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Contents Steam train photographs Š by Albert Borgstein ....................................................................................................................................................................................................... 3 The Model train Layout of Albert Borgstein ............................................................................................................................................................................................................ 34 Boksburg Railway Station......................................................................................................................................................................................................................................... 55 Some additional photos of models built for local- and overseas clients ................................................................................................................................................................. 62 Eston station ........................................................................................................................................................................................................................................................ 62 Paddock station.................................................................................................................................................................................................................................................... 63 Glen Harry Halt..................................................................................................................................................................................................................................................... 64 Grain silo .............................................................................................................................................................................................................................................................. 65 Olifantsfontein station ......................................................................................................................................................................................................................................... 66 Plan 95 SAR railway houses ................................................................................................................................................................................................................................. 67 Pretoria station .................................................................................................................................................................................................................................................... 67 South African Railways - South African Transport Services. Road Trans Port Services [R.T.S.] - Padvervoerdiens [P.V.D.] – John & Jacque Wepener ......................................... 69 Name changes ...................................................................................................................................................................................................................................................... 70 Interesting items from the index ......................................................................................................................................................................................................................... 71 Friends of the Choo-Tjoe: julie and colin & Andrew Stevens .................................................................................................................................................................................. 74 Classic Rail ............................................................................................................................................................................................................................................................ 81 Knysna Dinner Train ............................................................................................................................................................................................................................................. 81 Disclaimer and Greetings ......................................................................................................................................................................................................................................... 81
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Steam train photographs © by Albert Borgstein Most of my photographs of steam trains in this country were taken in the period from 1967 to the mid -‘80’s. The reason why I stopped doing this was the rapidly declining quantity of steam trains in regular service that could be photographed at the time. For me a specially organised train, although I photographed quite a few, is just not the same. “Train chasing” all over the country was a favourite pastime of mine and I have fond memories of that. The excitement and thrill of photographing a steam locomotive in action, taking a photo of a class missing in my collection, or getting pictures of a steam hauled train on a line that was shortly to be dieselized or electrified, has sadly been gone forever. Here are some samples from my collection (place names are given as they were when the photo was taken).
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An immaculate 8A Class no.1100 ‘Kapokkie’ (snowflake) worked as shed-pilot in Pietersburg and is moving here into the ash pits to remove full DZ-7 trucks. Note that this engine even has small decorative smoke deflectors! (2/9/1972) 4
Historic Transport Association (HTA) special from Johannesburg to Magaliesburg and even 34km further on to Boons. This train was hauled by 14R Classes nos.1725+1745 and is departing from Syferbult here. (1/7/1978) 5
15A Class no. 1791 still retained her old drop-sided cab and Belpaire firebox. It is here in action shunting a goods train with BMW car parts near the factory in Rosslyn, Pretoria. (3/6/1978) 6
A local passenger train from Port Elizabeth to Uitenhage is arriving here in Sydenham station behind 15AR no. 2017 on 18/12/1976. Port Elizabeth is seen in the background. 7
15CA Class no. 2850 has just started from Pretoria with the regular Saturday-afternoon passenger train to Cullinan. It is now crossing the Apies river bridge near Fountains. (9/6/1979). 8
