South African Railways Illustrated Volume 2
September 2015
South African Railways Illustrated Editor / Design & Layout
Charles Baker Email Telephone Cell
Photographers / Contributors
Fanie Kleynhans Greg Hart Lindsay Bridge Noel Welch James Lee Attwell Jacque Wepener Mark Berry
Proof Reader
Dave Gallop
Advertising / Sponsorship
Charles Baker
sarillustrated@gmail.com
(031) 337-7760 082 923 4868 Joyce Van Der Vyver Local History Museum - Durban Francois Koegelenberg Aidan McCarthy Charles Baker Les Pivnic Brandon Stow
Front Cover Photo. The final fully assembled Class 20E direct from China, 20 010, is about to be craned onto the wharf at O Shed in Durban Harbour via the floating crane "Indlovu". She had just arrived in Durban from China aboard the Oriental Explorer, together with 20 008, 20 009 and four Class 20E bodies (wrapped in blue), which are visible on the open deck of "Indlovu". The four bodies were transported by road to Koedoespoort. Photo – Charles Baker (2nd May 2014).
Back Cover Photo. Early sunrise as Class 37 diesel locomotives, 37-048 & 37-044, pass through Umgababa on the KwaZulu Natal South Coast on their run through to Durban, with one of Transnet's Phelophepa Health Train sets, from Port Shepstone. The train was scheduled to be in Durban at 7am for a routine Carriage & Wagon inspection, before continuing on to Matubatuba, a small town just north of Richards Bay. Photo – Charles Baker (22nd February 2014).
Special acknowledgement and appreciation to Col. André Kritzinger and the “List of South African Locomotives” on Wikipedia (the free online Encyclopaedia) - the preferred SA locomotive reference and research source of SARI.
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Contents – Volume 2 Page 4.
Editor’s Comment
Page 5.
Eastern Cape Photo Gallery
Page 13.
KZN Black & White Photo Gallery
Page 19.
Class 20E Locomotives – The First Ten
Page 26.
Free State Photo Gallery
Page 32.
KZN Colour Photo Gallery
Page 42.
Featured Station Layout Diagram – Bellair
Page 43.
Trans Karoo Crossing At Salbar Station
Page 44.
1969 Blue Train 30TH Anniversary Special (Photos)
Page 46.
1969 Blue Train 30TH Anniversary Special (Article)
Page 60.
End Of The Line For Class 6E1 E1592
Page 63.
Memories Of Old Durban Station
Page 69.
Western Cape Photo Gallery
Page 74.
Highveld Photo Gallery
Page 85.
Class 14E1 14-102 At De Aar
Page 86.
TransNamib 459 Ex SAR Class 33 (400) 33-459
Page 87.
Kimberley Station & Rovos Rail
Page 88.
Bloemfontein – The New Heritage Centre?
Page 95.
Class 22Es Depart Durban For Pretoria
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Editor’s Comment Well here we are with Volume 2 of South African Railways Illustrated, and I have to say that I have honestly enjoyed working on the first two issues tremendously! Firstly, huge thanks to Fanie Kleynhans, Joyce Van Der Vyver, Aidan McCarthy, Shaun Dreyer, Noel Welch, Lindsay Bridge, Dave Gallop, James Lee Attwell, Deon Arangies and Greg Hart for their fantastic contributions to Volume 1. I’m happy to say, that the majority of them are all involved with this issue again. Joining in with contributions to Volume 2, are Les Pivnic, Jacque Wepener, Mark Berry, Brandon Stow and Francois Koegelenberg. Content in Volume 2 includes Photo Galleries from the Highveld, Free State, Eastern Cape, Western Cape and KZN – a great variety of super photos! I put together a photo essay on the arrival of the first ten Class 20Es from China, and an opportunity to feature Les Pivnic’s “1969 Blue Train 30TH Anniversary Special”, that arose purely by chance, just had to be included, as did Les’ “Memories Of Old Durban Station”. Jacque Wepener’s discovery of heritage gold in Bloemfontein should be of particular interest to many as well. In terms of feedback from Volume 1, I was very encouraged by the many online messages, emails and phone calls that I received from friends, fellow railfans and general members of the public, all of who were extremely positive and complimentary about the first issue. One of the emails that I received was from Les Pivnic - it read as follows: Charles, I am duly impressed with your new publication and I would like to wish you - "All the Very Best" - with it for the future! Although the current railway scene in South Africa is often depressing with all the derelict stations etc, it is nevertheless important that the present scene be recorded photographically for future generations. It is also vital to record the documented information on new types of locomotive etc. Here in Sydney there is a local Aussie expression that says - "Good on you, Mate!" Keep up the good work! Cheers Les Until next time, enjoy the read! Charles Baker
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Eastern Cape Photo Gallery Above: Class 7E, E7043, is working alone on this container train pictured here at Genoegsaam Station in the Eastern Cape (3rd December 2013). The Class 7Es were built in South Africa by Union Carriage & Wagon and they have earned a reputation of being strong reliable locomotives. One has to wonder how much longer they will be around for though, as the China Dolls grow in number and start to “relieve” them of their usual workings? Photo – Noel Welch. Left: Noel Welch in the driver’s seat of a Class 20E locomotive. Noel, is a senior driver with Transnet Freight Rail in the Eastern Cape, and works mainly on the big manganese trains. In recent years Noel has developed a very keen interest in railway photography, and he has become an extremely popular and supportive member of the online railfan community. 5
Above & Below: Class 34 (800) diesel locomotive, 34-847, is pictured here at Rosmead Station in the Eastern Cape in her new PRASA (Passenger Rail Agency of South Africa) livery (23rd October 2014). 34-847 was built by General Motors South Africa (1979). Photos – Noel Welch.
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Above: Class 7E, E7058, still looking fantastic in her original SAR livery at Swartkops Diesel & Electric Depot in the Eastern Cape (6th April 2013). Below: Class 20E, 20 001, at the head of a manganese train at Evendowns Station (19th March 2015). Photos – Noel Welch.
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Above: E7076, near Wilsonia Station leading a Metro train, running from Berlin Station back to East London (26th December 2014). Below: E7010 with a passenger train from East London to Johannesburg at Thomas River Station (21st December 2014). Photos – Joyce Van Der Vyver.
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Above: Class 33 (400), 33-487, leads a Metro train through Lonetree Station heading back to East London Station (22nd December 2014). Below: Class 34 (400), 34-415, leads a short grain train through Fort Jackson Station (24th December 2014). Photos – Joyce Van Der Vyver.
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Above: E7067, leads a passenger train from East London to Johannesburg through Berlin (26th December 2014). Below: The East London to Johannesburg passenger train at East London Station ready to depart, with E7067 (28th December 2014). Photos – Joyce Van Der Vyver.
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Above: E7215, in her new PRASA blue livery (still sporting a South African Railway number plate) at East London Station (28th December 2014). Below: E7009 and E7011, at East London Station between Metro duties (28th December 2014). Photos – Joyce Van Der Vyver.
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Above: E7215, in her new PRASA blue livery with E7011 in the distance. Below: Class 33 (400), 33-487, now used on Metro duties around East London, parked here in East London Station next to an inspection pit. Photos – Joyce Van Der Vyver (28th December 2014).
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KZN Black & White Photo Gallery Above: 37-045 / 37-089, at the Saiccor Exchange Yard in Umkomaas on the KwaZulu Natal South Coast after cutting off their load of timber. Although the yard is still electrified, Class 37 diesel locomotives have been responsible for working freight trains on the North & South Coast now for a couple of years (9th December 2011). Photo – Charles Baker. Left: The Cedara Tunnel portals on the Pietermaritzburg side (Braeside), and Class 18E (Series 1), 18-272, with a load of containers is heading for Durban. At 6.9km, the Cedara Tunnels are the second longest in South Africa. Container traffic on the Natal Main Line is brisk. Ahead of the train lies the difficult section through Boughton with its steep gradients and tight curves (25th November 2011). Photo – Charles Baker. Next Page – Above: 8am in the morning and Class 6E1, E1510, heads a very late Johannesburg bound Trans Natal through Colenso Station. One of the original units on the train had failed at Mooi River the previous evening and this resulted in a lengthy delay while a replacement unit was sent up from Durban (27th December 2010). Photo – Charles Baker. 13
Below: Class 35 diesel locomotives, 35-629 / 35-621, doing shunt work at the busy yard at Cato Ridge (19th April 2012). All the locomotives that work the shunts at Cato Ridge are based at Masons Mill in Pietermaritzburg. Photo – Charles Baker.
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Above: Unravelling from the top balloon at Boughton in Pietermaritzburg early on a miserable misty morning, 18-520 & 18-615 and the Blue Train are about to traverse the steep gradient on the drop down through Boughton Station (18th November 2011). Photo – Charles Baker. Left: With all available space at the yard at Cato Ridge occupied, Class 35 diesels, 35-671 / 35-637 / 35-676 from Masons Mill Depot, have had to take these Type CBR and CFR wagon empties through to the loop line at Umlaas Road Station to stage them. They are pictured here while running contra flow at Willow Farm Crossing in Umlaas Road (11th June 2011). Photo – Charles Baker. Next Page – Above: For many years the leading Class 34 (200) locomotive, 34-205, was based at the Wentworth Locomotive Depot and regularly seen working in and around Durban. On Sunday, 28th March 2010, 34-205, came to the rescue of Umgeni Steam Railway and filled in for their beautiful Class 3BR, who developed an 11th hour problem before a scheduled busy monthly running day. 34-205 also played a part in the 150 Years Of The Railway celebrations in KZN held on the 24th September 2010, when together with 34-213, she hauled the special train put together by Umgeni Steam Railway (including their Class 3BR) from Cato Ridge down to Durban 15
Station and return. I was lucky enough to ride behind her on her two Umgeni Steam Railway workings. She then seemed to disappear from the scene in Durban, so I was naturally thrilled to see her again here in Richards Bay (15th February 2014). Photo – Charles Baker.
