paper tape had a tendency of drying out and peeling away, allowing opening and pain pills/plasters being used without entry being made].

Boxes had two small brass eyelets screwed into body with two small brass catches to secure lid. Tins had Hasp and Staple but were only closed by means of a train brake block pin.

Boxes/Tins not locked for easy access in emergency.

Once tins/boxes replenished and returned, a summary of all items issued would be made to obtain new stock from the Drug Store of the S A R & H Sick Funds/Transmed in Braamfontein.

A G120M requisition black printing, would be completed, a few if large stocks were required. Requisition could take 10 items. The pages removed from register were attached as proof of usage, for items required to replenish Stations main supply. The Drug Store had no problem with supplying more pain tablets and plasters than used, as it was known these items were used without an entry being made. Staff busy train operating duties.

Requisitions signed by compiling servant, recommending official and approved by System Manager’s Office, General Section. A red “DRINGEND/URGENT” sticker attached, these requisitions received prompt attention, being delivered soonest on receipt by General Section to Drug Store.

Expired items and partly used items were returned to the Drug Store for destruction – usually a locomotive fire box, under watchful eye of Sick Fund Staff and SAR Policeman.

Tablets, Vaseline gauze, anti-septic solutions, eye drops were among expired items. Partly used items were, left over bandages, cotton wool, opened packs of dry gauze and many more. A G127[M] red printing was used as a credit note.

At all large Depots/Stations an Ambulance room was available. Manned by voluntary staff of St Johns/SA Noodhulpliga. Here stretchers, fold up beds, large steel cabinets of supplies and other emergency items were always available. The local Railway Medical Official would be informed of a serious passenger train accident. They would come and render 148

assistance to lightly injured passengers, allowing serious passengers to go to proper facilities.

We guess today there are still some trained officials, but probably most First Aid left in the hands of the Ambulance services.

Veilige groete, John and Jacque.

Rain: Palaborwa via Dries van der Merwe 15 January Water over the tracks at Km 46 /3-8 just outside Phalaborwa Dit was gister – Dries van der Merwe.

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Cogwheel Tram: Budapest – Prof Gerhard Dekker Hennie, Die rattrein loop in Buda die heuwels in. Daar is twee spore en 'n rat waarmee die trein die heuwel opgetrek word, seker so 10 kilometer.

Foto's was vandag geneem, hoe verder mens in die berg opgaan hoe digter word die sneeu.

Budapest was voorheen 'n klompie stede wat saamgesmelt het. Pest is plat en Buda is heuwelagtig.

Groete uit Budapest.

Gerhard Dekker.

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Early CGR Coaches: Robert Maaswinkel (Belgium) Hallo Hennie, Eertijds had ik aangekondigd dat ik nog eens iets wilde vragen over treinen, hier nu specifiek treinwagons. Als ik het juist heb ben je ook daarmee bekend (Uloliwe?)

Onderaan staat een afbeelding van wagons uit 1875 van de Kaapse Spoorwegen (in Kaapstad). Wat mij nou brandend interesseert: Hadden deze wagons binnenin ook een doorlopende gang? Van Nederland weet ik dat de rijtuigen van de lagere klassen uit afzonderlijke kompartementen bestond die links en rechts een deur hadden, en de hogere klasse, zeg maar de eerste, had kompartementen aan een kant van de wagon, steeds met een deur naar buiten, maar open naar een gang aan de andere kant van het rijtuig.

Weet jij meer hierover?

Groete, Robert PS: Heb net de nieuwste uitgave van eNONGQAI ontdekt: :-)

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Dear Leith, A letter from a Flemish correspondent - he wants to know if these coaches had passages.

As far as I know, and before I answer him - I think: "NO".

It is my perception only when we had long distance (and more luxury) that the passage generally came in. At first zig-zag passages and later either on the left or on the right side also later in short distance. I remember reading in the old days the food was served from the roof. I know NGR brought in the Corridor Express and the train to Rhodesia - Train de Luxe - set the general trend.

NZASM coaches were of the continental design - no passage.

Please help.