Hauling a RSSA special train from Johannesburg to Pretoria 15E Class no. 2878 is captured here with its train nearing Fountains. 9
Just after leaving Pyramid (on the Warmbaths - Pretoria line) we see the monthly ‘Bombela’ for returning migrant workers from Pietersburg behind 15F Class no. 3032. (8/2/1973) 10
Train 605, the passenger train from Pietersburg to Tzaneen, is hauled here on the incline between Solomondale and Bosbult by hard working 15F Class no. 3138. (13/1/1975) 11
Returning with the Beit Bridge ‘pick-up’ train 15F Class no.3041 is standing ready to depart from Waterpoort station (between Messina and Louis Trichardt) back to Pietersburg. An additional water truck (behind engine) was needed for the Beit Bridge section. (5/5/1975) 12
The usual diesel train from Pretoria, via Rustenburg, to Thabazimbi is hauled today (17/8/1979) by double heading 15F Classes nos. 2998 + 3127 here on the section to Boshoek. This train was arranged by the RSSA. Note that both engines are fitted with 23 Class tenders. 13
Another doubleheader, this time on the Pietersburg-Tzaneen line with 15CA no. 2836 and 15F no. 3127, is bursting here out from under the Mooketsi road-bridge with train 605. (11/10/1975) 14
The return train (no. 606) from Tzaneen to Pietersburg is hauled by 15F Class no. 2930 over the level crossing at the Hans Merensky Dam near Politsi. This engine was always easily recognisable due to the white dove painted on her smoke deflectors. (28/3/1975) 15
On the ‘reverses’-line from Aliwal North to Barkley East we see 19D Class no. 2508 with a goods train crossing the bridge across the Kraai River near Tierkrans. (6/9/1977) 16
The ‘mixed’ train on the Harrismith to Warden branch line is hauled here by a 19D Class just after it picked up some wagons at Korus halt. (7/9/1978) 17
Moving out of a busy Panpoort on the Pretoria-Witbank line is blue 19D Class no. 2749 with the passenger train to Cullinan on the section to Van der Merwe. (14/10/1978) 18
Spotless 23 Class no. 3300 has just completed its final SAR revenue earning service having hauled the last scheduled steam hauled passenger train from Kroonstad to Klerksdorp. It is standing here in Klerksdorp station and took a goods train back to Kroonstad. (18/4/1979). 19
Return trip of the pick-up train on the Nylstroom to Vaalwater branch line behind 24 Class no. 3687. It is captured here between Loubad and Oopveld. Shortly after this photo was taken this line was converted to diesel traction. (10/3/1979) 20
First train of the day (no. 3303) from George to Knysna crossing the Kaaimansriver bridge. The locomotive in front is 24 Class no. 3622 ‘Rosie’. Three daily trains ran on this line. (25/8/1978) 21
25 Condenser Class no. 3476 was degraded to shunting duties in Klerksdorp station due to complains from a nearby hospital of excessive noise from ordinary steam engines. For this reason the much quieter 25 Class was put to work here! (18/4/1979) 22
Coasting into Poupan on the De Aar - Kimberley line is 25NC Class no. 3522 with the Drakensberg Express. This was a former 25 Class of which the condensing gear was removed giving the tender its barrel shaped look. (30/11/1976) 23
Doubleheader 25NC Classes nos. 3507 ‘Eugenie’ and 3468 ‘Karin’ entering Houtkraal with a heavy goods. Note that they are running on the wrong track (‘loodsbedryf’) probably due to maintenance work on this line. (14/9/1977) 24
26 Class no. 3450 ‘Red Devil’ standing in Capital Park shed just prior to testing its Porta gas producer system and improved haulage capacity on the Pretoria - Witbank line the next day. (March 1981). It was not a success and the train was only taken as far as Bronkhorstspruit. 25
Double heading Garratts! GCA Class no. 2200 with GF Class no. 2374 are heading out with a heavy goods on the Cape-Natal line from Pietermaritzburg. (July 1974) 26
Crossing the Maalgaten bridge between George and Groot-Brak River is GMAM no. 4073 hauling the Port Elizabeth-Mossel Bay passenger train. (28/9/1978) 27
GMAM Class no. 4098 in the process of steaming out of Mossel Bay with the passenger train to Port Elizabeth. (15/9/1977) 28
GMAM no. 4115 with a special train from Johannesburg to Brits is crossing a diesel train with an iron-ore load at the former halt of Stephanus between Pretoria-North and Brits. (17/4/1977) 29
The Montagu Pass between George and Oudtshoorn always provided spectacular steam workings as demonstrated by GMAM no. 4133 between Power and Topping. (25/8/1978) 30
The passenger train from Graaff Reinet to Middelburg is seen here on the Lootsberg Pass near Blouwater behind GMAM no. 4060. (15/8/1978)
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The narrow-gauge ‘Apple Express’ train in its then (10/9/1977) new green livery hauled by NG 15 Class no. 124 is here at Kwaaibrand. It ran from Humewood (PE) to Loerie and back.
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Steaming out of Renken halt over the level crossing is NGG16 no.130 with a goods train on the narrow-gauge Port Shepstone - Harding line. (13/1/1981) 33
The Model train Layout of Albert Borgstein Welcome to my model train layout! If you will allow me, I like to tell something about my SAR layout. I started nine years ago with its construction. An unusual model train-scale is used here by me. The reason for this is that I calculated that if the 9mm wide N-gauge model rails are used to represent the real 3’6’ gauge track in South Africa a scale of 1:119 would be required. The drawback of this particular scale is that apart from the N-gauge track, motors, wheels and bogies I have to build absolutely everything else (scenery, rolling stock and structures) myself ! This scale was named ‘TTsar’ by me as apart from the narrower track-width it is quite close to the old TT scale. It is my intention that when this layout is finished a variety of areas found in our country will have been modelled which are easily recognisable as such by visitors. As you can see in this corner the provinces of Natal (mountains and the Laingsnek tunnel) and the Eastern Cape (gorge) are represented here. Crossing the gorge are twin truss bridges as found all over the country but based on those near Irene and the central portion of the Van Staden’s bridge (on the narrow gauge PE-Avontuur line). The waterfall in front is based on the one at Graskop, note also the people watching it from the opposite side of the gorge! The historical blockhouse in the centre is like the one at Wellington, the most southern structure of its kind in the country. See also a plate girder-bridge in front, constructed askew because it is situated on a curve in the line. Its abutments are based on the historic Grensspruit bridge near Volksrust.