Left: Class 34 (200), 34-205, pictured at Inchanga Station (28th March 2010). Below: Class 34 (200) 34-205 at Durban Station after arrival with the “150 Years Of The Railway” train (24th September 2010). Photos – Charles Baker.
Next Page – Above: Mid Sunday morning at Cedara Station in the KwaZulu Natal Midlands and PRASA Class 18Es, 18-413 (Purple Shoshaloza Meyl livery) & 18-433 (PRASA blue livery), have just completed the climb up from Pietermaritzburg through Cedara Tunnel with a return Durban to Johannesburg Daylight Sitter service (20th October 2013). The weekly Daylight Sitter service saw the train leaving Johannesburg for Durban on a Friday morning and returning on a Sunday morning. The train was not well supported passenger wise, and just six months after this photo was taken, at the end of March 2014, the service was discontinued. Photo – Charles Baker. 16
Below: Class 18E, 18-202, is in charge of this Durban bound “Python” (65 X C Type Wagons). The train has just crossed over the R103 and is in the section between Mooi River and Rosetta in the KwaZulu Natal Midlands (20th October 2013). Photo – Charles Baker.
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Above: E1101 is a significantly modified / refurbished (2007) Class 5E1 Series 5 electric unit, originally built in 1966. She and her sister, E1102, are now used by Transnet Freight Rail for road knowledge / training purposes. For this purpose they are used to push Coach No. 40117, which is equipped with a classroom type set-up, full driving controls and a large viewing window at the ends. Pictured here at Danskraal / Ladysmith (6th February 2011). Left: Class 6E1 Series 4, E1482, with a load of C Type Wagon empties is about to pass through Durban Station en-route to Empangeni on the KwaZulu Natal North Coast (14th November 2010). Built in 1974, I note from the “List of South African Locomotives” on Wikipedia, that according to the Class 18E conversion lists, E1482 was not put through the Class 18E upgrade / conversion project, which was carried out at Koedoespoort from 2000 to January 2015, when the project was brought to an end. Photo – Charles Baker. 18
Class 20E Locomotives – The First Ten The first ten Chinese built Class 20E electric locomotives arrived by sea in Durban Harbour in four batches. Photos – Charles Baker. First Batch: The first two Class 20E locomotives to arrive from China by sea on the 14th November 2013 were 20 002 & 20 003. They are pictured here being taken from the Point, along the Esplanade, towards Umbilo Electric Locomotive Depot by Class 36 diesel shunter, 36211 (one of only two Class 36s in Durban in the blue Spoornet livery, the other being 36-251).
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Second Batch: On the morning of the 18th December 2013, amid obvious miserable weather conditions in Durban, South Africa, a rather significant railway event played out at O Shed in Durban Harbour, as the class leader of the new Class 20E (Chinese built), 20 001, was set down on South African soil by the floating crane "Indlovu", having just arrived by sea on the Paolo U. Included in the second batch along with 20 001 were 20 004 and 20 005.
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Above: The class leader, 20 001, is lowered down onto South African soil for the first time by floating crane “Indlovu”. Below: 20 004 and 20 005 on the wharf at O Shed. The rain played havoc with the off loading as the covers on the ship’s holds are closed at the first sign of rain.
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Above: Class 20E, 20 005, on the open deck of floating crane “Indlovu�. Below: A rear view of Class 20E, 20 004, as Class 36 (200) diesel shunter, 36-229, starts to move forward to make room for 20 005 to be set down on the wharf.
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Third Batch: Class 20Es, 20 006 and 20 007, arrived at O Shed in Durban Harbour from China on the 7th February 2014 aboard the MV Jin Giang, together with a lot of crated parts for Koedoespoort. Once again they were unloaded via the floating crane, Indlovu.
The unloading of 20 006 and 20 007 had been delayed due to a strap snapping on a sling used for lifting a road crane off the MV Jin Giang. The result was two very expensive damaged pieces of equipment (see photos on the left below) as the crane in the sling being lifted crashed onto another crane still in one of the holds of the MV Jin Giang. After watching the lifting of locomotives and other heavy equipment on many occasions now, I can tell you that it is a very involved and intricately choreographed affair. Skill, concentration, co-ordination and communication are everything!
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Above & Below: The crated parts from CSR ZhuZhou Electric Locomotive Company consigned to Transnet Freight Rail in Koedoespoort (local assembly / building of the Class 20Es to take place at Koedoespoort), corner of Crosswell and Koedoespoort Roads, Silverton, Pretoria, South Africa.
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Fourth Batch: The final fully assembled Class 20Es direct from China included, 20 008, 20 009 and 20 010, together with four Class 20E bodies, two of which are visible on the open deck of floating crane "Indlovu" wrapped in blue (below). They arrived on the MV Oriental Explorer, which docked at O Shed in Durban Harbour on the 2nd May 2014.
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Free State Photo Gallery
Above: Class 6E1, E1505, built in 1974, has made it through her entire working life in her original South African Railway red & whisker livery. She is pictured here at Brandfort, heading north, and dead hauling ex SAR / TFR Class 33 diesels destined for Malawi, as part of a normal freight consist bound for Kroonstad and onwards (15th August 2014). Central East African Railways (CEAR), previously Malawi Railways, procured six Class 33 diesel locomotives from Transnet Freight Rail. The locomotives were previously part of the TFR fleet. Transnet Engineering carried out their refurbishment. Photo – Jacque Wepener. Left: Class 6E1, E1507, is Southbound through Vet River, with a load of mielies and fuel and is heading to Bloemfontein (28th August 2012). Subsequent to this photo being taken, E1507, was put through the Class 18E conversion / upgrade project at Koedoespoort and emerged early in 2015 as reclassified Class 18E Series 2, 18-038. Photo – Jacque Wepener. 26
Above: Class 6E1, E1377, is Southbound for Bloemfontein and approaching Virginia with a load of beer trucks (16th February 2015). Below: Class 6E1, E1735, is Southbound between Welgelee and Theron, and bound for Bloemfontein (11th March 2013). Photos – Jacque Wepener.
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Above: Class 6E1, E1496, is Southbound just after Whites with the Trans Orange (11th October 2012). Below: Bloemfontein bound, E1377, passing through Vet River. On the right of the units are the remains of the water columns (18th October 2013). Photos – Jacque Wepener.
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Above: Class 6E1, E1434, departs Koppies Station with a Shosholoza Meyl destined for Johannesburg. Below: Class 6E1, E1432, with a northbound Shosholoza Meyl on the Kroonstad to Vereeniging mainline. Photos – James Lee Attwell (1st August 2010).
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Above: Class 6E1s, headed by E1596, haul a train of beer wagons towards Kroonstad. Below: A typical afternoon thunderstorm is brewing as four Class 6E1s enter Viljoensdrif. Heading this train is E1227, a Class 6E1 Series 1. Photos – James Lee Attwell (1st August 2010).
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Above: Class 6E1, E1321, approaches Koppies Station with one of the Shosholoza Meyl passenger trains from the Eastern Cape. Below: Three Class 36 shunters do some late afternoon shunting in Viljoensdrif’s yard. Photos – James Lee Attwell (1st August 2010).
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KZN Colour Photo Gallery
Above: Class 6E1, E1513, is busy leaving one of the yards at Bayhead, the largest goods receiving and dispatching yard in Durban, with a load of empty coal and timber wagons for Empangeni / Richards Bay on the KwaZulu Natal North Coast (4th February 2011). Subsequent to this photo being taken (in 2015), E1513 was put through the Class 18E Conversion / Upgrade Program at Koedoespoort and emerged early in 2015 as a reclassified and renumbered Class 18E Series 2 locomotive, 18-843. Photo – Charles Baker. Left: Late on a rainy afternoon and Class 14E1, 14-106, is returning to Pretoria with one of the Blue Train sets, seen here running contra flow through Umlaas Road. The train had been on a special charter to Durban for the weekend and it was a rare photo opportunity, not only for the Blue Train, but to catch a Class 14E1 working in KwaZulu Natal (21st November 2010). Photo – Charles Baker. 32
Above: Class 7E, E7010 (Cambridge – East London locomotive), at Transnet Engineering in Durban just after her new livery had been completed (4th June 2010). Below: RRL Grindrod SA diesel locomotives passing through Boughton (24th July 2011). Photos – Charles Baker.
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Above: 18-404 & 18-403 at Linbert Cove in Cato Ridge with a Durban bound Trans Natal (7th January 2012). Below: Class 6E1s still in their SAR livery at Karridene on the KZN South Coast on their way back to their depot at Wentworth (10th January 2012). Photos – Charles Baker.
