RAILWAY - the story continues.
Acomprehensive new book on TheSandstoneSteamRailway.
This 220 page hard back coffee table book in landscape format encapsulates in words and photographs the Sandstone Heritage Trust collection that nestles in the vast, rich agricultural grain and cattle landscape of South Africa’s Eastern Free State.
This new publication illustrates the grit, determination and vision of the founders to save a representative cross section of the transport history of Southern Africa. By virtue of its location this living collection complements the beauty of the area with its 3.5 million old Sandstone cliffs, lakes and snow covered, cosmos clad farmlands in the winter months
The book documents the history of the Sandstone Heritage collection of transport relics from the days of European imperialism and empire building. Almost a generation back, the need by the then Transnet Heritage Foundation to secure a safe home for resources at a collapsing museum in KwaZulu Natal saw Sandstone Estates being approached to rescue the exhibits. The embryo was ‘alive’.
Over nine chapters, the glossy publication looks meticulously at the history of every single locomotive (both narrow and Cape gauge) as well as each piece of acquired rolling stock, coaches and dining cars together with other complementary heritage categories such as Military vehicles, Cars, Trucks and Buses, Vintage Tractors, Earth-moving equipment all surrounded by the crops, flora and fauna of the extensive Modern Farming operation at Sandstone Estates.
The text is rich in recollections and memories of challenging expeditions to rescue artefacts throughout South Africa, Angola, Zimbabwe and Mozambique.
The time consuming negotiations that typifies African politics, the topography and relocation under tough conditions of representatives of British and German locomotive engineering for example in post conflict zones, makes this book more than a catalogue of assets. Almost without exception Heritage items saved would otherwise have seen the cutting torch or been lost to pervasive rust and neglect.
The book also deals with the significant challenge of moving heavy items on poor roads over long distances. Sandstone’s most recent innovative challenge was to move by road two massive Garratts and other heavy locomotives representing the old days of the renowned South African Railways.
The Sandstone Heritage Trust has facilitated skills training to young South Africans of all creeds in active workshops in both Bloemfontein and at the estates. The collection has contributed to South Africa’s tourist industry and community development in the local Free State area. European tour operators have brought locomotive enthusiasts and other transport buffs to experience the live, working railway on the farm by way
THE SANDSTONE STEAM
of regular shows and open days. Huge agricultural fairs, record breaking ploughing competitions and what has become known as the ‘Sandstone experience’ are featured in the book.
“The Sandstone Steam Railway, the story continues” compiled by David Richardson. Hard Cover, 340mm x 280mm. Time to get a copy of the book, the second but much grander production on the Sandstone story, and enjoy…… The book is available online on the Sandstone website at: https://www.sandstone estates.com/index.php/online shop at a cost of R795 including VAT and delivery.
FROM THE CHAIRMAN:
We still have not managed to get final approval of our plans for the new Club House. Andre Potgieter of the Loco Society has worked hard to clear up the issue of the validity of their lease on the Londt park site. He has been informed by the section that manages the leases that the current lease is valid until February next year and the Loco Society has already applied for a 5 year extension of the lease. Every effort is being made to convince the planning department to give its final approval!
Next is the issue of the Toy Fair which is to be held at the German Club on Saturday 17 December. Roel has agreed to organise a suitable space close to a power supply in the Club Hall for our dioramas and my portable layout. The key issue is support. It takes two people to operate the layout and a third person in front to answer questions from the public and make sure that some kid doesn’t try to climb on the layout. Further, one has to stand all the time and the guys involved need a break or two. In other words me plus two helpers is not enough support and at least one of the helpers need to be OK with Digitrax controllers. Please inform me or Roel if you can help on 17 December even if it is only for a few hours. Come on guys help in showing the public what model rail is all about. Mike Smout
I was fortunate to enjoy an annual train trip at a very young age as my father was a plumber on the railways and he would get an annual free pass for our whole family, so once a year my father, mother, two elder sisters and I would travel to our aunt and uncle who lived on a small holding at Ferreira near Bloemfontein. This was an exciting event; we lived at Woodstock near Cape Town and would travel to Cape Town station by electrictrolleybus. It was then a short walk from the bus stop to the old station. I would have been around seven years old, but I can still clearly remember these trips which took place on or about 1952, 1953 onwards.