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Opposite this in the upper train room is the well-known Kaaimansriver bridge situated on the George - Knysna line. (See next photo.) On the left is the Wilderness side of this bridge which includes the N4 road, the Wilderness tunnel with a cave (long ago used by the Khoi) on its immediate left. A typical ‘hanging’ road bridge is built here against the mountainside and above the tunnel is the Dolphin lookout point with its concrete road- barriers. Below: Due to limited space the Kaaimans River bridge model had to be slightly shorter (13 piers instead of 15). It is made from wood, cardboard and plastic. Like the real bridge the sleepers of the walkway also had to be tapered! Real sea-sand was used on the bottom of the river on which resin was poured to represent the low-tide water.
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To the right of this bridge is the Victoria Bay side with tunnel no.2 at the back. Note that all the relevant track sign boards are present and that two fishermen are walking down here to the river. After I glued all the ‘fynbos’ bushes (model tree foliage material) into place, which was a backbreaking job, it took two days to get my fingers clean again as they were stained bright green! Below: The two tunnel entrances on the right are those of Victoria Bay tunnel no.1 and the Waterpoort tunnel found between Louis Trichardt and Messina. The Rietvlei tunnel at the back of this mountain is found at Delport on the Oudtshoorn-Klipplaat line. Even all my tunnel portals must be based on reality; I abhor the anonymous holes in the mountain seen on layouts of other modellers!
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The edge of the mountain is the borderline between the Kaaimans River bridge area and the Eastern Transvaal section. The latter is represented by the JG Strydom-road Tunnel and Abel Erasmus Pass on the R36 road north of Ohrigstad, the ‘Three Rondawels’ mountains at Blyde River 38
are in the background, the pine trees, the escarpment between High- and Lowveld, yes, even local fruit-hawkers near the tunnel entrance are included. Their wares like the bags of oranges, boxes with avocados, bananas, etc. were made from pieces of plastic. In front is the Pinnacle Rock found near Graskop and on the left is the Waterval-Boven (western) NZASM tunnel portal. Twin tunnel no.1, also at Waterval-Boven but across the Elandsriver valley, can be seen on the right. A feature I haven’t seen on any other layout is that all my layout tables have different heights from the floor. I was actually forced into this because the L-shaped space I have available for my trains, consist of two rooms of which the floor levels differ with 15cm! This resulted in the interesting situation that a low track in one room suddenly becomes a high track in the other! The highest point on my layout is at the Kaaimansriver Bridge. In order to bridge the walking corridors in my train room three removable modules are used which slot into their allotted place. Two of them, near the door, are already completed but on the third a countryside halt called “Kloofsig” still has to be finished. Corrugated iron buildings will be fitted here like a waiting room, Van Schoor train control shed, toilets, etc. This layout is analogue and will remain so. A blocksystem, controlled by signals, will be installed. When finished four trains will run here simultaneously in opposite directions. They will cross in stations. Two routes are in use, the ‘tunnel’ route and the ‘bridge’ route. On both routes loops were included to extend train running times. On one of them a longer run can be chosen where the train goes unseen through the cupboard between both train rooms. Parts of the scenery are hinged to easily do track maintenance underneath.
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Apart from layout tables I also made use of the ‘tracks-alongthe-wall’ method by having a 17cm wide wooden ledge on a wall in the lower room. Here I built a part of the Karoo with features like a railway bridge across a dry riverbed, a Climax windmill with farmdam, ‘Dorper’ sheep and the typical Karoo bushes (each one made and glued down separately
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A donkey cart was made and installed on the dirt road. A two-way-indicator signal was built and used at a split in the mainline, while further down a level crossing was built. The necessary road signs and grids for keeping animals away from the tracks were not forgotten. A continuous background photo of the Karoo still has to be installed here.