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Above: 18-683 / 18-639 / 18-642, in their red Transnet Freight Rail livery, running as light units through Umlaas Road Station (13th March 2012). Below: 18-396 in charge, heads a tanker train up and around the top balloon at Boughton (5th June 2012). Photos – Charles Baker.
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Above: Transnet Freight Rail’s new breakdown crane (No. 602) (built by Kirow - Germany) at Boughton (20th June 2012). Below: Class 18E, 18-052, starts the climb away from Frere Station up towards Colenso with a load of containers. Photos – Charles Baker.
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Above: 18-517 & Cement Wagons, shutdown in the snow at Hidcote, as a result of some heavy snow falls in the Mooi River area (9th August 2012). Below: 18-256 climbing away from Cliffdale up to Hammarsdale with a mixed tanker load (4th February 2015). Photos – Greg Hart.
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Above: 18-013 is Durban bound and passing through Frere with container flats (3rd January 2015). Photo – Greg Hart. Below: 18-126, at the front of a "Python", passing through the snow at Balgowan en-route to Cato Ridge (7th August 2012). Photo – Charles Baker.
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Above: 18-434 & 18-435 are rolling down towards Frere with a Daylight Sitter service bound for Durban from Johannesburg (21st March 2014). Below: 18-124, with a short tanker train bound for Durban, is crossing 18-614 at Chieveley Station (7th January 2012). Photos – Charles Baker.
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Above: Class 18Es & containers has just passed the Shell Ultra City and crossed under the N3 in the section between Ennersdale & Frere (15th July 2012). Below: 18-646 and empty CAR wagons on the Pentrich Viaduct in Pietermaritzburg (2nd August 2012). Photos – Charles Baker.
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Above: Sunrise at Cedara Station and our first glimpse of the new PRASA livery in KZN. 18-421 on a Durban bound Trans Natal (13th October 2012). Below: Putting the finishing touches to E7136 at Transnet Engineering in Durban (4th June 2010). Photos – Charles Baker.
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Featured Station Layout Diagram - Bellair Bellair Station, with its Colonial style architecture, was built in 1899. The station is still in daily use, and remains in pretty good shape, servicing Metrorail passengers in the area, who commute between either Durban or Pinetown (and any stops in between) on the old main line. Greg Hart redrew the station layout diagram above (the most recent layout, which has already changed and some points and sidings have been removed for the new re-signalling project to CTC) to his usual high standards. Below, a wonderful scan of a vintage photo of Bellair Station, from the archive department of the Local History Museum in Durban (Circa 1920).
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Trans Karoo Crossing At Salbar Station Francois Koegelenberg supplied this photo sequence from the 29th March 2013 of Class 6E1s, E1629 & E1659, both in the purple Shosholoza Meyl livery, exiting the Hex River Tunnel (Tunnel No. 4, at 13.5 kilometres, the longest tunnel in Africa) into Salbar Station near Worcester in the Western Cape, with the Trans Karoo. A nice perspective, as these photos were taken while Francois, a driver with Transnet Freight Rail and based at Worcester Depot, was sitting in the cab of Class 18E, 18-682, while stopped at the signal on the main line waiting for the Trans Karoo to be put onto the loop and cross him. Francois had a load of steel coils behind him.
The Hex River Tunnel, also known as Hexton, was opened on the 27th November 1989 after being delayed for many years due to a lack of funds. The Hex River Tunnel scheme was originally started in 1945, but was abandoned three years after it began due to a shortage of funds to complete it. In the extremely interesting mid eighties SABC television documentary series entitled “Spoors Of Steel�, which was beautifully narrated by the late Dewar McCormack, the history of how the line out of Cape Town to the diamond fields in Kimberley, through the Hex River Mountains, was achieved, is exceptionally well covered and illustrated. 43
1969 Blue Train 30TH Anniversary Special
Above: Class 23, No. 2559, at Bloemhof after stopping for water. She worked the train between Klerksdorp - Kimberley. Below: The Blue Train on the Platform at Matjiesfontein, as a goods train headed by a Class 5E passes through. Photos – Lindsay Bridge (11th April 1969).
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Above: What a fantastic view & scene! Changing locomotives at Touws River Station. Class 25C, No. 3496, has just come off the train, and Class 23, No.2567, is ready to couple up to take the train on its final leg to Cape Town. Below: Filling water in the tanks of the kitchen car at Touws River Station. Photos – Lindsay Bridge (12th April 1969).
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THE 3OTH ANNIVERSARY BLUE TRAIN SPECIAL (1969) As seen through the eyes of a railway enthusiast. By Les Pivnic. This article first appeared in the July 1969 issue of SASSAR.
Having loved steam locomotives all my life, I can only look back on the anniversary trip through the eyes of an ardent railway enthusiast. For railfans like myself, the trip started not at Johannesburg Station on the 11th April 1969, but roughly two weeks earlier when the two Class 16E locomotives arrived at Krugersdorp Shed, on temporary transfer from Bloemfontein. It did not take long for local railfans to learn of their presence up here on the Rand, and in no time at all cameras were being focused on the two mighty iron steeds. For the record, the Class 16Es were numbers 855 “City Of Johannesburg” and 859 “City Of Bloemfontein”. Engine 855 had been selected as the first choice to haul the special train with 859 as relief. Engine 855 was understandably the centre of attention receiving most of the “spit and polish”. I felt rather sorry for 859, as she was very much in the background. The Chairman of the Historic Transport Association, Mr. J. Hall, and H.T.A Councillor, Mr. J.D. Nicholson, came out to the shed to test fit the special Blue Train headboard to the front of the locomotive. After a few minor adjustments, the nameboard was secured to 855’s smokebox door. Needless to add, during the H.T.A.’s executive visit to Krugersdorp Shed, numerous photographs were taken which started to generate tremendous enthusiasm for the coming event. Engine 859 was used for test trips arranged by the Railway authorities to offer an opportunity for the two drivers, I.H. Cooper and P.A. van Wyk to get the “feel” of the Class 16E locomotive on the road. Due to the sterling efforts of pensioner driver, Mr. C.H. McLean, and the magnificent cooperation of Mr. Sterzl, an engineer at Railway Headquarters, we had engine 855 visiting Braamfontein yards on two occasions. On both these occasions historic photographs were taken showing a Class 16E in Johannesburg; a centre where a Class 16E had not been seen since 1953 and quite probably will never be seen again. After considerable effort on the part of the Krugersdorp Shed, engine 855 was polished to perfection in readiness for the big event, which finally dawned in Friday the 11th April 1969. There was an air of excitement on Platform 13 early in the morning on that great day. Two electric locomotives drew the resplendent Blue Train alongside the platform at 9.15am. The H.T.A. Chairman, Mr. J. Hall arrived in style in his magnificent Rolls Royce, while a jazz band lent an atmosphere of gaiety to the scene. By now the crowds of sightseers started to converge on the platform, swelling in numbers until close on 2000 people or more crowded the scene. Excitement rose when Class 16E, No. 855, with Driver I.H. 46
Cooper, Senior Fireman S.P.F. Potgieter and Locomotive Inspector P.H. van Rooyen appeared backing slowly through the maze of points and finally coupling onto the train. Steam enthusiasts like myself were so engrossed in picture taking at the front of the train, that we missed the speeches by various dignitaries, from the special dais erected on the platform. The sense of gaiety on the platform next to the locomotive, was briefly tempered by a scene, both heart-warming and nostalgic. A contingent of retired drivers had formed up alongside the 16E to have a group photograph taken. Most of these men had, in their day, driven the Blue Train or its predecessors, like the Union Limited. What memories must have come rushing through their minds as they saw a steam locomotive once again at the head of South Africa’s crack express. Among the sea of faces, I saw some of the men I remember so well from the days when steam still reigned supreme at Braamfontein Locomotive Shed. Crack pensioner drivers like Joe White, Bill Thackeray, Morry Wood, Phillip Boardman and Charlie McLean were amongst the party present. Even 84-year-old Mr. H.W. Penn and 82-year-old Mr. P.C. Swanepoel, both veteran drivers, turned out on the platform on this historic occasion.