The old CapeTownStation was always a hive of activity, bearing in mind all the local suburban and northerly trains departed and arrived there. The old clock and train departure board on the station concourse was a favourite meeting place; there was also a model steam locomotive activated by inserting a 1d (One Penny) coin.
The main line trains departed from a distant end of the station and were usually less active. I seem to remember that our free pass provided us access to the departure platform but those coming to bid us farewell had to put a penny in a machine to obtain a platform ticket.
The names of the passengers and their respective seating arrangements were on a hand typed list pasted on a notice board at the near end of the platform. There was also a small label with the names of the passengers in each compartment attached on the outside of each coach. The Ticket examiner was also always on hand to provide further assistance to passengers
We would travel second class until many years later when my father eventually had more years’ service and qualified for a first class free pass. Most of the coaches at that time were of the Clerestory type, these coaches were easily recognisable because of their raised roof extension with small ports for ventilation. Some types even had small balconies at each end of the coach.
Clerestory coaches had beautiful wood lined interiors with green leather covered seating, a stainless steel wash basin, a fold away table and a carpet with the letters SAR/SAS inscribed thereon.
The second class compartments consisted of six bunks; the lower one was used for day time seating, the middle and upper bunks folded away during the day. When the upper bunk was folded away, a number of framed pictures of various places around South Africa were revealed. There was a toilet at either end of the coach, but no showers, a water bottle with a tap containing drinking water was also provided.
There was much activity on the platform as the passengers started arriving, small motorised vehicles pulled trolleys containing the bedding, dining car provisions and other goods, this was accompanied by neatly uniformed porters conveying passenger’s luggage to their respective compartments.
Eventually it was departure time; this was signalled by a loud platform bell that was sounded twice, first about five minutes prior to departure then once again at departure time. A station inspector would then wave a white flag, the guard of the train would then wave a green flag for the attention of the train driver who would in turn acknowledge this with a “toot” on the steam whistle.
A large steam locomotive, most likely a type 15F, would haul the train northwards. It would appear that although the local suburban trains were already electrified, a steam locomotive was still used to haul the mainline trains. In later years the line was electrified as far as Worcester, and still later, as far as Touwsriver at or about 1954.
A train leaving the old Cape Town station alongside the Castle Walls
Not long after departing, neatly uniformed stewards arrived taking orders for tea. Tea was brought to the compartments in a tray with white porcelain cups and saucers having the SAR emblem printed on them, the tea, milk and sugar were in stainless steel decanters with lids and there was usually enough tea for two or more refills accompanied by individually wrapped pieces of cake if ordered. This cost around 6d (six pence) per person. The folding table was lowered and a white cloth was placed on the table for tea time.
The stewards were followed by a bedding attendant wearing a light brown uniform, who took orders for the required number of beds for the trip. He would also frequently dust and sweep the compartment, mop the corridor and clean the toilets.
Not long after them came a neatly uniformed ticket examiner to check the number of passengers on a list against the passengers’ tickets, always a smile and a bid to enjoy the journey.
And so the train trundled along the beautiful scenery of the Western Cape, Bellville, Paarl, Huguenot, Wellington, Hermon, Tulbagh, Wolseley, stopping at all these stations, then Worcester where the locomotive would spend some time taking on water. This would have been near lunch time and as our parents were not too well off, they could not afford the luxury of going to the dining saloon, but they had instead packed a lunch basket with all the necessary titbits to satisfy our empty tummies. Occasionally a steward would come along wheeling a trolley full of snacks and cool drinks for those having a sweet tooth.
Two locomotives, one pulling and one pushing up the Hex River pass
After Worcester more scenery, wine farms and fruit orchards in abundance.At De Doorns station we stopped for quite a while, to allow a “banker” locomotive to be coupled to the rear of the train in order to help by pushing our train up the steep Hex river pass ahead of us. On the station were fruit venders selling various fruits and I can clearly remember myparents buying us each a large brown paper packet full of Hanepoot grapes for around sixpence a packet. Once again with a few whistle “toots” from the front locomotive acknowledged by a few more whistle toots from the rear banking locomotive and we were off attacking the steep pass.