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On the large open layout table (only tracks are now installed here) it is intended to build a countryside village. The usual buildings like a church, hotel, police station, cafÊ, post office and general dealer still have to be made but will all be models of existing buildings from all over South Africa. No overseas kits are allowed on my layout! The village station was built already and is the NZASM station of Krugersdorp as originally built in 1896. At the back I intend to make the scenery found near Ficksburg (Sekoniyela) and also a part of the Golden Gate Mountain will feature here. In front of this I have already made a typical long arched concrete railway viaduct (materials used: hard- and cardboard) as found in Natal (Van Reenen’s), the Free State (Bethulie) and near Tzaneen. Also installed here are already the twin Hidcote tunnel in Natal and the never used tunnel at the fourth reverse on the Aliwal North - Barkley East line.
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On the main layout table a South African city will be built. Already completed is the model of Pretoria station. This took me 14 months to build. Seen from above it looks like a letter ‘E’ with wings that curve outwards at 60 degrees. The walls are made from hardboard and over 250 openings had to be cut out by hand for windows, doors and arches. Just like the real station you can look here from the Porte Cochere entrance through the building to the platforms. The paving inside and under the concrete roof (with its round skylights) at the back, where both kiosks are, is beautiful. The long white saw tooth platform roof is not installed due to space limitations. An additional platform with V-shaped roof is also in use. Over 40 ‘people’ are placed in- and around this station. 43
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Further wellknown buildings will be made for my city. Planned are the westfaçade of Church Square and the Sammy Marks buildings in Pretoria. The Victoria Hotel will appear here too. To the far right are already three railway houses on a slightly higher level like seen at Salvokop. These are a NZASM Ctype duet house for two families, a SAR B-type house (with central veranda) and a D-type (with veranda on the right). A lot of detail is included here like an ‘indaba’ taking place under the tree, Sarel in his bibs with ‘bliktrommel’ going to work; the broom seller and the guy working under the hood of his old car. It’s wash-day here with clothes being hung on the clothesline; a Datsun pick-up is entering the yard while the wife is keeping the gate open. The fencing here is built according to SAR practice were (model) rails were used as gate stays.
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At the rear left we see a grain silo, based on those at Middelburg and Pienaars River. It has six silos storing 1800 tons of grain. In front is the offloading structure with its 24 bins; each real bin can hold 10 tons of grain. The loading of bags of grain in a wagon by means of a movable conveyor is taking place. This is one of the older types of grain silos; both silos mentioned are no longer in use. The model is made of hardboard, conduit- and pvcpipes and Triplex cardboard. The usual bullock wagon shed is at the back.
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In front of the grain silo is the railway workshop. This building is based on the shed at Witbank with its characteristic saw tooth roof. Note that some of the windows are opened and that maintenance pits inside were included. The tracks are filled-in and the whole scene is weathered to give a dirty impression. Behind this stands a SAR coaling tower as could be found at Voorbaai, Masons Mill, Lydenburg, Grahamstown and Mafeking sheds. The surrounding scenery is not yet finished as a water gantry; water tower and blow down chimneys still have to be added. To the right the ash pits have to be made as well. All the stop blocks on my layout were hand-built and consist of 22 parts each!
So far I have only built one complete train in my scale, namely the one behind the doubleheader 31 Class diesels. This train has the following vehicles:
Two DZ-7 types loaded (one with tarpaulins), a TZ-1 milk truck, a B-3 open gondola truck, a LA-2 mechanical refrigerator truck and an empty DZ-7.
These are followed, according to railway practice, by short two-axle trucks, like the OE-5 fruit van, the GEU-2 for the transport of bulls, horses and ponies, two open DE-7’s with freight (coal and ballast) and the XE-1 domestic water tank. This is completed by the (steel) V-3 guards van.
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For another (mixed) train I have already a C-25 passenger coach, the V-shaped XB-10 tanker for transporting concrete, the XP-7 for the transport of petrol with its corrugated iron roofing and another OE-5 short truck with its roof covered by a tarpaulin. I have the choice of two guards vans to end this train, namely the V-7 or the V-3. To haul this train I have an American steam engine model that is shortly to be changed into the 24 Class. All the other wagons seen are in N-gauge and still have to be converted.
Materials used to make these locomotives and wagons are brass, aluminium, wire, styrene, cardboard, plastic and a host of other items like for instance bridal veil material! A complete passenger train is also planned in the near future, while I’m currently busy building a 11 Class steam 53
engine. I also have recently obtained a 10 Class in my scale but some work is still required to finalise it to my standards. Everything I built was made by hand as I do not have fancy machinery like a laser cutter or 3D printer.