Greetings Hennie Morning Hennie, All the CGR suburban coach stock were non-corridor. Or as my late Dad would call a ‘dogbox’, because it looked up an enlarge dogbox in the van. The unfortunate feature was that the poor Guard, including my Grandfather, who was a Guard on the CGR, had to make his way along the running boards on the side to take the fares! I attach a drawing of a typical suburban coach of the time. I suspect certain of the more ‘modern’ stock were widen after 1910, and given corridors, but I don’t know how many and which were so treated. We had of these one on the Port Elizabeth-Uitenhage suburban line when I was growing up. It was flat sided and although it had been widened, was still narrower that a normal coach. As a result I didn’t like travelling on her, because I couldn’t ‘watch the engine’ when looking out the window. This same coach is in the Doll’s House Station Museum in Uitenhage.

Hope I was of some help.

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Kind regards, Leith More Robert, Mijn vriend Leith Paxton - befaamde spoorwegkenner en skrywer van verskeie historiese treinboeke (en ook tekenaar) berig soos volg - (ek het vertaal van Engels na Nederlands / Afrikaans): """"""""""""""""""""""""""""""Alle Cape Government Railway stedelike (metro) coach voorraad waren niet-corridor. Of zoals mijn late vader zou noemen een 'dogbox', want het zag er van een vergroting dogbox in het kondukteurswa. De ongelukkige kenmerk was dat de armen Guard, met inbegrip van mijn grootvader, die een Guard op de CGR, moest zijn weg langs de treeplanken aan de zijkant om de tarieven te nemen!

Ik hecht een tekening van een typische buitenwijk coach van de tijd. Ik vermoed dat sommige van de meer 'moderne' voorraad waren te verbreden na 1910, en gezien gangen, maar ik weet niet hoeveel en welke waren zo behandeld.

We hadden van deze rytuig op de Port Elizabeth-Uitenhage voorstedelijke lijn toen ik opgroeide. Het was vlak eenzijdig en hoewel het was uitgebreid, was nog smaller dat een normale coach. Als gevolg Ik hield niet van reizen op haar, omdat ik niet kon 'kijken naar de lokomotief ' bij het zoeken uit het raam. Deze zelfde coach is in het "poppenhuis" Station Museum in Uitenhage.

Hoop dat ik was van enige hulp.

Met vriendelijke groet, Leith""""""""""""""""""""""""""""""""""""""""""

Beste Robert Dit is ook mijn mening. Zie mijn brief aan Leith. Eerst ware de rijtuigen niet voorzien met een gang. Ook wat de langsfstand passasiersrytuigen betrekken - de kelner het in de oude

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dagen de kosten door het dak aan passasiers voorzien. De eerste gangen (passages) was zig-zag.

Ik sal jou navraag ook in Uloliwe plaas vir verdere moontlike kommentaar - miskien hoor ons van vriende in Australië of elders. vele groeten Hennie Heymans Beste Hennie, Alvast bedankt voor het antwoord (de antwoorden).

Weet iemand van de correspondenten, wanneer precies en waar wagons met een middengang in dienst werden genomen? Daarmee bedoel ik dan de rijtuigen die één grote ruimte zijn met links en rechts zitbanken en ramen. De deuren zitten aan het uiteinde van de wagons.

De periode die mij interesseert is tussen ongeveer 1860 en 1880. Tenzij zulke spoorwagons er toen nog niet waren, maar uitsluitend die met compartimenten (coupés, vakken, ...).

Maar zoals ik ontneem uit de vertaling van het bericht van Leith Paxton waren die er niet tot eind 19de / begin 20ste eeuw. Ik zal ermee moeten leven. ;-) Bedankt Hennie, Tot een volgende keer.

Robert

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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The next issue of “The Ulolwe� will be Vol 4 No 3 and will be published, DV, sometime during late March 2013.

Send in your comments, anecdotes and photographs please.

Take care! Issue / Volgende Uitgawe 156

Stuur solank u stories, herinneringe en eie foto’s aan heymanshb@gmail.com in jpg-formaat Hennie Heymans – Pretoria, ZA

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2013

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