There were still a fair number of farms along the way, but the scenery eventually turned to rocky slopes of mountainous country. The pace had slowed considerably while the two locomotives puffed their way up the steep incline with many bends.
After a long time we eventually reached Matroosberg station at the top of the pass. The banking locomotive detached, to return to De Doorns, while our train continued to the tunnel up ahead.
On entering the tunnel it immediately became dark and we would switch on the compartment lights, some smoke from the locomotives entered the coach but was no problem, more of a unique experience. I can’t imagine what it was like for the driver and fireman on the locomotive footplate, who had to resort to tying wet cloths around their nose and mouth. It is hard to explain the contrast of scenery before and after the tunnel. Before the tunnel there were lush green valleys, farms, rivers and dams. After the tunnel was nothing, semi desert, it was the beginning of the Karoo region.
The next station was Touwsriver, which was a thriving railway town, and here we had a change of locomotive. I could not tell the difference between locomotive types at that time, but I could distinguish the change in the sound of their steam whistles. The scenery remained drab, Karoo bushes, small hills and nothing much else.
It was getting dark and the familiar sound of a steward walking up and down the corridor playing a ping pong sound on a xylophone signalled the start of supper being served in the dining car.
Once again we chose to have our evening meal served in our compartment. This in itself was quite a lavish affair. A steward would arrive with a tray containing plates of soup, the folding table would be lowered, a full table cloth covered the table, knives, forks, spoons laid out, a number of slices of bread, butter, jam, salt, and pepper added to the trimmings.
The steward would disappear while we ate our soup but arrived shortly after with the main course which was a full plate of food, roast meat, veg, potato, rice, gravy etc.
The steward would once again disappear with the empty soup plates while we went on to enjoy our meal. Not too long after he was back with plates of dessert, tea and/or coffee.
All of this cost around 2/6 (two shillings and six pence) or sometimes referred to as a half crown, per person. I think the children’s portion was less, I can’t quite remember.
It was now dark and there was not much to see. The bedding attendant would arrive to make up the beds which were each individually packed in a sealed canvas bag. The bedding consisted of crisp white sheets, pillows and blue blankets. I was always amazed how the attendant was able to roll out this combination of sheets and blankets and fold it in such a way to create a comfortable bed, and all of this in a very cramped space. I think bedding was only 6d (six pence) per person.
The route we followed was from Touwsriver, Beaufort West, De Aar, Naauwpoort, Colesberg, and Bloemfontein. It was a single line track all the way which meant that we would often stop somewhere in the middle of the night to cross an opposing train at some or other station or crossing place.
This in itself was an unusual experience, in the dark of night, not a sound to be heard, then all of a sudden the sound of an approaching train which got louder as it got nearer, then it came thundering past, then once again back to the ominous silence. After that our train would once again start moving onto to the next stretch of single line.
Next morning we would be woken by a steward knocking on the compartment door, it was time for morning coffee. He would once again have a tray with white porcelain cups and saucers and stainless steel decanters full of hot coffee, one with milk and a bowl of sugar. He would place the tray with its contents on the folding table and we would help ourselves. After we had refreshed ourselves and dressed, my father would treat us to a full breakfast in the dining car. This was a wonderful experience. The dining car had tables neatly laid with white table cloths and all the required cutlery and extra’s already prepared. After seating, the stewards would take orders. There was a full menu, starting with cereals, bacon, eggs, toast and coffee, all for around 2 shillings.
The rest of the trip was uneventful until finally arriving at Bloemfontein late afternoon but I still remember fondly these family trips by train as the next generation will not be able to enjoy this bye gone experience.
First published in ‘On Pension’ #95 Sep. 2022 for NedGroup Pensioners.