For the past three years I’m also building models, in a variety of scales, for other model train enthusiasts. During this period unfortunately not much time remained to work on my own layout! Models built for local- and overseas clients are the stations of Pretoria, Olifantsfontein, Boksburg (NZASM) and Krugersdorp in HO scale. The narrow-gauge stations of Eston and Paddock were built in 009-scale. The shacks at Glen Harry halt were also made together with some signals. A lot of SAR railway houses have also been produced in HO scale as was the grain silo of Middelburg / Pienaars Rivier. For more information about available models and railway modelling projects explained by means of photos (buildings and rolling stock), see my Facebook page: “South African Railway Models by Albert” or contact me per e-mail: allu@iburst.co.za or telephone: 012-3310006. Many thanks for your visit, I hope you enjoyed it! 54
Boksburg Railway Station The Randtram line from Braamfontein to Boksburg was officially opened for service on 17 March 1890. On the Boksburg end of the line this halt initially consisted of some small corrugated buildings. Originally this line was designed for coal-traffic but passenger services were almost immediately started as well. For this reason a simple brick building with a surrounding veranda was soon after erected by the NZASM. One of the few photographs of this building (which has since been demolished) is shown here shortly after or on its inauguration.
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A client of mine is building a NZASM layout and requested that I make a HO model of this particular historic station. As most NZASM buildings have thick walls I opted to build those of the model from 3mm (white) hardboard, instead of the 1.5mm Triplex modelling cardboard that I normally use. I couldn’t locate a picture of the street side (north side) of this station so I had to compensate for this. A single door with a window on either side was chosen as the most likely. These are based on the standard NZASM patterns. As shown all the doors have already been made but still need their glazing (clear plastic). The hardboard base depicted on top has been cut out too and painted a grey concrete colour.
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Here the four walls are erected and shown is the south (platform) side. Note here the large paraffin lamps on either side, the route- and station track plan board and the telephone signalling box with bell and turning handle, the notice board with NZASM notices and timetables thereon and at the right a rack for baggage labels. Plastic, wood and cardboard were the materials used for making these. I’m of the firm opinion that to get a good model even the smallest detail is important!
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The base of the main roof has been fitted now; underneath are three triangular pieces of cardboard with a balsa crossbeam strengthening and supporting this roof. Note that the interior floor behind the main entrance has the usual NZASM white-and-black tiling painted here. The windowsills are pieces of bamboo strip glued into place. The window frames are painted with white acrylic ink on clear plastic.
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After I made the 24 supporting poles the roof of the veranda was fitted. The parts of one of these poles is shown on the right. These consists of a strip of bamboo, two cardboard ‘wings’ and a thicker square piece of cardboard with a central hole so that it can easily fit on the pole. After being assembled it can be painted. The outside of the veranda’s roof was painted black and green to become the gutter.
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The completed model as seen from the street side is shown here. Fluted board has been glued onto the roof to simulate this station’s corrugated iron roof. The chimney has been installed now as well. Also a pillar post-box was fitted; this is a feature seen at almost every NZASM station! The two masts protruding above the roof were probably used for telegraph purposes.
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The finished model is seen here from the platform side. Note that the applicable ‘Boksburg’ name board is also installed now. Both poles to which it was affixed were later removed and an arched supporting beam fitted instead as seen on another photo I have of this station. Working with only these two photos of this building, both picturing the same side, I really had to study them very carefully to get the correct measurements and detail for this model!
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Some additional photos of models built for local- and overseas clients Eston station
This corrugated iron building was situated at Eston in Natal on the Mid-Illovo narrow gauge line. After the line closed the station was removed and relocated at the Midmar Historical Village. When this open air museum closed this building was moved to Ixopo for the Paton’s Country Narrow Gauge Railway. A poor replica of this station is in the George railway museum. This particular model (with waitingroom) was built in 009 scale. 62
Paddock station
This building is situated in Paddock, about halfway on the narrow gauge line from Port Shepstone to Harding in Natal. It is a National Monument. When the ‘Banana Express’ was operated by the former Alfred County Railway many steam-excursions stopped here for a picknick or braai. This model, with its lampshed, waitingroom and nameboard, was also built in 009 scale.
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Glen Harry Halt
This halt is situated near Graaff-Reinet on the Lootsberg pass line from Middelburg in the Cape. The corrugated building in front is the waitingroom while the shed at the back is for the Van Schoor train-control system. If this looks familiar to you; they appear on pages 40+41 of the book ‘The Spirit of Steam’ by Smith and Bourne. 64
Grain silo
Grain silo built in the 1930’s by the SAR based on the similar ones at Middelburg and Pienaarsrivier. They were sold to the various agricultural coöperations during the ‘50’s. This model is built in HO scale and includes the manager’s office building in front. 65
Olifantsfontein station
This building is situated about halfway on the Pretoria-Johannesburg mainline. It consists of a central building with a wing on either side and is still operated by Metro. The model built is in its former unpainted style. Two of these HO stations are depicted here; the front one is seen from the platform side and the rear one shows the streetside.