Above: Class 16E locomotive No. 855 after being coupled to the Blue Train waiting alongside Platform 13 at Johannesburg Station on Friday, 11th April 1969. The Blue Train identification board had not been fixed to the front of the locomotive when this photo was taken. Photo – Les Pivnic. Close on departure time, those persons lucky enough to be passengers, had to wind their way through the milling crowds to board the train. At precisely 10.17am – just 2 minutes late – our train steamed majestically out of Johannesburg Station. As we snaked our way over the exit roads of Johannesburg and through the Braamfontein railway yards, the 47
trackside was lined on both sides with railwaymen, who were obviously determined to see this 30th Anniversary Blue Train hauled out of Johannesburg by the resplendent Class 16E on the first leg of the train’s historic run to the Cape. Building up to a good cantering pace, the train glided into the curve past the old catering block and on to Mayfair with the 16E’s massive 6ft coupled wheels, rolling almost lazily round, giving an appearance of majestic gracefulness, as only a Class 16E locomotive can. Through the western suburbs and all along the Reef, crowds lined the trackside to witness the passing of South Africa’s most beautiful train, being hauled by what many railfans regard as the South African Railway’s most beautiful steam locomotive. Racing through Krugersdorp Station, Driver Cooper opened up his iron steed for the climb up towards Wes-rand Station. Rounding the curve through the latter station, the train began to pick up speed, and soon we were passing the Krugersdorp Locomotive Sheds, where nearly all the staff had downed tools to see our train pass, being hauled by a locomotive which they were temporarily entrusted to care for. A few of the locomotives on shed whistled a greeting as we passed by. Leaving the Reef behind, after passing through Randfontein, we traversed the infamous sinkhole area between Bank and Oberholzer – the train travelling over this section at restricted speed. At 11.45am while the train was traversing the sinkhole area, the melodious dinner gong sounded along the corridors, calling those passengers, who were booked for the first sitting, for lunch. The first sitting group included all the real railway enthusiasts on the train so as not to interfere with their photography at our first stop – Potchefstroom, which would be reached shortly after having finished lunch. On taking our seats in the dining car “Orange”, pre-recorded music on tape, was relayed through loudspeakers specially fitted to the dining and lounge cars. This added the feeling of being onboard ship, where music is played in the saloon during meal times. The food, our first meal on the train, was so exceptional that even the enthusiasts were distracted from purely railway affairs. The lunch menu deserves detailing in this article to give readers some idea of what was placed before us. Diets were thrown overboard for the duration of the trip. The lunch menu read as follows: Melon Cocktail au Kummel……………………..Spanspekkelkie met kummel Potage St. Germain………………………………Dik ertjiemoes-en-room sop Kingklip Munière…………………………………Koningklip vis met botter sous en suurlemoen Rock Lobster Mayonnaise……………………… Kreefmayonnaise Grilled Fillet Of Beef aux Champignons……... Geroosterde beesfilet en sampione Roast Spring Chicken and Bacon………………Gebraaide jonghoender en spek Assorted Vegetables…………………………….. Groentesoorte Assorted Cold Meats and Salads……………… Koue vleissoorte en slaai Trifle a l’Anglaise……………………………….. Broekkiespoeding en room Chocolate Ice Cream…………………………… Sjokoladeroomys Cheese & Biscuits……………………………….. Kaas Beskuitjies Fruit……………………………………………….. Vrugte Coffee………………………………………………Koffie 48
Battling to consume as much of this delicious food as we could, we managed to finish our first meal just prior to our arrival in Potchefstroom. As our train drew to a halt in the station, we witnessed a scene, which was to be repeated at every daylight stop we made. Passengers, armed with an infinite variety of cameras, would pour out of the Blue Train and race into the veld to take up suitable vantage points from which they could photograph the train. The passengers were strongly supplemented by local photographers at each stop as well. Throughout the entire daylight portion of the journey, we also had a contingent of motorcars jockeying for positions from which their occupants could photograph the train in action on the line. After the 16E had replenished her water supply, we set off for Klerksdorp, which we reached at 2.11pm. A huge crowd was on the platform to see this special Blue Train. For 16E 855 and her crew, this was the end of the line on the forward journey. She uncoupled and left the train after professional and amateur photographers had had their fill. Film unit cameramen were also running off hundreds of feet of movie film. Our next locomotive, which was to take us on to Kimberley, appeared in the distance, slowly backing down towards the special train. As she got within a few yards of the train, the battery of cameramen clicked and whirred with their cameras recording for posterity a Class 23 number 2559 “City Of Durban”, backing onto the Blue Train in Klerksdorp. At the controls were Special Grade Driver J.J. Lewis, Fireman C.H. Harmse, and Locomotive Inspector, B. Stols, all of Beaconsfield Shed at Kimberley. At 2.41pm our train steamed out of Klerksdorp on the next stage of the journey to the Cape. In next to no time we were racing across the flat countryside of the Western Transvaal. We roared through familiar places like Harrisburg, Leeudoringstad and Makwassie and by 4.38pm had drawn up in Bloemhof, where our locomotive was detached to replenish her water supply. More photos and we were on our way again. Next stop – Kimberley at 7.54pm. Our train was greeted by a crowd on the station, which must have numbered close on 2500 people. It seemed as if the whole of Kimberley was not to be denied a view of this special Blue Train. Our Class 23 locomotive left the train, having completed her part of the journey and was replaced by a resplendent Class 25NC locomotive, No. 3444, with Driver C.J. Kruger, Fireman W.R. Els and Locomotive Inspector F.W. Gericke, all of Beaconsfield. The judges scrutinised this newly arrived monster, as they had, the earlier locomotives, to award points in the competition arranged by the H.T.A. for the most beautifully prepared engine on the entire run to Cape Town. The beautifully polished gauges, fittings and controls in the cab of this 25NC “City Of East London”, had to be seen to be appreciated. Almost fighting our way through the crowds on the platform, we boarded the train and steamed out of Kimberley at 8.24pm. A number of us took up position in the vestibule of the first coach with tape recorders, to place on record the “music” made by the polished monster hauling our train southwards to De Aar. Shortly after passing through Beaconsfield, we were racing across the veld at a pace, which gave the enthusiasts a chilling tingle down the spine. The roar from the locomotive, as it raced through the night, was music both for our ears and tape recorders. After a brief stop at Orange River, we arrived at De Aar at 12.12am where the 25NC was replaced by a 25 condenser number 3500 with Driver J.P. Wagenaar, Fireman J.G. Rossouw, and Locomotive Inspector W.C. Stewart. Number 3500 took our train on to 49
Beaufort West with a brief stop at Hutchinson in between. Our arrival at Beaufort West at 5.13am was still in the hours of darkness, but the local shed staff were not to be outdone with the presentation of their premier locomotive – another condensing 25 number 3496, which was to take our train on to Touws River. The shed staff had placed high-powered arc lamps in such a position, so as to fully illuminate their pride and joy, number 3496 as she coupled onto the train. As this condensing 25, with Driver P.B. de Villiers, Fireman P.J. van der Westhuizen, and Locomotive Inspector D.H. Greig on the footplate, loomed out of the darkness and into the glare of the arc lamps, a cry of amazement was heard from the passengers who had risen early enough to witness the proceedings here at Beaufort West. Number 3496 was the most meticulously cleaned engine probably ever seen on the S.A.R.
Above: The special Blue Train headed by Class 23 locomotive No. 2567 arrives at Worcester (Cape) on Saturday, 12th April 1969. Photo – Les Pivnic. The Hon. H.E. Martins, as one of the locomotive judges, was requested to leave the comfort and warmth of his bed to inspect this mighty iron steed. With a white dustcoat draped over his pyjamas, he willingly and enthusiastically inspected Beaufort West’s pride and joy. Some minutes later, with a blast on the whistle, number 3496 set off with her special Blue Train for Touws River. Shortly after dawn, we made a brief stop at Kruidfontein, which sent would-be photographers, including myself, scampering back to board the train to avoid being left behind. Our next stop was Laingsburg, where our locomotive was detached to take on water. This stop offered passengers a chance to photograph our magnificent engine and to take, if wanted, a few scenic shots of the locality. We soon found ourselves on our way again, heading for our next stop – Touws 50
River at 10.56am. We had again picked up the squad of motorcars, the occupants of which would stop to take photographs then dash for their cars and race ahead to the next suitable vantage point. At Touws River we bid farewell to number 3496, which was replaced by Class 23 number 2567 with Driver F.P. Theron, Fireman D. Mills and Locomotive Inspector W.H. Roper. This Class 23 was to be our last engine, as she would take us right through to Cape Town. Leaving Touws River, the first sitting group were once again beckoned to partake of the excellent cordon bleu cooking. It was quite a problem to split one’s attention between the food on the table and the scenic grandeur of the famous Hex River Pass. The Class 23 looking quite magnificent at the head of our train as we slowly snaked our way down the mountain. After negotiating the tortuous pass, we drew into De Doorns, where our locomotive quenched its thirst. Once again rolling over the metals, we were treated to the scenic beauty of the Boland. Wine farms with beautiful Cape Dutch homesteads and cattle in lush pastures dominated the scenic beauty. Majestic mountains, with their peaks shrouded in a purple blue haze formed the backdrop to the magnificent scenery. After passing through the lovely Sandhills area, we saw Worcester lying before us amidst its beautiful surroundings. Trays of grapes were much in evidence on the platform as our train drew to a halt. Another drink of water for our locomotive and we were once again on the move. After a brief stop at Wolseley, we cut through the famous Tulbagh Kloof, where a veritable battery of cameramen was waiting to photograph the steam hauled special. Then on to our final stop before Cape Town – Wellington at 3.49pm. Leaving Wellington on the final leg of our historic journey, we became more and more conscious of sightseers and photographers lining the trackside to witness the passage of this famous train. Nearing Cape Town, we began to feel a sense of excitement at nearing the Mother City with its celebrated Table Mountain and other tourist attractions. Passing through Bellville, Parow and other familiar places, we finally slowed down, taking the avoiding line for our grand entry into the new Cape Town Station. People thronged the platform as we drew to a halt on Platform 24 at 5.15pm. The first part of this historic run had been completed. Railway tourist buses were waiting to convey the Blue Train party from the station to our hotel, where we had been block booked. Our private activities in Cape Town were happy, enjoyable and indeed memorable, but as they have no part in this account, I will deal only with our official activities while in Cape Town. On Sunday, 13th April 1969, the Railways had arranged two optional bus tours for the Blue Train passengers. One tour was the usual Cape Point bus tour, which is without a doubt a delightful way to spend a day in the Peninsula. The second tour was specially laid on for those of us with more than just a passing interest in locomotives. This involved a morning visit to the locomotive shed at Paarden Eiland (Cape Town). As an enthusiast I naturally joined the latter group. My wife, determined to share the experience to the fullest extent with me, also joined our party to the locomotive shed. The enthusiasts were indeed happy to have with them, the Chairman of the H.T.A., Mr. Jimmy Hall. The party was escorted to the shed by the Locomotive Superintendent for the Cape Western System, Mr. N.W. Cruikshank. On arrival at the sheds, we were greeted by the Locomotive Foreman, Mr. G.L. Mitchell, and his second in command, Mr. A. Watson. It did not take long to realise 51
that Mr. Mitchell and his staff had gone to great lengths to place various classes of engines strategically around the shed, so that they could be easily photographed.