Smaller than ‘00’ and larger than ‘N’ gauge, Hornby ‘TT’ uses an internationally recognised scale of 1:120, which is an accurate and authentic modelling ratio. In addition, the 1:120 scale makes it ideal for those who wish to produce a more interesting model railway within the amount of space they have, and as for storage, a suitable sized layout can be stored under a bed. The HornbyTT:120 range brings you a selection of train sets, locomotives, rolling stock, track and much more. And as the range continues to expand with new and exciting models at a steady pace, you too will be able to keep creating and developing your own model world. Head to www.hornby.com/HornbyTT120 and discover the range, learn about future developments, and sign up to the Hornby TT:120 Club. View the introductory full length video here: https://www.youtube.com/watch?v=biiFX3KS6GM
HELJANwithdrawsfromTT:120market
Citing duplication of subjects as its reason, the manufacturer is to cease its plans to produce 1:120 scale models. In a social media post via its Facebook page earlier today (October 13), Heljan made public its decision to withdraw from the TT:120 scale market. Its plans for a Brush Type 2 (later Class 31) announced this summer, with other models including a Class 08 to follow it are therefore halted. The news follows the announcement by Hornby to enter the TT:120 market with a comprehensive initial range of models.
INTRODUCING THE TOTALLY NEW HORNBYTT:120
The usual way to extract detail from a magazine for reproduction in the newsletter, suffers on conversion to PDF. Rather follow the link below or on the title page and download this freely available document from the PEMRC Google Drive.
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MODEL RAILWAY TRACKPLAN TYPES EXPLAINED
There are a few track plan types around which model railways are based. Here's a look at the most common... If you find the terminology of 'continuous loop', 'end to end' or 'fiddle yard to terminus' a little baffling, don't worry, the chances are you're new to the hobby. Read our 'crash course' guide below as we explain the differences between each, with layout examples as inspiration for your next project. What are the different types of model railway layout?
Continuous run/loop
Usually lending itself to the larger layouts, a continuous run or loop is one of the most popular choices, which, as the name suggests, enables trains to carry on running around a circuit of track. This is popular with first train sets and allows operators a chance to 'zone out' while a train laps the circuit.
the BRM guide?
43 page document here to enjoy the full contents:
here
Wimbourne BRM July 2022
A continuous loop or 'roundy roundy' as some might say can have one track, or multiple tracks, plus include stations and sidings. Ultimately, what sets it apart from others is that there is no start or finish, perhaps only stops at a through station. The trains can carry on and on, and on, (and on some more, if the operator falls asleep) until the operator wakes up and stops them. This type of layout is traditionally associated with an oval shape, however, the track can be laid in many shapes, including a figure of eight. It's best for running express trains at speed, too, providing enough track for trains to build momentum.
End to end
As the name suggests, an end to end layout runs from one end of a layout to the other and comes back again. As the examples below show, layouts can vary massively in size and design, which is why it is also one of the most popular options. An end to end layout will have a fiddle yard at each extremity, and requires less width than a continuous loop track plan.
Fiddle yard to terminus/sidings
‘Freshwater’ is a very conventional end to end design, with the station at one end and the water tower and goods shed at the other, with much scenic detail in between.
In its simplest form, a fiddle yard to terminus or sidings design is a train that arrives on the layout, stops at a station or siding and then departs the same way it arrived. They are usually smaller than a continuous loop or end to end, and have limited operational capacity. That being said, they still offer plenty of entertainment and modelling potential and are a popular choice, especially for those who don't have a dedicated space for a model railway. Shunting puzzle layouts where rolling stock is sorted into the correct order are often based around the concept of a fiddle yard to terminus or sidings track plan.
This sizeable fiddle yard to terminus layout offers much in the detail department, with an abandoned wharf, rusty military equipment and station office just some of the fantastic features on display. Set in the 1950s, this picturesque scene has been a regular exhibition attendee over the years and featured in the April 2022 issue of BRM.
Click on the cover page above to read the magazine online or download the whole MRH magazine from where this article has been extracted.
MODELRAILWAYBUILDING CHALLENGECOMPETITION
The second season of the successful Dutch TV series last year (even though it is a copy of British TV), has started. The theme of the first challenge where 3 themes compete and one team is eliminated at the end of the episode, is “famous trains". The three teams chose the "Rocky Mountaineer" in Canada; Rheingold Express along the Rhine from Amsterdam to Basel and the Glacier Express from Zermatt to St Moritz in Switzerland. You can still watch each episode online here: https://www.bvn.tv/programma/de-grote-kleine-treinencompetitie/POW_05411572/