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Plan 95 SAR railway houses
These standard railway houses came in four basic varieties. HO models of the D-, B- and C- types are shown here. They differ from each other as result of the placement of the front veranda, windows and the type of roofs.
Pretoria station This beautiful building with its two curved wings was designed by Sir herbert Baker and opened in September 1912. Because this station as a HO model will occupy to much space I make a shortened version without wings. Here it is shown from the rear on the layout of a client. As he placed it on a higher level the necessary stairs had to be made too. This is based on the stairs at the Union buildings, also designed by the same architect.
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South African Railways - South African Transport Services. Road Trans Port Services [R.T.S.] - Padvervoerdiens [P.V.D.] – John & Jacque Wepener
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Hi all, Much has been written, is known about the Railway portion of SAR-SAT, but not much is known of RTS. A section in itself a massive undertaking. Clerks grade II, working at stations had to attend Esselen Park College or one of ten branches situated throughout the various Systems. The Western Transvaal had the College proper plus a branch at Park Hill, still functioning and a branch in Park Chambers, Johannesburg Station precinct. Colleges presented courses for the commercial and operating sections in Passenger Accounting, including R.T.S., Goods Accounting, including R.T.S. Courses had duration of 3 months each. Course all phases of operating lasted 4½ months. A shorter abridged course was available for staff not fully employed on trains working. [Signal, Telecommunication, Per-Way staff etc]. Once qualified in these three courses, a clerk grade II, with a few years service/experience would receive nominations to clerk grade I or Station Master Grade II. Many would accept promotion to S.W.A., not very sought after, but for the brave they would continue to accept promotions there and would soon be senior to staff members in the Union/Republic. When more senior posts became available in S.A., the S.W.A. staff was appointed, to the dismay of their S.A. colleagues. [1st nominations were always S.W.A. John received his first, Station Master II Keetmanshoop in 1968].
Name changes Road Motor Services, Road Transport Services, South African Road Transport Services, Autonet, Autopax. [From thousands of road tankers, trucks, including abnormal load vehicles and various types of busses, to a mere few hundred today]. Again sad very sad. At its peak RTS had a route distance of over 50,000km, throughout S.A. and S.W.A. during the seventies. With deregulation of road transport in eighties, this total was drastically reduced, together with the massive station closures in the nineties the R.T.S. soon dwindled away. The goods section closing down in nineties. Leaving only some main passenger service depots. Today Salvo Kop [Pretoria], Harmonie [LanglaagteJohannesburg], Cape Town are main depots, smaller depots Durban, East London and Port Elizabeth. Hundreds of new busses purchased for 2010 World Cup. Most of them withdrawn. Now standing idle in yard/s, no work for so many busses anymore. Mini Taxi’s transport most passengers. This has also lead to less suburban and main line passenger train services. We have a copy of the 21st impression [New edition] of Road Transport Passenger Tariff Book No. 1 - 1985. Six hundred printed, R15.00. Copyright: Copying or reprinting allowed for departmental purposes only.