Above: This group photograph was taken during the visit of the Blue Train party to the Paarden Eiland Locomotive Sheds on Sunday, 13th April 1969. Photo – Les Pivnic. Among the interesting locomotives seen, were those curious, but unfortunately hideous looking “takbok” variations of the Class 19C 4-8-2 and a Class GEA Garratt. However, I understand they have their problems with spark arresting apparatus on locomotives, which have to work through wheat fields. An interesting locomotive, which was specially pulled out for us, was the 2000th engine supplied to S.A.R. by the North British Locomotive Company. She is a Class 24 of the 2-8-4 type and carries a special nameplate, “Bartholomew Diaz”, to commemorate this achievement. After a very pleasant morning at Paarden Eiland and after many more rolls of film were exposed, we thanked our hosts and returned by railway bus to the hotel for lunch, leaving the afternoon free for private sightseeing. An interesting development took place while we were in Cape Town. Through the fine efforts of one of our fellow passengers, Uncle George Fishburne, his associates in Cape Town and with Groote Schuur’s assistance, two heart valves were presented to the special Blue Train for display and safekeeping in the S.A.R. Museum. These valves are of the type used by Professor Chris Barnard and his team. By 10.00am the following morning, we found ourselves back on Cape Town Station in readiness for the return run to Johannesburg. Most of us felt we were leaving the Mother City all too soon. A week in the Peninsula would have been much more to our liking. However, reminding ourselves how fortunate we were to be passengers on this train for this historic event, we settled down to the business of enjoying ourselves and making a 52
photographic record of our return journey. In due course, Class 23 number 2567 appeared, tender first, slowly backing down onto our train. At 10.30am the special Blue Train steamed out of Cape Town Station on its homeward journey. As the homeward run was much of the same character as the forward one, I will detail only the highlights of the trip, as a full description would possibly bore the reader. I feel mention must be made of the impressive pull up the Hex River mountain pass, where our train was being drawn by Class 23 number 2567 and banked by our relief engine, another Class 23 number 2564. Our train had the assistance of the banking engine between De Doorns and Matroosberg over the Hex River pass. It was a stirring and memorable sight to see Class 23 locomotives hammering up the grade with the resplendent Blue Train between them.
Above: Class 23 locomotive No. 2564 serving as a banking engine for the special Blue Train up the Hex River Pass on the return journey on Monday, 14th April 1969. Photo – Les Pivnic. On our arrival in Cape Town two days previously, news had been released that the condensing Class 25 locomotive number 3496 had won the trophy for being the most beautifully prepared engine used to haul our special train. It so happened that Mr. T.J. Barnard, Assistant Locomotive Superintendent, Cape Western System, and brother of the famous Professor Chris Barnard, had been directly associated with the selection and preparation of engine 3496.
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Mr. G.L. Mitchell and his staff were also directly connected with the project. Also not to be forgotten for their part in the preparation of engine number 3496, were the staff at Beaufort West running shed. However, there are unfortunately too many names involved to detail them personally here in this account of the journey. With the forgoing facts on our mind, we eagerly awaited our arrival in Touws River, where we would meet again the prize winning locomotive. The reception we did receive at Touws River was far beyond all expectation. As the train drew to a halt, the Coloured brass band from the S.A.R. Recreation Club of Touws River played the strains of “Die skollie boy wat op die Railway werk”. Literally the whole population of Touws River appeared to throng the station platform. To take advantage of the daylight, a small ceremony was conducted on the platform, during which high-ranking officers of the S.A.R. and H.T.A and the Hon. H.E. Martins participated. This was a preliminary to the main ceremony, which was to take place later in the evening at Beaufort West. After the more serious part of the proceedings was completed, with the playing of the last post by a trumpeter, one of our passengers, Mr. Taylor, entertained the closely packed crowd by dancing to the music of the 23-piece band. All too soon it was time to depart, so with the thump-thump-thump of the local band to bid us farewell, our train, now under the charge of the prize-winning engine, steamed slowly out of Touws River en-route to Beaufort West. By the time our train reached the next stop – Laingsburg – the first sitting for dinner was already in progress in the dining car. I could not resist the temptation to detail the dinner menu for that particular meal at this point in the narrative. The food was once again par excellence and was presented on the menu as follows: Garnaal en manderynkelkie………………….. Shrimp and Mandarin Cocktail Tamatieroomsop……………………………….. Tomato Cream Soup Tongvis en vrugte……………………………… Sole Picasso Aspersies en roomsous………………………... Asparagus Princesse Krummellamkotelette en Rooiwynsous………Crumbed Lamb Cutlets Réforme Gebraaide kalkoen en lewer vulsel………….. Roast Turkey St. James Beeslende en Peperwortel sous……………… Sirloin of Beef and Horseradish Sauce Groentesoorte………………………………….. Assorted Vegetables Gestoofde pere en rys…………………………. Pears Impèratrice Aarbeiroomys………………………………….. Strawberry Ice Cream Kaas Beskuitjies……………………………….. Cheese & Biscuits Vrugte…………………………………………… Fruit Koffie……………………………………………. Coffee
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After finishing our evening meal, most of us congregated in the two lounge cars marshalled either side of the dining car. To illustrate the festive spirit on board the train, balloons were handed out in the lounge cars and we were informed that the passenger blowing the largest balloon would receive a prize. The “prize” being one of the lounge cars and its contents!!! Much blowing and popping of balloons then proceeded to dominate the scene in the two lounge cars. Almost everyone present let their hair down and much merriment and fun was had by all. At one stage a balloon was used in the guise of a rugby ball to the cries of “Haak Vrystaat! ! ! !” I am sure a Blue Train lounge car has never before witnessed such a scene of hilarity. As we were nearing Beaufort West, someone had the bright idea to blow up a number of balloons for the purpose of throwing them out of an open door as the train steamed slowly into the station. This plan was duly organised and executed as we drew alongside the platform at Beaufort West. We were shaken by the large number of people, who were waiting for our train at this Karoo town so late at night. The local townsfolk were obviously very proud of their local railwaymen and their awardwinning locomotive. Without much delay, the official trophy awarding ceremony got under way. The ceremony was conducted on a dais specially erected for this great occasion.
Above: The prize-winning Class 25 locomotive No. 3496 at Touws River on the return journey on Monday, 14th April 1969. Photo – Les Pivnic. The Chairman of the H.T.A., Mr. Jimmy Hall, officially conducted the proceedings. The main trophy in the form of a gold-plated model locomotive (S.A.R. Class 8Y) was officially presented to Mr. J.T. Barnard by the Hon. H.E. Martins, the Deputy Minister of Transport, for providing the smartest locomotive to haul the special Blue Train. Speeches were made by the Deputy Minister, the Hon. H.E. Martins, the Chairman of H.T.A., Mr. J. Hall, the Deputy General Manager of the S.A.R., Mr. R.H. Tarpey, and the Deputy Mayoress of Beaufort West and Mr. J.T. Barnard. Mr. Barnard said that his eminent 55
brother, the world famous surgeon is usually referred to in the press as “Barnard and his team”, henceforth, he himself (Barnard the railwayman) would be referred to as “Barnard and his gang!!” These remarks brought forth much laughter from the crowd surrounding the dais. Small individual trophies in the form of silver cups were presented to the Driver, Fireman and all the senior men involved in the preparation of the winning locomotive.