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Interesting items from the index Breaking Journey: Single tickets. The forward and return portions of return tickets in respect of journeys by road transport only are for one unbroken journey. Concessions: No concessions or rebates of any nature whatsoever will be granted on the fares and rates prescribed herein, except as provided below. Concessions for single/return journeys from home/school or vice versa are allowed to blind or deaf-and-dumb scholars and to physically handicapped students attending schools/industrial schools. Fares calculated on standard 1 st/3rdclass fares less 20% rounded off to next ten cents. Cream and Milk: Tariff cent/5 litre. 1-5km 40c, 51-100km 45c, 101-15km 50c, 151-200km 60c, 201-30km 70c, 30km and over 85c. [1985]. Empty returns free. Special trips: Fares will be quoted for special passenger trips. Validity of tickets: Single tickets day of use. Return, combined Rail and Road ticket. Six calendar months. Road return journey tickets. Three calendar months. Tariff Bicycle [Ordinary]: Packed Twice scale minimum 25kg. Unpacked Treble scale minimum 25kg. Charges computed separately for each bicycle. Tariff Moped: Accompanying passenger with minimum of 50 cubic cm. Normal scale minimum mass charged 75kg. Not accompanying passenger, normal tariff plus 50% minimum mass of 75kg. Most of above also applicable to rail services. Except concessions. [Free Pass – PTO – Today RK1 Staff/RK2 Pensioners]. Notes AG denotes RTS Agency, B – Border, BP – Border Post, H – Hotel, HO – Hospital, KW – Coloured residential area, L – Black residential area, 71
P – Post Office, PS – RTS station, S - Station, SS – Siding, W – Store, Y - Junction. There were Railway stations which had a connecting RTS service on the S.A.R./S.A.T. A quick look through seventies public time table shows 630 stations served by R.T.S. Services provided pages. 30 - 43 Cape Western, [14 pages]. 44 - 66 Cape Northern, [23 pages]. 67 - 86 Cape Midland, [20 pages]. 87 - 95 Cape Eastern, [9 pages]. 96 - 115 OFS, [20 pages]. 116 - 141 Natal, [26 pages]. 142 - 170 S Tvl., [29 pages]. 171 - 201 N.Tvl., [31 pages]. 202 - 210 SWA. [08 pages]. There were a total of 7,525 stopping places in 1985 for passengers convince. Welkom had the biggest R.T.S. depot in the O.V.S. Total R.T.S. staff: Administrative: 10, Technical/Assistants: 20, Tyres: 10, Supervisors/Inspectorate: 5, Cleaners: 30, Drivers: 100, Drivers Assistants: 100. 72
All controlled by Goods and Passenger Superintendent. Later Autonet had own management of two. Welkom Station had a total of 810 staff. Commercial: Booking Office, Goods, Parcels/PX, R.T.S., Cartage. Operating: Mini C.T.C., Operating office, Telex, Selectors, Shunting yard at Welkom and Mothusi. Motive Power: Diesel Depot at Mothusi. A Marketing office in City. This office arranged annual Show Trains with steam haulage. Also “Ithuba” train from Bethlehem to Bloemfontein. “Ithuba” tickets R1.00 return. First few trains steam hauled, later electric traction used. The following stations were placed under Welkom’s area control: Winburg, Theunissen, Welgelee, Virginia, Glen Harmony, Whites, Hennenman, Holfontein, Geneva, Mothusi, Fridiesheim, Odendaalsrus, Allanridge, Bultfontein, Wesselsbron, Bothaville, Vierfontein and Viljoenskroon later under control of Kroonstad. Area meetings took place monthly in Welkom, attended by Area Manager from Kroonstad. R.T.S. Inspectors undertook daily inspections on all routes served. Week days checked local O.F.S. routes: To/from, Johannesburg, Klerksdorp, Witsieshoek, Thaba Nchu, Maseru, Van Rooyenshek, Bloemfontein day light hours, Kokstad, Umtata, Nongoma evenings/mornings. Morning inspections on routes serving mines. Mine commissioners given special tickets to help R.T.S. staff load and unload passengers at various exchange points. Different busses called at all shafts, took passengers to exchange points. This method saved use of busses, with only one calling at particular shaft. Western Holdings, Free State Geduld, Free Brick, Loraine 5, Loraine 1 Welkom Gold, Teba, President Brand, President Steyn, Exchange Point. Erfdeel, Saaiplaas 3, Saaiplaas 2, Glen Harmony 2, Glen Harmony 3, Exchange Point. Virginia Mine, Merrispruit, Beisa, Beatrix, Exchange Point. Friday afternoon’s three Transtate busses, semi-luxury with tack axle plus four wheeled trailers, hired by informal buyers/sellers would depart for Durban. Depart Sunday afternoon, arriving Welkom Monday mornings. On Sunday’s Nongoma, Kokstad, Umtata trips returned. Inspectors shift from 04h00 until 23h00 depending on which route inspections were undertaken. Reason for early Welkom departure, was to enable busses to be stopped at points near return departure points. 73