Above & Left: The prize-winning Class 25 locomotive No. 3496 at Touws River on the return journey on Monday, 14th April 1969. Photos – Les Pivnic. Mr. Tarpey also added a touch of humour to the proceedings, when he, during his speech, announced that the driver and fireman of engine number 3496 were being given a bottle of champagne, but that they were not obliged or allowed to consume it on the footplate! A short and impromptu speech was also made by one of our railway enthusiast passengers, The Rev. Jarvis Palmer, representing the V.U.I.P.s (very unimportant people) thanked the Railways and the H.T.A. for all they had done to organise such a splendid and historic journey. While all this was going on engine 3496 stood within a few feet of the dais simmering quietly at the head of her train. If only that Class 25 was alive in the real sense of the word, to appreciate how she was being feited on that momentous occasion. 56
To railway enthusiasts, steam locomotives are alive in a very special sort of way. I for one, could almost feel 3496 smiling proudly to herself, as she stood floodlit at the end of the platform. With the proceedings finally completed and the photographers having taken their flash photographs, the locomotives were changed and we duly set off for De Aar, our next major stop. At this point I must mention, that at Hutchinson, an intermediate stop en-route to De Aar, the first reunion of the “Hutchinson Club” was celebrated on the platform at approximately 1.30am. The club, originally formed on the downward journey by men passengers who were brave enough to stay up virtually all night, stepped off the train onto the platform in the early hours of the morning. Apart from the catering staff, two popular men found frequently amongst the passengers, were the Train Manager, Mr. Bert de Goede, and the train’s official electrician, Mr. Whittal. I asked the Train Manager if he had ever witnessed a Blue Train journey like this one and he replied saying that he had never in all his years service, seen the Blue Train passengers at every stop, run into the veld with their cameras to photograph the train. Mr. Whittal, I’m sure, had also never witnessed a journey on the Blue Train such as this one. The same locomotives were used on both the forward and return journeys with one exception. The Class 25NC number 3444 “City Of East London”, which hauled us on the forward run between Kimberley and De Aar, was replaced on the return run over the same section by Class 25NC number 3430 “Ladysmith”. The Rev. Jarvis Palmer must once again appear in this account of the special Blue Train trip. The Reverend managed quite unintentionally to see the train from the outside between Klerksdorp and Welverdiend on the closing stages of the journey. This was made possible by the fact that the Blue Train left Klerksdorp without our Reverend, who was still busy taking photographs on the platform opposite to the train. It was impossible to scramble onto the Blue Train as it steamed out, as a goods train had drawn into the station between the Reverend and his own train! Thanks to the prompt assistance of Klerksdorp’s Station Master, a kombi was made available to convey our missing passenger to Welverdiend, where the Blue Train was due to make its final stop before going on to Johannesburg. Our missing Reverend was much relieved to reboard the train when it arrived at Welverdiend, none the worse for his misfortune. Having taken over at Klerksdorp for the last lap, Driver P.J.A. van Wyk assisted by Fireman J.P. Werner and Locomotive Inspector P.H. Van Rooyen in charge of 16E number 855 “City Of Johannesburg” brought our special 30th Anniversary Blue Train to its final halt in Johannesburg Station on the 15th April 1969, at precisely 5.45pm, just 5 minutes early. During the last leg of the journey, some of the enthusiasts were, once again, as so often we were, in the vestibule of the leading coach. Here we listened to every beat of 855’s exhaust as she drew us nearer and nearer to our destination. While no doubts were ever expressed about the capabilities of the other types of locomotives used to haul our special train, the 16E proudly and finally shut the lips of those critics, who had expressed doubts about the 16E’s capability of hauling a passenger train as heavy as this special Blue Train. 57
My only disappointment concerning the entire venture, was the omission of the famous Class 15F in this historic run. The 15F was, for many years, closely associated with the running of the Blue Train between Johannesburg and Klerksdorp and Touws River and Cape Town. However, next time, I’m sure the good old “F” will receive due recognition in the line-up of locomotives selected to haul a special train. In closing the narrative of this historic and memorable journey, may I be permitted, on behalf of all the passengers, to thank Mr. Jimmy Hall and his H.T.A. councillors for coming up with such a wonderful idea – to run a special steam hauled Blue Train to Cape Town and back. May I also thank, on behalf of all of us, the S.A.R. and in particular the Deputy General Manager, Mr. R.H. Tarpey, in the first instance, for allowing the steam run to be made; and secondly, we must thank the manager Mr. P. le Fras Strydom and the staff of the Publicity Department, for the wonderful way in which the entire trip was conducted. A word of thanks must also go out to the men of all ranks and grades of all the locomotive running sheds, who provided us with such a splendid family of steam engines to haul the train. Their efforts will never be forgotten. We must also thank The Hon. H.E. Martins and his wife for gracing the train with their presence. I hope we have made a steam enthusiast out of the Deputy Minister of Transport! A special word of thanks to the catering staff on the train. To the master chef, who provided such fine food and to the stewards, headed by the Chief Steward, Mr. J.H. van Niekerk, also a warm word of thanks. Of special value was the able assistance rendered by Mr. H.C. Boshoff, Catering Inspector, who controlled the smooth running of the dining car services. A word of appreciation also to the non-white staff on the train; the coach attendants, who always kept our compartments and coupes in spick and span condition; the kitchen staff who must have laboured so hard to provide the necessary clean crockery and cutlery in the dining car. We must also express appreciation to the drivers, for safe running; the firemen for providing the steam; the locomotive inspectors for their watchful assistance; and the guards, for their eye on our safety. Any S.A.R. employee connected with the special Blue Train inadvertently left out, must associate him or herself with the foregoing expression of thanks. I close the narrative with one brief and simple phrase – Long live steam power on the S.A.R.!
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List Of Passengers The Hon. H.E. Martins. M.P., Deputy Minister of Transport, and Mrs. Martins. Mr. R.H. Tarpey. Deputy General Manager, South African Railways and Mrs. Tarpey. Mr. & Mrs. J. Adamson Mr. & Mrs. W.T Arthur Mr. & Mrs. K. H. Ash Mr. & Mrs. S. H. Ash Mr. & Mrs. C. J. Baekmann Mr. & Mrs. K. Barnes Mr. & Mrs. P. Buys Mr. & Mrs. R. Boustred Mr. J. Caithness Mr. & Mrs. L.J. Beames Mr. & Mrs. W. Carine Mr. P. Cavanagh Mr. & Mrs. W.E. Kirkwood Mr. & Mrs. D.J. van Ryneveld Mr. D. Creighton-Jones Mr. J. Davidson Mr. N. Davis Mr. H.F. de Wet Mr. R. Exner Mr. W.G. Fishburne Mr. B. Fitton Mr. G.J. de Wet (Die Burger) Mr. P.G. Gouws (Die Transvaaler) Mr. R.A. Short (Personality) Mr. H.J. Joubert (S.A.B.C.) Mr. S. Knowles (S.A. Mirror) Mr. D. Doyle (S.A. Mirror)
Dr. B. Gampel Mr. H. Glover Mr. G. Gooderham Mr. R. Green Mr. & Mrs. L. Hackett Mr. & Mrs. J. Hall Master P. Hall Mr. & Mrs. J. Hugo Mr. F. Holland Mr. D. Howarth Father N. Jarvis-Palmer Mr. & Mrs. F.D. Clark Dr. & Mrs. R. Kolver Mr. K.J. Lewis Mr. & Mrs. F.O.G. Long Mr. & Mrs. H.L. Martin Mr. O. McQueen Mr. & Mrs. J. Nicholson Master B. Nicholson Miss. I. Nicholson Mr. & Mrs. J. Nowitz
Miss. K. Nowitz Miss. S. Nowitz Mr. & Mrs. H.L. Pivnic Mr. & Mrs. M. Ryan Mr. P. Saunderson Mr. & Mrs. J. Shapiro Mr. C. Schoebridge Mr. & Mrs. J. Silver Mr. D.L.D. Smith Mr. A.G. Taylor Mr. E.A. Thomas Mr. M. Tunmer Mr. B. Couzens Mr. & Mrs. A.P. van Zyl Mr. D.A. Vincer Mr. & Mrs. A. Walwyn Mr. & Mrs. D. Whitehouse Mr. R.R. Wilson Mr. P. Worringham Mr. M. Wright
Mr. Chris Barnard (Die Huisgenoot) Mr. D. Jones (Die Vaderland) Mr. J.C. Viviers (Rand Daily Mail) Mr. P.J. Engelbrecht (S.A.B.C. News Film Unit) Mr. J. Powell (S.A.B.C. News Film Unit) Mr. A.S. Kruger (The Star)
S.A. RAILWAYS P.L. Strydom – Manager, Publicity and Travel Department. C.E. Visser – Publicity and Travel Department. S. Matthysen – Publicity and Travel Department. H.G. de Goede – Blue Train Controller. H.C. Boshoff – Catering Inspector. J.H. van Niekerk – Chief Steward. J.R.S. Scholtz – Chef.
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End Of The Line For Class 6E1 E1592 Class 6E1 Series 5, E1592, entered service with South African Railways in 1975 and was designed and built by Union Carriage and Wagon who were based at Nigel in the Transvaal. E1592 made it through four decades of service in her original SAR “red & whisker� livery, the last few of which were under the PRASA umbrella hauling mainline passenger trains.
Mark Berry, who was booked to travel back to Johannesburg on the Trans Karoo from Worcester Station on the 7th July 2015, found E1592 while he was waiting for his train to arrive and managed to grab a few photos of her, having clearly experienced damage from an onboard fire.
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It’s sad in many respects, not only for E1592, having come to the end of her working career due to the fire, but in general, to see the writing on the wall beginning to appear for the remaining members of the Class 6E1 fleet that are still in service. One has to wonder how much longer they will be around for? Photos (Previous Page / Above & Below) – Mark Berry (7th July 2015).
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Above & Below: In happier times, Class 6E1 Series 5, E1592, was regularly seen working PRASA trains (Shosholoza Meyl / Premier Classe) in and out of Durban until around the third quarter of 2012, at which time the PRASA Class 18Es started working all of the Durban trains and the Class 6E1s disappeared. E1592 is pictured here early on a lovely winter morning at Lions River Station in the KwaZulu Natal Midlands at the head of a Durban bound Premier Classe set. The train had just made a routine crew change stop, before proceeding on to Durban, with a scheduled stop at Pietermaritzburg Station along the way. On this particular working, E1592 was assisted by E1383 in the Spoornet “orange” livery (2nd July 2011). Photos – Charles Baker.
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Memories Of Old Durban Station Old Durban Station, what a magical place! Article by Les Pivnic. The present day Durban station can certainly be described as a white or “grey concrete elephant”. It was built largely on the site of the previous steam locomotive depot at Greyville and is really too far from the CBD to be convenient. To be fair to the previous SAR / SATS, the Railway Administration wanted to build the new Durban Station on the Esplanade, at the foot of Gardiner Street, where old Dick King sits on his trusty steed. Durban Corporation was having none of that and said they would not agree to the proposed new site. The old station needed to be replaced, so the site at Greyville was chosen instead. In essence, Berea Road also completely rebuilt, has become Durban’s main commuter station as far as the CBD is concerned. However I digress, what I really want to do is talk about old Durban Station and the adjoining Mechanical Workshops as well as the Greyville Locomotive Depot.
Above: Old Durban Station & Mechanical Workshops (Circa late 1930s). Photo courtesy Local History Museum – Durban. The old Durban Station had a wonderful atmosphere that placed it apart from any other South African Railway main line terminal. Because of the strong Indian Culture in the City it exuded a charm all of its own. Everything about the station was old, but fascinating to the point of being quaintly exclusive. The main line train indicator board was operated and maintained by station porters, who would change train names and times manually by hanging the required nameboards on hooks and then unlocking and moving the hands of each clock face (one per platform) to the appropriate time of departure of the applicable train. The renowned Orange Express had orange plates that stood out from the rest, but then these plates would only appear twice a week in accordance with the train’s schedule to Cape Town. 63
Then there was the fruit stall, packed high with fruits of almost every description; the bookstall with magazines, cigarettes, chocolate’s and sweets to satisfy anyone’s taste. CTC cigarettes, Springbok and Tricolour were typical brands on sale in those days. Cigarette advertising was not taboo in those days, so each manufacturer urged the smoker to try their brand and puff away in absolute pleasure – never mind what it did to your lungs!!! There was an island of ticket offices with little brass grilled ticket windows under destination signs, where one could buy a ticket to Stanger, or if necessary, a through ticket to Kraaifontein in the Western Cape. Photo courtesy Local History Museum – Durban. There was also the Tea Room run by the SAR Catering Department where one could satisfy one’s empty stomach with a railway pie and gravy. The ticket examiners had their rest room nearby and one would always see their scoff boxes standing on a big oak table in the middle of a whole set of lockers. Indian ladies dressed in their fine saris would be seen hurrying to and fro, usually with several children in tow. I remember one particular Hindu lady with a red spot on forehead standing regularly near the train indicator board and offering some sort of prayer to the gods, quite oblivious of anyone around her. In those days, SAR ran frequent and efficient suburban train services to the South Coast, Pinetown, as well as to Wests on the Bluff. This meant that residents in those areas commuted to work in the CBD by rail – no need to put up with traffic jams in order to get to work. My how times have changed! There was also a less frequent service to the North Coast in those days – it wasn’t needed, because the North Coast was dominated by sugar plantations from the outskirts of greater Durban. Photo courtesy Local History Museum – Durban. In the 1950s Durban Station saw Class 1Es handling the main line trains, while Class GCAs dominated on the South Coast services – the relaying of the South Coast line was starting so that heavier locomotives like the Class 16CRs and Class 14Rs could eventually work the trains. The Class GFs worked most trains to the North Coast – here also, Class 14Rs would take over as 64
the heavier rail was put in on the line. Class 14Rs worked the Pinetown (and beyond) services. Class H2s did most of the station pilot duties and later had Class S2s helping them. From 1953 the electrically worked main line got a tremendous boost when the massive Class 4Es appeared on the scene to work trains through to Volksrust in the Transvaal. The Class 4Es were of course ordered for the Western Cape, but due to ESCOM being late with the completion of their hightension supply lines (sound familiar?) for the Touws River – Wellington service, the giant green monsters came to Natal first and started to work trains on the Natal Main Line. Immediately north of old Durban Station was the extensive SAR Mechanical Workshop complex that covered many acres of ground. The SAR’s Durban Shops was one of the major repair depots on the SAR. The extensive Coach Shop not only repaired coaches – they built them new. Goods wagons also had repair bays, while the Plastic Shop started making those familiar igloo huts in sections that one would see around the country. A Class H2 would invariably be seen puffing around the Shops shunting stock around or locos into or out of the Loco Erecting Shop. This depot even had its uniquely eastern influence in that it included small private prayer facilities for Hindus and Muslims so that their religious requirements were catered for. Photo courtesy Local History Museum – Durban. Moving on from the Mechanical Shops to the loco depot at Greyville we find ourselves in a large engine shed with many interesting types to be seen. In the early 1950s, Greyville was home depot to eleven classes of steam locomotives. My SAR loco allocation listing for 25th March 1950 reflects them as follows: Class A Tanks (10), Class H Tanks (30), Class 1 (5), Class 7 (4), Class 8 (5), Class 14 (45), Class 17 (2), Class GCA (22), Class GEA (6), Class GF (13) and recent arrivals Class 16CRs (9). Added to the above were the locos passing through Greyville en route to Shops for repairs and then again en route back to their home depots. These included (in no particular order) Classes GL from Glencoe, Class GDAs from Masons Mill, Class 19s from Vreyheid, Class GEs from Masons Mill, Stanger and Empangeni, Class 12s from Glencoe, Class GCs from Port Shepstone and even a Class MJ Mallet and a Class HF Modified Fairlie from Stanger! In general the locos were kept in a nice clean condition – all of them being regularly wiped down with paraffin rags. There were even a few regular engines on shed and these were in supershine condition. The same could not be said for the visiting locos. Some of them passed through Greyville en route to Durban Shops looking pretty grubby. The Class H2s did a lot of work on the Bluff side of Durban Harbour. Their duties included hauling hapless whales that had been brought into the harbour (by the whale catchers) from the whale-landing slipway around to the Whaling Station on the Brighton Beach side of the Bluff. 65
The main duties of the H2s on the Bluff however, was to feed the ship coaling appliances. The coal was pre-loaded into bins which the appliance would pick-up off the flat wagons and carry them over the side of the vessel to discharge into the ship's bunkers. The H2 would then move its train forward to align the next bin for the appliance to collect. I dare say, by today's standards a rather tedious process, but at the time it worked and it worked well.
Above: Class H2s working trains of coal bins at the Bluff. These bins were used by the coaling appliances to load coal into ships berthed alongside. Note the open hatches on the vessel berthed at the quayside (8th January 1964). Below: Class GF No. 2408 is seen departing Durban Station with a local train to Verulam (10th January 1961). Photos – Les Pivnic.
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Above: Durban Station. Prominent in this photo is the original NGR terminal station roof structure that was originally built for a site in Canada - hence the layered roof to encourage the displacement of snow. I don't think that much snow found its way onto that roof in Durban! Behind the old station is the previous Natal Government Railway's Headquarters Building facing Gardiner Street (24th December 1961). Below: Here is the arched roof of the original NGR Terminal as seen from Platform 1 (24th December 1961). Photos – Les Pivnic.
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Above: Photographed on the 27th December 1961, Class 1E, No. E47 (looking awesome), departs Durban Station with a local train for Pinetown. Below: Greyville Loco Depot. This is a general scene of the Depot with Classes 14R, 16CR and GEA on shed (27th December 1961). Photos – Les Pivnic.
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Western Cape Photo Gallery Above: Class 6E1, E1951, hauls a dead Class 6E, E1197, and a few wagons through Brackenfell in the afternoon (25th September 2003). Below: Class 6E1s, E1957 and E1950, lead the luxury Blue Train through Brackenfell on the trip from Cape Town to Pretoria (13th October 2003). Photos – Fanie Kleynhans.
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Above: Class 35s, 35-018, 35-016, 35-015 and a Class 33 with the Worcester / Voorbaai freight cross over the Gouritz river (20th October 2003). Below: Class 35s and a Class 33 over the climb up from Gouritz river through Cooper Station (20th October 2003). Photos – Fanie Kleynhans.
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Above: Two Class 33s, 33-513 leading, and a Class 35, 35-017, start to accelerate for the climb ahead from Gouritz River to Cooper (21st October 2003). Below: Class 35s, 35-018 and 35-016, just before crossing over the Gouritz River (22nd October 2003). Photos – Fanie Kleynhans.
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Above: Class 35s, 35-018 and 35-016, lead the Worcester / Voorbaai freight through Cooper Station (22nd October 2003). Below: Class 14E1, 14-106, in the Spoornet orange livery, leads a car train through Klapmuts towards Bellville (10th November 2003). Photos – Fanie Kleynhans.
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Above: Class 6E1s, E1952 & E1973, approach Klapmuts with a Rovos Rail set heading back to Pretoria (10th November 2003). Below: Two Class 33s, lead a short mixed freight between Keurfontein and Gouritz River (19th November 2003). Photos – Fanie Kleynhans.