Every Friday evening a Hauler, Semi-Coach and two wheeled trailer, would depart last Exchange Point, for Ressano Garcia onwards to Xai-Xai. Returning early Monday morning to Welkom Depot. Local busses still at Depot would take new recruits to the various mines, on their outward trips. On Friday mornings haulers or empty busses would pre-sell tickets at all shafts. Afternoon busses would then pick up passengers proceed to Exchange Points and be outward bound with minimum of delay. Luggage would also be booked, pre-paid and loaded. A system that worked very well. Inspectors collected cash and deposited it at Depot ticket office. Two Inspectors worked together on stopping a bus, one checked passenger’s tickets, whilst the other checked drivers tickets issued and cash collected. Both inspectors and driver had to agree on all totals of ticket sales, receipts and cash in driver’s possession. All three signed necessary inspection form. Copy to driver, for time keeping purposes, due to delay caused by spot check. Busses could be stopped and checked at any safe spot. Returning bus often stopped again, should driver: “Think, been checked, won’t happen again”. Many used or invalid tickets found in passenger’s possession. Passenger still on bus after ticket destination passed. Some without tickets. Drivers cash showing a surplus or shortage, all would be investigated. Disciplinary steps taken if necessary. Sadly today two private companies, which mostly transported workers within mine properties then. ”Vaal Maseru” in Welkom and “Mega” in Virginia, have taken over most of the old R.T.S. routes. Mega now using R.T.S. old Depot as Sub-Depot in Welkom. The old Cartage, Goods and RTS. Rest rooms, kitchen and ablutions, now converted into stables for a local equestrian club. All that remains of the SA Railway Police gate control office, are the forlorn destroyed walls. Once a must STOP point on entering and leaving this area of the SAR/SAT Checking vehicles and documents for goods being taken in, or out of SAR/SAT property. Spoorweggroete, John and Jacque Wepener
Friends of the Choo-Tjoe: julie and colin & Andrew Stevens Although the line has been cleared, there is still a lot to do. At the Knysna end, the donkey bridge over the lagoon needs some remedial work and there are a number of places where the causeway has been eroded through use by local fishermen. These areas will need building up again. The track and sleepers however, are in good condition. 74
There are a couple of smaller slides on the climb out of Brenton towards Belvidere; nothing too horrific. It is from the start of the climb that the sleepers start to deteriorate and a good few will need replacing. Above Belvidere, there have been a number of cases of the banks collapsing covering the line with sand. This is obviously a long standing problem because attempts have been made in the past to hold back the banks by using old sleepers. These have now all rotted and doing nothing. A long term solution will have to be found. Keyter’s Nek station is cleared but someone has removed the points levers and these will have to be replaced. The station approach has been used for the illegal dumping of builder’s rubble and household waste. Beyond Keyters Nek there is a major slip which will require a big effort to fix. It is not a deal breaker, but it will take time to sort out. Beyond this point, the line is clear to Goukamma.
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Classic Rail With teams of people clearing the railway line between the Knysna Station and Keytersnek (near the Rheenendal turnoff on the N2), it’s obvious that something’s happening on our historic track. In fact, they’re getting it ready to run trains once more: the Classic Rail has been awarded a 20year concession on the George-Knysna line. Transnet Freight Rail formally granted the company beneficial occupation of the line from 16 February, 2016, and access for line repairs in June. Legal agreements between the parties are now in circulation for final signature. Classic Rail’s Alan McVitty told us that a team of bridge engineers have been in Knysna this week to inspect the bridges over the Knysna Estuary. “The line between Knysna and Sedgefield is still largely intact (it was last used ten years ago), but sections of the line between Sedgefield and George will require major repairs,” he said.
Knysna Dinner Train For this reason, Classic Rail is planning to bring a diesel and steam locomotive and a number of carriages by road from George, so that operations can begin as soon as possible. “We’re planning to convert some carriages that we bought on auction into dining cars, and then to run our first product - the Knysna Dinner Train - by about the middle of next year. “We also plan to build a new steam train depot at the Sedgefield Station and operate the Choo Tjoe between Knysna and Sedgefield as soon as possible.” Mr. McVitty said that the repair of the line between Sedgefield and George is now being considered a future phase. “The Provincial Government indicated that it would entertain the possibility of contributing grant funding, and requested the Cape Higher Education Consortium to make an independent study of the economic benefit of bringing the Choo-Tjoe back to the Garden Route,” he said. “The findings, which were presented in April this year, concluded that that the outlay would return an equal economic spin-off in less than one year - if tourists stayed in the region one night longer in order to experience the Outeniqua Choo Tjoe. “But the caveat, of course, was that the Outeniqua Choo Tjoe must be operational - which is what we’re aiming to achieve.” Knysna & Partners’ CEO, Greg Vogt, said that the return of the Choo Tjoe will be a dream realised for the region.”The strength of our tourism offering comes from our attractions and adventures, and we look forward to working with Classic Rail to integrate the train with other attractions, and thus grow our local economy.”
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The next issue of “SAS-SAR” will be Vol 7 No 5 and will be published, DV, sometime during September 2016. Send in your comments, anecdotes and photographs please. Take care! Help met bewaring, stuur solank u stories, herinneringe en eie foto’s aan uloliwe@gmail.com in jpg-formaat Hennie Heymans – Pretoria, ZA © 2016
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