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Highveld Photo Gallery Above & Below: Class 6E1, E1580, passing through Pinedene Station with a Rovos Rail set on its way to Rovos Rail HQ, Capital Park (28th December 2011). E1580, was upgraded and reclassified as Class 18E Series 2, 18-820, at Koedoespoort in 2014. Photos – Charles Baker.
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Above: E1317 & E1403, leaving Johannesburg Station via Platform 15 after arriving with the Trans Karoo. Below: A newly refurbished, Type 5M2A Metrorail set (Set P 16), Train No. 0601, departs Platform 12 at Johannesburg Station. Photos – Charles Baker (30th December 2011).
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Above: A Type 10M5 Tshwane (Pretoria) Business Express, Train No. 1605 (Set TBE 1), on Platform 14 at Johannesburg Station. Below: Class 36, 36-018, and two double stack car carriers for unloading at Johannesburg Station (30th December 2011). Photos – Charles Baker.
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Above & Below: A thunderstorm is moving in, as Class 6E1s, with E1471 in front, move forward to couple onto a load of SFJ Wagons at the yard adjacent to Potchefstroom Station. E1471 is now reclassified Class 18E Series 2, 18-804. Photos – Charles Baker (31st December 2010).
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Above: Sunrise on a chilly Highveld winter morning as Class 35s, 35-411 & 35-423, pass through Germiston dead hauling two Class 34s, with the one in the red TFR livery (just out of the paint shop) being 34-414 (23rd July 2011). Below: A big Durban bound coal train (Python), with five Class 18Es at the business end, and 18-035 in charge, shut down at Greylingstad due to double line occupations for scheduled maintenance (6th March 2011). Photo – Charles Baker.
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Above: Double Stack Car Carrier unloading sequence at Johannesburg Station (30th December 2011). Photos – Charles Baker.
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Below: The Blue Train, with Class 20Es, 20 031 / 20 032 in charge, has just started its journey from Pretoria to Cape Town. The train is pictured here as it passes the Lyttelton quarry, which is situated between Centurion and Irene (3rd June 2015). Photo – Brandon Stow.
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Above: Class 14Es, 14 108 & 14 106, are south bound between Centurion and Irene with the Blue Train (24th September 2012). Below: Class 18Es, 18-802 & 18-807, are north bound through Irene with the Blue Train (12th November 2014). Photos – Brandon Stow.
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Above: Class 38s, 38-017 and 38-047, with a breakdown train leaving Kendal on the Delmas / Ogies section (6th April 2014). Below: Class 18Es, headed by 18-094, are at the end of the climb up to Argent with a heavy coal load (1st April 2013). Photos – Aidan McCarthy.
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Above: 18-704 / 18-620 / 18-175, with a load of container coal passing Dryden on the Delmas / Ogies section (1st April 2013). Below: Class 10Es, 10-052 and 10-098, are climbing up to Arbor siding with a load of granite (16th December 2013). Photos – Aidan McCarthy.
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Above: Class 10E, 10-162, leads four Class 10Es out of Kendal with a load of export coal wagons (17th February 2013). Below: Class 10Es, 10-130 / 10-128 / 10-084 / 10-144 are approaching Kendal with a load of export coal (19th October 2014). Photos – Aidan McCarthy.
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Above: Class 43s, with 43-177 in charge, leaving Argent with a load of containerised coal from Arbor siding (16th June 2015). Below: Class 18Es, 18-293 / 18-060 / 18-090 / 18-146 /18-631 leaving Dryden with a load of coal (16th June 2015). Photos – Aidan McCarthy.
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Class 14E1 14-102 At De Aar
In October 2005, the Blue Train and the Trans Karoo were involved in a collision at Deelfontein, about 20km South West of De Aar in the Karoo. Class 14E1, 14-102, pictured here at De Aar on the 29th December 2010, was at the head of the Blue Train. Thankfully there was no loss of life as a result of the collision, although there were many passengers and crew on both trains, including the driver of the Trans Karoo, who sustained injuries. The official cause of the collision was a signalling failure. Photos – Charles Baker. 85
TransNamib 459 Ex SAR Class 33 (400) 33-459
Above & Below: Ex SAR Class 33 (400) built as model GE U20C in 1969, 33-459, is pictured here in Bloemfontein as TransNamib 459 (28th December 2010). Originally worked in South West Africa by SAR, 33-459 was one of a few members of her class who were transferred to the Namibian railways when South West Africa gained its independence. Photos – Charles Baker.
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Kimberley Station & Rovos Rail
On the 30th December 2010 I paid a visit to Kimberley Station, my first since 1972. Unfortunately my hopes of visiting the station’s Museum were dashed, since it was closed for the Christmas holidays. I did however manage to see the outside exhibits and sit on one of the benches on the wonderfully shaded platform to escape the scorching Kimberley heat and enjoy a cold drink, while processing my own thirty eight year old memories of my arrival at the station as a nine-year-old with my parents by milk train from Durban. Very pleasant and happy memories I dare say of my first train ride! A Rovos Rail set (New Year Special) was in the station on its way to Cape Town. On board crew were filling water tanks, while the train waited for locomotives to arrive so that it could continue on with its journey. The new locomotives duly arrived in the form of two Class 34s, 34-930 (originally one of the designated Blue Train Class 34 locomotives) and 34-111, and before long the train was on its way. Photos – Charles Baker. 87
Bloemfontein – The New Heritage Centre? On the 26th June 2015, Jacque Wepener visited Lucas Nel at the Bloemfontein Locomotive Depot. To his surprise, Jacque found that the grand old heritage locomotives, which were previously staged at Bellville in the Western Cape for many years, were now in Bloemfontein. Present at the depot were E613 (Class 5E1 Series 2), E259 (Class 5E Series 1), E201 (Class 3E), E258 (Class 4E) and 31-007 / D706 (Class 31 / Class 1-DE). The whereabouts of the other Class 31 / Class 1-DE, 31-028 / D727, that was also in Bellville is a bit of mystery though, as she did not arrive in Bloemfontein with the other locomotives mentioned above. Unconfirmed word at the moment suggests that Bloemfontein may be gearing up for a “New Museum”, with further unconfirmed reports in the air, that the remaining locomotives at Millsite will also be making their way through to Bloemfontein.
Above: Class 5E1 Series 2, E613 (in front) was built in 1963 and Class 5E Series 1, E259 (behind) was built in 1955. Below (Left): The Number Plate on E613. Below (Right): From left to right, E258, E259 and E613. Photos – Jacque Wepener.
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Above: Inside Class 5E Series 1, E259. Jacque noted that the locomotives are generally not in good condition. Below: Class 4E, E258, was designed by General Electric and built in 1954 by North British Locomotive Company. There were a total of 40 locomotives in the Class, numbered E218 to E258. Col. André Kritzinger’s exceptional research work on Wikipedia “List Of South African Locomotives” contains a particularly interesting and informative insert on the Class 4E locomotive, aka The Green Mamba. Photos – Jacque Wepener.
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Above & Below: Various internal and external photos of Class 4E, E258, after arrival at the Bloemfontein Locomotive Depot. Photos – Jacque Wepener.
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Above / Below & Next Page: Class 3E, E201, at Bloemfontein Locomotive Depot. Note the through piping used for braking purposes during the relocation of the locomotives from Bellville to Bloemfontein. The Class 3E was comprised of 28 locomotives, designed by Metropolitan Vickers and built by Robert Stephenson and Hawthorns in 1947. Photos – Jacque Wepener.
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Above / Left / Below: Class 31 diesel electric locomotive, 31-007. The Class 31s were originally classified as Class 1-DE. As a Class 1DE, 31-007 had the running number of D706. The Class 31s / Class 1-DEs were designed and built by General Electric for South African Railways in 1958. There were a total of 45 locomotives in this Class. Col. André Kritzinger’s insert on Wikipedia for the Class 31s / Class 1-DEs notes that three of the Class were purchased and operated by Sheltam at the end of their South African Railway / Spoornet days, and a further one locomotive saw its way to RRL Grindrod South Africa. Photos – Jacque Wepener.
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Around the Bloemfontein Steam Sheds. Above (Top – left to right): (1) Class 24 - number not identified. (2) Class 15F No. 2928. Above (Bottom – left to right): (3) Class GMAM No. 4129. (4) Class 19D No. 3332. Below (Top – left to right): (1) Class 25NC No. 3454 “BI EBING”. (2) Class 19D No. 2654. Below (Bottom – left to right): (3) NZASM 46 Tonner No. 230 “JAN WINTERVOGEL” from Waterval Boven. (4) Class 25NC No. 3479. Photos – Jacque Wepener.
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Class 22Es Depart Durban For Pretoria The first twelve Class 22Es direct from China arrived in Durban earlier in the week on board the Chipol Changjiang, along with twelve Class 21Es. The first batch of four Class 22E locomotives (22 012 / 22 001 / 22 020 / 22 002) are pictured here departing from the Point in Durban and heading along the Esplanade, at the start of their dead haul journey to Pyramid South, Pretoria. Class 18E, 18-363, was the lead locomotive (20th August 2015). Photos – Charles Baker.
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